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

For a 2024 Rate Card please contact us at terry@africaports.co.za

TODAY’S BULLETIN OF MARITIME NEWS

Newsweek commencing 21 April 2024.  Click on headline to go direct to story : use the BACK key to return.  

FIRST VIEW:   Port Nolloth

• UK presents hydrographic award to Nigeria
• Nigerian Navy’s second Dearsan OSV launched
• Engineers open 10.6-metre deep channel under Baltimore’s collapsed bridge
• TNPA seeks RFP from potential liquid bulk terminal operator
• WHARF TALK: return of the Rotorship – E-SHIP 1
• Mercy Ships to grow fleet with new hospital ship with help from MSC & MSC Foundation
• Xeneta Update: Counting the cost of war on the climate
• Red Sea Crisis and implications for trade facilitation in Africa
• Port News, Updates & Advisories
• Hawks make R15m drug haul on ship in Richards Bay
• WHARF TALK: expeditionary passenger vessel – NATIONAL GEOGRAPHIC EXPLORER
• Nigerian Navy takes delivery of new OSV 115 hydrographic survey vessel
• Boskalis completes massive Maldives dredging & reclamation project
• IMO S-G addresses the Legal Committee: Call for release of seized seafarers
• Diverting shipping around the Cape, a costly business
• WHARF TALK: Super Yacht – YAS
• Another riverboat tragedy in Africa – more than 58 dead
• In Conversation: Blue whales: first discovery near Seychelles in decades – what our study found
• Port news and shipping advisories
• New home sought for Durban port Vessel Tracking System (VTS) Radar
• WHARF TALK: passenger cruise ship – RESILIENT LADY
• Port News & Views: Advisories & Observations
• SA initiates dispute with WTO over Black Spot Citrus regulations
• IMO and port security training in Kenya – Tackling maritime security threats
• Operation Aspides: German frigates exchange places in Red Sea
• Finland joins Combined Maritime Forces (CMF) as 43rd member
• Domestic ferry safety in Africa: IMO regional seminar
• UNCTAD rebrands to UN Trade & Development
• International Maritime Bureau: Concern raised on continued piracy
• Analysis: South Africa’s national security priorities in question amidst troop deployment, naval visits

• EARLIER NEWS CAN BE FOUND UNDER NEWS CATEGORIES…….

Masthead:  PORT OF CAPE TOWN

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

Advertising:– request a Rate Card from terry@africaports.co.za

Join us on our journey through 2024

and stay up to date with Africa Ports & Ships  – 22 years of reporting directly from Africa (est. 2002).  

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

 FIRST VIEW:   Port Nolloth

The West Coast’s Port Nolloth, old and new. Just as old and with as fascinating a history as any other South African port, Port Nolloth in the Northern Cape, lying close to the Orange River mouth and border with Namibia, was once a busy commercial port – sadly no more. Today Port Nolloth, which falls under the jurisdiction of Transnet National Ports Authority, caters mainly for small service vessels engaged in the offshore diamond mining industry and the fishing sector.

Once upon a time Port Nolloth catered for copper exports from the inland mines near O’Okiep, 160km inland and over mountainous desert country. A narrow gauge railway, hauled by donkeys and later by 2ft gauge steam locomotives, served the port for a number of years until the mines played out and Port Nolloth retreated into semi-isolation within the Richtersveld desert.

The nearest ‘big town’ is Springbok some 144 km to the south-east. Not far from Port Nolloth however is Boegoebaai, 60km to the north and 10km from the border, which the South African government and Transnet are promoting as a future large port for the export of iron ore and manganese and for the establishment of a green hydrogen cluster.  Maybe Port Nolloth will once again come back into increased activity, albeit within the reflected shining canopy of a new venture close by.

Africa Ports & Ships

♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦

News continues below

UK presents hydrographic award to Nigeria

Edited by Paul Ridgway
Africa Ports & Ships
London

On 17 April the UK Hydrographic Office (UKHO) presented Chukwuemeka Ebenezer Okafor, Rear Admiral and former Hydrographer of the Nigerian Navy, with the 2023 Alexander Dalrymple Award for services to international hydrography.

During a ceremony led by UK National Hydrographer, Rear Admiral Angus Essenhigh, at the IMO HQ in London, Rear Admiral Okafor received the award as the 2023 recipient during a dinner gathering, also attended by the Nigerian High Commissioner to the UK, Cyprian Heen, as well as family and friends.

The Alexander Dalrymple Award committee acknowledged Rear Admiral Okafor’s advancements and contributions to the Nigerian Navy Hydrographic Office (NNHO) during his tenure as Hydrographer of the Nigerian Navy. Under Rear Admiral Okafor’s leadership, the NNHO has become the first West African Hydrographic Office to support and operate its own hydrographic survey fleet.*

The accomplishments of Rear Admiral Okafor for the NNHO have heightened the strategic importance of hydrography in Nigeria. This foundation will deliver profound economic and social advantages, not only nationally but also throughout the region, positioning Nigeria as an example for other West African countries to emulate.

Commenting on the award, Rear Admiral Angus Essenhigh, UK National Hydrographer, UKHO, said: “It is with great pleasure we present this award to Rear Admiral Okafor, for his lasting contributions to hydrography. We recognise his enduring influence on the Nigerian Navy through his leadership as Nigeria’s National Hydrographer for 32 years. He becomes the latest recipient in a long and illustrious list of some of the world’s most influential hydrographers.”

Rear Admiral Chukwuemeka Ebenezer Okafor, Former National Hydrographer of the Nigerian Navy added: “I’m honoured to accept this award from the UK Hydrographic Office. The UKHO’s efforts are paramount to ensuring the safety of maritime operations and preserving the dynamic marine ecosystems upon which we depend.

“With 32 years of service in the Nigerian Navy, I have always believed passionately in Nigeria’s commitment to hydrography and charting. I have seen first-hand how powerful hydrographic information can be if it is placed in the right hands. I am convinced that sustainability of the current level of hydrographic development in Nigeria will unlock her Blue Economy potential for the common good of all its citizens.”

 

Nigeria’s electronic charts

Alongside improved data collection capability, led by Rear Admiral Okafor, the NNHO has also started to produce Electronic Navigational Charts (ENC) and paper chart coverage of Nigerian waters, meeting stringent international standards to earn recognition as an INT chart producer – a globally recognised mark of competency. This started by producing charts in the Lagos Harbour Area and is now expanding to other parts of Nigerian waters.

With this impressive charting capability and the recent issue of two nautical publications, Nigeria is well placed to provide accurate and up-to-date hydrographic services across its waters. Notably, this encompasses a significant project to survey and chart the Lower River Niger from Lokoja to Burutu.

The Alexander Dalrymple Award, named in honour of the inaugural Hydrographer of the British Admiralty, has been presented annually by UKHO since 2006.

* See related stories here
also here  OCEA awarded tender for second Nigerian hydrographic survey vessel
and here….  Nigerian hydrographic survey vessel launched in France

Added 27 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

Nigerian Navy’s second Dearsan OSV launched

Guy Martin
defenceWeb

Turkish shipyard Dearsan has launched the second and final 76 metre offshore patrol vessel (OPV) for the Nigerian Navy (NN), six months after the first.

The launch on 19 April at Dearsan’s shipyard in Turkey was described by the shipbuilder as “a major step forward in enhancing Nigeria’s maritime defence and security capabilities.” The launch ceremony was attended by Nigeria’s First Lady, Oluremi Tinubu; Minister of State for Defence Bello Muhammed Matawalle; President of Secretariat of Defence Industries of Turkey, Haluk Görgün; Turkey’s Deputy Minister of National Defence Şuay Alpay; and the Chief of Naval Staff, Vice Admiral Emmanuel Ogalla.

Speaking at the event, Ogalla said, “Dearsan Shipyard is constructing two OPVs for the NN and the first OPV was launched here on 26 October 2023. I am particularly pleased that the milestones on the vessel construction have been met and I hereby appreciate the management of Dearsan Shipyard for their efforts so far.”

The Nigerian Navy said construction of the vessel will boost its fleet renewal efforts for fulfilment of her constitutional mandate and ensure maximum presence at sea to curb illicit acts such as oil theft, piracy, sea robbery, illegal fishery as well as smuggling of small arms and light weapons among other crimes in the vast 84 000 square nautical miles of Nigeria’s maritime environment.

“It will also facilitate harnessing the enormous potentials within Nigeria’s maritime domain in support of the Federal Government’s Blue Economy initiatives.”

According to Dearsan, the OPV 76 vessels have been tailored to meet the specific requirements of the Nigerian Navy. Each vessel has a length of 76.8 metres, a beam of 11 metres, and a draft of 2.9 metres. The crew consists of 47 sailors, and the steel-hulled vessels displace 1 100 tons. The aft deck can accommodate a medium-size helicopter. Two RHIBS will be carried for interdiction and other tasks.

Armament includes a Marlin 40 (40 mm) main gun, Aselsan 30 mm Muhafiz remote controlled stabilized naval gun and 12.7 mm STAMP remotely controlled weapon station (RCWS).

ombat equipment will include an Aselsan MAR-D naval search radar and Aselsan DenizGozu-AHTAPOT (Sea Eye-Octopus) electro-optical/infrared system. Havelsan will supply its Advent combat management system and its GVDS ship data distribution system while Yaltes will supply operator consoles.

Four MAN 18VP185 diesel engines in a combined diesel and diesel (CODAD) configuration will give a maximum speed of 28 knots and a range of 2,500 nautical miles/endurance of 16 days. Crew complement is 47.

Nigeria’s contract for the two OPV 76 vessels was first announced in November 2021. At the time, the Nigerian Navy said Dearsan was selected based on its track record and cost-effective pricing and the acquisition is part of the Nigerian Navy’s fleet renewal effort in line with its 2021-2030 Strategic Plan.

After securing the offshore patrol vessel contract, Dearsan Shipyard in June 2023 signed an agreement with the Nigerian Navy for the mid-life upgrade of its flagship, the NNS Aradu, and the supply of a 57 metre long Tuzla-class patrol vessel.

The refurbishment and project for the NNS Aradu, originally built by German shipyard Blohm & Voss in 1982 and commissioned in 1985, will be conducted at Dearsan Shipyard’s facility in Tuzla. The NNS Aradu is a Meko 360 class vessel with a length of 125 metres and displacement of 3,500 tons.

Sources indicate that the Tuzla class vessel was initially intended for Libya; however, due to unforeseen complications, the delivery could not be completed. Once the delivery is completed, the Nigerian Navy will become the fourth to operate Tuzla-class vessels, following the Turkish Naval Forces, Turkmenistan Navy, and Turkmenistan Coast Guard Command.

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

Added 25 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

Engineers open 10.6-metre deep channel under Baltimore’s collapsed bridge

Africa Ports & Ships

Commencing Thursday, 25 April, U.S. Army Corps of Engineers (USACE) plan to open a fourth and deeper channel beneath the collapsed Francis Scott Key Bridge at the port of Baltimore.

The channel will have a depth of 35 ft (10.66 metres), considerably improving on the existing three channels already opened and another significant step toward the full reopening of the Baltimore port.

According to reports this will allow five of the seven cargo ships trapped within the confines of Baltimore harbour, to make their departure. It will also enable suitable ships to enter port to carry out normal cargo working activity.

The Francis Scott Key Bridge collapsed into the Patapasco River on the early morning of 26 March after a neoPanamax 10,000-TEU container ship, Dali (IMO 9697428) collided with one of the main piers supporting the huge steel bridge.

Six road workers engaged with repairing potholes on the bridge died as a result of the bridge collapsing in spectacular fashion.

It appeared that the 300-metre long Dali, on charter to Maersk Line, lost power as the vessel approached to cross under the bridge, veering slightly off course and colliding with the bridge.

The Dali remains under the collapsed sections of the bridge although some of the containers on board, including those with hazardous cargo, have been removed by the USACE.

Baltimore is normally a regular port of call to container ships operating between South Africa and the east coast USA. Ships have diverted and are discharging and loading cargo at other nearby US ports.

Baltimore’s city council and mayor have taken legal steps aimed at holding the container ship’s owner and manager fully responsible for the damage caused by the collision. This was after the owner and manager petitioned the US court to have their liability capped, quoting an US 1851 maritime law.

The latter will be decided by a Maryland Federal court.

Added 25 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

TNPA seeks RFP from potential liquid bulk terminal operator

Africa Ports & Ships

Transnet National Ports Authority (TNPA) is looking for interested parties to respond to a Request for Proposal (RFP) for the appointment of a terminal operator at the Port of Cape Town.

The scope of the proposed terminal involves the successful bidder to acquire, operate, maintain, refurbish or construct and transfer a liquid bulk terminal for a 25-year concession period at the Port of Cape Town.

“The issuance of the RFP is aligned to TNPA’s mandate to facilitate the provision of port services and facilities with emphasis on port revenue diversification, job creation, infrastructure development and collaboration with the private sector to foster sustainable economic growth,” said Ophelia Shabane, Acting Port Manager, Port of Cape Town.

The Liquid Bulk Precinct within the Port of Cape Town will, Shabane said, enable the efficient movement of liquefied cargo across South Africa and beyond, facilitating international trade and ensuring security of supply.

The proposed facility is a brownfield site linked to Eastern Mole and Tanker Basin berths within the port’s Liquid Bulk Precinct.

The berths within this precinct are classified as common user berths for liquid bulk commodities and the advertised site has a total footprint of approximately 18,722 square metres.

TNPA says it is implementing a phased approach with the issuing of the RFPs for the Port of Cape Town’s Liquid Bulk Precinct, ensuring compliance with Section 56 of the National Ports Acts No. 12 of 2005.

The RFP is deemed as Phase 1 of the Section 56 project processes.

RFP documents can be accessed on the Transnet E-Tender portal: https://transnetetenders.azurewebsites.net/Home/AdvertisedTenders

The compulsory RFP briefing session will be held with all interested parties at the Port of Cape Town on Tuesday 30 April 2024 and the bid closing date is 15 July 2024.

Added 24 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

WHARF TALK: return of the Rotorship – E-SHIP 1

Pictures by ‘Dockrat’
Story by Jay Gates

Sometimes the arrival of a vessel is so rare, not so much because of it not having called into any South African ports before, but because the vessel itself is so rare. The interest generated by the vessel is still so intense that when it calls a second time, almost a year later, it is still looked upon by the casual maritime observer as being a newsworthy item. So much so that it warrants being repeated on this forum, and on these pages, one more time.

Once again this year, we can thank the idiocy of the Houthi menace for seeing this vessel calling in to a South African port. Last year, her call into Durban was for bunkers only, but her voyage was from Chile, and thence across the South Atlantic Ocean, and then onwards to India after Durban, a routing that made sense. This time around her voyage routing was a strong indicator that a voyage via Suez and the Red Sea was best avoided.

On 15th April, at 14:00 in the afternoon, the Rotorship ‘E-Ship 1’ (IMO 9417141) arrived off Cape Town, from Montoir in France. She entered Cape Town harbour, and proceeded into the Duncan Dock, going alongside the Landing Wall. Once more, such an arrival was indicative that she was in purely on a transit basis, and likely just for a bunkers uplift, and to take on additional stores and fresh provisions.

She has the title of a Rotorship, due to the fact that one look at her will tell the casual maritime observer that it is due to the fact that she is fitted with no less than four Flettner Rotors. The sight of a merchant vessel with Flettner Rotors is a rare enough sight, and almost all are based on a decision of the shipowner to refit them as part of a fuel saving exercise. However, this is not so with ‘E-Ship 1’ as she was designed from the outset to operate with this technology.

She entered service in 2010, but ‘E-Ship 1’ had a shaky start to life, and her construction started originally at the Lindenau Werft GmbH shipyard at Kiel in Germany. However, the 2008 Worldwide Credit Crunch caused the Lindenau shipyard to fold, and go out of business, so she was transferred in a half built state to the Cassens Werft GmbH shipyard, at Emden in Germany for completion.

She is 130 metres in length, and has a deadweight of 10,020 tons. She has diesel electric propulsion, and power is provided by two Caterpillar 3508C generators producing 1,750 kW each, and with a further five Caterpillar 3512B8 generators producing 1,260 kW each. These provide sufficient power for both domestic and propulsion needs. Power is provided to two Enercon motors, which drive two Kamewa 144 XF5/4D-B controllable pitch propellers for a service speed of 14.5 knots. She has two Mitsubishi S6R M(P)TA generators providing 515 kW each, one as an emergency generator, and one as a harbour generator.

For added manoeuvrability ‘E-Ship 1’ has two Wärtsilä CT125H bow transverse thrusters, and one Wärtsilä CT125H stern transverse thruster, each providing 615 kW. She has two exhaust gas boilers, a Mission WHR-GT boiler, and a Q5 boiler, which provide steam power to a Siemens steam turbine, which drives the Flettner Rotors.

The rotors cut down fuel consumption, thus reducing operating costs for the owners, and reduce emissions. The use of four Flettner Rotors on ‘E-Ship 1’ is reported to result in a fuel costs saving of as much as 30%. The Flettner Rotors are 25 metres in height, with a diameter of 4 metres, and are designed to rotate anywhere up to 350 rpm.

The use of the Flettner Rotors takes advantage of what is known as the Magnus Effect. The principle of the Flettner Rotor sail is that a spinning cylinder in a moving airstream creates a lateral force, that is perpendicular to the direction of the airstream which, when used on ships, provides lift, which on a ship is translated into thrust, and thus propels the ship to move forward.

Some of the sporty casual maritime observers, especially those who play either football, rugby, or cricket are probably not aware that they use the Magnus Effect throughout the game. The reason why David Beckham was able to bend a football around a defensive wall, why Shane Warne could deceive any batsman with his delivery, or Percy Montgomery could send a spiraling kick down the length of a rugby pitch, was all down to the Magnus Effect.

It is because the Magnus Effect, explained in layman’s terms, is that any ball which is given a spin, and is moving through an air mass, will change direction and accelerate. It was described in 1852 by German Scientist Heinrich Magnus (1802-1870), although Sir Isaac Newton had described the same effect, in different terms, two centuries before.

The Flettner Rotor itself is named after Anton Flettner (1885-1961), a German Engineer who, in 1920, developed the principle of using a rotor to harness the Magnus Effect on a vessel, in order to propel it forward. In 1924 he converted a 54 metres Sailing Schooner, replacing its masts with two Rotors to demonstrate its use. The vessel was named ‘Buckau’ and it was fitted with two 18 metres tall Rotors, with a diameter of 3 metres, which were driven by an electric propulsion system producing just 50 hp.

Very much a ‘green’ vessel, ‘E-Ship 1’ is equipped with a biological clarification plant, a waste management system, a ballast water treatment system, and a SCR Catalytic convertor. Her green credentials, along with her Flettner Rotors, are due to her ownership. She is nominally owned by E-Ship 1 GmbH , of Hamburg in Germany, and operated by Enercon GmbH, of Aurich in Germany, and whose name is emblazoned on her hull. She is managed by Minmarine MPP Shipmanagement GmbH, also of Hamburg. Enercon are one of the world leaders in wind turbine construction and technology, and Enercon had ‘E-Ship 1’ built in order to transport their wind turbines around the world.

To enable her to reach almost any destination, she was built to Germanischer Lloyd E3 Ice classification, which allows her to operate in first year Baltic Ice of 0.8 metres thickness. For her cargo carrying operations, ‘E-Ship 1’ is equipped with two Liebherr CBW100 cranes, both with a lifting capacity of 90 tons, and which can be used in tandem to lift 180 tons. She is also fitted with a stern ramp to allow wheeled cargo to be loaded. This lift on-lift off capacity, together with her roll on- roll off capabilities makes ‘E-Ship 1’ a Ro-Lo class of vessel.

She has a single hold which is 90 metres in length, 20 metres in width, and has a depth of 19 metres. The hold has a capacity of 20,898 m3, and is on three levels, being a tweendeck, a ro-ro deck, and a tanktop deck. Her tanktop deck strength allows for heavy cargoes with a deck strength of 18 tons/m2. She has a container carrying capacity of 847 TEU.

After just 12 hours alongside in Cape Town, ‘E-Ship 1’ had uplifted sufficient bunkers, and taken onboard any stores and fresh provisions she required for her onward voyage. At 02:00 in the early morning of 16th April she sailed from Cape Town, with her AIS showing that she was now bound for Bintulu in Malaysia. Her original departure port of Montoir, and her destination port on Bintulu, not only indicates that she is a southbound Red Sea diversion, but also tells a possible tale of what she is carrying and why.

As one would expect for a vessel operated by Enercon, ‘E-Ship 1’ was carrying a set of three large wind turbine blades as deck cargo. As the vast majority of wind farm turbines are driven by three blades, it may be that the deck cargo is bound for just a single turbine construction, or as replacements for existing blades at an operating windfarm, or even as the first turbine for a newly planned windfarm. However, the blades may not necessarily be of Enercon construction.

Montoir, which is located in Brittany, in the North of France, at 47°19’ North 002°08’ West, is the site of the General Electric (GE) Renewable Energy Company construction factory where the wind turbine nacelles, and generators, are built for the GE Haliade 150, and the GE Haliade-X, offshore wind turbines. The GE factory is located within the Montoir port complex, which lies adjacent to St.Nazaire, and it has its own loading jetty, and Ro-Ro berth.

Montoir is also the location of a Combined Cycle Power Station, that is gas powered, and with power generated by two GE gas turbines, one a GE 9001FB turbine, and one a GE A15 turbine, which generate 478 MW of power. The GE turbines are all manufactured at the GE factory in Belfort, in the east of France, and exported via the GE Montoir port facility.

In Bintulu, which is located in the Malaysian state of Sarawak, on the island of Borneo at 03°10’ North 113°02’ East, and where ‘E-Ship 1’ is currently headed, there is a new Combined Cycle Power Station, also gas powered, which is being constructed and whose power will be generated by two GE GT26 gas turbines, producing 824 MW of power. Also, the Sarawak government recently announced that Bintulu will be the site of a new offshore dual wind and solar farm. So the connection between Montoir and Bintulu, via GE, and new domestic power production is strong.

The previous article on ‘E-Ship 1’ published in Africa Ports & Ships on 10th May 2023, ended with this paragraph… “It may be a while until you see the like of ‘E-Ship 1’ again, not only due to her rare design, but because the South African government does not seem, unlike most other industrialised countries, to have any interest in wind power to provide domestic electricity for its people.”

It is great to see such a unique, and environmentally revolutionary, vessel calling into a South African port once again, if only due to the courtesy of the Houthi menace. Her arrival, and her visible cargo, as with the sheer number of so many other Houthi diverted vessels linked to the wind farm power industry worldwide, just goes to emphasise once more just how far the South African government is behind the rest of the developed world on this renewable form of energy. Here’s a hint… Coal is NOT King.

Added 24 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

Mercy Ships to grow fleet with new hospital ship with help from MSC & MSC Foundation

Africa Ports & Ships

Thanks to the support of the MSC Group and MSC Foundation, in addition to other donors, international charity Mercy Ships will build a third hospital ship to join the existing fleet of Africa Mercy and Global Mercy.

This follows a groundbreaking agreement between Mercy Ships International and the MSC Foundation and MSC Group, who will support the construction of the new vessel with a significant donation.

The new hospital ship will deliver free surgery and training to thousands of people in Africa, bringing Mercy Ships’ life-changing surgeries and medical training to new generations of patients and healthcare professionals in sub-Saharan Africa.

With the donation from MSC, the Chairman of MSC Group and MSC Foundation, Captain Gianluigi Aponte, MSC Group President and Member of the MSC Foundation Board Diego Aponte, and Mercy Ships Founder Don Stephens have agreed to start the shipbuilding and outfitting project this year.

“I spent part of my childhood and early years in the shipping industry in the Horn of Africa, it is a region close to my heart,” said Capt. Aponte.

“I saw first-hand the challenges faced by many local communities there and this shaped my conviction that improving the availability of healthcare would bring real and lasting impact for them.

“It has been extremely gratifying to work with Don and provide this crucial support through his unique organisation Mercy Ships. Our partnership has reaped extraordinary results already and now we are on the verge of expanding their fleet to increase this support. I truly look forward to seeing this new ship set sail to help more communities across Africa.”

Mercy Ships has provided more than 117,000 life-changing and lifesaving specialised surgical procedures since it was founded in 1978. These include facial reconstruction, contracture release for severe burns, correction for acute orthopaedic problems and cleft lip and palate repair.

The pioneering non-governmental organisation also builds the capacity of local healthcare systems through sustainably-designed surgical education, training and advocacy programmes. Over the years, Mercy Ships has trained more than 54,300 local professionals in their areas of expertise.

Don Stephens, founder of Mercy Ships, confirmed Mercy Ships’ vision for serving African nations with safe surgical care and education, and said the investment of many around the world towards a fleet of hospital ships is ensured by the future of their new purpose-built vessel.

“The mission of Mercy Ships to bring Hope and Healing is only possible through the generosity of our partners and volunteer crew. Today, I am grateful to MSC for their support.”

Logistical support

Hospital ships require continual medical supplies, which are transported across the oceans to enable their surgical and training work. Since 2011 MSC Group has ensured logistical support and container delivery of supplies to all ports of service.

Its support in Africa ranges from MSC’s local shipping agency and MSC and TiL terminals handling cargo to MSC and MEDLOG logistics, storage, and inland transportation services. In addition to this, MSC has provided extensive technical advice in the preparation for the new vessel, working with Mercy Ships to develop a design that will improve efficiency for the organisation’s needs.

“I have always been passionate about Africa and I was struck by the extraordinary and honourable nature of Don’s initiative when it was first presented, and these made me want to be involved in a significant way,” said Diego Aponte, MSC Group President and a Member of the MSC Foundation Board.

“Mercy Ships brings tangible and concrete support to thousands of families across the region, and with MSC Group’s major presence there we have a duty to give back to the local communities. This vessel is yet another milestone in our vision to support the African continent with achieving a truly prosperous and sustainable destiny.”

Added 24 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

Xeneta Update: Counting the cost of war on the climate

Africa Ports & Ships

Red Sea conflict brings massive carbon emissions increases in ocean freight shipping

Conflict in the Red Sea has brought massive carbon emissions increases in ocean freight container shipping, according to data released by Xeneta on Tuesday (23 April).

The Xeneta and Marine Benchmark Carbon Emissions Index (CEI), which measures carbon emissions per ton of cargo transported across the world’s top 13 trades, hit 107.4 points in Q1 2024 – the highest it has been since the index began in Q1 2018.

For containers being shipped via ocean from the Far East to Mediterranean, the CEI reveals carbon emissions increased by 63% in Q1 2024 compared to Q4 2023. From the Far East into North Europe, carbon emissions increased by 23%.

This is a direct result of conflict in the Red Sea region, which escalated in December and has seen most ocean freight container services avoid the Suez Canal due to the threat of attack by Houthi militia.

Emily Stausbøll, Xeneta Market Analyst, said: “We are all aware of the human and economic cost of war, but this data demonstrates there is also price to pay for the climate.

“Containers being shipped to the Mediterranean from the Far East travelled 9,400 nautical miles on average in Q4 before the escalation in the Red Sea. They are now sailing an additional 5,800 nautical miles due to diversions around the Cape of Good Hope in Africa, with the inevitable consequence of more fuel being burned.

“Ships are also being sailed at higher speeds in an attempt to make up time due to the longer distances, which again results in more carbon being burned.”

Data released by Xeneta – the leading ocean and air freight rate benchmarking and intelligence platform – also reveals disruption in the Red Sea has pushed some shippers into using air freight to protect supply chains.

With the largest ocean freight carriers still choosing to avoid the Red Sea, cargo from the Far East is now arriving via ocean at ports such as Jebel Ali in the Arabian Gulf before being flown out of Dubai Airport for onward transportation to Europe and North America.

As a result, air cargo demand from Dubai Airport to European destinations increased by 190% in March compared to the same month in 2023.

“Not only is air freight more expensive than ocean freight it is also far less sustainable, so this shift to hybrid sea-air services via the Middle East will result in increased carbon emissions per ton of cargo transported,” said Stausbøll.

“Shippers are also now once again using rail services through Russia to transport goods from the Far East to Europe, which similarly to air freight, is more carbon intensive than ocean freight shipping.

“Ocean freight container shipping is only one sector, but this clearly demonstrates the massive impact war can have on carbon emissions and the climate.”

The deterioration of carbon emissions performance comes at a time when the International Maritime Organization (IMO) is working towards net zero in global ocean freight shipping by or around 2050.

2024 has also seen the introduction of EU-ETS regulations which require ocean freight service providers to pay a subsidy based on the amount of carbon emitted on sailings to and from European ports.

“The initial IMO targets are based carbon intensity rather than actual emissions so longer sailing distances won’t necessarily have a negative impact on these measurements,” Stausbøll said.

“However, this peculiarity in the way the IMO records carbon performance cannot hide the fact that conflict has the potential to have a detrimental impact on the sustainability of global supply chains.

“Longer sailing distances will also see an increase in the cost of ocean freight shipping. As well as needing more fuel to sail around Africa, higher CO2 emissions will result in a higher EU ETS bill for ocean freight carriers.

“Carriers will do what they can to pass these costs on to the businesses shipping the goods, whether that is through increasing ocean freight shipping rates or additional surcharges – either way there is a financial price to pay.

“With geo-political conflict and major international incidents such as the Covid-19 pandemic becoming a seemingly more regular occurrence in recent years, there is a lot to consider in terms of how ocean freight shipping responds to protect supply chains while also meeting carbon emissions targets.”

Added 24 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

Red Sea Crisis and implications for trade facilitation in Africa

Africa Ports & Ships

Written by Céline Bacrot and Marc-Antoine Faure
Article No. 118
[UNCTAD Transport and Trade Facilitation Newsletter N°101 – First Quarter 2024]

The end of 2023 and the first quarter of 2024 are marked by major disruptions to global maritime trade flows as ships entering the Gulf of Aden and sailing through the Red Sea and the Suez Canal continue to face attacks by Yemen-based Houthis.[1]

This new wave of disruption follows the unprecedented global logistics crunch caused by the COVID-19 pandemic and its fallout in 2020-2022 and the war in Ukraine since 2022. It also compounds the challenges caused by the reduced ship transits in the Panama Canals resulting from the impact of drought on water levels.

Security threats in the Red Sea have caused a significant redirection of ship arrivals and transits culminating in far-reaching global trade and transport repercussions. Ships across all shipping segments on the Asia-Europe and Asia-Atlantic trade lane have diverted their initial trajectory and started sailing around Africa’s Cape of Good Hope. As a result, ships are now travelling longer distances and facing higher operational costs. The rerouting of vessels is creating pressure on the supply side. The 12 days in additional sailing time for a vessel going from Shanghai to Rotterdam[2] are driving up costs and extending delays.

The Red Sea crisis has also impacted African ports and causing congestion as rerouting entails the need for more vessels to call at African ports including for bunkering services. Yet, these ports are not always fully prepared to service additional ship calls and cater to larger vessels.

The disruption in the Red Sea and increased shipping traffic around Africa underscore the need for African countries and ports to scale up ongoing efforts aimed at implementing trade facilitation measures, taking up digitalization and mainstreaming green processes to reduce port congestion and expedite the clearance of goods.

The 2020-2022 upheaval in global logistics and the war in Ukraine have exposed the vulnerability of extended supply chains to disruptions and exposed instances of ill preparedness. The Red Sea crisis and the Panama Canal situation are further emphasizing the need to strengthen transport and trade in the face of disruption and consider how to respond, cope, recover and adapt to the new operating conditions.

In this context, a key question arises: Can African countries leverage the current disruption and explore how, by improving their trade facilitation environment, they can take advantage of the business opportunities that may arise from the additional traffic passing through their ports?

Put differently, could the additional port calls that are currently mostly motivated by bunkering activities stimulate maritime trade? Could the additional port activities motivate additional imports and exports?[3]

Read the rest of this report in our FEATURES section, available HERE

♦♦♦♦♦♦♦♦♦

News continues below

Port News, Updates & Advisories

Africa Ports & Ships

Two more cruise ships en route to SA

The current South African cruise season may be drawing to an end but there are still a few passenger ships out there with calls on the South African coast to make.

They may not necessarily have passengers on board and will call for bunkers and supplies only. That at least appears to be the case with MSC Opera, which having concluded a cruising season in the Persian Gulf is now repositioning back to Europe, to the Mediterranean in particular.

MSC Opera, well known to South African cruisers for her several seasons here in past years, will call at Durban on Thursday 25 April, most likely to take bunkers for the long haul round the Cape. Opera was originally scheduled to return to the Med via the Red Sea and Suez Canal.

A second ship heading for the South African coast is the German vessel Europa, also no stranger to these parts. Europa is approaching from the direction of mid-Indian Ocean near Maldives and is due in Durban on 1 May 2024, with another call later at Cape Town.

Naval visitor

Not a cruise ship, but of interest is the expected arrival in Durban of the French Naval vessel, FNS L’Astrolabe, which will call at Durban between 1 and 5 May for a R&R visit. L’Astrolabe is stationed at the French Naval Base at Reunion and conducts regular patrols of the Mozambique Channel, South Africa’s Prince Edward Island group and France’s Kerguelen Group in the South Indian Ocean.

Container Shipping

Port Omission

As a result of severe fog being experienced at Cape Town each morning for the past few days, leading to delays in the line-up of ships, as well as anticipated strong winds in the coming week leading to further delays, the SAECS service container ship Santa Isabel on voyage 241N will omit Cape Town.

The Cape Town imports will discharge in Durban to connect to Santa Cruz/Nele Maersk. Maersk advises it is making this schedule adjustment very proactively to ensure that customers can plan their supply chains better.

“We also want to provide the best possible coverage during the peak of Citrus season in the coming months.

“This vessel provides a very attractive transit time from Durban to European markets (16 days weather permitting) and we encourage you to make the most of this opportunity.”

Customer Advisory: South Africa Terminal and Service Update Week 16

The following is Maersk Line’s latest update on conditions across the terminals and mitigating actions being taken to address the delays on services.

Performance across South African terminals continue to show some limited signs of improvement, Maersk advises. After severe and sustained wind conditions in Cape Town in early April, more benign weather is forecast as we transition into the predominantly milder NorthWester wind regimes of Autumn and Winter.

DCT remains the major terminal bottleneck with waiting time stubbornly remains at 3+ weeks.

Ports and Terminals Situation Terminal Status

Cape Town CTCT

Waiting time at 3-4 days – recovering after severe wind in early April. Some production lost to fog stoppages. Productivity close to target. Full recovery is estimated in a further 1-2 weeks.

Cape Town MPT

2-3 days delay – Low productivity due to intermittent MHC (mobile harbour cranes) breakdowns. Reefer-plug and productivity constraints causing a back log in reefer stacking – flow exceeding plug capacity requiring split and extended stacks.

Port Elizabeth PECT

0-1 day waiting time – some wind delays forecast over weekend.

1x STS (ship to shore) and 1x MHC are fully operational. 1x STS is out for scheduled maintenance and repair (proactive M&R). Productivity meeting target rates.

Port Elizabeth COE

2-3 days waiting time. Restoration of 3 berth operation. All 8 cranes operational – with cranes no 1 and no 5 under scheduled maintenance. Full recovery impacted by wind delays.

Durban DCT Pier 2

Continued signs of improvement – with a small drop in waiting time to 21 days (from 25 days). Productivity, however, remains well below target.

STS breakdown and straddle carriers’ reliability and availability remain compromised (57 straddles available vs optimal 97 – an improvement on last week). Medium term equipment recommissioning – June/July STS on South Quay and straddle carriers from mid-year. Recovery estimated at 3-5 months.

Durban CT Pier 1

No change in waiting time at 4-5 days. Poor STS and RTG reliability and availability. Productivity below target. Recovery estimated in 3-4 weeks.

Port Louis (Mauritius)

Terminal fully recovered – O days waiting time.

Transnet Freight Rail DUR to JNB (City Deep and GLO Denver)

Fully operational with some limited restrictions on capacity. Road transport alternatives available.

Transnet Freight Rail JNB (City Deep and GLO Denver) to DUR

Fully operational with some restrictions on export rail intents. Road transport alternatives available. source: Maersk

Added 23 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

Hawks make R15m drug haul on ship in Richards Bay

Africa Ports & Ships

On Monday this week, 22 April 2024, members of the elite Hawks policing unit from Richards Bay Serious Crime Investigation, working together with various external stakeholders, including the U.S. Drug Enforcement Agency (DEA), raided a bulk carrier currently berthed at the dry bulk terminal in Richards Bay port and uncovered narcotics understood to be blocks of cocaine hidden on board the vessel.

The drugs are said to be worth R15 million at street value.

The vessel is believed to the the bulk carrier Genco Columbia, which departed from the port of Barranquilla in Colombia on 26 March 2024, arriving off Richards Bay on 19 April 2024.

No arrests have been made but the investigation is continuing.

Added 23 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

WHARF TALK: expeditionary passenger vessel – NATIONAL GEOGRAPHIC EXPLORER

Pictures by ‘Dockrat’
Story by Jay Gates

Back in 1958, Lars-Eric Lindblad started his company ‘Lindblad Travel’, in the US State of Connecticut, and in 1966 he led the first ever private tourist expedition to Antarctica. Of interest to the casual maritime observer, and especially those whose interest is in the Antarctic maritime arena, is that he commissioned the world’s first expedition passenger vessel, which entered service in 1969 and was named ‘Lindblad Explorer’. His vessel was the start of today’s huge expeditionary cruising industry.

Sadly, after a name change to ‘Explorer’, Lindblad’s ground breaking passenger vessel met her end in Antarctica, in a sinking and rescue that made news the world over. On 23rd November 2007, she entered an ice field, at night, and at an inappropriate speed. The outcome was that she was holed below the waterline by a bergy bit, and began to sink. All 91 passengers and 63 crew were able to abandon ship, and were all picked up by other responding expedition vessels.

However, Lindblad is still active in Antarctic expeditionary cruising, and now operates a fleet of no less than 17 passenger vessels, on worldwide expeditionary cruising, of which 4 of them are operated on their Antarctic cruise programme, and all under a joint banner with a very famous magazine. Cape Town sees a regular, and annual, procession of Antarctic expeditionary cruise vessels passing through, both when sailing outbound to Antarctica, and when arriving back from Antarctica, with the 2023-2024 season being no different for the Mother City.

Since November 2023 when the Houthi menace began with a mix of vessel hijacking, and missile attacks, Cape Town and Durban began to see a continuous flow of vessels diverting away from the Red Sea, and using the Cape sea route to get to where they needed to be. Every type of vessel imaginable has made an appearance, and including passenger vessels. What you would not expect to see would be a diverted expeditionary cruise vessel, and one that had already called in when returning from Antarctica the previous month.

Going back to 26th March, the expeditionary passenger vessel ‘National Geographic Explorer’ (IMO 8019356) arrived off Cape Town, from Tristan da Cunha. She entered Cape Town harbour in the early morning, proceeding into the Duncan Dock, and going alongside L berth, down at the far end of the dock, as E berth, which is adjacent to the Passenger Cruise Terminal was reserved for another, larger, passenger vessel.

Her voyage had started back on 8th March when she had sailed from the Argentinian port of Ushuaia, located at the southern tip of South America, on the island of Tierra del Fuego, bound for Cape Town, and at the end of a four month season of cruises to the Antarctic Peninsula. Her itinerary was a 20 day cruise itinerary of Ushuaia- Falkland Islands- South Georgia- Tristan da Cunha- Cape Town.

She remained alongside in Cape Town only for that day, and in the late evening of 26th March, she sailed for a 16 day cruise up the East coast of Africa, terminating in Dar es Salaam, in Tanzania, as part of her positioning voyages back to the Mediterranean Sea for the upcoming European summer season, where she would eventually end up cruising in the Arctic region.

Built in 1982 by Ulstein Verft AS, of Ulsteinvik in Norway, ‘National Geographic Explorer’ was originally built for the famous Norwegian coastal shuttle passenger service of the ‘Hurtigruten’ route between Bergen and Kirkenes in the Norwegian Arctic region, and named ‘Midnatsol’. She continued on this service until 2007, when she was sold to the Lindblad group and entered service with them in 2008.

She is powered by two Bergen Diesel KVM-16 sixteen cylinder, four stroke, main engines producing 3,200 bhp (2,354 kW) each, to drive two Ulstein 85/3-3000 controllable pitch propellers for a service speed of 15 knots. Her auxiliary machinery includes two Bergen KRG-5 generators providing 775 kW each, a single KRG-3 generator providing 465 kW, and an additional Mitsubishi S12R-M(P)TA auxiliary generator providing 1,110 kW. She has a Daimler OM422A emergency generator providing 210 kW.

She also has a Sunrod EGB exhaust gas boiler, and a Svenma CPHB-25 composite boiler. For added manoeuvrability she has two Ulstein 90TV bow transverse thrusters providing 375 kW each. As one would expect for both an ex Hurtigruten vessel, and a Polar expeditionary vessel she has an ice classification of ICE 1A, allows her to navigate in first year polar ice with a thickness of 0.7 metres.

She has accommodation for 148 passengers, with a crew of 70 to look after them. With 81 cabins, all of which are outside and have a seaview, and 13 of which have balconies, ‘National Geographic Explorer’ has six decks, of which five are for passenger use. Her onboard facilities includes two lounges, three restaurants, a library, a spa, gymnasium, sauna, treatment room, shop, and a gallery of famous Antarctic photographs, and famous National Geographic photographs.

Owned by LEX Expeditions LLC, of New York City in the USA, ‘National Geographic Explorer’ is both operated and managed by Lindblad Expeditions LLC, also of New York City. She is marketed in partnership with the National Geographic magazine, of Washington DC, in the USA, under their National Geographic Expeditions brand, with both the Lindblad and National Geographic houseflags displayed together on her funnel.

When ‘National Geographic Explorer’ sailed from Cape Town on 26th March, she was not expected back. She sailed on a 16 day cruise with an itinerary of Cape Town- Hermanus (only the second passenger vessel to call there)- Mossel Bay- Durban- Richards Bay- Maputo (Mozambique)- Toliara- Morondava- Mahajanga (all Madagascar)- Mayotte (Comores)- Zanzibar- Dar es Salaam (both Tanzania), where she arrived in the early morning of 11th April. Prices for this cruise started from US$21,156 (ZAR405,969).

From Dar es Salaam, it appeared that Lindblad Expeditions intended to position ‘National Geographic Explorer’ to Safaga in Egypt, with a 7 day voyage, but seemingly without passengers onboard, and without any port calls. Such a voyage would take her through the dangerous waters offshore Somalia, and through the southern Red Sea, without risk to passenger safety.

From Safaga the published itinerary was Safaga- Hurghada- Suez Canal transit- Alexandria (all Egypt)- Heraklion- Karpathos- Kasos- Santorini- Piraeus (all Greece). This 10 day cruise had prices starting from US$10,260 (ZAR196,882). However, a late decision was taken not to proceed with this cruise, and ‘National Geographic Explorer’ sailed from Dar es Salaam late in the evening of 11th April. Her destination was given as Cape Town, and a 7 day positioning voyage, with no port calls in between.

On 18th April, at 15:00 in the afternoon, ‘National Geographic Explorer’ arrived for the second time in a month off Cape Town. She entered Cape Town harbour, proceeded into the Duncan Dock once more, but now went alongside the outer berth of the Eastern Mole. With this berth normally utilised for transit traffic, calling for a bunkers and stores uplift, it confirmed that there were no passengers aboard on this diversion voyage.

Her time alongside on this second call did not last long, and after a short period of just six hours, ‘National Geographic Explorer’ had completed her bunkers, stores and provisions uplift, and she made ready to sail. At 21:00 in the evening of 18th April, she sailed from Cape Town, now bound directly for the Cape Verde Islands, and a positioning voyage for her to rejoin her early cruising schedule in the Mediterranean, and onwards to Northern Europe.

On this extraordinary cruise season, other than the scheduled cruise liner callers, Durban and Cape Town together have seen liners diverting with passengers onboard, such as ‘Resilient Lady’, diverting with no passengers onboard, such as ‘MSC Virtuosa’, bypassing all South African ports entirely as they round the Cape, such as ‘AIDAPrima’, boomeranging back with passengers after calling once, such as ‘RMS Queen Mary 2’, and boomeranging back without passengers after calling once, like ‘National Geographic Explorer’. That is just about a full house of variations!

Added 23 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

Nigerian Navy takes delivery of new OSV 115 hydrographic survey vessel

Guy Martin
defenceWeb -22nd April 2024

French shipbuilder Ocea has delivered an OSV 115 hydrographic survey vessel to the Nigerian Navy (NN), three years after the order for the ship was placed.

Ocea said the NNS Zhizoko (A506) was accepted on 12 January in Les Sables d’Olonne, with departure to Nigeria scheduled for more than a month later. After sea trials, the vessel sailed to Nigeria and was officially delivered to the Nigerian Navy on 17 April during a ceremony in Lagos.

Nigerian Navy Director of Information Commodore Augustine Adams-Aliu said this latest addition to the NN fleet will operate in tandem with the OSV 190 ‘NNS Lana,’ also built and delivered by Ocea in 2021.

“The primary role of the new vessel is to conduct hydrographic and oceanographic surveys, supporting the ongoing NN efforts to safeguard Nigerian territorial waters and optimise the current administration’s Blue Economy initiatives,” he said.

He recalled that the Nigerian Navy commenced local production of internationally recognised nautical charts in 2019 and the newly acquired survey vessel will further improve the Navy’s hydrographic charting proficiency.

“The delivery of the OSV 115 vessel comes with comprehensive support services, including training, spare parts, tooling, and necessary documentation, ensuring seamless integration and operation within the Nigerian Navy’s fleet,” he added.

The Chief of the Naval Staff Vice Admiral Emmanuel Ogalla thanked President Bola Ahmed Tinubu for “his unwavering support to the NN in her fleet renewal aspirations.”

Revealing the order in October 2021, Ocea said the OSV 115 SC-WB vessel is designed for several missions, including oceanographic/hydrographic operations/survey; oil spill operations; general patrol; search and rescue; and diving support.

Equipment that will be carried on board includes a multibeam echosounder; a single beam echosounder; water sampling, storage and analysis equipment; and a wet laboratory. A 5.6 metre hydrographic boat fully equipped for surveys in small and very shallow waters will also be carried.

The 35 metre long vessel has a capacity for 12 crew and passengers and is able to reach a top speed of 12 knots and a range of 3,000 nautical miles at 10 knots.

The NNS Lana arrived in Nigeria on 17 May 2021 and replaced the previous NNS Lana, which was decommissioned a decade ago. The vessel (A499) is designed and purposely built to enable the Nigerian Navy to conduct hydrographic and oceanographic surveys.

It is also capable of conducting geophysical studies, search and rescue operations as well as patrol duties. The ship is equipped with survey equipment as well as a 7.6 metre boat for shallow water surveys. The ship has an Automatic Weather Station (AWS), wet and dry laboratories, scientific and technical workshops as well as operating and processing rooms for survey data.

The NNS Lana’s machinery includes two MTU engines, three CAT main generators/one emergency generator, electric propulsion system and other auxiliaries. The electric propulsion, which is operated at survey speed, is particularly installed to minimize distortion of data due to machinery noise. The ship has a maximum speed of 14 knots and a capacity of 50 crew.

The two new hydrographic survey vessels will help the Nigerian Navy Hydrographic Department conduct hydrographic surveys and charting of Nigeria’s waters. They will also afford Nigeria the opportunity of keying into the General Bathymetric Charts of the Oceans (GEBCO) Seabed 2030 project and the Global Multi-Resolution Topography (GMRT) synthesis project which would ultimately facilitate Nigeria’s accomplishment of its obligation under the SOLAS Convention (International Convention for the Safety of Life at Sea).

Over the last eight years Ocea has supplied one FPB 98 Mk I patrol vessel, eight FPB 72 Mk II, two FPB 110 and two FPB 110 Mk II patrol vessels to Nigeria in addition to four C-Falcon interceptors.

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

Added 23 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

Boskalis completes massive Maldives dredging & reclamation project

Africa Ports & Ships

Out in mid-Indian Ocean, Boskalis reports having completed the massive dredging and reclamation project in the Maldives, with the last cubic metre of sand being delivered in mid April 2024.

The project, which has taken nine months to complete, required the dredging and pumping by Boskalis Westminster Contracting of about 18 million cubic metres of sand to reclaim an area of 150 hectares on the eastern part of the Gulhifalhu lagoon.

Included in the project is the construction of protective revetments to protect all ocean-facing sides of the reclamation area for the newly reclaimed land.

Still to be installed is a 2.6 kilometre long revetment to protect this new part of Gulhifalhu against the forces of the Indian Ocean.

Gulhifalhu is situated on the southern rim of North Malé Atoll.

The project also entailed dredging a new entrance channel, which was completed in stage 1, since the existing channel on the eastern side of Gulhifalhu was closed.

The project is a significant effort on the part of the authorities to expand land in the Maldives, while also addressing the challenges posed by rising sea levels and population growth.

The collaboration between the Ministry of Construction and Infrastructure and Boskalis Westminster Contracting Ltd aims to create sustainable and resilient land for future development.

The dredgers involved in this impressive project were the four ‘Royal’ trailing suction hopper dredgers (TSHD) Oranje, Prins der Nederlanden, Queen of the Netherlands, and Willem van Oranje.

See also Africa Ports & Ships related article Dredging to safeguard a Maldive islet

Added 23 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

IMO S-G addresses the Legal Committee: Call for release of seized seafarers

Edited by Paul Ridgway
Africa Ports & Ships
London

On 22 April IMO Secretary-General Arsenio Dominguez addressed the 111th meeting of the IMO Legal Committee at HQ in London.

We at Africa Ports & Ships are privileged to bring you some of the highlights of his opening remarks.

“Unfortunately, I am compelled to once again address the pressing concerns that continue to afflict our maritime community. The safety and well-being of seafarers remain of utmost importance to us, especially considering the ongoing challenges highlighted by recent distressing events in a particularly worrying geopolitical context.

“I would like to take this opportunity to reiterate my call for the immediate release of any seafarer who has been hijacked or seized, particularly the crew of the Galaxy Leader who remain hijacked since November 2023 .

“I would also like to make a call for the release for the MSC Aries and its crew members, captured on the 13 April in international waters. Representatives of the international shipping industry have expressed their concern to the Secretary-General of the UN and on my part I am continuing to have conversations with the UN and stakeholders in a constant search for solutions.

“The plight of the seafarers affected by these incidents must not be forgotten and it is incumbent upon us to pursue every available avenue to secure their safe return to their loved ones and their livelihoods.

“International shipping must not be targeted and used as a means of exerting pressure in geopolitical crises. And I call on you here to continue your efforts to return to normalcy and for ships and seafarers to continue doing their work without threats and interruptions.”

Added 23 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

Diverting shipping around the Cape, a costly business

by Terry Hutson
Africa Ports & Ships

It’s still a question as to the value to South Africa’s ports of the hundreds of merchant and other shipping that continue to divert around the Cape.

There is clearly a benefit to the bunker sector in South Africa, and certain allied port fees, but has this increase in numbers added to the congestion being experienced in ports such as Durban, Ngqura, and Cape Town? Probably not likely.

For shipping companies the diversions are more clearcut, with increased costs of fuel, time and the expense of providing additional ships in order to maintain service schedules.

It’s reckoned that container liner shipping requires up to 1.7 million TEU of additional capacity to compensate for rerouted services denied the use of the Red Sea and Suez Canal.

In terms of time, to round the Cape of Good Hope an average of 12 additional days is required to complete the journey from the Far East to northern Europe. Less if the journey starts in India or the Middle East.

Apart from the cost of extra fuel for the longer journey, the addition of 12 days sailing raises a need for additional ships to slot into each service in order to maintain scheduled arrivals in Europe.

On the backhaul slower steaming can help contain costs but must be balanced with additional ships once more. Fortunately this comes at a time of over capacity. Nevertheless, a mathematical conundrum for the planners and backroom boys at head office.

In the latest UNCTAD Newsletter an example is given of a round trip between India and Europe, which normally requires 56 days and 8 ships. If this journey now takes 63 days, an extra ship will be needed.

UNCTAD points out that the reduction in vessel transits through the Suez Canal has become massive, with a fall of 42% compared with the peak in 2023.

It says the tonnage of ships entering the Gulf of Aden fell by more than 70% between the first half of December 2023 and the first half of February 2024.

Meanwhile, by the first week of March 2024, the gross tonnage of vessels arriving at the Cape of Good Hope has increased by 85% (7-day moving average) compared to the first half of December 2023.

In terms of gross tonnage, the container ship arrivals off the Cape increased by a striking 328% in this period.

All this affects freight rates and it is with little surprise that rates have increased sharply since the first Houthi seizure of a commercial ship on 19 November 2023, followed soon after by missile and drone attacks on merchant ships off the coast of Yemen.

Schednet reported last month that the average cost of a FEU (40ft container unit) between South Korea and northern Europe was US$3,071, a 39% hike from one year earlier.

But at least the Cape is an alternative route for the merchant vessels. What happens when other equally vulnerable waterways come under threat, including those with no alternative?

For some time ships crossing through the Strait of Hormuz have in effect been running a gauntlet of threats from Iran. Almost 30% of oil and up to 20% of LNG passes through this bottleneck, with limited scope to re-route via pipeline. Any disruption here would lead to another significant shift in trade routes.

The capture and detention of the container ship MSC Aries by the Iranians could become the start of a new trend. Let us not forget that over in Yemen the Houthis still hold captive the car carrier Galaxy Leader. Both ships are being held on the pretext of having some ties with Israel.

The Middle East will remain a region of concern for some time with a strong influence on world shipping. Plenty of food for thought here!

Added 22 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

WHARF TALK: Super Yacht – YAS

Pictures by Trevor Jones
Story by Jay Gates

I have said it before, and I will say it again. Many elements of the maritime world follow the old saying that ‘you wait around for ages for a London Bus, and then two will turn up together’. By now, the casual maritime observer is getting used to seeing the kind of vessel that would not ordinarily turn up in a South African port, and all as a result of the Houthi menace.

No vessel type appears to be exempt the risk of making the passage through the Red Sea, and those rare types of vessel that normally make the transit voyage from east to west, and vice-versa, and always via the Suez Canal, includes the Super Yacht. No sooner had one arrived on a bunkers only call, whilst making her way back to the millionaire’s playground of the ports of the Mediterranean, on diversion via the Cape sea route, that a second one arrived a few days later.

On 20th April, at 10:00 in the morning, the Super Yacht ‘Yas’ (IMO 8652201) arrived off the Durban Bluff, from Victoria in the Seychelles, and entered Durban Harbour. Her reason for being in Durban in the early Autumn soon became clear when, despite the flag of the Cayman Islands being flown at her stern, her provenance became known.

Rather unusually, despite her futuristic looks, ‘Yas’ did not start life as a Super Yacht. Instead she actually began life as a prominent warship of a progressive navy within the NATO alliance. In 1978, at the Koninklijke Maatschappij de Schelde shipyard, at Vlissingen in Holland, the fifth of a class of ten anti-submarine frigates of the Royal Netherlands Navy was launched. She was given the name of ‘Her Netherlands Majesty’s Ship (HNLMS) Piet Hein’.

She was one of ten sisterships of the Kortenaer class of anti-submarine warfare (ASW) frigate, and she was given the pennant number F811. She was commissioned in 1981 and given a COGOG (Combined Gas Or Gas’ propulsion system, which consisted of two Rolls-Royce Tyne RM1C gas turbine engines, producing 4,950 bhp (3,700 kW) each, and two Rolls-Royce Olympus 7M3B gas turbine engines, producing 25,700 bhp (19,200 kW) each, to drive tow fixed pitch propellers for a cruising speed of 20 knots, and a maximum speed of 30 knots.

She was well armed with a single Oto-Melara 76 mm cannon, a Goalkeeper 30mm, seven barreled, Close In Weapons System (CIWS), two Quad Harpoon anti-ship missile launchers, a single eight cell Sea Sparrow anti-aircraft missile launcher, two twin Mark 46 torpedo tubes, a six tubed SRBOC chaff launcher, and she carried two Sea Lynx helicopters. She carried a crew of 196, and had a range of 4,700 nautical miles at an economical speed of 16 knots.

In 1998 ‘HNLMS Piet Hein’ was decommissioned from the Royal Netherlands Navy, and sold to the Navy of the United Arab Emirates (UAE) and named ‘Al Emirat’. She continued her service with the UAE Navy until 2005 when she was decommissioned a second time. She was taken over by the Abu Dhabi Mar shipyard, in Abu Dhabi, with a view of converting her into a Royal Yacht. She was relaunched, after conversion, in 2011, and recommissioned in 2015 as ‘Yas’.

At 141 metres in length, and with a gross registered tonnage of 5,002 tons, ‘Yas’ is now powered by two MTU 8000, twenty cylinder, main engines producing 10,492 bhp (7,824 kW) each, driving two controllable pitch propellers for a cruising speed of 22 knots. At her cruising speed of 22 knots she has a range of 5,758 nautical miles. For added manoeuvrability she has two bow transverse thrusters, and a single stern transverse thruster, which gives her Dynamic Positioning classification of DP1.

Her transition from a warship to a Super Yacht was made courtesy of the Pierrejean Design Studio, of Paris in France, and her outfitting was completed by Greenline Yacht Interiors, of Dubai in the UAE. She is now valued at US$180 million (ZAR3.45 billion), and has annual running costs of around US$18 million (ZAR344.48 million). She is said to be the 17th largest Super Yacht on the planet.

She has luxury accommodation for 60 guests, in 30 suites, and has a crew of 56. Her onboard facilities include a beauty salon, a fully equipped spa, a swimming pool, a garage for water toys, which can be accessed from a hull door panel, which folds down to act as a boarding platform, and a beach club for swimming. Unusually for a Super Yacht, she is fitted with long range sonar, and a Forward Looking Infra-Red (FLIR) security camera network.

She is normally based at the Yas Marina, on Yas Island on Abu Dhabi, which is the location of the Abu Dhabi Formula One (F1) Grand Prix circuit. Owned by Sheikh Hamdan bin Zayed al Nahyan, who is a member of the Abu Dhabi Royal Family. He is the fourth son of the late Emir of Abu Dhabi, and the half-brother of the current Emir of Abu Dhabi. It is thought that she is named ‘Yas’, after one of his own sons, Yas bin Zayed al Nahyan.

Remaining alongside in Durban for 33 hours, and with her bunkers uplifted, her stores loaded, and her fresh provisions restocked, ‘Yas’ departed from Durban at 19:00 in the evening of 21st April, bound for Walvis Bay in Namibia. It is thought that she is heading around the Cape sea route, and ultimately bound for a summer cruising season in the Mediterranean Sea.

That she is a diversion, and presents a risk to the owners, is probably due to the fact the Government of the UAE, were a major partner within the Saudi Arabian led coalition against the Houthi rebels, and launched many military operations against the Houthi forces, as well as supporting those military alliances who were fighting against the Houthis themselves.

Added 22 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

Another riverboat tragedy in Africa – more than 58 dead

Africa Ports & Ships

Another tragic accident on a river in Africa and at least 58 people have died.

A river boat taking more than 300 people to a funeral in the Central African Republic sank in the Mpoko River near the capital Bangui.

The tragedy occurred last Friday (19 April) with reports beginning to circulate from the following day.

Authorities were said to be looking for survivors during the weekend.

The boat was en route to a funeral of a village chief some 45 kilometres from Bangui. The boat was so overcrowded that some passengers were standing, with others sitting on wooden structures.

Initial reports as quoted on Radio Guira said that 58 lifeless bodies have been recovered. Various survivors, some with injuries were recovered and evacuated by motorbike taxis.

A government spokesman made the expected statement after the event, calling for stronger application of the river transport safety regulations, but these are seldom adhered or enforced to across a land where there is little safe organised public transport available.

Instead people crowd onto wooden boats never designed for the number of people they transport.

The government spokesman announced a fund would be set up to provide support for the families of the victims. source: Deutsche Welle

Added 22 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

In Conversation: Blue whales: first discovery near Seychelles in decades – what our study found

Africa Ports & Ships

Added 22 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

Port news and shipping advisories

Africa Ports & Ships

Cruise ship arrival

First cruise ship of the new week to arrive off Durban is the Seven Seas Mariner, one of the smaller but more luxurious cruise ships to call along the South African coast. Seven Seas Mariner is arriving from Maputo. Time 15:30

Advisories: Port of Durban

In a couple of Advisories provided by Maersk Line, the container vessel Fayston Farms voyage 411S will undergo a terminal change, involving a discharge call at the Point Container Terminal as from 18:30 Monday 22 April.

This is due to current delays and equipment issues at the Durban Container Terminals (DCT). Once partially discharged by 09:00 on 25 April, Fayston Farms will shift to DCT to complete discharge and perform loading call. source: Maersk

Advisories: Port of Cape Town

CMA CGM has advised that the vessel CMA CGM Kribi will perform a terminal swap in Cape Town and berth at the Cape Town Container Terminal instead of the Cape Town Multi-Purpose Terminal.

This will have no impact on Import containers. source: Maersk

News: Hapag-Lloyd reefer service

As South Africa eases into the 2024 citrus season, Hapag-Lloyd advises it will provide a direct SA-Europe call in Rotterdam with a 21-day transit from Port Elizabeth and 25 days from Durban.

Besides the direct connection, SA citrus will be reaching the Mediterranean via Tanger, Morocco, over to Genoa, Italy in 27 days from Durban, and 24 days from Port Elizabeth.

Going further to Canada, citrus fruit containers will travel to Montreal in 41 days from Durban and 38 from Port Elizabeth. source: Hapag-Lloyd

News: Nigeria $700m loan for Apapa and Tin Can Island

The Nigerian Ports Authority (NPA) says it has secured a US$700m loan funded by the UK Export Finance (UKEF) to upgrade and revamp the Lagos port of Apapa & Tin Can Island.

NPA managing director Mohammed Bello-Koko advised the intention is to rehabilitate the deteriorating quay wall for landside operations and other physical infrastructure and to deepen the draught to -16.5m to accommodate larger vessels.

Term Sheets are being sent to the Minister of Marine & Blue Economy, Minister of Finance and Debt Management Office for review and final approval

Bello-Koko said there are discussions underway with the funding agencies for the rehabilitation of Calabar, Rivers Ports, Onne and the Warri Escravos breakwater. – source: NPA

News: Angola port captains sworn in

New port captains of the ports of Luanda, Lobito and Namibe have been sworn-in at a ceremony in Luanda, presided over by the president of the National Maritime Agency, Anisabel Costa.

Costa advised the port captains of the need to strengthen supervision and compliance with the laws, rules, regulations and directives applicable to this subsector of the Ministry of Transport.

He stressed the importance of ensuring the safety, efficiency and preservation of the marine environment, as well as the people involved in the sector.

Angola has been a full member of the IMO since 1977. source: Angop

Added 22 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

New home sought for Durban port Vessel Tracking System (VTS) Radar

Africa Ports & Ships

Transnet intends to extend the existing automotive terminal by converting the entire T-Jetty area into an enormous car terminal.

This plan, previously announced, requires that the iconic Ocean Terminal Building – South Africa’s first dedicated passenger terminal, as well as the adjacent Durmarine harbourmaster’s building, will have to be demolished, together with large cargo sheds along both sides of the T-Jetty.

Also affected will be the marine helicopter base.

The already mentioned Durmarine building is also home to the port’s Vessel Tracking System (VTS) Radar, which is located on the roof of the Durmarine building and within the port limits.

This building and other existing structures will be decommissioned and demolished to make way for the planned Automotive Terminal expansion and the VTS Radar therefore needs to be relocated.

Following a site selection process and options analysis, it was decided that the VTS Radar would be relocated to Erf RE/10021 (approximate coordinates: 29°52’02.42″S 31°00’53.17″E), within the Port of Durban. For those unfamiliar with Erf RE/10021, this is the empty site situated between the Wilson’s Wharf complex and the Maydon Wharf fishing port.

The proposed VTS Tower will be placed on a lattice structure, which will be 42 m in height. The structure will not be attached to any building.

In terms of this, notice is hereby given in terms of the Environmental Impact Assessment (EIA) Regulations of 2014 (as amended) (EIA Regulations), in terms of the National Environmental Management Act (Act No. 107 of 1998) (NEMA).

Basic Assessment:

The proposed development of the VTS Tower triggers a listed activity in Government Notice No. R985 of 4 December 2014, as amended (Listing Notice 3 of the EIA Regulations). GIBB Environmental (Pty) Ltd was appointed by the Applicant as the independent Environmental Assessment Practitioner (EAP) to undertake a Basic Assessment Process in terms of the EIA Regulations to seek Environmental Authorisation for the Project in terms of the NEMA. The competent authority to decide on the application is the Department of Forestry, Fisheries and the Environment (DFFE).

Review of Draft Basic Assessment Report:

The draft Basic Assessment Report has been lodged for public review from 19 April until 21 May 2024. The report can be accessed as follows:

A hardcopy is available at the Grosvenor Library (3 Wesley Rd, Durban, Bluff, 4052); and can be downloaded from the following website: https://nemai.co.za/environmental/downloadable-documents/

Written comments on these reports need to be forwarded to zmakapela@gibbenvironmental.co.za by 21 May 2024.

Added 21 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

WHARF TALK: passenger cruise ship – RESILIENT LADY

Pictures by ‘Dockrat’
Keith Betts, and
Trevor Jones
Story by Jay Gates

Marmite. What is it? Well, it is a British savoury food spread, produced since 1902, and based on yeast extract which is extracted as a by-product of beer brewing. Unknown to most, it was actually invented by a German scientist named Justin von Liebig. It is good source of Vitamin B Complex for Vegans, and the normal way of eating it is to spread it very thinly on buttered toast. Marmite is manufactured under license in South Africa by Pioneer Foods, a subsidiary company of PepsiCo.

The problem with Marmite is such that it has a marketing slogan of “Love it or Hate it”, as there is no middle ground. Such is the strength of that slogan in popular culture that the word alone, Marmite, is often considered to be a metaphor for something that is considered to be an acquired taste, or for something that polarises opinion. And so it is with modern naval design concepts for what passes as a good looking passenger vessel. One such ‘Marmite’ vessel arrived in South African waters recently for her first ever visit to these shores.

On 17th April, at 13:00 in the afternoon, the large passenger vessel ‘Resilient Lady’ (IMO 9805348) arrived off Cape Town, from Durban, and entered Cape Town harbour. She proceeded into the Duncan Dock, and went alongside the Passenger Cruise Terminal at E berth. Her arrival in Cape Town was her maiden arrival in this port, as indeed it was in Durban, and her arrival in South African waters was, like many late season passenger vessels, was courtesy of the Houthi menace, and a diversion away from the Red Sea.

Built in 2023 by Fincantieri Cantieri Navali Italiani SpA at their Sestri Ponente shipyard in Genoa, ‘Resilient Lady’ is 278 metres in length and has a gross registered tonnage of 110,000 tons. She is a diesel electric vessel, with two Wärtsilä 8L46F generators providing 9,600 kW each, and two Wärtsilä 12V46F generators providing 14,400 kW each, giving a total power output sufficient for both domestic and propulsion needs. Power is transferred to two ABB XO Azipods, each producing 12,000 kW, to give her a cruising speed of 20 knots. For added manoeuvrability she has three bow transverse thrusters.

Her design features a vertical bow form that maximizes efficiency by reducing wave resistance and wave slamming in rough seas. A bulbous bow is present below the waterline, but now in the form of a side bulge, as opposed to the typical forward protruding bulb. The side bulge design appears to be a throwback to the predecessor of the bulbous bow, known as a ‘bulbous forefoot’, that was a design feature on several of the great ocean liners built in the golden age of ocean travel, between the late 1920’s and 1950’s, such as ‘SS Bremen’ and ‘SS Normandie’.

She is the third built of a class of four sisterships, known as the ‘Lady Ship’ class, and she was built at a cost US$710 million (ZAR13.7 billion). Nominally owned by VC Ship Three Ltd., ‘Resilient Lady’ is operated by Virgin Cruise Line, of Plantation in the US State of Florida, and is managed by Virgin Voyages Ltd., also of Plantation. Her ownership, connected to the British entrepreneur Richard Branson, and his Virgin brand, is reflected throughout the word plays, vision, and opportunities offered throughout the vessel.

With a total of 17 decks, of which 13 are set aside for passenger use, and 9 of which are for cabins, of which there are 1,408 provided, ‘Resilient Lady’ can accommodate 2,770 passengers, who are looked after by 1,160 crew drawn from 70 nationalities. For passengers who book suites, they have access to a private Club Deck with their own cafés, bars and sun decks.

Her cabins vary from the largest, known as ‘Massive Suites’ with a deck area of 200 m2, and a selection of 78 other suites, termed ‘Rockstar Suites’, with a deck area of up to 80 m2. There are 1,018 balcony cabins with a deck area of up to 21 m2, which make up 86% of all cabins. There are 95 Oceanview cabins having a deck area of 18 m2, and 105 Inside cabins which have a deck area of 17 m2.

The facilities of ‘Resilient Lady are typical of the philosophy of her owners as they do not include just the usual passenger expectations. She does not have passenger restaurants as such, but rather a number of restaurant outlets, numbering nine, which also includes an ice cream parlour, plus eight bars, and a number of lounges, including one reserved for suite passengers only. She has a spa which includes two gymnasiums, a mudroom, thermal suites, treatment rooms, a beauty salon, a barber shop, a blow dry bar, hydropools, plunge pools, whirlpools and Jacuzzis. The spa also includes a pedicure spa and a yoga studio.

She has two nightclubs, a karaoke bar, coffee bars, a casino, and a number of cabanas for private sun lounging and entertaining. Her sports deck includes a jogging track, all the usual deck sports, plus a boxing ring. Unique to Virgin, and in line with their history, ‘Resilient Lady’ has an onboard vinyl record store. The surprise facility onboard is that of a Tattoo studio, for all those passengers who feel like adding some ink to their skin whilst crossing the oceans.

For those who are familiar with Richard Branson’s own airline, Virgin Atlantic airways, which operate services from London Heathrow to both Cape Town and Johannesburg, the casual aviation observer will be aware that all Virgin Atlantic airliners have a ‘Flying Lady’ icon on their noses. These pay homage to the Peruvian Illustrator Alberto Vargas (1896-1982), who painted iconic female centrefolds for the American ‘Esquire’ magazine.

The centerfold for the December 1943 issue of ‘Esquire’ was so iconic, that many fighter pilots and bomber crews of the United States Army Air Force (USAAF) in the second world war used her, and variations of her, as nose art on their aircraft. Richard Branson received permission from the Vargas estate to use his ‘Flying Lady’ to adorn all of his aircraft fleet. Now his four cruise liners continue the Virgin tradition, and all have Vargas inspired ‘Flying Mermaids’ on their bows, with that of ‘Resilient Lady’ being a mermaid from Central and South America.

As with many other passenger liners that have arrived unscheduled in South African waters, late in this current cruising season, ‘Resilient Lady’ is here because of the idiocy of the Houthi menace, and the inherent risks for any passenger vessel, especially one with a British or American connection, to make the passage up the Red Sea. In October 2023 she had made a positioning voyage from her European Summer home port of Piraeus, to her Australian Summer home port of Melbourne. The voyage out had been made via the Suez Canal and the Red Sea.

She was scheduled to make the reverse positioning cruise, departing from Sydney, back to Piraeus, on a 43 night cruise, with her original itinerary being Sydney- Airlie Beach- Cairns- Darwin (all Australia)- Bali (Indonesia)- Singapore- Port Klang (Malaysia)- Phuket (Thailand)- Colombo (Sri Lanka)- Goa- Mumbai (both India)- Dubai (UAE)- Safaga- Suez Canal transit- Alexandria (All Egypt)- Rhodes- Santorini- Piraeus ( all Greece), with an arrival date of 9th May, and fly/cruise options offered out of both Singapore and Dubai.

Instead, due to security requirement to divert her back to Piraeus, via the Cape sea route, her itinerary was changed to Sydney- Eden- Fremantle (all Australia)- Port Louis (Mauritius)- Durban- Cape Town- Walvis Bay (Namibia)- Praia (Cape Verde)- Tenerife (Canary Islands)- Casablanca (Morocco)- Barcelona (Spain)- Valetta (Malta)- Santorini- Piraeus, with the same arrival date of 9th May, and Dubai fly/cruise passengers exchanging instead in Cape Town.

After departing from Port Louis at 15:00 in the afternoon of 10th April, ‘Resilient Lady’ headed for Durban, where she arrived off the Bluff at 07:00 in the morning of 14th April, where she spent the day alongside at the Nelson Mandela Cruise Terminal at the Point, until 20:00 in the evening of the same day, when she then sailed from Durban, bound for Cape Town, arriving in the Mother City on April 17th.

As with all passenger liners arriving in Cape Town on a fly/cruise element of their cruise, ‘Resilient Lady’ spent the night in Cape Town, and was ready to sail at 17:00 in the late afternoon of 18th April, bound for her next diversion stop of Walvis Bay. She cleared the harbour as the forecast evening sea fog was beginning to form.

Due to the current geopolitical circumstance of her having to make calls at both Durban and Cape Town, and with her given home ports in Europe and Australia being better connected by the Suez Canal, It is unlikely that the casual maritime observer is likely to see another visit from this behemoth cruise liner, as Virgin Voyages have already cancelled her 2024-2025 Australia cruise season as a result of concerns that the Houthi menace will not subside this year.

Her arrival in both Durban and Cape Town certainly gave not only the casual maritime observers a talking point, but anybody else who caught sight of her. Her bluff bow, angled forward accommodation, the look of a block of apartments, and a rounded cut off aft accommodation, certainly does raise the spectre of ‘Resilient Lady’ being a ‘Marmite Boat’! Personally, I quite like Marmite, on toast mind you!

Added 21 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

Port News & Views: Advisories & Observations

Africa Ports & Ships

Crowded Port of Durban

Looking around the Port of Durban on Sunday afternoon, 21 April 2024, there are empty spaces at some of the berthing areas, notably Maydon Wharf, yet there were 31 ships waiting outside in the Umhlanga anchorage or drifting further away from the coast.

Of those 31 ships, 14 were container ships waiting for a berth at one of the container terminals, with another 7 container ships inside the port occupying either DCT 1 (2 vessels), DCT2 (4 vessels) and Point (1 vessel).

Notably there were three car carriers working cargo at the Car Terminal but another four of these pure RoRo vessels waiting outside. That’s not including the impressive Grimaldi RoRo-Container ship Grande Congo outside waiting for a berth in the busy port.

Whether Transnet is getting on top of the backlog and delays at South Africa’s busiest port is hard to say and at time there doesn’t appear to be any great urgency with the movement of ships.

Speaking of movements, the strange ‘perambulations’ of several container ships in recent days was puzzling. Two containerships, Jolly Argento and MSC Brittany left the Durban anchorage for a similar position off the port of Maputo before returning to anchor off Durban. Jolly Argento originally arrived off Durban from Mombasa and MSC Brittany from Port Elizabeth. No doubt rational reasons for these moves but not apparent to the observer.

Yet another box ship that went ‘walkabout was Santa Rita, which arrived off Durban then was seen heading north of Richards Bay before returning on her course, entering port at the terminal and has since completed cargo working and departed. On Sunday afternoon Santa Rita was at anchor off Cape Town.

Sevgi to be auctioned

People living or working at Umhlanga and along the Ridge have long been puzzled by the presence of an otherwise respectable looking general cargo vessel at anchor offshore since last year, with no sign of movement, although the close observer would have seen her enter port then return to anchor after a brief period, for the likely reason of obtaining fresh water and possibly supplies.

This ship is the Sevgi (IMO 9458406), a general cargo vessel of 20,965-gt and built in 2012, so quite a modern ship. Certainly not the rust-bucket type that often do sit on arrest outside for months on end.

Well, Sevgi’s days outside are probably numbered, for she is to be judicially auctioned next month, on Thursday 16 May 2024 at 09:00 GMT (that’s 10:00 our SA time). The sale will be conducted virtually using MS Teams.

The 166 metre long, 27.4m wide ship is powered by a MAN B&W 6S40ME-B main engine, with auxiliary power coming from 3 x Yanmar 6EY18AL generators and a Cummins 6CT8.3-D(M) emergency electrical generating power unit. She has three deck cranes as follows, over a total hold cargo of 39.102.02 m³.
Crane #1: SWL 45 Ts
Crane #2: SWL 45 / 60 / 200 Ts
Crane #3: SWL 45 / 60 / 200 Ts

Further details available from https://solutionstrat.com/

Advisories

Ocean Network Express (ONE) advises the integration of its Africa Rainbow Express (ARE) service into the Africa Rainbow Shuttle (ARS) service. The key details are:

The ports of Lagos Apapa (Nigeria), Lagos Tin Can Island (Nigeria) & Cotonou (Benin) will be integrated into the ‘Africa Rainbow Shuttle’ (ARS) service.

The ‘Africa Rainbow Bridge’ (ARB) service will remain as a Tangier – Tema one-way shuttle (Southbound only).

Guaranteed connections to/from the North-West Continent ports and the Mediterranean ports will be provided by ONE’s global network which will connect with the ARS/ARB services at Tangier. Below are more details on the new rotations and timing as from which the new rotations become effective:

ARS (Africa Rainbow Shuttle)

New rotation: Tangier – Dakar – Apapa – Tin Can – Cotonou – Abidjan – Tema – Tangier

Effective as from the vessel M/V Vancouver Star 2416S, ETA Tangier on 22 April 2024

ARB (Africa Rainbow Bridge)

New rotation: Tangier – Tema (SB only). Effective as from: M/V Dachan Bay Express 2417S, ETA Tangier on 02 May 2024

Maersk Line advise the following:

Maersk has decided to slide the Cape Town Express in Port Louis due to the delays being experienced on Safari schedule.

Currently Safari is arriving late into Port Louis due to the current delays being experienced in Durban.

“CMA CGM Nile 412S is arriving at Port Louis 13 days late. In order to maintain our mainliner to feeder transshipment connection for Cape Town imports, CMA CGM Aqaba will perform a discharge call this week in Port Louis and discharge the Cape Town exports to load on M-Express vessel to avoid delays. CMA CGM Aqaba will then proceed to anchorage and re-berth week 17 once the CMA CGM Nile arrives.

“Safari to CPT Express connections will be maintained. (Cape Town Imports). CPT Express to M-Express connections will be re-aligned to match the vessel arriving in same week. (Cape Town Exports – bookings will be amended accordingly)

MSC Meltemi III 409S- Port Elizabeth Terminal Change

MSC Meltemi III will call Ngqura Container Terminal (NCT) instead of Port Elizabeth Container Terminal (PECT), ETA 21 April.

This is a phase out vessel, therefore no export bookings will be impacted.

MSC Mattina/MSC Houston V – Phase in/Phase out

MSC advises that the vessel MSC Mattina will be phasing out in South Africa. The MSC Houston V will phase in.

Schedule for the MSC Houston V as follows:
PLZ – 26th April
DUR – 28th April
CPT – 8th May

The MSC Mattina will omit Durban and discharge Durban imports in Port Elizabeth to connect onto a vessel to Durban. Details as yet not known.

All Export cargo will be transferred to the MSC Houston V

Added 21 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

SA initiates dispute with WTO over Black Spot Citrus regulations

Africa Ports & Ships

South Africa’s Departments of Agriculture, Land Reform and Rural Development (DALRRD) and Department of Trade, Industry and Competition (the DTIC) have announced that SA has requested consultations with the European Union in the World Trade Organisation in relation to phytosanitary trade regulations imposed on South African citrus by the European Union (EU).

According to the DTIC, this action was initiated to find a lasting solution to the EU’s phytosanitary regulations on Citrus Black Spot (CBS), “in order to protect the livelihoods of tens of thousands of people in the local citrus industry.

“The steps taken by the SA Government has the support of the Citrus Growers’ Association of Southern Africa (CGA).”

CBS is a fungal infection that can result in cosmetic blemishes on the affected fruit. Despite the world’s leading scientists proving that CBS cannot be transmitted through the actual fruit as a pathway, the EU has continued to enforce measures on South African citrus growers.

These involve a detailed spray programme and inspections at orchard and packhouse level with significant financial burden and other unintended consequences for the South African industry.

Thoko Didiza, Minister of Agriculture, Land Reform and Rural Development highlighted the importance of jobs in the citrus industry. “Rural economies throughout the country depend on the export of citrus for their income. Currently, the industry cannot afford the almost R2 billion that is needed to comply with the EU’s trade restrictive regulations.”

Ebrahim Patel, Minister of Trade, Industry and Competition stressed that “the EU market makes up one third of all citrus exports from South Africa and is central to the profitability of the citrus industry. The EU’s volumes cannot be absorbed by other markets.”

Patel called the consultations a critical step in the WTO towards effective resolution of South Africa’s concerns.

“This follows many years of attempts by South Africa, through good faith engagement, to find a solution to trade-restrictive measures by the EU against South African products. It is our view that the measures by the EU are not justified, proportionate or appropriate,” Patel said.

According to Justin Chadwick, the CEO of the CGA, the industry welcomes government’s actions and the industry is hoping for efficient resolution of the matter in view that the consultations are initiated as this year’s citrus export season commences.

“We are delighted our government finally called for consultations, that’s very important. The call to consultation is not aggressive. We’re not fighting with anyone, it’s a technical issue for which independent facilitation is needed. It does not help anybody we have to pay R2 Billion for treating cosmetic issues on fruit.”

According to WTO rules the parties have a month to meet for the consultation, which is by 15 May, 2024. The South African Government will put together a list of questions and documents they need for the EU to respond as they prepare to meet in Geneva.

Projections show that if all industry stakeholders come together, the industry will be able to produce an additional 100 million 15kg cartons over the next eight years.

“This can create 100 000 more jobs and generate an additional R20 billion in annual revenue, but this potential will surely be lost if the EU market narrows,” Chadwick said.

The action by the South African government seeks to safeguard an agricultural sector that contributes significantly to the economy.

Chadwick said the South African government and the industry look forward to constructive consultations with the EU to find an amicable solution.

The 2024 South Africa Citrus export season has just commenced and will continue until around October. source: CGA and DTIC

Added 21 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

IMO and port security training in Kenya – Tackling maritime security threats

 

Edited by Paul Ridgway
Africa Ports & Ships
London

What do port security personnel do in the event of a bomb threat or spillage of dangerous goods at the port?

These are the kind of scenarios explored in a recent inter-agency workshop held in Mombasa on maritime security. The joint training exercise aims to train law enforcement officers and Port Facility Security Officers (PFSOs) on how to manage security incidents within the port.

Eastern & Southern Africa participation

Running from 16 to 18 April, this was the latest in a series of IMO maritime security workshops on control and compliance, delivered under the EU-funded project on Port Security and Safety of Navigation in Eastern and Southern Africa and the Indian Ocean.

Seventeen Designated Authority (DA) personnel from Kenya took part in the workshop, co-organized by IMO, the United Nations Office on Drugs and Crime (UNODC) and the International Criminal Police Organization (INTERPOL).

Cyber-security threat

Participants have been able to increase their capacity and knowledge about the inter-agency coordination through national tabletop exercises. These included simulations and drills of various scenarios, from cyber-security and bomb threats to drug smuggling in ports.

The training was in line with the International Convention for the Safety of Life at Sea SOLAS Chapter XI-2 and ISPS Code on special measures to enhance maritime security.

This national workshop also encouraged knowledge sharing and exchange of best practices to promote joint working and a whole of government approach.

Under the port security project, IMO aims to assist nine participating countries, including Kenya, to enhance maritime security and safety within the region, in line with the 2050 Africa’s Integrated Maritime Strategy.

Added 21 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

Operation Aspides: German frigates exchange places in Red Sea

Africa Ports & Ships

The German Navy Command has announced it is replacing the frigate Hessen which has completed its mission with the European Union ‘Operation Aspides’ mission to protect ships using the Red Sea.

In place of the Hessen, the German Navy has despatched another frigate, the Sachsen-class air-defence vessel Hamburg F220, to tthe area to take up duties alongside other European navy ships operating with Operation Aspides.

The operation seeks to assist merchant ships crossing the Red Sea and facing potential attacks from Houthi missiles and drones in northern Yemen.

Hessen, with a crew of around 240 personnel on board, is reported to have already departed the area after serving in the Red Sea/Gulf of Aden region since 23 February 2024
his year.

During that time Hessen escorted 27 merchant ships in the intervention zone and on at least four occasions the frigate repulsed missile and drone attacks by the Houthis.

According to a claim made by the Houthi rebels, they have launched attacks on about 100 merchant and naval ships in the area.

These aerial and marine attacks have resulted in one of the world’s gretest ‘peacetime’ maritime diversions of recent times, as merchant ships of all descriptions continue diverting to the longer route around the Cape of Good Hope.

Yet in spite of the threats, a fairly significant number of vessels continue to quietly use the route through the waters of the Gulf of Adena and lower Red Sea linked by the Bab-al-Mandab Strait. Many of these are escorted by ships of Operation Aspides or by other allied naval units.

Added 21 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

Finland joins Combined Maritime Forces (CMF) as 43rd member

Africa Ports & Ships

Finland has become the 43rd member of Combined maritime Forces, the world’s largest international naval coalition.

Making this announcement, Vice Adm. George Wikoff, CMF commander, described it as a pleasure to officially welcome Finland to the CMF.

“The Finns bring to the largest international naval coalition a long history of maritime professionalism.

They will enhance our already impressive partnership here in the Middle East,” the admiral said.

CMF comprises a headquarters staff and five combined task forces focusing on defeating terrorism, preventing piracy, encouraging regional cooperation, and promoting a safe maritime environment.

The naval partnership upholds the international rules-based order by supporting security and stability across 3.2 million square miles of water encompassing some of the world’s most important shipping lanes.

Task forces include:

CTF 150, focused on maritime security in the Gulf of Oman, Arabian Sea and eastern Gulf of Aden;
CTF 151, which leads regional anti-piracy efforts;
CTF 152, dedicated to maritime security in the Arabian Gulf;
CTF 153, responsible for maritime security in the Red Sea, Bab al-Mandeb, and western Gulf of Aden;
CTF 154, established to enhance maritime security training throughout the region.

Added 21 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

Domestic ferry safety in Africa: IMO regional seminar

Edited by Paul Ridgway
Africa Ports & Ships
London

African countries have been urged to develop and update national legislation to include adequate measures to ensure domestic ferry safety.

A regional seminar held on 16 and 17 April by IMO and Interferry (https://interferry.com/) in Dar es Salaam, United Republic of Tanzania, aimed to address the frequent high number of casualties in the region.

This event was hosted by the Tanzania Shipping Agencies Corporation (TASAC) with the support of the Ministry of Works, Transport and Communications of Tanzania.

Up to 120 decision makers and industry experts from Cameroon, Cabo Verde, the Democratic Republic of the Congo, Ethiopia, Gabon, Ghana, Kenya, Madagascar, Morocco, Nigeria, Senegal, South Africa, Togo, Uganda, as well as the host country, the United Republic of Tanzania, took part in discussions.

Participants represented maritime administrations, ferry shipping company operators and finance and insurance providers. They explored a range of safety aspects, focusing on common problems such as ticketing and overcrowding, loading and stowage, design and construction failure, as well as a lack of insurance and political will.

Funding for new builds

Challenges identified by the panellists and participants during sessions included the lack of resources, such as funding of new builds, training of crew and maintenance of the ferries. To address some of these issues, IMO has been offering training and capacity building activities through its Integrated Technical Cooperation Programme (ITCP), and projects and partnerships.

Recommendations

The meeting outlined several recommendations urging participating countries, in collaboration with relevant national stakeholders and interested parties, to develop, review and update their national legislative and administrative requirements and practices relating to the operation of domestic vessels and passenger ferries. The aim is to ensure adequate safety measures are included in national legislation and practices.

Hon. Khalid Salum Mohamed, Minister of Infrastructure, Communication and Transport for Zanzibar welcomed the joint initiative of IMO and Interferry to address these critical issues.

As part of the event, participants visited a port terminal in Dar es Salaam to gain practical insight into the daily ferry operations of some ferry services in the country.

IMO’s work on domestic ferry safety

The regional seminar is part of IMO’s technical assistance to establish effective global safety standards for domestic passenger ferries. Domestic ferries serve as the primary means of transportation in many parts of Africa, including some landlocked countries where they are used to cross inland waterways and lakes.

Safety concerns

However, there are safety concerns. Accidents involving ferries often have severe consequences. Since the 1960s, an estimated 1,000 people per year have died in the global passenger ferry industry, with more than 90% of fatalities occurring on domestic routes.

In recent years, the IMO Secretariat has carried out extensive work to enhance domestic ferry safety, leading to the adoption of the Model Regulations on Domestic Ferry Safety (Resolution MSC.518(105)) by the Maritime Safety Committee at its 105th session in April 2022.

Future plans

It is reported that the outcomes of the seminar will contribute to guiding IMO plans for further technical assistance on domestic ferry safety in the region.

For more information

To learn more about the event readers are invited to see here

Here are two IMO You Tube videos on ferry safety

and

Added 21 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

UNCTAD rebrands to UN Trade & Development

Africa Ports & Ships

UNCTAD – the United Nations Conference on Trade & Development – has a new brand and logo.

Making this announcement this at a press conference in Geneva, Switzerland, UN Trade and Development Secretary-General Rebeca Grypnspan emphasised the organization’s transformative approach and commitment to supporting developing countries in an increasingly polarized world.

The rebranding is described as a strategic move to underscore the organization’s commitment to greater impact, with a new, clearer visual identity aiming to better reflect its work and values and to amplify its voice on behalf of developing countries.

The press conference was called as the organization commemorated its 60th anniversary this year.

Under Grynspan’s leadership, the organization has been adapting to a rapidly changing global trade landscape impacted by the COVID-19 pandemic, geopolitical tensions and climate change, with initiatives that enhance the organization’s capacity to rapidly analyze new challenges and support efforts in developing nations.

Added 21 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

International Maritime Bureau: Concern raised on continued piracy

Edited by Paul Ridgway
Africa Ports & Ships
London

The ICC International Maritime Bureau (IMB) raised concern on the continued acts of maritime piracy off the coast of Somalia in its first quarter report for 2024, released on 10 April.

A total of thirty‐three incidents of piracy and armed robbery against ships were recorded in the first three months of 2024, an increase from twenty-seven incidents for the same period in 2023.

Of these incidents reported, twenty-four vessels were boarded, six had attempted attacks, two were hijacked and one was fired upon. Violence towards crew continues with thirty-five crew members taken hostage, nine kidnapped and one threatened.

Worrying rise in Somali pirate activity

The Q1 report highlights the continued threat of Somali piracy incidents with two reported hijackings. In addition, one vessel each was fired upon, boarded and reported an attempted approach. These incidents were attributed to Somali pirates who demonstrate mounting capabilities, targeting vessels at great distances, from the Somali coast.

A Bangladesh flagged bulk carrier was hijacked on 12 March and its twenty-three crew were taken hostage by over twenty Somali pirates. The vessel was underway approximately 550 nautical miles from Mogadishu while en route from Mozambique to the United Arab Emirates.

The IMB is aware of several reported hijacked dhows and fishing vessels, which are ideal mother ships to launch attacks at distances from the Somali coastline.

A forty‐hour operation by the Indian Navy in the Indian Ocean on 15 March culminated in the capture of thirty-five Somali pirates and the release of a previously highjacked vessel and its seventeen crew.

A bulk carrier boarded by pirates on 4 January over 450 nm off the east coast of Somalia was rendered safe along with its twenty-one crew members by an Indian warship.

In late January, the Seychelles Coast Guard intervened to safeguard a hijacked fishing vessel and its six crew. Three suspected Somali pirates were apprehended in this operation.

Caution urged in the Gulf of Guinea

Incidents within the Gulf of Guinea waters continue to be at a reduced level. Six incidents were reported in Q1 2024 compared to five in the same period of 2023.

The IMB urges continued caution as nine crew were kidnapped from a product tanker on 1 January 2024 around 45nm south of Bioko, Equatorial Guinea.

Rising risks in Bangladesh and Singapore Straits

There has been a noticeable increase in reported low‐level opportunistic crimes in Bangladeshi waters in 2024 with seven reported incidents received – six from vessels at anchorage in Chattogram –compared to one report for the whole of 2023.

The Singapore Straits recorded five incidents against four large bulk carriers and a general cargo vessel, considered low‐level opportunistic incidents. But the threat for crew safety remains high as five crew were taken hostage in three separate incidents in January.

To request a copy of the Report

In order to request a copy of the Q1 2024 Piracy and Armed Robbery Against Ships report readers are invited to see here

Added 16 April 2024

♦♦♦♦♦♦♦♦♦

News continues below

Analysis: South Africa’s national security priorities in question amidst troop deployment, naval visits

by Helmoed Heitman

With the planned deployment of up to 2,900 troops to the Democratic Republic of Congo (DRC) and the planned visit of a frigate to St Petersburg, the South African Government has hit a new low in its approach to national security, going well beyond its by now routine overstretch and underfunding of the Defence Force. A new low because those taskings show an abysmal failure to prioritise.

There are good strategic, political and economic arguments for helping the DRC stabilize the east of the country – if there was a credible plan, if we had the military resources and if there were not other, more pressing, security issues demanding attention:

• Credible Plan: How can anyone believe that the 5,000-strong SADC force will be able to do what the 15,000-strong MONUSCO force was not able to do over two decades? There is no credibility there. Even less when the force seems likely to lack any serious air support in a large area of operations with difficult terrain and few – mainly bad – roads.

• Resources: The Defence Force lacks the funding, the equipment and the personnel to take on this task. The Army is short of deployable troops and serviceable equipment and the Air Force lacks trooping and attack helicopters to provide tactical air support, reconnaissance aircraft to build an operational picture, and the airlift to deploy any useful force, let alone carry out a quick reinforcement or hot extraction.

• Other Security Issues – Cabo Delgado: The insurgency is flaring up, but the SADC force is to withdraw in July. Assuming that takes place, the insurgency will flare up even more and will begin to spread. That threatens our future ability to draw gas from the field off Cabo Delgado and could evolve to present a threat of maritime terrorism or piracy in the Mozambique Channel. Should it spread south, it would place at risk electricity from Cahora Bassa and gas from Panda and Temane.

• Eswatini and Lesotho – Both are politically fragile and insurrection or insurgency in either would present a security threat that could require considerable numbers of troops to contain.

• Border Patrol – The Army does not have the funding to deploy the full 22 companies required and is limited to 15 companies, leaving long stretches of border uncovered. Worse, our air space surveillance radars are old and in need of replacement and the Navy lacks the ships and funding to patrol our exclusive economic zone (EEZ) to any effect.

Given these considerations, it seems irresponsible and reckless to commit troops and resources to a mission of less immediate relevance than those being neglected. Even more so when that mission has, at best, no chance of achieving any useful outcome. At worst it could bring us a replay of the situation in Bangui in March 2013, only with more troops at risk and without a secured airport to fall back on and with even less capability to respond than then.

We would do far better to focus on Cabo Delgado, deploying an adequate force with air support there, and on our borders.

Government also wants to demonstrate its support for the Russian invasion of Ukraine by sending a frigate to St Petersburg. Skipping around the political imbecility and that it spits in the face of the Ukrainians who hosted and trained many former members of MK, consider other issues:

• The Navy has for several years not been able to patrol our Exclusive Economic Zone to any useful effect for lack of operational ships.

• The Navy was not able to provide the planned maritime interdiction force envisaged as part of the SADC mission in Cabo Delgado.

• Piracy is again flaring up in the Indian Ocean, which holds risk for our oil imports, our trade with Mediterranean countries, the Persian Gulf and South Asia, and piracy continues to be a problem in the Gulf of Guinea, placing at risk trade with West Africa.

• The Navy has not had the funding to properly maintain its frigates and submarines over the two decades they have been in service, let alone modernize or upgrade them, reducing their effectiveness and shrinking their useful service lives. Nor have they spent enough time at sea for their crews to jell as cohesive teams. The only support vessel has been in service since 1987 and needs to be replaced.

Given the present parlous situation of the Navy and its inability to perform its primary function in peacetime of patrolling our waters, let alone the operational mission off Cabo Delgado and the renewed risk of piracy, is there any sense at all in sending a frigate to visit St Petersburg and party with the navy of an aggressor country that is of zero economic and strategic relevance to us?

We would to much better to get all of our ships properly seaworthy and out patrolling our EEZ and the Mozambique Channel. And once they are operational, we could and should deploy a frigate – probably together with the support ship SAS Drakensberg – on an extended diplomatic mission around the rim of the western Indian Ocean, visiting our maritime neighbours, friends and trading partners.

Even more to the point, with piracy in the Indian Ocean again on the rise, it would be worthwhile to demonstrate presence and willingness to joint our maritime neighbours in securing the sea routes in the southwestern Indian Ocean. Do we really want to have to rely on France, India and China to do that for us?

Then the plan to send Drakensberg to Cuba and Brazil. A visit to Brazil makes sense – that country is a partner in BRICS and IBSA, participates in the ATLASUR and IBSAMAR naval exercises with the SA Navy and shares our interest in secure maritime traffic in the South Atlantic. A visit to Brazil could also usefully include a call in Argentina and Uruguay and along the western coast of Africa, again looking in on friends and neighbours who all share an interest in the South Atlantic sea routes. Nigeria, for instance, has on several occasions argued for the SA Navy to join forces with their Navy to coordinate patrols.

A visit to Cuba makes little sense, that country being economically and strategically irrelevant to South Africa, but at least will not damage our relations with our key trading partners and investors.

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

Added 16 April 2024

♦♦♦♦♦♦♦♦♦

GENERAL NEWS REPORTS – UPDATED THROUGH THE DAY

Total cargo handled by tonnes during March 2024, including containers by weight

PORT	March 2023 million tonnes
Richards Bay	6.060
Durban	6.477
Saldanha Bay	6.027
Cape Town	1.379
Port Elizabeth	1.313
Ngqura	1.348
Mossel Bay	0.121
East London	0.173
Total all ports during February 2023	22.991 million tonnes

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

Terry Hutson