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TODAY’S BULLETIN OF MARITIME NEWS

Newsweek commencing 6 October 2024.  Click on headline to go direct to story : use the BACK key to return.  

FIRST VIEW:  Red Bishop   

 

• Court judgement a ‘serious moment to contemplate the future of South Africa’s port operations’ – SAAFF
• TPT calls Durban Container Terminals truck booking system a success
• Regulatory delays threaten aviation fuel shortage at major airports
• Durban High Court Issues Interdict Against Transnet’s DCT2 Tender Award
• WHARF TALK: multi-purpose heavy load carrier – UHL FABLE
• IMO and domestic ferry safety
• WHARF TALK: Chinese missile & satellite tracking vessel – YUAN WANG 7
• SAS Amatola ready to take part in Exercise Ibsamar
• Comoros assessing and securing its ports
• SAMSA releases MSC Apollo after Algoa Bay oil leak
• MSC Taranto latest ship to lose containers overboard along South African coast
• FOTBOT Condemns Foreign Secretary’s Statement on Chagos Islands
• Jumbo boosts sustainability with wind-assisted sails and AI Tech
• Rotation switch for SAECS / SRX service
• In Conversation: Freedom for Chagos islands: UK’s deal with Mauritius will be a win for all
• IMO and the Djibouti Code of Conduct – reinforcing support
• Mauritius handed sovereignty of the Chagos Archipelago
• Briefly Speaking: News briefs locally or abroad
• Non-availability of SA Navy ships blamed on Armscor dockyard
• Houthis attack tanker Cordelia Moon: US attacks Houthi bases
• Xeneta: US Port strike ends, but supply chains will take weeks to recover
• Russian Navy frigate Neustrashimy arrives in Cape Town
• The Mediterranean: Oil spill reporting monitoring and sharing data
• Communal clean-up outside Durban port
• NSRI welcomes prospects of high-speed Starlink broadband in South Africa
• McDermott Awarded FEED Contract in Mozambique

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

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FIRST VIEW:   Red Bishop

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Court judgement a ‘serious moment to contemplate the future of South Africa’s port operations’ – SAAFF

Africa Ports & Ships

SAAFF calls for enhanced private sector involvement and reforms in SA’s port operations

In the aftermath of the recent High Court judgement on the Durban Container Terminal (DCT) Pier 2, the Southern African Association of Freight Forwarders (SAAFF) says the judgement, which halted the contract between Transnet and International Container Terminal Services Inc. (ICTSI), is a serious moment to contemplate the future of South Africa’s port operations.

The judgement underscores the pivotal role of robust private sector participation in South Africa’s logistics network,SAAFF said. “While the court’s decision raises significant procedural issues, SAAFF sees this as a crucial opportunity to revamp and fortify the frameworks for private sector investment and inter-port competition, which can revolutionise our ports.”

Private Sector Participation: Key to Modernising South Africa’s Logistics Network

The Durban Port, which has long suffered from inefficiencies and operational delays, represents the broader challenges facing South Africa’s logistics infrastructure. SAAFF asserts that the inclusion of experienced private sector partners, like those involved in the bidding process for DCT Pier 2, can play a crucial role in addressing these challenges.

“The court’s ruling highlights the importance of transparency and fairness in selecting private partners, but it should not deter the progress towards greater private involvement. On the contrary, the urgency for private sector expertise to co-manage, invest, and modernise our ports has never been more apparent.

“Transnet’s initiatives to attract equity partners are a step in the right direction. However, SAAFF urges the process to be more transparent and inclusive, focusing on attracting global players who can contribute financially through technology, skills transfer, and operational know-how.

“Successful private sector participation can lead to quicker improvements in terminal productivity, reduced ship turnaround times, and better service delivery to local and international traders.”

Inter and Intra-Port Competition: Driving Efficiency and Growth

South Africa’s ports operate in an environment that lacks meaningful competition between ports and within individual port terminals. This lack of competitive pressure has led to complacency and inefficiencies that have compounded operational challenges.

To break this cycle, SAAFF says it advocates establishing inter-port and intra-port competition frameworks. By fostering competition among terminals and between ports, operational efficiencies can be improved, costs can be reduced, and service standards can be elevated across the board.

A model where different operators manage different terminals within the same port or where different ports compete for similar cargo, will ultimately benefit the entire logistics value chain, SAAFF says.

This competition would encourage all players to innovate, invest in better technologies, and improve their performance to stay relevant in a competitive landscape.

Efficiency and Productivity: The Cornerstones of Economic Growth

“One key objective of bringing in private partners is to address the well-documented inefficiencies at South Africa’s container terminals. The recent delays at Durban’s terminals are symptomatic of the need for a complete overhaul of operational processes backed by strategic investments.

“SAAFF believes that through collaboration between public and private stakeholders, efficiency and productivity at container terminals can be improved significantly. Based on global best practices and accompanying international literature on container terminal operations, these enhancements will reduce dwell times, alleviate congestion, improve port efficiency, and ensure South Africa’s ports can meet international standards.”

Investment in Ports: A Catalyst for Job Creation and Economic Development

“SAAFF acknowledges Transnet’s financial pressures, but strongly believes that attracting private investment into the ports should be viewed as a priority to unlock the full potential of South Africa’s trade corridors. Investment in infrastructure, technology, and human resources will not only bring our ports up to international standards, but will also act as a catalyst for job creation and economic growth.

“When ports function optimally, they can drive the development of other sectors, including manufacturing, retail and agriculture, by providing efficient and reliable access to global markets. The Durban Container Terminal Pier 2 transaction is crucial to this broader goal.

While the legal process must unfold, SAAFF urges all parties to expedite efforts to finalise the transaction in the economy’s best interest.”

SAAFF says it remains committed to working with both Transnet and other stakeholders to find a solution that ensures the participation of the private sector, enhances competition, and drives productivity within our ports.

“As the logistics industry continues to grapple with significant operational challenges, the future success of our ports will depend on our ability to attract investment, increase efficiency, and foster competitive practices.”

“Each day, these inefficiencies remain unaddressed, and South Africa’s competitiveness in the global cargo movement arena diminishes further.”

Added 11 October 2024

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TPT calls Durban Container Terminals truck booking system a success

Africa Ports & Ships

Transnet Port Terminals reported on Thursday that a month-long collaborative pilot with road transporters has seen the Durban Container Terminal Pier 2 improve its truck turnaround time by 24%.

The new truck booking solution to manage the flow of trucks into the terminal will remain in order to improve and sustain the availability of slots at the terminal, TPT said.

“The terminal now releases available truck booking slots 60 hours in advance compared to the previous 24 hours,” says Earle Peters, TPT Managing Executive at the Durban Terminals.

“Landside operations have a dedicated fleet of 16 straddle carriers, and the new equipment that keeps coming will only enhance the solution we have agreed on with transporters.”

Peters added that transporters with import container releases of at least 50 containers per transporter per vessel are not required to make any bookings for evacuation. Instead, group import release codes will be used with start and end times applied.

Amid DCT Pier 2 and transporters’ concerns about wasted and expired truck booking slots, there is a provision for transporters to notify the terminal at least 30 minutes in advance if they are unable to adhere to their bookings.

It has been agreed that some deterrents will be implemented for repeat offenders to ensure responsible business.

“Our environment uses systems that are found in similar operations all over the world,” Peters said.

“However,” he added, “through engagements with our stakeholders, we have learnt that customised solutions are necessary because the value chain requirements are different across the regions.”

Peters says he is grateful for the contribution of transporters throughout the pilot phase, with transporters also appreciating the level of transparency the terminal demonstrated.

TPT reports that weekly and monthly engagements between the Durban container terminals and transporters continue to deal with any concerns such as allegations of corruption at the truck staging areas.

Added 11 October 2024

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Regulatory delays threaten aviation fuel shortage at major airports

Africa Ports & Ships

Urgent action is required if a critical shortage of aviation fuel is to be avoided, says the Fuels Industry Association of South Africa.

According to the association, regulatory delays in the licensing of import storage facilities are a threat to the supply of aviation kerosene and without immediate intervention, a fuel shortage could disrupt operations at O.R. Tambo International Airport, King Shaka International Airport and other airports.

The industry’s concerns arise from the fact that under the Customs and Excise Act, 91 of 1964 (the Act), the import of aviation kerosene into dedicated storage facilities is subject to stringent licensing conditions.

Following the termination of operations at Durban refineries, the South African Revenue Service (SARS) insisted during 2023 that affected parties should license their facilities in terms of the Act. In the interim, SARS granted temporary, time bound licensing for the importation of aviation kerosene.

The affected parties set about applying for the permanent licensing of their facilities which was completed in February of this year. Another time-bound licensing arrangement had to be provided, set to expire later in October.

However, more than six months later, SARS has yet to finalise the permanent licensing of these facilities, despite previously indicating that the process could be completed in a much shorter time frame.

Without immediate action to either extend the temporary arrangements or issue permanent licenses, South Africa risks a severe aviation kerosene supply shortage to O.R. Tambo and King Shaka International Airports and other airports directly supplied from Durban, the association says.

Local companies cannot be expected to import without regulatory approval and the regulatory uncertainty places the planning and the economic supply of aviation kerosene under pressure.

This also has ramifications for the airline industry, who will take steps to avoid potential stock outs by cancelling scheduled flights, inconveniencing passengers and causing serious doubt about the local reliability of airline traffic due to the unreliability of aviation kerosene supply.

The association says the industry’s stance is clear, the Act must be urgently revised to align with modern industry practice, taking into account the requirements to protect the fiscus and the significant changes that have happened in the industry over the past few years.

Current regulatory constraints, as a consequence of the Act, make it increasingly difficult to sustain local business or allow new entrants into the market.

The Fuels Industry Association of South Africa says it urgently calls on the Minister of Finance to instruct SARS to extend
temporary licenses for at least 12 months or until the necessary permanent licensing is finalised to avert a supply crisis.

Added 11 October 2024

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Durban High Court Issues Interdict Against Transnet’s DCT2 Tender Award

Africa Ports & Ships

The Durban High Court has granted an urgent application from APM Terminals (APMT) for a temporary interdict (Part A) against Transnet from proceeding with the tender (Request for Proposal) award to International Container Terminal Services, Inc (ICTSI), or any third party, or any contracts relating to the tender for the Durban Container Terminal Pier 2 (DCT2).

Part B involves a judicial review and setting aside of Transnet’s decision to award the tender to ICTSI, “asserting that APMT should be declared the preferred bidder or, alternatively, that the matter be remitted to Transnet for reconsideration.”

In its ruling, the court identified significant irregularities in the tender process. ICTSI was found to have not met prescribed solvency qualifications at the initial evaluation stage, which should have led to its disqualification. The court criticised Transnet’s decision to advance ICTSI as potentially flawed and unfair, suggesting preferential treatment contrary to established criteria.

APMT established a strong prima facie case, indicating a high likelihood of success in the forthcoming judicial review (Part B). The court acknowledged APMT’s ongoing harm due to its exclusion from consideration as a successful bidder.

While Transnet and ICTSI argued that halting the tender would disrupt national economic recovery and exacerbate port inefficiencies, the court maintained that these issues were longstanding. It ruled that the temporary interdict would not cause substantial harm and permitted delays, noting that Transnet had previously engaged in prolonged negotiations with ICTSI.

The court ordered Transnet to refrain from implementing the tender award, condoned APMT’s procedural non-compliance, and awarded costs to APMT, including the fees for two counsel. The court underscored the importance of fair tender processes and allowed for an expedited hearing on the matter.

In a response to this morning’s judgement, Transnet said: “Transnet SOC Ltd (Transnet) notes the judgement of the KwaZulu-Natal High Court in respect of APM Terminals’ application to seek an interdict in respect of the selection of an equity partner for the Durban Container Terminal (DCT) Pier 2.

“Transnet wishes to affirm its commitment to the judicial process and is currently evaluating its options.”

The statement ended with Transnet saying it is committed to concluding the transaction expeditiously in the interest of economic growth and development.

Added 9 October 2024

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WHARF TALK: multi-purpose heavy load carrier – UHL FABLE

Pictures by ‘Dockrat’
Story by Jay Gates

There are no signs that the ongoing conflict in Gaza is showing any signs of slowing down, and now we are dealing with the increase in cross border mayhem in Lebanon. The outcome of this is yet more attacks by the third cohort of the Iranian masters who are orchestrating the mayhem throughout the region. And so the Houthis continue lobbing missiles and drones at innocent merchant vessels transiting the Southern Red Sea, with no rhyme or reason as to how or why they pick their targets.

Naturally, the flow of traffic to, and from, the Suez Canal continues to fall, and the Cape sea route is the only alternative available for the diverted traffic. For any shipowner that has a newbuild straight out of any one of the shipyards of the Far East, and making its way back home to Europe on a maiden voyage, the last thing they are going to risk is to send their new investment into the possible eye of the storm. Other than the fact that the insurers are more than likely refusing to offer affordable cover, if any, for making such a risky voyage.

So, the Cape sea route is getting to see quite a number of newbuild vessels on their maiden voyages, or on their first commercial voyages. The reward for the two major ports of South Africa, Durban and Cape Town, is that they are blessed with calls from these brand new vessels as they arrive for logistical bunker, stores and provision uplifts. Even more blessed is that the casual maritime observer in these two ports is able to see some of the most sophisticated, often unique, and certainly specialist, vessels that ordinarily would not ever be seen here.

Table Bay

On 15th September, at 15:00 in the afternoon, the multi-purpose heavy load carrier ‘UHL Fable’ (IMO 9972517) arrived off the Table Bay anchorage, from Rostock in Germany. She went to anchor and remained there for just over 30 hours. At 22:00 in the late evening of 16th September she raised her anchor, and entered Cape Town harbour, proceeding into the Duncan Dock and going alongside the inner Eastern Mole berth. As always, such a berth for such a vessel is fully indicative that her call was purely a transit stop, and for logistical purposes.

Commissioned only in April 2024, with her keep laying ceremony taking place in July 2023, i.e. fully built in just 9 months, ‘UHL Fable’ was built by Hudong shipyard at Zhonghua in China. She is 150 metres in length and has a deadweight of 13,402 tons. She is powered by a MAN-B&W 7S40ME-C9 HPSCR seven cylinder, two stroke, main engine producing 10,655 bhp (7,945 kW) and which drives a fixed pitch propeller for a service speed of 15 knots.

Her auxiliary machinery includes three Daihatsu 6DE-18 generators providing 815 kW each, and a single Scania DI-13 emergency generator providing 441 kW. She has a Saacke B1-141 composite boiler, and for added manoeuvrability she has a Kawasaki KT-130B3 bow transverse thruster providing 900 kW. With an ice classification of ICE 1A, ‘UHL Fable’ is able to operate independently in first year Baltic Sea ice, with a thickness of 0.8 metres, or in first year Polar waters, with an ice thickness up to 0.7 metres.

She has two holds, with a hold area of 3,870 m2, a cargo carrying capacity of 25,127 m3, and a cargo hold deck strength of 16 tons/m2. She has a container carrying capacity of 1,011 TEU, with deck plugs provided for 100 reefers. To service her holds, especially for her design purpose of heavy loads, she has two offset, port side located, cranes with lifting capacities of 450 tons each, or a whopping 900 tons when used in a tandem load lift.

United Heavy Lift GmbH

Known as a F900 Eco-Lifter, ‘UHL Fable’ is the 19th, and final, sistership of her class of 19 sisterships. She is owned by the United Group, of Hamburg in Germany, operated by United Heavy Lift GmbH, also of Hamburg, whose houseflag is displayed on her funnel, and managed by Zeaborn Shipmanagement GmbH, also of Hamburg. For the nomenclature aficionado, the prefix of ‘UHL Fable’ is the acronym of her operating company, and her last name is from her class, F900, where all vessels of the class have names beginning with the letter ‘F’, and 900 is her maximum lifting capacity.

As an Eco-Lifter ‘UHL Fable’ is fitted with an IMO Tier III main engine, with 95% of her NOx emissions being removed by her scrubber unit, and her exhaust particulates being incinerated in her catalytic converters. She has low fuel consumption, being able to burn biodiesel, and will burn only 7 tons of fuel per day when operating at a slow steaming speed of 9 knots. Her carbon footprint is between 30% and 50% lower than other classes of heavy lift vessels.

Hamburg

On her official maiden voyage, where she positioned back to Germany for her ‘official’ naming and launching ceremony, made by her Godmother, in her home port of Hamburg, ‘UHL Fable’ proceeded from her shipyard in Zhonghua, to the Chinese port of Dongzhao, to load a full cargo of Vestas Wind System wind turbine blades, for delivery to the German port of Cuxhaven. After discharge, she moved to Hamburg for her owner’s ceremony, before moving to Rostock in Germany, where she loaded her current load.

The casual maritime observer in Cape Town will recognise her deck cargo, as there are two of them operating at the Multi-Purpose Terminal at F berth in the Duncan Dock. The German crane manufacturer, Liebherr-MCCtec GmbH, was founded in 2002 in the port of Rostock, and amongst other types, manufactures mobile harbour cranes, of the sort seen at F berth and onboard ‘UHL Fable’ as her deck cargo.

Brisbane

She was carrying four mobile harbour cranes, all with their booms resting on specially constructed stacks of old, unmarked, TEU containers. The largest crane being carried on deck was a Liebherr LPS550 rail mounted portal crane. It is bound for the Australian Amalgamated Terminals (AAT) quay at the Fishermans Island cargo terminal, at the port Brisbane, in the Australian State of Queensland.

It will be the second Liebherr LPS550 crane at AAT, which already has one operational LPS550, and it is to replace a decommissioned 40 year old Deerpark ship-to-shore gantry crane. It has a safe working load of 144 tons, and can lift 230 tons when used in tandem with the other LPS550 on the quay. The crane is capable of loading vessels up to Capesize bulk carriers at AAT. There is also a second crane bound for Brisbane aboard ‘UHL Fable’. This is a Liebherr LHM550 mobile harbour crane, which is also destined for AAT at Brisbane. The LHM550 has a safe working load of 154 tons, and a jib of 54 metres.

Brisbane was founded back in 1824, originally as a penal colony, and was incorporated as a city in 1842. The port was established along the Brisbane River in 1850, and has developed today to become the third busiest port in Australia. In 2023, with revenues of AUS$204 million (ZAR2.43 billion), it welcomed 2,155 vessels, moved 32 million tons of cargo, and handled 1.53 million TEU containers. The port developed the Fishermans Island cargo terminal in 1980, to replace the majority of the cargo handling that took place in the old harbour on the Brisbane River, and now handles mostly bulk cargoes of sugar, grain, and coal, as well as TEU container traffic.

Timaru

Also onboard ‘UHL Fable’ is another Liebherr LHM550 mobile harbour crane. This one is bound for the port of Timaru, on the South Island of New Zealand. It is destined for the Timaru Container Terminal, and will be the fourth Liebherr mobile harbour crane for use in the port. With its 54 metre jib, it will be capable of loading vessels up to NeoPanamax size.

The port of Timaru was founded in 1858 and located at 44°23’ South 171°15’ East. In 2023, with revenues of NZ$29 million (ZAR310.5 million), the port welcomed 433 vessels, moved 2.1 million tons of cargo, and handled 79,000 TEU containers. It is a profitable port, and its key exports are logs, fertiliser, cement, and feedstock. Timaru is the only port which serves the hinterland of the South Canterbury region of the South Island.

Nelson

The fourth mobile harbour crane on the deck of ‘UHL Fable’ is a Liebherr LHM600 crane. This crane is bound for the port of Nelson, also located on the South Island of New Zealand. With a 61 metre jib, and a safe working load of 208 tons, it is capable of working Capesize vessels. It will also be the fourth Liebherr mobile harbour crane for use in the port.

Nelson is the oldest city on South Island, and was founded in 1843, and located at 41°16’ South 173°17’ East. In 2023 with revenues of NZ$86 million (ZAR920.78 million), the port welcomed 747 vessels, moved 3.2 million tons of cargo, and handled 106,000 TEU Containers. It is also a profitable port, with its key exports being sawn timber, logs, apples, wine, and fish. Port Nelson serves the Marlborough region of the South Island, which is a wine growing region, with 15,000 of her TEU exports carrying bottled and bulk wine.

After a stay alongside in Cape Town of just over two and a half days, ‘UHL Fable’ was ready to sail. Her extended logistical stay indicated that some minor shoreside maintenance assistance was required, along with her uplifts of bunkers, stores and fresh provisions.

At 17:00 in the afternoon of 19th September, she sailed from Cape Town, and as expected, her AIS gave her next destination port as Brisbane, where she was due to arrive on 16th October. A voyage from Germany to Australia, via the Cape sea route, with a very valuable cargo, was another clear example of a vessel diverting around the Cape, in order to avoid the random Houthi idiocy.

Added 9 October 2024

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IMO & domestic ferry safety

Edited by Paul Ridgway 
Africa Ports & Ships
London

New e-learning courses launched

New e-learning courses to enhance safety on domestic ferries are now available on the IMO e-learning platform, on a self-enrolment basis.

These courses are aimed at officials who operate, inspect and manage domestic ferry operations in their country.

The Training Courses on Domestic Ferry Safety include materials developed by IMO Member States.

Courses support the implementation of IMO’s Model Regulations on Domestic Ferry Safety (resolution MSC.518(105)), which were adopted in 2022.

Readers are invited to watch the IMO video [3:09]:

The Maritime Safety Committee (MSC 108, May 2024) invited Member states to share relevant materials.

Module 1: Training material provided by China

The course covers ferry, cargo, crew and passenger in terms of: safety culture; manning; education and training; safety management; occupational health and safety; communications equipment; cargo stowage and securing; and the arrangements prior to departure/arrival.

Module 2: Training materials provided by the Republic of Korea

The training materials have been developed by the Republic of Korea (Maritime Transportation Safety Authority (KOMSA)), as the implementing entity, with funding through the Republic of Korea – IMO Integrated Technical Cooperation Programme (ITCP).

Course 1: Introduction to laws and policies – covers relevant domestic legislative frameworks and key policies designed to enhance domestic ferry safety.

Course 2: The Operation Management System – highlights the role of operation managers at the Incheon Operation Management Center in the Republic of Korea. These managers oversee ferry operations, including pre-departure ferry. The videos demonstrate how the Operation Control Center has incorporated advanced technologies, such as intelligent surveillance cameras and drones, into its operations.

The courses include real-life video, intended to support learning.

Enhancing domestic ferry safety

The model regulations and training courses are intended to address the high rate of lives lost at sea which have been attributed to incidents involving domestic ferries. According to the Lloyd’s Register Foundation, 93% of lives lost to ship incidents in the past 50 years are attributed to domestic ferry incidents. Readers will need to register to gain access.

Currently available in English, the Training Courses on Domestic Ferry Safety can be found on the IMO Learning Management System (LMS) platform, which is accessed through the IMO website or via this link: IMO e-Learning. Translation into other official IMO languages is envisaged.

To access IMO e-Learning courses on the LMS platform, readers will need to register for an IMO web account via the link here

Distance learning is key for IMO to meet changing educational needs in the maritime industry. Students and maritime professionals around the world have the chance to boost their understanding of key maritime issues with a series of courses through the IMO e-learning platform.

In a recent news item from the IMO news service it is understood that Member States and international organizations are invited to disseminate information about the courses to all interested parties, and to provide further input involving best practices on domestic ferry safety.

Added 9 October 2024

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WHARF TALK: Chinese missile & satellite tracking vessel – YUAN WANG 7

Pictures by ‘Dockrat’
Story by Jay Gates

Amazing what a year does in politics. Back in late March 2023 a Chinese Ballistic Missile and Space Satellite Tracking vessel, ‘Yuan Wang 5’, called into Durban en route to the South Atlantic and the monitoring of the re-entry of the secretive Chinese Spaceplane. The political furore that erupted with its visit was immense, due to it being considered to be a Chinese PLAN military spy ship, which in many ways it is. She headed off to the South Atlantic after a five day stopover.

In late May 2023, almost two months later, after the successful return of the Spaceplane, ‘Yuan Wang 5’ called back into Cape Town, whilst en route back to China. This visit was reported on in Wharf Talk in the 23rd May 2023 edition of Africa Ports & Ships. Fast forward to August 2024 and the arrival of yet another Chinese Ballistic Missile and Space Satellite Tracking vessel into Durban, and the political complaints, finger pointing, and fallout, is subdued to the point of it being akin to tumbleweed passing through. No noise, no howls from the opposition, nothing!

Back on the 18th August this year, the Chinese Ballistic Missile and Space Satellite Tracking vessel ‘Yuan Wang 7’ sailed into Durban harbour, again whilst heading to a station somewhere in the South Atlantic Ocean, where she would again track the re-entry back to Earth of the secretive Chinese Spaceplane. Initially, it was thought her visit was to be for four days.

Her stay in Durban was solely for logistic purposes, and possibly for mission crew to board, as well as for the usual requirement for bunkers, stores and fresh provisions. However, after just 11 hours alongside at A/B berth on the Point, she sailed from Durban. Her AIS indicated that her next destination was to be Cape Town, with an ETA of 22nd September.

On 18th September, at 09:00 in the morning, the ‘Yuan Wang 7’ (IMO 9804485) arrived off Cape Town, from her tracking sojourn somewhere deep within the South Atlantic Ocean. She entered Cape Town harbour, proceeding into the Duncan Dock, and she went alongside the Eastern Mole. As always, such a berth for such a vessel can only be for purposes of logistics and uplifts.

The previous visit of ‘Yuan Wang 5’, back in May 2023, had her berthing at the Passenger Cruise Terminal at E berth. However, the earlier arrival of ‘Yuan Wang 7’, four days earlier than her originally promulgated ETA of 22nd September, meant that E berth was unavailable to her as ‘RFA Argus A135’ was still occupying E berth, and she not due to sail until the following day.

Built at the Jiangnan Shipyard, at Shanghai in China, ‘Yuan Wang 7’ was launched in October 2015, and commissioned in July 2016. She is 225 metres in length and has a gross registered tonnage of 27,180 tons. She is powered by two MAN-B&W 8L48/60 eight cylinder, four stroke, main engines producing a total power output of 19,416 bhp (14,280 kW), giving her a service speed of 16 knots, and a maximum speed of 20 knots. For added manoeuvrability she has a bow transverse thruster.

Technical information of all of China’s tracking fleet is hard to come by, due to the secretive nature of how they are controlled, and deployed. Able to withstand a Level 12 Tropical Revolving Storm, i.e. Typhoon, ‘Yuan Wang 7’ has an endurance of 100 days, and is capable of operating in any Ocean, anywhere between 60° North and 60° South. She has a helideck and hangar, capable of operating either a Changhe Z-8, which is a copy of the French SA321 Super Frelon helicopter, or a Harbin Z-9, which is a copy of the French AS365 Dauphin helicopter.

She was designed by the 708th Research Institute of the Chinese state owned China Shipbuilding Industry Corporation (CSIC), and has an extensive tracking fit. It includes both C band, and S band, monopulse tracking radars, up to 12 metres in diameter, cinetheodolite ranging and tracking systems, velocimetry systems, satellite tracking and control computers, and a range of communications equipment that includes HF, VHF, UHF and SATCOM, providing secure telephone, radio, facsimile, and data links.

She carries a shipboard complement of over 400 persons, made up of ship’s operating crew, technicians, tracking scientists, and PLAN military officials. What is strange is how on arrival in both Durban and Cape Town, that despite the number of people aboard, all have very obviously been given strict instructions to stay off the decks, as there is no-one to be seen along the whole length of her 225 metres. Not a usual thing to see on a supposed civilian vessel.

One would expect the opposite when entering a new port, such as Durban, or a scenic port, such as Cape Town. In a complete reversal to this, her departure from Jiangyin, and some arrivals in specific ports, her decks are lined with military precision spacing, by crewmen engaging in the very PLAN choreographed, and stage managed, show of everybody waving in unison, with a fixed smile, and gently waving the Chinese national flag.

She is owned by China Satellite Launch, of Jiangyin in China, and both operated and managed by China Satellite Maritime Tracking and Control (CSMTC), also of Jiangyin, and whose houseflag is displayed on her two funnels. She is homeported at the Jiangyin Port, located on the south bank of the Yangtze River, northwest of Shanghai.

The normal pretense that ‘Yuan Wang 7’ is a purely civilian research vessel starts to unravel when it becomes apparent that her Jiangyin base has a Military Unit Cover Designator of 63680, and that Jiangyin Port is referred to as Corps Deputy Grade Naval Base 23. Until April 2024, all vessels of CSMTC were subordinate to the People’s Liberation Army Navy Strategic Support Force (PLANSSF). As of today, CSMTC is subordinate to the PLAN Aerospace Force.

She was purpose built, as are all her fleet mates, originally for the tracking of the ‘Shenzhou’ Manned Space Missions, and the ‘Tiangong’ Space Laboratory. She is also utilised for the tracking and support of Chinese Military Satellites, and Intercontinental Ballistic Missiles (ICBM), launched by the PLANSSF, or the new PLAN Aerospace Force. All vessels in the fleet are assigned by the China Maritime Satellite Telemetry and Control Department, of Jiangyin.

For the nomenclature aficionado, all of the tracking vessels of the Chinese government have the name ‘Yuan Wang’ followed by a number. The translation of ‘Yuan Wang’ is ‘Long View’, which is quite appropriate for the missions that they were designed to conduct. There have been seven ‘Yuan Wang’ vessels built, of which four are still active. They are not a specific class of vessel, with all receiving the name ‘Yuan Wang’ followed by a number as each entered service, with the first built in 1977, and named ‘Yuan Wang 1’, and the latest being ‘Yuan Wang 7’.

Her mission on this occasion was to track the return to earth of the Chinese Spaceplane. This is such a secretive piece of space unmanned machinery that it has not yet been given an official name by the Chinese authorities, despite it conducting three full return missions. It is thought to be the ‘Shenlong’ spacecraft, which is analogous to the US NASA Boeing X-37B unmanned spaceplane. As with the introduction of most advanced western technology, it doesn’t take long for the Chinese to bring out something eerily similar within a short time afterwards.

Interestingly, despite the complete, and utter, secrecy surrounding any ‘Shenlong’ mission, the Chinese Government has stated that ‘it will pave the way for the peaceful use of space’. Yet, for a peaceful mission, ‘Shenlong’ remains so secretive that the Chinese authorities have not released one single photograph, not one second of video footage, given no description, no detailed technical specifications, or even deigned to give it an official name, whereas descriptive names is something that the Chinese authorities are usually very good at.

Given her so-called peaceful nature, the specific objectives, and planned activities, of the Spaceplane remain largely undisclosed by the Chinese Government. There has also been no information released regarding her current mission, nor the technologies tested during the mission. This despite ‘Shenlong’ being launched from the Jiuquan Spaceport, located in the Gobi Desert, on a Long March 2F Rocket back on December 14th 2023.

She returned to Earth on 6th September, landing at the Lop Nur PLAN Air Base, located in Xinjiang Province, whilst ‘Yuan Wang 7’ was on tracking location in the South Atlantic Ocean, after a spaceflight lasting 268 days. Whilst it was in space ‘Shenlong’ was noted by earth tracking stations to have increased her orbit from 300 kilometres, up to 600 kilometres, indicating a testing of her manoeuvring capabilities in space. In June, she was observed to have deployed a satellite from her cargo bay. She then performed various manoeuvres around the satellite, known as Rendezvous and Proximity Operations (RPO), before recapturing it.

The arguments about whether or not ‘Yuan Wang 7’, or any other so-called Chinese civilian research vessel, is quasi-military or not can be seen in her movements, outside of major Chinese space programme missions. On her current mission, after departing from China, and entering the Indian Ocean, via the Sunda Strait, ‘Yuan Wang 7’ did not follow a direct line, or great circle, route to Durban. Instead, she immediately turned north, and headed for Indian waters. Her approach to Durban was via the length of the Mozambique Channel, which is not in any sense on any accepted direct routing from China to South Africa.

India is currently engaged in a geopolitical battle against China, despite BRICS, in regard to China making increasing moves to militarily occupy the Indian Ocean region, which is considered to be India’s backyard. India is also a nuclear state, and has an arsenal of ICBMs, which it tests regularly. India, unlike some other BRICS members, follows International Law.

As such, prior to any ICBM test, they issue a Notice to Airmen (NOTAM), as well as Maritime Navigation Warnings, which are an international obligation, under United Nations ICAO and IMO requirements, to warn both civilian aviation and shipping operators, and military operators, of issues that might affect their flights, or routings, over the region. They are transmitted worldwide, on international aviation and maritime communications networks.

Earlier in June, the Yuan Wang 07, also entered the Indian Ocean region just three days before India put out a warning about a 415 km No-fly zone from Balasore, in Odisha State, where India has an integrated missile test range. After loitering off Gujarat State, on the west coast of India, ‘Yang Wang 7’ returned to China. In what has become a pattern, the ships were sailing near areas that have been declared a no-fly zone by India’s aviation authorities through NOTAMs.

The pattern is corroborated by the fact that in April 2023 ‘Yuan Wang 7’ arrived in the Indian Ocean just 7 days after the issue of a similar NOTAM by India. The Indians duly delayed the launch of the ‘Agni’ ICBM, with no set date launch date given, and ‘Yuan Wang 7’ then left the region. These coincidences have been repeated in exactly the same manner with ‘Yuan Wang 3’ in March 2022, ‘Yuan Wang 6’ in November 2022, ‘Yuan Wang 5’ in December 2022, and with ‘Yuan Wang 3’ in March 2023, all turning up off India prior to an ‘Agni’ ICBM launch. Everything points to PLAN control, and military requirements, for the vessel deployments.

Back in Cape Town, the visit of ‘Yuan Wang 7’ lasted for a full seven days, and at 17:00 in the late afternoon of 25th September, she was ready to head home back to China, with her AIS set as showing her next destination to be Shanghai. She duly sailed, and at present her course appears to be taking her on a routing directly towards the Sunda Strait, and into the South China Sea. However, her ETA in Shanghai is given as 3rd November, which is a 39 day voyage.

On this homeward voyage, carried out at her service speed of 16 knots, such a voyage would take just 20 days, over a calculated distance of 7,700 nautical miles. She is currently averaging 17.5 knots, and the question is whether or not her ETA is wildly inaccurate, or she will shortly be turning north to, once more, arrive unannounced off the shores of India, or call at pro-China Maldives, or Chinese controlled Hambantota port in Sri Lanka, Any of these three eventualities will irk the Indian authorities, and if any one does occur, it will have been designed to do just that.

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SAS Amatola ready to take part in Exercise Ibsamar

by defenceWeb

SAS Amatola (F145), the first Valour Class frigate to be taken into SA Navy (SAN) service, is said to be at “a constabulary level of capability” and is taking part in the tri-nation Exercise Ibsamar off the Cape coast starting this week.

Prior to transiting from Simon’s Town to Saldanha Bay for the exercise, she underwent mission readiness training (MRT), according to Defence and Military Veterans Minister, Angie Motshekga. She was replying to a Parliamentary question asked by Democratic Alliance (DA) National Council of Provinces (NCOP) public representative and member of the Select Committee on Security and Justice (SCSJ) Nicholas Gotsell. Among others, he wanted to know how badly SAS Amatola has deteriorated.

Ahead of MRT, Amatola conducted border safeguarding patrols under the operational auspices of Operation Corona on the west coast of South Africa from 8 to 29 August, the ministerial reply reads in part.

When the India/Brazil/South Africa naval exercise ends on 16 October, Amatola will return to Simon’s Town, the frigate squadron home port, for preparation and further MRT ahead of a planned three-month patrol. The tasking, according to the Ministerial response, will be a long range piracy patrol in the Mozambique Channel identified as an Operation Copper deployment. That tasking is set down for 30 November to 28 February next year.

Operation Copper, according to the Joint Operations Division of the SA National Defence Force (SANDF), focusses on denying pirates the opportunity to operate within SADC’s (Southern African Development Community’s) Indian Ocean. Incidents in 2010 and 2011 saw South Africa approve anti-piracy operations under the codename Operation Copper with Mozambique and Tanzania.

This “anti-piracy watch”, as per Joint Operations, has seen frigates, an offshore patrol vessel in the form of a refurbished strike craft and the fleet replenishment vessel SAS Drakensberg (A301) patrol the Mozambique Channel using Pemba as a temporary home port. The SA Air Force (SAAF) committed, again as per Joint Operations, a Super Lynx maritime helicopter and a C47TP maritime patrol aircraft for Op Copper.

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Comoros assessing and securing its ports

Edited by Paul Ridgway 
Africa Ports & Ships
London

With the support of the IMO, Comorian authorities successfully carried out a comprehensive series of assessments at the Port of Mutsamudu on Anjouan Island from 23 to 27 September.

Hub for transhipment

Officials from the Comoros Maritime Affairs Agency (Agence Nationale des Affaires Maritimes – ANAM), the Port Authority (Société Comorienne des Ports – SCP) and IMO completed on-site surveys of the port, which serves as a hub for transhipment of essential goods such as rice and fuel to other islands in the country.

The aim was to assess whether the port and port facility (the area where cargoes and people are transferred between the ship and port) comply with global standards set out in the International Ship Port and Security (ISPS Code).

Intensive study into facilities

During the exercise, local Port Facility Security Officers (PFSOs) analysed operations such as embarkation and disembarkation of international passengers, and cargo handling from the ship to dock, looking for weaknesses in policies and procedures, infrastructure and human factors.

They identified gaps that could pose a risk to persons, property or operations within the port facility and discussed how to address them. This included physical security, structural integrity, personnel protection systems, procedural policies, telecommunications systems, relevant infrastructure, utilities, and other areas.

Broad representation

Discussions with the various State services working at the port, including the Port Authority, Police Nationale, Gendarmerie Nationale, Coast Guards, Customs examined threats and explored ways to strengthen the security of Comoros’ ports and port facilities.

Outcome of the assessments will contribute to preparing port facility security plans for Mutsamudu Port, to help safeguard operations and support.

The assessments were carried out as part of the EU-funded Port Security Project, which promotes port security and safety in Eastern and Southern Africa and the Indian Ocean.

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SAMSA releases MSC Apollo after Algoa Bay oil leak

Africa Ports & Ships

The South African Maritime Safety Authority (SAMSA) has confirmed the official release of the MSC vessel, the 6,492-TEU MSC Apollo (IMO 9247730) that had been anchored in Algoa Bay for a month following an oil spill incident.

The oil spill has since been contained.

“The MV MSC Apollo has been allowed to depart from Algoa Bay anchorage after she was detained following an oil spill in the bay on the 7th of September,” SAMSA said.

“A root cause investigation was completed by the vessel’s owners in conjunction with the Classification Society and endorsed by the vessel’s Flag State.

“This investigation resulted in one of the overboard discharges being blanked off and the sea chest strainer cleaned by a local dive company, in difficult conditions at the anchorage. No other damages have been found on the ship’s side structure during the diving inspection.

“The vessel will proceed to her next port of call, where a more thorough internal inspection of the sea chests can be conducted, while in port, by her owners,” said SAMSA.

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MSC Taranto latest ship to lose containers overboard along South African coast

Africa Ports & Ships

The South African Maritime Safety Authority (SAMSA) says it has embarked on yet another search for a set of containers lost overboard by an international cargo vessel while sailing along the country’s coastline earlier this week.

However, the set of containers lost overboard by a 14,000-TEU Mediterranean Shipping Company (MSC) vessel, the MSC Taranto (IMO 9475258), while sailing past South Africa, are empty. In the wake of the incident, SAMSA has issued a navigational warning to vessels in the area to be on the look-out and to report any sightings.

“The South African Maritime Safety Authority has been alerted to the loss of five empty containers from the MV MSC Taranto, which occurred between 01:00 and 04:00 local time on the 2nd of October 2024,” SAMSA said in a statement.

“The vessel, which is currently en route to Colombo, Sri Lanka, reported that the containers – two yellow and three red – were lost at sea. The exact location of the containers is reported to have been along the [south] coast between Mossel Bay and Stillbaai.

“SAMSA, in collaboration with other relevant authorities, is actively working on locating and recovering the containers. A navigational warning has been issued to all vessels traversing the west [sic] coast of South Africa to be on alert for the floating containers, which pose a potential hazard to maritime navigation.

“Mariners and the public are urged to immediately report any sightings of the containers to local authorities or the Maritime Rescue Coordination Centre (MRCC) on 021 938 3300.”

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FOTBOT Condemns Foreign Secretary’s Statement on Chagos Islands

Africa Ports & Ships

The Friends of the British Overseas Territories (FOTBOT) have strongly criticized the UK Foreign Secretary’s statement regarding the British Indian Ocean Territory (BIOT), calling it “shameful.”

The statement, delivered to the House of Commons on October 7, 2024, discussed an agreement to hand over the Chagos Islands, including the Diego Garcia military base, to Mauritius, while retaining a portion for the UK’s use.

A FOTBOT spokesperson expressed disappointment, accusing the government of misleading the public by portraying the agreement as a success that secures the UK-US military base. The spokesperson argued that there was no real threat to the base, and the agreement instead weakens the UK’s presence in the region.

FOTBOT criticized the Foreign Secretary’s warning that a binding judgment against the UK was imminent, dismissing it as “scaremongering” and suggesting that the idea of abandoning the base was “laughable.” The organization believes the UK government injected unnecessary fear into an otherwise stable situation.

The deal, which involves renting back a fraction of the islands for an undisclosed sum, was done hastily and without consulting the Chagossian people, FOTBOT claimed. The timing, they argued, was politically motivated to align with upcoming elections in Mauritius and the United States.

FOTBOT also condemned the use of public funds for what they see as a flawed arrangement, stating that the money could have been better used to address past injustices and support the Chagossian community.

The group believes Mauritius has neglected its obligations to the Chagossians for years and sees the transfer as detrimental to both national security and the well-being of the islanders.

Calling for the deal to be cancelled, FOTBOT urged the UK government to prioritize British interests, national security, and the welfare of the Chagossian people over what they consider Mauritius’ baseless territorial claim.

• see related reports below

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Jumbo boosts sustainability with wind-assisted sails and AI Tech

Africa Ports & Ships

Jumbo has successfully installed two mechanical sails on its heavy lift vessel, Jumbo Jubilee (IMO 9371581) , as part of a broader initiative to improve fuel efficiency and reduce carbon emissions.

This wind-assisted ship propulsion (WASP) system, developed by Econowind, the latest in a series of innovations aimed at making Jumbo’s operations more sustainable.

CEO Daan Kornneef emphasised the company’s commitment to decarbonising the maritime industry, stating that every step taken towards sustainability is crucial. He expressed pride in the team’s efforts to make Jumbo a leader in eco-friendly shipping practices.

The sails are just one of several technologies being tested on the Jumbo Jubilee. Previous enhancements include an efficiency-boosting propeller coating, an AI-powered anti-fouling monitoring system, and an eco-control system, all designed to reduce fuel consumption and emissions.

The company’s unique approach focuses on implementing multiple fuel-saving technologies on a single vessel to evaluate their individual and collective impact.

Jumbo Technical Manager Andres Cassanova highlighted that while the sails are not fully optimized for the vessel type, they will provide valuable data on fuel savings and potential optimizations.

He noted that the sails’ compact design is ideal for heavy-lift vessels, where space is needed for large cargoes, and the system is flexible enough to be transferred to another vessel if necessary.

Additional technologies include an AI-driven anti-fouling monitoring system that tracks vessel speed, geographical position, and environmental conditions to predict and prevent efficiency losses due to hull fouling.

Furthermore, an eco-control system acts as intelligent cruise control, optimizing fuel consumption by continuously adjusting the vessel’s performance based on RPM and propeller pitch.

Jumbo anticipates that these technologies will lead to significant fuel savings, but Technical Superintendent Patrick Feddes stressed that collaboration across departments is essential to achieving these environmental goals.

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Rotation switch for SAECS / SRX service

Africa Ports & Ships

The operators of the South Africa-Europe Container Service (SAECS / SRX), Maersk and Ocean Network Express (ONE) will be making a rotational switch of the shipping service between South Africa and northern Europe.

The change will take effect from the voyage of the vessel Santa Isabel voyage 244SW which is ETA London Gateway on 28 October.

In order to enhance service efficiency and reliability, the shipping lines will swap the London and Rotterdam ports on the SAECS/SRX service.

Current rotation: Ngqura (Port Elizabeth) – Durban – Cape Town – Rotterdam – London Gateway – Bremerhaven – Algeciras (APMT) – Algeciras (TTIA)

New Rotation: Ngqura (Port Elizabeth) – Durban – Cape Town – London Gateway – Rotterdam – Bremerhaven – Algeciras (APMT) – Algeciras (TTIA)

Reason for the change:

The adjustment is being made to optimise SAECS/SRX operational efficiencies and improve the overall service experience for customers. The key reasons for this change include:

Operational Efficiency: This change will streamline port operations, allowing for more efficient handling and processing of cargo.

Improved Reliability: The new schedule will help maintain a more consistent and reliable service, minimising potential delays and disruptions.

The change takes effect from the voyage of the vessel Santa Isabel voyage 244SW which is ETA London Gateway on 28 October.   source: Maersk

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In Conversation: Freedom for Chagos islands: UK’s deal with Mauritius will be a win for all

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IMO and the Djibouti Code of Conduct – reinforcing support

Edited by Paul Ridgway
Africa Ports & Ships
London

A key meeting focused on supporting the implementation of the Djibouti Code of Conduct (DCoC) and its Jeddah Amendment took place at IMO HQ in London on 3 October. The DCoC aims at combating maritime security threats in the western Indian Ocean and the Gulf of Aden.

Assessment of challenges

Senior officials from the twenty-one DCoC member states and donor partners gathered to assess and discuss challenges, identify joint solutions, and

explore funding opportunities to ensure the continued success of the Code and maritime security efforts in the region.

Originally adopted to combat piracy, the DCoC was significantly expanded through the Jeddah Amendment in January 2017. This amendment broadened the scope of the DCoC to include a wider range of maritime security threats, including human trafficking and illegal, unreported and unregulated (IUU) fishing.

IMO’s support

IMO supports Member States in implementing the Djibouti Code of Conduct thought various initiatives including regional training, capacity building, and reviewing their national legislation to counter piracy and other threats to the safety and security of navigation.

November meeting

The signatory states will gather next at the 7th High Level Meeting on the Implementation of the DCoC/JA in Dar es Salaam on 29 / 30 November for further discussions and action.

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Mauritius handed sovereignty of the Chagos Archipelago

by Terry Hutson
Africa Ports & Ships

There has been outrage in certain quarters of the UK over the unexpected announcement that the sovereignty of the Indian Ocean Chagos Archipelago will be handed over by the British to Mauritius.

The Chagos islands lie to the south of the Maldives and east of the Seychelles.

A proviso built into the agreement is that the main island of Diego Garcia will be leased to the UK for 99 years in order to secure the continuance of the strategic American naval and air base.

Opposition parties in the UK expressed total surprise at the announcement, which came literally out of the blue and without public debate, though discussions on the matter did commence some years ago. Former prime minister Boris Johnston on Sunday described it as a “mad idea”.

Critics warn this raises the likelihood that other remaining overseas UK territories such as Gibraltar and the Falklands are at similar risk of being ‘given away’ by the UK Labour government.

The Argentine government has immediately repeated its claims of sovereignty regarding the Malvinias, the original Spanish name for the Falklands.

Of equal concern is that the future use of the Chagos islands, a group spread across a wide area in mid Indian Ocean, could in future include having Mauritius allow one or more islands to be used by other foreign nations for military purposes. China in particular.

China a concern

Port Louis’ friendly ties with China is seen as an area of concern.

As a counter to this it can be pointed out that Mauritius’ has equally close ties, especially in military terms, with India.

Another part of the argument against the handing over to Mauritius – which appears to be conclusive and agreed to albeit it having been done in secret – is the distance separating the Chagos group from Port Louis.

A counter argument could be that Port Louis is a lot closer than is London.

Historically speaking, there have been close connections between the two island groups. Chagossians, descendants of slaves deposited on the islands in the 1700s, when forceably removed from their homes on the islands some fifty or so years ago, were taken to Mauritius and told to remake their homes there. Now a least they will have the opportunity to return, though how many will do so is moot.

Younger generations often have differing sentiments to those of their parents and grandparents.

On a point of interest, as part of Mauritius, the Chagos Archipelago will also become a part of Africa, at least in political terms, though far removed from the continent.

Read now other articles published in Africa Ports & Ships on this topic. Click each separately to open.

Britain’s ownership of the Chagos islands has no basis, Mauritius is right to claim them

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How the US and UK worked together to recolonise the Chagos Islands and evict Chagossians

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Mauritius & UK have maritime security discussions – may include Chagos islands

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Learn more about the Chagos Islands and their history

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Briefly Speaking: News briefs locally or abroad

Africa Ports & Ships

New Zealand Navy ship Manawanui sinks

The New Zealand Navy specialist dive and hydrographic vessel, HMNZS Manawanui, sank on Saturday early evening (local time, 5 October 2024) after running aground on a reef one mile off the island of Upolu, Samoa.

The ship was conducting a hydrographic survey at the time.

According to the New Zealand Navy, the 75 crew and passengers on board safely evacuated into lifeboats and were rescued by responding ships. Rescuers battled currents and winds that were pushing the life rafts and sea boats toward the reefs, and swells made the rescue effort particularly challenging.

According to the New Zealand Defence Force, the exact cause of the grounding is unknown and will need further investigation. It stated that the ship began listing heavily and smoke was visible from the ship.

A short while later the vessel had capsized and was below the surface.

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US Dock strike ends

US dockworkers returned to work on Friday 4 October following a three-day strike that paralysed international trade along the East and Gulf coasts of the United States.

The International Longshoremen’s Association and the US Maritime Association extended a previous contract until mid January and have recommenced negotiations looking for a long-term solution that includes a demand for a wage increase of 61.5% over 6 years.

According to CBS, the highest paid workers would then make US$ 63 per hour in the final year of the contract — up from $39.

The cost of the three-day stoppage at the ports is estimated to be between USD 9 and 15 billion. It’s expected the effect of the strike will continue to be felt for several weeks.

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EC approves MSC’s acquisition in Hamburg harbour

The European Commission has given the nod to Mediterranean Shipping Company (MSC) in its quest to acquire a meaningful 49.9% stake in the Hamburg port logistics company, Hamburger Hafen und Logistik (HHLA).

“The Commission concluded that the proposed concentration would not raise competition concerns, given its limited impact on competition in the markets in which the companies are active,” the EC said in a statement issued on Friday (4 October).

This follows a similar approval granted earlier in September by the Hamburg state parliament. The Hamburg government wants MSC on board to stabilise HHLA and container handling at the Hamburg port. The city, which previously held 70% of HHLA, will now hold 50.1%.

MSC has said it wants to build a new German headquarters in Hamburg and that it will increase container throughput at the HHLA port terminal to one million TEUs annually by 2031, almost double that of the present volume.

German trade unions have opposed the deal fearing that jobs will be lost.

HHLA also operates a container terminal in Odessa, Ukraine, where the involvement of MSC in its management remains subject to Ukrainian approval.

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CMA CGM buys 48% stake in Brazil’s Santos Port terminal

The French shipping company CMA CGM has concluded a deal in which it has acquired a 47.6% stake costing US$ 1.13 billion in the largest container Terminal in Brazil, Tecon Santos.

The purchase of its full acquisition will cost CMA CGM a reported US$ 2.4 billion.

Through its purchase in the Santos port container terminal, CMA CGM has further cemented its position and influence in logistics across South and Latin America.

Pending certain regulatory approvals, CMA CGM hopes to have complete control of the terminal by the end of 2024.

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Servest Marine sold to OSC Marine

In a local deal, OSC Marine Africa has purchased the offshore vessels and services of Servest Marine for an undisclosed sum.

Servest Marine operates in various Southern African ports providing crew transfer and general support to vessels offshore. Servest has also been active elsewhere in Africa providing similar services.

Cape Town-based OSC Marine also operates across Africa and Southern Africa as well as the Middle East and South America. The company includes marine engineering and subsea services in its portfolio.

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Non-availability of SA Navy ships blamed on Armscor dockyard

defenceWeb

As its prime customer, the SA Navy (SAN) has twice “registered its concerns with the chronic under-performance of [the] Armscor dockyard.”

In a nutshell, that sums up the situation the maritime service of the SA National Defence Force (SANDF) finds itself in, as responded to in a lengthy Parliamentary question reply by Defence and Military Veterans Minister Angie Motshekga.

Her questioner was National Council of Provinces (NCOP) Democratic Alliance (DA) public representative Nicholas Gotsell. Quoting the official SAN publication – Navy News – he wanted Ministerial input on why the “marriage” between the SAN and the dockyard was “stumbling.”

Her response reads: “The SAN has over the two medium term strategic frameworks registered its concerns with the chronic under-performance of Armscor Dockyard. The legislative administrative processes to register/report on SA governmental performances and under-performances are the primary means that the SAN utilised to register its concern….

“The SAN’s Annual Performance Plan (APP) and its performance against plan on a yearly basis highlights in great detail the chronic under-performance of the Armscor Dockyard.

“Additionally, yearly engagements in the form of presentations to the Portfolio Committee on Defence [and Military Veterans] as well as to the National Council of Provinces was further utilised by the SA Navy to officially register the SAN’s concerns.”

In support of her response, Motshekga supplied four enclosures – letters to Armscor – regarding the “chronic under-performance.”

Elaborating on what her response has as “the current severe crisis” in the SAN, put down to the “capacity challenges” at the dockyard, Motshekga informed Gotsell the “annual maintenance upkeep programme” and “hull available programme” were not being executed as required.

“Additionally, the SAN in presentations [to] and correspondence [with] the PCDMV and NCOP reported under-funding of the SAN refit and mid-life upgrade programme of its Strategic Defence Acquisition Programme [referring to the SDPP – Strategic Defence Procurement Programme] will result in the SAN not having the required operational vessels available at the directed level of capability.”

The lack of operational vessels saw cancellation of a voyage to St Petersburg in Russia by SAS Amatola (F145) for a Russian Navy anniversary parade and an indefinite hold put on a planned transit of the Atlantic Ocean by SAS Drakensberg (A301) to Cuba and Brazil.

Both were made public by SAN Chief, Vice Admiral Monde Lobese, during a February medal parade in Simon’s Town. At the parade he described his service as being “in intensive care.”

Motshekga did say the SAS Amatola carried out border safeguarding patrols under Operation Corona off the West Coast of South Africa between 8 and 29 August this year.

“The operation was supported by the Department of Forestry, Fisheries and Environment (DFFE) and the South African Police Service (SAPS),” she explained.

She added that the SAS Amatola was scheduled to commence with mission readiness training to participate in Exercise Ibsamar VIII that will take place in the Western Cape between 7 and 16 October.

The SAS Amatola has also been identified to execute a long range piracy patrol off South Africa between 30 November 2024 and 28 February 2025. This will include transit through the Mozambique Channel.

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

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Houthis attack tanker Cordelia Moon: US attacks Houthi bases

Africa Ports & Ships

During the past week Houthis managed a successful waterborne drone attack on the Liberian-flagged, UK-connected tanker, Cordelia Moon (IMO 90297888).

An unmanned surface vessel (USV), filled with high explosives, was observed heading for the 275 metre by 50m tanker and, despite security personnel on board on board the tanker opening fire at close range with automatic weapons, the USV struck the side of the Cordelia Moon and exploded.

The activity and explosion was caught on camera by the Houthis and later broadcast.

A Houthi spokesman, Yahya Saria, claimed the tanker was also hit by several rockets.

US Vice Admiral Brad Cooper, Commander of US Naval Forces Central Command, expressed concern at the use of unmanned craft, saying this was an escalation by one-way USVs.

Cordelia Moon was 70 nautical miles offshore of the Yemeni port of Hodeidah at the time. There were no reported injuries on board and the vessel was able to continue sailing away from the Yemen coast despite damage to one of its ballast tanks.

A second ship, thought to be the bulk carrier Minoan Courage, was reportedly hit by a Houthi missile, without causing any serious damage or injuries to crew. A third vessel sailing in the area reported seeing four splashes in the sea around the vessel, which was undamaged and able to continue her voyage.

A week earlier three US destroyers sailing through the Bab el-Mandeb Strait came under attack from ballistic missiles, anti-ship cruise missiles and two drones. All were intercepted and destroyed by the American ships.

On Friday 4 October US Central Command forces carried out strikes on 15 Houthi-controlled regions in Yemen.

“These actions were taken to protect freedom of navigation and make international waters safer and more secure for US, coalition, and merchant vessels,” CENTCOM said in a statement.

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Xeneta: US Port strike ends, but supply chains will take weeks to recover

Africa Ports & Ships

Strike action at ports on the US East and Gulf Coast ended Thursday night (3 October), after a new wage agreement was reached – but a backlog of more than 40 ships waiting to offload billions of dollars of cargo means the pain is not yet over.

The International Longshoremen’s Association and the United States Maritime Alliance reached a tentative agreement on wages while also extending the Master Contract until 15 January 2025 to allow further negotiations, in particular around automation at ports.

The strike lasted three days and at 5am (Eastern Time), Friday, there were 44 ships queuing to enter affected ports and more than 120 en route (source: Xeneta and Marine Benchmark).

“A prolonged crisis on this scale would have been toxic for global supply chains so the market is breathing a sigh of relief,” said Peter Sand, Xeneta Chief Analyst.

“Closing all ports on the US East Coast and Gulf Coast – even for just three days – comes with severe consequences. We must now wait to see how quickly the returning workers are able and willing to deal with the huge backlog of ships waiting to offload thousands of containers carrying billions of dollars of goods.”

Sand believes the ripple effect of the strike will spread across global supply chains in the weeks to come.

“The dozens of ships delayed on the US East Coast and Gulf Coast will also be late arriving back in the Far East,” he said. “This will impact schedules towards the end of this year and possibly into 2025 in the run-up to Lunar New Year at the end of January, which traditionally sees an increase in goods shipped out of the Far East.

“You cannot miss a scheduled weekly sailing for a ship carrying 15,000 containers and not expect repercussions for carriers and importers.”

Latest data from Xeneta – based on more than 450 million crowd-sourced data points – shows shippers have already been hit by increasing freight rates as a direct result of strikes.

Average spot rates on the most impacted trade from North Europe to US East Coast stand at USD 2,900 per FEU (40ft container) on 4 October, an increase of 58% since the end of August.

The alternative trade from North Europe to the US West Coast has also been impacted with average spot rates increasing 48% in the same period to stand at USD 4,450 per FEU.

Sand has warned the market will remain challenging in the weeks and months ahead.

“There has already been a financial impact for shippers through increasing freight rates on Transatlantic trades at a time when markets on other major trades out of the Far East remain elevated due to conflict in the Red Sea,” Sand said.

“It is good news the strike has ended but shippers are not out of the woods just yet. It is only a tentative agreement and automation at ports will remain a major stumbling block.

“Automation is an issue the two sides have been unable to resolve in over a year of negotiations – now they have just 100 days to reach an agreement otherwise we could see further strike action.”

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Russian Navy frigate Neustrashimy arrives in Cape Town

YouTube video of the Neustrashimy class frigate [14:22]

by Guy Martin

The Russian Navy frigate Neustrashimy, accompanied by the replenishment vessel Akademik Pashin, arrived in Cape Town on Thursday 3 October, in time for the SA Navy Festival this weekend.

The two vessels were seen south of Sharm el Sheikh on 4 September and had left the Red Sea on 6 September, according to ship spotters. Their destination was not clear until they arrived in South Africa, docking in Simons Town. Only the Akademik Pashin had her AIS transponder switched on when arriving.

It is almost certain the vessels will take part in the SA Navy Festival scheduled to take place in Simons Town from 4 to 6 October. The Chinese People’s Liberation Army (PLA) Navy said it was sending the frigate CNS Xuchang to participate in the Navy Festival, arriving in Simons Town on Tuesday. However, some sources said the vessel had docked to transfer sailors to hospital for treatment following an accident in which one sailor went overboard and was still missing. CNS Xuchang then departed on Wednesday, but was expected to return for the SA Navy Festival on 4 October.

The Neustrashimy was launched in May 1988 and commissioned in January 1993. She is the lead ship of Project 11540 Yastreb (Hawk) and since 1991 has been part of the Baltic Fleet. Neustrashimy was modernised two years ago, with upgrades to navigation, surveillance, target detection and weapons systems, amongst others.

The vessel is 129 metres long and displaces 3,505 tons standard and 4,318 tons at full load. Power is provided by two 24,300 shp (18,100 kW) M90 and two 12,100 shp (9,000 kW) M70 gas turbines arranged in a combined gas turbine and gas turbine (COGAG) installation, giving a maximum speed of 30 knots (56 km/h) and range of 4,500 nautical miles (8,334 km). The ship’s complement is 210, including 35 officers.

Armament comprises a 100 mm main gun, two Kashtan close in weapon systems, four Kinzhal surface-to-air missile launchers, 533 mm torpedo tubes, and a Smerch-2 anti-submarine rocket launcher. A helicopter can be carried on the aft helipad (a hangar is available).

Akademik Pashin

The Akademik Pashin is a replenishment oiler of Project 23130 and the lead vessel of the class. The vessel was launched in May 2016 and is the first replenishment oiler commissioned with the Russian Navy since the end of the Cold War. The ship is named after the Hero of the Russian Federation Valentin Pashin. She is assigned to the Northern Fleet. The vessel is 130 metres long and displaces 5,000 tons at standard load and 14,000 tons at full load. She is powered by two diesel engines giving a top speed of 16 knots (30 km/h) and range of 8,000 nautical miles (15,000 km).

Neustrashimy, along with the training ship Smolny and tanker Yelnya, completed an unofficial visit to Havana, Cuba in July this year.

The Neustrashimy and Akademik Pashin are the latest Russian vessels to stop in South Africa in recent months – on 29 August the Smolny, a Russian Navy Baltic Fleet training vessel, arrived in Cape Town for replenishment and resupply while on what was said to be ‘an unofficial visit’ to South Africa. She departed on 1 September.

She is currently on what the Russian Navy fleet press service says is a long range voyage conducting “maritime practice for cadets of naval educational institutions of Russia’s Ministry of Defence”. Previous unofficial port calls were Havana in Cuba and La Guaira, Venezuela.

On 25 September the Smolny concluded a visit to Douala, Cameroon, after stops in Walvis Bay (Namibia) and Luanda (Angola). “Each of these visits was an important step in strengthening international ties and exchanging experiences between naval personnel,” the Russian Navy said.

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

Added 4 October 2024

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The Mediterranean: Oil spill reporting monitoring and sharing data

Edited by Paul Ridgway
Africa Ports & Ships
London

Mediterranean countries are taking joint action to protect the region’s marine environment by improving the way they report, monitor and share data about shipping pollution incidents.

IMO’s Integrated Technical Cooperation Programme

A workshop delivered through IMO’s Integrated Technical Cooperation Programme (ITCP) was held in Lija, Malta on 25 and 26 September. This event was organized by the Regional Marine Pollution Emergency Response Centre for the Mediterranean Sea
(REMPEC), brought together nineteen officials from Bosnia and Herzegovina, Egypt, Libya, Montenegro, Morocco, Tunisia and Türkiye.

Reporting, monitoring, and data sharing

The aim of the gathering was to promote effective reporting, monitoring, and data sharing about oil spills from ships and other pollution sources and incidents. The countries listed above are required to take responsibility as Contracting Parties to the Barcelona Convention, specifically its 2002 Prevention and Emergency Protocol and the 1994 Offshore Protocol.

The Barcelona Convention

The Convention for the Protection of the Marine Environment and the Coastal Region of the Mediterranean (otherwise known as the Barcelona Convention) and its seven Protocols constitute the principal regional legally binding Multilateral Environmental Agreement (MEA) in the Mediterranean.

Participants at the workshop (MEDEXPOL 2024) discussed how these efforts could enhance the Mediterranean Quality Status (MQS), which is produced by the United Nations Environment Programme (UNEP) to assess the state of the marine environment in the region.

The Basel Convention

Those attending explored REMPEC’s latest tools and platforms for reporting, monitoring and data-sharing, and discussed how to ensure these systems are aligned with national activities under the Basel Convention.

Use of REMPEC’s Common Emergency Communication and Information System for Marine Pollution (CECIS MP) as a regional communication tool was recommended.

Discussions informed participants of the development of manuals, tools, and templates to streamline future reporting and monitoring processes.

UN Mediterranean Action Plan

REMPEC is administered by IMO under its Integrated Technical Cooperation Programme in cooperation with the Mediterranean Action Plan of the United Nations Environment Programme (UNEP / MAP).

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Communal clean-up outside Durban port

Africa Ports & Ships

In an effort to keep the port clean, Transnet National Ports Authority has collaborated with eThekwini Municipality, Mediterranean Shipping Company (MSC), and Sandock Austral Shipyards (SAS) to commemorate the International Coastal Clean-Up Day* by cleaning roads in the Port of Durban’s Bayhead Precinct.

The International Coastal Clean-Up Day commemoration began over 35 years ago, when communities joined together on a common goal of collecting and documenting the trash polluting their coastline.

This year’s International Coastal Clean-up activities are celebrated under the theme “Sea the change,” highlighting the importance of taking small actions to reduce the pollution globally. Every bottle, every straw, every piece of litter that is picked up can lead to a cleaner, healthier ocean and help reduce pollution that affects marine life and ecosystems.

With over 60 volunteers from TNPA, MSC and SAS, the clean-up focused on the Bayhead Precinct, specifically the area along Bayhead Road from the Cutler Permit Office to TNPA’s Fire Services office in Pier 1 and Langeberg Road.

This area has been selected due to its high foot traffic and proximity to critical port operations, making it a priority for maintaining environmental cleanliness and reducing pollution risks.

Acting Port Manager, Nkumbuzi Ben-Mazwi said the Bayhead Precinct is a highly industrialised zone and, therefore, faces challenges from both land-based and marine sources of pollution.

“By participating in this global event, the Port of Durban can improve on its environmental sustainability, enhance its community relations, and contribute to the long-term sustainability of coastal and marine environments in the region,” he said.

*  Annually the third Saturday of September – 21 September in 2024

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NSRI welcomes prospects of high-speed Starlink broadband in South Africa

Africa Ports & Ships

The National Sea Rescue Institute (NSRI) says it is eager to embrace Starlink’s high-speed broadband satellite system, saying it will have a transformative impact on NSRI’s rescue operations and the broader South African community.

“We are keenly interested in the recent South African government meetings with Starlink, Recognising the opportunities it presents for our service and our beneficiary community, which is 98% historically disadvantaged,” said NSRI CEO Dr Cleeve Robertson.

As the NSRI continues its mission to save lives on the country’s coastline and inland waters, this satellite technology promises to enhance connectivity, safety, and socio-economic development.

“Starlink’s satellite internet service will revolutionise our ability to respond to emergencies, especially in remote and underserved areas,” said Dr Robertson.

“The real-time communication capabilities will enhance our rescue operations and, by extension, the safety of all South Africans engaging in water-based activities. Reliable, high-speed internet access can be a game-changer for our volunteers and the lives they work tirelessly to save.

“We believe that Starlink will benefit many sectors in South Africa, including Tourism, Fishing, Shipping, Education and our own innovation in prevention and rescue– especially in remote rural areas.”

Emergency and climate disaster responses

Starlink’s satellite internet will bolster the NSRI’s emergency services and climate disaster responses by ensuring robust, fail-safe communication during natural disasters, mass rescue operations and search and rescue operations.

“Our rescue operations require accurate, real-time data and coordination,” Dr Robertson emphasised. “Starlink will enhance our ability to assist communities during critical emergencies, especially when traditional communication networks fail.”

Starlink’s reach into rural areas of South Africa, where conventional internet infrastructure is lacking, will also enable the NSRI to deliver crucial services more effectively, including water safety education and rescue.

The increased connectivity aligns with national goals to foster digital inclusion and innovation, contributing to economic growth and creating new opportunities for South Africa’s underserved communities.

“Starlink’s technology will support our critical rescue operations and empower communities with access to educational, health, and economic resources that can uplift their quality of life,” added NSRI Operations Director Brett Ayres.

“The connectivity it provides will bring enormous value to the entire country.

“Starlink’s services will have a significant multiplier effect across South Africa’s economy, not only in the rescue sector in the context we describe but also in supporting growth in all other sectors and industries,” Ayres said.

“By enabling the NSRI to fulfil its mandate better, Starlink contributes directly to the country’s digital transformation, disaster management capabilities, and long-term socio-economic development and undoubtedly to saving lives,” Dr Robertson concluded.

To watch a video copy of Dr Robertson on this topic, see here [2:22]

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McDermott Awarded FEED Contract in Mozambique

Africa Ports & Ships

McDermott International Ltd, a US-headquartered global provider of engineering and construction solutions to the energy industry, has through a consortium with Saipem and China Petroleum Engineering and Construction Corporation, been awarded a front-end engineering design (FEED) contract for the Rovuma LNG Phase 1 Project in Mozambique.

The Rovuma LNG Phase 1 Project is a joint venture between ExxonMobil Development Africa B.V., Eni S.p.A. and CNODC Dutch Cooperatief U.A.

The Rovuma LNG Phase 1 project represents a significant development for Mozambique and provides a significant opportunity for economic growth. The project includes liquefaction and export of natural gas extracted from the Offshore Area 4 fields off the Afungi Peninsula in Mozambique.

This is the same field where the Eni-led Coral-Sul FLNG is successfully operating on behalf of an Eni-led consortium that also includes ExxonMobil.

“LNG helps shape an entirely new era of energy solutions and McDermott is playing a significant role in this global shift with more than 60 years of LNG experience,” said Rob Shaul, Senior Vice President of McDermott’s Low Carbon Solutions business.

“McDermott is well established in Mozambique and can apply this knowledge and experience to continue the country’s industrial, social and economic development.”

The FEED contract scope of work includes the modular design of a greenfield LNG production facility on the Afungi peninsula, all associated gas pre-treatment units and the utilities and offsite systems to support the LNG production.

The plant will have an overall production capacity of 18 million tons per annum (MTPA). The scope of work also includes the engineering, procurement and construction proposal.

Work on the project will be executed from McDermott’s office in London.

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GENERAL NEWS REPORTS – UPDATED THROUGH THE DAY

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

• see full report for the month in the news section here

PORT	August 2024 million tonnes
Richards Bay	6.070
Durban	6.509
Saldanha Bay	5.543
Cape Town	1.235
Port Elizabeth	1.085
Ngqura	1.340
Mossel Bay	0.000
East London	0.195
Total all ports during August 2024	21.978 million tonnes

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Terry Hutson