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Join us as we report through 2021
‘and learn with Africa Ports & Ships’
TODAY’S BULLETIN OF MARITIME NEWS
These news reports are updated on an ongoing basis. Check back regularly for the latest news as it develops – where necessary refresh your page at www.africaports.co.za
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FIRST VIEW: JOLLY COBALTO
EARLIER NEWS CAN BE FOUND HERE AT NEWS CATEGORIES…….
The Monday masthead shows the Port of Durban Sugar terminal
The Tuesday masthead shows the Port of Durban T-Jetty
The Wednesday masthead shows the Port of Durban Container Terminal (DCT) North Quay
The Thursday masthead shows the Port of Durban DCT by night
The Friday masthead shows the Port of Durban Multi Purpose City Terminal
The Saturday masthead shows the Port of Durban Island View
The Sunday masthead shows the Port of Durban Maydon Wharf
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FIRST VIEW: JOLLY COBALTO
The elusive ro-ro vessel of Ignazio Messina line, JOLLY COBALTO (IMO 9668960) proved to be a bonus for ship photographers last Saturday 18 September when the 51,055-gt Italian ship arrived in the Port of Durban at 08h25, i.e. in daylight! Although she has called at Durban on many occasions since entering service in 2015, the Jolly Cobalto usually arrived and sailed during the hours of darkness so this was a happy and welcome arrival.
The ship has a length of 240 metres and width of 37.5m with a deadweight of 44,574 tons. Jolly Cobalto was built in 2015 at the STX-Jinhae shipyard as a sister ship to the Jolly Titiano which entered service the previous year. They were joined later by Jolly Vanadio and Jolly Palladio. The prefix name Jolly means Joker and was in use on Ignazio Messina’s earlier ro-ro ships priot to the current fleet,which also operated on the Mediterranean – Red Sea – East Africa and South Africa service, terminating in the south always at Durban.
On this latest voyage Jolly Cobalto arrived in Durban from Mombasa after a voyage of five and a half days. Once she has completed her cargo working the ship will return to the Mediterranean and Italy, calling at ports at scheduled or induced ports along the way. The company of Ignazio Messina, which was founded in 1921, was joined with Mediterranean Shipping Company (MSC) in early 2017 when MSC took a 49% minority share to assist the company to survove a financial crisis. Since then the two companies have made use of cooperative activities including ship chartering. Ignazio Messina & C SPA has its headquarters in Genoa, Italy. – trh
The above pictures are by Keith Betts
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Photographs of shipping and other maritime scenes involving any of the ports of South Africa or from the rest of the African continent, together with a short description, name of ship/s, ports etc are welome.
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De Beers’ Damen-built diamond recovery ship heads for South Africa
Debmarine Namibia’s latest diamond recovery vessel has departed from the Damen Shipyards Mangalia in Romania on four-week maiden voyage to Cape Town, where she will complete fitting out with specialist equipment before heading to Namibia to commence operations off the diamond coast.
The handover ceremony was held on 18 and 19 August at the Damen Shipyards Mangalia hence her arrival in Cape Town may be expected quite soon. The fitting out process at the Mother City should see the latest and most sophisticated diamond recovery vessel commencing operations early in 2022.
The successful delivery marks the end of the shipbuilding phase of a landmark project that began over three years ago. Another landmark is that she is the first vessel to be delivered by Damen Shipyards Mangalia, the Romanian yard that joined the Damen group in 2018, to take on large and complex, engineered to order projects under the banner of the group’s Mid-Sized Vessels division.
Debmarine Namibia is a subsidiary of the well-known diamond mining and jewellery company De Beers. The Namibian subsidiary is owned in equal shares with the Government of the Republic of Namibia.
As yet not officially named, the Additional Mining Vessel (AMV#3) as it is technically known, will use sub-sea crawling extraction techniques to retrieve diamonds from the seabed off the coast of Namibia. These will then be processed on board. 177 metres in length, it is now the largest diamond recovery vessel in the world and the new flagship of the Debmarine Namibia fleet. The vessel is expected to operate for at least 30 years.
According to Damen, the build involved many challenges, ranging from the onset of COVID-19 early in the project to the management of many subcontractors, each contributing their specialist skills and products.
With the constraints of COVID-19 Damen also undertook the complete commissioning process, implementing incremental ways of working to ensure that it was all completed on time.
“De Beers celebrates the completion of the vessel which, after a long period of design, construction and testing has now proceeded to sea,” said Michael Curtis, Head of the AMV3 Project. “The vessel build has been a truly multinational effort which has converged successfully at Damen Shipyards Mangalia.”
He said the build of this “magnificent” ship has enjoyed a high profile in Namibia as the largest ever single investment in the history of marine diamond recovery.
“Today marks a significant milestone in the project and for our company as the vessel starts its journey to Cape Town where it will be outfitted with the mission equipment. Damen’s dedication to building this high-quality and complex vessel, under very difficult circumstances and to do so with an excellent safety record is acknowledged and the quality of the ship is a testament to the skills of all who have been involved.”
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Disabled MSC KATERINA arrives under tow in Durban for repairs
Readers will recall our report about the 12,400-TEU container ship MSC KATRINA (IMO 9467445) which became disabled on 9 September while off the Cape South Coast.
The 140,096-gt box ship was sailing from Lomé in Togo, West Africa for the Far East, with Colombo showing as her next port, when she experienced an engine room fire that resulted in the ship becoming dead in the water.
The South African AMSOL-operated salvage tug SA AMANDLA left Cape Town harbour to go to the aid of the stricken vessel, whose fire was safely put out although it left the ship without any chance of continuing her voyage to the East.
It was decided to take the ship under tow to Durban where MSC maintains its own technical department and where repairs can be carried out. SA Amandla arrived on site and despite strong winds off the South African east coast, took MSC Katrina in tow and headed for Durban at a speed of around 4.4 knots, arriving off the KZN port on Wednesday 15 September 2021.
The following day, with quite heavy rain still falling, and with the support of four harbour tugs, the SA Amandla and her tow entered port to berth the container vessel at the Durban Container Terminal, Pier 2 North Quay.
The 366-metre long, 48-metre wide ship was moved again on Saturday 18 September, this time to Pier 1, berths 102 and 103, where she will apparently remain while undergoing repairs. According to the Transnet National Ports Authority she has been booked for repairs over a period of one month.
The accompanying photographs were all taken by Trevor Jones, the first three above in the rain of Thursday 16 September, and the others below under the blue sky of Saturday 18 September 2021. The latter show the giant ship being manoeuvred into position towards Pier 1. – trh
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WHARF TALK: Offshore support vessel heading for Angola – GREATSHIP MANISHA
Cape Town is a regular port of call for all of the multitude of types of offshore support vessel that operate for the oil and gas industry. The majority of them are either calling in for bunkers and stores, whilst en-route from one contract in one part of the world, and heading to another part of the world to undertake the next contract, or they are coming down from the West African oil and gas fields, to undertake major maintenance, drydocking and annual surveys.
However, most people forget that South Africa also has a small oil and gas industry of its own, located off the Southern Cape coast. Albeit a small industry player in comparison to most other states, there are specialised vessels operating out of Mossel Bay harbour in support of that very operation, and these offshore support vessels also require the need to head for Cape Town for major maintenance, drydocking and annual surveys.
Just one month ago, on 16th August at 17h00 the offshore multi-purpose diving support and platform supply vessel GREATSHIP MANISHA (IMO 9466465) arrived at Cape Town from Mossel Bay and entered the harbour, going alongside the Eastern Mole. She had arrived for a major overhaul which was to take many weeks.
After a short while at the Eastern Mole, Greatship Manisha shifted across the Duncan Dock to E berth, where a bevy of heavy duty mobile cranes, and a variety of engineering support equipment were waiting to start cutting down railings, take down deck housings, and remove an extensive pile of both internal, and external, steelwork in anticipation of her forthcoming overhaul, with the volume of steel removed, including removal of her large deck crane, indicating a major role change about to get underway.
After a week at E berth, she shifted again, this time to the Landing Wall, where she was prepared for entering the Sturrock Drydock, which she duly did a few days later. After a week, she floated out of drydock and made her way into the Ben Schoeman dock, where she went alongside the Dormac support quay at 502 berth for completion of outstanding engineering works.
Only on 18th September, after 33 days alongside, did Greatship Manisha leave the confines of Cape Town harbour and head out into Table Bay, where she completed a short sea trial, and surprised most people by displaying her next port of call as not being a return to Mossel Bay, but rather to Luanda in Angola.
Built in 2010 by Keppel Singmarine Shipyard in Singapore, based on a Marin Teknikk MT6012 design, Greatship Manisha is 93 metres in length and has a deadweight of 4,600 tons. She is powered by four main engines, namely two Wärtsilä 8L26 8 cylinder 4 stroke engines producing 3,526 bhp (2,600 kW) each, and two Wärtsilä 8L20 8 cylinder 4 stroke engines producing 2,012 bhp (1,480 kW) each, giving her a service speed of 13.8 knots. She also has an emergency generator providing 189 kW.
She is a DP2 vessel with three forward tunnel thrusters, each of 1,050 kW each, and two aft Wärtsilä FS275 azimuth propulsion thrusters of 2,600 kW each. She is one of two sisterships, and has a moonpool for diving and ROV operations, provides 1,020 m2 of deck space which is capable of taking 2,200 tons of deck cargo, and she is able to accommodate up to 66 persons.
Owned by Greatship Global Offshore Service of Singapore, she was unique in that she was taken on bareboat charter by Marine Crew Services (MCS) of Cape Town in 2017, for an initial two year contract with PetroSA, and her flag was switched from that of Singapore to South Africa, with Greatship Manisha being re-registered in Mossel Bay.
At the time she became only the third ship on the South African register, not involved in the fishing industry, or under South African government ownership. With an operating crew complement of 17, the switch of flag allowed MCS to increase the number of her South African crew employed aboard, from initially two, up to nine, with the Second Officer, Third Officer, Third Engineer, and six Deck Ratings being locally employed.
The plan of MCS at the time was to increase the South African crew complement as experience was gained, and command certification was attained, so that eventually the whole operating crew would be 100% South African.
Additionally, as part of the programme of training future Merchant Navy Officers, SAMSA was to grant the vessel ‘Training Ship’ status, which meant that a further six young South African Deck and Engineering Cadets could be placed by MCS aboard the vessel, to gain the necessary sea time, and practical training experience, towards gaining their professional seagoing certification.
Whilst the owners of Greatship Manisha are Greatship Global Offshore Services of Singapore, they are a subsidiary of Greatship India Ltd., of Mumbai in India, who themselves are a subsidiary of the Great Eastern Shipping Company, also of Mumbai, and whose houseflag is flown by the vessel and displayed on her funnel.
Details of her recent contract with PetroSA, and her potential next deployment to Angola, and if that affects her South African manning arrangements are, as of yet, not known. However, her port of registry has reverted, once more, back to Singapore, which indicates a major change has occurred.
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AMSOL welcomes new anchor handling vessel tug supply vessel UMKHUSELI to the fleet
As part of AMSOL’s fleet renewal strategy, the company has recently purchased a modern Anchor Handling Tug Supply Vessel (AHTSV) which is a welcome addition to the fleet.
In AMSOL ownership the AHTSV has been named UMKHUSELI (IMO 9427055), a word which means Protector or Defender.
The ship has an overall length of 83.18 metres and a width of 22.02m.
Umkhuseli was previously named Ena Frontier from 1 February 2019 to 1 August 2021 when she entered into AMSOL ownership. Prior to 2019 her first name from 1 September 2013 was Toisa Envoy.
The 8-year old, 4,427-dwt (%,18-gt), DPII tug, built in 2013, will provide AMSOL seafarers with new opportunities for learning and development; supporting AMSOL’s talent pipeline and the development of maritime leaders of the future.
“The investment decision highlights our confidence in South Africa and envisaged future developments in the Oil & Gas and Shipping sectors in Africa where we compete by providing sustainable marine solutions,” said AMSOL’s Chief Executive Officer, Paul Maclons.
Umkhuseli, which arrived in Port Elizabeth from Singapore on Friday 17 September 2021, flying the flag of St Vincent Grenadines. The AHTSV is to be re-flagged in South Africa.
AMSOL says that not only is it the leading employer of South African seafarers, but it has also implemented a strategy to increase the number of its vessels on the South African ships’ registry as an integral part of the company’s stated intent to grow the maritime economy.
The local flagging of the Umkhuseli will bring to 12 the number of AMSOL owned specialist vessels on the South African Ships’ Register, including tugs, AHTSV, product tanker, emergency towing vessel and offshore supply launches.
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No Time To Die: new James Bond film with a helping hand from CMA CGM
CMA CGM official partner of No Time To Die, new James Bond film
When you get to see the latest James Bond movie, NO TIME TO DIE, look out for a few familiar sights, although they’ll be hard to miss.
Two container ships and about 1000 shipping containers, as well as a dozen crew from the ships are ‘extras’ who took part in the movie in which action scenes were filmed in Kingston harbour, Jamaica.
Filming took place at the CMA CGM-operated Kingston South Quay Terminal in Jamaica, a strategic transshipment hub for the CMA CGM Group in the Caribbean, located at the exit of the Panama Canal and the crossroads of the North/South and East/West lines.
The two ships involved were the CMA CGM FORT SAINT GEORGES and CMA CGM FORT DE FRANCE. Crew from the CMA CGM ships and 1,000 shipping containers were used for filming.
As official partner of the 25th James Bond film, CMA CGM granted filmmakers EON Productions unprecedented access to the Kingston Container Terminal in Jamaica to shoot an action sequence involving a seaplane and the vessel CMA CGM Fort Saint Georges during which Bond is ‘rescued from the ocean’.
No Time To Die is directed by Cary Joji Fukunaga and stars Daniel Craig, who returned for his fifth and final film as Ian Fleming’s James Bond.
A dedicated international CMA CGM team, led by Tanya Saadé Zeenny, Executive Officer of the CMA CGM Group, was formed at the Head Office in Marseille and CMA CGM-operated terminals in Kingston and Dunkirk to provide support for the unique partnership, and are now eagerly awaiting the film’s global release.
The film will be released in cinemas in the UK from 30 September 2021 through Universal Pictures International, and in the US from Metro-Goldwyn Mayer (MGM) on 8 October 2021, via their United Artists Releasing banner.
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IN CONVERSATION: How a new app helps fishing boats avoid endangered species
A blue fishing trawler off the coast of Ullapool.
The discarding of fish at sea – known as “bycatch” – happens when fish have no commercial value or annual quotas for a commercial species are limited. It is widely regarded as a wasteful and unsustainable practice. A shocking 267,000 tonnes of fish were dumped in the North Sea in 2010. To reduce this waste, in 2013 EU member states agreed to the introduction of the landing obligation in EU waters. In January 2019, this was fully enforced, effectively serving as a ban on discarding commercial species.
The implementation of this ban created the so-called “choke species” problem. Choke species are fish with catches limited by annual quotas but which cannot easily be avoided or, under the landing obligation, discarded. This potentially results in the early tie-up of a fishing boat if that vessel’s annual quota for the choke species is exhausted before their quotas for other fish species are used up.
One way of reducing the catch of choke species is for fishers is to avoid areas and times where the likelihood of encountering the species is highest. But this poses a technical challenge: how can a fishing boat know when and where these unwanted choke species are without catching them in the first place?
Real-time reporting
Many fishing vessels report and share catch observations and position data as it is recorded using an automated communication system known as real-time reporting. This shared data is then processed to produce maps showing hotspots where catch rates are high. First implemented in the Alaskan pollock fishery in the mid-1990s, this has since been used to reduce bycatch of salmon during their annual migrations.
In 2019, the west coast of Scotland fishery was awarded a bycatch-only quota for cod, meaning that there was effectively zero quota available to fishers and that they would have to find ways to reduce cod catches to the lowest possible levels. If fishers were able to share real-time reporting information about when and where they were catching cod in real-time, then areas of high cod catches could be avoided.
Early consultations with Scottish fishers showed general support for using such a system on the west coast. However, fishers were reluctant to share information they regard as a personal or even a financial asset. Overcoming this hesitancy was essential if real-time reporting was going to be implemented in Scottish waters.
We set about designing a real-time reporting app, getting fishers to help design it as a way of encouraging them to use it. Since most fishers would be using the software as a phone app, it was important that it was easy for them to enter the data. It was also essential that the software satisfied their information requirements, security concerns, and limited tolerance for sharing catch and position data. Thanks to their input, we added the spurdog fish (Squalus acanthias) to the system, since it is a species of conservation concern and seasonally present on the west coast waters in large clusters.
The bespoke software that came out of this collaborative process is called Bycatch Avoidance Tool using mapping – BATmap. It was launched in June 2020 and participation was voluntary, with only fishers who agreed to contribute data being enrolled.
Vessels submit their catch data within two hours of the haul coming onboard, while position data is automatically submitted by monitoring units specially installed on each vessel. When a vessel reports that it has caught a lot of cod, an alert is automatically sent to all participating fishers detailing the volume and location of the catch. Fishers can then consider this information, along with other factors, when deciding when and where to fish.
Results so far
Since its launch, more than 2,971 catch reports have been submitted to BATmap, with 85 and 29 alerts triggered for cod and spurdog respectively. There are currently 14 vessels using BATmap. One fisher told us that though it will take more time for the system to develop fully, his initial concerns about sharing information had been overcome.
Looking ahead, we are cautiously optimistic that real-time reporting will become firmly established as part of day-to-day fishing operations on the west coast of Scotland. Follow-on funding has been secured to continue the development of BATmap, which will include a data governance policy and a five-year strategic plan for embedding it more firmly.
Tara Marshall, Senior Lecturer in Fisheries Science, University of Aberdeen
This article is republished from The Conversation under a Creative Commons license. Read the original article.
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WHARF TALK: another of the ‘ stream of tankers’ – STI EXCEL
Story by Jay Gates
Pictures by ‘Dockrat’
The downside is that some 15 months on, or over 440 days later, the Astron Energy Refinery, at Milnerton in Cape Town, still shows no sign of coming back onstream after the fatal accident of 2nd July 2020. For shipping buffs, the upside is that the stream of tankers bringing the necessary fuel supplies of all persuasions continues to arrive at Cape Town. In any normal year, this level of product tanker deliveries, from oil ports all over the world, would not be seen.
On 13th September at 14h00 the large LR1 products tanker STI EXCEL (IMO 9735579) arrived off Cape Town, from the Sarroch Oil refinery in Italy, and after a two hour wait offshore for her berth, she entered Cape Town and was alongside the 250 metre Tanker berth, in the Duncan Dock, by 17h00 that day.
Built in 2015 by STX Shipbuilding at Jinhae in South Korea, as one of eight sisterships, STI Excel is 219 metres in length and has a deadweight of 74,547 tons. She is powered by a single STX MAN-B&W 6S60ME-C8 6 cylinder 2 stroke main engine producing 12,954 bhp (9,660 kW), to drive a fixed pitch propeller for a service speed of 14 knots.
Her auxiliary machinery includes three MAN-B&W 6L23/30H generators providing 990 kW each, and a Cummins NT855 DMGE emergency generator providing 300 kW. She has a Kangrim E exhaust gas powered boiler, and a Kangrim P oil fired boiler. She has 12 cargo tanks and a cargo carrying capacity of 87,924 m3.
Owned by Scorpio Tankers Incorporated (STI) of Monaco, which gives STI Excel her name prefix, and whose company logo is prominent on her funnel, she is operated by Scorpio Marine Management of Mumbai, and managed by Scorpio Ship Management of Monaco.
Along with her seven fleet sisterships, all have names with the prefix of STI Ex, and are named Excel, Experience, Expedite, Exceed, Executive, Excellence, Express and Excelsior. Despite not normally operating through regions of known piracy, STI Excel still shows retrofitted burglar bars on all accommodation block portholes at boat deck level, and especially around all of her bridge windows that can be easily accessed at bridge deck level.
Deployed by STI as part of their Scorpio LR1 Pool, STI Excel, along with all other pool members, is used exclusively by the company in the spot market, hence her ‘one-off’ arrival in Cape Town from the Italian oil port of Sarroch.
The Sarroch refinery is located on the Italian island of Sardinia, and is situated some 20 kilometres south of the city of Cagliari. It is owned by Saras SpA, and has the highest production capacity of any other refinery within the Mediterranean area. It is capable of refining 300,000 barrels of oil per day (BPD), and produces 15% of the total production in Italy.
The majority of the Sarroch refinery production is Petroleum and Gasoline products, which account for 30% of production, and Jet/Gasoil/Diesel products, which account for 55% of production. Domestic Fuel and Liquid Petroleum Gas (LPG) make up only 7% of production, with the final 8% being Fuel Oil, provided for the adjacent Power Station that provides electricity and power to the residents, and industries, in the local area.
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Delivering Covid-19 vaccines: International organizations, vaccine manufacturers to intensify cooperation
It was reported by the WTO HQ in Geneva on 16 September that heads of the International Monetary Fund, World Bank Group, World Health Organization and World Trade Organization met the CEOs of leading vaccine manufacturing companies to discuss strategies to improve access to Covid-19 vaccines, especially in low and lower middle-income countries and in Africa.
This Task Force expressed concerns that without urgent steps the world is unlikely to achieve the end-2021 target of vaccinating at least 40% of the population in all countries, a critical milestone to end the pandemic and for global economic recovery.
Members of the Task Force noted that, despite adequate total global vaccine production in the aggregate, the doses are not reaching low- and lower middle-income countries in sufficient amounts, resulting in a crisis of vaccine inequity.
On this topic the Task Force encouraged countries that have contracted high amounts of vaccine doses, and vaccine manufacturers, to come together in good faith to urgently accelerate Covid-19 vaccine supplies to COVAX and AVAT, two multilateral mechanisms that are crucial for equitable distribution of vaccines.
For more on COVAX and AVAT readers are invited to SEE HERE
AND HERE
Task Force members welcomed the willingness of the CEOs to work collectively with them to end vaccine inequity and their readiness to form a technical working group with the Task Force to exchange and coordinate information on vaccine production and deliveries.
40% coverage
The Task Force stressed that if the 40% coverage threshold is to be reached in all countries by the end of 2021, the following actions need to be taken immediately by governments and vaccine manufacturers:
Release doses to low- and lower middle-income countries
Task Force members take note that countries with high vaccination rates have collectively pre-purchased over two billion doses in excess of what is required to fully vaccinate their populations.
The Task Force calls again on those countries to urgently:
(i) swap their near-term delivery schedules with COVAX and AVAT;
(ii) fulfill their dose donation pledges with unearmarked upfront deliveries to COVAX, and
(iii) release vaccine companies from options and contracts so those doses can be delivered to people in low- and lower middle-income countries.
In addition, vaccine manufacturers should prioritise and fulfil their contracts to COVAX and AVAT.
Transparency on supply of vaccines
To ensure that doses reach countries that need them the most, particularly low- and lower middle-income countries, the Task Force calls on vaccine manufacturers to share details on month-by-month delivery schedules for all vaccine shipments, especially for COVAX and AVAT.
In its remarks, WHO emphasised its call for a moratorium on booster doses until the end of 2021, with the exception of the immune-compromised, to help optimize supply to low-income countries.
Eliminate export restrictions, prohibitions
The Task Force calls on all countries to urgently address export restrictions, high tariffs and Customs bottlenecks on Covid-19 vaccines and the raw materials and supplies required for the production and timely distribution of vaccines.
It is anticipated that in Africa much, if not all, of this supply will depend to a great extent on air freight.
Regulatory streamlining and harmonisation
The Task Force calls on all regulatory authorities around the world to create regulatory consistency and standardization on the approval of vaccines, and to support the acceptance of the WHO Emergency Use Listing procedure
In parallel, efforts should be made to boost production of vaccines, diagnostics and treatments globally and expedite equitable delivery of such lifesaving tools to developing countries.
According to a statement from WHO on 17 September, so far COVAX has shipped more than 260 million doses to 141 countries.
Reported by Paul Ridgway
London
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GENERAL NEWS REPORTS – UPDATED THROUGH THE DAY
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EXPECTED SHIP ARRIVALS and SHIPS IN PORT
Port Louis – Indian Ocean gateway port
Ports & Ships publishes regularly updated SHIP MOVEMENT reports including ETAs for ports extending from West Africa to South Africa to East Africa and including Port Louis in Mauritius.
In the case of South Africa’s container ports of Durban, Ngqura, Ports Elizabeth and Cape Town links to container Stack Dates are also available.
You can access this information, including the list of ports covered, by CLICKING HERE remember to use your BACKSPACE to return to this page.
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CRUISE NEWS AND NAVAL ACTIVITIES
QM2 in Cape Town. Picture by Ian Shiffman
We publish news about the cruise industry here in the general news section.
Naval News
Similarly you can read our regular Naval News reports and stories here in the general news section.
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