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TODAY’S BULLETIN OF MARITIME NEWS

Newsweek commencing 28 July 2024.  Click on headline to go direct to story : use the BACK key to return.  

FIRST VIEW:   GRANDE HOUSTON

• AD Ports completes EIA for Pointe Noire’s multipurpose New East Mole Terminal
• SA to further focus on manufacturing and exports to grow economy
• Xeneta Update: Ocean container shipping market reaches a tipping point in July
• Liberian Registry appoints ex-US Navy commander as VP of Port State Control
• Camillo Fontana appointed new CFO for Hanseatic Global Terminals
• Fatal level crossing collision in Middelburg
• WHARF TALK: MR2 products & chemical tanker – UACC MANAMA
• Nigerian Ports Authority new boss promises efficient port services
• Mozambique and Gas: Fighting expected in Macomia as more Rwandans face stronger insurgents
• USS Hershel ‘Woody’ Williams Commanding Officer relieved after running aground
• Port News and Shipping Advisories
• WHARF TALK: offshore platform supply vessel (PSV) – BOURBON EXPLORER 514
• BOOK REVIEW: The Rescue Ships and the Convoys
• AGOA Forum a crucial engagement – SA government
• Transnet making progress and reform and capacity growth initiatives
• WHARF TALK: MR2 class products tanker – ANGELA GLORY
• Madagascar: IMO intensive port security training
• Senegal Navy takes delivery of two 24-metre landing craft
• Ultra Galaxy breaks up into four pieces as rough seas pound ship
• Signs of Ultra Galaxy shipwreck breaking up off West Coast
• WHARF TALK: Seismic Guard and Chase vessel – 7 OCEANS
• Nedbank being sued by Transnet and the SIU over state capture issue
• First fuel block train from the Nacala port to Malawi’s Lilongwe
• New Mozambique fishing port of Angoche is opened
• Ultra Galaxy salvage continues – crew repatriated
• New round of MSC funding supports fisheries research
• IMO Council: Transparency and access to information
• The Future is Here: China commissions two all-electric container ships
• US and Africa: US will work with African nations
• EARLIER NEWS CAN BE FOUND UNDER NEWS CATEGORIES…….

Africa Ports & Ships

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Masthead:  PORT OF CAPE TOWN

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FIRST VIEW:   Grande Houston

Wearing the distinctive yellow and white livery of the Grimaldi Group, the 65,148-gt Pure Car & Truck Carrier (PCTC) Grande Houston (IMO 9782699) made an appearance at the port of Durban Car Terminal earlier in July, before sailing again on 14th of the month bound for Laem Chabang, Thailand, where she is due this Monday 29 July 2024.

Built in 2019 and delivered early in January 2020, Grande Houston is capable of carrying up to 7,600 CEU (car equivalent units) and was the third of seven ships commissioned to the Chinese shipyard of Yangfan in Zhoushan. At that time two of her sisterships, Grande Torino (2018) and Grande Mirafiori (2019) were already in service with the Italian company, and four sisterships were to be followed later that year and the year thereafter. Those became Grande New Jersey, Grande Florida, Grande California and Grande Texas.

Initially deployed to the weekly Mediterranean-North America service, Grande Houston has since been re-deployed and may become a more regular caller at the South African car terminal ports of Port Elizabeth, East London and Durban. The highly flexible ship has a length of 199 metres and width of 36m and as an alternative to carrying 7,600 CEU, she may handle 5,400 linear metres of rolling stock plus 2,737 CEU. Her four hoistable decks allows her to load any type of rolling freight, such as trucks, tractors, buses, earth-moving equipment etc, up to 5.3 metres high.

The ship possesses two ramps, one on the side and a quarter stern ramp able to load freight units of up to 150 tons. In the engine room she is fitted with an electronically-controlled (Man Energy Solutions) main engine, which enables the ship to meet the new regulations for the reduction of nitrogen oxide emissions (NOx). In addition she is fitted with an exhaust gas cleaning system (scrubber) for the abatement of sulphur oxide emissions (SOx). The ship also complies with the latest regulations regarding the treatment of ballast water.

To see and read about the Grimaldi Group fleet of Con-Ro ships, go here.

Pictures are by Keith Betts

Africa Ports & Ships

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AD Ports completes EIA for Pointe Noire’s multipurpose New East Mole Terminal

Africa Ports & Ships

AD Ports Group has completed an environmental and social impact assessment (EIA) for the multipurpose New East Mole Terminal in Pointe-Noire in the Republic of the Congo – Brazzaville.

This forms part of AD Ports 30-year concession agreement with the Government of the Republic of the Congo – Brazzaville, for managing and operating the new terminal.

The study was conducted using diverse scientific methodologies in line with the national Congolese regulations and international best practices, such as International Finance Corporation (IFC) environmental and social performance standards.

It outlines the optimum recommendations for AD Ports Group to enhance the social, communal and environmental performance of the project during the construction and operational phases.

As part of the study, a public consultation was held in May 2024 attended by all relevant stakeholders in Pointe Noire. These included the port authority – Port Autonome de Pointe-Noire, Préfecture – Prefecture De Pointe-Noire, Marine Marchand, Mayor’s office, national & international NGOs, port operators, and all major minister’s representatives relevant to the project.

The aim was to inform and engage with the relevant parties in the development of the project.

In addition to the provision of state-of-the art hardware such as portside equipment and cargo-handling cranes, which is part of the Group’s commitment to this project, AD Ports Group will also provide the new facility with digital services and technological solutions to enhance its efficiency and minimise impact of its operations on the environment.

Throughout the concession agreement, AD Ports Group says it remains committed to excellence in policies related to urban planning, safety, security, and sustainability. The environmental and social issues are of paramount importance and demonstrating community support is a priority, it said..

Mohamed Eidha Tannaf AlMenhali, Regional CEO – AD Ports Group, said that the AD Ports Group recognises its role in driving economic growth and prosperity, both locally and globally in the communities where they operate.

“Conducting these environmental studies before we embark on any project reflects our approach focused on integrating Environmental, Social, and Governance (ESG) considerations into our business practices to drive sustainable growth and create long-term value for all stakeholders,” he said.

Under the terms of the agreement signed in June 2023, AD Ports Group will have the exclusive right to invest in the development, operation, management and maintenance of the ‘New East Mole Port’ that will handle containers, general cargo, break-bulk and other types of cargo.

The Agreement runs for thirty years from the date of signing and AD Ports Group shall have the right to further extend it for a further period of twenty years on the same terms and conditions.

AD Ports Group will invest more than US$ 500 million over the life of the concession, with around US$ 220 million allocated for phase 1, which is expected to be completed over the next 30 months.

Pointe Noire is the main commercial centre of the Republic of the Congo – Brazzaville, and its port plays a key role in the economy and development of the nation and wider region.

Executives are confident that the collaboration will help stimulate trade and enhance connectivity for the Republic of the Congo – Brazzaville, which is pursuing a new National Development Plan (NDP) focusing on economic diversification and high, resilient, and inclusive growth.

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SA to further focus on manufacturing and exports to grow economy

Africa Ports & Ships

Trade, Industry and Competition Deputy Minister Andrew Whitfield says it is essential that South Africa’s economic growth is grounded in manufacturing-led growth and export-oriented economy.

To this end, he said, the department will support local industries to increase their manufacturing capacity and volumes, enhance their competitiveness and identify suitable export markets for their manufactured products.

Whitfield was speaking during a debate on the Budget Vote of the Department of Trade, Industry and Competition (dtic) in the National Council of Provinces (NCOP) in Parliament on Tuesday.

“It is essential that South Africa’s economic growth is grounded in manufacturing-led growth,” he said.

“Manufacturing is indeed less volatile and less vulnerable to economic downturns and will create real, sustainable and decent paying jobs for our people.

“South Africa must also create an export-oriented economy. A dedicated focus on manufacturing growth will also lead to export growth,” he said.

Key Focus Areas

Whitfield said one of the dtic’s key focus areas under the new administration will be a renewed export drive to lower the risk of slow domestic growth, while also identifying high growth opportunities.

“The creation of an export-oriented economy can be realised through a dedicated focus on implementing measures to boost the competitiveness of local industries in global markets, streamlining export processes, lowering trade barriers, offering financial and technical assistance to exporters and cultivating beneficial trade alliances with other nations,” explained Whitfield.

He said South Africa’s exports in May this year totalled over R178 billion and the country recorded a trade surplus of over R20 billion, significantly higher than forecast, and the widest trade surplus in six months.

“This is commendable and illustrates the important contribution that exports can make to our fiscus. We will support local industries by building a supportive and competitive ecosystem to drive manufacturing growth.

“We will also identify intermediate goods that could make our manufacturers more competitive; as well as identify products that we produce competitively and the markets that consume those products in large and/or growing volumes,” Whitfield said.

Smart Industrial Policy

Earlier this month, dtic Minister Parks Tau reiterated the commitment to “smart industrial policy”, which will support the successful implementation of government’s development imperatives.

“In line with what the President said [during the Opening of Parliament Address] when talking about smart industrial policy, the dtic group will implement sectoral plans building on the successes recorded in the automotive, clothing and textiles, retail and agro-processing sectors.

“Smart industrial policy speaks to underlining beneficiation and export-led growth. It highlights the imperatives of the Public Procurement Act that will complement the essential legislative tools to unlock localisation and transformation.

“Every year the South African economy spends 25% of the national wealth created on imported goods. Not only is this propensity to import much greater than our competitor countries, it is also out of sync with our developmental needs,” Tau said.

The Minister said government will reverse this in pharmaceuticals and medical devices, green industries, food products and manufactured goods, among others. He noted that smart industrial policies and programmes are being implemented to respond to the global market trends towards electric vehicles. source: SAnews.gov.za

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Xeneta Update: Ocean container shipping market reaches a tipping point in July

Africa Ports & Ships

The ocean container shipping market reached a tipping point in July, with long term rates on major fronthaul trades showing signs of life just as spiraling short term rates begin to soften.

The Xeneta Global XSI®, which covers all valid long term contracts in the market, edged up 2.5% in July to stand at 151.5 points.

More notably, the underlying XSI® sub-index for Far East Exports – which includes the world’s biggest fronthaul trades to Europe and the US – increased 12.6% in July to 178.8 points.

This coincides with short term rates on major trades from the Far East to the US and Europe beginning to soften in July from the massive increases seen over recent months.

Emily Stausbøll, Xeneta Senior Shipping Analyst, said: “Long term ocean container shipping rates remained subdued despite massive increases on the short term market in May and June – but that is starting to change.

“For example, while short term rates on the Far East to US West Coast trade increased more than 140% between 30 April and 1 July, the long term market increased by 20%. However, short term rates to the US West Coast have fallen by 12% since 1 July, just as the long term market shows signs of life.”

Increasing long term rates and decreasing short term rates means the spread is narrowing between the markets, which presents a delicate balance ahead of long term contract negotiations between shippers and carriers later this year.

Stausbøll said: “This is a pivotal time for the market. The big question is, how high will long term rates climb before growth is stunted by the falling spot market?

“Shippers will be hoping the spot market crashes back down hard and fast, while carriers will be doing everything possible to keep short term rates elevated for as long as possible.

“Where the long and short term markets land at the point new contract negotiations begin will be crucial in determining whether shippers or carriers have the strongest hand.

“A few weeks ago, when spot rates were still spiraling, carriers would have been feeling confident about long term contract negotiations – but market sentiment can change very quickly.

“Shippers won’t want to see the long term market starting to increase because it has already been a bruising 2024 in the spot market. But they should have cautious optimism because, at the moment, it feels like there is more room for spot rates to fall than there is for long term rates to rise.”

Stausbøll reiterated that ocean supply chains remain under pressure and there are potential disruptions on the horizon.

She said: “Diversions are still in place in the Red Sea, meaning the majority of container ships are continuing to sail around the Cape of Good Hope.

“There is the threat of union action at ports on the US East and Gulf Coasts, while a Trump presidency could see businesses rush to ship goods ahead of new tariffs on Chinese imports.

“There is also the risk of new geopolitical incidents, as we are seeing in Bangladesh where civil unrest is impacting port operations.

“It will not take much to push ocean supply chains back into the red and send spot rates heading upward once again, which would also have consequences for the long term market.”

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Liberian Registry appoints ex-US Navy commander as VP of Port State Control

Africa Ports & Ships

The Liberian Registry, the world’s largest shipping registry, has appointed Commander Norm Witt (U.S. Coast Guard, retired) to its team as Vice President, Port State Control Affairs.

Witt will be responsible for coordinating and building professional relationships with various PSC (Port State Control) entities including the United States Coast Guard to better support the Registry’s clients.

Through this position, he can assist ship owners and operators through inspections or other obstacles they may face.

“I’m excited to be in a position where I can leverage my previous Coast Guard experience in helping clients achieve high levels of regulatory compliance, which in turn minimises shipping delays and enhances overall safety,” Witt said.

“Improving our safety performance on a continuous basis is a priority for everyone,” he added.

Witt takes a wealth of experience with him to the Liberian Registry, highlighted by over 23 years of service with the U.S. Coast Guard.

Notably, he served as the Commanding Officer of the Coast Guard Marine Safety Unit in Savannah, Georgia, where he held the position of Captain of the Port. During his tenure, Norm led the response to the capsizing of the vessel Golden Ray, coordinating an operation that involved 500 personnel and 70 vessels.

“In addition to his knowledge on PSC matters, Norm brings valuable international relations experience to the Registry as he had tours in Liberia and Fiji Islands as a USCG officer, as well as commercial experience in the offshore wind industry,” said Alfonso Castillero, CEO of the Liberian Registry.

“We are excited to have him join the team, and his knowledge will be an asset in our growth and operations.”

To learn more about the Liberian Registry see here

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Camillo Fontana appointed new CFO for Hanseatic Global Terminals

Africa Ports & Ships

Hanseatic Global Terminals (Hapag-Lloyd infrastructure holdings), which has interests in 20 strategically located container terminals in 11 countries, including in Africa, Asia and the Americas, has appointed Camillo Fontana as the Chief Financial Officer (CFO).

Fontana, who has more than 15 years of finance experience in container shipping and land-logistics businesses, takes up his position from today, Thursday 1 August 2024.

He has held several international management positions within the Mediterranean Shipping Company (MSC) organisation, initially based in its Geneva headquarters as Finance Manager and, from 2014, as Regional CFO of Asia and Middle East, based in Singapore.

In 2018 he was appointed CFO of Medlog S.A., the land-logistics division of MSC, a position he held until 2022. For the last two years, he has served as a board member for several MSC agencies as well as Head of the MSC Group CFO Office.

“We are delighted that with Camillo we have found a very experienced financial expert to be the new CFO of Hanseatic Global Terminals,” said said Dheeraj Bhatia, Chief Terminal and Infrastructure Officer (CTIO) of Hapag-Lloyd and Chief Executive Officer (CEO) of Hanseatic Global Terminals.

“We have ambitious growth plans with Hanseatic Global Terminals, and we will be making major investments in quality, efficiency and sustainability to benefit our customers. It will therefore be crucial that we manage the related financial aspects in the best way possible,” said Bhatia.

See related article Hapag-Lloyd terminal division rebranded as Hanseatic Global Terminals

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Fatal level crossing collision in Middelburg

Africa Ports & Ships

A Transnet Freight Rail (TFR) goods train has been in a fatal level crossing collision on Wednesday afternoon (31 July) involving a school bus near Mafube Village at Arnot Station on the old Belfast Road. This is near the town of Middelburg. The back of the bus was torn off by the collision leaving the main bus body twisted and broken.

Paramedics and emergency personnel were immediately activated to the scene.

According to initial reports five passengers of the bus were killed and nine others suffered serious injuries.

Transnet Freight Rail has expressed its sincere condolences to the families of the deceased with wishes for a speedy recovery of the injured.

Rescue and recovery operations were still underway in the late afternoon. It is understood the accident occurred at around 16:00. An investigation will be undertaken to determine the cause of the accident.

The railway passing through Middelburg is on the main railway line between Gauteng and the port at Maputo, Mozambique.

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WHARF TALK: MR2 products & chemical tanker – UACC MANAMA

Pictures by ‘Dockrat’
Story by Jay Gates

The stream of diversion traffic rounding the Cape sea route is not slowing down, with more recent indiscriminate attacks by the Houthis on shipping who are aided, abetted, and armed, by a BRICS nominee. Sometimes the stream contains callers whose voyage is not always apparent, as it is not always obvious if a vessel is in ballast, or simply lightly loaded. In these cases a look at their previous voyage might give a clue, although this is not always the case.

On 17th July, at 02:00 in the early morning, the MR2 products and chemical tanker ‘UACC Manama’ (IMO 9458822) arrived off Cape Town from Houston, in the US State of Texas, and entered Cape Town harbour. She proceeded into the Duncan Dock and went alongside the inner tanker berth at the Eastern Mole. However, she appeared to be in ballast, and did not go alongside the berth to work cargo. She very much appeared to be a diversionary caller.

Built in 2010 by SLS Shipbuilding at Tongyeong in South Korea, ‘UACC Manama’ is the standard 183 metres in length for a MR2 class tanker, and has a deadweight of 45,612 tons. She is powered by a single HHI MAN-B&W 6S50MC-C7 six cylinder, two stroke, main engine producing 12,893 bhp (9,480 kW) to drive a fixed pitch propeller for a service speed of 14 knots.

Her auxiliary machinery includes three HHI 504-84K generators providing 757 kW each, and a single Cummins UCM273F1 emergency generator providing 120 kW. She has a single Kangrim CHO oil fired boiler, and a single Kangrim Economiser exhaust gas boiler. As an MR2 class tanker, which is also the largest class of tanker capable of being utilised as a chemical tanker, her tank layout is suggestive that ‘UACC Manama’ regularly undertakes both kinds of voyages.

She has a total of 22 cargo tanks, with a cargo carrying capacity of 50,682 m3. She can operate with a full 22 segregations, and has a total of 22 submersible, centrifugal, Framo cargo pumps. Her pumps are split in capability with 12 of them capable of pumping at a rate of 500 m3/hour, 8 of them capable of pumping at a rate of 360 m3/hour, and 2 of them capable of pumping at a rate of 300 m3/hour.

Owned by United Arab Chemical Carriers , of Dubai in the UAE, hence her UACC name prefix, ‘UACC Manama’ is operated by United Overseas Management (Hellas) Ltd., of Athens in Greece, whose houseflag she displays on her funnel. She is managed by Synergy Navis Marine Pvt. Ltd., of Pune in India.

One of class of four sisterships, and originally built for Malaysian International Shipping Corporation (MISC) Berhad, ‘UACC Manama’ was launched as ‘Bunga Balsam’. In 2014 she was purchased from MISC by her current owners, along with another of her sisterships, for a combined price of US$70 million (ZAR1.28 billion) for both.

On her southbound journey to the Cape, ‘UACC Manama’ was reported as being at Morgan’s Point, which is located up the Houston Ship Channel. However, the terminal at Morgan’s Point is solely for Ethane and Ethylene export, both of which require carriage by LPG tankers, and not MR2 product tankers, so this was probably merely a reporting point on heading seaward down the ship channel. So it is likely that she had finished discharging somewhere in the vicinity of Houston, prior to heading south to Cape Town.

Her previous voyage has started on 20th April, when she had arrived at Pembroke, in the United Kingdom, from discharging in West Africa, at both Cotonou in Benin, and Lomé in Togo, previously having loaded in Antwerp in Belgium. Pembroke lies in West Wales, and within the great natural harbour of Milford Haven, and is the site of two great oil refineries, with ten berths, and a large LNG terminal with 5 berths. Loading at the Valero refinery terminal, ‘UACC Manama’ sailed on 25th April for Montreal, in the Canadian province of Quebec.

Her ten day trans-Atlantic passage, and run up the St. Lawrence Seaway, covered 2,925 nautical miles, and she arrived at Montreal on 5th May. Montreal has a large petrochemical industry located along the St. Lawrence River, with a number of oil storage terminals, and the large Suncor oil refinery. After a discharge of just under three and a half days, ‘UACC Manama’ made her way back down the St. Lawrence, and headed south to the United States. The question would be if ‘UACC Manama’ loaded a fresh cargo in Montreal for discharge in the USA, or was this the first call of a multi-port discharge itinerary.

Her voyage down the east coast of North America covered 1,694 nautical miles, and ‘UACC Manama’ was shown as having arrived at New York on 17th May, and remained she there for just under two days. However, the port of New York itself does not have any oil terminals, as they are all located across the Hudson River in New Jersey. With New York falling under the title of ‘The Port of New York and New Jersey’, it may be that she sat at anchor in New York state waters, awaiting a berth, or she was actually alongside at a discharge terminal, using New York as a destination on the AIS, which is likely interchangeable with that of New Jersey, as per the full name of the giant port itself.

Most casual maritime observers probably think that the great oil terminal ports of the Gulf of Mexico, such as New Orleans, and Houston, are where the majority of oil imports are made in the USA. In fact, the port of New York and New Jersey holds the number one spot for the most oil imported into the United States of America. After her less than two days in ‘New York’, she sailed the short distance of just 8 nautical miles, which gives a strong indication that her first stop was indeed in New Jersey, and not New York, to arrive at Perth Amboy, which is located in the US State of New Jersey, just across the river from Staten Island in New York state.

Perth Amboy, which is reached from New York by either passing under the Bayonne Bridge from the North, and entering Newark Bay, and heading down the Arthur Kill river, or by passing into the Arthur Kill river from the south, directly from New York Bay. The port itself has two oil terminals, with three berths, and includes the Buckeye oil refinery. Her stay there was for short period of just over a day and a half, before she sailed for her final US port of Houston.

The voyage itinerary would indicate one of two possibilities. One was that her loading in Pembroke was to cover all discharge ports, in both Canada and the USA. The second was that she discharged completely in Montreal, and loaded a fresh multi-port cargo there, bound for the USA. It would not be that she arrived in New York to load, either at New York for discharge in Perth Amboy and Houston, or to have loaded in Perth Amboy for discharge in Houston only. To have done either would have been in breach of the Jones Act.

The Jones Act, more better known in the United States as The Merchant Marine Act of 1920, is a protectionist law purely for the purposes of protection, promotion, and maintenance of the US Merchant Navy, or the American Merchant Marine as it is known in the USA. The purpose of the Jones Act is to regulate all maritime commercial trade conducted in US waters, and especially that carried between US ports.

Section 27 of the Jones Act deals with Cabotage, or coastwise trade, and it requires that all goods transported by water between US ports must be carried on vessels that have been built in the USA, that fly the US flag, are owned by US citizens, and are crewed solely by US citizens, or US permanent residents. The act is so named because it was introduced by Senator Wesley Jones. Such an act does not apply in South Africa, which is why 100% of coastwise traffic is carries along South Africa shores by foreign flagged vessels, and there are no longer any South African owned, or flagged, vessels capable of doing so.

After a voyage of 2,407 nautical miles from New Jersey to Texas, ‘UACC Manama’ arrived in Houston on 16th June to complete her discharge. After another short time alongside of just under two days, she sailed for Cape Town. Her arrival in Cape Town, in an apparent ballast condition, would indicate that she had not loaded in Houston, and was in transit. Such a call would indicate her call in Cape Town was purely for bunkers, stores, fresh provisions, or for a minor engineering support requirement.

This final leg of her voyage from Houston covered 7,724 nautical miles, and to indicate that her call was not for commercial discharge purposes, she was ready to sail just over 24 hours later. At 06:00 on 18th July, ‘UACC Manama’ sailed from Cape Town, with her AIS showing that her next call was to be Singapore, and a well-known loading port for all fuel products and chemicals.

For the nomenclature aficionado, the United Arab Chemical Carriers (UACC) Company uses the names of Gulf and Arabic cities and ports for the names of their vessels. As geography and political followers of the Middle Easy will be aware, Manama is the capital city of the Gulf State of Bahrain.

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Nigerian Ports Authority new boss promises efficient port services

Africa Ports & Ships

The Nigerian Ports Authority (NPA) has a new managing director. He is Dr Mohammed Abubakar Dantsoho, who succeeds the former MD, Mohammed Bello-Koko.

The appointment was approved by Nigeria’s President Bola Tinubu.

The new managing director has previously served within the NPA as assistant general manager, technical assistant to the managing director, port manager of Onne Port, and principal manager, Tariff & Billing.

He holds a doctorate in maritime technology from Liverpool John Moores University in the UK, and a master’s degree in international transport from Cardiff University of Wales.

Speaking to the media during a tour of the Tin Can Island Port in Lagos, Dantsoho said he intended seeing to the rehabilitation of the country’s dilapidated port infrastructure.

He added he intended collaborating with port stakeholders to ensure the delivery of more efficient services at Nigeria’s seaports.

“I want to assure stakeholders that the much-talked-about reconstruction of Tin Can Ports complex will move from rhetoric to action,” he said.

Acknowledging that the competitiveness of the ports remains dependant on sound infrastructure, Dr Dantsoho vowed also to further the digital transformation and modernisation of the NPA.

President Tinubu also approved the appointment of Sen. Adedayo Adeyeye as chairman of the Board of the NPA.

Senator Adeyeye is described as a “seasoned lawyer, journalist, and politician.”

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Mozambique and Gas: Fighting expected in Macomia as more Rwandans face stronger insurgents

Several hundred Rwandan soldiers arrived last week in Macomia town, bringing the total to more than 4000 Rwandans in Cabo Delgado. They are responding to the what the authoritative Focus Group calls “an ever-growing and strengthening insurgency”.

Rwandan troops control the gas zone – Palma district and the northern two-thirds of Mocimboa da Praia district, plus the graphite mines in Ancuabe, and have just arrived in Macomia town. Tanzanians control Nangade district. (see map)

From north to south, Insurgents control the very dense forests along the Messalo river that is the border between Mocimboa da Praia, the coastal zone of Macomia district, and some area going west toward Ancuabe. Insurgents also have small bases in the south of Cabo Delgado, not on the map.

Macomia occupation

The 10-12 May occupation of Macomia town is seen as at the same level at the occupations of Quissanga (2020), Mocimboa da Praia (2020), and Palma (2021). Focus Group is normally subscription only but it has allowed us to post its excellent detailed report on https://bit.ly/Moz-Focus-Macomia.

Focus Group says “the assault on Macomia town was well-coordinated, with the insurgents well armed and evidently having knowledge regarding the movement of the security forces.”

Insurgents were reported in the area before the attack. Macomia is on a crossroads. Following the pattern of the previous town attacks, four groups attacked from the four different directions early in the morning of 10 May. They controlled the town by noon.

Government forces called for help and South African forces were sent from the south and Rwandans from the north. Both were ambushed by insurgent forces waiting for them. Focus Group says that in retrospect, the very public movement of insurgents forces to the south and into Nampula in April was explicitly a diversion. The ability to carry out a string of small attacks as a diversion “indicated a higher levels of strategy and command and control.”

Insurgents left Macomia of their own accord, with stolen trucks and large quantities of food, on 12 May.

Hearts and Minds

“The insurgency has evolved within the conflict zone and adapted its strategies to react to the increasing military deployment.” Focus Group notes. “From tactics that caused a high number of civilian casualties, the insurgency has adjusted its strategy to one in which it increasingly targets the security forces and those deemed the insurgency’s “enemies”.

Focus Group says in late 2020 insurgent leaders went to the Democratic Republic of the Congo (DRC) to meet with members of the Islamic State, who emphasised the need to avoid indiscriminately killing of civilians and the need to build popular support. This has led to a hearts and minds campaign.

And Focus Group warns that counterinsurgency on its own cannot win, because of a “lack of socioeconomic development”. There must be economic measures to “uplift the impoverished population and, in turn, demotivate support for the insurgency.”

Misconduct by Mozambican soldiers continue to cause problems. In June, the riot police (Rapid Intervention Unit), which is used for military duties, was accused of extorting and arbitrarily detaining civilians. Soldiers killed a market trader after curfew on 8 July. The next morning there was a riot against the army with between two and five soldiers killed.

In Chiúre district, locals have accused the local militia of extorting the population by charging up to 50 meticais ($1) to use the roads, ZumboFM reported. People in Macomia also continue to complain about abusive behaviour by the Mozambican army. Many live in fear of extortion, arbitrary arrest and sexual violence, one source claimed. (Cabo Ligado 11 June)

Other fighting and movements

Posting the new Rwandan troops in Macomia town indicates they are expected to attack eastward in Macomia district. Insurgent force movements have been noted in the Catupa forest along the Messalo River going west through Chai, with others west toward Ancuabe and south through Metuge. So the insurgents seem to want to keep some of their forces out of harm’s way.

Other insurgent activity has been in the south of Mocimboa da Praia district near the town, and on the road north to Palma. A large attack failed on 29 May on Mbau with at least a dozen and up to 50 insurgents killed.

Insurgents have returned to Nangade district. And there have been incidents in Muidumbe district between the insurgent zone and Mueda. The N380 road north through Macomia always has armed convoys but has been sporadically closed by soldiers.

No gas until 2029

Although some groundwork is going on in Afungi, it is clear there will be no formal start until next year and no production unit 2029. TotalEnergies order of 17 LNG ships has been delayed form 2028 until 2029, the South Korean shipyards of Hyundai and Samsung reported. Meanwhile the US ExIm bank has had to suspend its funding decisions until after the US elections, which also means delays.

Rwandan security firm for Afungi

Isco Segurança, a company majority owned by Rwanda’s ruling party, has been providing security services and unarmed protection at TotalEnergies’ project site since December 2022. Isco Mozambique is 70% owned by Isco Global, a company ultimately controlled by the Rwandan Patriotic Front, and 30% by prominent Pemba businessman Assif Osman. Isco now has 495 guards on site. (Zitamar 26 July)

Republished with permission from Mozambique News Reports and Clippings

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USS Hershel ‘Woody’ Williams Commanding Officer relieved after running aground

by defenceWeb

Captain Lenard C Mitchell has been relieved as the commanding officer of the USS Hershel ‘Woody’ Williams (ESB 4), due to a loss of confidence in his ability to command after the ship ran aground off Gabon earlier this year.

Making the announcement on 8 July, the US Navy said Mitchell had served as commanding officer since 20 November 2022.

“The relief occurred as a result of an investigation into the soft grounding of Hershel ‘Woody’ Williams near the port of Libreville, Gabon on 9 May 2024.” The ship managed to free itself at high tide four hours after running aground. No injuries or major damage were reported from the grounding.

“While the investigation is still open, sufficient findings of fact emerged during the investigation to warrant the relief of the commanding officer,” the US Navy added.

It said it holds commanding officers to the highest standard and takes action to hold them accountable when those standards are not met. “Naval leaders are entrusted with significant responsibilities to their sailors and their ships.”

Mitchell will be temporarily assigned to Commander, Naval Surface Forces Atlantic. Captain Michael Concannon will assume duties as interim commanding officer onboard Hershel ‘Woody’ Williams.

The Hershel ‘Woody’ Williams, a Lewis B. Puller-class expeditionary mobile base, is currently forward deployed to US Naval Forces Africa. Before running aground off Gabon, the vessel took pace in Exercise Obangame Express 2024.

Navy Times reported that the ship is not the only US Navy one to encounter such a mishap in the past year. The dry cargo ship Alan Shepard ran aground in Bahrain in July, while the guided-missile destroyer Howard also experienced a soft grounding in August as it pulled into Bali, Indonesia, for a scheduled port visit.

Navy officials have previously said the sea service relieved 15 commanding officers in 2023 over a loss in confidence.

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

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Port News and Shipping Advisories

Africa Ports & Ships

SAECS advises of port delays

The South Africa-Europe Container Service (SAECS) is facing vessel delays on account of bad weather and what one SAECS member described as “extreme Transnet inefficiencies”.

As a result vessels may be delayed into South Africa by a few days and while efforts will be made to recover the schedule in Europe, customers with cargo on or due to be loaded are asked to take note for their supply chain planning purposes.

Vessels immediately affected by this are:

Santa Cruz v.243S
Kalahari Express v.243S
Santa Clara v.243S
Mehuin v.243S

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Nele Maersk 422S/426N

Cape Town Terminal Change

Maersk advises that due to berth and yard congestion in Cape Town Multi-Purpose Terminal (CTMPT) the container vessel Nele Maersk will call at Cape Town Container Terminal (CTCT) instead of CTMPT.

The reefer stack has opened in Cape Town Container Terminal (CTCT) and is due to close on the 31 July @ 22h00

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MSC Rosaria 426S/430N   Port swap

It’s been advised that the container vessel MSC Rosaria will complete a port swap and will call at Durban first as a result of delays.

The revised rotation in South Africa is:

04 August: Durban
07 August: Port Elizabeth
11 August: Cape Town

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Safari Service Hong Kong omission

Maersk advises that the container vessel San Christobal on v.249N will phase out of the Safari Service and will omit the port of Hong Kong.

Hong Kong imports will discharge in Tanjung Pelepas (TPP) and connect on alternate services with best possible transit time to Hong Kong.

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Maersk advisory Wafex Service

Further to the changes advised in mid-June on the Wafex service, the service operators have introduced a further change to the service offering.

Cargo destined for Brazil will no longer transship via Luanda and will revert to a direct sailing.

The service will remain weekly.

Rotation:

The Wafex rotation becomes: Paranagua – Santos – Navegantes – Durban

The starting vessel is IRENES RESOLVE v.434E ETD Durban 18 September 2024

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WHARF TALK: offshore platform supply vessel (PSV) – BOURBON EXPLORER 514

Pictures by ‘Dockrat’
Story by Jay Gates

Oil and Gas industry vessels are year round regular visitors to both Cape Town and Durban. The geographical locations of the majority of the areas of development around the world are such that very few transiting vessels need to utilise the Suez Canal, so both ports are not really getting to see that many additional oil and gas callers diverting because of the risks placed by the Houthi menace, as these vessels are far too valuable to risk a passage up the Red Sea.

Cape Town currently has at least five oil and gas vessels sitting alongside, and for a myriad of reasons, with another three out in the Table Bay anchorage. Some of these oil and gas vessels call in for a quick stop for bunkers, stores, provisions, and the occasional crew change when heading to their next contract. A stay of just a day or two is the norm for these callers. Then there are those longer stay callers who need a survey prior to the next job, a pre or post contract general refit, or just some shoreside maintenance support.

On 21st July, at 11:00 in the morning, the offshore platform supply vessel (PSV) ‘Bourbon Explorer 514’ (IMO 9654294) arrived off Cape Town, from Trincomalee in Sri Lanka. She entered Cape Town harbour, proceeding into the Duncan Dock, and in an unusual move for such a vessel, she went alongside the Passenger Cruise Terminal at E berth. Such a berth, for such a vessel, would normally indicate she had a major crew change to undertake, and the nearby offices of the Immigration Services were required.

Built in 2015 by Zhejiang Shipbuilding at Ningbo in China, ‘Bourbon Explorer 514’ is 79 metres in length and has a deadweight of 3,703 tons. She is a diesel electric vessel, and is powered by four Caterpillar 3512C generators providing a total power output of 6,000 kW, which drive two Azimuth Z Drive thrusters providing 2,000 kW each, and giving her a service speed of 12.5 knots. She has an emergency generator providing 250 kW, and for added manoeuvrability she has two bow tunnel thrusters providing 1,000 kW each.

Her Z drive propulsion, and thrusters, give ‘Bourbon Explorer 514’ a dynamic positioning classification of DP2. Her DP2 control is provided by a Kongsberg K-Master system, which receives inputs from 3 DGPS units, 3 Gyro compasses, 1 Radius system, and 1 HiPAP system. This DP2 classification allows close contact to be maintained with her platform, and with all thrusters operating at 100%, is capable of holding ‘Bourbon Explorer 514’ in position in conditions of wind speeds of up to 50 knots, and with a constant 3 knot current affecting her.

For her platform supply requirements ‘Bourbon Explorer 514’ has an aft working deck area of 716 m2, and can hold up to 1,850 tons of cargo on deck. She also has 12 underdeck cargo tanks, capable of holding 1,110 m3 of fuel, 1,500 m3 of drill water, 640 m3 of potable water, 1,133 m3 of drill mud, 300 m3 of cement, and 386 m3 of dry bulk. Her pumping rates for her tank cargo are 150 m3/hour for fuel, 200 m3/hour for drill water, 150 m3/hour for potable water, 100 m3/hour for mud, 22 m3/hour for cement, and 75 m3/hour for dry bulk.

She has standard accommodation for 50 persons and, as a standby vessel, she is certified to take onboard up to 200 survivors when operating in tropical areas. For rescue and salvage operations she has a foam tank holding 18 m3 of firefighting foam, and has a firefighting classification of FiFi1, with two fire monitors capable of throwing water at a rate of 1,200 m3/hour, as well as operating a spray protection system.

Designed by the Shanghai Design Associates, who are the in-house ship design bureau of the Sinopacific shipbuilding group, who operate the Zhejiang Shipyard where she was built, ‘Bourbon Explorer 514’ is one of 20 sisterships known as the ‘Explorer 500’ class. She is owned by Bourbon Offshore SURF SAS, of Marseille in France, operated by Bourbon Supply Investissements SAS, also of Marseille, and she is managed by Bourbon Offshore Greenmar Ltd., of Bambous in Mauritius.

Whilst her arrival in Cape Town was from Trincomalee in Sri Lanka, her stop there was only for a short period, which indicates a minor requirement, possibly for bunkers, or shoreside assistance. Prior to that she had sailed from the port of Kakinada, located at 16°57’ North 082°15’ East, on the coast of the Bay of Bengal, and in the Indian State of Andhra Pradesh.

Kakinada is a natural deepwater port, and the location of the operational headquarters for the Eastern Offshore Division of the Indian State owned Oil and Natural Gas Corporation (ONGC). The Krishna Godavari Basin, located offshore from Kakinada is considered to be the largest natural gas basin in India, and Kakinada is the support base for the offshore oil and gas production platforms.

Her departure from Kakinada came after a long stint operating out of the port in support of offshore assets. Recent movement data, since the beginning of the year shows that ‘Bourbon Explorer 514’ operated out of Kakinada port on a regular turnaround schedule, and spending between 10 and 15 hours alongside in Kakinada to load for her offshore platforms, every 10 to 15 days.

Her previous port, Trincomalee, located on the northeast coast of Sri Lanka, at 08°34’ North 081°14’ East, is the fifth largest natural harbour in the world. It came under British control in 1795, when it was captured from the Dutch. South African historians will recognise the same circumstances of 1795 when the British captured the Cape from the Dutch, and for the same reasons, i.e. to prevent the Napoleonic French from taking control of the area.

Trincomalee was incorporated into the British Colony of Ceylon, and it became a major base for the Royal Navy. Admiral Lord Horatio Nelson called Trincomalee ‘the finest harbour in the world’, while William Pitt the Younger, the British Prime Minister between 1804-1806, called it ‘the most valuable British colonial possession on the globe’. It was the home of the Royal Navy Eastern Fleet in the Second World War, after the fall of Singapore. It now serves as the Eastern Command base of the Sri Lanka Navy.

The Bourbon Group began life in 1948, in the sugar industry on the French Indian Ocean island of Reunion. Francophone historians will be aware that the old name for Reunion was Bourbon, named after the Royal French dynasty that ruled France before the Revolution. Bourbon moved into the maritime world in 1989 when they entered the local fishing industry.

In 1991 they entered the offshore industry, growing into the large company, operating a fleet of more than 100 vessels in support of the oil and gas industry. Their vessels have been irregular visitors to Cape Town in the past, with their multi-purpose maintenance vessels from the ‘Evolution 800’ class calling, such as ‘Bourbon Evolution 803’ in 2019, and ‘Bourbon Evolution 807’ in 2022, which was reported on in the 28th October 2022 edition of Africa Ports & Ships.

In Cape Town, after spending over a week alongside at E berth, which in itself was unusually long time for such a vessel to sit on this berth, ‘Bourbon Explorer 514’ was shifted down the full length of the Duncan Dock on 29th July, and placed alongside the Landing Wall. Her current stay of more than a week, with a move to the Landing Wall, indicates that she is in need of some shoreside engineering assistance, before she is due to sail again. At present, both her next contract work area, and operating port destination, are as yet unknown.

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BOOK REVIEW

The Rescue Ships and the Convoys

by Vice Admiral B B Schofield

News has been received of this book, subtitled: Saving lives during the Second World War by Vice Admiral B B Schofield*, published by Pen & Sword Maritime, 224 pages, 34 mono illustrations. ISBN: 978 1 03610 266 1 price £25.00.

The first edition was published in 1968 and this is a 2024 edition edited and expanded by Victoria Schofield, the author’s daughter and herself an accomplished author.

The Rescue Ships and the Convoys tells the history of one of the least known aspects of Second World War maritime history. Despite the threat of heavy losses of ships and lives, no hospital ships, which had to be lit, could accompany the convoys as they would betray a convoy’s position.

The solution was to create a fleet of thirty small Merchant Navy vessels of about 1,500 gt, mostly from coastal trade.

These Rescue Ships, commanded and manned by Merchant Navy personnel, carried medical teams, and life-saving equipment including operating theatres, hospital beds, Carley floats, booms, nets and means of hoisting waterlogged and tired men inboard.

Undeterred either by either enemy action or atrocious weather, these vessels accompanied close to 800 convoys and saved 4,194 lives from ships sunk in the North Atlantic and with the Arctic convoys. During their service, seven Rescue Ships were lost.

This is a story packed with suspense, danger, achievement and tragedy. As the author, Vice Admiral Schofield, who was closely involved in the establishment of the Rescue Ship fleet, wrote: “It is a record of great humanitarian endeavour, of superb acts of courage, of a display of seamanship of the highest order, of a devotion to duty by medical officers under the most arduous conditions imaginable, of great deeds by men of the Merchant Navy in little ships on voyages they were never designed to undertake.”

As the editor says: “The story today is as dramatic as it was over 80 years ago, when the events described took place against the backdrop of world war on land and at sea; the actions of the merchant seamen and the medical officers deputed to travel with the convoys remain as heroic as they were at the time and the losses as tragic. Inasmuch as the men rejoiced at those they saved, they had to endure immense sadness when they saw the lives of others literally ebb away in freezing conditions in an unforgiving ocean.

“From a twenty-first-century vantage point it is staggering to think that, given the vast number of convoys operating on routes throughout the world, only thirty ships of an average of 1,500 gross registered tons were ever available to pick up survivors. It truly is a record of ‘great deeds’ in ‘little ships’.”

Three appendixes list the rescue ships, the convoys escorted and lives saved; nationalities of survivors and the medical code which enabled details of injuries to casualties to be conveyed by flag or lamp to the rescue ships. Excellent chapter notes for further study are provided.

As one reviewer in Pretoria News put it in 1968: “A story of almost unbelievable devotion to duty under appalling conditions. The crews were not seafaring men in the true sense – they were sea-going civilians.”

There was a time as late as the 1980s when the Atlantic Star ribbon was common on uniforms and mess kit often accompanied by the Africa Star or the Burma Star and likely signifying convoy or escort work duties. Two colleagues of the 1970s who served in rescue ships come to mind. They never spoke about their grim task. My parents told me how their own lives were affected by convoy and I have never been allowed to forget.

* Vice Admiral Brian Betham Schofield CB CBE 1895-1984.

Reviewed by Paul Ridgway
London Correspondent
Africa Ports & Ships

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AGOA Forum a crucial engagement – SA government

Africa Ports & Ships

There’s a strong bipartisan backing from the US for the reauthorisation of AGOA. So says Trade, Industry and Competition Minister Parks Tau.

The minister said South Africa’s position at the 21st African Growth and Opportunity Act (AGOA) Forum was to reset and create partnerships with an emphasis on industrialisation, building a capable state and job creation.

“As the dtic [Department of Trade, Industry and Competition] family, we regard the AGOA Forum as a crucial engagement reinforcing the strong economic ties between South Africa and the United States and our African continent,” Tau said.

According to Tau, the mutually beneficial economic and trade partnership was highlighted by the more than 600 US businesses operating in South Africa and with over 1.3 million jobs created in sub-Saharan Africa.

The Minister was addressing the media in Cape Town on Tuesday (30 July) to present some of the major outcomes that emanated from the two international engagements, AGOA and the 14th BRICS+ held in the United States and in Moscow, Russia, recently.

He said South Africa received strong bipartisan backing from the US Congress and colleagues in the US Administration for the reauthorisation of AGOA.

Proposals presented by the South African delegation included the extension of AGOA for stability, improved rules of origin, and adjustments to the eligibility review process to preserve regional value chains and enhance Africa’s manufacturing capabilities.

“The importance of maintaining these value chains was emphasised, with calls for AGOA enhancements to support the Africa Continental Free Trade Area (AfCFTA) integration.

“AGOA and AfCFTA should be viewed as complementary forces crucial for Africa’s economic integration rather than as separate entities.

“AGOA has significantly expanded Africa’s access to US markets, while AfCFTA aims to create a unified continental market by eliminating tariffs and fostering economic cooperation among African nations,” Tau said.

He said to fully leverage both frameworks, AGOA’s provisions should be enhanced to support AfCFTA’s goals.

“This includes extending AGOA to provide trade stability, improving rules of origin to streamline the integration of regional value chains, and adjusting the eligibility review process to reflect AfCFTA’s progress.”

The Minister said by aligning AGOA with AfCFTA, Africa can create a more cohesive economic structure that boosts intra-African trade, enhances manufacturing capabilities and integrates regional economies into the global market and driving sustainable growth across the continent.

“I would like to commend Deputy Minister Andrew Whitfield for his exceptional facilitation during the highly contested meeting that determined the host nation for AGOA in 2025. He navigated such a challenging and contentious environment skillfully. DM Whitfield’s adept handling of the situation was crucial in achieving a balanced and effective outcome.

BRICS+     

“Equally, Deputy Minister Zuko Godlimpi represented South Africa at the pivotal BRICS+ Trade Minister’s Meeting. A key from the BRICS+ Meeting was to call for a predictable, fair and equitable trade environment consistent with WTO’s rules as crucial for advancing economic prosperity,” the Minister said.

The outcomes emanating from the BRICS+ Meeting included, among others:

– The need for coordinated multilateral action on climate change and expressed concerns about unilateral measures like the Carbon Border Adjustment Mechanism (CBAM) impacting developing countries. Furthermore, they agreed to ensure climate measures respect WTO commitments and resist discriminatory practices.

– The potential of e-commerce to enhance market access and economic growth with calls for developing international rules and standards to address challenges such as cross-border taxation and data privacy.

– The role of SEZs in driving economic growth and investment was discussed, with a commitment to sharing best practices.

Parks Tau said both the AGOA Forum and the BRICS Trade Ministers Meeting were fundamental in advancing international trade relations and economic cooperation.

“These engagements underscore the importance of cooperative trade relations in shaping a more equitable and sustainable global economy.

“They both underscore South Africa’s commitment to pursue transparent and strategic partnerships with both our Global North and Global South partners guided by the global policy and programmatic blueprints such as the SDGs, the Paris Climate Accord, the AU’s Vision 2063, and our very own NDP,” Parks said. source: SAnews.gov.za

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Transnet making progress and reform and capacity growth initiatives

Africa Ports & Ships

Transnet says it is making considerable progress in implementing institutional reform measures in accordance with the Freight Logistics Roadmap and the Guarantee Framework Conditions issued to Transnet by National Treasury.

These include the reform of the rail business, corporatisation of the Transnet National Ports Authority (TNPA), and disposal of non-core assets.

Rail Reform & Third Party Train Operator Access

The rail reform process, which entails the vertical separation of Transnet Freight Rail (TFR) into a Rail Operating Company and an Infrastructure Manager, is on track, Transnet stated on Monday (29 July).

Since the publication of the draft railway Network Statement in March 2024, Transnet has actively participated in a consultation process facilitated by the Interim Rail Economic Regulatory Capacity (IRERC). This was in preparation of the finalisation of the final Network Statement to open train slots for third party train operator access.

Following extensive consultations to align with key stakeholders, the Interim Infrastructure Manager has made its input to IRERC and Transnet says it looks forward to the publication of the final network statement and proposed tariff methodology to open slots for third party access by 30 September 2024.

The Rail Operating Company and Infrastructure Manager operating models and organisational designs will be finalised in the first quarter of 2025.

Corporatisation of TNPA

Transnet has also initiated the corporatisation of TNPA, which will culminate in the establishment of the National Ports Authority as a wholly owned subsidiary of Transnet.

The National Ports Act mandates the incorporation of TNPA. The reform will enhance TNPA’s regulatory oversight on terminal operators across its port network.

Financially Independent

The corporatisation will establish TNPA as a financially autonomous entity capable of generating its own revenue, attract increased investments to improve the efficiency and positioning of SA ports to enhance competitive maritime trade and create appropriate partnerships.

It will also, through its independence, enhance terminal licence oversight and align with international standards and regulations governing port authorities and ensure compliance with South African maritime and port regulations.

Work is underway to complete the Memorandum of Incorporation and the Registration of the National Ports Authority.

Non-Core Property Portfolio Disposals

In line with the Guarantee conditions, Transnet’s plans to dispose of its non-core property portfolio are progressing well. The disposals will generate cash and reduce holding costs. The Transnet Board of Directors has approved a plan for the disposal of the non-core assets.

Transnet will finalise the full list of non-core assets for disposal in the current financial year.

“These initiatives are a demonstration of Transnet’s commitment to the structural reforms in response to the changes in policy and regulations,” said Transnet Group Chief Executive, Michelle Phillips.

“In some cases, these changes entail entry of third parties in the rail and port networks, which is a necessary step to stimulate competition and address long-standing challenges such as underinvestment.”

Infrastructure Investment

Meanwhile, Transnet continues to invest in infrastructure to boost mining export volumes. In collaboration with its customers, independent technical assessments have been conducted on both the iron ore and the coal corridors. The teams are now hard at work to prioritise the improvement of the network on both these corridors to enable improved volume uplift of both iron ore and coal.

Transnet currently exports manganese through various channels, primarily to the Ports of Saldanha and Port Elizabeth, which together handle 15.5 million tons per annum (Mtpa) of manganese exports.

The Ngqura Manganese Export Terminal (NMET) project is an undertaking by Transnet to relocate and consolidate manganese exports from the bulk terminal at the Port of Port Elizabeth to the Port of Ngqura whilst at the same time expanding NMET’s capacity to an initial 16Mtpa.

Transnet will seek a private sector partner to assist in funding the design and construction of NMET. This partnership is crucial for improving operational efficiencies, business liquidity, and overall execution of logistics operations.

The preferred bidder for the NMET project will be announced before the end of the 2025 calendar year after an open tender process.

KZN Logistics Hub Programme

TNPA has embarked on the KwaZulu-Natal Logistics Hub Programme in which one of the initiatives is the positioning of the Port of Richards Bay as a Liquified Natural Gas (LNG) import point.

In early 2024, Transnet announced Vopak Terminal Durban & Transnet Pipelines (TPL) Consortium Venture as the preferred bidder to operate the LNG terminal at Richards Bay. The consortium will design, develop, construct, finance, operate, and maintain the LNG terminal in the South Dunes Precinct at the Port of Richards Bay for a period of 25 years.

The terminal is a partnership between the private sector and the public sector, with the private sector as the lead investor and Transnet holding a minority share in this new business.

Rolling Stock Leasing Company

In April 2023, Transnet issued a tender for a private sector partner with experience in leasing capabilities and access to financial resources, with whom to partner in establishing a rolling stock leasing company.

The objective of the transaction was to find a partner with access to financial resources and leasing capabilities to work with Transnet Engineering (TE) to establish a new company to develop market opportunities for capital assets leasing and to provide the emerging train operator market with access to leased rolling stock.

Due to certain non-compliances in the RFP process, Transnet has had to cancel the transaction and re-issue the tender to the market to ensure compliance with all relevant legislative requirements. Transnet will endeavour to reissue the RFP to the market by no later than December 2024.

Richards Bay Containers

In June 2024, TNPA appointed Grindrod South Africa as the Preferred Bidder to develop and operate a container handling facility at the Port of Richards Bay, as part of plans to drive improved port efficiency and service levels. This development will enable an increase in the port’s container handling capacity from 50,000 twenty-foot equivalent units (TEUs) to 200,000 TEUs per annum.

“These initiatives reinforce Transnet’s commitment to proactively respond to the changing operational and policy environment. A viable logistics industry is the lifeblood that runs through the veins of the South African economy,” said Phillips.

“When we invest in infrastructure, we empower our customers to flourish in an increasingly competitive and dynamic business environment,” she added.

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WHARF TALK: MR2 class products tanker – ANGELA GLORY

Pictures by ‘Dockrat’
Story by Jay Gates

One does wonder what the tanker shipowners, and charterers, consider to be an acceptable amount of time that can be taken for the continuous discharge of one of their Medium Range (MR) tankers in the various oil storage terminal import ports, located around the world. A quick selection of any MR2 tankers, and their recent voyage itineraries, will give you a rough answer. In almost all cases, the general average appears to be in the region of around 48 hours, or less, and this is often in relation to a full vessel discharge, and not a partial discharge.

As most MR2 tankers have 12 cargo tanks, it is an easy piece of mathematics to work out how long it might take to discharge a single cargo tank in that average 48 hour period. It is a short 4 hours per tank, at the worst. Very often, it is much quicker than this, especially in ports where productivity is key to that port being able to process arriving tankers, and preventing a build-up of vessels sitting out in the anchorages, wasting time and money whilst awaiting a berth. Pride in the reputation of a port terminal is paramount, in both port managers, and port workers.

Back on 15th June, at 18:00 in the evening, the MR2 class product tanker ‘Angela Glory’ (IMO 9952957) sailed from Sohar in Oman, and for the third time this year she headed down the coast of East Africa, this time bound for Durban in the far southeast coast of Africa. She arrived off the Bluff on 1st July at 17:00 in the afternoon, after a voyage of 16 days, and immediately entered Durban harbour to proceed down the Bluff Channel to her working berth at the Island View Oil terminal.

Spending almost 4 days to conclude just a partial discharge, on what was obviously was to be another multi-port itinerary around the South African coast, she sailed from Durban at 14:00 in the afternoon of 5th July, now bound for East London, where she arrived at 0600 in the morning of 7th July, to continue her multi-port discharge. After exactly two days, ‘Angela Glory’ had completed her second partial discharge, and at 06:00 in the morning of 9th July, she sailed from East London, bound for her third, and her last, discharge port, that of the port of Cape Town.

Built in 2023 by K Shipbuilding at Jinhae in South Korea, ‘Angela Glory’ is 183 metres in length, and has a deadweight of 49,903 tons. She is powered by a single STX MAN-B&W 6G50ME-C9.5 six cylinder, two stroke, main engine producing 10,487 bhp (7,820 kW) to drive a fixed pitch propeller for a service speed of 13.5 knots. Her engine exhaust are clearly vented through a scrubber unit, based on the large, and outsized funnel that is typical of such fitments.

Her auxiliary machinery includes three Yanmar 6EY22ALW generators providing 1,020 kW each., and she has a single Doosan AD136TIS GPC emergency generator providing 138 kW. She has 12 cargo tanks, each one coated in phenolic epoxy, and she has a cargo carrying capacity of 51,446 m3, with the ability to carry six different grades of products at the same time. For loading and discharge purposes she is fitted with 12 submerged Framo cargo pumps, with each pump capable of pumping at a rate of 600 m3/hour.

Nominally owned by Texas Maritime 5 SA, ‘Angela Glory’ is part of the fleet of Sinokor Merchant Marine Co. Ltd., of Seoul in South Korea, as witnessed by her owning company corporate colours of her deep russet ed hull, and her light green funnel. She is operated by Sinokor Shipmanagement Co. Ltd., of Busan in South Korea, and managed by Fleet Management Ltd., of Hong Kong.

She is one of four sisterships in the Sinokor MM Co. Ltd. fleet, from a very popular design of MR2 product tanker that is from the STX design stable. Sinokor MM Co. Ltd., was established in 1989 as a joint venture between Chinese and South Korean companies, and entered the tanker market in 2001. They currently operate a fleet of tankers that number 63, and includes many on long term contracts to some large oil majors, such as Shell.

Her voyage from East London to Cape Town was leisurely, and she arrived off Cape Town at 15:00 in the afternoon of 13th July, and where she was directed into the Table Bay anchorage to await a working berth. After almost a day and a half at anchor ‘Angela Glory’ entered Cape Town harbour at midnight on the 15th July, and proceeded into the Duncan Dock, going alongside the tanker berth on the inner Eastern Mole. Her time there was short, exactly on day, and at midnight on 16th July she went back to the Table Bay anchorage to await her next berth.

Finally, at 13:00 in the early afternoon of 20th July, ‘Angela Glory’ was brought back into the Duncan Dock, and now went alongside the outer berth in the Tanker Basin to continue, and complete, her three port discharge. This was concluded after almost six days alongside, and at 08:00 in the morning of 26th July, she finally sailed from Cape Town, now bound for Fujairah in the UAE to await her next loading orders. On sailing from Cape Town ‘Angela Glory’ spent the next 48 hours steaming slowly off Cape Town, before finally heading to Fujairah on 28th July.

In time terms, ‘Angela Glory’ spent almost seven days, a full week, in Cape Town just to complete a partial discharge that had already taken almost six days at the two previous ports of Durban and East London. Even being generous, and assuming as an example that only two tanks had been discharged at Durban, and one tank only at East London, it meant that her final nine tanks in Cape Town were discharged at a rate of one tank every 18 hours or so.

Compare this to the average of 4 hours or less at most every other major oil storage terminal port worldwide, and you realise that something is terribly wrong at nearly every Transnet oil terminal, let alone at Cape Town. Even if you assumed that only one 600 m3/hour cargo pump was utilised to discharge her fully of her 51,446 m3 capacity, simple mathematics again points to a full discharge being completed in 86 hours, or just over three and a half days, which is half the time it actually took to discharge ‘Angela Glory’ in Cape Town of a lot less than her capacity.

Her builders, K Shipbuilding, are probably not a major shipbuilder that is well known to the casual maritime observer. That is because they have only been in existence for a two year period. They were previously known under the more well-known title of STX Shipbuilding. Founded in 1967, STX Shipbuilding grew to become the 4th largest shipbuilder in the world, and included the setting up of STX shipyards in Norway, France and Finland.

Sadly, the credit crunch of 2008 had a severe effect on STX, and in 2012 the non-passenger ship division of STX Finland was sold to Fincantieri of Italy, followed in 2014 of the passenger ship division of STX Finland being sold off to Meyer Werft of Germany. Then in 2017, STX France was sold to the French Government, who renamed the shipyard after the original name of Chantiers de l’Atlantique.

Finally, despite all of the efforts to keep creditors at bay, STX went into receivership in late 2017, and remained in limbo until 2021. At this point a South Korean consortium purchased the assets of STX from the creditors for a tidy sum of US$220 million (ZAR4.02 billion). The new South Korean owners renamed the company from STX Shipbuilding, to K Shipbuilding, and reopened the shipyard.

This is not her first discharge voyage to an African destination, from the Omani port of Sohar. In late April this year she sailed to Dar es Salaam in Tanzania, from Sohar, where her whole cargo was discharged in just under five days, returning to Sohar on 13th May. On 15th May she sailed from Sohar once more, again bound for Dar es Salaam, where she arrived on 27th May, and where she was fully discharged in just under four and half days. She sailed once more back to Sohar, where she was loaded for her current voyage, recently ended in South Africa.

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Madagascar: IMO intensive port security training

Edited by Paul Ridgway
Africa Ports & Ships
London

Comorian and Malagasy national authorities gained essential skills and knowledge to help ensure the security of their ports, following a series of IMO training activities held in Antananarivo, Madagascar from 9 to 19 July.

Tabletop exercise and National Maritime Security Committee (NMSC) workshop

Twenty-four personnel representing a range of government departments, ministries and agencies in Madagascar took part in an initial tabletop exercise followed by a National Maritime Security Committee (NMSC) workshop held from 9-12 July.

Participants were trained on action to be taken in high-risk scenarios such as entry of a ship in a port (ship reception), arrival of a ship with drugs, hijacking of a ship in transit at port, sabotage of a port facility and dealing with stowaways.

The aim was to promote multi-agency collaboration and a whole-of-government approach in addressing national maritime security risks and strategies. The session supported the Madagascar maritime authority in developing a National Maritime Security Committee structure to support such collaboration.

ISPS Code self-assessment and audit

The tabletop exercise and the NMSC workshop were followed by a regional workshop from 15-19 July which focused on effective implementation of the International Ship and Port Facility Security (ISPS) Code, through self-assessments and audits.

The ISPS Code contains mandatory maritime security measures required for international shipping. The workshop covered both theoretical and practical training on how to carry out audits and self-assessments to evaluate how effectively a Member State is fulfilling its obligations under the Code.

Broad attendance

The 24 participants included Port Facility Security Officers and representatives of the respective Designated Authorities of Comoros and Madagascar (Agence Portuaire Maritime Fluviale for Madagascar and Agence Nationale des Affaires Maritimes for Comoros).

Audits

They discussed how to plan, prepare and conduct audits as well as draft audit reports. This is to ensure that ISPS Code requirements are implemented effectively within the port facilities in Madagascar and Comoros, while promoting a coordinated and standardized approach across the region.

Both training activities were delivered under the Port Security Project funded by the European Union. For more on this scheme readers are invited to see here

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Senegal Navy takes delivery of two 24-metre landing craft

Africa Ports & Ships

Israel Shipyards has completed and delivered two landing craft for the Senegalese Navy.

The 24-metre naval vessels were ordered by the Senegal Navy in early 2022, with an option for a third similar vessel. Each vessel cost 5.35 million euros.

Named after Fadiouth and Yoff, towns in Senegal, the two landing craft will be able to operate up river and on lakes as required. They will replace aging vessels provided to Senegal by France.

Yoff is a small town that has become absorbed and is effectively now a suburb of Dakar, while Fadiouth is a town to the south-east of the capital..

In a statement, Israel Shipyards revealed that the two vessels, having completed sea trials, had been successfully delivered to Senegal

“We are excited to announce that the two 24m Landing Craft (LCM) vessels have successfully arrived at their destination!
This marks another significant achievement for Israel Shipyards Ltd, showcasing our dedication to delivering advanced maritime solutions,” the shipyard said.

The Senegal Navy has previously acquired a number of vessels from the Israel Shipyard, including several Shaldag Mk II and Mk V patrol vessels.

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Ultra Galaxy breaks up into four pieces as rough seas pound ship

Africa Ports & Ships

Latest:  The rough seas over the weekend have succeeded in breaking the general cargo ship Ultra Galaxy apart into four sections.

As a result, the South African Maritime Safety Authority (SAMSA) has reported that an oil spill contingency plan had been immediately activated, with as many as 125 people from local communities enlisted in a mop up operation.

“The grounded Panama-flagged cargo ship, MV Ultra Galaxy, has broken into four sections overnight, leading to an oil spill. All attempts are being made to contain the spill within the immediate area, and cleaning operations will continue,” said SAMSA.

“A full assessment is currently being conducted by both aerial and surface surveys. This follows the severe and disruptive weather that continues to batter the Western and Northern Cape coastlines.

“At one stage, 6.8-metre swells struck the wreck every 15 seconds, and the massive force of this constant battering caused the accommodation (section) to first break off, which then led to a number of larger cracks on the hull, forward of the accommodation.

“A pre-prepared Oil Spill Contingency Plan was initiated this morning, and additional personnel have been drafted in to assist with cleaning the spill. One hundred and twenty-five (125) people were recruited from the local community to assist with the clean-up operation, and the communities in the area have been very supportive throughout this operation,” said SAMSA.

According to SAMSA, salvors had managed to remove several lube oil drums and about eight tons of marine gas oil from the fuel tanks of the wreck.

“All essential resources needed to deal with the oil spill have been mobilized. The Southern African Foundation for the Conservation of Coastal Birds (SANCCOB) remains on standby, ready to respond should seabirds become affected.

“An Orange level 6 warning for damaging winds and waves was issued earlier in the week, with conditions expected to last until Monday, with the swell subsiding by Wednesday. Active salvage work will resume once it is safe to access the wreck,” said SAMSA.

SAMSA repeated an appeal to members of the public on the West Coast, from Brand se Baai to St Helena Bay, to look out for any debris that may wash up on the beach, such as cargo bags, steel hatch covers, and other flotsam. SAMSA said any findings should be reported to SAMSA through the Maritime Rescue Coordinating Centre (MRCC) at 021 938 3300 or 012 938 3303.

“The public is also advised not to attempt to salvage any debris themselves. It is important to properly dispose of any debris to minimize harm to people and the environment. Further details will be shared as they become available,” said SAMSA.

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Signs of Ultra Galaxy shipwreck breaking up off West Coast

Africa Ports & Ships

Predictions of more severe weather conditions over the weekend have proven accurate, as far as the sea conditions along the South African west coast are concerned. Sea conditions appear to have had a dire effect on the fate of the general cargo ship Ultra Galaxy, which went aground on 9 July 2024 near Duiwegat (Pigeon Hole).

On Sunday (28 July) the ship, still lying capsized on her starboard side, has been washed further toward the beach and shows visual evidence of having commenced breaking up.

The ship could be seen moving about as the waves washed over her, while a gaping hole has appeared on her exposed port side near the stern.

Late last week the South African Maritime Safety Authority (SAMSA), which is coordinating salvage operations, appeared confident as the previous adverse weather conditions began to subside.

However, SAMSA did caution of an Orange warning denoting a major cold front characterised by damaging winds and high ocean water waves. These, according to the South African Weather Services, would take effect from Sunday through to Tuesday 30 July.

A lot of the salvage attention thus far has been given to the search and recovery of flotsam and other debris from the ship. Meanwhile the sealing of fuel tanks to prevent any oil from spilling into the ocean has been successfully conducted.

Ultra Galaxy suddenly developed a severe list while journeying along the South African west coast, en route from Malaga in Spain to Dar es Salaam in Tanzania. The ship was carrying a full cargo of bagged fertiliser.

As the list became more dangerous the crew of 18 Filipino nationals escaped into a liferaft and were later picked up by a South African fishing vessel, the Malachite, assisted by two cargo vessel that arrived on scene at the request of the South African Maritime Rescue Coordinating Centre (MRCC).

The rescued crew were taken ashore at St.Helena Bay and have since been repatriated home to the Philippines.

SAMSA subsequently appointed the Dutch salvage company SMIT International, to continue with the salvaging of the vessel.

The Panama-registered Ultra Galaxy is a 124.56 metre long general cargo vessel built in 2008.

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WHARF TALK: Seismic Guard and Chase vessel – 7 OCEANS

Pictures by ‘Dockrat’
Story by Jay Gates

A Seismic Survey vessel is the one type of vessel, of all the offshore oil and gas vessels, that tends to get the South African environmental armchair warriors worked up into a frothy lather. Meanwhile, until recently over the border, to the north of the Orange River mouth, such vessels have been ploughing up and down the offshore basin with not a hint of a protesting placard onshore. Interestingly, and not always known to most casual maritime observers, the Seismic Survey vessels do not operate in isolation. They never do.

In this day and age, a Seismic Survey vessel can operate with two support vessels whilst offshore. One of them is a logistics supply vessel, bringing out stores, survey supplies, engineering spares, and fresh provisions, both chilled and frozen. The other support vessel is the guard and chase vessel whose role is to ensure that no vessel presents a threat to the Seismic Survey vessel by crossing its bow, and presenting the potential for a course change under the rules of the road, or crossing its stern and damaging the towed seismic array.

The two Seismic Survey vessels themselves that were operating in Namibian waters always utilised Walvis Bay as the preferred logistical base for major requirements such as bunker uplifts, crew changes, and where shoreside engineering interventions were required. Strangely though, the logistics supply vessels, and the guard and chase vessels, often made their way south to Cape Town, or Saldanha Bay, to conduct their major turnarounds, or to collect their own uplift of bunkers, stores or provisions.

Due to the line of the maritime border between Namibia and South Africa trending in a southerly direction due to the line of the Orange River, when surveying far offshore, the operating area of the Seismic Survey vessel meant that the distance to Cape Town was less than the distance to Walvis Bay, hence the regular arrival of the two support vessels in a South African port.

Despite their task in providing support to the Seismic Survey vessel to complete its onerous task, the support vessels were never met on arrival with protesters who recognised them as accessories to the survey. As they often say, Ignorance is bliss, and the arrival of a guard and chase vessel in Cape Town is merely seen as just another arrival.

On 13th July, at 15:00 in the afternoon, the Seismic Guard and Chase vessel ‘7-Oceans’ (IMO 9714173) arrived off Cape Town, from Scheveningen in Holland. She entered Cape Town harbour, and proceeded into the Duncan Dock, where she went alongside the Landing Wall. Her arrival from a departure port so far away, indicated that her call was for bunkers, stores and provisions. Her departure from Scheveningen was at 21:00 on 11th June, over a distance of 6,361 nautical miles to Cape Town, and completed with an average sea speed of 8.6 knots.

Built in 2014 by Damen Maaskant Scheepswerft at Stellendam in Holland, ‘7-Oceans’ is 35 metres in length and has a gross registered tonnage of 370 tons. She is a diesel electric vessel and is powered by three Caterpillar C18TA SCAC generators, each providing 420 kW and transferring power to two 500 kW electric motors, which drive two Veth azimuth stern drive (ASD) thruster units providing 1,300 bhp (960 kW), giving her a sea speed of 12 knots. For added manoeuvrability she has a Veth VT-80 bow tunnel thruster providing 90 kW.

She has an aft working deck area of 103 m3, and a deck crane with a lifting capacity of 2 tons. To provide emergency towing requirements, in the event that a disabled vessel needs to be towed out of the path of an oncoming Seismic Survey vessel, ‘7-Oceans’ has a modest towing capacity of 17 tons, and is fitted with a Mampeay 25 ton towing hook. She has a light ice classification of Ice 1E.

She is able to provide light firefighting (FiFi) support with two fire pumps capable of a modest provision of water at a rate of 25 m3/hour. She has an impressive endurance of 125 days, and has a fuel tank capable of holding 150 m3 of marine fuel oil. She is capable of providing her own potable water, with a fresh water making facility producing 5.3 m3 daily, with a fresh water storage tank of 50 m3.

Owned, operated, and managed, by Groen Rederij BV, of Den Haag in Holland, whose houseflag she displays on her funnel and on her prow, ‘7-Oceans’ provides accommodation for a crew of eight persons, and for an additional eight service personnel. Groen Rederij BV provided the Guard and Chase vessels that have supported Seismic Survey vessels in both Namibian and South African waters over the last three years. The company was recently taken over by Glomar Offshore BV, of Den Helder in Holland.

One of three sisterships, ‘7-Oceans’ was designed by Vestvaerftet ApS, of Hvide Sande in Denmark, with input from Dolphin Geophysical AS, of Bergen in Norway, who were to take ‘7 Oceans’ on a four year charter as a Guard and Chase vessel for their Seismic Survey vessels, which were mainly chartered in from the great G.C. Rieber company, also of Bergen.

Dolphin Geophysical AS developed financial difficulties in 2015, and filed for bankruptcy. Their assets were taken over by a newly formed company, Shearwater GeoServices, who themselves were set up by G.C. Rieber and Rasmussengruppen, using Seismic Survey vessels, staff and equipment from the demise of Dolphin Geophysical AS. It was the Shearwater GeoServices vessel ‘Amazon Warrior’, chartered by Shell, which caused all the legal furore and environmental handwringing off the South African Wild Coast in late 2021.

After a short time on the Landing Wall, which now indicated that her time in Cape Town was also about receiving shoreside engineering support, this was confirmed when she was moved over to V&A Basin, and taken out of the water at the Synchrolift. Once the maintenance, which required her to be out of the water, was completed, ‘7-Oceans’ then shifted back to the Eastern Mole, which was a sign that she was getting ready to sail, and about to receive bunkers. The question was which Seismic Survey was she here to support, one in Namibia or South Africa?

At 19:00 in the evening of 25th July that question was answered, as ‘7-Oceans’ sailed from Cape Town, with her AIS set for her next destination which was Perth in Western Australia. So her next support contract was not to be in Southern African waters at all. It may be that this positioning voyage could be ascribed to that of a diversion, as Holland to Australia, via the Cape sea route, is certainly taking the long way round, especially for a vessel of this size.

An interesting question, but more for the Australian casual maritime observer is what she might do once she arrives in Australian waters. Whilst there is a lot of oil and gas development work going on in the waters, on the continental shelf of northern Western Australia, and offshore in the Northern Territory, the requirement for any Seismic Survey vessel may be getting a bit thin in those waters.

The reason being that the current Australian Government announced this month that there will be no new seismic surveying permitted in offshore waters, as part of the approved work program for any new permit issues. Oil and gas companies in Australia will instead be required to license, or reprocess, existing seismic data for utilisation in any development programme. Naturally, the oil and gas industry is not impressed, and question the science behind the government decision, which appears to be similar to that of the South African environmental lobby, and linked to harm to offshore wildlife and indigenous communities.

Interestingly, the day before the departure of ‘7-Oceans’ from Cape Town, the identically named, but with a different spelling, oil and gas industry subsea pipelayer ‘Seven Oceans’ (IMO 9358826) arrived in Cape Town for a quick eight hour bunker uplift. She had arrived from Darwin, in the Australian Northern Territory, where she had completed the Subsea Umbilicals, Risers and Flowlines (SURF) programme for the Barossa gas condensate field, located 154 nautical miles offshore from Darwin, which is the location of the pipeline termination point at the existing Darwin LNG facility, at nearby Wickham Point.

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Nedbank being sued by Transnet and the SIU over state capture issue

Africa Ports & Ships

Transnet and the Special Investigating Unit (SIU) have taken legal action against Nedbank asking the Johannesburg High Court to set aside interest rate swap transactions that occurred in 2015 and 2016 between Transnet and Nedbank.

Resulting from these transactions it is claimed Nedbank profited in excess of R2.736 billion.

Transnet and the SIU also seek to recover the amounts that were unduly paid by Transnet to Nedbank under the transactions.

The interest rate swap transactions featured under the report of the Judicial Commission of Inquiry into Allegations of State Capture, Corruption and Fraud in the Public Sector and formed part of a greater scheme to misappropriate and divert public funds from Transnet to Guptalinked entities.

Transnet and the SIU say they are of the view that the interest rate swaps are void and unenforceable under the Public Finance Management Act, alternatively contravene section 217 of the Constitution and are contrary to public policy.

They maintain there is sufficient basis for the sought relief and that Nedbank must account for its involvement and conduct in the swap transactions.

Transnet and the SIU collaborated closely in preparation of the court proceedings, and this included SIU’s uncovering of evidence critical to the case.

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First fuel block train from the Nacala port to Malawi’s Lilongwe

Africa Ports & Ships

The first block train of fuel in 21 years has arrived in Malawi’s capital Lilongwe from the Mozambique port of Nacala.

The train’s arrival is reported as also signalling the end of frequent fuel shortages for the landlocked country.

Malawian authorities see the arrival last week as the commencement of regular fuel deliveries to the country on the recently refurbished rail line from the Indian Ocean port of Nacala.

It also represents a saving in costs for Malawi which for 21 years has had to rely on fuel transported by road.

Clement Kanyama, CEO of the National Oil Company of Malawi, described the delivery by rail as “an organised form of transport with fixed routes and schedules contributing to the speedy delivery.

“Once the train departs, there is nothing that delays the train until it stops,” he said, somewhat optimistically.

The resumption of fuel deliveries by rail follows the rehabilitation of the rail section between Balaka and Lilongwe by Central East Africa Railways, completed earlier this year.

It also follows agreements reached between Nacala Logistics Limited and the National Petroleum Companies of Malawi (NOCMA) and Petroleum Importers Limited.

Nacala Logistics Limited had already commenced transporting fuel from Nacala to Blantyre, but had not yet reached Lilongwe, the Malawian capital, which depended entirely on trucks for fuel deliveries.

Malawi previously imported much of its fuel by road from the Tanzanian port of Dar es Salaam. Malawi is expected to begin reducing the use of Dar es Salaam for its fuel requirements.

Nacala Logistics Limited operates with a current fleet of 88 rail tankers. sources: VoA, Nacala Logistics Malawi, Rádio Moçambique

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New Mozambique fishing port of Angoche is opened

Africa Ports & Ships

Mozambique President Filipe Nyusi on Friday 26 July 2024 officially inaugurated the construction of a modern fishing port at Angoche, in Nampula province, south of Nacala.

To be built at a cost of over USD 30 million, the president described the port, which will be completed in 24 months, as part of the policy of ‘de-concentrating’ life for the fishing people of Angoche.

He said the venture would make it unnecessary for the fishermen of Angoche to travel to Beira or to Nacala in search of ice or electricity.

The fishing port will have a 380-metre long quay that will be 30m wide and will enable 40 vessels, ten semi-industrial and 15 industrial vessels to dock.

The port will have seven cold rooms with a capacity of 350 tonnes of fish and two quick-freezing chambers for 200 tonnes, in addition to a fish processing room and an ice producing plant with a capacity of 460 tonnes.

Construction of the fishing port will require around 400 workers and once operational about 100 people will be permanently employed.

Funding has been made possible through the OPEC Development Bank and the Arab Bank for Economic Development in Africa (BADEA)

Angoche has a population of about 100,000 people and fishing is one of its main economic activities.

The port, said President Nyusi, will not only be ‘first class’ but will fulfill the realisation of a dream for the local population, contributing to “income generation, job creation and consolidation of the value chain” of various sectors in the north of the country, Nyusi said. source: Lusa

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Ultra Galaxy salvage continues – crew repatriated

Africa Ports & Ships

Salvage work on the grounded Panama-flagged general cargo ship, Ultra Galaxy (IMO 9449352), is continuing, reports the South African Maritime Safety Authority.

This is now more than two weeks after the 13,802-dwt vessel ran aground on the evening of Tuesday, 9 July 2024, off the coast of Duiwegat, just south of Brand se Baai on South Africa’s West Coast. The vessel was on a voyage from Spain to Dar es Salaam with a full cargo of fertiliser.

Earlier, the ship was abandoned by its crew of 18 Filipino seafarers after developing an excessive list. The crew were rescued from their liferaft and taken ashore at St. Helena Bay and have since been evacuated to their homes in the Philippines.

According to SAMSA, the immediate emergency phase of the salvage operation has concluded. This phase included the search and recovery of flotsam and other debris from the ship and sealing the fuel tanks to prevent any oil from spilling into the ocean.

A new salvage company, Smit International, has been appointed to carry on the next phase.

This has involved dive inspections that were conducted earlier in the week to recheck the structural integrity of the ship and fuel tanks. In the coming days, a specialised monitoring system will be installed to track the ship’s movement, stresses, and bending moments.

This system will help determine the best method to safely bring the ship upright and remove it from the beach.

SAMSA reports that in addition, a bathymetric survey or a water depth survey is being conducted in the water surrounding the ship and further off the coastline. A Platform Supply Vessel (PSV) will be brought in and anchored offshore to help stabilise the Ultra Galaxy.

Missing in the sea or along the beaches from Brand se Baai to St Helena Bay are debris that may wash up on the beach, items such as cargo bags, steel hatch covers or other flotsam. The cargo bags will have contained fertiliser although should have dissolved.

SAMSA requests that any items found should be reported to them through the Maritime Rescue Coordinating Centre (MRCC) at 021 938 3300 or 012 938 3303.

The public is also advised not to attempt to salvage any debris themselves. It is important to properly dispose of any debris to minimise harm to people and the environment.

In case of an oil spill from the shipwreck, the Southern African Foundation for the Conservation of Coastal Birds (SANCCOB) remains on standby and ready to respond should seabirds become affected.

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New round of MSC funding supports fisheries research

Africa Ports & Ships

The Marine Stewardship Council (MSC) recently announced 32 new grants through its Ocean Stewardship Fund (OSF). supporting projects from India, Indonesia, Mexico, New Zealand, Nicaragua and Peru.

Since the OSF was established in 2018, it has issued over 140 grants totalling £5.123 million. These have supported a wide range of projects which aim to improve the health of stocks, manage harvesting levels carefully, and protect the marine environment.

The 2024 funding includes student research grants aligned with the MSC’s goal to protect biodiversity in the ocean, which will help non MSC certified fisheries to make environmental improvements including minimising harm to wildlife and ecosystems.

The organisation commits 5% of annual royalties from sales of MSC ecolabel products certified as meeting its sustainability standard into the OSF. Increasingly, third-party philanthropic donations and funds from businesses are also contributing to support the fund in accelerating progress in sustainable fishing globally.

The OSF funding in 2024 also includes 9 grants totalling £445,000 to non-certified fisheries working on improvement projects, with the aim of becoming environmentally sustainable.

In addition, up to £5,000 per grant to student researchers supplement individuals’ costs and support their research projects with fisheries. Some of this year’s grant recipients include:

• Rocío Nayeli Avendaño Villeda, from the Centro Interdisciplinario de Ciencias Marinas, who will gather data to improve understanding of a Mexican sardine fishery’s impacts on large seabirds. Her research will help scientists calculate accurately the brown pelican population size. Avendaño´s project is funded through a donation to OSF by Carrefour Italy and seafood brand
Delicius, as part of MSC Italy’s Sustainable Seafood Week, 2023.

• Lindiwe Makapela of Stellenbosch University, South Africa, will research the South Africa hake longline fishery’s interactions with orca and Cape fur seals and propose operational techniques to minimise any risk to these marine mammals. Research outputs will also improve the accuracy of stock assessments, and management measures will be shared with other fisheries in the region to help drive best practice. See more here

• Mishel Valery Rañada, from Vrije University, Brussels, aims to improve data gathering processes at a fishery in Suriname. A lack of information on interactions with endangered, threatened and protected species is a major barrier to sustainable fishing for the demersal trawl finfish fishery. The creation of a database using smartphones to log observations will help the fishery and
others in the region will help fishers understand and mitigate their impact.

“The Ocean Stewardship Fund is an excellent vehicle to support scientists early in their careers to test hypotheses and make new discoveries,” said Dr Beth Polidoro, Research Director, of the MSC.

“The marine environment is significantly changing around the globe, and fisheries will have to continue to adapt. Supporting initiatives for improved data and solutions informed by science are imperative to navigating these challenges.”

Dr Beth Polidoro said student research projects can provide invaluable insights for fisheries that are not already certified to improve the way they fish by producing data and analyses that can inform actions to reduce bycatch and fishers’ interactions with vulnerable species and birds.

“Scientists and fishers can learn a lot from each other. The Ocean Stewardship Fund facilitates this collaboration to drive the innovation and progress needed to conserve our ocean’s precious resources.”

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IMO Council: Transparency and access to information

Edited by Paul Ridgway
Africa Ports & Ships
London

It has been reported that the IMO Council has decided to live-stream its plenary meetings and make its documents accessible to the public, in a bid to boost transparency in the Organization.

Meeting in London from 8 to 12 July for its 132nd session, the Council took a series of decisions to modernise its approach and operations.

These include:

* Live-streaming plenary sessions of Council

* Releasing Council documents and summaries of decisions to the public

* Permanently establishing hybrid capabilities to enable for virtual and in-person participation in meetings

* Enhancing multilingualism through a Strategic Framework for Multilingualism

The Council noted the ongoing progress on upgrading and improving the IMO’s Global Integrated Shipping Information System (GISIS).

GISIS is a comprehensive online hub for the collection, processing and sharing of shipping-related data.

Secretary-General Mr Arsenio Dominguez stated in his opening remarks: ‘My efforts continue on the modernization and transparency of IMO.

“I will continue to seek efficiencies, from restructuring, to the best use of our financial assets, recruitment and the building facilities, to name a few, while I invest in those who make all these possible – the professional staff of the Secretariat.’

(See also here)

The Council is the executive organ of IMO and is responsible, under the Assembly, for supervising the work of the Organization. The Council is made up of 40 Member States, elected by the Assembly for two-year terms.

The session was chaired by Mr. Victor Jimenez Fernandez of Spain, supported by Mrs Amane Fethallah of Morocco as Vice-Chair.

Readers are invited to see the full meeting summary of Council, 132nd session here.

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The Future is Here: China commissions two all-electric container ships

Africa Ports & Ships

Is this the future of container shipping or will limitations in storage capacity hold back greater progress? China has commissioned a pair of all-electric container ships, marking a bold step toward an answer for cleaner maritime transport.

They will become the world’s largest all-electric container ships and are an answer to the challenge set by the International Maritime Organization (IMO) in 2018 when it targeted halving ship emissions by the year 2050. A challenge that has been accepted by much of the international shipping companies through the use of various formula.

Electricity

One of these has been electricity, making use of extensive battery systems. As reported previously in Africa Ports & Ships, Norway’s Yara Birkeland is a pioneer with this, though Yara’s vessel being tested in operation is of necessity relatively small and capable of moving just 120 TEU at a time.

Yara Birkeland moves fertiliser between the ports of Herøya and Brevik in Norway and perhaps more importantly, is designed as the world’s first fully autonomous ship to enter commercial use.

We can also be reminded that the use of batteries as a propulsion power source is not new. Submarines for example have made use of battery power for over a hundred years, being recharged by diesel or nuclear powered engines – among the first dual powered or hybrid vessels.

Other hybrid systems now being introduced include the use of bio-fuels and LNG. Another ‘ clean’ fuel being experimented with is ammonia – for which some serious questions are being asked, see a recent study by the MIT and reported here in Africa Ports & Ships. Even another is hydrogen, a fuel that can be extracted from a readily available source of seawater.

Battery power

But now the Chinese shipyard Jiangxi Jiangxin Shipbuilding Co. has accepted orders from state-owned shipping giant COSCO Shipping Corporation Limited for two battery-powered 740-TEU capacity ships that will significantly extend the size and capacity of electric ships by some margin.

Power units for each of these all-electric feeder-type container ships will be in the form of 10 box batteries delivering 19,000 kilowatt-hours (kWh) of energy, that can be swapped or recharged while in port. This is the equivalent of 352 Tesla Model 3 54 kWh standard range motor cars ‘driving’ the vessel for short-haul feeder type operations.

The design shows certain distinctive features – accommodation quarters and battery packs that are well separated at each end of the ship from the battery power, with a twin engine, twin propeller system to enhance manoeuvrability. The vessels will incorporate a bow design to reduce wind resistance, noise and vibration.

Will advances in battery production allow for an advance in the size of these forerunners. Only time may tell but chances are it is unlikely to be a lengthy wait for the answer to that question.

Added 25 July 2024

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News continues below

US and Africa: US will work with African nations

To protect interests, encourage cooperation

Edited by Paul Ridgway
Africa Ports & Ships
London

On 23 July Jim Garamone of the US Department of Defense News quoted Maureen Farrell the deputy assistant secretary of defense for Africa during an interview earlier this month. She emphasized that Africa — with more than 1.5 billion people in 54 nations who speak hundreds of languages and have hundreds of cultures — is a diverse continent where a one-size-fits-all approach will not work.

Farrell said there are commonalities. Nations in some sub-regions and particular climate belts share concerns, and often the US government works with the nations in all aspect of government — from the economy to diplomacy to security and more, she said.

But all of this is done, she said: “based on the feedback from our African colleagues, as opposed to what might make sense from a policy maker’s desk here in Washington, where if you haven’t worked on Africa in depth, it can all blend together without the nuance that one clearly needs to understand to be effective.”

African chiefs of defence conference

Listening and engaging with African leaders is an important part of Farrell’s job, and it is also an important aspect of the strategy of Marine Corps General Michael Langley, commander of US Africa Command.

Farrell and Langley and Air Force General CQ Brown, Jr, just returned from the African Chiefs of Defense Conference held in Gaborone, Botswana, where they did listen to and engage with African leaders.

The two US leaders, along with Farrell, were able to hold many bilateral talks with African chiefs of defense and have focused discussions. The discussions on West Africa were particularly important, she said, as Niger, Mali and Burkina Faso following recent coups have withdrawn from the Economic Community of West African States (ECOWAS).

She said: “There are some interesting politics and threat information at play in terms of the withdrawal of these three states from ECOWAS.”

The African nations in the region and beyond, Farrell said, are looking at the political implications of those policy decisions for the uniformed military services in the region.

African solutions to African problems

African leaders very much want African solutions to African problems, Farrell said, and many nations are working together. She noted that two constellations of nations offered different approaches to the troubles in the Democratic Republic of the Congo. The Southern African Development Community (SADC) has sent peacekeeping forces to the Eastern region of Congo. SADC is also sending peacekeepers to Mozambique where an ISIS-affiliated uprising has killed thousands since 2017 and displaced more than 800,000.

African nations are also working together in the African Union Transition Mission in Somalia.

Climate change

One continent-wide problem is climate change. The Sahara is growing, and the Sahel nations are feeling that effect, Farrell said. This has meant increased migration and struggles for resources from water to food to energy.

She added: “The drought problems afflicting the Horn of Africa are creating increased security pressures. Add to this the economic challenges from the global food crisis caused by the Russia and Ukraine war. All these issues have squeezed systems in Africa.”

Lake Chad

Farrell pointed to Lake Chad — a main source of water for Niger, Chad and Nigeria — as an example. The lake has dramatically diminished in size in recent years placing enormous economic and political pressures on these countries.

Challenges and opportunities

Africa has its challenges, but it has opportunities as well. She noted that Turkey and the United Arab Emirates are investing in the continent. India, Japan and South Korea are active economically and diplomatically with African nations.

China and Russia are also interested in expanding influence on the continent.

Added 25 July 2024

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GENERAL NEWS REPORTS – UPDATED THROUGH THE DAY

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

PORT	June 2023 million tonnes
Richards Bay	6.879
Durban	6.511
Saldanha Bay	6.203
Cape Town	1.419
Port Elizabeth	1.049
Ngqura	1.401
Mossel Bay	0.100
East London	0.167
Total all ports during June 2023	23.370 million tonnes

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Terry Hutson