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FIRST VIEW – Ships in port

This is 31.3% of the total ship calls in South African ports, meaning that the port of Durban is handling almost one third of South African shipping based on ship call numbers.

This is of course a statistic that doesn’t explain that a number of these ships will also call at other SA ports, in particular the container and car carrier vessels. Nevertheless it provides an overall picture of how busy the port is in ratio to the other seven.

To break down the numbers, General cargo vessels totalled 196, Bulk carriers 666, Container ships 736, Tankers 646, Passenger ships (cruise) 77, Car Carriers 218, Coasters 41 and ‘others’ (unspecified) 6.

The port also handled Local trawlers 170, Foreign trawlers 52 and Miscellaneous vessels 72 to provide the total of 2,880. The description of trawlers covers all types of fishing vessels but not recreational.

Containers handled at the port at DCT1, DCT2, the Point and at Maydon Wharf totalled 2.650 million TEUs, or 61.57% of the country’s total.

Motor vehicles handled at the Durban Car Terminal totalled 522,936 or 67% of the national total.

Tankers calling at the port handled 21.599 million tonnes of liquid bulk, or 60.2% of the total liquid bulk handled at SA ports.

When it comes to bulk cargo, the substantial number of calls by bulk carriers raises the obvious question as to why the port authorities have decided with the current Port Master Plan that bulk cargo must be transferred to Richards Bay, ostensibly to enable Durban to focus on containers, motor vehicles and tankers.

If 23% of your current ship calls (666 of 2,880) consist of bulk carriers then why would anyone want to remove that commodity away to another ‘rival’ port?

It can be argued that the cargo carried by these bulkers makes up just 8.1% of the total bulk tonnage of SA ports. But deduct the total bulk cargo handled by the two specialist ports of Richards Bay and Saldanha and we are left with 31.68 tons of bulk handled by the remaining ports. Durban’s share of that then becomes 43% (13.65mt).

It’s known that Transnet sees the ports as complementary rather than as rivals and to a degree that is correct but running a successful business also involves responding to customers’ requirements and needs.

Based on the current bulk carrier numbers and volumes it suggests that the port of Durban should continue catering for bulk carrier calls into the future. What do you think?

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WHARF TALK: cruise ship – AIDAprima

As always, as the season changes and the warm seasons of the southern hemisphere begin to turn, and the new European cruising season beckons, many of the megaliners begin their reverse trek, and leave their winter cruising base, and head back to Europe. Once again, thanks to the Houthi idiocy, the Cape sea route is the preferred routing, and South African ports get to see them again heading back to Europe. Some, like those megaliners of MSC Cruises, prefer a fast-positioning voyage, with no passengers aboard, and no stops en route. Whereas others like to make it into a mini half world cruise, with passengers, such as those of the Carnival group.

On 28th March, at 06:00 in the morning, the large passenger cruise vessel ‘AIDAprima’ (IMO 9636955) arrived off Cape Town, from Port Elizabeth. She entered Cape Town harbour, proceeding into the Duncan Dock and, as the vast majority of visiting cruise liners do, she was berthed alongside the Passenger Cruise Terminal at E berth for the duration of her stay.

Built in 2016 by Mitsubishi Heavy Industries shipyard at Nagasaki in Japan, ‘AIDAprima’ is 300 metres in length and has a gross registered tonnage of a whopping 125,572 tons. She is a diesel electric vessel with power provided by three MaK 12VM43C generators producing 12,000 kW each, and a single MaK 12VM46DF dual fuel generator, hence the DF suffix, capable of burning both marine diesel and LNG, and also producing 12,000 kW. The total of 48,000 kW of power is for both propulsion and domestic requirements, with propulsion power transferred to two ABB XO Azipods, both producing 14,000 kW each, and giving her a service speed of 22 knots.

Her auxiliary machinery includes a single Caterpillar 3516B emergency generator providing 2,250 kW, and her eco credentials also has her fitted with a Corvus Orca ESS battery system, providing her with a further 9.95 MWh of renewable, clean energy. She has six Saacke EMB-VFT exhaust gas boilers, and two Saacke FMB-VF oil fired boilers. For additional manoeuvrability she is fitted with three bow Brunvoll FT115-LTC transverse thrusters, producing 3,000 kW each.

Another innovation of ‘AIDAprima’ is that she is fitted with the Mitsubishi Air Lubrication System (MALS), which is designed to release a stream of small air bubbles along the length, and breadth, of her lower hull as she is underway. The MALS system lubricates the hull, which makes her a more efficient vessel by reducing hull friction, which gives her a reduced fuel consumption of 7%, and thus reducing emissions.

She has a total of 17 decks, of which 15 are solely for the use of her passengers. She has 9 decks set aside purely for cabins, which total 1,643. She can carry a maximum passenger complement of 3,286 passengers, who are looked after by a crew that numbers 952. As can be expected of a vessel of this size, her passenger leisure facilities are many and varied.

She has no less than fifteen bars, twelve restaurants, four cafés, four lounges, a conference room, discotheque, nightclub, theatre, casino, library, art gallery, cooking studio, brewery, shops, boutiques, nail spa, beauty salon, fitness centre, gymnasium, wellness centre, saunas, treatment rooms, mud room, relaxation rooms, toddlers club, kids club, teens club, LED outdoor movie screen, water park and water slides. Her sports facilities include a climbing wall, skywalk, rope course, mini golf course, golf driving cage, putting green, golf simulator, basketball court, volleyball court, and a jogging track, plus she has seven swimming pools of various sizes, and ten Jacuzzi whirlpools. As is traditional on German passenger vessels, ‘AIDAprima’ has two nudist sunbathing decks.

Although nominally owned by Carnival Corporation & PLC, of Miami in the US State of Florida, ‘AIDAprima’’ is owned by Costa Crociere SpA, of Genoa in Italy. She is operated by AIDA Kreuzfahrten GmbH, of Rostock in Germany, and managed by Carnival Maritime GmbH, of Hamburg in Germany. She cost US$650 million (ZAR12.41 billion) to build, and she was the first built of two sisterships, known as the Hyperion Class, with ‘AIDAprima’ being the flagship of AIDA Cruises, which gives emphasis to her name suffix of ‘prima’.

Although she was launched in 2014, her delay in completion of over one year, to 2016 was down to a number of unplanned issues, including an onboard fire during construction, and other construction problems that arose during her building. Not only was ‘AIDAprima’ the first AIDA Cruises vessel not to be built in the German Meyer Werft shipyard for over a decade, but she was also the first cruise liner of the Carnival Corporation to be built in a Japanese shipyard for more than a decade.

Her homeward voyage began in Dubai, at the end of her winter season based there. She departed on 1st March on a 42 day cruise with an itinerary of Dubai- Abu Dhabi (both UAE)- Doha (Qatar)- Muscat (Oman)- Port Louis (Mauritius)- St. Denis (Reunion)- Port Elizabeth (25th March 08:00 to 26th March 23:00)- Cape Town (28th March 06:00 to 29th March 24:00)- Walvis Bay (Namibia)- Praia (Cape Verde Islands)- Las Palmas (Canary Islands), where she is due to arrive on 12th April. She will then conduct a few cruises around the Canary Islands, before heading to Northern Europe for a full summer season of cruises. On this cruise she offered Fly/Cruise options from Dubai to Cape Town, and from Cape Town to Las Palmas.

The casual maritime observer who might have missed her this time around, need not fret, as she is due to return in late 2025 for a further cruise season based out of Dubai, and into 2026. She is scheduled to leave Germany on 3rd October, on a 49-day cruise terminating in Dubai on 20th November. Her itinerary for this positioning cruise is Hamburg- Southampton- A Coruña- Vigo (both Spain)- Porto- Lisbon (both Portugal)- Funchal (Madeira)- Arrecife- Fuerteventura- Tenerife- Las Palmas (all Canary Islands)- Praia- Walvis Bay- Cape Town (1st November 08:00 to 3rd November 20:00)- Port Elizabeth (5th November 08:00 to 6th November 19:00)- St. Denis- Port Louis- Muscat- Dubai.

On the conclusion of her season in the Persian Gulf in early 2026, ‘AIDAprima’ is scheduled to conduct a nearly identical voyage back to Europe for the 2026 European Summer cruising season. She will depart Dubai on 20th February 2026 for a 36-day cruise which terminates once again in Las Palmas in the Canary Islands on 28th March 2026, and taking an almost identical routing to this current cruise.

Once more she will call at both Port Elizabeth and Cape Town en route back to Europe, but sadly she misses out Durban yet again. One wonders if there is a reason for this constant omission of Durban. For the casual maritime observer, the dates to put in the 2026 diary are Port Elizabeth (7th March 08:00 to 8th March 23:00) and Cape Town (10th March 06:00 to 11th March 24:00).

The cruise schedule of ‘AIDAprima’ is also planned far enough in advance that on completion of her 2026 European cruising season that she will once more head back to Dubai for her 2026-2027 winter cruising season. Again, the casual maritime observer in Cape Town and Port Elizabeth will be pleased, and the casual maritime observer in Durban will be, yet again, extremely disappointed.

She is scheduled to depart from Hamburg on 19th October 2026 for a 54-day cruise back to Dubai, again with an almost identical route to all the cruises that went before, and she is due to call at Cape Town (16th November 08:00 to 17th November 21:00) and Port Elizabeth (19th November 08:00 to 20:00 same day).

Whilst alongside at Cape Town, it was noticeable that ‘AIDA prima’ provides a rack of bicycles and helmets for their passengers to utilise whilst they were alongside at the Cruise Terminal, to allow them to cycle across to the V&A, or even into the Foreshore, or down to Sea Point. As scheduled, she was ready to sail after her two days alongside, and at Midnight on 29th March, she sailed for Walvis Bay. At least, and unusually so, we know that she will return at least three more occasion over the next two years, and likely a fourth time when she will, presumably, position back to Europe in early 2027. So, something to look forward to, but not if you are a ship spotter in Durban!

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Indian Navy intercepts drug-smuggling dhow in Arabian Sea

by defenceWeb

On 31 March, while on patrol, INS Tarkash received multiple inputs from Indian Navy P8I maritime patrol aircraft, regarding suspicious vessels operating in the area. These vessels were believed to be involved in illicit activities, including narcotics trafficking.

In response, the INS Tarkash altered its course to intercept. After interrogating suspicious vessels in the vicinity, INS Tarkash intercepted and boarded a suspect dhow, owing to the coordinated efforts with the P8I and the Maritime Operations Centre in Mumbai.

Additionally, the ship launched its helicopter to monitor the activities of the suspicious vessel and identify other vessels likely operating in the area, the Indian Navy said in a statement.

“This seizure underscores the effectiveness and professionalism of the Indian Navy in deterring and disrupting illicit activities, including narcotics trafficking at sea,” the Navy said in a statement.

“The Indian Navy’s participation in multinational exercises aims to promote security, stability, and prosperity across international waters in the Indian Ocean Region (IOR).”

Deployed in the Western Indian Ocean since January 2025, INS Tarkash is actively supporting Combined Task Force (CTF) 150, which is part of the Combined Maritime Forces (CMF) and is based in Bahrain. The ship is participating in the multi-national forces’ joint focus operation, Anzac Tiger.

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

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MSC Magnifica to make maiden calls in South Africa and Namibia on 2025 World Cruise

To celebrate these inaugural calls, MSC Cruises South Africa will host a series of special onboard events, including traditional crest exchange ceremonies that symbolize goodwill and strengthen ties with local port authorities and communities.

Ross Volk, Managing Director of MSC Cruises South Africa, highlighted the growing appeal of African destinations to international travellers. “MSC Magnifica’s African stops underscore our confidence in the region’s ability to support global cruise ships,” Volk said.

“With 3,000 international passengers on board, the ship will provide a significant boost to local tourism and communities through onshore spending.”

The ship, part of MSC’s Musica class, accommodates up to 3,223 passengers in 1,259 cabins and offers an array of amenities including multiple bars and lounges, gourmet restaurants, a spa, pools, and a grand theatre.

On the South African leg of the journey, celebrity chef Reuben Riffel will return as guest chef, creating a special menu featuring local Cape cuisine, including seafood, lamb, and malva pudding.

MSC Magnifica’s 2025 World Cruise began on January 18 and includes stops in Florida, Chile, Australia, Senegal, and Italy.

In related news, MSC Cruises has launched sales for its upcoming ships, MSC World Asia and MSC World America, both promising immersive voyages to Mediterranean and North and Central American destinations, respectively.

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Stena Line Unveils Stena Futuro: A Next-Generation Vessel with 20%+ Energy Savings

This innovative design aligns with the company’s broader sustainability goals, including a commitment to reducing CO₂ emissions by 30% by 2030.

The Stena Futuro is a 240-metre-long RoRo (Roll-on/Roll-off) vessel, specifically designed to transport semi-trailers and cars. It represents a key step in the company’s ongoing effort to decarbonize its fleet, which includes both improving the efficiency of existing ships and developing new vessels with cutting-edge technology.

Nicolas Bathfield, Project Manager at Stena Teknik, explained the mission behind the new vessel. “The goal is to develop the most efficient and competitive vessel possible, using today’s available technology, with the lowest fuel consumption on the market,” he said.

The vessel’s design prioritises efficiency, with an optimised hull and superstructure that maximises cargo space while minimising weight. The streamlined design is key to reducing fuel consumption, and the ship will incorporate a range of advanced technologies to further limit its environmental impact.

Stena Futuro will be equipped with hybrid propulsion, which combines batteries and low-fuel engines capable of running on various fuels.

The hybrid system will allow the ship to operate partly on electricity, especially when entering or leaving ports. Additionally, solar panels will contribute to the ship’s energy needs.

In an innovative move, Stena Futuro will also feature an air lubrication system, releasing small air bubbles beneath the waterline to reduce friction and improve fuel efficiency. A waste heat recovery system will enable the ship to reuse hot exhaust gases for onboard heating and power generation.

One of the most exciting aspects of the Sotena Futuro concept is its inclusion of four 40-metre-tall retractable wing sails. Recent tests and simulations conducted with the Swedish research institute RISE have shown that the sails could reduce fuel consumption by up to 15%.

The tests also confirmed that the sails do not compromise the vessel’s stability or manoeuvrability, even in challenging conditions such as sudden wind shifts.

While the Stena Futuro represents an ambitious leap forward in green shipping technology, the production timeline for the vessel has not yet been finalised. However, the concept is expected to play a key role in Stena Line’s future fleet planning.

Niclas Mårtensson, CEO of Stena Line, emphasised the company’s dedication to sustainability. “We aim to lead our industry in achieving global climate goals,” he said.

“The Stena Futuro concept is an important step in developing tomorrow’s vessels and achieving our environmental targets,” he said.

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Veson Nautical Shipping Market Outlook for Q2 2025 Forecast

Meanwhile, uncertainty surrounds the US’ proposed tariffs, as any counter measures could impact the global shipping sector and lead to reduced international trade and sustained higher inflation. Also, China’s economic recovery is fragile, adding further uncertainty given its crucial role as a global demand driver. This delicate situation could be worsened by potential trade wars as China’s economy is heavily dependent on exports.

Here’s a summary of how this uncertainty could play out across Tankers, Bulkers, Containers, and Gas industries based on our forecast data.

Volatility in rates and expectations will continue with movements in the oil price, sanctioned oil volume developments, pre-emptive measures in the Red Sea, OPEC+ decisions, and members’ compliance—as well as China’s ability to maintain economic growth and high crude imports and refinery runs.

Although Russian exports of crude oil and petroleum products may decrease, the continued supply of oil to Europe from alternative sources (such as the Middle East, the US, and Latin America) will sustain ton-mile demand and support rates moving forward.

Tanker ordering activity in 2024 saw a 50% increase compared to 2023 but has slowed significantly in 2025 so far. While newbuilding prices have stabilised, they remain high by historical standards. Additionally, ongoing geopolitical uncertainty seems to be impacting current ordering trends.

It is distances, rather than volumes, that have been the primary driver of strong Tanker markets lately. Recent market conditions have been positively influenced by the EU and G7 sanctions on Russian oil imports and the rerouting of shipments to avoid high-risk areas in the Red Sea. While there is currently no clear end to these effects, they pose a downside risk to Tanker trades.

It will be instrumental for renewed Tanker market strength that China’s oil demand and oil import demand rebounds in the year ahead. The macroeconomic environment is still fragile, and while the inflation pressure has abated, several large economies are still struggling with low GDP growth. Interest rates have also started to come down, but consumers are still weary of price pressures and their disposable income.

Bulker supply growth is expected to remain relatively low due to minimal ordering activity in recent years. However, the market balance is anticipated to soften in 2025 as supply growth temporarily outpaces demand.

In 2024, China sustained strong mineral imports, particularly in iron ore, coal, and bauxite. However, domestic demand remained sluggish due to a struggling property sector and low consumer confidence weighing on domestic consumption.

Declining interest rates in the EU and the US, combined with increasing global investments in green energy infrastructure, will boost economic activity and positively impact the demand for minor bulk commodities in the coming years.

Although the Bulker shipping segment has not been the most impacted by the rerouting from the Red Sea, many owners are choosing the longer route around the Cape of Good Hope. This detour is contributing to an approximate 1% increase in Bulker ton-miles, which has positively influenced freight rates in 2024 and continues to do so in 2025.

Container TEU-mile demand growth for 2024 is calculated to have been 17.1%, driven by high activity in total volumes traded in addition to longer sailing distance due to the Red Sea diversion. Our current analysis points to total TEU demand growth of 0% yearly average over the period 2025-2028.

Both volumes and sailing distances have increased which is positive for freight rates. Sailing speed has increased with an average of 1.5% compared to 2023 but we are expecting some decline in average speed in our forecast period due to a more muted outlook and stricter environmental regulations. We forecast freight rates to decline steadily in 2025 as more vessels enter the market.

Vessel supply growth in our forecast period will at some point outpace demand despite the Red Sea conflict, and this will affect freight rates for all sizes. Better macroeconomic outlooks and interest rate cuts will be positive for demand in the end of our forecast period, in addition to continuing growth in emerging markets.

With high ordering activity in recent years, we expect net fleet growth to have an average pace of 8.2% between 2025-2028.

While New-Panamax Containers have been the preferred vessel to be ordered in the past years, we have seen a shift lately towards ULCVs as this vessel is typically trading Asia-Europe which is most affected by rerouting. The orderbook to fleet is currently at 29.6%.

Scrapping activity has remained muted with 0.13 mill TEU’s in 2023, but this is expected to increase going forward.

In the US, we expect LPG production to grow steadily in our forecast period. Production increased by 5.9% in 2024 and a further 5.4% is expected in 2025. In the coming years there are several natural gas production projects which will support further growth in LPG.

In the Middle East, exports have been surprisingly high in 2024 despite the ongoing production cuts in oil. We have seen increases of c7.1% but expect this to be somewhat reduced in 2025 by around 4.5%.

The net fleet growth for VLGCs/VLACs reached 10.9% in 2024, and we expect the average yearly growth to be 7.5% in our forecast period.

LPG demand in the Asia-Pacific region continued to grow last year, with import volumes rising approximately 11% in 2024. Imports to China from the US have surged by an astonishing 37%, contributing positively to global CBM-mile demand.

Inefficiencies for coasters and small LPG vessels are expected to increase somewhat due to more extreme weather conditions. However, overcapacity and weak demand remain—causing significant concerns for the petrochemical industry, with chemical companies reporting few signs of recovery.

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Back to the airship as Kuehne+Nagel joins those on board

Key players from the global logistics and freight sectors are teaming up with Hybrid Air Vehicles Ltd (HAV) to explore the potential use of larger Airlander variants, a new generation of aircraft designed for heavy-lift transportation.

The initiative, known as the Airlander Futures Network, brings together industry leaders, including logistics giant Kuehne+Nagel and Oregon’s Department of Human Services’ Office of Resilience and Emergency Management, to help shape the future of the Airlander family.

The collaboration will guide the design and specification of future Airlander aircraft, which could scale to carry up to 200 tonnes. The Airlander’s unique hybrid design and ability to access hard-to-reach locations could transform industries ranging from logistics to disaster relief.

Kuehne+Nagel, one of the world’s leading logistics providers with operations in over 100 countries, has joined the Airlander Futures Network to explore the aircraft’s potential to bridge the gap between fast, carbon-intensive air freight and slower, more affordable ground transportation.

With the growing demand for sustainable logistics solutions, Airlander could offer a middle ground, combining speed and reduced carbon emissions.

The Oregon Department of Human Services’ Office of Resilience and Emergency Management, recognised for its proactive disaster relief planning, has also joined the network. This move reflects the growing need for innovative solutions in emergency response, especially in disaster-prone areas like Oregon, which faces significant risks from the Cascadia Subduction Zone.

The Airlander’s ability to carry large payloads without the need for prepared runways makes it an ideal candidate for future disaster relief operations, providing a rapid and efficient means of transporting supplies to affected areas.

The Airlander Futures Network represents a significant step in the development of HAV’s vision for the Airlander aircraft family. The network brings together experts from logistics, freight, and disaster management to ensure that future designs align with real-world needs.

By incorporating feedback from these global players, HAV aims to create aircraft that meet market demands for efficient, cost-effective transport, while also contributing to environmental sustainability.

The first of the Airlander fleet, the Airlander 10, is already in development and will be capable of carrying up to ten tonnes of freight or 100+ passengers.

It is expected to be a game-changer for both the air travel and freight industries, with customers such as European regional airline Air Nostrum Group and eco-tourism brand Grands Espaces already on board. Following this, larger Airlander variants will be designed to scale up, capable of handling significantly heavier payloads.

By working with a wide range of industry leaders, the Airlander Futures Network will ensure the next generation of Airlander aircraft is optimised for a variety of applications, from logistics and freight to humanitarian aid.

With the ability to carry heavier loads more sustainably, future Airlander variants are poised to revolutionise transportation and disaster relief, offering a solution to the growing demands of both industries.

George Land, Executive Director of Sales at Hybrid Air Vehicles, highlighted the importance of collaboration in this groundbreaking project.

“The Airlander Futures Network provides a real opportunity to understand the needs of the logistics and freight markets,” he said. “We believe larger Airlander variants can drive further growth and efficiency, meeting both industry needs and sustainability goals.”

As HAV continues to develop its vision for the Airlander, the involvement of global organizations at the cutting edge of logistics and emergency management is crucial to ensuring the aircraft will meet the challenges of the future.

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Maritime industry associations release new BMP Maritime Security Publication to address rising global threats

This interactive, online publication is designed to provide seafarers and maritime professionals with a comprehensive resource to navigate the evolving landscape of maritime security threats.

Available to view on the industry website, the updated BMP Maritime Security consolidates regional security guidelines into one unified publication, offering actionable insights, advice, and an easy-to-navigate structure.

The new format includes a risk and threat management process, with links to the most up-to-date intelligence and resources, ensuring users can stay informed on emerging security developments.

Seafarers, who face a growing range of threats while operating ships globally, will find the new BMP publication particularly valuable.

These threats, often involving hostile state and non-state actors, can lead to traumatic experiences, including violence and prolonged hostage situations. The new publication aims to mitigate such risks by offering updated strategies for detecting, preventing, and responding to maritime security threats.

David Loosley, BIMCO’s Secretary General & CEO, emphasized the urgency of the new BMP, noting the dramatic spike in attacks against merchant ships in 2024, with over 100 incidents in the Black Sea and Southern Red Sea alone.

“BMP MS will reduce risks and save lives,” Loosley said. “We must equip our seafarers with the best tools to protect them and ensure the continued safety of world trade.”

The publication also includes diagrams and tools that enhance learning and provide vital resources for seafarer welfare support. It highlights key global authorities and provides direct contact information to assist in risk management and crew protection.

Industry leaders, including Guy Platten of ICS and Iain Grainger of IMCA, have strongly supported the new BMP, highlighting the need for real-time guidance in the face of escalating security threats.

Platten noted the increasing severity of risks, from the ongoing conflict in Ukraine to the Red Sea Crisis, underscoring the need for industry-wide collaboration.

The enhanced BMP also introduces new guidance to help manage security risks in an environment where threats are rapidly evolving. “BMP Maritime Security is an essential tool for seafarers to proactively manage risks, safeguard crew welfare, and bolster maritime security resilience worldwide,” IMCA Chief Executive Ian Grainger said.

Representatives from INTERCARGO, INTERTANKO, and OCIMF also praised the publication’s collaborative approach, emphasising the importance of clear, actionable protocols to protect seafarers and ensure the safety of maritime trade.

The BMP Maritime Security publication replaces previous editions and supports a coordinated effort across the maritime industry to address the complex security challenges of today’s global shipping environment.

As the threats faced by seafarers continue to evolve, this new resource will help ensure that the industry remains equipped with the latest tools and strategies to safeguard crews and vessels.

The publication is available for download here

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SA unveils strategic economic diversification plan amid US tariffs

This is after United States President, Donald Trump, announced global reciprocal tariffs on most imported goods, with South Africa facing a 31% tariff increase.

“The new tariff regime arising from the decision by the United States of America, which have been directed not only to South Africa, but the entire world, necessitates strategic responses to maintain and grow our industrial base, as a crucial avenue to pursue inclusive growth,” the Minister of International Relations and Cooperation, Ronald Lamola, said on Friday.

Lamola was speaking during a joint media briefing with the Minister of Trade, Industry and Competition, Parks Tau.

He informed journalists that South Africa will continue to tackle the challenges and seize opportunities with resilience and innovation, as the country moves forward with ensuring economic growth, industrial development, and the well-being of its citizens.

Lamola outlined plans to navigate the challenges posed by the 31% tariffs set to take effect from 9 April 2025.

These include negotiating favourable trade agreements with the United States; leveraging the African Continental Free Trade Area (AfCFTA) to boost intra-African trade; and prioritising high-value manufacturing to reduce tariff exposure.

In addition, he said government remains committed to building economic resilience, exploring alternative market access through existing trade agreements and strategic partnerships with countries across various regions.

“We will intensify efforts to diversify export destinations, targeting markets across Africa, Asia, Europe, the Middle East, and the Americas,” the Minister stated.

According to Lamola, government aims to reduce dependence on single export markets and foster economic resilience.

Meanwhile, he announced that the State will invest strategically in industries impacted by the tariffs, supporting economic growth through modernisation and targeted infrastructure development.

The sweeping tariff measures will affect several sectors of South Africa’s economy, including automotive, industrial agriculture, processed food and beverage, chemical, metals, and other segments of manufacturing.

According to Lamola, South Africa’s tariff and industrial strategy are designed to support industrial development, employment growth, and economic resilience.

“By aligning these policies with the national interest, South Africa will ensure that its economy emerges stronger, more diversified, and resilient in the face of global trade complexities,” he explained.

This approach will also apply to the 7 February Executive Order, which led to the withdrawal from the Just Energy Transition (JET) partnership with South Africa.

“South Africa’s average tariff is 7.6% and therefore South Africa needs clarity on the basis for the 31% to be implemented by the US.”

Lamola clarified that products such as copper, pharmaceuticals, semiconductors, lumber articles, certain critical minerals, and energy and energy products, have been exempted from the reciprocal tariffs.

These reciprocal tariffs will also not apply to products already facing Section 232 tariffs of 25%, such as steel, aluminium, automobiles, and auto parts.

Currently, the Minister said the United States represents 7.45% of South Africa’s total exports, while South Africa accounts for only 0.4% of the United States’ imports.

“As such, South Africa does not constitute a threat to the US, and there is a trade imbalance in favour of South Africa. It is mainly on agricultural products, which are counter-cyclical, and on minerals, which are inputs in US industries.”

Highlighting the potential impact, Lamola noted that the tariffs “effectively nullify the preference that Sub-Saharan African countries enjoy under the Africa Growth and Opportunity Act (AGOA).”

However, despite the challenges, Lamola said government remains optimistic.

“The tariffs affirm the urgency to negotiate a new bilateral and mutually beneficial agreement with the US, that will establish more fair-trade relations with the US as an essential step to secure long-term trade certainty,” Lamola added.

Meanwhile, Tau stressed the need for confirmation from the United States on how they arrived at the tariff number, referencing international norms and standards.

He also highlighted the importance of transparency in tariff calculations, using World Trade Organisation (WTO) standards and the most favoured nations mechanism.

“And that’s why we are advocating for a reform of the World Trade Organisation and ensuring that it’s able to adapt to current reality, but also ensuring that we’re able to reinforce a multilateral system of trade and transparency across the board. Otherwise, you’re going to have an environment where there are no global rules,” Tau added. source: SAnews.gov.za

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WHARF TALK: PCTC – CMA CGM SILVERSTONE

Story by Jay Gates

The big Asian carriers, especially those in South Korea, Japan and China, enjoy dipping their toes into virtually every trade that crisscrosses the globe, so having the likes of Hyundai, NYK, and COSCO running various fleets such as container vessels, as well as pure car carriers, is something that the casual maritime observer has got used to seeing. What the same observer has probably not seen is having a big European container vessel operator dipping their toes into the pure car carrier market, and entering the trade against the established operators.

On 31st March, at the early hour of 03:00 in the morning, the pure car and truck carrier (PCTC) ‘CMA CGM Silverstone’ (IMO 9953793) arrived off the Durban Bluff, from Hambantota in Sri Lanka. She entered Durban harbour, proceeding to the Point Terminal and going alongside, and straddling, berths Q and R.

Built in 2024 by China Merchants Jinling shipyard at Weihai in China, ‘CMC CGM Silverstone’ is 200 metres in length, with a 38 metre beam, and has a gross registered tonnage of 71,631 tons. She is a dual fuel vessel and is powered by a single MAN-B&W 7S60ME-C10.5-GI-EcoEGR seven cylinder, two stroke, main engine producing 17,430 bhp (12,998 kW) to drive a fixed pitch propeller for a service speed of 18.5 knots.

Her auxiliary machinery includes three Hyundai Himsen 8H22CDF generators providing 1,634 kW each, and a single Cummins NT855-D(M) emergency generator providing 358 kW. She has a single Alfa Laval Aalborg XS-7V exhaust gas boiler, and a single Alfa Laval Aalborg OS-TCi oil fired boiler. For added manoeuvrability ‘CMA CGM Silverstone’ is fitted with a single Nakashima bow NT-F110 transverse thruster.

Her dual fuel capability means that she is able to burn both marine diesel, and Liquid Natural Gas (LNG), as advertised on her hull. As well as being fitted with standard bunker fuel tanks, ‘CMA CGM Silverstone’ is also fitted with two LNG tanks, each with a capacity of 2,000 m3. As well as her Tier III compliant main engine, she is also fitted with a hybrid lithium battery system, which is connected to two banks of solar panels, running each side along her upper bridge deck.

Her eco credentials of operating with dual fuel does come with a caveat. LNG can curb carbon dioxide (CO2) emissions by about a quarter, compared to conventional marine bunker fuels, but there is always a ‘but’. The ‘but’ is that methane emissions of LNG can be 36 times more potent as a greenhouse gas (GHG), compared to carbon dioxide, over a longer period of time, as long as a century, according to a World Bank study.

As a PCTC, ‘CMA CGM Silverstone’ has 12 decks, some of which are hoistable, and she can carry the car equivalent units of 7,000 CEU. Loading takes place via a starboard quarter Ro-Ro ramp, as well as being fitted with a smaller starboard side Ro-Ro ramp. Interestingly, and bizarrely, she is also given a container carrying capacity of 1 TEU, and is fitted with 1 reefer plug.

She is the fourth of four sisterships, all given the names of Formula One car racing circuits, with her sisterships being named, in order of delivery, ‘CMA CGM Indianapolis’, ‘CMA CGM Monaco’, ‘CMA CGM Monza’, and of course Silverstone being the home of the British Grand Prix. It was only in 2023 that CMA CGM decided to enter the PCTC market, with ‘CMA CGM Indianapolis’ entering service in December 2023, and ‘CMA CGM Silverstone’ being the last to enter service in July 2024.

Owned by Eastern Pacific Shipping Pte. Ltd., of Singapore, ‘CMA CGM Silverstone’ is operated by CMA CGM The French Line, of Marseille in France, and is managed by Eastern Pacific Shipping (UK) Ltd., of London in the UK. Both she, and her sisterships, are on long term charter to CEVA Logistics, also of Marseille in France, who are the logistics subsidiary of CMA CGM. CEVA Logistics expect to transport 140,000 vehicles per annum to Europe, with all vehicles being shipped from South Korea and China.

The loading ports in South Korea are Gwangyang, Pyeongtaek, and Ulsan, with mostly Hyundai and KIA vehicles being loaded. Chinese loading ports being Huangpu, Tianjin, Yantai, and Shanghai. Loading ports vary with each voyage, as do discharge ports in Europe. She is utilised on the new CMA CGM Asia Europe Car Carrier 01 (AE01) route, with her first European discharge port on this voyage being Antwerp in Belgium.

The European discharge ports that ‘CMA CGM Silverstone’ has utilised in the past year have been Bremerhaven and Emden in Germany, Zeebrugge and Antwerp in Belgium, Rotterdam in Holland, Immingham, Tilbury and Southampton in the UK, and Setubal in Portugal. Her call at both Hambantota and Durban is not associated with this route, and may be a ‘one off’ call.

On this current voyage, that brings her to Durban for her maiden call, ‘CMA CGM Silverstone’ loaded Hyundai vehicles at Gwangyang, then proceeded to continue loading at both Yantai and Shanghai, before heading to Hambantota. This was her first call at this contentious port, and was for purposes not of discharging vehicles, but of loading transshipment vehicles that had been left waiting there for her to pick up, and transport on to Casablanca in Morocco.

The casual maritime observer, who keeps abreast of international shipping news, will be aware of the history of the port of Hambantota in Sri Lanka. It was built for the, now discredited, former Sri Lankan government by Chinese state owned construction companies, with loans provided by Chinese state owned banks.

The Sri Lankan government then struggled to repay these loans, and the Chinese government took control of the port in lieu of debt, and now run the whole enterprise. It is probably the best example of what is termed ‘Debt Trap Diplomacy’, something that the Chinese Government is often accused of, although there are equal arguments against that accusation.

As with all PCTC calls at South African ports, the discharge period are quick, based on the nature of the cargo that they carry, and after just over 30 hours alongside the Point Terminal ‘CMA CGM Silverstone’ was ready to sail. She sailed from Durban on 1st April, at 10:00 in the morning and, as expected, her AIS indicated that she was now bound for Casablanca in Morocco, and with an ETA there in the early evening of 15th April.

CMA CGM are the third largest of the big three container ship operators in the world, behind MSC and Maersk, and are regular callers at Durban, which not only includes routes that link South Africa with Sri Lanka, as well as many other routes, as well as CMA CGM having no less than 14 calls a week at Colombo in Sri Lanka.

However, it is not likely that a regular connection between Sri Lanka and South Africa in the international vehicle market is likely. As such, this may be the only time the casual maritime observer gets to spot what is both new, and a rarity, that of a CMA CGM Pure Car and Truck Carrier (PCTC) in a South African port. One can only hope that this view is wrong, and that this trade will increase, and more CMA CGM PCTC vessels will call in the future.

Added 2 April 2025

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Hapag-Lloyd to retrofit five large container ships for methanol fuel

Africa Ports & Ships

The initiative, undertaken in partnership with Seaspan Corporation and MAN Energy Solutions, marks a crucial step in the company’s long-term decarbonization strategy.

The decision follows a successful test of a retrofitted MAN S90 engine conducted by MAN Energy Solutions and Hitachi Zosen Marine Engine in Japan.

This breakthrough has demonstrated that large container ships can effectively transition from traditional fossil fuels to methanol, a more sustainable alternative that significantly reduces carbon emissions.

According to Hapag-Lloyd, the five converted vessels could cut CO2 emissions by 30,000 to 50,000 metric tonnes annually—comparable to removing thousands of cars from the roads.

The company has already earmarked more than fifty ships in its fleet for similar upgrades as it strives to meet its 2045 decarbonization goal.

Dr. Maximilian Rothkopf, Chief Operating Officer at Hapag-Lloyd, emphasized the company’s commitment to sustainability, stating: “Our methanol retrofit project is another step on our journey to decarbonize our entire fleet by 2045.

By making these ships methanol-ready by 2026, we’re not only shrinking our carbon footprint—we’re also meeting the growing demand for greener transport solutions from our customers.”

With global shipping accounting for nearly 3% of worldwide carbon emissions, the industry faces mounting pressure to adopt cleaner fuels. Methanol, seen as a promising alternative, produces fewer greenhouse gases and pollutants compared to conventional marine fuels.

Hapag-Lloyd’s initiative aligns with a broader industry trend, as more shipping companies explore alternative fuels to meet stricter environmental regulations.

The success of these retrofits could pave the way for wider adoption of methanol-fueled vessels, accelerating the maritime sector’s shift towards sustainability.

Added 2 April 2025

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‘Liberation Day’ tariffs will ‘change the rules of game’ for global trade – Xeneta

Africa Ports & Ships

Reciprocal tariffs announced by Donald Trump on ‘Liberation Day’ could prevent shippers from making important decisions on supply chains, but are not likely to cause an immediate spike in freight rates.

“Liberation Day will not feel very liberating for those shippers caught in the eye of the tariff storm,” said Peter Sand, Chief Analyst at Xeneta – the ocean and air freight intelligence platform.

“It is tough to make important decisions on your supply chain when the rules of the game keep changing.

“Many US shippers are right at the point of agreeing new long-term ocean container freight contracts coming into effect on 1 May, so this puts them in an extremely difficult position. Where will they be importing goods from in the next 12 months and which carrier should they choose? he said.

The tariffs will increase the overall landed cost of importing goods, but Sand has stated the downward trend in ocean container spot rates since 1 January is likely to continue.

He said: “At this point we do not expect significant upward pressure on ocean container freight rates. Carriers did push spot rate increases on trades from the Far East to US on 1 April, but these are unlikely to stick as they come off the back of steady market decline since 1 January and subdued demand in February and March.

“The falling demand in February and March is partly due to increased volumes in January in the pre-Lunar New Year rush, but also because shippers are easing off from the frontloading we saw throughout 2024.

“Once the tariff situation becomes clearer and shippers begin to diversify supply chains across regions, it is possible we could see disruption in ocean supply chains and upward pressure on rates, but this may be a little further down the line.”

Average spot rates from the Far East increased 8% into the US East Coast and 15% into the US West Coast on 1 April, however they are down 43% and 49% since 1 January respectively.

It is a similar scenario for the air cargo market, with analysts not expecting significant increases in rates in the immediate aftermath of the tariffs.

Niall van de Wouw, Chief Airfreight Officer, said that time and again, air cargo supply chain professionals have proven their resilience and they will show the same calm determination in the face of the tariff threat.

“We saw an uptick in air cargo rates from China and Europe to the US at the end of March but nothing to set alarm bells ringing. The more likely scenario is a decrease in air cargo rates if tariffs result in higher prices and lower consumer demand.

“We could also see lower demand for US exports if there is growing anti-US sentiment across consumers in regions hit by the tariffs. Consumer sentiment has the potential to be even more powerful than tariffs.

“We should also consider there will be more capacity added to these trades in the coming weeks as airlines start summer schedules, which will also put downward pressure on rates.”

Air cargo spot rates currently stand at USD 4.16 per kg from Shanghai to US, down from the peak season high of USD 5.75 in the week ending 10 November. Spot rates from Western Europe to the US stand at USD 2.16 per kg, down from the peak season high of USD 3.51 in the week ending 15 December.

Van de Wouw believes proposals to introduce fees against Chinese ships and carriers entering US ports poses a more substantial risk to air supply chains, if it is approved following a two-day public hearing last week.

“The proposed fees on Chinese vessels and carriers entering US ports could have a more significant impact if congestion in ocean container supply chains causes shippers to move more goods by air,” he said.

“With around 98% of the world’s goods transported by ocean it doesn’t take much of a percentage shift to have major implications for air freight, as we saw during Covid-19 and the Red Sea crisis.”

Added 2 April 2025