Brian Ingpen
Dockland word (and confirmed via the internet) is that, under bareboat charter, a 289m bulker of 172 569 deadweight has been registered in Port Elizabeth, the first such vessel to be registered there, and the first commercial vessel on the South African register for about six years. A second bulker will follow in due course.
Although this comes amid declining Chinese mineral imports with the associated reduction in charter and freight rates, it is extremely exciting news, especially since it will provide another opportunity for South African seafarers, especially for cadets seeking seatime. Who will command these ships will be interesting to ascertain as few South Africans have relevant experience in command of large ore carriers, and some of these highly experienced masters now frequent the croquet greens rather than ships’ bridges.
Another dockland whisper indicates that a few other ships will be flying the local flag soon, although no flocking to local flagging is likely until a more favourable climate for shipowning is created. But these are the first steps in a very positive direction, and all involved should be congratulated.
l After a protracted wait for a helicopter to put a salvage team aboard the drifting rig Pentagon 5000 to connect the towing line, the salvage tug Smit Amandla took the rig in tow off the southern coast and headed for Algoa Bay. The line parted, was re-established and the difficult tow continued.
At the time of writing, it was not clear whether Ngqura would accept the rig as two others are already in port, and, with a third one alongside, the harbour tugs would be stretched if a violent wind threatened to rip the rigs from their moorings. The uncertain future of the rig might also add to the port’s reluctance to accommodate her. Like Orca, now off Mossel Bay, she might be anchored indefinitely in Algoa Bay.
The 10-day saga highlighted several inadequacies in maritime safety: the mandatory emergency towing line had allegedly not been rigged prior to the convoy sailing from Ngqura two weeks ago; underpowered tugs continue to move some large vessels along the coast; and emergency helicopter services are in short supply when needed. What if the rig had been drifting towards the coast, or worse, what if the casualty had been an abandoned tanker or another ship with full bunker tanks and drifting shoreward in wild weather – but no helicopter was available to airlift salvors aboard?
At its peril, the country continues to ignore the need for proper maritime helicopter rescue services and maritime aerial patrols, despite increasing numbers of ships passing the Cape. The former service is currently conducted in most cases by the National Sea Rescue Institute’s intrepid volunteer crews who risk their lives to bring injured or ill seafarers ashore by launch in all weathers. The latest medical evacuation was rendered off Port Elizabeth when the local launch brought ashore the Filipino cook from the Capesize ore carrier Spring Hydrangea, en route from India to Brazil.
The apparent downscaling of the air force comes at a time when choppers should be on standby in all ports for rescue operations and to counter the growing menaces of poaching and drug running along the coast. If the depleted air force is not available for this essential work, or to assist with salvage operations, civilian helicopters should be contracted for 24/7 emergency standby.
l Last week, the outstanding seamanship of the masters of the fishing vessels Oceana Neptune and Oceana Viking saved the lives of four folks who had abandoned their sinking ski-boat near Cape Point.