Maritime Review Africa December 2017 by More Maximum Media

NOV/DEC

2017

WRECK DISCOVERY IS THIS THE WARATAH?

AFRICAN UPDATE PORT DEVELOPMENT TRANSFORMATION

ON THE COVER

Using policy and strategy to promote black business development in the South African maritime sector

BUILDING ON A SOLID FOUNDATION: AMSOL CELEBRATES After acquiring the business of SMIT Amandla Marine in December 2016, African Marine Solutions – known as AMSOL in the industry – has been working closely with clients, suppliers and employees to build the new brand.

MARITIME REVIEW AFRICA EDITOR: Colleen Jacka editor@maritimesa.co.za SUB-EDITOR: Natalie Janse natalie@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 WESTERN CAPE Louise Hyam capesales@maritimesa.co.za 082 881 7099 CONTRIBUTORS: Claire Attwood, Mark Botha, Brian Ingpen, Michael Heads, Cate Kirkland.

CONTENTS FROM THE BRIDGE

• Terry Leisegang

WRECK DISCOVERY 06 While mapping the Amathole seabed, a group of scientists made an interesting discovery as they unintentionally hauled pieces of a wreck on board. PERSONAL SAFETY 08 Mike Heads discusses how a recent fatality in the Port of Durban should prompt members of the maritime industry to take personal safety seriously. TRANSFORMATION 10 A packed room of almost 200 delegates recently gathered in Pretoria, South Africa to discuss how to use policy and strategy to promote maritime black business development.

OFFICE: 021 914 1157 021 914 3742

COLUMNS

POSTAL ADDRESS: PO Box 3842 Durbanville 7551

THROUGH THE LENS 12 Claire Attwood goes in search of East Africa’s Dugong - a large lumbering marine mammal that seems to have all but disappeared. The animals were once seen in large herds of between 60 to 100 strong.

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 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.

Published by More Maximum Media

AT THE END OF THE LINE 15 Mark Botha reports back on the progress being made in the creation of The Collective a unifying body that aims to protect the rights of the Small Scale Fishers. MARITIME MEMORIES Brian Ingpen shares passions and memories with a reader from New Zeland.

ON THE RADAR PEOPLE TO WATCH • Jako Laubscher • Oyindamola Banjoko • Captain Tobela Gqabu

• Nizaam Gallie

FEATURES AFRICAN NAVAL REVIEW • Living up to the Lomè Charter • Naval roundup

AFRICAN PORT DEVELOPMENT 24 • Harnessing technology to boost efficiencies at African ports • The impact of human development on maritime infrastructure • OPINION: will the Durban Dig Out Port go ahead? • INFOGRAPHIC: Port development in Africa • PROJECT REVIEW: Takoradi Port Project • Development plans for South Africa’s river port • A boost for the African Infrastructure Investment Fund MARITIME NEWS AFRICAN NEWS 34 • Cadets embark on expedition on training vessel • Busy cruise season ahead for South Africa • Marking a milestone • Two more tugs delivered for SA ports • World’s largest diamond mining vessel for Namibia • Mammoth import contract secures logistics partnership • Slipway upgrade for fishing fleet • IMO in South Africa to work towards protecting fishermen • Product news • Liquid cargo handling to be given a boost in South Africa • New dedicated bunkering barge to operate in Richards Bay • OPL work picks up with varied loads • TNPA complaint dismissed

Building on a solid foundation: AMSOL CELEBRATES After acquiring the business of SMIT Amandla Marine in December 2016, African Marine Solutions – known as AMSOL in the industry – has been working closely with clients, suppliers and employees to build the new brand. As a majority black owned, 100% South African company employing 550 professionals - AMSOL is focused on offering a competitive value proposition to clients in pursuit of long term sustainability. Together, management and employees own more than 30% of the company, and as a result of this collaboration and commitment as well as a robust supply chain, AMSOL is capable of delivering a range of technical solutions to international standards across the region.

Cape Town shipbuilder supplies ferries to cruise company Fisheries research vessel for Angola New appointment for husbandry services

PEOPLE AND EVENTS NEWS • Appointments • Empowering maritime women

• South African cruise season officially opens • • •

Fishing app recognised for social innovation Africans dominate World Maritime University PhD Graduation Worldwide conference showcases new technology for sustainable fisheries

• Internationally recognised for excellence • Discussing solutions to challenges in the ship repair industry CROSSING THE BAR • Barrie Rose • Ondela Mashiya • Thandeka Nyandeni Mzimela • Alf Wallace • Dr Christopher Michael Duncombe-Rae • Captain Bill Damerell • Steve Nell

30 40

GREEN MARINE NEWS AND UPDATES 57 • Sounding out the future of whales and dolphins • SA research ship embarks on the International Indian Ocean Expedition • Authorities collaborate for coastal cleanup • From tireless campaigner to ambassador • Yacht race inspires car manufacturer to save oceans • Cutting emissions through regulating ship speed • Aquaculture development under consideration for Saldanda Bay • Training for spill response in East Africa • New app transforms phone into ocean protector

ON THE COVER

www.amsol.co.za

NOVEMBER/DECEMBER 2017

• • •

COMMENT

EXPRESSIONS

Comments from the editor

Prepare to adjust the sails I had an entirely different editor’s column written, but was inspired to change it when I listened to the president of the World Maritime University, Dr Cleopatra Doumbia-Henry’s speech at the SAIMI conference mid-November. Quoting William Arthur Ward she said; “The pessimist complains about the wind; the optimist expects it to change; the realist adjusts the sails”. I’ll admit that, in relation to this quote, my original column was bordering on pessimism with a hint of optimism. The truth is, however, we need a healthy dose of realism in the industry and we need to adjust the sails. Africa as a continent has woken up to the potential of the blue economy at precisely the same time as the rest of the world is seeking to maximise their own hold over the ocean space. We are drafting policies; holding dialogues; engaging experts and raising awareness while the world innovates. We need to stop playing catch-up and position ourselves to leapfrog development with aggressive timelines. Every conference talks about the disruptors on the horizon. Automation, block-chain, 3D printing, emission controls and many other buzz words are fuelling the opportunistic organisation of conferences and workshops that produce reports and resolutions that are stored in one or other of our many maritime silos. Delegates pat themselves on the back and return to work to await the next move. Adjust the sails. What if Africa was the disruptor in the maritime space? What could that look like? Speaking on the release of the World Bank report; South Africa Economic Update: Innovation for Productivity and Inclusiveness, Paul Noumba Um (World Bank Country Director for South Africa) said: “Innovation can play a critical role to create jobs through increased productivity, and impact the lives of the poor through providing better products and services.” When last did you hear of a maritime company wanting to benchmark itself against African standards? Leading local companies pride themselves on working to “international standards” – a euphemism to assure potential clients that

Maritime Review Africa NOVEMBER / DECEMBER 2017

they are not working to perceived African standards. Adjust the sails. We need to write these headlines:

## Africa ahead of the world in push for 2020 sulphur limits ## Africa introduces first fully automated regional shipping route

## Team of African experts perfect collision avoidance system ## Maritime trainees flock to African institutions ## African company wins concession for busiest European port terminal

## African marine expert to head up IMO ## African port usurps top spot in world productivity ratings ## New stevedoring system puts African technology on the map

These headlines demand that we go back to basics while at the same time developing highly innovative companies, people, administrators and – most importantly – mentors as well as motivators. It demands that every person; in every job; in every company or government institution asks the question: how should I adjust the sails today? Instead of offering up unrealistic statistics of how many jobs the ocean economy can deliver by a predetermined date – we need to excite potential new innovators and current players into transforming the industry for future growth. As a very basic first step, we need to invest in infrastructure and training. We need to make local opportunities viable for local companies by developing long term financing models. And we need to start counting down the days to when Africa is no longer paying exorbitant fees to expats for their “inconvenience” of living in a third world country where their safety may be compromised because we are desperate for their expertise. It’s time to adjust the sails. Colleen Jacka, editor. editor@maritimesa.co.za

FEEL THE PULL OF THE SEA If you dream of working in the maritime sector, DUT’s Department of Maritime Studies is your ticket to success. DUT is the only university in South Africa to offer maritime-related programmes aligned to the new Higher Education Qualification Sub-Framework (HEQSF). All our Maritime Studies programmes are accredited by the Council on Higher Education, and registered with the South African Qualifications Authority. That means that our qualifications are recognized as top quality throughout the industry. Apart from an excellent general and specific education, DUT offers all the benefits of a student-centred learning environment, putting your needs – and your future – at the heart of everything we do. Visit www.dut.ac.za/faculty/applied_sciences/maritime_studies/ to find out more. All applications via the Central Applications Office (www.cao.ac.za). Closing date: 30 September 2017. DIPLOMA IN NAUTICAL STUDIES (DUD - NS - 3)

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Fundamentals of Shipping Administration of Imports and Exports Contracts of Carriage by Sea

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EXPRESSIONS

Quay quotes

KEEL HAULED

APPLAUD

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.

Applaud The three PhD graduates from Africa who recently represented the continent as they dominated the class group. See full story on page 49.

Keelhauled Those involved within the SAMSA Board and in the Department of Transport that continue to delay the appointment of a permanent CEO for the Authority.

ADVERTISERS’ INDEX African Maritime Services

AirR 44 Anchora Maritime Safety AMSOL

34 OFC, 19

QUAY QUOTES 08 |

The recent incident on board a vessel in Durban that resulted in the death of a trainee pilot again reminded everyone that working on ships is hazardous.” Writes Michael Heads.

10 |

“We know exactly what black maritime businesses expect from government and we cannot go wrong.” Says Dumisani Ntuli, Acting Chief Director: Maritime Transport Policy and Legislation at the Department of Transport.

11 |

“Government needs to introduce a dedicated bank for the maritime sector where maritime business can apply for funding. The policies being introduced by Government must enforce financial support through these development banks.” Says Nkululeko Mkhize of Thembani Shipping.

12 |

“We estimate there are less than 1,000 dugongs left in the region. Dugongs live very close inshore and that’s where people fish. This means they are very vulnerable to capture in nets. Females have one calf every four to five years. So, if you remove one female, you’re removing half a generation.” Says Vic Cockcroft, a South African researcher.

Who is saying what in the maritime industry

congruence with the provisions of Small-Scale Fisheries Policy.” Writes Mark Botha.

17 |

“I hope I will have an impact on individuals both in Africa and beyond who have an interest in pursuing careers in the maritime industry and that I will also contribute to the development of the maritime industry. In the future I hope to be able to help create and implement new policies in new areas.” Says Oyindamola Banjoko, the first ever student to enroll in the joint MPhil programme in International Maritime Law & Ocean Policy being offered by the World Maritime University (WMU) and the IMO International Maritime Law Institute (IMLI).

18 |

“My goal is to reach youth, both employed and unemployed, in various socio economic statuses to reach security and employment with certified training. If we all could help another, fewer people would be struggling and in need of help,” Says Nizaam Gallie of Meltt.

24 |

“Since its inception The Collective has lobbied the department intensively to improve the livelihoods of vulnerable fishers in

“The key to efficiency is for ports to do more with their existing resources, particularly those focused on moving cargo. By optimising the utilisation of these resources, ports will not only improve their cargo throughput, but also become more profitable.” Says Kirenga Rwigema, Industry Value Advisor for Ports and Rail at SAP Africa.

15 |

Durban University of Technology

Jan De Nul

Kongsberg

MRAD

Marine Waste Network

Novamarine

P&I Associates

Reintjies

THE PLAGUE

TRANSNET RESULTS

SABT

Scaw Metals

Seascape Marine

Sea Safety Training Group

Servest

SMD Telecommunications

Vessels and seafarers calling at Madagascan ports were warned to limit their contact on shore due to a severe outbreak of pneumonic plague on the island during October. Seafarers presenting with symptoms were advised to seek immediate medical assistance. This infectious disease causes fever, chills, head and body aches, vomiting and nausea, and can be fatal.

Southern Power Products

Wartsila

In its interim results Transnet showed a net profit 230 percent higher than the previous year. Revenue increased by 16.1 percent to R6.5 billion at Transnet National Ports Authority, mainly as a result of increases in cargo dues revenue and the release of claw back provisions informed by Regulatory decisions. The company also saw growth in container volumes. The demand resulted in a 6.1 percent increase in container volumes to 2.4 million TEUs.

Maritime Review Africa NOVEMBER / DECEMBER 2017

Quay quotes

34 |

“We are making progress in our efforts to introduce new and modern cruise terminals with safe, reliable and efficient marine services that will provide an ideal gateway to a unique South African experience. World-class cruise facilities in our ports will continue to attract global operators.” Says Transnet National Ports Authority’s Chief Executive, Shulami Qalinge.

38 |

“Originally, tugs in this order were planned for the Ports of Durban, Richards Bay, Saldanha and Port Elizabeth, where the needs at the time were assessed as being the greatest. However, we have since taken the decision to redeploy the seventh tug, Usiba, from Richards Bay to Cape Town instead.” Says Lauriette Sesoko TNPA GM: Commercial & Marketing.

38 |

“The acquisition of a new, custom-built mining vessel will help capitalise on the work of the mv SS Nujoma, thereby supporting the long-term future of Namibia’s diamond sector.” Says Bruce Cleaver, CEO De Beers Group.

42 |

“In the end, the weather won, with the owners electing to relocate to the sheltered waters of Walvis Bay, to carry out the bunker transfer at sea.” Says Godfrey Needham of Offshore Maritime Services.

44 |

“This vessel will enable the Angolan Fisheries Ministry

to carry out research into its fishing grounds that will help to develop and preserve the nation’s industry and environment.” Says Friso Visser, Damen Regional Director Africa. “Whenever we were in port and a Union-Castle passen46 | ger ship arrived. I had to dash to the monkey island to lower the company’s house flag. They didn’t want the passengers to think that Union-Castle operated such ships.” Says Alistair Kerr to Brian Ingpen.

49 |

“I am presently in the process of establishing a Research and Development unit in Transnet National Port Authority in South Africa.” Says Dr Kana Nkasanga Patrick Mutombo.

EXPRESSIONS

OPERATION PHAKISA SURVEY RESULTS

We have been asking visitors to our website since 2014 to rate Operation Phakisa. How realistic is it for the maritime industry to be able to create one million jobs by 2033 in South Africa? Unrealistic Somewhat realistic Realistic Very realistic

How realistic is it for the blue economy to reach R1.7 b by 2033 in South Africa? Unrealistic Somewhat realistic Realistic Very realistic

How realistic is it to believe that there is room for new entrants in the South African maritime economy?

54 |

We have recently started to conduct long term underwater monitoring of False Bay and Walvis Bay in Namibia.” Says Tess Gridley, a researcher and our Green Warrior in this issue.

60 |

“Improving the management of fisheries and marine resources will contribute to achieving the Blue Economy strategy of the Seychelles. The overarching goals are to diversify the economy, create high value jobs, ensure food security, while sustainably managing and protecting marine resources.” Says Mark Lundell, World Bank Country Director for Seychelles.

Unrealistic Somewhat realistic Realistic Very realistic

GOVERNMENT INPUT How important is government intervention in the industry for the maritime sectors to grow? Unimportant Somewhat important Important Very important

Participate in this and other surveys on our home page:

www.maritimesa.co.za

SEA POLICY LAUNCHED

NEW INSPECTION REGIME

NO WATER

Addressing delegates at the launch of Mozambique’s Policy and Strategy of the Sea (POLMAR) in October, President Filipe Nyusi stressed the need to defend the maritime environment as well as strengthen the country’s state sovereignty over their territorial waters. POLMAR aims to support a strengthening of the state’s capacity in maritime governance, including the defence of the environment, the preservation of territorial integrity and the defence of national sovereignty.

At the 20th meeting of the Indian Ocean Memorandum of Understanding on port state control in August, the committee approved the implementation of the New Inspection Regime document for 1 January 2018. The Committee also approved the IOMOU Android App which will be available on Google Play Store from 1st November, 2017. This App will provide the PSC data of individual vessels.

Transnet National Ports Authority confirmed in October that vessels calling in the Port of Cape Town would no longer be able to source fresh water due to the severe drought being experienced in the region and the town’s need to implement drastic water saving and rationing strategies.

Maritime Review Africa NOVEMBER / DECEMBER 2017

FROM THE BRIDGE

Charting the Course

dredging the depths of the

AMATHOLE to find sponges, corals and SHIPWRECKS In August last year the Imida team of scientists was offshore mapping the Amathole seabed in the Eastern Cape in search of deep, cold water corals when they made an unexpected discovery. Dredging for a sample at 90 metres, the scientists were expecting to lift boulders and coral rubble, but instead watched as a mangled mass of heavily rusted metal was returned to the surface in the teeth of the dredge.

We had dredged a shipwreck!

mida is an African Coelacanth Ecosystem Programme (ACEP) project that combines geological, oceanographic and ecological studies to investigate and characterise the marine environment between the Great Fish and Kei rivers. Unforgiving seas have rendered this area poorly studied despite it being a hotspot for endemic marine species. It is also the area where the first coelacanth was captured by a trawler in 1938 and includes the shallowest records of reefbuilding cold water corals. The Imida team had steamed up from Cape Town on board the Department of Agriculture Forestry and Fisheries’ (DAFF) RV Ellen Khuzwayo which had been fitted with the newly acquired ACEP multibeam sonar - a sophisticated mapping system capable of collecting fine-scale resolution bathymetry data. The specific location we were mapping was thought to be a cold water coral that had been identified by a georeferenced echosounder screenshot from a local angler. This was the third potential cold water coral location of the trip. Previous surveys of two museum collection based records had yielded no structure on the seabed. After two hours of steaming back and forth, the survey grid was complete and the echosounder image

confirmed that we had finally found something worth exploring. The order to deploy the benthic dredge was given. Deep dredging After circling the area, Captain Olaf skilfully manoeuvred the ship on a course directly over the highest point of the identified structure on the seabed. This required exceptional precision, as the structure was less than 30 metres wide. A strong current meant that a mammoth 350 metres of cable had to be deployed to ensure that the dredge remained on the seabed 90 metres below. On the second attempt the Captain’s aim was perfect. The vibrations of a few irregular hard tugs on the dredge cable could be felt throughout the ship and the somewhat disconcerting noise of the slipping aft winch confirmed that the dredge was hard at work. After a few nerve-wracking minutes the dredge was retrieved and surfaced with the sample. But the contents of the dredge were not what we had expected. Instead of boulders and coral rubble, the teeth of the dredge had caught a mangled mass of heavily rusted metal. This was the remains of a wreck. Detective work The sampled wreckage immediately provided a number of clues as to the type of ship that lay below us on the seabed. The iron frame had rows of rivet holes with each hole approximately one inch apart. There were remnants of what looked like discoloured, or possibly burnt, wood attached to the pieces of iron. A piece of lead-clad electric cable was found protruding from the bio-fouling

LEFT: The list of 222 known shipwrecks off the Eastern Cape coast. The list was compiled by G.N. Vernon on the 28th February 1995 and is currently housed at the East London Museum, accompanied by maps depicting the locations of all wrecks.

Maritime Review Africa NOVEMBER / DECEMBER 2017

encrusted wreckage; and the sponges, ascidians and other benthic invertebrates that had made the structure their home, were conspicuously discoloured to a dark, charcoal grey. Notably, rocks that resembled coal had been scooped up by the dredge and were now lying on our deck between the mangled mess. Our preliminary detective work suggested that the vessel may have been a steamliner built somewhere in Britain in the early 20th century. That night the “supercomputer”, which consisted of multiple PC’s connected haphazardly together in the ship’s wetlab, further processed the gigabytes of multibeam data. Once processed, these data revealed approximate dimensions for the structure that was elevated above the seabed: 90 m length, 30 m beam and 3 m height. We realised that the wreck had likely degraded and been partially buried in the seabed after sinking, so these estimates simply provided an indication of the large size of the vessel. This is significantly larger than the two famous historical shipwrecks on the South African coast: the Arniston (53.7 m) and the HMS Birkenhead (64 m). Preserving habitat and heritage South Africa has a rich and varied underwater cultural heritage, comprising more than 2,100 known shipwrecks from at least 37 different nations (Gribble 1998). The East London Museum houses a list of known shipwrecks off the Eastern Cape coast that was compiled by GN Vernon in February 1995, which documents a staggering 222 wrecks! None of the documented locations, however, are in the vicinity of this newly discovered wreck. Our casualty lies within the Proposed Amathole Offshore Marine Protected Area (MPA), a Phakisa proposed MPA that aims to safeguard seabed and open ocean habitats as well as their living resources in addition to supporting recovery of South Africa’s iconic seabreams. The new MPA also includes the site of Captain Goosen’s trawl that caught the African coelacanth Latimeria chalumnae, which is adjacent to the spectacular Gxulu canyon that was also mapped by the Imida project team. The addition of a shipwreck in the proposed MPA adds to the significance of

Charting the Course

FROM THE BRIDGE

LEFT: The final bathymetry map produced by the multibeam sonar depicting the wreck lying on the sandy bottom at approximately 90 metres depth, offshore of Amathole, Eastern Cape. The bow, superstructure and stern of the wreck are clearly visible in the images. BELOW LEFT: The benthic dredge and the piece of wreckage it retrieved on the stern of the RV Ellen Khuzwayo. (b) An iron piece of the wreckage with rivet holes approximately one inch apart. BELOW RIGHT: The original screenshot taken from a local anglerâ&#x20AC;&#x2122;s echosounder and submitted to the ACEP scientists. The structure, which was initially thought to be a potential cold water coral, can be seen at the bottom left-hand side of the image. The white box contained the co-ordinates and depth of the structure, which have been omitted in this image.

this area in the protection of natural and historical heritage for South Africa. Identifying the wreck At the time of writing the wreck remains unexplored, fuelling speculation about the identification of the ship that lay upon the seabed. The most exciting prospect is the SS Waratah: a 500-foot (150 m) long cargo liner steamship that was built by Barclay Curle & Co in Glasgow, Scotland. The vesselâ&#x20AC;&#x2122;s maiden voyage began on the 5th November 1908 and thereafter it operated between Europe and Australia. In July 1909, the ship, en route from Durban to Cape Town, disappeared off the Transkei with 211 passengers and crew aboard. To this day, no trace of the SS Waratah has been found despite numerous expeditions dedicated to its discovery. By Denham Parker*, Kerry Sink & Sven Kerwath

ABOVE: Cross-sections through the (a) length and (b) the width of the wreck found offshore of Amathole, Eastern Cape. The measurements indicate that the vessel dimensions were approximately 90 m length, 30 m beam (width) and its highest point sits almost 3 m above the seabed. However, the wreck has likely undergone degradation and been partially buried in the seabed since sinking.

Bibliography

Gribble, J (1998). Keeping our heads above water - The development of shipwreck management strategies in South Africa. The Bulletin of the Australian Institute for Maritime Archaeology. 22: 119-124.

Note: The wrecks of ships or aircraft, and any associated cargo, debris or artefact more than 60 years old and in South African waters, are protected in terms of the National Heritage Resources Act.

Acknowledgements The authors would like to thank Murray du Plessis for sharing his fishing marks, and local knowledge, with the ACEP Imida team. Imtiyaaz Malick is thanked for always having the foresight to take photographs and Andrew Matthew and Andrew Green for their hard work to ensure the Imida project has accurate bathymetry maps. We would also like to thank Kevin Cole from the East London Museum for providing background information on shipwrecks in the area. *Corresponding author: DenhamP@daff.gov.za

Maritime Review Africa NOVEMBER / DECEMBER 2017

FROM THE BRIDGE

Charting the Course

Taking personal safety on board

PERSONAL SAFETY ON SHIPS: A CONTINUING CONCERN FOR THE INDUSTRY The recent incident on board a vessel in Durban that resulted in the death of a trainee pilot again reminded everyone that working on ships is hazardous. For seafarers, it is a dangerous occupation. All visitors to any ship need to exercise caution and be mindful of the potential hazards that can arise.

o doubt a detailed inquiry into the events of the day will be carried out to determine the cause of the accident; what lessons can be learned and what measures can be put in place to avoid such accidents occurring again. One can, however, already safely conclude that all accidents, by their very nature, can be avoided by simply remembering that ships are dangerous and that we must all be mindful of our personal safety. The number of personal injury accidents and deaths on board merchant vessels continues to climb despite Herculean efforts from owners and their P&I insurers to educate crews and visitors alike on personal safety. We as the P&I correspondents for all the international group of P&I clubs and as representatives of all the fixed premium insurers are literally on the front line of personal injury incidents. We are handling and investigating many accidents. Many of these accidents could have been avoided simply by being aware

of the circumstances; appreciating the environment and by identifying the risks associated with that environment or task. Personal injuries constitute 20 percent of all P&I claims. This figure is still exceptionally high despite all the training and written material produced that encourages people to exercise caution and to be aware that ships are high accident zones. Avoiding complacency is key

I am of the view that the number of accidents could easily have been avoided had the visitors and crew alike, appreciated their surroundings and had been mindful of all the numerous potential hazards in those surroundings. One should never take one’s personal safety for granted. Familiarity and complacency are the two most common causes of accidents on board ships. Whilst being familiar with one’s surroundings is very important, one must be mindful that this can lead to complacency. Complacency and over confidence is a danger not only to the person, but also to others.

P&I CLAIMS BY PERCENTAGE: Pollution Property

20%

Personal injury Cargo Collision Other

Personal injury claims are second only to cargo claims

Maritime Review Africa NOVEMBER / DECEMBER 2017

When anyone is about to board a ship, they should be cognizant that it is a potential accident zone. One needs to be alert and mindful of potential harmful situations before they arise. I call these personal risk assessments. Where are you and what can happen to you? Transnet National Ports Authority (TNPA) have a video presentation that all port users are required to watch before entering the port. In this video, TNPA reminds port users of the potential hazards when entering various sections of the port and that there are different hazards associated with different sections of the port. Personal safety equipment

The importance of personal safety equipment (PPE) cannot be overlooked. Safety shoes, for example, are designed to protect one’s feet and toes. Wear such shoes if that is the terminal requirement. Look where you are walking and watch where you put your feet. Always carry a torch, especially at night, so that you can check your footing. I have seen an experienced marine surveyor step into a bilge well because he did not have a torch on him and the hold was dark following a small fire. It is also vitally important that you can be seen from all angles, especially from above. The high visibility vest has been designed to draw attention to the wearer. This is particularly useful on a busy quayside – especially to crane drivers. Do not walk behind places where you cannot be seen without telling someone else where you are. Container stacks are notoriously dangerous areas. Do not walk around a ship alone or if you are alone, make sure someone knows where you are and that you maintain radio contact with someone. Taking responsibility

As soon as you board any ship, make sure that you have signed on correctly so that if an emergency occurs, and the ship needs to be evacuated, someone knows that you are on board. If you are not accounted for at the muster point

Charting the Course

– a search can then be administered. Always wear a hard hat. It will protect your head especially when you are walking through doors or low ceilings, or under cargo. Your hard hat will not protect your head from a falling object (a 50kg bag of rice) so do not walk under loads that are being discharged. It is well worth waiting five minutes for the load to pass overhead as this could mean the difference between life and death or permanent injury. Also remain fully aware of what you are doing and be aware of your surroundings. Do not enter any space without first checking that it is safe to do so.

I have encountered too many incidents where people, including experienced marine surveyors, have entered an enclosed space without first checking that it is safe to do so, and the lack of oxygen has resulted in an accident. When I was working on the Maersk Londrina and the APL Austria I never went anywhere without my personal air reader. This device automatically alerts me to dangerous air conditions. On the APL Austria it warned me about the presence of phosphine gas. Remember, ships are not playgrounds. Walk. Do not run on a ship, especially along the main deck. There are numerous obstacles which

Tel: +27 31 301 1102 | Fax: +27 31 301 1290 Mobile phone 24 hr number: +27 83 453 4899 Email: pidurban@pandi.co.za

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FROM THE BRIDGE

you can easily cause you to trip and fall. It is important prior to carrying out any work or even climbing on board a ship to carry out a personal risk assessment. Determine what could go wrong and then build in precautions to guard against those risks. Look after your health. If you are not physically fit then climbing up and down ladders can cause you to fall. Just because you may have worked on board a ship for many years or have been involved in the industry for a significant period does not mean that you can afford to be complacent. Complacency, like familiarity, is a killer. Do not be complacent and do not take your personal safety for granted. Do not become another statistic. If more people had thought about what they were doing there would be far less accidents and less injuries and many lives would not have been lost.

Personal injuries still constitute 20 percent of all P&I claims. This figure is still exceptionally high despite all the training and written material produced that encourages people to exercise caution and to be aware that ships are a high accident zones.

By Mike Heads | P&I Associates

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Maritime Review Africa NOVEMBER / DECEMBER 2017

FROM THE BRIDGE

Charting the Course

TRANSFORMATION through industrialisation Using policy and strategy to promote maritime black business development proponents of the industry. “The one thing that came across sharply was the lack of understanding that the IDC (Industrial Development Corporation) and DBSA (Development Bank of Southern Africa) – and by extension all banks in South Africa – have of how the maritime industry operates,” says Ntuli. “This lack of understanding was seen as the reason why black maritime business has not been supported to date.”

Mkhize agrees. “The ordinary financial institutions and banks are always reluctant to finance or support black business especially because they have got no collateral, which they require,” he says.

A packed room of almost 200 delegates responded to the Department of Transport’s invitation to attend a consultation meeting to develop and identify potential opportunities for black maritime businesses in relation to the recently approved Comprehensive Maritime Transport Policy.

“We know exactly what black maritime businesses expect from government and we cannot go wrong.”

he ocean economy has been recognised as an important sector in a drive to promote industrialisation in South Africa. The Black Industrialists Policy is a key aspect of this initiative to expand the industrial base and inject new entrepreneurial dynamism into the economy as outlined by the Industrial Policy Action Plan (IPAP). Hosted in Pretoria, the six-hour programme aimed to provide clarity on the B-BBEEE maritime scorecards; highlight funding options as presented by the Industrial Development Corporation (IDC) as well as define the black industrialist programme more clearly. Dumisani Ntuli, Acting Chief Director: Maritime Transport Policy and Legislation described the event as an “historic gathering” where many of the concerns and challenges facing new as well as existing black maritime businesses were addressed. “We know exactly what black maritime businesses expect from government and we cannot go wrong,” says Ntuli adding that one of the main concerns relates to

Maritime Review Africa NOVEMBER / DECEMBER 2017

the lack of understanding of the maritime sector by potential funders. “This lack of understanding is seen as the main reason why black maritime businesses have not been supported to date.” One of the delegates at the workshop and someone who has been involved in the clearing and forwarding sector, Nkululeko Mkhize of Thembani Shipping in Durban, was clear about opportunities following the workshop. “At this present stage the majority of black South Africans remain outside of the maritime sector. The meeting emphasised the need for the maritime sector to stimulate and inspire the previously disadvantaged to consider business opportunities within the maritime industry,” he said adding that the Comprehensive Maritime Transport Policy documents the need for the industry to be more inclusive. Finding the funding After the workshop and after unpacking many of the written responses from those present on the day, Ntuli says that access to funds continues to plague

Industrial infrastructure has been identified by the IDCs as a strategic sector for development and it includes ports, cargo, offshore facilities and marine storage. In their presentation to the group, they also highlighted the ship building and repair sector as a potential catalyst for industrial growth. Indications are that the IDC is ready to work more strategically in the maritime space and, according to their presentation, aim to “participate in early stage feasibility funding in support of shipyards and ship building as well as ship repair facilities in South Africa and the continent”. Concentrating on funding requirements over R1 million, the IDC sees the need for regional integration to promote the ship building sector and aims to promote policies that deepen industrialisation such as localisation, preferential procurement, sector and vessel designation. While it does appear that initiatives such as Operation Phakisa in South Africa as well as similar strategies internationally are awakening the banking world to opportunities within the blue ocean economy – the problem of funding is not a new one. Maritime businesses have long sought to address the lack of available funding and the idea of a regional maritime bank has been proposed before. Speaking at the South African Maritime Industry Conference (SAMIC) in 2012, Roberts Orya of the Nigerian Export Import Bank (Nexim) spoke about the concept that has been in conversation since at least 2005.

Charting the Course

FROM THE BRIDGE

Black Industrialists Scheme

He said that the notion of a sector-specific bank would “help facilitate development, overcome challenges and address market failures with unconventional financial products and business instruments”. Noting that China has banks that tackle different sectoral challenges, he said that a regional maritime bank would benefit all the maritime value chain activities including market development funding intervention. After giving the mandate to Nigeria to establish such an entity, the Maritime Organisation of West and Central Africa looked ready to relocate the headquarters to another State in the region in 2016. Sadly the vehicle seems to have stalled and sits without the proper driving force – leaving maritime businesses with the continued task of educating existing traditional funders about the nuances of the sector. Perhaps a SADC version of this idea is feasible. In South Africa, however, the blue economy is one of the Department of Trade and Industry’s (DTI) 14 targeted sectors and includes a focus on ship building and repair. The DTI aims to support black industrialists in these sectors in relation to access to capital. The DTI’s Black Industrialists Scheme offers a cost sharing grant ranging from 30 to 50 percent (up to a maximum of R50 million) to cover capital investment costs and feasibility studies. It is clear that there are opportunities to access capital and as one workshop attendant said: “I found it encouraging (to learn about) the wealth of funding opportunities that seem to now exist for new entrants to the industry as well as those who are already working in the industry, but want to start their own enterprises.” Mkhize wants to see further traction, however, with regard to funding opportunities as he describes the next step; “Government needs to introduce a dedicated bank for the maritime sector where maritime business can apply for funding. The policies being introduced by Government must enforce financial support through these development banks.” According to Ntuli, the newly adopted Comprehensive Maritime Transport Policy (CMTP) includes a provision to establish a national ship financing corporation of South Africa to help address the need to fund tonnage onto the National Ships Register in support of domestic shipping.

State Owned Enterprises (SOE). “The DoT needs to implement the policies by getting the 200 SOEs to radically allocate their project capex cargo by capacitating the current existing black operators,” says Gino Del Fava of Kwa-Sisonke Logistics. Del Fava has a long history as a black business owner in the maritime space despite what he describes as “the huge impediments and entry barriers caused by the legacies of Apartheid”. Mkhize agrees and adds that policies need to be put in place to ensure that cargo that is moved in South African waters enforces that only black owned and managed companies can work the vessel. “If our very own government can start working, for example, about being strict on minerals being exported on Government-owned ships, which will have South African crew from master to cadets – then the youth will be empowered as jobs will be created on a permanent basis all the time,” he continued. One participant, who preferred not to be named, highlighted the need for Government departments to fulfil their mandates. “The big challenge now will be for government departments to put their promises to work and deliver on their promises,” she said. It is likely that the adoption of the updated B-BBEE Maritime Scorecards will play a role in ensuring that SOEs will only issue licences to empowered companies that have the required certification. It is anticipated that the gazetting of the Maritime codes is imminent. A cabotage regime is also being offered as a trigger for improving opportunities. Unpacking the CMTP, Ntuli outlined the DOTs intention to develop a cabotage regulatory framework as one of the desired outcomes of the policy. Cabotage restrictions will be introduced for coastal shipping as part of a long-term strategy to promote South African ship ownership and serve the national as well as regional economy. Cabotage regulations are due to include the requirement to grant exclusivity to South African seafarers on board ships undertaking activities between local ports. It will also prescribe a licensing regime to regulate cargo movement between the ports of South Africa. “Vessel operations and services including the carriage of cargo and passengers from ports in the Republic to offshore installations situated within South African waters and its continental shelf and vice versa will be carried on the South African ships.”

Policy triggers Apart from addressing the funding issues facing black businesses, the workshop aimed to find solutions to attract further involvement in the industry and promote black industrialisation. For many the trigger seems to lie in mobilising the development power of

Maintaining momentum Participants at the workshop vocalised their support for the Department’s event although admitting that an initiative of this nature was “long overdue”. Ntuli understands the need to push ahead and maintain the momentum that has been created since the launch of the

he Black Industrialists Scheme (BIS) is a DTI (Department of Trade and Industry) incentive programme of the Black Industrialists Policy which aims to promote the participation of Black Industrialists as manufacturers in key sectors as identified in the Industrial Policy Action Plan (IPAP). The programme provides key measures aimed at supporting majority black-owned manufacturing companies via access to:

finance markets skills development quality standards productivity improvement. Black Industrialists as defined by the policy:

with > 50 percent black shareholding and management control

a minimum project value of R30 million that generate direct employment/jobs. The BIS targets entities that have extensive experience, operations and track record in their respective or envisaged industrial sectors, that can become real players in domestic and or global markets within 10 years of being in the programme through:

New operation or business start-up Current business expansion Acquisition of an existing business

CMTP earlier this year. “The establishment of the Maritime Transport Sector Development Council (MTSDC) is now urgent,” he says explaining that this will be constituted through a number of chambers. “These chambers will identify and remove bottlenecks,” he says adding that the next step will be to continue to deepen the understanding of the new policy and Maritime Strategy 2030. “The aim is to secure Cabinet approval for Public Consultation of the draft strategy. We are already engaged in drafting regulations under the Merchant Shipping Act to establish the MTSDC,” he says. Delegates are keen to be a part of the process and many hope to see further workshops being hosted to take the process forward. Describing the process ahead as a “marathon” one, Mkhize agreed that this initial meeting was important and beneficial. “This is a kind of marathon process and therefore the first meeting was basically about seed planting to entrepreneurs/black business. Over time the seed will germinate. The meeting also provided black maritime businesses with the opportunity to network and to collaborate where possible,” he said. “We would like to congratulate Dumisani Ntuli’s office for the historic and most productive economic transformation talk shop, since the advent of democracy,” said Del Fava after the event.

Maritime Review Africa NOVEMBER / DECEMBER 2017

THROUGH THE FISH-EYE LENS

A wide-angle perspective on commercial fishing

EAST AFRICA’S

DUGONGS:

Going, going, gone

arly results from a three-country research effort that aims to count the numbers of dugongs that occur off the east coast of Africa, suggest that the marine mammals have all but disappeared. By Claire Attwood

enyan doctoral student Asma Hadi Awadh has lived on the coast of Kenya for most of her life and for the past two years has been actively searching for dugongs − the large, lumbering marine mammals that coastal people know as “nguva”, “pig fish” or “sea cows”. But, to her immense dismay, Awadh has yet to lay eyes on a dugong. The animals that were regularly seen in herds of between 60 and 100 strong off the coast of East Africa, are now such a rarity that when one was caught and brought alive to a beach in southern Kenya earlier this year, it caused such a commotion among villagers that the animal died from being over handled. Awadh is one of a team of researchers that is working in three East African

Claire Attwood is a writer and editor with a special interest in fisheries. She works with a number of fishing companies and consults to the South African Deep Sea Trawl Industry Association, SADSTIA. She writes in her personal capacity.

PHOTO COURTESY OF FERGUS KENNEDY

Maritime Review Africa NOVEMBER / DECEMBER 2017

countries to determine whether dugongs still occur in the region and, if they do, how many there are and how best to conserve them. The fact that Awadh − in spite of her best efforts over several years − has yet to see a dugong in the wild, provides sobering evidence of the fact that dugong numbers have dropped dramatically in the waters of the western Indian Ocean. “The dugong is on the verge of extinction in East Africa,” says Vic Cockcroft, a South African researcher who is part of the research team that is counting dugongs in Mozamibique, Kenya and Tanzania. The research study is funded by the Western Indian Ocean Marine Science Association (WIOMSA) and managed by dugongs.org, a non-governmental organisation (NGO) registered in Mozambique. Project partners are the Kenya Wildlife Service, the Tanzanian NGO, SeaSense, and the University of Dar es Salaam. “We estimate there are less than 1,000 dugongs left in the region,” says Cockcroft. “Dugongs live very close inshore and that’s where people fish. This means they are very vulnerable to capture in nets. Females have one calf every four to

five years. So, if you remove one female, you’re removing half a generation.” Documenting the demise As Cockcroft suggests, a host of factors have contributed to the demise of the dugong since the 1960s. For a start, dugongs favour shallow, coastal waters. Their large rounded bodies, usually uniformly grey or tawny brown in colour, are sustained by seagrass − underwater flowering plants that occur in warm waters near the coast and provide habitat for juvenile fish, sea cucumbers, sea turtles and dugongs. But it is in seagrass meadows that dugongs often become casualties of fishing nets that prevent them from rising to the surface of the water to breathe, and effectively drowning them. With a long lifespan of 70 years or more and a slow rate of reproduction, the dugong is especially vulnerable to extinction. The study has taken a multi-pronged approach to assessing the status of dugong populations in East Africa. Firstly, researchers have turned to historical reports, including newspaper clippings,

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THROUGH THE FISH-EYE LENS

A wide-angle perspective on commercial fishing

In Kenya and Tanzania, aerial surveys were conducted in November 2016, and in March and July 2017. These are, however, not practical in some areas. While dugongs may easily be seen from the air when they are feeding in clear, shallow water; they are less visible where large rivers empty into the sea and marine waters are turbid. ABOVE: Researchers, Asma Hadi Awadh, Alima Taju and Lindsey West.

formal government reports and the writings of 20th century naturalists to identify areas where dugongs once occurred or were commonly sighted. This information has been supplemented with satellite imagery and reports on sea grass diversity and abundance; by identifying suitable habitat for dugongs, researchers have been able to pinpoint “hot spots” − the localities where they should encounter dugongs. “Everything indicates that in the past there were large numbers of dugongs, all along the coast, right from Maputo Bay to the north of the country,” says Alima Taju, a PhD candidate at Nelson Mandela University in South Africa who is responsible for the Mozambican component of the WIOMSA study. “But today in areas like Nampula and Angoche, people say they don’t see dugongs any more. Around Inhaca Island, we hear that about 20 years ago there was a population of ten dugongs, but only two have been seen this year.” In Tanzania, the situation is very similar, says researcher Lindsey West of SeaSense. “Communities confirm that historically dugongs were present along the entire

Seafari allows registered users to report and track marine mammal activity. It also includes species info, pictures and distribution maps for marine mammals specific to the Eastern and Southern African coastlines. It is available for Apple and Android and developers hope that it encourages people to report dugong sightings.

Maritime Review Africa NOVEMBER / DECEMBER 2017

length of the Tanzanian coast, but now only a small population survives in the Rufiji Delta−Mafia Channel area,” she says. In search of the dugong The next step for the study has been to ascertain whether dugongs still occur in the hotspots and, if they do, to determine how common they are. To accomplish this part of the study, researchers have talked to people living along the entire length of coast between southern Mozambique and coastal Kenya. They have talked to fishermen, village elders and women who process and sell fish products, asking them if they have seen dugongs and, if so, how frequently. In many instances, researchers like Awadh and West have used other methods to ascertain the presence, or otherwise, of dugongs. For example, they have frequently accompanied fishermen to areas where dugongs have been sighted and they have recorded evidence of their presence. Dugongs feed voraciously on seagrass and leave sandy trails behind them as they uproot and eat aquatic plants. “The fishermen we work with in Lamu (on the north coast of Kenya), are very knowledgeable about dugongs,” says Awadh, “they are familiar with the whistling sound the dugong makes and where the dugongs feed. When I ask them how many there are, they tell me there could be six, there could be 10…” Aerial surveys are also an important part of the project. In Mozambique, aerial surveys were conducted in January, May and September, and more flights were planned for October and November this year.

In these areas, underwater sound recorders have been deployed to detect the presence of dugongs. “It’s very difficult to know whether the numbers of dugongs is remaining steady, declining or even increasing in some areas,” says Taju, “we are using all these methods to try to find out. Can they beat the odds? While the situation is somewhat better in Mozambique than in Kenya and Tanzania − largely because of the protection offered by the Bazaruto National Park, an archipelgo of six islands situated between Vilankulo and Inhassoro in southern Mozambique − the odds are stacked against dugongs in other parts of the country. “Gill nets are banned in the National Park, but they are still used in the north of the country, where perhaps half of the existing population of dugongs live,” explains Taju. The final component of the study is to offer recommendations to the governments of Mozambique, Kenya and Tanzania on conserving and securing remnant populations of dugongs. It is likely the protection of seagrass habitats will feature prominently in these recommendations and the involvement of coastal communities is critical. The researchers are working at community level to develop local conservation measures to protect dugongs and their habitat. Ultimately, such measures will benefit dugongs, coastal fisheries and other species, such as green turtles, that are dependent on seagrass habitats.

“Everything indicates that in the past there were large numbers of dugongs, all along the coast, right from Maputo Bay to the north of the country.”

Small Scale Fishers

AT THE END OF THE LINE

Mark Botha is a lecturer at the University of the Western Cape and a PhD Candidate at University of Cape Town. His PhD research focuses on the Small-Scale Fisheries (SSF) sector with special emphasis on collectively ownership and SSF value chain.

Image courtesy of Bev Maclean Simpson of small-scale fishers.

THE COLLECTIVE:

a step forward for small-scale fishers

The slogan “United We Stand! Divided We Fall!” has been synonymous with liberation movements for centuries. In the 1980s forging a united front across many organisations was a powerful catalyst for achieving democracy in South Africa. Quite often the call for unity arises out of societal impasses where people say enough is enough. For small-scale fishers (SSFs) in the Northern and Western Cape provinces the socioeconomic crisis within the West Coast Rock Lobster sector, their primary source of annual income, led to the call for unity which is now beginning to deliver desired results for bona fide small-scale fishers By Mark Botha

his call for unity should be viewed against a background where a myriad of diffused organisations claiming to represent SSFs, exists. In one Western Cape fishing community, no fewer than five organisations exist. The prevalence of different fishing organisations within communities makes it difficult for developmental agencies of government, such as, the Transport Education and Training Authority (TETA), SAMSA’s National Fishing Forum, as well as the NGO sector, to optimally implement interventions. The disunity amongst fishers could, however, soon be something of the past.

A collective standpoint Launched in September to achieve mutually beneficial objectives for the Small Scale Fisheries sector, The Collective, incorporates:

Coastal Links SA SA United Fishing Front First indigenous Women of Houtbay Houtbay Artisinal Fishers Simunye Association H32 Imizamo Yethu Houtbay Helderberg Fishing Forum Hottentots Holland Fishers Association

Kleinmond Integrated Fishers Nearshore Crayfishers Association Benguela Original Fishers Kalkbay Historical Fishers Association Mitchell’s Plain Fishers Forum Lighthouse Fishing Forum - Ocean View

Hawston Interim & Small-scale fishing industry

Eastern Cape Divers Fishers Forum Eastern Cape Black Fishers Association

Sustainable Resources for Livelihoods Movement

Hout Bay Fishers Community Trust From the list of organisations, it can be deduced that The Collective represents a large number of near shore fishers in all four coastal provinces. Lobbying government Since its inception The Collective has lobbied the department intensively to improve the livelihoods of vulnerable fishers in congruence with the provisions of Small-Scale Fisheries Policy. Moreover, The Collective called on the department to constitute the Consultative Advisory Forum and the Fisheries a Transformation Council provided for in the Marine Living Resources Act, 1998. As a consequence of their efforts, amongst others, the Minister recently constituted the FTC to guide him in decision-making. Other areas of concern include the need for asymmetrical sharing of information relating to the entire value chain cycle for WCRL, upstream and downstream, the delineation of boundaries between WCRL off shore and near shore sub-sectors to avoid conflict and animosity amongst seafarers, an integrated strategy which balances the conservation and protection of marine living resources within the socio-economic and ecological demands of SSF’s and the creation of enabling environment for SSF’s to benefit throughout the complete value chain for all species harvested by SSF’s. Very significantly, the pressure brought to bear by all members of The Collective is progressively achieving desired objectives where apportionment of the global WCRL Total Allowable Catch for

Maritime Review Africa NOVEMBER / DECEMBER 2017

AT THE END OF THE LINE

Small Scale Fishers

the 2017/18 fishing season has improved by a remarkable 135 percent to 554.4 ton (previously only 235.3 ton shared amongst approximately 2000 SSFâ&#x20AC;&#x2122;s). The Co-Chair and Liaison Officer for The Collective, Pedro Garcia advises; â&#x20AC;&#x153;This reflects but one milestone where many still need to be addressed such as theÂ Delegated Authorities decision to,Â for a second time,Â ignore completely the WCRL Scientific Working Groupâ&#x20AC;&#x2122;sÂ recovery targetsÂ and recommendations for a significant reduction in the global WCRL TAC for the 2017/18 season.â&#x20AC;?

national fishing organisations; that is, Coastal Links South Africa and the South African United Fishing Front. To avoid dominance by any community or organisation, no more than one secretariat member can be part of the same organisationÂ orÂ community.Â Furthermore, it is structured as aÂ leagueÂ of organisations so as not to forgo the independence of member organisations.Â The CollectiveÂ approach is to strengthen local member organisations.

A paradigm shift

Communication is key The CollectiveÂ hasÂ implemented transparent communicationsâ&#x20AC;&#x2122; networks through WhatsApp chat groups where members are kept informed of all developments. This is aimed at reducing power imbalances due to information asymmetry. Fishers from respective member organisations, irrespective of their positions in the organisations, are able to raise concerns to whatever decision has been taken. In so doing, open dialogue is fostered. As the scholastic levels of many fishers are low, capacity building is needed to developÂ fishers onÂ soft skills such communication, business, conflict resolution and organisational development. In addition, to enhance the Collectiveâ&#x20AC;&#x2122;s institutional capacity members will be exposed to various national and international platforms, such as. fisheries conferences and seminars.Â Â

This caused divisions and fragmentation within communities. However, through The Collective, demand driven training could be properly identified andÂ transparentlyÂ implemented to the intended beneficiaries.

1. Measuring perceptions of maritime reporting

The focus of The Collective is on all community-based fishers and not on organisational allegiances and envisages holistic community development for all fishers. In the past, some of the fishing community beneficiaries were excluded from interventions as a result of not being associated with arbitrarily recognised organisationsÂ that arranged interventionsÂ on behalf the community.

2. Will the Durban (South Africa) dig-out port become a reality? 3. What are Africaâ&#x20AC;&#x2122;s biggest maritime challenges? Creating a vision and structureon Operation Phakisa? 4. What are your views The milestone achieved is part of the

This broad vision will be attained through facilitating interactions with other stakeholders, such as, development agencies, financial institutions, amongst others. In doing so, fishers socio-economic challenges could be address in an all-inclusive manner.

broader vision and mission of The Collective which aims to â&#x20AC;&#x153;be a platform that can act on behalf of fishing organisations and communities especially on overarching challenges.â&#x20AC;? This broad vision will be attained through facilitating interactions with other stakeholders, such as, development agencies, financial institutions, amongst others. In doing so, fishers socio-economic challenges could be address in an all-inclusive manner. Mid-November 2017 saw a temporary structure being adopted by member organisations until the Annual General Meeting is convened. It entails a broader working group comprising two membersÂ from each member organisation and a secretariat comprising of six members with co-chairs of the two

Small-scale fishers have also traditionally been excluded from decision-making processes. The main reason cited was that there areÂ simply too manyÂ organisationsÂ with divergent views claiming to represent the same beneficiaries.Â The CollectiveÂ createsÂ a paradigm shift. Now vulnerable fishers can be represented within industry associations, for example, the West Coast Rock Lobster Association, and within parastatals such as SAMSAâ&#x20AC;&#x2122;s National Fishing Forum and SETAs as well as within co-management structures of development agencies and most importantly formally recognised in terms of Section 8 of the MLRA.

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People to watch

Jako Laubscher (35) Employed by: Shareholders 6Sigma Naval Architects, Oceans Technology, Owner River Lounge Pty Ltd

“I believe that I can continue to make a stronger contribution to the development of the maritime industry as a whole. I am confident that I can achieve more in my maritime career in the future. The industry is changing rapidly and many new companies will be born”

aubscher is a serial maritime entrepreneur and believes that there is a strong opportunity to grow maritime business through the development of new maritime products and services. Although optimistic, he identifies a number of current challenges for the industry including delays in Government projects; the industry downturn and a lack of engagement in new product development. Identifying the lack of funding support available, Laubscher says that this is likely the consequence of how few investors know about the industry. He is also “surprised” why South Africans believe that they cannot learn from fellow South Africans. “South Africans believe we must all fly to Europe to learn. It would be better for just one person to fly to Europe and come back to share the info. This is why I started Oceans Technology which is now endorsed by RINA,” he says. Having studied for BEng Mech Eng in Potchefstroom, Laubscher wanted to design aeroplanes and ships. After working for a naval architect in Durban, he moved to the Netherlands in 2009 to pursue a career at a mega-yacht company where he also started studying MSc Naval Architecture part time through a UK university. “I realised that as a foreigner employed in another country that my entrepreneurial spirit would not thrive and upon completion of the degree I registered as a charted engineer with RINA ECUK and returned to South Africa.” Laubscher is passionate about an industry that he says “never hits the repeat button”. “Every day is something new and the amount of knowledge you gain is very satisfying both for engineers and entrepreneurs. Even if you spend all your days learning about this industry you will still not know everything,” he says adding that personal relationships and networks are also very important. Discussing opportunities for entrepreneurs in the industry he admits that this can be tricky. “The industry is very cyclical and I found

it hard to break into the industry. It is tough for newcomers to find their feet in the industry – especially with the current oil sector recession that is closing down companies.” “You have to be able to think smartly and understand the investment required, salaries, BEE requirements and the ultimate return on investment,” he explains. Looking back on his time in the industry, Laubscher says working for big names such as Oceanco, Heesen, Bluewater Energy Services and Damen has been rewarding. Subsequently building a great team at 6Sigma and attaining ISO 9001:2015 to undertake work on sophisticated ships and

ON THE RADAR

rigs has also been rewarding. Further highlights include working on the winning design for Project Hotel and being in charge of the new Robben Island Ferry design that is due to be built next year. Equally, the recent launch of Oceans Technology Higher Education Pty Ltd is the next big challenge for Laubscher as he addresses the availability of technical training in the country. In addition, he is still pursuing the design of the River Lounge – a modular concept for use on inland waters that can be towed to various destinations and offer a comfortable experience on the water.

Oyindamola Banjoko (24) Studying full time at World Maritime University

n September this year, Oyindamola became the first ever student to enroll in the joint MPhil programme in International Maritime Law & Ocean Policy being offered by the World Maritime University (WMU) and the IMO International Maritime Law Institute (IMLI). She will spend the coming months at WMU, and then move on to IMLI in Malta; and is expected to graduate in May 2019. She was first introduced to the legal profession during an excursion with her school class in 2005 to the Ikeja High Court in Lagos, Nigeria. “The court house was a new environment to me. I had never witnessed anything like that before,” she says recalling watching two lawyers “having a go at each other”. After being told by her teacher that the law had the ability to create solutions, policies and to end suffering, Oyindamola says she was intrigued and chose subjects at school that would enable her to study law at university. After achieving an LLB degree, she completed her one year compulsory Youth Service Corps in Nigeria. She was then posted to the Ministry of Justice, Asaba, Delta state, Nigeria and worked under the Permanent secretary for the year. Despite having no past connection to the maritime industry, she says she decided to focus on maritime law after discovering that Nigeria had a shortage of lawyers who specialise in this field. “The maritime industry is still growing and the country has only recently started shifting focus from oil to other areas including the maritime industry,” she explains further. “Most lawyers in Nigeria have specialised in either company or corporate law or even oil and gas law. The need for specialists in the maritime sector has risen,” she says. With the encouragement of her father, Oyindamola applied for and was accepted into joint WMU-IMLI programme. She plans to pursue a PhD in Maritime Affairs after completing her current programme.

Maritime Review Africa NOVEMBER / DECEMBER 2017

ON THE RADAR

People to watch

Captain Tobela Gqabu (33) Employed by: South African Maritime Safety Authority

Terry Leisegang (37) Employed by African Marine Solutions Group (AMSOL)

“I am passionate about the maritime industry. Having started as a Deck Cadet in 1999, I have worked my way up to a senior management position. Currently serving as a SHEQ & Compliance Manager at AMSOL, I continuously work on developing other organisational skills in order to be able to deliver more and grow my future potential and career.”

“I believe that I can strongly contribute to the development of the maritime sector.”

aptain Thobela Gqabu, Principal Officer at South African Maritime Safety Authority (SAMSA) Southern Region offices in East London, is the newly elected Vice-Chairman of the Indian Ocean Memorandum of Understanding Committee (IOMOU). “It is definitely a great opportunity, but there’s also a huge responsibility that lies ahead. I take courage from the support and confidence shown by the authority of South Africa and also my colleagues from different member states that supported France in nominating a delegate from South Africa as vice-chairman of the committee,” said Captain Gqabu. Apart from this achievement, Gqabu considers obtaining his Class 1 unlimited Master Mariner ticket as one of the significant milestones in his career thus far. Captain Gqabu sees lack of training as one of the major challenges facing the maritime industry at present. As Vice-Chairman of the IOMOU he aims to develop the maritime industry through training and development. As a trustee and a Vice-Chairman of the Lawhill Maritime Educational Trust – he aims to support the educational aspirations and needs of youths involved with the Simon’s Town based maritime education foundation level institution. This is an involvement that he is passionate about.

Nizaam Gallie (36) Employed by: Meltt Marine - Madiba Ferries (also studying part time)

Maritime Review Africa NOVEMBER / DECEMBER 2017

erry grew up sailing yachts with her father, a Springbok yachtsman, from False Bay Yacht Club and was excited to learn about the maritime studies diploma offered by the Cape Peninsula University of Technology (CPUT). “It was a perfect fit to my interests and, once at sea, I found a career of constant learning as well as the motivation to learn more,” she says. During 2000, Terry received the AP Moller Cadet of the Year award. After completing her deck officers Certificate of Competency (CoC), she took advantage of an opportunity to move to the United Kingdom to work for Maersk Line in a junior administration position. Over the next few years Terry advanced in the positions that she held ashore. Leaving Maersk to join BP Shipping, she worked as the Fleet Operating Management System Superintendent and was tasked to complete ISM and ISPS internal audits across their fleet. At this time Terry was travelling extensively to complete ship repair facility and ship ISM as well as ISPS audits – and she achieved management level at the age of 30, becoming the OMS, Compliance and Audit Manager. “I had many opportunities to develop my skills in auditing, investigations and change management,” she says. “Working for an oil major, there is a strong focus on Health, Safety and the Environment, Compliance and behavioural safety. This provided me with the experience, and working closely with my colleagues ensured I was involved at all levels of SHEQ Management. While working for BP Shipping I completed many SHEQ related courses including NEBOSH,” she says explaining how she became aligned with this aspect of the maritime sector. Now a senior manager at the African Marine Solutions Group (AMSOL), Terry leads a small team and aids in steering the maritime strategies of the company. “With the support of the Managing Director, Paul Maclons, and the senior management team, SHEQ performance, accountabilities and initiatives including improving safety culture are driven and supported across the company,” she adds. Commenting on working as a woman in a male-dominated industry, she says that, although challenging, she has received much support. “Generally I have found my colleagues to be easy to work with and many have supported me in my development over the years. It is great to see more and more women not only joining the maritime industry but also developing their careers.” “School students need to be provided with more information on the maritime career and explore practically what opportunities there are in the maritime industry. They need mentors who can guide them and provide them with opportunities to experience the working environment. The more awareness we can provide the better.” Career highlights include completing a NSC Skipper <9m 15Nm in 2016. At present Gallie is completing his Master 200GT Unlimited at Sea Safety Group, St. Helena Bay. Facing challenges within the industry, Gallie aims to create work and training opportunities on a local and national platform with the assistance of maritime training institutes across the country, and hopes to expand training and safety awareness on small vessels. He would also like to see more South African Flagged vessels, as he believes that this would generate South African maritime career growth and empowerment “My goal is to reach youth, both employed and unemployed, in various socio economic statuses to reach security and employment with certified training. If we all could help another, fewer people

would be struggling and in need of help,” says Gallie. Gallie currently heads up a small team at Meltt Marine, but aims to move up the ranks as quickly as possible.

African Marine Solutions (AMSOL) is a specialist solutions provider and partner to clients who operate in marine environments. As a market leader, AMSOL is the only marine solutions provider in the region that is employee and management owned, and is a catalyst for economic empowerment and shared value creation. amsol.co.za

AFRICAN NAVAL ROUNDUP

Navy news from the continent

LOMÉ CHARTER LIVING UP TO THE LOMÉ CHARTER

The African Charter on Maritime Security and Safety Development in Africa (The Lomé Charter) which was adopted by an extraordinary session of the African Union in Togo during October last year calls on member states to “strengthen law enforcement at sea, through the training and the professionalisation of navies, coast guards and agencies responsible for maritime safety and security, custom authorities and port authorities.”

“Preparing for the threats that our navies are facing would be challenging under any circumstances and is made more complex by the global financial crisis and the impact that the crash in the oil price has had on the continent. Given these challenges, we believe that governments in the region will look to prioritising increased collaboration with the private sector to bolster both domestic innovation, economic development and national security,”

t further calls on member states to “maintain patrols, surveillance and reconnaissance in the anchorage areas, the exclusive economic zone and continental shelf for law enforcement, search and rescue operations." The preamble to the Charter notes that member States are “deeply committed to peace and security in the Mediterranean Sea, the Red Sea, the Gulf of Aden, the Atlantic Ocean and the Indian Ocean” – but just how effective is this commitment and are member States living up to the Lomé Charter? An African Union (AU) representative at a conference focused on combating African maritime threats held in Stellenbosch earlier this year suggested that the Charter lacks traction and that the AU needs more maritime experts to help member States address the responsibilities held therein. “We need to promote the charter itself as a treaty and our office needs more mechanisms to empower the member States,” she told delegates indicating that the Union needs a stronger maritime office to drive both the Lomé Charter as well as the maritime narrative on the continent. Meeting the Charter objectives Amongst the list of objectives of Article 3 of the Charter includes the objective to “prevent and suppress national and transnational crime, including terrorism, piracy, armed robbery against ships, drug trafficking, smuggling of migrants, trafficking in persons and all other kinds of trafficking transiting through the sea and IUU fishing.” Speaking at the Stellenbosch conference, Andy Cole from the United Nations Office of Drugs and Crime (UNODC) noted that it remains difficult to measure the extent of crime at sea, but that the volume is probably greater than we realise. Highlighting the incidence of heroin

Maritime Review Africa NOVEMBER / DECEMBER 2017

trafficking in East Africa, he reported that it had doubled every six months during the last three years. More recently the issues surrounding migrant smuggling have come to the fore. “We need to attack this crime effectively. It has risen rapidly since 2014,” he said adding that it was being driven by complicated and organised criminal networks in the region. A coast guard approach Comparing the density of law enforcement on land to that on sea, Cole says that not many African countries have strong maritime law enforcement and that the opportunity to establish coast guards on the east and west coasts of Africa could help improve maritime responsiveness. There are only a handful of African States that have elected to establish coast guards instead of navies. The Stellenbosch conference noted that in many cases navies are “not comfortable” with law enforcement, but that this is changing and the skills to collect evidence are being addressed. Some discussion arose as to how to improve collaboration between navies and police in this regard. The topic of whether coast guards would be more effective in terms of law enforcement in Africa was debated with the Stellenbosch delegates highlighting that the various agencies involved in managing the ocean space have very specific mandates. In a paper by Augustus Vogel of the Africa Centre for Strategic Studies, written as far back as 2009, the author debates whether coast guards would be more effective in responding to the type of maritime crimes applicable to Africa. "Navies and coast guards play fundamentally different, though complementary, roles. Navies are international operators primarily concerned with national

defense. Coast guards, on the other hand, function more as maritime police, preventing crime and promoting public safety," he writes explaining that, while navies report to a ministry or department of defence - a coast guard functions as an arm of civilian institutions. In 2003 the International Maritime Organisation (IMO) started working with the Maritime Organisation for West and Central Africa (MOWCA) with the aim of implementing an integrated coast guard function network for its member countries. A Memorandum of Understanding (MoU) was subsequently adopted in 2008. A well-attended meeting held in Ghana during December 2010 aimed to further discussions in this regard. Since then IMO has been conducting capacity building activities in the region under a programme that includes seminars, table top exercises and security-related training. According to a document released by the IMO in April of this year, however, some critical measures still need to be implemented at a national level in many African countries including:

The establishment of a national

maritime security committee to coordinate activities between departments of State, port operators and other agencies. The establishment of national maritime security plans to harmonise security measures. The ability to effectively prosecute perpetrators of maritime crimes in their domestic courts. The establishment of a national focal point to facilitate information flow. The establishment of information sharing centres between countries. The investment in maritime surveillance systems to transmit real time information. Interestingly South Africa’s Department of Defence’s Annual Performance Plan 2017 notes plans to investigate the establishment of a coast guard for the country. Vogel’s 2009 paper is still accurate today as he notes that the maritime security challenges facing Africa mostly require coast guard type operations. “Too often, Africa’s maritime security forces are not optimally positioned to meet these challenges. A disconnect between how

Navy news from the continent

AFRICAN NAVAL ROUNDUP

RIGHT:The South African Navy's frigate in Mozambique while tationed in the Mozambican channel to deter piracy from spreading south .

these organisations identify themselves and the missions they face indicates that African states need to better align their national maritime security plans, partnerships, and assets. International partners, meanwhile, must calibrate their support accordingly,” he writes. Finding funding Most of the delegates at the Stellenbosch conference agreed that the continent lacks the assets to safeguard the maritime space. One delegate highlighted the plight of Ghana’s navy and suggested that their dilemma of a lack of funding is similarly felt throughout the region. The South African Navy, for example, bemoaned their budget cuts at the beginning of this year – emphasing the impact that this would have on their ability to maintain and deploy the vessels

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Maritime Review Africa NOVEMBER / DECEMBER 2017

AFRICAN NAVAL ROUNDUP

Navy news from the continent

R4 790 003 000 R4 790 003 000 is allocated to the South African Maritime Defence programme for the 2017/18 period. in their fleet. Article 11 of the Lomé Charter calls for the establishment of a Maritime Security and Safety Fund. There is, however, no further information on how this will be established or managed – or indeed what it will fund on the continent. Interestingly, an attempt by the Nigerian Navy to claim one percent of the Nigerian Maritime Administration and Safety Agency’s revenue were thwarted this month when maritime industry stakeholders condemned the move. President, African Ship owners Association and a former Director General of NIMASA, Temisan Omatseye pointed out that it would be against all IMO conventions entered into by the Federal Republic of Nigeria. The representative of the Association of Marine Engineers and Surveyors (AMES) Emmanuel Ilori called on the Navy to seek budgetary funding from the right

US Navy presence in Africa Under the United States Africa Command (AFRICOM), the US Navy operates the Africa Maritime Law Enforcement Partnership (AMLEP) Programme and Africa Partnership Station (APS) that aims to enable African partner nations to build maritime security and improve management of their maritime environment through combined maritime law enforcement operations. Typically, the operational phase employs an African host nation’s own law enforcement boarding team, along with a U.S. Coast Guard law enforcement boarding team operating from a U.S. Navy or Partner Nation’s Maritime Asset. The US has a large Naval base situated in Djbouti.

source and not from NIMASA as both Agencies’ have their jurisdiction with regard to budget and expenditure. An article published on Defence Web in August reports that the Nigerian Navy is looking for $1.3 billion to acquire new hardware in the form of at least five new ships. Speaking at this year’s Coastal and Maritime Surveillance Africa Conference and Defence Exhibition (CAMSA 2017) in Ghana during March, the Vice President of Paramount Group, Eric Ichikowitz called for stronger collaboration between West African governments and the private sector to create local, affordable and sustainable defence solutions to the maritime issues in the Gulf of Guinea. “We will work with sovereign navies who understand that, the responsibility for maritime security lies with the Navy and not to be outsourced; to develop and acquire naval fleets, be it offshore patrol vessels or close support vessels, that are customised to their requirement and we will do this with the required commitment to skills transfer and local industrial capacity development. “Preparing for the threats that our navies are facing would be challenging under any circumstances and is made more complex by the global financial crisis and the impact that the crash in the oil price has had on the continent. Given these challenges, we believe that governments in the region will look to prioritising increased collaboration with the private sector to bolster both domestic innovation, economic development and national security,” he said. Paramount, like many other private shipbuilding companies will be eyeing out the naval opportunities in Africa – and will advocate newbuilds rather than the accumulation of older tonnage being donated by other navies as they upgrade. Asset acquisition Despite funding challenges, a selection

COMBINED MARITIME FORCES IN AFRICA

he Combined Maritime Forces (CMF) is a multinational naval partnership, which exists to promote security, stability and prosperity across approximately 3.2 million square miles of international waters, which encompass some of the world’s most important shipping lanes. CMF’s main focus areas are defeating terrorism, preventing piracy, encouraging regional cooperation, and promoting a safe maritime environment. CMF conducts Maritime Security Operations, counters terrorism and narcotics smuggling in maritime areas of responsibility; works with regional and other partners to improve overall security and stability; helps strengthen regional nations’ maritime capabilities and, when requested, responds to environmental and humanitarian crises. Includes three Combined Task Forces:

CTF 150 (Maritime Security Operations and Counter-Terrorism) CTF 151 (Counter Piracy) CTF 152 (Maritime Security Operations in the Arabian Gulf) 32 member nations: Australia, Bahrain, Belgium, Canada, Denmark, France, Germany, Greece, Iraq, Italy, Japan, Jordan, Republic of Korea, Kuwait, Malaysia, The Netherlands, New Zealand, Norway, Pakistan, The Philippines, Portugal, Qatar, Saudi Arabia, Seychelles, Singapore, Spain, Thailand, Turkey, UAE, United Kingdom, United States and Yemen. ACF is commanded by a U.S. Navy Vice Admiral, who also serves as Commander US Navy Central Command (NAVCENT) and US Navy Fifth Fleet. All three commands are co-located at US Naval Support Activity Bahrain.

Maritime Review Africa NOVEMBER / DECEMBER 2017

of African navies have succeeded in acquiring significant assets in recent years. In some cases, these have been donated by foreign States with an interest in maintaining security at sea – but in the broader spectrum, these have been purchased. In October, for example the Namibian Navy took delivery of two submarine chasers donated by the Chinese People’s Liberation Army. According to an article on the China CMC website, Namibia’s president, Hage Geingob thanked China for being “an all-weather friend”. "The delivery and incorporation of the two submarine chasers into our naval fleet will add tremendous value to Namibia's naval combat surface and under-surface capability, as well as augment the country's maritime patrol and surveillance capability," Geingob said. China also donated four speed patrol boats to Ghana during September this year in an effort to improve the Ghanaian navy’s operational activities in the Gulf of Guinea. The South African Navy’s much publicised asset acquisition programmes known as Project Hotel and Project Biro are also in the last phases of negotiation and should see some traction in 2018. The Egyptian Navy officially welcomed a helicopter carrier, a frigate (from France) and two submarines (from Germany) in October according to reports in a state-run newspaper. A further three corvettes are still due for completion at the French shipbuilder. In Nigeria, the navy has concentrated on smaller vessels over the last year having taken delivery of 29 gun boats during 2016 – 30 of which were built in the country – and recently added a large contingent of small RIB-type patrol vessels to their fleet. The African naval, patrol, surveillance and coast guarding market is a potentially lucrative one as many shipbuilders vie for the spoils with companies like Damen, the Paramount Group (including Nautic Africa) as well as Southern African Shipbuilders actively pursuing opportunities. Given the murky waters still associated with the South African arms deal – navy vessel procurement on the continent is closely scrutinised. Moving ahead It is clear that the purpose of naval operations within African waters is focused on crime and should therefore include a law enforcement element – making the notion of a coast guard more attractive. The enforcement of the Lomé Charter could go a long way to reinforcing maritime security intentions, but despite receiving 34 signatures, the Lome Charter has only been ratified by one State – Togo, who ratified it in January this year. Requiring 14 more ratifications before it can enter into force, there is still a long way to go as Africa seems to continue to struggle to align its maritime security capacity to its challenges.

Navy news from the continent

Chinese Naval presence in Africa China’s influence on the Africa’s infrastructure is clear and seems extend to its involvement in the maritime security of the continent’s maritime domain. An article in China Daily at the beginning of October this year highlights the extent of China’s naval presence in

African waters: “The Chinese Navy has dispatched 26 escort task force convoys since 2008, consisting of more than 70 ships that have escorted convoys in the Gulf of Aden and off Somalia. They have guaranteed the safe passage of more than 6,300 international ships.” Perhaps of real significance was the 2016 establishment of a Chinese Naval base in in Djbouti, representing the country’s first overseas military base.

AFRICAN NAVAL ROUNDUP

In the book China’s Resource Diplomacy in Africa: Powering Development?, the authors state that China’s military-to-military activities in Africa can be expected to expand to “keep pace with China’s growing national interests throughout the region”. China has also made significant donations to a number of African navies including Ghana, Nigeria and Namibia.

Maritime Review Africa NOVEMBER / DECEMBER 2017

PORT INFRASTRUCTURE DEVELOPMENT

Project overviews | Africa

TECHNOLOGY Harnessing technology to boost efficiencies in African ports

“

There’s no denying the need to improve the efficiencies of African ports and as major investments in infrastructure play out across the continent, technology experts are suggesting that existing resources can be optimised through the investment in technological advancements.

“

There is clearly a need to drive improved performance at African ports if we are to take advantage of the economic promise that the future holds,” says Kirenga Rwigema, Industry Value Advisor for Ports and Rail at SAP Africa who pinpoints long cargo clearance times; under-developed basic port and hinterland infrastructure; usage of dated equipment and low levels of automation; and container and cargo theft as the primary challenges shared by most African ports. “The key to efficiency is for ports to do more with their existing resources, particularly those focused on moving cargo. By optimising the utilisation of

ABOVE: APMT operations room in the Port of Tangier, Morocco. Port operator APM Terminals to develop a new transshipment terminal in Tangier with an annual capacity of five million TEUs. APM Terminals MedPort Tangier will become operational in 2019, serving multiple trades and will be the first automated terminal in Africa. (See infographic on page 28 & 29 for more information).

Maritime Review Africa NOVEMBER / DECEMBER 2017

these resources, ports will not only improve their cargo throughput, but also become more profitable,” he says. Leveraging technology According to Rwigema, one of the key differentiating factors of leading global ports is the extent to which they have adopted emerging technologies. “By contrast, outdated technology and manual processes remain a burden for African ports with most operators still relying on ageing equipment, disparate systems and a siloed approach to handling core processes and operations,” he says. “According to SAP global performance benchmarking, ports that leverage technology to drive productivity improvements have a 36 percent higher operating margin than their peers. As an example, in Asia where ports are largely automated, the turnaround time for vessels – the time it takes to port, offload cargo, reload, and depart – can be as little as seven hours compared to

the 5-day average for an African port. Cargo vessels can also spend a full month longer in an African port than they would in an Asian equivalent.” For example IoT driven smart logistics platforms and advanced analytics solutions that manage container theft, predict the failure of key equipment, and reduce downtime, in real-time, will increase port throughput and protect profit margins. Thabo Ndlela, non-executive Director, IFS Africa agrees that Africa’s ports should invest in revamping their enterprise applications and digitalising their operations. “Such investments in technology hold the key to improving the industry’s utilisation of assets such as berths, cranes, terminal tractors and people,” says Ndlela who adds that the projected growth in cargo volumes at African ports as well as the planned investments in capacity expansion bring opportunities for ports to invest in technology that reduces operational costs, boosts utilisation of existing infrastructures, enhances productivity and streamlines business processes. Vincent Elfring, Director at IFS business partner Envecon, says that the industry should look for ways to leverage technology to drive innovation and efficiency. “Projects where we have worked jointly with IFS in Europe, South East Asia, Africa and Latin America highlight the fact that an industry once known for conservatism is now starting to seize the opportunities of digital transformation,” he adds. Speaking on a panel devoted to “Robotics & Automation in Container Terminals” in mid 2016, APM Terminals Head of Terminal Design and Automation, Alex Duca outlined the concept of container terminal design by module

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Project overviews | Africa

“African ports need to manage their assets in a way that ensures high productivity and improves reliability while delivering service levels that match the best in the world.” LEFT: APMT container terminal at the Port of Tangier, Morocco.

integrate these ERP solutions with suppliers, customers and the port authorities,” says Elfring. Asset management The technology providers agree that it is a case of managing assets effectively to reduce downtime and maintain costs.

Harnessing technology to boost efficiencies in African ports (from pg 24) and the importance of integrated automation and information sharing across every aspect of terminal cargo handling to make operations safer and better. “The biggest business opportunity is in retrofitting existing terminals with the automation of key processes to enhance our current operational performance,” said Duca, adding “This is where you can evaluate some of the specific modules within a container terminal to see which processes can be improved through automation.” Available technology “Many port operators worldwide are investing in robotics—including automated quay cranes, stacking cranes, shuttle carriers and gates—for higher productivity and reliability. “Other technology areas with increased interest are trade and customer internet portals, cloud hosting, business intelligence and analytics and distributed ledgers like blockchain for storing and sharing documents within the supply chain,” says Elfring highlighting some of the technology available. Rwigema advocates automation as a means of standardising and simplifying port operations. “Ports require a centralised approach

Ndlela adds: “We can leverage data to improve predictive maintenance, reduce mean time between failures, cut asset management costs and increase service levels. Our solutions are designed for asset intensive industries such as ports and terminals, with a view to maximising productivity, reducing maintenance costs and downtime, and enhancing ROI. to managing processes, enabled by a single platform for all automation efforts. This will allow them to handle unusual circumstances by pre-empting potential business disruption, recommending remedial actions and facilitating communication between stakeholders across the port value chain, with no duplication of efforts or messaging,” he says. “By leveraging hub logistics, transportation management solutions, and connected warehouse offerings, port authorities can accelerate the rate of information exchange across the multiple stakeholders in the port value chain, and unlock the ability to conduct real-time performance monitoring of key assets. “This enables them to track profitability at an asset level, enabling them to identify potential new business opportunities. “As an example, the Hamburg Port Authority simplified logistics and truck park management with SAP Hub Logistics, and was able to reduce idle time for carriers, improve its traffic management system, and achieve a higher turnover of traffic from nine million containers to an eventual 25 million,” adds Rwigema. Elfring suggests that port and terminal operators worldwide are increasing their investment in Enterprise Resource Planning (ERP) solutions. “They understand the value of having an integrated solution to manage the planning, execution and continuous improvement of their business processes. We also see more demand to connect and

“What we want is a more integrated container terminal encompassing control systems and equipment functions, instead of today’s fragmented activity container terminal; we need to make better use of equipment sensors and systems that combine with logistical information provided by terminal systems if we are to achieve automation’s true potential.”

Maritime Review Africa NOVEMBER / DECEMBER 2017

“The next generation of Internet of Things technologies will enable us to take this to the next level. We are collaborating with Envecon for capturing realtime sensor, controller and location data from all major terminal assets like quay and yard cranes, and terminal tractors.” SAP aims to ensure clients optimise their operational potential and Rwigema says that African ports need to embrace innovation, automation and simplification. “Partnering with a global technology provider such as SAP, African ports can adopt innovative business models, streamline operations, and scale their operations to meet future demand and realise their full potential,” he says “By investing in the right business solutions that offer end to end transportation management, connected warehouse management, vessel and container trackand-trace, and inter alia, improved hub logistics, African ports can take a step closer toward enriching the continent,” Rwigema adds. “African ports need to manage their assets in a way that ensures high productivity and improves reliability while delivering service levels that match the best in the world. “Ensuring this requires a well-designed IT platform that provides them with the visibility, scalability and performance they need to cater for the rapid pace of volume growth in Africa’s commercial port,” concludes Elfring. APMT’s Duca seeks integration; “What we want is a more integrated container terminal encompassing control systems and equipment functions, instead of today’s fragmented activity container terminal; we need to make better use of equipment sensors and systems that combine with logistical information provided by terminal systems if we are to achieve automation’s true potential.”

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Ship energy and efficiency workshop held in Ghana

The impact of human development on maritime infrastructure in Africa

t is important to note the two-way relationship between economic growth and human development; and that human development is not only a product of economic growth, but also an important contributor Representatives from 11 West andtheCentral Africa to it. At the same time, economic growth provides resources to achieve humanmet development. countries in Accra, Ghana, to attend the first Essentially, they are aworkshop continuous, fluctuating cycle and one cannot funcIMO regional on “MARPOL Annex VI – tion or thrive without the other. This means that human development Ship energy efficiency and technology transfer”, plays a very important role in generating future economic growth. at thedevelopment beginning of July. Human is about providing options or choices in a way which enables people to lead longer, healthier and more meaningful lives. To achieve this we need a creative way in which to recruit, mentor, he workshop, which was hosted by the Ghana train, Maritime Aucoach and support individuals into employment and we make pathways thority, was aimed at building capacity with regards to knowlopen to people from a wide variety of backgrounds and education edge about energy-efficiency measures, while also assessing the levels. regional needs and barriers transfer. Not everyone is going to be therelated Captain to of atechnology ship, but every ship is going to The be manned. This means that we need to create entry levels that information gathered during group and plenary discussions provide opportunities for those that did not excel or succeed at school on the third day of the regional workshop was forwarded onto the and provide them with a fundamentals program in science and matheAd Hoc Group on they the need Facilitation of Transfer matics so Expert that theyWorking can obtain the skills to continue with theirof Technology for Ships, which will meet forthem its second meeting from studies; and provide career guidance to assist with understanding the they can take.Headquarters This means thatinevery person can start 9 topathway 10 October, at IMO London, United Kingdom. somewhere and work towards a long-term goal. The Ad Hoc Expert Working Group held its first meeting during Sea Safety Training Group (SSTG) is launching their “Maritime Commuthe Development 66th sessionFund of IMO’s Marine environment Protection nity (MCDF)” with the aim of assisting applicants,Committee (MEPC) March-April year.ofAcultural work plan, endorsed by from across SouthinAfrica and fromthis a variety and socio-economic backgrounds,envisages: enter the maritime industry providingimplications financial the Committee, assessing the by potential assistance to undertake further studies, career crew place-reguand impacts of the implementation of theguidance, energy-efficiency ment services and ongoing support. lations in chapter 4 of MARPOL Annex VI, in particular, on develThis MCDF will provide financial assistance by way of loans, bursaries, oping States, as a means to identify their technology transfer and scholarships and staff professional and career development loans. financial needs; identifying and creating an inventory of energySSTG have made R6 million available to assist learners in 2018 with a efficiency technologies for ships; identifying barriers to transfer of financial contribution of a further R6 million from a major donor being technology, inare particular to developing States, including sourced. There other interested parties and we can confirmassociated that costs, and possible of funding; and making recommendaany business, small or sources large, is invited to make a monetary contribution towards the sponsorship of tuition, stationery, uniforms or boardenabling and tions, including the development of a model agreement lodging for an of individual student or the group as resources a whole; or and a donation the transfer financial and technological capacity of equipment or resources.

building between Parties, for the implementation of the energy efy Cate irkland, usiness evelopment and Marketing Manager, SS G. ficiency regulations.

The Ghana regional workshop is the first in a series that will assist in the implementation of the work plan. Three more regional workshops are planned to be held during 2014, in South Asia, Latin America and the Mediterranean, with additional regional workshops in other regions planned for 2015, in order to gather regional perspectives to further support the work of the Ad Hoc Expert Working Group.

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Project overviews | Africa

PORT DEVELOPMENT IN AFRICA PORT SAID

in Egypt ranks as Africa’s busiest port.

OCEANIA 2%

AFRICA 4%

DEV. AMERICA 6%

N. AMERICA 8%

EUROPE 16%

ASIA 64%

BUSIEST PORT

WORLD CONTAINER PORT VOLUMES BY REGION

SOURCE: UNCTAD

US$ 50b 4

Over the past 1 years, S 50 billion has been invested in ports in sub Saharan Africa by global players including APM erminals Mediterranean Shipping Company MSC CMA erminal the ollor group, and China Merchant.

“

8 1

SOUTH AFRICA

Transnet launched their Market Demand Strategy in 2012 that sought to invest almost R147 billion across the country’s eight commercial ports in seven years.

Goal

INNOVATION 9 INDUSTRY, AND INFRASTRUCTURE

African maritime traffic is growing by 7% a year.

SOURCES: World Bank; Trademark East Africa; African Development Bank, Club of Mozambique; Various Port Authorities; Port Strategy; Daily Nation; UNCTAD; Africa Power Journal; Pulse Nigeria; Global Construction Review; Business Daily; Construction Kenya; Coastweek

Build resilient infrastructure, promote sustainable industrialisation and foster innovation

Investments in infrastructure – transport, irrigation, energy and information and communication technology – are crucial to achieving sustainable development and empowering communities in many countries. Develop quality, reliable, sustainable and resilient infrastructure, including regional and transborder infrastructure, to support economic development and human well-being, with a focus on affordable and equitable access for all.

10%

It is estimated that more than 50 percent of total land transport time from port to hinterland cities in landlocked countries in sub-Saharan Africa is spent in ports

According to Clarkson Shipping Intelligence, African ports can only claim five percent worth of containership calls.

African ports constitute almost 10 percent of the International Ports and Harbour Association’s total membership according to the 2016/2017 Annual Report.

Maritime Review Africa NOVEMBER / DECEMBER 2017

“

Significant investment in port and transportation infrastructure will be required to meet the anticipated needs of the expanding African population and corresponding economic growth.

50%

“

“Currently 70% to 80% of the infrastructure spending on the continent is carried by 70-80% government. This is not sustainable. We need more private sector participation in financing infrastructure. There are also creative ways of financing infrastructure development on the continent such as using the pension funds, which was proposed in the conference, compared to the traditional ways of using bank loans,” The Acting CEO of Trade Invest Africa, Lerato Mataboge.

“Ports should formulate POLICIES and devise plans on how best to adapt to the requirements of the changing liner shipping market environment. Greater COOPERATION among ports and their stakeholders are required to help mitigate the negative impact on growing COST PRESSURES. Competing in maritime operations for TRANS-SHIPMENT traffic may not always be sustainable in the context of the new operating landscape. Ports will need to reconsider their offering by considering other SERVICES to customers, which would increase their revenue streams.” SOURCE: UNCTAD Review of Maritime Transport 2017

Project overviews | Africa

WALVIS BAY PORT

NAMIBIA

PORT DE CAIO

ANGOLA

LEKKI PORT

NIGERIA

4 TEMA PORT

GHANA

5 MOMBASA PORT

KENYA

6 7 DAR ES SALAAM

TANZANIA

BAGAMOYO PORT

TANZANIA

MACUSE PORT

PORT INFRASTRUCTURE DEVELOPMENT

The infrastructure expansion programme for the Port of Walvis Bay is due to be completed in the middle of 2019. The expansion aims to more than double the port’s capacity from 350,000 TEUs per annum to 750,000. The project also includes the creation of a two berth liquid bulk terminal as well as a cruise terminal. Construction of the new container terminal at Walvis Bay is being undertaken by the China Harbour Engineering Company (CHEC) and started in 2014. It is due for completion in 2018. In the final phase of the Port of Walvis Bay SADC Gateway project, Namport will construct a coal terminal by 2022 to handle coal from neighbouring Botswana. Port of Caio is due to commence full operations in the first quarter of 2019. The construction of the deep-water port has gained momentum due to the strong support provided by the Government of Angola, Ministry of Transport, Provincial Government and China’s Export-Import Bank. The ideation, design and project management of the deep sea port commenced in 2007. After a five-year investment period, the management company (Caioporto SA) was awarded a concession that included the design, financing, construction, operation and maintenance of the Port. China Road and Bridge Company (CRBC) has been contracted to build the port facilities and have reportedly hired local labour. Due for completion by 2019, the Lekki Port project is being spearheaded by Tolaram Group (sponsors) along with its partners, the Nigerian Port Authority, the Lagos State Government and other investors including the China Harbour Engineering Company. The Lekki Deep Sea Port aims to bridge the capacity deficit for the country. With a predicted capacity of 2.7 million TEUs per annum, the port will include container, dry bulk as well as liquid bulk berths with a draught of 16.5 metres and ship turning circle of 670 metres. The Chief Executive Officer of Meridian Port Services, Mohammed Samara said the project is on schedule. “December 2018, we will receive one berth where we can land the cranes on it and commission it. Then in June 2019, six months later, we would open for operation on two berths,” he said. The expansion work is expected to be completed and opened up for operations by the 4th Quarter of 2019. When completed, the project will expand the capacity of the port to handle 3.5 million TEUs. Construction of the second phase of a modern container terminal at the port of Mombasa is set to start in January 2018. Kenya ports Authority (KPA) has already secured a US$ 339.2m loan from the Japanese government to finance the project construction. The Phase II project is estimated to cost a staggering $900-million. When completed, Phase II will provide additional capacity of 450,000 TEU per year. An envisaged third phase, which will involve the construction of Berth 23, will increase capacity by a further 500,000 TEU per year. The Dar es Salaam Maritime Gateway Project aims to overhaul Port of Dar es Salaam’s infrastructure by 2023. The project, which according to the World Bank will cost approximately $421m, will see the construction of a new multi-purpose berth at Gerezani Creek, dredging of the port’s entrance channel and will more than double the capacity of the port and reduce berth wait times from 80 to 30 hours. The Port of Dar es Salaam has seen rising traffic over the past five years: between 2011 and 2016 throughput at the port jumped by 3.4m tonnes annually. Tanzania’s planned megaport at Bagamoyo is due to be fully developed by 2025 to take over from Dar es Salaam as the country’s main port. With the first phase of development due to be completed by 2020, the 8,000 ha port will also feature a Special Economic Zone. Funding is said to be coming from China and Oman. The Mozambican government announced in September, their intention to go ahead with plans to construct a new railway from Tete to Macuse as well as build a new deep water port at Macuse. The estimated cost of the port is said to be US$810 million. The main purpose of the port will be to export coal that is mined in Tete. Macuse port will be able to take ships of up to 80,000 tonnes – Beira, a port which must be regularly dredged, cannot match this capacity, although Nacala-a-Velha can take ships of any size.

PORT AUTOMATION IN

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TANGIER PORT

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AFRICAN DEVELOPMENT BANK: INVESTMENT IN AFRICAN PORTS

US$ 900 million

In total, over the past ten years, the Bank has invested more than $ 900 million in the port sector, financing in particular the ports of Lomé (Togo), Nacala (Mozambique) and Walvis Bay (Namibia).

Sixteen ports have been created, expanded or modernised through financing provided by the Bank.

MOZAMBIQUE

Maritime Review Africa NOVEMBER / DECEMBER 2017

PORT INFRASTRUCTURE DEVELOPMENT

Project overviews | Africa

Takoradi Port Project

Tackling the technicalities of modernising Takoradi

PROJECT REVIEW Understanding the challenges associated with investment in ports to expand, deepen and modernise, Jan De Nul Group engaged with the Ghanaian authorities to present a plan of action inclusive of financing, that could rapidly generate new revenues and guide the port of Takoradi into the 21st century.

a A

project such as in Takoradi is very capital-intensive and a total sum of 357 million Euro was needed. Jan De Nul engaged a consortium of banks with the lead bank structuring the credit in order to finance the project. All credit documentation was drawn up by an independent party appointed by the bank consortium. With the financial arrangements in place, Jan De Nul was assured of payment and the Ghana Ports Authority assured of a modern port. The banks could offer favourable financing conditions because together they would ultimately bear only two to five percent of the risk of default. The remaining 98 to 95 percent of the risk is borne by the Belgian state through its credit insurer Credendo. In instances such as this, the insurance premium is usually co-financed by the banks and the money is borrowed at favourable European rates with banks backed by Credendo. Until recently, the port was only 10.5 metres deep and cargo often had to be

ABOVE: The quay wall construction in Takoradi where

prefabricated concrete blocks offered the best solution.

RIGHT: Jan De Nul undertakes dredging in Takoradi with Cutter Suction Dredger Ibn Battuta.

Maritime Review Africa NOVEMBER / DECEMBER 2017

INNOVATION, EXPERTISE AND SUSTAINABILITY Worldwide, Jan De Nul Group executes dredging and land reclamation projects from start to finish: design, development and maintenance of ports, deepening of channels, land reclamation and shore protection works, dredging in the most diverse conditions. Often, these dredging activities are part of a comprehensive port infrastructure project entrusted by the client to one contractor. The company already completed numerous prestigious projects across the world and more specifically Africa such as the construction of the second Suez Canal in Egypt, the expansion of the Takoradi port in Ghana, the reclamation works for the construction of a future oil refinery in Nigeria and the deepening of the entrance channel of the Maputo port in Mozambique. Jan De Nul Group owes its position as global leader above all to its technical know-how and very diverse fleet. By investing in its own installations, machines and vessels, the Group has today the worldâ&#x20AC;&#x2122;s most modern dredging fleet at its disposal. Meanwhile, its employees continue to look for new opportunities...

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PORT INFRASTRUCTURE DEVELOPMENT

4,000 The building of the 600-metre of quay wall required 4,000 concrete blocks or about 100,000 cubic metres of concrete. Jan De Nul built its own concrete batching plant in order to ensure that the demand and quality requirements were met. transshipped onto smaller vessels to be brought ashore. To enable large sea vessels to moor and handle goods faster, Ghana had been wanting to expand its port for a very long time. Takordi port in Ghana exports mainly wood, cocoa, bauxite and magnesium. The port is also the central pivot for all supplies to Jubilee Field, a huge offshore oil field west of Takoradi. Other cargo entering the port is intended for landlocked countries such as Mali, Burkina Faso and Niger. All of these goods come and go on bulk carriers and container ships that are becoming increasingly bigger. A phased approach The first phase of the plan included the extension of the breakwater protecting the port by 1.1 kilometre; the deepening of the port to -14 metre and the construction of a 200-metre quay wall for a bulk terminal. This would allow larger ships to berth and simultaneously generate revenues for financing the next phase of the port.

Project overviews | Africa

In a second phase, the port was deepened further to -16 metre and the dredge spoil was used for reclaiming a site of almost 50 acres. Jan De Nul also extended the quay wall by another 400 metres. The subsoil determines the construction method of a quay wall. In Ghana, it is rocky, which makes it difficult to work with drilled piles. Here, prefabricated concrete blocks offer the best solution. The rock below water acted as foundation after the project team had installed an 80-cm layer of stones on top of it. Quay wall construction The total quay wall height is up to 20.7 metres with, at low tide, 3.2 metres above and 17.5 metres below water. The 600-metre quay wall is built of 4,000 concrete blocks each of 50 tonnes; and all manufactured on site. The concrete blocks were aligned alternately during the stacking process. Each block has a projection on the upper side and a hole in the bottom so that, almost like a Lego block, they can be clicked together. A head beam holds everything together. The building of the 600-metre of quay wall required 4,000 concrete blocks or about 100,000 cubic metres of concrete. Jan De Nul built its own concrete batching plant in order to ensure that the demand and quality requirements were met. The first part of the quay wall was

Development plans for South African river port

collective R542 million has been pumped into several major infrastructure and equipment projects at South Africa’s only river port – the Port of East London - in recent years. The latest project – rehabilitation of the sheet pile wharf adjacent to the dry dock

Maritime Review Africa NOVEMBER / DECEMBER 2017

– was completed early in October with locally sourced labour and materials. The R108 million project set out to rehabilitate the 83-metre wharf adjacent to the Princess Elizabeth Drydock and Latimer’s Landing. The wharf will be used as a ship repair facility and for berthing

completed in 2016, while the second part will be completed by the end of this year. Dredging in winter A decision to make use of the calmer seas experienced in the Gulf of Guinea during November, December and January saw Jan De Nul using this period for dredging. At the end of 2014, the cutter dredger Niccolò Machiavelli arrived at the site. It deepened the access channel to -14 metre depth and dredged the turning ships circle along with the dock. At the same time, Jan De Nul also dredged a trench of 18 metres deep for the quay wall foundations. The 800,000 cubic metres sand dredged was pumped ashore through a pipe placed on the seabed to ensure that the port activities were not interrupted. This dredged material was used to build a rectangular plot of land of one kilometre long and 25 metres wide alongside to create the first 200-metre quay wall. Starting in January 2016, again in the most favourable weather period, Jan De Nul dredged and removed another 3.5 million cubic metres. This time, the cutter suction dredger Ibn Battuta dredged up to a depth of -16 metre. This is needed to be able to receive the latest generation of bulk carriers and container ships. small craft, in line with the port’s Operation Phakisa ambitions. The East London drydock is also being refurbished at a cost of R219 million to support ship repair and marine manufacturing. New switchgear and crane rails have already been completed with the total project completion scheduled for 2021. Earlier this year the R176 million West Bank Foreshore protection project was completed. It involved the construction of a revetment to protect the port’s foreshore and rail infrastructure from erosion and damage caused by rough seas and wave action. The port’s tanker berth fire protection system is being upgraded, while port security has seen an investment of R92m to date, with further investments on surveillance equipment underway. The port is also replacing its rail network and refurbishing Buffalo Bridge. Feasibility studies for the Latimer’s Landing jetty project have been completed and are awaiting final approval by the Eastern Cape Heritage Resource Agency. Plans to deepen and widen the port’s entrance channel are still in the pre-feasibility stage.

Project overviews | Africa

African infrastructure fund given a boost

he African infrastructure fund that was launched in August this year received a boost of a further US$100 million in September. Launched today by AP Moller Holding together with PKA, PensionDanmark and LĂŚgernes Pension, the aim is to raise US$1 billion by keeping the opportunity open for additional investors until August 2018. PFA Pension committed USD 100 million,

in September bringing capital raised from investors thus far to US$650 million. The fund will operate for 10 years with an initial target of investing in 10 to 15 projects. Following first commitments, the fund will be open for additional institutional investors for the next 12 months. With a focus on investments in infrastructure in Africa to support sustainable economic growth in the region, the fund

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For dates please contact us or visit www.sstg.co.za St Helena Bay 21 Ocean View Avenue Stompneus Bay, 7382 Tel: 086 137 0206 Fax: 086 441 9163

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Cape Town 10 Section Road, Paarden Eiland, 7420, Cape Town Tel: 086 137 0206 Fax: 086 441 9148

Maritime Review Africa NOVEMBER / DECEMBER 2017

MARITIME NEWS

Industry updates

Busy cruise season ahead for South Africa

Cadets embark on extended expedition on training ship

“We are able to use our existing capabilities and expertise to provide training for young cadets. Being part of a private public partnership reduces the government cost burden on training. It can also ensure that base skills are aligned to the meeting objectives of ocean economy outcomes.”

outh Africa’s dedicated training vessel, the SA Agulhas, departed Cape Town last Friday to undertake a three-month expedition to Antarctica via Mauritius that will provide 20 young cadets with valuable sea time. The vessel has been chartered by an Indian based research and scientific team who are exploring oceanic and climate change experiments. The SA Agulhas is expected to reach Antarctica in four weeks. The cadets, aged from 20-27, fresh from their academic studies from the Cape Peninsula University of Technology and Durban University of Technology. As part of its crew the vessel will have 19 deck cadets and one engine cadet, of which 12 are males and eight are females. The South African Maritime Training Academy (SAMTRA) has been appointed to manage the cadets and training operations for the Antarctic voyage. On board the vessel as well will be two deck training officers, Captain Merwyn Pieters and Steven Paulse, who are both immensely experienced in the operation of the vessel and also travelled on a previous expedition in 2016.

A NEW NAME IN SAFETY

All of the Cadets have completed Medical Exams, Induction, Designated Security Duties (DSD) and Personal Survival Techniques (PST), required for the long cold yet exciting journey ahead. Once the working vessel returns the cadets will be expected to complete the Marine Fire Fighting (FF), First Aid At Sea (FAAS) and the Personal Safety and Social Responsibility (PSSR) courses in 2018. Bidding the cadets a safe send off was the South African Maritime Safety Authority’s Ian Calvert, head of Maritime Special Projects. Calvert said the voyage was a microcosm of the possibilities for South Africa in maritime development. “We are able to use our existing capabilities and expertise to provide training for young cadets. “The maritime sector addresses job creation and promotes the country’s maritime interests. Being part of a private public partnership reduces the government cost burden on training. It can also ensure that base skills are aligned to the meeting objectives of ocean economy outcomes,” says Calvert.

ore than 20 luxury cruise ships operated by 17 international cruise lines will call at South Africa’s ports during the 2017/18 cruise season. Operators that have included the country on their routes this year – a number of them with multiple vessels – are: Costa Crociere, Crystal Cruises, Cunard Lines, Fred. Olsen Cruise Lines, Hapag-Lloyd, Holland America Line, MSC Cruises, Noble Caledonia, Oceania Cruises, Phoenix Reisen, Polar Quest, Ponant, Regent Seven Seas Cruises, Seabourn Cruise Line, Silversea Cruises and Transocean Tours. Transnet National Ports Authority’s Chief Executive, Shulami Qalinge said: “We have positioned Durban and Cape Town as stimulus cruise home ports while Richards Bay, Mossel Bay, Port Elizabeth and East London continue to receive their share of cruise ships. “We are making progress in our efforts to introduce new and modern cruise terminals with safe, reliable and efficient marine services that will provide an ideal gateway to a unique South African experience. World-class cruise facilities in our ports will continue to attract global operators, which has economic spinoffs for tour operators, hotels, game reserves, lodges and tourist attractions in our port cities,” she said. TNPA is at the tail end of negotiations and will shortly finalise its Terminal Operator Agreement with Kwa Zulu Cruise Terminal Pty Ltd (KCT) for Design, Financing, Construction, Operation, Maintenance and Transfer of the new Cruise Terminal Facility for a 25 Year Concession Period in Durban. In Cape Town the V&A Waterfront (Pty) Ltd was granted a concession from TNPA in 2015 for operation, maintenance and transfer of ownership of the Cape Town passenger terminal back to TNPA after a period of 20 years. These Durban and Cape Town passenger terminal projects fall under the Section 56 allowance of the National Ports Act 12 of 2005 which mandates TNPA to enter into agreements with private companies to design, develop, construct, maintain and operate facilities to ensure the provision of port services.

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MARITIME NEWS

Industry updates

MARKING A MILESTONE Two decades of excellence in fire training Driven by their desire to leave no stone unturned in the quest for excellence, Redwatch Fire Service recently celebrated 20 years of distinction in fire training.

ABOVE: Mike Law is passionate about training people properly in the art of fire response.

Established in 1997 by Mike Law in response to a request from industry for an efficient, relevant and cost-effective fire training service, Redwatch Fire Service has trained over 20,000 students over a wide spectrum of commerce and industry in the last two decades. “Fire is final,” says Law, adding that it does not pay to take short cuts when it comes to fire training especially in an industry such as the maritime sector where onboard fires can quickly turn deadly for the crew. With a long and extensive history that stretches back to a career that was launched in the fire-fighting services of the United Kingdom, Law has faced and fought challenging blazes that have tested his knowledge of how different fires behave. He is at the heart of the Redwatch operation in Tokai and the Chief Executive Officer of Redwatch Fire Service. Law is an experienced firefighter, officer and fire training instructor. He began his career in 1966 with the London Fire Brigade and joined the Cape Town Fire Brigade in 1982. “This is my passion,” he says explaining that fire stations and training centres need to be run properly to ensure that they deliver the correct type of response when the time comes for crew

to test their mettle. He is easily frustrated by companies and individuals who seek an “easy way out” when it comes to training by cutting costs and corners. “When you consider the cost of a vessel and its cargo, owners need to understand the benefits of investing in welltrained crew,” he says emphasising the requirements to keep the crew safe in such situations. Law concentrates all his energy on the Redwatch Fire Service, imparting his vast knowledge as a training instructor and officer. His training methods are innovative and he remains continually focused on the betterment of his students. Redwatch Fire Service is situated in Porter Estate in Tokai. The facility offers a large lecture hall with 10 smaller lecture rooms, change rooms, a mess room as well as ablution facilities. Transport is available to students to and from the premises in Tokai from the local train station. The Redwatch ongoing equipment procedure policy means that Redwatch remains one of the most well-equipped fire training establishments in South Africa.

Redwatch staff All Redwatch instructors are fully trained firefighters who have attained officer rank with municipal fire brigades. Redwatch boasts a specialist lecture staff, with many years of specialist training and experience, supported by a highly efficient operational staff.

Also on staff are several highly experienced sea captains who deliver the marine students specialist training, offered in the form of composite courses. A number of marine masters are also permanently on call for non-fire subjects.

Redwatch courses Redwatch offers a variety of courses, including: STCW Marine Fire Prevention & Fire Fighting, STCW Advanced Marine Fire Fighting, Fire Fighting (Small Vessels), Aviation, HAZMAT, Fire One and Advanced Fire as well as Enclosed Space Rescue, Petrochemical, Ethonal as well as various other courses covering, not only the oil and gas industry, but commercial and industrial concerns. A student who recently attended the Fire and Prevention and Fire Fighting course at Redwatch had the following to say: “Upon arrival I was surprised to see how many different candidates from various resorts were attending Redwatch courses, which already showed the popularity of the institution. “I was impressed by the mutual understanding by all instructors of the fundamental principles as taught throughout the duration of the course, be it theory discussed in a classroom or practical exercises done outdoors.” Redwatch takes great pride in the service that they offer and continues to provide specialist courses for special risks, structured to suit the needs of their clients. The training centre is run and owned by Mike and Viv Law.

Skipper’s lack of weather awareness put ferry in danger The investigation into the incident involving the Robben Island ferry, Thandi, has found that the skipper was unaware of the prevailing weather conditions for the day. According to a statement from the South African Maritime Safety Authority (SAMSA) no appropriate forecasted weather or prevailing weather conditions had been taken into consideration before the boat left the harbour. Shortly after departure to Robben Island, the vessel started taking on water. The skipper issued a distress call which was received by Port Control. The National Sea Rescue Institute were activated and responded with a number of rescue vessels. “Now that the report has been completed, we will continue with remedial steps to avert a similar crisis,” said Sobantu Tilayi, Chief Operating Officer of SAMSA. He confirmed the owners of the vessel have indicated that the boat would be repaired. SAMSA also found that the vessel took on a significant amount of water which may have leaked into the chain locker space as well as entered the port engine compartment space. Once the port engine compartment alarm had been triggered, the skipper had stopped the engine and could subsequently not get it to restart. All passengers and crew were helped to safety.

Maritime Review Africa NOVEMBER / DECEMBER 2017

Bosch Projects, part of Bosch Holdings, has recently completed the upgrade of two shiploaders at the Durban Harbour, that have been used for over 50 years to load sugar onto vessels at the South African Sugar Association’s iconic sugar terminal. “The original 850 tph shiploaders were designed to feed onto 35000 t Handymax vessels, but with upgrades at the port, designed to allow for a deeper draft and the berthing of 80 000 t Panamax vessels, modernisation of these machines was critical if they were to remain in operation,” explains Dave Chappelow, Sector Director: Industrial, Bosch Projects. Each overhauled shiploader had a vertical lift of 1,32 m and a horizontal seaward shift of 4 m. Restoration entailed partial removal of existing legs of the structure; installation of new bogies and an advanced 33 t substructure, with a 14 m wheel base between the landside and seaside legs. A rear 4 m extension allows for an extended feed conveyor and cable reeling drum.

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MARITIME NEWS

Industry updates

Two more tugs delivered for South African ports Transnet National Ports Authority (TNPA) launched its penultimate tug as part of its R1.4 billion, nine-tug construction contract, during November at Southern African Shipyards. Umkhomazi, meaning “place of cow whales” in isiZulu, will serve at the Port of Durban and follows the port’s tradition of naming its marine fleet after local rivers. She is named after the river on Kwa-Zulu Natal’s South Coast, also known as the Mkhomazi or Umkomaas. At the same event, the seventh tug, Usiba, which was named and launched in August was officially handed over to the Authority. She will be stationed in Cape Town and not Richards Bay as originally planned. “One of the benefits of being a multiport authority running a complementary port system, is that we are able to pool our resources between our ports and to adjust plans where necessary. “Originally, tugs in this order were planned for the Ports of Durban, Richards Bay, Saldanha and Port Elizabeth, where the needs at the time were asCEO of Southern African Shipards, Prasheen Maharaj, and TNPA’s Port Manager of the Port of Cape Town, Mpumi Dweba, in front of the USIBA tug which was handed over to the port during November.

World’s largest diamond mining vessel for Namibia

ebmarine Namibia has signed a Memorandum of Understanding with Kleven Verft AS to build the world’s largest custom-built diamond mining vessel at a projected cost of approximately US$142 million. Construction is expected to begin in 2021 and, at 176 metres long, the vessel will be two metres longer than the largest vessel currently in the fleet, the mv Mafuta. It will work alongside the five other mining vessels in the Debmarine Namibia fleet, enhancing the business’s ability to recover diamonds off Namibia’s Atlantic coastline. Otto Shikongo, CEO, Debmarine Namibia, said: “This is an exciting undertaking not only for the business, but also for the wider Namibian industry. We will remain focused throughout on safety, quality, timely delivery and cost containment.” Bruce Cleaver, CEO De Beers Group, said: “There is a great amount of potential in Namibia’s marine diamond deposits and this new vessel will support our strategy to continue to grow our offshore operations. Earlier this year we launched the mv SS Nujoma, the world’s largest diamond sampling and exploration vessel, and this has improved our ability to target our mining activities. The acquisition of a new, custom-built mining vessel will help capitalise on the work of the mv SS Nujoma, thereby supporting the long-term future of Namibia’s diamond sector.” The new vessel is expected to create 130 new jobs alongside Debmarine Namibia’s current workforce of 900 employees. Debmarine Namibia, a 50/50 joint venture between the Government of the Republic of Namibia and De Beers Group, today announced it is planning for the construction of the world’s largest custom-built diamond mining vessel.

Maritime Review Africa NOVEMBER / DECEMBER 2017

sessed as being the greatest. However, we have since taken the decision to redeploy the seventh tug, Usiba, from Richards Bay to Cape Town instead,” said Lauriette Sesoko TNPA GM: Commercial & Marketing Sesoko said the Port of Cape Town had recently experienced an upsurge in larger vessels requiring tugs with a more powerful bollard pull. Meanwhile, the Port of Richards Bay had already received three new tugs in recent years. “TNPA has assessed and mitigated this risk to ensure that Richards Bay’s port operations are not compromised. In future orders where Cape Town is catered for, a tug will be reimbursed to the Port of Richards Bay,” she said. Southern African Shipyards CEO, Prasheen Maharaj commended TNPA for investing such confidence in a local company. “This contract has had a major positive socio-economic impact on the Marine Manufacturing Value Chain and created thousands of direct and indirect jobs. “It has also resulted in the training of over 40 Apprentice Artisans during the construction period. In addition, it has stimulated industrial innovation and led to the development of prototype components that could be used widely in the maritime and industrial sectors in the future,” he said.

Mammoth import contract secures logistics partnership South Africa – After six months, more than 70 containers, a fleet of trucks and trailers and a lot of planning, GAC Laser has completed the import and delivery of racking and shelving for a new heavy machinery warehouse in Johannesburg, South Africa. The company was appointed by SSI Schaefer to handle the import of goods shipped in from Germany and the Czech Republic through the port of Port Elizabeth and on to the new warehouse site just under 1,125 kilometres away. GAC Laser team was kept on its toes by the need to consult and coordinate with multiple parties working on the project - overseas offices, shipping lines, road hauliers, port authorities and on site contractors - to ensure container release timings and the trucking schedule were coordinated to avoid delays. They also faced the challenge of other contractors vying for limited space and container handling facilities at the warehouse site. Rob Demont, GAC Laser’s Regional Sales Manager – Gauteng, says: “The relationship between GAC and SSI Schaefer around the world spans many years. This was the first project awarded to GAC Laser in southern Africa. Pulling together a dedicated team to handle a project of this nature was paramount and its successful completion can be credited to everyone involved.” To keep tabs on progress, a bespoke Tracking Report was designed, tailored to the specific requirements of the task. This was the start of several projects for which GAC Laser’s team continues to work with SSI Schaefer. It has also delivered nine containers from the Czech Republic for a cold storage plant in Port Elizabeth and is involved in the handling of additional shipments from Malaysia for a major player in the beverage industry in Swaziland, as well as containers from Germany for a wellknown South African online retailer. GAC Laser is also working with SSI Schaefer on a major project that started in October and will continue in to early 2018, consisting of handling up to 160 containers over this time period.

Industry updates

Slipway upgrade for fishing fleet

he design for the refurbishment of a slipway as well as sideslip facility to cater primarily for fishing vessels has been given the go-ahead in Mossel Bay by Transnet National Ports Authority (TNPA). Lodemann Holdings, a 100 percent Black-owned company, has been appointed for the detailed design of the refurbishment to the 500-ton slipway, which is expected to be complete by mid-2018. The company, which was founded by Mhlengi Madiba in 2015, has undertaken a number of recent projects for TNPA including: Ô Detailed Design and Refurbishment of the Outer Caisson at the Port of Durban. Ô Detailed Conditions Assessment of the Floating Dock at the Port of Durban. Ô Detailed Design of New Port Entrances at the Port of Richards Bay. Ô Detailed Condition Assessment of the Inner Caisson at the Port of Durban. Ô Detailed Condition Assessment of the Floating Caisson at the Port of Cape Town. “Thereafter TNPA will request capital

funding for the execution stage of the facility. All Operation Phakisa projects nationally are expected to be operational by the end of 2019,” said Acting Port Manager at the Port of Mossel Bay, Vania Cloete. The Port of Mossel Bay’s slipway was constructed in the early 1930’s and comprises a concrete slipway with two side slips and lead in jetties. The operation still uses the original end haul action in which vessels are supported on a wooden cradle hauled up the inclined slipway on three rails and supported by stacked wooden blocks. Over the years the wooden elements have

deteriorated. A preliminary investigation was carried out during 2015/16 where the most feasible options were identified. The intention is to upgrade the facility to its original capacity while at the same time introducing more modern ways of operation. This will further reduce any safety risks to staff and service providers working at the facility.

MARITIME NEWS

MODERN POLLUTION EQUIPMENT UNVEILED The Managing Director of Nigerian Ports Authority, Hadiza Bala Usman recently unveiled modern pollution and environmental equipment in the port. These included drones, jet skis and booms for surveillance, monitoring and containing oil spillages. Others are blowers, pressure washers, skimmers, power pack absorbers and multiple dispersant sprays.The MD is satisfied that the Authority has the necessary means to effect Environmental Pollution preparedness of the relating to oil spillage on the nation’s territorial waters.

The port’s slipway refurbishment is expected to create about 10 to 20 jobs during construction and 3 to 5 for operations. More accurate numbers will be available once the detail design of the facility has been completed.

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Maritime Review #2_7.02.17.indd 1

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Maritime Review Africa NOVEMBER / DECEMBER 2017

MARITIME NEWS

Industry updates

IMO in South Africa to work towards protecting fishermen

58 The number of countries that participated in the founding of the IMO Cape Town Agreement.

outh Africa recently hosted a fiveday seminar on the IMO Cape Town Agreement aimed at facilitating interventions to enable implementation and ratification of the Cape Town Agreement 2012 to 1993 Torremolinos Protocol relating to the 1977 Torremolinos International Convention for the Safety of Fishing Vessels. The seminar, which took place at the Castle of Good Hope in Cape Town, was the second for African countries and seventh in the series since the founding of the IMO Cape Town Agreement by 58 countries five years ago. Delegates from Mauritius, Seychelles, Uganda, Mozambique, Namibia, Nigeria, Somali, Tanzania and South Africa attended the seminar. Although representatives from Angola and Kenya were invited, they did not attend. During discussions it emerged that a key constraint for most countries was a lack of both legal and technical administrative capacity. South Africa, in close cooperation with the IMO, has agreed to assist African countries with legal and technical expertise where needed. According to the South African Maritime Safety Au-

thority (SAMSA), South Africa is already well advanced in the development of draft regulations to implement the IMO Cape Town Agreement 2012 and will share these with countries in need of such assistance. South Africa and the International Maritime Organisation (IMO) will continue engagement with African countries in efforts to ensure that all IMO member states in the region formally ratify this agreement, which was established to encourage and enforce the protection of fishermen across the world.

Ratification slow

Currently only seven countries have ratified the Cape Town Agreement. These include Congo, Denmark, Germany, Iceland, Netherlands, Norway and South Africa. Together they have an aggregate stock of 884 fishing vessels of 24 metres in length and over operating on the high seas. In addition, a number of proposals to address illegal, unregulated and unreported (IUU) fishing that focused on vessel identification; flag and port state performance; training and implementation of relevant instruments as well as environmental issues were recently agreed by the IMO’s Sub-Committee on Implementation of IMO Instruments (III). Captain Nigel Campbell, South Africa chairman of the IMO seminar in Cape Town and SAMSA deputy Chief Operations Officer, described the event as a success overall, particularly from South Africa’s position as a host country.

PRODUCT NEWS: turbo diesel outboard offers variety of uses

hrough its agency agreement with Yanmar Marine International (YMI), Seascape Marine are now offering the Neander Shark DTorque turbo diesel outboard to targeted customers in the commercial offshore, military, fishing, rescue and charter-marine sector. The outboard is also well suited to serve tender boat requirements on large yachts that store diesel fuel only. YMI’s return to the diesel outboard market follows an exclusive cooperation and distribution agreement with German outboard manufacturer Neander Shark, in whom it also has an equity stake. YMI will distribute Neander Shark outboards worldwide through its extensive network with access to more than 130 countries. The DTorque outboard develops 50 hp using a small 804 cm³ turbocharged, twin cylinder diesel aluminium crankcase engine with common-rail fuel injection and a unique dual counter-rotating crankshaft. This means that the outboard is not only light, powerful, clean and fuel-efficient, it is also remarkably smooth in operation as the two crankshafts counterbalance each other and cancel out most of the vibration that a conventional inline two-cylinder diesel block could be expected to produce. Peaking at 111 Nm @ just 2,500 r/min gives the DTorque exceptional lugging ability and being able to get onto the plane very quickly. Such performance from a petrol engine equivalent could only be expected from a 70HP+ outboard at much higher revs and higher fuel consumption. Diesel engines in this segment have advantages over the petrol counterparts regarding safety, availability of fuel, operating costs and longevity. For example, a fuel storage reduction by 20 percent is sufficient to achieve the same range compared to a petrol engine of the same performance and up to 40 percent on life cycle costs. Furthermore, diesel fuel is available tax free in some maritime areas and single fuel policy is becoming standard with certain authorities. It is anticipated that the high torque in combination with lower fuel consumption, better performance as well as a diesel fuel-related higher operating safety, will ensure that the outboard meets a demand in new maritime segments. Future engine variants as well as a power increase to 75 hp are planned for further development. The DTorque will be offered with 20 or 25” Leg, standard Electric starting, power trim and tilt, tiller or remote control steering, and various ancillary options such as propellers, fuel systems, gauges and controls. With over 60 years’ experience – Seascape Marine Services has the skills and capability to overhaul, maintain and service all major diesel engine manufactures products (main engine and auxiliary) including the DTorque, as well as turbochargers and reduction gearboxes. For further info please contact Seascape Marine Services (Pty) Ltd.

Maritime Review Africa NOVEMBER / DECEMBER 2017

Liquid cargo handling to be given a boost in South Africa

ro Liquid, the specialist liquid offloading services and equipment provider, is due to open its first African branch in Durban, South Africa at the beginning of 2018 to serve the African and Mozambican maritime markets. With an almost 40-year history in the international market, Pro Liquid offers 24/7 worldwide solutions such as off and on-loading of any type of liquid cargo, de-bunkering operations using our portable pumping equipment, salvage support services as well as the delivery of fire-fighting equipment, pumps and powerpacks, equipment sales, rental and repair. The Durban office, to be manned by Frank Veenstra, forms part of the company’s expanding network of operational offices in the Netherlands and Singapore. “Our core business is assisting vessels, oil platforms and other floating platforms with their pumping needs but we are also able to assist the on-shore clients with their pumping needs. A great example is our assistance with the clean-up and de-sludging of several API oil/water separators at one of the biggest refinery’s in South East Asia,” he explains. Furthermore we will soon be in the position to offer onsite reconditioning of off-spec bulk liquid cargos such as chemicals, fuels or bio-fuels,” says Veenstra ahead of the opening of the South African branch. “This reconditioning service can be provided on site at shore installations or on board tankers during the voyage by using our portable equipment and highly trained technicians to avoid extra costs,” he adds. Veenstra, who has background in the oil and chemical inspection sector, has been involved in cargo superintendent work for leading shipping companies over the last seven years and he is optimistic about the future of Pro Liquid in South Africa. “Our goal is to hire and train local technicians for the market and the prospects look promising,” he says, adding that further South African branches are likely. The Durban branch is already equipped with a range of pumping equipment including diesel hydraulic powerpacks, submersible portable pumps, booster pumps, cargo hoses etc. All equipment is portable and can be mobilised within several hours after the call is made.

Industry updates

MARITIME NEWS

New dedicated bunkering barge to operate in Richards Bay

P-Marine has introduced a dedicated bunkering vessel into the Port of Richards bay in partnership with a barge operating company. The Amber II, a 6kt vessel will work as a bunker barge, floating storage and replenishment vessel loading fuel from the BP refinery in Durban and sailing to the port of Richards Bay to deliver bunkers to BP customer vessels. The barge was delivered and mobilised during November 2017. According to BP Marine, the introduction of this barge will help alleviate stock outs and give the bunker market reliable, flexible supply safely and efficiently. “The safe storage, transportation and

delivery of products to our customers are a top priority for BP Marine. We operate a process of audit and communication to ensure that all systems, practices and equipment meet our most stringent Health, Safety and Environmental standards,” they said in a press statement. “We are committed to consistently delivering quality products with outstanding levels of service throughout our network of strategically based ports in South Africa and around the world. We continuously improve our execution of the essentials that your operations depend on, and we provide customised value-added services that meet your individual needs.”

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Maritime Review Africa NOVEMBER / DECEMBER 2017

MARITIME NEWS

UNIONS CALL ON AUTHORITY TO TAKE OVER The senior and junior staff unions of the Volta Lake Transport Company (VLTC) have called for immediate takeover of the company by Ghana Ports and Harbours Authority. VLTC has been operating under the management of the Volta River Authority since its inception, but the Union executives believe this places the company at a disadvantage. They complain that Volta River Authority does not regard its services as a core function. Chairman of the Senior Staff Union of VRTC, Moses Larbi said the company is struggling to replace old vessels and equipment. He said some of the equipment that was imported has stayed at the port and attracted demurrage which unfortunately, VLTC have not been able to clear them. They argue that a takeover by the Port Authority is their only hope as the port authority intends to expand the transit trade.

LAUNCHING A SEA STRATEGY Mozambican President, Filipe Nyusi, has launched the country’s Policy and Strategy of the Sea (POLMAR) aimed at strengthening state sovereignty over Mozambican waters, and developing a “blue, profitable and sustainable economy at sea”. According to the Mozambican News Agency, POLMAR, is being seen as an instrument to support a strengthening of the state’s capacity in maritime governance, including the defence of the environment, the preservation of territorial integrity and the defence of national sovereignty.

Industry updates

OPL work picks up with varied loads

ff-Port Limits delivery has picked up in Cape Town and Port Elizabeth with a number of vessels making their maiden calls and others requiring diverse loads as well as crew delivered in a variety of weather conditions. “It’s been a busy quarter for Offshore Maritime Services (OMS),” says Godfrey Needham who notes the changes in global shipping patterns impacting on the OPL sector. According to Needham the number of tankers, ore and bulk carriers have declined significantly and many of the regular Cape Town OPL callers are now stopping in Algoa Bay due to the opportunity to take on bunkers. “There has been a distinct increase in the number of ships capitalising on OMS Launch Services, however, in both Algoa Bay and Cape Town,” he says explaining that technicians, class surveyors, marine superintendents or even changing senior officers are often signed on in Algoa Bay and use the sea voyage to Cape Town to complete their respective repairs, surveys or handovers, before disembarking. “The twoday voyage is sufficient to complete their work without delaying the ship,” he says. Needham commends the professionalism of his crew for meeting the demands of clients as well as oftentimes challenging sea conditions.

“Under the inspired management of Christo de Bruin, our Port Elizabeth vessel crews rise to the daily challenges of heavy weather, crazy hours as well as demanding schedules for receiving and loading stores while ensuring no delays in ship services,” he says adding that their young lady skipper, Yonela Mbekela, recently qualified as a Skipper Port Operations. “She has risen to the demands of this exciting industry and continues to flourish.”

Passing opportunities

In early October, the Transocean Drillship Deepwater Pontus, on her maiden voyage, called off Cape Town for a scheduled crew change and to take on bunkers. Owners also took the opportunity to load fresh provisions, essential new equipment and to land a vast volume of waste material. “Three of OMS Cape Town based service launches transferred 150 crew to the drillship within the daylight period of the first day, with the same number all safely landed ashore,” says Needham highlighting the challenging heavy swells that their catamaran vessels were able to overcome in order to manage the safe transfers. “That was the easy part of the venture. The next three days, working 24 hours per day, were spent beating the rapidly deteriorating weather to load shipping

containers of spares and provisions as well as bringing ashore endless loads of waste materials,” he says. “In the end, the weather won, with the owners electing to relocate to the sheltered waters of Walvis Bay, to carry out the bunker transfer at sea. This was the fourth drillship in the owner’s current newbuild programme that we have been privileged to service off Cape Town.” In another job, OMS was recently challenged with the task of delivering a very badly damaged shipping crate to a ship off Cape Town. “It was so badly damaged that it was incapable of being handled by crane or forklift,” says Needham adding that a local crating company had to be contracted, with the permission of the client, to build a new platform. “This new strong crate was then loaded aboard the launch and it departed on time for safe delivery to the ship passing the Cape. The timely pro-active intervention by OMS ensured no delay, and safe delivery, of a significant item of heavy machinery.” “With the large hydraulic crane installed aboard the vessel, trucks can be offloaded and their cargoes safely stowed on deck of the OMS Dominant or the smaller Ingwegwe with little more than a minute’s notice, free of charge. The ample free deck space allows ship stores to be received well ahead of the sortie date, a convenience which causes no difficulty for other suppliers or client vessels,” he adds.

TNPA complaint dismissed

Cape Town shipbuilder supplies ferries to cruise company

ape Town-based shipbuilder, Nautic Africa, delivered crew passenger ferries to one of the world’s largest cruise lines, MSC Cruises at the end of October. Conceptualised in partnership with Icarus Marine, the ferries will be used to transfer passengers form the cruise ship to islands or the mainland to enhance their cruise experience. These ferries are due to operate at the Portuguese Island and Pomene, Mozambique. The 15m passenger ferry is a modern medium speed, low wash vessel. Featuring an optimal twin hull shape, it is purpose designed and built to meet the stringent requirements of the ferry industry. Equipped with two inboard diesel engines, it can operate at a speeds of between 20 - 25 knots. The vessel has seating for 87 passengers and two crew, with boarding steps on either side and boarding ramp on the bow The vessels are powered by the robust Volvo Penta D6-330 engines. Each of the two engines produces 243kW @ 3500 RPM with a hydraulic steering system to ensure ease of operation. Following the successful delivery, Nautic has received an additional order for two more ferries which are due for delivery in 2018.

Maritime Review Africa NOVEMBER / DECEMBER 2017

outh Africa’s Competition Tribunal recently dismissed a complaint against Transnet SOC and Transnet Ports Authority for abusing their position of dominance. The complaint was lodged by Siyakhuphuka with regard to a concession for a dedicated container terminal at the port of Richards Bay. Siyakhuphuka’s complaint stems from the rejection of a proposal to the TNPA for a concession to operate a container terminal at the Port of Richards Bay. The Tribunal upheld an exception application brought by Transnet and TNPA on the grounds that it had no jurisdiction to hear this matter. Siyakhuphuka alleges that TNPA is a monopoly provider of port land, licences and authorisations as it is the only authority vested with such power. Siyakhuphuka further alleged that Transnet’s rejection of its applications amounts to a violation of sections 8(b) and 8(c) of the Competition Act. The Tribunal said that when TNPA considers granting concessions to operate port terminals it is exercising its function in terms of a statute. Therefore, when the TNPA makes a decision whether or not to grant concessions it is exercising public power, over which the Tribunal has no jurisdiction.

IN CONVERSATION WITH KONGSBERG Revolutionising undersea exploration Pierre Marais, Senior Engineer and Public Officer at Kongsberg Maritime South Africa sees a wide market for autonomous underwater vehicles and highlights how one of KONGSBERG’S HUGIN marine robots is involved in the search for the missing Malaysian flight MH370 AUVs (Autonomous Underwater Vehicles) have revolutionised marine and ocean exploration. What was once an expensive and limited endeavour completely reliant on surface vessels is now accomplished by AUVs, or self-powered undersea robots that gather high-resolution remote spatial and temporal measurements. AUVs offer a nimble, flexible alternative to traditional surface vessels. They can glide close to the surface; dive to depths of more than 6,000 metres and explore shallow waters or loiter in hazardous areas where navigation is difficult. “The benefits are numerous,” says Marais. “AUVs have reduced the high costs of ocean exploration and sampling while increasing the availability, quality and quantity of scientific marine data.”

Highlighting that the technology is constantly evolving, Marais emphasises that users also benefit from high reliability and easy deployment. “AUVs also produce clean, quality data requiring little to no user processing,” he says. “The history of AUV development dates back to the 1950s, but development did not start in earnest until the 1990s. The innovative designs of this era have since been refined and form the basis of KONGSBERG’s range of AUV solutions today,” he adds. “Our vast experience is continually drawn upon to improve the quality and robustness of the AUVs to ensure that customers can benefit from the very latest technology and developments,” says Marais. KONGSBERG invests heavily in AUV research and the commercial off the shelf (COTS) products are continually refined and improved. Cutting edge developments are turned into standardised AUV components and functions.

Maximising performance “AUVs are designed for a variety of survey missions including seabed mapping, pipeline inspection and mine reconnaissance,” he says, adding that they are extensively used in the offshore oil and gas sector, for environmental monitoring, hydrography and of course

Kongsberg Maritime South Africa (Pty) Ltd Tel: +27 21 810 3550

km.support.africa@kongsberg.com

search and rescue. KONGSBERG’s range (see table below) is available as commercial off the shelf units and represent compact platforms for acoustic solutions that can be deployed from smaller marine platforms. “The HUGIN system, for example, can be supplied in a DNV certified shipping container. Everything required for day-to-day operations comes pre-installed in the container making the HUGIN a powerful portable survey tool,” explains Marais, adding that the unit has been used all over the world in both shallow and deep waters. The payloads for the various AUVs varies and can be adapted to specific needs. According to Marais this provides the flexibility to accommodate multi-beam sonars, high-resolution cameras, synthetic aperture sonar and more, giving the operator the flexibility to meet many mission scenarios with a single vehicle. “With vehicles ranging from shallow, coastal water surveyors to 6,000 metre ocean water workhorses, our AUVs can operate in approximately 98 percent of the world’s ocean.” The launch and recovery of an AUV is critical, as many AUV operations take place in rough, open seas. Two LARS (Launch and Recovery Systems) are offered that can meet a variety of parameters. In-depth training provided Understanding that AUVs may represent new technology to some of their clients, KONGSBERG offers several training packages to assist purchasers get the most from their tools. “Customers may choose courses with various duration and complexity depending on their specific requirements,” says Marais who adds that the future for AUVs in the maritime sectors is immense as well as diverse.

KEY KONGSBERG AUV PRODUCT SOLUTIONS HUGIN

MUNIN

REMUS

HUGIN AUVs are the most successful commercial AUVs on the market. They boast operational experience survey companies, hydrographic organisations, universities and navies in all parts of the world, working from 5 to 6,000 m depths.

MUNIN AUVs are designed for the commercial sector, to collect high resolution sonar data geo-referenced by a survey grade positioning system. MUNIN is an efficient compact vehicle design, enabling operators to utilise smaller vessels for lower logistics operations.

REMUS AUVs have been a tremendous success with more than 250 vehicles delivered. Remus vehicles are used in a wide number of applications including navies, hydrography and marine research. Three different models are available.

SEAGLIDER SEAGLIDER™ AUVs have revolutionised the way that oceanographic data is collected. Extremely long endurance allows collection of data at a fraction of the cost of traditional methods. Researchers, naval planners and commercial enterprises around the world are using SEAGLIDER™ in a wide variety of applications.

MARITIME NEWS

TERMINATION OF PILOTAGE CONTRACT LEGAL The Nigerian Ports Authority has announced that the termination of their terminal of its boats pilotage monitoring and supervision agreement with Intels Nigeria Limited was undertaken after seeking legal advice which found that the contract was void. According to this advice the contract was illegal as it allowed Intels to receive federal government revenue contrary to the express provisions of Sections 80(1) and 162(1) and (10) of the 1999 Constitution of the Federal Republic of Nigeria (as amended), which mandates that such revenue must be paid into the Federation Account/ Consolidated Revenue Fund.

MOVE TO REGISTER SMALL CRAFT The Nigerian Maritime Administration and Safety Agency (NIMASA) has issued a notice that confirms the need to register power driven small craft of 200 hp and above. The directive is in line with the Authorities’ mandate to curb the escalating incidences of criminality and illegal activities on Nigerian waters. All owners are required to register with the Agency and obtain an End-User Certificate.

Industry updates

Fisheries research vessel launched for Angola The Angolan Ministry of Fisheries took delivery of a fishery research vessel (FRV), the Baía Farta, at the beginning of November from Damen Shipyards Galati. The Ministry operates other vessels from the shipyard including two 62-metre Fishery Inspection Vessels 6210 and a smaller FRV 2808. This new vessel boasts a number of state-of-the-art features. The FRV has Silent A/F/R Class notation.

Close attention is being paid to the design, construction and outfitting of the vessel in order to minimise noise and vibration both on board and underwater. The FRV 7417 is suited to various purposes, including hydrographic operations, acoustics research, pelagic and demersal trawling, plankton, water, environmental and geographical sampling, oil recovery and emergency towing operations. Friso Visser, Damen Regional Director

New appointment for husbandry services Socopao South Africa, a division of Bolloré Transport & Logistics South Africa (Pty) Ltd, has secured the Husbandry Agency representation for Mitsui OSK Lines (MOL) operated vessels in South Africa. The new agreement will see Socopao South Africa providing a range of husbandry services to approximately 390 vessel calls per year that represent MOL owned and operated vessels. “We are extremely excited and proud to be representing and protecting the interests of this major Japanese shipping line. We will continue supporting the quick and safe turnaround of the MOL vessels as we do in other countries in Africa,” said Anthony Mitchell, General Manager for Socopao South Africa.

Africa, said: “This vessel represents the future of fishery research, featuring cutting-edge technologies to make operations both sustainable and comfortable. She will enable the Angolan Fisheries Ministry to carry out research into its fishing grounds that will help to develop and preserve the nation’s industry and environment.” Baía Farta features a basic design from Skipsteknisk. Her construction has been an international project, involving input from Damen Shipyards Gorinchem and Damen Schelde Naval Shipbuilding in the Netherlands, with building taking place at Damen Shipyards Galati in Romania.

Frédéric Malevialle, Regional General Manager Southern Africa for MOL says, “For standardisation sake and in order to align ourselves to other regions across the world, MOL South Africa has decided to outsource the husbandry operations of all MOL vessels to Socopao South Africa in main South African ports namely Durban, Cape Town, Port Elizabeth and East London. Bolloré is a strong operator in Africa and one of our main partners, they are representing us in West Africa as well as in Madagascar and Reunion Islands he added. With this choice we are highly confident that our vessels operations will be handled smoothly.” Socopao started operating in South Africa in 2012 and offers a full range of liner and tramping agency services to vessel owners / charters and cargo owners.

We deliver high quality products and services that would surpass any of our competition. As an accredited INGERSOLL RAND business partner, we are confident to supply the best products available, backed with technical support directly from the manufacturer. www.airr.co.za | info@airr.co.za

Maritime Review Africa NOVEMBER / DECEMBER 2017

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By Brian Ingpen

MARITIME MEMORIES

RIGHT: Shaw Savill’s magnificent quadruple-screw Dominion Monarch. She carried 508 first class passengers and about 14000 tons of cargo. She had large refrigeration capacity for the Australasian meat and fruit exports. Unusually, Alistair was a crewmember in this liner, and, when he and his family emigrated to New Zealand from Port Elizabeth some years later, he was able to recline in the deck chairs he =once had to arrange on the sun deck. Photograph: Brian Ingpen-George Young Collection

A most interesting Kiwi gent crossed my radar recently, thanks to the electronic age and my column in a local daily newspaper where I had paid tribute to the late Captain Bill Damerell. Into the electronic ether went my story, and, in his home in Te Awamutu, set amid the beautiful Waikato countryside, 88-year-old Alistair Kerr read it.

By Brian Ingpen

“I

sailed with Bill,” read his first response to the article, “when I did a long round-Africa-twice voyage in the Union-Castle-managed Fort Carillon in 1949.” The warmth of his email made me feel as though we were kin. Fort Carillon, I discovered, was one of the Fort-class vessels built in Canadian yards during World War 2. Typically, those 129-metre steamships had two hatches on the foredeck, one between the bridge and the funnel, and two down aft. To enable them to handle military equipment, they had heavylift derricks on both masts and strengthened tanktops and tweendecks. Of the 198 Fort-class ships built, 28 were lost to enemy action, and four were total losses after wartime accidents. The surviving vessels were bought or chartered by companies to replace wartime losses; thus Fort Carillon was operated by Union-Castle. A start in New Zealand I wondered at Alistair’s reference to the “long round-Africa-twice voyage”. In clarification, he sent me his life story and detailed descriptions of several voyages he made. From these I learnt that he had begun his sea-going career as a deck boy

Passions and memories shared from across the ocean on New Zealand coasters, reminiscent of the South African coastal trade of the post-war period. Tired of the coasters, young Kerr looked for something better. In post-war Britain, life was tough. Bombed cities, food shortages and unemployment clouded the ambitions of many, causing thousands of people to look for better opportunities away from the grim reality of Britain struggling out of its wartime travails. As trade with New Zealand was increasing, the number of ships arriving from Britain increased and, seeking their chance for a better life, many British seamen simply jumped ship. “So I had no trouble joining Shaw Savill’s Fordsdale as a Junior Ordinary Seaman,” wrote Alistair Kerr, replacing one of the Pommies who had decided that the New Zealand grass was greener than the rubble of bombed-out Liverpool. A trip to the UK followed by a round trip in the freighter Fordsdale, preceded him joining the British seamen’s pool whose members could choose their ships, and thereby vary the ports of call if they wished. Many, though, returned to the company in which they had sailed previously as the company’s systems were familiar. For something different, Alistair Kerr spent six months in General Steam Navigation Company’s beautiful new

ship, Seamew, trading from London to Gibraltar, returning via Lisbon and Oporto where, on each voyage, she loaded full cargoes of port wine for London. A round the world voyage Kerr’s account of his next voyage, in Royal Mail Line’s reefer ship Drina, contains evocative descriptions of the ship’s passage through the Magellan Straits during what became a round-theworld voyage. Following in the wake of other Royal Mail ships, Drina headed to South America where she was due to load Argentine meat for Britain. However, even then (1948), Argentina and Britain were at loggerheads over the Falkland Islands, and British ships were given short shift by the local authorities. Although Drina berthed in Buenos Aires to discharge, she was diverted light ship to New Zealand under charter to Shaw Savill, and she passed through the straits. “It is as if a huge knife has sliced a jagged cut through the Andes Mountains,” Kerr wrote. “High peaks line most of the route with vertical rock precipices several hundred metres high. Each hanging valley had its snowfield and glacier and the wind was constant and bitter.” When his ship was off Wellington, our Kiwi sailor was on the wheel, looking

Maritime Review Africa NOVEMBER / DECEMBER 2017

MARITIME MEMORIES

By Brian Ingpen

RIGHT: Alistair Kerr.

forward to being at home. “Sorry, son,” the master said, “no, New Zealand homecoming for you. We’re just picking up the mail from a launch and then we’ll be off to Tasmania to load fruit.” Kerr wrote of his feelings: “I remember standing on the afterdeck that night, sadly watching the aptly-named Farewell Spit light disappear in the gloom.”

“Whenever we were in port and a UnionCastle passenger ship arrived. I had to dash to the monkey island to lower the company’s house flag. They didn’t want the passengers to think that UnionCastle operated such ships.”

From Hobart, Drina continued her circumnavigation via Fremantle, Cape Town and Las Palmas, arriving in Glasgow to discharge Tasmanian fruit, several months after that departure from London. South America South America was also the destination of his next ship, Houlder Brothers’ reefer vessel Dunster Grange. To top up the beef cargo she had loaded in Buenos Aires, she crossed the La Plata estuary to berth in Montevideo, Uruguay, and occupied the same berth at which she had been in December, 1939. In port at that time was the German pocket battleship Graf Spee that had taken refuge from a British cruiser

Maritime Review Africa NOVEMBER / DECEMBER 2017

squadron. In view of an international regulation whereby a warship could not sail from a neutral port within twelve hours of the departure of an enemy merchant ship, Dunster Grange was ordered to sail as a tactic to delay Graf Spee’s departure so that British naval forces had more time to position themselves to attack the German vessel once she had returned to international waters. After another voyage in Royal Mail’s Durango, Kerr signed on Fort Carillon¸ initially for a return coastal voyage from London to Middlesbrough, but as the ship was loading in London for Port Elizabeth, where his watch mate was to marry, he signed on for the foreign-going voyage. Fully laden with machinery, textiles, and household goods, Fort Carillon sailed from London with a port schedule that was among the most unusual peacetime voyages undertaken by a ship operated by Union-Castle. After calls at Mediterranean ports, she transited Suez to discharge at several Red Sea ports, before entering eight East African ports. Gambling on peanut butter The British government had earmarked millions of pounds for the so-called, and much vaunted, Groundnut Scheme in Tanganyika, believing that everyone would become avid peanut butter eaters, eventually. To establish and operate the scheme a power station, peanut processing plant, storage facilities and masses of machinery had to be sent to Tanganyika. Thus with her 50-ton derrick on the foremast and a 25-ton derrick on the main mast, Fort Carillon had heavylift cargo destined for Mikindani in southern Tanganyika from where it would be trucked to the site of the Groundnut Scheme. Two steam locomotives were carried

at No 2 hatch and an ex-Navy steam launch on the hatch; on the afterdeck was earth-moving machinery. Kerr recalls that when they went ashore, he saw similar items being over grown with creepers, indicating that the project was stillborn – at huge expense. Bombs away Down the African east coast as far as Port Elizabeth, Fort Carillon called at all the ports. After discharging her last cargo, she began loading a strange and deadly cargo - 1,000 lb bombs, remnants of the war. Fort Carillon sailed with orders to discharge the dangerous cargo, destined for a Royal Air Force base, at Abu Sultan in the Suez Canal. That done, she returned to load at Mombasa, Durban, Luderitz Bay and Walvis Bay, before heading north for Hamburg and London, ending a voyage that had included 22 port-calls. “Whenever we were in port and a UnionCastle passenger ship arrived,” he told me, “I had to dash to the monkey island to lower the company’s house flag. They didn’t want the passengers to think that Union-Castle operated such ships.” Although Alistair Kerr intended to return to Port Elizabeth to marry, he joined Shaw Savill’s magnificent quadruple-screw Dominion Monarch for a round trip from Britain to Australasia via Cape Town. She was the largest vessel built on Tyneside since Cunard’s Mauretania in 1907, and was second only to Cape Town Castle in the stakes as the largest pre-war motorship. Despite the ship having radar, a watch was kept from the crow’s nest. Every two hours, the watch changed. Kerr recalls that north of Las Palmas on the homeward leg of that voyage, he was aloft when the ship dug into an abnormally large head sea.

By Brian Ingpen

MARITIME MEMORIES

FAR LEFT: The 1944-built reefer ship Durango, a unit of the Royal Mail Line fleet, arriving in Cape Townto load fruit circa 1958. When Royal Mail Line was taken over by Furness Withy & Company in 1965, she and her sistership Drina were transferred to Shaw Savill and renamed Ruthenic and Romanic respectively. Alistair Kerr served in both sisterships. Photograph: Brian Ingpen-George Young Collection

LEFT: The habour tug JD White in which Alistair Kerr served during her delivery voyage from Bristol to Durban in 1950. The tug had to return to Britain twice when water ingress occurred as a result of faults in the plating. Photograph: Brian Ingpen-George Young Collection

He recalls the fo’c’s’le and foredeck being totally awash under a mountain of green sea and the ship shuddering as if she had hit a rock. For those minutes, he wondered whether the mast would go or whether the water would reach his position in the crow’s nest. As she slowly lifted with the next swell and water drained from the deck, the damage became evident: inch-thick glass windows in the forward end of the lounge had been smashed and railings had been twisted by the force of water. A voyage for love On his return to Britain, he booked a passage in Pretoria Castle to Port Elizabeth where his fiancé awaited him. However, in January 1950, the padre at the Red Ensign Club told him that crew were needed to deliver a harbour tug from the ship yard in Bristol to Durban. Thus he joined the new twin-screw tug JD White for the voyage to South Africa. Out in the Bristol Channel, the tug hit very heavy weather, engendered by a full gale that had swept in from the North Atlantic. As had happened in other South African harbour tugs of that design, her short, low fo’c’s’le dug into the head sea, slowing her down, and often flooding the accommodation. “Soon we were battling in waist-deep water,” Kerr wrote in an article in Ship’s Monthly, “trying to stop the coal bags from jamming the steering chains, we had to jettison the whole lot.” When water began to squirt between the plates up forward, the master decided to run for Falmouth where the tug had to be drydocked, and the plating repaired. After leaving Falmouth, the problem reoccurred, forcing her to return for further work in the drydock. The third departure from Britain went well, and the tug headed to bunker at

Freetown in west Africa. By the time JD White arrived in Walvis Bay, her next bunkering port, the crew needed medical treatment for boils. Once the local medics had done their bit with needles and medicines, the tug left for Cape Town before making the final run for Durban where she operated for 26 years. On the first plane to Port Elizabeth, Kerr was reunited with his fiancé, married and worked for General Motors, before joining the shore staff of Union-Castle. Busy days at Union-Castle For Port Elizabeth, Union-Castle staff had very busy weekends. The downcoast mailship arrived at daybreak on Saturday, and, soon thereafter, the tugs were moving again to assist the upcoast mailship into No 2 Berth on the Charl Malan Quay. The downcoast vessel sailed for Cape Town on Saturday at 1700 but during the wool and fruit seasons, she left at 1700 on Sunday, followed by the upcoast vessel. In that time, several thousand tons of cargo had to be discharged, some of heavy items for the vehicle assembly plants to the east of the city. Besides the mailships, intermediate liners on the round-Africa service were also frequent callers at Port Elizabeth, as were the company’s large freighters, Kenilworth Castle, Drakensberg Castle and Good Hope Castle. With a constant flow of ships, it was a hectic time for Union-Castle’s cargo superintendents, including Alistair Kerr whose experience on deck aboard a variety of ships and handling every type of cargo was most valuable to the company’s cargo shipments in Port Elizabeth. Homeward bound The time came for Kerr and his wife to consider where their home would be;

South Africa or his homeland. Their decision fell to the latter. On the voyage to New Zealand, he, his South African wife and two young daughters travelled first class in Dominion Monarch. Kerr spent time in the ships’ public rooms that had been off-limits to him in his earlier role aboard the ship and he enjoyed the long, leisurely voyage as the liner took the northern great circle route to Fremantle, then to Sydney and across the Tasman Sea to Wellington. Back in New Zealand, he took up teaching as a secure, satisfying job and after 40 years in the profession, he retired as the principal of the local intermediate school, picking up a Master’s degree along the way. Imagine how those youngsters in his classes must have had their education enriched by a man who had circumnavigated the world; sailed in Fort Carillon when she rounded Africa; endured severe weather at sea and had enjoyed fair winds and calm seas. Aboard those ships he had also encountered the best and the worst of men, and had enticed the best out of the Port Elizabeth stevedores to ensure that the mailship sailed on time. I would really enjoy meeting this remarkable man and his wife, Veronica. As he shared his experiences and life story, I feel that we share a deep maritime interest, parallel educational careers and a love for the written word. And we have another common factor, we both knew Captain Bill Damerell with whom Kerr sailed aboard Union-Castle’s Fort Carillon, and whom I first met aboard TS McEwen. Bill was the tugmaster, and I was a kortbroek enjoying tug rides and immersing myself in the evocative atmosphere of Cape Town’s dockland.

Maritime Review Africa NOVEMBER / DECEMBER 2017

PEOPLE & EVENTS

HYTEC: Group Deputy Chief Executive

Appointments  Launches  Functions  Announcements

Empowering maritime women

romoting women's access to quality employment and senior management levels within the maritime sector is a key priority for IMO's gender and capacity-building pro-

gramme and was at the core of the 8th regional conference to support the Association of Women Managers in the Maritime Sector in East and Southern Africa (WOMESA), held

South African cruise season officially opens

Tillmann Olsen, who hails from Bosch Rexroth in Germany, has been appointed Hytec Group Deputy Chief Executive. The position is temporary only, as Olsen is groomed to succeed CEO John Wingrove, who retires on 31 December 2017 after leading the group for a successful 16 years. Olsen’s 18-year long career to date incorporates senior positions in the Bosch Group and Bosch Rexroth, where mergers and acquisitions and post-merger integration, as well as change management, proved to be his forte. He was responsible for integrating Mannesmann Rexroth and Bosch into the new Bosch Rexroth organisation and, having done so successfully, was deployed to China for three years to oversee additional organisational purchases and integration. “Joining the Hytec Group is very exciting for me,” Olsen says. “The company has performed well in the three years of its joint venture with Bosch Rexroth. It is extremely well-adapted to the fast changing environment and has outstanding customer focus.”

IORA: Secretary General Dr Nomvuyo Nokwe has been appointed as the new Secretary General of the Indian Ocean Rim Association and succeeds KV Bhagirath after two terms in the post. Dr Nokwe is a dynamic African woman who was previously South Africa’s High Commissioner to the Republic of Mauritius also accredited to the Republic of Seychelles. Prior to this, she served as South Africa’s Consul-General in Milan, Italy .Dr Nokwe is a seasoned diplomat and possesses the requisite skills to sufficiently manage the Secretariat of IORA and further lead the Association to greater heights. She will take up her new post in January 2018 for a period of three years. Significantly, Ambassador Dr Nokwe’s appointment presents an historic milestone as the first female Secretary General of IORA, and gives direct expression and impetus to IORA’s efforts to promote women’s economic empowerment.

he South African 2017/18 cruise season kicked off at the end of October with the arrival of the first international cruise liner, MSC Sinfonia, at the Port of Durban. Carrying 2,300 European and South African passengers, the vessel arrived on a 23-day itinerary from Venice in Italy and was welcomed with a tug spray, marimba band and traditional dancers. Transnet National Ports Authority’s Port Manager for the Port of Durban, Moshe Motlohi, said the Port of Durban is scheduled to receive 13 cruise liners this season – up from eight which called at the port during the 2016/17 season. The 13 passenger liners scheduled to call at the Port of Durban this season are: Albatros (Phoenix Reisen), Boudicca (Fred. Olsen Cruise Lines), Crystal Symphony (Crystal Cruises), Europa 2 (Hapag-Lloyd Cruises), Insignia (Oceania Cruises), Le Lyrial (Compagnie Du Ponant), Nautica (Oceania Cruises), Seabourn Sojourn (Seabourn Cruise Line), Serenissima (Noble Caledonia), Seven Seas Navigator (Regent Seven Seas Cruises), Silver Spirit (Silversea Cruises), MSC Sinfonia (MSC Cruises) and Seven Seas Voyager (Regent Seven Seas Cruises). The South African cruise season typically runs from late October / early November to early May.

recently in Mahé, Seychelles Under the theme: A Decade of empowering Maritime Women - What does the future hold for Africa's Blue Economy? the event, supported by the Seychelles Maritime Safety Administration (SMSA), focused on the key achievements made by the Association over the last decade, as it celebrates its milestone 10th anniversary. Since its establishment under the auspices of IMO in Kenya in 2007, WOMESA has established strong governance and strategic principles aligned with the United Nations Sustainable Development Goals (SDGs), in particular (SDG 5) which aims to achieve gender equality and empower all women and girls, as well as IMO's Integrated Technical Cooperation Programme (ITCP). IMO is encouraging its Member States to place a greater emphasis on incorporating women in the maritime field. The setting up of these networks and regional associations is key, as it provides a platform for women to discuss gender issues and help each other climb the professional ladder. The conference adopted a resolution, setting out WOMESA's obligations and responsibilities to achieving the SDGs and related targets, to ensure that the purpose of the 2030 Agenda for Sustainable Development is realised through the Association's work programme. The conference was attended by maritime officials from: Ethiopia, Kenya, Madagascar, Malawi, Mauritius, Mozambique, Namibia, Seychelles, Somalia, South Sudan, Uganda and the United Republic of Tanzania.

ABOVE: Declaring the 2017/18 cruise season officially open with a ceremonial ribbon cutting were Ross Volk (MD of MSC Cruises South Africa), Moshe Motlohi (Port Manager at the Port of Durban and Councillor Sqiniseko Shezi from the eThekwini Municipality.

Fishing app recognised for social innovation

n app that was co-developed by a group of small-scale fishers was named as one of the award winners at the 2017 SAB Foundation Social Innovation and Disability Empowerment Awards. Abalobi, isiXhosa for small-scale fishers initiative aims to enable small-scale fishing communities to be incorporated into information and resource networks, which include fishery monitoring and maritime safety to local development and market opportunities. The non-profit organisation (NPO) was recognised for the work done, potential in the work ahead and the social impact the initiative has on society. In 2015 Minister Senzeni Zokwana endorsed and expressed his support for the Abalobi mobile application suite and programme as a tool that could give meaning to proper fisheries management, and the management of the small-scale fisheries sector that is currently being established. The Abalobi initiative, spearheaded by a newly registered non-profit organisation known as Abalobi NPO, co-founded by Abongile Ngqongwa (DAFF), Dr Serge Raemaekers (UCT) and Nicolaas Waldeck, seeks to empower small-scale fishing communities to use information and communication technologies to engage in a range of activities that enable them to participate fully, equitably and effectively in small-scale fisheries governance. It also aims to ensure equitable beneficiation through participation in a fully traceable, fair and inclusive value chain that secures equitable and sustainable seafood from hook to cook, i.e. seafood with a social and ecological story. The Department of Agriculture Forestry and Fisheries (DAFF) is very encouraged by the work that the Abalobi NPO has done within such a short space of time. The department pledges to continue working with the NPO in ensuring that small-scale fishers are empowered and that the objectives of the small-scale fisheries policy are realised.

Maritime Review Africa NOVEMBER / DECEMBER 2017

Appointments  Launches  Functions  Announcements

PEOPLE & EVENTS

LEFT: PhD Graduates (L-r) Dr Glenn Wright (USA), Dr Kana Mutombo (South Africa), Dr Tafsir Matin Johansson (Bangladesh), Dr Cleopatra Doumbia-Henry, WMU President, and Kitack Lim, WMU Chancellor and IMO Secretary-General, Dr Derek Lambert 9South Africa), Dr Lawrence Kuroshi (Nigeria) and Dr Safaa Alfayyadh (Iraq).

Africans dominate World Maritime University PhD graduation Three of the six candidates who were awarded the Doctor of Philosophy in Maritime Affairs at the World Maritime University’s November graduation ceremony were from the African continent.

peaking at the graduation, President Doumbia-Henry remarked, “These individuals have further developed their maritime specialisation to the highest academic level across a broad spectrum of issues related to the International Maritime Organisation’s mission of maritime safety, security and environmental protection. Their specialised expertise and research will benefit not only their home countries, but the maritime community as a whole.” Dr Lawrence Kuroshi of Nigeria examined issues relating to ballast water management in his dissertation. He intends to apply his experience in his home country and promote research, maritime advocacy and maritime development. “I started researching on ship Ballast Water related issues from research carried out within my two earlier Master’s degrees. Both had left me with a number of unresolved questions craving for potential solutions of contemporary maritime significance. These questions together spurred the research topic for my doctoral work, which was mainly aimed to resolve all or at least some of these critical research questions,” he said. South African, Dr Derek Lambert’s dissertation focused on ways to improve learning outcomes within a developing maritime nation that lacks

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practical resources through the introduction of classroom technology. As a maritime lecturer by profession, Lambert says that his choice of topic relates to his desire to make a positive impact in his field in South Africa. “I found the topic to be highly interesting, with enough data at my disposal to ensure that I could adequately address the research questions,” he said. Also from South Africa, Dr Kana Nkasanga Patrick Mutombo based his dissertation on examining a holistic risk-orientated framework for port infrastructure adaptation to climate change. “Given that I was responsible for the planning, provision and maintenance of port infrastructure in the port of Port Elizabeth in South Africa, I felt that there was a need for adapting port infrastructure to the changing climate. "However, efforts to implement this concept proved fruitless since climate change is still regarded as a very contentious issue, difficult to comprehend in totality. Attempts to benchmark with international best practices indicated that there was still no provision in the industry for a port wide approach or methodology for assessing and incorporating climate risks in ports. This is the knowledge gap that I identified which made the case for my PhD research,” he said. “I am presently in the process of establishing a Research and Development unit in Transnet National Port Authority in South Africa. I am glad that the organisation's management is increasingly recognising the need for research within the organisation. It is our intention to seek areas of possible collaboration with many research institutions, including WMU,” he added.

ABOVE TOP: The Pierre Léonard Prize for the Best Female Student was awarded to Brume-Eruagbere Omovigho from Nigeria. ABOVE MIDDLE: The C P Srivastava Award for International Fellowship was awarded to Olumide Bolarinwa Ajayi from Nigeria. ABOVE: The Chancellor's Medal for Academic Excellence for the MSc in Maritime Affairs 2017 in Malmö was awarded to Yasser Bayoumy A. Farag from Egypt. PHOTOS COURTESY OF WORLD MARITIME UNIVERSITY

TRAINING AND THE DEVELOPMENT OF HUMAN CAPITAL In the first issue of 2018, Maritime Review Africa will investigate the training opportunities on the African continent aiming to highlight the challenges and potential solutions facing the various sectors of the maritime industry. Get in touch with us to participate | editor@maritimesa.co.za

Maritime Review Africa NOVEMBER / DECEMBER 2017

PEOPLE & EVENTS

Appointments  Launches  Functions  Announcements

Worldwide conference showcases new technology for sustainable fisheries

oncentrating on showcasing new cutting-edge technology to their network of international dealers, Simrad recently hosted their annual Fisheries Worldwide Conference in Cape Town. “When we think we have reached a pinnacle in cutting edge technology, Simrad just releases an even more mind-boggling range of products with incredible benefits for our users,” said Eddy Elschot of Mrad, the South African Simrad agent. The conference was attended by 12 Simrad staff from the Head Office in Horten, Norway as well as 40 dealers from all over the world. “Material and new products launched seem to get better and the term Technology for Sustainable Fisheries resonates more loudly every year,” said Elschot adding that there is still so much to learn about conservation and effective techniques. “It is useful to see the latest trends in use around the world and the different ways in which technology gets used to achieve the desired results in each fisheries region.”

The conference delivered the message that there is a need for change in order to adapt to the new markets and regulations from respective regions. Technologies in the fisheries environment are starting to overlap with Subsea technologies. AUV, sea gliders and remote monitoring of fish stocks and fish movement are becoming commonplace. Aquaculture is growing at a tremendous rate in certain regions and eventually will be a larger source of fish stocks than those caught in the wild. Incredible strides are being made with Simrad now using acoustic monitoring for measuring fish growth, behaviour and automatically feeding the breeding stock within huge fish cages. Levels of oxygen, carbon and any pollutants are measured and can be viewed in real time from a remote location. “We are very proud to be part of the Simrad family and thank them for allowing us to host this year’s event in our beautiful country,” said Elschot.

Internationally recognised for excellence

C Discussing solutions to challenges in the ship repair industry

half-day conference organised by SDJ Marketing in Cape Town, South Africa, sought to discuss and address some of the current challenges facing the ship repair sector in the country. Lead by Sean Jansen of SDJ Marketing the guest panel included Nezaam Joseph, an economist with the Western Cape Government's Department of Economic Development; Benedicta Mahlangu Durcan from the Saldanha Bay IDZ as well as Chris Sparg, MD at Dormac Marine. Frank discussion captured much of the frustration that sector stakeholders believe is not being sufficiently addressed, including tenure of lease in the ports, access to financing, ship repair infrastructure as well as the cyclical nature of the industry. As a sector that had once pinned its survival on the offshore oil and gas industry, delegates were clear in their consensus that shipyards need to attract general ship repair back to the ports in order to ensure the retention of scarce skills in preparation for an upturn in the offshore oil opportunities. But the industry is also very clear about their need to engage Transnet National Ports Authority on critical issues relating to leases and infrastructure with the view to relooking at the concessioning model that was once on the table.

ABOVE: Benedicta Mahlangu Durcan (Saldanha Bay IDZ), Nezaam Joseph (Western Cape Government), Sean Jansen (SDJ Marketing) and Chris Sparg (Dormac Marine).

Maritime Review Africa NOVEMBER / DECEMBER 2017

ape Town-based SMD Telecommunications was awarded the Best Service Provider for the JRC/ Alphatron brand for 2017 at a Japan Radio Company/ Alphatron Distributors conference at the beginning of November in Rotterdam. Competing against distributors in the EMEA region, the company took top honours amongst 55 distributors. “As a long-standing company that has been providing quality products and services for over 60 years, this is recognition that we not only say that we are truly devoted to the maritime community, but our customers and suppliers are witnesses to this. "It builds on our vision of being the most trusted maritime electronics partner and is in line with our values of being devoted, quality driven, acting with integrity and transparency, customer centric with innovation at the heart of it all,” says Andile Dhlomo, Director at SMD Telecommunications. ABOVE: Andile Dhlomo of SMD “SMD has proven that South African companies lead by South Africans have the potential to be the best in Telecommunications accepts the award for Distributor of the Year the world. This award places South Africa on the map and outlines that excellence can be achieved with a suitable team, a winning strategy with exceptional execution. As we continue to grow, SMD will not compromise on its core values of being devoted and quality driven. Customers can expect world class service when they engage SMD,” he added. Judging criteria for the award included response time, first time fix rate, Class Approvals, service reports, purchase of spares as well as the number of Voyage Data Recorder surveys undertaken and Certificates of Compliance issued. SMD Telecommunications came out ahead for successfully resolving the highest number of service jobs at the first attendance and provided swift response times to clients requiring quotes. In addition their service reports were accurate and provided clarity on the work undertaken.

Commemorating the lives of maritime colleagues

A force in the fishing industry BARRIE ROSE

arrie Rose, whose sustained effort to improve the environmental performance of the South African trawling fleet over a period of 30 years resulted in several major gains for the environment, passed away in Cape Town. Barrie was fatally injured after a fall from the rocks while fishing at Cape Point at the end of December 2016. Barrie worked in fishing for 41 years. He began his career at Sea Fisheries (now the Department of Agriculture, Forestry

and Fisheries) where he was employed for 23 years, initially as a pupil technician. He began to learn about trawling and to interact with the deep-sea trawling industry when he transferred to the demersal section at Sea Fisheries in 1980. He played a key role in the annual demersal surveys and it was Barrie who established the demersal database that exists to this day. Although he was offered several jobs in the fishing industry, it was only in 1990 that Barrie

Ambitions of a career at sea ONDELA MASHIYA (2000 – 2017)

rade 11 maritime student, Ondela Mashiya (17) passed away in Cape Town’s Groote Schuur Hospital on July 3 this year as a result of respiratory failure. Ondela joined Simon’s Town School in January 2016 from Strelitzia High in Uitenhage and in no time, became actively involved in the schools youth leader activities and a member of the Representative Council of Learners (RCL). She was also a much-loved member of the Lawhill Maritime Centre, where she boarded. She was a feisty, spirited young lady who was determined to make the most of every opportunity that came her way. Her dream was to become a drilling engineer in the oil and gas industry. She is survived by her younger sister Mihlali Kutase, her great grandmother Manyawuza, her uncles Lwazi, Sivuyise and Lufezo Ntangana, her half-brother Thobela Gqabu and her guardian, Busisiwe Mbinyashe. Tribute by Debbie Owen

made the decision to leave Sea Fisheries, choosing to join I&J as production manager in the trawling division. His job was to optimise the use of the company’s quota and in this role he was able to reconcile his passion for the environment with his job; he worked tirelessly to ensure that fishing was conducted sustainably and responsibly. For instance, it was Barrie who introduced the idea of marine protected areas (MPAs) as a means of fisheries management to SADSTIA. Only last year the Department of Environmental Affairs announced its intention to declare 22 new MPAs in South Africa and SADSTIA has participated meaningfully in the process of defining their characteristics and boundaries. Barrie also facilitated a study that identified the fact that seabirds, especially albatrosses and petrels, were regularly killed by trawl warps. He was instrumental in finding a solution to the problem and between 2006 and 2014 SADSTIA members recorded a remarkable 99 percent reduction in the number of albatross deaths caused by trawl gear. Throughout his career at I&J, Barrie enthusiastically located berths on fishing vessels for marine mammologists, ornithologists and ichthyologists, an initiative that resulted in the development of a new class of environmentally conscious skipper in the deep-sea trawling industry. Barrie retired in 2008 and spent the past eight years pursuing his interest in birds, nature and the oceans. He was one of South Africa’s top 10 bird watchers and spent a considerable amount of time identifying and photographing seabirds. He was involved in the compilation of the seabird portion of the renowned field guide Sasol Birds of Southern Africa, and helped to compile the “Seasonal Table for Seabirds” in Essential Birding and the Southern African Birdfinder. He also served on the South African Rareties Committee. As an international fisheries observer, Barrie worked on fishing and seismic survey vessels in some of the most remote and far flung reaches of the oceans.

CROSSING THE BAR

Piloting a new course THANDEKA NYANDENI MZIMELA (1984 – 2017)

Thandeka Nyandeni Mzimela, 33, had been in the service of Transnet for 11 years and four months. She completed her maritime studies at Durban University of Technology and qualified as a tug master on 1 June 2010. At the time of her death she had been a Marine Pilot in Training for four months and was looking forward to the prospect of qualifying in July 2018. During a boarding operation onto an incoming vessel on 1 November in which she was accompanied by a senior Marine Pilot, Mzimela fell into rough seas and drowned. TNPA Chief Executive Shulami Qalinge said Mzimela was not only a colleague, but also a friend to many and a valuable part of the Transnet family. She said she was pursuing her goals and overcoming obstacles – both personally and externally – to entrench her position in the male-dominated maritime industry. Mzimela is survived by her husband Khulekani Mzimela, a Chief Engineer at Transnet, and two children. A nationwide memorial and shutdown of operations for one hour was held at TNPA’s head office and ports on 8 November in honour of Mzimela. TNPA is cooperating fully with the authorities for a full investigation of the tragic incident. The Authority said the safety of its employees and working environment remained its first concern.

Maritime Review Africa NOVEMBER / DECEMBER 2017

CROSSING THE BAR

Commemorating the lives of maritime colleagues

Taking trawling to new depths for efficiency ALFRED (ALF) JOSEPH WALLACE: (1954 –2017)

lf was born and brought up in Hull in West Yorkshire, England where his family lived on the famous Hessle Road – legendary home to generations of Hull trawlermen. He was the youngest of four, which included two brothers his sister Kathleen whom he adored throughout his life. As was the norm for “Hessle Roaders” in the Deep Sea Fishing City of Hull, his brothers both followed their father and

embarked on careers as fishermen, a tough and dangerous job and at that time in the fishing industry – a poorly paid one. But this was not the life for Alf. At the age of 15 he started at the Hull Electricity Board, but soon realised that he was being stifled and that there were better opportunities in life! And so, he joined the Boston Deep Sea Fishing netloft as an apprentice trawlmaker. At the end of his apprenticeship he enrolled in the Hull College of Education and came away with a Certification in Business Management. This qualification combined with his new-found knowledge of nets and trawl gear, lead him away from Hull where he took up factory management positions in the fishing port of Bridlington. However, his passion for improving trawl designs as well as the overall improvement of fishing equipment ran deep and he was forever exploring potential methods for observing the trawl gear in motion

underwater. He pioneered the underwater filming of trawls being towed at sea in real time conditions. He personally hired the Fisheries Research Authorities towable cameras on several occasions and produced hours of video material that explained many things that had puzzled trawlermen over the years – something he was particularly proud of. Such was this success, Alf soon became a well-known name within the industry and visited Europe as well as the United States to promote this new technology – which is widely used to this day, but with much more sophisticated equipment. In the early 1980’s Alf, seeing the decline of the Hull fleet and the growth of the Scottish trawling industry, moved to Buckie in Scotland and formed Alf Wallace Nets. Here, through shear hard work and determination, he built up a very successful business. In 1993, after 14 years in Buckie, he sold the business and headed to Cape Town where he had been invited by Irvin & Johnson’s then General Manager, Rob Whitehead to assist the company modernise their trawl gear by taking advantage of technological advances in synthetic materials and trawl design.

A rigorous oceanographer DR CHRISTOPHER MICHAEL DUNCOMBE-RAE (1957 – 2017)

r Duncombe-Rae was a talented and technically rigorous seagoing physical oceanographer with over 1,000 days at sea. He passed away unexpectedly on 11 October. He was en route to Washington to spend a few weeks with the National Oceanic and Atmospheric Administration (NOAA) colleagues, to interact with them on how to improve the Department of Environmental Affairs’ data and information systems in support of research and the Government’s Oceans Economy Strategy, Operation Phakisa: Oceans Economy. He was instrumental in initiating the process and building the system from the ground up. A specialist scientist in physical oceanography and data management in the

Maritime Review Africa NOVEMBER / DECEMBER 2017

Oceans and Coast branch of the Department of Environmental Affairs in Cape Town, Dr Duncombe-Rae was a key member of the Departmental team that compiled the 2014 State of the Oceans Around South Africa report and conducted research in the ocean and shelf environment of sub-Antarctic islands, Benguela and Agulhas ecosystems. He participated in research cruises in the North Atlantic and North Pacific Oceans. He was also one of the co-convenors of the International Symposium on Second International Indian Ocean Expedition and related Oceanic and Coupled Atmospheric Research in the Indian Ocean, which was organised along with the 2017 Joint IAPSO-IAMAS-IAGA Assembly in Cape Town from 27 August to 1 September.

Rockhopper rigs, twin trawling and new generation high tenacity twines were largely unheard of in South Africa at the time and Alf had extensive experience of these technologies from his time in Scotland having been there since their inception. In 1995, Alf and Rob broke out on their own and set up African Maritime Services in Cape Town and a second branch a couple of years later in Walvis Bay. Alf was a character who was difficult to forget: a larger than life figure who was passionate about his industry and who had a particularly strong affinity with the skippers and crews of trawlers. He had that rare ability to walk into a room not knowing anybody, but would leave an hour later having made friends with almost everyone there. Alf “passed over the side” quite suddenly on Wednesday 13th April and left his son, Andrew and daughters Melanie and Nici as well as four grandchildren. Tribute by Rob Whitehead

Dr Duncombe-Rae was instrumental in the design and initial implementation of the Marine Information Management System, Africa’s first ISO 14721-compliant data repository. He provided strategic scientific leadership and direction with the DEA, and at the national, regional and international levels, in his work on IIOE-2. He provided mentorship, advice and training and played a leading role in advocacy for open data. Near the end of his career, he turned his attention to data stewardship and marine information systems, leading South Africa in the development of its Marine Information Management System (MIMS). He was a passionate advocate for Open Source Software in general, and Linux in particular. Dr Duncombe-Rae is survived by his wife, Deidre Byrne, also an ocean scientist in the Department, and his 11 year-old son.

Commemorating the lives of maritime colleagues

Salt of the sea CAPTAIN BILL DAMERELL

or young Bill Damerell the local Sea Cadet unit; roaming Port Elizabeth harbour; and tug rides were catalysts for a long and distinguished nautical career that began with two years’ training aboard General Botha at Simon’s Town. In 1942, he and a fellow cadet joined the magnificent South African four-masted barque Lawhill, taken as a war prize earlier that year near East London. Although life was tough aboard Lawhill – Damerell lost a finger to a slamming door as the ship rolled in heavy weather off the Cape – her cadets learnt the ways of the sea in all weathers. As tough and romantic as his time aboard Lawhill had been, Damerell joined Selandia, a four-masted Danish motorship that had been captured from its Vichy-French crew in Cape Town to become a South African war prize. She transported troops and equipment from Durban to Suez. With his Second Mate’s ticket, he joined the trampship Pentridge Hill in Durban from where she carried coal to Colombo as well as loaded sugar in Mauritius for Beirut which he found to be a beautiful, peaceful city in those days. The rest of the voyage lasted over a year, including a circumnavigation of the globe in the course of her various charters – an experience that suited this free-spirited man. He joined Union-Castle whose freighters and intermediate liners took Third Mate Damerell around Africa. When in Lou-

renco Marques (now Maputo), he saw the derelict Lawhill, a tragic, silent shadow of that fine barque that once had the wind in her sails. Aboard the freighter Fort Carillon, he was second mate for another long voyage. “Our watch of three ABs,” wrote former AB, Alistair Kerr, “elected to stay with him in the 12-4 watch as we found him such a pleasant watch officer. As I wanted to go for my Second Mate’s ticket, Bill would often show me points of navigation and even take the wheel while I was ‘delegated’ to contact a passing ship with the Aldis Morse lamp.” Such was his interest in training, even at that early stage in his career. A spell in Union-Castle mail-

CROSSING THE BAR

After he informed the ship’s commanding officer that he intended to sail the ship from the harbour, and had shared his experiences in Lawhill, the captain agreed. From many vantage points, hundreds watched as Libertad left the harbour under sail, a laudable piece of seamanship that remains a dockland legend. After spells as Port Captain in Walvis Bay and Richards Bay, his appointment as Port Captain of Cape Town was the pinnacle of his stellar career. “I’ve had a wonderful life,” Bill Damerell told me in June over what would be our last cuppa together. “A wonderfully supportive wife, three wonderful children, and a wonderful career.” A giant cedar in local shipping fell this year – and that twinkle in his eye has now faded.

ships and his gaining his master’s certificate preceded his joining the harbour service as a dredger mate and later master in East London. I met this cheerful man when I thumbed rides on Cape Town harbour tugs. He commanded the old steam tug TS McEwen for several years and, remembering that the Port Elizabeth tugmasters had let him aboard their tugs in his younger days, he welcomed youngsters aboard the old steam tug. Later, as a senior pilot, he would often enjoy those Union-Castle traditions again – the four o’clock Friday sailings from Cape Town, or boarding the inward mailship at dawn on Thursdays. Often he would dare to sail the mailship – or other large vessels – despite strong winds, and he did it! Perhaps his most memorable piloting job involved the Argentine sail training ship Libertad.

Tribute by Brian Ingpen

Harnessing technology for life STEVE NELL (1975 – 2017)

teve Nell, MD of Marine Data Solutions, sadly passed away on 29th October 2017 after an eleven-month battle with cancer. Steve began his working career with Portnet Lighthouse Services in 1995 before moving over to another Transnet subsidiary, Marine Data Systems, in 1998. At the time the subsidiary was participating in the initial design and development of the Maritime Automatic Identification System (AIS). Steve worked initially as a Project Manager at Marine Data Systems before moving into Business Development. In 2004, when Transnet decided to exit from the world of AIS development, Steve found himself ideally placed to lead the formation, along with partners, of a new company, Marine Data Solutions, to specialise in Maritime Domain Awareness Solutions. Steve assumed the role of Managing Director of Marine Data Solutions and under his dynamic entrepreneurial leadership the company grew its base of services from South Africa into Namibia, Mozambique, Tanzania and Kenya. He was continuously looking for new opportunities to grow the group through partnerships or startups with the aim of creating jobs in the industry. Under his watch in 2015, MDSol acquired a majority shareholding in Marine Radio Acoustic Devices (MRAD). With the help of management from MRAD, Steve managed to integrate the new team into the MDSol family. In 2006, through Marine Data Solutions membership of the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) Industrial Members Committee (IMC), Steve became President of the IMC until 2010. From 2010 he has served as a Vice President of the IMC until his passing. He also served as Chairman on the board of Megawatt 247 Electrical as well as MRAD and was a board member of Kongsberg Maritime South Africa.

Maritime Review Africa NOVEMBER / DECEMBER 2017

GREEN MARINE

Keeping our oceans alive with opportunity

GREEN WARRIOR

Sounding out the future of whales and dolphins Tess Gridley is currently a post-doctoral research fellow with the University of Cape Town (UCT), based in Statistical Sciences within the Centre for Statistics in Ecology, Environment and Conservation (SEEC) research group – funded through the Claude Leon Foundation. Natalie Janse asked her a few questions about her day-to-day working life and what she believes the environmental issues that need to be addressed sooner rather than later are. What is your current job title and job description?

How did your career path lead you to your current position?

As well as my post-doctoral research at UCT, I am also a co-director of the non-profit group Sea Search Research and Conservation. We are based in Muizenberg and run research on whales and dolphins in both South Africa and Namibia under the Namibian Dolphin Project.

I am originally from the UK. I always enjoyed wildlife and caring for animals; and have been a vegetarian since the age of 14 years. When I was 17 I travelled to Australia and visited the Great Barrier reef and went whale watching to see humpback whales. These experiences helped guide me to an undergraduate degree in Marine Biology at the University of Newcastle-upon-Tyne. I worked on several marine mammal projects before this: one investigating dolphin communication networks as well as another conducting aerial surveys of grey seals. After this I studied an MSc in Marine and Fisheries Science and later a PhD in dolphin acoustic communication, at the University of St Andrews Sea Mammal Research Unit in Scotland (UK). As part of my PhD research I looked into geographic variation in dolphin communication whistles, similar to a dialect, and for this I travelled to different areas in Scotland, East Africa, South Africa and Namibia. As a result I became involved with the Namibian Dolphin Project and have never really gone back.

I mostly investigate what sounds are made by whales and dolphins, and what they are used for. Much of my research involves using an underwater microphone (hydrophone), which I attach to the seabed or deploy from a research vessel. Many sounds are used in communication. Whales and dolphins can communicate over large distances. Other sounds, such as echolocation clicks produced by dolphins play very specific roles and are used to see the world through processing of the echo from the sound. Sounds are individually distinctive and can act as a label, or name, which the dolphins can use to keep in contact with each other. The unique sounds that dolphins use to convey identity information are called signature whistles and I have studied these sounds for many years – looking at when they are used and whether we can monitor individual occurrences using these vocal names. Once we understand which sounds are used, when and hopefully why; we can apply this to population monitoring. We have recently started to conduct long term underwater monitoring of False Bay and Walvis Bay in Namibia. From this we can determine the occurrence of whales and dolphins, as well as monitor man-made sounds (such as motor boats and construction noise) and fish noise to monitor biological diversity. This is an exciting new area of research, and is quite unusual in South Africa.

Maritime Review Africa NOVEMBER / DECEMBER 2017

What does your job entail on a daily basis? It’s not going to sound very exciting. Most days I am in the office at UCT analysing data or doing admin for students. Acoustic data takes a lot of processing and we are moving more and more towards remote acoustic detection - essentially leaving acoustic recorders out in the water for months at a time. As a result this generates a lot of Big Data, which is a computational headache and requires more time behind a computer to analyse. In the past, I conducted a lot of my own fieldwork and I am still involved with field data collection. For example, we have a dedicated field research period

each winter in Namibia. This year I led a team working on dolphin acoustic communication and seal sounds. But much of my time is driving a computer, writing papers or working with students on their projects.

What aspects of your job do you really enjoy? Getting out of the office and to sea is obviously the best part of the job. Especially on those good weather or good dolphin or whale days. Last year I worked with a film company to collect acoustic recordings of humpback whales aggregating in super-groups. These whales form groups of up to 200 animals on the West Coast of South Africa and are feeding together. It’s truly amazing to be part of a team working on such large animals in such large numbers. The acoustic data we recorded is great; lots of different sounds and whale song as well. It’s is really a pleasure to be able to work at sea. I also really enjoy working on projects with students and seeing them progress and eventually submit their projects. We’ve turned a few into scientific publications as well, which is a bonus. As a scientist you can travel to conferences to present findings. This is always very inspiring and a great way to promote your research internationally. I have just returned from the International Bioacoustics Congress in India and it was a wonderful opportunity.

What aspects of your job do you find more challenging? I am a working mum with two small children. This makes long fieldwork days really hard and has changed how I approach my work. I can’t travel away very easily, but have managed in the past to take my children on field trips or to conferences. As a scientist we are also constantly struggling for funding. I currently don’t know whether I have a job next year. This can make planning really difficult, both at home and for research. Motivating for funds takes time away from getting the research done, which can be frustrating.

Where does your passion for the environment come from? I have always been an outdoors person

Keeping our oceans alive with opportunity

GREEN MARINE

SA research ship embarks on the International Indian Ocean expedition

T ABOVE: Tess Gridley and the team deploy a 400 metre hydrophone array to record Heaviside’s and dusky dolphins in the Namibian Islands Marine Protected Area. This project looks at the distribution of dolphin species using combined acoustic and visual survey methods.

and loved animals. I grew up taking holidays on canal boats in the UK and then became a scuba diver, so I always enjoyed being out on the water. Now when I get out to sea I really get excited about collecting the data and seeing what we might find on the recordings. No two days at sea are the same and we have a good team so fieldwork can be rewarding.

What do you think is the most pressing problem facing the maritime environment that needs to be addressed within the next 5 – 10 years? I work on underwater sound, so I will say that noise pollution is particularly overlooked within the marine environment in general, and in Africa in particular. Noise from shipping, seismic survey activity, pile driving etc is increasing and should be well-monitored as marine animals from shellfish to whales can be sensitive to noise. Too much noise pollution can influence reproduction, animal occurrence, behaviour and can cause hearing damage. To my knowledge there is very little monitoring of underwater sound taking place within the marine environment in South Africa. Underwater noise monitoring and mitigation is an overlooked research field. In other areas, such as in the USA, UK or Denmark they are strict about underwater noise pollution, which helps to protect the marine

environment. Soundscape monitoring (monitoring all the sounds which make up the acoustic landscape) is a new and developing field that I am very interested in and we are developing ways to monitor the acoustic soundscape in the marine environment around Cape Town, using a series of underwater hydrophones. One issue I think is that we are very anthropocentric about the sound we make underwater, so that if we can’t hear it we don’t necessarily see it as a problem. But things like echosounders can overlap with the communication sounds of dolphins, like the endemic Heaviside’s dolphins, which are often seen off Table Bay and occur all the way north to southern Angola. Although we don’t see it and might not even be able to hear it, it is important to consider the noise we are generating underwater as this can affect our marine life. Other pollution such as plastic pollution is also a huge issue. Things like micro-plastics, which are polluting food chains and larger plastic debris, which get ingested by whales, dolphins and turtles. I have just returned from India where the plastic pollution on land is immense. It saddens me to think that we are putting huge amounts of plastics into the environment on a daily basis without even thinking about it – and that this plastic will live on long after we are dead, with detrimental effects on the environment.

he SA Agulhas II will spend almost a month at sea before her annual trip to Antarctica at the end of the year as she embarks on the South African leg of the International Indian Ocean Expedition 11 (IIOE-2) The vessel departed in mid-October and returned on November, 15. The South Africa leg of this major global scientific programme in collaborative oceanographic and atmospheric research commenced on October, 18 from Durban, along the East coast of Africa. The IIOE is a multi-national programme of the United Nations Intergovernmental Oceanographic Commission (IOC), which emphasises the need to research the Indian Ocean and its influence on the climate and its marine ecosystem. South Africa’s contribution to the expedition is an African research cruise along the East of Africa from the SA Agulhas II. This will be the first African-led research cruise, that is multi-disciplinary and comprising scientists and students from South Africa, Mozambique, Kenya, Nigeria and Egypt. Other international scientists and students joining the research cruise are from India, Belgium and Italy. The data collection will cover physics, chemistry, plankton, biodiversity, biology, such as whales, seals and seabirds, as well as geology. All these areas provide important information in understanding the ocean environment and its links to developing a successful Ocean Economy. Environmental Affairs Minister Edna Molewa says the expedition will bring about several benefits. “The gathering of basic long-term data and information will place developing countries of the Indian Ocean in a better position to conserve the integrity of their ocean and to find ways in unlocking their respective potential ocean’s economy to improve the livelihoods of their citizens,” she says. The SA Agulhas II docked in Dar Es Salaam, Tanzania in November 2017 in time for the 10th Conference of the Western Indian Ocean Marine Science Association (WIOMSA).

Maritime Review Africa NOVEMBER / DECEMBER 2017

GREEN MARINE

Keeping our oceans alive with opportunity

Authorities collaborate in Durban coastal clean up

“Bad weather and strong winds hampered much of the clean-up. We worked around the clock to monitor the clean up and get regular updates. Since the storm on October 10 we have been mindful about the environmental risks and have acted in accordance with safe and clean measures to avoid contamination of the ocean.”

A severe storm that wreaked havoc in the Port of Durban during October resulted in a round-the clock cleanup operation involving Transnet National Ports Authority (TNPA), the South African Maritime Safety Authority (SAMSA), the Department of Environmental Affairs (DEA), South African Local Government Association (SALGA) and independent service provider, Drizit Environmnental. The three-week clean up operation is estimated to have cost up to R600 million. SAMSA, TNPA and Drizit Environmental were faced with the task of clearing the beaches from Richard’s Bay to Umkomass when the shoreline became littered with tiny plastic pellets from containers damaged during the storm. Following reports that the plastic pellets had been discovered along the coast of KwaZulu-Natal an urgent meeting was convened between TNPA, DEA and SALGA, provincial environmental

affairs and Ezemvelo, amongst others, to discuss mitigating measures. Affected municipalities were informed to be on the lookout for the plastic pellets and urged to lead their own clean-up operations along their area of coastline. A SAMSA directive was issued to shipping group, the Mediterranean Shipping Company (MSC) – operators of the vessel from which the damaged containers carrying the cargo were lost – to conduct an assessment of the scale of pollution caused following the loss of cargo in Durban harbour. SAMSA Chief Operating Officer, Sobantu Tilayi, said MSC cooperated with the authorities for the clean-up operation; conducting surveillance and assessment of the extent of pollution in Durban harbour and the affected coastal areas. Tilayi indicated that SAMSA had undertaken the monitoring and oversight role of the process while MSC had consulted with the cargo owners for the technical details of the plastics. An area survey was also conducted by

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Our Liferaft Service Division is qualified to service liferafts, lifejackets and immersion suits of all brands. The testing is done in accordance to various international regulations and standards. Our Fire Service Divisions takes care of servicing, refilling, selling and pressure testing of fixed fire fighting installations, portable fire extinguishers, fixed fire detection systems, breathing air / EEBD sets and various other fire fighting equipment. We also perform pressure testing and overhauling of various aviation cylinders and valves. Our Lifeboat / Rescue Boat / gangway division performs annual inspections, 5 yearly overhauls and load testing on lifeboats, fast rescue crafts, davit systems and various other release gear. We also supply lifeboats, davits, fast rescue craft and on-load / off-load release hooks. In addition, we also hire load testing equipment for 1.1. winch / break dynamic testing clients. Our Equipment Sales Division can assist you with all your safety requirements.

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SAFETY AT SEA

Maritime Review Africa NOVEMBER / DECEMBER 2017

a service provider, accompanied by SAMSA, to ascertain the state of beaches up to Umhlanga, on the north coast and Umkomas, on the south coast. “A team to assess the extent of damage has travelled northwards and southwards. Local municipalities will be kept informed to enable surveillance teams to access beaches,” said Tilayi SAMSA’s Principal Officer Captain Hopewell Mkhize said: “Bad weather and strong winds hampered much of the clean-up. We worked around the clock to monitor the clean up and get regular updates. Since the storm on October 10 we have been mindful about the environmental risks and have acted in accordance with safe and clean measures to avoid contamination of the ocean.” The port authority’s clean-up operations within port limits also targeted a significant inflow of waste that had discharged into the port from Umbilo, Amanzimnyama and Umhlatuzana Rivers, as well as the municipal storm-water system. During the natural disaster TNPA and SAMSA also had to focus on the refloating and remooring of five drifting vessels, three of which had grounded in the port due to the extraordinary weather conditions.

From tireless campaigner to ambassador

wo Oceans Aquarium Environmental Campaigner, Hayley McLellan, has been selected as an official Ambassador for the prestigious 5 Gyres Institute. Founded in 2008, 5 Gyres is a non-profit organisation with the global goal of empowering action against the health and environmental crisis of plastic pollution. In 2010 they became a founding member of the UN Global Programme on Marine Litter and were the first organisation to document plastic pollution in the North Pacific, South Pacific and South Atlantic Gyres. Working with Barack Obama, they convinced the United States to ban plastic microbeads. Rethink the bag McLellan has worked tirelessly against the growing global threat of plastic pollution. In 2011 she launched the Rethink the Bag campaign with the goal of banning single-use plastic shopping bags in South Africa - and she’s making significant progress. Being a 5 Gyres Ambassador, McLellan has access to a network of global ambassadors and support material. McLellan (and Rethink the Bag) is now able to formally participate in the work being done by 5 Gyres - encouraging science-driven change in eradicating plastic pollution and the products and actions that create it. “I am thrilled to have been selected as an ambassador for the 5 Gyres Institute, here in Cape Town, South Africa! This is an organisation that has long inspired me through the extraordinary and important work that they do. It was partially through having the exciting opportunity of engaging with this ocean tribe, in December 2010 when they spent an entire month based at the wonderful Two Oceans Aquarium, that I officially launched the Rethink the Bag campaign – for a single-use plastic shopping bag free South Africa. I will continue to communicate the messages of this Institute in the work I do, to create best practice environmental actions in all of our communities,”– says McLellan. McLellan is one of just four 5 Gyres Ambassadors in Africa, along with Sidartha Runganaikaloo from Mauritius, Willys Osore Ojouk from Kenya and Perry Ekpudu from Nigeria.

Keeping our oceans alive with opportunity

GREEN MARINE

Yacht race inspires car manufacturer to save oceans To support the Volvo Ocean Race’s Science Programme around ocean plastics, the company will donate EUR 100 for each of the first 3,000 V90 Cross Country Volvo Ocean Race cars it plans to build. The resulting total donation of EUR 300 000 (~R4.8 million) underlines Volvo Cars’ long-standing commitment to environmental care.

he Volvo Ocean Race Science Programme equips boats in this year’s race with a variety of sensors that will capture data from some of the most remote parts of the world’s oceans. This includes temperatures, barometric pressure, currents and wind speed, which will help contribute to more accurate weather forecasts and climate models used by scientists globally. Furthermore, the boats will measure levels of salinity, dissolved CO2 and algae in the sea water around them. Combined with other data on microplastics, these measurements will help create a more complete picture of the scale of plastic pollution and its impact on ocean life. The Programme’s science partners include the NOAA (National Oceanic and Atmospheric Administration). “We’re proud to support the Volvo Ocean Race’s Science Programme which will help improve our understanding of

the health of the oceans - our greatest natural resource,” says Stuart Templar, Director of Sustainability at Volvo Cars. The car itself will help tackle the problem of marine pollution, as the carpets inlays are made from Econyl, a fabric made from 100 percent recycled nylon, including abandoned fishing nets reclaimed from the seabed.

The initial production volume of 3,000 cars will be sold in 30 markets around the globe, including most countries in the EMEA region as well as the United States, Japan and China. The Volvo V90 Cross Country Volvo Ocean Race will be on display at the Volvo Ocean Race Village in Cape Town during the event’s December stopover, but will not be sold in South Africa.

Cutting emissions through regulating ship speeds

ntroducing regulations to ships speeds on containerships, bulkers and tankers could reduce greenhouse gas emissions by up to one third says an independent study.

The CE Delft study for NGOs Seas At Risk and Transport & Environment, founding members of the Clean Shipping Coalition (CSC), found that the cumulative savings from reducing the speed of these ships alone could be as much as 12 percent of shipping’s total remaining carbon budget by 2030. Reducing operational speed would also provide a boost to jobs and growth in shipbuilding nations, where production would have to grow by over 30 percent in order to maintain transport capacity for global trade. The study also concludes that the additional costs of slow steaming on exports such as oilcake and beef from Latin America would be marginal, and this without accounting for lower transport fuel costs. John Maggs of Seas At Risk and President of Clean Shipping Coalition said, “A new regulation to reduce ship speed will be key to the success of the IMO GHG strategy. Only reduced speed can give the fast, deep short-term emis-

sions reductions that are needed for shipping to meet its Paris Agreement obligations. Significant early emissions savings are essential for the long-term decarbonisation of the sector as they preserve shipping’s carbon budget and buy the industry time to develop longer-term decarbonisation solutions. Recent suggestions by industry that no new short-term measures are needed is misguided and reckless and threatens to undermine the IMO strategy right from the start.” The analysed ship types cumulatively account for around 52 percent of global shipping’s carbon footprint. Substantial additional savings will be made when the speed of the remainder of the fleet is also reduced. The findings were due to be discussed by the International Maritime Organisation during a meeting to develop its initial 2018 greenhouse gas reduction strategy. The UN discussions in London will concentrate on a global emissions reduction target and potential measures for the sector. Regulating ship speed is one of the short-term measures on the table that can be implemented immediately. Maritime Review Africa NOVEMBER / DECEMBER 2017

GREEN MARINE

Keeping our oceans alive with opportunity

Aquaculture development under consideration for Saldanha Bay The Department of Environmental Affairs (DEA) is currently considering a proposal by the Department of Agriculture, Forestry and Fisheries (DAFF) to establish a sea-based Aquaculture Development Zone (ADZ) in Saldanha Bay, South Africa.

ollowing the recent submission of the Final Basic Assessment Report (BAR), a decision is expected by February next year. The project is being managed by Sue Reuther, Principal Environmental Consultant with SRK Consulting, who have been appointed to develop a framework for the Saldanha Bay ADZ and undertake the Environmental Impact Assessment (EIA) process required in terms of national environmental legislation. Promoting aquaculture DAFF aims to develop and facilitate aquaculture in South Africa to supply food, create jobs in marginalised coastal communities and contribute to national income. Saldanha Bay is regarded as a highly productive marine environment and has an established aquaculture industry, with potential for growth. Aquaculture was identified as a key priority of Operation Phakisa, as it is considered a sustainable strategy to contribute to job creation, as well as the South African Gross Domestic Product. Operation Phakisa has triggered increased interest in starting new aquaculture projects and expanding existing projects within Saldanha Bay. This particular aquaculture project is aimed at encouraging investor and

PUBLIC COMMENT Some 185 people attended the public open day. SRK received 60 comments and 1,600 petitions in response to the draft BAR, as well as 20 comments and two petitions signed by 1,250 people on the Final BAR.

consumer confidence; creating incentives for industry development; providing marine aquaculture services; managing the risks associated with aquaculture as well as providing skills development and employment for coastal communities. SRK determined that the proposed project triggers activities listed in terms of LN 1 of the EIA Regulations, 2014, and required a Basic Assessment. The objectives of the Basic Assessment process are to:

Identify relevant authorities and key

stakeholders to engage in the stakeholder engagement process; Facilitate the dissemination of information to the relevant authorities and stakeholders and provide them with an opportunity to raise issues or concerns related to the project; Identify potential issues and environmental impacts and Assess the significance of the potential environmental impacts identified. These objectives are achieved through the technical evaluation of the proposed activity, the undertaking of the stakeholder engagement process and the submission of the relevant information and documentation to DEA. Mixed responses Comments and Responses Tables were set up by SRK in order to gather information from those to be both directly or indirectly impacted by the project. Some of the key concerns raised by stakeholders related to:

The extent of the ADZ relative to Saldanha Bay;

Potential impacts on watersports

New app transforms phone ocean protector A smartphone app from Project AWARE®, member of Seas At Risk, will enable scuba divers around the world to record levels of marine debris. The app is designed to make it easier for scuba divers to register information on the man-made debris they encounter on their dives, building a dataset shared with science and conservation bodies. It includes a list of common debris items and uses geo-location for quick and easy reporting. Project AWARE developed the mobile app to support the data submission process for its global underwater marine debris survey Dive Against Debris®, which began in 2011 in an attempt to map the extent of the underwater problem. Divers are increasingly in the vanguard of the so-called citizen scientist movement, working alongside academic bodies to map the scale and extent of marine litter and help governments meet the objectives of the Global Partnership on Marine Litter, which builds on the 2011 Honolulu Strategy and seeks to protect human health and the global environment by the reduction and management of marine debris. Scuba divers have the unique ability to bring to the surface what’s going on beneath the waves. The app is going to make a huge difference in gathering critically needed data to reveal the extent of the global marine debris crisis for scientists and help conservationists to advocate for change. The free Dive Against Debris® App is available now for iOS and Android devices from the App Store or Google Play. For more information visit: www.projectaware.org

Maritime Review Africa NOVEMBER / DECEMBER 2017

due to spatial overlap and associated impacts on tourism and businesses; Potential visual impacts and associated impacts on tourism and property values; Creation and loss of jobs as a result of the ADZ; Potential impacts on water quality; Management and monitoring of the ADZ; Potential impacts of fish farming, including introduction of aliens and diseases; The need for modelling of potential impacts; and Lack of alternative sites.

Some 185 people attended the public open day. SRK received 60 comments and 1,600 petitions in response to the draft BAR, as well as 20 comments and two petitions signed by 1,250 people on the Final BAR.

Training for spill response in East Africa

he question of how to manage emergency preparedness and response in the oil and gas sector was on the agenda at a workshop in Zanzibar, United Republic of Tanzania during October. Participants from countries across the East Africa region gathered to highlight good practices in developing national preparedness and response systems, as well as how to improve understanding of risk assessments related to oil and gas development and potential impacts on environment. The group also worked to identify areas for strengthening emergency preparedness and response at national and regional levels. IMO’s Colleen O’Hagan helped to facilitate the workshop and provided an overview of the Organisation’s International Convention on Oil Pollution Preparedness, Response and Co-operation (OPRC) – the treaty covering measures for dealing with pollution incidents. This Zanzibar workshop was funded by the Norwegian Oil for Development (OfD) Programme and implemented through their partnership programme with UNEP in collaboration with the Nairobi Convention Secretariat, the Indian Ocean Commission and hosted by the Zanzibar Environment Management Authority (ZEMA). Participants included delegates from Comoros, Kenya, Madagascar, Mauritius, Mozambique, Seychelles, Somalia, South Africa, United Republic of Tanzania, Uganda, as well as resource personnel from Nairobi Convention, Indian Ocean Commission, Norwegian Coastal Administration, East Africa Community, ITOPF, State University Zanzibar and IMO.

Fighting plastic waste in our seas News about the amount of litter entering the seas, particularly plastic waste, is hitting the headlines with increasing frequency. There is justifiable cause for concern. Conservative estimates are that 350kgs of plastic is entering our seas every second (that is about 20 tons per minute). If these growth trends continue, then the amount of plastic entering the oceans of the world will double by 2045. This would not be a problem if plastic were totally inert, decomposed and became a beneficial part of the marine ecosystem, but this is not the case. Plastic does not decompose, it accumulates and can remain in the sea for centuries. This means that every minute of every day we are adding about 20 tons to the estimated 150 million tons of plastic already in the seas.

Impacts on marine Life and economies The news media and many webpages show pictures of whales, dolphins, birds, seals, turtles and other animals which have been killed by the plastic they mistook for food and ate. Other photographs show how these same groups of animals get entangled by plastic and either become deformed by the entanglement as they grow, or they die. Millions of animals, drawn from more than 260 different species, are killed each year. Such photographs have an emotive impact, but other telling issues are that plastics affect the health of the environment and humans, have an impact on tourism and national economies. Furthermore, plastic which enters the seas has an economic value. The Ellen MacArthur Foundation estimates that from packaging materials alone the world is discarding plastic that is worth between US$ 80 and 120 billion per annum.

used once and then discarded to enter the seas.

Origins of debris in the sea About 85 to 90% of plastic (including microplastics which are not discussed here) enter the sea from the land, the remainder comes from ships and other vessels at sea. Currently, more plastic waste pours into the oceans from Asia than any other continent. Africa is the second-most polluted continent and is rapidly becoming worse. If trends continue, then Africa may overtake South East Asia within the next 20 years.

using modern technologies and innovative science. Such quantification will set measurable baselines upon which to develop strategies and monitor the impact of strategic actions, including clean-ups,

harness the circular economy, with a focus on developing sustainable, viable economic enterprises in impoverished areas, and

build a powerful network to share

ideas, promote education and awareness as well as advocate for actions and implementation of appropriate steps.

These actions will collectively help the countries of Africa meet the UN Sustainability Development Goals, particularly SDG 14.1.

African Marine Waste Network The African Marine Waste Network (AMWN) was formed to find solutions for the 38 coastal and island states of Africa and to promote networking within countries and across borders. Network activities began at the international conference convened by AMWN in July 2017 which drew together experts from Africa and elsewhere in the world to decide on priorities in planning the way forwards. Workshops and discussion groups dominated the conference, focused on finding solutions and concluded that the top priorities are:

to build capacity and skills across the board, including in the shipping arenas and harbours. Building capacity will be coordinated by the AMWN through a multi-institutional “African Waste Academy”,

Much of this enters the seas, but if it were collected before being lost to the oceans it could reenter the economies, create jobs, alleviate poverty and reduce the need to call upon oil to meet the growing demand for plastic.

promote education and awareness

These are among the many compelling reasons for ensuring that plastics do enter the circular economies and are not

quantify the level of waste in Africa

programmes in schools, businesses, municipalities, civil society,

Dr A (Tony) Ribbink is CEO of the Sustainable Seas Trust which is the organization that is running the African Marine Waste Network. Articles on marine litter, particularly plastic waste will feature in Maritime Review Africa.

Everyone in the maritime Industry should be taking active steps to reduce pollution of the seas. In the issues of Maritime Review Africa that follow, the AMWN will share progress on developments and provide guidance on actions that should be followed. AMWN also invites suggestions.

www.africanwastenetwork.org.za

GREEN MARINE

Keeping our oceans alive with opportunity

World Bank funds to promote conservation in Seychelles

he World Bank approved a package of over $20 million for the Republic of the Seychelles at the end of September to improve the conservation of its marine resources and expand seafood value chains. The package consists of a loan of $5 million from the International Bank for Reconstruction and Development (IBRD) and a grant of $5.29 million from the Global Environment Facility (GEF). In addition, a guarantee of EUR5 million from the IBRD and a credit of $5 million

from the GEF’s Non-Grant Instrument Pilot will enable the future issuance of the world’s first Blue Bond by Seychelles. The Blue Bond is expected to mobilise public and private investments to finance the country’s transition to sustainable fisheries. “Improving the management of fisheries and marine resources will contribute to achieving the Blue Economy strategy of the Seychelles. The overarching goals are to diversify the economy, create high value jobs, ensure food security, while sustainably managing and protecting marine resources,” said Mark Lundell, World Bank Country Director for Seychelles. It is the first World Bank project in Seychelles in more than 30 years. It is part of the third phase of the South West Indian Ocean Fisheries Governance and Shared Growth Programme (SWIOFish)

New regulations come into force to protect sharks

s of 4 October 2017, international trade in silky and thresher sharks will be regulated through strict CITES trade controls. Any trade in these species will now require a science-backed finding that the levels of trade will not jeopardise the survival of these sharks in the wild, as well as confirmation that they have been legally taken. CITES also regulates “introduction from the sea”, and as such, the same requirements also apply for silky and thresher sharks when taken in areas outside of national jurisdiction, often called the high seas. The decision to bring silky and thresher sharks under CITES was taken exactly a year ago, when the 182 countries, including the European Union (known as the Parties), that are members of CITES, decided to put the silky and thresher sharks, along with a further 500+ new species of wild animals and plants, under the global treaty’s trade regulation regime. The Conference of the Parties allowed a one year delay before the new rules came into force so that countries could put the necessary regulations and processes into place, noting the high commercial value of the species and the challenge of identifying the products and derivatives of the species in trade. CITES Secretary-General, John Scanlon said, “The 183 Parties to CITES are increasingly turning to CITES to help ensure sustainability in our oceans. The silky and thresher sharks, together with some other shark species, have been brought under CITES in an effort to help ensure their survival in the wild. The CITES Secretariat is doing its utmost to assist its Parties, in particular developing countries, to implement the Convention for these marine species so that the trade is legal, sustainable and reported. “Among the roughly 1,000 species of sharks, 23 are included in CITES Appendix II. Contrary to certain misconceptions, CITES Appendix II does There are 23 species of not prohibit the harvesting or international trade in any shark species, sharks included in CITES rather it has brought them under its strict trade controls to ensure that Appendix II any such trade is legal, sustainable and reported.”

Maritime Review Africa NOVEMBER / DECEMBER 2017

that aims to increase the economic, social, and environmental benefits from sustainable fisheries. It intends to make Seychelles’ fisheries sector investment ready by designing turn-key financial mechanisms. “Faced with the need to preserve our comparative advantage in natural capital for future generations, we adopted a marine conservation strategy which commits to protects 30 percent of our exclusive economic zone by 2020. We have already initiated a marine spatial planning exercise to expand protected areas and a fisheries management plan for the Mahé Plateau to progressively move from an open-access fishery to a more controlled fishery. SWIOFish3 will support us in achieving these goals,” said Vincent Meriton, Vice-President, Republic of Seychelles. Seychelles is an archipelago consisting of 115 granite and coral islands with an exclusive economic zone (EEZ) of approximately 1.4 million km2, almost 3,000 times the size of its land area. It is one of the world’s biodiversity hotspots, with an extremely rich marine and terrestrial biodiversity. Fisheries is the second most important sector after tourism, contributing 20 percent to the GDP and employing 17 percent of the population. Seychelles is also a major seafood processing hub. In 2014, the export of consumable fish and fish products made up 96 percent of the total value of domestic exports. However, pressures from the fisheries and tourism sectors on coastal and marine natural resources are reaching unsustainable levels. The country is now refocusing its development around a sustainable blue economy. “Our long-term support to the SWIOFish program has strengthened fisheries management and value chains in the South West Indian Ocean. This third phase will focus on the Seychelles and eventually deliver the world’s first Blue Bond – a significant milestone in our long-standing support for ocean conservation. The GEF is proud to invest in developing national blue economies that will protect our oceans for economic growth, improved livelihoods, jobs and secure healthy ocean ecosystems for future generations,” said Gustavo Fonseca, GEF Director of Programmes.

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Maritime Review Africa NOVEMBER/DECEMBER 2017

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ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 ◊ Fire Equipment Signs

Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 List your company’s details here ◊ Fire-Fighting Equipment

List your company’s details here

◊ Liferaft Service

Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com List your company’s details here ◊ Safety Equipment

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Konsberg 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; Fax 021 511 8396 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 ◊ Safety Signs

Radio Holland: Tel 021 508 4700; Fax 021 508 4888

ENGINE ROOM AND PROPULSION GEAR / SERVICING ◊ Adjustable Mounting Chock

Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za ◊ Anodes

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Maritime Review Africa NOVEMBER/DECEMBER 2017

SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Auxiliary Gensets

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 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 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Bow Thrusters

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ◊ Compressor - High Pressure

AIRR: Tel 021 905 4814: Email info@airr.co.za ◊ Control Cables

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 List your company’s details here ◊ Couplings

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 ◊ Diesel Generator Sets

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 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 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 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 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Engines

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 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 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 ◊ Engine, Gearbox & Oil Coolers

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 ◊ Engine & Gearbox Controls

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel 031 000 050; Cpt Tel 021 959 8200 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 ◊ Engine Starting Systems

AIRR: Tel 021 905 4814: Email info@airr.co.za ◊ Fresh Water Generators

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Fuel & Lubrication Oil Treatment

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com

Products and services ◊ Gearbox Sales

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Gearbox Spares, Repairs

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ General Engineering Repairs

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Generators

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online. co.za SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Governors

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg Maritime South Africa:Tel +27 21 810 3550 ◊ Nozzles

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 ◊ Oil Coolers

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049

◊ Oily Water Separators

◊ Spare Parts

SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 AIRR: Tel 021 905 4814: Email info@airr.co.za ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 02 959 8200 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com

◊ Pitch Propeller Repairs

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ◊ Pneumatic Engine Control Repairs

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ◊ Propeller Repairs, Systems

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Atlatech: Tel 021 425 4414; Fax 021 419 8367 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ◊ Propellers

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 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 Alignment with Laser: Tel 031 765 1539; email david@awlaser.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 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021

◊ Steerable Thrusters

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ◊ Spur Net Cutters

Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za ◊ Turbochargers

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Valves

BUYERS’ GUIDE

510 3532; Fax 021 510 3530 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 ◊ Seabed Surveys

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Spurs Net Cutters

Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za ◊ Trawls

Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 ◊ Trawl Bobbins

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ◊ Trawl Doors

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ◊ 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 ◊ Trawl Winches, Sales & Repairs

List your company’s details here

FISH PACKAGING ◊ Cartons

List your company’s details here ◊ Ice Packs / Chill Wrap

List your company’s details here

FISH PROCESSING EQUIPMENT ◊ Blast Freezers

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

◊ Cannery Equipment

◊ Water Jets

◊ Filletting Machines

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049

FISHING GEAR

List your company’s details here ◊ Chillers

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 ◊ Cutting Machines

List your company’s details here List your company’s details here ◊ Fishmeal Plants

SAMD (Beele Engineering): Tel 021 788 2212 ◊ Freezers

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 ◊ Gutting Machines

List your company’s details here

◊ Long Line Winches, Sales & Repairs

◊ Ice Makers

◊ Netting, Twines

African Maritime Services: Tel 021

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

Maritime Review Africa NOVEMBER/DECEMBER 2017

BUYERS’ GUIDE

Products and services

◊ Ozone Equipment ◊ RSW Plants

SAMD (Beele Engineering): Tel 021 788 2212 ◊ Scales

List your company’s details here

NAVIGATION COMMUNICATION AND ELECTRONIC EQUIPMENT / SERVICING ◊ Antenna Instruments

Konsberg 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 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Automatic Steering

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg 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 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Autotrawl Systems

Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 List your company’s details here ◊ Compasses

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Computer Systems & Equipment

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg 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 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Electronic Charts & Plotters

◊ GMDSS Stations

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Gyros

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Maritime Communication Equipment

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Konsberg 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 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg 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; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886

◊ Electronic Surveillance

◊ Navigation Equipment

Konsberg 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; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Fish Finding Equipment

Maritime Review Africa NOVEMBER/DECEMBER 2017

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg 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; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 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; Fax 086 403 4211 ◊ Navigation Light Fittings and Spare Globes

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za

Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 ◊ Precise DGPS Positioning

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Konsberg 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; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Radio Remote Control

List your company’s details here ◊ Radio Sales, Repairs

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg 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; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Satellite Phones and Email List your company’s details here ◊ Satelite Phones & Email

Products and services ◊ Smoke & Fire Detector Systems

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Konsberg 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; Fax 021 511 8396 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Telecommunications

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg 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; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Weather & Receivers

PROFESSIONAL & SPECIALISED SERVICES ◊ Acoustic Surveys

Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Aluminium Technical Information

Hulamin (Pty) Ltd: Tel 021 507 9100; Fax 021 534 2469 ◊ 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

BUYERS’ GUIDE

507 5777; Fax 021 507 5885

◊ Enviromental Services

Fax 021 527 7050

◊ Classification Societies

Anchor Environmental: Tel 021 701 3420; Email admin@anchorenvironmental.co.za

◊ Net Monitoring

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Consultancy & Training

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Allweld Solutions: Tel 021 510 1482; Fax 021 510 8082 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg 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 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Atlatech: Tel 021 425 4414; Fax 021 419 8367 Offshore Maritime Services: Tel 021 425 3372; Fax 021 425 3379 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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 List your company’s details here ◊ Crew Transport Services

Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 ◊ 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 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

◊ Ferry Services

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 ◊ 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; Fax 021 559 2752 ◊ Harbour, Ocean Towage

Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 ◊ Heavy Lift

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 ◊ Inspection & Testing Services

Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 ◊ Onsite Machining

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ◊ P & I Club Representatives

Bowman Gilfillan: CPT Tel 021 480 7811; Fax 021 424 1688: DBN 031 265 0651; Fax 086 604 6318 List your company’s details here ◊ Personnel Agency

DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Project Management

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Laser Alignment

Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za ◊ Launch Services

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 Offshore Maritime Services: Tel 021 425 3372; Fax 021 425 3379 ◊ Logistics

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Sturrock Grindrod Maritime: Tel 021 405 8200; email info@sturrockgrindrod.com ◊ Marine Surveyors

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Offshore Maritime Services: Tel 021 425 3372 Fax 021 425 3379 ◊ Maritime Training

Konsberg 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 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Sea Safety Training Centre: Tel 022 742 1297; Fax 022 742 1365 Unicorn Training School: Tel 031 274 4770 Fax 031 5578 ◊ Naval Architects

ASI Offshore: Tel 021 527 7040;

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Salvors

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Atlatech: Tel 021 425 4414; Fax 021 419 8367 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ 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 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Ship Management

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274

Maritime Review Africa NOVEMBER/DECEMBER 2017

BUYERS’ GUIDE

Products and services

1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Maritime: Tel 021 405 8200; email info@sturrockgrindrod.com ◊ Ship Registration

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 ◊ Spares Procurement

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 ◊ STCW 95Training

Unicorn Training School: Tel 031 274 4770 Fax 031 5578 ◊ Superintendent (Marine)

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Sturrock Grindrod Maritime: Tel 021 405 8200; email info@sturrockgrindrod.com ◊ Surveyors, Hull, Machinery

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Tailshaft Surveys

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 ◊ Technical Documents

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 List your company’s details here

PUMPS ◊ Ballast Water Systems

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 ◊ Bilge Pumps

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com List your company’s details here ◊ Diaphragm Pumps

AIRR: Tel 021 905 4814: Email info@airr.co.za ◊ Fish Pumps & Hoses

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 ◊ Fresh & Sea Water Pumps

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za ◊ Pumping Services

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Offshore Maritime Services: Tel 021 425 3372; Fax 021 425 3379 Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

◊ Vessel Purchase/Sales

◊ Pumps

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

AIRR: Tel 021 905 4814: Email info@airr.co.za ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Shipyards: Tel 031 274 1848;

◊ Towage

◊ Vessel Management, Crew supplies, Maintenance Planning

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 List your company’s details here

Maritime Review Africa NOVEMBER/DECEMBER 2017

Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Pump Sales & Service

AIRR: Tel 021 905 4814: Email info@airr.co.za ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 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 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 0836 ◊ Spare Parts

AIRR: Tel 021 905 4814: Email info@airr.co.za ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com

SHIP REPAIR & MARINE MAINTENANCE & ENGINEERING SERVICES & EQUIPMENT ◊ Anti fouling systems

C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Boat Builders

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Hulamin (Pty) Ltd: Tel 021 507 9100; Fax 021 534 2469 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ◊ Boiler Cleaning

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ◊ Boiler Repairs

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Konsberg 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; Fax 021 511 8396 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

◊ Battery Management

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

◊ Cleaning

Products and services Atlatech: Tel 021 425 4414; Fax 021 419 8367 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Cold Metal Repairs

AIRR: Tel 021 905 4814: Email info@airr.co.za ◊ Corrosion Prevention

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Cutless Bearings

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Diving Services

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Atlatech: Tel 021 425 4414; Fax 021 419 8367 Dormac (Pty) Ltd: Dbn Tel 031 274

1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Drydocking

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Atlatech: Tel 021 425 4414; Fax 021 419 8367 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com Sturrock Grindrod Maritime: Tel 021 405 8200; email info@sturrockgrindrod.com ◊ Electrical & Mechanical Repairs

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Electrical Cable Support Systems

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SAMD (Beele Engineering): Tel 021 788 2212 ◊ Electrical Installations

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700;

BUYERS’ GUIDE

Fax 021 508 4888 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

7600 email info@sturrockgrindrod.com

◊ Electrical Motor Repairs

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 List your company’s details here

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ◊ Explosion Proof Equipment

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg Maritime South Africa:Tel +27 21 810 3550 SAMD (Beele Engineering): Tel 021 788 2212 ◊ Gritblasting

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Atlatech: Tel 021 425 4414; Fax 021 419 8367 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

◊ Hull Blasting & Painting

◊ Hull Cleaning

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Hydraulic Systems & Equipment

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SAMD (Beele Engineering): Tel 021 788 2212 ◊ Hydroblasting

◊ Gritblasting Equipment

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ◊ HVAC Systems

E.R.A.S.E.: Tel 021 949 8955; Fax 021 946 3178 ◊ High (Ultra) Pressure Water Jetting

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Atlatech: Tel 021 425 4414; Fax 021 419 8367 ◊ Hold Tank Cleaning

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Atlatech: Tel 021 425 4414; Fax 021 419 8367 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 ◊ Insulation

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 ◊ Marine Airconditioning

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 E.R.A.S.E.: Tel 021 949 8955; Fax 021 946 3178 ◊ Marine Coatings

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205

Maritime Review Africa NOVEMBER/DECEMBER 2017

BUYERS’ GUIDE

Products and services

6391; Fax 031 206 0252 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SAMD (Beele Engineering): Tel 021 788 2212 ◊ Marine UPS Inverters

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SAMD (Beele Engineering): Tel 021 788 2212 ◊ Refridgerated Dryers

AIRR: Tel 021 905 4814: Email info@airr.co.za ◊ Refrigeration Service & Repairs

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 ◊ ROV Services

List your company’s details here ◊ Rudder Repairs/Surveys

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 ◊ Ship Conversions

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 ◊ Ship Equipment Repairs

List your company’s details here ◊ Ship Painting

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Graco Distribution BVBA: Tel

+32(89)770 700: Fax +32(89)770 793 Konsberg Maritime South Africa:Tel +27 21 810 3550 SAMD (Beele Engineering): Tel 021 788 2212 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Steel Works

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 ◊ Steering Gear, Repairs

EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 ◊ Stern Bearings

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 ◊ Sterngear

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 ◊ Stud Welding ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

◊ Tank Cleaning/Sludge Removal & Disposal

African Bunkering and Shipping: Tel 031 579 2532 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Tank Blasting & Coating ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252

Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Underwater Welding Repairs

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Underwater Systems

SHIP SUPPLY ◊ Bunkers African Bunkering and Shipping: Tel 031 579 2532 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 SABT (Pty)Ltd: Tel 021 551 9588; Email bunkers@sabunker.com

ASI Offshore: Tel 021 527 7040;

Maritime Review Africa NOVEMBER/DECEMBER 2017

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 SABT (Pty)Ltd: Tel 021 551 9588; Email bunkers@sabunker.com

◊ Oil Pollution Abatement / Cleanup

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 ◊ Oil Pollution Equipment

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 ◊ Oil Spill Prevention Kits

◊ Spare Parts

◊ Lubricants

◊ Ultrasonic Cleaning

◊ Offshore Rig Supply

◊ Crew Changes

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895

Sturrock Grindrod Maritime: Tel 021 405 8200; email info@sturrockgrindrod.com List your company’s details here

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206

◊ Thruster Repairs

◊ Launches, Helicopters

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com

Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Sturrock Grindrod Maritime: Tel 021 405 8200; email info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481

Email bunkers@sabunker.com

AIRR: Tel 021 905 4814: Email info@airr.co.za ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 SABT (Pty)Ltd: Tel 021 551 9588;

African Marine Propulsion: Tel 021 801

0898; Fax 086 219 0206 AIRR: Tel 021 905 4814: Email info@airr.co.za ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com

The South African Maritime Industry will once again come together to celebrate excellence and acknowledge achievements in April 2018 when we present the Maritime Industry Awards. Nominations for the above categories will open in July this year and finalists will be announced in February 2018. We call on members of the maritime industry to once again be generous enough to take the time to highlight peers and colleagues.

Celebrating 15 years of reporting on the maritime industry

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