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

 

TODAY’S BULLETIN OF MARITIME NEWS

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

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FIRST VIEW:   Jolly Palladio

• Cable theft disrupts coal deliveries to Richards Bay Coal Terminal
• WHARF TALK: HMS SWALLOW – 1768
• IN CONVERSATION: Kenya’s Lamu Port was meant to deliver great things. But, as the story of local fishermen shows, it hasn’t
• Xeneta container update: Questioning myths of declining container volumes
• South Africa cuts short orange export season to EU due to Black Spot concerns
• MSC re-routes ships to avoid blue whales off the coast of Sri Lanka
• VUKA Marine extends its support for the SA ship register
• WHARF TALK: HMS SWALLOW – 1768
• Focus on Port of Durban – Unusual ship movements
• U.S. sea base ship Hershel “Woody” Williams next calls at Walvis Bay
• Africa Adaptation Summit
• TRADE NEWS: DNV and MSC sign 100 vessel contract for Anti-Roll Assist and ARCS
• Ports of Durban and Richards Bay expansion plans receive green light from TNPA Board
• Shippers meet in Accra to discuss container safety and verification of weights
• TRADE NEWS: Water lubricated propeller shaft bearings found to reduce fuel consumption
• Aviation: Rwanda takes control of its upper airspace
• Mozambique lifts ban on Russian ships and companies
• IMO Secretary-General visits port of Odesa
• Shell loses case as High Court rules against Wild Coast survey
• WHARF TALK: German light cruiser – KARLSRUHE  1935
• Mozambique’s President Nyusi confirms a second FLNG for Rovuma Basin is under study
• New KZN Dube Trade Port chemical plant to boost economy, reduce exports
• MSC’s TIL & Hutchison Ports team up for massive Rotterdam container terminal
• Keen interest by third party operators for slots on railway network
• WHARF TALK: An English Privateer and Robinson Crusoe – 1710
• USS Hershel ‘Woody’ Williams crew awarded USCG Special Operations Service Ribbon
• Tanger Med installs advanced software to reduce wind gust damage
• Os 35 casualty – pumping continues as engineroom structure expected to deteriorate
• Focus switch to COP27: African leaders in Gabon for Africa Climate Week
• Commonwealth Secretariat and UNCTAD Accord at Africa Climate Week    
• EARLIER NEWS CAN BE FOUND HERE AT NEWS CATEGORIES…….

The week’s mastheads:

Monday: Port of Tin Can Island
Tuesday: Port of Tema
Wednesday: Port of Saldanha (futuristic)
Thursday: Port of Saldanha Iron Ore Terminal
Friday: Port of Richards Bay Coal Terminal (RBCT)
Saturday: Port of Richards Bay
Sunday: Port Harcourt

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Condolences to our readers in the United Kingdom and elsewhere on the death of their monarch, Her Majesty Queen Elizabeth II

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News follows below

FIRST VIEW:   JOLLY PALLADIO

Another rare example of the Messina Line vessels in terms of calling in South Africa is JOLLY PALADIO (IMO 9668984), making what we believe to be her first call in these parts – someone please correct us if not so.  The RoRo cargo container ship has a deadweight of 44,574-tons, a length of 240 metres and a beam of 37.5m with a container capacity of 3,000 TEU and 200 reefer TEUs.

Jolly Palladio, the final building of six sister ships built in South Korea at DSME and STX shipyards, is powered by a single MAN-B&W 7L70ME-C8 diesel engine 2 stroke main engine producing 31,121 bhp (22,890 kW), driving a fixed pitch propeller for a service speed of 20 knots. In line with her sister ships the RoRo Jolly Palladio RoRo has a single ramp at the stern.

The six sister Jolly vessels have the names Jolly Diamante, Jolly Perla, Jolly Cristallo, Jolly Quarzo, Jolly Vanadio, and Jolly Palladio.

Jolly Palladio is owned by Ignazio Messina & C SPA and managed and operated by the same company, based in Genoa, Italy. The ships on this service operate between Genoa and Durban, calling at the Red Sea port of Jeddah and at Mombasa en-route to Durban, and returning via scheduled or induced ports along the way, including Maputo, Nacala and Dar es Salaam among others. The ships each fly the Italian flag.  Ignazio Messina is part-owned by MSC.

This picture is by Trevor Jones

and now the news….

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Cable theft disrupts coal deliveries to Richards Bay Coal Terminal

Transnet Freight Rail (TFR) reported several more cases of cable theft this week that brought disruption to the strategic coal line to Richards Bay Coal Terminal.

One on these – the most serious – was on the Mswaneni tunnel bypass between Vryheid and Ulundi. Another a night earlier was at Mkhondo and involved an attempted cable theft which TFR teams were able to repair in a matter of two hours.

The incident at Mswaneni was far more serious and extensive, and involved five spans of catenary wire stolen, five spans of contact wire vandalised and five spans of steel work damaged. TFR had to close the line to clear the load on the track and to repair the line.

According to TFR the line had to be closed in order to clear the load on the track, a job that TFR estimated would take about eight hours. Once this was cleared a further 10 hours was needed to repair the line.

These incidents are a another clear indication that TFR remains under siege from organised crime across the country, TFR said.

Faced with an estimated 18 hours of repair work TFR teams got busy and managed to clear the track, replace the overhead cables and have the rail service back in operation in a record time of 15 hours – three hours earlier than anticipated.

TFR has seen a huge spike in cable theft incidents over the past few years that have escalated in revenue losses and repair costs. Together with its partners including law enforcement agencies, TFR says it is working hard to find solutions to mitigate the scourge.

In the past financial year about 1,500 kilometres of cable were stolen from TFR, crippling many rail operations often in important and strategic areas of operation. Transnet estimates this to have reached the value of R4.1 billion for one year, which doesn’t cover those losses experienced by rail users who have to seek other more expensive means of getting their product to or from the ports.

As an example, the Richards Bay Coal Terminal was able to export 58.72 million tonnes of coal during the recent financial year – its lowest figure since 1966. The terminal had targeted an export volume of 77 million tonnes. The main reason for this was unavailability of railage capacity either from things like cable theft or unavailability of locomotives.

These losses in export volume, which are ongoing for the same reasons, are at a time when coal prices on the world market have increased by around 165% with heavy demand arising from the energy crisis in Europe.

TFR has appealed to the public to report any suspicious activity involving cable theft by emailing cabletheft@transnet.net

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Added 9 September 2022

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Yesterday we inadvertently left out a number of paragraphs towards the end of the following Wharf Talk article, for which we apologise to readers who may have been puzzled by the abrupt ending.  Here today is the full article, which can also be found lower down our pages in the Thursday section, now restored to full length.  Enjoy!

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WHARF TALK: HMS SWALLOW – 1768

Story by Jay Gates

During the golden age of exploration, Cape Town was quite probably the most important anchorage and harbour in the world. It was the one port on earth where, almost without exception, every single voyage of exploration called in that magnificent era. Some of these explorers, and their vessels are well known, others much less so.

One such voyage, which called into Cape Town, was one of prolific discovery, yet very few people are aware of the name of the Commander of the voyage, or of the vessel itself. Even less known is that his voyage answers one of the questions regarding the outcome of the famous ‘Mutiny on the Bounty’.

The British Government started sending out ships on voyages of exploration in the 1760s, with a view to discover new lands, claim them for the King, and determine if these new lands were suitable for colonization as part of what would be a future, growing, Empire.

The first ship to follow such a course was HMS Dolphin, built in 1751 as a 6th Rate, 24 guns, Frigate. It sailed from England in June 1764, under the command of Commodore John Byron RN, heading for Cape Horn and the Pacific Ocean. On 14th February 1766, HMS Dolphin arrived in Table Bay, en-route back to England. She remained at the Cape until 6th March, when she sailed for Plymouth, and where she arrived back safely in May 1766.

It was the first time that any vessel had circumnavigated the world in less than 2 years. One senior member of the crew of HMS Dolphin was Lieutenant Philip Carteret RN (1733-1796). On arrival back in England, Carteret was promoted to Commander, and told to report back to Plymouth, and to take command of HMS Swallow. The vessel was to be made ready to undertake a voyage of exploration, once more in company with HMS Dolphin.

HMS Swallow was a Merlin Class Ship-Sloop, built in 1745 at the Henry Bird shipyard at Rotherhithe, on the River Thames. She was only 28 metres in length and had a burthen tonnage of 278 tons. She cost £4,225 to build, which is the equivalent of £1.03 million (ZAR20.6 million) today. She was three masted, all with square rig, and she was armed with fourteen 6 pounder cannons, and 14 half pounder swivel guns.

It would appear that HMS Swallow was in very poor condition, as she was described by Carteret as ‘One of the worst, if not the very worst of her kind, in His Majesty’s Navy’. She sailed from Plymouth, in company with HMS Dolphin, under the command of Captain Samuel Wallis, on 21st August 1766

After sailing through the Magellan Straits, and into the Pacific Ocean, the two vessels became separated, and HMS Swallow lost company with HMS Dolphin, and she never saw her again on that voyage. HMS Dolphin herself went on to make the first discovery of Tahiti, which Wallis named King George’s Island. She arrived in Table Bay on 4th February 1768, and one month later sailed for England, reaching the Thames on 20th May 1768.

For Philip Carteret, he was determined to continue with his orders, which were to discover new lands in the South Pacific Ocean, and to try and determine the existence of Terra Australis Incognita, the great southern continent thought to exist. As Carteret had been across the South Pacific before, he knew that they had at least six weeks ahead of them, crossing a vast expanse of potential empty ocean.

To keep his crew alert, he told them that he would present a bottle of brandy to the member of his crew who spotted new land, and he would name that land in their honour. On 2nd July 1767, the Midshipman, in charge of the foretop watch, made the famous call of ‘Land Ho’ and Carteret logged this new island in position 25°02’ South 133°21’ West.

He was not overly impressed by what he saw, and described it as “a small, high, uninhabited island, not above four or five miles round, and scarce better than a large rock in the ocean.” The Midshipman who made the discovery was 14 year old Robert Pitcairn, from Edinburgh, and whose name was given to what is now the most famous island in the South Pacific Ocean.

The discovery was written into the log of HMS Swallow as follows… “Discovered land to the northward of us. Upon approaching it the next day (Friday, 3 July), it appeared like a great rock rising from the sea… and it having been discovered by a young gentleman, son to Major Pitcairn of the Royal Marines, we called it Pitcairn’s Island.”

However, without a chronometer, the longitude of Pitcairn’s Island was recorded by Carteret as out by more than 3 degrees, which meant it was placed on charts almost 210 miles west of its actual position. This fact was not lost on Fletcher Christian who, over twenty years later in 1790, led the mutiny on HMS Bounty, and sailed her to Pitcairn, and into history.

The island was not found again until February 1808 by Captain Mayhew Folger, of the American whaling ship, Topaz. Pitcairn’s position was not fixed until September 1814, when it was visited by HMS Briton, under the command of Captain Sir Thomas Staines RN. At this time, the only mutineer left alive was John Adams, who was granted a full amnesty.

Philip Carteret went on further into the South Pacific and not only conducted surveys of the Solomon Islands, and the New Guinea coastline, but his sailing into the unknown resulted in him discovering over twenty new islands, which is an achievement, greater than almost every other explorer who followed him. According to the Guinness Book of Maritime Records, his exploits should have led him to be ‘ranked as one of the greatest explorers of his day. Yet, unjustly, his name is seldom remembered’.

When he arrived at the Dutch East Indies, he called in at Makassar, Bonthein, Batavia and Onrust. In all four ports he had extremely fractious relations with the Dutch authorities, where he felt they were not giving him enough assistance or showing him enough respect. It resulted in his stay in the East Indies running from December 1767 to September 1768, when he finally sailed for the Cape.

Arriving in Table Bay on 28th November 1768, HMS Swallow spent a much happier time in Cape Town, with Philip Carteret finding the Dutch Authorities in the Cape being vastly more friendly and reasonable, in every respect, from their compatriots in the Dutch East Indies.

He wrote in his journal, of the differences between the Dutch in Batavia, and those in the Cape… “I could scarcely believe the people of this place were of the same nation, where nothing else reigns but pride, insolence, jealousy, suspicion, and mistrust. The temperate climate might have something to do with their good nature, and also the pleasant countryside.”

He had a special mention for Governor Ryk Tulbagh, who was not only a just, and an enlightened, man but also a patron of the sciences. Carteret also praised the Secretary of the VOC in the Cape, Menheer Barrawkee.

After his crew had regained their strength, they were ready to sail from Cape Town on 7^th January 1769. They sailed for home, a full year after HMS Dolphin had passed through, and reached Portsmouth on 27^th March 1769.

This was not the first visit to the Cape by HMS Swallow. In November 1747, some twenty years previously, she sailed from England to join the East Indies Station. On arrival at the Cape, she joined a large Royal Navy fleet, which sailed in May 1748, bound for Mauritius, with the intention to attack the French forces there, and to capture the island from the French. The attack was called off when it was realised that the shore defensive batteries would make the attack too dangerous .

Instead, the fleet set sail for the French enclave of Pondicherry in India. Again, the planned attack on the town did not take place due to the onset of the Monsoon. HMS Swallow concluded her service with the East Indies station, and returned to England, arriving back from India in January 1753.

 

Some Capetonians will recognise the word Pondicherry, as during the time of the Batavian Republic, the Dutch authorities at the Cape sought assistance to defend themselves against the British, and the French sent the Pondicherry Regiment from India to assist. The French set up batteries in Hout Bay, which are still there, and every year they reenact the incident when the cannons were fired in anger at HMS Echo, which had sailed into the bay. Hout Bay has a street, Pondicherry Road, named after the Regiment.

As for Midshipman Robert Pitcairn, he arrived back in England, with HMS Swallow in March 1769. He was transferred to HMS Aurora in September 1769, and she sailed to the Cape, where she arrived in November 1769. After a month in Table Bay, HMS Aurora sailed in December 1769, bound for the Comoro Islands, in the Mozambique Channel. She never arrived, disappearing without trace, and presumed sunk with all hands lost, including Midshipman Robert Pitcairn, just 16 years old.

For philatelists, the famous voyage of HMS Swallow has been captured on postage stamps, including those issued by Pitcairn Island (naturally!), St. Helena, the Solomon Islands, Jersey and New Guinea.

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Added 8 September 2022

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IN CONVERSATION: Kenya’s Lamu Port was meant to deliver great things. But, as the story of local fishermen shows, it hasn’t

Gediminas Lesutis, University of Amsterdam

For nearly two decades, successive Kenyan governments have promoted mega infrastructure projects as a pathway to development. The Lamu Port has been one of them.

In 2012, then president Mwai Kibaki – at the inauguration ceremony for a transport corridor that stretches from the Lamu Port to South Sudan and Ethiopia, and known as Lapsset – stated:

I have no doubt that this day will go down in history as one of the defining moments – when we made a major stride to connect our people to the many socio-economic opportunities that lie ahead.

However, as my research shows, the reality of these mega projects is more complex than state officials acknowledge.

Instead of bringing development, a better society and a happier life, mega infrastructures result in hardship, especially for vulnerable, historically marginalised groups of people. This is vividly illustrated by Lamu’s fishermen.

The story of the fishermen provides a good lens through which to understand how vulnerable communities are affected by mega infrastructure projects. In Lamu, 70% of the local population depends on artisanal fishing. This is characterised by small-scale, low-cost and low-technology fishing practices.

In my research, I conducted interviews with representatives of the Lapsset Corridor Development Authority, officials of the Kenya Ports Authority and local government, civil society groups and key local informants. I also held interviews and informal conversations with Lamu’s fishermen while I observed and participated in boat maintenance, fishing and social gatherings.

The fishermen’s experiences illustrate how communities can challenge the way big infrastructure projects are done. The Save Lamu alliance, comprising civil society groups that focus on human rights, took the Kenyan government to court in 2014 over the port construction.

Through community-based research and mobilisation, the alliance sought to demonstrate how historically vulnerable groups of people, such as artisanal fishermen, are deliberately excluded from state development plans.

Lamu’s fishermen

The construction of the Lamu Port displaced fishermen from their traditional onshore fishing grounds in Manda Bay. This is located at the southern corner of the Lamu Archipelago on Kenya’s coast. It’s a deep and sheltered bay with a wide, navigable entrance channel.

The port’s construction began in 2012 and is expected to hold 32 berths. So far, three berths have been completed. They have claimed five square kilometres of Manda Bay. The first berth began operating in May 2021.

The port construction works – including reclaiming land from the sea, and digging and dredging – destroyed coral reefs and mangroves that are main fish breeding grounds. The works also polluted these breeding grounds by bringing up dirt and sand. This made the area unsuitable for fishing.

Fishing activities are entirely undertaken close to the shore in Manda Bay. There are fishing grounds further offshore, but local fishermen lack appropriate fishing gear to explore deep-sea areas. As a result, Lamu’s fishermen – estimated to be between 4,700 and 7,000 individuals – are witnessing a shrinking operational space for their livelihoods.

Resistance to unsustainable corridor development

These drastic effects on fishermen – and concerns about more negative impacts on the environment in the future – led to community mobilisation in Lamu.

In 2014, Save Lamu submitted a court case against the Lapsset Corridor Development Authority for not considering how the project was going to affect local people’s livelihoods.

Four years later, in an unprecedented ruling, Save Lamu won this legal battle against the national government.

A three-judge bench ruled that the construction of Lamu Port violated the rights to public participation, public information, a clean and healthy environment, and culture.

The court also found that the local county government of Lamu wasn’t involved in the planning and implementation of the port.

Regarding artisanal fishermen’s livelihoods, the judges ordered the government to recognise fishing rights as amounting to property, and pay US$170 million in compensation to 4,700 fishermen displaced by the port construction.

Kenya’s civil society celebrated the ruling as a historic win for human rights. But the national government immediately appealed it.

Local versus national

The port’s construction continues unabated.

The fishermen have not been compensated for lost livelihoods. This follows an ongoing disagreement between the national government, Lamu’s local government, Save Lamu and representatives of Lamu fishermen on how many individuals should receive this compensation, and how it should be spent.

The central government prefers state–controlled development of the local fishing industry. This would include state-supervised acquisition of boats and fishing gear for deep-sea fishing.

The government has proposed development schemes that would provide the necessary equipment to clusters of 10 fishermen. This, it says, would address the long-existing problem of overfishing and enable fishermen to exploit deep-sea resources. This position is supported by Save Lamu, which advocates for long-term sustainability and fishing cooperatives.

Fishermen’s representatives, however, have rejected these proposals. They say fishermen lack access to the infrastructure to repair or maintain new equipment provided by the central government. Instead, they prefer to use boats that can be built and maintained locally. They also deeply mistrust the central government to provide any meaningful assistance.

After years of dispute, in May 2022 the Lamu County commissioner Irungu Macharia assured Lamu fishermen of their compensation. It’s still not clear when this will begin.

Lessons about infrastructure development

The dynamics of infrastructure development in Lamu demonstrate how mega projects don’t result in the prosperity promised by the central government. Instead, they become implicated in national and local politics, and conflicts over different preferences for “development”.

In such contexts, the most vulnerable people whose livelihoods are directly affected by these developments suffer the most.

Even if civil society is successful in representing their interests, it doesn’t result in any meaningful changes.

These groups are not assisted to adapt to changing socio-economic circumstances brought by mega infrastructure. Big projects entrench existing inequalities.

Gediminas Lesutis, Marie Curie Fellow, University of Amsterdam

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

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Added 9 September 2022

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Xeneta container update: Questioning myths of declining container volumes

Oslo-based Xeneta is calling into question industry narratives of significantly declining ocean freight volumes and shipper dismay over rising Bunker Adjustment Factors (BAF).

In its latest ‘Ocean Freight Pulse’ survey of its user base, made up of globally leading shippers, Xeneta found that over 50% of respondents expected volumes to stay the same or increase, while 38% expected a drop of just 5%. On the issue of BAF, 78% said they were staying with the original bunker formula, accepting the outlined Q3 increase in their long-term contracted agreements with carriers.

The findings go some way to “debunking current industry myths”, according to Peter Sand, Xeneta Chief Analyst.

Don’t assume, analyse

“The uncertain macroeconomic outlook, along with softening spot rates, slowing long-term rates growth and uneven demand has some people ‘jumping the gun’ to push narratives of an industry sailing towards stormy waters for the remainder of 2022. It’s not uncommon to read articles in the mainstream media at present forecasting declines of up to 15%.

“However, those stories are often based on assumptions, rather than genuine interaction with key stakeholders and analysis of the latest data. We’d say, from our dialogue with some of the world’s biggest shippers, that the outlook is actually significantly more stable. The BAF findings, in particular, were surprising – especially as shippers, who have been left reeling by spiralling rates, contrast their fortunes with the record-breaking profits carriers are racking up. We’d have expected more pushback than this.”

Real insight

Xeneta has unique access to industry intelligence, giving it the ability to report live on the very latest market developments. Its benchmarking and market analytics platform is comprised of over 300 million contracted container shipping and air freight rates, covering over 160,000 global trade routes.

The Ocean Freight Pulse survey, carried out in conjunction with a customer-exclusive webinar, first asked users about their confidence in ocean freight volume stability for the remainder of 2022. 32% said they expected volumes to remain stable, 18% expected an increase of approximately 5%, and 2% anticipated a 15% increase.

Contrary to current reporting wisdom, only 10% expected volumes to decrease by around 15%, while 38% expected ocean freight volumes to slip by a more moderate 5%.

Questioning narratives

“We conducted the same survey in June,” Sand says, “with 54% of customers anticipating a decrease in volume in the months following. So, if anything, we see a slight improvement in sentiment here. Which begs the question, are things more stable than we’re being led to believe? It’ll be interesting to keep an eye on the very latest data going forwards to get a true picture of the evolving supply, demand and rates dynamic.”

On the issue of BAF, the survey found the huge majority of shippers accepting the rise, with only 22% renegotiating – 17% successfully and 5% without success. Customers were also quizzed over whether they’d renegotiated their prices while their long-term contracts were still valid. 52% had, 41% hadn’t, and the remaining 7% tried to, but unsuccessfully.

Oslo-based Xeneta’s unique software platform compiles the latest ocean and air freight rate data aggregated worldwide to deliver powerful market insights. Participating companies include ABB, Electrolux, Continental, Unilever, Nestle, L’Oréal, Thyssenkrupp, Volvo Group and John Deere, amongst others.

To sign up to Xeneta’s weekly container rates blog please CLICK HERE

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Added 9 September 2022

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South Africa cuts short orange export season to EU due to Black Spot concerns

The SA citrus industry has voluntarily closed export of Valencias to EU to mitigate CBS risk.

The decision has been taken with just a month left of the current export season. Making this announcement, the Citrus Growers’ Association of South Africa (CGA) and the Fresh Produce Exporters’ Forum Boards said season would close to the European Union from 16 September 2022.

“This decision was taken in response to the 10 CBS notifications of non-compliance (NONCs) on SA citrus detected so far this season and the traditional heightened risk that Valencia oranges pose for CBS non-compliance at the tail end of the EU export season.

“The market closure will be rolled out in a staggered approach, with the last day of inspections on Valencias in Northern regions being on the 16th of September while the Gamtoos Valley [Patensie], East Cape Midlands and Sundays River Valley will close inspections on the 23rd September 2022.

“Mandarins, grapefruit, lemons and navels from CBS-free areas will not be affected.”

The early closure comes as another blow to growers who have faced one of their most challenging seasons to date, the associations said, adding that the decision to voluntarily close shows South Africa’s phytosanitary CBS Risk Mitigation System being implemented effectively.

“To date, 138 million (15kg) cartons of fruit have been packed for export to key markets across the world. The latest prediction is that 167.2 million cartons of citrus will be shipped by the end of the 2022 season, which is 3.3 million cartons less than what was predicted at the start of the season.”

These figures still show steady volume growth when compared to previous years, but a number of serious operational and commercial challenges means that the majority of local growers are faced with the very real prospect of significant earnings losses this year.

“Experienced industry commentators are of the view that less than 20% of citrus growers are likely to achieve above break-even returns at the end of the 2022 season. This poses a major threat to the sustainability and profitability of the sector and the 130,000 jobs it sustains as well as the R30 billion in export revenue it generates annually.

“The most serious challenge facing growers, which is having the biggest impact on their bottom line is price hikes across a number of inputs as a result of the Covid-19 pandemic and the Russian invasion of Ukraine. For example, fertiliser prices increased just over 56% between 2020 and 2021 and fuel prices are up by 53%.

Excessive freight rates

The statement said that of even greater concern is record high freight rates, with shipping lines hiking their prices by 128% between 2020 Q1 and 2022 Q1.

“This means growers are having to pay virtually twice as much to ship their fruit, than what it cost to produce it over the course of an entire year.”

Taking control of shipping

The CGA said it has been engaging with other fruit sectors on potentially taking control of their shipping. A feasibility study is expected to be completed by the end of this month.

Improvements in port performances

The CGA said that in light of these serious headwinds, “it is positive news that South Africa’s ports have been operating fairly smoothly over the past few months with any blockages being addressed speedily by the relevant role players, including Transnet.

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Added 9 September 2022

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MSC re-routes ships to avoid blue whales off the coast of Sri Lanka

As the weekend approaches it’s time for a good news story…..

Mediterranean Shipping Company (MSC), the world’s largest container carrier, has taken measures to help protect blue whales and other cetaceans (other whales, dolphins and porpoises), living and feeding in the waters off the coast of Sri Lanka. These waters off Sri Lanka’s southern coast are in one of the world’s busiest shipping lanes.

MSC ships will avoid the official shipping lanes and tae a more southerly route instead. MSC said it is encouraging other shipping lines to do the same.

This measure of modifying navigation guidance was adopted in line with the advice of scientists and other key actors in the maritime sector. Simulations have shown that moving the official shipping lane 15 nautical miles to the south could reduce the strike risk to blue whales by ask much as 95%.

The measures were adopted by MSC in mid-2022 with its vessels passing by Sri Lanka on a new course that is approximately 15 nautical miles to the south of the current traffic separation scheme (TSS) for commercial shipping.

The change of route is based on research completed by the International Fund for Animal Welfare (IFAW), with the World Trade Institute (WTI), Biosphere Foundation, University of Ruhuna (Sri Lanka), Raja and the Whales and University of St Andrews (UK), and additionally endorsed by the World Wide Fund for Nature (WWF).

Westbound ship traffic is now limited to a latitude between 05 30N and 05 35N, and eastbound traffic to a latitude between 05 24N and 05 29N in order to avoid designated cetacean habitats.

An exception has been made for vessels embarking and disembarking for safety reasons in Galle, including in case of adverse weather. Additionally, smaller feeder ships sailing around the Bay of Bengal will reduce their speed to less than 10 knots in this area.

Sri Lanka’s port of Colombo is a major transshipment hub for global trade.

Further reading may be found HERE

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Added 9 September 2022

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VUKA Marine extends its support for the SA ship register

VUKA Marine finalises the registration of yet another ship to sail under the South African flag.

CAPE JASMINE (IMO 95387510) is a 292 metre long by 45m wide capesize bulk carrier that is capable of carrying 176,300 tons of freight. She was built in 2012 and replaces the Cape Enterprise, which the company retired from service earlier this year.

Cape Jasmine is being chartered by global mining company Anglo American for the international transport of iron ore and other freight.

VUKA Marine has since 2015 remained a steadfast supporter of the South African ship register and local seafarer development. According to VUKA Marine the employment and training opportunities offered by a locally registered fleet are a key requirement industry development.

Five bulk carrier vessels representing over 800,000-dwt have been registered by the company, and more than 80 South African seafarers have served at various times on those ships.

“We are pleased to continue and expand our support for the development of the South African international shipping industry through VUKA Marine,” said Peter Lye, Global Head of Shipping, Anglo American.

“We look forward to seeing how this relationship can continue to contribute to growth in South African seafarer training and employment, the national ship register and the broader maritime economy.”

Andrew Mthembu, Chairman of VUKA Marine, said it was particularly gratifying to see the contingent of young black South African seafarers and cadets, including officers, who are serving on the Cape Jasmine.

“They joined the vessel in Korea, where the national flag was first raised on her stern. We look forward to VUKA Marine’s ships showing off our country’s flag in ports all around the globe,” Mthembu said.

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WHARF TALK: HMS SWALLOW – 1768

Story by Jay Gates

During the golden age of exploration, Cape Town was quite probably the most important anchorage and harbour in the world. It was the one port on earth where, almost without exception, every single voyage of exploration called in that magnificent era. Some of these explorers, and their vessels are well known, others much less so.

One such voyage, which called into Cape Town, was one of prolific discovery, yet very few people are aware of the name of the Commander of the voyage, or of the vessel itself. Even less known is that his voyage answers one of the questions regarding the outcome of the famous ‘Mutiny on the Bounty’.

The British Government started sending out ships on voyages of exploration in the 1760s, with a view to discover new lands, claim them for the King, and determine if these new lands were suitable for colonization as part of what would be a future, growing, Empire.

The first ship to follow such a course was HMS Dolphin, built in 1751 as a 6th Rate, 24 guns, Frigate. It sailed from England in June 1764, under the command of Commodore John Byron RN, heading for Cape Horn and the Pacific Ocean. On 14th February 1766, HMS Dolphin arrived in Table Bay, en-route back to England. She remained at the Cape until 6th March, when she sailed for Plymouth, and where she arrived back safely in May 1766.

It was the first time that any vessel had circumnavigated the world in less than 2 years. One senior member of the crew of HMS Dolphin was Lieutenant Philip Carteret RN (1733-1796). On arrival back in England, Carteret was promoted to Commander, and told to report back to Plymouth, and to take command of HMS Swallow. The vessel was to be made ready to undertake a voyage of exploration, once more in company with HMS Dolphin.

HMS Swallow was a Merlin Class Ship-Sloop, built in 1745 at the Henry Bird shipyard at Rotherhithe, on the River Thames. She was only 28 metres in length and had a burthen tonnage of 278 tons. She cost £4,225 to build, which is the equivalent of £1.03 million (ZAR20.6 million) today. She was three masted, all with square rig, and she was armed with fourteen 6 pounder cannons, and 14 half pounder swivel guns.

It would appear that HMS Swallow was in very poor condition, as she was described by Carteret as ‘One of the worst, if not the very worst of her kind, in His Majesty’s Navy’. She sailed from Plymouth, in company with HMS Dolphin, under the command of Captain Samuel Wallis, on 21st August 1766

After sailing through the Magellan Straits, and into the Pacific Ocean, the two vessels became separated, and HMS Swallow lost company with HMS Dolphin, and she never saw her again on that voyage. HMS Dolphin herself went on to make the first discovery of Tahiti, which Wallis named King George’s Island. She arrived in Table Bay on 4th February 1768, and one month later sailed for England, reaching the Thames on 20th May 1768.

For Philip Carteret, he was determined to continue with his orders, which were to discover new lands in the South Pacific Ocean, and to try and determine the existence of Terra Australis Incognita, the great southern continent thought to exist. As Carteret had been across the South Pacific before, he knew that they had at least six weeks ahead of them, crossing a vast expanse of potential empty ocean.

To keep his crew alert, he told them that he would present a bottle of brandy to the member of his crew who spotted new land, and he would name that land in their honour. On 2nd July 1767, the Midshipman, in charge of the foretop watch, made the famous call of ‘Land Ho’ and Carteret logged this new island in position 25°02’ South 133°21’ West.

He was not overly impressed by what he saw, and described it as “a small, high, uninhabited island, not above four or five miles round, and scarce better than a large rock in the ocean.” The Midshipman who made the discovery was 14 year old Robert Pitcairn, from Edinburgh, and whose name was given to what is now the most famous island in the South Pacific Ocean.

The discovery was written into the log of HMS Swallow as follows… “Discovered land to the northward of us. Upon approaching it the next day (Friday, 3 July), it appeared like a great rock rising from the sea… and it having been discovered by a young gentleman, son to Major Pitcairn of the Royal Marines, we called it Pitcairn’s Island.”

However, without a chronometer, the longitude of Pitcairn’s Island was recorded by Carteret as out by more than 3 degrees, which meant it was placed on charts almost 210 miles west of its actual position. This fact was not lost on Fletcher Christian who, over twenty years later in 1790, led the mutiny on HMS Bounty, and sailed her to Pitcairn, and into history.

The island was not found again until February 1808 by Captain Mayhew Folger, of the American whaling ship, Topaz. Pitcairn’s position was not fixed until September 1814, when it was visited by HMS Briton, under the command of Captain Sir Thomas Staines RN. At this time, the only mutineer left alive was John Adams, who was granted a full amnesty.

Philip Carteret went on further into the South Pacific and not only conducted surveys of the Solomon Islands, and the New Guinea coastline, but his sailing into the unknown resulted in him discovering over twenty new islands, which is an achievement, greater than almost every other explorer who followed him. According to the Guinness Book of Maritime Records, his exploits should have led him to be ‘ranked as one of the greatest explorers of his day. Yet, unjustly, his name is seldom remembered’.

When he arrived at the Dutch East Indies, he called in at Makassar, Bonthein, Batavia and Onrust. In all four ports he had extremely fractious relations with the Dutch authorities, where he felt they were not giving him enough assistance or showing him enough respect. It resulted in his stay in the East Indies running from December 1767 to September 1768, when he finally sailed for the Cape.

Arriving in Table Bay on 28th November 1768, HMS Swallow spent a much happier time in Cape Town, with Philip Carteret finding the Dutch Authorities in the Cape being vastly more friendly and reasonable, in every respect, from their compatriots in the Dutch East Indies.

He wrote in his journal, of the differences between the Dutch in Batavia, and those in the Cape… “I could scarcely believe the people of this place were of the same nation, where nothing else reigns but pride, insolence, jealousy, suspicion, and mistrust. The temperate climate might have something to do with their good nature, and also the pleasant countryside.”

He had a special mention for Governor Ryk Tulbagh, who was not only a just, and an enlightened, man but also a patron of the sciences. Carteret also praised the Secretary of the VOC in the Cape, Menheer Barrawkee.

After his crew had regained their strength, they were ready to sail from Cape Town on 7^th January 1769. They sailed for home, a full year after HMS Dolphin had passed through, and reached Portsmouth on 27^th March 1769.

This was not the first visit to the Cape by HMS Swallow. In November 1747, some twenty years previously, she sailed from England to join the East Indies Station. On arrival at the Cape, she joined a large Royal Navy fleet, which sailed in May 1748, bound for Mauritius, with the intention to attack the French forces there, and to capture the island from the French. The attack was called off when it was realised that the shore defensive batteries would make the attack too dangerous .

Instead, the fleet set sail for the French enclave of Pondicherry in India. Again, the planned attack on the town did not take place due to the onset of the Monsoon. HMS Swallow concluded her service with the East Indies station, and returned to England, arriving back from India in January 1753.

 

Some Capetonians will recognise the word Pondicherry, as during the time of the Batavian Republic, the Dutch authorities at the Cape sought assistance to defend themselves against the British, and the French sent the Pondicherry Regiment from India to assist. The French set up batteries in Hout Bay, which are still there, and every year they reenact the incident when the cannons were fired in anger at HMS Echo, which had sailed into the bay. Hout Bay has a street, Pondicherry Road, named after the Regiment.

As for Midshipman Robert Pitcairn, he arrived back in England, with HMS Swallow in March 1769. He was transferred to HMS Aurora in September 1769, and she sailed to the Cape, where she arrived in November 1769. After a month in Table Bay, HMS Aurora sailed in December 1769, bound for the Comoro Islands, in the Mozambique Channel. She never arrived, disappearing without trace, and presumed sunk with all hands lost, including Midshipman Robert Pitcairn, just 16 years old.

For philatelists, the famous voyage of HMS Swallow has been captured on postage stamps, including those issued by Pitcairn Island (naturally!), St. Helena, the Solomon Islands, Jersey and New Guinea.

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Focus on Port of Durban – Unusual ship movements

Well, maybe not so unusual, but not run-of-the-mill either

On Wednesday 7 September South Africa’s standby salvage tug, the venerable SA AMANDLA, arrived off port at Durban towing a crippled bulk carrier named ORION 1 (IMO 9582831).

Met at the harbour entrance by four of Durban’s fleet of harbour tugs, SA Amandla brought her charge into port shortly before 08h00 and proceeded to Pier 1, where the bulk carrier was placed alongside berth 104.

A short while later the salvage tug was underway again heading back south towards her familiar waters in the Cape. The tug is due in Port Elizabeth today (Thursday).

It appears the bulker Orion 1 was on a journey that began in Kakinada in India but ended along the South African east or south coast when she experience propulsion problems – possibly involving her shaft. The tow behind SA Amandla was taken up off the coast of East London.

An unconfirmed report says the bulker had been refused entry for repairs at Cape Town, resulting in her being brought to Durban, which no doubt was welcome news for the Durban ship repair sector.

Orion was built in 2010 and is flagged in Liberia. The 180,371-dwt bulk carrier has a length of 295 metres and a width of 46m and a reported current draught of 11.7 metres.

Murray Express

In other Durban ship repair news, the Prince Edward Graving Dock is partly occupied by the little livestock carrier, MURRAY EXPRESS (IMO 9103960), which arrived back in port on 26 August, having previously been at Durban’s Bayhead repair yards between 19 July and 5 August.

Murray Express is a frequent visitor at the port of East London where she loads cattle for Port Louis in Mauritius.

Also in port undergoing repairs at the New Pier laybye berths (102 and 103) are two other vessels having maintenance work done. One is the 49,999-dwt oil/chemical tanker UOG ANDROS (IMO 9428358), which arrived in port from Kwinana in Western Australia on 27 August and went to the Island View tanker berths, before taking up a berth at 102.

The other is the 28,341-dwt bulk carrier GLADIATOR (IMO 9445033) which arrived from Ngqura on 20 July. Both ships are having repairs done in the stern or engine room areas.

Ships in port & outside

For readers interested in numbers, at 19h00 last night (Wednesday 7 September) there were 35 ocean-going commercial ships in port at Durban, with a further 29 outside at the anchorage. These don’t include harbour-based vessels such as dredgers and tugs, nor any of the fishing and service type vessels.

It also doesn’t include naval vessels either based or visiting the Salisbury Island naval base, which ordinarily might include the navy’s solitary active offshore patrol ship and the new MMIPV (inshore) patrol vessel.

Of interest the new MMIPV carries an IMO number, IMO 4736463.

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U.S. sea base ship Hershel “Woody” Williams next calls at Walvis Bay

The U.S. Navy’s Lewis B. Puller-class expeditionary sea base USS Hershel “Woody” Williams arrived in Walvis Bay, Namibia, on 3 September following her recent call at Cape Town. The visit to Walvis Bay was a scheduled port visit.

“Following our last visit to Walvis Bay in 2021, we hoped to continue fostering relationships with our Namibian counterparts,” said Captain Chad Graham, commanding officer of the USS Hershel “Woody” Williams.

“We are thrilled to be returning less than a year later, continuing to engage with our partners here and promote security in the region through a consistent maritime presence.”

The USS Hershel “Woody” Williams, the first U.S. Navy vessel to be assigned to the United States Africa Command area of responsibility, last visited Walvis Bay from 16-18 September 2021, when the crew conducted exchanges and participated in joint training with the Namibian Navy.

The Chargé d’Affaires of the U.S. Embassy, Ms. Jessica Long, welcomed the ship to port alongside a senior leader delegation from U.S. Africa Command. Namibian government and military leaders as well as members from civil society and the international community then came aboard the ship for a tour of its operations.

The U.S. and Namibia share a bilateral security relationship dating back to Namibian Independence to ensure security, safety, and freedom of navigation in the Atlantic Ocean, which is critical for Africa’s prosperity and continued access to global markets.

Earlier in 2022, Namibia participated in Exercise Obangame Express, the largest annual maritime security exercise in Western Africa, alongside neighbours like Angola and other partners such as Brazil. These exercises play a central role in not only strengthening bilateral partnerships, but also allowing partners to work more closely to address the region’s most pressing transnational maritime challenges.

“The deployment of the Namibian Navy’s largest vessel, the NS Elephant, in support of Exercise Obangame Express 2022 illustrates not only the willingness of Namibia to partner in this domain, but also its commitment to assume a leadership role, serving as an example to other partners throughout the region,” said Lt. Col. William Lange, senior defense official and defense attaché to the U.S. Embassy in Namibia.

“The United States Navy takes great pride in its partnership with the Namibian Navy and looks forward to expanding this partnership in the years to come.”

The expeditionary sea base-class vessels of the U.S. Navy provide critical access infrastructure that facilitates the deployment of forces and supplies to support a multitude of missions ranging from humanitarian and medical relief to joint anti-piracy operations.

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Africa Adaptation Summit

WTO DG Okonjo-Iweala urges integration of trade into climate strategies

Trade policies should be integrated into global climate action as an amplifying force for financing and other climate-related support provided to vulnerable economies, World Trade Organization Director-General Ngozi Okonjo-Iweala said on 5 September at the Africa Adaptation Summit organised by the Global Center on Adaptation (GCA) in Rotterdam, the Netherlands.

The WTO stands ready to work with partners, the Director-General added, pointing to a new memorandum of understanding signed with the GCA to heighten collaboration on trade and climate adaptation.

Director-General Ngozi Okonjo-Iweala commented: “I feel trade is part of the solution. You might have financing, but if the trade policies do not align, you may not be able to get the technologies you need for climate adaptation.”

DG Okonjo-Iweala spoke at the event convened by the GCA in preparation for the COP27 climate summit to be held in Egypt in November. She added: ‘Africa already faces a tremendous amount of costs with respect to adaptation. Through trade, we can increase the return on investment and increase the resources available to African governments for adaptation.’

The Director-General noted that Africa is likely to be the continent most affected by climate change, accounting for 80% of the world’s population that are most at risk, according to the Intergovernmental Panel on Climate Change. Agriculture will be among the sectors most at risk, with some studies estimating that climate impacts could cause crop productivity growth on the African continent to shrink by a third and lead to annual GDP losses of 3.8% by 2060.

Trade will be vital to offset future shocks in agricultural output by ensuring access to new technologies such as more resilient crop varieties and better irrigation and water storage systems, the Director-General said. Reducing trade costs, she added, could also significantly reduce the welfare losses from climate change in low-income countries.

“This is where the WTO plays a role,” DG Okonjo-Iweala said, highlighting successful outcomes at the organisation’s 12th Ministerial Conference last June, which indicate the persisting importance of multilateralism she added: “At COP27, along with climate finance issues, we need to give focus to trade and investment facilitation for the just climate transformation that we need.”

WTO-GCA memorandum of understanding

At the sidelines of the summit, DG Okonjo-Iweala and GCA Chief Executive Officer Patrick Verkooijen signed a memorandum of understanding between the two organisations to intensify collaboration on trade and adaptation action in countries and regions vulnerable to the impacts of climate change.

The signing ceremony was witnessed by Ban Ki-moon, former Secretary-General of the United Nations and Chair of the GCA.

The GCA is an international organisation which works as a solutions broker to accelerate action and support for adaptation solutions, from the international to the local, in partnership with the public and private sector.

“The WTO is committed to working with our partners so that trade can do its part for climate action,” DG Okonjo-Iweala said adding in conclusion: “We are particularly committed to working with partners to deliver for the continent.”

Edited by Paul Ridgway
London

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TRADE NEWS: DNV and MSC sign 100 vessel contract for Anti-Roll Assist and ARCS

Hamburg, 7 September 2022. At the SMM trade fair in Hamburg today, classification society DNV and global container shipping line MSC Mediterranean Shipping Company (MSC) signed a contract to implement the new DNV Anti-Roll Assist system and ARCS (Anti-Roll for Containerships) class notation in some 100 vessels.

With the new contract, MSC is the first global liner company to install the application and implement a ship-specific tool to avoid container losses due to parametric or synchronous rolling.

Millions of containers are shipped safely across the world every year, forming the backbone of global trade and commerce. On rare occasions, a combination of environmental, navigational, design, and vessel parameters combine to trigger synchronous and parametric rolling events that can exceed lashing limits. If these events result in container losses, the environmental, financial and reputation damage can be significant.

DNV’s new Anti-Roll Assist helps vessel captains to recognise and avoid the risk of parametric and synchronous resonant rolling. By using a ship-specific hydrodynamic database the system can provide a risk picture for the vessel, based on its heading, speed, loading condition, and the environmental conditions.

Read the rest of this report in the TRADE NEWS section available
by CLICKING HERE

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Ports of Durban and Richards Bay expansion plans receive green light from TNPA Board

Ambitious R100 billion plans for the expansion of the ports of Durban and Richards Bay have been given the green light by Transnet National Ports Authority Board.

This sets in motion governance processes to be undertaken by the TNPA which include the promulgation process, as stipulated by the National Ports Act of 2005.

The expansion plans for both ports form part of the more than R100 billion Kwa-Zulu Natal (KZN) Logistics Hub Programme, which aims at positioning the Durban port as an international container hub that will boast an increased container capacity of 11.4 million TEUs, and an automotive capacity exceeding 900,000 units.

The Richards Bay Port is being positioned as a dry bulk hub port and the plans are also aligned to the Department of Mineral Resources and Energy’s strategic plan 0-2025, which feature a new berth for handling Liquified Natural Gas (LNG) as a cleaner alternative to coal for power generation.

Transferring dry & liquid bulk terminals from Durban to Richards Bay

Some of the dry bulk terminals and mineral-handling facilities are also earmarked for relocation from the Port of Durban’s Island View and Maydon Wharf Precincts to the Port of Richards Bay.

The board approval follows two major milestones that have been recently realised by TNPA’s KZN Logistics Hub. During the month of July, a detailed validation process of the Port of Durban by the KZN Logistics Hub programme, was concluded.

Independent World Bank consultants

This process was carried out under the supervision of the World Bank by international independent consultants; Maritime and Transport Business Solutions (MTBS) and PDRW Consulting Port and Coastal Engineers.

The validation process is done to confirm the feasibility of the plans by independent experts and determine whether the presented business case is indeed achievable.

In both instances, says TNPA,  the independent consultants have confirmed feasibility of both plans.

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Shippers meet in Accra to discuss container safety and verification of weights

Shippers from across North, West and central Africa are meeting in Accra this week to discuss container safety including the verification of container mass.

The gathering of logistics and maritime professionals has been organised by the Ghana Maritime Authority (GMA) working with the International Maritime Organization (IMO).

The meeting got underway on Monday and ends on Friday, with representatives from Algeria, Cape Verde, Equatorial Guinea, Ghana (as the host country), Guinea Bissau, Nigeria, Sao Tome & Principe, Sierra Leone, and The Gambia, as well as facilitators from South Africa and Turkey.

The main topic relates to the ability of verifying container mass ahead of loading onto ships, as well as discussions on regulations relating to the correct use of the container.

Attention so far was given to the amendments to the IMO Safety of Life at Sea (SOLAS) Law of the Sea Convention and emphasis on the verification of gross mass of containers before they are shipped.

According to Capt. Dallas Laryea, IMO Regional Coordinator for West & Central Africa, out of 90 per cent of cargo transported by sea, 60 per cent was carried in containers and therefore any inefficiencies in verifying cargo weights could have dire consequences.

Capt.Laryea provided examples of various casualties at sea, and what could be learned from these, which resulted in the loss of lives and property.

He said the aim of the amendments was to complement the existing provisions aimed at stability and safe operation of container ships, including secure packing, handling and transport of containers.

The training being offered this week in Accra, he said, is in line with the IMO’s duty of enhancing the capacity of member states to enforce international obligations.

The Director-General of the GMA, Thomas Alonsi, said participants’ would be made aware of cases where containers and other cargo items should not be loaded onto a ship, as well as contingencies for containers received without verified gross mass, and the ship master’s ultimate right to decide whether or not to stow a packed container. – Based on report in Ghanaian Times

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TRADE NEWS: Water lubricated propeller shaft bearings found to reduce fuel consumption

Peer-reviewed research by Thordon Bearings into the hydrodynamic lubrication efficiency of a ship’s propeller shaft bearing has found that the use of seawater-lubricated elastomeric polymer bearings reduces fuel consumption.

The environmental and financial benefits of adopting a seawater-lubricated propeller shaft system are well documented, but this is the first indication that the arrangement reduces hydrodynamic resistance enough to improve fuel consumption, compared to a conventional oil-lubricated bearing arrangement.

The ground-breaking research is based on new methodology for calculating the performance of seawater-lubricated bearings, which, until now, has been based on decades-old theory developed for oil-lubricated propeller shaft bearings.

“Classic rigid surface bearing theory is valid and commonly used for oil-lubricated metal bearings. However, two major factors of seawater-lubricated bearings, namely low lubricant viscosity and deformability [of the polymer bearing surface], make the application of rigid surface bearing calculations susceptible,” Thordon Bearings’ Chief Research Engineer, Dr. Gary Ren, says in his peer-reviewed paper published in the July edition of the Elsevier journal Tribology International.

Read the rest of this report in the TRADE NEWS section available by CLICKING HERE

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Aviation: Rwanda takes control of its upper airspace

The landlocked East African country of Rwanda has regained control of its upper airspace after more than 30 years.

This followed a formal signing of a deed between the governments of Rwanda and Tanzania after Rwanda advised its larger neighbour that it would in future fully discharge its responsibilities of providing full air traffic services concerning Rwanda’s upper airspace.

This responsibility had been handed to Tanzania during the 1970s which delegated the Tanzanian authorities in providing air traffic services.

This had effectively meant that any aircraft intending to fly over Rwanda upper airspace at an altitude of more than 24,500 feet, even if Kigali was the aircraft’s destination, had to seek permission from the air controllers at Dar es salaam instead.   source: New Times

For an explanation of upper air spaces, go to INTRODUCTION TO AIRSPACE — although a UK report the principles are the same.

Short YouTube video of the signing of the deed between Rwanda and Tanzania [1:05]

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Mozambique lifts ban on Russian ships and companies

A ban on Russian ships from calling in Mozambican ports and listing seven Russian shipping companies has been lifted by Mozambique’s authorities.

The ban was recently imposed by the African country’s Customs authority apparently after a request from the United States which listed the seven companies and a total of 69 Russian ships.

However, this was lifted about a week later on account of Mozambique having taken a decision to remain neutral over the conflict in Ukraine.

“For the general knowledge of all officials of these services, customs brokers and other interested parties, it is communicated that Service Order No. 16/AT/DGA/900/2022, of 18 August, 2022, is without effect,” a document signed by the director-general of customs, Aturai Tsama, states, dated 26 August.

According to a report in Portuguese language Lusa, U.S. authorities requested Mozambique to refuse access to its ports as well as to deny services by the maritime and financial industry ‘to seven shipping companies and 69 ships of the Russian federation targeted by sanctions adopted by the US’.

The American request had been made to the Mozambique Ministry of Foreign Affairs and Cooperation which forwarded it to the Ministry of Transport and Communications.

Just who in Mozambique took the decision to cancel the ban and allow the ships and shipping companies access to Mozambique ports, has not been disclosed, but the ruling Frelimo party, which received military and logistical support from the former Soviet Union during the war against colonialism in Mozambique, has maintained close contact with Moscow ever since. source: Lusa

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IMO Secretary-General visits port of Odesa

IMO Secretary-General Kitack Lim notes Black Sea Grain Initiative implementation progress and the vital role of seafarers

IMO Secretary-General Kitack Lim has highlighted the significant progress on the implementation of the Black Sea Grain Initiative and critical role of seafarers in delivering global trade, during a visit to Odesa, Ukraine.

In Odesa, on 29 August, Secretary-General Lim was able to gain first-hand experience of the Black Sea Grain Initiative and hear how ship safety and port management is being implemented.

“I appreciate the UN and all other stakeholders for the establishment of the Black Sea Grain Initiative and its excellent implementation,” he commented. “The initiative has paved the way to allow significant volumes of grain exports to move from three key Ukrainian ports in the Black Sea.”

Secretary-General Lim boarded mv Helga, one of the ships inspected under the Black Sea Grain Initiative and approved to make passage to Odesa to pick up grains from Ukraine for export.

“I am deeply appreciative to see the strong commitment of the seafarers to support the Initiative. The safety and well-being of seafarers is my top priority. I am pleased that the designated maritime humanitarian corridor under the initiative is allowing seafarers to do their job and deliver vital foodstuffs,” he said.

“IMO instruments, including the International Ship and Port Facility Security (ISPS) Code, underpin safe and secure shipping everywhere and especially through the Black Sea.”

The IMO Secretary-General was hosted by Mr Oleksandr Kubrakov, Minister of Infrastructure in the Government of Ukraine and the two had a fruitful discussion during the visit.

Since the start of the conflict in Ukraine, IMO’s priority has been to support the welfare of seafarers, recognising that the need for international shipping to move freely and unhindered is critical to the continuous operation of global supply chains, for the benefit of all peoples of the world.

The Black Sea Grain Initiative specifically allows for significant volumes of foodstuffs. The Joint Coordination Centre has been established in Istanbul, with representatives from Ukraine, the Russian Federation, and Türkiye, under United Nations auspices, to coordinate the safe passage of ships of all flags.

As of 1 September, the total tonnage of grain and other foodstuffs exported from the three Ukrainian ports was 1,677,396 metric tons. A total of 146 voyages (78 inbound and 68 outbound) had been enabled by that date. IMO provided legal and technical expertise to the Joint Coordination Centre to initiate its work.

Procedures for Merchant Vessels engaged in the Initiative are mandatory requirements pursuant to IMO’s International Convention for the Safety of Life at Sea (SOLAS) Regulation XI-2/11 and the International Ship and Port Facility Security (ISPS) Code, Part A, section 4.2 and Part B, section 4.26, and as a condition of port entry or departure to or from the Ukrainian ports.

IMO Circular Letter No.4611/Add.1 includes details of the operating procedures of the BSGI is AVAILABLE HERE

See also the Black Sea Grain Initiative website

Edited by Paul Ridgway
London

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Shell loses case as High Court rules against Wild Coast survey

Oil company Shell has lost again in the matter of it conducting a seismic survey offshore of South Africa’s Wild Coast.

The Makhanda (Grahamstown) High Court ruled that Shell may not carry out planned offshore surveys looking for signs of oil and gas. The court said that Shell had failed to properly consult with local coastal communities who were likely to be impacted by the survey.

The court also issued an interim order prohibiting further activities by Shell in the area.

According to Judge President Mbenenge’s ruling, Shell had received authorisation without a proper consultation with coastal communities having taken place.

The decision upheld a previous decision by the court preventing Shell from conducting seismic surveys offshore of the Wild Coast and Eastern Cape coast.

“We respect the court’s decision and are reviewing the judgment to determine our next steps regarding the Wild Coast block. We remain committed to South Africa and our role in the just energy transition,” Shell said in a written statement.

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WHARF TALK: German light cruiser – KARLSRUHE  1935

Story by Jay Gates

The question raised was not that any Nazi German Naval vessels called into South African ports before the Second World War, because we know that ‘Emden’, under the command of Karl Döenitz, did so in early 1935, but as a Reichsmarine warship. Rather the question raised was did any Kriegsmarine warships call into South African ports before the Second World War, and did they fly under the Nazi ensign of the Kriegsmarine, and thus fly the Swastika.

After the end of the First World War, the German Government was limited, by the terms of the Treaty of Versailles, in its ability to rebuild its Navy back up into a fighting, and thus a threatening, force. Germany was limited to building warships no larger than Light Cruisers.

A set of three sisterships were chosen to be built in the late 1920s, and they were to be known as the Königsberg Class. They were all Light cruisers, and the second of the class was to be named ‘Karlsruhe’. They were all named after German Cities beginning with the letter ‘K’.

The third of the class was named ‘Köln’, better known as Cologne, in the State of North Rhine-Westphalia, and Karlsruhe is in the State of Baden-Württemberg. Königsberg will not be found on a modern map, as it lay in what was once the German State of Prussia, and after its capture by Soviet forces in 1944, it was annexed to the Soviet Union and renamed Kaliningrad, and is now a permanent enclave of Russia.

Built by the Deutsche Werke AG shipyard in Kiel, ‘Karlsruhe’ was launched in August 1927, and commissioned into the Reichsmarine in November 1929. She was 174 metres in length and had a displacement of 7,800 tons.

She was powered by a combination of four, Krupp-Germania, geared steam turbines, and two MAN 10 cylinder 4 stroke main engines, producing a total of 68,200 bhp (48,000 kW) to drive two fixed pitch propellers for a top speed of 32 knots.

Her steam power was provided by six, oil fired, Schultz-Thornycroft, double ended, water tube boilers, and her auxiliary power came from MAN W10-V26/33 generators providing 540 kW each. She had an endurance of 5,700 nautical miles at a speed of 19 knots.

The main armament of ‘Karlsruhe’ was three turrets of triple mounted 5.9’ (15cm) guns. Her secondary armament was just two 3.5” (8.8 cm) guns, mounted in single turrets. She carried twelve 20” (50cm) torpedo tubes, mounted as four sets of triple tubes, and she was able to carry 120 sea mines.

When she entered service with the Reichsmarine, she was selected to be a training cruiser, and tasked with undertaking Goodwill and Officer Training world cruises. She normally operated with a complement of 21 Officers and 493 enlisted men. However, the number of enlisted men on the training cruises was altered to enable her to carry 120 Officer Cadets.

She undertook a total of five of these World Cruises, with the first cruise beginning on 24th May 1930, under the command of Kapitän zur See Eugen Lindau. Included in her port calls to Africa on this first cruise were Port Victoria (Seychelles), Mombasa (Kenya), Tanga (Tanganyika) and Lourenço Marques (Mozambique).

From LM she sailed to Cape Town, arriving on 25th August 1930, and stayed until 2nd September, sailing for Lüderitz and Walvis Bay (South West Africa), before crossing the South Atlantic Ocean to Brazil enroute home to Germany, where she arrived on 12th December 1930.

Her second, third, and fourth World Training cruises did not call at any South African ports. However, for her fourth cruise, which lasted from 22 October 1934 to 20th June 1935, she was under the command of Kapitän zur See Günther Lütjens, who went on to receive notoriety in the Second World War.

By 1941 Günther Lütjens had been promoted to the rank of Admiral, and given command of an Atlantic Surface Raider Force, with orders to enter the North Atlantic Ocean and seek out merchant convoys, and destroy them. Known as Operation Rheinübung, the force included the heavy cruiser ‘Prinz Eugen’, and the battleship ‘Bismarck’, with Admiral Lütjens leading the force from his position onboard ‘Bismarck’.

As most naval historians know, the German force was caught by a larger Royal Navy force, and despite the loss of HMS Hood, the end of ‘Bismarck’ came on 27th May 1941. Admiral Lütjens was killed when a 16” shell, fired in a salvo from the Royal Navy battleship, HMS Rodney’, destroyed the bridge of ‘Bismarck, killing Lütjens and most of his senior officers. Out of a crew of 2,221 men, only 115 men survived the sinking of the ‘Bismarck’, being rescued and picked up by British warships after the action.

On her fifth, and final, world cruise, ‘Karlsruhe’ was under the command of Fregattenkapitän Leopold Siemens. She sailed from Germany on 21st October 1935, accompanied by the oiler ‘Mittelmeer’, and made her way to Tenerife in the Canary Islands. She sailed from there in early November, bound for São Tomé, in the Gulf of Guinea off West Africa.

On November 7th, ‘Karlsruhe’ was informed that the Reichsmarine, under whose ‘Iron cross’ ensign she had sailed, was to be replaced with immediate effect by the new Kriegsmarine, and from that day she was to fly the new Kriegsmarine ensign, with the Swastika as its centrepeice. The new Nazi navy was born.

After her visit to São Tomé, ‘Karlsruhe’ sailed to Lobito in Angola. From there she sailed around the Cape, and on 6th December 1935 she entered Durban Harbour. One month after raising the Kriegsmarine ensign for the first time as a warship, the Swastika flew in a South African port for the first, and last time.

Her visit to Durban was a pleasant one, but marred by the tragic death of one of her crew in a motorcycle accident. With the agreement of the Natal authorities, his body was cremated and sent back to Germany.

On board ‘Karlsruhe’ on this training voyage was a Junior Officer, Leutnant zur See Burkard von Müllenhein-Rechberg. His claim to fame was that he became the most senior officer to survive the sinking of the ‘Bismarck’ in 1941. At that time he had been promoted to Korvettenkapitän, equivalent to a Lieutenant Commander. He was rescued, along with 84 others, by HMS Dorsetshire, and one of the total of 115 men who survived the sinking.

On 12th December, ‘Karlsruhe’ sailed from Durban, bound for Port Victoria in the Seychelles, and then on to the Dutch East Indies. She arrived back in Germany on 13th June 1936, and did not conduct any further world cruises, and she never returned to South Africa. No further Kreigsmarine warship visits called into any South African port, so ‘Karlsruhe’ was the one, and the only, Nazi Kriegsmarine warship to enter a South African port, and to fly the Swastika on her naval ensign within a South African harbour.

At the beginning of the Second World War, ‘Karlsruhe’ was part of a German force engaged in operations off the coast of Norway. On 9th April 1040, she sailed from the Norwegian port of Kristiansand, but was spotted by the Royal Navy Submarine ‘HMS Truant’, who fired a salvo of torpedoes at her. One destroyed her turbine engine room, and as result of her condition, and her inability to get underway, it was decided to scuttle her. She sank shortly after.

In 2017, when conducting a survey of an underwater cable, the survey vessel discovered a large wreck lying in an upright position, just 15 metres away from the undersea cable. In June 2020, a further survey, using ROVS, determined that the wreck was that of ‘Karlsruhe’. Her final resting place has her lying at a depth of 490 metres, some 13 nautical miles Southeast of Kristiansand.

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Mozambique’s President Nyusi confirms a second FLNG for Rovuma Basin is under study

Portuguese-language newspaper Lusa reported last week that Mozambique’s President Filipe Nyusi has confirmed that a study is being undertaken on the possibility of building a second FLNG floating platform to extract and process natural gas from the Rovuma Basin off northern Mozambique, as has been reported elsewhere, including here in Africa Ports & Ships.

“We made the first platform, what is the possibility of making another? There are studies in this sense,” he said.

“I had meetings with companies that exploit [gas], Italian, French and their partners. I’ve had meetings to see what you can do.”

Nyusi revealed this after a meeting in Maputo with Portugal’s prime minister, António Costa, who was visiting the country.

He intimated that the idea of a second FLNG was under consideration because of a deterioration of Russia gas supply to Europe following the invasion of Ukraine.

The Rovuma Basin has some of the largest gas reserves in the world. Three international companies have approved exploration and exploitation projects, of which only one is so far active – the Italian Eni-led consortium operating the Coral Sul FLNG which is close to being ready to export its first gas.

The oil company BP has an exclusive 20 year contract with the Eni group, with an extension clause of another 10, for the entire production from Coral Sul.

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New KZN Dube Trade Port chemical plant to boost economy, reduce exports

The construction of a R120 million chemical manufacturing plant at the Dube Trade Port in KwaZulu-Natal highlights the province’s resilience and is a boost for the economy.

That’s the word from KZN Premier Nomusa Dube-Ncube at the unveiling of Synergy Blenders’ 47% caustic soda liquid dissolution and blending plant at the Trade Port’s Special Economic Zone (SEZ) in La Mercy, Durban.

The Dube Trade Port is adjacent to Durban’s King Shaka International Airport north of the city.

Dube-Ncube said the investment signals renewed hope, following the July 2021 civil unrest and this year’s April floods, which severely tested the province.

Confidence in the Dube Trade Port

“This investment is not only timely but is a vote of confidence in the Dube Trade Port, our Special Economic Zone,” Dube-Ncube said.

Synergy Blenders is a 100% black-owned local chemical manufacturing plant that produces liquid caustic soda. The plant is expected to be fully operational in April 2023.

The entity received a R50 million grant from the Department of Trade, Industry and Competition under the Black Industrialist Scheme and R70 million loan from the Industrial Development Corporation.

The Premier highlighted that locating the plant within the Dube Trade Port Special Economic Zone will ensure efficiencies in the operations of Synergy Blenders, while reducing the logistics costs of imported raw material.

“What Synergy Blenders is launching today is a manufacturing plant that will produce a chemical product used as an input of a variety of sectors from pulp and paper to textiles and mining,” she said.

“With only three established producers of 47% caustic soda liquid in the country, the local manufacturing of caustic soda is currently unable to meet the demand and hence an average of 370,000 tons is imported into the country annually.

Strategic importance of SEZs

Highlighting the strategic importance of SEZs, Dube-Ncube said their developmental purpose includes to develop export-orientated industries, attract foreign direct investment and technology transfer, and achieve the generation of employment opportunities.

“The SEZs stand to be an effective instrument to resolve the disturbing levels of inequality, poverty and unemployment, which are strongly marked by spatial, racial, class and gender factors. Our people need jobs and we should do everything possible to bring these jobs closer to them so that they do not spend their meagre resources travelling to work,” she said.

Dube-Ncube expressed her appreciation to the involvement of the Department of Trade, Industry and Competition, and the Industrial Development Corporation under the Black Industrialist Scheme.

She also acknowledged the role-played by other entities such as Trade Investment KwaZulu-Natal.

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MSC’s TIL & Hutchison Ports team up for massive Rotterdam container terminal

Hutchison Ports and Terminal Investment Limited Sàrl (TiL), the terminal investment company of Mediterranean Shipping Company (MSC), have announced their intention of collaborating in a new container terminal in the Europahaven, where the north side of the Hutchison Ports ECT Delta terminal and Hutchison Ports Delta II (the former APMT-R site) are located.

Both locations on the Delta peninsula are part of the new container terminal and will facilitate MSC’s ambitions for further growth. The Port of Rotterdam Authority will redevelop the quay walls for this project. The entire terminal will be developed and launched in phases and is expected to start the first phase of operation in 2027.

“We are looking forward to developing and operating the terminal together with TiL,” said Leo Ruijs, CEO of Hutchison Ports ECT Rotterdam and Hutchison Ports Delta II.

Five deep-sea berths

He said the new terminal will consist of five deep-sea berths with a total length of 2.6 km.

“We are delighted to strengthen further our presence in the region, with the goal of building an automated container terminal that offers high productivity levels and a sustainable working environment,” Ruijs said.

Allard Castelein, CEO of the Port of Rotterdam Authority said they were delighted that MSC is committed to this renewal and significant expansion of the container handling in Rotterdam.

“After the redevelopment, the terminal’s expected capacity will be 6 to 7 million TEU. This is a substantial strengthening of our leading position as Europe’s largest container port and contributes to further improving the competitive position of both our customers and the port.”

Sustainability and shoreside power

Ammar Kanaan, CEO of TiL said that sustainability was a top priority for TiL and MSC.

“As the world’s largest container shipping company, we have a crucial role in creating a sustainable future. The possibility of utilising shore power is therefore an important consideration for the development of the new terminal.”

Kanaan said elaborations on the shore-side power strategy for this project will be further explored with relevant stakeholders.

Further terminal investments

Both groups are investing heavily in new terminal capacity. Earlier this year TiL announced a €700 million investment in the TPO/TNMSC container terminals at Le Havre, while Hutchison is investing a similar amount in Egypt, where it has been awarded concessions at the El Dekhaila and Ain Sokhna ports.

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Keen interest by third party operators for slots on railway network

As Transnet Freight Rail closed the window for third party applications to operate slots on the freight rail network, it appears keen interest has been shown for slots on both key corridors – the Container Corridor (Gauteng to Durban) and the South Corridor (Gauteng to East London).

The window for applications opened on 1 April and closed last week on 31 August 2022.

This was the first open market invitation by Transnet freight Rail for potential private operators to take slots on these key routes.

Over the next few months TFR will evaluate the applications and will announce the winning parties once this process has been concluded.

The sale of slots on these corridors, and particularly on the Container Corridor between the port of Durban and the industrial and commercial centre of Gauteng, is a significant step towards advancing the rail industry in South Africa, which has been crippled since the insurgency of July 2021.

This turning towards outside operators has been a long time coming, and was envisaged in the Draft White Paper on the National Rail Policy (2017) with the aim of increasing use of rail in the transportation of freight between the country’s ports and inland centres.

Transnet said last week that it anticipates that the learnings that will be arise from the sale of these slots will provide key insights to the development of robust reforms set out in the National Rail Policy.

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WHARF TALK: An English Privateer and Robinson Crusoe – 1710

Story by Jay Gates

Before the Royal Navy had developed into the great fighting force that it once was, it was left to Privateers and Buccaneers, who operated with what was known as a Letter of Marque, issued by the King [and the first Queen Elizabeth], which allowed them to attack the enemies of the state and plunder their treasures. In the late 17th Century, and early 18th Century, the enemy of the British was Spain.

Many famous expeditions set off from English ports, bound for the Spanish Main and other Spanish colonies in the Americas, in order to continue the attacks on Spanish land possessions, and galleons upon the high seas, that had begun by Sir Francis Drake, and all with the aim to ‘Singe the beard of the King of Spain’.

One of the great Buccaneers of his day, as well as a Royal Navy Officer was William Dampier (1651-1715), who had called into Cape Town on the privateer ‘Cygnet’ in late 1690, en-route back to England, after attacks on the Spanish in the Pacific Ocean, and stopping off in the far northwest coast of Australia. This modern day area of Western Australia, today known as the Pilbara, has the great iron ore port of Dampier, named after him. He arrived back in England in 1691 to complete his first circumnavigation.

On his next voyage, now in the Royal Navy as the commanding officer of HMS Roebuck, he called once more into Cape Town, arriving on 30th December 1700, en-route back to England from Australia. HMS Roebuck was a 26 gun, Fifth Rate, built in 1690 at the Snellgrove shipyard, at Wapping on the River Thames. She was three masted, and a full rigged ship, of just 96 feet, or a mere 29 metres in length, and with a burthen weight of 292 tons.

Dampier had sailed HMS Roebuck to Australia 18 months earlier, with orders to survey, and discover, more of the area of northwest Australia and the region. The outcome of his surveys and voyage are seen on charts, where you find the islands of the Dampier Archipelago off northwest Australia, and the Dampier Strait, in New Guinea, linking the Bismarck Sea with the Solomon Sea, as well as Roebuck Bay on the north coast of Australia.

After a stay of twelve days, they sailed from Cape Town on 11th January 1701, bound for England. By this time, HMS Roebuck was in such poor condition that by the time they reached Ascension Island, they had to beach her, which led to her loss. Dampier and his crew then took passage back to England in a passing English East Indiaman. The loss of his ship led to his Court Martial and dismissal from the Royal Navy, and he once more looked to Privateering.

In the September of 1703, William Dampier sailed from England aboard the privateer ‘St. George’. His ship was armed with 26 guns and crewed by 120 men. She sailed via Cape Horn, and with the War of the Spanish Succession underway, she had orders to attack Spanish possessions on the west coast of South America. She sailed in company with another privateer called ‘Cinque Ports’.

After making their way as far north as Panama, on the Pacific coast, ‘St. George’ separated from ‘Cinque Ports’, and the ship was never seen again by the ‘St. George’. It transpires that she sank in late 1704 due to being in poor condition. It would seem that the condition of ‘Cinque Ports’ was so bad, that one of her officers had refused to sail any further with her, and he had been put ashore in September 1704.

Once more, Dampier’s luck ran out and ‘St. George’ was also lost on this voyage, but again he was able to make his way back to England. From there he joined another expedition, as Sailing Master, under the command of Woodes Rogers (1679-1732), with two privateers named ‘Duke’ and ‘Dutchess’. They sailed from England in late 1707, once more for the South Pacific Ocean, on what was now Dampier’s third voyage of circumnavigation.

On 1st February 1709, both ships called into the main island of the remote, uninhabited, Juan Fernandez Island group, in the South Pacific Ocean, in order to collect firewood and fresh water. They had spotted a fire ashore, and so lay off the island until the following morning, in case the fire was that of French, or Spanish origin.

The next morning, a party was sent ashore, to be met by a feral man, dressed in goatskins and talking a strange dialect of English. It transpired he had been the Navigator of the privateer ‘Cinque Ports’, and had been stranded there in September 1704 after a disagreement with his Captain about the condition of the vessel. His name was Alexander Selkirk, and he had spent four years and four months alone on the island, as a castaway.

William Dampier had recognised him from his previous expedition, when he sailed in company with ‘Cinque Ports’, onboard ‘St. George’, and Selkirk was taken on as Navigator on ‘Duke’. On 14th February 1709, both vessels then continued on into the Pacific Ocean, on their privateering expedition. Off Mexico, they captured a Spanish Treasure Ship, renamed her ‘Bachelor’, and placed Selkirk aboard her as Sailing Master, with all three ships then heading to Guam, then Batavia, before finally crossing the Indian Ocean, and sailing home for England.

On 28th December 1710, all three vessels anchored off Cape Town, for a much needed refit as ‘Duke’ was leaking badly. They placed 16 sailors ashore in the hospital, presumably suffering from scurvy, and began their repairs. On 18th January 1711, they sold off some of their looted Spanish gold and Silver plate in order to pay for the repairs.

The three ships remained in Table Bay for over three months, and they were finally ready for sea on 6th April 1711, when they sailed for London. Alexander Selkirk was transferred to ‘Duke’ as sailing Master for the homeward voyage.

The voyage home was long, as they had to avoid French and Spanish warships, and they were forced to sail around the top of Scotland, and arrived, not in England, but in Texel in Holland on 23rd July. They remained there for some time, eventually making the Thames on 14th October 1711. Dampier never went to sea again, and died four years later.

As for Alexander Selkirk, his prize money from the looted Spanish treasure amounted to £800, which today would be worth £201,096 (ZAR4 million). He then went on to gain a commission in the Royal Navy, and served as Lieutenant onboard HMS Weymouth, which was sent to West Africa on anti-piracy patrols. West Africa was known as ‘White Man’s Grave’ due to the prevalence of deadly diseases in that region, and sadly, on 13th December 1721, Alexander Selkirk died at sea of suspected Yellow Fever, and he was buried at sea.

The leader of the privateering expedition that rescued Selkirk, Woodes Rogers, wrote a book on the voyage, titled ‘A cruising voyage around the world’, and published it in 1712. It was a best seller and, at the time, made a minor celebrity of Alexander Selkirk. Of interest is that the book was read by an established author by the name of Daniel Dafoe (1660-1731).

In 1719, Defoe published his own book, with the incredibly unwieldy full title of “The Life and Strange Surprizing Adventures of Robinson Crusoe, of York, Mariner: Who lived Eight and Twenty Years, all alone in an un-inhabited Island on the Coast of America, near the Mouth of the Great River of Oroonoque; Having been cast on Shore by Shipwreck, wherein all the Men perished but himself. With An Account how he was at last as strangely deliver’d by Pyrates. Written by Himself.”

It is accepted that the story is modeled on Alexander Selkirk, and the novel itself became a timeless best seller, still taught today in every school, and better known today as simply ‘Robinson Crusoe’. There is likely not a man alive who has either not read the book, or watched a TV, or film, adaptation of the story. It is simply, a classic.

The place of Selkirk’s marooning, the Juan Fernandez Islands are located at 33°38’ South 078°50’ West, some 362 nautical miles off the coast of Chile, in the Pacific Ocean. In 1935, the Chilean government made the three islands of the group into a National Park. In 1966 the island that Alexander Selkirk survived on was formally renamed Robinson Crusoe Island, with another of the islands renamed as Alexander Selkirk Island. In 1977, Robinson Crusoe Island itself was made into a UNESCO World Reserve.

The great part of this story, and what is not known by many, is that Robinson Crusoe was not only a real person, but that he was actually in South Africa, and that he walked the streets of Cape Town in 1711. Now that is great history!

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USS Hershel ‘Woody’ Williams crew awarded USCG Special Operations Service Ribbon

Vice Admiral Kevin E Lunday, commander of US Coast Guard Atlantic Area, presented the Coast Guard Special Operations Service Ribbon to the crew of USS Hershel ‘Woody’ Williams (ESB 4) during a ceremony at the Portsmouth Lightship on 22 August.

An expeditionary sea base

Readers will recall that the ship was in Cape Town at the end of last week and has paid three visits to the port in eighteen months.

The Coast Guard Special Operations Service Ribbon is awarded to personnel of the US Armed Forces who participated in Coast Guard operations of a special nature, not involving combat.

Captain Michael Concannon, Gold Crew CO of Hershel ‘Woody’ Williams, accepted the award on behalf of the crew.

US Naval Forces Africa

In April, the ship completed a deployment in support of US Naval Forces Africa, conducting a wide range of operations including counter-narcotics and combatting illegal, unreported, and unregulated fishing in the waters off of Africa’s Atlantic coast.

Maritime forces from Cabo Verde and Sierra Leone

During the deployment, Hershel ‘Woody Williams operated with an embarked Coast Guard law enforcement detachment as well as maritime forces from Cabo Verde and Sierra Leone. With the support of the embarked partner forces, US personnel were able to assist with law enforcement operations within each partner’s respective territorial waters.

Combined US-African team

The joint and combined US-African team conducted a counter-narcotics boarding of a fishing vessel, which resulted in the seizure of approximately 6,000 kilograms of suspected cocaine and transferred seven suspects to Cabo Verde officials.

Sierra Leone fisheries

Additionally, Hershel ‘Woody’ Williams and the embarked Coast Guard law enforcement detachment supported the interdiction of a fishing vessel illegally operating within the exclusive economic zone of Sierra Leone. The vessel and its crew were escorted into port and transferred to Sierra Leonean authorities.

Admiral Lunday commented: “I am proud of the superior operations and mission outcomes by the crew of USS Hershel ‘Woody’ Williams. This collaboration between the US Coast Guard, US Navy, and our African partners highlights the capabilities of America’s maritime services and our ability to aid partner nations as they seek to build their maritime security and economic prosperity.”

Coast Guard tactical law enforcement teams are made up of deployable law enforcement detachments, which provide specialized law enforcement and maritime security capabilities to enforce US laws across the full spectrum of maritime response situations, as well as maritime security augmentation to designated elements of other US government agencies in support of Coast Guard, national security, and law enforcement operations in the maritime environment.

US common interest

The US shares a common interest with African partner nations in ensuring security, safety, and freedom of navigation on the waters surrounding the continent, because these waters are critical for Africa’s prosperity and access to global markets.

Deployment of Hershel ‘Woody’ Williams by US Naval Forces Africa to Africa’s Atlantic coast demonstrates a commitment to helping the African partners of the US improve security. The ship is an expeditionary sea base, which is capable of conducting counter-piracy, maritime security, and humanitarian and disaster relief operations, as well as supporting a variety of rotary wing aircraft.

Acting as a mobile sea base, Hershel ‘Woody’ Williams is a part of the critical access infrastructure that supports the deployment of forces and supplies to support global missions.

In excess of 80 years’ close co-operation

For over 80 years, US Naval Forces Europe-US Naval Forces Africa has forged strategic relationships with allies and partners, leveraging a foundation of shared values to preserve security and stability.

US Coast Guard Atlantic Area, headquartered in Portsmouth, Virginia, oversees all Coast Guard operations east of the Rocky Mountains to the Arabian Gulf, spanning across five Coast Guard districts and 40 states.

Edited by Paul Ridgway
London

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Tanger Med installs advanced software to reduce wind gust damage

Lessons for Durban and Cape Town?

As climate changes, the frequency and severity of wind gusts hitting APM Terminals facilities around the world has increased significantly. APM Terminals has responded by developing advanced software, which uses Artificial Intelligence to accurately predict weather events and help terminals prepare as efficiently as possible.

In 2021, the software reduced container toppling incidents at its terminal in Tangier to zero.

With the potential to topple container stacks, wind gusts can cause serious damage to terminal equipment, containers and their contents. Falling containers are clearly a massive risk to safety and result in huge economic costs for both the terminal and its customers. Clearing-up is costly, complex and dangerous, and can cause significant supply chain delays.

It was far from the first time that APM Terminals MedPort Tangier had seen damage from heavy winds. But the severity of an event in 2020 convinced the terminal leadership team that more had to be done to protect both people and operations. Not just in Tangier, but across APM Terminals, where containers were being blown over with increasing frequency.

“As this is a global problem with both safety and customer impact, we clearly needed to find a better solution,” says Ahmed El Amrani, HSSE Manager at APM Terminals MedPort Tangier.

“Until then, we had been moving up to 800 containers every time the forecast said to expect gales. A huge and costly effort with limited effect. The weather forecast was too unreliable, so we kept scrambling at the wrong times or taken by surprise. We needed better data to make the right moves at the right time.”

Safety through data

The terminal pulled in experts on meteorology, aerodynamics, integrated IT solutions, and experienced terminal operators to work the problem. Over a period of six months the taskforce developed and tested a highly advanced piece of software, which uses 18 on-site sensors to build a highly detailed wind forecast and predicts exactly which containers are at risk at any given time. It presents the data in a simple and intuitive dashboard.

Artificial Intelligence

The resulting Wind Resilience Tool is powered by a smart AI engine which provides much more accurate predictions of wind speed and direction at the terminal and automatically alerts users when pre-set wind speed criteria are forecast to be exceeded.

“The tool pulls the weight, size and position of each container from the terminal operating system and builds a live 3D model of the yard, updated in real time with each container movement,” explains Ahmed.

“Machine learning or ‘artificial intelligence’ capabilities, also identifies when the actual weather does not match the forecast, and the system learns from this and improves the forecasting.”

Zero toppled containers

The system went live at the MedPort Tangier terminal in July 2021 and has already proven its worth. Not a single container has been toppled since, even though wind speeds have exceeded 25 m/s on several occasions. And the terminal now only needs to move about 20 containers for each wind warning, down from 800.

“This is a fantastic example of how we are using data and technology to adapt to new challenges and manage serious risks. We know that climate change is increasing the frequency of severe weather events, making these falling containers an even bigger risk to our people and operations,” said Tanuj Luthra, Head of Global Safety and Resilience.

“This innovative tool, developed by our frontline experts, will enable us to manage and mitigate that risk much more effectively as we share it across all our landside container operations. It has the potential both to save lives and to boost our service reliability for customers. It doesn’t get much better than that.”

YouTube video of wind gust damage avoidance at Tanger Med. [2:00]

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Os 35 casualty – pumping continues as engineroom structure expected to deteriorate

The Gibraltar Government said on Sunday that efforts to pump water from the engine room of the stricken bulk carrier, OS 35 (IMO 9172399, built 1999), began on Saturday afternoon (3 September 2022).

This operation appeared to be largely successful and the situation regarding the engine room structure had been stabilised, it said, but added that vessel remained unable to use its own power and the structure in the engine room was likely to deteriorate.

Earlier the engine room began to take on water from a leak which divers have been unable to source.

Water was also pumped out of one of the 35,362-dwt vessel’s cargo holds to improve is buoyancy.

Meanwhile, fuel is being extracted from one of the four sections of tank 1, a slow process being managed carefully in order not to increase the amount of water that is mixed with the fuel when extracted. There were approximately 80 tons of fuel in tank 1, according to the report.

The ship had an estimated 500 tons of heavy fuel oil on board when she collided with a LNG tanker in Catalan Bay, just outside the entrance to Gibraltar harbour. The tanker suffered superficial damage and is not in danger.

As Os 35 began to take in water the bulker was deliberately run aground onto a sandy section in Catalan Bay to prevent her sinking. The vessel later broke her back with her bulbous bow section buried in sand under water. An oil leak was subsequently reported.

The source of this leak was identified by divers as two tank vents in the ship’s bunkers, which had previously been sealed but the breaking of the ship’s hull resulted in the release of oil, some of which escaped beyond the precautionary boom.

Os 35’s cargo on board consists of steel bars.

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Focus switch to COP27: African leaders in Gabon for Africa Climate Week

The Commonwealth Secretary-General, Patricia Scotland QC, joined African leaders at Africa Climate Week 2022 to discuss Africa’s climate change challenges and regional collaboration towards implementing solutions to mitigate the impacts of climate change.

Speaking at the opening ceremony, which commenced in Gabon’s capital, Libreville, on 29 August, the Commonwealth Secretary-General noted that climate change is a profound challenge for Africa, where 21 countries are members of the Commonwealth.

She said: “Climate change is perhaps the greatest challenge of our time. It poses an existential threat to small states and is a threat multiplier which amplifies existing social, political, and economic inequalities.”

The road to COP27 – it is time for Africa

The high-level event came months before the UN Climate Change Conference COP27 is scheduled to take place in Sharm El-Sheikh, Egypt, in November, and brought together ministers, officials from key UN and multilateral agencies and more than 1,000 delegates from 42 African countries.

Otherwise known as the African COP, COP27 is set to build on previous successes and serve as an opportunity for stakeholders to effectively tackle the global challenge of climate change and pave the way for future ambition.

African countries continue to disproportionately face the brunt of climate change although they contribute little to it. The event also comes as the continent reels from several extreme weather events such as drought and destructive floods, thus increasing the threat of food insecurity.

Noting the urgency for climate action and the importance of the two events being held on African soil, the Commonwealth Secretary-General said: “Africa Climate Week is an important opportunity for us to come together, to work together and to share with, listen to, and learn from one another.

“Africa is a central player in the modern Commonwealth, and climate change is a profound challenge for Africa – so climate change in Africa is a central consideration for the Commonwealth.

“We are at code red for humanity, and the window for action is rapidly closing. As we move from COP26 to COP27, the focus is firmly on elevating existing commitments and ensuring their implementation.

“Tackling climate change will require the most significant political, social and economic effort that the world has ever seen. It is up to us to set the tone and shape the quality of that effort.

“If we choose, we can be the solution we need. Africa can be the answer, and this is our time. We are the first generation to suffer the consequences of climate change, but we are the last generation able to do anything about it.”

Echoing the Secretary-General, Gabon’s President, HE Ali Bongo Ondimba, in his keynote address highlighted his country’s efforts to boost climate action and called for regional collective efforts to mitigate its impacts.

He said: “In less than three months, the UN Climate Change conference will take place in Sharm el-Sheikh, Egypt. COP27 is described as Africa’s COP and will significantly shape our future.

“As one of the last major climate events before COP27, Africa Climate Week can bring us together to walk down the road to COP27 with unity of purpose and resolve for a better future. I urge you to take this opportunity to work on innovative, concrete, and sustainable solutions and give African nations the means to fight climate change successfully.”

Commonwealth climate support to member countries

During the Commonwealth Heads of Government Meeting (CHOGM) in June 2022, leaders underscored the urgent and increasing threat of climate change, particularly to developing countries, least-developed countries, and Small Island Developing States.

The Living Lands Charter, for example, commits Commonwealth member countries to safeguard global land resources while taking coordinated action on climate change, biodiversity loss and sustainable land management. And to date, the Commonwealth Climate Finance Hub has unlocked $50 million for climate-vulnerable countries with another $800 million in the pipeline.

Edited by Paul Ridgway
London

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Commonwealth Secretariat and UNCTAD Accord at Africa Climate Week

UNCTAD Secretary-General Rebeca Grynspan and her Commonwealth Secretariat counterpart Baroness Patricia Scotland signed a memorandum of understanding (MoU) on 31 August to strengthen cooperation in various areas of work.

Secretary-General Grynspan said stronger collaboration would enable the two organizations to contribute more to global efforts to tackle the multiple crises facing the world. To quote her: “We are pleased to expand our partnership and open a new phase of cooperation in which we will amplify our joint efforts in supporting developing countries to take coordinated action to address cascading crises and build a better future together.”

The five-year agreement brings together UNCTAD’s research, analysis and policy work and the Commonwealth Secretariat’s experience in programmes and policymaking, to help countries make progress towards the Sustainable Development Goals (SDGs).

In reply Baroness Scotland said: “I am delighted that we have renewed our partnership to support our members, especially small island states and least developed countries, to achieve the SDGs. With the world facing multiple crises from climate change to food insecurity, partnerships like ours are indispensable to help tackle these challenges.”

Edited by Paul Ridgway
London

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― Robert Orben

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QM2 in Cape Town. Picture by Ian Shiffman

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a takes control of its upper airspace