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TODAY’S BULLETIN OF MARITIME NEWS

Newsweek commencing 3 November 2024.  Click on headline to go direct to story : use the BACK key to return.  

FIRST VIEW:   Port of Lüderitz

• Political Conflict in Mozambique Takes a Heavy Toll on South Africa – SAAFF
• IMO heads to COP 29: Promoting net-zero framework for shipping
• SA closes Lebombo border crossing as unrest and rioting sweeps across Mozambique
• Hapag-Lloyd on spending spree for 24 new container ships
• WHARF TALK: fibre optic cable laying vessel – CS VEGA II
• Xeneta: Trump Presidency will reignite US-China trade war
• TNPA switching to clean fuels for tug fleet
• Chevron Marine Lubricants adds Port Elizabeth to its global supply chain
• IMO S-G visits Red Sea countries: Concern for seafarers
• APM Terminals appoints new MD for Suez Canal Container Terminal
• AD Ports Group signs MoU with Somali Ministry to boost fisheries and maritime sectors
• Port of Mombasa gets neighbour’s nod
• Houthis renew their attacks: three ships allegedly targeted
• Port of Conakry Guinea – Advancing digitalization, IMO support
• Beira port impacted by political demonstrations
• Durban port weather warning
• The Houthis are winning in the Red Sea – rest of the world on the back foot
• WHARF TALK: German cruise ship – MEIN SCHIFF 4
• “It’s time to act”- high rates of harm prompt call for more safety training in the fishing industry
• Kenya and EU hold joint naval exercise
• 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

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

Africa Ports & Ships

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FIRST VIEW:    Port of Lüderitz

The Port of Lüderitz is Namibia’s second port and harbour, situated to the south of its big sister, Walvis Bay.

First recorded by Europeans in 1487 when the Portuguese explorer Bartolomeu Dias arrived on his epic voyage of discovery, Dias, in finding a sheltered harbour, gave it the name Angra Pequeña or ‘Little Bay’. This name persisted until 1883 when Heinrich Vogelsang, an agent of the German trader Adolf Lüderitz, bought the bay of Angra Pequeña together with the land within a radius of 8km from Chief Joseph Fredericks, the leader of the Bethanie Nama people. The bay was subsequently renamed in German, Lüderitzbucht, or plain Lüderitz in English, which is how we know it today.

The local economy boomed from 1907 after the discovery of diamonds 10 km southeast of Lüderitz. Today, over a hundred years later, the town is a fair sized settlement characterised by its distinctive German colonial buildings. The Port of Lüderitz was taken over by Namport from Trans Namib Harbours on 1 April 1995 with Namport having since invested in major developments of the harbour to handle larger vessels and more traffic.

Other incentives to growth for the port and town came from the development of the Skorpion Zinc Mine in Rosh Pinah to the south-east of the port, and more recently by the export of manganese ore railed and road-hauled in from Northern Cape mines in South Africa. Another major development adding to the local economy has been the Lüderitz Waterfront, and the seasonal visits by cruise ships during the summer months.

Since 1995 investment has improved harbour facilities and Lüderitz now handles modern coastal traffic as well as the needs of the offshore sector, including the diamond mining and fishing industries.

Several scheduled liner services are provided by shipping companies linking the Port of Lüderitz with the Ports of Cape Town and Walvis Bay, while other unscheduled shipping lines call on the port for specific loading and discharge.

The port is situated 254 nautical miles south of the Port of Walvis Bay and 521 n.miles north of Cape Town. The town and port are linked by rail and road inland to Seeheim and Keetmanshoop respectively where they connect to the north towards the capital City, Windhoek and to the south-east with South Africa.

The Port of Lüderitz is able to offer excellent logistical services and links to other towns in Namibia and South Africa. It remains an important base for the fishing industry and the offshore diamond and mining industries, and for the shipping of the fruit industry’s exports to Europe, particularly grapes from Aussenkehr and from the Northern Cape Province.

Situated on the Atlantic coast, Lüderitz makes it possible to save more than two days in delivery time to Europe and Northern America.

The port has a newish 500 metre long cargo and container quay with a depth alongside of -8.15 metres CD, two 60-tonne haulers and a 45-tonne reach stacker to provide efficient and safe cargo handling facilities for importers and exporters.

Although the port has undergone dredging of its approaches and anchorage area to improve Lüderitz’s ability of handling bulk carriers, it offers few options for long-term development due to its depth constraint, For this reason, Namport carried out a study and identified that a new deep-water port in the adjacent bay in Lüderitz, in the vicinity of Angra Point, is feasible.

Lüderitz is served by three tug/work boats – the 32t bollard pull tug Onyeti, a 12.4t bollard pull work boat and a 9t bollard pull work boat. The port also has a harbour launch and three harbour lighters – two for cargo handling and one fitted for slops. Pilotage remains compulsory.

Africa Ports & Ships

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Political Conflict in Mozambique Takes a Heavy Toll on South Africa – SAAFF

Africa Ports & Ships

The geopolitical conflict in Mozambique comes at a very delicate time for South Africa, when logistics and the supply chain are under pressure from several other disruptive challenges says Dr. Juanita Maree, Chief Executive of the Southern Africa Association of Freight Forwarders (SAAFF).

South Africa’s business sector has voiced concern over the Southern Africa Development Community’s (SADC) slow response, calling on member states to move immediately into a leadership position as mediator, to restore law and order and stabilise trade operations, which are critical to the regional economy.

These actions, they assert, are critical to the safety of the citizens on both sides of the border and to stop the destruction of critical infrastructure that enables the efficient flow of regional and international trade and cargo through, to and from the Port of Maputo, as well as inland and further afield.

Barbara Mommen, Trade and Transport Corridor Specialist said that while there is an acute awareness of, and appreciation for, the complex and difficult circumstances which have given rise to the current situation, the uppermost concerns relate to the extreme challenges which now face trade, not only in South Africa and Mozambique, but the entire region as it attempts to grapple with the aftermath of the destabilisation of the Maputo Corridor.

SADC, as the regional body responsible for trade, development and investment, must be tasked with addressing the escalating post-election violence in Mozambique. Infrastructure at the Ressano Garcia Border Post and the KM4 facility has been severely damaged, and on-going violence threatens to cause further disruptions. Lives are being lost and livelihoods are threatened across the Southern Africa region.

Border closure

The need for the temporary closure of the Lebombo border have intensified the crisis. The economic impact of this situation is long-term and extends beyond Mozambique to all other countries in the SADC region but in particular South Africa and Zimbabwe, as halted trade raises the risk of economic setbacks.

The supply chains currently utilising the Maputo Corridor compete internationally, and the predictability required for ensuring international competitiveness is putting these fragile supply chains at significant risk.

Maputo has long been a vital port for regional and international trade, growing significantly in importance over the last 15 to 20 years as a successful public private concessionary – an operating model that has increased capacity, driving growth and investment into Mozambique – one of the world’s poorest economies, and indeed into Southern Africa.

To varying degrees, the implications of this crisis will have a long-term negative impact on all the countries in the SADC region, explains Dr. Maree, as it will take time for traffic to and from the Port of Maputo to stabilise and to restore to previous volumes.

Loss of important infrastructure

The loss of important infrastructure servicing trade and transport on the corridor will be felt for many months and even years, and places government coffers under enormous pressure for rebuilding and repairs to infrastructure, and replacement of essential equipment.

Additionally, many essential jobs are now at risk, while the ripple effects for informal, small and medium businesses will be felt for some time. Business will limp forward into an uncertain future after this troubled, disruptive period.

SAAFF, as an industry representative body, stands ready to actively collaborate with the authorities on the implementation of strategic processes that will restore and stabilise the flow of trade and cargo through ports, corridors, and transport networks – both road and rail – to and from Mozambique.

For Southern Africa to thrive as a unified, regionally integrated trading block, it must remain a reliable, competitive route and destination within the regional and global supply chains. To achieve this, it demands immediate consultation with apex bodies in the region, and the assurance that the leadership will address and confront the challenges impacting business in general due to the conflict and logistics specifically.

The disruption to the logistics activities cannot be allowed to continue, as it is a primary and critical enabler of economic growth and fiscal revenue in this region.

[See news report ‘SA closes Lebombo border crossing…. below]

Added 8 November 2024

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IMO heads to COP 29: Promoting net-zero framework for shipping

Edited by Paul Ridgway 
Africa Ports & Ships
London

At the time of writing IMO Secretary-General Arsenio Dominguez is preparing to lead IMO’s delegation to the annual UN Climate Change Conference (COP 29) to be held in Baku, Azerbaijan, from 11 to 22 November.

The 29th Conference of the Parties to the UN Framework Convention on Climate Change (UNFCCC) will bring together world leaders along with an estimated 40,000 delegates representing governments, civil society and the private sector for discussions on how to address climate change.

In line with the Paris Agreement, the global maritime sector has committed to ambitious goals of achieving net-zero greenhouse gas (GHG) emissions from shipping by or around 2050, as outlined in the 2023 IMO Strategy to Reduce GHG Emissions from Ships.

At COP 29, Secretary-General Dominguez will share the latest developments in delivering the Strategy, including those related to ongoing negotiations towards a new set of binding economic and technical mid-term GHG reduction measures to decarbonise the maritime sector.

COP provides an opportunity to stress the importance of cooperation with the energy and financial sectors as well as with cargo owners, given shipping’s vital role in the world’s energy transition and as the engine of global trade.

On IMO’s work to address GHG emissions from ships

Ahead of COP 29, IMO has made a submission to the 61st session of the UNFCCC’s Subsidiary Body for Scientific and Technological Advice (SBSTA 61) outlining the progress made and actions taken to date to support maritime climate action.

Among other issues, the paper covers the outcomes achieved at the 82nd session of IMO’s Marine Environment Protection Committee (MEPC 82) held in September/October 2024.

At that meeting, the Committee advanced discussions on the proposed mid-term measures for GHG reduction, which include a global pricing mechanism for GHG emissions from ships and a global marine fuel standard.

Member States identified areas of convergence and discussions resulted in a draft legal text – the IMO Net-Zero Framework – to be used as the basis for the next phase of talks.

The aim is to adopt these mid-term measures in late 2025, with a view to entry into force in 2027.

The submission will be presented to SBSTA 61 by the IMO Secretariat.

Maritime events at COP 29

Secretary-General Dominguez will attend various events and bilateral meetings during the first week of COP.

IMO’s Climate and Clean Air Team will also participate in a number of maritime-related activities at COP 29 throughout the conference period.

A side event co-organised by IMO, the United Nations Economic Commission for Europe (UNECE) and International Civil Aviation Organization (ICAO) (20 November, 1500 to 1630, Side Event Room 6) will focus on the theme: ‘Decarbonising Transport: Policies & Strategies For Aviation, Maritime and Land.’

The full list of maritime-related events

Too see a full list of maritime-related COP 29 events readers are invited to use the link here

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SA closes Lebombo border crossing as unrest and rioting sweeps across Mozambique

Africa Ports & Ships

The South African Lebombo border crossing with Mozambique near Komatipoort has been closed by South Africa following an outbreak of unrest and rioting at Ressano Garcia, on the the Mozambique side of the border.

This is the main border crossing leading to the port at Maputo, some 110km away and will be affecting South African exports of chrome, coal and other commodities.

The closure of the border followed reports of vehicles being set on fire on the road in Mozambique leading to the Maputo port.

The unrest, in which a growing number of deaths have occurred, with reports of at least 20 people shot dead and about 400 injured by Mozambique police, comes after dissatisfaction with the announced presidential election results, in which the ruling Frelimo party candidate swept into power with a claimed 70% of the vote.

The police are accused of using tear gas indiscriminately and shooting rubber bullets into the crowds of people gathering at various places to protest.

According to reports from the country, security police are stationed along the roadside preventing people from entering Maputo city on foot. Tear gas has been used to control crowds from gathering.

The unrest is also reported from several other parts of the country, including in Niassa and Nampula provinces.

The unrest stems not only from unhappiness at the results of who supposedly won the election, but also at claims that widespread corruption from the highest political level is robbing ordinary citizens from enjoying the fruits of Mozambique’s natural wealth.

Reports say the country’s telecom operators have on instruction from government executed blackouts throughout Mozambique in an effort at controlling communication.

Border Management Authority officials, the South African police and the SA army have been engaged to stop the protests from spilling over into South Africa.

Added 7 November 2024

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Hapag-Lloyd on spending spree for 24 new container ships

Africa Ports & Ships

German container carrier Hapag-Lloyd has gone on a spending spree for 24 new container ships.

Twelve of the new vessels will have a 16,800-TEU capacity, with the balance a capacity of 9,200-TEU. They will be built at two Chinese shipyards.

The larger vessels will be built by Yangzijiang Shipbuilding Group and will be used to expand the capacity of existing services.

The 9,200-TEU ships have been ordered from New Times Shipbuilding Company Ltd and will replace older units in the Hapag-Lloyd fleet that will be nearing the end of their service life in this decade.

Deliveries can be expected between 2027 and 2029.

Representing an investment of roughly USD 4 billion, a long-term financing of USD three billion has already been committed.

The newbuildings will be equipped with state-of-the-art low emission high pressure liquefied gas dual-fuel engines that are extremely fuel-efficient. In addition, these vessels can be operated using biomethane, which can reduce CO2e emissions by up to 95% compared to conventional propulsion systems.

The new ships will also be ammonia-ready.

Hapag-Lloyd’s chief executive, Rolf Habben Jansen said Hapag-Lloyd will continue to modernize and decarbonize the fleet.

“This investment is one of the largest in the recent history of Hapag-Lloyd, and it represents a significant milestone for our company as it pursues the goals of its Strategy 2030, such as to grow while also modernizing and decarbonizing our fleet,” he said.

“Operating a fleet of more efficient vessels will also enhance our competitive position, and thanks to the increase in capacity, we will continue to offer our customers a global, high-quality product.

Hapag-Lloyd controls 287 modern container ships with a total transport capacity of 2.2 million TEU, making the company one of the world’s leading liner shipping companies. In addition, it operates the largest fleet sailing under the German flag.

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WHARF TALK: fibre optic cable laying vessel – CS VEGA II

Pictures by ‘Dockrat’ 
Story by Jay Gates

It is not unknown for vessels to be repurposed by their owners, or to be purchased by new owners, who then have them rebuilt, overhauled, or refitted, to carry out a completely different function from that for which they were originally built. The types of vessel for which this can occur are many, and can cover every aspect of the maritime industry, from the complex and technical, to the non-complex and non-technical.

Examples of such changes to existing vessel purposes are a Very Large Crude Carrier (VLCC) tanker being repurposed to act as a Floating Storage Production and Offloading (FPSO) unit for the oil and gas industry. Or a Panamax gearless bulk carrier being repurposed to act as an offshore transshipment vessel (OTV), given offset loading cranes, or conveyor loaders, and used to transfer bulk ore from a nearby port, out to a Capesize bulk carrier anchored offshore.

Sometimes the changes to a vessel are not simply to utilise its core design, and purpose, and make the design changes to allow it to be used in a similar, but a more dynamic role, as with the FPSO or the OTV. There are examples, especially in those maritime industries which are well known for producing vessels for extremely complicated operations. Sometimes these vessels are repurposed, not once in their career, but twice, and with each change bearing no connection, or similarity, to that purpose from which they were repurposed.

On 20th October, at midday, the fibre optic cable laying vessel ‘CS Vega II’ arrived off Cape Town, from Gursken in Norway. She entered Cape Town harbour, proceeding into the Duncan Dock, and went alongside the inner berth of the Eastern Mole. Such a berthing arrangement is indicative of a logistical call for bunkers, stores and provisions.

In an unusual coincidence, it meant that two cable laying vessels were to be berthed back to back in the port, as the Cape Town based cable vessel, ‘Leon Thevenin’, was unloading cable at the outer berth of the Eastern Mole, having arrived back in the port on 18th October, after completing a submarine cable repair mission on the East coast to the north of Durban.

Built in 2008, with her hull being built by Odys Stocznia Sp.z.o.o. at Gdansk in Poland, ‘CS Vega II’ was then towed to Norway where she was completed and outfitted by Fosen Mekaniske AS shipyard, at Rissa. She has a length of 80 metres and a gross registered tonnage of 5,117 tons. She is a diesel electric vessel, with power being provided by four Caterpillar 3516 TA generators providing 10,200 kW. Power is transferred to two Siemens 1RN4 HM90-Z motors which provide power to two Wärtsilä SP35CRP azimuth thrusters, giving her a service speed of 17 knots.

Her auxiliary machinery includes a single Caterpillar C18 ACERT harbour generator providing 465 kW, and a single Volvo Penta D7A TRC emergency generator providing 115 kW. She has a water making system producing 15 tons of fresh water per day. For added manoeuvrability ‘CS Vega II’ has a single bow Brunvoll FU80 LTC2000 transverse thruster providing 800 kW, and a single bow Brunvoll AR63 LNC1650 retractable azimuth thruster providing 880 kW.

Her twin stern azimuth thruster pods, and her twin bow thruster arrangement gives ‘CS Vega II’ a dynamic positioning classification of DP2, which is provided by a Kongsberg K-Pos DP21 system. The DP parameters are provided by three Anschütz gyro compasses, three DGPS systems, four Seatex MRU-5 motion reference units, one Seatex MRU-D motion reference unit, and one HiPAP 500 high precision acoustic positioning system.

One of two sisterships, ‘CS Vega II’ was built to a MT6007 design from the marine architect company, Marin Teknikk AS, of Gurskøy in Norway. The building costs of ‘CS Vega II’ were US$27.38 million (ZAR476.24 million), and she was launched as ‘Boa Thalassa’. She was a unique vessel as she was built as a seabed survey vessel, but not as a seismic survey vessel. She was the first ever seabed profiling vessel built to utilise electromagnetic surveying, rather than a seismic source. Accommodation was provided for 54 crew and survey personnel.

She operated as a survey vessel until 2022, when her first transition took place. She was renamed ‘CF Explorer’ and converted into an offshore accommodation vessel, known as a Special Purpose Ship (SPS) ‘Walk to Work’ vessel, for use in the North Sea offshore wind farm construction industry. Converted in Holland, she received a walk to work covered gangway, her survey deck was stripped, and additional cabins were fitted in its place, which increased her accommodation to allow for 72 crew and construction workers.

After a short 18 months in this role, she was sold on once more, to her present owners, who purchased her with a view to giving her a further conversion, this time to a fibre optic cable laying vessel. The conversion included the removal of her stern helideck, the reconfiguring of her stern with a cable laying sheave. The conversion was undertaken by Green Yard Kleven AS shipyard, at Ulsteinvik in Norway.

The conversion was planned by Marin Tekknik AS, her original marine architects, and included the fitting of a new aft cable hangar housing Parkburn cable laying equipment, a new fibre optic cable carousel, two Parkburn knuckleboom deck cranes, and a stern mounted Hydramarine knuckleboom crane with a lifting capacity of 5 tons, for cable operations requirements.

She is now owned by Nippon Telegraph and Telephone World Engineering Corporation (NTT WE), of Yokohama in Japan. She is operated by NTT WE Marine, also of Yokohama, whose company name is emblazoned on her hull, and she is managed by TDG Ship Management, of Manila in the Philippines. Her owners have been in existence since 1952, as a telecommunications company, and moved into offshore cable laying operations in 1980.

She will be replacing another smaller cable vessel, ‘CS Vega’, built in 1984, and which has now reached 40 years of age, and is currently conducting cable operations in the Philippines. The NTT ME Marine company has conducted virtually all of its offshore cable laying operations within the waters of Japan, and its outlying islands, as well as more recently, further afield within greater Southeast Asia.

For the nomenclature aficionado, the name of ‘CS Vega II’ is simply broken down, with her name prefix of ‘CS’ referring to ‘Cable Ship’, and ‘Vega’ being the major star in the northern hemisphere constellation of Lyra. With her being the second such named vessel in the NTT WE Marine fleet, her name suffix is the Roman numeral ‘II’.

After a short period of just 18 hours alongside in Cape Town, ‘CS Vega II’ had completed her uplift of bunkers, stores onload, and replenishment of fresh provisions, and was ready to sail. At 06:00 in the morning of 21st October she sailed from Cape Town, with her AIS showing that her destination was to be the port of Subic Bay in the Philippines.

The port of Subic Bay, is on the island of Luzon, located at 14°48’ North 160°17’ East, and lies 54 nautical miles to the northwest of Manila Bay. It was formerly the massive United States Navy base, which acted as a service base for the Pacific Seventh Fleet, and reached its peak during the period of the Vietnam War with over 200 ship visits per month.
In 1992 the United States military handed back all military facilities in the Philippines to the local government, and withdrew from the country. The Subic Bay port facilities were taken over as a Freeport, and massive infrastructure development began. Today, the port is a major container terminal, offering a total of 25 berths, and is now the site of a major shipyard.

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Xeneta: Trump Presidency will reignite US-China trade war

Africa Ports & Ships

Threats of a spike in ocean container shipping markets as businesses rush imports ahead of higher tariffs

Donald Trump’s victory in the US Presidential Election is ‘a step in the wrong direction’ for international trade as importers fear another spike in ocean container shipping freight rates.

Trump has vowed blanket tariffs of up to 20% on all imports into the US and additional tariffs of 60% to 100% on goods from China.

Data from Xeneta – the ocean and air freight intelligence platform – shows the last time Trump ramped up tariffs on Chinese imports during the trade war in 2018, ocean container shipping freight rates spiked more than 70%.

“Shipping is a global industry feeding on international trade, so another Trump Presidency is a step in the wrong direction,” said Peter Sand, Xeneta Chief Analyst.

“The knee-jerk reaction from US shippers will be to frontload imports before Trump is able to impose his new tariffs. Back in 2018, the tariff on Chinese imports was 25%, now it is increasing up to 100% so the incentive to frontload is even greater.

“If you have warehouse space and the goods to ship, frontloading imports is the simplest way to manage this risk in the short term – but it will bring its own problems. A sudden increase in demand on major trade lanes into the US when ocean supply chains are already under pressure due to disruption in the Red Sea will place upward pressure on freight rates.

“We saw the negative impact of tariffs during Trump’s first term in office in 2018 when ocean container shipping rates spiked 70%. Shippers will be fearing more of the same this time around.

“In the longer term, another Trump presidency will reignite the trade war with China and provoke retaliatory action. In 2018, we saw China respond to US aggression by imposing tariffs of its own, which added even more fuel to the fire, so there is a risk this situation could escalate further in the months and years to come.”

Average spot rates from the Far East to US West Coast and US East Coast have remained relatively flat in the weeks leading up to the US Election, down -3.5% and -2.5% respectively since 15 October.

However, the current average spot rates of USD 5,210 per FEU (40ft container) into the US West Coast and USD 5,820 per FEU into the US East Coast are 167% and 134% higher than 12 months ago, primarily due to the ongoing impact of conflict in the Red Sea.

Sand said that 2024 has been a brutal year for US shippers who have already endured massive disruption due to the Red Sea crisis and spiralling freight rates.

There is also the looming threat of further strike action at ports on the US East Coast and Gulf Coast in January next year, he said.

“Another Trump presidency will not be welcomed by US importers and exporters, but they needed a swift and clear result in the election. Uncertainty is toxic for supply chains, so at least the industry now has a clearer understanding of the financial and operational risk and can execute the plans they will have prepared in the event of another Trump presidency.”

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TNPA switching to clean fuels for tug fleet

Africa Ports & Ships

Transnet National Ports Authority (TNPA) has published a Request for Information (RFI) for a strategic pilot project to use green and cleaner fuels for its selected diesel-operated tugboat fleet.

The project forms part of Transnet’s commitment to bolster South Africa’s transition to a low carbon-economy focused on cleaner, renewable and green fuels.

The RFI invites interested parties to submit proposals for the technical assessment on old diesel tugboats. The scope of work includes information regarding assessing the condition of the existing tugboats, evaluating components such as the diesel engines, and inspecting the mechanical and structural compartments for potential new components or modifications.

This initiative is a pilot project to retrofit existing tugboats to utilise alternative fuels including Liquefied Natural Gas, Biodiesel, Hydrogen and Methanol.

Based on the success of the retrofitting pilot phase, the tugboats will be restored to optimal operational performance and efficiency, enabling them to service the ports with using improved fuel and sustainable environmental impact.

“The plans to retrofit TNPA’s tugboat fleet with low-to-no carbon fuel is a significant step towards decarbonising shipping and reducing the carbon footprint of our marine craft,” said NPA Acting Chief Executive, Phyllis Difeto.

She said this project stems from TNPA’s energy mix initiatives, which respond to the Ports Authority’s objectives of operating an environmentally sustainable port system.

RFI Documents

The RFI documents can be accessed on the Transnet tender portal by clicking here.

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Chevron Marine Lubricants adds Port Elizabeth to its global supply chain

Africa Ports & Ships

Chevron Marine Lubricants has extended its global supply capacity to include South Africa’s Port Elizabeth. This expansion takes advantage of vessels taking the longer route to avoid the Red Sea conflict area.

It also represents a strategically important addition to Chevron’s distribution network in the southern region.

According to Chevron, the expansion has been made possible through close collaboration with local partners, demonstrating the power of partnerships to enhance customer service and supply. By ensuring supply availability in Port Elizabeth, the overall supply reliability of Chevron’s range of marine lubricants is endorsed and improved.

“This marks a significant milestone in the development of our distribution network in southern waters,” says Ayten Yavuz, Global Marine Lubricants General Manager at Chevron.

“Port Elizabeth is a major port of call, and having Chevron lubricants available will certainly increase the service reliability for visiting vessels.” He added they have worked closely with their local partners to make this strategic expansion possible. “I wish to thank them for their excellent cooperation,” Yavuz said.

The current range of Chevron’s marine engine lubricants, including the popular Taro Ultra range, will be available to ships calling at Port Elizabeth. The port is operational 363 days a year. In addition to bulk and container handling, Port Elizabeth has a berth for liquid cargo operations (currently under repair).

Chevron describes the significance of the port as being that, prior to 2023, an average of 1050 visiting vessels called over a 36-month period. However, since October 2023, vehicle carrier passings have risen substantially, and many operators are currently routing ships via the Cape of Good Hope.

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IMO S-G visits Red Sea countries

Visits highlight support for freedom of navigation

Edited by Paul Ridgway
Africa Ports & Ships
London

On 4 November IMO reported that Secretary-General Arsenio Dominguez had completed a series of visits to countries in the Red Sea area, to discuss the current situation and express support for freedom of navigation as well as concern for innocent seafarers, particularly those who remain captive with the MV Galaxy Leader.

Mr Dominguez said: ‘The continuous attacks on ships and seafarers in the Red Sea are endangering innocent human lives, affecting the entire shipping industry and therefore the global economy.

‘International shipping carries around 80% of trade in goods in the world and the Red Sea is one of the main shipping routes. All countries are affected by disruptions to international shipping.

‘The countries in the region have been greatly affected. Last week, I travelled to Djibouti, Egypt, Oman, Saudi Arabia and Yemen, to discuss the situation with Government representatives and consider how IMO could further support them.

‘I will continue to engage with all IMO Member States, UN agencies and stakeholders to ensure that the principle of freedom of navigation is re-established in the interests of all parties.

‘These visits represent a message of support from the IMO to all those who work every day to maintain international shipping.

‘It is through discussions with all the countries that we will be able to protect seafarers and build a resilient and sustainable maritime transport system. This region has a strategic role and great potential for development to enable maritime transport to become more sustainable.’

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APM Terminals appoints new MD for Suez Canal Container Terminal

Africa Ports & Ships

APM Terminals, which operates the Suez Canal Container Terminal (SCCT), the second busiest in Africa, has announced the appointment of Keld Mosgaard Christensen as Managing Director of SCCT.

Christensen’s appointment was effective from 1 November 2024. He comes to SCCT directly from his position as Managing Director of the Port of Salalah, Oman.

Keld Mosgaard Christensen

Prior to his time in Oman, Christensen worked with APM Terminals in Poti, Georgia, and at APM Terminals headquarters in The Hague, the Netherlands.

With a Masters in Law from the University of Aarhus, Christensen began his career with the Danish Ministry of Foreign Affairs, rising to Consul General before transitioning to the corporate world.

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AD Ports Group signs MoU with Somali Ministry to boost fisheries and maritime sectors

Africa Ports & Ships

AD Ports Group has entered a Memorandum of Understanding (MoU) with the Somali Ministry of Fisheries & Blue Economy, aiming to explore joint investment and development opportunities in Somalia’s fisheries, ports, and maritime sectors.

The agreement seeks collaboration on various initiatives, including the integration of fish ports and processing plants, the development of a maritime monitoring centre, port infrastructure upgrades, the construction of integrated fishing ports, and the establishment of a technical vocational training school.

Leveraging its extensive experience in managing ports, economic cities, and free zones, AD Ports Group will work with the Somali Ministry to develop these sectors and identify other potential projects.

AD Ports Group’s involvement in Africa includes recent concessions in Egypt, the Republic of Congo, Angola, and Tanzania. The UAE, a long-time supporter of Somalia, sees agriculture comprising about two-thirds of the nation’s economic output. The World Bank forecasts a 3.7% growth in the Somali economy this year, expected to rise to 4.5% in 2025.

Somalia’s Minister of Fisheries & Blue Economy, Ahmed Hassan Aden, highlighted the significance of this partnership, stating, “By joining forces with AD Ports Group, we are laying the groundwork for long-term growth and sustainability in our port infrastructure and fishing industries. This collaboration will enhance our capacity, drive economic development, and provide new opportunities for our communities.”

Captain Mohamed Juma Al Shamisi, Managing Director & Group CEO of AD Ports Group, echoed this sentiment, emphasizing their commitment to supporting Somalia’s economic growth through potential investments and collaborations in the nation’s maritime and fisheries sectors. He noted the Federal Ministry’s aim to unlock the sector’s potential by leveraging AD Ports Group’s global expertise and resources.

The MoU will also explore cooperation on maritime regulations enforcement, technology and infrastructure development, and the provision of project management and other mutually beneficial opportunities.

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Port of Mombasa gets neighbour’s nod

Africa Ports & Ships

Kenya’s Port of Mombasa has received a nod of approval from customers across seven East African states, according to a recent customer satisfaction survey undertaken by a Nairobi research firm, SBO Training Ltd.

The independent study involving over 1,200 port users who have experience of the Kenyan port, revealed a 79% satisfaction rate, up from 70% expressed at a previous survey held in 2020.

A majority of those consulted for the study said they had noticed changes and improvements during the past year, in particular changes involving the use of modern technology. This, they said, resulted in improvements in service delivery and trust in the port authority.

Special note was made of Kargo Pay, a 24/7 payment system recently introduced, which offers flexibility and convenience for users and allowing payment to be made remotely.

The survey included details of the increase in container traffic at the Mombasa port, which has reached 1.8 million TEU. At the previous survey this number was 1.4 million TEU.

It also reported that Uganda’s cargo throughout at the port of Mombasa stood at just over seven million tonnes for 2023.

Of this 6.2 million tonnes were imports, while 829,400 tonnes of exports were registered.

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Houthis renew their attacks: three ships allegedly targeted

Africa Ports & Ships

Yemen’s Houthi militia claimed responsibility for attacks on three ships in adjacent international waters, re-intensifying their maritime campaign in the region.

Houthi military spokesman Yahya Saree announced that the militia had targeted the SC Montreal, Maersk Kowloon, and Motaro, citing their parent companies’ violations of a ban on sailing to Israeli ports as justification for the assaults.

Details of the Attacks:

The 33,900-dwt SC Montreal (IMO 9311830), a Liberian-flagged container ship en route from Salalah, Oman to Pointe des Galets, Reunion, was attacked with two drones while sailing in the southern Arabian Sea. There are no additional details or independent confirmation of this attack.

The Maersk Kowloon (IMO 9290476), also Liberian-flagged, was reportedly targeted by a cruise missile in the Arabian Sea while sailing from Salalah in Oman. The 300m vessel, presumably unharmed, is currently off the South African coast and listing New York as her next destination and can be assumed unharmed.

These two attacks in the Arabian Sea occurred last Monday, 28 October 2024.

The 2006-built bulk carrier Motaro (IMO 9310290), another Liberian vessel traveling from Ust Luga in Russia to China, faced multiple ballistic missile strikes while in the Red Sea and approaching the Bab al-Mandab Strait.

The UK Maritime Trade Operations (UKMTO) reported that the master of the Motaro, while navigating 25 nautical miles south of Yemen’s Mocha, noted three explosions nearby; however, the vessel and its crew remained unharmed and continued on its way.

The Joint Maritime Information Center (JMIC) identified the Motaro as having no direct connections to Israel, the US, or the UK but noted a subsidiary link to a vessel that had previously docked in Israel.

Saree asserted that these attacks are part of the Houthis’ broader campaign to support Palestine and Lebanon amid ongoing regional tensions.

The continuing attacks on maritime shipping in this region pose significant risks to regional and international trade, while further complicating the geopolitical landscape amid ongoing conflicts in the Middle East.

In a related development, the Houthi spokesman claimed that drones had been launched at an industrial zone in Ashkelon, Israel, allegedly achieving their targets. Israeli media confirmed explosions in Ashkelon and Nahariya, attributing one of the drones to a launch from Lebanon.

The Israeli military confirmed that a UAV originating from Yemen had landed in an open area in Ashkelon.

These recent incidents come after previous Houthi drone and missile strikes against Israel, which provoked retaliatory airstrikes from Israeli forces targeting Houthi-controlled sites in Hodeidah, particularly in July and September.

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Port of Conakry Guinea – Advancing digitalization, IMO support

Edited by Paul Ridgway
Africa Ports & Ships
London

A needs assessment mission carried out in Guinea will assist the Member State in the preparatory stages of setting up a maritime single window system in the Port of Conakry. This was reported by the IMO news service on 29 October.

Streamlining communications

The Maritime Single Window (MSW) is a one-stop digital platform designed to streamline communication among different stakeholders and agencies involved in clearing the arrival, stay and departure of ships. By consolidating information exchange into a single interface, the system is expected to significantly reduce time and costs associated with port procedures.

The IMO FAL Convention

Since 1 January this year it has been mandatory for all IMO Member States, which are contracting parties to the Convention on Facilitation of International Maritime Traffic (the FAL Convention), to establish maritime single window systems in ports to enhance the efficiency of shipping worldwide.

Broad representation

The needs assessment mission took place from 21 to 25 October, conducted by IMO consultants in collaboration with the Port of Conakry, relevant Ministries, public agencies including customs and border agencies, and other involved stakeholders. The last day of the mission allowed discussions between the consultants and all stakeholders to validate the findings.

Mission report to follow

A comprehensive mission report will lay the groundwork for further actions in the development of the maritime single window in Guinea. This includes findings and analyses carried out to identify weaknesses and gaps with respect to legislation, organization, IT systems, procedures and personnel for the deployment of a maritime single window, according to IMO principles and guidance, including related IT tools which interact with the maritime single window.

The report will provide recommendations for an efficient and successful implementation of the MSW in Guinea.

ITCP

This activity is delivered through IMO’s Integrated Technical Cooperation Programme (ITCP) with the collaboration of the General Directorate of Merchant Marine of Guinea.

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Beira port impacted by political demonstrations

Africa Ports & Ships

Demonstrations in favour of the political candidate, Venâncio Mondlane, have brought disruptions to the smooth working at the port of Beira.

The political demonstrations have affected the regular flow of road trucks arriving at the Beira port from neighbouring countries, mainly Zimbabwe and Zambia.

Local reports say that Cornelder de Moçambique, which operates the Beira port, usually handles about 700 trucks a day but when demonstrations take place this number drops by half.

Once the demonstrations are over the number of trucks arriving outside the port increases, on occasion to as many as 2,000 vehicles in a day with at times up to 80 trucks per hour arriving at the port.

This has become a concern for Cornelder, the reports say. Jan de Vries, managing director of Cornelder de Moçambique was quoted as confirming that on the days when the demonstrations are being held, the number of trucks generally decreases.

He said the reduction in flow of trucks was worrying. Beira, as Mozambique’s second busiest port, is a key driver in the country’s economy and is an important gateway for countries in the region.

Although unable to quantify the problems this is causing, the arriving ships are impacted as a result of slower working rates due to sudden non-availability of cargo, with vessel working on occasion brought to a standstill.

de Vries said this resulted in congestion when the trucks did arrive.

He said that with the demonstrations it was difficult to measure the real impact on the one-way road, “because we have very quiet days,” he was quoted.

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Durban port weather warning

Africa Ports & Ships

The following weather warning covering the Port of Durban has been received for the period:

Valid From: 04/11/2024 – 14h00

Valid To: 05/11/2024 – 24h00

Hazard

Winds Strong 25 – 33KT, Wind Gusts 35 – 39KT, Severe Thunderstorm

Detailed Additional Information

SW winds are expected to reach an average speed of 25 to 29KT from Monday afternoon and are expected to gust 35 to 40KT on Tuesday evening. Severe thunderstorms accompanied by heavy downpours that might lead to flooding are expected on Monday afternoon.

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The Houthis are winning in the Red Sea – rest of the world on the back foot

by Terry Hutson
Africa Ports & Ships

Who is winning the battle for the Red Sea? If I were taking bets right now, I’d have some of my money on the Houthis, for they seem to be retaining the initiative. That’s based on current results, and one cannot really imagine they will be able to continue preventing over 60 per cent of all shipping from using the waterway dividing Africa from Asia.

This month it is one year since the first drone or missile was fired at a merchant ship sailing innocently through the now infamous Bab al-Mandab Strait. That’s the narrow point at the lower end of the Red Sea after which it becomes the Gulf of Aden. This is conveniently close to the Yemen coast from where the Houthis are able to fire off Iranian-supplied missiles and drones almost at will.

Who are these Houthis?

Who are these Houthis? The Houthi movement is a Zaydi Shia Islamist militant organisation enjoying the backing of Iran, which by force of arms has wrested control over a large part of Yemen, including the capital of Sanaa and most of the coast facing the Gulf of Aden and the Red Sea.

In recent years the Houthi movement successfully held off attempts of overthrowing it by the combined military forces of neighbouring Saudi Arabia and the UAE. Despite the Houthis having occupancy of the capital and control over much of the economically productive regions, the movement lacks international recognition and the government it overturned remains, at least on paper, the recognised legal authority of Yemen.

Among the weapons used against merchant shipping are waterborne drones – smallish semi-submerged motorised vessels loaded with high explosive and used to target ships sailing even some distance from the Yemen coast. Such craft have been used in the Black Sea with devastating effect by the Ukrainians, effectively chasing what remains of the Russian Black Sea fleet to the far corners of that enclosed sea.

Off the Yemeni coast over a hundred ship attacks have been recorded in the past 12 months, with two vessels sunk and four seafarers killed. Some of the vessels were set on fire. Another two were highjacked and taken to Yemeni anchorages with their crews detained on board.

Cape of Good Hope

The result of this year-long naval activity, ostensibly targeting ships with an Israeli interest although making no guarantee that other shipping remains safe, is that the majority of vessels that ordinarily would travel via the Red Sea and Suez Canal, have been forced to sail the much longer route around the Cape of Good Hope.

That requires another ten to 14 days of sailing time, with commensurate added expense, for which someone has to pay! At a guess it isn’t the shipping companies, who as in the days of the Covid-19 pandemic, are suddenly anticipating strong and rewarding year-end results. Increased tariffs are once again bearing surprising fruit.

As just one example, Maersk is reporting a 41% increase in revenue and that’s in spite of having to re-route all of its Asia-Europe-Asia ships south via the Cape of Good Hope.

And that means increased bunker consumption and overall operating costs.

Suez Canal

Between 10 and 12 per cent of total global trade by volume goes – or went – through the Suez Canal, which automatically includes the Red Sea. By way of interest, 22 per cent of the canal traffic is made up of container ships. Car carriers also number around the 20 per cent mark while oil products including crude oil vessels account for another 25 per cent. That’s around two thirds of the total shipping that would ordinarily use the shorter route.

Most of those vessels are now avoiding the Red Sea and the Suez Canal is suffering.

It’s important to highlight containers, cars and oil products, because the ships that carry these commodities are among those that now lead the way in diverting around the Cape.

The big loser in all this is probably Egypt, the owner of the Suez Canal. The Suez Canal Authority (SCA), effectively the Egyptian Government, has seen revenue plummet and no solution in sight. Other ships are still using the canal, which is physically unaffected, but the numbers are seriously down.

According to Egyptian reports, the SCA has lost an estimated US$ 6 billion in revenue since the Red Sea crisis began. Foreign Minister Badr Abdelaty revealed this last week following his meeting with the Secretary-General of International Maritime Organization (IMO), Arsenio Dominguez.

US Navy

When the Houthis fired their first missiles and drones towards Israel in October 2023, US Navy ships played an early and decisive role in assisting Israeli defences. In addition, the US and its allies quickly formed a coalition of naval forces to provide a naval presence in the Red Sea and Gulf of Aden to intercept missiles as they were fired from Yemeni positions.

The naval ships were soon heavily involved in assisting merchant ships that were being targeted by Houthis around the Bab al-Mandab Strait and later in the Gulf of Aden. Details of the size and identity of the naval forces haven’t always been forthcoming but at one stage it was quite significant.

Aircraft too came into the equation, involving missions over Houthi-held Yemeni territory which were aimed at reducing the Houthi’s ability to target passing ships or to target Israel. Though claiming to be successful, a number of ships risking the journey through the Red Sea or even those operating in the Gulf of Aden en route to nearby Djibouti, continue to come under Houthi attack.

In January this year President Joe Biden said the air and naval strikes against Houthi launch and storage facilities would continue to protect the free flow of international commerce. Regardless of this, the attacks on international shipping has continued through the year.

Israel and Gaza

According to the Houthis these attacks will continue until Israel abandons its invasion of Gaza (and that now includes Israel having to abandon raids into parts of southern Lebanon).

There are conflicting reports suggesting the interest of the international naval forces is starting to wane over what happens in southern Red Sea. While no such announcements or intentions have been made, it will only add to the concerns of those whose ships continue using the shorter route.

Of course, it could be that any reduction of the naval forces may simply be in proportion to the decreasing number of ships running the gauntlet of missiles and drones.

On the other hand many see the ‘allied’ response as being defensive and not sufficiently offensive towards the Houthis as the latter continue firing off their missiles and directing their drones. That’s despite the US and UK air forces in the region having undertaken numerous raids across Yemen in an effort to degrade the Houthi ability of continuing their attacks.

The latter remains a difficult task. The Houthi’s don’t require sophisticated launch pads or airfields for their drones or even some missiles. They don’t require expensive or noticeable equipment or facilities to handle the launches. Supplies of missiles and drones can be easily stored or transported without drawing much attention.

How long will this go on before once again the Red Sea and Suez Canal can be considered safe shorter routes on the long journey between South-East Asia and Europe or the eastern seaboard of North America? It’s anybody’s guess at the moment. There no end in sight in Gaza, and no reason to think the Houthi’s will abandon their support for their compatriots in Hamas or Hezbollah.

Will US and European nations continue providing naval cover for commercial shipping wanting to sail the length of the Red Sea? It seems maybe not. The EU’s mission Aspides commander indicated recently that Aspides lacks the ships and resources necessary to respond.

Which is surprising considering the extent to which most of those same European nations have continued their support of the EU NAVFOR naval forces guarding against piracy and smuggling in the wider Middle East area.

Shipping companies meanwhile have accepted that the diversion of their ships around the Cape will have to continue well into 2025.

German frigate

But it’s not only merchant ships that are avoiding the gauntlet. A German Navy frigate, no less, has been instructed to divert.

What was a surprise this past week concerns the German Navy frigate, FGS Baden-Württemberg (F222), returning from the far-off Pacific, which will not risk the crossing of the Red Sea and is instead taking the longer route around South Africa.

German Defence Minister Boris Pistorius issued instructions for the frigate and the fleet auxiliary Frankfurt-am-Main to avoid the shorter and much cheaper route into the Mediterranean because the ship lacks suitable long-range defences.

Nor were there any suitable escorts to accompany the German ships through the dangerous waters.

This is the same ship that in September helped tweak the Chinese whiskers by sailing provocatively through the Taiwan Strait! Minister Pistorius was again the person to make that announcement on 14 September 2024.

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WHARF TALK: German cruise ship – MEIN SCHIFF 4

Pictures by ‘Dockrat’ 
Story by Jay Gates

Earlier in the week the dictionary word for the casual maritime observer to look up was ‘Leviathan’. Fast forward a few days, and the new word for the casual maritime observer to cast their eyes over in the dictionary is ‘Behemoth’.

Again, in a biblical sense it is a powerful animal, and one which will do battle with Leviathan. In the modern sense of the word, it is something of monstrous size, power, or appearance, or an entity. It can also be described as an entity, or an organisation, that is extremely large, and often extremely powerful.

And so it was that yet another large cruise liner fetched up on South Africa shores. Once more the casual maritime observer can offer their perverse thanks to the idiotic Houthis for allowing them the honour of welcoming the next gargantuan cruise liner into a South African port. Had it not been for the risks associated with a Red Sea transit, this particular vessel was supposed to finish her last cruise in the Eastern Mediterranean, slip through the Suez Canal, head for the Persian Gulf and begin a full season of cruising based out of the region. Instead, a Cape sea route diversion beckoned.

On 28th October, at 07:00 in the morning, the passenger cruise liner ‘Mein Schiff 4’ (IMO 9678408) arrived off Cape Town, from the British Mediterranean colony of Gibraltar. She entered Cape Town harbour, proceeded into the Duncan Dock and, as is expected of such a vessel, went alongside the Passenger Cruise Terminal at E berth. The question was whether or not this call was a logistical bunker call, or that of a cruise, notwithstanding her having just completed a twelve day, very uncruise-like, sea passage from Gibraltar to Cape Town.

Built in 2015 by Meyer Turku OY, of Turku in Finland, ‘Mein Schiff 4’ is 294 metres in length and has a gross registered tonnage of 99,526 tons. The interesting comparison between her weight, and the recent call of ‘Anthem of the Seas’ on 25th October, as covered in the 27th October edition of Africa Ports & Ships, is that ‘Mein Schiff 4’, despite her huge size, is actually only registered as being a full 41% smaller than the gross weight of ‘Anthem of the Seas’, which weighed in at a formidable 168,666 tons.

She is a diesel electric vessel, with power being provided by two Wärtsilä 12V46F generators providing 12,600 kW each, and two Wärtsilä 8L46F generators providing 8,400 kW each. As well as providing all onboard domestic power requirements, produced power is also provided to AAB AMZ 1600ZB12 LSB electric propulsion units, each providing 14,000 kW, and which drive two fixed pitch propellers giving ‘Mein Schiff 4’ a maximum service speed of 22 knots. Rather unusually for a modern, and large passenger vessel, she has propellers rather than being driven by a pair of Azipod thruster units.

Her auxiliary machinery includes a single MTU 12V4000 emergency generator providing 400 kW. She has two Alfa Laval Aalborg XW-340 exhaust gas boilers, two Alfa Laval Aalborg XW-240 exhaust gas boilers, and two Alfa Laval Aalborg CHB-6000 oil fired boilers. For added manoeuvrability she has three bow Wärtsilä WTT40 transverse thrusters providing 4,000 kW each, and two stern Wärtsilä CT300 transverse thrusters providing 3,000 kW each.

Owned by TUI Cruises GmbH, of Hamburg in Germany, which is a joint venture between the TUI AG Group, of Hanover in Germany, and the Royal Caribbean Group, of Miami in the US State of Florida, ‘Mein Schiff 4’ is also operated by TUI Cruises GmbH, whose company houseflag is displayed on her funnel. TUI AG is a German multinational leisure, travel, and tourism company, and is the largest such company in the world, and where TUI is an acronym for Touristik Union International. She is managed by Celebrity X Cruises Incorporated, also of Miami in the USA.

The second of a class of four sisterships, known as the ‘Blue Motion Class’, the nomenclature of the series is quite boring with, up to now, each vessel receiving the name ‘Mein Schiff’, which as all German language scholars knows translates as ‘My Ship’, followed by a number. Not unsurprisingly, ‘Mein Schiff 4’ is the fourth vessel in the TUI Cruises fleet, with her sisterships going by the exciting names of ‘Mein Schiff 3’, ‘Mein Schiff 5’, and ‘Mein Schiff 6’. The casual maritime observer will not be surprised to know that the latest cruise liner to enter service with the TUI Cruises GmbH fleet was named ‘Mein Schiff 7’.

Carrying a normal passenger complement of 2,506, who are looked after by a crew of 1,030, ‘Mein Schiff 4’ has 15 decks, of which 12 are solely for passenger use, and 9 of which are set aside for passenger cabins. She has 1,253 cabins, of which 80% of them have balconies, and of which 90% of the total cabins have sea views. There are also ten luxury passenger suites, with each being two decks in height, and with each having their own private roof terrace.

Not unexpectedly, for a vessel of such size, she has not only a vast array of passenger facilities, but she also provides some innovative facilities for her passengers to enjoy. The ships generally cater for German passengers, and who enjoy some more refined entertainment than the usual cruise fare provided by the cruise line competition. As well as having a three tier show theatre, there is also an onboard concert hall, where ‘Mein Schiff 4’ was the first passenger cruise vessel to include a Philharmonic Orchestra as part of the entertainment crew, and whose members are provided by the DSO-Berlin (Deutsches Symphonie Orchester).

As well as the large music venues, ‘Mein Schiff 4’ has no less than 14 restaurants, 10 bars, 4 lounges, cinema, casino, conference room, craft workshop, shopping mall, teens club, kids club, gymnasium, fitness centre, beauty salon, spa, sauna, mudroom, treatment rooms, sports courts for volleyball, basketball, and football, a 280 metre long wraparound running track, and a standard swimming pool with a total of 4 jacuzzis provide in the pool areas.

As well as the standard pool, ‘Mein Schiff 4’ also has a full length, 25 metre long, swimming pool which allows proper laps to be swam as part of a passenger fitness regime. Other innovative passenger facilities include an onboard maritime museum, and sealife educational facility, a giant outside movie screen, and a glass platform, known as the Blue Balcony’, that hovers 37 metres above the sea.

The voyage of ‘Mein Schiff 4’ to Cape Town is actually not simply a diverted positioning voyage around the Cape to get to her next seasonal base, but is actually a passenger cruise. The voyage began from Antalya, in Turkey, back on 12th October, with a four day voyage to Gibraltar, for a one day stop, before heading directly for Cape Town, a full 12 day sea passage away. Whilst alongside in Cape Town, passengers were noted standing on cabin balconies, and were also seen joining the vessel for the onward passage. Generally speaking, long sea passages with no port calls would not be an advertised option, however there are some passengers who can think of nothing better than a warm tropical fortnight at sea, with no port interruptions.

After a two night alongside stay, and having completed her bunker uplift from the Cape Town bunker tanker ‘Southern Valour’, taken on any required stores, and loaded fresh provision for her passengers, ‘Mein Schiff 4’ was ready to sail. At 18:00 in the early evening of 30th October she sailed from Cape Town, with her AIS showing her next destination was to be Port Rashid, located in the Dubai Emirate of the UAE. So another 11 day voyage to come, with no scheduled port calls, for a passenger complement who will have spent a total of 27 days at sea, out of a total of 30 days, by the time they arrive in Dubai. To some that would constitute the perfect cruise. To others it would seem to be a prison sentence.

On arrival in Dubai, ‘Main Schiff 4’ will begin a full season of mostly 7 day cruises, out of both Dubai and Doha, in Qatar, calling at Abu Dhabi (UAE), Khasab, Muscat (both Oman), and Damman (Saudi Arabia). These will have been completed by the end of February 2025. At which point she will begin her positioning voyage back to the Mediterranean for another full season of cruising. As with this cruise, it will incorporate a Cape sea route transit, and it is being advertised as a cruise, with port calls in Southern Africa.

She is due to arrive back in South African waters in March 2025, with an 08:00 arrival in Durban on 14th March. She will sail at 19:00 the same day, with her next call being Port Elizabeth on 16th March at 06:30 in the morning. At 19:00 the same evening she sails once more for Cape Town, with an arrival back in the Mother City at 0800 on 18th March, where she will spend two nights yet again. From Cape Town, she will begin her northward leg back to Europe.

At 17:00 on 20th March, ‘Main Schiff 4’ sails from Cape Town, bound for Walvis Bay, in Namibia, arriving at 09:00 on 22nd March for a 13 hour stay. From Walvis Bay, she heads for Praia, in the Cape Verde Islands, then on to Las Palmas in the Canary Islands, before calling at Gibraltar, and then entering the Mediterranean Sea and sailing directly to Antalya once more, where the cruise will terminate on 9th April. Notwithstanding the Houthis, she is not due back in 2025, and will once more head for the Suez Canal in October 2025, for another Persian Gulf cruising season, and will return to Europe the same way in April 2026.

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“It’s time to act”- high rates of harm prompt call for more safety training in the fishing industry

Africa Ports & Ships

• More than a quarter of fishers (26%) around the world have experienced harm at work in the past two years – more than any other industry.

• • Less than three in ten (27%) of those who work in the industry say they have ever received safety and health training.

• • • Fishers in low-income countries are more likely to be harmed at work, and less likely to have received safety training.

A global safety charity is calling for urgent change and investment after its latest global report named fishing as the world’s most dangerous occupation.

A quarter of fishers (26%) have been harmed on the job in the last two years, according to Lloyd’s Register Foundation’s latest World Risk Poll report, Engineering safer workplaces: Global trends in occupational safety and health. Yet, data from the report shows that more than nearly three quarters (73%) have never received any safety training. The figure makes fishing one of the industries with the lowest rates of training in the world.

The data was gathered by global analytics firm Gallup, which conducted 147,000 interviews in 142 countries and territories around the world, and offers one potential explanation for the worrying figures. Like other “riskier” industries, such as construction and mining, fishing skews heavily towards demographics that were found to be more at risk of harm regardless of their occupation, such as those in more precarious financial situations.

For instance, 15% of the fishing workforce declared they could only cover their basic needs for less than a week if they lost all income. This demographic, globally, was found to be more vulnerable to workplace harm than average – a third (34%) of them experienced it in the past two years (well above the global average of 18%). Training rates also relate to financial resilience; globally, less than a quarter (23%) of those who said they could only cover their basic needs for less than a week have received safety training, below the global average of 38%.

Striving to tackle the issue

Several organisations are striving to tackle the issue. Among them is the International Fund for Fishing Safety, a Lloyd’s Register Foundation initiative managed by The Seafarers’ Charity, in partnership with the FISH Platform. The fund aims to financially support the delivery of fishing safety projects around the world and so far, £200,000 worth of grants have been awarded, supporting 65,000 fishers worldwide – but the fund’s partners say much more is needed.

Dr Daryl Attwood, Project Director at Lloyd’s Register Foundation, said fishing’s reputation as a dangerous occupation is well-known – but sufficient mitigative actions are obviously well overdue.

“International regulations provide an important framework for countries and businesses, but these can only go so far, especially for fishers in low-income countries who may believe their only option is to ‘fish today’, regardless of safety. Providing regular, tailored training, along with basic safety equipment, must be near the top of agendas everywhere.

“The work of the International Fund for Fishing Safety in supporting local safety projects around the world is crucial – but it’s just a start,” Attwood said.

“All fishing industry participants, including banks and other direct and supporting institutions, need to provide more funds to finance fishing safety interventions. We’d like to encourage them to talk to us about how these funds can be mobilised.”

Better training, access to safety equipment…

Alan McCulla, Coordinator at the International Fund for Fishing Safety, said that by providing better training, access to safety equipment and auditing for safer vessels, the International Fund for Fishing Safety aims to reduce accidents, prevent near misses, and save lives. “But there’s also a broader benefit to the whole marine ecosystem,” he said.

“Improved safety practices underpinned by existing international safety standards empower fishers to move from survival mode – where overfishing potentially means minimising time spent at sea – to long-term sustainability, ensuring the livelihoods of the local communities for generations to come.

“In the end, fisher safety is not a competing priority with sustainable fishing; it is essential to it.”

Lloyd’s Register Foundation is also working with the UN Food and Agriculture Organisation (FAO) to encourage and facilitate the supply of insurance to fishers using small vessels, primarily in less wealthy regions. As well as supporting the development of safety guidelines in pilot countries across Latin America, Africa, and Asia, the programme aims to raise awareness of guidelines, safety and vessel inspection methods, and fast-track access to fishing vessel insurance services.

The full 2024 World Risk Poll report, ‘Engineering safer workplaces: Global trends in occupational safety and health’, can be accessed here. The full data, including country and demographic-specific data, is also available on request.

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Kenya and EU hold joint naval exercise

by defenceWeb

Exposure to the European Union (EU) naval task force in the western Indian Ocean by way of joint exercises saw the Kenya Navy and Coast Guard further improve maritime security.

The latest joint exercise, in the last week of October, saw a mock search and rescue (SAR) operation involving the current Operation Atalanta flagship ESPS Santa Maria (F81) alongside Kenyan coast guard and naval assets.

This serial demonstrated joint procedures to handle the SAR. Kenya Coast Guard personnel in action benefitted from training by Go Blue, a joint blue economy initiative across Kenya’s six coastal region counties, covering a 600 km coastline.

The SAR serial was followed by maritime interdiction with boarding parties and at sea manoeuvring with the Kenyan research/survey vessel KHS Shujaa.

The Atalanta/Kenya relationship is, according to the EU naval force, an established one that has grown and strengthened through “activities” such as Exercise Usalama Baharini. The first of kind six months ago demonstrated the value of effective interaction and mutual understanding of capabilities and procedure.

“Atalanta is embedded in the maritime architecture of the region and, as part of EU defence policy and naval diplomacy, plays a vital role in supporting EU entities in the area, such as the EU Delegation to Kenya. Mutual support ensures efforts are developed in the most effective way to enhance the integrated approach to the area,” according to the EU naval tasking.

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

Added 3 November 2024

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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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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