Africa PORTS & SHIPS maritime news 20 August 2023

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TODAY’S BULLETIN OF MARITIME NEWS

Week commencing 14 August 2023.  Click on headline to go direct to story : use the BACK key to return.    Pages viewed in the previous week Sunday to Saturday: 59,702

FIRST VIEW:   Durban Container Terminal DCT2

 

Masthead:  PORT OF CAPE TOWN

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FIRST VIEW:  Durban Container Terminal DCT 2

Overview of DCT 2 berths 108/109, 200-202 and North Quay berths 203-205.  Picture:  TPT
North Quay of DCT 2 berths 203, 204, 205.  Picture:  TPT

Transnet Port Terminals (TPT) has entered into a partnership with Philippines terminal specialist ICTSI which will see the new company operating the Durban Container Terminal, DCT 2 terminal for a period of 25 years, with an option of extending this to 30 years.

During the coming week Africa Ports & Ships will explore further this coming development that aims at turning around the operations of sub-Saharan Africa’s largest and busiest container terminal.

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TPT prepares to partner with ICTSI at Durban Container Terminal Pier 2

Durban Container Terminal Pier 2 with North Quay facing   Picture TPT

by Terry Hutson

Transnet Port Terminals (TPT) has shed more light on the planned joint venture involving TPT and Philippines-based terminal operator ICTSI (International Container Terminal Services Inc) in managing and operating as a joint venture Sub-Saharan Africa’s largest and busiest container terminal, DCT 2 (Durban Container Terminal Pier 2).

ICTSI became the preferred bidder to partner with TPT on a 50/50 basis in which the Transnet company will hold one extra share. The arrangement is for a period of 25 years with an option of extending by a further five.

TPT and ICTSI will form a new company, referred to currently as ‘Newco’, this will be once final formalities and approvals are received from several government departments including the National Treasury and the Department of Public Enterprises.

It is intended that ‘Newco’ will take effect as from the next financial year beginning 1 April 2024.

TPT’s terminal operating licence and lease will be sub-contracted to ‘Newco’ after seeking approval from the port landlord, Transnet National Ports Authority.

All non-current assets will be transferred into ‘Newco’, together with customer and supplier contracts. ‘Newco’ will be required to achieve a minimum Level 4 BBEE status.

All DCT Pier 2 employees will be seconded to ‘Newco’ with no retrenchments and employees will retain the same terms and conditions as they held with TPT.

‘Newco’ will operate independently with its own board and executive committee. Once the agreed period (25 or 30 years) is reached, the terminal will revert to TPT.

Earle Peters, TPT’s managing executive, Durban Terminals said that from an exercise undertaken by TPT, the conclusion was that the terminal remained under-invested in equipment. It was significant, he said, that whenever TPT did invest in new equipment, performance levels improved and employee morale was raised.

He said there will be investments in new equipment once the new entity is operational. This will include additional ship-to-shore (STS) cranes – DCT 2 currently has 14 in service and the joint venture could see an additional six being added.

The terminal already operates with a fleet of rubber tyre gantries (RTGs) and straddle carriers and a decision will be made whether to convert more of the operation over to RTGs. DCT 2 has traditionally been primarily a straddle carrier operation.

In terms of operations, the servicing of road trucks will have to improve, Peters said. However, they would not increase the footprint for more trucks to be serviced at the terminal. “Rather we will be expanding the rail terminal to handle 1.9 million TEUs on the rail side.”

Peters said the current three rail lines will be expanded to six within the next four years. “We will grow from 2 million TEUs to 2.8 million through the expansion of rail and not increasing the number of trucks,” he said.

According to Peters DCT Pier 2 handles 72% of the port’s container throughput and 46% of South Africa’s container port traffic.

Referring to Africa Ports & Ships own records, in the 2022 calendar year the combined Durban container terminals (DCT2, DCT 1, Point MPT and Maydon Wharf) handled just over 60% of South Africa’s container throughput (2.574 million TEUs against SA total of 4.246 million TEUs).

DCT Pier 2 cross-berth 108/109  Picture  TPT

Performance levels

An area of concern with shipping lines, shippers and cargo owners generally has been the performance levels at DCT Pier 2. In its latest Key Performance Indicators, TPT’s figures indicate that Ship Working Hours (SWH) sits currently at 50, whereas the intention of ‘Newco’ will be to raise this to 120.

‘Newco’ will also seek to improve gross crane moves from the present 18 to 28. The terminal’s current container capacity sits at 1.6 million, which ‘Newco’ will seek to improve to 2.8 million TEU for the terminal. It is believed that with ICTSI’s experience, technology, and capital will assist these numbers being achieved.

Readers will recall that the dismal placing of Durban port by the World Bank, in addition to the other South African container terminals in its latest rankings, is based mainly on how long a container ship spends in port.

Of interest, just over 10 years ago, in 2012 to be precise, DCT 2’s berth 108/109 was achieving between 27 and 28 gross crane hours (GCH). Ship Working Hours (SWH) back then were recording 62 at some of the berths (current figure is another woeful 50).

Those achievements in 2012 meant less ships having to wait outside, and those that did waited for much shorter periods, an important factor in the life of a ship operator.

Port of Ngqura and Container Terminal, with Mendi administrative building in foreground.   TNPA

Ngqura Container Terminal

When the DCT Pier 2 terminal was first ‘placed on the market’ for a partner, it was joined by the Ngqura Container Terminal in the Eastern Cape. Nothing of consequence came of this with insufficient interest being shown.

Ngqura Container Terminal is a small terminal of three to four berths and in the 2022 financial year the terminal handled 619,614 TEU for an average of 51,600 TEU monthly. Perhaps Transnet will have to offer a different type of joint venture here.

It is surprising that the Cape Town Container Terminal, which is experiencing desperate challenges, wasn’t instead, or perhaps also, made available along with DCT Pier 2. In 2022 CTCT handled a total of 856,177 TEU, an average of 71,350 TEU monthly on just three berths.

ICTSI

ICTSI is headquartered in Manila and trades on the Philippine Stock Exchange and the Over-the-Counter Markets Group in the USA. ICTSI is also the largest independent terminal operator, with 34 terminal operations globally across 20 countries, of which four are in Africa.

In terms of volume of containers handled, ICTSI ranks as the 8th largest worldwide having handled 12.2 million TEUs during the 2021/22 financial year. The company generated USD 2.2 billion (R41.2 billion) in gross revenues from its port operations.

ICTSI has 11,000 employees.

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WHARF TALK:the golden age of passenger liners: THE FOUR FUNNELLERS Part 2

The four funnelled RMS Windsor Castle at Cape Town. NO date. Picture: MaritimeQuest

Story by Jay Gates

Arundel Castle’s sistership, to be named ‘Windsor Castle’, was also to be built at Harland & Wolff in Belfast, but she was also delayed due to the start of the First World War. When building restarted in 1919, Harland & Wolff did not have the capacity to start work on her, so they sub-contracted out the building to one of the other great British shipyards, namely that of John Brown, of Clydebank in Scotland.

She was launched in March 1921 by Edward, Prince of Wales, and the future King Edward VIII, as Windsor Castle is the home of the Royal family, and who take their surname from the castle. Commencing on the Mail Service in April 1921, ‘Windsor Castle’ also carried the England football team to South Africa in 1929, where they played tour matches in all of the major cities.

She has identical dimensions to that of ‘Arundel Castle’, other than her passenger complement was smaller at 870. This passenger number could be broken down into 234 first class passengers, 363 second class passengers, and 274 third class passengers.

Windsor Castle and harbour tug, Cape Town 1921. Picture: Wikipedia Commons

In 1937, as with ‘Arundel Castle’, she too was withdrawn from the Mail Service for being too slow, and also received a conversion at Harland and Wolff in Belfast, where she also lost two of her funnels, and became a two funneller. She also received a new raked bow, new steam turbines, an increased speed to 20 knots, and her passenger complement was reduced to 604.

She then continued on the Southampton to South Africa mail service until the outbreak of the Second World War, when she too was requisitioned by the British Government, to be converted to a troopship. In 1941 she was attacked by a Luftwaffe bomber, when west of Ireland. Only one of the four bombs dropped on ‘Windsor Castle’ found their target. The 500 lb (227 kg) bomb struck the first class smoke room, where it became lodged, and failed to explode. It was packed in sandbags, and left. On arrival in Gourock the next day, the bomb was safely defused.

RMS Windsor Castle sailing out of Durban harbour pre-1936. Picture THL

On 23rd March 1943, when acting in support of the North African landings, and with 2,500 troops onboard, she was attacked by a single Luftwaffe bomber, who dropped a torpedo, and whose attack proved successful. She was 110 nautical miles northwest of Algiers in the Mediterranean Sea and, miraculously, she took 13 hours to sink. This allowed all of her troops and crew to safely abandon ship, and transfer directly to three Royal Navy destroyers who were accompanying her. Only one fatality occurred, a member of the engine room crew who died when the torpedo first struck the vessel.

Whilst the casual maritime observer would likely be aware of the Union-Castle four funneled duo, there was a third four funneller that called into South Africa, and that was again due to the break out of war, and the need to take passenger vessels and convert them to troopships. This great ship, first called at Cape Town in May 1940, and she was none other than the magnificent ‘Aquitania’ of the Cunard Line.

RMS Windsor Castle as a troopship sinking 23 March 1943. Picture: BCStaffRegister

One of the ‘grand Trio’ of the Cunard Line, together with ‘Mauretania’, and ‘Lusitania’, ‘Aquitania’ was built by the John Brown shipyard, at Clydebank in Scotland, where all Cunard Line passenger vessels were built. Launched in April 1913, she was completed in May 1914, and began her Trans-Atlantic service from Southampton to New York City. The naming policy of the Cunard Line at the time was to give their passenger vessels names of ancient Roman Provinces.

She was 275 metres in length and had a gross registered tonnage of 45,647 tons. She was powered by Parsons, direct drive, steam turbines producing 59,000 bhp (44,000 kW), driving no less than four fixed pitch propellers for a service speed of 24 knots. She was built to Admiralty standards, which would allow her to be converted into an Armed Merchant Cruiser (AMC) in time of war.

RMS Aquitania, Cape Town 25 December 1945.  Picture: DRISA 

With ten decks, ‘Aquitania’ had a passenger capacity of 3,320, which could be broken down into 618 first class passengers, 614 second class passengers, and 2,004 third class passengers. She operated with a crew of 972. In time of war, she could also be converted into a troopship, able to transfer 7,400 troops to their place of war. After the sinking of ‘Titanic’, she became the first passenger liner to be equipped with a full set of lifeboats, capable of taking every passenger and every member of the crew, in the event of an abandon ship incident.

After the outbreak of the First World War ‘Aquitania’ was requisitioned, in 1915, for conversion into that of her planned role of Armed Merchant Cruiser (AMC). However, the Admiralty decided that her size was not suitable for the AMC role, and in 1916 she was then converted into that of a hospital ship for use in the Dardanelles campaign in Turkey. Once that campaign was abandoned in 1917, she was converted again, this time into that of a troopship. Her final troopship voyage was completed in 1920, and she was returned to the Cunard Line.

RMS Aquitania, Cape Town December 1945. Picture: Shipspotting

She continued with her Trans-Atlantic service, and it was planned to retire her when the ‘Queen Elizabeth’ was due to enter service in 1940. However, as most historians know, the Second World War broke out in September 1939, and ‘Aquitania’ was once more requisitioned to be converted into a troopship. She was considered fast enough to be able to travel independently, and rarely travelled in a convoy, unless it was with vessels of a similar turn of speed.

In May 1940 she made a call into Simonstown, on Convoy US-3, when she was on a trooping voyage from Fremantle in Western Australia, in company with ‘Queen Mary’, and en route to Gourock in Scotland. On June 20th 1942, whilst operating on Convoy WS19Q, she arrived at Simonstown, where she remained for three days, before sailing for Port Tewfik in Egypt. Her final call into Cape Town took place on 25th December 1945, when she was on a repatriation voyage, and after the Christmas break she sailed to Boston in the USA.

The 4-funnel RMS Aquitania, 3-funnel Queen Mary, and SA training ship General Botha, off Simonstown 1940. Picture: MaritimeQuest

 

She remained in troopship service until 1947, when she was returned to Cunard for conversion back into a trans-Atlantic liner once more. She continued in service only until 1949, when she was retired from service. She was sold for scrapping and made her final journey to the scrapyard at Faslane in Scotland in February 1950.

In her long career, ‘Aquitania’ had steamed for more than 3 million nautical miles, and had carried over 1.2 million passengers. Her two war service trooping roles had seen her steam for over 500,000 nautical miles, and carry over 400,000 troops. When she was finally broken up, she was truly the last surviving four funneller to finish their career still with four funnels. South Africa was blessed to have witnessed three of the great four funnellers, even in time of war.

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UNCTAD: Economic Development in Africa Report 2023    Part 2

Several ports in West Africa have undergone modernisation, with new container or other terminals operated by specialist outside operators bringing expertise and efficiency. This is Ghana’s Terminal 3 at Tema port, operated by Meridian Port Terminals   Picture  Meridian Port Terminals

The Potential of Africa to Capture Technology-Intensive Global Supply Chains

Edited by Paul Ridgway
London

UNCTAD’s annual Economic Development in Africa Report analyses major aspects of the continent’s development problems and policy issues of interest to countries in the region. This was issued on 16 August in Nairobi. See here

Further study to be found below reveals more of interest at Africa Ports & Ships.

Supply chains in Africa

This concise document tells that venturing into Africa as a supply chain destination will require enormous investment in adequate infrastructure, as well as the availability of human capital and technology.

Exports

The economy of Africa is largely dependent on the demand for commodities from the rest of the world since an increase in demand and in the price of commodities coincides with periods of high economic growth. Trade is therefore essential to its economy.

Ports as the gateways

Ports are the main gateway for the region’s trade with the rest of the world and are therefore an important aspect of trade facilitation in the African economy.

Nonetheless, of the fifty-four countries in Africa, sixteen are landlocked (Botswana, Burkina Faso, Burundi, the Central African Republic, Chad, Eswatini, Ethiopia, Lesotho, Malawi, Mali, the Niger, Rwanda, South Sudan, Uganda, Zambia and Zimbabwe).

Of these, eleven are considered to be commodity-dependent developing countries.

Therefore, these landlocked commodity-dependent developing countries are entirely dependent on the infrastructure of neighbouring countries for the export of their commodities.

A PriceWaterhouseCoopers (PWC) analysis of 2018 on ports in Africa found that inefficiencies associated with inland logistics, infrastructure bottlenecks, port capacity and economies of scale raise the cost of exports.

This, in turn, significantly decreased the value received from exported commodities.

Port performance was also hampered by a lack of investments. For instance UNCTAD, again in 2022, noted that port calls and turnaround times are hindered by congestion at the ports due to limited capacity.

PWC found in 2018 that investment in African ports is often made on an as-needs-basis, which leads to operational inefficiency at the ports, since port capacity is lower than the actual capacity required to handle shipments.

Imports

While African countries are reliant on exports for their economic performance, recent crises have shown that they are also dependent on imports of essential goods, such as food and medicines, and are thus prone to external shocks.

For instance, supply chain disruptions due to the war in Ukraine have led to rising food inflation with the underlying effect being an increase in the costs of logistics.

Increasing port efficiency could be a means to lower directly, and significantly, the value of imports for African countries, especially during periods of economic shock.

Moreover, it is imperative that African countries strengthen investments in ports and encourage private sector investments to improve efficiency and capacity that would ensure that more value is gained in African countries from the import and export of goods.

Mauritius

As a strategic distribution hub for connectivity, Mauritius scored the highest among all the African countries in the DHL global connectedness index of 2022.

With regard to e-commerce, Mauritius not only ranks high in Africa in the 2019 business-to-consumer e-commerce index issued by UNCTAD, but it was also the first African country to sign a free trade agreement with China which entered into force on 1 January 2021.

Mauritius Freeport serves as the ideal logistics and value addition platform between Africa, Europe and Asia. Set up in 1992 to promote Mauritius as a regional trading and logistics hub, Mauritius Freeport is among the leading hubs worldwide, surpassed only by Dubai Multi Commodities Centre.

Moreover, Mauritius was named global runner-up and No.1 in Africa in the Financial Times’ Global Free Zone of the Year 2021.

For information about Mauritius Ports Authority readers are invited to see here.

Automotive

Exports of vehicles from Africa to the world have also risen steadily since 2003.

Between 2018 and 2020, the two leading African exporters of vehicles were South Africa ($9.2 billion) and Morocco ($3.4 billion).

For more see here.

Editorial note

Extracts from The Potential of Africa to Capture Technology-Intensive Global Supply Chains appear under http://creativecommons.org/licenses/by/3.0/igo/

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Léon Thévenin departs Mombasa for Cape Town

Cable layer vessel Leon Thevenin at her berth in the Cape Town V&A Waterfront. Picture: FleetMon

Africa Ports & Ships

Léon Thévenin departs Mombasa, job done. ETA Cape Town Monday 21 August.

What’s the significance of this? Simply that it’s been reported that the repairs to the two breaks in the West African Cable System (WACS) and South Atlantic 3 (SAT-3) submarine cables in the Congo Canyon were to be undertaken by Léon Thévenin once the job off the Kenya coast were completed.

With the cable repair ship now on her way back to home base in Cape Town, where she is due on Monday, 21 August, it would appear the east coast repair has been successfully accomplished.

Which means that Léon Thévenin can re-equip in Cape Town before heading up the west coast for the Congo Canyon area off the Congo River mouth.

Léon Thévenin, owned by France’s Orange, is often idle for months at a time at her base in the V&A Waterfront at Cape Town.

Now, suddenly, she was called on to handle repairs on one side of the African continent – the Indian Ocean side, before crossing to the other on the Atlantic Ocean.

Curiously, if you look at a map of Africa, the respective cable breaks occurred quite close to the same latitude though separated by the mass of the world’s second largest continent.

The two west coast cables follow a similar route for 14,500km along the coast of Africa before connecting South Africa to Portugal, with numerous international branches along the way.

Congo Canyon where they snapped is a steep submarine valley carved into the seabed around the mouth of the Congo River.

Well-known for cable disruption, the area is subject to underwater mud slides precipitated by periodic flooding from the mighty Congo River, Africa’s second largest.

For all those of us who have experienced recent slowdowns in the connectivity field, for which we are told the cable breaks off the Congo River mouth are responsible, the news that the cable ship will shortly be available, is good news.

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Added 18 August 2023

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Xeneta Container Update: Shippers Must Seize Opportunities Before Market Rebounds

Africa Ports & Ships

Spot rates on the Trans-Atlantic fronthaul trade from North Europe to the US East Coast (USEC) are plummeting rapidly.

Peter Sand, Xeneta chief analyst

According to Xeneta’s platform data, the monthly average rate for a 40-foot standard container (FEU) has dropped dramatically, falling from USD 5,298 (excluding Terminal Handling Charges) in January to a mere USD 809 in August.

This significant decline serves as a reminder that markets can shift suddenly. It’s worth noting that just as these rates have dropped, they could also rise swiftly, as has been the case recently for other main trades.

The trans-Atlantic trade’s whopping fall of 85% is a serious loss-maker for carriers. Taking out THC narrows in on the ocean freight rate, which by mid-August was priced at almost the same level.

“This is a major meltdown for a trade that was steady and ‘dull’ for decades before suddenly becoming the poster boy of the container freight market in 2022, defying gravity with elevated rates for a long time after the rest of the market had crumbled,” says Xeneta Chief Analyst Peter Sand.

Shippers in the driving seat but maybe not for long

Shippers on the trade are taking full advantage of this new reality, regaining the upper hand after the 2021-2022 pandemic period delivered dramatically high freight rates. Xeneta’s real-time data, crowd-sourced from leading global shippers shows the strongest are now paying less than USD 475 per FEU for spot business, which Sand points out is an all-time low.

Sand sharply warns and advises shippers: “Don’t wait around – jump on those deals while you can. Just like we’ve seen with fronthauls from Asia to the US and EU, carriers will be dead set on boosting the Transatlantic spot market once again. They’re not keen on bleeding cash in yet another trade. You must stay on your toes and constantly monitor rates to know when to go to market,” he said.

“The data also shows that the number of long-term contracts coming into force in 2023 is significantly down on past years, indicating that shippers are clearly not happy with the rates on offer nor being drawn into the kind of closer relationship carriers are seeking,” he adds.

However, at USD 2,000 per FEU (excluding THC), North Europe to USEC long-term rates are still 2.5 times above spot levels, meaning this is the only fronthaul trade where long-term business remains above short-term rates; all other key trades have normalized in this respect. But this too can change rather quickly.

So, what is behind the spot-rate collapse?

Tanking volumes

Transport volumes on the trade were down by 13.6% in the first half versus last year (source: CTS), with April alone scoring a 23% year-on-year fall. This is clearly visible from Xeneta data showing a spot-market slide from USD 3,875 per FEU at the end of March to USD 2,450 per FEU by 1 May.

“The second quarter was worse than the first, and looking ahead Xeneta expects demand to fall short of 2022 during every month in the second half as well,” says Sand.

Capacity sinkhole

Secondly, carriers have used this trade lane as a ‘parking lot’ for excess capacity not deployed on other corridors. Data from Sea-Intelligence indicates that capacity on the North Europe to North America East Coast trade rose by 23.6% in the first half versus 2022 (and by more than 30% just in February and April).

“This leaves shippers wondering how much longer they should wait for carriers to start offering long-term rates that mirror underlying market conditions – in other words, much lower than today,” says Sand.

Pre-pandemic contract levels were hovering at USD 1,300 to USD 1,400 per FEU (excluding THC), with very few dollars separating them from spot rates. This was despite the fact that there are major differences between long-term and short-term contracts.

“Carriers, for their part, can see as clearly as ever the impact of a fundamentally weak trade resulting in spot-rate warfare. Those selling space at the current level are bleeding cash for every box they bring on board. Hence keeping cosy with key shippers is essential, but everything has its price.

“The shipping market’s unpredictability underscores the importance of diligent market monitoring and strategic timing. While aiming for absolute rock-bottom rates is challenging, inching closer remains achievable if done at the right time, especially when armed with the right data insights,” Sand concludes.

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Recovery attempts for shipwrecked fishing trawler Dijaanda

Fishing vessel Dijaanda on the rock off the Cape South Coast. Picture: SAMSA

Africa Ports & Ships

Earlier this week attempts began at recovering the fishing trawler DIJAANDA which went onto the rocks south of Mossel Bay. See that report here

According to the South African Maritime Safety Authority (SAMSA), action was taken ahead of the salvage attempt in order to avoid oil spillage.

SAMSA reported that this included a thorough examination of the sea area to identify any potential oil contamination. Fortunately, no signs of an oil spill was detected during this inspection.

A search was also undertaken to locate the missing fisherman, whose body was later discovered. Of the seven crew on board just two survived, one of which being the skipper.

SAMSA said that the salvage operation, led by diverse teams including disaster management experts from the Garden Route region, commenced shortly after successfully locating the missing crew member.

Picture: SAMSA

The DIJAANDA was fishing along the Cape coastline to the west of Gouritz River mouth near Mossel Bay when it struck rocks and capsized.

Despite the vessel being grounded with a noticeable large hole on one side, it appeared to have contained minimal oil onboard.

However, authorities have continued their vigilance to ensure that any contamination risks are minimized or proactively controlled.

SAMSA is conducting an investigation into the cause of the grounding.

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Added 17 August 2023

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WHARF TALK: the golden age of passenger liners: THE FOUR FUNNELLERS Part 1

A few questions for you to ponder over. Is this the Arundel or the Windsor Castle liner on Cape Town’s East Quay, and just for fun, what class of loco is ready to haul the upcountry passenger train out of the port? While you are puzzling that over, note the observation window on the end coach, that tells you this is a special train – most likely the Union Express from Johannesburg. Or was it the Union Limited – same train but in opposite direction? And while you’re at it, what make of sedan in front of the gents in suits? You can send your answers/guesses by email to terry@africaports.co.za
This picture: THL (Transnet Heritage Library)

Story by Jay Gates

The great, and golden age of shipping, especially that of the passenger liner era, was undoubtedly between the years of 1910 and 1940, notwithstanding the hiatus that the First World War forced upon the world, between 1914 and 1918. In that timeframe the world witnessed, and the voyaging public experienced, the apogee of ocean liner travel.

In the early twentieth century, some of the greatest passenger liners ever built graced the oceans of the Earth. There are simply too many to mention, but the line up of two funnellers, and three funnellers, would fill a page on its own. RMS Queen Elizabeth and RMS Queen Mary being an example of one of each class. The list goes on.

And then, there were the four funnellers. A group of the greatest passenger liners that graced the oceans from the first maiden voyage of ‘Kaiser Wilhelm der Grosse in 1897’, to the final maiden voyage of the final built four funneller in 1921, a period of only 24 years. They are a special breed of passenger liner because there were ever a total of fourteen of them built.

RMS Arundel Castle in Cape Town, 1919. Picture: Wikipedia Commons

The vast majority of these fourteen four funnellers were built for one purpose only. That was the great Trans-Atlantic crossing route, between Europe and the United States, and they never strayed off that route, other than for those that found themselves at war. Of these fourteen, just one was French, five were German, and eight of them were British. And whilst twelve of them were Trans-Atlantic greyhounds, the other two of them were designed and built to service another great route, that of the Mail Service from the United Kingdom to South Africa.

Outside of the world of the casual maritime observer, it is not a well-known fact that two of the four funnellers were regular callers at the four major ports of South Africa in the first half of the twentieth century. Their raison d’etre was that they were to fulfill the requirements of the Mail Contract between South Africa and the United Kingdom, and so naturally they were both mailships of the Union-Castle Line. What is even less known is that a third four funneller also grace these African shores, and she was not a Union-Castle liner.

RMS Arundel Castle off Port Elizabeth in 1930, before that port had an enclosed harbour or landing facilities other than the basket and lighter. Picture: MaritimeQuest

In 1913, the Union-Castle Line ordered two fast passenger liners from the great British shipbuilding enterprise of Harland & Wolff, whose shipyard was located in the Northern Irish city of Belfast. Work began on the first of these vessels, to be named ‘Amroth Castle’ in 1914. Then an assassin, in Sarajevo, put an end to the life of Archduke Ferdinand, and the world was plunged into what became known originally as The Great War, or better known today by historians as the First World War.

Shipbuilding for the war effort took precedence, and all work on ‘Amroth Castle’ was ended. Once the First World War came to an end, at the eleventh hour, of the eleventh day, in the eleventh month, of 1918, work was allowed to resume on the ‘Amroth Castle’. The Union-Castle decided to change her name, and she became ‘Arundel Castle’, and she was the fourth such named vessel in the history of the company. Arundel Castle itself is to be found in the English county of West Sussex, and is still the home to the Duke of Norfolk.

Launched at Harland & Wolff in September 1919, ‘Arundel Castle’ was completed in April 2021. She was 201 metres in length and has a gross registered tonnage of 19,023 tons. She was powered by four Parsons geared steam turbines producing 14,500 bhp (10,813 kW), driving two fixed pitch propellers for a service speed of 17 knots.

RMS Windsor Castle sailing from the Victoria & Albert (V&AS) harbur at Cape Town. No date. Picture: T Hilton/Flickr

Harland and Wolff were also the builders of the great, four funnelled, sisterships of the White Star Line, namely ‘Olympic’, ‘Britannic’, and the ever famous ‘Titanic’. The building of ‘Arundel Castle’ was to be the last four funneller to be built by Harland & Wolff. On entering service with the Union-Castle Line on their mail service from Southampton to South Africa, she was the largest vessel on the route.

With a crew of 440, to service a three class set up of 1,170 passengers, ‘Arundel Castle’ sailed for the first time from Southampton in late April 1921, and arrived for the first time in Cape Town on 9th May 2021. In 1923 she carried the great South African Prime Minister, Jan Smuts, from Cape Town to Southampton, to allow him to take part in the Imperial Conference being held in London.

RMS Arundel Castle moving off the Durban Point Docks pre-1936. Picture: MaritimeQuest

In 1937, she was considered to be too slow to continue to be used on the Mail Contract, so she was sent back to Harland & Wolff in Belfast for a major refit. This refit not only gave her a new raked bow, and new steam turbines to increase her speed by 3 knots, to give a new service speed of 20 knots, but it also resulted in two of her funnels being removed. She was a four funneller no more.

Her post 1937 service continued, and in 1940, with the Second World War underway, ‘Arundel Castle’ was requisitioned by the British Government and converted to a troopship. In this role she made many calls at South African ports as she took troops to, and from, the battle theatres of Europe, North Africa, India and the Far East. These calls, between 1941 and 1946 included no less than ten calls at Durban, seven calls at Cape Town, and three calls at Port Elizabeth.

RMS Windsor Castle as a troopship sinking 23 March 1943. Picture: BCStaffRegister

She continued in her troopship role until September 1949, when she was returned to the Union-Castle Line. After being refurbished, she resumed her service on the mail contract to South Africa, until November 1958, when on the 8th of that month she sailed from Southampton, on her 211th voyage, on her final mail departure. She then sailed from Cape Town on 5th December 1958, back to Southampton for the last time. She arrived back in Southampton on 19th December 1958, and was duly retired from Union-Castle Line service. She was replaced on the mail service by the newly built, and beautiful, ‘Pendennis Castle’.

On 30th December 1958 ‘Arundel Castle’ sailed from Southampton, bound for Hong Kong. She has been purchased for the sum of £245,000 by the Chiap Hua scrapyard in Kowloon. In 1959 she ended her career after a steaming a total of 2,850,000 nautical miles on the Mail Service, and 625,565 nautical miles as a troopship. She was to be the last four funneller in existence, as built, although she ended her career with just two funnels.

Part 2 tomorrow….

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Suez Canal: Sunken tug boat Fahd recovered

Tugboat Fahd raised from the depths of the Suez Canal. Picture: SCA

Africa Ports & Ships

The Suez Canal Authority (SCA) has successfully recovered the canal authority tug boat FAHD (IMO 7430474) which sank earlier in August in about 27 metres of water.

See that report here.

The 34 metre long, 9m wide Fahd (built 1976) sank after a collision with a 230-metre long, 55,368-dwt Hong Kong-flagged LNG tanker, CHINAGAS LEGEND (IMO 9847944). One of the tug crew unfortunately lost his life in the accident.

Earlier this week the chairman and MD of the Suez Canal Authority, Adm. Ossama Rabiee, revealed that the recovery operation of the sunken tugboat was a success.

Fahd was raised from the sunken depths of the canal using the SCA crane, INKAZ. As a result the waterway had been cleared, he said.

Praising the SCA maritime salvage team responsible for the raising of the tug, Rabiee said their efforts were entirely efficient and achieved in record time, without affecting traffic through the canal.

Fahd and the SCA floating crane, Inkaz. Picture: SCA

This was done despite strong water currents, zero underwater visibility and having to dive to depths of 27 metres which required the use of hyperbaric chambers to help the divers reach normal air pressure.

Describing the operation, Adm. Rabiee said the lifting and recovery operation of the tug boat entailed numerous measures. These included carrying out a survey for the collision incident location to locate the sunken tugboat, followed by securing the location using warning and guiding buoys to enable vessels to transit safely.

Prior to the actual lifting operation, careful recovery calculations were necessary.

There were no oil spills or other environmental issues and the canal has continued running smoothly in both directions. Over the two days affected, 146 transits were made at a total net tonnage of 8.4 million tons.

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Kongsberg Digital to digitalise Höegh Autoliners entire car carrier fleet

Computer impression of Höegh Autoliners new Aurora class of car carrier.  Picture Höegh Autoliners

Africa Ports & Ships

It’s been announced that Kongsberg Digital and Höegh Autoliners have agreed for Kongsberg to digitalise the entire fleet of the forthcoming Aurora class of vehicle carrier newbuilds, also referred to as Pure Car and Truck Carriers or PCTC.

The Aurora class PCTCs will be ammonia-ready dual-fuel vessels and part of Höegh Autoliners’ambitious newbuild programme. Twelve are on order with expected delivery of two every six months as from the second half of 2024.

They will have DNV’s ammonia and methanol ready notation, with main engine provided by MAN and bridge systems supplied by Kongsberg.

The ships are to be built by China Merchants Heavy Industry (Jiangsu) Co. Ltd (CMHI). Each will have the capacity to carry up to 9,100 cars and it is claimed they will become the world’s largest and most environmentally friendly Pure Car and Truck Carriers.

The agreement between the two companies includes digitalising the remaining ships in the Höegh Autoliners’ fleet except for a few older vessels.

Höegh Autoliners has a clear ambition to reach net zero by 2040 and to improve AER (efficiency) by 30 per cent by 2030, with 2019 as a baseline. The company has a strong decarbonisation track record as its efficiency has been improved by 37 per cent since 2008.

Shane McArdle, CEO at Kongsberg Digital (left) & Höegh Autoliners’ CEO, Andreas Enger. Picture by Trond Teigen/SaiLogic

In 2019, Höegh Autoliners was the first customer of Vessel Insight, Kongsberg Digital’s cloud infrastructure.

Since then, Höegh Autoliners has been a vital pilot customer for Kongsberg Digital, testing new technology such as Digital Twin for the maritime industry and applications such as vessel performance, aimed at exploiting new ways of reducing emissions, increasing predictability, and improving safety.

“We are steadily progressing towards achieving a state of zero emissions while consistently delivering reliable ocean transportation solutions to our global customers,” said Andreas Enger, CEO at Höegh Autoliners.

Enger said embracing this digital revolution enables them to offer improved services to their valued customers worldwide.

Höegh Autoliners operates a fleet of approxinately 40 vessels across a network of 11 global deep-sea trades. Each year the auto carrier facilitates over 3,000 port calls, including in Durban, East London and Port Elizabeth and other ports of Africa.

Shane McArdle, CEO at Kongsberg Digital, described Höegh Autoliners as more of a partner, saying the company is a digital, ambitious frontrunner with whom Kongsberg shares a “passion for innovation and sustainability.”

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UNCTAD: Economic Development in Africa Report 2023    Part 1

Motor vehicles for export from Africa.  Picture  TPT

The Potential of Africa to Capture Technology-Intensive Global Supply Chains

Edited by Paul Ridgway
London

UNCTAD’s annual Economic Development in Africa Report analyses major aspects of the continent’s development problems and policy issues of interest to countries in the region. This was issued on 16 August in Nairobi. See: here

A unique insight

The Economic Development in Africa Report 2023, entitled: The Potential of Africa to Capture Technology-intensive Global Supply Chains, provides a unique insight into the potential for increased integration into the supply chains in Africa by bringing together knowledge on how Africa can strengthen supply chain diversification in high-knowledge- and technology-intensive sectors.

With regard to our own spectrum at Africa Ports & Ships we note the report tells that venturing into Africa as a supply chain destination will require enormous investment in adequate infrastructure, as well as the availability of human capital and technology.

Barriers to trade

In many African countries, the state of infrastructure development – transport, warehouse and other facilities – which is not yet at a standard and quality comparable to other developing and emerging countries, is one of the main barriers to logistics and supply chains on the continent. However, national and regional initiatives to scale up financing for infrastructure development and improve logistics performance in Africa, such as the African Union Programme for Infrastructure Development in Africa, are promising and can strategically enhance the integration of African economies into regional and global supply chains.

Many poorly equipped ports

Hard infrastructure, such as ports, roads and rail, have tended to lag behind. For instance, investment in African ports is often made on an as-needs-basis, which leads to operational inefficiency at the ports. There are less than 70 operational ports, many of which are poorly equipped and uneconomical, with delays two or three times above the global average. It is therefore advisable that African countries encourage investments in hard infrastructure, including from the private sector, to improve efficiency and capacity that would ensure that more value is gained by trading and participating in supply chains in Africa.

Soaring freight rates

With regard to expenses we are informed that on the route Shanghai-Durban the cost of shipping a 40-foot container rose, two-and-a-half-fold, from $2,521 to $6,450 between December 2020 and December 2021. Soaring ocean freight costs, spanning various global supply chain routes, resulted in higher prices of sourcing inputs and materials, manufacturing products, and supplying and delivering goods to consumers.

Content

Of the publication’s layout, after an overview considering global supply chains chapters concern inter alia: opportunities, diversity, sustainability, conclusions and recommendations. To close there are numerous references for further study and the whole publication is supported by a wealth of tables and figures.

The view from Kenya

Dr William Ruto, President of Kenya, commented: “The Economic Development in Africa Report 2023 is an important read to understand how viable tech-enabled services and sustainable financing options such as supply chain finance can provide innovative solutions to developing transformative linkages and increasing Africa’s participation in global supply chains and trade.”

The view from Senegal

In her introduction to this 236-page report Mrs Oulimata Sarr, Minister of Economy, Planning and Cooperation, Senegal, said: “I appeal to African decision-makers, governments, financial partners and international organizations, the African private sector, to implement all appropriate means and supply chain network diversification strategies that will increase Africa’s competitiveness and attractiveness and will help convince global companies to make Africa a top destination.

“This is undoubtedly an asset and a challenge in the deployment and implementation of the African Continental Free Trade Area (AfCFTA), with a significant impact on regional value chains.”

UNCTAD S-G

In the foreword by Rebeca Grynspan, Secretary-General of UNCTAD, she said:
“The combination of high-tech and sustainable jobs promises deeper integration of African supply chains at a time of historic challenges and opportunities for the Continent.”

Editorial note

Extracts from The Potential of Africa to Capture Technology-Intensive Global Supply Chains appear under http://creativecommons.org/licenses/by/3.0/igo/.

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Wharf Talk: SA Port Statistics for July 2023

The Port of Saldanha is a difficult one to photograph, consisting as it does of an extremely long jetty with several berths near the end for the Capesize ore ships, plus a smallish multipurpose terminal and quayside halfway along. At the base of the terminal are the stacks for the iron ore which is fed to the waiting ships by conveyor.  Perhaps only a good aerial photograph can do justice to this specialist ore port. The photograph here shows an ore ship,Tom Selmer (IMO 9476630), being loaded at the jetty end, all within the sheltered waters of Saldanha Bay. Loading took 36 hours to complete.  Picture TPT

By Africa Ports & Ships

Port statistics for the month of July 2023, covering the eight commercial ports under the administration of Transnet National Ports Authority, are now available.

The statistics here reflect port cargo throughputs, ships berthed and auto and container volumes handled together with bulk and dry bulk volumes.

Motor vehicles are measured in vehicle units as well as included in tonnage on the basis of 1 tonne per unit.

Containers are counted in TEUs, with each TEU representing 13.5 tonnes.

Transnet Port Terminal offices in Saldanha Bay, suitably discoloured by the dust from the nearby iron ore stacks.  Picture TPT

Port Statistics continue below

Figures for the respective ports during July 2023 are:

Total cargo handled by tonnes during July 2023, including containers by weight

PORT July 2023 million tonnes
Richards Bay 6.046
Durban 6.971
Saldanha Bay 6.439
Cape Town 1.328
Port Elizabeth 1.007
Ngqura 1.452
Mossel Bay 0.105
East London 0.303
Total all ports 23.651 million tonnes

CONTAINERS (measured by TEUs) during July 2023
(TEUs include Deepsea, Coastal, Transship and empty containers all subject to being invoiced by NPA

PORT July 2023 TEUs
Durban 220,634
Cape Town 72,955
Port Elizabeth 19,701
Ngqura 58,290
East London 2,438
Richards Bay 5
Total all ports 374,018 TEU

MOTOR VEHICLES RO-RO TRAFFIC (measured by Units- CEUs) during July 2023

PORT July 2023 CEUs
Durban 41,123
Cape Town 2
Port Elizabeth 9,405
East London 6,454
Richards Bay
Total all ports 56,984

SHIP CALLS for July 2023

PORT July 2023 vessels gross tons
Durban 221 7,723,123
Cape Town 131 3,237,920
Richards Bay 90 3,913,224
Port Elizabeth 86 2,232,431
Saldanha Bay 50 3,294,893
Ngqura 58 2,906,946
East London 22 778,486
Mossel Bay 20 90,698
Total ship calls 678 24,177,711
— source TNPA, with adjustments regarding container weights by Africa Ports & Ships
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WHARF TALK: MR2 product tanker UOG SPARTA

The MR2 product tanker UOG SPARTA (IMO 9428360) at the tanker basin in Cape Town harbour.              Picture by ‘Dockrat’

Pictures by ‘Dockrat’
Story by Jay Gates

There has been a distinct tendency recently, and mentioned in these pages, of product tankers now arriving in South Africa with cargo parcels destined for a multiple port itinerary. These multi-stop voyages have included up to three ports, some in more than one country, and occasionally an extremely rare call at four ports.

On these occasions, there often seems to be no logic in the order in which the port calls takes place, with one port being bypassed, but receiving the product tanker on its return leg. So it is a rare thing to see a multiple port itinerary where every port on the voyage is called at in proper geographical order. Even more rare is that the voyage would call at no less than five ports along the coast.

For a product tanker, and especially one of the MR2 class, they generally have twelve cargo carrying tanks, with each tank having a capacity of around 4,500 m3. With five port calls arranged, it means that the each port is highly unlikely to have received the contents of more than two, or a maximum, three of the cargo tanks. The economics of a tanker discharging at so many ports, and in such small quantities, cannot be that attractive.

On 4th August, at 10h00 in the morning, the MR2 product tanker UOG SPARTA (IMO 9428360) arrived at the Table Bay anchorage, after a short hop across from Mossel Bay, on the South Cape coast. She went to anchor to await her berth, and remained out in the anchorage for the next five and a half days. At 21h00 in the late evening of 9th August, ‘UOG Sparta’ entered Cape Town harbour, proceeding into the Duncan Dock, and going alongside a berth in the Tanker Basin to begin her discharge at no less than her fifth port on this particular voyage rotation.

UOG Sparta. Cape Town, 10 August 2023. Picture by ‘Dockrat’

Built in 2009 by SPP Shipbuilding at Sacheon in South Korea, ‘UOG Sparta’ is 183 metres in length, and she has a deadweight of 50,138 tons. She is powered by a single Doosan MAN-B&W 6S50MC-C six cylinder two stroke main engine producing 12,889 bhp (9,480 kW), driving a fixed pitch propeller for a service speed of 14 knots.

Her auxiliary machinery includes three STX MAN-B&W 6L23/30H generators providing 852 kW each, and a single Cummins 6CTA-8.3(D)M emergency generator providing 200 kW. She has a single Alfa Laval Aalborg Mission XW exhaust gas boiler, and a single Alfa Laval Aalborg OL oil fired boiler.

She has 12 cargo tanks, and a cargo carrying capacity of 52,100 m3. She has six cargo pumps, each capable of pumping at a rate of 600 m3/hour, and she can carry seven grades of product at any one time in her tanks.

She joined her new owners in October 2022, with ‘UOG Sparta’ being owned by ADS Maritime Holdings PLC, of Arendal in Norway, and operated by United Overseas Management (Hellas) Ltd., of Athens in Greece. She is managed by Executive Ship Management Pte. Ltd., of Singapore. Since her purchase she has been operating in the spot market, centred on the Middle East.

UOG Sparta. Cape Town, 10 August 2023. Picture by ‘Dockrat’

In November 2016, ‘UOG Sparta’ was making her way into the Spanish port of Algeciras, when she was in collision with the container vessel ‘Celina Star’ which was sailing from Algeciras. The collision took place out in the anchorage, with both suffering minor hull damage, but there were no injuries and no pollution resulted from the collision.

Both vessels went to anchor, and the Spanish Maritime Authorities fined both vessels €50,000 (ZAR1.04 million) for breaching Regulations for Prevention of Collision at Sea. Eventually, later that day, the ‘Celina Star‘ was allowed to continue her voyage to Livorno, in Italy, with ‘UOG Sparta’ entering Algeciras harbour, where she was promptly detained.

A Port State Inspection took place in Algeciras, and her detention for two days was based on her International Safety Management (ISM) Code being ‘not as required’, and failures in her Safety of Navigation. Additionally, she had received structural hull damage that was considered to be sufficiently serious as to impair her seaworthiness.

In July 2012, whilst ‘UOG Sparta’ was lying in Portland Port, in the United Kingdom, one of her crew collapsed whilst working on deck. The emergency services were called and the crewman was taken off the vessel in Portland harbour, by a rescue crew from Dorset Fire and Rescue, and handed over to an ambulance crew of the South West Ambulance Service Trust (SWAST). Sadly, the crewman died in the ambulance whilst being treated by the ambulance paramedics. There were no suspicious circumstances into the death, and the UK Coroner was notified, who decided that no inquest would be held.

UOG Sparta. Cape Town, 10 August 2023. Picture by ‘Dockrat’

In October 2011, whilst on passage some 480 nautical miles southeast of the port of Hobyo, off the coast of Somalia, and en route to Dar es Salaam, in Tanzania, from her loading port in the Gulf, ‘UOG Sparta’ was attacked by pirates. A skiff has been noted being launched from a nearby fishing vessel, and headed towards the vessel at speed.

At the time, ‘UOG Sparta’ was in position 03°’50 North 056°23’ East. On the approach of the pirates, the crew proceeded into the citadel, and the onboard security team fired shots towards the skiff, which was carrying four pirates, when it had come to within 800 metres of the vessel.

In a sign of how idiotic these pirates were, they fired an RPG-7 rocket propelled grenade at ‘UOG Sparta’ which, luckily for everyone, missed the target. Had it hit, the potential catastrophic outcome of the explosion can only be guessed at, but it would have completely negated the reason for the pirates attempting to board the vessel in the first place. They then broke off their approach, returning to their mother ship, which lay some 8 nautical miles away.

Her long voyage around the South African coast began back on 23rd July, when ‘UOG Sparta’ arrived off the Bluff at Durban, from Sohar in Oman, and entered Durban harbour to go alongside her berth at Island View 6, to begin her first discharge of the voyage. She sailed at 08h00 in the morning of 26th July, after two days and 12 hours alongside, bound for East London.

UOG Sparta. Cape Town, 10 August 2023. Picture by ‘Dockrat’

She arrived at the river port of East London at 07h00 on 27th July, and went alongside the single tanker berth, on the Buffalo River, to start her next discharge. This was completed after 1 day and 4 hours, and at 11h00 in the late morning of 28th July, ‘UOG Sparta’ sailed for Port Elizabeth, and her third discharge port.

On arrival at Port Elizabeth at 23h00 later on the 28th July, she was directed to the Algoa Bay anchorage, where she lay overnight. Entering Port Elizabeth harbour at 08h00 on 29th July, ‘UOG Sparta’ went alongside the single tanker berth within the port, and completed her discharge after almost three days. She sailed from the Windy City at 04h00 in the early morning of 1st August, now bound for her fourth port of discharge, and Mossel Bay.

Arriving in Mossel Bay at 08h00 on 2nd August, ‘UOG Sparta’ was made fast to the Single Point Mooring (SPM) buoy in the bay, and began her discharge to the onshore oil terminal. The SPM is known as a Catenary Anchor Leg Mooring, or CALM buoy, and was developed by Imodco and Shell. It is designed for use in shallow, and relatively calm waters. After exactly one day discharging at the Mossel Bay SPM, she sailed for Cape Town at 08h00 on 3rd August.

Her arrival at Cape Town resulted in the almost obligatory stint out in the Table Bay anchorage, where after five and half days she entered the port for her fifth, and final, discharge of the voyage. After just two days and two hours alongside, her tanks were finally empty, and ‘UOG Sparta’ sailed from Cape Town at 23h00 in the late evening of 11th August, and bound for Fujairah in the UAE.

UOG Sparta. Cape Town, 10 August 2023. Picture by ‘Dockrat’

She has been a regular visitor to South African ports since purchased by her new owners, and placed on the Middle East Spot Market. In April this year she called at Port Louis, in Mauritius, and followed that up in June with a call at Durban.

Back in April 2019 ‘UOG Sparta’ received a Port State Inspection in Cape Town, under the auspices of both the Abuja MoU, and the Indian Ocean MoU. In both cases, no deficiencies were recorded for the vessel.

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DP World commits to adding 3 million TEU handling capacity by end of 2023

Pusan Newport Company container yard. Picture: DP World

Africa Ports & Ships

DP World says it expects to add approximately 3 million Twenty-Foot Equivalent Units (TEUs) of new container handling capacity by the end of the year, adding much needed infrastructure and capacity to boost global supply chain resilience.

Managing approximately 9% of the world’s terminal handling capacity, putting DP World among the top five global port operators, the expansions will take its total gross capacity to 93.6 million TEUs and helping meet growing demand in key trade markets.

Africa and Red Sea connection

The key expansions will be completed this year in Caucedo (Dominican Republic), including an additional 1.2 million TEU, Yarimca (Türkiye) projected an additional 579,000 TEU, Sokhna (Egypt) adding 500,000 TEU, Jeddah (Saudi Arabia) with an additional 200,000 TEU, among other key markets.

“We are committed to investing in our infrastructure to meet the growing demand for trade,” says Sultan Ahmed bin Sulayem, Group Chairman and CEO of DP World.

“These capacity additions will further strengthen our position as a leading global supply chain solutions provider connecting economies, businesses and consumers around the world.”

Sultan Ahmed bin Sulayem

Supply chain advisors, Drewry, forecast global container throughput will grow to 932 million TEU by 2025, up from 858 million TEU in 2021. The firm’s capacity expansion plans come at a vital time with inflation, increased cost of living and geopolitical uncertainties causing concern about global trade and fuelling demand for faster, more resilient supply chain solutions.

According to DP World’s recent Trade in Transition 2023 report, businesses are still prioritising growth through market expansion, citing the key drivers of export growth in 2023 to be growing demand and expansion of operations into new markets. The report also revealed the use of the technology as the top reason executives remain optimistic about global trade.

Tiemen Meester, COO Ports & Terminals, DP World, said they have to take a longer-term view of global economics, looking at how demand will change and how DP World can meet it in the most efficient way. “Our medium-term target is to reach 100 million TEU a year, subject to demand,” he said.

Digitisation & Automised Equipment

Alongside the physical expansion, the projects also focus on digitalisation – implementing new technology and modern Terminal Operating Systems, which will further increase capacity by automating and streamlining operations within each port, thereby enabling greater flow of trade and more efficient processes for customers.

By introducing automated equipment and smarter ways of working, DP World says it expects to significantly boost its handling capacity within the same physical footprint. Furthermore, automised equipment powered by electricity replaces fossil fuelled equipment, thus cutting CO2 emissions for DP World and its clients drastically.

BOXBAY high-bay storage*

In March, DP World announced the first commercial use of its revolutionary BOXBAY high-bay storage system at the Pusan Newport Corporation (PNC) terminal in South Korea. DP World has a 66% stake in PNC, which operates one of the highest performing container terminals in Asia with a capacity of 5.3 million TEUs.

The addition of BOXBAY’s technology* will allow PNC to boost its efficiency even further.

DP World is also set to commence operations at Indonesia’s 600,000 TEU Belawan New Container Terminal (BNCT) in North Sumatra by the end of the year. DP World will work to increase BNCT’s capacity to 1.4 million TEUs and attract more direct calls, reducing reliance on regional hub ports, and strengthening its position as a major trade and logistics gateway in the Malacca Strait, a major shipping route.

In February, DP World won a major concession to develop, operate and maintain the Tuna-Tekra mega-container terminal at Deendayal port on the western coast of India.

Once complete, the terminal will include a 1,100-metre berth and handle 2.19 million TEUs/year, helping unlock future container traffic growth in India, catering to exports and imports from Northern, Western and Central India, reducing logistics cost and enhancing efficiencies across supply chains.

DP World manages and operates a number of port terminals across Africa, the closest to South Africa being Maputo in Mozambique.

* What is BOXBAY? Watch the short video and find out. [5:34]

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COSCO takes delivery of second methanol-ready general cargo ship

Africa Ports & Ships

Chinese shipping giant COSCO has taken delivery of the general cargo ship, GREEN KOTKA (IMO 9976056), the second of its methanol-ready vessels and said to be the world’s largest ice-class multipurpose pulp ship to have been built and delivered in China.

The 68,000 dwt ‘Specialized Carrier’ is registered in Panama and is owned nominally and managed by Sea 275 Leasing Co of Hong Kong.

Green Kotka, COSCO’s latest 68,000p-dwt class methanol-ready general cargo ship. Picture: COSCO

The ship was built at the COSCO Shipping Heavy Industry yard at Dalian, a subsidiary of COSCO.

According to COSCO, Green Kotka has a length of 226.8 metres and a design speed of 14.8 knots and meets the requirements of CCS B1 ice area symbol and category C polar certificate. This means she can sail in open waters and oceans with an ice layer less than 80cm (31 inches).

The vessel is equipped with four single-unit cranes designed to meet the loading requirements of pulp customers, in addition to the loading requirements of super-long and heavy-duty large-scale equipment.

Green Kotka is designed to flexibly load goods of different sizes such as wind power equipment and locomotives.

EV vehicle transportation

As a safety measure to ensure the handling the transportation of new energy vehicles, the new series of ships has had added a “one-to-one” temperature detection and early warning system.

The Green Kotka follows the delivery of GREEN KEMI last month (July 2023) which after her maiden voyage to participate in China’s new energy vehicle export special class (Suzhou Port), has departed China from the Taicang Port in Jiangsu province and is currently sailing en route to Brazil with 2,797 new energy (EV) cars loaded.

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Saipem awarded two contracts, one in Congo, worth US$ 700 million

 

Scarabeo 5, to be converted into a Floating Production Unit for Eni’s operation offshore of the Congo. Picture Eni

Africa Ports & Ships

Italian multinational oilfield services company, Saipem SpA, has been been awarded two new contracts, the first by Eni Congo and the other by bp, for a total value of around US$ 700 million.

Details of the bp contract have not been made available but the contract awarded to Saipem by Eni Congo is for the conversion of Saipem’s Scarabeo 5 semi-submersible drilling unit into a separation and boosting plant (Floating Production Unit – FPU).

The FPU is a semisubmersible production platform that receives the production fluids from wellheads riser platforms, separates the gas from liquids and boosts the gas in order to feed the nearby Floating LNG (FLNG) unit.

The contract, subsequent to an agreement signed early this year for the execution of preliminary engineering and procurement activities, entails the Engineering, Procurement, Construction, Transportation and Commissioning of the FPU, to be installed offshore the coast of the Republic of Congo.

This is located northwest of the Djeno Terminal, in a depth of about 35 metres. The commissioning offshore works and the start-up of the FPU are scheduled by the fourth quarter of 2025.

This contract awarded to Saipem is part of Eni’s Congo LNG Project, the country’s first natural gas liquefaction project that is expected to reach an overall liquefied natural gas (LNG) production capacity of 3 million tons per year (approximately 4.5 billion cubic metres/year) from 2025.

Saipem is a leader in the global engineering and construction of major projects for the energy and infrastructure sectors, both offshore and onshore.

The company has 9 fabrication yards, 15 drilling rigs, of which 8 are owned, and an offshore fleet of 29 construction vessels, of which 26 are owned and 3 owned by third parties and managed by Saipem.

Listed on the Milan Stock Exchange, it is present in more than 50 countries around the world and employs about 30,000 people of over 120 nationalities.

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New SAN hydrographic vessel “on track”

The Project Hotel hydrographic survey vessel under construction at Sandock Austral shipyard in Durban. Picture SANDF

by defenceWeb

SAS Nelson Mandela (A187), the new SA Navy (SAN) hydrographic survey vessel (HSV), is “on track” with hull construction complete.

She is the major component of Project Hotel and is being assembled, constructed and fitted at Sandock Austral’s Durban shipyard.

Armscor is project manager and its Senior Manager: Corporate Communication Liziwe Nkonyana reports in addition to the new HSV, other components of Project Hotel are going well.

These include three survey motorboats (SMBs) with the first completed and with the SAN for operational testing and evaluation (OTE). SMBs two and three and the sea boat are complete and “currently in preservation”. They will, Nkonyana, told defenceWeb, be delivered at the same time as the HSV.

She chose not to answer defenceWeb’s questions on commencement of sea trials and handover of A187. An indication came from SAN Deputy Chief, Rear Admiral Bubele Mhlana, when he updated Parliament’s Joint Standing Committee on Defence (JSCD) in May. He told parliamentarians the envisaged handover date is March 2025, with an accelerated handover date of October next year targeted. The vessel is due to be launched in March next year and will be taken into the fleet post OTE.

Hull construction of A187 is complete with the ship’s funnels still to be positioned and fitted. The funnel points are presently used for equipment access and will be placed when this access route is no longer needed.

As far as fitting is concerned, Nkonyana said most ancillary equipment including piping, flooring, electrical equipment, bracketing, cable tray laying, equipment placement as well as pre-installation activities are currently being installed or underway.

The final Project Hotel component – an upgrade of the SAN hydrographic office – has been handed to the maritime service and is operational.

In total the hydrographic upgrade will cost R2.7 billion with the bulk – R1.9 billion – disbursed by May.

Nelson Mandela, built to the Vard Marine 9 105 design, will be equipped with state-of-the-art survey equipment including multi- and single-beam echo sounders as well as side-scan sonar and a seabed sampler to recover seafloor and underlying sub-strata material for detailed analytical and testing purposes.

The 95m long vessel has a strengthened bow to allow for operations in the Southern Ocean in the vicinity of Antarctica. With a 10,000 nautical mile range and rated top speed of 18 knots, long voyages present no problem.

Written by defenceWeb and republished with permission. The original article can be found here

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WHARF TALK: container vessel MSC MATTINA

The container ship MSC Mattina and assisting tug in Cape Town harbour, 12 August 2023. Picture by ‘Dockrat’

Pictures by ‘Dockrat’ & as indicated
Story by Jay Gates

The never ending growth of the great Mediterranean Shipping Company (MSC) means that the fleet continues to grow with them. That often means MSC are vacuuming up second hand container vessels from all over, in order to ensure that their services are met, and that they themselves are the ones operating the services that they are providing.

As the casual maritime observer notes, all of the vessels subsumed into the MSC fleet receive an MSC prefix to their name, and often a name change to bring the newly acquired vessel into the nomenclature of MSC, which more often than not means a girl’s name, or a place name. What this renaming tendency does is hide the origin of the vessel itself, and often the previous owners, some of whom were steeped in South African maritime history.

On 6th August, at 22h00 in the late evening, the container vessel MSC MATTINA (IMO 9315915) arrived off Cape Town, from Port Elizabeth, and entered Cape Town harbour. Due to the service she is currently operating on, she did not go to the Cape Town Container Terminal (CTCT) in the Ben Schoeman Dock, but rather she proceeded into the Duncan Dock and went alongside F berth at the Multi-Purpose Terminal (MPT), to work her containers.

MSC Mattina. Cape Town, 12 August 2023. Picture by ‘Dockrat’

Built in 2007 by Hyundai Mipo Shipyard at Ulsan in South Korea, ‘MSC Mattina’ is 264 metres in length and has a deadweight of 53,644 tons. She is powered by a single HHI MAN-B&W 8K90MC-C eight cylinder two stroke main engine producing 50,386 bhp (37,050 kW), driving a fixed pitch propeller for a service speed of 21 knots.

One of the very popular Hyundai 4000 class of container vessel, ‘MSC Mattina’ has a total of 16 fully cellular cargo holds, with a container carrying capacity of 4,363 TEU, and with a reefer provision of 586 deck plugs.

MSC Mattina. Cape Town, 12 August 2023. Picture by ‘Dockrat’

She is nominally owned by Mattina Shipping Ltd., and is operated by the Mediterranean Shipping Company (MSC) of Geneva in Switzerland. She is managed by MSC Shipmanagement Ltd., of Limassol in Cyprus. MSC currently have ‘MSC Mattina’ running on the joint MSC-Maersk South Africa to USA service, which Maersk refer to as the AMEX service.

The AMEX port rotation is Durban- Port Elizabeth- Cape Town- New York City (New York)- Philadelphia (Pennsylvania)- Baltimore (Maryland)- Norfolk (Virginia)- Charleston (South Carolina)- Freeport (Bahamas)- Durban. There are currently a total of nine container vessels on the service to ensure a weekly departure from Durban is maintained. The AMEX schedule has three MSC vessels on the route, four Maersk vessels, and two chartered vessels.

MSC Mattina. Cape Town, 12 August 2023. Picture by ‘Dockrat’

As always seems to be the case these days, Cape Town calls are subject to indeterminate delays. The port rotation working schedule, for each port on the AMEX rotation, is allocated between 24 hours and 48 hours, to both offload and onload containers, irrespective of it being in South Africa, or in the USA.

On this current voyage ‘MSC Mattina’ arrived at Durban on 27th July at 20h00 in the evening, and sailed again on 29th July at 22h00 in the late evening, a near perfect turnaround time of 50 hours. She then called at Port Elizabeth on 3rd August at 01h00 in the early morning, and sailed again at 20h00 in the evening of the same day, a better than perfect turnaround of just 19 hours. She duly arrived at Cape Town on 6th August at 22h00 in the late evening, and she was ready to sail on 12th August at 15h00 in the mid-afternoon, a woeful turnaround time of 137 hours, or just under six days.

Lloyd Triestino South Africa Express poster 1953

She came into MSC ownership in August 2021, but ‘MSC Mattina’, when built, was launched as ‘Ital Mattina’, under the ownership of Italia Marittima SpA, of Trieste in Italy. The shipowners name may not immediately ring any bells with the casual marine observer, but until March 2006, the year before ‘Ital Mattina’ was launched, this shipping company was known as Lloyd Triestino Societa par Azione di Navigacione, or simply ‘Lloyd Triestino’.

The great Lloyd Triestino shipping company, home ported in the Northern Adriatic City of Trieste, is well known in South African maritime circles. Prior to World War 2, for the period between 1934 and 1937, Lloyd Triestino operated the Mail Contract from South Africa to Genoa, and continued to operate a passenger service to Italy until the outbreak of war, using the sisterships ‘Duilio’ and ‘Guilio Cesare’.

Lloyd Triestino’s Duilio on her final voyage to Cape Town in 1939. Picture: Phil Short

After the end of the Second World War, Lloyd Triestino rebuilt their war ravaged fleet, and until the advent of international air travel killed them off, they operated a passenger liner service from Italy to South Africa, via Suez and East Africa, using two of their fleet of four beautiful 1952 built sisterships, ‘Europa’ and ‘Africa’, between 1952 and 1976, when the service was finally withdrawn.

Sister ship to Europia was the liner Africa, shown here departing Durban in 1970. Picture by Trevor Jones

The port rotation of what was known as the ‘South Africa Express’ service was Trieste- Venice- Brindisi (all Italy)- Port Said- Suez (both Egypt)- Massawa (Eritrea)- Aden (Yemen)- Mogadishu (Somalia)- Mombasa (Kenya)- Dar es Salaam (Tanzania)- Beira (Mozambique)- Durban- Cape Town- Port Elizabeth- East London- Durban. From there the route was reversed back to Trieste. The calls at Massawa and Mogadishu were due to the fact that these two major port cities were formally the administration centres of the former Italian Colonies in the Horn of Africa.

Lloyd Triestino’s Asia, one of four sister ships, departing from Cape Town. No date. Picture: Liverpool Maritime Museum

With the closure of the Suez in the late 1960s, the Lloyd Triestino passenger service from Italy to the Far East, which was served by two more of the 1952 sisterships, ‘Asia’ and ‘Victoria’, were also to be seen in South African ports as they were forced to go around the Cape to get to the Far East, and back.

Another of the four sister ships was Victoria, seen here sailing from Durban with pilot boat keeping her company. Later to visit South Africa in a different guise. Picture by Trevor Jones

One of these vessels, ‘Victoria’, later became the ‘Anastasis’ of the Mercy Ships organisation, and was a regular visitor to Cape Town and Durban, before she was replaced by the current ‘Africa Mercy’, which is presently to be found in Durban, undergoing a major refit.

The closure of the Suez also meant that the Lloyd Triestino passenger service from Italy to Australia was forced to re-route around the Cape. A further two of the great sisterships, ‘Oceania’ and ‘Neptunia’ were running that service, and also called into SA ports.

Operating on Lloyd Triestino’s Italy-Australia service was Neptunia, sailing here from Cape Town early 1970s. Picture: Shipspotting

The one claim to fame that ‘MSC Mattina’ can boast is, that on 31st July 2016, whilst still operating as ‘Ital Mattina’, she became the longest container vessel ever to enter the port of Mombasa, when she went alongside berth 18, at Container Terminal No.1, in the Kenyan port.

Finally, the beautiful 1952 built ‘Europa’, sister ship of ‘Africa’ and others, arriving in Cape Town January 1970, escorted by the harbour tug T.S. McEwen. Picture by Trevor Jones

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Nigerian floating dock shortly to enter service at Apapa, Lagos

Africa Ports & Ships

Dutch ship builder Damen is to be invited to take part in the recommissioning of the floating dock they (Damen) built for the Nigerian Maritime and Safety Agency (NIMASA).

This was revealed when NIMASA handed over a site leased from Continental Shipyard Limited (CSL) in Lagos to their technical partner, Melsmore.

The latter will liaise with the Nigerian Ports Authority (NPA) in undertaking a risk assessment and the finalisation of the site management, ahead of moving the floating dock to its site at CSL ahead of commencing full operations.

The floating dock has been lying unused at the Naval Dockyard since delivery by Damen Shipyards in June 2018.

Dr Bashir Jamoh, director general of NIMASA, said the deployment of the floating dock was eagerly awaited.

“This is a national asset, which has the potential to boost maritime trade, create jobs, develop skills by providing training avenues to various maritime training institutions in Nigeria, while also attracting foreign investment and preventing capital flight, thereby generating revenue.”

Jamoh said it was hoped that students from the Maritime Academy of Nigeria and the Maritime University Okerenkoko and other maritime institutions would attend the floating dock for ‘practical time.’

He advised Melsmore to review the action plan for the dock, calling it an important project with clearly stated timelines.

The latter comment was somewhat ironic, considering the lengthy period where the dock remained unused and almost forgotten shortly after its 2018 delivery.

Danny Fuchs, managing director of Melsmore, said his company is aware of the importance of the project and is prepared to handle the movement of the floating dock from the naval dockyard in Victoria Island to CSL in Apapa (Lagos).

The floating dock has a length of 125 metres and width of 35m and will enter service in an area that includes a dolphin jetty, further jetty area surrounding the slipway, and administration block, welding, mechanical and civil workshops.

The project is to be operated as a public-private partnership.

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Tanzania’s SGR rail construction halted by strike

A section of the SGR under construction. Picture: Yapi Merkezi

Africa Ports & Ships

A section of the ambitious Tanzanian Standard Gauge Railway (SGR) project that is under construction from the port city of Dar es Salaam to the port cities of Mwanza and Kigoma on Lakes Victoria and Tanganyika, has been interrupted by workers going on strike along the section being constructed by Turkish company Yapi Merkezi.

Yapi Merkezi was awarded the 4th phase for the section between Tabora and Isaka. A 42-month contract, this is due to be completed by end June 2026.

According to reports from Tanzania, the workers went on strike on Saturday 5 August after demanding they be paid wages owed to them.

Workers claim they have remained unpaid for up to seven months and there are reports the company appears to be facing financial difficulties.

A spokesman for the workers told told Bianet, a Turkish press agency based in Beyoğlu, Istanbul, that he has been employed on the SGR project for 10 months and hasn’t received his salary since February.

From his statement to the press agency it would also appear that money owed has been deducted whenever workers wanted to leave the employment, either for a period or permanently.

The original report can be read here

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Saipem awarded US$1 billion contract offshore Libya

Lifting operations on the Libyan contract will be executed by the semi-submersible crane vessel Saipem 7000.  Picture: FleetMon

Africa Ports & Ships

Saipem, the Italian multinational oilfield services company, has been awarded a new contract worth an estimated US$ 1 billion by Mellitah Oil & Gas B.V. (Libyan Branch), a consortium formed by National Oil Corporation of Libya and Eni North Africa.

The contract is for the development of the Bouri Gas Utilisation Project (BGUP).

Saipem will undertake revamping of the platforms and of the facilities of the Bouri gas field, which lies in water depths between 145 and 183 metres offshore of the Libyan coast.

The contract entails the engineering, procurement, construction, installation and commissioning (EPCIC) of an approximately 5,000-ton Gas Recovery Module (GRM), onto the existing DP4 offshore facility, together with the laying of 28 km of pipelines connecting the DP3, DP4 and Sabratha platforms.

The main lifting operations will be executed by the semi-submersible crane vessel SAIPEM 7000.

The completion of the project will make an important contribution to reducing CO2 emissions in Libya.

According to Saipem, the contract qualifies as a “related party transaction”, since Eni S.p.A. jointly controls both Saipem and Mellitah Oil & Gas BV.

Saipem is a leader in the global engineering and construction of major projects for the energy and infrastructure sectors, both offshore and onshore.

The company has 9 fabrication yards, 15 drilling rigs, of which 8 are owned, and an offshore fleet of 29 construction vessels, of which 26 are owned and 3 owned by third parties and managed by Saipem.

Listed on the Milan Stock Exchange, it is present in more than 50 countries around the world and employs about 30,000 people of over 120 nationalities.

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Yemen waters – FSO Safer: Boskalis’s SMIT Salvage successfully transfers oil

The FSO Safer (centre) with Ndeavor (right, with helipad)  and UN tanker moored alongside. Picture: Boskalis

Edited by Paul Ridgway
London

It was reported by Boskalis from Papendrecht in the Netherlands on 11 August that its subsidiary SMIT Salvage has removed all oil from the FSO Safer, located off the coast of Yemen in the Red Sea.

During this UN-coordinated operation, over 1.1 million barrels of oil were successfully transferred to a safe modern tanker moored alongside FSO Safer. The successful completion of this complex operation has averted a major disaster that would have had huge humanitarian, environmental and economic consequences.

Peter Berdowski, CEO Boskalis, commented that he was very pleased that they have succeeded in removing the oil from the FSO Safer and transferring it to a modern double hulled tanker.

“With our salvage activities, we have once again averted a potential environmental disaster of unprecedented proportions. Thanks in part to the efforts of the Dutch Ministry of Ministry of Foreign Trade and Development Cooperation and over two years of preparations by Boskalis, we were able to successfully execute this complex operation on behalf of the United Nations.”

He said he would like to compliment the salvage experts in particular for successfully carrying out the work under very challenging conditions in the Red Sea.

Preparatory activities

Leading up to the transfer of the oil, the salvage team executed several preparatory activities. After the Boskalis multipurpose support vessel Ndeavor arrived at the site of FSO Safer in late May, the salvage team conducted a thorough inspection of the vessel and its cargo.

In addition, various measures were taken to ensure a safe working environment. Preparations were then made to transfer the oil to the VLCC purchased by the UN.

Picture: Boskalis

Precautions taken

The VLCC was moored alongside FSO Safer on 23 July with the support from two Smit Lamnalco tugs, and oil screens were installed on the bow and stern between the two tankers as a precautionary measure.

Following this mooring operation, oil transfer pipes were connected between the FSO Safer and the VLCC on 25 July and hydraulic pumps were installed to transfer the oil to the VLCC.

The remaining activities of SMIT Salvage include the cleaning of the tanks which is expected to take approximately one week. FSO Safer will be prepared for transport to a green scrapping yard under the responsibility of the UN, it is understood.

About FSO Safer

Safer is a Floating Storage and Offloading (FSO) facility moored approximately nine kilometres off the Red Sea coast of Yemen and 50 kilometres NE of the port of Hodeida.

Constructed in 1976 as an oil tanker and converted in 1987 to be a floating storage facility, Safer is single-hulled and contained around 1.14 million barrels of light crude oil. The FSO had not been maintained since 2015 because of the conflict in Yemen, and had decayed to the point where there was a risk it could explode or break apart, which would have disastrous environmental and humanitarian effects on the region.

UN S-G’s comment

UN Secretary-General António Guterres welcomed the news of the successful transfer of oil aboard FSO Safer to a replacement vessel, thus: “…avoiding what could have been a monumental environmental and humanitarian catastrophe.”

Mr Guterres also thanked the many countries, corporate and philanthropic donors, as well as ordinary citizens, who contributed funding for the project. He urged donors to step up support towards its full conclusion.

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WHARF TALK: reefer vessel FRIO AEGEAN

Baltmed Reefer Services refrigerated cargo ship (reefer) Frio Aegean in Cape Town harbour. Picture is by ‘Dockrat’

Pictures by ‘Dockrat’
Story by Jay Gates

 

Most reefer vessels that are connected to the fish trade are generally considered to be owned, operated, or managed by Japanese, Chinese or Korean entities. This is not unsurprising when one considers that the majority of the worlds, distant water, deepsea, fishing vessels are owned by these three nations, and nearly all operating mainly in the tropical regions of the Atlantic, Indian and Pacific Oceans.

The vast majority of arriving fish reefers in South African ports are here to transship frozen fish from these Asian fishing vessels when they return to port, and ship the frozen cargo back to the markets in the Far East. However, not all fish reefers are Asian controlled, and neither are they all involved solely in following the tropical, mainly tuna, fishing fleets around the oceans.

On 27th July, at 18h00 in the early evening, the reefer FRIO AEGEAN (IMO 9172703) arrived at the Table Bay anchorage, from Lagos in Nigeria, and went to anchor for a short three hour period. At 2100 later that evening she entered Cape Town harbour, proceeding into the Duncan Dock, but unlike most reefer arrivals did not proceed to a fruit loading berth at the FPT, nor a fish loading berth further down the Duncan Dock, but rather went to the Eastern Mole, which indicated she was here as a transient visitor, and likely merely in only for bunkers and stores.

Frio Aegean. Cape Town, 28 July 2023. Picture by ‘Dockrat’

Built in 1998 by Honda Heavy Industries Shipbuilding at Saiki in Japan, ‘Frio Aegean’ is 130 metres in length and has a deadweight of 8,040 tons. She is powered by a single Mitsubishi Akasaka 6UEC52LA six cylinder two stroke main engine, producing 9,600 bhp (7,060 kW) and driving a fixed pitch propeller for a service speed of 18 knots. Her auxiliary machinery includes four generators providing a total of 2,310 kW, and she has a single Miura auxiliary boiler.

Nominally owned by Rosse Oceanway SA, and operated by Baltmed Reefer Services Ltd., of Athens, whose houseflag she displays on her funnel, ‘Frio Aegean’ is managed by Laskarides Shipping Co. Ltd., also of Athens, and who are a part of the Lavinia Corporation, of Athens. She is a part of the reefer pool provided by Alpha Reefer Transport GmbH, of Hamburg in Germany, with Laskarides Shipping Co. Ltd. being one of five members of the pool. Alpha Reefer Transport GmbH charter out vessels from the pool to FSC Frigo Chartering GmbH, also of Hamburg.

Frio Aegean. Cape Town, 28 July 2023. Picture by ‘Dockrat’

One of two sisterships, named ‘Asian Brier’ when built, ‘Frio Aegean’ was purchased by her current owners in April 2018, although her original name is still clearly visible on her bow in raised letters. Her purchase seemed to have a clear reason.

It is thought that ‘Frio Aegean’ was potentially purchased to service the reefer requirements of the Antarctic Cod and Krill fishing fleets operating in the Southern Ocean, and Antarctic Peninsula, as in June 2018 she was formally registered as a fish carrier vessel with the Convention for the Conservation of Antarctic Marine Living Resources (CCAMLR), who govern all aspects of the fishing industry in the whole of the Antarctic Region, including that of the South African owned Marion and Prince Edward Islands.

It is not only the Antarctic regions that her current owners have placed ‘Frio Aegean’ into for fish transport purposes, as she is also registered with the International Commission for the Conservation of Atlantic Tunas (ICCAT) as a fish carrier. Since October 2022 she has been registered as a fish carrier with the North Pacific Fisheries Commission (NPFC), and is currently licensed to conduct these operations until April 2024.

Frio Aegean. Cape Town, 28 July 2023. Picture by ‘Dockrat’

With four holds, serviced by eight derricks, all with a lifting capacity of seven tons each, ‘Frio Aegean’ has a cargo carrying capacity of 10,616 m3. Her holds have a cargo carrying deck area of 4,256 m2, or 374,880 ft2. She also has a modest container carrying capacity of 16 TEU.

Her time spent in Cape Town, as expected, was short and just under 24 hours later, at 2000 in the evening of 28th July, ‘Frio Aegean’ sailed from Cape Town, bound for Port Elizabeth. She arrived in the Algoa Bay anchorage at 1500 in the afternoon of 30th July, and went to anchor for just over a day and a half. At 0800 on the morning of 1st August she entered Port Elizabeth harbour, and spent just under one week working cargo in the port.

At 15h00 in the afternoon of 7th August, she was ready to sail, and departed Port Elizabeth for a return voyage to Cape Town. One can only presume that her previous call at Cape Town was for an urgent requirement, possibly technical, as her next destination of Port Elizabeth is more than capable of providing any bunkers, stores and fresh foodstuffs that may have been needed.

Frio Aegean. Cape Town, 28 July 2023. Picture by ‘Dockrat’

Her voyage back from Port Elizabeth to Cape Town covered a distance of 437 nautical miles, and was completed at an average speed of 9.3 knots. She arrived off Cape Town at 20h00 in the evening of 8th August, and her berthing was not what was expected.

On arrival at Cape Town, the casual marine observer would have wondered what she was up to, as she did not go to anchor, but she entered Cape Town harbour for a second time in less than a fortnight, and proceeded not to a working berth in the harbour, but made another surprising turn and went, instead, straight to one of the remote outer lay-by 700 berths, located just outside the entrance to the Ben Schoeman Dock. She remained there for the next four days.

Frio Aegean. Cape Town, 28 July 2023. Picture by ‘Dockrat’

Then, at 18h00 on 12th August, she shifted from her lay-by berth, and was moved into the Duncan Dock, but not to a traditional fish loading berth around the H to K berth area, but she went alongside a traditional fruit loading berth, namely C berth at the Fresh Produce Terminal (FPT). If she is loading fruit for export, then she is the first reefer vessel that is not from the normal Seatrade, or Baltic Reefer Alliance, to do so. Irrespective of her loading a fish cargo, or a fruit cargo, the next destination of ‘Frio Aegean’ is as yet unknown.

In her long career, as expected, she has been the subject of quite a number of Port State Inspections around the world. She has been the subject of no less than 70 of them, with her last inspection taking place in June at Douala, in the West African state of Cameroon. In all of her Port State Inspections she has never received one detention order, which is a creditable record for a vessel that is now 25 years of age.

The previous Frio Aegean was originally named Aconcagua Valley and is seen here in Cape Town in June 1977, with an Ellerman Lines cargo vessel visible behind her bow. Picture: Ships Nostalgia

Of interest to the casual marine observer, the previous ‘Frio Aegean’ of Laskarides Shipping Co. Ltd., had an interesting history, and was originally named the ‘Aconcagua Valley’, and owned by the great Swedish company of Johnson Lines. She was also the last reefer vessel that this famous company ever owned. Built in 1968 by the Wärtsilä shipyard at Turku in Finland, she was 154 metres in length, and had a deadweight of 7,911 tons. She was powered by two Pielstick 16PC2V-400 engines, producing 16,000 bhp to give her a service speed of 22 knots.

She was purchased by Laskarides Shipping Co. Ltd. in 1985, and stayed with them until 1993 when she was sent to the breakers at Alang in India. She made a number of calls at South African ports during her career, including Cape Town, where she was captured on film, mainly to pick up fruit cargoes. As with all vessels of this golden age of shipping, she looked the part and was a thing of beauty, which is something that reefer vessels continue to do to this day.

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Fremantle Highway fire brings debate on transporting electric vehicles into sharp focus

Fremantle Highway on fire in North Sea. IUMI says no evidence of increased risk by EVs versus internal combustion engine vehicles.. Picture: Dutch Coast Guard

Africa Ports & Ships

The fire onboard the car carrier Fremantle Highway and the tragic loss of a seafarer has brought the debate surrounding the transport of electric vehicles (EVs) by sea into sharp focus, says a report from the International Union of Marine Insurance (IUMI).

Fremantle Highway caught fire off the coast of the Dutch island of Ameland on 26 July. The vessel was carrying nearly 3,800 new cars of which around 500 were EVs. There is speculation that the fire was caused by an EV battery, but the cause of the fire is not actually known yet.

“Ship fires are a real concern for marine insurers and the shipping industry as a whole,” says a report from the International Union of Marine Insurance (IUMI).

“IUMI has long advocated for better fire detection and extinguishing systems which must be specifically tailored for different vessel types. However, to date, no fire onboard a roro or Pure Car and Truck Carrier (PCTC) has been proven to have been caused by a factory-new EV.”

IUMI said it understands that the transportation of EVs raises certain risks that are different to those involved in carrying internal combustion engine vehicles (ICEVs) “but research suggests that the risks are not heightened or more dangerous.”

Focus, it suggests, must be on identifying risks and safety measures related to new energy vehicles such as EVs, how to mitigate these, and on engaging with class and regulators to develop necessary rules, standards and guidelines to ensure their safe transportation.

“Work to this end is already on the agenda of the IMO’s Sub-Committee on Ship Systems and Equipment.”

The IUMI reports that extensive research by the EU Project LASHFIRE in which IUMI was involved shows that neither the growth rate of a fire nor the peak heat release rate or the total energy released during a fire is higher for an EV fire than for an ICEV fire.

“The toxins released during an EV fire are similar as well. It is also important to remember that the battery itself is only a minor source of the fire load while the majority of the fire energy comes from plastics and other materials that are found equally in EVs and ICEVs.”

However, the IUMI points out that exposing batteries to fire may result in thermal runaway – where the lithium-ion cell enters a self-heating, reigniting state – and this requires different fire detection and response. Immediate deployment of fixed fire-fighting systems is the most effective action against vehicle fires regardless of their energy source.

In case thermal runaway occurs in an EV, boundary cooling is essential to prevent the fire from spreading. This allows the battery to burn down in a controlled manner, the report states.

“Research shows that EV fires are not more common or more intense than ICEV fires. Traditional fuels such as petrol and diesel are potentially extremely dangerous but we, as a maritime industry, have learnt to understand and mitigate the associated risks.

“Lithium-ion batteries are still relatively new but have already become a major part of everyday life. The maritime industry is still learning and needs to adapt to these new sets of risks and mitigate them accordingly. Scientific evidence is essential to develop effective risk mitigation strategies.

Now see the next report below…..

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UK Marine Guidance Note: Ro-ro passenger ferries: Carriage of electric cars; Risks and mitigations

Stena Line RoRo ferry Stena Germanica. Picture: Stena Line

Edited by Paul Ridgway
London

In early August the UK Maritime & Coastguard Agency (MCA) issued a Marine Guidance Note to provide the UK shipping industry with best practice guidance to facilitate safe carriage, and potential charging of, electric vehicles onboard roll-on roll-off (ro-ro) passenger ferries.

Industry input

The MCA has developed this guidance in conjunction with, and at the request of, industry. The guidance is provided to raise awareness of the risks and mitigations for the carriage of electric vehicles on board passenger roll-on roll-off (ro-ro) ferries. Guidance is provided on fire detection and firefighting measures for electric vehicles onboard, the carriage of electric vehicles other than cars, carriage of damaged electric vehicles and advice on charging of electric vehicles onboard.

There are currently no requirements from the IMO specific to the carriage of electric vehicles on passenger or cargo ro-ro vessels. This guidance has been provided in advance of any potential future regulation which may be developed at the IMO and in which the UK would be engaged..

Fire risk

Damaged vehicles can represent an increased fire risk and special measures should be in place before they are taken onboard, for example in recovering an accident-damaged vehicle from an island.

Safety provisions: on board and shoreside charging

Currently there are few requirements specific to the charging of electric vehicles onboard UK vessels. However, noting the increasing popularity of the electric vehicle, it has become apparent that there is a potential for both the users of these vehicles and the operators of vessels to charge vehicles onboard. Charging should be from dedicated charging stations and offered at the discretion of the ship’s master. Charging is already being offered by some operators serving UK ports and guidance is required to ensure there is awareness of minimum expected safety provisions.

Considering wharf-side charging

The limited capacity for charging on board and the charging fuel source of the ro-ro ferry, normally marine fuel oil, should be considered when making decisions on charging of electric vehicles, and may partly negate the environmental benefits of electric vehicles.

Charging operations in the port before and / or after the sea passage, may be more efficient, environmentally friendly, cost effective and have a lower risk profile, than charging onboard, even if that would be more convenient for the vehicle owners.

Eight sections of MGN 653 (M) Amendment 1 are as here:

1. Introduction.
2. Identification and Vehicle Positioning.
3. Electric Vehicle Fires – Background, Detection and Fire Prevention Measures.
4. Carriage of Electric Vehicles other than cars.
5. Carriage of Damaged Electric Vehicles.
6. Design, arrangement, and location of charging equipment.
7. Wiring Arrangements.
8. Connections to the ship and charging operations.

Known as: MGN 653 (M) Amendment 1 electric vehicles onboard passenger roll-on / roll-off (ro-ro ferries), the twelve-page document with in the region of 5000 words is available here.

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South Africa-Europe Container Service (SAECS) service update: Kalahari Express Cape Town omission

DAL Kalahari in Durban 27 April 2022. Picture by Keith Betts

Africa Ports & Ships

Ocean Africa Express (ONE), a member of the South Africa Europe Container Service (SAECS) advises that due to ongoing operational delays in the South African ports and to maintain schedule integrity, the vessel KALAHARI EXPRESS on voyage 232S/233N will omit her Cape Town call and will proceed direct to Europe from Durban.

Cape Town imports will be discharged in Durban and transferred to the vessel Santa Rita on voyage 233S, ETA Cape Town 30 August 2023.

Cargo originally planned for loading from Cape Town will be transferred to M/V Santa Rita v.233N.

Customers in Durban will get the benefit of a very fast transit time for Durban to UK/NWC with 17 days to Rotterdam and 20 days to London Gateway. This is especially helpful for citrus at this time of year.

Kalahari Express 232S/233N:

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South Africa-Europe Container Service (SAECS) service update: Santa Teresa Algeciras omission

Africa Ports & Ships

Ocean Africa Express (ONE), a member of the South Africa Europe Container Service (SAECS) advises that due to ongoing operational delays in the South African ports and to maintain schedule integrity, the vessel SANTA TERESA on voyage 232N/233S will omit her Algeciras TTIA call.

Cargo originally planned for loading from Algeciras TTIA will be transferred to the vessel Santa Cruz on v.233S, ETA 22 August 2023.

Santa Teresa v.232N/233S:

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Mercy Ship in Durban, undergoing extensive repairs

Africa Mercy arriving in Durban for a major repair and refurbishment. Picture by Trevor Jones

Africa Ports & Ships

The Africa Mercy, one of the hospital ships of Mercy Ships, has, as previously reported, docked in Durban to undergo extensive repairs and maintenance to prolong its service life. Over the next seven months, as part of the refit project, the Africa Mercy will undergo a wide range of repairs and upgrades that will significantly improve the ship’s capabilities and elevate the quality of her services.

A key highlight of Africa Mercy’s refurbishment process is the information technology (IT) upgrade, which will notably enhance the ship’s functionality and performance within her operating theatres.

This advanced IT platform will enable seamless communication and coordination between the Africa Mercy and Mercy Ship’s latest hospital ship, the Global Mercy™. It will support the provision of essential training for local doctors, fostering the development of in-country healthcare professionals.

Faster information exchange

These improvements will enable faster and more efficient information exchange, ultimately optimizing the delivery of vital services.

Following its voyage from Senegal, the Africa Mercy will remain in South Africa for the remainder of this year, with a planned stop in East London before resuming active service in January 2024.

“We believe every life deserves access to quality healthcare, regardless of geographical location,” says Brenda van Straten, Director, Mercy Ships in South Africa.

“The ‘Africa Mercy refit project’ is a testament to our unwavering commitment to extending the reach of our medical services and positively impacting the lives of thousands. Through this project, we are not only upgrading a ship; we are opening doors to hope, healing, and a brighter future for those in need.

van Straten said the upgrade will also allow Mercy Ships to continue its program delivery, improving the working and living conditions of their dedicated volunteers, and optimize the ship’s operational efficiency and future maintenance costs.

“Durban has been selected as the location for the ship’s infrastructure upgrade due to our successful collaboration with the DORMAC shipyard in the past. The quality of their work, especially in the ship’s interior, a vital aspect of this project, has greatly impressed us. Additionally, Durban’s proximity to our next destination, Madagascar, played a pivotal role in our decision-making process.”

The data infrastructure upgrade and replacement of the current failing phone system will effectively resolve the connectivity and communication issues previously endured by the ship’s crew. The refit project will dramatically improve overall communication on the ship, enabling the swift and efficient exchange of important information and messaging.

Africa Mercy. Picture: Trevor Jones

The refit project encompasses an array of improvements to ensure the ship’s continued operation and enhance the experience of both volunteers and patients. The project includes modernising the galley, upgrading the elevator system, and remodeling several cabin spaces.

These modifications will enhance safety and functionality, creating an environment that fosters community and healing. The project also increases the likelihood of reaching more individuals in need of healthcare.

To ensure the success of the upgrade, Mercy Ships has assembled a team of renowned contractors and vendors from around the world, including South African companies such as DORMAC, Bradgary, MLQ, MAN Energy Solutions, AEGIR-Marine, and Loewe-Marine.

Chris Sparg, Managing Director, DORMAC Marine & Engineering, said the Africa Mercy upgrades, resulting from “meticulous” planning by Mercy Ships’ technical teams in collaboration with DORMAC, MLQ, and Bradgary, involved several ship visits to ensure detailed designs were completed.

“The one-month drydocking, complying with Classification Society rules, saw numerous upgrades,” Sparg said.

“Working with Mercy Ships’ experienced technical professionals was a pleasure as they deeply understand the ship and organizational needs. Our teams are proud to support Mercy Ships, positively affecting lives in Africa. With a long-standing association, DORMAC is grateful to its partners MLQ and Bradgary for world-class accommodation upgrades. We pledge our full support to Mercy Ships as the Africa Mercy continues its crucial services in nearby waters.”

Initiative

The Africa Mercy refit project is part of a broader five-year initiative. Upon completion of the refit, the Africa Mercy, in conjunction with the purpose-built Global Mercy, will significantly expand Mercy Ships’ capacity to provide life-changing surgeries.

By utilizing these two ships, Mercy Ships aims to more than double its current reach and effectiveness in improving healthcare worldwide.

In parallel with the ship’s refurbishment, Mercy Ships will conduct eight Safer Anesthetics From Education (SAFE) courses in South Africa this year. These courses aim to enhance the skills and knowledge of healthcare professionals and improve the safety of anesthetic care in the region.

In addition, the organization will continue to provide volunteer opportunities to South Africans who wish to contribute to Mercy Ships’ humanitarian efforts.

Mercy Ships has a history of providing valuable medical services in South Africa. In 1997/98, the organization conducted a field service in East London, administering medical treatments to South Africans in need. In 2010, Mercy Ships offered dental care, eye surgery, and a mental health course in KwaZulu-Natal (KZN).

These initiatives reflect the commitment to improving the health and well-being of individuals in South Africa and highlight the impact of these program on local communities.

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Transnet approaches market for digital procurement system

Picture: Unsplash

Africa Ports & Ships

As Transnet moves to optimise its procurement of goods and services, the organisation has approached the market for the provision of an automated end-to-end procurement system.

This is aimed at improving the speed and agility of procurement decisions and to foster stronger supplier relationships.

With a vision to transform into a digital enterprise, Transnet is implementing the Procurement Automation (PA) project, which aims to eliminate the inefficiencies that have plagued traditional procurement processes, resulting in long lead times, delays, and increased governance risks.

By minimising human interaction, repetitive work, and paper-based processes, automation will address some of the challenges facing Transnet’s supply chain and procurement system, Transnet says.

The project will also enhance the company’s ability to leverage its massive procurement spend to support local economic development.

Transnet currently manages procurement processes mostly manually, with partial system enablement. These processes, which are not integrated to deliver the intended business value, are time-consuming, and lack the requisite controls necessary for the complex and varied procurement events undertaken by the transport and logistics group.

Transnet says the procurement automation project will improve accuracy and minimise errors in procurement activities; enhance transparency and visibility throughout the procurement process; ensure standardisation across all Operating Divisions and business units, enhance compliance, and enable better decision-making through real-time data and analytics.

A Request for Proposals has been issued and closes on 30 August 2023. It is available HERE

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UK withdraws licences for Indian Ocean floating armouries

Africa Ports & Ships

The use of floating armouries out in the Western or mid-Indian Ocean has long been a practice brought about to ensure that guards employed on ships transiting the region were suitably equipped to carry out their duties of deterring piracy. They were necessary to circumvent bans of ships from entering ports of the region or elsewhere with lethal weapons on board.

The bans arose during the height of Somali and Yemeni-based piracy, when it became common to have armoury ships based at either end of the piracy-prone zones, with some armoury ships as far out as the mid-Indian Ocean.

Now concerns have arisen following the decision to revoke the licences of a British company providing these services involving, it is reported, some 3,000 weapons.

Gulf of Aden & Red Sea

How it works is that ships transiting the Gulf of Aden and Red Seas regions will rendezvous with an armoury ship where the hiring of arms takes place. Once the vessel in question has cleared the area of concern, it rendezvous with a similar armoury ship belonging to the same company, where the hired weapons are handed over before the ship makes any further port call.

The withdrawal of licences issued to British company MNG Maritime which is based in West London, was sudden and unexpected. With the reduction in piracy concerns in the Gulf of Aden and Somalim coast, the reason for such ships has reduced accordingly and MNG is one of the few still providing this service.

The UK company is not directly involved in anti-piracy measures other than the hiring out of weapons to an estimated 30 or so private maritime security contractors who do provide the necessary personnel to board ships prior to sailing through the risky areas.

The three affected floating armoury vessels, of which one is a small former cruise ship, were licenced by the UK authorities. According to a report by Dryad Global, it is believed to be the result of MNG voluntarily reporting that “without its knowledge a non-UK security contractor using its storage facilities may have provided guards for a foreign vessel which is subject to UK sanctions.”

Deadline

Security companies using the hired weapons were given a deadline by which to have returned them to one of the appropriate vessels before the ban came into effect.

These security companies providing guards for the transiting ships will now have to find alternative sources for the use and return of their weapons, as the merchant ships concerned may not enter ports with them still on board.

Before the advent of the floating armouries, of which there were several companies providing such services, including one owned by a large well-known South African home and office security company, it wasn’t unheard of for reports of weapons being thrown overboard ahead of an affected ship entering port.

Today, due to the presence of armed guards on many of the ships moving through the former danger zones, as well as patrols of various naval ships belonging to European, US, Australian and New Zealand navies, as well as those from India, China, South Korea, Iran and others, have greatly redcued the instances where pirates or others attempt a boarding of passing ships.

The result is that reports of piracy in this region have become few and far between but not altogether unheard of.

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     GENERAL NEWS REPORTS – UPDATED THROUGH THE DAY

in partnership with – APO

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THOUGHT FOR THE WEEK

“A ship is safe in harbour, but that’s not what a ship is for.”

  – William GT Shedd

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Port Louis – Indian Ocean gateway port

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

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

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

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CRUISE NEWS AND NAVAL ACTIVITIES


QM2 in Cape Town. Picture by Ian Shiffman

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

Naval News

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

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

Total cargo handled by tonnes during June 2023, including containers by weight

PORT June 2023 million tonnes
Richards Bay 7.747
Durban 8.160
Saldanha Bay 4.445
Cape Town 1.183
Port Elizabeth 1.358
Ngqura 1.636
Mossel Bay 0.119
East London 0.136
Total all ports 24.784 million tonnes
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