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TODAY’S BULLETIN OF MARITIME NEWS

Newsweek commencing 27 October 2024.  Click on headline to go direct to story : use the BACK key to return.  

FIRST VIEW:   SURVILLE

• Medium-Term Budget Policy Statement (MTBPS) must apply stents to the transport arteries of South Africa
• Xeneta: European importers should not be spooked by ocean container carriers’ desperate efforts to drive up freight rates
• China-South Africa – a rates comparison
• Mozambique Government awards port terminal concession to Chinese Group
• Beira’s Macúti Lighthouse to undergo rehabilitation
• Dryad Global’s Maritime Security Threat Advisory: Key Global Hotspots and Recent Incidents
• CMA CGM & Morocco’s Marsa Maroc to jointly operate Nador West Med container terminal
• In Conversation: Brics+ could shape a new world order, but it lacks shared values and a unified identity
• Durban port weather warning – approaching SW ‘buster’
• Lobito Corridor concession boasts over 3,000 train operations
• WHARF TALK: multi-purpose heavylifter – BBC FIJI
• Cameroon: transport liability and compensation regime
• Navigating the challenges of underwater radiated noise: A win-win for emissions and ocean health
• Cape Town marks the start of 2024/25 summer cruise season
• Drillship Santorini arrives at Mopane-1 off Orange River mouth
• IMO: Spain hosts 2024 WMD Parallel Event
• DCT Pier 2 decision significantly impacting private sector involvement
• WHARF TALK: Leviathan – ANTHEM OF THE SEAS
• UK-Germany Trinity House Agreement on Defence
• W.Cape Government concerned with slow pace of Cape Town port upgrades
• Tridock plans large graving dock for Walvis Bay – report
• 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

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

Africa Ports & Ships

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Masthead:  PORT OF CAPE TOWN

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FIRST VIEW:  SURVILLE

It’s not that often that we see a French-owned tanker calling at the port of Durban. The recent arrival of the LPG tanker Surville (IMO 9666974) made one of the exceptions when she arrived in the port on 27 September 2024.

Surville was built in 2014 at the Hyundai Mipo Dockyard in Ulsan, South Korea. Her owner is Geogas Maritime, based in Paris, France (which is about as French as one can get) and her operator is Geogas of Geneva, Switzerland.

The tanker’s gross tonnage is 23,179 tonnes and her deadweight is 26,194 tonnes.

The vessel sailed from Durban bound for the Middle East where she awaited orders. The tanker is currently off the Mumbai outer anchorage having arrived from Kandla.

Geogas Maritime is part of the Geogas Group, a company that dates back to the pioneering days of gas transportation. Today, Geogas operates with a focus on seaborne trading and transportation of LPG, with a fleet of around 50 tankers either directly owned or chartered.

Surville is one of those owned directly.

Together these tankers, ranging in size and types from 4,000m3 to 90,000m3, are in the pressurised, semi-refrigerated and fully refrigerated sectors.

The surname Surville is French and believed to be of Norman origin.

Pictures by Keith Betts

Africa Ports & Ships

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Medium-Term Budget Policy Statement (MTBPS) must apply stents to the transport arteries of South Africa

Africa Ports & Ships

By Gavin Kelly 
Chief Executive Officer
Road Freight Association

The Department of Transport (DoT) prides itself in stating that transport is the “Heartbeat of South Africa’s Economic Growth and Social Development”. The Road Freight Association (RFA) notes that this must be borne out in the direction and commitment shown by the Minister of Finance, Enoch Godongwana – especially with regard to the prioritisation of spending and the focus on fiscal control and the clear understanding of what our transport requirements are.

This is the first opportunity for the government of national unity (GNU) to effect long-term behavioural change (and direction) in government spending and budgeting, which will greatly influence future prospects of the general economy of South Africa.

We come from an era of very poor fiscal control – coupled with waning growth and development underpinned by the loss of global and local business confidence. This recipe can only result in a failed national economy – and the critical ingredients of fiscal control and discipline, prudent investment and support of entrepreneurial growth through business germination policies must be added now.

It is common knowledge that a plethora of political, social, economic and institutional challenges has dwarfed the enthusiasm of government. However, the opportunities to turn around the status quo, as well as the abundance of fresh approaches and ideas to resolve the challenges – far outweigh the recent events and poor showing.

Investments

The Association reiterates its call that government needs to invest in infrastructure, equipment, processes and cooperative platforms that will make South Africa the place where business (from all over the global market) would want to be, creating an environment where these businesses would be able to grow, flourish, develop, enhance and research their own products and processes and, in so doing, be able to efficiently and effectively market and deliver (sell) these products to any customer, anywhere in the world.

Government spending in areas where no value or real service delivery accrues (at an ever-increasing quantum realising over 230% since 2008) must be reversed – or at the very least quantified in terms of benefit to revenue into the country. The public sector wage bill has mushroomed by 220% since 2008 – and this has had no other effect – other than raising state employee wages, without the consummate increase in service delivery.

Sovereign debt had increased to R5.2 trillion by 2024 with another addition of R365 billion being projected for 2025. South Africa cannot continue to service such rapidly increasing debt levels.

Logistics supply chain under threat

It is not a secret that the logistics supply chain is under threat, with Transnet and its subsidiaries holding the monopoly on all the key aspects (eg. ports and railways) in the logistics supply chain – apart from the road freight logistics sector (including warehousing and related activities).

Government is acutely aware of the status quo – even having gone so far as to the President having invoked the National Logistics Crisis Committee (NLCC). Transnet’s high debt (around R230 billion) and a maintenance backlog (around R70 billion) are among the most serious stumbling blocks to its recovery plan – reported to the Parliamentary Portfolio Committee on Transport on 15 October 2024.

Transnet and maintenance backlogs

Further: Transnet informed the committee that relating to the maintenance backlog, there were significant infrastructure maintenance backlogs for all networks estimated at R51.4bn for network restoration, and R19.2bn for sustaining costs to the core network.

Declining asset conditions have resulted in reduced network capacity, poor reliability of key corridors and declining port and rail volumes resulted in reduced network capacity, poor reliability of key corridors and declining port and rail volumes. (IOL: 16 Oct 2024)

The RFA notes the references to some transport projects – notably the Gauteng Freeway Improvement Plan (GFIP) – e-tolls), vague references to passenger transport and the Passenger Rail Agency of South Africa (PRASA) and a fleeting nod to developing landside facilities at the Port of Cape Town.

There was no mention of any immediate action to deal with the equipment at our ports – which almost singularly cripple operations, nor key handling and infrastructure to ensure rail moves bulk commodities.

State run logistics monopoly

It does not come as a shock then, neither a wondrous revelation, that the Minister of Finance (through the MTBPS) needs to take into consideration the dire state of the state run logistics monopoly (in so far as the ports, rail, pipelines and airports are concerned) and to either heavily invest in these modes under sound direction from the private sector, or to engage in real co-operation through the transfer of these ailing facilities, infrastructure and networks to the private sector so as to ensure that the logistics chain does not collapse, that repair and enhancement can occur timeously, and that South Africa can effectively play a role in regional and international logistics networks.

Solid funding, with clearly defined deliverables, clearly identified accountable entities and individuals and a networked plan to ensure the development of freight nodes, villages, pathways, routes and chains will ensure the gradual and enhanced development of a nuanced and intertwined co-operative logistics supply chain – both to drive domestic business and economy as well as to grow business, increase employment and provide the foundation for a quantum leap in trade efficiencies and capabilities.

In conclusion: Apart from the R5 billion or so earmarked to SANRAL for the GFIP (the etoll saga) – there are no allocations to address the dire straits that our ports and rail find themselves in. Perhaps this is so private sector can play a larger (or a more efficient and involved) role in getting our logistics network back on track.

We haven’t much time to resolve this. Even more worrying – we don’t have the financial depth required to reverse the decay. Road won’t be able to carry this indefinitely – huge investment in terms of maintenance, refurbishment and development will soon come knocking there too.

A realistic, sober and considered MTBPS – but a concerning one in terms of the future of transport networks and the logistics supply chain of South Africa.

Added 31 October 2024

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Xeneta: European importers should not be spooked by ocean container carriers’ desperate efforts to drive up freight rates

Africa Ports & Ships

Ocean container carriers are desperately trying to push spot freight rates up in early November to halt the market decline and strengthen their hand during negotiations with European shippers for new long-term contracts.

Latest data from Xeneta – the leading ocean and air freight rate intelligence platform – shows average spot rates on the major fronthaul trades from the Far East to North Europe and the Mediterranean are set to increase on 1 November between 15-25%.

Average spot rates currently stand at USD 3,390 per FEU (40ft container) into North Europe and USD 3,430 per FEU into the Mediterranean, having both declined dramatically since the end of August by -55% and -49% respectively.

Peter Sand, Xeneta Chief Analyst, said: “European shippers could be spooked by the spot rate hike in early November, but they should not be.

“Carriers are desperate to keep the spot market elevated and halt the recent heavy declines. It is clear there is still volatility in ocean supply chains and carriers will point to the ongoing impact of conflict in the Red Sea, but the fundamental direction of the market is downward and the November rate increase is unlikely to stick for too long.”

Long term contract market falling

Many European shippers are currently locked in negotiations with ocean container carriers for new long-term contracts coming into force in January. An elevated spot market could strengthen a carrier’s negotiating position if it places upward pressure on the long-term market.

However, the Global Xeneta Shipping Index (XSI®), which measures all valid long-term rates in the market, fell in October for the first time in three months, down 5.6% to 157 points.

The XSI® sub-index for Far East Exports, which includes the major fronthauls to North Europe and Mediterranean, also fell by 7.5% in October to stand at 194.4 points.

Sand said: “Shippers should be buoyed by the latest data showing long-term rates are falling globally as well as at a trade level between the Far East and Europe.

“At the end of August, shippers on the Far East to North Europe trade were paying USD 4,420 more to move a container on the short-term spot market compared to the long-term market. That spread has narrowed to just USD 389 – most importantly for shippers, it is because the short-term market is falling rather than the long-term market rising.”

Tough negotiations

Sand believes negotiations between shippers and carriers for new long-term contracts could be challenging due to the market volatility during 2024 following escalation of conflict in the Red Sea.

He said: “Both shippers and carriers can put forward compelling arguments. Carriers will point out that average spot rates from the Far East to North Europe are still up 224% compared to 12 months ago and that the primary reason for this massive increase – the Red Sea conflict – will continue into 2025.

“Shippers will be closely monitoring the market data and point towards declining spot rates in recent months to push back strongly against increases in their new long-term rates.

“It is crunch time for shippers and carriers because neither side wants to be exposed to ongoing market volatility in 2025 by locking into long term rates that are either too high or too low. That is why the market is turning more towards index-linked agreements which work in the interests of both parties in the event of significant market movements.”

 

Added 31 October 2024

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China-South Africa – a rates comparison

Africa Ports & Ships

The Xeneta reports deal invariably with Northern Hemisphere East-West or West-East services, as in the report above. For a brief comparison of rates from China to China to Durban or Cape Town, see below.

These rates are for simple comparison with those reported by Xeneta for the Far East – Europe services, and are not meant for any official quoting purposes, which must be obtained independently.

If there is sufficient interest we can feature these in greater detail and on a more regular basis.

Ningbo – Dbn 20ft USD 3,500 40ft USD 4,560
Ningbo – CT   20ft USD 3,710 40ft USD 5,320

Qingdao- Dbn 20ft USD 3,800 40ft USD 5,000
Qingdao- CT   20ft USD 4,110 40ft USD 5,660

Added 31 October 2024

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Mozambique Government awards port terminal concession to Chinese Group

 

Africa Ports & Ships

The Mozambican government has granted a 15-year concession to a Chinese group for the development and management of the Chongoene Port Terminal in Gaza province. The project, part of a public-private partnership, includes a 73-kilometre railway line connecting Chibuto and Chongoene.

The concession, awarded to a joint venture between China’s Desheng Port and Mozambique’s Caminhos de Ferro de Moçambique (CFM), encompasses the construction, operation, and maintenance of the terminal and associated infrastructure. It also includes social projects such as road and railway maintenance, water and energy supply to local communities, and the construction of a road linking the EN1 to the terminal.

The public deed for the contract was signed on 10 October by Mozambique’s Minister of Transport and Communications, Mateus Magala, and Qijia Xue, Vice-President of the Chongoene Mineral Terminal Company.

The Chongoene Terminal project is expected to support various development initiatives in Gaza province, primarily driven by the export of heavy sands from Chibuto. The first phase of investment is budgeted at $55 million, with an expected annual production of 2 million tonnes.

The concessionaire, Sociedade Terminal de Minérios de Chongoene SA, will design, build, and manage the port infrastructure, with a minimum capacity of 8 million metric tonnes per year for the export of heavy sands.

Added 31 October 2024

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Beira’s Macúti Lighthouse to undergo rehabilitation

(unfortunately no photograph is available)

Africa Ports & Ships

Beira’s picturesque red and white striped Macúti Lighthouse is to undergo rehabilitation costing 72 million Meticals (US$ 4.08 million), it has been revealed.

The Portuguese-language newspaper, Noticias, reported that confirmation of this came from a delegate of the Sofala Maritime Transport Institute, Anabela Chaúque, who said that a start of the construction and repair should start in the first half of November.

The work involved includes restoring the infrastructure and reinforcing the coastal protection dykes that were damaged by Cyclone Idai in 2019.

Lighthouse infrastructure is to be expanded and the lighthouse equipped with modern signalling devices for passing ships.

In addition, a green space in the atrium will be created and opened to the public as a means of publicising the work of the Lighthouse Services and Macúti Lighthouse in particular.

Ms Chaúque said the lighthouse has been back in operation for several months. This followed the installation of new signalling equipment, however further updating and equipping of more modern equipment remained necessary.

Dykes that had been created to prevent the sea from invading residential areas were damaged by Cyclone Idai and the coastal protection system is now one of the priorities for the city of Beira.

The Macúti Lighthouse was erected in 1904 on the beach in front of the then small town and port of Beira. For about 20 or more years the lighthouse has been derelict but has since been returned to service with further rehabilitation to be undertaken, as described above.

Both the lighthouse and the shipwrecked tug on the beach in front of the lighthouse, are popular landmarks at Beira and are easily accessible from the road between the city and the airport.

The tug, also named Macúti, was deliberately driven ashore here in 1985 to serve as a breakwater, as the lighthouse was threatened by erosion from the advancing sea. The former Dutch tug was built in 1953 at N.V.Scheepsbouw Unie in Groningen

Added 31 October 2024

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Dryad Global’s Maritime Security Threat Advisory: Key Global Hotspots and Recent Incidents

Africa Ports & Ships

By Dryad Global

Risk Intelligence maritime security risk advisory

Dryad Global’s weekly Maritime Security Threat Advisory is available now. The maritime security landscape has become increasingly complex in 2024, with diverse regional threats impacting key maritime zones.

Here’s a breakdown of significant developments and areas of concern:

1. West Africa (Gulf of Guinea and Niger Delta)

Kidnappings and Robberies: In recent months, there has been a resurgence of piracy and kidnapping incidents in the Niger Delta, specifically targeting passenger boats. A worrying tactic has emerged where boat operators allegedly collaborate with pirates, feigning mechanical issues to enable attacks. Ransoms are often demanded, with abducted passengers held captive until paid.

Impact on Commercial Shipping: Given its strategic importance, the Gulf of Guinea continues to be a hotspot for maritime crime, impacting commercial vessels, especially tankers and bulk carriers. Increased vigilance is recommended for vessels operating in this region.

2. Indian Ocean and Southeast Asia

Reduced Incidents, Ongoing Threats: While piracy incidents in the Indian Ocean have decreased, recent reports of armed robbery in Southeast Asia indicate that risks remain. The ReCAAP ISC reported multiple incidents in October 2024, particularly in areas like the Singapore Strait.

Collaborative Naval Efforts: Regional navies, including Indonesia and the Philippines, are stepping up patrols to counter these threats, as seen in incidents involving Chinese vessels in disputed waters.

3. Middle East Tensions and Black Sea Conflict

Iran-Israel Tensions: On October 26, 2024, Israel launched a significant retaliatory strike against Iran under “Operation Days of Repentance,” targeting strategic facilities, including missile and drone manufacturing sites. In response, Iran is likely to increase proxy activities through groups such as Hezbollah, raising concerns about potential attacks on maritime routes in the region.

Black Sea Grain Corridor: Russia’s intensifying attacks on Ukraine’s grain exports have heightened risks for vessels in the Black Sea. UK and EU leaders have raised alarms over the safety of maritime routes, urging increased protections for commercial vessels.

4. Southeast Asia and South China Sea

Chinese Military Expansion: China’s deployment of anti-stealth radar and surveillance ships in the South China Sea is escalating tensions. With heightened naval exercises and military manoeuvres from both the U.S. and allies, the region remains volatile, affecting shipping routes through these contested waters.

Piracy in the Sulu-Celebes Sea: Although there have been fewer kidnappings since 2020, concerns persist around organized crime and piracy activities targeting vessels in Southeast Asia, especially near the Philippines and Indonesia.

Security Outlook and Recommendations

Enhanced Monitoring: With these incidents reflecting a resurgence in maritime crime and geopolitical tensions, industry stakeholders are advised to enhance situational awareness and adopt robust security measures.

Regional Cooperation: Countries around the Gulf of Guinea, South China Sea, and Indian Ocean are increasing joint naval exercises to safeguard critical shipping lanes.

Risk Mitigation: Operators are encouraged to use intelligence solutions to navigate high-risk zones, plan routes strategically, and implement best practices for crew safety and cargo security.

This advisory underscores the importance of vigilance and proactive security measures for vessels navigating these high-risk maritime zones.

Download the latest advisory in full click here

Added 31 October 2024

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CMA CGM & Morocco’s Marsa Maroc to jointly operate Nador West Med container terminal

Africa Ports & Ships

Half of the Nador West Med container terminal will be operated by a joint venture involving Morocco’s Marsa Maroc port terminal management company, and French shipping and logistics giant, CMA CGM.

Marsa Maroc will hold 51% of the shares and CMA CGM the other 49%. The J/V will operate from a 750-metre long section of the quay and 35 hectares of landside within the Nador West Med container terminal.

The Nador West Med port, a development of the Moroccan Government, is in Betoya Bay, located on the west coast of the Cape of the Three Forks and less than 250 miles from the Strait of Gibraltar.

The port complex planning is based on the successful Tanger Med project in the Tangier region and consists of a deep-water port and an integrated industrial platform.

The container terminal will form a major part of the overall project with the Marsa Maroc/CMA CGM joint venture investing a total US$ 280 million while targeting an initial 1.2 million TEU capacity.

Capable of handling the world’s largest container ships with a maximum draught of 18 metres, the terminal will eventually be equipped with 8 transshipment cranes, compared with 6 at present, and 24 electric RTGs, compared with 15 at present.

A Moroccan public company ‘Nador West Med’ carries the overall responsibility for the realisation, development, planning, promotion and management of the industrial/port complex.

The CMA CGM Group and Marsa Maroc will make major investments totalling $280 million in the further development of the terminal.

Thanks to Morocco’s green hydrogen production sector, Nador West Med is also destined to become a maritime bunkering hub for new synthetic energies in the Mediterranean (e-methane and e-methanol), notably for the CMA CGM Group’s fleet of dual-fuel gas and methanol vessels.

CMA CGM is already present in Morocco in the Eurogate Tangiers and Casablanca container terminals (via SOMAPORT) and with this latest strategic and operational agreement, the CMA CGM Group is pursuing its development as a major player in the North African country’s supply chain.

“Morocco is positioning itself as a strategic logistics and port hub with strong growth potential,” said Rodolphe Saadé, Chairman and Chief Executive Officer of the CMA CGM Group.

“The partnership we are entering into with Marsa Maroc marks a key step for the CMA CGM Group, strengthening our presence through the Nador West Med container terminal. Our ambition is to support the country’s development, particularly in the forward-looking sectors of logistics and alternative energies.”

Added 31 October 2024

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In Conversation: Brics+ could shape a new world order, but it lacks shared values and a unified identity

Africa Ports & Ships

Added 30 October 2024

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Durban port weather warning – approaching SW ‘buster’

Africa Ports & Ships

The Port of Durban last night (Tuesday 29 October) forwarded a weather warning issued by the South African Weather Service (SAWS) of an approaching ‘Buster’ (strong SW wind condition) affecting Durban port operations.

The anticipated weather can have an impact on operations and vessels in the port of Durban as well as the coast of KwaZulu-Natal (including Richards Bay).

The recommendation by Transnet National Ports Authority is for those concerned to “ensure all the necessary mitigation measures deemed appropriate are actioned line with the impact of the warning issued.”

South-Westerly ‘Buster’ approaching Durban

The ‘Buster’ warning is valid for the hours of between 15:00 and 21:00 today (Wednesday 30 October 2024) – hazard of strong SW winds of between 25 to 33 knots.

The passage of a cold front (today) followed by a ridging high pressure will result in strong SW winds with an average speed of 25KT. These conditions are expected to impact port operations negatively, advises TNPA Port of Durban.

“Kindly ensure where appropriate operations are suspended all superstructure, other equipment is made safe, and all vessel Masters are advised accordingly.

“All vessels to have crew available, engines and other auxiliary equipment are placed on immediate notice, extra moorings are put in place, anchors are prepared etc.”

Further updates and weather conditions available at SAWS – https://marine.weathersa.co.za/

Added 30 October 2024

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Lobito Corridor concession boasts over 3,000 train operations

Africa Ports & Ships

The Lobito Atlantic Railway, the new name for the Lobito Corridor railway operation, has handled over 3,000 trains since the concession kicked in 15 months ago, on 4 July 2023.

The train operations include 2,600 passenger and 400 freight trains. The latter serve sections of the railway within Angola as well as long-distance ore trains hauling copper and other minerals from the Democratic Republic of Congo (DRC) or from Zambia, along a 1,300 km stretch from the Port of Lobito via Benguela eastwards to Kolwezi in the DRC.

The consortium owning the concession consists of Trafigura, Moto-Engil, and Vecturis SA.

Maintenance work being undertaken by Moto-Engil, a specialist in this field, includes reballasting sections, realigning the geometry and levelling tracks, welding tracks, rebuilding certain bridges, upgrading some 70 stations and repairing and equipping workshops at sections along the line.

Attention is also being given to installing secure communication and signalling systems along the rail corridor involving fibre optic and satellite networks.

A statement by the consortium said that 1,555 wagons and 35 locomotives will be added for the Angolan side of the corridor alone as part of the current agreement.

As from late 2023 the United States government and the European Union became involved in supporting the advancement of the Lobito Corridor. They announced that a Greenfield Rail Line Feasibility Study would be commissioned to explore establishing a new rail line from Angola through Zambia’s Copperbelt region.

The announcement said the rail extension project through Zambia could be concluded in five years by 2029.to-Engil, and Vecturis SA who are committed to investing US$ 455 million in Angola and $100 million in the DRC.

Although a Chinese company rehabilitated the railway, once known as the Benguela Railway or CFB, the partners in Lobito Atlantic Railway (LAR) have since commenced maintenance work along the corridor, with a focus on enhancing the line’s infrastructure.

Francisco França, LAR’s executive president said the aim is to ensure the integrity of the line and to plan necessary investments for long-term operation.

YouTube video of the US’s first challenge to China in Africa – the Lobito Railway [6:07]

Added 30 October 2024

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WHARF TALK: multi-purpose heavylifter – BBC FIJI

Pictures by ‘Dockrat’ 
Story by Jay Gates

Generally speaking, the vast majority of the multi-purpose heavylifters that would come calling into either Durban or Cape Town, were making a single call with project freight, or calling in for a bunkers uplift. It was rare that the call was a multiple call at more than one South African port, although it was not unknown. Despite the Houthi idiocy, some callers that required bunkers were sailing routes that had no need for a Red Sea transit, or a Suez Canal transit.

One thing that the Houthis have created is a vast requirement for bunkers, as a result of the massive diversion traffic that is now forced to make a Cape sea route voyage, rather than utilise the Suez Canal. Historically, it is only Cape Town and Durban where a bunker uplift can be taken, so if your destination is another South African port, the shipowner has to swallow the costs of having to make a secondary port call, with all the costs that such a call brings, in order to get the bunkers required to continue the voyage on from the intended South African port.

Back on 11th October, at 10:00 in the morning, the multi-purpose heavylifter ‘BBC Fuji’ (IMO 9508419) arrived off Cape Town, from Itaguai in Brazil. She entered Cape Town harbour, proceeding into the Duncan Dock, and went alongside the outer Eastern Mole berth, which is a non-cargo working berth, and a sure sign that the likely reason for her calling was simply for a bunker uplift, stores onload, and a replenishment of fresh provisions.

Built in 2011 by Xingang Shipbuilding at Tianjin in China, ‘BBC Fuji’ is 126 metres in length and has a deadweight of 9,282 tons. She is powered by a single MaK 7M43C seven cylinder, four stroke, main engine producing 8,565 bhp (6,300 kW), which drives a controllable pitch propeller for a maximum service speed of 14.5 knots.

Her auxiliary machinery includes three MAN D2840 LE301 generators providing 400 kW each, and a single MAN D2866 LXE20 emergency generator providing 250 kW. She has a single MP Rohrverformungstechnik AKV0.75/30 exhaust gas boiler, and a single MP Rohrverformungstechnik KOH0.8/50 oil fired boiler. For added manoeuvrability she has a bow Jastram BU60F transverse thruster providing 500 kW.

She has two holds, with a hold area of 2,286 m2, and a cargo carrying capacity of 13,119 m3. Hold no.1 is relatively small with dimensions of only 12.6 x 16.6 metres, with folding hatch covers, with Hold no.2 being the main hold with dimensions of 57.2 x 17.0 metres, with pontoon hatch covers, and a hold deck strength of 16 tons/m2.

Both cargo holds are serviced by two port side, offset NMF cranes, each with a cargo lifting capacity of 350 tons, which gives ‘BBC Fuji’ a maximum cargo lifting capability of 700 tons when both cranes are used in tandem, thus confirming her true heavylift status. She has a container carrying capacity of 660 TEU, with deck plugs provided for 60 reefers.

Owned by Briese Schiffahrts GmbH, of Leer in Germany, and whose houseflag is proudly displayed on her funnel, ‘BBC Fuji’ is operated by BBC Chartering GmbH, also of Leer, and whose name is displayed on both her accommodation block front, and on her hull. She is managed by Briese Heavylift GmbH, also of Leer.

One of a series of eight sisterships, known as a BBC 9K-700A class, all of whom are named after famous mountains, ‘BBC Fuji’ is obviously named after the iconic volcanic mountain in Japan. One of the class is named after an African mountain, except that the majority of casual maritime observers would struggle to identify which mountain it is, or even where it might be located on the Dark Continent.

The vessel in question, of the same class as ‘BBC Fuji’, is named ‘BBC Kibo’. What many folk may not be aware of is that the summit of Mount Kilimanjaro is comprised of three volcanic cones. The highest of the three cones is the dormant Kibo cone. Just to confuse you further, the highest point on Kibo cone, at 19,341 feet, or 5,895 metres, was given the name of Uhuru Peak in 1961, when Tanzania gained its independence from the United Kingdom

The addition, or change, of a name is a well-covered part of the decolonization of Africa, where everything has to be renamed, or given a local connection, to Africanise it. So, in fact, with three Swahili names, the summit of Kilimanjaro (Mountain of Greatness in Swahili, amongst many translations), Kibo (which means Spotted in Swahili), and Uhuru (meaning Independence, or Freedom, in Swahili) are all simply one and the same thing.

The voyage of ‘BBC Fuji’ to Cape Town, began from the bulk ore port of Itaguai, which lies 75 km to the west of Rio de Janeiro, and located at 22°51’ South 043°46’ West. The voyage began at 11:00 in the morning of 30th September, and covered a distance of 3,342 nautical miles, and was completed in ten days, with an average sea speed of 12.2 knots.

After a short eight hours alongside in Cape Town, ‘BBC Fuji’ had completed her bunker uplift, stores onload, and fresh provisions replenishment. At 18:00 in the early evening of 11th October she sailed from Cape Town, with her AIS destination showing that her next port of call was to be Ngqura (Coega on her AIS…. African name changing again!!) in the Eastern Cape.

Her voyage from Cape Town to Ngqura (a name which nobody outside South Africa can pronounce, and which many within the country are also unable to pronounce it) took a short 36 hours, and at 0700 in the morning of 13th October, ‘BBC Fuji’ arrived off the Coega River mouth, and entered the port of Ngqura, to begin her cargo work.

After a period of 60 hours alongside, working some project freight, she was ready to sail, and at 19:00 in the evening of 15th October, ‘BBC Fuji’ sailed from Ngqura, now bound for the port of Mina Zayed, which is located in the Abu Dhabi Emirate of the UAE, located at 24°31’ North 054°23’ East, and with an ETA set for 1000 in the morning of 31st October.

Mina Zayed was opened in 1968, and was the major port for the Abu Dhabi Emirate, until 2012. At that point the large container port of Port Khalifa was opened, and all cellular work transferred across to the new port, leaving Mina Zayed to act as a general cargo port for the emirate, and as the Passenger Cruise Terminal for Abu Dhabi. The Zayed port is named after the previous ruler of both Abu Dhabi, and the UAE, with the new Khalifa port also named after a previous ruler of both Abu Dhabi, and the UAE.

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Cameroon: transport liability and compensation regime

Edited by Paul Ridgway 
Africa Ports & Ships
London

The International Maritime Organization (IMO) helped to drive progress on ratifying, implementing and enforcing IMO liability instruments in Cameroon with a workshop held in Yaoundé from 21 to 25 October.

IMO conventions

Liability and compensation for damage caused during maritime transportation, including oil pollution and wreck removal, is covered by a range of IMO conventions, international legal instruments and guidance.

IMO legal experts provided a comprehensive overview of these to officials of Cameroon, who in turn presented the law-making process and implementation of IMO conventions in their national legislation.

National experiences

Learning about the national experiences in drafting national maritime legislation, including any challenges faced in implementing IMO instruments, will help to inform IMO’s work on the subject going forward.

In his opening address the Minister of Transport of the Republic of Cameroon, Mr Jean Ernest Massena Ngalle Bibehe said that Cameroon should accede and domesticate all relevant IMO instruments on liability and compensation of damage caused by maritime transport.

To ensure compensation

This would ensure payment of costs for such damage and enhance sustainable shipping in view of some recent occasions where victims of shipping incidents had been left without compensation.

2025 conference

The Minister proposed a further conference on relevant maritime insurance issues next year in Kribi, Cameroon, to strengthen, and lead to further accessions of, the relevant IMO liability and compensation conventions.

Cameroon progress

To date, Cameroon has acceded to the Civil Liability Convention of 1992 – which governs the liability of shipowners for oil pollution damage – and is State Party to the 1992 Fund Convention.

The national workshop of 21 to 25 October was hosted by the Ministry of Transport of the Republic of Cameroon and the Cameroon Shippers’ Council in cooperation with IMO.

Video news
Readers are invited to watch (in French) Canal2 International news story (from 31:30) about the event here:

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Navigating the challenges of underwater radiated noise: A win-win for emissions and ocean health

Africa Ports & Ships

by Chris Waddington 
Technical Director
International Chamber of Shipping

The maritime industry’s push toward decarbonisation brings an unexpected benefit: the reduction of underwater radiated noise (URN). While the sector focuses intensively on emissions reduction and fuel efficiency, these same measures are quietly contributing to a healthier acoustic environment in our oceans.

For ship owners and operators already investing in green technologies, addressing URN can be a natural extension of existing environmental initiatives, offering a dual benefit for both emissions and marine life.

Synergies between energy efficiency and noise reduction

One of the key insights from recent research is the natural alignment between energy efficiency measures and noise reduction. Most interventions aimed at improving a vessel’s fuel efficiency also contribute to reducing its URN output.

Speed limitation, a fundamental tactic for lowering fuel consumption, simultaneously reduces propeller cavitation and, consequently, URN. Technologies like air lubrication systems, which reduce friction between a ship’s hull and the water, not only improve energy efficiency but also help in minimising noise pollution.

The IMO’s Energy Efficiency Existing Ship Index (EEXI), effective from January 2023, limits the power output of ship engines, indirectly contributing to URN reduction. More advanced technologies, such as wind-assisted propulsion and techniques to ensure Just-in Time Arrival, hold promise for further mitigating both emissions and noise pollution.

Understanding URN and its sources

Underwater radiated noise refers to the sound energy emitted from ships into the ocean. This noise originates from various sources, with cavitation from propellers being the most significant contributor.

Cavitation occurs when water vapour bubbles form and collapse near the propeller blades due to pressure changes, releasing energy in the form of sound. This constant hum of cavitation and other machinery adds to the ambient noise in the ocean, contributing to a long-term increase in sound levels.

Since the 1930s, studies have indicated that URN levels have risen by an average of three decibels per decade, largely driven by shipping activities. This steady increase disrupts the natural acoustic environment, posing challenges for marine life that rely on sound for navigation, communication, and reproduction.

While recent studies show some variation in trends across different regions, the overall impact of shipping on the underwater soundscape remains a cause for concern.

The environmental impact of URN on marine life

For marine species, especially those that depend on echolocation and sound-based communication, URN is akin to human exposure to constant noise pollution. The continuous noise can interfere with essential behaviours, such as hunting, mating, and social interaction, leading to a cascade of negative effects on marine ecosystems.

Species like whales and dolphins are particularly vulnerable, as they rely on sound for long-distance communication and navigation. Coastal waters, where marine biodiversity is often concentrated, are especially sensitive to URN.

Regulatory bodies such as the International Maritime Organization (IMO) have begun addressing this issue. The IMO’s URN guidelines encourage stakeholders to adopt noise reduction measures, and national and regional measures are providing focused protection for particularly sensitive coastal areas, e.g. through mandatory or voluntary slow down zones.

The path to reducing URN

Achieving significant reductions in URN requires a multi-faceted approach. Beyond technological innovations, there is a need for stronger incentives. Ports and harbour authorities, as highlighted by the IMO, can play a crucial role in encouraging ship owners to adopt quieter technologies.

The International Association of Ports and Harbors (IAPH) is already taking steps to include URN reduction in its Environmental Ship Index (ESI), rewarding vessels that minimise their environmental footprint.

Local initiatives, such as Vancouver’s proactive noise-reduction schemes, demonstrate the potential for regional action to address this global issue. Expanding these efforts to a broader scale, with the support of international bodies like the IMO, could create a framework for URN management across the maritime industry.

Instruments such as Particularly Sensitive Sea Areas (PSSAs) offer a way to protect critical local habitats by imposing stricter controls in designated regions.

A sustainable maritime future

Looking ahead, the goal set by the Okeanos Foundation to reduce ambient deep ocean URN by three decibels per decade over the next 30 years is ambitious but achievable.

Existing energy efficiency technologies, which also reduce noise, can help the industry meet these targets.

The challenge lies in encouraging ship owners to choose the right technologies, scaling these solutions and ensuring that the incentives and guidance align with environmental objectives.

As the maritime industry continues its journey towards decarbonisation, addressing URN must remain a priority. The environmental and economic benefits of noise reduction are clear. By embracing energy-efficient practices which give the co-benefit of noise reduction, ship owners and operators can play a pivotal role in safeguarding the oceans for future generations.

The conversation on URN has begun, but the real work lies ahead in transforming this awareness into action.

ICS and BIMCO’s commitment to reducing URN: A practical guide for the industry

Recognising the growing concerns around underwater radiated noise, the International Chamber of Shipping (ICS), in collaboration with BIMCO, has taken a proactive step by releasing the Underwater Radiated Noise Guide.

This guide provides shipping companies with a comprehensive toolkit to address and mitigate noise pollution across their fleets. It details the primary sources of URN, emphasising the strong synergies between noise reduction and energy efficiency, offering opportunities for significant co-benefits.

The guide outlines practical design and operational measures that are proven to reduce noise levels, helping companies develop and implement effective noise management plans.

For more information and to order the Underwater Radiated Noise Guide please visit here

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Cape Town marks the start of 2024/25 summer cruise season

Story by Terry Hutson   
Africa Ports & Ships

The Port of Cape Town marked the start of the summer cruise season with not one but three cruise ships in port on Monday (28 October).

First up was the German luxury ship Deutschland, now revamped and sailing with the name of World Odyssey, which arrived last week and went into the V&A Waterfront. Arriving on Monday were Mein Schiff 4 which docked at the cruise terminal, and further along the Duncan Dock was Europa 2.

As this report is being prepared, World Odyssey has sailed from the Mother City on a reported (AIS) heading for Port Louis.

Strictly speaking the ship is not currently operating as a typical cruise ship, although her appearance certainly belies that of course. For about six months of the year World Odyssey sails as a ‘Semester at Sea’ for Phoenix Reisen.

During the other half of the year she reverts to the familiar guise of the true cruise ship, Deutschland. Her current voyage is as the floating university which also explains the lengthy stayover in port compared with typically short cruise ship calls.

Transnet National Ports Authority placed a report on Monday welcoming the first of the cruise ships with the suggestion of the ‘docking and sailing of 268 passenger liners’ at the various South African ports this summer – a bit of a stretch as such an impressive number must surely include the multiple calls of MSC Cruises and one or two other cruise lines who will stage vessels locally for multiple calls along the coast.

Nevertheless, it means that seven of the eight ports will be reasonably busy with cruise ship arrivals, bringing welcome tourists to the country and to our neighbours on the Atlantic and Indian Ocean coasts. No doubt the economies of each will benefit as well.

Some of those cruise ships making multiple cruises along the Southern African coast will also be enjoyed by thousands of South Africans, with cruises to Mozambique and Namibia on the itinerary.

It is significant, however, that MSC Cruises has seen fit to reduce not only the number of ships cruising locally, from two to one, but also to reduce the size of the single vessel expected this year.

This suggests the placing of MSC Splendida to homeport in Durban a year ago was not quite the success hoped for.

The list of cruise ships with confirmed calls is not yet complete, although private lists have been compiled by a few enthusiasts.

Another kind of cruise ship visitor is the vessel that has or will be a divert sailing around South Africa on account of the uncertainty in the Red Sea. These call at a local port for bunkers and supplies and possibly to upload crew.

Such a ship was the giant 168,666-gt Anthem of the Seas, reported in some detail by Jay Gates in the previous day’s edition of Africa Ports and Ships.

This will soon be exceeded when MSC Euribia calls at Durban on 6 November for an overnight stay at the Nelson Mandela Cruise Terminal on Durban’s Point. Like Anthem of the Seas, the 181,541-gt MSC Euribia is headed for the UAE region and, in MSC Euribia’s case, a summer of cruising in those waters.

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Drillship Santorini arrives at Mopane-1 off Orange River mouth

Africa Ports & Ships

Saipem’s drillship Santorini (IMO 9709427) has arrived off the Orange River mouth to take up station at Mopane 1 where a single well exploration will take place on behalf of Portugal’s Galp Energia.

Santorini has been acquired from Italian major Eni for drilling the single well in what the earlier discovery of light oil at the Mopane-1X well was described as a “transforming moment for Namibia”.

In January this year Shiwana Ndunyema, the then interim managing director of Namcor, Namibia’s national oil company, said the discovery of a substantial column of light oil in high-quality, confirmed the immense potential of the Orange Basin.

Now the 228m x 42m Santorini has arrived and taken up station where a further well will be drilled.

Santorini was previously deployed to Eni’s Baleine field which is offshore Côte d’Ivoire.

The drillship is owned by Saipem and specialises in ultra-deepwater drilling. With accommodation for 215 personnel and a large payload capacity, Santorini is considered the ideal vessel for its current project in the Mopane sector.

Santorini is capable of operating at water depths of over 3,500 metres (12,000 ft).

The vessel has been retrofitted with NOVOS, the industry’s only reflexive drilling system, automating repetitive drilling activities, benefiting contractors by allowing drillers to focus on consistent process execution and safety, and benefiting operators by optimizing drilling programs.

The high-performance Santorini utilises the latest solutions in the field of digitalization and automation that help guarantee high standards of safety and respect for the environment while operating in ultra-deep-water projects.

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IMO: Spain hosts 2024 WMD Parallel Event

Edited by Paul Ridgway 
Africa Ports & Ships
London

Delegates representing the global maritime community gathered in Barcelona for the World Maritime Day Parallel Event held from 20 to 22 October, to focus on the challenges and opportunities faced by the industry as it undergoes rapid transitions.

Secretary-General IMO speaks

Opening the event, IMO Secretary-General Mr Arsenio Dominguez highlighted key trends and interlinkages between safety, decarbonisation and new technologies:

“Safe shipping must also be sustainable and compatible with greenhouse gas (GHG) emission reduction targets,” Dominguez commented.

“Measures to enhance navigational safety, such as using technology to optimise voyage planning with up-to-date weather data, not only improve the safety of ships, but also help to reduce their emissions.

“We are placing a lot of emphasis on the evolution of our safety regulations, ensuring they focus on seafarers and their training.”

Profound transformation

The Minister for Transport and Sustainable Mobility of Spain, Oscar Puente, emphasised the maritime sector is undergoing a profound transformation, driven by increasing progress in digitalization, automation and decarbonization.

“In this transition towards a more sustainable shipping, it is essential to preserve the competitiveness of the sector as well,” he said.

Future of shipping

A series of panel discussions delved into various aspects of the 2024 World Maritime Day theme: Navigating the future: safety first! including:

* A United Nations dialogue on maritime safety, featuring the Secretaries-General of IMO Mr Arsenio Dominguez, UN Trade and Development (UNCTAD), Ms Rebecca Grynspan, and the World Meteorological Organization (WMO) Ms Celeste Saulo, as speakers

* New and adapted technologies and the introduction of new and alternative fuels.

* Ensuring the preparedness of seafarers to navigate the evolving maritime landscape.

* How digitalization and automation are increasingly revolutionizing the shipping industry.

* Navigating the future of shipping.

What is to come

Panellists stressed the importance of seafarer training, highlighting that decarbonisation will require new technology, alternative marine fuels, and new skills to handle them safely.

Discussions reflected key developments in IMO’s regulatory work, including ongoing negotiations on proposed new measures to reduce GHG emissions from ships, set to be adopted in late 2025, as well as progress towards an overarching IMO digitalization strategy and a Code to regulate autonomous ships.

A comprehensive review of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW Convention), which sets global standards for seafarer training, was also highlighted.

2025 WMD Parallel Event; UAE to host

To conclude the event, the World Maritime Day Parallel Event flag was presented to the United Arab Emirates, as the host of the next World Maritime Day Parallel Event scheduled for 2025. The theme for 2025 is Our Ocean; Our Obligation; Our Opportunity.

UAE welcomes the focus

Receiving the flag, Advisor to the Minister for Maritime Transport Affairs, Ministry of Energy and Infrastructure of the United Arab Emirates, Eng. Hessa Almalek welcomed the focus on the safe and sustainable use of ocean resources.

“The theme aligns perfectly with our vision as we are committed to protecting our ocean and strongly believe it presents ample opportunity for economic growth and environmental protection,” he commented.

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DCT Pier 2 decision significantly impacting private sector involvement

Africa Ports & Ships

The future of Durban Container Terminal Pier 2 remains in limbo and is likely to be so for some time, following the judgement order given by Justice Mossop in the Durban High Court in early October.

The order interdicted Transnet from engaging further with International Container Terminal Services Inc (ICTSI), the approved partner to operate Durban Pier 2 container terminal.

Readers can see that report see here.

Reporting in his weekly newsletter on behalf of the Citrus Growers Association (CGA), chief executive officer Justin Chadwick acknowledged that the legal process has to play out, and all parties are entitled to exercise their rights. But, he wrote, the recent court order will significantly impact and delay private sector involvement in the port’s container terminals.

Legal Proceedings Update

Part B of the application brought by APM Terminals BV, which challenges the partnership awarded to ICTSI, is yet to be heard. Given that it took six months to hear Part A, Chadwick pointed out that it is likely Part B will only be set down for the New Year. Consequently, in the earliest scenario, ICTSI is not expected to assume operational control of Pier 2 for some time.

Asking what does this mean for the citrus industry and specifically for the northern regions corridor, Chadwick speculated what might have happened if a private partner had been active by this time.

Impact on the Citrus Industry and Northern Regions Corridor

He drew attention to the competition that will have been created between any private operator and Transnet Port Terminals. Specifically involving Pier 1, Point and Maydon Wharf terminals, he said.

“If any private partner were to increase productivity by 100% from say 12 gross crane moves per hour to say 25 gross crane moves per hour and above, it summarily increases berthing capacity by 100% or so.

“This means ships and containers will move faster and turnaround time will be very attractive for shipping lines to work ships at Pier 2, as opposed to other terminals.”

He said this could even make Pier 2 an attractive proposition for ships that align to Ngqura Container Terminal in the Eastern Cape, warranting a shift to Pier 2, which would thus become a major hub for the region.

“I believe there would also be meaningful and substantial back of port terminals and inland rail terminals developed to greatly enhance the throughput of containers by utilizing rail transport in conjunction with road transport.

“One should ask: what happens should the application of Part B go against the joint venture? The agreements between Transnet and ICTSI would then be null and void.”

Potential Outcomes

This will lead to a new Request for Proposals and renewed application process. Transnet will continue to pursue a private partnership for Pier 2, which will operate in its current form until an approved partner resumes control.

The CGA has said before that the most workable way to increase port efficiency in South Africa is to urgently pursue Public Private Partnerships (PPP).

Transnet made the strategic decision to proceed with the procurement of equipment for Durban Pier 2 in the interim.

Much needed ship-to-shore cranes, straddle carriers and haulers are on their way and arriving in due course, critically arriving ahead of the 2025 citrus season. Based on this, we can assume that a fair degree of positive operational performance will follow, Chadwick said.

Looking Ahead to the 2025 Citrus Season

Chadwick said several critical developments will impact the 2025 citrus season:

* Major arterial road upgrades in eThekwini (Durban), specifically the N2 and N3.
* Rehabilitation and widening of Bayhead Road leading to Pier 1 & Pier 2.
* Continued deepening of Pier 2 north quay berths.

“These developments will present interesting dynamics in an already constrained environment. We will keep abreast of these projects and advise on timelines and impacts as clarity emerges.”

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WHARF TALK: Leviathan – ANTHEM OF THE SEAS

Pictures by ‘Dockrat’ 
Story by Jay Gates

The word is Leviathan. If the casual maritime observer were to digress from their hobby, and open up an Oxford, Cambridge, or Webster Dictionary to look up this word, they would find not one, but they would be confronted with a mix of any of the following definitions. Leviathan in a biblical sense refers to a large sea monster. In modern terminology it is an entity, a thing, that is unusually large, or powerful, especially that of an organisation, a vehicle, or a ship.

It is not often that any vessel, considered to be a Leviathan, is welcomed into any South African port. As with most unusual arrivals in this last year, we have to perversely give thanks to the idiotic Houthis for allowing such vessels to turn up off South African shores. In any normal times, such vessels would be making their way to their intended destinations via the Red Sea, and the Suez Canal, and would never utilise the longer, and more expensive, Cape sea route.

On 25th October, at 05:00 in the morning, the large passenger vessel ‘Anthem of the Seas’ (IMO 9656101) arrived off Cape Town harbour, from Las Palmas in the Canary Islands. She entered Cape Town harbour, proceeding into the Duncan Dock and went alongside the Passenger Cruise Terminal, as would be expected of such an arrival, located at E berth. Anyone who got to see her arrival would understand how the word Leviathan gets to describe such a vessel.

Built in 2015 by the Meyer Werft GmbH shipyard at Papenburg in Germany, ‘Anthem of the Seas’ is a large 348 metres in length and has a massive gross registered tonnage of 168,666 tons. She is a diesel electric vessel and has two Wärtsilä 12V46F generators providing 14,400 kW each, and two Wärtsilä 16V46F generators providing 19,200 kW each. This gives her an overwhelming 67,200 kW of power, which is utilised to provide all onboard domestic power requirements, as well as providing power to two ABB XO Azipod propulsion units, each producing 20,500 kW each, giving her a maximum cruising speed of 22 knots.

Her auxiliary machinery includes two Caterpillar 3516C HD emergency generators, each providing 2,500 kW each. She has two Alfa Laval Aalborg XW-569 exhaust gas boilers, two Alfa Laval Aalborg XW-426 exhaust gas boilers, and two Alfa Laval Aalborg OM-TCi 10000 oil fired boilers. All of her exhaust emissions pass through Wärtsilä hybrid scrubber units, which remove all particulate and NOx emissions. For added manoeuvrability she has no less than four bow Brunvoll FU-115 transverse thrusters, each providing 3,500 kW.

Owned by the Royal Caribbean Group, of Miami in the US State of Florida, ‘Anthem of the Seas’ is operated by Royal Caribbean International, also of Miami, and managed by Royal Caribbean Cruises Ltd., also of Miami. She was the second vessel built of a class of three sisterships, and known as the ‘Quantum’ Class, with ‘Anthem of the Seas’ being built at a cost of US$940 million (ZAR16.61 billion). The Royal Caribbean Group was founded in 1985 by Arne Wilhelmsen, one of the great family of the Norwegian shipowning group, Wilhelmsen Lines.

At 168,666 gross registered tons, the vessels of the ‘Quantum’ class are the fourth largest class of passenger cruise vessels in the world, with the third largest class being the MSC ‘Meraviglia’ class at 171,598 gross registered tons. The second largest class, and previously the world’s largest, are the Royal Caribbean ‘Oasis’ class at 226,838 gross registered tons with, easily, and by far the largest are another of the Royal Caribbean fleet, the ‘Icon’ class at a whopping 248,663 gross registered tons.

At such a size, one would expect that everything about ‘Anthem of the Seas’ is on a large scale, and you would not be mistaken with that assumption. She has sixteen decks, of which fourteen of them are set aside for passenger use, and with nine of those decks consisting solely of cabins. She has a total of 2,091 cabins, of which 1,571 of them come with balconies. This allows her to carry a normal passenger load of 4,168 persons, who are looked after by a crew of 1,300.

Her passenger facilities are no less impressive and include some innovations that make for an interesting cruise. These include a gondola observation pod, which can hold 15 persons, raises to a high angle of 80°, up to a maximum height above ‘Anthem of the Seas’ of 300 feet, or 92 metres, and is able to rotate over the side of the vessel. She also has a surf riding pool, a skydiving simulator, a fairground dodgem car rink, a serious rock climbing wall, and a giant outdoor movie screen. This is on top of a vast selection of standard passenger facilities.

She has no less than fourteen restaurants, four cafés, nine bars, four lounges, two theatres, two casinos, a card room, library, conference centre, arts and crafts workshop, art gallery, kids club, teens club, discotheque, beauty salon, spa, gymnasium, and an esplanade of high street shops running the full length of the vessel. She has a solarium with a swimming pool, and two whirlpools, plus two outdoor swimming pools, with four Jacuzzis, and an upper deck running track that runs around the vessel.

As one would expect for a vessel of this size, she has a large set of combined tender lifeboats. These lifeboats are equipped with their own forward bridge navigating stations and can each carry up to 370 persons. Also, for a vessel of the size of ‘Anthem of the Seas’, she is equipped with helicopter landing pad, which is located on her bow, and can be used for logistic crew change purposes, for pilotage boarding, and for medical evacuation requirements.

Her arrival in Cape Town was not for passenger purposes, as ‘Anthem of the Seas’ is not currently on a cruise, but rather on a positioning voyage to begin another season in the Far East. Her call in Cape Town included an uptake of bunkers, provided by the Cape Town bunker tanker ‘Southern Valour’, as well as an uplift of required stores, and a replenishment of fresh provisions for her crew. She carries no passengers, and the majority of her crew joined the vessel in Cape Town, as this is the final call before she arrives at her first port of call where passengers will be joining her for her first winter cruise.

Her European Summer cruising season saw ‘Anthem of the Seas’ based out of Southampton in the United Kingdom. At the conclusion of her last UK cruise, in late September, she sailed for Las Palmas for bunkers, prior to her arrival in Cape Town. After a short fourteen-hour stopover in the Mother City, and with all uplifts completed, and all new crew aboard, she sailed from Cape Town at 19:00 in the evening of 25th October, with her AIS destination set as Port Rashid, located in the Dubai UAE. Such a routing, Southampton to Dubai, via the Cape sea route, confirms that she is a diversion, in order to avoid the southern Red Sea and the Houthi menace.

On arrival in Dubai on 7th November, she will load for a fourteen-day one way cruise with an itinerary of Port Rashid- Mumbai- Cochin (both India)- Phuket (Thailand)- Penang Island (Malaysia)- Singapore, where she will arrive on 21st November. She will then be based in Singapore for a full season of cruises around the Far East, until April 2025 when she will conduct a trans-Pacific voyage to Seattle, in the US State of Washington.

From Seattle, ‘Anthem of the Seas’ will undertake a full Northern Summer 2025 Alaska cruise season. At the conclusion of the Alaska cruise season, in October 2025, she will conduct another trans-Pacific voyage to Sydney, in Australia, where she will be based for a full Austral season of cruises through to April 2026.

One wonders how port facilities, and especially the Immigration Services, would cope with processing over 4,000 passengers, and over 1,000 crew, for a day visit to any South Africa port. What is not in doubt is that ‘Anthem of the Seas’ is certainly the largest passenger vessel, by far, that has berthed in any South Africa port. To the purist, one might argue that ‘Anthem of the Seas’ may look akin to the ubiquitous floating block of flats, but one cannot argue that the one thing that she truly is, is that she is a true Leviathan.

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UK-Germany Trinity House Agreement on Defence

Reported by Paul Ridgway 
Africa Ports & Ships
London

It was a pleasure to see my old home for which I have been wordsmithing for more than half a century at the centre of a major news story this week.

On 23 October two NATO members expressed a commitment to improve and enhance bilateral defence co-operation: the Ministry of Defence of the Federal Republic of Germany and the Ministry of Defence of the United Kingdom.

Ministers each signed the accord at Trinity House in London. Situated opposite HM Tower of London, The House was built in 1795-96 and today is the HQ of the Lighthouse Service for England and Wales and the Channel Islands, a maritime charity and a body issuing deep sea pilotage licences. It can trace its origins back to a charter of incorporation granted by Henry VIII in 1514.

The agreement, which incorporates Trinity House in its title for that was the venue of the signing, brought focus, resource, and ambition to previously stated objectives: strengthening defence industries, reinforcing Euro-Atlantic security, enhancing interoperability, addressing emerging threats, supporting Ukraine, and deep precision strike. In addition there will be major projects at unprecedented levels of co-operation and integration between the respective armed forces.

Naturally, there was much said about deep precision strike capabilities, the eastern flank and provision of a conventional deterrent in Europe with strengthened European integrated air and missile defence.

What about The Maritime?

At the press conference held after the signing it was made clear that there will be undersea co-operation in the northern waters: the UK and Germany will work jointly to strengthen UK-German naval co-operation with a focus on the North Atlantic and North Sea.

The two states will aim to establish and share a clear and concise picture of underwater activity, significantly contributing to the protection of critical undersea infrastructure and sea lines of communications.

It was reported that this will be achieved in the short term through coordination of combined and joint operations in the North Atlantic, in close co-operation with Allies and partners, focussing on anti-submarine warfare with ships, submarines, and aircraft. This will enable forward deployments of each other’s units and equipment between the countries when required.

There will be episodic deployments of German P-8A Poseidon maritime patrol aircraft in the UK to support interoperability and collaborative anti-submarine warfare operations in the North Atlantic, following the aircraft’s entry into service.

Furthermore, we shall see joint development of common training for maritime patrol aircraft crews. At the same time a common co-operative procurement of the UK’s lightweight torpedo Stingray MOD 2 for Anglo-German maritime patrol aircraft will be promoted.

These efforts will contribute to the strengthening of NATO’s work into critical undersea infrastructure.

In the medium term we can expect to see exploration of new undersea surveillance capabilities to improve detection of hostile activity and support the protection of critical undersea infrastructure, supported by artificial intelligence and emerging disruptive technologies.

The signatories were:

John Healey, Secretary of State for Defence of the United Kingdom and Boris Pistorius, Federal Minister of Defence of the Federal Republic of Germany.

In conclusion

To conclude the agreed communique said: “We will consistently raise our ambitions to meet tomorrow’s threats wherever they come from: on Land, at Sea, or in the Air, in Space or in the Cyber domain; and irrespective of whether these threats are caused by hostile actors or are a result of natural disasters or Climate Change.”

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W.Cape Government concerned with slow pace of Cape Town port upgrades

Africa Ports & Ships

Port inefficiencies costing fruit farmers R26,000 per hectare

The MEC for Agriculture, Economic Development and Tourism in the Western Cape Government, Dr Ivan Meyer, says the worrying slow pace of the turn-around strategy at the Cape Town port remains a deep concern with direct cost implications for the agricultural sector in the Western Cape.

The turn-around strategy includes the acquisition of new infrastructure.

Dr Meyer said this after a visit to TAD (Two-a-Day) in Grabouw, the previously named Elgin Fruit Packers Co-operative Limited, one of Africa’s leading fruit-growing, packing, and marketing companies.

TAD comprises more than 50 farms and 3,300 hectares. Total production, including processing, equates to over 200,000 tonnes per annum.

Attie van Zyl, managing director of TAD, told the MEC that the estimated total cost of inefficiencies at the Port of Cape Town to the Western Cape apple and pear industry was R999 million annually.

“Our apple and pear growers are directly impacted. The total estimated cost of a dysfunctional port per hectare for our farmers is R26,000 per hectare,” van Zyl said.

W.Cape premier Alan Winde said that while this figure is deeply worrying, it does not show the full extent of the loss to the agriculture sector “because we are not calculating the opportunities lost of growing into new markets.

“We are not seen as a reliable supplier to the international market because we cannot guarantee delivery,” the premier said.

Glen Steyn, the Western Cape Department of Economic Development and Tourism’s project manager for logistics development, said the department has been working closely with the management team of Transnet Port Authority and Transnet Port Terminals in the Western Region.

“We appreciate our constructive engagement with Transnet Ports Authority. Our conversations include the impact of logistics on the national and provincial economies,” Steyn said.

He added that a digital logistics planning platform is being developed with Transnet and other agencies in the container logistics chain that should assist in reducing bottlenecks and their disruptive effect on cargo movement.

MEC Meyer said the Western Cape Government’s ‘Growth for Jobs’ strategy sets out ambitious plan to grow the Western Cape economy by 5% annually by 2035.

“We aim to triple the value of the province’s exports of goods and services (inclusive tourism) by 2035 to R450 billion. To achieve this, we need an efficient port.

“Productivity at the Port of Cape Town must significantly improve in the lead-up to the upcoming fruit export season if we are to achieve this goal.”

Added 27 October 2024

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Tridock plans large graving dock for Walvis Bay – report

Africa Ports & Ships

According to a report in Mining & Energy, Tridock Shipyard Namibia is intending to construct a modern drydock facility at the port of Walvis Bay, to complement the three floating docks it already has in operation at the Namibian port.

The estimated cost of the project is given as N$13 billion, the equivalent of R13bn or US$728 million.

However, on completion within three years of commissioning, the drydock would generate N$2.7bn in its initial years. Up to 1,000 permanent jobs would be created, the report states.

Another document issued by Tridock claims that ‘As the largest drydock shipyard on the West Coast of Africa, this project will offer unparalleled capabilities, attracting clients globally and potentially becoming the premier destination for maritime operations in the region.

‘The project will stimulate local employment, trade and economic growth, making a substantial contribution to Namibia’s development,’ the document says.

The drydock will be able to accommodate vessels of up to 300 metres, including offshore oil rigs, dredgers, and large offshore craft.

That includes Debmarine’s fleet, which is currently serviced outside of Namibia, the document said.

The Walvis Bay shipyard was initially established as Elgin Brown & Hamer Namibia (Pty) Ltd in 2005 with a single floating dock, later increased to three. Over the years, it has undergone several transformations and rebranding efforts. In 2019, it was renamed Namibia Drydock and Ship Repair (Pty) Ltd, commonly known as Namdock.

Tridock is owned and operated by Namdock with the Namibian Government holding the majority shares (52.5%).

It’s understood that Environmental Impact Assessments for the project are underway.

Added 27 October 2024

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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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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	21.978 million tonnes

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Terry Hutson