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TODAY’S BULLETIN OF MARITIME NEWS

Newsweek commencing 13 October 2024.  Click on headline to go direct to story : use the BACK key to return.  

FIRST VIEW:  Heritage Leader   

• Western Africa: IMO support for casualty investigation and reporting
• Xeneta: Machine learning to predict future ocean freight rate movements in new Market Outlook
• In Conversation: Somalia and Turkey are becoming firm allies – what’s behind this strategy
• Saudi Arabia to launch exclusive cruise island in Red Sea
• WHARF TALK: Bay Class Dock Landing Ship (LSD) – RFA LYME BAY L3007
• Faced with demand, DP World acquires 47,000 TEUs to boost capacity and performance
• WHARF TALK: wind turbine installation crane vessel – WIND PEAK
• Fishing vessel Armana assumed to have sunk off Cape coast
• In Conversation: Bottled up in the Black Sea: Russia is having a dreadful naval war, hindering its great power ambitions
• Minister Creecy orders urgent safety inspections for commercial fishing vessels
• WHARF TALK: Trailing Suction Hopper Dredger (TSHD) – VITUS BERING
• Korean Register (KR) publishes Report on Safe Maritime Transport of Electric Vehicles on PCTCs
• Global piracy at a 30 year low
• IMO, Cabo Verde and maritime security
• RFA dismayed at endless backwards & forwards at Durban’s Pier 2
• Transnet wants DCT Pier 2 court review process concluded without delay
• Briefly Speaking: News briefs locally and abroad
• Houthis strike again at two ships
• Case Study: Foundering of fishing vessel Argos Georgia
• 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

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

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FIRST VIEW:   Heritage Leader

The NYK pure car & truck (PCTC) carrier Heritage Leader IMO 9441556 departs from Durban on 27 September bound for the Eastern Cape ports before heading towards Europe.

Her final port of call in South Africa was Port Elizabeth from where she departed on 3 October. The ship is currently sailing off the West African coast at a speed of 14.5 knots with an ETA at the Spanish port of Vigo of 20 September 2024.

Built in 2011 at the Hyundai Mipo Dockyard in Ulsan, South Korea, the car carrier has a length of 200 metres and width of 32m. Her gross tonnage is 58,767 tons and deadweight 20,434 tons.

The ship’s main engine type is a MAN-B&W 7S60MC-C, using heavy fuel oil and producing 15,820 kW with a standard service speed of 15.5 knots.

The latest NYK Leader class ships make use of LNG as a main fuel. Heritage Leader’s car carrying capacity is 6,400 CEUs.

Pictures by Keith Betts

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Western Africa: IMO support for casualty investigation and reporting

 

Edited by Paul Ridgway 
Africa Ports & Ships
London

An IMO regional workshop to support improvements in the rate of investigation and reporting into marine casualties and incidents in Western Africa was held in in Lagos from 7 to 11 October.

Obligations

Under IMO’s Casualty Investigation Code, flag States have an obligation to investigate a very serious marine casualty and others, as defined by relevant conventions, occurring on any of their ships and to report findings to IMO.

These investigations help determine what changes in the present regulations may be desirable and what remedial actions should be taken to enhance the safety of seafarers and passengers and the protection of the marine environment.

Broad representation

Twenty-three participants representing seven countries: Cabo Verde, Equatorial Guinea, the Gambia, Liberia, Nigeria, Sao Tome and Principe, and Sierra Leone.

They covered the role of marine casualty investigator – focusing on marine casualties, States’ responsibilities, setting up an investigation, mandatory standards, identifying risk, the human element, analysis and reporting.

IMO’s ITCP

This workshop was organized and delivered under the IMO’s Integrated Technical Cooperation Programme (ITCP).

More information
To learn more about the ITCP readers are invited to use the link here.

Added 18 October 2024

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Xeneta: Machine learning to predict future ocean freight rate movements in new Market Outlook

Africa Ports & Ships

Industry leaders at the Xeneta Summit held in Amsterdam have been told ocean container shipping must harness the power of machine learning to protect supply chains in an increasingly complex and volatile market.

In a keynote speech today to announce Xeneta’s new in-platform Ocean Market Rate Outlook, Chief Product Officer Fabio Brocca explained how machine learning will transform the way freight is bought and sold by predicting market movements on the world’s major corridors up to six months into the future.

He said: “While nobody can predict Covid-19 or the Red Sea Crisis, procurement professionals are constantly making decisions based on their outlook for the next few quarters. When there is so much volatility and uncertainty across global supply chains, providing market guidance feels like an impossible task.

“The industry has come a long way using technology and data to improve every procurement process, but thanks to advancement in machine learning and AI we can now go even further by providing explainable predictions on how the market is likely to develop in the future.”

Xeneta is the leading ocean and air freight data and intelligence platform and the new Market Rate Outlook product is unique to the ocean container shipping industry.

The machine-learning model leverages the 500+ million ocean freight rate datapoints in the Xeneta platform, combined with 20+ parameters such as fleet and capacity data, import and export volumes, and macroeconomic factors such as GDP, inflation, PMI and fuel prices.

The outlook also includes commentaries by Xeneta’s market analyst team, highlighting assumptions and key factors affecting the freight rate trends. Finally, Xeneta’s customers can provide real world feedback which is anonymized, aggregated, and used to deepen the market outlook further.

Brocca said: “The Market Rate Outlook is not a crystal ball and it cannot predict major events such as the Red Sea crisis or Covid-19. The potential for unknown disruptions to impact the market does not negate the value of the outlook. This is about empowering procurement professionals to make informed decisions based on how the market is likely to develop.

“Market Rate Outlook explains the assumptions behind its predictions so businesses can make strategic decisions with confidence. We are only at the beginning of the journey, but I have no doubt that a more scientific approach to decision making will become fundamental to the way freight is procured across the market.”

The Xeneta Summit brings together stakeholders from across the ocean and air freight industries to discuss the challenges facing global supply chains, which this year focuses heavily on the ongoing impact of conflict in the Red Sea.

The conflict has seen spot markets spiral across the world’s major trades in 2024, including by more than 450% from the Far East to North Europe and almost 400% into the US West Coast.

Brocca believes index-linked contracts, which sees the freight rate paid by shippers tracked against market movements, will become increasingly important in the wake of growing market uncertainty.

He said: “Businesses are facing up to the reality of market volatility and are using data to regain some control.

“Shippers and service providers are turning to index-linked contracts based on Xeneta market data to give assurance the freight rates being paid remain fair and competitive while also ensuring containers are shipped during times of severe disruption.”

In addition to announcing the Market Rate Outlook, Xeneta has launched a series of further in-platform products at the Summit, including enhanced industry-specific freight rate benchmarking and transit time comparison across trade corridors and carriers.

Brocca said: “Whether it is predicting rate trends, index-linked contracts or being able to benchmark freight rates across peers and carriers, it is now incredibly difficult to navigate global supply chains without having access to the most comprehensive and reliable market data.”

Added 17 October 2024

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In Conversation: Somalia and Turkey are becoming firm allies – what’s behind this strategy

Africa Ports & Ships

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Saudi Arabia to launch exclusive cruise island in Red Sea

Africa Ports & Ships

Saudi Arabia is set to unveil a private island in the Red Sea this December, catering exclusively to cruise passengers.

Located to the south of Jeddah, the island will feature a beach club, private villas, dining areas, and a welcome centre designed for thousands of guests.

The project is spearheaded by Cruise Saudi, a government-owned entity. It aims to attract vessels for day trips, offering excursions that highlight the natural beauty of the Red Sea coast and surrounding desert.

This initiative marks the first dedicated cruise island in the Middle East.

According to Cruise Saudi, the island will reflect authentic Saudi hospitality, culture, and activities, with more details to be released soon.

Aroya’s maiden voyage

The launch coincides with the maiden voyage of the 151,000-gross ton Aroya, Saudi Arabia’s first cruise ship, which will embark on a three-day trip from Jeddah to the private island starting 16 December.

The Aroya features 1,600 cabins priced from $490 to $4,380 for luxury options. Guests will enjoy the island’s beautiful beaches and golden sands while exploring the Red Sea’s “enchanting secrets.”

Future itineraries will include trips to Sharm El Sheikh in Egypt and Jordan’s Aqaba, a gateway to Petra.

The Aroya boasts 15 restaurants, a waterpark, and 20 entertainment venues, including a 1,018-seat theatre. Notably, the ship will not serve alcohol and includes exclusive amenities for female guests.

Aroya is the former World Dream.

The cruise initiative provides an opportunity for Saudi Arabia to showcase its culture and that of the Red Sea. With aims to attract over 1.3 million cruise passengers annually by 2035, Saudi Arabia is positioning itself as a key player in the regional cruise industry, competing with destinations like Dubai and Qatar.

Added 17 October 2024

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WHARF TALK: Bay Class Dock Landing Ship (LSD) – RFA LYME BAY L3007

Pictures by ‘Dockrat’ 
Story by Jay Gates

In pure terms of naval movements, that was the week that was! In the short period of even less than seven days, warships representing no less than seven nations were lying alongside in two ports of the Western Cape. These warships came from South Africa, Russia, China, Brazil, India, Portugal and the United Kingdom. Those BRICS warships, were here on invitation, and much feted, as would be expected. However, the NATO warships were merely passing through, and were not much feted, as would also be expected.

Unsurprisingly, with the Navy Festival taking place in Simonstown, those nations closest to the heart of the ANC, notably the Russian Navy and the People’s Liberation Army Navy (PLAN) of China were invited to attend, and sported three warships, namely CNS Xuchang (F536), RNS Neustrashimy (F772) and the fleet oiler Akademik Pashin. Straight afterwards, the eighth iteration of the IBSAMAR naval exercise between the navies of India, Brazil and South Africa (hence IBSAMAR) got underway, with the visiting INS Talwar (F40) and BNS Defensora (F41), ending only on the 16th October at Simonstown.

The two NATO callers were not connected, with the Portuguese Navy Offshore Patrol Vessel (OPV) NRP Viana do Castelo (P360) calling into the V&A at Cape Town whilst conducting a round Africa cruise. The last caller was linked to the Cape Town call of last month, of one of the members of the Royal Navy Littoral Response Group (South) force, with the call of the RFA Argus (A135), en route back to the United Kingdom after exercising with the Indian Navy, and the AUKUS forces in Australia.

On 10th October, at 11:00 in the late morning, the British Royal Fleet Auxiliary (RFA) vessel ‘RFA Lyme Bay L3007’ (IMO 9240768) arrived off Cape Town, from Diego Garcia in the British Indian Ocean Territory. She entered Cape Town harbour, proceeded into the Duncan Dock, and went alongside the outer berth of the Eastern Mole. Previously, the ‘RFA Argus A135’ was afforded a prime spot alongside the Passenger Cruise Terminal at E berth, but on this occasion that large berth was unavailable, as it was taken up be a much smaller Chinese krill fishing trawler. Priorities!

One of a class of four ‘Bay Class’ Dock Landing Ships (LSD), ‘RFA Lyme Bay L3007’ was laid down in 2002, and launched in 2005 at the famous Swan Hunter shipyard, at Wallsend on the River Tyne. Cost and time overruns on her delivery resulted in her unfinished hull being removed from Swan Hunter, and she was towed to the BAe shipyard, at Govan on the River Clyde, for completion. She was completed and commissioned in 2007. It turned out to be the last ever vessel to be launched from the Swan Hunter shipyard, and she was the last one of the class to enter naval service.

With a length of 254 metres, and with a gross registered tonnage of 23,569 tons, ‘RFA Lyme Bay L3007’ is a diesel electric vessel, and is powered by two Wärtsilä 12V26 generators providing 9,000 bhp (6,700 kW), and two Wärtsilä 8L26 generators providing 6,000 bhp (4,500 kW). Power is provided to two stern Azimuth propulsion thruster pods, which give her a service speed of 18 knots. For added manoeuvrability she has a bow transverse thruster. The combination of thrusters gives ‘RFA Lyme Bay L3007’ a dynamic positioning (DP) capability.

The Bay Class LSD vessels were ordered at a cost of GB£300 million (ZAR6.88 billion) for all four vessels, but cost overruns ended up with the quarter costing closer to GB£500 million (ZAR11.47 billion). They were built to replace the RFA ‘Round Table’ class vessels, but are twice as big, and thus able to carry more than twice as much as the class that they replaced. They are not landing ships, as the previous class were, but instead have large stern floodable well deck, with a stern ramp, and a vehicle loading ramp that is located on the starboard side.

The stern ramp can also be used to load, or discharge, military vehicles, and ‘RFA Lyme Bay L3007’ provides 1,150 lane metres, which is sufficient for up to 24 main battle tanks, or up to 150 light military vehicles. She has a cargo capacity for 200 tons of ammunition, and has a container carrying capacity of 24 TEU on her main deck. She is equipped with two 30 ton deck cranes for both cargo work, and also for launching high speed assault craft. She has a cargo lift linking her vehicle deck with her flight deck.

Whilst carrying no assigned helicopters, she has a hangar, and her flight deck is capable of operating helicopters up to the size of the CH-47 Chinook, or the V-22 Osprey tiltrotor. In her floodable well deck she can carry a large Utility Landing Craft (LCU), or two Vehicle and Personnel Landing Craft (LCVP), which are launched, and recovered, via the submerged stern ramp. She also carries two, powered, Mexeflote vehicle and cargo rafts, which are stowed on her hull whilst she is underway.

As an auxiliary naval vessel, ‘RFA Lyme Bay L3007’ has only defensive armament, with her main armament being two Phalanx, six barreled Gatling gun, 20mm close in weapons systems, and two Oerlikon DS30B 30mm autocannons. She is also equipped with four 0.50 caliber heavy machine guns, and six 7.62mm L7 general purpose machine guns.

At her full seaspeed of 18 knots ‘RFA Lyme Bay L3007’ has an endurance of 8,000 nautical miles, and an increased endurance of 9,200 nautical miles at a reduced seaspeed of 15 knots. She has an operational crew of 60, with additional crew accommodation for a further 15 Naval Support crew, or trainees. For marine expeditionary operations she has accommodation 356 troops, with the capability of increasing that to 700 troops in an overload condition.

For the nomenclature aficionados, all of the class were named, unsurprisingly, after coastal bays around the British Coast. Lyme Bay is located off the English South west coast, lying between Devon and Dorset. As a result of the 2010 Defense Review, carried out by the new Conservative Government , one of the Bay Class, ‘RFA Largs Bay L3006’ was disposed of, and transferred to the Royal Australian Navy (RAN) for GB£65 million (ZAR1.49 billion), and renamed ‘HMAS Choules L100’. As ‘HMAS Choules L100’ she called into Cape Town for bunkers in November 2011, whilst she was en route from the UK to Australia on her delivery voyage to the RAN.

Her arrival in Cape Town was whilst ‘RFA Lyme Bay L3007’ was en route back to the United Kingdom, after the current activities of the Littoral Response Group (South) were concluded in the Indo-Pacific region. The Littoral Response Group construct is intended to be inherently flexible, and to operate closely with allies or other Royal Navy assets. The LRG(S) group is optimised for small-scale operations, to deter terrorism, piracy, and uphold maritime security.

Her outward route from the United Kingdom began in October 2023, when she sailed for the Mediterranean Sea, bound for the Suez Canal, and the Indian Ocean. On arrival in the Eastern Mediterranean region, she was temporarily retasked as a result of the Israeli Gaza conflict. She called into Greece, and then Cyprus, where she loaded 87 ton, consisting of 300 pallets containing humanitarian aid, and consisting of medical supplies, 5,000 shelter kits, and 11,000 blankets. She also loaded a further 1.5 tons, consisting of 10 pallets of medical supplies donated by the Government of Cyprus.

The humanitarian aid package was donated by the British Government, and valued at GB£60 million (ZAR1.38 billion). As a result of safety concerns, and security assurances not being met, the aid was unloaded in the nearby Port Said in March, for onward overland delivery to the Gaza Strip. The aid was delivered to the four United Nations organisations of UNRWA, UNICEF, OCHA and WFP, plus the British Red Cross in Gaza, for distribution to those in dire need.

Both vessels of the LRG(S), ‘RFA Argus A135’ and ‘RFA Lyme Bay L3007’ were released in April from the Gaza support, and were escorted through the Red Sea by the Royal Navy Type 45 destroyer ‘HMS Diamond D34’. Both arrived in late March at the Kattupalli shipyard, where a period of maintenance was carried out. In a sign of the changes in the world of geopolitics, this was the first time Royal Navy vessels had undergone maintenance in an Indian dockyard, since India gained independence in 1947.

From there, ‘RFA Lyme Bay L3007’, and ‘RFA Argus A135’, conducted exercises with the Indian Navy Eastern Fleet, known as a Maritime Partnership Exercise, and which included flying exercises, crossdeck exercises, boarding exercises, and other variants of a Navy Passex. From there, ‘RFA Lyme Bay L3007’ sailed on to the Naval Base at Sembawang in Singapore, where she loaded equipment and troops for the forthcoming ‘Predators Run’ exercise that was to take place in the Northern Territory of Australia.

The participants of Exercise Predators Run 24 were marine forces from Australia, the USA, the UK, and the Philippines, and involved rapid planning, rehearsal, and execution of a scheme of manoeuvres that provided the opportunity to conduct maritime missions as a Marine Air Ground Task Force (MAGTF). The exercise included integrating command and control, aviation, logistics, ground, off-continent, and allied warfighting capabilities, which prepares for the MAGTF to respond to crises or contingencies, contributing to security and stability in the Indo-Pacific region. There is no doubt that Exercise Predator’s Run was a clear signal to China.

Whilst alongside in Darwin, an opportunity afforded itself allowing the officers of both ‘RFA Lyme Bay L3007’, and HMAS Choules L100’ to get together for a rare social occasion At the conclusion of the exercise, ‘RFA Lyme Bay L3007’ sailed to the port of Muara in Brunei, where she arrived in late August. The port of Muara supports the British Forces Brunei (BFB) contingent, which is where the British Army Jungle Warfare School is located. After loading equipment in Muara, she sailed back to Singapore, where she again underwent a small period of maintenance at the Sembawang Naval Base, under the care of both the Singapore Navy, and the British Defense Singapore Support Unit (BDSSU).

The British Defence Singapore Support Unit (BDSSU), located at Sembawang, plays a crucial role in supporting Royal Navy operations in the Indo-Pacific region. As a remnant of the larger, colonial, naval base in Singapore, the facility provides fuel and other supplies to Royal Navy ships and those of allied nations. The BDSSU is the only permanent Royal Navy presence at the former RN naval base, and is maintained by Naval Party 1022 under the Five Power Defence Arrangements (FPDA). FPDA continues to be an important multilateral organisation, cooperating on defense and security issues, and made up of Singapore, Malaysia, Australia, New Zealand and the UK.

The support of BDSSU has been further confirmed with the recent Ministry of Defence announcement of a £194 million (ZAR4.45 billion) tender for the Singapore Fuels Project 2 (SFP2), aiming to replace the existing Singapore Fuels Project Agreement. This new agreement will oversee the supply and delivery of bulk fuels, including aviation and marine aviation fuel, to the Joint Forces Command (JFC) Senoko Oil Fuel Depot in Singapore. The project is set to support routine and operational activities for the next four years, until August 2028.

On sailing from Singapore in early September, ‘RFA Lyme Bay L3007’ headed for Male, in the Maldives, for a ‘fly the flag’ visit, before sailing on to the joint UK/US base at Diego Garcia. The base structure is maintained by the Royal Navy, who act as the Civilian Administration, under the control of Royal Naval Party 1002. She then sailed for Mauritius, in order to conduct a boat transfer exercise with the Mauritius Coast Guard, as they passed Port Louis. From there, she headed directly for Cape Town.

The stay alongside in Cape Town lasted for just over four days, and at 15:00 in the afternoon of 15th October, ‘RFA Lyme Bay L3007’ sailed from the Mother City, without the pomp afforded by the SAN top brass to their Chinese and Russian cousins at arms, and she headed north for a return to the United Kingdom. Her AIS briefly showed her destination to be Brest, in France, which is the location of a major base of the French Navy. However, as soon as she was seaward, her destination disappeared from her AIS signal, so her next port of arrival is, as yet, unknown.

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Faced with demand, DP World acquires 47,000 TEUs to boost capacity and performance

Africa Ports & Ships

For the first time, terminal operator DP World has acquired 47,000 TEUs that have been registered and branded to the company. The new containers will increase DP World’s cargo capacity and ability to respond quickly and flexibly to customer needs.

This acquisition provides DP World’s customers seamless access to critical container capacity, ensuring that even during periods of peak demand or unexpected disruptions, they have the ability to keep goods moving.

By enhancing its control over delivery schedules, DP World believes it can minimise risk of delays, which makes customers’ supply chains more resilient and responsive in today’s fast-paced environment.

Aligned with DP World’s fleet renewal strategy, this acquisition underscores its commitment to providing customers with reliable and efficient equipment. By investing in a younger fleet with reduced maintenance needs, the company aims to reduce its operating costs — passing these savings directly to customers, who can depend on consistently high-quality service.

“In today’s increasingly complex and competitive commercial environment, supply chains are under growing pressure,” says Ganesh Raj, DP World’s Global Chief Operating Officer, Marine Services.

“This injection of 47,000 TEUs into the existing ecosystem of DP World-owned assets will help our customers access the capacity they need, safe in the knowledge that their goods will be moved from end to end with a single partner,” he says.

DP World’s owned assets span the full, multimodal logistics supply chain– from vessels, ports and terminals, economic zones, warehouse facilities, and specialist pharma grade cold storage centres, to electric shuttle carriers, HVO-trucks, and digital wallets, all spread across 78 countries on six continents.

Aligned with DP World’s sustainability commitment, these containers will be transported on fuel-efficient vessels, trucks, and trains.

DP World adds that it continues to focus on the strategic expansion of its assets and expertise, as part of its efforts to streamline the flow of trade, lower costs, and reduce environmental impact.

Added 16 October 2024

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WHARF TALK: wind turbine installation crane vessel – WIND PEAK

Pictures by ‘Dockrat’ 
Story by Jay Gates

There will no thanks offered to the idiotic Houthis by shipowners worldwide, as a result of their vessels having to forego the shorter, and thus cheaper, Suez Canal transit, and instead make their way around the Cape sea route. However, a level of perverse thanks may be grudgingly offered by the casual maritime observer in South Africa, based on not just the additional callers, but because of the exotic callers that fetch up in Cape Town or Durban for logistical purposes.

Of all the exotic callers that have made their way into Cape Town and Durban, none are more exotic than those vessels whose design, and sole purpose, is attached to the offshore wind farm industry. Quite frankly, if it were not for the Houthi menace, nobody would be any the wiser in South Africa about the sheer size, and complexity, of the global offshore wind farm industry.

With virtually all wind farm developments, and construction phases, taking place in the northern hemisphere, the flow of newbuilds for the industry making their way back to Europe, or the heavylifters carrying the wind turbine blades to the next development, would ordinarily never have been routing via the Cape, and thus they would ordinarily not be seen in South African ports. But it is not the heavylifters that catch the eye, but rather the wind farm construction support vessels. That is, until a colossal wind turbine installation crane vessel arrives in town. Eyecatchers because there are not that many of them, and they are huge.

On 7th October, at midday, the wind turbine installation crane vessel ‘Wind Peak’ (IMO 9957828) arrived off the Table Bay anchorage, from Singapore, and went to anchor for just over one day. At 19:00 in the evening of 8th October, she left the anchorage and entered Cape Town harbour. She proceeded into the Duncan Dock, and went alongside the outer berth at the Eastern Mole. As always, such a vessel, and such a berth, is indicative that her arrival was solely for the purpose of an uplift of bunkers, stores and fresh provisions.

A brand new vessel, launched only in January 2024, and commissioned as recently as August, ‘Wind Peak’ was built by the COSCO shipyard at Qidong in China. She is currently on her maiden voyage, positioning back from the shipyard to start her first contract. She is 162 metres in length, although her overall length, when her crane jib is taken into account, extends to 187 metres. She has a beam of 59 metres, and a deadweight of 22,733 tons.

As one would expect of a vessel of such size, her machinery and propulsion fit is extensive. She has a total of five biofuel capable generators, which are separated into two MAN 9L32/44CR generators providing 5,238 kW each, two MAN 6L32/44CR generators providing 3,492 kW each, and a single MAN 12V17SD generator providing 1,800 kW. She has a single Caterpillar C32B emergency generator providing 1,491 kW. She also possesses a battery bank of 5.4 GW, and is able to plug into shore power when alongside in suitable ports, in order to reduce emissions.

The main generators of ‘Wind Pace’ provide power to no less than four, stern mounted, Kongsberg Maritime UUC355 azimuth thrusters producing 4,000 kW each, giving her a transit seaspeed of 11 knots. For added manoeuvrability she has two forward, centreline mounted, Kongsberg Maritime ULE225 retractable azimuth thrusters producing 2,200 kW each, and three bow, Kongsberg Maritime TT3300 transverse thrusters producing 3,000 kW each. All of these thrusters give ‘Wind Peak’ a dynamic positioning classification of DP2, controlled by a Kongsberg Bridge DP system.

Her working deck covers an area of 5,600 m2, and has a deck strength of 15 tons/m2, and a load capability of 17,600 tons. With an aft shelf that is designed to hold the wind turbine blade cassettes, ‘Wind Peak’ is capable of loading either seven complete 14MW wind turbine kits, or five complete 20MW+ wind turbine kits. The kits include not only the wind turbine blades, but also the complete towers, and the turbine nacelle assemblies.

In order to complete her wind turbine assemblies, ‘Wind Peak’ is fitted with a Huisman encircling crane, with a lifting capacity of 2,600 tons, at an outreach of 46 metres, or capable of lifting 2,500 tons, at an outreach of 53 metres. For working with her deck loads, she is fitted with a Huisman pedestal crane, with a lifting capacity of 40 tons. She is capable of installing the largest wind turbines that are currently in use globally.

When on station for installation operations, ‘Wind Peak’ has four triangular truss jack-up legs, each with a length of 119 metres, which allows her to work in water depths of up to 70 metres. The legs are lowered, or raised, by a rack and pinion method, and are capable of being lowered, or raised, at a speed of 1.2 metres per minute. Her main Huisman crane is built around one of the jack-up legs.

With accommodation for up to 130 persons, which includes ship’s crew, installation engineers, and turbine technicians, ‘Wind Peak’ is also fitted with an enclosed ‘walk to work’ extendable gangway, which allows installation workers to move safely between ‘Wind Peak’ and the wind turbine platform throughout the installation operation. For logistic, and crew change, requirements she is fitted with a forward, raised, starboard side offset, helicopter deck with a ‘D’ value of 22.8 metres, and a landing strength of 15.6 tons, which allows the operation of the Sikorsky S-92A, which is the largest offshore helicopter currently in operation.

She is the first of two sisterships, and unusually for any vessel, ‘Wind Peak’ is classified as ‘Cyber Secure’. She has a fuel capacity of 2,500 m3, and a fresh water capacity of 1,000 m3. Designed by the Dutch Naval Architects, GustoMSC, of Schiedam in Holland, ‘Wind Peak’ is nominally owned by Wind N1063 Co. Ltd., of Nicosia in Cyprus, with N1063 being her COSCO Chinese shipyard construction number.

She is both operated and managed by Cadeler AS, of Copenhagen in Denmark, with her company name displayed along her hull, and she is registered in the Danish port of Skagen. Cadeler AS are the world’s largest operator of wind turbine installation crane vessels, with a current fleet of five such vessels, and with six further vessels either still under construction, or on order at Far Eastern shipyards.

With her maiden positioning voyage from Qidong, and having called at Singapore purely for bunkers, stores and fresh provisions, just as with her call in Cape Town, her stay was not expected to be long. After just 21 hours alongside the Eastern Mole, ‘Wind Peak’ had completed her next uplift of bunkers, stores and fresh provisions, she was ready to sail. At 16:00 in the afternoon of 9th October, she sailed from Cape Town, with her AIS displaying her next port of call to be Las Palmas, in the Canary Islands, which is notable as being a bunkering port.

It is expected that after Las Palmas, ‘Wind Peak’ will be making her way to the United Kingdom, and either Humberside or Teesside, as Cadeler AS have announced that her first commercial contract will be to install 100 Siemens Gamesa 14MW wind turbines in the Sofia wind farm, which is located in the North Sea, on the Dogger Bank, and 106 nautical miles offshore from the Northeast coast of England. The Sofia wind farm covers an offshore area of 593 km2.

The Sofia wind farm is expected to be completed, and to come online by 2026, producing 1.4GW of wind produced electricity. The Siemens Gamesa 14MW wind turbines are currently the largest in the world, and stand 252 metres high, with a rotor diameter of 222 metres. Power from the Sofia wind farm will be collected by a single offshore converter platform, and sent ashore by a set of subsea cables to an onshore converter station, located at Redcar on Teesside. From there, the electricity will be sent to Lackenby, which lies 7 km away, and where it will be fed directly into the National Grid.

The Sofia wind farm is owned, and will be operated, by RWE AG, which is a German multinational energy producer, based in Essen in Germany. Her British subsidiary company, RWE UK, is the United Kingdom’s largest power producer, and between 2024 and 2030 will be investing GB£8 billion (ZAR184 billion) for the development of renewable and green energy. Yet another princely figure that puts into perspective as to how South Africa is failing to invest sufficiently in renewables, and green energy sources.

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Fishing vessel Armana assumed to have sunk off Cape coast

Africa Ports & Ships

The 62-year old Sea Harvest fishing vessel Armana, which caught fire at the weekend forcing the crew of 20 to abandon their ship into liferafts, is missing and presumed to have sunk.

That’s the view of the South African Maritime Safety Authority (SAMSA) who reported the vessel as having been abandoned by the crew on Sunday in a position 57 nautical miles south of Gansbaai in South Africa’s Western Province.

The crew were subsequently picked up by another Sea Harvest fishing vessel, the Ludwani, and taken ashore on Sunday night.

There were no reported injuries.

SAMSA reported that a third Sea Harvest fishing vessel, the Harvest Saldanha, was close by and monitoring the burning Armana.

“However, a search for the vessel had since been called off on Monday afternoon after sight of her was lost after midnight on Sunday, and was now presumed sunken,” SAMSA later reported.

Apart from having arranged for the Harvest Saldanha to monitor the stricken fishing vessel, SAMSA also arranged for the AMSOL Emergency Towing Vessel (ETV) Umkhuseli, to tow the stricken vessel to a safe place of refuge.

That has now obviously also been called off.

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In Conversation: Bottled up in the Black Sea: Russia is having a dreadful naval war, hindering its great power ambitions

Africa Ports & Ships

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Minister Creecy orders urgent safety inspections for commercial fishing vessels

Africa Ports & Ships

Transport Minister Barbara Creecy has directed the South African Maritime Authority (SAMSA) to conduct urgent safety audit inspections of all commercial fishing vessels on the South African register and operating in South African waters.

This directive follows a series of concerning incidents at sea, including a fire aboard the FV Armana on Sunday, which occurred approximately 60 nautical miles off Gansbaai.

Creecy emphasised the need for immediate action, noting that there have been five significant incidents this year alone, resulting in 18 fatalities. “The safety of maritime workers is a national priority,” she stated.

Fortunately, all 20 crew members aboard the FV Armana were safely rescued by the FV Ludwani after abandoning their vessel. SAMSA has launched an investigation into the fire to identify its cause and assess any regulatory breaches.

In addition to the inspections, Creecy has tasked SAMSA with developing a safety improvement plan for fishing vessels to prevent future incidents and ensure compliance with high safety standards.

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WHARF TALK: Trailing Suction Hopper Dredger (TSHD) – VITUS BERING

Pictures by ‘Dockrat’ 
Story by Jay Gates

When the word dredger is mentioned in polite company, the usual view is that of a small harbour vessel, with a backhoe on deck, or fitted with a deck crane and a large grab bucket. The thought is very rarely of that of a large vessel capable of long transocean voyages, and one that is capable of dredging the deepest, and longest, of harbour shipping channels, sometimes stretching from the harbour entrance to an access point situated over 50 nautical miles offshore.

These large ocean going dredgers are the backbone of the maritime development fleets who carry out not only the creation of the great harbour projects around the world, but also the gargantuan construction and development projects around the world, such as reclaiming new islands for use as airports such as Hong Kong, Manila, and Osaka, or reclaiming new shorelines for increasing housing and infrastructure such as in Dubai and the Maldives.

In the main, the casual maritime observer in South Africa gets to see a number of these specialised vessels on a number of occasions throughout the year as they make their way to and from contracts around the world. As with everything maritime in this fraught day and age, the Houthi menace has brought many vessels to Cape Town and Durban, that would not ordinarily make it this way, and the big dredgers are sometimes in that bracket, as yet more diversions around the Cape who were not initially planning to use the Cape sea route.

On 5th October, at 09:00 in the morning, the Trailing Suction Hopper Dredger (TSHD) ‘Vitus Bering’ (IMO 9573062) arrived off Cape Town, from Hamriya in the UAE. She entered Cape Town harbour, proceeding into the Duncan Dock, and going alongside outer berth of the Eastern Mole. Such a vessel, and such a berth, is indicative of one thing only, and that is a rapid logistic stop for bunkers, stores and fresh provisions.

Built in 2012 by STX Shipbuilding at Busan in South Korea, ‘Vitus Bering’ is 119 metres in length and has a deadweight of 11,800 tons. She is powered by two MAN-B&W 8L32/40 eight cylinder, four stroke, main engines producing 5,435 bhp (4,000 kW) each, and driving two nozzled, directional, propellers for a service transit seaspeed of 14 knots.

Her auxiliary machinery includes a further single MAN generator providing 800 kW, and a single MAN emergency generator providing 130 kW. She has a single Alfa Laval Aalborg CHO 37 oil fired boiler, and a single Alfa Laval Aalborg CHR 80 exhaust gas boiler. For added manoeuvrability she has a single bow transverse thruster.

As a Trailing Suction Hopper Dredger she has an onboard hopper that can hold 7,500 m3 of dredged spoil. With a normal dredging depth of 35 metres, ‘Vitus Bering’ is capable of dredging down to a maximum depth of 46.4 metres. Her dredging suction pipe has a diameter of 1 metre, with a dredging drag head powered by a dredging pump providing 2,000 kW. For discharge operations she has a discharge pump providing 4,000 kW, which is via a discharge pipe with a diameter of 0.9 metres. She also has a water jet pump providing 1,500 kW.

Her hopper is box shaped, with two bottom doors and one shallow water dumping door, which are used when dumping unwanted dredged spoil. Her self-emptying system also includes using her bow rainbow discharge pipe, or her bow flexible pipeline discharge, both of which are utilised when reclaiming land by using the dredged spoil from her hopper.

With accommodation provided for an operational crew of 21, ‘Vitus Bering’ is one of two sisterships in the fleet. She was designed by Vuyk Engineering Rotterdam BV, of Capelle Aan Der Ijssel, in Holland. Unusually, her port of registry is Luxembourg, one of the few nations with shipping registries, but which possess no coastlines, and which have no access to the sea.

She is owned by Jan de Nul Group, of Aalst in Belgium, and whose houseflag is displayed on her funnel. The Jan de Nul Group are one of the big three international dredging companies, all based in the Benelux countries, and whose dredgers are big enough, and whose fleets are large enough, to take part in some of the biggest construction projects, and dredging operations, worldwide. Operated by Sodraco International SAS, of Armentieres in France, ‘Vitus Bering’ is managed by Dredging and Maritime Management, of Capellen in Luxembourg.

The design of the Trailing Suction Hopper Dredger (THSD), is in general for the deployment of mining, and hauling, of granular materials for reclamation purposes, as well as for the dredging of soft to firm clays. A TSHD is mainly used for dredging loose and soft soils such as sand, gravel, silt or clay, using one or two suction pipes.

The suction pipes are lowered to the seabed, and the drag head is trailed over the bottom. The pump system sucks up the mixture of sand, soil, and water, and discharges it in the onboard hopper. Once fully loaded, the spoil is taken to the unloading site. The dredged material can then be deposited on the seabed through the bottom doors, or reclaimed by using the ‘rainbowing’ technique at the bow. The dredged material can also be discharged through a floating pipeline to shore, and also used for reclaiming land.

The voyage by ‘Vitus Bering’ to Cape Town covered a distance of 5,082 nautical miles, which began with her departing from Hamriya, located in the Dubai Emirate, at 06:00 in the morning of 15th September, and was at the conclusion of a major contract of dredging, and land reclamation, in the Dubai Maritime City project in the UAE, where she had been operating since the beginning of this year.

Started in 2008, but halted in 2010 due to the Credit Crunch, the Dubai Maritime City project was restarted 2012. However, further financial delays had prevented it being completed in 2014 as originally planned. When completed, Dubai Maritime City will be a mixed use development for the maritime industry, comprising industrial, commercial, residential and leisure facilities housed on a reclaimed area lying between Port Rashid and Dubai Dry Docks.

Amongst the developments of Dubai Maritime City, it will feature the country’s first National Maritime Museum, as well as ship repair and maintenance facilities. The Dubai Maritime City Campus will be located in the middle of the development. This educational, and learning, institution will offer a maritime syllabus encompassing marine engineering, marine transportation, and naval science, among others. The new academy will have the capabilities to provide for up to 1,300 students.

The area will also contain many other facilities such as a mosque, a 45 story business hotel with 500 bedrooms, seafarers club, convention center, and a two-story library. The Maritime Center will make up the core of Dubai Maritime City. It will consists of eight waterfront, and three interior, land parcels which will serve as an international hub for maritime businesses.

The Harbour Offices development will be the gateway to Dubai Maritime City. This zone overlooks the harbour and is the nearest precinct to the causeway, which will link the project to the rest of Dubai. The Marina district and Harbour Residences will cater to yacht owners, and will include restaurants, retail outlets and entertainment facilities, as well as a number of upmarket residences and residential towers.

Previous projects undertaken by ‘Vitus Bering’ in recent years have included, in 2021, the dredging of the main channel, and basin, to a uniform depth of 48 feet, at Puerto Bolivar in Ecuador, which is one of the world’s busiest banana exporting ports. In 2019 she dredged the access channel, and basin, to a uniform depth of 41 feet, at the port of Guayaquil in Ecuador. The Guayaquil harbour channel stretched for a distance of 59 nautical miles from the harbour to the seaward entrance.

In 2018 ‘Vitus Bering’ completed three dredging projects in Argentina. This included dredging the main channel to the port of Quequén to a uniform depth of 50 feet, and dredging both the main channel and basin of the port of Bahia Blanca, also to a uniform depth of 50 feet. Her main work was undertaken in the port of Ushuaia, located on Tierra del Fuego in the far south of the country, and which is the main departure port for many of the expeditionary passenger vessels that visit the Antarctic Peninsula.

She was required to dredge the Southern Access Channel to the port of Ushuaia in order to allow the visit of larger cruise vessels, and in time to allow for the visit of ‘Celebrity Eclipse’ to the port. This passenger vessel is capable of carrying 3,100 passengers, looked after by 1,200 crew. In just one week ‘Vitus Bering’ dredged 50,000 m3 of spoil to open up the channel for the impending behemoth visitors.

For the nomenclature aficionado, all of the major dredgers of the Jan de Nul Group are named after great maritime explorers, navigators, and cartographers. In the case of ‘Vitus Bering’, she is named after the Danish Explorer of the same name, who lived between 1681 and 1741, and was in the employ of the Tsarist Imperial Russian Navy.

He conducted two major expeditions in the Russian Far East, on behalf of the Tsar, with his first one to Kamchatka, and his second one to Alaska. He also landed on many of the Aleutian Islands, and realised that there was a seaway that separated Alaska from Russia. However, he never sailed through it to prove his theory.

When Captain James Cook, on his third, and final, expedition sailed through the seaway, and proved its existence, he named it in honour of Vitus Bering, marking it on his chart as the Bering Strait. Sadly, Vitus Bering died of Scurvy, whilst on his second voyage of discovery, and he was buried on one of the islands lying off the Kamchatka Peninsula, in the Russian Far East.

Back in Cape Town, the visit of ‘Vitus Bering’ was confirmed as only being a quick transit call for bunkers, spares, and fresh provisions, as she only spent thirteen hours alongside the Eastern Mole. After completion of her bunkers uplift, received from the harbour bunker tanker ‘Lipuma’, she made ready for departure. At 22:00 in the late evening 5th October, she sailed from Cape Town, with her AIS displaying that she was next bound for Las Palmas, in the Canary Islands. This is also a well-known bunkering port, and it is expected that ‘Vitus Bering’ is heading north to take up a new dredging contract closer to home.

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Korean Register (KR) publishes Report on Safe Maritime Transport of Electric Vehicles on PCTCs

Africa Ports & Ships

KR (Korean Register) has published a report on the safe maritime transport of electric vehicles on Pure Car and Truck Carriers (PCTC).

Electric vehicle fires are known to be difficult to extinguish completely once they occur. This is particularly concerning for PCTCs, which transport a large number of vehicles, including electric vehicles, as a fire could lead to a major accident.

To address these concerns, KR held a HAZID (Hazard Identification) workshop earlier this year, inviting experts from various fields, including PCTC operators, shipyards, and the National Fire Research Institute, to discuss fire safety management of electric vehicles transported by PCTCs.

The newly published report compiles expert opinions from the HAZID workshop and outlines the fire hazards associated with electric vehicles on PCTCs. It provides a comprehensive review of recommendations to consider during ship construction and operation, aiming to enhance fire safety for electric vehicles transported on PCTCs.

“We expect this report to serve as a valuable guideline for PCTC operators and shipyards,” says KIM Yeontae, Executive Vice President of KR’s Technical Division.

“KR will continue to provide technical services to support the safe construction and operation of ships.”

The ‘Safe Maritime Transport of Electric Vehicles on PCTCs’ report is available for public access on KR’s official website www.krs.co.kr

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Global piracy at a 30 year low

by defenceWeb

Piracy incidents worldwide continue to show a downward trend with the International Maritime Bureau (IMB) reporting the lowest number of attacks and armed robbery at sea in 30 years.

The Bureau, an International Chamber of Commerce (ICC) affiliate, welcomed the decrease with the rider that crew safety “remains at risk”.

Seventy-nine incidents were reported for the first nine months of the year – 20 less than in the corresponding period last year.

The January/September period saw 62 vessels boarded worldwide with a further six hijacked, two fired on and nine facing attempted attacks. This, an IMB statement has it, is “a significant overall reduction” and the lowest reported number since 1994.

Eighty-six percent of reported incidents saw access gained to vessels with the majority under cover of darkness. Violence towards crew members remains a concern, with 111 taken hostage, 11 kidnapped and three threatened. Perpetrators were armed with weapons, guns and knives in 45 of reported incidents.

“With reported incidents at their lowest since 1994, the decline in reported piracy and armed robbery incidents is encouraging. This is an important time to reinforce our message not to be complacent and for vessel owners and operators to adhere to IMB guidelines. We commend governments and law enforcement for excellent work which made this improvement possible”, IMB Director Michael Howlett said.

Africa’s traditional piracy hotspot – the Gulf of Guinea – saw 12 reported incidents from January to September – the lowest since 1996.

On the eastern side of the continent, eight incidents were reported off Somalia and in the Gulf of Aden. The decrease is – in part – ascribed to what IMB calls “the prevalence of monsoons” in these waters between July and September.

Incidents in the Singapore Straits dropped to 23, compared to 33 over the same period last year. Perpetrators boarded vessels in 96% of the cases.

Considering the navigational challenges of these waters, IMB warns “even low level opportunistic incidents on board large vessels could potentially increase the risk to navigation”.

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

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IMO, Cabo Verde and maritime security

Edited by Paul Ridgway 
Africa Ports & Ships
London

At the opening of Maritime Security Conference 2024: Innovation and Partnerships for the Future held in Praia, Cabo Verde, on 8 and 9 October Vice Admiral José Nuno Chaves, Fleet Commander, Portuguese Navy, declared: “We can only have economic development if we have stable maritime security.”

The event gathered global maritime experts and leaders and spotlighted the crucial role of maritime security in sustaining economic growth and international trade.

Maritime trade and economic growth

As nations continue to rely on maritime trade as a backbone for economic growth, the message from the conference was clear: Stable seas lead to sustainable development.

Joining ships, ports and people

At the conference sessions addressed ongoing and emerging threats such as drug trafficking, armed robbery at sea, transnational organized crime, and terrorism. As these issues continue to disrupt global trade routes, securing the connections between ships, ports, and people is more important than ever.

International cooperation and innovative solutions

One of the key themes of the conference was the importance of international cooperation and innovative solutions to enhance maritime security. Experts exchanged best practices and highlighted the value of advanced technologies, such as satellite monitoring and AI-based surveillance systems, to improve coastal management and effectively combat threats.

These innovations, along with cross-sector partnerships, are seen as essential for securing global trade routes and ensuring sustainability in maritime contexts.

Valuable discussions

Discussions highlighted how strengthened maritime security could drive poverty alleviation and stimulate job creation in coastal regions.

Focus on compliance

A major focus was compliance with international standards. Participants emphasized the necessity of adhering to regulations in the International Convention for the Safety of Life at Sea (SOLAS), which mandates the International Ship and Port Facility Security (ISPS) Code.

These frameworks are essential in confronting the complex challenges facing countries in addressing maritime security.

Recommendations

It is understood that a summary report of the conference will be developed, to include recommendations to improve maritime security in the Atlantic Ocean.

Broad financial support

The event was financed by the German Federal Foreign Office in collaboration with the European Union, the Atlantic Centre, and the G7++ Friends of the Gulf of Guinea (FoGG). The conference was organized by IMO in partnership with the United Nations Institute for Training and Research (UNITAR) and the Atlantic Centre.

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RFA dismayed at endless backwards and forwards at Durban’s Pier 2

Africa Ports & Ships

Gavin Kelly of the Road Freight Association (RFA) asks whether we are doomed to an endless backwards and forwards at Pier 2?

By Gavin Kelly 
Chief Executive Officer
Road Freight Association

The woes of sub-standard services and inefficiencies at the Port of Durban seem to destined to stay with us for the foreseeable future.

The Road Freight Association (RFA) notes with dismay that the process of introducing private players into the Port of Durban – specifically Pier 2, has been dealt a serious stumbling block – probably the death-blow to the future sustainability of South African ports, unless this is resolved.

Whilst the intricacies and deeper arguments that have given rise to the Interdict by the High Court are not known to the RFA, it is a pity that – according to some of the argument forwarded – this process of implementing a private operation in the Port of Durban which has been underway for a number of years, still has not resulted in efficiencies being improved at the Port.

The Association has raised, on numerous occasions over the past two decades with a heightened engagement with Transnet and Transnet Port Terminals (TPT) over at least the last decade, the dire need to improve operations, efficiencies and capacity at the Port of Durban.

The reality has been that our neighbours have upped their game, that shipping lines are choosing different ports of call and that the logistic supply chain is, in reality shrinking through South African ports and moving to other ports. We cannot, as a country and more importantly as the logistics supply chain, allow this trend to continue.

Rail and ports have declined to such an extent that we are the laughing stock of many African countries (and they are benefitting greatly), but more importantly we are going to lose primary and support industry sectors, shed jobs and bleed revenue from a national fiscus that is already in dire straits.

The state monopoly of key nodes in the supply chain must be removed – especially where the state has proven that they cannot efficiently, effectively and affordably support infrastructure and services in the logistics supply chain. The private sector must be brought in to save both the status of South Africa as a logistics hub and node – both for trans-African trade and for regional and national trade.

The RFA trusts that, through the court process, a fair and transparent introduction of private players into the Port of Durban (and other ports) will now start and become a reality.

We cannot wait any longer. We cannot continue to be a second or last choice for those international shipping businesses, companies and industries that wish to do business within and to the north of South Africa.

There are so many examples of how ports are run around the world. Is it so difficult to learn from those examples? Is the delay really about maintaining a monopoly and protecting vested interests? Those are some of the questions that the legal process should address.

The Association supports the initiatives to bring private players into the Port of Durban. It further supports a transparent and fair process ensuring that South Africa gets the best value possible for the price paid, as well as a system that will be innovative, efficient and progressive to meet the demands of the future, not just the demands of today.

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Transnet wants DCT Pier 2 court review process concluded without delay

Africa Ports & Ships

Transnet said on Friday it will move with speed to secure a date for the hearing of the review application concerning the appointment of Philippines company ICTSI as a partner to operate the country’s premier container terminal.

On Wednesday 9 October the Durban High Court handed down an interim interdict placing on hold the appointment of Transnet’s preferred choice of terminal operator for the Durban Container Terminal Pier 2.

In its statement Transnet points out that the interim interdict does not set aside the awarding of the DCT Pier 2 contract to International Container Terminal Services Incorporated (ICTSI).

In Part A of its application, AP Moller Terminals sought an urgent order interdicting Transnet, in short, from negotiating, concluding and implementing the contract aimed at revitalising Pier 2 at the Durban Container Terminal.

In Part B, which is yet to be heard in court, APMT, is seeking to set aside Transnet’s decision to select ICTSI as the preferred bidder. This is based on questions of how Transnet evaluated ICTSI and APM Terminals’ Durban container terminal bids and that ICTSI ought to have been disqualified due to an inadequate solvency ratio in terms of Transnet’s requirement.

Transnet says it will abide by the interim interdict, as part of building public trust in the organisation’s governance and procurement processes as well as to further expedite conclusion of the matter. “The organisation’s commitment to the highest standards of accountability and transparency through good governance is unwavering,” Transnet said.

“As part of its corporate strategy, and the pursuit of Government’s structural reforms agenda, Transnet is taking actionable steps to crowd in the private sector into areas of the business to improve efficiencies, increase competition and stimulate the economy.

“Both the Board and executives remain committed to this objective, as evidenced through the 18-month Recovery Plan that Transnet is currently implementing. The appointment of a partner to operate DCT Pier 2 is the cornerstone of corporate strategy, alongside many other initiatives in different parts of the business already underway.

“In line with the Recovery Plan, Transnet is already taking steps to stabilise port container volumes.”

According to Transnet these steps include the implementation of a fleet renewal plan in the short, medium, and long term, aimed at significantly reducing the backlog in maintenance and catching up with the historical underinvestment in equipment and maintenance.

“Replacement and refurbishment of key equipment such as ship-to-shore cranes (STS), rubber-tyred gantry cranes (RTGs), rail-mounted gantry cranes and tugboats at various ports is well underway. Long-term collaboration with Original Equipment Manufacturers (OEMs) across the business is already beginning to yield the desired results, as evidenced by improved
equipment performance and reliability, spares support, asset life cycle management, innovation as well as equipment, spares and component standardisation.

“Investment in critical equipment is crucial to maintain operational efficiency and competitiveness.”

Transnet said it appreciates the partnership and collaboration with the National Logistics Crisis Committee and B4SA in helping drive implementation of the Recovery Plan and economic reform agenda of government.

Significant progress is being made in both rail and port reforms, and Transnet is on course to meeting set targets in this regard,” the company said.

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Briefly Speaking: News briefs locally and abroad

Africa Ports & Ships

Fire on oil tanker Annika extinguished

A fire on board the small coastal tanker Annika (IMO 9384192), sailing off Germany’s Baltic Sea coast to the northeast of Kühlungsborn, has been extinguished. The fire, which broke out either in the engine room or a storage room for paint (reports differ), was successfully extinguished without affecting the ship’s cargo of about 640 metric tons of oil. Annika has been towed to the port of Rostock for further inspection. All seven crew members were safely evacuated.

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Excitement over an aircraft carrier in Cape Town harbour

Several independent AIS reports, including the popular MarineTraffic, reported the British aircraft carrier, HMS Queen Elizabeth as having docked in Cape Town harbour on Friday last week.

Coinciding with the naval Exercise Ibsamar off the coast of Saldanha, involving ships of the Indian, Brazilian and South African navies, and with Chinese and Russian frigates having already arrived for the recent SA Navy Festival, in addition to a Portuguese offshore patrol vessel, NRP Viana do Castelo P360 taking occupation in the V&A Waterfront harbour, it seemed that the Western Cape was suddenly the place to be.

A visual inspection of the vessel occupying the Eastern Mole solved the mystery; the ‘aircraft carrier’ was actually a naval auxiliary, RFA Lyme Bay L3007, calling for bunkers and supplies after performing duties off Australia and elsewhere in eastern waters.

The British vessel had called at the Maldives prior to arriving in Cape Town and followed the recent call in Cape Town of RFA Argus – see that explanatory report here.

Why or how several AIS stations got it wrong is unexplained.

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Florida ports impacted by Hurricane Milton

Hurricane Milton has now passed into the Atlantic and into history, leaving behind destruction and chaos and mopping up and rebuilding necessary across the path of the storm. Milton arrived off Florida from the Gulf of Mexico and swept across a wide swath of the peninsula. Ahead of the storm’s arrival practically all Florida ports imposed restrictions on vessel movements. While these restrictions have now lifted, port terminals which were shut have a backlog of exports and imports to catch up on.

The combined Florida ports are the 6th largest exporter of goods in the USA.

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Russia targets ships in Ukraine waters

After a lull for much of 2024, Russia has resumed missile attacks on merchant ships in Ukrainian ports. This month so far two ships, the general cargo vessel Optima (IMO 9210244) and the multipurpose heavylift carrier Paresa (IMO 9008134) were struck by Russian missiles. The Optima had recently docked to unload cargo which Russian sources said included munitions and arms. A local stevedore was killed and several other injures were reported.

Two days earlier on 5 October the other vessel, the Saint Kitts and Nevis-flagged general cargo ship Paresa was targeted while moored in the Black Sea Ukrainian port of Pivdennyi. The ship was struck amidships, according to Russian reports, with the Russian Ministry of Defence claiming “the ship delivered a batch of ammunition and weapons to the port from Europe.”

Ukraine disputes this, saying the ship had been loading a cargo of 6,000 tons of grain bound for Brazil. The crew remained unharmed. Paresa is owned by Greek-based AK Shipping who reported their ship as having arrived empty in Pivdennyi to load grain.

This was the third Russian missile attack on ships calling at Ukraine ports during 2024.

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MSC Cruises cancels MSC Musica Grand Voyage

MSC Cruises has announced the cancellation of their planed positioning cruise with the vessel MSC Musica from South Africa to Genoa in Italy at the conclusion of the South African 2024/2025 Cruise Season.

The cruise was scheduled to be via the Indian Ocean islands and the Red Sea but with the unchanged situation off the Yemeni coast, MSC Cruises will instead sail their ship back to Italy via the Atlantic coast and empty of passengers. One planned sailing from Cape Town to Durban at the end of the season has also been cancelled.

The reason given for this is a lack of cruise infrastructure on Africa’s western coastline. MSC Musica will arrive in South Africa in November for a summer cruise season sailing mainly from Durban to Mozambican destinations and a limited period between Cape Town and Walvis Bay.

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Stena Ferry Saga arrives in Pemba

The 1981-built Stena ferry, Saga (33,750-gt), has arrived in the Mozambique port of Pemba and gone to anchor in the port’s inner anchorage. The vessel is now shown classified as an ‘accommodation platform’ which suggest Saga will be used in that capacity offshore, probably with the FLNG Coral Sul, which is in operation off the northern Mozambique coast of Cabo Delgado province.

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Houthis strike again at two ships

Africa Ports & Ships

Products tanker Olympic Spirit

Drones and missiles fired from nearby Yemen caused some damage but no injuries to crew on board the products tanker Olympic Spirit (IMO 9327097) on Thursday of last week.

The Liberian-flagged tanker was sailing about 70 nautical miles southwest of the Yemeni port of Hodeida when attacked on 10 October. Olympic Spirit had departed from Jeddah further along the Red Sea coast and was bound for Muscat in Oman where she is due on 15 October.

From reports given the tanker was struck by a single missile or drone on the starboard side of the bridge, causing minor damage according to the British security group, Ambrey.

As the vessel continued on its way it came under further attack some four hours later when another two missiles landed in the sea a short distance from the tanker.

The United Kingdom Maritime Trade Operations (UKMTO) reported the vessel as having some ‘technical issues but remains seaworthy and was continuing its journey.’

Container ship St John

Another ship, the container vessel St John (IMO 9634646), sailing from Mogadishu for Jebel Ali, reportedly also came under attack from a long-range drone late last week.

It is not known if the 168-metre long, 26m wide vessel was hit and if so whether any damage resulted. AIS shows the vessel as continuing her voyage from the Somalia port on a heading for Oman and currently underway in the Arabian Sea.

The Houthi movement has claimed responsibility for this attack, calling it a part of its attacks on global shipping associated in some way with the Israelis and their war in Gaza.

To date the Houthis have carried out almost 100 attacks against shipping in the region of the lower Red Sea, Gulf of Aden or the Arabian Sea. Only two vessels have been sunk and four seafarers are known to have lost their lives. A third ship was seized a year ago, setting off these waves of attacks.

Despite this low ‘success rate’ by the Houthis, the economic cost has been astronomical in terms of the cost to ship owners and operators as well as cargo owners, as ships are forced to navigate the longer route around the Cape of Good Hope.

Also severely affected is the Suez Canal Authority and indeed the country of Egypt, which has lost more than 60% of its canal traffic. Various transshipment ports in the Mediterranean and Red Seas are also hurting.

The expectation is that there will be no quick solution and several major shipping companies have already committed to using the Cape route during 2025, as they are not expecting any quick solution to this problem.

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Case Study: Foundering of fishing vessel Argos Georgia: Safety warning issued

Edited by Paul Ridgway 
Africa Ports & Ships
London

Last week a bulletin was issued urging owners, operators and skipper of fishing vessels fitted with side shell doors to ensure suitable and sufficient risk assessment of watertight integrity.

Summary

Argos Georgia (IMO 9812690) was a longline fishing vessel registered in St Helena. The vessel foundered on 22 July 2024 while on passage from Port Stanley in the Falkland Islands to fishing grounds near the island of South Georgia in the South Atlantic.

Of the twenty-seven persons people on board, thirteen perished. At the time of the incident wave heights were reported to reach up to seven metres accompanied by winds of up to 50 knots.

An investigation by the UK’s Marine Accident Investigation Branch (MAIB) on behalf of the St Helena Government found that the shell door in the starboard side of Argos Georgia descended slowly into the fully open position. This allowed significant quantities of water to enter the vessel.

Safety Issues

It was found that:

* The means of maintaining the shell door in the closed position did not ensure it remained shut when not in use.

* The crew were unable to close the shell door once it had opened.

* The doors in the boundary of the flooded compartment were in the open position, allowing consequential flooding of adjacent spaces.

* The crew were unable to close the boundary doors to the hauling compartment.

Recommendation

All owners, operators and skippers of fishing vessels fitted with side shell doors are recommended to urgently ensure that a suitable and sufficient assessment of the risk of water entering the vessel through the side shell door has been undertaken and documented, noting the safety issues identified in this safety bulletin, and that:

♦ Mitigations identified are immediately implemented to reduce the risks associated with a failure of the shell door retention mechanism.
♦ Where a risk of consequential flooding between compartments exists, appropriate measures including maintaining internal doors in the closed position are taken.

♦ The crew are informed of the findings of the risk assessment and the measures taken for their protection.

Safety Bulletin issued

The full title of the incident is: Foundering of the fishing vessel Argos Georgia approximately 190 nautical miles east of Port Stanley, Falkland Islands with the loss of 13 lives on 22 July 2024.

A MAIB Safety Bulletin No SB4/2024 produced in association with the St Helena Government is available with the link here

What investigations do

Under the United Kingdom Merchant Shipping (Accident Reporting and Investigation) Regulations 2012 Regulation 5: it is noted that ‘The sole objective of a safety investigation into an accident under these Regulations shall be the prevention of future accidents through the ascertainment of its causes and circumstances.

‘It shall not be the purpose of such an investigation to determine liability nor, except so far as is necessary to achieve its objective, to apportion blame.’

Editorial note:
Text based on material kindly provided by MAIB Crown Copyright 2024. ©.

Added 13 October 2024 

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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.

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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.

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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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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