Maritime Review Africa Issue One 2020 by More Maximum Media

ISSUE 1

2020

SHIPPING FISHING OIL & GAS ENGINEERING SHIP SUPPLY PORTS AFRICA

MARITIME SECURITY INDEX

ON THE COVER Specialist marine services provider AMSOL has been operational in Mozambique for many years utilising the tug boat Save River to undertake numerous contracts that include harbour towage as well as offshore transshipment operations.

MARITIME EDUCATION Debating the role of high school interventions to meet demand

Are fishing safety stats a

CAUSE FOR CONCERN COVID-19 | SAFETY | SECURITY | RESPONSE

ESSENTIAL SERVICE PROVIDER

Relevant certifications, permits and documentation in place to meet â&#x20AC;&#x2DC;Essential Service Providerâ&#x20AC;&#x2122; criteria and ensure employee movement Partnership with Clients to ensure continuity of operations and special project specific planning Sourcing and distribution of hygiene PPE (masks, gloves, sanitiser) with guidelines on how to use the items to prevent the spread of COVID-19 Facilitating remote work for those employees working from home by ensuring effective ICT continuity of systems, security and support Conducting temperature testing Supporting the communities in which we operate through the provision of food parcels

ANGOLA

MOZAMBIQUE

FOOD NAMIBIA

SOUTH AFRICA

Launched COVID-19 Awareness campaigns to ensure prevention measures are well communicated and understood Providing support to employees and their families through Employee Wellness Service Provider – Life EHS EMPLOYEE ZONE

Introducing new communication channels to inform and update AMSOL’s 550 employees directly – including an online Employee Zone, online meetings and direct sms Introducing an Outbreak Management Plan as part of the AMSOL Emergency Response Plan and conducting emergency drills OUTBREAK Making a financial donation to The Solidarity Fund to support communities during COVID-19 Lockdown and beyond

MANAGMENT PLAN

MARITIME REVIEW AFRICA MANAGING EDITOR: Colleen Jacka editor@maritimesa.co.za ADMIN & ACCOUNTS: Lesley Jacka admin@maritimesa.co.za ADVERTISING SALES: INTERNATIONAL & NATIONAL admin@maritimesa.co.za 021 914 1157 021 914 3742

THEME | COVID-19 - Safety - Security - Response CONTRIBUTORS: Odwa Mtati, Nigel Campbell, Zim Pandee, Mark Fiandeiro, Captain Simon Pearson, Captain Tony Nicholas, Balungile Masuku, Captain Nicholas Sloane, Captain Pim Zandee, Francois Vreÿ, Timothy Walker, Maurice Ogbonnaya

CONTENTS FROM THE BRIDGE

OFFICE: 021 914 1157 021 914 3742

HIGH SCHOOL DEBATE

Odwa Mtati, CEO of the South African International Maritime Institute, debates what is required to provide quality education at high school level. He notes that it takes clarity of vision and purpose; a structured approach and thorough planning; willingness of all parties to learn, and a coordinated effort that involves the maritime industry as well as the education authorities working together towards a mutually beneficial goal.

POSTAL ADDRESS: PO Box 3842 Durbanville 7551

COPYRIGHT: No content published in Maritime Review Africa may be reproduced in any form without written permission of the editor. Inclusion of any products in features or any product news does not indicate their endorsement by the publishers or staff. Opinions expressed in the editorial are not necessarily those of the publishers, editors

Brian Ingpen takes a look at some of the lessons that can be learned from Lawhill Maritime Centre’s 25 year history in providing maritime education at high school level. Balungile Masuku, Captain Tony Nicholas and Captain Simon Pearson respond to some of the questions relating to challenges facing maritime educaiton at high school level.

or staff of the magazine. Every effort is made to check the content for errors, omissions or inaccuracies, but the authors, publishers and contributors connected with the magazine will not be held liable for any of these or for consequences arising from them.

2020 DISRUPTED

While the maritime sectors have been debating the potential disruptors associated with increased levels of automation and technology - the Coronavirus snuck onto the scene and caused major disruptions to shipping, ports and services in the maritime sectors.

SAFETY FIRST SIGNING UP FOR SAFETY

Captain Nigel Campbell takes a look at the benefits of ratifying the Cape Town Agreement. He notes that IMO member States will have the ability to significantly reduce the exploitation of both the oceans and the people who depend on them. The agreement’s entry into force would improve safety and working conditions in the fishing industry, one of the most dangerous professions in the world, and minimise opportunities for unscrupulous operators to profit from Illegal, Unreported and Unregulated (IUU) fishing operations.

Published by More Maximum Media

Specialist marine services provider AMSOL has been operational in Mozambique for many years utilising the tug boat Save River to undertake numerous contracts that include harbour towage as well as offshore transshipment operations.

2020

SHIPPING FISHING OIL & GAS ENGINEERING SHIP SUPPLY PORTS AFRICA

MARITIME SECURITY INDEX

MARITIME EDUCATION Debating the role of high school interventions to meet demand

Are fishing safety stats a

CAUSE FOR CONCERN

ISSUE ONE | 2020

COVER STORY

ISSUE 1

COVID-19 | SAFETY | SECURITY | RESPONSE

SEE STORY ON PAGE 08

MAINTAINING SAFETY

Whether alongside or in the drydock, ship repair and construction activities must be well planned and controlled, bearing in mind their unique attributes and how those impact on safety, health and the environment Mark Fiandeiro of Marine HSE discusses some of the issues related to safety in the dockyard.

ON THE QUAYSIDE

We chat to Captain Nicholas Sloane about his recent election to the International Salvage Union committee as well as some of the current challenges facing the salvage industry.

ETV CONTRACT DISCUSSION

An overview of some of the recent incidents that the current Emergency Towing Vessel, the SA Amandla has successfully responded to.

SECURITY MARITIME SECURITY INDEX The One Earth Future Foundation launched the Maritime Security Index as part of its Stable Seas Programme in 2017. Francois Vreÿ explains that, while the index initially focused on the coastal states of Sub-Saharan Africa, in 2019 it was expanded to include the remaining African coastal states.

Maurice Ogbonnaya believes that Nigeria’s law on piracy and other maritime offences is an important step in securing the country’s coastline and seas, but that the legislation fails to account for the links between piracy and other crimes, especially at the transnational level.

SECURITY BRIEFS

The long-term consequences of COVID-19 will make already difficult decisions about South Africa’s maritime security even more complex. A well-managed maritime sector is key to the country’s economic recovery from the pandemic, and its long-term growth. South Africa now needs to make hard choices about how to achieve this within the constraints forced on it by COVID-19.

ANTI PIRACY LAW MISSES

There is absolutely no doubt that the time to replace the Emergency Towing Vessel, the SA Amandla is approaching, but Pim Zandee questions whether there is need for two ETVs as outlined in the Department of Transport’s Request for Qualification issued in 2019.

SA AMANDLA RESPONDS

COVID-19 & STRATEGY

Nigerian navy and NIMASA commit to improving safety in Nigerian waters. Gulf of Guinea remains a piracy hotspot Patrol vessels for Kenya’s maritime police Angolan Navy opts for Namibian repair facility

MARITIME MEMORIES WATCHING THE COAST

Brian Ingpen recounts the efforts of the fleet of Kuswag vessels that were deployed along the coast in a pollution control capacity. .

COMMENT

EXPRESSIONS

Comments from the editor

The world as we know it has been turned on its head - capsized - by an invisible disruptor. Plans and strategies that may have been devised at the end of last year for the maritime sectors have been redesigned or simply shelved in the face of COVID-19. Similarly, projections relating to economic outlooks have been recalculated to more accurately represent the reality of a medium term scenario that will likely see the effects of a protracted economic lockdown being felt most substantially towards the end of 2020 and into 2021.

s we entered lockdown in South Africa, the opportunity to become recognised as an essential maritime service provider saw many companies able to continue operating - albeit in a rather diminished capacity.

only three issues a year has proven to be almost prophetic in the face of the current realities. We are actively engaging with new platforms and opportunities to provide maritime content that remains relevant and essential.

We acknowledge some of these companies that faced additional risks and workplace protocols in this issue and on our website. Stringent protocols and additional measures were implemented to ensure safety of their employees and mitigate risk. The costs associated with these additional measures, however, appear to have been largely absorbed by the individual companies.

We will move now with more urgency to adopt additional channels that help expand our reach and audience for the benefit of our supporters. I hope that this will shield us from some of the challenges that we saw a number of international maritime media platforms facing - challenges that lead ultimately to their demise.

Face masks, hand gloves and sanitising regimes, of course, top the list of newly implemented protocols. But, in some cases, it went further than this as port areas as well as clients put additional requirements in place. In conversations with some maritime stakeholders - most of whom continue to work remotely - the accelerated adoption of virtual technology is likely to be retained beyond the threat of a spreading virus. A very real behaviour change towards travel, face-to-face meetings, conferences and exhibitions will be felt long after lockdown ends and the world begins to open up. It is similar to the behaviour change adopted during South Africaâ&#x20AC;&#x2122;s Western Capeâ&#x20AC;&#x2122;s severe drought. The majority are still collecting shower water and other grey water for flushing toilets and watering gardens despite the fact that the threat of Day Zero no longer looms. Our decision at the end of last year to concentrate on our digital platforms and reduce our print magazine to

Maritime Review Africa ISSUE ONE | 2020

Communication, information sharing and transparency remain key and as a maritime journalist I believe that a relevant, critical and investigative maritime media space will be even more essential than ever as we move out of this current crisis and begin to rebuild our Ocean Economy. When the sea calms after this COVID-19 pandemic, it is going to be essential to recoup the economic activity that was lost. It is going to be essential to commit to job retention and even growth. It is going to be essential to get back to business as usual BUT it is more important now than ever before to realise that business as usual cannot mean business as we have always done it. We will need to take action on the good intentions spewed at every maritime conference relating to collaborative efforts to expand, transform, improve and diversify the maritime sectors. All this needs to be accomplished in the face of fighting for our own organisationâ&#x20AC;&#x2122;s survival. Colleen Jacka, editor | editor@maritimesa.co.za

INDUSTRY DIALOGUE

A free online discussion series launched in the era of COVID-19 aimed at supporting the sustainability of the South African Ocean Economy Addressing some of the very real questions and challenges currently being faced by the maritime community.

VISIT OUR WEBSITE FOR MORE INFORMATION ON SIGNING UP www.maritimereview.co.za

HOST:

www.maritimereview.co.za

SPONSOR:

EXPRESSIONS

Quay quotes

The maritime community will surely understand the concept of being keelhauled and we have reinstated the practice, which was allegedly instituted by the British Navy as a way of “severely rebuking a subordinate”. But at the same time we will also applaud those individuals and companies in recognition of significant achievements.

QUAY QUOTES 10 |

“The question is – are these initiatives sufficient to boost the quality of maritime learning and teaching at these schools? And would efforts and resources not be better applied to bringing existing maritime high schools up to par, rather than continuing to designate more maritime schools?” Asks Odwa Mtati of the South African International Maritime Institute.

12 |

Applaud [BRAVO ZULU] Lawhill Maritime Centre as they celebrate 25 years of contributing to promoting education and maritime awareness at high school level. International seafarers for remaining on the frontlines of global trade and maintaining trade in essential goods during the COVID-19 pandemic with limited opportunities for crew change and relief. Industry associations and bodies for their role in lobbying for their sectors of the maritime industry to return to work safely within the context of the COVID-19 pandemic

Keelhauled IMO Member States - that have not sought to make crew changes accessible in their jurisdictions - effectively over-burdening those at sea without relief.

Maritime Review Africa ISSUE ONE | 2020

“The current situation that includes a number of government schools offering maritime subjects – without heeding the need for quality teaching by people who themselves are the product of quality maritime training – has resulted in dismal results for Maritime Economics and Nautical Science in the National Senior Certificate examinations over the years and in young people entering the maritime world without appreciating its very demanding standards.” Writes Brian Ingpen.

14 |

“The implementation of maritime studies at secondary level will give learners a wider scope of career choice. One cannot choose an invisible career henceforth, knowledge about sea careers can attract young people to join seafaring profession in the long term. The culture of going to sea should be injected to the learners as early as in secondary school. The main objective for a project should be to meet the growing demand of international trade and to increase the number of seafarers as well as also shore-based personnel.” Said Balungile Masuku.

14 |

“I do not believe the South African maritime industry would have the resources to support additional maritime training at high school level. The maritime industry in South Africa is relatively small and has been shrinking for many years. In addition, high school maritime training demands sponsored bursaries, particularly for boarding and I believe the availability of such sponsorship from the maritime industry has largely been

exploited.” Said Captain Tony Nicholas.

21 |

“Prior to the commencement of the work of this group, South Africa met with the Chinese delegation to explore a compromise position that would be acceptable to the Asian countries, but could be “sold” to the European group. This meeting went a long way to establishing the grounds for a successful outcome. The same was done with other blocks, the European Union and the United States.” Writes Captain Nigel Campbell.

24 |

“SAMSA drafted and submitted the regulations, to DoT, to give effect to the Convention, in December 2012, but we are still waiting promulgation.” Writes Captain Nigel Campbell.

28 |

“The importance of upkeep and maintenance of drydocking infrastructure also plays a part in planning and safe execution of construction and repair projects. In particular, the floating drydock wall or caisson is essential to such operations as any failure could prove catastrophic.” Writes Mark Fiandeiro of Marine HSE.

30 |

“The increasing age profile of salvors is a concern. There are certainly young persons who show interest and spend short periods in the industry, but then they move on into more stable and connected professions.” Said Captain Nicholas Sloane.

31 |

“Finding response assets in Africa is not easy! Sub-Saharan Africa has its own idiosyncrasies with different challenges in North West, West, Southern, or East Africa. Most response assets are focused on the oil producing and support areas, port operations as well as the major shipping route choke-points. Even then, assets may not be readily available for release to an incident response - so in general, the response capability is low.” Said Captain Nick Sloane.

Quay quotes

EXPRESSIONS

Who is saying what in the maritime industry

36 |

The current DoT specification calls for the ETV to have an endurance of 90 days and that must mean that one of the two ETVs would be on patrol in the South African Search & Rescue Region that extends halfway to Australia in the Indian Ocean; halfway to Brazil in the Atlantic Ocean and in the South all the way to Antarctica. I question why there is a need for patrolling in areas devoid of shipping lanes.” Writes Captain Pim Zandee.

41 |

“In the absence of a comparable instrument, the Stable Seas Maritime Security Index represents a laudable start that does not claim independent status as a master index, but offers a scope of opportunities for participants from African and island states to join in by providing content to the overall principle of maritime security through domain awareness.” Writes Francois Vreÿ.

42 |

“Fighting COVID-19 poses new dilemmas for South Africa, in addition to the existing challenge of policing one of the largest maritime zones in Africa, which lies astride one of the world’s most significant shipping lanes. As a result of the pandemic, South Africa will, among other things, have to ensure supply chain efficiency for itself and much of Southern Africa.” Writes Timothy Walker of ISS.

44 |

“The law also does not provide for strengthening maritime agencies. Areas that need attention are their ability to control private maritime security operatives, clarity of mandates and responsibilities, and enhanced human and institutional capacity,” Writes Maurice Ogbonnaya, Senior Research Consultant, ISS Pretoria.

information with the hydrography department of the Nigerian Navy, so appropriate steps which will be in the best interest of the country will be implemented.” Said Dr Bashir Jamoh, Director General of NIMASA.

47 |

“The threat to crew is, however, still real – whether from violent gangs, or opportunistic armed thieves inadvertently coming face-to-face with the crew. Ships’ masters must continue to follow industry best practice diligently and maintain watches. Early detection of an approaching pirate skiff is often key to avoiding an attack.” Said IMB Director, Michael Howlett.

47 |

“For it (Blue Economy) to succeed security is key and therefore we at KPA really appreciate the support of Japanese Government which will enable us to revamp it.” Said Head of Corporate Development and Strategy Martin Mutuku, Kenya Ports Authority.

47 |

We are used to working on naval vessels as we have been maintaining those of the Namibian Navy since our company’s inception in 2006.” Said Willie Esterhuyse, Namdock’s Commercial and Operations Manager.

ADVERTISERS INDEX AMSOL

OFC, IFC,01

Essential Services

Hesper Marine

Hytec

Kongsberg

Marine Crew Services

NovaMarine

Resolve Salvage

Seascape Marine

SAIMI 11

46 |

“We are aware of the challenges wrecks, derelicts and activities of illegal scrap yards pose to our waterways. We will share

SMD

Viking

Maritime Review Africa ISSUE ONE | 2020

COVER STORY

ISSUE 1

2020 SHIPPING FISHING OIL & GAS ENGINEERING SHIP SUPPLY PORTS

AFRICA

AMSOL | Delivering African solutions

AMSOL welcomes ‘Messalo’ and new contract award in Mozambique ON THE COVER

ME MARITITY SECURI INDEX

services Specialist marinehas been provider AMSOL Mozambique operational in utilising the tug for many years to undertake boat Save River that numerous contracts as towage include harbour transshipment well as offshore operations.

E MARITIM EDUCATION Debating the role of high school to interventionsd meet deman

Are fishing safety stats a

R CAUSE FO CONCERN TY | SECURITY

COVID-19 | SAFE

| RESPONSE

s S

pecialist marine services provider AMSOL has been operational in Mozambique for many years utilising the tug boat Save River to undertake numerous contracts that include harbour towage as well as offshore transshipment operations. The company has recently expanded operations in the country after being awarded a contract by Italian Company ISS-Palumbo to assist in supporting construction activities on the Afungi Peninsula in Northern Mozambique, where ENI/ Total are working on the Rovuma Liquefied Natural Gas (LNG) export facility being developed to liquefy and export gas resources from the Rovuma offshore gas fields. In servicing this contract, the company also welcomed the Messalo to the fleet. The workboat will be used in Palma and Pemba, providing support to the vessels engaged in the construction of the

BUSINESS CONTINUITY DURING THE COVID-19 PANDEMIC In an industry expected to operate 24 hours a day, marine services are a critical link that keep things moving; ensuring that economies endure. At AMSOL, whether it is delivering fuel to ships, or goods and supplies to an offshore vessel, supporting the country’s fuel import supply or being ready to respond to a marine emergency at sea – a dedicated team of seafarers and specialist marine personnel are an important ingredient. In remaining on duty, it is these women and men who play a vital role in supporting our economy and continue to provide essential services in South Africa and neighboring countries. To support this call to action, the company has introduced several measures to ensure effective business continuity during this challenging time.

Maritime Review Africa ISSUE ONE | 2020

gas terminal. The Messalo departed Cape Town in the first week of March and arrived in Pemba in the middle of the month, after stopping off in Durban and Beira. Operationally, the Messalo will have the function of providing tug assistance to barges and landing craft as they bring construction material onto the newly constructed Temporary Beach Landing Facility (TBLF). This will be superseded by the Marine Offloading Facility (MOF) which will comprise a quay and is also presently being constructed. Most of the heavy-duty construction material and equipment will come in via this facility once construction is completed. This is an exciting charter opportunity for AMSOL as marine construction activity is expected to increase in the area over the next 12-18 months.

ON BOARD SPECIFICATIONS: Messalo Classification: BV A1 Tug LMC UMS Built: 2013, Damen Shipyards Cape Town Flag: SVG Port of Registry: Kingstown TANK CAPACITIES Fuel Oil: Fresh Water: Sewage: Dirty Oil:

24.3 m3

2.3 m³ 0.7 m³ 0.5 m³

PERFORMANCES Bollard Pull: 17.2 ton Speed (max): 11.5 knots CONSUMPTION: Full Speed: Economy:

4m³ @ 11 knots 3m³ @ 8 knots

Length OA: Breadth: Depth: Draught:

20.5m 6.04m 2.7m 2.4m

The Maritime Debate: Maritime High Schools

FROM THE BRIDGE

THE DEBATE Are maritime high schools the best way to prepare South Africa’s young people for maritime careers?

Odwa Mtati, CEO of the South African International Maritime Institute, penned an opinion piece for our website in February to debate whether maritime high schools offer the best option for preparing young South African’s for maritime careers and for developing local skills for the Ocean Economy. “Providing quality education at high school level takes clarity of vision and purpose; a structured approach and thorough planning; willingness of all parties to learn, and a coordinated effort that involves the maritime industry as well as the education authorities working together towards a mutually beneficial goal,” he wrote.

His full piece is on the website (www.maritimereview.co.za), but we outline some of the key arguments here and invited other industry stakeholders to provide input.

ffering learners the opportunity to take maritime subjects to Matric was intended to raise awareness of the ocean economy, its diversity and myriad career opportunities, opening new study and career pathways for the youth. Some argue, however, that simply creating more maritime schools is not a solution in itself; that there aren’t enough properly trained and qualified, knowledgeable and experienced educators to teach these subjects effectively and lead successful implementation of maritime education at high school level. In addition, the shipping sector’s employment opportunities aren’t wide enough to absorb the products of these schools. The argument follows that attention should rather be placed on creating maritime awareness through practical initiatives – a mix

of recreational, educational and community-focused activities – and media content targeted at the youth: engaging, shareable, informative, and highlighting the broad spectrum of the maritime world in all its interesting and diverse possibilities. In the wake of government’s Operation Phakisa: Oceans Economy initiative aimed at kickstarting growth in this arena, several high schools around the country were designated as maritime focus schools and began offering the two existing maritime school subjects of Maritime Economics and Nautical Science. The new subject of Marine Sciences was piloted for Grade 10 in 2019 at three Western Cape schools and is being implemented this year. Brand new maritime high schools are also on the cards: The Development Bank of South Africa

(DBSA) issued a request for proposals in December 2019 for the planning and construction of a new maritime focus school in the Umlazi district of KwaZulu-Natal. However, the new wave of maritime schools have yet to reach their stride. Many candidates do not perform well in the examinations, while others might pass but emerge lacking a grasp of the “softer skills” – positive attitude, work ethic, integrity, self-discipline, willingness to learn – at the uncompromisingly high standards required particularly by the shipping industry. A number of factors provide reasons: the subjects are in their infancy in the designated schools; there may be a lack of equipment and teaching materials; learners may be finding the maritime context too unfamiliar or lack practical expo-

MEDIA PLATFORMS 2020

Maritime Review Africa ISSUE ONE | 2020

FROM THE BRIDGE

In reality, the targeted numbers of Operation Phakisa are not being achieved, and employment opportunities in the shipping industry have not lived up to expectations.

The Maritime Debate: Maritime High Schools

sure to the maritime environment while at school. But the key gap is seen as a lack of thorough teaching in the maritime subjects. The will is certainly there – the Department of Basic Education and the relevant provincial education departments support the roll-out of the maritime subjects and the establishment of maritime high schools. SAIMI, along with agencies such as the Transport Education and Training Authority (TETA), the National Sea Rescue institute (NSRI) and the General Botha Old Boys’ Bursary Fund, and companies such as AMSOL, are partnering with some maritime high schools and collabo-

RESPONDENTS: Maritime Review asked some stakeholders for their input on the debate: BALUNGILE MASUKU: Educator/author Balungile Masuku is a lecturer in the Maritime Department of the Durban University of Technology and has authored a number of maritime economics textbooks for Grade 8 - 10. Having seen the impact that exposing learners to the maritime world has had on many youngsters, she is an advocate of developing further maritime awareness within the country. CAPTAIN SIMON PEARSON: Educator and Chairman of the S.A.T.S. General Botha Old Boys Association Bursary Fund Captain Simon Pearson has been involved in tertiary maritime training for many decades and, as the Chairman of the SATS GBOBA Bursary Fund, engages with many learners who are currently pursuing maritime-related subjects at high school level. The GBOBA Bursary Fund has since its inception given away all its donated funds (+- R1 m a year) keeping only sufficient funds to tide over the year(s) of poor donation receipts. The funders also give generously in time and energy in caring for the students at school and tertiary level with experienced mentors offering free assistance and wisdom. CAPTAIN TONY NICHOLAS: Chairman of the SATS General Botha Old Boys Association In 2011 a number of the Bothie’s ex cadets celebrating their 60, 50, 40 & 30 year reunions visited the Lawhill Maritime Centre of Simon’s Town School. There these past and present mariners saw many similarities to the training they received on the Bothie and this inspired them to launch a bursary fund to assist in the training of young South Africans for a maritime career. SEE THEIR INPUT ON PAGE 14

Maritime Review Africa ISSUE ONE | 2020

rating with education authorities to support the schools. The question is – are these initiatives sufficient to boost the quality of maritime learning and teaching at these schools? And would efforts and resources not be better applied to bringing existing maritime high schools up to par, rather than continuing to designate more maritime schools? To a large extent, educators and learners are in the same unfamiliar boat, due to South Africa’s decline as a maritime nation, the lack of a maritime culture, exposure to the maritime industry and awareness of the oceans’ environment. Employment prospects – bad news, and good news Although a steady number of successful learners do decide to embark on maritime careers, others who have also done well instead change their career options away from the maritime environment. While the Ocean Economy offers a wide variety of career options, much focus falls on shipping and some grand designs for South Africa to offer a pool of skilled seafarers to the global industry. In reality, the targeted numbers of Operation Phakisa are not being achieved, and employment opportunities in the shipping industry have not lived up to expectations. Amongst other reasons, including general global economic considerations, there is a shortage of training berths for cadets and a shortage of positions for junior officers, particularly since Maersk Line’s announcement that it would no longer employ South African cadets or junior officers. Seeing their older classmates unable to get berths in ships despite qualifying as deck or engineering officers, a number of bright young people change their career options away from seafaring. Maritime employment opportunities for young South Africans have also been negatively impacted by:

The decline in the local ships’ register.

The swing towards the employ-

ment of Asian and East European officers and crews at the expense of South Africans.

Employment opportunities for local seafarers are also reduced by the chartering of foreign-flagged vessels (with foreign crews) to carry coastal cargoes. New opportunities may open for maritime-related careers, such as the superyacht sector where an

increasing number of South Africans are employed. In addition, the southern African offshore sector is poised for growth via the Mozambique gas-field, as well as the various potential oil and gas fields now being examined. Among these is the Brulpadda gas field south-west of Mossel Bay where, if its promise becomes reality, a new economic boom could be unleashed. With that will come the need for offshore services that include the initial installation of undersea pipelines, as well as the vessels needed to service the offshore facilities. A formula for success? Despite the difficulties, there are good news stories. A young man who once herded livestock in rural Ngcobo in the Eastern Cape became the first Lawhill alumnus to obtain his Unlimited Master’s Certificate. Four more have followed in his wake to this highest global maritime qualification. Thanks to Operation Phakisa and gradually rising awareness of opportunities in the maritime sector, such stories of young people whose rise out of poverty has come via maritime education are becoming more commonplace. Some of them emanate from Lawhill Maritime Centre, while some went through high school with no exposure to the maritime sector and stumbled upon their future careers by accident. If maritime high schools are to be the enablers of more young people finding their future careers in the maritime world by purpose rather than by accident, then they need to focus closely on – and be properly equipped for – what it takes to achieve success in maritime education. Learning from experience As South Africa’s first, and for a long time only, maritime high school, Lawhill has a story to tell that can provide useful pointers towards a model for maritime education at school level. The origin lies in a 1995 pilot project partnership of Simon’s Town School and Safmarine to foster maritime awareness and prepare learners for careers at sea and in the shipping industry ashore. Marking its 25th anniversary this year, Lawhill has since led scores of young South Africans into worthwhile maritime careers. The initial partnership with Safmarine set the stage for one of Lawhill’s key success factors – the ongoing practical and financial involvement

The Maritime Debate: Maritime High Schools

If maritime high schools are to be the enablers of more young people finding their future careers in the maritime world by purpose rather than by accident, then they need to focus closely on – and be properly equipped for – what it takes to achieve success in maritime education. of leading maritime industry players, from corporates to philanthropists such as the TK Foundation, authorities such as SAMSA and Transnet, and non-profit organisations such as the General Botha Old Boys’ Bursary Fund, SAMTRA and the Master Mariners’ Society. The first maritime subject syllabi were developed in 1996 by a committee drawn from the shipping industry and tertiary maritime training institutions, with a view to practical application and narrowing the gap from school to further education and training. (Similarly, the curriculum for the new Marine Sciences curriculum was developed in a partnership of the Two Oceans

Aquarium education team and the Department of Basic Education.) Today, a number of long-standing relationships add value to the school’s ability to offer a wellrounded maritime education, helping to provide facilities, equipment and experiences that are often beyond the means of most school budgets because of the high cost of sea-based activities and advanced technology used in the maritime industry. The education programme includes regular exposure to the maritime industry through mentoring and practical experiences, guest lectures, site visits and tours, opportunities for learners

FROM THE BRIDGE

to participate in training voyages, attend local and international exhibitions and conferences, as well as extra-mural activities such as sailing, rowing and water safety. Partner organisations also provide support such as bursaries, educational camps and workshops for learners, and funding for equipment and teaching and learning resources. Other factors that have played a role include the provision of boarding accommodation, enabling access for learners whose homes are far from Cape Town. And while Lawhill is a specialised centre, it is still part of a public school rather than being a stand-alone institution. Careful planning and curriculum development with involvement of the maritime industry and tertiary maritime institutions; taking industry needs into account in the education programme and having ongoing and close industry involvement in the school; and securing the services of knowledgeable, energetic and hands-on experienced educators. These are the key elements of a formula that can be applied to achieve success in the new wave of maritime high schools.

Maritime Review Africa ISSUE ONE | 2020

FROM THE BRIDGE

The Maritime Debate: Maritime High Schools

Lessons learned at Lawhill Maritime Centre Many young South Africans – some from sprawling townships or informal settlements – are now in worthwhile careers at sea or ashore stemming from their maritime education at the Lawhill Maritime Centre at Simon’s Town School. Brian Ingpen takes a look at some of the lessons that can be learned from the Centre’s 25 year history.

M BELOW: Lawhill learners acknowledged International Women’s Day this year with members of WISTA South Africa.

uch hard work and long hours culminated in today’s exciting operations at the Centre, and in the successful achievements of scores of young people during the programme’s 25 years of operation. Most of the learners who have passed through the maritime courses at Lawhill not only come from financially challenged backgrounds, but also from situations where they have had little exposure to the maritime industry. With careful planning, with cognizance of the needs of the maritime

Maritime Review Africa ISSUE ONE | 2020

industry and, most importantly, by securing the services of energetic and knowledgeable champions, the model that has been successful at the STS Lawhill Maritime Centre can be applied elsewhere. However, it should be borne in mind that in the halcyon days of local shipping – during the 1960s and 1970s when Safmarine was a thriving shipowning company and Unicorn had around 18 ships on the South African register, about 2500 people were employed at sea - there was only one merchant navy officers’ training institution and two

training centres for ratings, all characterised by quality training that produced high-calibre seafarers and entrants to shoreside maritime-related careers. Addressing the challenges The current situation that includes a number of government schools offering maritime subjects – without heeding the need for quality teaching by people who themselves are the product of quality maritime training – has resulted in dismal results for Maritime Economics and Nautical Science in the National Senior Certificate examinations over the years and in young people entering the maritime world without appreciating its very demanding standards. Word is that, besides those already in operation, two new “maritime schools” will be built, one in Durban (situated remotely from the sea

VESSELS | CREWING | TRAINING and even from a glimpse of ships) and another in Richards Bay. rash and hasty Only where leadership of the project steps to widen has been undertaken by energetic, enthumaritime siastic, knowledgeable and experienced awareness and educators has the implementation of a education should school-based maritime programme been be replaced successful. with careful Therefore, it is imperative that the and through number of schools offering maritime subjects be reconsidered and ideally, planning involving reduced, and that consideration be given those with the to channelling the efforts in KwaZuknowledge and lu-Natal into one custom-built centre. experience to do Modified for this purpose, a site on the so effectively. Bluff (formerly a naval training base) or part of the naval base at Salisbury Island would be perfect. A school at either site would present young people with wonderful opportunities to view ships and harbour operations, and increase the impact of the content of the subjects on young minds. Also essential to the future success of maritime education in South Africa – and to the continued success of the STS Lawhill Maritime Centre – is agreeing on a new operational structure which includes setting up a separate body to govern a school’s maritime activities. This body, whose members should be drawn from across the maritime industry, is essential for two reasons. One, to ensure that the maritime education being provided is relevant and of a high standard and, secondly that students exiting the school’s maritime studies programme are equipped with both the soft and hard skills required by industry, thereby maximising the school leaver’s employment potential. If we do not use the valuable lessons learnt to develop a new, more effective operational model for school-based maritime education in South Africa, we will merely perpetuate the current shortcomings and challenges, to the detriment of the youth of South Africa and the industry. Employment opportunities Attention must be given also to increasing the scope of employment in the maritime industry, particularly ashore. The introduction of a cabotage system in South Africa is imperative to increasing job opportunities. Its introduction must, however, be extremely carefully planned by those who are familiar with the complexities of shipping, who are mindful that shipping is an international, highly competitive and not parochial business, and who are not driven by political ends. Because of all the factors to be considered, including the introduction of pertinent regulations and the need for thorough training of competent crews; its implementation can only be phased in over a period of time – even over ten or more years. As there is demand for entrants to the marine engineering and artisan world, technical education has considerable potential to prepare young people for careers in marine engineering, either at sea or within the shipbuilding, ship repair and other sectors of the industry. The needs of these sectors within the maritime industry should be factored into the current maritime education curriculum. Maritime awareness To widen the pool of young people who have maritime interests and some knowledge, maritime awareness programmes that include media, electronic and maritime literature campaigns can be introduced. Like every aspect of maritime education and training these awareness programmes must be very carefully planned by knowledgeable, enthusiastic and experienced people. Otherwise, they will waste time and much money and not achieve the goals of introducing young people to ships and shipping. The real successes of a number of young people who have passed through local maritime education and training facilities provide heartwarming examples of how maritime education has changed lives. However, rash and hasty steps to widen maritime awareness and education should be replaced with careful and thorough planning involving those with the knowledge and experience to do so effectively.

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FROM THE BRIDGE

The Maritime Debate: Maritime High Schools

RESPONDENTS TO THE DEBATE: Do you feel that the maritime industry stakeholders would be willing to support additional initiatives at high school level? What initiatives should take precedence for developing future maritime generations?

How do you view the role of the private sector vs government in aligning maritime skills with needs through interventions at high school level?

Conclusions

BALUNGILE MASUKU

CAPTAIN TONY NICHOLAS

CAPTAIN SIMON PEARSON

Yes, the maritime industry is very supportive towards maritime education in high school. They are willing to offer assistance in different forms from bursaries, classrooms donations, extra classes, port visits and the training of teachers.

No, I do not believe the South African maritime industry would have the resources to support additional maritime training at high school level. The maritime industry in South Africa is relatively small and has been shrinking for many years. In addition, high school maritime training demands sponsored bursaries, particularly for boarding and I believe the availability of such sponsorship from the maritime industry has largely been exploited.

Yes, but that response from the stakeholders is likely to be based on the profitable position of companies that have sufficient financial reserves. In addition, they need to be convinced the education being offered is necessary and will be properly managed with good academic results. It also helps if there is a strong connection between the school and the stakeholder as well as if there is some marketing and financial return for the stakeholder.

Road shows, maritime awareness campaigns, career expo’s as well as the distribution of maritime careers booklet to schools are important tools.

Government must establish a shipping register that is attractive to shipowners and make it a prerequisite that a minimum number of South Africans, be employed on these vessels. Nurturing Sea Fever is our fund’s motto. To achieve this more time and effort must be given to “time on the water” by the maritime high schools. The schools tend to focus exclusively on classroom time with little, if any, practical training or sea time. Without this there remains the risk of investing in a youngster and after a few weeks into their first posting they decide they are homesick.

One of our biggest challenges is the outcome we all want – qualified officers and skilled maritime personnel for shore appointments. Like all Grade 12 school leavers they don’t come out with a qualification. If the school leaver could get even the most basic SAMSA qualification that entitles them to serve on the smallest of tonnages that would mean that almost immediately earnings would flow. The big hurdle in the corporate marine sector is cadet berth availability. Could we as a nation explore linking what is achieved in the grey navy (SAN) with the merchant marine? Lastly, we need a centralised crewing agency from which shipowners and seafarers can link together. SA seafarers should promote themselves international with vigour and pride.

There has to be a collaboration between Department of Education, the maritime industry and other government departments. Proper planning, training of teachers and resources need to be available.

Government should actively encourage a vibrant and attractive shipping register under our flag. This in turn would create employment opportunities in various areas of the maritime sector, not only seafaring, which in turn shall increase the need for maritime subjects at high school level. We are fortunate to have support from SAIMI in running some of our extracurricular mentoring and training initiatives. Included in these is valued private sector support and infrastructure provided by NSRI, RCYC and FBYC. Transnet (TNPA & TPT) needs to become more receptive to port and vessel visits by the high school maritime learners. Ports have become very restrictive in this regard.

Government departments seem to have their own territory to which they account and thus education is in at least two different departments and maritime lies with the Department of Transport. The maritime sector seems to get very limited focus from government and policy is not directed at accelerating this sector with clear goals. The private sector is out to care for its profit baseline for the benefit of its shareholders. There are few private sector companies that initiate alignment between government and themselves for the advancement of the sector. We should have a govt/private sector forum as in the UK with the ‘UK Marine Industries Alliance’ and other organisations.

The implementation of maritime studies at secondary level will give learners a wider scope of career choice. One cannot choose an invisible career henceforth, knowledge about sea careers can attract young people to join seafaring profession in the long term. The culture of going to sea should be injected to the learners as early as in secondary school. The main objective for a project should be to meet the growing demand of international trade and to increase the number of seafarers as well as also shore-based personnel.

Our training ship and the institutions that followed her were considered a “centre of excellence” over the years of its existence. I offer the opinion that Lawhill Maritime Centre of Simon’s Town School has become such a centre of excellence of maritime studies at high school level. But a proliferation of such institutions across the country shall certainly dilute the end product.

If SAIMI can see their way to formalise a think tank of experienced government and private sector decision makers it would be heartening to see/hear what came out of this discussion. We can be immensely proud of what we have achieved after world war two. We are a nation of achievers and hard workers with passion in what we do and thus reap the rewards from that energy and commitment. Together we can achieve immeasurably more as a united force that operating in isolation and self-interest.

Maritime Review Africa ISSUE ONE | 2020

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MARITIME TENDERS ISSUED BY COUNTRY Jan - April 2020

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SOUTH AFRICA | 49

TENDERS

2020 Disrupted

FROM THE BRIDGE

New way of working for essential service providers Responding quickly to President Ramaphosa’s decision to place South Africa into lockdown to curb the spread of the coronavirus meant that most of the maritime companies providing essential services to the sector were forced to nimbly implement new working protocols and obtain the required authorisation for members of their workforce to operate outside of their homes.

aritime-related services were listed on the full list of essential services under points 21 and 28 for cargo shipping, dockyard services as well as logistics. Even with a permit to operate, however, companies were asked to do so with the minimum staff necessary to operate safely. Clare Gomes, Strategic Planning & Communications Executive at AMSOL points out that the process goes beyond this, however. “Before the lockdown began, we engaged proactively with all of our clients and the port authorities to confirm essential service status. We, in turn, did the same for companies in our own supply chain who are essential to us in terms of supplying and supporting our fleet and operations,” she explains. Kevin Kelly of Xtreme Projects reports negotiating some changes to permit content requirements for a permit. “There were various changes during the week (of our application) as to permit content requirements, however we got through it rather quickly,” he says. Michael Timm of Helix Marine notes that, while the process seems robust enough, the term “essential service” within the maritime context could refer to anything. “A boat goes to sea for 30 days at a time before its next port entry – so what is not essential (to that boat)?” he asks. Essential activities While some of the companies trading during level five had most or all of their operations designated under essential services, others report that only a portion of the business was deemed to be within this category. Workers who were required to go out into the field, had to fall within the ambit of the definition of essential services. This meant that while one aspect of a company’s services may be categorised to continue to work out

Maritime Review Africa ISSUE ONE | 2020

in the field, others were not. Explaining this further, Vincent Joynt notes that all of SMD out-ofcountry services have been put on hold during the lockdown period. “Only repairs services and supply of goods critical to the continued safe operation of vessels are deemed to be of an essential nature,” he says adding that these are mostly in the fishing and bulk sectors supplying fresh or essential goods into the country. He adds that Off Port Limit (OPL) services have been curtailed to the extent that they cannot send service attendees out to passing vessels. “The bulk of our workforce on duty is seagoing and vessel based, and are confined to the ship for this period. Other employees such as those working shifts on bunker barges and operational marine personnel traveled in daily, with relevant hygiene precautions in place,” explains Gomes of AMSOL. “None of our businesses were fully operational. We operated with small standby crews to respond to customer demand. Standby teams represent more or less 10 per cent of normal staff complement,” says Marcus Twine, CEO, of Hesper and NovaMarine. James de Jong of Seascape Marine Services confirms that their workshop technicians were available and on standby for all commercial customers who are also performing essential services during the lockdown period only. Samantha Olivier of Stone Marine Services notes that, while their office personnel including management do not classify under essential service, their workshop department continued to complete work on propeller repairs and maintenance as well as receipt of propulsion spares required for customer’s vessels. “I would say that about 70 per cent of our services were operating (under level 5),” confirms Kelly. “Our

operations’ staff work full time out in the field. We were operating with about 60 per cent of our staff working and the rest are on leave,” he adds. Sturrock Grindrod Maritime’s (SGM) Divisional Director, Tracy Leah, confirms that 100 percent of their services to vessels remained operational. “In some instances we are needed to physically attend the vessels, but this is changing as we search for electronic solutions,” she explains. Putting protocols in place But it is certainly not business as usual for these companies. Stringent protocols and additional measures are being implemented. The costs associated with these measures, however, appear to be being absorbed by the individual companies. “Many clients also implemented their own measures to limit risk of exposure for their staff,” adds Joynt. AMSOL’s Emergency Response Plan was updated to include an Outbreak Management Plan that supports protocols communicated by relevant authorities. “Access to our sites and vessels for third parties is being tightly controlled,” emphasises Gomes. Managing Director of Hio-Tek, Rob Hiuo admits that they have taken the decision to avoid worksites such as cruise ships where there is a high probability that the virus may be present. “We have instituted temperature testing before and after interactions, and teams watch each other. In addition, teams must strip and wash overalls at the close of each shift,” he says. “Staff that attend to vessels are required to keep a daily log of exactly who they interact with,” says Leah of SGM. “Our workshop personnel have been issued with an infrared thermometer which is used prior to anyone (staff, contractors or customers) entering the facility to check for high or low grade temperature of 37°C or more. Should this temperature be recorded the person in question is advised that they need to depart immediately,” says Olivier of Stone Marine Services.

2020 Disrupted Staff morale Understandably, the situation has put added pressure on these workers. Staff engagement has been key and most report that the desire to continue working despite the risks. “We continue to put the safety of our people as our main priority, instituting stringent safety measures, to reduce human contact as well as increase hygiene,” says Linsen Nambi’s Managing Director, Durand Naidoo. Timm of Helix Marine says that, understandably, staff morale is not at its highest. “Staff morale is not high. It’s a risk to work and they have to go back home and this is a big problem,” he explains. Gomes agrees that this is a challenging time for their staff. “Employee health and wellbeing is a priority – and many employees at sea have been affected by the cancellation of shore leave and

suspension of crew changes,” she says adding that shore-based workers are also having to navigate the work/life balance in a new environment. A new normal Many of the companies that have introduced new protocols for their workers will be maintaining at least a portion of these going forward. “Some protocols around additional PPE are likely to remain. Also, many of the electronic solutions currently implemented are more efficient and we hope they will continue,” says Leah of SGM. “We know that new ways of work will result as a consequence of living through a global pandemic and we will ensure that whatever measures that support the health of employees and business continuity remain in place where it makes sense to do so,” agrees Gomes of AMSOL.

FROM THE BRIDGE

For Hiuo of Hio-Tek, the shift to working remotely during this time may have a profound effect on the way they structure their business going forward. “Working from home is now definitely more feasible and if staff are not required in the office; are more satisfied working from home, and prove themselves capable of self-motivational homework, we may considered a decentralised operation going forwards, based around a virtual office,” he explains. The future looks uncertain for most industries and companies. It is clear that the goalposts have been moved if not completely disappeared. The 2020 Vision that many business owners and CEO’s had in January will require a major overhaul as the world economy continues to feel the ramifications of this situation for some time to come.

24 HR Emergency Spill Response

Maritime Review Africa ISSUE ONE | 2020

FROM THE BRIDGE

2020 Disrupted

Providing a gateway for crew changes

n March at least nine African countries still offered an opportunity for crew changes to occur, albeit under strict conditions, but by the end of April, this situation had changed with African countries following the lead of most jurisdictions in shutting down their ports for crew changes in an effort to curb the spread of the coronavirus with the exception of Liberia. Liberia’s strict restrictions that stipulate that no crew changes will be permitted for crew from countries where there are more than 200 cases, however, do not effectively offer much opportunity or relief. South Africa remains (at the time of writing) closed for crew changes having adopted this measure early on in its attempt to curb the spread of coronavirus, but with international maritime groups and even

COVID-19: An occupational disease?

alls to have COVID-19 recognised as an occupational disease started to emanate from global trade union movements as the grip of the pandemic continued to see a third of the world’s population under lockdown while essential workers were forced to stay on the frontlines.

The vast majority of these workers are doing so without the comprehensive protection required when exposed to a recognised occupational disease caused by a biological agent. This poses a profound risk to workers, their families and the communities in which they live. The argument is that workers need official recognition of COVID-19 as an occupational disease to ensure the right to worker representation and occupational safety and health (OSH) rights as well as the application of agreed measures to reduce risk. These rights include the right to refuse to work under unsafe working conditions. The inclusion of a rebuttable presumption in the case of COVID-19 infections will mean that the disease is presumed to have arisen out of a worker’s exposure at work, unless conclusive evidence to the contrary is provided to the relevant authorities within the legislative and regulatory framework for workers’ compensation. The definition of the workplace includes travel to and from work. Such recognition as an occupational disease ensures employers are responsible and liable and that negligent employers are subject to the application of penalties. Providing this type of protection and recognition for workers will be a start towards showing them the respect that they deserve by ensuring that preventative measures are implemented to the fullest extent possible and, if they are unfortunate enough to contract COVID-19 that they have fair access to compensation.

Maritime Review Africa ISSUE ONE | 2020

some local maritime stakeholders advocating on behalf of seafarers, many believe that the country is well-placed to provide a gateway for crew changes. Seafarers who normally work and live onboard a ship for up to 10 months at a time are currently facing extensions with no end date in sight as maritime employers introduce a temporary freeze of crew changes. This will not only have an obvious impact on morale on board, but could also have an impact on safety at sea. One source suggests that South Africa’s position on the East-West trade route provides the country with a unique opportunity at this juncture – noting that the steaming time to and from South African ports to the East or West can be adjusted to ensure that crew essentially undergo a 14-day quarantine while at sea. Travel restrictions within the country as well as the collapse of air travel, however, does make this an opportunity that will require the collaboration of a number of government departments as well as transport partners. The International Labour Organisation (ILO) released a statement towards the beginning of April urging governments to put procedures in place to classify seafarers as key workers and exempt them from normal travel restrictions so that crew changes can take place. “If solutions are not identified soon, then governments will be responsible for jeopardising the supply chain and the safety and wellbeing of the world’s seafarers. Ultimately this will threaten the supply of the essential goods including medicines that their citizens desperately need,” the statement reads. In a personal letter to the world’s seafarers, Secretary General of the International Maritime Organisation (IMO), Kitack Lim, says that he has written to all IMO member states to recognise seafarers as keyworkers and remove barriers as well as lift national travel restrictions. “The difficulties the maritime industry has faced in conducting

crew changeovers, providing medical care for sick and injured crew, allowing for shore leave and the inability to resupply or repatriate crews concern me greatly,” he writes. Given South Africa’s election as the president of the IMO Assembly at the end of last year, many believe that there should be no further impetus to see the country urgently put the measures in place to facilitate crew changes on one of the world’s most important trade routes. Access to medical treatment As world leaders scramble to put in place measures to reduce the spread of Covid-19 and ensure adequate medical treatment is available to their citizens, the International Transport Federation says that seafarers are being forgotten despite the crucial role they play in securing delivery of necessary goods including the medical equipment and medication that governments need to combat the effects of the virus. Many seafarers are being denied necessary emergency medical care unrelated to Covid-19 due to national or local restrictions. Some of the medical issues have been minor, while other cases have been serious and potentially life threatening requiring immediate medical attention. One case involved a seafarer who suddenly had an overwhelming, sharp pain in his left eye which progressively got worse to the point that he was sensitive to light. The vessel consulted an ophthalmologist who had concerns for the seafarer’s sight and recommended immediate medical evacuation for appropriate treatment. Unfortunately, the local Indonesian port authorities refused the seafarer to be disembarked despite the efforts made by the port agent, the P&I Club and the embassy. After strong intervention by the ITF affiliate in Indonesia, Kesatuan Pelaut Indonesia (KPI),the port authorities in Morowali, Indonesia, finally agreed for the seafarer to disembark and receive medical care. Indonesian authorities also rejected multiple requests for an

2020 Disrupted emergency medical evacuation needed to save the life of a seafarer on board a vessel off the island of Sumatra. The seafarer exhibited signs of a stroke including confusion, confused speech, pain under left shoulder, left arm and leg paralysis. A doctor from Global Voyager Assistance confirmed that the seafarer should immediately be

sent to a hospital for treatment as this was potentially a life and death situation. Alarmingly, the local port authorities refused two requests from the Master for medical evacuation due to Covid-19 restrictions. ITF affiliates, the Seafarers Union of Russia and the KPI in Indonesia actively intervened with the responsible authorities in Russia and Indonesia, and supported by the

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FROM THE BRIDGE

ITF and the respective UN agencies including the ILO and IMO, were able to get the seafarer disembarked and taken to a hospital after almost four days since the initial request was made. We note that South Africa has provided access to seafarers seeking medical attention as reported by various stakeholders.

South Africaâ&#x20AC;&#x2122;s position on the East-West trade route provides the country with a unique opportunity at this juncture â&#x20AC;&#x201C; noting that the steaming time to and from South African ports to the East or West can be adjusted to ensure that crew essentially undergo a 14-day quarantine while at sea.

Maritime Review Africa ISSUE ONE | 2020

SAFETY FIRST

Safety in the fishing industry

CAPE TOWN AGREEMENT

SIGNING UP FOR SAFETY By ratifying the Cape Town Agreement, members of the International Maritime Organisation (IMO) have the ability to significantly reduce the exploitation of both the oceans and the people who depend on them. The agreementâ&#x20AC;&#x2122;s entry into force would improve safety and working conditions in the fishing industry, one of the most dangerous professions in the world, and minimise opportunities for unscrupulous operators to profit from Illegal, Unreported and Unregulated (IUU) fishing operations. Captain Nigel Campbell takes a closer look.

Maritime Review Africa ISSUE ONE | 2020

t T

he 2012 Cape Town Agreement (CTA), adopted by the International Maritime Organisation (IMO), outlines fishing vessel standards and includes other regulations designed to protect the safety of crews and observers, and provide a level playing field for industry. The Cape Town Agreement (CTA) is an Annex to the Torremolinos Protocol of 1993 relating to the Torremolinos International Convention for the Safety of Fishing Vessels, 1977, as modified by the Cape Town Agreement of 2012. In the early 1970s it was recognised that, due to the great differences in design and operation of fishing vessels compared to other ships, they could not be included in other maritime conventions such as SOLAS. In the 1980s it became clear that the Torremolinos Convention would not enter into force; mainly due to technical reasons. This led to the adoption of the 1977

Safety in the fishing sector

SAFETY FIRST

Prior to the Diplomatic Conference we were aware that there were two very diverse views on both the Entry into Force and Application Provisions. It was, therefore, anticipated that these two issues would be the major issues discussed at the conference. Torremolinos Protocol; but it again became apparent that this would also not enter force. It was then recognised that the Protocol needed revisiting to understand why member States were no acceding to the Convention. We were then instructed by IMO to review the Protocol and identify and draft amendments which had led to the low ratification rate. Terms of reference

A task group was established to take into account the relevant decisions of the Maritime Safety Committee at IMO as well as a list of relevant documents with the purpose of:

Finalising a draft Agreement on

the implementation of the 1993 Torremolinos Protocol. Finalising a draft Assembly resolution on the implementation of the 1993 Torremolinos Protocol. Considering the pros and cons of the above options (ie draft Agreement and the draft Assembly resolution). Developing associated draft amendments to the 1993 Torremolinos Protocol, which would be attached to the aforementioned draft agreement/Assembly resolution, taking into account, in particular, the following issues:

ď&#x201A;¤ The scope of the exemption relating to domestic waters. ď&#x201A;¤ Identifying those regulations that may be considered for application of the length/gross tonnage equivalent and the application of progressive implementation; and ď&#x201A;¤ The survey and inspection regime and consequential amendments to forms of certificates;

Considering any potential technical and/or non-technical issues, that impact on the entry into

force of the Protocol.

Submitting the report to SLF 53. (IMO Sub Committee, Stability, Loadlines and Fishing Vessel Safety.

Technical issues

The following technical barriers to ratification were addressed and agreed.

Harmonisation of surveys and

certification and the forms of certificates. Fire detection and Lifesaving appliances. Radio Communications and Navigational Equipment. The concept of progressive implementation. Legal Issues

The following issues, predominantly legal and technical, raised as barriers to ratification have been addressed and agreed to with one exception from China.

Application (to include or not the

vessels plying their trade within the stateâ&#x20AC;&#x2122;s own exclusive economic zones). Entry into force conditions including the length of and number of vessels; as well as the number of States acceding. Progressive (phased) implementation Diplomatic negotiations

Prior to the Diplomatic Conference we were aware that there were two very diverse views on both the Entry into Force and Application Provisions. It was, therefore, anticipated that these two issues would be the major issues discussed at the conference. The European block was looking at the lowest possible ratification level (15 countries with 1,800 fishing vessels) whereas the Asian block was seeking the highest ratification level, up to 30 countries with 3,000 vessels. Prior to the conference China

The importance of the Torremolinos Convention: This will be the only Convention that:

Puts in place regulations that govern small vessels operating in domestic waters.

Does not recognise that trade unions and em-

ployer associations have a strong influence over political parties. Recognises that the worldâ&#x20AC;&#x2122;s capture fisheries are experiencing reduction in catches primarily due to over fishing and IUU fishing. Understands that the world fishing fleet is changing rapidly: with the emphasis being on smaller fishing vessels replacing larger ones. Recognises that no less than 50 per cent of the worldâ&#x20AC;&#x2122;s fishing vessels are 24 metres in length and over (estimated to be 14,000 vessels).

50%

had not put numbers on the table. Shortly before Not less than 50 per the conference they cent of the worldâ&#x20AC;&#x2122;s produced a proposal fishing vessels are 24m in length and over. requiring 5,000 vessels, but with no mention of the number of countries. At the first session, the Europeans maintained their stance and China (supported by South Korea and Japan) offered to reduce the number to 4,000 only, insisting on other changes to the Convention articles. Seeking resolution

As this was unlikely to be resolved within the committee, it was decided that a group of experts, chaired by South Africa, would be constituted to work out this issue as well as the scope of application that China wanted in the articles to the Agreement. Prior to the commencement of the work of this group, South Africa met with the Chinese delegation to explore a compromise position that would be acceptable to the Asian countries, but could be â&#x20AC;&#x153;soldâ&#x20AC;? to the European group. Maritime Review Africa ISSUE ONE | 2020

SAFETY FIRST

Safety in the fishing industry

How did South Africa become involved?

n April 2002, a wet Saturday afternoon in Cape Town, the late Minister of Transport, Minister Omar, summoned the South African Maritime Safety Authority (SAMSA) to meet with him and explain why the country had such a high accident and death rate in the fishing industry - particularly that year. SAMSA was instructed to present a plan to the Minster within three weeks. This was done and approved by Minister Omar, with the proviso that regular progress reports were expected. “We were all heartened that there was enthusiastic support from a politician who made it clear we would receive his support on our initiatives,” says Nigel Campbell who became a member of the working and correspondence groups on fishing vessel safety at IMO.

2002

Established and headed the Fishing Vessel Safety Unit.

2004

Nominated at IMO to chair the Fishing Vessel Safety Working Group

2008

Chaired the Expert Consultation on Best Practices for safety at sea in the Fisheries Sector, FAO Rome.

2011

Promoted to the SAMSA Executive and set up the Centre for Fishing, focused on safety and industry development issues

2014

Elected Vice Chair of the IMO Sub-Committee, Ship Design and Construction

2017

Chair IMO Regional Seminar on the Cape Town Agreement 2012

2018

October, Expert Consultant to Pew Charitable Trust seminars on the Cape Town Agreement, Manila and Bali.

2019

March, Expert Consultant to Pew Charitable Trust seminars on the Cape Town Agreement, Seychelles

Interestingly many countries replicated the work that SAMSA did on fishing vessels safety. A European country used SAMSA’s Fishing vessel safety Programme and received € 60,000, from Brussels, to put in place!

Why do we need a safety programme? 22

Maritime Review Africa ISSUE ONE | 2020

This meeting went a long way to establishing the grounds for a successful outcome. The same was done with other blocks, the European Union and the United States. At the initial meeting there was no movement from any party. After discussions, however, China proposed moving from 4,000 vessels to 3,600 vessels. This was the start of negotiating an all-encompassing package. To reach agreement on this number it was finally agreed that the number of States required would increase to 22 and China would not pursue the insertion of the application criteria. In addition, progressive implementation would be included. Unfortunately the latter was not acceptable to Japan and the Republic of Korea who reverted to the position of 4,000 vessels. After lengthy negotiations and communication with both Tokyo and Seoul it was finally agreed that the progressive implementation would be applied within windows of five and ten years. This package was then sold to the European block who accepted it. The movement by both blocks reflected the spirit of cooperation to reach agreement, synonymous with the IMO’s methodology of work. The package was presented to and accepted by the Committee of the Whole with no dissenting member States. After 35 years there can now be a mandatory instrument covering the safety of fishers and fishing vessels. South Africa had a definite hand in making this possible, with the Chairperson of the Committee of the Whole expressing a view that South Africa must preserve its capability to facilitate solutions around what may appear at times to be intractable and insoluble

Commercial fishing is one of the most dangerous professions in the world.

problems. The Agreement will enter into force once 22 States with a combined 3,600 eligible fishing vessels ratify or accede. Taking this step will bring fishing vessel operators into the same compliance as other maritime vessels and end practices that place crews at risk. But, until it enters into force, there are no mandatory global safety regulations for fishing vessels. Fishers do not have the same protection as merchant seafarers. Benefits of ratification

For coastal States, ratification and implementation of the Agreement would provide higher safety standards for fishing vessels operating in their coastal waters. This would include minimising risk to their nationals who work as crew and observers on board foreignflagged vessels. Setting overall standards would lessen the chance of vessel incidents in their waters—such as foundering, fire, capsizing or collision—that would usually require assistance from their maritime authority or coast guard. It would also allow inspection of foreign-flagged vessels. This would increase the transparency of the fishing operations, working conditions, and safety standards—even if the vessel’s flag State is not a party to the Agreement. For flag States, ratification would create minimum safety standards for a huge proportion of the global fishing fleet, potentially saving the lives of thousands of fishers on the high seas. Requiring standards for flagged vessels and carrying out regular inspections in line with the CTA will make fishing activities and vessels’ safety and working conditions more transparent. Vessel operators will be forced to invest in the safety and welfare of their crews, making it more diffi-

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The casualty rate of fishing vessels is 10 times that of merchant ships.

Safety in the fishing sector

SAFETY FIRST

The Agreement will enter into force once 22 States with a combined 3,600 eligible fishing vessels ratify or accede. Taking this step will bring fishing vessel operators into the same compliance as other maritime vessels and end practices that place crews at risk. But, until it enters into force, there are no mandatory global safety regulations for fishing vessels. registry, minimising the risk of incidents that are dangerous, costly, and time consuming to resolve. Market States can assure their consumers that the people catching their seafood have safe and decent work conditions. Many of these States already have national legislation that is in line with or exceeds the CTA’s provisions, but its entry into force benefits foreign-flagged vessels that import seafood to meet the demands of their consumers that may not already have acceptable safety standards in place. The CTA’s entry into force would enable market States to influence international supply chains, raising vessel safety standards and saving

DEATHS IN THE SOUTH AFRICAN FISHING INDUSTRY

20 28 57 24 9 25 9

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To date, 14 countries representing more than 1,700 fishing vessels have signed the agreement. No binding instrument regulates vessel design, construction, stability and equipment

2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

cult for them to exploit people. Regular inspections will also make it harder for operators to fish illegally. States that implement the CTA also demonstrate to the international community that they are in control of their flagged vessels and take their responsibilities seriously. States with international port facilities and biodiverse waters would be able to better protect productive fish stocks in their waters. IUU fishing operators target waters and ports that they perceive to have weak governance with the intent of exploiting their natural resources. When unsafe vessels operate near ports, they increase the risk of collisions and groundings which can require expensive search and rescue operations. Ratifying and implementing the CTA would provide a port State with another option to enforce vessel inspections, improving the safety of vessels operating within its territorial waters and increasing the likelihood that it can identify IUU fishing practices. It would also increase the safety of vessels accepted to their

IUU fishing most often goes hand in hand with a very poor safety culture

ABOVE: Two fishing vessels – ‘Seawin Sapphire’ and ‘Weskus I’ – both ran aground within 100 metres of each other at Derdesteen, just south of Melkbosstrand in August 2008. PHOTO: MRA news archives (Smit Marine).

Maritime Review Africa ISSUE ONE | 2020

SAFETY FIRST

Safety in the fishing industry

Ad-hoc inspections of South African flagged fishing vessels SOURCE: SAMSA Marine Notice No 5. 2020 30 25

No record of emergency drills

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Safety Officer not appointed

Safety training not completed

Benefits to South Africa

The current regulations that relate to the safety, design, stability, equipment and operation fishing vessels of >25GT were promulgated in 1968 and reflect technology as it was then. SAMSA drafted and submitted the regulations, to DoT, to give effect to the Convention, in December 2012, but we are still waiting promulgation. This gave

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The Agreement will enter into force when a minimum of 22 States with an aggregate of 3,600 fishing vessels of 24 metres in length or longer operating on the high seas have ratified the Agreement.

Advantages for a member State to ratify: Port State Control inspections; Revise and update legislation; Vessels built to a common standard have a higher resale value;

Level playing fields on building and operating costs;

Vessels built to these standards promote a safety

buying only from sustainable fisheries.

Maritime Review Africa ISSUE ONE | 2020

The Agreement will enter into force when a minimum of 22 States with an aggregate of 3,600 fishing vessels of 24 metres in length or longer operating on the high seas have ratified the Agreement. To date, 14 countries representing more than 1,700 fishing vessels have signed the agreement. At the Diplomatic Conference, held in Torremolinos in October 2019, 48 States signed the Torremolinos Declaration, committing to ratify the Agreement, prior to 11 October 2022, the tenth anniversary of its adoption. Since then a further signatories have been added.

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culture;

Entry into force

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Control and surveillance improve; and Consumers are becoming more aware and are

fishersâ&#x20AC;&#x2122; lives. Implementation of the CTA can complement existing safety and IUU fishing legislation and demonstrate global leadership on these issues.

us the scope to revise the standards to world best practice and everything required to build and operate a fishing vessel are now in one set of regulations, not five voluminous sets. Providing a safety tool

The CTAâ&#x20AC;&#x2122;s entry into force would give States a powerful tool to ensure that vessels flying their flags are held accountable for the safety of their crews; that fishing operations are conducted safely and legally; and that their safety obligations as responsible flag States are fulfilled. It would encourage vessel operators to adopt a responsible approach to what is an inherently dangerous activity. And it would also help States to safeguard their citizens who work on board foreign flagged vessels and mitigate the risk of IUU fish entering their markets. By ratifying the CTA, members of the IMO have the ability to significantly reduce the exploitation of both the oceans and the people who depend on them. The agreementâ&#x20AC;&#x2122;s entry into force would improve safety and working conditions in one of the most dangerous professions in the world and minimize opportunities for unscrupulous operators to profit from IUU fishing operations.

BELOW: The official signing of the Cape Town Agreement at the Diplomatic Conference held in Cape Town in October 2012. PHOTO: MRA news archives

SAFETY FIRST

In the Dockyard

Maintaining

SAFETY

outh Africaâ&#x20AC;&#x2122;s Operation Phakisa Programme has identified ship building and repair as a strategic industry for the country, with the ultimate goal of boosting national economic growth and job creation. These operations take place in various facilities located across a number of the eight commercial ports. Prior to starting any repair or maintenance programme, vessels need to be either moored in an authorised repair berth or brought into the drydock. Mooring for alongside operations is undertaken by dedicated mooring teams and pilots provided by the port. To prepare the drydock, however, keel or docking blocks are readied and set into position with cranes

Maritime Review Africa ISSUE ONE | 2020

and forklifts to support the weight of the vessel and provide sufficient access to the hull. A qualified dock master supervises the operation, which is conducted in accordance with an approved engineered docking plan. Managing initial risk scenarios

The most dangerous time in drydocking occurs when support for the ship shifts from water buoyancy to the blocks. If the capacity of the blocks is insufficient or the docking plan is incorrect, they can be crushed or become unstable, overturning the vessel. Commercial divers are often used during drydocking to ensure the vessel is correctly aligned with the blocks. They are also used

during alongside operations to perform surveys and inspections. It is important to coordinate other activities properly during this time; ensuring that thrusters and local pumps are isolated where required, and that activities such as rigging and overboard work are not performed above their operating area. Once vessels are drydocked, a less obvious hazard arises from the variety of aquatic and marine life that remains in the dock once pumped dry. In the Sturrock and Robinson Drydocks during 2015, 2016 and 2019, Cape Fur Seals and giant Ocean Sun Fish were rescued and relocated with the help of the Two Oceans Aquarium, Department of Environmental Affairs and collaboration between the port and local contractors. Smaller fish and all other aquatic creatures that do not survive need to be removed to avoid them becoming a health hazard. Evacuation procedures

Planning for emergencies and evacuations requires different approaches. Drydocking often provides the opportunity to locate a primary and secondary gangway access/egress at opposite ends and sides of the vessel, allowing for alternate escape routes to be located as far as possible from each other. Alongside operations, however, will only allow for the two routes to both be located on either the port or starboard side; and as a result work planning should ensure there are not high risk activities taking place simultaneously near both areas.

In the Dockyard

Environmental risks

From an environmental perspective, the prevention of oil and fuel spills should be a high priority, particularly when working alongside. Drydocking will, of course, allow for a more controlled response and clean-up. Where vessels are alongside, strict preventative measures should be implemented from the outset as reactive measures, although available, are in reality relatively ineffective once any pollution has entered the water. Ensuring plant and equipment is distanced away from the edge of the quayside, regularly maintained, provided with dedicated spill kits, and accompanied with drip trays, are all effective in preventing such outcomes. Working safely

Rigging operations are a vital

part of alongside and drydock repairs. Alongside operations need to account for vessel and ocean movements during lifts that require pinpoint positioning, as well as a greater exposure to wind. Drydock rigging tasks require significant coordination with individuals working below – ensuring that they are adequately warned of lifts to and from the vessel and quayside in order to avoid being caught under a suspended load. During hot work, the option of the vessel’s water supplied firefighting system is ordinarily available should a fire break out, as a back-up to dedicated Fire Watchers at the location of the hot work. During drydocking, hot work preparation and response is even more vital as large scale fires may not easily be extinguished with portable fire extinguishers. Readily

Marine Fire Safety Equipment

available shore supplied water, charged hoses, hot work checklists, competent Fire Watch, and effective simultaneous operation planning significantly reduces the likelihood of such incidents. BELOW: Malaysian operated offshore supply vessel Go Regulus became an internet sensation when she was in an incident in the Sturrock drydock in Cape Town. The video of her hitting the side of the dock as the caisson breaches reached an international audience much to the concern of the South African ship repair community.

MARCH 2020

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SAFETY FIRST

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Maritime Review Africa ISSUE ONE | 2020

SAFETY FIRST

ABOVE: The Sturrock Drydock caisson underwent refurbishment ahead of a new caisson being fabricated as part of the Operation Phakisa investment programme.

In the Dockyard

Often vessels are drydocked for the purpose of grit blasting and spray painting of the hull. These activities are uniquely hazardous and should generally be performed in isolation from other scopes. Blasting activities are particularly dangerous due to the force at which grit is applied to the hull to remove the existing coating. In addition, it produces significant noise, particularly in the depths of the dock, and so as much is practical, other activities should be halted during ongoing blasting. Due to spray painting fumes and the potential for ignition, hot work and most other work in the dock bottom should also be scheduled separately. Over-spray on even slightly windy days is an almost inevitable nuisance to cars and any buildings in the surrounds. Advanced notice to tenants around the dock is generally appreciated. From experience, it is not particularly easy to remove. Infrastructure upkeep

The importance of upkeep

and maintenance of drydocking infrastructure also plays a part in planning and safe execution of construction and repair projects. In particular, the floating drydock wall or caisson is essential to such operations as any failure could prove catastrophic. International and local incidents demonstrate the need for careful consideration of any work to be done to the wall as well as the result of a potential failure resulting in accidental flooding. On the 22nd of March 2002, at least 22 workers drowned after seawater crashed into one of the world’s biggest drydocks in Dubai. The accident happened when the wall ruptured and a 12-metre-high tidal wave crashed in, submerging several large vessels under repair. The dock was flooded within minutes. The accident occurred when two panels of a dock gate ruptured during routine maintenance work. Malaysian operated offshore supply vessel Go Regulus was on the receiving end of a similar accident during its time at the Sturrock drydock in Cape Town. The

No two operations are ever the same. Complacency and assumption with regard to the risk profile of a project will inevitably result in a failure at some point. Give each project, scope and site careful and unique consideration.

Maritime Review Africa ISSUE ONE | 2020

Sturrock drydock is 360m long, but can be divided into two sections of either 132m and 216m or 205m and 143m with the floating caisson. The 74-year-old drydock was first commissioned in 1945 to repair American and British war vessels. The Go Regulus and another vessel were in one section of the dock and a Chinese factory trawler ship, the Longda, was in the other section next to the dock gate. This section was being flooded prior to floating out the Longda, when the floating caisson used to separate the dock into two sections prematurely opened, causing water to rush unexpectedly into the second section of the dock. This resulted in the Go Regulus turning almost 180 degrees in the dock and colliding with the vessel behind it. The floating caisson reportedly had insufficient ballast water, which caused it to ‘pop’ open. Go Regulus sustained approximately R23 million in damage to her side and bottom hull. Fortunately, due to the implementation of Operation Phakisa, steps are being taken to invest in the local ship repair infrastructure. New caissons for both Cape Town’s Sturrock drydock and Durban’s Prince Edward Graving Dock form part of this investment. No two operations are ever the same. Complacency and assumption with regard to the risk profile of a project will inevitably result in a failure at some point. Give each project, scope and site careful and unique consideration.

SAFETY FIRST

Incident Response

ON THE QUAYSIDE WITH CAPTAIN NICHOLAS SLOANE

You were recently elected as the Vice Chair of the International Salvage Union – what does this position mean to you and how do you hope to be able to uniquely contribute to the organisation during your term?

his election to Vice President of the ISU was truly humbling - and it is a great honour to be elected to a leadership position in the ISU Executive. Ever since I entered the salvage industry in the early 80s, I have been fascinated about the challenges, complexities and idiosyncrasies of each and every salvage operation. Each is different due to local, regional and commercial factors as well as the physical differences between various types of ships that may find themselves aground, on fire or involved in a collision. On each and every operation I have learnt something. I hope that my 37 years of attending to these salvage challenges will bring experience to the Executive position, and add value to the industry as a whole.

Maritime Review Africa ISSUE ONE | 2020

Is the salvage sector attracting enough new talent globally and if not, how can this be addressed?

The increasing age profile of salvors is a concern. There are certainly young persons who show interest and spend short periods in the industry, but then they move on into more stable and connected professions. What the industry needs to do is to find out how the availability of AI and better communication tools can be harnessed to keep these younger professionals. The modern “younger’ lifestyle of instant gratification, instant communication and constant social interaction is at odds with the patience and perseverance required by a salvor on remote operations. But there is an opportunity to find a blend - whereby time is afforded to the teams to interact with their families and friends more - without compromising the salvage operation. This will require all parties to increase trust and act responsibly with the

communication tools at hand so that they can interact with their families on a more regular basis. Greater back-office support for young families may also be a solution, which could also include advice on preferential finances, insurance and medical support. All of this would assist in creating and building stronger teams where younger team members feel a part of the “family” of salvors. Can salvage skills be taught in a formal training environment or is it only viable through on-the-job experience?

Most definitely. In this era of advanced computer capacity, 3D modelling , Apps, AI, ROVs and drones - it is essential that some preparation and training be carried out in advance of the use of these tools that extends beyond the HSE / Orientation courses presently being carried out. The review of case-studies - where both successful and fail-

Incident response

ures are studied, damage stability programmes, underwater patching and welding will all assist in the preparation of the salvor. There is no substitute, however, for being on the ground and gaining the experience! It is the “feel” of the situation that allows salvage masters and experienced teams to make the right decision at the right time! The ISU recently reported a downward trend in the use of LOF and SCOPIC – is this continuing and why? In addition – is the situation the same around Africa or does this region still opt for LOF and SCOPIC contracts?

I would say the drop in the use of LOFs on a global scale is mainly due to the increase of communication capability between ships, shore-based managers and their underwriters. There are times where urgent intervention is necessary to mitigate the situation and this is where the LOF comes into its own! I’d say that the number of LOFs dropped over the past 20 years due to the above. That said, the last five to seven years indicate that the LOF numbers are more constant - with the usual variation expected in line with shipping activities and climatic influences. We may have reached a new norm for the number of LOFs. The increase in large container ship fires, however, has seen an increase in LOFs in this sector, where any delay can put the

crew’s lives at risk and increase the exposure of ship as well as cargo property underwriters. The more remote and under-resourced a region – the more likely that an LOF will be employed as a commercial tool. This is evident around Africa as well as remote parts of Asia and South America as compared to Europe, Northern America, where the availability of response assets is greater and the perceived risk less to the shipowner and their underwriters. I am a great believer in the value of the LOF as long as there is trust between the parties. It is a fantastic contract format that will no doubt continue for many decades, as it allows the salvor to use their “best-endeavours” to respond to a maritime peril.

I’ve had the pleasure to work with local ISU members in Africa, Middle East, Asia, Far East, North and South America - and in every case the value of having a local partner has been huge. Local knowledge of the area, available local assets and local authorities to interact with is vital to the smooth operating of a response. There is nothing worse than not taking cognisance of the local coaststate authorities and having your salvage equipment impounded at customs for a simple “breach” that a local partner would have advised upon and avoided. It is what makes the ISU such a powerful organisation and tool as it develops networking between the local and global salvors who can call on each other as required.

Can you weigh in on the issue of choosing either local or global salvors for a contract by revealing some of the advantages and disadvantages of each?

How would you characterise incident response capacity and capabilities around Africa?

Wherever in the world you respond - the use of a local partner is always beneficial to an incident. Local and regional members of the ISU have carried out the majority of responses to maritime incidents and will continue to do so. When a major incident occurs that requires greater resources and expertise in responding, global salvors are likely to be called upon to minimise the exposure of the incident.

SAFETY FIRST

Finding response assets in Africa is not easy! Sub-Saharan Africa has its own idiosyncrasies with different challenges in North West, West, Southern, or East Africa. Most response assets are focused on the oil producing and support areas, port operations as well as the major shipping route chokepoints. Even then, assets may not be readily available for release to an incident response - so in general, the response capability is low.

BELOW: Captain Nick Sloane gained substantial recognition for his work as the salvage master on the parbuckling project following the incident involving the Costa Concordia cruise vessel off the Italian coast. RIGHT: On the job testing the chain connector during a salvage project.

Maritime Review Africa ISSUE ONE | 2020

SAFETY FIRST

Incident Response

What should or can be done around Africa in terms of building capacity for incident response?

I believe that greater cooperation between regional maritime administrations is required to collaborate on response capabilities. With both the shipping industry, and the economies of sub-Saharan Africa in a bad way - there is no capacity for each coastal state to have their own response capability. I believe that a regional strike-team, which has expertise and is supported by local coast-state maritime authorities, would allow the local available assets to be deployed as required - to support the regional strike-teams. With Mozambique about to join the major oil and gas producing States of Africa we are likely to see an exponential growth in assets off the Northern part of Mozambique over the next next five years. Already suitable assets are in the gas areas and help increase the response capability of the Mozambique Channel shipping route. The future of the South African ETV (emergency towing vessel) programme should be built on a regional response capability basis with collaboration and involvement of our neighbouring countries. One ETV tug tied up in port does not enhance the response capabilities. Given increased oil and gas as well as efforts to increase the tourism sector within Africa – what poses the greatest threat in terms of the current ability to respond?

The oil and gas development is vital to South Africa’s longer term growth and ability to provide domestic requirements. With this desire to increase the sector we need to also have the response capability to deal with an incident. Our Agulhas current is the

most powerful current in the world so it would not take long for a major spill to be carried down the coast - putting our pristine coastline at risk. A dedicated oil response vessel – similar to what Petrobras have off their Brazilian operations – should be the minimum. The well capping system that is based in Saldanha Bay should be either carried on the deck of this vessel or redeployed to the East Coast where oil exploration and production activities will be taking place. I believe that the protection of our coast can be carried out in parallel with the increase oil and gas activities, but we must be prepared to respond to an incident Noting the recent publication by Andrew Pike detailing the response to the sinking of the Oceanos (Against all Odds), what are the differences that exist between the country’s capabilities then and now – and are we equipped to deal with such an event now?

We actually responded to three incidents that long weekend: The Actinia Flo-Tel off the FA Platform, the Mimosa VLCC laden tanker and the Oceanos. All three could have been disastrous, but the required assets were available. Five Anchor Handling Tugs were offshore Mossel Bay to respond to the tanker, commercial helicopters and the John Ross and Wolraad Woltemade ETV tugs. For the Oceanos, the helicopter-squadron of the South African Air Force and coastal shipping stepped in. Simply put – NO – we are not in a position to respond to an Oceanos. There are no helicopters on the coast to support such an operation. There are no spare tugs off Mossel Bay for a rig response and no commercial helicopters to transport the salvage team to the VLCC tanker.

The future of the South African ETV (emergency towing vessel) programme should be built on a regional response capability basis with collaboration and involvement of our neighbouring countries. One ETV tug tied up in port does not enhance the response capabilities. 32

Maritime Review Africa ISSUE ONE | 2020

The weather that week was extreme and hopefully no cruise ships would be in the situation of the Oceanos, but if it did happen – with far larger cruise ships and more passengers – we would be found wanting! What do you think a future scenario of increased automation and decreased seafarers at sea would mean for the occurrence of incidents at sea?

I can understand the desire for increased automation from a shipowner’s perspective, but have serious doubts about how reliable systems are at present for this to be fully effective. The increase in the size of ships, ultra large container ships, bulk-carriers, VLCCs and cruise ships all add their own challenges. When something goes wrong the welltrained crew have been the best tool for mitigating the situation. Now we want smaller or even “no” crews. There will be no one to respond to a situation that will happen because mechanical failures have and always will occur. This is true in space-age and military/ naval technology – so why should it be any different with commercial shipping? Having a master or chief engineer and their crews who know their ship has to be more valuable than the alternative! With reduced crews / manning, fewer seafarers will stay at sea to reach the top and this will further deplete the expertise on board to respond as required. I believe that we would see an increase of incidents that get out-of-hand and requiring external salvage support under these circumstances. Any other comments you would like to make about the salvage and incident response sector.

The world is in a tough place. Economic challenges coupled with the Corona pandemic means that this is a time for greater collaboration. We need to build trust and work together to get out of this situation. Ships and their crews continue to ply the oceans, assisting in keeping the global trade going and the ISU members are there, around the world to support them in event of an incident!

Incident response

SAFETY FIRST

Discussing the strength of the ETV contract

There is absolutely no doubt that the time to replace the Emergency Towing Vessel (ETV), the SA Amandla (ex John Ross) is approaching, but Pim Zandee questions whether there is need for two ETVs as outlined in the Department of Transport’s (DoT) Request for Qualification issued in 2019.

n 2009, the South Africa Maritime Safety Authority (SAMSA) started a renewal Emergency Towing Vessel (ETV) project instigated by the scrapping of the Wolraad Woltemade in December of that year. Ten years later, after only one ETV has effectively policed the South Africa coast for a decade, the DoT has issued a Request for Qualification (RFQ) with a requirement for two vessels to fulfil the same function. The DoT Enquiry, a first phase qualification process for an envisaged Public Private Partnership (PPP), is for two ETVs, although it will also entertain the provision for just one such tug as when the process moves forward. Financial and operating expenditure and affordability questions are addressed here, albeit on an estimation basis. Reflecting on the 44-year history and experience gained by the world’s first ETV service initiated in 1973 by the South African Govern-

ment’s Department of Transport, I believe it is relevant to review the risks of oil pollution in the period 1960 -1990’s and compare this with the relevance of such risks today. Based on this review, it is necessary to ask whether other alternatives exist for South Africa’s envisaged response in terms of an ETV operation. A historical context The oil pollution risk in the 1960s and 1970s on the South African seaboard was significantly higher than it is today: crude oil tankers (then with single skin hulls) were starting to age and the Cape of Storms proved to be unfriendly leading to ruptured hulls and spills of crude oil. On 27th February 1971, the 68,000 dwt tanker Wafra ran aground near Cape Agulhas whilst enroute to Cape Town with a cargo of crude oil for the then Caltex refinery. Some 26,000 tons of oil spilled

causing extensive fouling of the coast in the Cape Agulhas area before the German tug Oceanic towed her to deep water where the South African Air Force sank her. The large number of crude oil tankers transiting the South African coast and the earlier Torrey Canyon (1967) incident led the South African Department of Transport (DoT) to take preventative steps to reduce the reliance on foreign salvage tugs on the coast. Such service, however, was not guaranteed and the coast was often without a tug on station. In 1973, the DoT contracted with the national shipping line, Safmarine, for the building of two large ocean-going salvage tugs [Wolraad Woltemade (Scotland, 1975) and John Ross (Durban, 1976), as well as five oil pollution patrol and abatement vessels, later known as the Kuswag fleet (built Durban 1974/5). This contract ensured that South Africa would have its own salvage tugs on station and the country became the first maritime nation to do so. This was the birth of what

TOP: The Wolraad Woltemaade, one of the two initial ETVs deployed on South Africa’s coastline was scrapped in 2009. ABOVE: Pim Zandee, former salvage master and Special Casualty Representative.

Maritime Review Africa ISSUE ONE | 2020

SAFETY FIRST

Incident Response

became contracted ETV’s elsewhere in the world decades later. The tugs were designed to be capable of taking The budget price for a twin charge of Very Large screw ETV of length 95m Crude Carriers (VLCC). The built in Europe is estimated DoT paid for the service to be around and the cost was offset by US$ 65,000,000 income generated through salvage remuneration and commercial towage contracts. Originally, the thinking was to station one salvage tug in Durban and one in Cape Town, but within a The budget price year it was clear that one of the tugs for a twin screw would have to trade internationally ETV of length 95m to ensure crew training in ocean built in Europe towage and as well as to obtain with conventional revenue. diesel is estimated The two tugs relieved each other to be around US$ on the South African coast from 65,000,000. It can time to time, but from 1977 to be argued that one 2019 (42 years), the South African can add at least seaboard was only serviced by one 20 per cent to this ETV without mishap. There were a price for a South few instances where salvage was African build. undertaken on the South African coast by either foreign or local AHTSVs or SBM service tugs, but I bleieve that the DoT was never embarrassed by lack of service, nor the environment impacted.

$65m

BELOW: The Phoenix which grounded on the KwaZulu Natal coastline in 2011.

Understanding current risk The last major crude oil tanker incident on the South African coast, Atlas Pride, occurred in September 1991. Since then, there have been numerous tug standby interventions for tankers effecting mechanical

repairs, but no rescue towage interventions. In addition, since 1992, tankers over 5,000 dwt and crude oil tankers of 20,000 dwt and above have been required to have double hulls in terms of IMO’s MARPOL regulations; specifically to minimise the risk of oil pollution in the event of collision or grounding. Seafarer training and quality is much improved thanks to IMO Conventions such as the 1978 Standards of Training, Certification and Watch Keeping for Seafarers [STCW with major revisions adopted in 1995 and 2010 Amendments]. Bunker fuels and not crude oil cargoes are today’s pollution risk. The South African experience of risk of pollution emanates from a mixed bag of vessels requiring salvage assistance that include ships destined for scrapping under tow to scrap yards breaking loose and drifting aground. The International Tanker Owners Pollution Federation data for oil spills clearly indicates the decline in the risk that originally resulted in the DoT’s proactive reaction. Oil pollution prevention Prevention is better than cure and the salvage industry is intent on keeping the oil in the ship. The ETV achieves this through a number of interventions. By taking a casualty, typically a drifting vessel, in tow and towing her away from the coast, the ETV

can eliminate the casualty’s contact with the coast thus preventing vessel damage and oil pollution. This is particularly true of the South African perspective where we have oceans on both sides of our extensive coastline. In the case of fire, the ETV’s firefighting system can provide third party water, although experience has shown that much more is required. Taking a burning vessel in tow is possible, but is subject to the location and severity of the fire and the ability to board the casualty to affect a towage connection if the casualty’s crew have abandoned their ship. In the event of the grounding of a vessel, the initial role of the ETV is to attempt a refloating if the Salvage Master deems it feasible. If a refloating is not feasible, then the ETV ends up on standby offshore. ETVs in the context of abatement Abatement or clean-up is a function of the Department of Environment Affairs, Forestry & Fisheries (DEFF). The DEFF has a fleet of patrol vessel equipped with oil pollution abatement equipment as the ETV is generally not suitable for this type of work. Containment and preventing the spread of oil on the water, is customarily the first consideration and the use of booms play a major role. Their success is always subject to sea, swell, current and the nature of the shore. The South African coast is extremely boom unfriendly and their use is limited to estuaries, rivers and harbours. In addition, booms need to be anchored or moored when used near or on the shore, which is not an activity suited to ETVs. The use of booms to surround a casualty at anchor means that in the South African context the casualty has been allowed too close the coast after having her pollutants removed. Booms are of no use whatsoever if the vessel is moving. Dispersants have been found to be ineffective on bunker fuels such as IFO 180, HFO 380 & 540 and may be effective on certain but not all crude oil (ITOPF). Debating the DoT ETV specifications While the DoT is correct in its statement that an ETV is “a defensive mechanism to stave off any marine pollution threats along South African coast,” they are less accurate in suggesting that ETVs “are

Maritime Review Africa ISSUE ONE | 2020

Incident response efficient and expedient at reporting marine accidents to alleviate the damage as quickly as possible.â&#x20AC;? Ships are required to report any incident that may possibly lead to oil pollution directly to SAMSA in the first instance. SAMSA then reacts by dispatching the ETV to the vessel and only when the ETV has reached the vessel is it in a position to make a report.

Patrol aircraft and helicopters are better suited to being first responders. Much is made of the length of South Africaâ&#x20AC;&#x2122;s 1,620 nautical mile, 3,000km coastline. Experience has shown that the coast northwards of St Helena Bay on the West Coast may be discounted as low risk (the shipping lane angles away from the coast).

SAFETY FIRST

Patrol aircraft and helicopters are better suited to being first responders. The coast at risk is that between Cape Town and Richards Bay some 920NM (1,700km) in length with the highest risk area predominant between Port Elizabeth and Cape

Maritime Review Africa ISSUE ONE | 2020

SAFETY FIRST

There appears to be some overlap and possible confusion among the various government departments regarding maritime matters as they relate to defence of the territory; control of economic resources such as fisheries and mineral extraction; research as well as Antarctica.

Incident Response Town (449NM; 830km). The latter area has always been satisfactorily within reach of the current ETV whether on station at Cape Town, Port Elizabeth or Durban. With this in mind, does South Africa really require two ETV’s to provide coverage? The strong Agulhas current and its eddies generally contribute to keeping casualties away from the coast. Maritime mandate overlaps There appears to be some overlap and possible confusion among the various government departments regarding maritime matters as they relate to defence of the territory; control of economic resources such as fisheries and mineral extraction; research as well as Antarctica. The DoT notes they are responsible for “protecting the marine and mineral rights in the two Economic Exclusion Zones,” that relate to South Africa and that of the Prince Edward Islands. This is, however a duplication of effort and cost with the Departments of Defence; and that of Environment, Forestry and Fisheries. My understanding has always been that the South African Navy is the entity that “protects” our territorial interests. The safety of shipping and seafarers is not a ‘territorial’ issue in that sense. Furthermore, the previous Departments of Environmental Affairs and Agriculture, Forestry and Fisheries (the latter two now combined with DEA) with their patrol vessels and the Antarctic Supply Vessel have responsibility for research; fisheries; the Prince Edward Islands (weather station on Marion Island) as well as oil pollution abatement. The current DoT specification calls for the ETV to have an endurance of 90 days and that must mean that one of the two ETVs would be on patrol in the South African Search & Rescue Region that extends halfway to Australia in the Indian Ocean; halfway to Brazil in the Atlantic Ocean and in the South all the way to Antarctica. I question why there is a need for patrolling in areas devoid of shipping lanes. The Department of Environmental Affair’s (now DEFF) recently acquired SA Agulhas II (with its helicopter ability), is the more suitable vessel for work in the far Southern Oceans. There has only been one ‘safety of life’ intervention by South Africans in Antarctica: Magdalena Oldendorf in 2002 using the DEA’s SA Agulhas II. One questions whether an addi-

Maritime Review Africa ISSUE ONE | 2020

tional resource in the form of a second ETV is thus necessary. The commercial model for ETVs Understanding the estimated cost of building a new ETV in South Africa is important. The budget price for a twin screw ETV of length 95m built in Europe with conventional diesel is estimated to be around US$ 65,000,000. It can be argued that one can add at least 20 per cent to this price for a South African build excluding the cost of financing and VAT. My price estimation does not include forward cover for the exchange rate and the cost of inflation, nor further consultancy and design fees expected to be substantial for a ‘one off’ design. In addition, the diesel/electric model specified will add millions to the building cost because electric control gear and motors are more expensive than gearboxes. The entity providing the ETV would expect a profit margin on the build price as well as on the operation of the ETV. This operational cost (manning, IRM, insurance, victuals, port charges but excluding fuel and lubricants) is estimated to cost some R60,000,000 per year per tug, excluding a profit margin. As South Africa subscribes to good environmental practices and new low sulphur fuel regulations, the ETV would not use heavy fuel oil bunkers because of the high carbon footprint such engines have. Instead it would use gasoil which will come at a premium cost. The annual fuel bill (excluding lubricants) results in a fuel price close to double the international price. It is important to bear in mind that ETVs do not enjoy Duty Free fuel as they are not engaged in international voyages. Based on one ETV patrolling for 80 days, four times per year, the conservative annual bill for the patrolling tug would be:

Patrol: 320 days x 10 tpd

x R15.9/L x 1,142L/ton = R58,104,960 Standby: 45 days x 3.5 tpd x R15.9L x 1,142L/ton = R2,859,854 The fuel bill for a second ETV, if it were berthed alongside for the duration of a year: Standby 365 days x 3.5 tpd x R15.9L x 1,142L/ton = R23,196,589 Given these calculations, the question for the ETV operator would necessarily be whether they would be permitted to enter into a contract with the vessel owner for services

rendered or to be rendered, or would the ETV be obliged to hand the vessel over to another “commercial” tug after the initial contact? And, to be precise, would this mean that the ETV would be able to enter into any of the various conventional international contracts such as LOF? If the response to the above is that the ETV could and would enter into salvage or towage contracts then there is a revenue stream to assist with offsetting the DoT’s expenditure, although it requires frequent and large salvage awards to make a noticeable contribution! The negative answer would result in the South African taxpayer being exposed for the total cost. A local build South Africa aspires to be a ship building nation, using this designated sector to create jobs, develop much needed skills and attract more consistent business. There is no doubt that building one or two ETVs in South Africa will provide local specialised employment for a few years, but will also require international skill input. That said, one questions whether a cost-effective alternative to providing South Africa with an ETV or two would be to purchase one or two large anchor handling tugs (AHT) available in the currently depressed offshore oil and gas market for half of the price of a new build. Such units would be available for service in months instead of years. The modern AHT designs are well proven in all weather conditions, with excellent manoeuvrability and more than adequate bollard pull for purpose on the South African coastline. Many can attain speeds up to 18- 20 knots. Vessel specifications The SA Amandla (ex John Ross), and her sister Wolraad Woltemade were globally renowned oceangoing rescue tugs. Basing the new ETV on her dimensions is a good beginning. A closed stern on a ‘pure’ ocean going tug is conventional as not only does it protect the crew from being washed across the working deck, it also provides generous support for the tow wire as it leaves the stern. “Being washed” is appropriate to AHT’s with a low freeboard aft, but becomes less of a problem, the higher the freeboard. Very few of the new breed of ETVs have closed sterns as they are based on large Anchor Handling Tug

Incident response designs which have stern rollers. The size of large ETVs with open sterns is such that the sterns are sufficiently far above the water that this design should be considered as an alternative. One questions whether the Ice Class requirement stipulated by the DoT is relevant, however. Why would the ETV be required to enter ice? If the answer is to tow then it is important to point out that it will not be able to manoeuvre in an icefield. If it is because situations such as the 2002 Magdalena Oldendorf operation are envisaged, then it is the wrong tool as the SA Agulhas II is far more suitable with a higher Ice Class and has helicopter capability. One questions the specification attempts to have the ETV be a Jack of all trades but a master of none. Propulsion and related machinery A Diesel Electric system provides greater power flexibility than a pure diesel installation. Many will say that in todayâ&#x20AC;&#x2122;s age a single screw

SAFETY FIRST

No matter the final design and number of tugs, however, it is absolutely imperative that the service provider is capable of presenting the DoT with its experience of dealing with salvage, specifically rescue towage and the refloating of stranded vessels. Without relevant experience, failure of this capability will invariably result in oil pollution. tug is outdated, but that does not address the reason why the SA Amandla has been successful with only one. To achieve speed requires a large, but more importantly, a deep drafted propeller. Twin screw tugs have shallow draft propellers and are unable to achieve the same speed for an identical kW output. Another SA Amandla, with adequately powered bow and stern thrusters, would be as manoeuvrable as any twin screw ETV. Crewing requirements and service provider Interrogating the requirement for a 30-person crew, one questions whether this is based on outmoded

manning scales and bears any relation to commercial realities. Nevertheless, one can see the benefit of job creation in a sector that needs it sorely. No matter the final design and number of tugs, however, it is absolutely imperative that the service provider is capable of presenting the DoT with its experience of dealing with salvage, specifically rescue towage and the refloating of stranded vessels. Without relevant experience, failure of this capability will invariably result in oil pollution. As the envisaged PPP includes the design, build and operation of the tug/s to fulfil their purpose for the DOT, it is critical that an experienced service provider is in the mix.

Maritime Review Africa ISSUE ONE | 2020

SAFETY FIRST

Incident Response

SA AMANDLA RECENT ACTIVITIES

rotecting the Southern African coastline by responding to marine emergencies is the job of the legendary tug SA Amandla. In partnership with the South African Department of Transport (DoT) and the South African Maritime Safety Authority (SAMSA), AMSOL provides this essential service to the maritime sector. A number of recent emergency response operations undertaken by the highly experienced master, officers and crew onboard the SA Amandla highlight the necessity of the standby tug. The SA Amandla spent the entire month of September and most of October last year on safety standby with the immobilised bulk carrier Roberto Rizzo in Algoa Bay, effectively mitigating risks to the South African marine environment. The bulk carrier, which needed repairs, was towed by a third party tug out of Algoa Bay to a repair port in the east on the 25th of October as her draft was too deep to enter a South African repair port. On the 3rd of October AMSOL was advised that the general cargo vessel Denny Z was experiencing engine problems and drifting towards the shore between Durban and Richards Bay. As the SA Amandla was in Port Elizabeth and would not have reached the casualty in time, AMSOL facilitated the release of the Durban based tug Siyanda under Captain Dawie Erasmus to be on standby until she passed out of South African territorial waters. The SA Amandla proceeded to Durban on the 25th of October to tow the Southern African Shipyards floating dock SAS Dock 1 (pictured below) to East London to be used in a multi-million rand Transnet National Ports Authority (TNPA) drydock caisson gate refurbishment project. The SAS Dock 1 was safely delivered to East London by the tug on the 10th of November. The tug arrived back in Cape Town on the 12th of November and on the 13th was again mobilised from Cape Town to the assistance of the tanker Sea Frost, which was disabled in a position 60 nautical miles north west of Cape Town. The SA Amandla reached her later that day towed her back to Cape Town where the casualty was safely delivered to port authorities on the 15 November. On the 26th December the SA Amandla sailed to assist with firefighting and to tow the tanker Carabobo (pictured below right) from off Cape Town to St Helena Bay. The SA Amandla remained on standby until the 6th of March whilst the Carabobo underwent repairs in St. Helena Bay. On the 8th of March the tug sailed to tow the disabled container vessel Seamax Stamford (pictured top right) from off Gansbaai to Cape Town. At the beginning of May the SA Amandla towed the disabled vessel Ano Kato to Durban after connecting off of East London under the direction of the South African Maritime Safety Authority.

Maritime Review Africa ISSUE ONE | 2020

Incident response

SAFETY FIRST

Maritime Review Africa ISSUE ONE | 2020

MARITIME SECURITY

Maritime Security Index

A maritime security index for Africa Indicators of progress, collation and comparison on Africa's oceans By By Prof Francois VreĂż (Research Coordinator, SIGLA, Stellenbosch University) and Maisie Pigeon (Stable Seas: Africa Programme Manager)

One constant gap in understanding the scope and intensity of maritime (in)security off the African continent stems from the lack of comparable data. While one finds a wealth of qualitative data for certain regions and countries where maritime threats regularly threaten and disrupt human activities on the oceans and in coastal zones, a comprehensive Africa index remained absent.

i I

n response to this void, the One Earth Future Foundation (OEF) launched the Maritime Security Index (MSI) as part of its Stable Seas Programme in 2017. The index initially focused on the coastal states of Sub-Saharan Africa, but in 2019, was expanded to include the remaining African coastal states. In pursuit of the objective to build a credible index, the Stable Seas team and the Security Institute for Governance and Leadership in Africa (SIGLA @ Stellenbosch) teamed up in 2018 to launch the 2019 version in Stellenbosch in November last year. SIGLA provided critical assistance to increase the response network in African coastal states where the participation in surveys from both military and civilian experts in maritime security and governance helped to develop the index scores for both the illicit trades and maritime enforcement capacity issue areas. Additionally, SIGLA hosted a launch event at the Wallenberg Conference Centre by way of Social Impact Grant from the

Maritime Review Africa ISSUE ONE | 2020

University. At present the 2020 launch is planned for the end of October in Cape Town, but this may change due to current circumstances.

Interactive index The index functions by way of data on several interactive security indicators covering International Cooperation, Maritime Enforcement Capacity, and Rule of Law as the preventative cluster. The security at sea cluster measures Piracy and Armed Robbery, Illicit Trades and Maritime Mixed Migration in order to protect and facilitate the economic resilience of the Blue Economy, Coastal Welfare and Fisheries. The index is interactive and updated annually along with an increase of the response network to the annual survey on maritime security. The MSI covers national and regional indicators that collectively make up the overall index for African coastal and island states. The 2019 index added previously excluded countries from North Africa and now covers the entire

African coastline. The index offers updated data for comparative and decision-making purposes and its comparison with the Mo Ibrahim Index on governance in Africa offers wider opportunities to compare and interpret inferences on landward and maritime security governance indicators in support of decisions where to place resources or reallocate governance efforts.

Scoring security A further analysis is offered by viewing the nine security issues making up the index for each coastal country or island state. In Southern Africa, Namibia received an overall score of 74/100. South Africa features at 66/100, but this count is accompanied by a country brief to explain the score in more detail. Along the African east coast, Somalia remains dangerous while the Gulf of Guineaâ&#x20AC;&#x2122;s count remains average with Senegal at the apex reflecting a score of 66/100 and the DR Congo at the bottom end with 42/100. The Gulf states reflect the largest cluster of states performing at below average or weak on the Index Scale. The average count for West Africa is probably due to demonstration of international cooperation and potential to extend rule of law and enforcement, but not translating potential to effective rule of law and enforcement at sea. In North Africa, Tunisia tops the index with 72/100 and Libya,

Maritime Security Index

Sudan, and Eritrea clustering at the low end.

A benchmarking tool The MSI is intended to serve as a tool for African governments to benchmark their progress against the goals laid out in regional and continental maritime security strategies such as the YaoundĂŠ and Djibouti Codes of Conduct. In the absence of a comparable instrument, the Stable Seas Maritime Security Index represents a laudable start that does not claim

independent status as a master index, but offers a scope of opportunities for participants from African and island states to join in by providing content to the overall principle of maritime security through domain awareness. It is underpinned by deep cooperation to offer credible data sets to assist with decision-making for growing the blue economy, supporting and protecting coastal communities, and securing fishing and related industries off the African coast.

MARITIME SECURITY

The MSI covers national and regional indicators that collectively make up the overall index for African coastal and island states. The 2019 index added previously excluded countries from North Africa and now covers the entire African coastline.

Maritime Review Africa ISSUE ONE | 2020

MARITIME SECURITY

Strategic Thinking

South Africa needs to consider its already heavy burden of securing a vast coastline and busy waters COVID-19 makes South Africa's maritime strategy more complex and more urgent

t T

he process of drafting a National Maritime Security Strategy was well under way before the pandemic struck. It is coordinated by the Department of Transport, and must include contributions from over 20 departments and agencies involved in governance and enforcement at sea such as the South African Navy and the Department of Environment, Forestry and Fisheries. The strategy aims to show how South Africa can secure its waters, where particular actors have jurisdiction and over what, and current gaps in capacity and legislation. It should also plan for integrating dispersed resources such as patrol vessels and operational budgets, to improve surveillance of the country’s coastline and waters. Fighting COVID-19 poses new dilemmas for South Africa, in addition to the existing challenge of policing one of the largest maritime zones in Africa, which lies astride one of the world’s most significant shipping lanes. As a result of the pandemic, South Africa will, among other things, have to ensure supply chain

Maritime Review Africa ISSUE ONE | 2020

efficiency for itself and much of Southern Africa. South African ports have a competitive edge thanks to their relatively sophisticated transport infrastructure and high maritime connectivity to the rest of the world. Harbours such as Durban, Cape Town and Port Elizabeth are vital national and regional gateways and handle most of the region’s imports and exports. Any reduction in supply chain efficiency caused by piracy or accidents could wreak economic havoc on the country and its neighbours. South Africa’s maritime strategy must dovetail with individual states’ plans in the region, as well as the Southern African Development Community and African Union maritime strategies. This gives South Africa’s Department of International Relations and Cooperation a significant role in shaping the strategy. South Africa must already fulfill numerous important international safety responsibilities, such as maritime search and rescue in the case of a ship sinking, and disaster response in the case of oil spills. The rapid decline in the oil price

and the pressure to achieve economies of scale mean there could soon be more oil vessels passing around the Cape. Many oil vessels are also being put into use as floating storage. Another dilemma is the potential loss of most of South Africa’s naval capacity due to funding shortages that will make protecting its coastline and oceans difficult. The South African Navy warned last year that it wouldn’t be able to properly maintain its fleet of four frigates and three submarines by 2022/23. Although three new inshore patrol vessels will be acquired by 2023 under Project Biro, these are replacements for its aged offshore patrol vessels and won’t increase the size or range of the navy. The diversion of government spending towards the health and economic costs of COVID-19 will probably lead to more reductions in operational budgets for the foreseeable future. This means finding other ways to improve coastal protection as the navy won’t be able to operate far from its shores. This would represent a significant shift in priorities as some of South Africa’s strategic interests and critical areas of vulnerability lie far offshore and overseas. South Africa’s presence in the Mozambique Channel for example is not simply about fighting piracy. Almost all its oil imports are shipped through the channel. Since 2011, South Africa has intermittently deployed its navy and air force here as part of Operation

Strategic Thinking Copper – an anti-piracy patrol to prevent attacks on ships carrying its economically crucial cargo. For the past two months a ship has yet to take up station in the seas off Pemba and Cabo Delgado province in Mozambique, owing to some restrictions on naval operations as part of South Africa’s COVID-19 response. Yet South Africa might need to consider sending a vessel there to help prevent violence spreading from land into the sea lanes in the Mozambique Channel. This is because worsening violence in the Cabo Delgado province could delay the opening up, extraction and export of natural gas from Mozambique. South African banks such as Standard Bank and global energy conglomerates such as Total SA are investing billions of US dollars into developing this industry, yet its very existence is imperilled by the ongoing violence. South Africa is likely to become increasingly dependent on these

gas fields for its energy security. Transnet is planning a multimillion-dollar liquefied natural gas storage and regasification terminal at Richards Bay port. The terminal is scheduled to begin operating by 2024 – around the same time that SASOL expects to face supply constraints at its maturing Temane and Pande fields. These new natural gas imports are supposed to more than make up for the future unavailability of existing deposits.

MARITIME SECURITY

South Africa intends to conduct four coastal patrols annually and for the proposed Border Management Authority to perform a coastguard role. The maritime strategy needs to clarify whether this can still be achieved, and if so how. The challenges of dealing with COVID-19 in the year that a new maritime strategy was to be finalised presents a Catch-22 for those involved. The strategy process shouldn’t be rushed. The means must be found to deliver an effective and secure maritime sector, which could in turn anchor South Africa’s economic recovery and future growth. Work must begin now to craft the best possible maritime strategy for the country.

The dilemmas of how to provide adequate offshore patrolling are unlikely to be resolved by increased defence expenditure alone. The debt from fighting COVID-19 is likely to constrain South Africa’s spending on maritime security, probably through freezing any further large capital acquisitions.

By Timothy Walker, Senior Researcher and Denys Reva, Junior Researcher, Maritime project, ISS

The National Maritime Security Strategy must show how maritime security isn’t just another burden on South Africa’s economy. According to the Medium Term Strategic Framework 2019-2024,

This article was first published by ISS Today LINK: https://issafrica.org/iss-today/covid-19makes-sas-maritime-strategy-more-complexand-more-urgent?utm_source=BenchmarkEmail&utm_campaign=ISS_Today&utm_medium=email

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Maritime Review Africa ISSUE ONE | 2020

MARITIME SECURITY

Piracy

Nigeria’s anti-piracy law misses the mark Fundamental gaps such as links to organised crime and dealing with the proceeds of piracy must be closed.

igeria’s June 2019 law on piracy and other maritime offences is an important step in securing the country’s coastline and seas. But the legislation fails to account for the links between piracy and other crimes, especially at the transnational level. According to the ICC International Maritime Bureau, actual and attempted piracy and armed robberies against ships on Africa’s West Coast rose from 47 in 2011 to 64 in 2019. In 2019 the United Nations Office on Drugs and Crime reported that between 2015 and 2017, the total economic cost of piracy, kidnapping and armed robbery at sea incurred by all stakeholders involved in countering these activities, including Nigeria, was US$2.3 billion. Nigeria’s Suppression of Piracy and Other Maritime Offences Act, 2019 (POMO Act) aims to ‘prevent and supress piracy, armed robbery and any other unlawful act against a ship, aircraft and any other maritime craft, including fixed and floating platforms.’ It also gives effect to the United Nations Convention on the Law of the Sea, 1982 (UNCLOS) and the Convention for the Suppression of Unlawful Acts against the Safety of Maritime Navigation, 1988 (SUA). As the first country in the region to pass an anti-piracy law, Nigeria’s effort is commendable. The POMO Act’s strengths are, among others, its definition of piracy which is in line with UNCLOS, and its specific punishments for violations.

As the first country in the region to pass an anti-piracy law, Nigeria’s effort is commendable 44

Maritime Review Africa ISSUE ONE | 2020

Since the act was passed however, maritime crime has continued unabated. According to The Economist, piracy in the region is ‘primarily a Nigerian problem’ because pirates operate mostly ‘out of the labyrinthine waterways in the Niger Delta.’ In December 2019, four armed robberies occurred in Nigeria’s waters. On 2 January 2020, three seafarers were kidnapped and four security personnel killed on a dredger off Forcados Terminal in Nigeria. In February, two international shipping groups, the Baltic and International Maritime Council and the International Association of Independent Tanker Owners, threatened to report Nigeria to the United Nations. The groups wanted clear action to be taken to stop pirate attacks against their vessels and personnel. This raises questions about Nigeria’s capacity to implement its new law, and detect and prosecute crimes. Of course, it takes time for new laws to show results, but part of the problem may lie with the POMO Act itself. It is a standalone law that operates independently of other domestic laws such as those governing firearms, kidnapping and money laundering. This limits its effectiveness in the face of evolving crimes like piracy. It will also make complying with international conventions such as UNCLOS and SUA difficult. Given that piracy is a transnational crime, combatting it requires more than national efforts. After the Yaoundé Code of Conduct was reviewed in 2017, maritime laws or amendments to penal codes were expected throughout West Africa to standardise legal regimes. Only Nigeria has since

passed anti-piracy legislation, and even then, its standalone nature means the law won’t help coordinate piracy responses in the region. Another challenge with the POMO Act is its lack of clarity on roles and responsibilities. Section 17(3) says ‘law enforcement and security agencies’ will be responsible for gathering intelligence, patrolling waters and investigating offences. But the law isn’t specific on which law enforcement agencies are responsible for these functions – an oversight that may deepen inter-agency rivalry. The Armed Forces Act of 1993 makes Nigeria’s Navy responsible for securing the country’s maritime domain. But Section 17(1) and (2) of the POMO Act seems to have tasked the Nigerian Maritime Administration and Safety Agency with coordinating all maritime activities and security including ‘to prevent and combat piracy, maritime offences and any other unlawful acts prohibited by this Act’. The law also does not provide for strengthening maritime agencies. Areas that need attention are their ability to control private maritime security operatives, clarity of mandates and responsibilities, and enhanced human and institutional capacity. This matters because it is fragile institutions and irregular practices rather than the absence of laws that account for Nigeria’s weak maritime security. Worryingly, the POMO Act has no provisions against corrupt practices by Nigeria’s maritime agencies, which also fuels piracy. Most fundamentally, the law doesn’t deal with proceeds from piracy, kidnapping and armed robbery at sea. (CONT on pg 46)

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MARITIME SECURITY

Maritime Security Index

Nigerian navy and NIMASA commit to improving safety in Nigerian waters Information sharing, tackling piracy, wreck removal and scrap yards

Nigeria’s anti-piracy law operates independently of domestic laws and maritime regimes CONTINUED FROM PAGE 44

Although it provides, as punishment, the ‘forfeiture to the Federal Government of Nigeria whatever the person obtained or gained from commission of the crime,’ this may not be adequate as a deterrent. The proceeds of piracy are connected to illicit financial activities such as money laundering, corruption, tax and document fraud. Combatting piracy must go beyond the mere forfeiture of gains and imprisonment. A nuanced approach is needed to deal with related crimes, including the transfer and use of proceeds and some form of recourse, especially for victims of armed robbery and kidnapping. Piracy is an organised crime linked to trafficking of guns, drugs and people, as well as armed robbery. Yet the law doesn’t deal with pirates’ weapons, how they are procured, the process of recruiting pirates, and those who provide pirates with safe havens. In Kenya, for instance, the anti-piracy law covers attacks, money laundering and organised crime. To achieve its purpose, Nigeria’s anti-piracy law should be amended to align with regional maritime legal regimes such as the Yaoundé Code of Conduct as well as domestic legislation dealing with kidnapping, firearms and money laundering. The role of the navy as the lead agency in maritime security should be clarified, and collaboration among relevant agencies strengthened. The law also needs to deal with the proceeds of piracy and related crimes including corruption. Beyond the law, Nigeria must tackle sociological and environmental factors that drive the problem. Militancy and criminality in the Niger Delta manifest in piracy and maritime insecurity. Deliberate policies aimed at these root causes and at reducing the ability of groups to operate at sea, hold the key to defeating piracy in Nigeria and the West African region. By Maurice Ogbonnaya, Senior Research Consultant, ISS Pretoria This article was first published by ISS Today LINK: https://issafrica. org/iss-today/nigerias-anti-piracy-law-misses-the-mark

Maritime Review Africa ISSUE ONE | 2020

he Nigerian Maritime Administration and Safety Agency (NIMASA) and the Nigerian Navy have committed their efforts to improve information sharing by integrating the Command, Control, Computer Communication and Information Centre, (C4i Centre) of the Deep Blue Project with the Falcon Eye of the Nigerian Navy following a visit to NIMASA by the Flag Officer Commanding (FOC) Western Naval Command in April this year. Rear Admiral Oladele Bamidele Daji led a team of senior officers of the command on a visit to NIMASA. Dr Bashir Jamoh, Director General of NIMASA said that it was important for the agency to support the Navy with necessary platforms for it to be able to optimally safeguard Nigerian waters. “Just like we did by ensuring that our Special Mission Vessels are manned by men of the Nigerian Navy, we are also looking at the possibility of effectively linking the C4i centre at Kirikiri with the Falcon Eye of the Nigerian Navy. This is to ensure safety of lives and property for safer shipping in the Nigerian maritime domain so that the maritime industry remains virile for economic prosperity,” said Jamoh. Jamoh also disclosed that the Global Maritime Distress and Safety System, (GMDSS) facility at Takwa Bay will become functional very soon and that the facility will enhance intelligence gathering and information sharing with the Nigerian Navy, which has also approved the establishment of a

Naval formation at Takwa Bay. Speaking on other challenges in the maritime corridor from Navy town to the harbour in Apapa Lagos, the NIMASA DG noted that activities of unapproved ship scrapping yards are a source of concern and all identified wrecks will be removed working with the hydrography department of the Nigerian Navy. The NIMASA DG also warned that those involved in these nefarious acts would be made to face the full wrath of the law if they fail to desist from indiscriminate scrapping of vessels and the likes. “We are aware of the challenges wrecks, derelicts and activities of illegal scrap yards pose to our waterways. We will share information with the hydrography department of the Nigerian Navy, so appropriate steps which will be in the best interest of the country will be implemented,” he said. On his part, the FOC Western Naval Command, Rear Admiral Daji applauded the existing relationship between the agency and the Nigerian Navy and stated the need for continuous information sharing in order to aid daily operations towards ensuring a safer and secured maritime sector. He also corroborated the stance of the DG on zero tolerance for piracy on the nation’s waterways, stating that the Navy is prepared to tackle the issues head-on, for the overall good of the maritime sector. Rear Admiral Daji appealed for cooperation with the NIMASA hydrography unit especially with regards to standard charting of the Nigerian waters as well as mapping out the wrecks. He said this would go a long way in ensuring unhindered navigation.

Remote maritime surveillance The European Maritime Safety Agency (EMSA) has developed a remotely piloted aircraft system (RPAS) used in maritime surveillance operations. The system has been readily taken up by the European Fisheries Control Agency (EFCA). EFCA has been using a quadcopter which takes off from the Lundy Sentinel patrol vessel and operates over areas of interest in the Mediterranean Sea, western waters of the North-East Atlantic Ocean, North Sea and Baltic Sea. By flying in the vicinity of a fishing vessel, the remote controlled aircraft can collect data from different activities on board. This data is then transmitted in real time to EFCA’s liaison officer deployed on board the Lundy Sentinel, as well as to EFCA’s coordination centre in Vigo, and EMSA’s headquarters in Lisbon. The RPAS service provided by EMSA offers complementary support to EFCA which has been exploring new and innovative solutions to enhance fisheries control. More specifically, the RPAS service enables pre-boarding assessments, surveillance during boarding and post boarding analysis to be carried out remotely and thereby benefiting fisheries inspections and control. This concept can also be applied to other coast guard functions.

Maritime Security Index

Gulf of Guinea remains a piracy hotspot

MB’s 24-hour Piracy Reporting Centre (PRC) recorded 21 attacks in the Gulf of Guinea in the first quarter of this year. Of these, 12 were on vessels underway at an average of 70 nautical miles off the coast. All vessel types are at risk. The perpetrators are usually armed. They approach in speedboats, boarding ships in order to steal stores or cargo and abduct crewmembers to demand a ransom.

Patrol vessels for Kenya’s maritime police

enya's efforts in the promotion of maritime security and the fight against terrorism got a major boost following the donation of 17 patrol boats by the Japanese Government to the Maritime Police late last year. The Japanese-built boats represent a value of US$2.8 m and Kenya has signed another grant worth the same amount for more patrol boats.

Speaking at the handover ceremony last year, Japanese Ambassador to Kenya HE Ryoichi Horie said that Japan would train at least 1,000 people over three years in the areas of maritime security, port enhancement and marine resource management; support port facilities improvement, ports management and operations. He also added that they would provide ships and equipment for the African region and participate in the Indian Ocean Commission as an observer. Ambassador Horie said this was an indication of Japan's commitment to boost Africa's efforts in attaining peace and stability. “Last year, the Sustainable Blue Economy Conference was held in Nairobi at the Ministerial level to discuss how to harness the potential of water bodies and improve the lives of all while protecting these water resources,” he said.

While ten vessels were fired upon worldwide for the whole of 2019, four were already reported being fired at within Nigerian Exclusive Economic Zone (EEZ) in the first quarter of 2020. This includes a container ship underway around 130 nm southwest of Brass.

“We have had instances of piracy in the Indian Ocean and therefore the donation will assist us in dealing with pirates at the sea,” said Deputy Inspector General Kenya Police Service Edward Mbugua. KPA's Head of Corporate Development and Strategy Martin Mutuku who represented the Managing Director during the ceremony, said the maritime sector was growing very fast with the Government focusing mainly on the Blue Economy.

In another incident around 102 nm northwest of Sao Tome Island, a container ship was boarded by pirates. The crew retreated into the citadel and raised the alarm. On receiving the alert, the IMB PRC liaised with Regional Authorities and the vessel operator until the vessel was safe and the crew had emerged from the citadel. “The IMB PRC commends Regional coastal state response agencies and international navies in the Gulf of Guinea region for actively responding to reported incidents,” said IMB Director Michael Howlett.

Somalia IMB’s latest global piracy report shows zero hijackings in the last two quarters, and no incidents around Somalia. But with no sign of a reduction in attacks worldwide, IMB encourages ship-

MARITIME SECURITY

"For it to succeed security is key and therefore we at KPA really appreciate the support of Japanese Government which will enable us to revamp it," said Mutuku.

owners to stay vigilant, calling for continued international cooperation. “Navy patrols, onboard security measures, cooperation and transparent information exchange between authorities, are all factors which help address the crimes of piracy and armed robbery,” said Howlett.

Angolan Navy opts for Namibian repair facility

owards the end of last year, the Angolan Navy (Marinha de Guerra Angolana - MGA) concluded a contract to maintain and repair their vessels at the Namibian ship repair facilities offered by Namdock.

The conclusion of this contract required extensive negotiations which

were started in 2017. Representatives of the MGA visited Walvis Bay to inspect Namdock’s facilities, while the Namibian company also dispatched technicians to Luanda to inspect the naval vessels. “We are pleased to welcome this new customer to our shipyard,” says Willie Esterhuyse, Namdock’s Commercial and Operations Manager, adding that the maintenance and repair of naval vessels does not require any skills that Namdock does not already have.

“We are used to working on naval vessels as we have been maintaining those of the Namibian Navy since our company’s inception in 2006,” he says. “This Angolan contract is a proud milestone for us in the development of our company and our continuing ability to make a meaningful contribution to our Namibian economy,” says Namdock’s acting CEO, Nankole Muyoba.

Maritime Review Africa ISSUE ONE | 2020

MARITIME MEMORIES

By Brian Ingpen

WATCHING THE C By Brian Ingpen

“When the first oil-covered seabird struggles ashore,” commented a shipping sage in response to discussion about salvage, “you know you have a problem.” Thus, when the first oil-covered cormorants, penguins and gulls were photographed on the coastline around Cape Agulhas in January 1971, the real impact of the grounding of the fully laden tanker Wafra dawned on South Africa.

lthough she was pulled from the rocks by the German salvage tug Oceanic that towed her 200 nautical miles south where she was sunk by the South African Air Force, government realised that the country had narrowly escaped from a really serious oil pollution incident. Memories of the Torrey Canyon disaster of March 1967 were still fresh. While en-route to Milford Haven, Wales, from Kuwait via the Cape (her draught of 21 metres precluded her from transiting the Suez Canal) and fully laden with about 110,000 tons of crude oil, she had been wrecked on rocks between the Scilly Isles and Land’s End in Cornwall. The resultant oil spill expanded from an initial eight nautical miles long to spread along the British coast, across the English Channel to the Channel Islands and even came ashore on the French coast.

Analysis showed that South Africa had insufficient tug power to go to the aid of large disabled vessels (including deep-draughted tankers and bulkers) and that, if even one of those vessels grounded, no antipollution capacity was available to counteract any oil spillage.

Also in the minds of shipping folks and the government was the fact that the first tanker over 300,000 deadweight, Universe Ireland, had entered service in 1968. Her draught – and the closure of the Suez Canal in June 1967 forced her to round the Cape on every voyage. Many more vessels of this size – and bigger – were now operating or were on the order books as owners sought to move as much oil in one trip as they could. This trend toward the construction of even bigger tankers continued.

Courting disaster With so many ships on the Cape route, collisions or groundings were bound to happen. In August 1972, the fully laden tanker Oswego Guardian, carrying about 90,000 tons of crude oil, was off Stilbaai on the Southern Coast when she entered thick fog. Heading the other way was Texanita, a

Maritime Review Africa ISSUE ONE | 2020

tanker in ballast. It appeared that neither ship followed navigation regulations and the collision that followed produced a devastating explosion as Texanita’s empty - but gas-filled - tanks exploded with such force that she was blown apart with the loss of 47 lives, and the explosion was heard many nautical miles away. Although Texanita was in ballast, much residual oil and bunker oil leaked into the sea, causing a large slick. A full analysis of the Wafra incident – and reinforced by the pollution following the Oswego Guardian-Texanita collision - showed clearly that South Africa had insufficient tug power to go to the aid of large disabled vessels (including deepdraughted tankers and bulkers) and that, if even one of those vessels grounded, no anti-pollution capacity was available to counteract any oil spillage. Also evident was that, with Suez Canal closed, all tanker traffic between the Arabian Gulf and Europe and North America had to pass the Cape. On their return voyage in ballast to load in the Gulf, most tankers had cleaned their tanks, and, by the time they were off the South African coast, they had full slop tanks and some simply discharged the slops over the side, often at night. A similar practice of illicit dumping of slops by some of the increasing number of other ships on the Cape route also posed a pollution threat.

A strategic response Thus a two-pronged strategy was formulated: two large, powerful and fast tugs for emergency towing operations; as well as a fleet of five anti-pollution vessels would be built. The tugs obviously took longer to build, entering service in 1976, but

by the end of 1974, all five anti-pollution vessels, named SA Kuswag I to SA Kuswag V, had been built at the Sandock-Austral Shipyard in Durban and had entered service. In those halcyon days of South African shipbuilding, the yard had built numerous fishing vessels and later would build six strike craft, two minehunters and Drakensberg for the South African Navy. To fund the construction of the tugs and anti-pollution craft, regarded as essential to keep the coastline free of oil pollution, a small levy was placed on each litre of petrol. Each of the quintet was 29 metres long, and had Burmeister & Wain Alpha diesels and a controllable-pitch propeller that could push them along at 11 knots, although 9 to 10 knots was their regular service speed. They had a crew of nine. Most of the Masters of these vessels were recruited from the fishing industry that over the years has produced excellent seamen. Besides their anti-pollution role for which they were equipped with sprayers and a tank for the chemical spray that had the effect of causing oil to sink (this has since been shown to be ecologically counterproductive), the vessels also patrolled the coast on a random schedule as a deterrent to would-be polluters. As a result, the number of incidents of deliberate dumping of oily waste decreased remarkably, especially after SA Kuswag III was sold to release funds for the purchase of an aircraft to patrol the coast.

In action Three years after their completion, the vessels had to attend to serious oil pollution resulting from the most bizarre accident off the coast. As holidaymakers were enjoying the sun and surf in the area around Plettenberg Bay in mid-December 1977, the laden VLCC Venoil was off that coast, heading for Canada while her sistership Venpet – in ballast – was bound for the Arabian Gulf to load. The tankers came too close, and collided, with Venpet sustaining damage to her starboard quarter and Venoil serious damage to her bow. Both ships caught fire, and an oil slick began to form as bunker oil from

By Brian Ingpen

MARITIME MEMORIES

COAST Venpet and crude from Venoil leaked into the sea. Booms had to be put across river mouths in the area and were some closed by bulldozing sand into them. Some of the Kuswag fleet arrived to spray dispersants on the slick that, in time, dispersed. Over time, other wrecks and salvage operations required the Kuswag vessels to use their dispersants, but the largest oil spill off the South African coast was yet to happen and would show the versatility of these little craft. On passage from the Arabian Gulf to Spain in August 1983 with about 275,000 tons of light crude oil was the Spanish tanker Castillo de Belvere. The weather had deteriorated as she rounded the Cape, and a huge fire erupted that eventually caused the tanker to break in half, with the stern section sinking. The bow section up-ended with the bow pointing to the sky and remaining afloat. A complex operation followed to link up a towing line to the anchor on the up-ended section and the tug John Ross (now the Amandla) began to tow this awkward section. Captain Okke Grapow, who ran the tugs and Kuswags for the Safmarine Tug Division, had ordered all of the Kuswag vessels to the scene to attend to what was becoming one of the world’s largest oil spills. One brought explosives that divers would use to sink the bow section, while two others monitored the huge slick that had developed. Fortunately, adverse weather brought rough seas that dispersed the slick while a strong south-easterly wind drove the oil away from the coast, making the use of chemical dispersants unnecessary.

Rescuers The Kuswag vessels were also used in several search and rescue operations. Perhaps the most notable of these being the search for a crewmember from long-line fishing vessel. He had been in a rubber duck harvesting fish from one end of the long line with the long-liner at the other end, some distance away. The long-liner lost sight of the man whose rubber duck had drifted away from the line, and after a search, reported him missing, to which a

Kuswag vessel responded. Sheer nouse after years at sea enabled the Kuswag Master to use his experience and his knowledge of local currents to find the missing man – alive.

linked to aerial surveillance that not only widens the search or surveillance area, but also gives the element of surprise to the poacher or to an errant ship dumping oily waste overboard.

After protracted service, these most useful vessels passed their scrap-by date and most were snapped up by fishing companies. Although having dispersant spraying equipment, their successors – one built in the Netherlands and three built at the Farocean yard at the Elliot Basin in Cape Town (now Damen Shipyard Cape Town) – have a different key maritime role: fisheries patrol to counter the ever-increasing poaching of marine resources.

Therefore, many believe that a major restructuring of inshore maritime control operation should be undertaken to include an aerial component, especially helicopters that, when not engaged in anti-poaching or anti-pollution operations, could assist police with their work, or be used to fight fires, or for medical evacuations from passing ships, much of which is left to the National Sea Rescue Institute and their intrepid volunteer crews.

However, any waterborne fisheries patrol or pollution control must be

TOP: The SA Kuswag IV operating out of Cape Town. Photograph: Glenn Kasner

ABOVE: The Dutchbuilt fisheries patrol vessel Sarah Baartman is one of the current fleet tasked with patrolling coastal waters, mainly as a countermeasure against poaching of marine resources. Photograph: Brian Ingpen

After all, such operations are important - often life-saving – and should be the responsibility of the state.

Maritime Review Africa ISSUE ONE | 2020

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Maritime Review Africa ISSUE ONE | 2020

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Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Email nmservices@novamarine.co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com ◊ Safety Signs Novamarine a div of Novagroup: Tel 021 506 4300; Email nmservices@novamarine.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com ◊ Security Cameras Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za Is your company’s details listed

ENGINE ROOM AND PROPULSION GEAR / SERVICING ◊ Anodes EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za ◊ Auxiliary Gensets Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Barloworld Power: Dbn Tel: 031 000 0050; Cpt Tel 021 959 8200 Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 ◊ Bow Thrusters African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

◊ Compressor - High Pressure AIRR: Tel 021 905 4814: Email info@airr.co.za ◊ Control Cables SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Couplings EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Grimms cc: Tel 087 898 8491; Email century@grimms.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 ◊ Diesel Generator Sets Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 Grimms cc: Tel 087 898 8491; Email century@grimms.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online.co.za Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 ◊ Engines Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 Boating World - Seakeeper: Tel 021 418 0840; Email info@boatingworld.co.za Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Grimms cc: Tel 087 898 8491; Email century@grimms.co.za MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online.co.za Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049

BUYERS’ GUIDE

◊ Engine, Gearbox & Oil Coolers SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za ◊ Engine & Gearbox Controls Barloworld Power: Dbn Tel 031 000 050; Cpt Tel 021 959 8200 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za ◊ Engine Starting Systems AIRR: Tel 021 905 4814: Email info@airr.co.za ◊ Fresh Water Generators Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Grimms cc: Tel 087 898 8491; Email century@grimms.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Fuel & Lubrication Oil Treatment Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Gearbox Sales Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za ◊ Gearbox Spares, Repairs Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 Grimms cc: Tel 087 898 8491; Email century@grimms.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za ◊ General Engineering Repairs Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za EBH South Africa: Tel 021 447

Maritime Review Africa ISSUE ONE | 2020

BUYERS’ GUIDE

Products and services

0536; Web www.ebh.co.za Grimms cc: Tel 087 898 8491; Email century@grimms.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za ◊ Generators Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Grimms cc: Tel 087 898 8491; Email century@grimms.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za ◊ Governors Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Kongsberg Maritime South Africa:Tel +27 21 810 3550 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za ◊ Nozzles SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com ◊ Oil Coolers Grimms cc: Tel 087 898 8491; Email century@grimms.co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za ◊ Oily Water Generators Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za ◊ Oily Water Separators Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Pitch Propeller Repairs African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za

Maritime Review Africa ISSUE ONE | 2020

SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Pneumatic Engine Control Repairs Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Propeller Repairs, Systems African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Propellers African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Atlatech: Tel 021 425 4414; Fax 021 419 8367 Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 ◊ Propulsion Systems African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 Grimms cc: Tel 087 898 8491; Email century@grimms.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 ◊ Spare Parts African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 AIRR: Tel 021 905 4814: Email info@airr.co.za Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 02 959 8200 Grimms cc: Tel 087 898 8491; Email century@grimms.co.za Hesper Engineering a div of Novat-

ech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za ◊ Stabiliser Boating World - Seakeeper & Airberth: Tel 021 418 0840; Email info@boatingworld.co.za ◊ Steerable Thrusters African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Boating World - Seakeeper: Tel 021 418 0840; Email info@boatingworld.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Turbochargers Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Grimms cc: Tel 087 898 8491; Email century@grimms.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za ◊ Valves Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Water Jets Boating World - Seakeeper: Tel 021 418 0840; Email info@boatingworld.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Is your company’s details listed

FISHING GEAR ◊ Netting, Twines African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ◊ Spurs Net Cutters ◊ Trawls African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ◊ Trawl Doors African Maritime Services: Tel 021 510 3532; Fax 021 510 3530

Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za ◊ Trawl Floats African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ◊ Trawl Repairs African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ◊ Winches, Sales & Repairs Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Is your company’s details listed

FISH PROCESSING EQUIPMENT ◊ Blast Freezers ◊ Cannery Equipment ◊ Cutting Machines ◊ Filletting Machines ◊ Scales Is your company’s details listed

NAVIGATION COMMUNICATION AND ELECTRONIC EQUIPMENT / SERVICING ◊ Antenna Instruments Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com Kongsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Automatic Steering Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com Kongsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Autotrawl Systems Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Compasses Anchora Enterprises (PTY)Ltd: Tel

Products and services 0210230389; Email info@anchoraenterprises.com Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Email nmservices@novamarine.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Computer Systems & Equipment Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com Boating World - Seakeeper & Airberth: Tel 021 418 0840; Email info@boatingworld.co.za Kongsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Electronic Charts & Plotters Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com Kongsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com ◊ Electronic Equipment Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Kongsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886

Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com ◊ Electronic Surveillance Kongsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Fish Finding Equipment Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com Kongsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com ◊ GMDSS Stations Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com Kongsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Gyros Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com Boating World - Seakeeper & Airberth: Tel 021 418 0840; Email info@boatingworld.co.za Kongsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Maritime Communication Equipment Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com

Kongsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Email nmservices@novamarine.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Navigation Equipment Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com Kongsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com List your company’s details here ◊ Navigation Light Fittings and Spare Globes C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Email nmservice@novamarine.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Precise DGPS Positioning Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com Kongsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Radar Sales, Repairs Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Kongsberg Maritime South Africa:Tel +27 21 810 3550

BUYERS’ GUIDE

Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Radio Remote Control Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za ◊ Radio Sales, Repairs Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com Kongsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Satelite Phones & Email Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com Kongsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Smoke & Fire Detector Systems Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Kongsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Email nmservices@novamarine.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com ◊ Telecommunications Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com Kongsberg Maritime South Africa:Tel +27 21 810 3550 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249;

Maritime Review Africa ISSUE ONE | 2020

BUYERS’ GUIDE

Products and services

Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Weather & Receivers Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com Kongsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Is your company’s details listed

PROFESSIONAL & SPECIALISED SERVICES ◊ Aluminium Technical Information Hulamin (Pty) Ltd: Tel 021 507 9100; Fax 021 534 2469 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Attorneys Maritime Law Bowman Gilfillan: CPT Tel 021 480 7811; Fax 021 424 1688: DBN Tel 031 265 0651; Fax 086 604 6318 ◊ Bulk Terminals African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 ◊ Bunker Barge Operators African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Linsen Nambi: Tel: +27 (0) 87 155 0280; www.linsennambi.com ◊ Classification Societies SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Coastal Shipping Linsen Nambi: Tel: +27 (0) 87 155 0280; www.linsennambi.com ◊ Consultancy & Training African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Allweld Solutions: Tel 021 510 1482; Fax 021 510 8082 Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Kongsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 TETA: Tel 021 531 3064; Fax 021 5313063 ◊ Consultants African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 African Maritime Services: Tel 021 510 3532; Fax 021 510 3530

Maritime Review Africa ISSUE ONE | 2020

Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za Offshore Maritime Services: Tel 021 425 3372; Fax 021 425 3379 SAMTRA: Tel 021 786 8400; email admin@samtra.co.za Sturrock Grindrod Maritime: Tel 021 405 8200; email info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Consulting Engineers Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za ◊ Equipment Selection & Procurement African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Boating World - Seakeeper & Airberth: Tel 021 418 0840; Email info@boatingworld.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za Kongsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Enviromental Services Anchor Environmental: Tel 021 701 3420; Email admin@anchorenvironmental.co.za ◊ Fisheries Research African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Anchor Environmental: Tel 021 701 3420; Email admin@anchorenvironmental.co.za Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za ◊ Inspection & Testing Services Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Logistics Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za ◊ Maritime Education SAMTRA: Tel 021 786 8400; email admin@samtra.co.za ◊ Maritime Training Kongsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Marine Solutions: Tel 021 511 0843; Email barry@marinesolutions.co.za

Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SAMTRA: Tel 021 786 8400; email admin@samtra.co.za Sea Safety Training Centre: Tel 022 742 1297; Fax 022 742 1365 Unicorn Training School: Tel 031 274 4770 Fax 031 5578 ◊ Onsite Machining SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Personnel Agency African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Project Management Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Seabed Surveys African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Marine Solutions: Tel 021 511 0843; Email barry@marinesolutions.co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Spares Procurement African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za Kongsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup; Tel 021 5064 300; Email nmservice@novamarine.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ STCW 95Training Unicorn Training School: Tel 031 274 4770 Fax 031 5578 ◊ Surveyors, Hull, Machinery SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Tailshaft Surveys SA Shipyards: Tel 031 2741800;

Email charlesm@sa-shipyards. co.za ◊ Technical Documents SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Towage African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Resolve Salvage & Fire( Cape Town)Pty Ltd: Tel 0788032096 /0214088701 A/H +1 954 764 8700 Offshore Maritime Services: Tel 021 425 3372; Fax 021 425 3379 Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 ◊ Vessel Management, Crew supplies, Maintenance Planning African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za Novamarine a div of Novagroup; Tel 021 5064 300; Email nmservice@novamarine.co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Is your company’s details listed

PUMPS ◊ Ballast Water Systems African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za ◊ Bilge Pumps Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Diaphragm Pumps AIRR: Tel 021 905 4814: Email info@airr.co.za ◊ Fish Pumps & Hoses SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Fresh & Sea Water Pumps Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za

Products and services SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Marine Pump Sales Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Pumping Services African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Atlatech: Tel 021 425 4414; Fax 021 419 8367 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Pumps AIRR: Tel 021 905 4814: Email info@airr.co.za Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Pump Sales & Service AIRR: Tel 021 905 4814: Email info@airr.co.za Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Hytec Cape: Tel 021 551 4747; Fax 021 551 2575 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 0836 ◊ Spare Parts AIRR: Tel 021 905 4814: Email info@airr.co.za Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za Novamarine a div of Novagroup; Tel 021 5064 300; Email nmservice@novamarine.co.za

SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Is your company’s details listed

SHIP REPAIR & MARINE MAINTENANCE & ENGINEERING SERVICES & EQUIPMENT ◊ Anti fouling systems EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Battery Charges & Inverters Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Kongsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Email nmservices@novamarine.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Battery Management C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za Kongsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Boat Builders SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Boiler Cleaning EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Boiler Repairs EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Cathodic Protection EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Cleaning Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Cold Metal Repairs EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Compressors AIRR: Tel 021 905 4814: Email info@airr.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za ◊ Corrosion Prevention EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Cutless Bearings African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Diving Services African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Atlatech: Tel 021 425 4414; Fax 021 419 8367 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Electrical & Mechanical Repairs Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Grimms cc: Tel 087 898 8491; Email century@grimms.co.za

BUYERS’ GUIDE

Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za ◊ Electrical Cable Support Systems Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Electrical Installations Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Electrical Motor Repairs Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Explosion Proof Equipment Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Kongsberg Maritime South Africa:Tel +27 21 810 3550 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Fabrication EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za ◊ Gritblasting Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Gritblasting Equipment EBH South Africa: Tel 021 447

Maritime Review Africa ISSUE ONE | 2020

BUYERS’ GUIDE

Products and services

0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ HVAC Systems Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za ◊ High (Ultra) Pressure Water Jetting Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Hold Tank Cleaning Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Hull Blasting & Painting Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Hull Cleaning Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Hydraulic Systems & Equipment Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Hydroblasting Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793

Maritime Review Africa ISSUE ONE | 2020

SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Insulation Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Marine Airconditioning Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za E.R.A.S.E.: Tel 021 949 8955; Fax 021 946 3178 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Marine Coatings Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Marine UPS Inverters C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Kongsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Pipe Fittings: Pipes EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Refridgerated Dryers AIRR: Tel 021 905 4814: Email info@airr.co.za ◊ Refrigeration Service & Repairs Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ ROV Services Marine Solutions: Tel 021 511 0843; Email barry@marinesolutions.co.za ◊ Rudder Repairs/Surveys Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

◊ Ship Conversions Boating World - Seakeeper: Tel 021 418 0840; Email info@boatingworld.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Ship Painting Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Ship Repairs & Maintenance Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Grimms cc: Tel 087 898 8491; Email century@grimms.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za Kongsberg Maritime South Africa:Tel +27 21 810 3550 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Steel Works EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Steering Gear, Repairs EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Stern Bearings African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Sterngear EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards.

co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za ◊ Stud Welding EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Subsea Electronic Engineering Marine Solutions: Tel 021 511 0843; Email barry@marinesolutions.co.za ◊ Tank Cleaning/Sludge Removal & Disposal African Bunkering and Shipping: Tel 031 579 2532 Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Tank Blasting & Coating Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Thruster Repairs African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Ultrasonic Cleaning Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Underwater Welding Repairs EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Underwater Systems Marine Solutions: Tel 021 511

Products and services 0843; Email barry@marinesolutions.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Welding Repairs EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Is your company’s details listed

SHIP SUPPLY ◊ Bunkers African Bunkering and Shipping: Tel 031 579 2532 African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 SABT (Pty)Ltd: Tel 021 551 9588; Email bunkers@sabunker.com ◊ Crew Changes African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Lubricants AIRR: Tel 021 905 4814: Email info@airr.co.za Novamarine a div of Novagroup; Tel 021 5064 300; Email nmservice@novamarine.co.za SABT (Pty)Ltd: Tel 021 551 9588; Email bunkers@sabunker.com ◊ Launches, Helicopters African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 ◊ Offshore Rig Supply African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Novamarine a div of Novagroup: Tel 021 506 4300; Email nmservices@novamarine.co.za SABT (Pty)Ltd: Tel 021 551 9588; Email bunkers@sabunker.com

◊ Oil Pollution Abatement / Cleanup African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za ◊ Oil Pollution Equipment Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086

403 4211 ◊ Oil Spill Prevention Kits Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 ◊ Ship Chandlers African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Novamarine a div of Novagroup: Tel 021 506 4300; Email nmservices@novamarine.co.za ◊ Spare Parts African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 AIRR: Tel 021 905 4814: Email info@airr.co.za Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za Grimms cc: Tel 087 898 8491; Email century@grimms.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Is your company’s details listed

SPECIALISED MARITIME SERVICES ◊ Acoustic Surveys Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Crew Transport Services Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 Drydocking Atlatech: Tel 021 425 4414; Fax 021 419 8367 Boating World - Seakeeper & Airberth: Tel 021 418 0840; Email info@boatingworld.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Hesper Engineering a div of Novatech: Tel 021 506 4301; email technical@hesper.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Ferry Services African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 ◊ Harbour, Ocean Towage SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 ◊ Heavy Lift African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards.

BUYERS’ GUIDE

co.za ◊ Launch Services Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 Offshore Maritime Services: Tel 021 425 3372; Fax 021 425 3379 ◊ Marine Surveyors Anchora Enterprises (PTY)Ltd: Tel 0210230389; Email info@anchoraenterprises.com Offshore Maritime Services: Tel 021 425 3372 Fax 021 425 3379 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Naval Architects SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ P & I Club Representatives Bowman Gilfillan: CPT Tel 021 480 7811; Fax 021 424 1688: DBN 031 265 0651; Fax 086 604 6318 ◊ Net Monitoring Marine Radio Acoustic Devices: Tel 021 559 4003; Email info@mrad. co.za ◊ Salvors African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Atlatech: Tel 021 425 4414; Fax 021 419 8367 Resolve Salvage & Fire( Cape Town)Pty Ltd: Tel 0788032096 /0214088701 A/H +1 954 764 8700 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Seabed Surveys African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Ship Management African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Linsen Nambi: Tel: +27 (0) 87 155 0280; www.linsennambi.com Sturrock Grindrod Maritime: Tel 021 405 8200; email info@sturrockgrindrod.com ◊ Superintendent (Marine) Allsurvey Industrial (Pty) Ltd: Tel 021 527 7040; Email enquiry@allsurvey.co.za; www.allsurvey.co.za SAMTRA: Tel 021 786 8400; email admin@samtra.co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Is your company’s details listed

Maritime Review Africa ISSUE ONE | 2020

Celebrating over 15 years of reporting on the maritime industry

If you make your living on or from the sea - this is the magazine to read