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TODAY’S BULLETIN OF MARITIME NEWS

Newsweek commencing 20 October 2024.  Click on headline to go direct to story : use the BACK key to return.  

FIRST VIEW: Ships Coming & Going 

• Azores designates largest North Atlantic Marine Protected Area Network in North Atlantic
• Maersk’s seasonal Korosho Express operating from Tanzania’s Port Mtwara
• IN CONVERSATION: South Africa’s massive Sasol petrochemical plant faces serious challenges – new report
• UNCTAD Review of Maritime Transport 2024
• RFA’S Gavin Kelly hits out at Transnet’s proposed tariff hikes
• WHARF TALK: pure car and truck carrier (PCTC) – WAY FORWARD
• TNPA secures 15-year extension with Richard Bay’s South32 Hillside Aluminium
• Celebrating 75 years of Rotterdam- Cabo Verde friendship
• Viering van 75 jaar Rotterdams-Kaapverdische vriendschap
• Captain Richard Woodman LVO MNM FNI. 1944-2024
• Charter Link Logistic opens office in South Africa
• WHARF TALK: multi-purpose dry cargo vessel – KAROLINE
• In Conversation: Joe Biden in Africa: US president has ignored the continent for his entire term – why he’s visiting Angola
• DP World goes ahead with £1 billion expansion of London Gateway
• Xeneta Summit: Shipping giants reinforce confidence in Gemini alliance service reliability ambitions
• EU naval ops off Africa under the spotlight
• SA Port Statistics for September 2024
• In Conversation: Egypt-Ethiopia hostilities playing out in the Horn – and that port!
• Construction underway with Angolan BR71 Mk II corvettes
• World Maritime University MSc courses: First GHG-SMART scholars
• 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

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

Africa Ports & Ships

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FIRST VIEW:  Ships Coming & Going 

Two Maersk ships at the port of Durban, one coming and one going.

The products tanker arriving at the port is Maersk Tangier (IMO 9726451), which was proceeding to the Island View tanker terminal. With the 9 berths at Island View being tucked away behind the Salisbury Island naval base, tankers visiting are often not noticed, unless seen arriving or sailing. With the Bluff headland firmly in the background it is clear Maersk Tangier was arriving and still in the channel when this photograph was taken. She was arriving from Fujairah and a spell at the Durban outer anchorage.

With a length of 183 metres and a width of 32m and a deadweight in the region of 49,500 tons, these tankers are obviously successful for the parent company which operates with a fleet of 30 similar size ships built between 2010 and 2020. Maersk Tangier was one of those built in 2016 at the Sungdong Shipbuilding & Marine Engineering yard in South Korea.

The vessel going was Maersk Rio Blanco (IMO 9398089), one of the former Hamburg Sud container ships now sailing in the distinctive blue of the Maersk colours. Built at the Daewoo Mangalia Heavy Industries in Mangalia, Romania in 2009, Maersk Rio Blanco is one of three ships of the Rio class built for her former German operator which has since been absorbed into the Maersk group.

Maersk Rio Blanco has a length of 286 metres and width of 40m and has deadweight of 80,115 tons.  She has a nominal container capacity of 5,908 TEUs. Power is generated by a single 8-cylinder Doosan main engine type 8RTA96CB[7] driving a single controllable pitch propeller. The main engine has a maximum continuous rating of 45,760 kW. In addition, there are four main power distribution system auxiliary generators each at 3,800-kW.  

Pictures are by Trevor Jones

Africa Ports & Ships

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Azores designates largest North Atlantic Marine Protected Area Network in North Atlantic

Africa Ports & Ships

As the UN Biodiversity Conference (CBD COP16) approaches, the Autonomous Region of the Azores has enacted groundbreaking legislation to establish the largest marine protected area (MPA) network in the North Atlantic.

This initiative safeguards 30% of the waters surrounding the Azores, covering 287,000 km², with half of this area receiving full protection against resource extraction.

This significant step aligns with global efforts to meet the Kunming-Montreal Global Biodiversity Framework, where 196 countries committed to protecting 30% of the world’s lands and oceans by 2030. The Azores’ decision is a key advancement for the European Union’s Biodiversity Strategy for 2030 and contributes to broader ocean protection goals.

“The sea is integral to our identity and economy,” says José Manuel Bolieiro, President of the Regional Government of the Azores, emphasising the importance of this decision. “We are committed to protecting our ocean for a healthy blue economy.”

The Azores, a Portuguese archipelago in the North Atlantic, encompasses vital marine environments. The new MPA network will create a sanctuary for diverse species, including sharks and deep-sea corals, enhancing ocean health essential for local communities.

The successful establishment of the MPA network followed extensive community engagement, with over 40 meetings involving stakeholders from various sectors, including fishing and tourism. This collaborative approach aims to balance ecological protection with economic interests.

Marine protected areas have been shown to restore fish populations, protect endangered species, and support sustainable livelihoods in coastal communities, making them critical for both biodiversity and local economies.

The Blue Azores Program, a partnership between the Regional Government, the Oceano Azul Foundation, and the Waitt Institute, focuses on conserving the Azores’ marine resources while fostering sustainable economic development.

For more information on this, see here

Added 25 October 2024

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Maersk’s seasonal Korosho Express operating from Tanzania’s Port Mtwara

Africa Ports & Ships

To cater for Tanzania’s seasonal cashew exports, Maersk has introduced its Korosho Express between the port of Mtwara in the south of the country, to destination markets in China, Vietnam and India.

The new Korosho Express is specifically designed in support of the Tanzania cashew trade.

The service is due to commence this week and will run through February 2025, in alignment with the peak cashew season.

According to Maersk, the bi-weekly sailings from the port of Mtwara to key markets in China, Vietnam, and India, demonstrates it’s commitment to supporting the growing cashew export industry in Tanzania.

“The introduction of the Korosho Express service reflects our dedication to providing tailored logistics solutions that address the specific needs of our customers. By offering reliable, scheduled services during the peak cashew season, we’re enabling more efficient trade flows and supporting the growth of this vital export commodity,” Maersk’s East African Babafemi Jay Aderounmu said.

Added 25 October 2024

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IN CONVERSATION: South Africa’s massive Sasol petrochemical plant faces serious challenges – new report

Africa Ports & Ships

Added 25 October 2024

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UNCTAD Review of Maritime Transport 2024

 

Edited by Paul Ridgway
Africa Ports & Ships
London

It was reported by UNCTAD from Geneva on 22 October that the global economy, food security, and energy supplies are at increasing risk due to vulnerabilities at key maritime routes.

The Review of Maritime Transport 2024 from UN Trade and Development (UNCTAD) reveals that critical chokepoints – such as the Panama Canal, the Red Sea and the Suez Canal and the Black Sea (an important hub for grain exports) – are under severe strain. A combination of geopolitical tensions, climate impacts, and conflicts have shaken global trade, threatening the functioning of maritime supply chains.

At 166-pages the UNCTAD Review of Maritime Transport 2024 is available here.

Maritime trade, which grew by 2.4% in 2023 to reach 12,292 million tons, had begun to recover after a contraction in 2022. However, the future remains uncertain. The report projects a modest 2% growth for 2024, driven by demand for bulk commodities such as iron ore, coal, and grain, alongside containerized goods. Yet, these figures mask deeper challenges.

Container trade & capacity

Container trade, which grew by just 0.3% in 2023, is expected to rebound by 3.5% in 2024, but long-term growth will depend on how the industry adapts to ongoing disruptions, such as the war in Ukraine and rising geopolitical tensions in the Middle East.

Meanwhile, the supply of container ship capacity grew by 8.2% in 2023. Disruptions at key maritime chokepoints, which temporarily increased demand for ships by lengthening shipping routes, have helped ease the issue of overcapacity.

Disruptions at major maritime chokepoints

Key shipping routes have faced significant disruptions, causing delays, rerouteing, and higher costs. Traffic through the Panama and Suez Canals – critical arteries of global trade – dropped by over 50% by mid-2024, compared to their peaks.

Cargo rerouteing around the Cape of Good Hope has surged, with ship capacity arrivals increasing by 89%. While this helps maintain the flow of goods, it adds significantly to costs, delays and carbon emissions. For example, a typical large container ship carrying 20,000–24,000 TEUs on the Far East-Europe route incurs an additional $400,000 in emissions costs per voyage under the European Union’s Emissions Trading System (ETS) when diverting around Africa instead of using the Suez Canal.

Longer routes, higher costs

These longer routes have led to increased port congestion, higher fuel consumption, crew wages, insurance premiums, and exposure to piracy. Global ton-miles rose by 4.2% in 2023, driving up costs and emissions.

Port hubs such as Singapore and major Mediterranean ports are now under pressure, as they cope with growing demand for transshipment services due to the rerouteing of vessels.

Small island states and vulnerable economies hit hardest

The disruptions and rising costs are not affecting all countries equally. Small Island Developing States (SIDS) and Least Developed Countries (LDCs) are experiencing the worst impacts.

Added 24 October 2024

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RFA’S Gavin Kelly hits out at Transnet’s proposed tariff hikes

Africa Ports & Ships

“Transnet increases tariffs for doing, well, nothing really … never mind an increase in performance or efficiency”

The Road Freight Association’s chief executive, Gavin Kelly, has hit out at Transnet’s proposed tariff hikes for the 2025/26 year.

“Let’s hope that the National Transport Regulator, recently called into life through a brand new piece of legislation, will look at this application for an increase very closely,” Kelly says.

These tariff increases include:

6.67% increase on Deepsea Container Empties;
4.57% on Coastwise Containers and Transhipments;br>
6.69% increase on Container Empty Transhipments;
4.57% on Break Bulk Imports and Exports;
4.57% on Dry Bulk Imports and 7.90% on Dry Bulk Exports;
4.57% increase on Liquid Bulk Import & Export; and
4.57% increase on Automotive Imports & Exports.”

“From the perspective of the Road Freight Association (RFA) membership who battle on a daily basis to get containers into and out of our Ports (more so the Port of Durban) – these increases are uncalled for and will further hurt our already collapsing Port,” Kelly said.

He referred to a recent statement issued by Transnet Port Terminals and reported widely in the media, that the Durban Container Terminal (DCT) had implemented a successful truck booking solution.

“Where did DCT develop the perception that there is a ‘successful truck booking solution’? he asked.

“What are the increases for? Equipment and infrastructure upgrade, repair and maintenance or just ‘operational matters’ like administration, salaries and the like?”

According to Kelly, the Road Freight Association (RFA) has received numerous comments and complaints from its members relating to the operation (or not) of the ‘truck booking system’.

“The Association has received numerous comments and complaints and calls for help to resolve the situation at the Port of Durban.” He said the articles created an urgent plea from members – most noting that the article did not portray a true reflection of the daily challenges faced by the trucking industry.

“They noted that the system did not consider the staging time at Terminal A Check Facility. It would be both interesting – and beneficial – to have the time recorded from the A Check Gate “IN” to Terminal Gate “OUT”, as this will provide a true reflection of how long it takes to service one vehicle at a time.

“It was further noted that the Terminal only measures the time once the vehicle leaves the A Check area.

“In addition, transporters still struggle with the booking system, as booking slots remain ‘not available’ and many hours are wasted waiting for slots to become available.”

Kelly said this has the effect that where trucks are not being allocated slots, the statistics become distorted as these do not show the problem (delays / extended time) due to the Terminal keeping the vehicle outside its working area.

“Less available slots means less vehicles entering the Port precinct which means fewer vehicles have to be serviced within a shift, and that shows ‘improved productivity within the terminal’ – whilst in reality it is not the case. Less trucks against the terminal equipment availability shows productivity improvement, but LESS movements are being done in totality. Less cargo is moved.”

He said the claims of “productivity improvement” cannot be possible when the Terminal frequently communicates equipment shortages and or challenges on a regular basis.

“What is the 24% reduction measured against? This must be viewed against the full picture of period / vessels / slot availability during the identified period and terminal volumes during the same period.

“Whilst it sounds fantastic that slots are made available 60 hours in advance – as opposed to the previous 24 hours advance release period – the reality is that the number of slots available in these 60 hours are not enough to accommodate the volumes of exports / imports that need to access the facility during the same 60 hours.

Again, it is stated that no booking is required for at least 50 imports assigned to the same transporter from the same vessel – but this does not mean a transporter has 50 trucks to evacuate a group import release, so the daily operational challenges still pose a problem for the transporter wanting to access the terminal.”

He said that simply put, those trucking companies using the Port of Durban on a daily basis have not seen any progress in respect of operational efficiencies at the Terminal.

“This brings us back to the query around the application for higher tariffs in the coming year – when little to no progress for the better has been coming from Transnet and its subsidiaries.

Added 24 October 2024

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WHARF TALK: pure car and truck carrier (PCTC) – WAY FORWARD

Pictures by ‘Dockrat’ 
Story by Jay Gates

Newbuilds, either on their first commercial call after delivery to their new owners, or on their maiden positioning voyage direct from the shipyard, are always a joy to behold as they arrive outside port limits off any South Africa harbour. One of the perverse results of the actions of the indiscriminate Houthi menace is that the number of such arrivals has increased dramatically, bringing excitement to the causal maritime observer.

Naturally, the increase is due to the fact that the vast majority of newbuilds, of any type and persuasion, are from the output of the shipyards of the Far East, notably the triumvirate of China, Japan, and South Korea. As such, if home is in Europe, or the commercial voyage is to a European destination, then a routing via the Red Sea and the Suez Canal is likely not to be on the shipowner agenda. Not only that, it is also not likely to be on the agenda of the insurer, or the charterer, and so a diversion via the Cape sea route is the only available outcome.

Such arrivals allow the casual maritime observers to set their eyes on some of the new, eye catching, highly technical, and often futuristic, designs of some of the classes of vessels that are entering into specialised, or niche, marine markets. Some months back, one of these vessels arrived off Cape Town for a logistical call of bunkers, stores and provisions. She was the first of two such vessels, namely that of a dual fuel LNG pure car and truck carrier (PCTC). The question was whether or not her sistership, once complete, would also fetch up off a South Africa port.

On 12th October, at 08:00 in the morning, the pure car and truck carrier (PCTC) ‘Way Forward’ (IMO 9945617) arrived off the Table Bay anchorage, from Singapore, and went to anchor for a short four hours. At midday, she entered Cape Town harbour, proceeding into the Duncan Dock, and went alongside the Landing Wall. As Cape Town has no Ro-Ro commercial traffic to speak of, it was obvious that the arrival of ‘Way Forward’ in the harbour was almost certainly for purposes of taking on bunkers, stores, and fresh provisions.

She was built in 2024 by the Yantai CIMC Raffles shipyard, at Longkou in China. She is 200 metres in length and has a gross registered tonnage of 62,432 tons. She is a dual fuel vessel, able to be powered by either marine fossil fuel, or liquid natural gas (LNG). As such she has a single dual fuel MAN-B&W 6S60ME-C10-GI six cylinder, two stroke, main engine producing 17,192 bhp (12,820 kW) and driving a fixed pitch propeller for a service speed of 18 knots.

The GI suffix in her engine identifier stands for ‘Gas Injected’. Her auxiliary machinery includes two Wärtsilä 9L20DF dual fuel generators providing 1,380 kW each, and a single Wärtsilä 6L20DF dual fuel generator providing 920 kW, as well as a single Cummins KT-19 emergency generator providing 300 kW. She has an Alfa Laval Aalborg XS-7H exhaust gas boiler, and an Alfa Laval Aalborg OS-TCi oil fired boiler.

For added manoeuvrability ‘Way Forward’ has a single bow Kawasaki KT-157B3 transverse thruster. Her LNG fuel is contained in a MAN Cryo LNG fuel storage tank with a capacity of 2,300 m3. Her ultra-modern design, and eco credentials, also means that she does not need to carry ballast water when she is fully loaded, thus never needing to discharge ballast water in foreign waters.

As with nearly all pure car and truck carriers, ‘Way Forward’ has her bridge and accommodation sited far forward, and lower than usual, which gives her better stability with a lower centre of gravity. She also has an aerodynamically optimized bow form that also reduces wind resistance. Her fuel economy is increased by having a twisted leading edge rudder, with a rudder bulb and fairing cone. Her fuel economy is further increased by being fitted with a shore electrical connection that allows reduced emissions in harbour, due to not requiring use of generators.

Her economic design allows ‘Way Forward’ to have a large vehicle carrying capacity of 6,631 CEU (Car Equivalent Unit). Another innovation, in her design to bring greater efficiencies, is that she has a single, continuous ramp, centred on the middle of the vessel, which connects each deck and allows for more efficient cargo handling, for both loading and offloading operations. All cargo is loaded, and discharged, via a stern quarter ramp.

The second built of two sisterships, with the first sister ‘Future Way’ calling into Cape Town back on 11th June for bunkers, stores and provisions, which was reported on in the 17 June edition of Africa Ports & Ships. Owned by Wallenius Rederierna AB, of Stockholm in Sweden, a company founded back in 1934 by Olaf Wallenius, whose houseflag is displayed on her bow, ‘Way Forward’ is operated by Wallenius Lines AB, also of Stockholm, and managed by Wallenius Marine AB, also of Stockholm, and whose name is displayed on her hull. As with her sistership, she is entering into a 10 year time charter to Volkswagen Konzernlogistik GmbH, of Wolfsburg in Germany.

The design of this class of PCTC began in 2021, in co-operation with Naval Architect Knud E. Hansen, of Elsinore in Denmark, and the input of Volkswagen AG, as a result of the agreement between Wallenius Lines AB, and VW Group Logistics GmbH to build and charter two LNG capable PCTC vessels. The design was nominated for the ‘Next Generation Ship Award’ at the Nor-Ship 2022 exhibition and conference, and went on to win the ‘Shippax Award’.

As with her sistership ‘Future Way’, which loaded VW vehicles manufactured in VW factories located in China and India, for export to Europe, ‘Way Forward’ also conducted her maiden voyage from the Raffles shipyard at Yantai to load vehicles. She proceeded to Taicang in China to load vehicles. Taicang is located on the Yangtze River, upriver from Shanghai, and has a huge vehicle loading facility, of which Electric Vehicles (EV) predominate, one of which is the German-Chinese VW-SAIC joint venture, which specialises in the manufacture of EV models.

The VW China manufacturing operation covers 33 assembly plants, located across 12 cities, making 32 models of VW, 13 models of Audi, and 7 models of Škoda. In 2023, 3.24 million VW group vehicles were manufactured in China, with only 14.5% of them for domestic sales, and the rest of them, 85.5%, for export. One of the concerns for VW in China was that the EV is starting to dominate in China, and VW are still heavily invested in combustion engine models.

The casual maritime observer will be well aware that the South African automobile manufacturing export ports are Durban, East London and Port Elizabeth, where Wallenius Lines operate a joint service with their partners, Wilhemsen, to all three ports, and where their PCTC vessels are regular callers. The South African office for the Wallenius-Wilhemsen operation is located in Westway Office Park in Durban.

Despite VW having their South African manufacturing factory located in Kariega, best known by its original name of Uitenhage, in the Eastern Cape, it would seem that neither ‘Way Forward’, or her sistership, are destined to operate on any VW South Africa service. Also, she is not a dual Wallenius-Wilhemsen operated vessel, but the first vessel in decades to be operated solely by Wallenius. Instead, both sisterships are chartered by VW to operate from Germany, to the USA and Mexico. Sadly, ‘Way Forward’ will not be seen again in any South African port.

The new route for ‘Way Forward’ includes scheduled port calls of Emden (Germany)- Sparrows Point (Maryland)- Davisville (Rhode Island)- Veracruz (Mexico)- Freeport (Texas)- Tuxpan (Mexico)- Sparrows Point- Halifax (Nova Scotia)- Emden. The three ports in the US are for imported vehicles, and with Sparrows Point also exporting VW Atlas, Cross Sport and ID.4 models manufactured at the VW factory in Chattanooga, in the State of Tennessee. The Mexican ports are for imported vehicles, with Veracruz also exporting VW Jetta, Taos, and Tiguan models manufactured at the VW factory at Puebla.

VW were the first modern, non-American, vehicle manufacturer to open factories in the USA, with the first factory opening only as far back as 1978. In terms of export numbers of VW vehicles from their vast, worldwide, network of factories, Germany exports the most VW vehicles, as would be expected. However, the second and third VW exporters are not China, as might be expected, and certainly not South Africa, but Brazil in second spot, and the USA in third spot.

Vehicles exported from Emden in Germany do not include, simply, just VW vehicles made in Europe. One tends to forget how large, and how diversified, the VW Group is within the automobile manufacturing industry. VW are also responsible for the manufacture, and worldwide export, of Audi, Porsche, Bentley, Lamborghini, Bugatti, SEAT, Škoda, and Rimac. Of all these marques, the most expensive model is the Bugatti La Voiture Noire, which will set back the casual maritime observer a cool US$16 million (ZAR280.58 million). That, for a new car, I kid you not!

After an expected short call alongside of just eight hours, and having completed her bunker uplift, stores loading, and any fresh provisions required, ‘Way Forward’ was ready to sail. She departed from Cape Town at 20:00 in the evening of 12th October, initially with her AIS showing Las Palmas in the Canary Islands to be her next destination. However, after sailing from Cape Town, her AIS destination changed to Le Havre in France, with an ETA of 05:00 in the morning of 27th October. From there, she is expected to proceed to Emden, where she will load for the first of her many VW voyages to the USA, Canada, and Mexico.

Added 24 October 2024

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TNPA secures 15-year extension with Richards Bay’s South32 Hillside Aluminium

Africa Ports & Ships

The Port of Richards Bay will enjoy the continued operational presence of Hillside Aluminium for another 15 years, following the signing of a long-term contract with South32 Hillside Aluminium this week.

Hillside Aluminium is South Africa’s only primary aluminium producer.

The 15-year lease agreement is facilitated through a process stipulated in Section 79 (1) of the National Ports Act No 12 of 2005, which empowers TNPA to control land use within the port in alignment with the Port Development Framework Plan (PDFP).

The premises are zoned for commercial and industrial use, ensuring compliance with strategic development goals. South32 Hillside Aluminium plays a crucial role in enabling local downstream manufacturing of aluminium products for both domestic and industrial markets.

The smelter is also instrumental in stabilising the Eskom electricity grid.

Dennis Mqadi, Port Manager at the Port of Richards Bay, said the port is also dedicated to fostering economic activity that creates and retains jobs in its communities.

“This partnership does not only secure the future of Hillside Aluminium, but also reinforces the ports authority’s commitment to optimising port infrastructure and capacity,” he said.

The long-term agreement will ensure stability and growth for the aluminium producer. “We are excited about this new chapter in our relationship with TNPA,” said Calvin Mkhabela, Vice President, Operations at South32 South Africa.

He said the lease agreement allows them to continue their operations seamlessly and to contribute to the economic vitality of the region.

It is also a crucial step in the promotion of sustainable development at the Port of Richards Bay.

Added 24 October 2024

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Celebrating 75 years of Rotterdam- Cabo Verde friendship

Joint Dutch-Cape Verdean project to bring underprivileged youth of both countries together

‘From Cape to Cape’ (‘Van Kaap tot Kaap’); these four words mark an important part of Dutch maritime history that is unknown to many. Bottom line: for decades, Dutch shipping companies sailed with Cape Verdan crews.

In 2025 we are celebrating 75 years of the settlement and integration of the Cape Verdean community in Rotterdam and the special friendship between Rotterdam and Cabo Verde.

The kick-off will take place in November this year in ‘Verhalenhuis Belvédère’ (in Katendrecht, a historic and still iconic neighbourhood where sailors used to spend their shore leave in Rotterdam). Belvédère’ is a non-profit organisation aiming to bring people together through storytelling.

The ‘From Cape to Cape’ program will consist of an exhibition, a podcast, a book, a film documentary and a very special sailing expedition with first generation Caboverdean sailors and Rotterdam youngsters, especially youngsters that have had less possibilities and resources to participate in (cultural) activities.

Nore that, to make this celebration come to life and a success, additional funds are most welcome: there are many options for sponsors, partners and donors!

Capeverdeans in Rotterdam

In the 1950s the first Cabo Verdean sailors arrived in the port of Rotterdam, on the quay of Katendrecht, also referred to as ‘the Cape of Rotterdam’. Soon many more arrived in the port and started to work for Dutch shipping companies such as Van Nievelt Goudriaan, P&O, Nedlloyd, Pakhoed, Van Ommeren, KNSM, Mammoet Shipping, VNS, Jumbo Shipping, HAL, Spliethoff and many more.

Once they settled ashore in the 60s and 70s they worked alongside the locals on the post-war reconstruction of Rotterdam. They ended up working for companies such as Van Nelle factory, Van Melle Snoep, Bombeke, GOM, Shell, Heineken, Engels, Hilton Hotel, Hago, Storm, Dijkzigt and Ikazia hospital and elderly homes like Laurentius and Humanitas.

The Cape Verdean ‘Rotterdammers’ integrated easily while supporting their families in Cabo Verde and at the same time contributing to the struggle for the independence of Cabo Verde and Guinea Bissau. The community in Rotterdam contributed by creating a strong cultural identity and setting up associations, record companies and shipping lines maintaining a strong link with the motherland.

The longing for their homeland and families known as ‘sodade’ is expressed through poetry, lyrics and music.

The first Caboverdean record company in the world ‘Morabeza Records’ was founded in 1965 on the Beukelsdijk in Rotterdam. Many world-renowned artists had their first recordings and album releases from Rotterdam like Césaria Evora, Bana, Ildo Lobo, Os Tubaroes, Zeca di Nha Reinalda en Bulimundo, Livity, Rabelados, Gil Semedo, and current well-known artists like Ferro Gaita and Rotterdam-based Nelson Freitas.

Van Kaap tot Kaap

In 1975 Cabo Verde gained its independence after a 500 years of Portuguese colonial domination. In 2025 Cabo Verde will commemorate its 50-year anniversary which will be celebrated in Cabo Verde and the diaspora.

The Netherlands is currently contributing to the construction of a new Cruise Terminal in Porto Grande, Mindelo on the island of São Vicente that is planned to be inaugurated in 2025. Porto Grande was the original departure point of thousands of young sailors to Rotterdam.

Currently there are approximately 30.000 Caboverdeans living in Rotterdam and its surrounding cities. With this program the Cape Verdean community in Europe’s largest port want to express their gratitude to Rotterdam, ‘11th island’.

In cooperation with Verhalenhuis Belvédère in Rotterdam-Katendrecht we want to shine the spotlight on the special maritime and historical bond between Rotterdam and Cabo Verde and make it visible in the ‘From Cape to Cape’ project: an exhibition, a podcast, a book, a documentary film and a very special sailing trip. We are looking for support and funding, for sponsors, partners and donors to make this project come to life!

De Eendracht: sailing to Cabo Verde!

In December 2024 the threemaster ‘De Eendracht’ will make a 10-day voyage to six of the 10 Capeverdean islands, with and for youngsters from Rotterdam-Zuid and Katendrecht area and 3rd or 4th generation Cabo Verdeans. On board of the Eendracht, youngsters actively participate and get to learn and experience that working on board of this ship can teach you a lot about life.

De Eendracht was built 35 years ago by Damen Shipyards and has Rotterdam as its home port. She’s a Tall Ship measuring 60 x 13 x 5 (draft) metres, is Netherlands’ biggest ‘gaffeltopzeilschoener’ and one of the largest sailing ships in the world. De Eendracht is owned by STC-group (Shipping & Transport College) and counts approximately 300 professional and volunteer crewmembers.

During the trip around the islands we will explore the stories of the historical, cultural and maritime connection between Rotterdam and Cabo Verde. We will have encounters with locals: former Rotterdam Capeverdean sailors, young entrepreneurs, artists and musicians.

During our quest we will also visit several projects that were supported or financed by the Netherlands along these 75 years maritime bond, such as the quays, the ferries, the botanical garden and the new cruise terminal. The trip will be documented and the film will be broadcast in 2025 in Verhalenhuis Rotterdam and Cultural Centre’s of Mindelo and Praia in Cabo Verde.

Sponsors and Donors

We are very proud that the trip for the youngsters will be financed by C.J. Jaskifonds. Now we are looking for more sponsors and partners that can help cover the costs for the flights of the participants (return flights to point of departure on Sal Island) as well as the production of the documentary film. In total a minimum amount of € 35,000 is needed to cover these expenses.

Target group

Youngsters between the ages of 16 to 27 years from Rotterdam that normally do not get a chance to, or do not have the means to participate in these kind of (cultural) activities. First to third generation Capeverdeans that have not returned in a long time or that were born in Rotterdam and have never visited Cabo Verde.

Project

The initiative of this project is by Jorge Oliveira Lizardo and Melanie Soares, cultural entrepreneurs and event organizers and Capeverdean representatives at Verhalenhuis Belvédère. Their (grand)parents were one of the first sailors and families to settle in Rotterdam.

For several years they have been part of the organization of the annual São João (St. John’s) on the Pracinha d’Quebrôd, also known as Heemraadsplein. The square has been a historical meeting point for the Caboverdean sailors since the 60s and has become the epicenter of the community in Delfshaven. In 2020 the festival was officially recognized as Intangible Cultural Heritage of The Netherlands.

“As second-generation Caboverdeans we have a great responsibility to safeguard and transmit our cultural heritage, traditions and the stories of our ancestors to younger generations. To actively contribute to this we work closely together with Verhalenhuis Belvédère,” says Jorge Manuel.

Verhalenhuis Belvédère (Rotterdam-Katendrecht) is the first institute for intangible cultural heritage in The Netherlands. Belvédère aims to make the stories of individuals and communities in the city visible by creating moments of encounter and exchange through storytelling events, group portraits, oral history, city heritage tours, exhibitions and museum projects.

The approach changes but the recipe stays always the same: meeting each other in a warm, welcoming and positive home, building bridges and bringing communities together. The programs and projects take place at the most diverse locations and at our homebase: an historical and legendary building in Katendrecht that was already named Belvédère in 1894.

The homebase is a volunteer-run business and aims to inspire citizens, entrepreneurs, writers and artists to use their passion, talent and craftsmanship for the city and society and the happiness of all citizens.

From Cape to Cape partners

The celebration of 75-years Rotterdam-Cabo Verde is realised with the help of the following parties: stichting De Eendracht, stichting C.J. JaskiFonds, Verhalenhuis Belvédère, Stadsarchief Rotterdam, CCM Centro Cultural de Mindelo and Praia, The Capeverdean Minister of Sea and Diaspora Jorge dos Santos, The Minister of Culture Augusto da Veiga, The Minister of Foreign Affairs (former Ambassador to Cape Verde in Brussel), The Capeverdean Consulate in Rotterdam, ENAPOR CV, Stichting Bruggenbouwers.

Help us too! Please contact Linda Malherbe linda@verhalenhuisbelvedere.nl

Added 23 October 2024

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Viering van 75 jaar Rotterdams-Kaapverdische vriendschap

‘Van Kaap tot Kaap’; deze vier woorden markeren een belangrijk gedeelte uit de Nederlandse historie dat voor een groot deel van de Nederlandse bevolking onbekend is. In 2025 vieren we de 75-jarige aanwezigheid van Kaapverdianen in Rotterdam en van Rotterdam in Kaapverdië.

De Kick-Off vindt plaats in november in Verhalenhuis Belvédère op Katendrecht want er is een bijzonder programma opgesteld: Van Kaap tot Kaap, een tentoonstelling, podcast, boek, film en een bijzondere zeereis voor Kaapverdische zeemannen met Rotterdamse jongeren.

Om dit 75-jarige jubileum tot een succes te maken, vooral voor Rotterdamse jongeren met minder middelen en mogelijkheden, zoeken wij sponsors, partners en donateurs, speciaal voor de Kick-Off in november op Katendrecht.

Kaapverdianen in Rotterdam

In de jaren 50 kwam een aantal zeemannen van de Kaapverdische eilanden aan in de Rotterdamse haven, op de kade van Katendrecht, de in de volksmond genoemde Kaap van Rotterdam. Al snel kwamen er duizenden naar onze havenstad die werkten bij de Nederlandse rederijen als Van Nievelt Goudriaan, P&O Nedlloyd, Pakhoed, Van Ommeren, KNSM, Mammoet Shipping, VNS, Jumbo Shipping, HAL, Spliethoff en meer.

Eenmaal aan wal werkten ze met hun gezinnen zij aan zij met Rotterdammers hard mee aan de wederopbouw van Rotterdam. Ze kwamen terecht bij de Van Nellefabriek, Van Melle Snoep, wasserij Bombeke, GOM, Shell, Heineken, het Rotterdamse Engels, Hilton Hotel, Hago, Storm, het Dijkzigt en Ikazia ziekenhuis.

De Kaapverdiaanse Rotterdammers integreerden makkelijk en tegelijkertijd hielpen zij vanuit Rotterdam hun overzeese families en vrienden met de strijd om de onafhankelijkheid van Kaapverdië, vooral via culturele uitingen en muziek. Denk bijvoorbeeld aan de eerste Kaapverdische platenmaatschappij ter wereld die werd opgericht aan de Beukelsdijk en wereldsterren voortbracht als Césaria Evora, Bana, Ildo Lobo en Os Tubaroes, Zeca di Nha Reinalda en Bulimundo, Livity, Rabelados, Gil Semedo, en moderne sterren als Ferro Gaita en de Rotterdamse Nelson Freitas.

Van Kaap tot Kaap

De onafhankelijkheid werd uitgeroepen in 1975. In 2025 wordt in Kaapverdië de 50-jarige onafhankelijkheid groots gevierd. Nederland feliciteert Kaapverdië door mee te bouwen aan een nieuwe Cruise Terminal die in 2025 zal worden geopend in Porto Grande, Mindelo. Kaapverdianen in Rotterdam willen op hun beurt hun dankbaarheid en erkentelijkheid tonen aan Rotterdam, het ‘elfde eiland’.

Momenteel leven er meer dan 30,000 Kaapverdianen in Rotterdam! Samen met het Verhalenhuis Rotterdam op Katendrecht willen ze de bijzondere band van Rotterdam met Kaapverdië zichtbaar maken met een groot project Van Kaap tot Kaap: een tentoonstelling, een podcast, een boek, een film en een zeereis. We zoeken partners en sponsors die het project helpen te realiseren.

De Eendracht: zeilen naar Kaapverdië

Allereerst wordt eind dit jaar met Zeilschip Eendracht een tiendaagse reis gemaakt langs zes Kaapverdische eilanden, speciaal voor en met jongeren uit (vooral) Rotterdam-Zuid en Katendrecht en de Kaapverdiaanse gemeenschap.
De driemaster Eendracht is 35 jaar geleden gebouwd door Damen Shipyards en heeft Rotterdam als thuishaven. Het is een echt Tall Ship (60 (l) x 13 (b) x 5 (d)), is Nederlands’ grootste gaffeltopzeilschoener en is één van de grootste zeilschepen ter wereld.

Op de Eendracht werken jongeren actief mee en leren en ervaren zij hoe het werken aan boord je verder kan brengen. De Eendracht heeft een maatschappelijke doelstelling, is eigendom van de STC-Group en telt bijna 300 professionele en grotendeels vrijwillige bemanningsleden.

Tijdens de speciale reis zijn er op elk eiland ontmoetingen met verhalen van Rotterdamse Kaapverdianen en worden de Rotterdamse bijdragen in Kaapverdië getoond, zoals de ferryboten, de kades, de botanische tuin tot en met de bouw van de Cruise Terminal. Van deze reis wordt een film gemaakt die in 2025 zowel in het Verhalenhuis Rotterdam als in Cultureel Centrum Mindelo, Kaapverdië wordt getoond.

Sponsors en giften gezocht

De bijzondere zeereis met de Rotterdamse Eendracht voor de jongeren wordt al gefinancierd door het C.J. Jaskifonds. Wij zoeken aanvullende sponsoren die de kosten van de vliegtickets van de deelnemers (naar het vertrek- en eindpunt van het schip op het eiland Sal) alsmede het maken van de documentaire kunnen helpen realiseren, hiervoor is een totaalbudget van minimaal € 35.000 nodig.

Doelgroepen

Jongeren 16 t/m 27 jaar uit Rotterdam, met name Katendrecht en Zuid, vooral zij die niet of niet vaak deelnemen aan culturele activiteiten of de middelen missen om mee te doen. Ook de jonge, derde generatie Kaapverdianen in de stad en de oudsten, de eerste generatie Kaapverdianen in Rotterdam.

Project

Het initiatief is van Jorge Oliveira Lizardo en Melanie Soares van Verhalenhuis Belvédère. Hun (groot)ouders waren een van de eerste Kaapverdianen die zich in Rotterdam vestigden. Zij zijn al meer dan tien jaar de organisatoren van het jaarlijkse São João festival op het Rotterdamse Heemraadsplein. Het festival is in 2020 officieel tot UNESCO Nederlands Immaterieel Erfgoed benoemd.

Jorge zegt hierover: “We hebben als tweede generatie een nog grotere verantwoordelijkheid gekregen om de verhalen, tradities en cultuur te borgen en over te dragen aan jongeren. Om hier actief aan bij te dragen werken wij nauw samen met stichting Verhalenhuis Belvédère.”

Verhalenhuis Belvédère (Rotterdam-Katendrecht) is het eerste huis voor immaterieel erfgoed in Nederland. Belvédère wil de verhalen van mensen en gemeenschappen in de hedendaagse stad zichtbaar maken en ontmoetingen en uitwisseling creëren via luistervoorstellingen, groepsportretten, stadsontdekkingstochten, volkskeukenprogramma’s, erfgoedprogramma’s en (meemaak)tentoonstellingen. De vorm is telkens anders, de werkwijze hetzelfde: gastvrij, positief en persoonlijk. De programma’s en projecten vinden plaats op de meest uiteenlopende locaties én in de thuisbasis, een legendarisch pand op Katendrecht in 1894 al Belvédère geheten. De thuisplek wordt gerund als vrijwilligersbedrijf en wil stadgenoten, van bewoners, ondernemers, schrijvers en makers stimuleren hun passie, talent en vakmanschap in te zetten voor de stad en het geluk van Rotterdammers.

Van Kaap tot Kaap partners

De viering van 75 jaar Rotterdam-Cabo Verde wordt gerealiseerd met hulp van de volgende partijen: stichting De Eendracht, stichting C.J. JaskiFonds, Verhalenhuis Belvédère, Stadsarchief Rotterdam, stichting CCM Centro Cultural de Mindelo and Praia (CV), de Kaapverdische Minister van Zee en Diaspora Jorge dos Santos, de Kaapverdische Minister van Cultuur Augusto da Veiga, de Kaapverdische Minister van Buitenlandse Zaken (voormalig ambassadeur van Kaapverdië in Brussel), het Kaapverdiaanse Consulaat in Rotterdam, ENAPOR CV, Stichting Bruggenbouwers.

Help ook mee! Neem contact op met Linda Malherbe linda@verhalenhuisbelvedere.nl

Added 23 October 2024

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Captain Richard Woodman LVO MNM FNI. 1944-2024

Obituary

Born in London in March 1944, at school Richard Woodman’s great love was sea scouting and he recalled leaving his last GCE examination to take the Portsmouth train to join the yawl Nordwind, on passage to Oslo for the 1960 Sail Training Race. Returning home he attended an Outward Bound Course at Aberdovey, a creditable performance of which saw him accepted as a midshipman in Alfred Holt of Liverpool’s Glen and Blue Funnel Lines with fast cargo-liners trading to the Far East.

He obtained his Second Mate’s Certificate in 1964 and remained with Holts for a further two years, during which he obtained a First Mate’s Certificate. Attracted by the smart vessels of Trinity House he approached them only to be told there were no vacancies, so he spent a winter in the North Atlantic in an Ocean Weather Ship. After big ships this was ‘a transformative experience,’ with ‘much left to the initiative and activity of the officer-of-the-watch.’

In 1967 a vacancy occurred in the Trinity House Service and Woodman joined THV Alert, based in Swansea and tender to the adjacent waters. Two years later he passed for Master in Cardiff. In 1971 he was promoted and moved to Harwich from which port he was to spend the remainder of his career, first in THV Ready and, a year later, THV Patricia. This ship’s duties were even more varied than those of the other vessels, ranging from the routine tasks of buoyage maintenance, lighthouse supply and lightvessel towing, to carrying out inspections with the Corporation’s Board, and occasionally escorting the monarch when embarked in HMY Britannia.

In 1973 Woodman was promoted First Officer, remaining in Patricia, thriving on the multiplicity of tasks his ship was engaged upon. In his spare moments he had ‘begun scribbling’ and in 1980, the same year that he was promoted Commander and took charge of THV Winston Churchill, the first of his Nathaniel Drinkwater historical novels, was published.

During the summers of 1983 / 1984 he and several colleagues were seconded to command chartered deep-water trawlers acting as guardships during the sub-sea operation linking the national grids of the UK and France in Operation CHANNEL CABLE. For much of this time Woodman was Guard Commodore of three ships whose presence in the busy international shipping channel was not only vital, but proved dangerously exciting.

He subsequently commanded THVs Stella and a new Patricia (built 1982) before coming ashore in 1991 to join Trinity House operational management at Harwich. His publisher, John Murray, commissioned him to write Arctic Convoys, 1941 – 1945, which was published to critical acclaim in 1994. He followed this with Malta Convoys and The Real Cruel Sea, a prize-winning study of the Merchant Navy in the Battle of the Atlantic.

Several of his books won prizes, others such as Voyage East, an account of a Blue Funnel liner’s voyage to the Far East, became a classic of the genre. He produced a five-volume history of the Merchant Navy – ‘this country’s greatest squandered asset,’ and a magisterial history of East India Company shipping. This last he published privately as he did not ‘want any editor cutting it down.’

In 2006 he was elected to the Trinity House Board, the first staff member to be so honoured.

He died on 2 October aged 80.

Paul Ridgway
Africa Ports & Ships
London

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Charter Link Logistic opens office in South Africa

Africa Ports & Ships

Charter Link Logistic, an international specialist in ocean consolidation services (LCL), with headquarters in Hong Kong and branches worldwide, has announced the opening of its South African office, its 62nd office internationally.

In a statement Charter Link said South Africa is within the fastest growing international trade corridors.

“It makes perfect sense for our group to invest into this thriving gateway, anticipating the impetus of the African Continental Free Trade Agreement (AfCFTA), a key part of the African Union’s Agenda 2063.” said Dr. Michael C Tsui, Charter Link’s executive director.

Charter Link South Africa head office will be based in Durban where Natasha Kassipersad is in charge, with the position as director. Kassipersad has a proven, long-standing experience in logistics and LCL cargo consolidation.

“We strive to elevate the logistics industry by adding value to meet and exceed customers’ expectation”, Kassipersad said.

“Backed by the Charter Link’s global network, we are committed to delivering solutions that empower our clients to navigate in the international shipping landscape. We look forward to building strong relationships with the South African Logistics communities.”

Further information is available at see here

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WHARF TALK: multi-purpose dry cargo vessel – KAROLINE

Pictures by ‘Dockrat’ and…    
Government of St Helena
Story by Jay Gates

As most casual maritime observers in South Africa might be aware, there had been a traditional Royal Mail passenger service between the United Kingdom and South Africa from September 1857, until October 1977. It started when the Union Steamship Co. Ltd., of Southampton, was granted the contract to carry the Royal Mail between the United Kingdom and the Cape Colony.

On 15th September 1857, the mailship ‘Dane’ sailed from Southampton on the first mail run of the company, with a routing of Southampton- Plymouth- Cape Town- Simonstown- St. Helena- Ascension Island- Southampton. The last passenger mailship run took place with ‘S.A. Vaal’ when she sailed from Cape Town on 10th October 1977. The last true mailship run was actually by the ‘Southampton Castle’ which sailed from Cape Town on 24th October 1977.

Throughout this period, the mail packets of the intermediate services of the combined Union Steamship Co. Ltd., and the Castle Mail Packets Co. Ltd., who amalgamated on 8th March 1900 to become the famous, and well-known, Union-Castle Mail Steamship Co. Ltd., continued to serve St. Helena and Ascension Island. However, the withdrawal of Union-Castle from this route in late 1977 meant that there was no service to the islands. The British Government frantically looked around for a suitable replacement vessel.

The British Government found the 1963 built passenger cargo vessel ‘Northland Prince’ from her Canadian owners, to fulfill the role of servicing St. Helena, and Ascension Island. She was purchased by a partnership between the St. Helena Government, and Curnow Shipping Co. Ltd., of Falmouth in Cornwall. For the nomenclature aficionado, Curnow is the anglicised form of ‘Kernow’, which is the ancient name for Cornwall. Refitted to carry 76 passengers, ‘St. Helena’ entered service in September 1978 to cover a route from Avonmouth- St. Helena- Cape Town.

Within a decade, it became clear that ‘St Helena’ was not big enough for the service, and so a new, more famous ‘St. Helena’ was built in Aberdeen, and entered service in 1990 and operated a varied service between Portland- St. Helena- Cape Town, ending up in her latter years running Cape Town- St. Helena- Cape Town. Her demise came about with the completion of the new airport on St. Helena, when a mail ship was no longer required. She sailed on her final voyage from St. Helena to Cape Town on 10th February 2018, In April 2018 she was sold.

With passengers now being able to reach St. Helena by air, flying with the South African airline ‘Airlink’ from Johannesburg, it became obvious that a cargo only service was required for the islands. Over the next six years, operators ran a cargo service from Cape Town to St. Helena, which was replaced by a service from Luanda to St. Helena. This latter service was not a great success, as Cape Town was a preferred terminal port. A new contract was tendered by the St. Helena Government. The new contract was awarded to a surprising, but well known, company.

In December 2023, MACS Maritime Carrier Shipping GmbH & Co., of Hamburg in Germany, who operate a regular service from Northwest Europe to Southern Africa, and whose good looking vessels are regular callers in all South African ports, were awarded the new five year contract to provide the cargo shipping service to St. Helena, with an inducement to serve Ascension Island.

The inaugural sailing, from Cape Town, of this new service would link with the scheduled service of the MACS vessel ‘Golden Karoo’, from Immingham in the United Kingdom, which would arrive in Cape Town in February 2024. Cargo from the UK, would be transshipped across to the new cargo vessel that MACS would charter to operate the new service, on a route from Cape Town- St. Helena- Ascension Island (on inducement)- Walvis Bay- Lüderitz- Cape Town- Mossel Bay (on inducement)- Cape Town.

The vessel chosen to operate the new MACS service was the multi-purpose dry cargo vessel ‘Karoline’ (IMO 9375874). Her first sailing to St. Helena was scheduled to be on 6th March 2024, with an arrival at St. Helena scheduled for 13th March. The service provided by ‘Karoline’ would be able to accommodate dry van containers, reefers, LCL cargo, breakbulk and project cargo, with a sailing frequency from Cape Town to be monthly.

Unusually, she was built by Slovenske Lodenice AS shipyard, at Komárno in the Slovak Republic. The Slovenske Lodenice AS shipyard lies on the banks of the River Danube, a full 981 nautical miles from the open sea, which is the Black Sea. Komárno is the principal port for the land locked Slovak Republic.

With her keel laid in April 1998, it took until June 2006 before ‘Karoline’ was launched, and only being commissioned in December 2006. She is 87 metres in length, and has a deadweight of 3,345 tons. She is powered by a single MaK 6M25 six cylinder, four stroke, main engine producing 2,692 bhp (1,980 kW), which drives a controllable pitch propeller for a service speed of 12 knots.

Her additional machinery includes two Scania DI-12-62M generators providing 315 kW each, and a single Sisu 634DSBIG emergency generator providing 47 kW. She has a single oil-fired boiler, and for added manoeuvrability she has a bow Schottel STT110 transverse thruster providing 185 kW.

She has a single hold measuring 56 x 10 metres, with a cargo capacity of 4,615 m3, and a cargo carrying deck strength of 20 tons/m2. She has a container carrying capacity of 167 TEU, and which includes deck plugs for reefers. She is a geared vessel, and is equipped with two NMF cranes, both port side offset, and each with a lifting capacity of 35 tons, and able to lift 70 tons when used in tandem.

For her current voyage, ‘Karoline’ had arrived off Cape Town, from Lüderitz in Namibia, at 10:00 in the morning of 11th October. She had entered Cape Town harbour, and proceeded into the Duncan Dock, and went alongside H berth to begin her voyage discharge, and begin her loading for St. Helena. The forthcoming voyage was promulgated as being, effectively, her Christmas voyage, and for any festive cargo destined for St. Helena, a closing date of 14th October was given for it to be processed and ready to load onto ‘Karoline’.

With an operating crew of 12 persons, ‘Karoline’ is owned by Jens und Waller GmbH, of Drochtersen in Germany, whose company houseflag is displayed on her funnel. The vessel is operated by MACS Maritime Carrier Shipping GmbH, of Hamburg in Germany, and she is managed by Reederei Jens und Waller GmbH, also of Drochtersen, which lies on the banks of the Elbe River, 38 nautical miles downriver from Hamburg.

On St. Helena, the normal method of offloading cargo was for the vessel to anchor off Jamestown, and for the cargo to be lowered into lighters, which would take the cargo to a quayside for discharging. However, the sheer quantity of the building materials and equipment required to construct the new airport on the island made this traditional offloading method unviable. What was required was a proper sheltered dock, and quayside.

Just 3.5 km from Jamestown, lies Ruperts Bay, located at 15°55’ South 005°42’ West, and which is connected to Jamestown by road. It was decided that a wharf would be built here, which would consist of an outer breakwater, that would also act as a quay. It was to be 118 metres in length, and there would also be a slipway provided. The construction costs would be funded by the Department for International Development, of the British Government.

The construction would consist of a total of 400 concrete blocks, each weighing 27 tons, which would make up the wharf, and which would be protected by 1,600 core-loc TM blocks, each weighing 7 tons, and which are better known to the casual maritime observer in South Africa as ‘Dolos’, or ‘Dolosse’.

A dolos is a wave-dissipating concrete block used as a form of pier breakwater. It is a type of tetrapod, weighing up to 8 tonnes, and which are used to build revetments for protection against the erosive force of waves from the ocean. When laid, their design key features are of twisted protruding stubs. It is that design feature helps them lock together, thus creating a stable base wherever they are placed. The design of the dolos is credited to Eric Mowbray Merrifield, who was the one-time East London Harbour Engineer between 1961 and 1976.

With the airport scheduled to open for commercial air traffic in 2016, the construction of the Ruperts Bay wharf was commenced in 2014. It was designed with a depth of 7 metres, and able to accommodate a vessel of up to 105 metres in length, with a beam of 17 metres, a laden draft of 5.5 metres, and a deadweight of 6,400 tons. The quayside could store up to 200 TEU, with cargo being handled by two Sennebogen mobile harbour cranes.

The opening of the Ruperts Bay wharf was delayed due to concerns about rockfalls from nearby cliffs. These were resolved by 2020, and the wharf was finally commissioned for use. The wharf is not only connected to nearby Jamestown, but also by a new road linking Ruperts Bay to the new St. Helena Airport, which lies 13.5 km away. Whenever a vessel arrives at Ruperts Bay wharf to work cargo, the whole of the Lower Ruperts area, including the beach area, are permanently closed to public access, until all cargo operations are completed.

The loading of ‘Karoline’ for her ‘Christmas’ run to St. Helena was completed after three days alongside, and she sailed from Cape Town at 08:00 in the morning of 14th October, as scheduled, with her AIS showing her estimated time of arrival at Ruperts Bay set for 06:30 on the morning of 21st October.

The MACS published monthly sailing schedule of ‘Karoline’, to and from St. Helena, links directly to both the MACS schedules to the ports of Northwest Europe, and especially to the UK, and also to the MACS schedule to the Eastern seaboard of the USA, both out of Cape Town, allowing for excellent worldwide connections for the island. Her call at Lüderitz also allows for Namibian cargo to connect to these same services, as well as her induced calls to Mossel Bay.

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In Conversation: Joe Biden in Africa: US president has ignored the continent for his entire term – why he’s visiting Angola

Africa Ports & Ships

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DP World goes ahead with £1 billion expansion of London Gateway

Africa Ports & Ships

Global logistics giant DP World is to go ahead with a £1bn expansion of London Gateway terminal to make it Britain’s largest container port within five years in a boost to the volume and resilience of international trade.

The investment had been in doubt after several ministers in the UK Labour Government repeated criticism of labour practices P&O Ferries, which is owned and operated by DP World.

Rapid behind scenes diplomacy managed to soothe ruffled feathers and the DP World delegation subsequently agreed to attend the International Investment Summit held in the UK last week. The investment in London Gateway was unveiled during this gathering.

DP World will increase capacity of London Gateway’s port by building two new shipping berths, taking the total to six berths able to receive the world’s largest container ships. The site will also see a second rail terminal added to handle the expected increase in containerised trade.

By the end of the decade, the full quayside stretching more than 2.5km in length will be able to simultaneously receive six vessels, each more than 400 metres long, and boast Europe’s tallest quay cranes at the height of the Big Ben.

The expansion will create a further 400 permanent new jobs, in addition to the 1,200 currently employed at the site, and is the culmination of a rapid growth plan for the Thames Estuary hub which opened in 2013 and has been a catalyst for economic regeneration in south Essex.

London Gateway is an important terminal for South African and other African imports and exports.

The expansion will take the total invested by DP World at London Gateway to more than £3bn, converting the site of a former oil refinery into one of the UK’s largest and most important logistics hubs. The site has most recently seen the addition of a £350m fourth berth, the first to be powered entirely by electricity, and which will soon accept its first ship.

DP World has established Europe’s largest logistics park, employing 1,500 workers, as a counterweight to the Midlands-based ‘golden triangle’ of UK logistics. Tenants at the park benefit from storage, warehousing and distribution services linked to excellent rail freight and motorway connections, and quick access to the important consumer market of London and the South East. Fast-track planning consent enables businesses to erect new facilities in response to demand.

“DP World London Gateway will help make Britain’s trade flow in the future by connecting domestic exporters with global markets and delivering vital supply chain resilience for the whole economy,” said Sultan Ahmed bin Sulayem, Group Chairman & Chief Executive Officer at DP World.

“I am proud of this major investment which underlines DP World’s long-term commitment to the UK.”

Ernst Schulze, Chief Executive Officer for Ports & Terminals at DP World UK, said that as this commitment demonstrates, London Gateway’s location and transport infrastructure are ideally placed for expansion.

“With extra capacity comes the reliability and supply chain resilience so important to our customers and consumers, especially in uncertain times such as the pandemic and disruption due to geopolitical events,” he said.

Subject to planning approval and regulatory requirements, the expansion is expected to significantly increase the volume of trade at the port which currently handles approximately nearly 2 million TEU annually.

DP World plays an increasing role in the UK economy, employing 5,500 workers across a wide portfolio of logistics services.

As well as owning London Gateway and operating Southampton’s container terminal, it is also a major logistics provider, offering customers bespoke services in warehousing, transport and port- centric logistics across a wide variety of sectors, such as automotive and perishables.

Three quarters of imported containerised perishable goods are handled at London Gateway and its sister port in Southampton.

In addition to its hubs at Southampton and London Gateway, DP World’s offer includes logistics, forwarding and European transport capabilities, all of which are being integrated into the company’s global network. Operating in 78 countries, DP World handles 10 per cent of world trade.

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Xeneta Summit: Shipping giants reinforce confidence in Gemini alliance service reliability ambitions

Africa Ports & Ships

The two men leading Hapag-Lloyd and Maersk into the new Gemini Cooperation joined together on stage at the Xeneta Summit in Amsterdam last week to reinforce their confidence in the new alliance achieving its ambition of 90% service reliability.

The Gemini Cooperation, which comprises the two ocean container shipping giants, will begin operating on 1 February next year, with a new hub and spoke approach of mainliner and transshipment services designed to increase reliability.

Rolf Habben Jansen, CEO of Hapag-Lloyd, and Kenni Skotte, Vice President and Head of Ocean Network Product at Maersk, took part in a panel discussion at the Xeneta Summit in Amsterdam on Thursday to answer questions on how Gemini can achieve its ambition of 90% service reliability when global reliability across all ocean container shipping carriers in the market stands at 53%.

Skotte said: “We are confident of the 90% number because we believe we can do it. But I recognize when people look at schedule reliability in the market today it’s hard to imagine.

“If we sit here again next year, we will have a very different discussion because by then we will have been able to prove that it works.”

Gemini Cooperation will cover seven trades and offer 57 services including mainliner and dedicated shuttle services. Habben Jansen and Skotte both told the Xeneta Summit that increasing use of transshipment networks will allow for more stable and reliable services for shippers.

Habben Jansen said: “Transshipment services are increasing from 35% to 45% but we are going to do it in a much more structured and planned manner at hubs we control ourselves.

“Hubs have more capacity than is strictly required and that is very much a choice. We don’t operate hubs to make money, we operate hubs to make the network work. More cranes, more space than one would normally do with multiple terminals we can access.

“What gives us confidence is the way the whole system has been designed, because it’s very much about being able to isolate delays. Whereas today what we tend to see is a delay of one or two delays snowballs into significant delays and that has a ripple effect.”

Cape of Good Hope route

The Gemini Cooperation recently confirmed its ships will sail around the Cape of Good Hope in Africa when it begins operating in February due to ongoing conflict in the Red Sea. Both Skotte and Habben Jansen confirmed this will not impact Gemini’s target of 90% reliability.

Habben Jansen said: “In today’s challenging environment, our network can cover both scenarios – whether through the Red Sea passage or around the Cape of Good Hope – ensuring we maintain the same industry-leading reliability.

“The Gemini Cooperation is designed in response to the evolving needs of our customers in an increasingly dynamic and volatile industry.

“In this context, our hub-and-spoke model allows us to operate a lean network by leveraging central hubs, all while preserving the global coverage our customers have come to rely on.”

Skotte added: “We believe our new innovative ocean network will significantly improve schedule reliability to the benefit of our customers and set a new and very high standard in the industry.”

Xeneta is a leading ocean and airfreight data and intelligence platform and the annual summit brings together hundreds of stakeholders from across the industry for two days of keynote speeches and panel discussions on the most important issues facing global supply chains.

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EU naval ops off Africa under the spotlight

by defenceWeb

European military interests came under the microscope of the European Union Chiefs of Defence military committee meeting in Hungary last week with Africa featuring by way of naval operations.

Chiefs of Defence of 27 EU member states and four Western Balkan countries gathered in Budapest to shape the future of Europe’s defence ensuring freedom, security and prosperity for its citizens, a statement read in part.

“EU military committee meetings are held twice a year at defence chiefs’ level, to discuss the current security environment and provide the best possible military advice, making EU an even stronger and more capable security provider for its member states,” the statement has it.

All military activities in the EU framework are directed by the military committee, particularly planning and execution of military missions and operations under the Common Security and Defence Policy (CSDP). “The EU must be ready to comprehensively manage crises, protecting its citizens and assisting its partners based on their needs.”

Number one on the five item agenda was EU naval operations in the north-western Indian Ocean. This was followed by mitigating capability shortfalls, the EU rapid deployable capability (RDC) becoming fully operational; support to Ukraine and western Balkan countries participation in CSDP initiatives.

On the Red Sea and Indian Ocean waters adjacent to the African east coast, the EU statement noted much was achieved since the May meeting including the first-ever EU naval operation in a non-permissive environment – EU NavFor Aspides in the Red Sea.

In the north-western Indian Ocean two EU naval operations – Aspides and Atalanta – have overlapping areas of responsibility. Both provide and enhance maritime security to safeguard freedom of movement on international waters.

The importance of these operations is evident in continued Houthi attacks on shipping, which have killed several sailors and damaged or sunk numerous vessels, and resurgent Somali pirates, who have hijacked more than half a dozen vessels this year.

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

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SA Port Statistics for September 2024

By Africa Ports & Ships

Port statistics for the month of September 2024, covering the eight commercial ports under the administration of Transnet National Ports Authority, are now available.

The statistics here reflect port cargo throughputs, ships berthed and auto and container volumes handled together with liquid and dry bulk volumes.

Motor vehicles are measured in vehicle units being the equal of 1 tonne per unit.

Containers are counted in TEUs, with each TEU representing 13.5 tonnes.

Figures for the respective ports during September 2024 are:

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

PORT	September 2024 million tonnes
Richards Bay	6.501
Durban	7.340
Saldanha Bay	6.616
Cape Town	1.551
Port Elizabeth	1.231
Ngqura	1.585
Mossel Bay	0.059
East London	0.207
Total all ports	25.200 million tonnes

CONTAINERS (measured by TEUs) during September 2024
(TEUs include Deepsea, Coastal, Transship and empty containers all subject to being invoiced by NPA

PORT	September 2024 TEUs
Durban	270,497
Cape Town	84,488
Port Elizabeth	10,558
Ngqura	65,083
East London	1,633
Richards Bay	0
Total all ports	438,782 TEU

MOTOR VEHICLES RO-RO TRAFFIC (measured by Units- CEUs) during September 2024

PORT	September 2024 CEUs
Durban	47,400
Cape Town	8
Port Elizabeth	18,363
East London	7,258
Richards Bay	11
Total all ports	73,040

SHIP CALLS for September 2024

PORT	September 2024 vessels	gross tons
Durban	269	9,565,742
Cape Town	193	3,633,955
Richards Bay	131	5,905,834
Port Elizabeth	59	2,084,240
Saldanha Bay	69	4,385,291
Ngqura	61	2,874,412
East London	24	780,495
Mossel Bay	19	105,664
Total ship calls	825	29,335,633

— source TNPA, with adjustments regarding container weights by Africa Ports & Ships

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In Conversation: Egypt-Ethiopia hostilities playing out in the Horn – and that port!

Africa Ports & Ships

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Construction underway with Angolan BR71 Mk II corvettes

by Guy Martin

French shipyard Constructions Mécaniques de Normandie (CMN) has completed the hull of the first BR71 Mk II corvette for the Angolan Navy, with the other two vessels to be built in the United Arab Emirates (UAE) under a technology transfer agreement.

Steel was cut for the first corvette in December 2023 and the hull was laid down in March, with fitting out of the first vessel commencing ahead of delivery in 2026. The other two vessels will be built by Abu Dhabi Ship Building (ADSB) and delivered by 2027, with steel for the second vessel to be cut in October. The UAE shipyard previously built five Baynunah sister ships for the Emirati Navy.

In February 2023 Angola signed a 1 billion euro deal with the UAE’s Edge group that will see Edge subsidiary ADSB deliver a fleet of vessels to the Angolan Navy.

The Combattante BR71 Mk II is an advanced variant of the Baynunah class (BR71 design) corvette developed by French shipyard CMN, a part of Privinvest Shipbuilding Group. The vessel is designed for littoral warfare defence operations against air and surface threats, patrolling tasks, law enforcement and intelligence, surveillance and reconnaissance (ISR) missions.

It has a crew of 50 and maximum speed of 30 knots, with range of 2,500 nautical miles at 12 knots. Four MTU engines drive two steering and two booster water-jets. It can accommodate a 5 ton class helicopter on a rear deck and two six metre RHIBs. According to Mer et Marine, the Angolan BR71 Mk IIs will be fitted with eight Exocet MM40 anti-ship missiles, a VL Mica surface-to-air missile system, and a Simbad-RC short-range air defence system, along with a 76 mm gun turret supplied by Leonardo. French company Lacroix will supply anti-missile decoy systems.

Operating from a 330,000 square metre shipyard in Abu Dhabi, ADSB builds corvettes, offshore patrol vessels and fast patrol boats for military customers, and commercial vessels for the oil services industry. The company also offers a full range of maintenance, repair and refit, upgrade and conversion, as well as design and engineering consultancy services. ADSB has built half a dozen Baynunah class corvettes for the UAE Navy, with the lead ship constructed in France by CMN.

It is not clear if the BR71 Mk II contract follows on from a 495 million euro 2016 contact between Angola and Privinvest that was to see the establishment of a shipyard in Angola and the supply of several naval vessels. It is believed the 2016 deal was scaled back significantly following pressure from the International Monetary Fund.

In addition to the BR71 Mk IIs, Mer et Marine reported that the Angolan Navy has also ordered three 43 metre long Ocean Eagle trimaran patrol boats from CMN, and two 70 metre long LCT 200-70 tank landing craft. The first Ocean Eagle was delivered in November 2022 and the first LCT in mid-2023. The second LCT was launched in March and should be delivered in early 2025. Construction of the other two Ocean Eagles is underway at the Exail shipyard as production has been subcontracted there.

EDR magazine reported that the 1 billion euro Angolan deal also includes five 16 metre long 160 Sea Keeper cargo and transport vessels and six 12 metre long 120 Fast In-shore Platforms. A five-year Integrated Logistic Support and Integrated Service Support package is also included, as well as six HT-100 VTOL unmanned aerial systems, produced by Anavia of Switzerland of which Edge acquired the majority shares in November 2023, two of which will be embarked on each BR71 Mk II corvette.

According to the International Institute for Strategic Studies, the Angolan corvette contract included an export-credit financing package to help Angola finance the acquisition.

CMN previously supplied three HSI 32 patrol craft to Angola, with deliveries in 2019.

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

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World Maritime University MSc courses: First GHG-SMART scholars

Edited by Paul Ridgway 
Africa Ports & Ships
London

Two maritime professionals from Uganda and Zambia have begun their Master’s courses at the World Maritime University (WMU), with full scholarships from the IMO – Republic of Korea GHG-SMART project.

Uganda and Zambia

Mr Abel Bwikizo Bakahuuna, Marine Licencing Officer at the Ministry of Works and Transport, Maritime Administration Department of Uganda, and Ms Dorica Nayame, Health, Safety, Security and Environment Officer at the Ministry of Transport and Logistics, Department of Maritime and Inland Waterways of Zambia, have begun their 2024-2025 programme for an MSc in Maritime Affairs – Maritime Energy Management at the WMU in Malmö, Sweden.

First two scholarships; ROK funding

They are the first two recipients of the scholarships under the Recognition Scheme of the GHG-SMART project. The project, funded by the Republic of Korea and implemented by IMO, supports least developed counties (LDCs) and small island developing States (SIDS) in maritime decarbonisation through targeted capacity building.

The two full scholarships for the WMU are provided to the top performing trainees from each annual cycle to enable post-training continued learning and development opportunities.

Land-locked LDCs

Uganda and Zambia are both land-locked LDCs and their participation in the GHG-SMART project highlights the importance of the integration of landlocked LDCs in the global maritime framework for a just transition.

Land-locked LDCs have no direct access to sea and often depend on ports of neighbouring coastal countries for trade.

According to the United Nations Convention on the Law of the Sea (UNCLOS), every State, whether coastal or land-locked, has the right of access and navigation on the high-seas. Many land-locked countries have large navigable lakes and rivers for cargo and passenger vessels that can play critical roles in supply chains.

As the maritime sector prepares itself for a just and equitable transition, the GHG-SMART project continues to support LDCs and SIDS: 20 SIDS and 18 LDCs, including four land-locked LDCs, have participated in the GHG-SMART project to date.

Meet the students

Mr Abel Bwikizo Bakahuuna from Uganda, introduced himself by saying: ‘As a marine licensing officer in the Ministry of Works and Transport, Maritime Administration Department, Uganda, I am responsible for registration, inspection and licensing of ships as well as policy formulation. The GHG-SMART project helped me understand relevant maritime policy frameworks which enabled me to further engage with various stakeholders from our ministry and IMO MEPC meetings to deliberate on issues related to GHG emissions reduction in shipping.

“I hope to share the knowledge gained from the GHG-SMART project and support the development and decarbonization efforts in the maritime sector nationally, regionally and globally.”

Ms Dorica Nayame from Zambia continued: “As a Health, Safety, Security and Environment Officer (HSSEO) at Mpulungu Harbour Corporation Limited (MHCL), under the Ministry of Transport and Logistics, Department of Maritime and Inland Waterways, Zambia, I superintend on MHCL’s Occupational Health Safety, Security and Environment matters.

“On a personal level, I humbly and deeply appreciate the rare opportunity to be awarded a scholarship to study Master in Maritime Affairs – Energy Management at the World Maritime University, through the GHG-SMART Project’s Recognition Scheme.

For more information

Readers wishing to learn more about the IMO-RoK GHG-SMART project are invited to see the link here

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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.

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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.”

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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.

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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.

Added 17 October 2024

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News continues below

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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GENERAL NEWS REPORTS – UPDATED THROUGH THE DAY

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

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

PORT	September 2024 million tonnes
Richards Bay	6.501
Durban	7.340
Saldanha Bay	6.616
Cape Town	1.551
Port Elizabeth	1.231
Ngqura	1.585
Mossel Bay	0.059
East London	0.207
Total all ports during September 2024	25.200 million tonnes

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Terry Hutson