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TODAY’S BULLETIN OF MARITIME NEWS

Newsweek commencing 5 May 2024.  Click on headline to go direct to story : use the BACK key to return.  

FIRST VIEW:   Maersk Stadelhorn

• Salalah offers a multimodal alternative to Red Sea route
• Trade News: Drydocks World unveils major propeller repair enhancements
• Namport’s Walvis Bay to have Africa’s first hydrogen-fuelled workboat
• WHARF TALK: Hapag-Lloyd cruise ship – EUROPA
• Incat Crowther to construct supply vessel for Senegalese operator
• SA auto sector highlights South Africa as an investment destination
• WHARF TALK: passenger vessel – CRYSTAL SERENITY
• Hapag-Lloyd & IKEA join forces to decarbonise container shipments from Asia
• MSC Cruises places orders for two enviro-advanced World ships
• IMO biofouling project: Biodiversity threat extended
• Taylor Smith Shipyard and Nouum Engineering to cooperate in Mauritius
• WHARF TALK: LPG/Ethylene tanker – NAVIGATOR PLUTO
• New Multimodal Inland Port Association to lead logistics transformation in Southern Africa
• Maersk adds capacity to compensate for Red Sea situation
• Port News and Advisories
• WHARF TALK: multi-purpose heavylift vessel – INDUSTRIAL SKIPPER
• MSC makes successful offer to buy Norwegian Gram Car Carriers
• Nigerian Navy rescues hundreds of passengers from sinking boat
• IMO’s Legal Committee
• African Maritime Forces Summit, Naval Infantry Leaders Symposium-Africa held in Ghana
• Introduction of extra trains sees road truck congestion reduced at Richards Bay
• Focus on the Port of Tanga
• Xeneta Update: Long term rates edge up globally as Red Sea conflict continues to cast uncertainty across the market
• EARLIER NEWS CAN BE FOUND UNDER NEWS CATEGORIES…….

Masthead:  PORT OF CAPE TOWN

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 FIRST VIEW:   Maersk Stadelhorn

Impressive large container ship Maersk Stadelhorn (IMO 9726671) arrives in port in Durban on 3 May 2024 after a delay at the outer anchorage. Earlier the ship arrived to go to anchor from Port Louis, from where she departed on 13 April 2024.

The time spent waiting outside port is another example of the delays incurred by container and other ships at Durban and to a lesser extent, at the other ports.

Built at the Hyundai Heavy Industries Co Ltd shipyard in Ulsan, South Korea in 2015, Maersk Stadelhorn, and named for a mountain peak in the Reiter Alm on the Austro-German border, the 117,172-dwt ship, with a container capacity of 9,962 TEU including 1,400 reefers, has a length of 300 metres and beam of 48 metres. When launched at the end of November 2015 she carried the name El Greco.

She is powered by a MAN-B&W main engine model 9S90ME-C9 producing 41,480 kW (56,396 HP) and driving a fixed pitch propeller unit for a top service speed of 22 knots. Navigation in manoeuvring in port is assisted by a B-1-3000 thruster.

Maersk Stadelhorn is owned and managed by Maersk with her official (nominal) owner being registered as Toda Shipping Pte Ltd, care of Maersk A/S, Copenhagen.

This picture is by Trevor Jones

Africa Ports & Ships

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Salalah offers a multimodal alternative to Red Sea route

Africa Ports & Ships

With it becoming more apparent among shipping lines that the Red Sea blockade by Houthi rebels in Yemen will continue for some time, the Port of Salalah in the neighbouring Sultanate of Oman, has launched a multimodal service that provides a viable alternative to the time consuming and more costly re-routing around the Cape of Good Hope.

The Port of Salalah, which has an annual capacity of 5 million TEU and an expansion programme currently in progress to add an additional 30% capacity, is ideally located on the main ocean routes connecting South and East Asia with Europe, North Africa and the Americas, in addition to connecting the upper Gulf with East Africa.

No detour from East-West shipping routes

The new multimodal solutions launched by the Port of Salalah offers Beneficial Cargo Owners (BCOs) and Shipping Lines cost-effective and fast alternatives between Asia the United States East Coast and European destinations.

Unlike other popular transshipment ports in the region, no detour from the main East-West shipping routes into the Gulf of Oman is necessary, saving a 4-5 day detour from main east-west shipping routes.

From the Port of Salalah, an in transit overland route by truck connects to Jeddah located in the safer mid-point of the Red Sea in Saudi Arabia.

The overland route takes approximately 4-5 days. From this point the journey can continue by container vessel through the Suez Canal to Europe or the US East Coast reducing the overall transit time.

Sea/Air Option for time sensitive cargo

In addition, Salalah is offering a sea-air option that provides a faster alternative for more time sensitive cargo into and out of Europe.

Upon discharge in the Port of Salalah, cargo is transferred in transit to either Salalah or Muscat Airports or even Jebel Ali depending on availability of airlift capacity and connections.

Salalah Airport offers state-of-the-art airfreight infrastructure, the ability to handle both narrow-and widebody aircraft, and sufficient spare handling capacity.

This option reduces the lead time compared to a full ocean leg and reduces cost compared to a full air freight option. The new multimodal service reduces transit times by an estimated 20-40% compared to traditional east-west trade routes and could deliver a cost saving of 10-20% compared to a pure air-freight solution.

Adding flexibility to supply chains

This option has already been tested. The Port recently teamed up with Maersk, Oman Airports and Transom to introduce a number of sea-air solutions via the Port of Salalah with steady movements which are currently gaining momentum.

The Port of Salalah is consistently ranked as the second most efficient terminal in the world in the Container Ports Performance Index (CPPI) published by the World Bank and S&P Global, providing fast discharging and industry leading truck turn times.

“These high levels of efficiency means that the port offers extremely high efficiency and cost competitiveness in comparison to other more highly marketed port choices in the region,” says Sunil Joseph, Commercial Officer at Salalah Port.

“As we’re one of the busiest transshipment hubs in the region, our shipping line customers are not always aware that we have spare capacity to cater for all shipping lines – with clear market opportunities.”

Joseph said the continual reforms aimed at enhancing the business environment in Oman are driving the development of faster intermodal solutions.

“These reforms have matured to a stage where we proudly present Salalah as an unparalleled business opportunity,” he said.

Added 9 May 2024

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Trade News: Drydocks World unveils major propeller repair enhancements

Africa Ports & Ships

Also new facilities

Dubai-based Drydocks World, a DP World company, today (9 May) announced a series of significant enhancements to its Propeller Repair Services’ operational capabilities, solidifying its position as the one-stop solution for comprehensive propeller repair needs, catering to all sizes and types with unparalleled efficiency and precision.

The facility is uniquely equipped to handle in-situ repairs for minor damages directly on the vessel without removing the propeller and more extensive repairs within its workshop, which includes a dedicated area and pit for propeller work. The provision of nickel aluminium bronze alloys for the fabrication of missing parts and a comprehensive suite of repair techniques, such as laser pitch checking and blade profiling, further underscore the yard’s expanded capabilities.

The company has expanded its team of qualified and highly skilled professionals equipped to tackle the full spectrum of propeller repair needs and ensure adherence to the highest standards set by the International Society of Classification Societies (IACS).

“Our improved propeller repair services highlight our dedication to maritime excellence and leadership, with a focus on innovation ensuring unparalleled efficiency and quality,” said Capt. Rado Antolovic, PhD, CEO of Drydocks World.

“Our unique in-house ability to provide immediate solutions for unforeseen propeller issues sets us apart, earning the trust of shipowners who value our swift and thorough responses to their repair needs.”

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

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Namport’s Walvis Bay to have Africa’s first hydrogen-fuelled workboat

Africa Ports & Ships

The port of Walvis Bay and Namport, the port operator, will soon have Africa’s first hydrogen-fuelled multifunctional port utility vessel (MPHUV for those who enjoy lengthy acronyms, workboat for everyone else).

This was announced in Walvis Bay during the recent visit to the country by HM the King of Belgium, who was accompanied to the port town by Namibia’s President, Dr Nangolo Mbumba.

 

The decision to develop and build the MPHUV, has been taken by Cleanergy Solutions Namibia, a joint venture between cleantech maritime group CMB.TECH and Ohlthaver & List (O&L) Group, the Port of Antwerp-Bruges, and Namport.

The MPHUV project builds on the success of the collaboration between CMB.TECH and Port of Antwerp-Bruges, as demonstrated by the launch of the Hydrotug and the world’s first multimodal hydrogen refueling station in the port of Antwerp.

The MPHUV’s design will enable the integration of different equipment needed for a range of port operations, which is expected to reduce greenhouse gas emissions during operations. The ship will be operated by the Port of Walvis Bay and Namport.

“The port’s involvement will provide invaluable insights into the vessel’s specifications during development and refine the concept based on operational experience and feedback from users once it is commissioned,” the partners said in a statement.

Given the ability of ports to act as hubs for hydrogen technology implementation and efforts to reduce carbon emissions, the Port of Walvis Bay and Namport have emerged as an ideal partner to operate Africa’s first hydrogen vessel.

The port’s involvement will provide invaluable insights into the vessel’s specifications during development and refine the concept based on operational experience and feedback from users once it is commissioned.

Plans for the development of the new vessel were shown during the event which aimed to showcase the progress of the Cleanergy Green Hydrogen site.

The site includes a hydrogen refueling station and a production plant outside the port town. The facility uses only solar energy for the on-site production of green hydrogen and will be used for hydrogen-powered trucks, port equipment, railway applications and small ships.

The hydrogen refuelling station is expected to be operational in the fourth quarter of 2024, and marks an important first step in the commitment to becoming a leader in renewable energy solutions in Namibia.

Added 8 May 2024

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WHARF TALK: Hapag-Lloyd cruise ship – EUROPA

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

It is not the done thing to say that a vessel has a curse, or a Jonah is being carried aboard. The Covid-19 pandemic of 2020 into 2021 certainly cursed the whole of the passenger cruise liner industry worldwide. Just as things are getting back to normal, the idiotic Houthis, aided and abetted by Iran, decide to throw a spanner into the works of the cruise industry once more, and make the Red Sea a no-go area. At least this time, vessels can reroute via the Cape sea route, but even then some cruises are affected to the point that some owners cancel a whole cruise.

On 5th May, at 07:00 in the morning, the passenger cruise vessel ‘Europa’ (IMO 9183855) arrived off Cape Town, from Port Klang in Malaysia, and entered Cape Town harbour, proceeding into the Duncan Dock and not heading for E berth, but instead going to the far end of the dock, and berthing at L berth, located adjacent to the De Beers Marine base.

Such a berthing arrangement is not new in this 2023-2024 cruise season as the sheer number of cruise liner arrivals has sometimes meant that E berth, the normal passenger liner berth, is already occupied, as it was on this occasion with ‘Crystal Serenity’, and the adjacent F berth is unavailable due to commercial container traffic working the berth.

Her departure from Port Klang, where ‘Europa’ had departed on 20th April, i.e. a full 15 days previously, and thus having to make a full crossing of the Indian Ocean to get to Cape Town, bypassing and ignoring all the usual touristic cruise ship stops enroute, gave some indication that all was not normal with this passenger liner call. It seems that Covid-19 and the Houthis have jinxed this particular vessel.

Built in 1999 by Kvaerner Masa OY shipyard at Helsinki in Finland, ‘Europa’ is 199 metres in length and has a gross registered tonnage of 28,890 tons. She is a diesel electric vessel and is powered by two MAN-B&W 8L40/54 generators providing 5,960 kW each, and two MAN-B&W 7L40/54 generators providing 5,600 kW each, which together provide sufficient power for both her domestic and her propulsion requirements.

Power from her generators is transferred to two ABB 7100 MP Azipods, which produce 6,650 kW each, to give ‘Europa’ a service speed of 21 knots. She has a single Cummins KTA50G emergency generator providing 845 kW. She has two Alfa Laval Aalborg UNEX CHB-4000 oil fired boilers, and four Alfa Laval Aalborg UNEX G-160 exhaust fired boilers. For additional manoeuvrability she has two Brunvoll bow transverse thrusters providing 800 kW each.

She can accommodate 408 passengers, who are looked after by a crew of 275. She has 11 decks, of which 7 are set aside for passenger use. She has 204 cabins, which includes 2 Deluxe Penthouse suites with a floor area of 85 m2, 10 Grand Penthouse suites with a floor area of 45 m2, 156 Balcony cabins with a floor area of 27 m2, and 36 Oceanview cabins also with a floor area of 27 m2. For additional passenger comfort when at sea, ‘Europa’ is fitted with twin Fincantieri 11 m2 fin stabilisers.

Her passenger facilities include five restaurants, five bars, three lounges, a show lounge, nightclub, auditorium, business centre, art studio, art gallery, boutiques, teens club, kids club, gymnasium, spa, salon, fitness centre, swimming pool, Jacuzzi, golf driving cage, and as befits a German passenger liner, a bespoke upper sundeck for nude sunbathing.

Owned by TUI Cruises GmbH, of Hamburg in Germany, ‘Europa’ is operated by Hapag-Lloyd Cruises GmbH, also of Hamburg, and she is managed by Global Fleet Management LLC, of Miami in the US State of Florida. A vessel which operates at the upper end of the cruise luxury spectrum, ‘Europa’ was voted ‘Best Cruise Ship in the World’ on no less than 12 consecutive occasions, i.e. 12 years in a row, by Berlitz, who produce the annual ‘Cruise Ship Guide’.

She was originally a cruise vessel whose only onboard language was German. However, after TUI Cruises took ownership from Hapag Lloyd AG, it changed to both German and, on certain cruises, English. Hapag-Lloyd themselves were formed in 1970 with the amalgamation of the Hamburg America Line, and Norddeutscher-Lloyd shipping companies. The name ‘Europa’ was one used by Norddeutscher-Lloyd for their passenger vessels, and the current ‘Europa’ is number 6 to have that name in the combined company history.

When the Covid-19 pandemic broke out in March 2020, ‘Europa’ was off Puerto Vallarta in Mexico. The Mexican government allowed cruise liner arrivals at Mexican ports for ’Humanitarian Reasons’, and allowed ‘Europa to enter the port to disembark her passengers.

However, the authorities issued a further instruction that ‘All disembarking passengers would be individually fumigated before they were to be taken directly to the local airport, and to board the aircraft without passing through the airport terminal’, as part of the operation to repatriate the passengers back to the home nations. I am sure that the use of the word ‘fumigation’ was one that got lost in translation from Spanish to English!

In March 2023 when the Covid-19 pandemic burst upon an unsuspecting world, the South African government banned all cruise ships from arriving in any South African port, other than to land South African nationals who were acting as crew on these vessels. After a hiatus of over 20 months, and the hope that the pandemic was coming under control, the date of the first visit by a passenger ship, scheduled to call at a South African port, was agreed upon by the State, and this honour fell to ‘Europa’, which duly arrived in Cape Town on 30th November 2021.

History almost repeated itself after the problems of Puerto Vallarta, just under two years earlier. She arrived in Cape Town just after the identification of the Omicron variant of the Covid-19 virus has appeared in the community. The result was the cancellation of all shore excursions from ‘Europa’. However, there were 157 passengers onboard, who were due to disembark at Cape Town with the end of this element of the cruise, and fly back to Europe.

However, the South African authorities had other plans, and all 157 passengers, due to disembark, were held aboard ‘Europa’ until they had all been tested for Covid-19, prior to flying home. As such, ‘Europa’ had to remain in Cape Town harbour for an additional day, to allow for these tests to take place, and for the results to be released.

To get this testing regime completed quickly, a State medical laboratory was set up in the Passenger Cruise Terminal to conduct the testing of those passengers scheduled to disembark, and return home via Cape Town International Airport. Her visit to Cape Town on this occasion was reported in the Africa Ports and Ships edition on 1st December 2021.

Strangely, the City of Cape Town appeared to blame external, non-South African, sources for the loss of tourist traffic which came about because of the loss of ‘Europa’ passengers spending their money in the city, and the cancellation of a number of cruise liners afterwards. These cancellations were down to the fact that, due to government restrictions at the time, the cruise operator could not guarantee that they would be able to disembark their passengers in South Africa, to enable them to enjoy local tours. It was purely a South African government problem.

Her call in Cape Town was as a result of the Houthi menace preventing ‘Europa’ from completing the final element of her world cruise. Previously she had completed her world cruise from Yokohama in Japan, to Hong Kong, arriving there on 5th April, and where new passengers had joined. From there she sailed on 6th April to Port Klang in Malaysia, where she arrived on 20th April at 08:00 in the morning, and where another Fly/Cruise segment of her cruise was to begin. She was due to sail at 20:00 that evening, with her final itinerary being;

Port Klang- Galle (Sri Lanka)- Suez Canal transit- Limassol- Paphos (both Cyprus)- Nisos Symi- Rhodes- Agios Nikolaos- Santorini- Paros- Mykonos- Piraeus (all Greece) , and where the cruise would terminate on 15th May. A Fly/Cruise option was offered on arrival at Limassol. However, the decision was taken not only to make a diversion via the Cape sea route, but that the cruise would terminate in Port Klang, and all passengers would be disembarked and flown home.

So ‘Europa’ sailed early from Port Klang, at 15:00 on 20th April, directly for Cape Town with no passengers aboard. On arrival in Cape Town the harbour bunker tanker ‘Southern Valour’ came alongside to uplift bunkers to her, and for local chandlers to provide any required stores, and fresh provisions. After just twelve hours alongside in Cape Town, ‘Europa’ sailed for another long leg to her next bunker port. She sailed from Cape Town at 19:00 in the evening of 5th May, with her AIS showing that her next destination was to be Gibraltar, a full 13 day sail away.

In her long 25 year career thus far, ‘Europa’ has actually received a Port State Inspection in a South African port, which is an event, and an occasion, of its own. However, it took place over 18 years ago in Port Elizabeth, when ’Europa’ called there in January 2006, during another one of her world cruises. The outcome of this Port State Inspection was that there was not one single finding recorded against ‘Europa’.

For the casual maritime observer, they will be hoping that it will be third time lucky for ‘Europa’ in Cape Town, as she is due back in March 2025 on her next world cruise. She is due to sail from Port Louis, in Mauritius, on 26th February 2025, and will arrive in Durban on 10th March, followed by Port Elizabeth on 12th March, Mossel Bay on 13th March, and Cape Town on 14th March 2025. Hopefully, she will not only be full of passengers, but that they will be able to disembark and enjoy everything that Cape Town, and the wider Western Cape, can offer them. .

As always, Cape Town is a Fly/Cruise option, and she will overnight in the Mother City, before ‘Europa’ sets sail on 15th March for Lüderitz, and northwards to Europe. Prices for the 16 day Port Louis-Cape Town element of this cruise start at US$10,108 (ZAR187,115), or a cool ZAR11,695 per day on board, and this cost does not include the cost of the flight that you will need to both get you to Mauritius, and get you home again from Cape Town.

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Incat Crowther to construct supply vessel for Senegalese operator

Africa Ports & Ships

Australia’s Incat Crowther and Penguin International have been commissioned to design and construct a new 36-metre fast supply vessel (FSV) for O3S – Oil Senegal Support Services, a Senegalese operator servicing the country’s fledgling offshore energy sector.

The new, state-of-the-art vessel will be capable of transporting 28 service personnel as well as 20 tonnes of cargo at speeds of up to 33.5 knots.

The vessel design represents a unique blend of features from the offshore wind and offshore oil and gas sectors. The underlying catamaran hull form is derived from Penguin’s proven WindFlex-32 Crew Transfer Vessel (CTV), which was co-developed with Incat Crowther.

The vessel’s air-conditioned cabin on the main deck will feature spacious and comfortable seating as well as a medical suite, two toilets and dedicated luggage holds.

The main cabin will also contain a refreshment kiosk and large TVs for safety briefings. Each demi hull features two berths for the vessel’s crew in addition to bathrooms complete with shower facilities.

The large 62m2 foredeck optimises operational flexibility with a dedicated, enclosed cargo area and a FROG crew transfer crane that enables the safe transfer of personnel from the vessel to offshore infrastructure.

The vessel has also been fitted with an ultra-high performance bow fender to optimise safety when transferring personnel to the platform in open ocean conditions.

The vessel’s elevated wheelhouse provides an excellent line of sight for the captain, while the upper deck also features a spacious, dedicated mess area and toilet for service personnel and the vessel’s four crew.

Designed with operational efficiency in mind, the new vessel will also be fitted with the latest emissions reduction technology to ensure it is IMO Tier III compliant – offering emissions compliance significantly beyond other vessels operating in the region.

Construction on the new FSV is expected to start later this year, with delivery of the new vessel expected to take place in 2025.

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SA auto sector highlights South Africa as an investment destination

Africa Ports & Ships

President Cyril Ramaphosa has described the growth of South Africa’s automotive sector as a demonstration of “the potential of South Africa as an investment destination”.

Writing in his weekly newsletter, the President said 2023 was a milestone year for South Africa’s automotive sector with the sixth millionth South African built vehicle exported with new vehicle exports reaching nearly 400,000.

“These figures are significant for a number of reasons. They show that our auto sector continues to grow despite a gloomy global economic outlook and disruptions to the flow of goods between countries.

“The growth of the automotive sector also demonstrates the potential of South Africa as an investment destination. It is a good example of how committed investors, supported by government policies and programmes, can achieve good returns for their shareholders while contributing significantly to the South African economy,” he said.

The President pointed out that world leading vehicle manufacturers and other companies continue to pour more investment into South Africa.

“By way of example, Volkswagen last month announced a R4 billion investment to expand its Kariega plant in the Eastern Cape in preparation for the production of a new vehicle model expected to roll off the assembly line in 2027. This investment is expected to secure the livelihoods of approximately 3,500 workers and support an additional estimated 50,000 indirect jobs and opportunities.

“South Africa’s value as an investment destination extends across many other industries, as local and international companies continue to either expand their investments or undertake new investments.

“Investment is important because, among other things, it creates employment, supports the growth of emerging suppliers, generates revenue for the country, and, in doing so, supports our efforts to reduce poverty and inequality,” he said.

According to the President, a recent report by PricewaterhouseCoopers (PwC) notes that South Africa has attractive fundamentals, such as world-class financial services and communications industries, deep capital markets, abundant natural resources and a transparent legal system.

“Furthermore, South Africa is ‘a strategic geographical location for entry into the rest of sub-Saharan Africa’,” he said.

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WHARF TALK: passenger vessel – CRYSTAL SERENITY

Pictures by ‘Dockrat’
Story by Jay Gates

And still they come. The slow, end of season, conveyor belt of passenger liners either trying to complete world cruises, or trying to reposition back to Europe, continues unabated. The problem, as it has been now for around six months is the continuation of the Houthi menace, and the dangers of trying to enter the Red Sea and head for the Suez Canal.

Passenger liners are too high in value to take on the risk of taking the Suez route, plus the new danger lies further offshore in the Gulf of Aden, thanks to the terror regime of Iran giving these terrorists cruise missiles to target shipping far out at sea. So a diversion via the Cape sea route is the only alternative. What it does is give a huge unexpected, and unbudgeted, bonus to both the tourist industry, and maritime service industry, of South Africa.

On 4th May, at 09:00 in the morning, the passenger vessel ‘Crystal Serenity’ (IMO 9243667) arrived off Cape Town, from Mossel Bay, and entered Cape Town harbour, proceeding into the Duncan Dock and going alongside the Passenger Cruise Terminal at E berth. Her arrival was not scheduled at the start of the year, as she was yet another Red Sea diverted passenger liner.

Built in 2003 by Chantiers de l’Atlantique shipyard at St. Nazaire in France, ‘Crystal Serenity’ is 250 metres in length and has a gross registered tonnage of 68,870 tons. She is a diesel electric vessel and is powered by six Wärtsilä 12V38B twelve cylinder, four stroke, generators producing 8,700 kW each, and providing power to two Rolls-Royce Mermaid azipod propulsion units, with each azipod providing 13,500 kW, to give her a service speed of 21 knots.

Her six generators provide enough power for both her domestic and propulsion requirements. Her auxiliary machinery includes a Caterpillar emergency generator providing 500 kW. She has six economiser exhaust gas boilers, and a single auxiliary oil fired boiler. For added manoeuvrability she has two bow transverse thrusters providing 2,250 kW each.

She was built at a cost of US$350 million (ZAR6.46 billion), and unusually for a large passenger vessel she has an ice classification of ICE 1C, which enables her to navigate in Baltic Sea first year ice with a thickness of 0.4 metres. Her godmother is Dame Julie Andrews, best known for playing Maria in the Sound of Music, and the title character in Mary Poppins.

She has a passenger carrying capacity of 740 passengers, who are looked after by a crew of 655. She has a total of 13 decks, of which 9 decks are set aside for passenger use, with 5 of these decks being cabin decks. She has a total of 347 cabins, ranging from Penthouse suites with a cabin area of 120 m2, Balcony suites with a cabin area of 40 m2, and Oceanview suites with a cabin area of 20 m2.

As expected of a passenger vessel that operates in the upper echelons of the cruising price range, ‘Crystal Serenity’ has a broad array of passenger facilities, which includes nine restaurants, five bars, three lounges, a show lounge, nightclub, casino, cinema, library, craft studio theatre, sushi bar, ice cream parlour, internet café, art gallery, boutiques, teens club, kids club, a swimming pool with two Jacuzzis, and a fitness and wellness centre that includes a spa, gymnasium, twelve treatment rooms, massage rooms, salon, two saunas, two steam rooms, and a relaxation room. Her sport facilities include two gold driving cages, a putting green, table tennis tables, two paddle tennis courts, and a jogging track.

Owned by A&K Travel Group Ltd., of Hallandale Beach in the US State of Florida, ‘Crystal Serenity’ is operated by Crystal Cruises LLC, of Los Angeles, and is managed by V Ships Leisure SAM, of Monaco. Crystal Cruises are a subsidiary company of the NYK Line of Tokyo. Previously ‘Crystal Serenity’ came under the ownership of Genting Hong Kong, who got into financial difficulties, as a result of the downturn in cruising during the Covid-19 pandemic.

In January 2022, a warrant of arrest of ‘Crystal Serenity’ was issued by the US Authorities, for unpaid fuel bills, which amounted to US$4.6 million (ZAR84.98 million). Genting went into bankruptcy, and ‘Crystal Serenity’ was denied entrance to Aruba, in the Caribbean, in order to disembark all of her passengers. She was ordered to proceed to Bimini in the Bahamas, where her passengers would be repatriated back to the United States.

On arrival in the Bahamas she was arrested, and in June 2022 an auction took place for the sale of ‘Crystal Serenity’. Her scrap value was deemed to be US$22.2 million (ZAR410.13 million), and her trading value was deemed to be US$87.4 million (ZAR1.62 billion). She was sold to a shell company, on behalf of her current owners for US$103 million (ZAR1.91 billion). At the time of her sale a total of more than 30,000 creditors had placed claims against Genting.

Back in August 2016, and as a result of her ice classification of ICE 1C, ‘Crystal Serenity’ became the largest passenger vessel to complete a voyage across the Northwest Passage. She departed from Vancouver, on the Pacific Coast of Canada, and traversed the top of Arctic Canada, to arrive at New York City, on the Atlantic coast of the USA. Part of her voyage includes a call into Beechey Island, which was the place where the lost fleet HMS Erebus, and HMS Terror, of the doomed Arctic expedition of Sir John Franklin overwintered in 1845-1846. The whole point of this famous lost expedition was to find the route of the Northwest Passage.

On her current round the world cruise, ‘Crystal Serenity’ had sailed from Miami, in the USA, on a 142 day cruise, with a return to Miami scheduled for 8th June. Her cruise itinerary was;

Miami- Georgetown (Cayman Islands)- Cartagena (Colombia)- Panama Canal transit- Puntarenas (Costa Rica)- Acajutla (El Salvador)- Puerto Chiapas- Huatalco- Puerto Vallarta (all Mexico)- San Diego (California)- Honolulu- Lihue (Hawaii)- Nuku Hiva- Rangiroa- Bora Bora- Papeete- Moorea (all French Polynesia)- Nukualofa (Tonga)- Lautoka (Fiji)- Port Vila (Vanuatu)- Noumea (New Caledonia)- Auckland- Tauranga- Picton (all New Zealand)- Sydney- Eden- Melbourne- Adelaide- Busselton- Fremantle- Broome (all Australia)- Bali (Indonesia)- Singapore- Pulau Weh (Indonesia)- Colombo (Sri Lanka)- Goa- Mumbai (both India)- Salalah (Oman)- Safaga- Suez Canal transit- Alexandria (all Egypt)- Limassol (Cyprus)- Rhodes (Greece)- Istanbul (Turkey)- Thessaloniki- Volos (both Greece)- Kusadasi (Turkey)- Mykonos- Paros- Santorini- Spetses- Nafplio- Piraeus- Monemvasia- Souda (all Greece)- Palermo- Naples- Civitavecchia (all Italy)- Ajaccio- St. Tropez (both France- Monaco- Toulon (France)- Barcelona – Cartagena (both Spain)- Gibraltar- Funchal (Madeira)- Nassau (Bahamas)- Miami, where the cruise will terminate.

As is now known, the Houthi idiocy put paid to her voyage after Colombo in Sri Lanka, which she had reached on 20th April, and her itinerary from this point changed to;

Colombo- Victoria (Seychelles)- Port Louis (Mauritius)- Sr. Denis (Reunion)- Tolagnaro (Madagascar)- Durban- Port Elizabeth- Mossel Bay- Cape Town- Walvis Bay (Namibia)- Namibe- Luanda (Angola)- Principe (São Tomé and Príncipe)- Tema- Takoradi (both Ghana)- Abidjan- Dakar- Praia- Mindelo (both Cape Verde Islands)- La Palma- Lanzarote (both Canary Islands)- Funchal (Madeira)- San Juan (Puerto Rico)- Miami, with an unchanged arrival date of 8th June.

Her initial call at a South Africa port was Durban, where she arrived at 07:00 on the morning of 29th April, and she sailed from there on 30th April at 19:00. Her call at Port Elizabeth was on 2nd May from 07:00 in the morning to 19:00 in the evening, with her Mossel Bay call scheduled from 08:00 in the morning to 18:00 in the evening. From there she made her way to Cape Town.

On her way around the world, her only Fly/Cruise option given was in San Diego, in California, so effectively a Miami-San Diego domestic cruise. As a result of her diverted itinerary, ‘Crystal Serenity’ was offering Fly/Cruise options from Victoria in the Seychelles, Cape Town, Tema in Ghana, and La Palma in the Canary Islands.

With her overnight stay in Cape Town completed, and all her new passengers boarded, her bunkers uplifted, stores loaded and fresh provisions stowed, ‘Crystal Serenity’ drew away from E berth and sailed from Cape Town at 1800 on the evening of 5th May, bound for Walvis Bay.

She has made a number of calls into Southern African ports in the past, including March 2013 and April 2015, and she will be returning to South Africa again. For the casual maritime observer, she will officially be back in March 2025, on a cruise itinerary that shows her calling at Cape Town on 20th March, and sailing on 21st March for Mossel Bay (22nd March), Port Elizabeth (23rd March), East London (24th March), Durban (25th March), and Richards Bay (26th March), before she heads north to Maputo and up the Mozambique Channel.

One interesting passenger onboard ‘Crystal Serenity’ is Mrs. Lee Wachtstetter, who at 93 years of age, has been a permanent passenger on the vessel since 2015, paying USD170,000 (ZAR3.14 million) annually for her single oceanview suite. She is affectionately called ‘Mama Lee’ by the crew, and originally began permanent cruising in 2008, on the ‘Prinsendam’ of Holland America Lines, on the death of her husband. Together they had completed 89 cruises as a married couple, and he told her to continue cruising after his passing.

She is an avid ballroom dancer, and when Holland America Lines removed their professional Dancing Partners from the crew in 2008, she switched to ‘Crystal Serenity’ who continue to provide her with a ballroom dancing partner. She religiously undertakes her two evening hours of ballroom dancing that she enjoys, every night of the year, as ‘Crystal Serenity’ makes her way around the world. She rarely goes ashore from the vessel, as she has already visited almost every conceivable cruising destination on earth.

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Hapag-Lloyd & IKEA join forces to decarbonise container shipments from Asia

Africa Ports & Ships

Shipping company Hapag-Lloyd is working with IKEA Supply Chain Operations to decarbonise the Hapag-Lloyd container shipments originating from Asia, marking an important step towards a more sustainable maritime industry.

IKEA is a Swedish multinational conglomerate that designs and sells ready-to-assemble furniture and has been the world’s largest furniture retailer since 2008.

For the period March 2024 to February 2025, both companies have agreed to use Hapag-Lloyd’s highest product option for biofuels ‘Ship Green 100’, which relies on waste- and residue-based biofuel instead of conventional marine fuel oil.

The expected result for IKEA during this period is a CO2 emission reduction of around 100,000 tonnes.

“IKEA stands as one of our valued customers, known for its unwavering commitment to sustainability,” says said Danny Smolders, Managing Director Global Sales at Hapag-Lloyd.

“By joining forces, we are reducing CO2e emissions significantly. ‘Ship Green’ is an important aspect of our decarbonisation journey and brings us one step closer to our goal of net-zero fleet operations by 2045.”

The IKEA goal is to reduce the relative GHG emissions from their product transportation by 70% by 2030 and to only use zero emission heavy duty vehicles and ocean vessels by 2040.

“It’s through efforts like this one that we can reduce immediate emissions from ocean shipping in the short-term”, says Dariusz Mroczek, Category Area Transport Manager, IKEA Supply Chain Operations.

“However, biofuel is not the ultimate solution and we need to continue to collaborate to make the necessary shift toward zero emission fuels and technologies.”

This partnership represents a significant step forward in the maritime industry, where collaboration and innovation intersect to create a greener, more sustainable future for global shipping. Both Hapag-Lloyd and IKEA say they are committed to leading the way in environmentally conscious practices, setting a benchmark for the industry.

Hapag-Lloyd launched the ‘Ship Green’ product to offer its customers emission-reduced ocean transports. Based on biofuel, customers can choose between 100%, 50% or 25% CO2e emission avoidance. Ship Green is available for all shipments, including standard, reefer, hardtop, or tank equipment.

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MSC Cruises places orders for two enviro-advanced World ships

Africa Ports & Ships

MSC Cruises today (Tuesday 7 May) confirmed the order of two liquefied natural gas (LNG)-powered World-class cruise ships with French ship builder Chantiers de l’Atlantique in Saint-Nazaire.

An option for a fifth ship in this class has also been taken. The two latest orders, ships 3 and 4, will be delivered in 2026 and 2027, subject to access to financing.

The first of the World class ships, MSC World Europa, which was delivered in November 2022, is regarded as the most energy efficient ship in the industry performing significantly better than the International Maritime Organisation (IMO) Energy Efficiency Design Index (EEDI) requirement.

The second ship, MSC World America, is due to enter service in the (northern) spring of 2025.

Evolution

According to MSC the new ships 3 and 4 will be an evolution of the state-of-the-art World Class prototype with innovative solutions to maximise the energy efficiency, with extensive use of heat recovery and other technological solutions, which will see the vessels having an even further reduced carbon footprint.

In addition, the new ships will be ready for a variety of alternative fuels including bio and synthetic methane and green methanol. They will also be fitted with the next generation dual fuel internal combustion engines with reduced methane slip.

Chantiers de l’Atlantique has already built 18 cruise ships for MSC Cruises with a 19th under construction. Pierfrancesco Vago, Executive Chairman, MSC Cruises, said they are proud to continue their 20-year partnership with the French shipyard.

Innovative prototype

“The World Class is a truly innovative prototype and together we are building some of the most advanced ships in the world,” Vago said. “We are committed to researching and investing in future environmental technologies as they become available, to ensure we continue progressing on our decarbonisation journey to reach net zero greenhouse gas emissions by 2050.”

Laurent Castaing, General Manager, Chantiers de l’Atlantique said that MSC Cruises has accepted a significant cost premium to improve the energy efficiency of the new ships which, according to the IMO’s EEDI index, will emit 50% less CO2 than the IMO’s 2008 benchmark.

Castaing thanked the French government for supporting Chantiers de l’Atlantique’s R&D policy in making their ships greener in order to meet MSC’s expectations.

The new World Class vessels will feature shore power plug-in connectivity to reduce carbon emissions in port, an advanced wastewater treatment systems designed in line with the IMO, new advances in waste management, and a comprehensive range of onboard energy efficient equipment to optimise engine use and hotel energy needs to further reduce emissions.

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IMO biofouling project: Biodiversity threat extended

Edited by Paul Ridgway
Africa Ports & Ships
London

IMO’s TEST Biofouling project has received the greenlight to continue its work to tackle the transfer of invasive species via ships’ hulls for another year.

A no-cost extension signed between IMO and the Norwegian Agency for Development Cooperation (Norad) on 10 April 2024 will extend the TEST Biofouling project until 31 December 2026, beyond its original implementation period of 2022 to 2025.

This will ensure support is given to complete longer-term plans of countries participating in the project, including the deployment of demonstration activities.

The TEST Biofouling project pilots innovative technologies and showcases sustainable methods to manage ship’s biofouling in a range of developing countries. Biofouling refers to the build-up of aquatic organisms on ships’ hulls, which can multiply when introduced into new environments and out-compete native species.

It has been identified as one of the greatest threats to marine biodiversity and to the industries that depend on it, such as tourism and fisheries.

The project supports the implementation of the 2023 IMO Biofouling Guidelines, and complements actions undertaken by the GEF-UNDP-IMO Glo Fouling Partnerships project.

New website launched to share information

A newly-launched website for TEST Biofouling highlights the pilot projects, in addition to providing valuable resources including a technology portal, training packages, a video library and various publications has been launched here.

Biofouling training delivered in Latin America

As part of the capacity-building element of TEST Biofouling, a training course on biofouling management was delivered in the Latin America region from 8-11 April 2024 by MTCC Caribbean.

The course, titled Introduction to Marine Biofouling: Impacts and Management of Risks, provided a detailed introduction to biofouling, along with management solutions and technologies available to tackle it. (Available on IMO e-learning)

Participants from Argentina, Chile and Panama included representatives from transportation and fisheries ministries, maritime administrations and port authorities, women in maritime organizations, climate and environment agencies, and training institutions.

The course was developed by the GEF-UNDP-IMO GloFouling Partnerships project.

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Taylor Smith Shipyard and Nouum Engineering to cooperate in Mauritius

Africa Ports & Ships

* Engine overhaul operations now become global
* Focus on Indian Ocean, and Africa’s eastern and southern coastal areas

South African Nouum Engineering, a leading provider of diesel engine services for marine, power, locomotive and generators globally, and Mauritius-based ship repair and conversion yard Taylor Smith Shipyard (TSS), have signed a cooperation agreement, expanding both companies’ commercial and operational scopes.

“This cooperation provides Taylor Smith Shipyard with the opportunity to accept more and significantly larger engine overhaul jobs and other types of engineering work in the region, and even globally,” says a pleased Willy van Niekerk, General Manager of TSS.

“With Nouum we have found a strong and highly experienced partner to attain the growth that we envision in the coming years,” he adds.

As a part of the agreement, Nouum Engineering will be focusing on the repair and maintenance of marine engines and related equipment, such as turbochargers and automation systems, a growth market for Taylor Smith Shipyards.

Nouum will provide qualified personnel, including all appropriate certifications, and has significant experience in their field. In addition, the company will assist TSS with their engineering scope.

“We’ve already worked with Taylor Smith Shipyard for a long time,” says Tom Martin, CEO at Nouum.

“It’s great to be able to take this next step together. Through this partnership we can service more clients faster and better. Our main focus is the Sub-Saharan African market and the Indian Ocean, but we’ll also cooperate globally.”

At present, Nouum has a commercial presence and offices in Cape Town, Durban, Kenya, Namibia, Madagascar, Mauritius, Reunion and Nigeria and operates globally. Nouum undertakes repairing, rebuilding and maintaining engines either on at their fully equipped African facilities or anywhere in the world.

Taylor Smith Shipyard recently expanded its capabilities, technically, regionally and commercially, to serve a larger market and offer a wider range of services to its customers.

The yard has set up a new sales, after-sales service and a training team available to further support clients to meet their needs. Engine overhaul work – with a minimising downtime – is especially growing, as is the mobile Harbour & Voyage Repair team.

TSS has its offices at Taylor Smith House, Old Quay D Road, Port-Louis, Mauritius – see www.taylorsmith.com

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WHARF TALK: LPG/Ethylene tanker – NAVIGATOR PLUTO

Pictures by ‘Dockrat’
Story by Jay Gates

There are some vessels that are calling into South African ports that are hard to quantify as to being a Red Sea diversion, or simply the owners taking the long way round to save money. One clue is usually to be found in the distances travelled between ports, in comparison between a Suez Canal transit, a Panama Canal transit, and a Cape sea route transit. The other is the departure port and the destination port, and which route is more logical for that voyage.

On 27th April, at 08:00 in the morning, the LPG/Ethylene tanker ‘Navigator Pluto’ (IMO 9177571) arrived off the Table Bay anchorage, from Zhapu in China, and went to anchor for a short period of just four hours. At midday, on the same day, she raised her anchor and entered Cape Town harbour, proceeding into the Duncan Dock, and going alongside the Landing Wall.

There are no LPG facilities in Cape Town harbour for either bulk loading, or bulk discharging of LPG, so an arrival of an LPG tanker always usually points to one of two things. The arrival of ‘Navigator Neptune’ was due to a requirement for bunkers, or for some shoreside technical, or engineering, assistance. The time she spent alongside would determine which one it was.

Built in 2000 by Jiangnan Shipyard at Shanghai in China, ‘Navigator Pluto’ is 170 metres in length and has a deadweight of 23,484 tons. She is powered by a Sulzer 6RTA52 six cylinder, two stroke, main engine producing 11,584 bhp (8,520 kW), and driving a fixed pitch propeller for a service speed of 15 knots.

Her auxiliary machinery includes three MAN 8L23/30H generators providing 1,280 kW each, and a MAN D2866 TE emergency generator providing 152 kW. She has a single Jiangsu Hailu Green LYF 2.0/300/-0.7 composite boiler.

She has four bi-lobe cargo tanks, with a cargo carrying capacity of 21,633 m3. Her tanks are Type C, enabling ‘Navigator Pluto’ to carry her liquid petroleum gas (LPG), or Ethylene, cargo at a temperature down to as low as -104°C. She has eight Svanehoy Deepwell electric cargo pumps, each capable of pumping at a rate of 250 m3/hour. There are also two cylindrical deck mounted cargo tanks, each capable of carrying an LPG cargo of 125 m3 each, and also down to a temperature of -104°C.

Owned by PT Navigator Khatulistiwa, of Djakarta in Indonesia, ‘Navigator Pluto’ is operated by Navigator Gas of London, in the United Kingdom, whose houseflag she displays on her funnel, and she is managed by Northern Marine Management Pte. Ltd., of Singapore. She is one of a class of five sisterships, all named after planets of our solar system, namely ‘Navigator Venus, Navigator Mars, Navigator Saturn and Navigator Neptune’.

For the casual astronomer it is pleasing to know that she is named ‘Pluto’ by her owners in recognition that, back in 2000, it was considered to be the ninth planet of the solar system. Pluto was discovered only as far back as 1930, and was long considered to be our solar system’s ninth planet, that is until 2006. In that year Pluto was reclassified as a dwarf planet, by the International Astronomical Union, thus reducing our solar system to just eight planets. The fight goes on to have Pluto reinstated as a full planet!

Her voyage to Cape Town, from Zhapu, which is located 50 nautical miles south of Shanghai, at 30° 36’ North 121°05’ East, started when she sailed from that port on 22nd March, and covered a distance of 8,335 nautical miles. She had arrived at Zhapu the day before, on 21st March, from Houston, in the US State of Texas. That voyage had begun when she departed Houston on 1st February, and covered a distance of 15,660 nautical miles. The indicators are that her owners, or charterers, were avoiding a canal transit.

A quick look at your schoolboy globe will show that a voyage from Zhapu to Houston, via the Panama Canal, will cover a distance of 10,138 nautical miles. However, the Panama Canal is currently experiencing major problems with drought, and a lack of water, and the Canal Authorities are restricting the number of vessels it allows through the Panama Canal itself. In fact, to maintain a high revenue of canal users, the Canal Authorities have resorted to an auction bidding system to gain a canal transit. Yet this is still the shortest route available.

As container vessels have the most value, and whose cargoes are often time constrained, it is they who make the highest bids, and get to make a Panama Canal transit. A small LPG tanker, in ballast, does not get a look in. So that leaves the next quickest route between Zhapu and Houston, which is via the Suez Canal. This route covers a distance of 13,392 nautical miles.

However, we are all now well familiar with the risks of such a routing, via the Red Sea, and having to run the gauntlet of the idiotic Houthis, and a drone or missile attack.

So a Cape sea route is the third best option, and this routing between Zhapu and Houston covers an official distance of 15,176 nautical miles. As it happens, ‘Navigator Pluto’ has an operating range of 19,340 nautical miles, so such a passage is well within her capabilities, on the assumption she can uplift bunkers in Zhapu. So was a requirement for bunkers the reason for this call into Cape Town?

As things transpired, on the 29th April, Transnet Port Control in Cape Town decided that they needed the position on the Landing Wall that was occupied by ‘Navigator Pluto’ for another reason, and she was shifted across the Duncan Dock to go alongside J Berth, which was a strange move, but one that confirmed that bunkers was not the reason for her call, and the requirement for shoreside engineering assistance was the more likely.

After almost three days alongside in Cape Town, ‘Navigator Pluto’ was ready to depart from the Mother City, and at 04:00 on the morning of 30th April she sailed from Cape Town, with her AIS displaying that she was bound, once more, for Houston in the USA. The port of Houston is one of the busiest, and biggest, ports for the export of LPG and LPG derivatives such as Ethylene.

In 2017, the operators of ‘Navigator Pluto’ entered into a partnership agreement with Enterprise Product Partners LP, of Houston, to build a 30,000 m3 tank storage export terminal for Ethylene. The export terminal would be built at Morgan’s Point on the Houston Ship Channel, and was commissioned in 2020. It was from this facility that ‘Navigator Pluto’ had loaded a cargo of Ethylene, for discharge in Zhapu back in late January. That voyage had also covered a distance of over 15,000 nautical miles, indicating a Cape sea route had been chosen.

Ethylene itself is used as a feedstock for the manufacture of Polymers, Plastics, and Chemicals. It is used for the manufacture of many different products, such as food packaging, film, toys, food containers, bottles, pipes, anti-freeze, carpets, bin liners, shopping bags, wire and cable sheathing, insulation, surface coatings for paper and cardboard, and a wide variety of other products, including tiles and flooring used in building and construction.

Its use in applications that are not linked to polymers, plastics, and chemicals is that a lesser well known application, used in a relatively small amount, for Ethylene is that it is used for the agricultural purposes, and notably for the controlled ripening of citrus fruits, tomatoes, bananas, and many other fruits, vegetables and flowers.

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New Multimodal Inland Port Association to lead logistics transformation in Southern Africa

Africa Ports & Ships

Introducing the Multimodal Inland Port Association (MIPA), which débuts at the upcoming Transport Forum event to be held on 23rd May, from 09:00 to 12:15.

The occasion will bring together industry stakeholders, policymakers, and enthusiasts for an online gathering focused on advancing cargo movement from road to rail via inland ports.

MIPA aims at enhancing logistics performance, reducing costs, and boosting efficiency and is dedicated to improving Southern Africa’s supply chain.

Making up the initial members of MIPA are leading entities in the transportation sector, including the Cato Ridge Inland Port, Tambo Springs Development Company, Cape Winelands Inland Port, the Musina Intermodal Terminal, RailRunner South Africa, and RailRunner Services.

Optimising Rail

Dedicated to improving Southern Africa’s supply chain, the association, through promotion, support, and advocacy, aims to optimise efficiency and cost-effectiveness by increasing cargo transportation via rail through the use of more inland ports.

“We are excited to introduce MIPA and its vision for a more sustainable and efficient logistics system,” says Warwick Lord, MIPA chairman.

Lord will begin the Forum with an introductory roadshow of MIPA, presenting the association’s vision to implement practical intermodal solutions for the region. These solutions address the challenges encountered at ports and along transportation corridors, paving the way for enhanced efficiency and effectiveness in cargo logistics.

According to Lord, MIPA’s strategy revolves around promoting efficient multimodalism. This entails establishing a network of privately operated freight hubs with rail terminals across the region to provide a more efficient and cost-effective logistics service, optimising cargo transportation and bolstering regional connectivity.

Five Core Pillars

MIPA’s objectives are anchored in five core pillars: reducing logistics costs, enhancing capabilities, refining supply chain management, expanding reach and bolstering compliance with policies and regulations.

Joining the launch event as speakers are industry leaders who will share their expertise and insights on the future of South Africa’s logistics network.

Russell Baatjies, Chief Executive of Transnet Freight Rail (TFR), will deliver a presentation highlighting the pivotal role of rail as the critical connector between landside and seaside logistics systems, shedding light on its significance in the transportation ecosystem.

Dr Juanita Maree, Chief Executive Officer of the South African Association of Freight Forwarders (SAAFF), will delve into the concept of an ideal South African logistics network, emphasising the importance of backup port operations and freight villages within a multimodal structure.

The topic of ‘South Africa’s inland port imperative: A critical and missing component’ will be addressed by Prof Jan Havenga – Emeritus Professor at Stellenbosch University/Director at GAIN.

Gavin Kelly, CEO of the Road Freight Association, will discuss the symbiotic relationships between various transport modes and their contribution to economic success, offering valuable insights into the interconnected nature of transportation networks.

Dr Ria Vosloo, a lead consultant at OTT Technologies, will explore the role of multimodal terminals in connecting highways and byways of the sea, providing a comprehensive understanding of their significance in facilitating efficient cargo movement.

“We look forward to the opportunity to engage with industry to share our vision for MIPA and invite stakeholders to register for the virtual event,” says Lord.

Register online for the Transport Forum here or contact catherine@cvlc.co.za

or visit www.transportsig.com

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Maersk adds capacity to compensate for Red Sea situation

 

Africa Ports & Ships

Maersk says the effects of the situation in the Red Sea are widening and continuing to cause industry-wide disruptions.

With the complexity of the situation having intensified over recent months, Maersk will continue re-routing its ships around the Cape of Good Hope “for the foreseeable future”.

However, as it points out, the risk zone has expanded and attacks are reaching further offshore, which is forcing Maersk to lengthen the journey of its vessels even more, and resulting in increased costs for at least the time being.

The line is currently using 40% more fuel per journey and charter rates are three times higher, often fixed for five years.

Maersk says the knock-on effects are causing bottlenecks and vessel bunching, as well as delays and equipment and capacity shortages.

“We estimate an industry wide capacity loss of 15-20% on the Far East to North Europe and Mediterranean market during Q2.”

In response and to boost reliability, Maersk says it is including sailing faster and adding capacity.

So far, the Danish company has leased more than 125,000 additional containers.

Although the Peak Season Surcharge (PSS) was reduced recently, it has since been increased again to help cover the additional costs. Maersk says it will continue to review the surcharges regularly.

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Port News and Advisories

Africa Ports & Ships

Port News & Information

SA Navy frigate in Durban for maintenance

The SA Navy frigate SAS Isandlwana (F146) arrived in Durban from Simon’s Town last week and initially proceeded to the naval base.

It was noted that the frigate was minus her weaponry of missile launchers and main gun, making it seem likely that she had arrived to undergo maintenance or repair.

That assumption seems even more likely now since the frigate moved across the bay to the Sandock Austral repair quay at Bayhead, where she has now moored.

It will be recalled that another of the four frigates, SAS Amatola (F145), underwent major maintenance and repair at what was then still known as Southern African Shipyards, later to be renamed Sandock Austral. Amatola received a new port engine in 2012 and later in 2015 underwent a mid-life refit at the Durban shipyard.

Her refit came shortly after Southern African Shipyards changed an engine on the SAS Isandlwana.

Port Omission- London Gateway

The container ship ONE Readiness, deployed on the South Africa Europe Container Service (ONE – SRX service) will omit the scheduled London Gateway call on voyage 241N/242S following continuing operationa delays that are occurring in South Africa ports.

Ocean Network Express (ONE) advises the reason is in order to restore schedule integrity.

Cargo originally planned for loading from London Gateway will be transferred to M/V Santa Rita v.241S, ETA London Gateway 18 May 2024.

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WHARF TALK: multi-purpose heavylift vessel – INDUSTRIAL SKIPPER

Pictures by ‘Dockrat’
Story by Jay Gates

With all the furore going on about the idiocy of the Houthi menace, and the waters of South Africa being filled with traffic diverted away from the Red Sea, one tends to forget that these same waters provide a danger of their own. Woe betide the vessel that comes unstuck, or is unfortunate enough to be in the wrong place, and at the wrong time, in terms of weather or if a critical piece of propulsion equipment decides to give up the ghost at the wrong time.

With so much traffic making its way around the Cape sea route, it can only be a matter of time before the first serious maritime casualty is brought to the fore. Winter is coming, and the memories of South African waters being protected by what was once considered the most powerful ocean going salvage tug on the planet, ‘S.A. Amandla’, are truly a thing of the past. There are some out there who probably shaved this morning, using the razor blades that came out of her scrapping on the ubiquitous beaches of India.

The demise of this icon did not mean that vessels that got into trouble in South African seas were now at the mercy of those same seas. Cape Town based AMSOL, who operated and managed ‘S.A. Amandla’ prior to her being sent for scrapping, had prepared for her demise, by bringing in a multi-purpose offshore vessel, ‘Umkhuseli’ that could not only provide a level of cover, and security, required for the Mossel Bay rigs, but most importantly provide as much bollard pull as the outgoing ‘S.A. Amandla’ to be able to provide a level of coastal protection that the government demanded to protect the coast from any potential casualty.

Prior to 21st April, the casual maritime observer could scan their favourite, free, online AIS website and would have noticed that ‘Umkhuseli’ was no longer at her normal assigned station off Mossel Bay, but had come north about and around the Cape, and was steaming slowly towards Cape Town. At the same time, the casual maritime observer would have noticed that she was being shadowed closely by another vessel. Except that this other vessel was not shadowing ‘Umkhuseli’, but was actually attached to her by a tow wire and bridle, and ‘Umkhuseli’ was actually doing the job that she was intended to perform.

On 21st April, at 15:00 in the afternoon’, ‘Umkhuseli’ (IMO 9427055) arrived off Cape Town towing the multi-purpose heavylift vessel ‘Industrial Skipper’ (IMO 9741138), which was originally en route on a voyage from Algeciras, in Spain, and originally bound for the port of Ras Laffan in Qatar. The pair of vessels, connected by a shortened towing wire entered Cape Town harbour, proceeding into the Duncan Dock, and ‘Industrial Skipper’ was brought safely alongside the Landing Wall.

After which ‘Umkhuseli’ sailed from Cape Town, returning to her normal place of work off the Southern Cape coast. For the casual maritime observer the obvious question to be raised was what was the reason for ‘Industrial Skipper’ to be of the kind of assistance that required the intervention of a salvage tug to bring her to a port of refuge and safety.

Built in 2016 by Huanghai Shipbuilding at Rongcheng in China, ‘Industrial Skipper’ is 147 metres in length and has a deadweight of 12,329 tons. She is powered by a single Jiangsu MAN-B&W 5G45ME-C9 five cylinder, two stroke, main engine producing 6,628 bhp (4,800 kW) which drives a fixed pitch propeller for a service speed of 13 knots.

Her auxiliary machinery includes three MAN D2842 LE301 generators providing 590 kW each. She has a single MAN D2866 LXE20 emergency generator providing 180 kW. She has a single Alfa Laval Aalborg OC auxiliary composite boiler. For added manoeuvrability she has a bow transverse thruster providing 600 kW.

She has two holds, giving a cargo carrying area of 2,951 m2, and a cargo carrying capacity of 17,612 m3. Her tanktop deck strength is 16 tons/m2. With a container carrying capacity of 842 TEU, ‘Industrial Skipper’ has a deck provision for 100 reefers. As a heavylift vessel she is fitted with two portside, offset, NMF electro-hydraulic cranes capable of lifting 250 tons each, and which when operated in tandem are capable of a heavylift of 500 tons.

One of a class of four sisterships, and the first of the class to be built, ‘Industrial Skipper’ is known as an Ecolift 500 class vessel for her owners. She is nominally owned by Jaune International SA, of Monrovia, and operated by Argo Coral Maritime Ltd., of Moerdijk in Holland. She is managed by Jüngerhans Heavylift Fleet Services GmbH, of Haren (Ems) in Germany.

Since January 2024, ‘Industrial Skipper’ has been chartered by Intermarine LLC, of Houston, in the US State of Texas. In February 2024, the JSI alliance was formed to market a worldwide 50 vessel strong fleet of heavylift vessels. The partners in this new venture were Jumbo Shipping BV, of Schiedam in Holland, SAL Heavy Lift GmbH, of Hamburg in Germany, and Intermarine.

The vessel that brought ‘Industrial Skipper’ to Cape Town, ‘Umkhuseli’, was first covered, on her arrival in South Africa, in the 19th September 2021 edition of Africa Ports and Ships, and followed up in the 23rd September 2021 edition of Africa Ports and Ships, when she arrived off Cape Town for the very first time, towing a tanker casualty.

Built in 2013 by Wuchang Shipbuilding at Wuhan in China, ‘Umkhuseli’ is powered by four Wärtsilä 9L32 nine cylinder, four stroke, main engines producing a total power output of 24,129 bhp (18,000 kW),which gives her an impressive bollard pull of 219 tons, and which is more than enough to contend with even the largest salvage operation that she may be called upon to undertake in South Africa waters.

As for the reason for why ‘Industrial Skipper’ required the services of a towing wire from ‘Umkhuseli’, to make an unscheduled stop at Cape Town, the clue lay in the identity of the shoreside engineering support vehicle that arrived on the Landing Wall adjacent to ‘Industrial Skipper’. It was a ‘MAN Energy Solutions PrimeServ’ vehicle from the Cape Town office of MAN, which just so happens to be based close by, in the Duncan Dock.

MAN PrimeServ operate on-site recovery teams to get a MAN engined vessel back into service, and operation, as fast as possible, with the provision of engineering services that include on-site Crankshaft recovery, Bearing line recovery, Stud & thread recovery, Cylinder cover recovery, and Cast iron recovery, as well as provision of spare parts.

Whatever the problem was onboard ‘Industrial Skipper’, and which required MAN specialists to attend to the vessel, after a 14 day, or fortnight period, of lying alongside the Landing Wall, it remains a mystery. However, her problems appeared to be finally resolved late on the Saturday 4^th May, as at 22:00 in the late evening, she sailed from Cape Town. However, she did not sail far, and only as far as the Table Bay anchorage, where she went to anchor, despite her AIS still displaying that Ras Laffan is still her destination.

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MSC makes successful offer to buy Norwegian Gram Car Carriers

Africa Ports & Ships

Mediterranean Shipping Company (MSC), acting through its subsidiary SAS Shipping Agencies Services Sàrl, has made what appears to be a successful bid to buy the Norwegian-owned auto carrier shipping company known as Gram Car Carriers ASA.

With the offer, MSC has signalled its intent of moving into the lucrative marine car and truck carrying business, by acquiring a successful existing auto carrier line.

It’s understood the Gram Car Carriers’ board of directors has unanimously resolved to recommend to its shareholders of the car carrying business to accept the offer, after acknowledging that the offer price is fair, from a financial point of view. The Board has received a fairness opinion from ABG Sundal Collier ASA concluding that the offer price of NOK 263.69 per share is fair, from a financial point of view.

The Norwegian company will in addition distribute to shareholders a dividend for the first quarter of 2024 of NOK 9.00 per share, bringing the cash proceeds to shareholders of NOK 272.69 per share, bringing the total offer to around $700 million and representing a premium of about 28% to GCC’s stock price toward the end of April.

MSC, which is continuing its expansion beyond containers and cruising into aviation and rail, logistics and terminal operations, media and now, into the pure car and truck carrying business, intends continuing Gram Car Carriers’ operations under the same name and organisation.

MSC already operates with two CEU vessels.

The finalisation of the offer and agreement is expected during the third quarter of this year.

Gram Car Carriers is the world’s third-largest tonnage provider within the Pure Car Truck Carriers (PCTCs) segment with 18 owned vessels, across the Distribution, Mid-size and Panamax segments.

The company provides vessels and logistics solutions for a network of clients comprising of major global and regional PCTC operators.

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Nigerian Navy rescues hundreds of passengers from sinking boat

Africa Ports & Ships

The Nigerian Navy recently carried out a remarkable rescue operation, saving over 250 people, including children, from a boat mishap. The incident occurred along the Buguma waterway in the Asari-Toru local government area of Rivers State.

The passenger and cargo boat that capsized is named Precious Emmanuel.

From reports by the navy and carried in several local news reporting, the boat was out on the Buguma creek in Asari-Toru area of Rivers in stormy weather, when it struck an underwater object, described as a rock or possibly wreckage of some sort.

The collision led to the double-deck Precious Emmanuel capsizing. Making matters worse, it is reported that the vessel had no lifesaving equipment on board, nor were any passengers wearing such apparel.

It is not clear just how quickly the navy was able to respond except they did so after receiving a distress call, but they claim to have effected the rescue of about 250 people who were on the overcrowded boat.

A Navy spokesman, Commodore Adams-Aliu, said the boat was overloaded. He emphasised the importance of such vessels having appropriate lifesaving jackets and other equipment. It was thanks to the vigilance of navy personnel that they were able to quickly respond and save so many lives, he said.

The distress call was received at around 22:30 and naval patrol boats immediately responded to the scene. There were no loss of lives, Adams-Aliu said.

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IMO’s Legal Committee

Edited by Paul Ridgway
Africa Ports & Ships
London

IMO’s Legal Committee has finalized a new set of guidelines to ensure seafarers are protected against unfair treatment if detained in foreign jurisdictions on suspicion of committing a crime.

The fair treatment of seafarers was high on the agenda of the Legal Committee’s 111th session, which took place from 22 to 26 April at IMO HQ in London, chaired by Ms Gillian Grant of Canada.

The guidelines are to be applied where seafarers may be detained in a jurisdiction other than that of the seafarers’ nationality on suspicion of committing crimes during the course of their employment on board a ship. They aim to protect seafarers’ right to due process during investigation and detention by public authorities.

In his closing remarks, IMO Secretary-General Mr Arsenio Dominguez said:’The well-being of seafarers continues to be of great concern to me and to the entire Membership of IMO… The Guidelines will add a significant value in resolving the challenges faced by seafarers and ensure that seafarers are treated fairly.’

The guidelines contain guidance for port States, flag States, coastal States, States of which the seafarer is a national, shipowners and seafarers.

The finalized guidelines will be submitted as a base document to the Joint ILO/IMO Tripartite Working Group to identify and address seafarers’ issues and the human element (JTWG) for further refinement. The JTWG will then submit the guidelines to the Legal Committee and to the ILO Governing Bodies for endorsement.

New task force to review abandonment database

The Committee established a new Task Force to review and update or redevelop the joint ILO/IMO abandonment database, to enhance accuracy and efficiency of the platform.

The ILO/IMO database contains regularly updated information on vessels and seafarers that have been reported as abandoned worldwide. Seafarer abandonment happens when shipowners fail to fulfil obligations to seafarers related to timely repatriation, payment of outstanding wages or salary, and even the provision of basic necessities such as food, accommodation and medical care.

An upgrade of the system would enhance data accuracy and monitoring capabilities and support the swifter resolution of abandonment cases. This will support the implementation of the Guidelines on how to deal with seafarer abandonment cases, adopted at LEG 110.

The Task Force will submit a report to the JTWG, who will then conduct a final review and provide a clear report to the ILO Governing Body and the IMO Legal Committee for endorsement.

LEG 111 outcomes

In addition to the fair treatment of seafarers, the Legal Committee made progress on a number of major issues, including on fraudulent registration and fraudulent registries of ships, autonomous shipping, measures to assess the need to amend liability limits and guidelines for accepting Insurance Companies and Certificates.

Readers are invited to see the full meeting summary here.

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African Maritime Forces Summit, Naval Infantry Leaders Symposium-Africa held in Ghana

by defenceWeb

Governmental and military leaders from more than 40 countries on four continents have kicked off the second annual African Maritime Forces Summit (AMFS) and third Naval Infantry Leaders Symposium-Africa (NILS-A) in Accra, Ghana.

The three-day AMFS and NILS-A, combined this year for the first time, began on 30 April under the theme “Cooperation at Sea: Safeguarding African Maritime Security”.

The summit brought together over 100 delegates as well as international partners and experts.

Ghana’s President Nana Addo Dankwa Akufo-Addo in his keynote address said Ghana is committed to playing a leading role in promoting maritime security in the region. He urged delegates to take decisive actions to combat piracy and transnational crimes and enhance regional cooperation with international partners to share intelligence and best practices.

Akufo-Addo said the blue economy holds enormous potential for coastal economies, but it faces threats in all forms which undermine economic gains and threaten human lives.

“This potential is, however, constantly threatened by various maritime security challenges, including piracy, illegal fishing, smuggling, and maritime terrorism. These transnational crimes do not only threaten national and regional peace and security, but they also come at a great cost to the economies of both coastal and non-coastal states.”

Akufo-Addo said it is well known that the global maritime space, particularly the Gulf of Guinea, is a key route for international trade and connects all of the major continents. The current crisis in the Red Sea, and the re-routing of maritime traffic, he said, attest to the strategic importance of the western coast of Africa.

In the face of these challenges, he said it is imperative “we foster greater cooperation and collaboration amongst Africa maritime forces. By working together and sharing intelligence, and coordinating our efforts, we can address effectively maritime security threats and safeguard our maritime domain”.

Panel discussions during the conference include Strategies for Cooperation and Models for Combined Operations, The Spectrum of Maritime Action: At Sea and In the Littorals, Assessing Maritime Security Interventions, and Countering and Prosecuting Illicit Maritime Activity (From Piracy to IUUF).

In her opening remarks, US Ambassador Virginia Palmer said that, “here in West Africa, peacebuilding and security are never far from our minds. Ghana has been fortunate, so far, in avoiding violent extremist attacks. As you know, some of Ghana’s neighbours have not been so lucky.

“As His Excellency the President noted at the very beginning of his State of the Nation address earlier this year, ‘West Africa is under threat of terrorism and violent extremism,’ and that ‘countries in this region can no longer take our territorial integrity for granted.’ These are indeed times in which the work and collaboration of everyone in this room is critical.

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

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Introduction of extra trains sees road truck congestion reduced at Richards Bay

Africa Ports & Ships

Transnet’s Freight Rail (TFR) division has embarked on a ramp up of GF coal trains from 21 trains a week to 28 trains a week, supported by an injection of locomotives, reported TFR on Thursday 2 May 2024.

This is part of Transnet’s Recovery Plan initiatives, and a commitment made to the City of uMhlathuze (Richards Bay) leadership and other stakeholders during the Stakeholder Collaboration on Truck Congestion Solutions meeting held in the Port of Richards Bay, in KwaZulu-Natal, on 21 November 2023.

The main objective of the ramp-up was to reduce truck loads and migrate volume from road to rail. All Transnet customers that were road hauling to the port of Richards Bay at the time were identified and approached directly to indicate interest in participating in a test train service.

Further, the intention of the test was to enable Transnet and the customers to assess train loading capabilities and rail friendliness of their cargo for each of the parties that were road hauling to the port. The test was focused on the following areas:

• Siding capabilities and readiness
• Cargo suitability for rail loading
• Status of the network
• Train handling times
• Train turnaround times, etc.

“As of 31 March 2024, the test train initiative had seen TFR moving 106,000 tons from Road to Rail whilst removing approximately 3,100 truckloads from the roads (6,200 truck movements, including the empty leg),” says Theo Johnson, Acting Managing Executive on the North Corridor.

“To date seven customers, a majority of whom were 100% on road before, have been tested.

Johnson said the process to test the remaining customers is ongoing, subject to available capacity on a week-by-week basis.

The test train initiative was offered with a clear proviso that it does not constitute a commitment for rail capacity in the long term, as there are structured ongoing processes for capacity allocation, Johnson added.

The ramp up is the latest positive development after the coal export conveyor belt, which had been out of service for two years due to fire damage, came back into full operation at Richards Bay terminals, according to Transnet Port Terminals (TPT).

Commissioned at the end of December after rigorous tests were carried out successfully, it has taken off the road over 400 trucks.

This belt was among three that were gutted by fire in October 2021. The 2,2 KM long conveyor belt has an output of more than three million tons per year.

Procurement processes to repair the remaining two are at an advanced stage.

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Focus on the Port of Tanga

Africa Ports & Ships

Tanzania’s port of Tanga is often overlooked in discussions about ports and ships in Tanzania, which is unfortunate as the port has a significant role to play in the East African country.

Tanga, known as Bandari ya Tanga in Swahili, is situated on the northern coast of Tanzania close to the border with Kenya and has an interesting background and history.

Established in 1914 to serve the commercial and agricultural needs of northern Tanzania, Tanga goes back much further in the region’s history having been part of the Portuguese and Arab gateway for the slave and ivory trade.

Happily, that sad history is now behind everyone and the port that has developed is there to serve the northern regions of Tanga, Kilimanjaro, Arusha and Manyara. The port can also benefit Tanzania’s neighbouring countries of Kenya and Burundi and even possibly Rwanda and Uganda.

The proposed oil pipeline from Uganda may well end at the coast near Tanga, but that’s in the future.

While Tanga boasts a wide and deep entrance channel capable of accommodating large draught vessels with a natural and well-sheltered bay for shipping services, the actual port facilities remain limited at present.

The modern quay wall has a total length of 450 metres, with berths for two moderately-sized vessels. Cargo handling equipment includes mobile cranes, reach stackers and forklift trucks, and on the waterside, cargo barges and tug boats.

Opposite the two berths is a paved area for containers and cargo sheds to store weather-sensitive cargo.

Offshore are 12 inch pipelines for handling liquid bulk products including oil products with a conventional buoy mooring at Totten Island to handle liquefied petroleum gas (LPG).

The current cargo capacity of Tanga is said to be 1.2 million tonnes a year.

The type of cargo handled at Tanga has progressed beyond the traditional agricultural export products of the past to handling a more diverse mix of imports, including machinery and industrial equipment, and various raw materials.

These include phosphates, chemicals, ammonia, sulphur, grains and cereals, oil and oil products, construction equipment, automobiles and auto equipment.

Most recently, the Port of Tanga has registered an increase of 16.1% in cargo handled during the first three quarters of the 2023/2024 fiscal year, as reported to the Tanzania Daily News by the port manager, Mr Masoud Mrisha.

Between July 2023 and end February 2024, the port handled approximately 870,000 tonnes of containerised cargo, an increase on the 750,000 tonnes for the same period in 2022/23.

During the three quarters of the current fiscal year, Tanga handled 217 ships with a total gross tonnage of 1,160,799 GT. The 217 ships included 94 deep-sea vessels and 123 coastal ships.

This in itself is an increase of over 35% compared with the 160 ships of the comparable period. These had a total gt of 710,655-GT.

Mrisha attributed these increases to the introduction of various discounts and incentives offered, such as allowing transit cargoes 15 days in port compared to the previous seven days before charges are levied. He said that empty containers are charged after 25 days.

Another advantage pointed out by Mrisha is that Tanga city is not congested with trucks blocking the roads to and from the port.

He said that Tanzania Ports Authority (TPA) was implementing two strategic projects. The first phase involved expanding the entrance channels and deepening the port depth from 3 to 13 metres and expanding the turning basin.

The second phase will include the provision of another berth with a length of 450 metres and an adjacent container yard with 7,230 square metres.

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Xeneta Update: Long term rates edge up globally as Red Sea conflict continues to cast uncertainty across the market

Africa Ports & Ships

Ocean freight container carriers are treading a fine line between risk and reward during new contract negotiations as the market remains gripped by uncertainty in the Red Sea, according to new data on the Xeneta Shipping Index (XSI®).

The latest data released by Xeneta today, Thursday (2 May), shows the Global XSI® (the average rate of all valid long term contracts in the market) remained fairly flat in April at 154.3 points, up by just 1.7% from March.

However, looking at sub-indices within this global figure reveals a dynamic market, with the XSI® for European Imports reaching 171.8 points, which is up by 9.2% from March and its biggest month-on-month increase since June 2022.

However, the XSI® sub-indices for US Imports fell by 9.4% in April to 150.6 points. And, while April’s Global XSI® figure represents a slight month-on-month uptick, it is still down by 50.1% compared to April 2023.

Emily Stausbøll, Xeneta Senior Shipping Analyst, said: “We have seen a big increase on the XSI® for European Imports in April, mainly due to the ongoing impact of conflict in the Red Sea.

“However, given the spot market on trades such as Far East to Mediterranean is still up by more than 60% compared to 12 months ago, you would expect carriers to be pushing for even higher long term rates.

“The reason carriers aren’t demanding higher long term rates is because they are scared of overcapacity in an uncertain market.”

The case for higher long term rates is strengthened by a 10.7% increase in global container volumes in January and February compared to the first two months of 2023.

Even the European Imports XSI® sub-index, which registered strong month-on-month growth in April, is down by 34.2% compared to a year ago.

Stausbøll said: “There has been record high deliveries of new container ships in every quarter since Q2 2023, but conflict in the Red Sea has largely protected carriers from overcapacity so far in 2024 because diversions around the Cape of Good Hope require more ships to maintain service schedules.

“If the situation changes and we see a large-scale return of container ships to the Red Sea in the next 12 months, it will leave carriers severely exposed to the impact of overcapacity and spot market rates are likely to plummet.

“Yes, carriers want higher long term rates, but they also need to secure long term volumes. That is the fine line they are trying to walk, balancing risk and reward in such an unpredictable market.

“Carriers and shippers must wish they had a crystal ball to know how the next 12 months will play out, but they don’t, and this uncertainty illustrates how every single negotiation is unique.”

The XSI® sub-indices for US Imports score of 150.6 points not only represents a 9.4% month-on-month decrease, it is also down by an enormous 67% compared to April last year when it stood at 451.5 points. It is also the lowest the index has been since April 2021.

With many US shippers’ long term contracts running from April to May, next month’s XSI® figures will reveal how recent negotiations have played out.

Stausbøll believes market data and intelligence have been central to these discussions.

She said: “Spot rates from the Far East to the US East Coast have steadily fallen by 33% from their peak at the start of February following the escalation of conflict in the Red Sea in December. Spot rates from the Far East into US West Coast have fallen by 31% in the same period.

“US shippers have used Xeneta data during long term contract negotiations to highlight this softening spot market and secured substantial big discounts between tender rounds. These new long term contracts will come into validity in May so we can expect to see further movement on the XSI® in the next month.”

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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

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Terry Hutson