One of the Seven Engineering Wonders of the World: The Panama Canal

By 

Dr Chris Ware 

con pana  current pana

One hundred years ago today ( 15 August) the Panama Canal was opened to traffic, no longer would vessel have to round Cape Horn against prevailing Westerly wind instead they would transit the 49 miles from Atlantic( Caribbean) to Pacific. The idea not new would only be realised at the end of the 19th Century when first the French sort drive a series of cuts and locks across the Isthmus, this first effort would end in Bankruptcy and a large death total, upward of 22,000 died from fever.

It would be the United States which would, in 1904, take over the project and take a lease on a strip land across Panama, and complete the work by 1914.This allowed the American’s to move the Warships from the Atlantic to the Pacific and allowed the increasing trade of the West Coast of the US to follow East and vice versa.  Now the Canal is being widened and there is talk that Nicaragua is looking to build a canal. % 25 percent of the world tonnage is built to Panamax standard, ships which can transit the Canal, however less than 2% per year actually do so, the remodel Canal will allow large ships with better hull forms to be built and run. If the Pharos of Alexandria and the Colossus of Rhodes were wonders of the ancient world, the Panama Canal stand as one of the engineering wonders of the 20th century and beyond.

contruction pana

 

History book donation – new titles to come and read

Here at the Greenwich Maritime Institute we are very lucky to have some fantastic supporters.  Only today Micheal Clark,  a History student graduating in 2006, visited us to donate some wonderful books.  Micheal Clark has been a reviewer of titles for The Northern Mariner.

The Norther Mariner is a fully refereed journal devoted to all aspects of the North Atlantic and North Pacific. It publishes essays,notes and documents on a variety of naval and maritime history, including merchant shipping, maritime labour, naval history, shipbuilding, fishing, ports, trade, nautical archaeology and maritime societies. TNM/LMN is published quarterly by The Canadian Nautical Research Society in association with the North American Society for Oceanic History (NASOH)

One example title is : The rise of an early modern shipping industry, Whitby’s golden fleet, 1600-1750 by Rosalin Barker 

whitby book

 

The ancient but isolated town of Whitby has mad a huge contribution to the maritime history of Britain: Captain Cook learned sailing and navigation here; during the eighteenth century the town was a provider of an exceptionally large number of transport ships in wartime; an in the nineteenth century Whitby became a major whaling port.  This book examines how it came to be a such an important shipping center. 

All are welcome to come and read this title amongst others in our Greenwich Maritime Institute office at the Old Royal Naval College, Greenwich.

 

The World International Studies Conference – summary report

 

world internaional studies logo

 By Lisa Otto

Visiting Researcher – Greenwich Maritime Institute

D.Phil Candidate – University of Johannesburg

The World International Studies Conference, convened 6 – 9 August at the Goethe University in Frankfurt hosted a maritime security panel series, entitled Maritime Securityscapes. This saw three panels and two roundtables discussing a variety of maritime issues.

 

The three maritime security panels comprised discussions on contemporary piracy, non-state actors in maritime security, and the securitisation of the maritime; while the two roundtables discussed lessons from the Contact Group on Piracy and off the Coast of Somalia, and the future of maritime security studies.

 

This initiative has been to the great credit of Christian Beuger of Cardiff University (and formerly of the GMI), who put in a lot of work to propose, put together and coordinate this panel series, effectively bringing together the small but flourishing group of researchers in the field of maritime security studies.

 

Lisa Otto, a visiting researcher at GMI who attended the conference and presented a paper there, now offers a snapshot of some of the interesting discussions made on the various maritime security panels.

 

                                                            *          *          *

 

Lessons from the Contact Group on Piracy Off the Coast of Somalia:

 

This roundtable was perhaps one of the more interesting discussions had by maritime security experts in attendance and discussed the successes and failures of the CGPCS and interrogated whether there were opportunities to transfer lessons learned to address piracy in other regional contexts.

 

The CGPCS was established to address a finite problem, and came about in response to inertia or slow-moving responses to the piracy problem off the Somali coast. Given United Nations resolutions on the matter, the scope was there for the creation of such a body, essentially legitimised by the United Nations.

 

The discussants agreed that the CGPCS’ successes came primarily as a result of its limited geographic and sectoral focus, and the informal nature of its structure, engaging a large number of state and non-state stakeholders. This meant few barriers to entry for stakeholders, limited red tape, all the while granting ownership and legitimacy to this uncommon exercise in global governance in the eyes of the 600+ stakeholders involved.

 

These, however, are also described as being the characteristics responsible for the Contact Group’s weaknesses, as large membership created a duplication of efforts.

 

Nonetheless, several positive outcomes resulted from the CGPCS including shared awareness between multi-national forces present in the Gulf of Aden, as well as the Best Management Practices manual,  the maritime security centre for the Horn of Africa, and multi-national agreements for prosecution.

 

Currently, questions abound regarding what to do with the mechanism now that piracy off the coast of Somalia has declined dramatically in recent years. Speakers noted that pirates may still be present in Somalia, albeit dormant at present, which raises the risk for a great resurgence of piracy there should naval forces present there leave.

 

One suggestion put forward, was the establishment of a small secretariat that could act as a meeting point for stakeholders, which could convene when necessary to address threats and concerns related to maritime security, and sea piracy in particular. Furthermore, capacities will need to be transitioned, such that functions currently performed by international partners may be taken over by local institutions, who are then supported in their efforts by these partners.

 

As for the transferability of idea and template of the CGPCS, discussants and participants noted that lessons and successes in this instance are not likely to be applicable in other geographical settings where piracy currently presents a problem to the differing contexts in which they occur. In Somalia, one was dealing with a failed state and a threat within international waters, which thus rendered the issues within the remit of the international community to respond to. In other regions of the world, West Africa for example, the breadth of piracy crosses the waters of various territories, affecting states that may be weak but are certainly not failed. Furthermore, in this instance, the threat does not emanate from the high seas but from territorial waters, placing the concern under the jurisdiction of individual sovereign states rather than the international community.

 

Ultimately, while the initiative of the CGPCS has been widely considered as a success, it seems that this is unlikely to be duplicated in other contexts.

 

                                                            *          *          *

 

Look out for further installments this week for more insight into current debates in maritime security studies, as discussed at the WISC Conference.

Bulking up in Africa: China inflates seaborne minerals export trade

by Richard Scott

Visiting Lecturer, Greenwich Maritime Institute and MD, Bulk Shipping Analysis

cargo robert 1

Africa’s profile as an exporter of dry bulk commodities is rising. Responding to growing import demand from China, India and other buyers in the past decade, many new African suppliers have entered the market. Seaborne dry bulk exports by countries in Africa now exceed 200 million tonnes annually, about 5% of the global total, and further growth is predicted over the years ahead. Expansion has been especially notable in the iron ore and coal trades, the focus of this article.

Seaborne exports growth from Africa benefits the global shipping industry in two ways. Larger volumes moving create additional employment for bulk carriers, many of which are operated by independent shipowners. Also, because a large element of new commodity supply is coming out of West Africa, destined for Asian receivers, long-haul voyages amplify the extra cargo-carrying (deadweight) capacity needed.

There is a remarkable historical precedent. Around fifty years ago, back in the 1960s, Africa rapidly became much more significant as an exporter when iron ore deposits were opened up in several West African countries, mainly to supply the European market. This trade subsequently diminished and was overtaken by the emergence and eventual dominance of South Africa as the continent’s chief iron ore and coal exporter. The current phase starting in the past few years represents, partly, a reprise of earlier events in West Africa, accompanied by some new developments elsewhere.

 

A steely embrace

For most of the past ten years coal, from South Africa, was the largest dry bulk cargo export movement originating in the African continent. But in 2013 Africa’s iron ore exports, which had been rising, especially in the five years since 2008, became the largest element. Estimates point to last year’s iron ore total reaching about 91mt. South Africa’s contribution comprised more than three-fifths. The remainder consisted mainly of shipments from Mauritania plus the rapidly expanding resumed exports from Sierra Leone and Liberia.

A large proportion of iron ore exports growth reflected China’s expanding requirements amid rapid steel production increases. During the five years period from 2009 to 2013, Africa’s annual ore exports total increased by 49mt. In the same period African cargoes transported annually to China rose by over 48mt, based on official Chinese import figures. This relationship clearly demonstrates the significance of China for the development of African trade. Although South Africa was the main origin of iron ore purchases by Chinese buyers, supplying 43mt last year, increasing volumes were bought from Mauritania, reaching 9mt in 2013. During last year and the preceding year, Sierra Leone became a much more important supplier to China, with the annual quantity surging to 12mt in 2013. Smaller volumes in the past twelve months were derived from Liberia (just over 1mt) plus a minor 0.2mt from Guinea.

Iron ore exports from South Africa more than doubled in the past ten years. From 23mt in 2003, the total rose to 58mt in 2013. The largest part of this growth occurred within the past five years, reflecting greatly increased volumes purchased by Chinese buyers. Ore deposits are mainly located in the Northern Cape Province, where Kumba Resources’ Sishen mine is by far the biggest. This mining area is linked by a railway, 860 kilometres in length, to Saldanha Bay port north-west of Cape Town, which has a terminal (operating since the mid-1970s), designed for capesize bulk carriers.

The ramping up of iron ore exports from West Africa within the past few years is particularly noteworthy. Mauritania’s shipments showed gradual growth over the past decade. Liberia and Sierra Leone, by contrast, remained absent from the international market until 2011 when they both resumed participation on a minimal scale; then there was a rapid building up of sales over the next two years.

In Mauritania, sales historically were focused on Europe’s steel industry, involving a relatively short-haul sea voyage implying lower transport costs compared with more distant sources. Since the mid-2000s a changing emphasis towards Asian markets resulted in the share of long-haul shipments from Mauritania growing. Although the total exported by state-owned iron ore miner SNIM increased only slowly to 13mt in 2013, volumes shipped to China rose very strongly, resulting in China becoming by far the largest customer. This growth was assisted by Nouadhibou port’s recently enlarged ability to load capesize bulk carriers (typically 180,000 deadweight tonnes capacity), often the most economical vessel size for ore trades.

Liberia’s iron ore production ceased during the civil conflict, which persisted from 1989 for fourteen years. In September 2011 global steel producer ArcelorMittal restarted ore exports, when a 63,000 tons panamax size shipment was loaded at Buchanan port. As volumes from the Yekepa, Nimba mine rose, an offshore loading facility for capesize bulk carriers was subsequently introduced. Then, at the beginning of this year, shipments resumed from the long-closed Bong mine. New operators China Union (part of Wuhan Iron & Steel), a majority shareholder in Bong, plan to move 50,000 tonnes monthly through 2014 to China from a new pier at the port of Monrovia.

Also in this mineral-rich corner of West Africa, Sierra Leone’s iron ore mining has come back to life vigorously. A 50,900 deadweight bulk carrier departed from the port of Pepel in November 2011 carrying an ore cargo, reinstating another long-defunct operation. Mining company African Minerals has installed a capesize transshipment facility at Pepel to serve its Tonkolili mine. Another mining company, London Mining, began exporting from its Marampa mine in 2012, utilising river barge movements and a transshipment operation at the port of Freetown.

 

A curious venture

All these three West African countries – Mauritania, Liberia and Sierra Leone – have plans to greatly expand iron ore production and exports over the next few years at least. Another project, regularly making newspaper headlines, is the plans to develop a vast iron ore deposit contained within the Simandou mountain range of Guinea. This project, which could eventually yield up to 100mt of high-quality ore annually for foreign markets, has seen controversial ownership changes. One prominent problem for the developers is the proposed mine’s remote location, requiring construction of a 650 kilometer railroad through difficult terrain to the port of Conakry. The total cost has been variously estimated at $18-20 billion, including mine infrastructure, building a new railway, plus developing the port to handle large ships.

The renewed prominence of the name Simandou resonates with events about fifty years ago. During the early 1960s, iron ore was being produced in Guinea at a deposit about five miles from Conakry and exported to Europe, mainly to the United Kingdom. The Guinean government decided to purchase a new bulk carrier, intending to employ it in the ore trade from Guinea to the UK. This story is told by Iain Harrison, founder and chairman of shipowners and managers Harrisons (Clyde) Ltd, in his fascinating history of the family company, entitled ‘A Curious Venture’. A bulk carrier of 15,000 deadweight tons named ‘Simandou’ was ordered from shipbuilders Scotts of Greenock and delivered in 1963. Harrisons arranged the deal and were appointed managers. But a long term contract for employment in the intended iron ore trade proved unobtainable, and so the ship was used in open market dry cargo trades around the world.

cargo robert

 

A generation game

Africa’s coal exports scene has been dominated by South Africa. But the South African trend over the past ten years was fairly flat, as various influences restrained sales despite robustly growing global import demand. Supplies from South Africa mainly comprise steam coal, chiefly used in electricity generation. A small proportion, less than 2 percent, of exports is coking coal used by the steel industry. After totalling 71mt in 2003, there was a dip in the 2008 and 2009 period down to 63mt annually, before a recovery to 74mt in 2013. During this period, emphasis switched away from European destinations towards faster growing Asian markets, especially India, and also China.

Although South Africa is ideally situated to supply both Atlantic and Pacific markets, this advantage was not exploited to maximum benefit in recent years. Most coalfields are located in the country’s north east, and are linked by rail to the principal coal loading port of Richards Bay, on the east coast north of Durban. This port has been expanded greatly to enable huge volumes to be handled, theoretically now 91mt annually, but the higher capacity remains under-utilised. Lack of strong growth has been attributed to inadequate rail transport connections with the coalfields, and also to insufficient mining capacity, together restricting sales.

While South Africa’s coal exports are much larger in volume than exports from other African countries, developments elsewhere in the past few years have often attracted a far greater degree of interest. This characteristic particularly applies to Mozambique, where the challenges for producer exporters could be described as tough, similar to those faced by some new iron ore shippers in West Africa. Mozambique, and also Botswana, possess huge deposits of good quality coal, but developing the infrastructure (railroads and ports) required to enable access to international markets is a hugely expensive and lengthy process.

Coal mines in the Tete province of Mozambique, where coking as well as steam coal grades are available, started exporting small quantities in 2011, leading to more substantial exports of about 3mt in 2012. Brazilian mining company Vale started producing at the Moatize mine in 2011, transporting coal along the 575 kilometre Sena railway to Beira port. Anglo-Australian mining company Rio Tinto began producing at the Benga mine in 2012. Last year, a further increase in the country’s exports, reportedly to about 5mt, was seen.

Expanding the capacity of the existing rail route, and building a new route, will enable more coal to be exported from Mozambique. The Sena railway is being upgraded from a maximum 6.5mt annually to 20mt, and the handling capacity at Beira is being raised. A new 912 kilometre line carrying coal through Malawi to a new deepwater loading port at Nacala in northern Mozambique is due for completion at the end of 2014, with potential for carrying up to 18mt exports.

Problems associated with developing mineral resources for export were highlighted by a news item at the end of July this year. The Financial Times reported that Rio Tinto had finalised the sale of its Benga coal mine and other Mozambique coal assets, to an Indian state-owned company, for $50 million. This price tag is only a small fraction of the $3.7 billion originally paid by Rio Tinto in 2011 for the Riversdale company owning these assets, described by the FT as a “disastrous acquisition.” The logistical challenges of transporting coal from Tete to the coast, and a reduced estimate of recoverable coking coal volumes had been identified earlier as key problems, amplified later by the adverse impact of sharply lower international prices.

 

Maritime momentum

Looking at how the sea trade scene as a whole has been evolving, the pull of increasing demand from Asian markets, in particular China and India clearly has been a crucial factor stimulating and underpinning Africa’s dry bulk commodity exports growth. Assuming that this influence remains favourable over the years ahead, further expansion in a number of trades seems predictable although timescales and volumes are harder to estimate precisely. Large-scale iron ore and coal mining projects are under way in several countries already, as we have seen, and more are planned, together with related infrastructure developments, aimed at expanding foreign sales.

The sheer magnitude of the task of organising minerals movements, from inland locations to coastal loading ports, for onwards sea transportation to foreign markets, has sometimes been daunting. For several projects the costs are proving almost prohibitive. This problem is, of course, related to commodity prices obtainable on the world market. If prices are high enough, projects with even excessive costs can prove profitable. But recently iron ore and coal prices have fallen steeply from peak levels as huge additional relatively low-cost supplies become available around the world, resulting in greater challenges for some developing African projects.

International seaborne movements of dry bulk cargoes originating in African countries are not entirely confined to iron ore and coal. These two commodities have seen probably the most impressive developments and export growth in the past decade, but others are significant. Among minerals, bauxite and its processed form alumina, especially from Guinea is a key element, while phosphates from Morocco is another prominent example. Altogether, annual mineral exports by sea from Africa have grown by about 50 percent during the past ten years, to an estimated total now exceeding 200mt, as mentioned earlier. This expansion has raised the continent’s status in the global shipping market. It has been reflected in the much higher deadweight volume of bulk carriers employed in trades, many involving long-haul routes, beginning in ports in West African and southern African countries.

Bangladesh ferry capsizes, 100 unaccounted for

 

bang ferry

A ferry with about 200 passengers on board capsized in Bangladesh on Monday in a river southwest of the capital, Dhaka, and about 100 people were unaccounted for, the chief of the district administration said.

Low-lying Bangladesh, with extensive inland waterways and slack safety standards, has an appalling record of ferry accidents, with casualties sometimes running into the hundreds.

Overcrowding is a common factor in many of the accidents and each time there is an accident the government vows to toughen regulations.

Mohammad Saiful Hasan Badal, deputy commissioner of Munshiganj district, said about 100 passengers had been rescued from the vessel after it went down in the Padma river.

Two women had been taken to hospital and died and the remainder of those on board were unaccounted for, he said. There was a possibility some had swum to the riverbank

“Most of the passengers were coming back to the city after celebrating Eid al-Fitr,” Saiful told Reuters, referring to the festival marking the end of the Ramadan fasting month.

Teams from the Inland Water Transport Authority, fire brigade and the army were helping with the rescue about 30 km (18 miles) southwest of Dhaka.

The stretch of river where the ferry sank was deep and the weather was bad meaning there was no sign of the boat under the choppy water.

Survivor Mohammad Suman told Reuters two of his brothers and a sister were missing.

“We were five altogether and I and another survived by jumping from the ferry,” he said.

In March 2012, a ferry sank near the same spot, killing at least 145 people.

click here for more information 

bang ferry 2

4th August 1914 ……….the date that changed the world

By Dr Chris Ware

soldiers-coffins-600dpi_edited-1-copy

For the better part of the last one hundred years the 4 August has passed , if not unnoticed at least with a relatively low key statement that  it was the start of the bloodiest war, in sheer numbers , that Britain , had been engaged in. Centenaries touch something within us which fifty or ninety years do not. This is history writ large yet we can still be connected, almost every family had someone who was involved in some way or another.

A war which stretched from the Pacific to the Arctic bounded by the world’s oceans but whose centre was Europe, Scylla and Charybdis, men-and-women inexorable caught up in it, only to be devoured. And a hundred years later what, after all the upheaval, the fall of empires  and the birth of new nations, are we remembering? The death of millions, the change in the world order, the idea that a League of Nations would solve the issues by negotiation, violence would after all be forgotten as a way to resolve disputes: Perhaps George   Santayana’s words should ring out loud and long “Those who cannot remember the past are condemned to repeat it”

article-0-005C44C51000044C-763_468x286

Royal Navy HMS Enterprise takes Britons from Libya to Malta

enterprise

The Royal Navy is preparing to help British citizens leave Libya as continued fighting and gunfire at Tripoli’s airport kills 22.

The Libyan interim government said “heavily armed groups” have shelled “civilian targets”, putting thousands of citizens in danger and displacing hundreds of families.

The Foreign Office has advised British people to leave the country immediately and is temporarily closing its embassy in Tripoli.

The MOD said the government was helping to “provide assisted departure for a number of UK nationals”.

BBC political correspondent Chris Mason said: “I’m told the number of British nationals in the country is not huge – it is in the hundreds, rather than the thousands. Commercial routes to leave the country are still open.

“The Foreign Office has already announced that it will suspend the operations of its embassy in Tripoli after fighting in the capital intensified, including near the embassy building itself.

“But I’m told staff at the embassy are yet to leave – as they have been supervising the evacuation of those Britons who want to leave.”

 

fire in triopli

In a statement, the Ministry of Defence (MOD) said: “As the FCO has made clear, the UK government will provide assisted departure for a number of UK nationals before suspending consular operations on Monday.”

The latest casualties in the fighting has claimed more than 200 lives in recent weeks, with 72 people wounded in Saturday’s violent skirmishes.

The fighting on Saturday came as more than three-quarters of Libya’s newly elected parliament met for the first time in Tobrouk, a city near the Egyptian border chosen by a prominent anti-Islamist politician, according to an AP report. Political experts believe this signals a swing against Islamist parties and extremist militias.

The violence across Libya has led to the closure of several foreign missions and the withdrawal of diplomats.

On Saturday, a Greek naval frigate evacuated embassy staff and nearly 200 citizens from Greece, China and other countries from Libya.

 

 

They say pigs can’t fly but they sure can swim.

swimming pigs

 

Its Friday afternoon so we have all been looking forward to what the weekend holds.  One of these day dreams would be sunny ourselves on a far away island with shimmering white sands and crystal blue waters, however how would you feel about sharing this space with some swimming pigs………

You might have thought about swimming with dolphins, fish, even maybe sharks, but wild pigs?

Well, the day wild pigs swim has arrived on the Bahamian archipelago of Exuma. The island called Big Major Cay is affectionately nicknamed Pig Island because that is where the wild pigs roam free on land and water.

The pigs are said to have been dropped off on Big Major Cay by a group of sailors who wanted to come back and cook them.The sailors, though, never returned; the pigs survived on excess food dumped from passing ships.

One other legend has it that the pigs were survivors of a shipwreck and managed to swim to shore, while another claims that the pigs had escaped from a nearby islet.

Others suggest that the pigs were part of a business scheme to attract tourists to the Bahamas. The pigs are now fed by locals and tourists and the island is unofficially known as Pig Beach by the locals

Whatever the story is the island is worth trotting over to visit to experience swimming with the swines

simming pig 2