Maritime Review Africa March April 2017

MAY/APR

2017

CONFERENCE CALL Reporting back on the Durban Maritime Summit, the South African Maritime Industry Conference and the Nautical Institute Seminar

TRAINING Reviewing the challenges and the successes of developing human capital in the maritime sectors

ON THE COVER

OFFERING OPPORTUNITIES African Marine Solutions (AMSOL) recently facilitated the opportunity for learners from Simon’s Town High School’s Lawhill Maritime Centre to sail on board the SA Agulhas II courtesy of the Department of Environmental Affairs.

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: Shaheen Moolla, Claire Attwood, Brian Ingpen, Kgomotso Selokane, Vanessa Davidson.

LAYOUT & DESIGN: Marilise Engelbrecht design@mmmmmedia.co.za

OFFICE: 021 914 1157 021 914 3742 POSTAL ADDRESS: PO Box 3842 Durbanville 7551

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

Opinions expressed in the editorial are not necessarily those of the publishers, editors 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.

CONTENTS COLUMNS

FEATURES

TAKING B-BBEE ON BOARD 13 Kgomotso Selokane discusses the calculations associated with management control in the new codes. According to the author, this involves the promotion of the appointment of black people to boards of directors, executive positions and top management positions.

MARITIME TRAINING AND DEVELOPMENT OF HUMAN CAPITAL 19 • Addressing the challenges of cadet training • Counting on crew costs • Resuscitating marine engineering training in Cape Town • Training to meet the skills demand in oil and gas • Training academy honoured for contribution to fishing communities • Creating conservation awareness amongst small scale fishers • Internationalisation of the maritime curriculum: Towards relevance, responsiveness and resiliance • Cover story: Sea time helps revive seafaring passion in learners • World first for South African maritime centre • Tug build programme helps skill a new generation of ship builders • Future-proofing Lawhill Maritime Centre • South African high schools receive maritime learning aids • Plotting a career at sea • Training Trust furthers maritime aspirations of the youth • Training in ocean governance for Africa • The marine manufacturing artisan milieu • Nurturing sea fever to grow the maritime talent pool • Digitisation offers growth opportunities for training academy • Breaking through the challenges in maritime training • Meeting the needs of lifelong learning

FISHY BUSINESS 14 Shaheen Moolla gets to grips with the 2016 Aquaculture Bill to ascertain whether it will help or hinder the development of an aquaculture industry in South Africa. He maintains that there is incredibly little public discussion and debate on the draft Bill and on the promises of fish-farming more generally.

THROUGH THE LENS 17 Claire Attwood takes a closer look at the recent listing of Premier Food and Fishing Limited and Sea Harvest on the Johannesburg Stock Exchange.

According to her column, these listings are likely to result in increased investment in both fishing and aquaculture, and indicate that preparations are well underway for the big rights allocations that lie ahead in 2020.

MARITIME MEMORIES 52 Brian Ingpen plots the career path of George Mayhew whose successful career in the maritime industry started when he joined a Union Line vessel in 1917 at the age of 16.

REPORT BACK CONFERENCE CALL 06 Editor, Colleen Jacka, takes a look at some of the themes highlighted at the recent South African Maritime Industry Conference (SAMIC) held in Port Elizabeth and the eThekwini Maritime Summit held in Durban. A call for closer collaboration between private and public sectors was highlighted as was the need to include the country’s youth in future growth plans for the industry.

LOOK OUT THE WINDOW 11 The Nautical Institute Command Seminar convened in Cape Town during April highlighted that, although ships have access to sophisticated technology, the need for old-fashioned navigational skills should never be under-rated. Delegates got to grips with navigational accidents and their causes over the two-day event.

Published by More Maximum Media

MAY/APR

2017

CONFERENCE CALL Reporting back on the Durban Maritime Summit, the South African Maritime Industry Conference and the Nautical Institute Seminar

TRAINING Reviewing the challenges and the successes of developing human capital in the maritime sectors

ON THE COVER

OFFERING OPPORTUNITIES African Marine Solutions (AMSOL) recently facilitated the opportunity for learners from Simon’s Town High School’s Lawhill Maritime Centre to sail on board the SA Agulhas II courtesy of the Department of Environmental Affairs.

MARINE ELECTRONICS AND TECHNOLOGY 38 • Product news: Split beam fish finder • The maritime industry must take responsibility of its digital future • Celebrating 70th anniversary radar milestone • Gearing up to offer turnkey solutions to Africa • Meeting the regulatory needs of new technology • All-round visibility for tugboat console • Theft and vandalism challenge the safety of navigation in Africa • Global partnership aims to drive growth and innovation • Briefs • IMO to consider GMDSS proposal for approval • Detecting bilge dumps in South African EEZ

ON THE COVER Presented with the opportunity to undertake a voyage on the Department of Environmental Affairs’ Antarctic sup- ply vessel, the SA Agulhas II, from Cape Town to Simon’s Town, an excited group of Grade 11 and 12 learners from Lawhill Maritime Centre reignited

their dreams of seafaring careers.

Accompanied by educators from the Centre, Debbie Owen and Godfrey Schlemmer, the group’s opportunity was initiated through African Marine Solutions’ (AMSOL) Socio-Economic Development pro-

AFRICAN NEWS 46 • More patrol vessels for Nigerian coastline • New colours for iconic vessel as ETV contract awarded • Briefs • Car carrying collusion caught • Indian Ocean Rim countries strengthen ties for blue economy • Reducing conflict between trawlers and long liners • IMO interacts with Africa • Book review: The Praying Nun – a slave shipwreck saga • Dredging to restore depths in Duncan dock • More tonnage for the SA Register • Hybrid vessel for the super yachting fraternity • Kenya seeks to improve port efficiency • South Africa supplies South Korean fishing vessels in Mauritius

28

59

PEOPLE AND EVENTS NEWS 54 • Joint workshop plots a course for maritime excellence • Fuel injection specialist hosts open day • Namibian port delegation praises gains in Ghana • African delegations visit SA ports • Danish delegation receives thanks during visit to Kenya • African Alliance seeks trade integration through transport corridors • Appointment at Nigerian Port Authority • Celebrating the sacrifices made on the SS Mendi • Agency celebrates a 10-year milestone • Nigeria and South Africa discuss maritime common interests GREEN MARINE NEWS AND UPDATES 49 • Why we need more Marine Protected Areas: tossing red-herrings off the table

50 18

• Aiming for more after two decades of success • Benchmarking the African octopus fishery for sustainability • Putting the Benguela Current’s health under the microscope

55

• Green Warrior: A champion for manta rays • Addressing food security and taking stock of the oceans • IMO and EU fund technology centre in Kenya to mitigate climate change • Scientists return form ground-breaking Antarctic voyage • Hydrographic Society scoops a tour

gramme. Captain Knowledge Bengu, officers and crew hosted the learners who were enthusiastic to see how the theory they learn gets put into practice.

See full story on page 26.

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46

MARCH / APRIL 2017

MARITIME NEWS

Comments from the editor

COMMENT

EXPRESSIONS

Three conferences in a row is heavy-going, but that’s what the calendar dealt the South African maritime community with a few more due to follow pretty smartly. They started with a provincial focus at the eThekwini Maritime Summit in Durban and moved onto the national agenda at the South African Maritime Industry Conference (SAMIC) in Port Elizabeth. The Nautical Institute Command Seminar provided a more global outlook and as I write this I am preparing to attend Intermodal Africa, which will no doubt bring an African dialogue.

S

adly, the conference that I would have truly liked to attend – the Association of African Maritime Administrations’ conference in Nigeria had to be scratched from my schedule due to the inability to get a visa in time.

This is the second time in just a few months that I have had to forgo an opportunity to travel to Nigeria on short notice because the visa process is not a speedy one.

The move towards a continental visa-free travel environment that the African Union has been talking about would certainly be of benefit for business-to-business opportunities between African companies – and I hope that it is on the agenda at the Nigerian conference in April.

With government agencies such as the South African Maritime Safety Authority (SAMSA) and the Department of International Relations and Cooperation (DIRCO) promoting the African market to the South African sector during this round of conferences, the easing of travel in Africa for Africans is an imperative. Interestingly, presentations at SAMIC suggested that the South African maritime sector should look to the continent for up to 40 percent of their business.

I would like to know how the continent responds to this. Given the focus on the blue economy by many African (and international) regimes, it seems that most are aiming to promote their own national sectors and would probably not welcome such a drive if it came at the expense of their ability to develop their national industry initiatives.

In addition, there is still much to be done within South Africa to develop the actual definition of what can be

02

Maritime Review Africa MARCH / APRIL 2017

done to expand the local blue economy. Consider that some still point to the development of an offshore bunkering opportunity in Port Elizabeth as a loss to and not an investment in the South African maritime sector. But where were the South African companies ready to take the first risky step into developing this market for themselves?

Apparently there are now a number of new hopefuls keen to move into this playing field, but it took a Greek entity (with the help of SAMSA) to kick-start offshore bunkering in South Africa.

And, if some conference chatter is to be believed, the same could soon happen in the development of a new ship slop recycling initiative along the coast.

The radical economic transformation that the South African government is rightfully pursuing to address unemployment (especially amongst the youth) is only truly possible through radical economic growth. The same is true for the continent where the rapidly expanding youth population needs to be confident of a prosperous future.

Key to this is the issue of training. Focused training that develops students for employment should be an imperative and needs to be coupled with a drive to ensure economic growth. With a the number of innovative ways available to train people, there should be no excuse.

And, as the industry bemoans the aging skilled workforce, there is an understanding amongst the soon-to-beretirees that retirement age is an opportunity to become a consultant.

While one cannot criticise their right to earn a living beyond what is mandated as a retirement age (an age that is significantly less than many sitting pres-

idents who continue to deem themselves viably effective); one cannot but wonder how serious the aging maritime professionals are about developing a new generation of skills when this “exit” plan exists.

Captain Stuart McAllister said something that really stuck with me at the Nautical Institute Command Seminar while discussing the importance of mentorship at sea. He said that his mentors lifted him to the point “where I believed that I could do it”. As an industry we need to be instilling this type of confidence in the forthcoming generation – backed with the development of the right skill set.

I believe that the new icons of the industry are already there and are waiting in the wings. In the next issue of the magazine, which celebrates our 15th anniversary, we aim to profile some of this young talent and look forward to your input in helping us identify them.

Please let us know who is on your radar to do great things in this industry.

Colleen Jacka, editor.

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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 Given the shortage of seafarers that the industry faces and the lack of cadet berths available, we applaud all vessel owners and operators that consistently make space for cadet berths on their vessels.

QUAY QUOTES 06

“We needed to organise SAMIC because it is important for government to talk to industry.

We (government) are here to create the enabling environment, but it is industry that will create the jobs. Operational Phakisa provided a way for us to talk to each other when we needed to create a dialogue,” says Sobantu Tilayi, acting CEO of the South African Maritime Safety Authority.

the oil and gas industry,” states CEO of the South African Oil and Gas Alliance, Niall Kramer.

08

30

“Our maritime policy must create an atmosphere that will make it an economic sense if not a refreshing one for ships to stopover as opposed to passing through our coast,” said Dumisani Ntuli, Head of Maritime Policy for DOT.

11

“Until we get government closer to industry – we will not find solutions. We need to build capacity and we need an active constituency,” said Acting CEO of the South African Maritime Safety Authority (SAMSA), Sobantu Tilayi.

16

Keelhauled Given the shortage of seafarers that the industry faces and the lack of cadet berths available, we keelhaul all vessel owners and operators that could make space for cadet berths on their vessels, but that do not.

ADVERTISERS’ INDEX African Maritime Services AMSOL

15 OFC, 27

Durban University of Technology

25

Marine Radio Acoustic Devices

39

Mvano Marine

44

Novamarine 41 P&I and Associates

10

SA Shipyards

29

Who is saying what in the maritime industry

“There has to be a reason why the present fresh water fish-farming industry is unable to grow and expand in any meaningful way. Between 2009 and 2013, the trout industry grew by only 50 tons,” writes Shaheen Moolla.

17

“Fishing companies are actually very attractive assets. They’re profitable and they pay good dividends. What you find is that when (investment) institutions take a big portion of them, they keep them,” said Premier Fishing’s chief executive, Samir Saban.

18 “With two of the biggest black-owned fishing companies in South Africa cash flush and on the acquisition trail, the fishing industry can expect to see some exciting activity, and probably consolidation, in the coming months,” writes Claire Attwood.

20 “We know we want South Africans working in this industry, but I don’t believe that we have the skills to meet the needs of the jobs in

28 “You can see in their eyes that they are really proud of having a hand in helping to manufacture the latest Transnet Port Authority tug,” said Andre Boshoff, the training coordinator at the Durban-based shipyard.

“Next year Lawhill hopes to be among a handful of schools in South African to introduce a new subject, Marine Sciences. The subject is currently awaiting educational authority approval and its large-scale introduction in schools, particularly those situated along the coast, will be welcomed as it would go a long way to highlighting the importance of our marine resources, and the need to take better care of them,” explains Debbie Owen, Head of Lawhill Maritime Centre.

31 “My experience of teaching Maritime Economics at high school level has shown me the challenges and constraints that exist in schools offering this subject,” says Balungile Masuku.

34

“Communication is key, and understanding and communicating in technical language is imperative for artisans and technicians of the future. So too is an employee’s ability to respond to the fluctuating demand of subcontracting and outsourcing requirements of employers,” writes Vanessa Davidson, Deputy CEO: Strategic Projects, SAIMI.

36

“We are able to put students under stress and in conditions that really challenge their thinking. There is also an opportunity for debriefing afterwards that helps the candidates understand where they went wrong,” says Ivan Heesom-Green, the new CEO of South African Maritime Training Academy.

37

“Firstly we need to remember that training changes lives. It is not just a trivial exercise

SAIMI 35 SAMSA 9 SAMTRA 36 SCAW Metals Sea Safety Training Group

OBC 23

Seascape 45 Servest 3 SKF 49 SMD Telecommunications

43

Southern Power Products

51

Subtech 33 Unicorn Training

04

Maritime Review Africa MARCH / APRIL 2017

22

MARITIME FORENSICS

DETERRING PIRACY

NAIROBI CONVENTION

Interpol has launched a training programme on the use of digital forensics on shipborne equipment to support maritime investigations.

The training course will help participants to identify and understand the purpose of the main electronic equipment found on vessels; determine which equipment could potentially contain data of interest for a criminal investigation; how to extract such data from the devices; and how to organize the data to best support an investigation.

The employment of members of the South African National Defence Force (SANDF) serving in the Mozambique Channel, has been extended. The SANDF members are deployed for service in fulfilment of the country’s international obligations towards the SADC maritime security in the Mozambique Channel.

The employment has been extended for the period 01 April 2017 to 31 March 2018.

The South African Cabinet has approved the tabling of the accession to the Amended Nairobi Convention for the Protection, Management and Development of the Marine and Coastal Environment of the Western Indian Ocean, in Parliament.

Accession will combat pollution and ensure sound environmental management of coastal and marine resources, which affects food security, health and potential for economic growth.

Quay quotes

EXPRESSIONS

2015 - 2019

POTENTIAL SHIP & BOAT BUILDING OPPORTUNITIES

INITIATED BY SA GOVERNMENT for a company’s scorecard – it actually changes people’s lives,” said Malcolm Alexander, ETDP Maritime at the Transport Education Training Authority.

38 “Vessels, shore authorities, ports, regulators and training facilities worldwide must work together on technology and on developing the common operating platform that is needed to achieve the extraordinary gains in operating efficiencies that are available,” states Frank Coles.

40

“We will be looking for people with engineering competences and will ensure that they meet our qualitative standards throughout training and development. Being a Service Engineer is not a job for the faintdhearted, so we are also looking for specific personality traits, ensuring that future personnel are comfortable working in a very dynamic and hectic environment as no day is the same in our line of duty,” says Wojciech Kowalczyk, General Manager of Kongsberg.

42 “It can also be used to make local heads of community and landowners aware of the role of AtoN in making the marine environment safe and free of pollution; to encourage them to take responsibility for their AtoN, effectively acting as guardians; and in so doing, to provide a measure of deterrence to local potential criminals,” explains Anthony Parker, Business Development Manager, Africa Sealite.

50 “Our aim is to have a 100 percent South African crew complement on this vessel and this will be achieved as South Africans with the requisite experience and skills in operating this type of vessel become available,” says Daniel Ngubane, Group CEO of MCS. 57 “Unfortunately, the narrow fisheries focus that both the MPA nay-sayers, Prof Hilborn and his partner Prof Doug Butterworth, took during the debate placed some obvious red herrings on the table and tended to obfuscate some of the important issues at hand,” says Dr Jean Harris and Prof Amanda Lombard.

R17

billion

Estimated approximate value*

3

vessels for transportation and cargo

300

100 Rigid inflatable boats 200 Rigid hull small craft

60

“It’s encouraging to see the uptake of the MSC Fisheries Standard as a tool for benchmarking and facilitating change in global fisheries,” says Dr Oluyemisi Oloruntuyi of the MSC.

61

“Putting a value on the services provided by the ecosystem is important for understanding its benefits to society, promoting conservation, and future decision-making, especially in resolving conflicting uses,” said Prof Ken Findlay, Oceans Economy Research Chair at the Cape Peninsula University of Technology.

14

are currently under construction at SA shipyards

tugs

643 INCREASED CASUALTIES

$350 MILLION TAX

According to the recently released International Union of Marine Insurers, the frequency of major vessel casualties rose again in 2016 for the second consecutive year. They had enjoyed a year-on-year decline until 2015 when they recorded a sharp upturn which was continued in 2016. Conversely, the trend in total vessel losses (from 2000 onwards) continued its downward trajectory through to 2016 notwithstanding a minor uptick in 2015.

According to the Mozambique News Agency, the Italian energy company ENI is to pay $350 million in capital gains tax to the Mozambican government following its sale of a stake in a gas field to US giant ExxonMobil. On March 9, ENI announced a sale and purchase agreement with the ExxonMobil, under which ExxonMobil will pay $2.8 billion for a 25 per cent stake in offshore Area Four in the Rovuma Basin in northern Mozambique.

58

fishing vessels and factory ships in line with fishing vessel recapitilisation programme

8 Large 50 Small

search and rescue vessels

2 Dredgers * IF BUDGET ALLOWS

Maritime Review Africa MARCH / APRIL 2017

05

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SAMIC and Durban Summit

CONFERENCE CALL: Calls for collaboration in the SA maritime industry “We needed to organise SAMIC because it is important for government to talk to industry. We (government) are here to create the enabling environment, but it is industry that will create the jobs. Operational Phakisa provided a way for us to talk to each other when we needed to create a dialogue,” said Sobantu Tilayi, acting CEO of the South African Maritime Safety Authority (SAMSA).

Claiming a status as a maritime nation “We are a maritime country and therefore by extension, a maritime nation.

Our maritime nationhood was not created but is a natural undiluted truth that is inseparable from us no matter how you look at the subject. The oceans are the means of our sustenance and survival. We depend on the oceans for up to 70 percent of our needs as a nation,” said Dumisani Ntuli, Head of Maritime Policy, Department of Transport.

Industry must drive growth & enterprise development “Industry must drive the expansion of the industry. The real important actors are in the private sector and not just amongst the larger players. We must give them (SMME’s) a stake in the economy to form part of the value chain and connect them to the larger enterprises,” said Prof Derrick Swartz vice chancellor of the Nelson Mandela University in Port Elizabeth.

“We are sitting on millions, but we don’t have forever to take advantage of it,” pronounced Secretary General of the African Shipowners Association, Funni Folorunso who asked delegates why the continent’s security forces should be spending money on protecting other people’s assets against piracy and why more students were not in attendance. “This is their future we are discussing here; where are all the students?”

Folorunso cut to the chase as she addressed delegates and provided input on the Department of Transport’s Comprehensive Maritime Transport Policy (CMTP).

“This document wont do anything unless it is integrated and implemented,” she said acknowledging that there was always scope to do something better, but that it was better just to do something instead of waiting for the perfect piece of policy.

“South Africa must provide leadership for the African maritime development agenda,” she said repeating that development, development, development is the key to the future. Looking to developments in the maritime sphere on the continent, she said

Durban summit parallel sessions feedback

D

ividing into five parallel sessions on the second day of the eThekwini Maritime Summit, delegates got the opportunity to delve into the subjects of tourism, skills, manufacturing, enterprise development and smart port cities.

MARINE & COASTAL TOURISM Moderator: Philip Sithole Speakers: Ross Volk (MSC Cruises), Itumeleng Pooe (SAMSA) and Ndabo Khoza (Tourism KwaZulu Natal)

Understanding that separating cruise tourism from Durban’s CBD is impossible means that attention needs to be focused on the old, burnt-out and decaying buildings along the old Victoria Embankment. While cruise tourism quite rightly occupied much of the feedback from this group, they also highlighted other opportunities including the potential to map a coastal marine tourism route along the entirety of South Africa’s coastline.

Thato Tsautse, CEO of the eThekwini Maritime Cluster, said that the cluster would be embarking on tourism initiatives this year and that cruise tourism would be a focal area of this. “KwaZulu Natal is not exploiting the opportunities,” she said.

Some discussion around the prospects associated with crewing and supplying cruise ships did not seem to shed light on whether visiting cruise liners from MSC Cruise Lines, for example, were open to local suppliers or were, in fact, already using such.

The CEO of Tourism Natal advocates an integrated approach with an emphasis on entrepreneurship. Durban needs to understand the target market and to develop the required infrastructure.

It is clear that the marine tourism sector holds a golden key to expansion within the industry, but the session did not seem to deliver any very real concrete short-term resolutions that could be implemented to see real gains quickly.

SKILLS AND TRAINING Moderator: Prof Trevor Jones Welcoming party: Athol Trollip (Executive Mayor, Nelson Mandela Bay), Dr Blade Nzimande (Minister of Higher Education), Premier Phumulo Masualle (Eastern Cape), Prof Derrick Swartz (Vice Chancellor of NMU), Sobantu Tilayi (acting CEO of SAMSA) and Prof Malek Pouzanjani (Chief Executive of SAIMI).

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Maritime Review Africa MARCH / APRIL 2017

Speakers: Maphefo Frempong (TETA), Dr Mpilo Ngubane (eThekwini Municipal Academy), Cobus de Plessis (Red Sky Group)

SAMIC and Durban Summit

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Skills and training continues to be a hot topic within the maritime industry sectors and the importance of sourcing, retaining and developing talent is as undeniable as the need to match training to industry requirements.

This breakaway group delivered five key needs that should be addressed going forward:

The need to promote Research and Development that is aligned to industry.

The need to ensure portability of skills by focusing on general before niche training.

The need to rehabilitate TVET colleges to fit into the training ladder.

The need for collaboration between all

Reporting back: Prasheen Maharaj, Lwandile Mabuza, Thato Tsautse, Ajiv Maharaj, Nomalanga Sokhela, Trevor Jones and Perry Moodle.

parties.

The need for a working group to focus on skills development.

The tendency to constantly recycle strategies without creating a central body of knowledge for the industry was also addressed by this group who recommended that the eThekwini Maritime Cluster capture the current knowledge.

MARINE MANUFACTURING Moderator: Prasheen Maharaj Speakers: Ramona Mulhan (DTI), Ahmed Kadwa (Denel), Mike Hawes (EBH)

Some consideration was given to the heydays of marine manufacturing in Durban â&#x20AC;&#x201C; particularly in the Bayhead area where 6,000 to 8,000 people were reportedly employed in the sector. The call from this group was to ensure that marine manufacturing is once again rejuvenated in Durban to this level and not simply a place of last resort for repairs and maintenance.

Reporting back to the full conference, moderator, Prasheen Maharaj, pointed out that an upswing in ship repair always follows a period of investment in infrastructure and that meaningful engagement is required between industry players as well as with the public sector.

Some of the recommendations emanating from this group included:

The creation of a Special Economic

Zone at Bayhead under the Department of Trade and Industry and outside of Transnet National Ports Authority.

The doubling of available ship repair berth space in the next five years.

The undertaking of independent re-

search into boatbuilding, ship repair,

shipbuilding and component manufacturing.

The reduction of time required by the

Authority to answer emails from industry (suggested a maximum of 20 days).

Takeaways and burning issues that were discussed in this group included:

The need for early intervention in terms of developing entrepreneurial skills at school level or within the home.

The need to create a safe space to share

The need to cooperate as Team SA with- in the African market and beyond.

An undertaking to relook at rentals

charged by TNPA to shipyards within the port precinct.

Expedition of the development of the

boat building park which seems to have been put on hold.

Responding to the feedback from the group, Tsautse said that the cluster required more private industry funding to help them rise to the challenge of meeting these and other mandates.

She added that the boat-building park was available and waiting for an entity to step up to use the space.

ENTERPRISE DEVELOPMENT Moderator: Moshe Motlohi Speakers: Sobantu Tilayi (SAMSA), Brigitte Brun (AQRate), Vincent Zulu (KZN Sharks Board)

The participants in this session aimed to answer the question of what Enterprise Development means in South Africa and specifically for the maritime industry.

They believed that it should be seen as a catalyst for strategic growth and suggested that levers of governments such as the Black Industrialists Programme, the National Development Plan, Broad Based Black Economic Empowerment and more should be used strategically to see changes in ownership and management in the industry.

potential business ideas without the fear of plagiarism.

The need for pre and post incubation support.

The need to see Africa as the market place for South African enterprises.

The scope for new businesses in the maritime space to reflect the desired objectives of job creation, transformation and economic growth needs to be pursued with the help of existing businesses under the guise of enterprise development policies.

SMART PORT CITY Moderator: Dr Ajiv Maharaj Speakers: Mike van Tonder (Aurecon), Moshe Motlohi (Durban Port Manager), Malcolm Hartwell Norton Rose Fullbright)

According to this group, the advent of a Smart Port City necessarily means the acceptance of a higher level of technology.

In some spheres, however, technology is feared as it is seen as a threat to job security. Upskilling is, therefore, essential to ensure that the current labour force adapts to new opportunities as the status-quo shifts.

As such the need to predict the skills of the future is an imperative for the seamless adoption and acceptance of a Smart Port City concept.

Tsautse summed it up, saying that the focus needs to be on smart people and not just on the introduction of technology.

Maritime Review Africa MARCH / APRIL 2017

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SAMIC and Durban Summit Summit for the same week.

It was clear from input provided by the governing structures of KwaZulu Natal, Transnet and the Maritime Cluster itself, however, that a momentum to bring renewed development to the provincial maritime landscape is gaining ground.

The Dig Out Port for Durban remains on the agenda; a cruise terminal operator is actively being sought; incubation and mentoring projects are being pursued, and collaboration with the private sector is being emphasised.

Signing the MoU: Prof Malek Pourzanjani (SAIMI), Funni Folorunso (African Shipowners Association and Dr Hisashi Yamamoto of the Global Onboard Training Centre sign a Memorandum of Understanding that will help provide berths for cadets seeking sea time.

mariners to stop over in South Africa to have a cup of coffee or tea; get or discharge water; get bunkers; manage cargoes, attend to repairs; meet the locals; change crew; allow tourists they carry to tour and shop in the country; most importantly entrust us with the cargo they carry destined either for east or west, north or south for us to manage further. We cannot however create such an atmosphere in a state where we do not have maritime transport policy,” he said.

Taking a stand: Clare Gomes and Pumla Makubalu from African Marine Solutions on their exhibition stand at the Durban Maritime Summit.

that maritime nations needed to cross-reference ideas and that a coastal shipping service emanating from South Africa could be key to igniting the African shipping sector.

Speaking at both the eThekwini Maritime Summit as well as the South Africa Maritime Industry Conference (SAMIC), Dumisani Ntuli, Head of Maritime Policy for the Department of Transported engaged on the focus points of the CMTP. “Our maritime policy must create an atmosphere that will make it an economic sense if not a refreshing one for ships to stopover as opposed to passing through our coast. We need to continuously attract

[

Describing the history to the development of the policy, Ntuli said that, importantly, the CMTP highlights the benefits of the sector for the country as a whole and aims to create an enabling environment to facilitate growth, development, transformation and effective governance as well as management of the sector.

Much of the content and aspirations of the policy as well as those of Operation Phakisa served to shape the content of the two conferences. The focus of the CMTP and Phakisa are aligned to facilitate growth in the sector – and delegates in both Port Elizabeth and Durban were tasked to conceive ways to partner with the current drivers from the public sector.

Clustered hopes The eThekwini Maritime Cluster has been successful in creating a visible body that allows private and public stakeholders to connect. It was, therefore, disappointing to see a significant decrease in industry participation at this year’s summit, but this could have been a result of the unfortunate scheduling of both SAMIC and the Durban

]

Our 15th anniversary issue due out at the end of June aims to extrapolate many of the conversations held within the context of these two conferences and provide additional feedback from as wide an audience as possible in order to create a snapshot of the current South African maritime industry.

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Maritime Review Africa MARCH / APRIL 2017

According to Chairman of the Cluster, Zeph Ndlovu, much has been actioned since the 2016 Summit and the decision to work towards declaring the Bayhead area within the Port of Durban as a Special Economic Zone is being pursued. “This has challenges, but we are hard at work to explore funding models to bring this to fruition,” he said in his opening address.

Youthful energy Perhaps very notable at both conferences was the realisation that industry in general needs to take heed of the growing youth population. South Africa’s and Africa’s population under 30 is growing rapidly in an environment where unemployment becomes a demotivator and a red flag for stability.

Although skills and training provide important avenues to capture the youth for the maritime sector, more needs to be done to drive enterprise growth that provides opportunities for this population to make a contribution and feel actively involved.

Speaking at both conferences (and later at the Nautical Institute Command Seminar), acting CEO of SAMSA, Sobantu Tilayi noted the establishment of the Maritime Youth Development Programme that had the potential to accommodate 1,000 intakes a year.

Thamsanqa Basi, Senior Research Specialist at Transnet sought to highlight the country’s maritime heritage as a way for the youth to connect with the sector. “Our country’s maritime history is not only the story of Europe’s seaborne economic and colonial expansion. It impacts on our lives and livelihood and you can see the story of modern human development in Africa,” he said.

Reporting back vs breaking news On the whole, both conferences served as an opportunity to report back on the progress since the last industry-wide collaborative conference in 2012 as well as highlighted successes of Operation Phakisa.

It is clear that there have been pockets of success, but that there is still significant

The South African Maritime Safety Authority welcomed guests on board the SA Agulhas during SAMIC 2017 to celebrate the recent gains being made in the National Cadet Programme. Act CEO, Sobantu Tilayi asked industry to join SAMSA in committing to being active agents in building the industry.

WELCOME ABOARD!

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SAMIC and Durban Summit Moving forward Summing up SAMIC, Prof Malek Pourzanjani, CE of the South African International Maritime Institute (SAIMI), said that he believed there had been positive engagement between government, industry and academics. He suggested the need to find a champion within government to drive initiatives that had been defined by the conference forward.

room for improvement.

And the stakeholders tasked with driving initiatives need to be completely transparent about which gains are truly a result of coordinated efforts under Operation Phakisa banner â&#x20AC;&#x201C; and which are fortuitous coincidences of timing. Honesty and transparency will eliminate cynicism and encourage greater participation.

And perhaps more can be done to provide information about how those who may feel left out of the processes, can still become actively involved.

Although one seldom expects breaking news to be delivered at a conference, it was refreshing to witness the signing of a Memorandum of Understanding between the South African International Maritime Institute (SAIMI), the Global Onboard Training Centre and the African Shipowners Association. It is anticipated that the MoU will provide more opportunities for sea time for South African cadets.

The MoU commits parties to work together to secure berths on vessels around the world for maritime cadets.

Your P & I Solution in Africa We are commercial correspondents and surveyors for the Protection and Indemnity industry and we represent all the International Group of P&I Clubs.

We serve those interests throughout South Africa Claims and along the East and West coasts of Southern Africa. To ascertain how we can help you or to find out what we do, go to our website and select one of the several topics. If you have any comments or questions select contact Surveys us to contact one of our specialist team members or email us at: pidurban@pandi.co.za

Pourzanjani and SAIMI have taken a short time to position themselves in the industry since their establishment in 2015 and are well placed to act as the glue as well as a repository of maritime information to ensure that the tendency to work in silos is eliminated.

Crisis Management

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Troubleshooting

www.pandi.co.za

EMERGENGY 24 HOUR: +2783 250 3398

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Maritime Review Africa MARCH / APRIL 2017

OUR FOCUS:

Next generation: Representing the next generation of seafarers, cadets Qhawe Ngcobo, Quenie Kakana, Asiphe Nogwanya and Pamela Nbongezeli attended the South African Maritime Industry Conference.

But it is easy to throw out ideas during a conference or workshop and then return to your office the next day to continue business-as-usual. In many instances the private sector sees this as the end of their responsibility to be active for the future growth of the sector â&#x20AC;&#x201C; simply hoping that the wish list that they provided to government within this forum will be heard and actioned. The key message from these conferences, however, was the need for more collaboration and a closer working relationship.

Nautical Institute Command Seminar

Look out the window!

To identify threats and opportunities Joining the second in a series of five Nautical Institute Command Seminars to address and discuss navigational accidents and their causes, Cape Town delegates were left with an unambiguous message to look out the window!

W

hile the notion calls specifically for watchkeepers and navigating officers on the bridge not to become over-reliant on technology; it could also be seen to relate to maritime businesses in general and their need to remain aware of the environment within which they operate.

As Capt David Snider, President of the Nautical Institute, pointed out during his opening speech â&#x20AC;&#x201C; the industry is constantly balancing balls both at sea and ashore to meet legal and regulatory requirements â&#x20AC;&#x201C; and still needs to keep abreast of new technology.

Acting CEO of the South African Maritime Safety Authority (SAMSA), Sobantu Tilayi, also emphasised the need for the South African industry to adopt a wider perspective and to look to the African continent as an extended market. â&#x20AC;&#x153;We are best positioned to compete in Africa and to understand what is happening on the continent,â&#x20AC;? he said picking up on the theme to see beyond our comfort zones in an effort to identify threats and opportunities on the horizon.

A mandate for safety Mandated to ensure safety of life and property at sea, Tilyai says that SAMSA is cognizant of the trend towards bigger vessels and the implications that this has should an incident occur off the countryâ&#x20AC;&#x2122;s coastline.

According to the acting CEO, a State of Safety Report is currently being finalised and scheduled to be launched in September this year. â&#x20AC;&#x153;This will demonstrate exactly how safe our coastline is,â&#x20AC;? he said adding that the Department of Transport (DoT) is currently developing a National Contingency Plan for coastal response.

Admitting the need for aerial surveillance of the ocean space, Tilayi said that technology such as unmanned platforms need to be interrogated as possible solutions for the future.

He challenged delegates to mobilise around the issue of capacity building and human resource development particularly in the casualty response sector. â&#x20AC;&#x153;The age profile of the emergency response team is growing. It is critical and necessary to pass this skill on. Let us deliberate on passing down the knowledge and expertise,â&#x20AC;? he said.

Look out the window It is refreshing to note that Tilayi seems determined to ensure that SAMSA looks

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Cyber threats are an ever-increasing reality

T

he maritime industry is certainly not immune to the threat of cyber crime and Shailendra Shukla, Vice President Sales of Transas addressed some of the dangers associated with having digitally connected ships. â&#x20AC;&#x153;Cyber attacks have a potentially global consequence and guidance is required to mitigate the risk,â&#x20AC;? he said emphasising that awareness remains the first line of defense for the industry. Shukla noted that some 50 percent of cyber breaches can be linked to human error. â&#x20AC;&#x153;We are not talking about geeky teenagers stumbling about in cyberspace,â&#x20AC;? he said relating an incident that had occurred in April last year where pirates had worked with hackers to identify high value cargo to target on ships.

According to Shukla, the six anchors against attack include:

Data security

Application security

Infrastructure security

People security

24/7 threat management

Governance, risk and compliance â&#x20AC;&#x153;We need to understand the impact that marine cyber attacks can have on revenue and loss of life,â&#x20AC;? he warns adding that future products must necessarily have embedded solutions within their life cycle. ď&#x20AC;Ť

â&#x20AC;&#x153;You (the maritime industry) need to help us grow the industry and must understand that we, as government, are keen to project your business out there. It is a conversation that we need to start having,â&#x20AC;? he said admitting that the need to improve the relationship between the public and private sectors in the maritime industry keeps him awake at night. â&#x20AC;&#x153;Until we get government closer to industry â&#x20AC;&#x201C; we will not find solutions. We need to build capacity and we need an active constituency,â&#x20AC;? he said.

Committed to safety: Local chairman of the Nautical Institute â&#x20AC;&#x201C; Southern Africa branch, Rob Whitehead, acting CEO of SAMSA, Sobantu Tilayi and President of the Nautical Institute, Capt David Snider.

Maritime Review Africa MARCH / APRIL 2017

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Nautical Institute Command Seminar

out the window to industry for some of the solutions required to ensure sustained growth and development within an industry that is constantly seeking safer outcomes.

But it was Capt Alan Reid, an independent marine consultant with a long history as a marine surveyor for P&I Associates that introduced the theme to the seminar. “Why do accidents still occur?” he asked. “In my opinion there is not enough time spent actually looking out of the window,” he maintains.

Reviewing some notable incidents, Reid highlighted statistics, which show that 90 percent of accidents occur due to human error. “We see a lack of understanding or an over-reliance on bridge technology that has eroded many mariners’ ability to navigate safety,” he said.

Reid’s observations in this regard were echoed by a number of speakers and indeed the delegates themselves who raised issues around standardisation of both training as well as equipment on board.

ECDIS (Electronic Chart Display and Information System) occupied much of the discussions during the seminar with consensus being that the technology forms a useful tool, but that it should be seen as an aid to navigation only and not the only method of plotting a vessel’s course.

“ECDIS is marvelous, but it should be an aid to navigation only and used in conjunc-

Ice code not so hot

A

n interesting presentation by Capt David Snider on the history associated with the development of the Polar Code revealed that, in its current form, it does not address some of the pressing needs to demand more experience for certified ice navigators.

“The Polar Code got watered down,” he said highlighting some of the implications as they relate to the required training and definitions of ice transits.

But he remains resolute in working towards adding the “missing pieces” and maintains that working on the global standard stands out as an epitome of his career.

“We need to reduce navigational accidents caused by ice conditions,” he warned highlighting the changing dynamics of the Polar Regions as well as the increasing interest to plot a course to the ice by the likes of superyachts and fishing vessels which are not yet suitably covered in the Code.

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Maritime Review Africa MARCH / APRIL 2017

tion with other tools on the bridge to verify position,” said Reid once again emphasising the need for officers to look out the window.

Speaking on the second day of the conference, Capt Gary Walsh, an independent marine surveyor and consultant, reiterated Reid’s sentiments as he presented statistics from a study that had aimed to quantify exactly where officers seek to collate their positional awareness from while on the bridge.

The study issued eye-tracking glasses to participants in a simulator training exercise and discovered that they only spent 11 percent of the time gathering visual information beyond the bridge windows.

Walsh also presented information from his own small study undertaken between December last year and March this year to ascertain whether ECDIS was being used correctly on vessels that he surveyed. According to examples that he highlighted from this short study, there were numerous incidents of lazy and incorrect use of the equipment.

Standardisation It is interesting to note that a general sense of agreement on the need for standardisation in both training as well as equipment has yielded only small gains despite having been identified as problem areas for some time.

Although STCW (Standards of Training for Certificate of Watchkeeper) provides a level playing field in terms of delivering a standard, delegates highlighted that not all training from various training providers could be considered equal and that more regular refresher courses should be mandated.

Of particular concern, however, for speakers and delegates alike was the lack of standardisation across the different ECDIS units offered by the suppliers. “SOLAS does not regulate who manufactures the instrument and what it should contain,” said Ried adding that instrumentation varied considerably from ship to ship providing added challenges to the seafarer.

The Nautical Institute’s drive to deliver the concept of S-Mode to the industry was discussed. S-Mode represents a standard mode of presentation and operation for navigation displays that can be triggered by a single button and that could greatly improve an officer’s ability to quickly adapt to using a new unit on a new ship.

It has been two decades, however, since the concept was first discussed and has yet to be adopted. News is that it is receiving priority attention at IMO (International

Maritime Organisation) level and could be mandated by 2019.

The Nautical Institute is currently hosting an online survey that aims to collect input from 400,000 navigating officers to help guide them on the development of S-Mode.

Masters and mentors The Nautical Institute’s ability to connect with such a vast network of maritime professionals is also what gives it its ability to provide both a platform for informal and formal mentoring.

The benefits of mentoring were highlighted by a number of speakers and delegates provided anecdotal evidence that emphisased the need for mentoring across all levels. In his welcome, Capt Snider noted that even the networking opportunities offered via Nautical Institute events provide an opportunity for “inadvertent mentoring” from people one would not normally meet.

Rounding up the last day of proceedings, Captain Stuart McAllister spoke about the “awesome responsibility” of taking command of a vessel and described a Captain’s responsibility towards the team that served under him (or her).

Commenting on his own mentorship through the ranks, McAllister said that there were people that “lifted me to the point where I believed that I could do it”.

And he is clear that the same responsibility currently lies with him to mentor others.

Indeed, pointing to the future of seafarer development, he believes that the demand for mentorship and good interpersonal skills will continue to grow.

Safe sailing It was clear from all contributions to the two-day seminar that much of the solution for improving safety at sea lies in managing the human element. Managing training, complacency, fatigue, an overburdened paperwork environment and a multi-cultural environment requires cooperation.

The regulatory environment is largely in place, but the economic realities of a shipping business often impact on life at sea – resulting in incidents and casualties that cause loss of life and pollution to the environment.

And, looking towards an ocean full of unmanned ships may not lead to an anticipated improved safety environment as the human element will never be completely removed.

The course ahead demands attention to detail, regulation, training and the very real need to look out the window in order to identify threats and challenges. 

Growing the maritime industry

TAKING B-BBEE ON BOARD

Management Control in the New Codes The second element of the B-BBEE scorecard focuses on Human Capital.

The revised B-BBEE codes of good practice contain a myriad of changes and, in this article, we will explore these changes and differences that are in the revised Management Control Element for the Maritime Sector.

E

ntities that verify their management control and employment equity elements, understand both their importance and value and how they eventually contribute to a company’s scoring.

The guiding principle under this element of the Maritime Transport and Services Industry (MT & SI), was founded on common commercial interests by stakeholders during consultative processes and aims to increase the participation of black people on company boards and similar governing structures to create decision-making structures that actually represent the racial, ethnic and gender diversity of our country.

This involves the promotion of the appointment of black people to boards of directors, executive positions, and top management positions. The appointment of black women and black youth to these posts is an integral part of this guiding principle.

The Revised Management Control Element of the new codes combines both management control and employment equity elements of the old Codes into a new but similar element, with a maximum of 19 points distributed over multiple indicators.

The indicators include Board Participation, Other Executive Management, Senior Management, Middle Management, Junior Management, Black Youth Employees and Employees with Disabilities. Entities are encouraged to use the most current payroll data when providing claims to be verified.

Employment equity The Employment Equity calculation is vastly different from that of the old codes. There is no longer a simple adjustment for gender or black employees. Now measurement criteria are broken down according to Economic Active Population (EAP) Statistics where the compliance target and points are proportioned to the EAP Statistics.

Targets and points for each employment equity level (Senior, Middle and Junior Management) will now be weighted according to the demographic targets that apply to the area in which your business operates.

If your company operates in more than one province, national demographics will apply.

The calculation for the Employment Equity scoring is broken down into seven steps.

The example below illustrates how the limitation of the target for each race is determined with respect to how the Black People

indicator of senior management will be used to calculate the Element.

Therefore, based on scores calculated in Step 7 rounded to two decimal places, this company would score 1.88 points for Senior Management. The below steps would be

used when calculating Senior Management, Middle Management, Junior Management, Black Youth Employees in the MT& SI Codes.

I would like to once again urge readers that the contents of this article are intended to provide a general guide to the subject matter. Specialist advice should be sought about your specific circumstances.

STEP 1: Determine the profile of the overall Measured Entities percentage per race and gender as per your companies EEA2 to calculate the percentage Black Race Group.

Staff complement Percentage

AM

CM

IM

WM

AF

CF

IF

WF

10

5

15

20

5

10

15

20

Total 100

10%

5%

15%

20%

5%

10%

15%

20%

100%

STEP 2: Determine the profile of the overall national EAP distribution* per race and gender as per the latest Commission of Employment Equity (CEE) Report. In this example, the overall national EAP statistics are used.

National EAP distribution by race and gender as per CEE report

40.7%

5.8%

1.9%

6.4%

34.2%

5.0%

1.1%

4.9%

100%

STEP 3: Calculate the total Black People* component of the EAP as per the CEE Report in Step 2 to get the Adjusted EAP for a particular race group. If one were calculating the limitation applicable to the female sub-race groups if one measured the ‘Black Female’ indicator of Senior Management, then Step 3 would reference the Black female sub-race groups only.

Black people component of national EAP

40.7%

5.8%

1.9%

34.2%

5.0%

1.1%

88.7%

STEP 4: Calculate the proportion that each Black race and gender subgroup constitutes of the total Black People component determined as per Step 3.

Proportion of each race and gender sub45.9% group of Black People component of EAP

6.54%

2.14%

38.6%

5.64%

1.24%

100%

How this is calculated is as follows: Black people component of national EAP

40.7%

5.8%

1.9%

32.2%

5.0%

1.1%

88.7%

Calculation

(40.7 / 88.7) *100

(5.8 / 88.7) *100

(1.9 / 88.7) *100

(32.2 / 88.7) *100

(5.0 / 88.7) *100

(1.1 / 88.7) *100

(40.7 / 88.7) *100

Proportion of each race and gender sub45.9% group of Black People component of EAP

6.54%

2.14%

38.6%

5.64%

1.24%

100%

STEP 5: Apply the proportion calculated in Step 4 to the Target for Senior Managers: 60 percent to get the Split Compliance target (SCT).

Limit each race and gender subgroup of Black People may contribute to Senior Management’s target

AM

CM

IM

AF

CF

IF

Sr Mgmt Target

27.5%

3.92%

1.29%

23.1%

3.38%

0.74%

60%

STEP 6: Apply the split compliance target as per Step 5 to calculate the maximum allowable points (MAP) (weighting) the weighting (points) for Senior Managers: 2 points.

Limit each race and gender subgroup of Black People may contribute to Senior Management’s weightings

AM

CM

IM

AF

CF

IF

Sr Mgmt weighting

0.92

0.13

0.04

0.77

0.11

0.02

2

STEP 7: Use the percentage in step 1 and divide it by the corresponding SCT in Step 5 and multiply that by the MAP in Step 7 to get overall points for Senior Managers.

Limit each race and gender subgroup of Black People may contribute to Senior Management’s weightings

0.33

0.17

0.47

0.17

0.33

0.41

1.88

Sponsored by AMSOL Maritime Review Africa MARCH / APRIL 2017

13

FISHY BUSINESS

Shaheen Moolla discusses the fishing sector

The 2016 Aquaculture Bill: Hindrance or Help?

The Draft 2016 Aquaculture Bill, which was published for comment in February last year, is presently before NEDLAC, comprising government, communities, business and organised labour.

I am presently advising the South African Department of Agriculture, Forestry and Fisheries during the NEDLAC processes.

T

he Draft 2016 Aquaculture Bill, which was published for comment in February last year, is presently before NEDLAC, comprising government, communities, business and organised labour.

I am presently advising the South African Department of Agriculture, Forestry and Fisheries during the NEDLAC processes.

Despite the growing importance of fish-farming globally to the production of fish for purposes of human consumption (and notwithstanding its prominence in governmentâ&#x20AC;&#x2122;s much vaunted Operation Phakisa project) there is incredibly little public discussion and debate on the draft Bill and on the promises of fish-farming more generally.

Given our access to marine, fresh and brackish water supplies, our fish-farming industry is grossly miniscule. While our wild marine fisheries produce some 600,000 tons of seafood and fishmeal annually (also small by comparative global trends given the size of our EEZ); our fish-farming industry (both marine and non-marine) produces a paltry 6,000 tons of farmed fish, including ornamental fish.

Of this more than 70 percent is marine fish production. Thailand produces just over two percent of the worldâ&#x20AC;&#x2122;s farmed fish, while South Africa contributes 0.00003 percent to global farmed production. Globally, the trend in fish-farming is that 63 percent of farmed fish is produced in fresh water environments with the balance produced in marine environments.

Looking at the production rates of marine and fresh water fish production in South Africa over the past six years, it is abundantly clear that fresh water fish production is subdued at best with significantly more growth (relatively speaking of course) shown in finfish, mussel and abalone production.

The NEDLAC consultations have revealed that the freshwater fish-farming sector is fundamentally opposed to the regulation of the fish-farming sector under the Aquaculture Bill on the bases that:

Fresh water fish-farming should not

be regulated at all under the Bill and no licensing and permitting should be required;

The Bill is an affront to the constitutional guarantee in section 22 of the Bill of Rights which provides as follows: 22. Freedom of trade, occupation and

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Maritime Review Africa MARCH / APRIL 2017

profession - Every citizen has the right to choose their trade, occupation or profession freely. The practice of a trade, occupation or profession may be regulated by law.

Fresh water fish-farming should be treated exactly like agrarian farming, such as the farming of sheep or cattle.

So essentially, the fresh water fish-farming sector is claiming that the Draft Bill will be a hindrance. They insist that it will stifle â&#x20AC;&#x153;growthâ&#x20AC;? and â&#x20AC;&#x153;developmentâ&#x20AC;? of the sector by requiring fish farmers to be licensed; and they would prefer a self-regulated environment because fish-farming should be treated like any other form of agrarian-based agriculture.

Unconstitutional?

Would requiring fish farmers to obtain a license to operate amount to a violation of Section 22 of the Constitution? It is incredibly difficult to understand on what legal basis such a position is based as the industry has not offered any. Industry has simply asserted that it is â&#x20AC;&#x153;unconstitutionalâ&#x20AC;?.

Section 22 explicitly states that while every citizen has the right to choose their trade, occupation or profession, the state may of course regulate the practice of such trade, profession or occupation.

It is hard to imagine a trade, profession of occupation that is not regulated in some form or another. Everyone from electricians, financial advisers, accountants, lawyers to teachers are regulated by their professions.

In the case of fish-farming, the practice of that trade poses numerous and significant risks to environments and ecosystems, particularly indigenous fish, water bodies and to human health because it is substantially farmed for food purposes. Accordingly, the licensing provisions are necessary, reasonable and rational limitation on the right.

Furthermore, Section 22 only applies to natural citizens â&#x20AC;&#x201C; not companies, corporations or non-citizens. Organised business cannot claim protection under Section 22.

A form of agriculture?

Given the numerous and significant risks fish-farming can pose to natural ecosystems and water bodies in particular, it is difficult to understand how â&#x20AC;&#x153;self-regulationâ&#x20AC;? can be justifiable or sustainable.

It is quite obviously very different to sheep

ye 20 ar so 17 fs er vic e to in du str y 7

10 2

“MORE A PARTNER THAN JUST A SUPPLIER”

Ce le br at in g

22

1

19

95

-

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AFRICAN MARITIME SERVICES (PTY) LTD.

LIFTING MOORING

TOWING FISHING

FISHY BUSINESS

Shaheen Moolla discusses the fishing sector

farming or cattle farming. Poor management of farmed fish in the ocean or in rivers or dams for example could have disastrous consequences for wild or indigenous wildlife, particularly fish.

Furthermore, fish-farming by its nature forces much higher densities of fish into confined water spaces, which increases the risks of diseases, and in turn increases the need for preventive measures such as the use of antibiotics that can have an adverse impact on ecological and human health if not properly regulated.

Is regulation a hinderance?

Would the Draft Bill hinder or enable fish-farming? Obviously Government’s position is to say that the Draft Bill’s primary function and objective is spur the growth and transformation of the fish-farming sector.

The fresh water fish-farming industry is vehement in its position that the Draft Bill – its requirement that farmers must be licensed to operate farms – will hinder growth and development.

There is no doubt that the Draft Bill seeks to align the regulation of fresh water fish-farming to the current regulatory regime governing marine-based fish-farming.

However, the Draft Bill recognises that the current regulatory hurdles and red tape are stifling small-scale fish-farming and deterring further investments in commercial fish farms.

It has been determined that the average time period to obtain all the necessary per-

There has to be a reason why the present fresh water fish-farming industry is unable to grow and expand in any meaningful way. Between 2009 and 2013, the trout industry grew by only 50 tons. missions to commence a commercial fish farm can be over 800 days. The Draft Bill seeks to reduce this time period to about 300 days by essentially making provision of a “one-stop” licensing clearing-house.

There has to be a reason why the present fresh water fish-farming industry is unable to grow and expand in any meaningful way.

Between 2009 and 2013, the trout industry grew by only 50 tons.

The drafters of the Draft Bill would of course punt its theoretical intentions of reducing red tape especially given that this is a valid and serious industry concern.

By comparison, Lesotho produces more than 2,000 tons of trout in a single water body (Katse Dam) after rapidly establishing a fresh water fish-farming licensing and permitting regime in 2011. Prior to this it produced zero farmed trout.

However, the objective evidence cannot support the allegation that regulation via licensing and permitting of fish-farming will retard or hinder growth and development of the sector.

Firstly, a regulated fish-farming industry is a global prerogative for growth of and trade in farmed fish products. A self-regulated (ie unregulated) fish-farming industry will simply be unable to sell their products into the European Union and North America for example.

Furthermore, retailers and consumers are rapidly demanding only seafood that is responsibly farmed and traceable from farm to fork. To accede to the fresh water industry’s request to eliminate licensing and instead allow for a some undefined species of “self-regulation” would in fact continue to stunt the growth and development of the fish-farming sector. Which leads me straight to my second point.

MARINE FISH PRODUCTION

ABALONE

OYSTERS

MUSSELS

289t

FINFISH

TROUT

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241t

Maritime Review Africa MARCH / APRIL 2017

And finally, a license to farm fish, which is allocated for a long term period (as envisaged by the Draft Bill), will give funders and financiers the policy and legal certainty required to lend funds to and invest in start-ups.

In my view the Draft Bill does achieve a carefully crafted balance between regulation and creating a legal framework that encourages investment and growth in the broader fish-farming sector. 

CATFISH

TILAPIA

2009

600t

10t

934t

2013

1,600t

South African marine finfish production grew from a paltry to 10 tons in 2009 to 280 tons in 2013.

FRESHWATER FISH PRODUCTION

2009

934t

Despite our substantial access to resources and a multiplicity of possible water bodies in which to farm high value fish such as trout, South Africa’s trout production grew by five percent over five years!

180t

10t

2013

860t

280t

988t

0t

234t

A wide-angle perspective on commercial fishing

THROUGH THE FISH EYE LENS

Big industry players line up for 2020 March was a big month for the South African fishing industry, with both Premier Food and Fishing Limited (Premier Fishing) and Sea Harvest listing on the Johannesburg Stock Exchange.

The listings are likely to result in increased investment in both fishing and aquaculture, and indicate that preparations are well underway for the big rights allocations that lie ahead in 2020.

CLAIRE ATTWOOD PROVIDES A WIDE ANGLE PERSPECTIVE

W

ith its listing on March 2, Premier Food and Fishing Limited raised R526 million; three weeks later, on March 23, Sea Harvest raised R1.33 billion.

According to Sea Harvest CEO, Felix Ratheb, the near simultaneous listing of the two fishing companies was coincidental, but the result will significantly raise the profile of the South African fishing industry.

“Fishing companies are actually very attractive assets,” said Ratheb, “they’re profitable and they pay good dividends. What you find is that when (investment) institutions take a big portion of them, they keep them.”

Until March 2017, the Oceana Group was the only listed fishing company in South Africa and its stellar performance since the early 2000s would have provided an obvious reference point for investors. (The Group’s latest set of results showed operating profit up by 69 percent to R1.7 billion and headline earnings increasing by 34 percent.) As Ratheb points out, Oceana’s track record, coupled with a number of other positives, is what makes fishing companies attractive to investors: “I think that people like the rand hedge related to fishing,” he said, “and the barriers to entry are high. It’s not like chicken where everybody floods the market. There’s an element of control, which is a positive.

Another barrier to entry is the amount of infrastructure that you need, and capital to operate. If you look at everything, I believe it’s a very attractive industry to be in.”

Diversification and growth Until recently, Sea Harvest, like its counterpart, I&J, was predominantly invested in the South African trawl fishery for hake.

However, last year the company purchased a controlling stake in Mareterram, an Australian company that catches, processes and markets king and tiger prawns. Does the listing of Sea Harvest on the JSE herald further diversification out of hake?

“Definitely,” says Ratheb. “We’re pursuing organic growth through further margin-enhancing investment in our fleet and factories, as well as market diversification.”

Ratheb explained that the listing is expected to strengthen Sea Harvest’s balance sheet by enabling it to repay all its debt and raise capital to acquire newer vessels that

are able to catch more efficiently and be more profitable. And, acquisitions are definitely on the cards.

“We are looking at acquisitions,” Ratheb confirmed. “We’ve got infrastructure and, I keep saying it, in the fishing industry what you need is economies of scale. The more volume you have the more efficient you become.”

The rationale behind the listing of Premier Fishing was similar: to provide the company with access to capital in order to grow its business both organically and by way of future acquisitions.

“There are two core areas where we are looking for growth,” said the company’s chief executive, Samir Saban. “One is aquaculture − we’ve been running an abalone farm for 16 years already − and the other is the acquisition of fishing companies that will fit strategically and complement our product basket.”

Accelerating aquaculture Premier Fishing plans to substantially increase the output of its abalone farm from its current production capacity of 120 tons per year to 320 tons per year.

“There’s definitely a global demand for South African abalone,” explained Saban, “the supply at the moment is much less than the demand.”

South Africa’s abalone farming industry produces an estimated two percent of the global harvest of cultured abalone. Premier Fishing’s Marine Growers is one of 12 established farms. Strong demand from China means the industry is growing rapidly, with production expected to quadruple in the next five to seven years.

Significant transformation The fact that both Premier Fishing and Sea Harvest are black owned companies is hugely significant, especially in view of the outcome of the Fishing Rights Allocation Process of 2016 (FRAP 2016).

Although transformation has been an essential consideration in the allocation of rights since the inception of the Marine Living Resources Act, the quantum allocation mechanism used by the Department of Agriculture, Forestry and Fisheries in FRAP 2016, elevated black ownership over investment and performance in fishing for the first time.

Securing rights in these fisheries will be critical for Premier Fishing and Sea Harvest, but both companies have reason to be confident about their prospects in 2020.

Maritime Review Africa MARCH / APRIL 2017

17

THROUGH THE FISH EYE LENS

A wide-angle perspective on commercial fishing

Both Sea Harvest and Premier Fishing have ensured that their staff will benefit from the listings. Both companies have set aside a parcel of shares to be allocated to staff via a trust.

And, although the legality of the mechanism is in question (on April 18 to 20, a full bench of the Cape High Court will consider the urgent interdict that was granted to Viking Fishing in January) DAFF has undoubtedly shown the fishing industry what it can expect in 2020 when rights are allocated to major commercial fisheries such as the south coast rock lobster and deep-sea trawl fisheries.

Securing rights in these fisheries will be critical for Premier Fishing and Sea Harvest, but both companies have reason to be confident about their prospects in 2020.

After its listing, Sea Harvest will still be majority controlled by Brimstone, with 55 percent; and the company’s black ownership is forecast to be between 70 and 80 percent. (With the listing of Sea Harvest, Brimstone did not sell any shares, the company issued new shares in order to raise capital.)

Similarly, the majority shareholder in Premier Fishing (both pre- and post-listing) is African Equity Empowerment Investments Limited (AEEI) which retained a 55 percent share in Premier Fishing. Last year AEEI was ranked first on the Empowerdex list of “Most Empowered Companies 2016”. It also won the “Most Empowered Management” award.

Said Saban: “Transformation is important.

It’s not a hidden secret… post the listing Premier Fishing will have the same degree of black ownership, or it might even be a bit higher. In our pre-listing statement we stated that shares would be allocated to black investors first.”

Ratheb agrees, saying: “DAFF, and rightfully so, have placed a lot of emphasis on black ownership – we’ve done that. There has been a great emphasis on transformation – we’ve done that. There has been a lot of emphasis on investment and job creation – we’ve done that. So we’ve done everything right.

“There’s been a lot of talk that fishing assets are concentrated within bigger players and our view is that even that box is going to be ticked now because (with the listing) we’re broadening access – we’re giving access to our company to a lot more people

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Maritime Review Africa MARCH / APRIL 2017

Top: Photographed at the listing of Premier Food and Fishing Limited on the Johannesburg Stock Exchange are: Salim Young, non-executive director of Premier Food and Fishing Limited; Donna Nemer, Director Capital Markets at the JSE; Reverend Vukile Mehana, non-Executive Chairman of Premier Food and Fishing Limited; Nicky Newton-King, CEO of the Johannesburg Stock Exchange; Samir Saban, CEO of Premier Food and Fishing Limited and Khalid Abdulla, Deputy Chairman of Premier Food and Fishing Limited and Group CEO of African Equity Empowerment Investments Limited (AEEI).

Bottom: Handing over of the listing trophy: (Left to right) Fred Robertson, Non-Executive Chairman of Sea Harvest and Executive Chairman of Brimstone; Felix Ratheb, CEO of Sea Harvest; Nikky Newton-King, CEO of JSE Ltd.

in South Africa.”

Staff trusts Both Sea Harvest and Premier Fishing have ensured that their staff will benefit from the listings. Both companies have set aside a parcel of shares to be allocated to staff via a trust. In fact, this is relatively common in the fishing industry, with most of the major players having utilised staff share trusts to transform their ownership over the past 25 years.

Oceana is a good example; its empowerment trust currently owns 10.1 percent of the Group and in 2014 paid out close to R300 million to its 2,501 members. The average pay out per employee was about R100,000.

With two of the biggest black-owned fishing companies in South Africa cash flush and on the acquisition trail, the fishing

industry can expect to see some exciting activity, and probably consolidation, in the coming months.

It will be particularly interesting to see what happens to I&J, presently owned by AVI, a listed company centred on the fast moving consumer goods and fashion markets.

Does the listing of I&J’s arch competitor, Sea Harvest, necessarily mean that AVI will choose to list I&J with a view to raising the trawling company’s level of black shareholding?

Competition laws and rights allocation policies would rule out the acquisition of I&J by Sea Harvest, but might Oceana, with its top drawer empowerment credentials be eyeing I&J with a view to substantially increasing its investments in the hake fishery ahead of 2020? Only time will tell. 

Maritime training and the development of human capital

Addressing the challenges of cadet training

I

t is a global tragedy that cadets are still struggling to get sea time in an industry that will, in the future, face a skills shortage and bemoan the lack of available seafarers.

The solution is squarely within reach, but most countries continue to complain that securing sufficient cadet berths is more than a small challenge. And it’s doubly difficult for any country that does not have a ships register of any significance.

In Africa, both Nigeria and South Africa’s maritime authorities have initiated programmes to develop local seafarers.

Nigeria has the numbers According to information available from the Nigerian Maritime Administration and Safety Agency (NIMASA), some 2,500 students are being trained under the Nigerian Seafarers Development Programme (NSDP), which was initiated in 2009.

In February this year, NIMASA’s Executive Director, Maritime Labour and Cabotage Services, Gambo Ahmed suggested that Nigeria aims to be a larger exporter of seafarers to the future global market.

But the problem of sea time for their cadets still continues to plague their ambitions. The Director General, Dr Dakuku Peterside, however, has publicly provided assurances that NIMASA’s 2017 budget includes an allocation for sea time training for the beneficiaries of the NSDP scheme.

“We have made adequate provision for sea time training in our 2017 budget proposal. About 2,500 graduates of the NSDP programme will be assisted to get trained on sea going vessels for their mandatory sea time and we have concluded arrangements for the first batch to be sponsored in order to expand their chances of job placement on board ocean going vessels. With this, our youths will obtain the Certificate of Competency (CoC) which provides an opportunity to earn in dollars along with their contemporaries internationally,” he said in February.

At the graduation of 130 Nigerian youths from the Arab Academy for Science, Technology and Maritime Transport in Egypt, it was revealed that the school had offered to partner with the Agency to provide sea time training for NSDP graduates.

Peterside says that NIMASA is also exploring other avenues to enrich NSDP. The graduation in March increased the pool of seafarers to a total of 1,045 graduates from the NSDP project. Trainees are being sponsored at the Arab Academy (Egypt), South Tyneside (United Kingdom) and various universities in the Philippines.

South Africa seeks seafarers In South Africa a similar initiative, the National Cadetship Programme (NCP) is also seeking to provide a pool of national sea-

farers for the global market. Established by the South African Maritime Safety Authority (SAMSA) in 2011, then CEO Tsietsi Mokhele said that the programme had the potential to “double or triple job creation in the sector”.

The NCP was initiated on the back of a Maritime Sector Skills Development Study undertaken by Deloitte on behalf of SAMSA that highlighted the opportunities for reviving the national ships register and mobilising the training of South African seafarers based on a number of projections.

At the time, the study pegged the supply of new seafarers from South Africa at 244 officers per year and disclosed a shortage of 1,483 officers as well as 430 ratings.

The study noted: “South Africa’s participation in international trade, based on the percentage of world tonnage carried to and from South Africa, implies that the country should have 300 ships in its register, which implies the availability of 12,000 seafarers.

Attaining 300 ships under South Africa’s register or having all cargo transported on our own ships, may not be realistic. However, this model illustrates a scenario. The ultimate aim is to sustain the maritime sector and grow it, which requires skilled people and available capacity to create jobs for people in the maritime sector.”

Plans for the NCP at that time included the aim to secure 90 cadet berths in 2011 with the intention to subsequently increase this to 250 per year. The study recognised the need to focus attention on developing capacity of cadet berths.

Standardising the system SAMSA managed the programme with two service providers until October 2015.

At this point the newly established South African International Maritime Institute (SAIMI) took over the programme and sought to consolidate the lessons learned and seek solutions for the challenges facing cadet development.

SAIMI has a three-year grant of R296-million from the National Skills Fund for the skills and capacity-building work to support Operation Phakisa. This has enabled significant progress to be made, for example, in the growth of the NCP during 2016.

In January this year SAIMI appointed Yvette de Klerk as a dedicated NCP Manager and she is currently working to standardise systems for the two service providers, South African Maritime Training Academy (SAMTRA) and Marine Crew Services (MCS) with the view to potentially retaining further agencies in the future.

According to De Klerk this includes the structuring of standardised service agreements and fees to ensure ease of contracting for service providers as well as shipping companies offering berths.

FEATURE

“Clearly defined parameters are required in terms of timelines, courses and funding models,” she told the South African Maritime Industry Conference (SAMIC) in April, adding that a monitoring and evaluation framework is required to determine potential areas for improvement.

Ultimately the goal is to produce competent and employable seafarers, aligned to international best practice within a sustainable programme.

Since joining SAIMI, De Klerk has been intent on gaining a clear understanding of the current status of the National Cadetship Programme and unblocking some of the bottlenecks that have seen some of the cadets not able to obtain the required sea time and move out the system.

She is advocating for further focus on electronically tracking participants through the system with the ultimate aim of creating an accurate database of South African seafarers and cadets.

Securing sea time South Africa, like Nigeria, has struggled to secure the sea time required for cadets.

The gripe that cadets are sitting at home unable to further their careers is common to both countries. Both regimes have recommitted to solving this challenge and hope to be able to develop cabotage and national ship registries to meet the demand for cadet berths. But they are also seeking partnerships with international shipping companies.

De Klerk highlights that the challenge can be exacerbated by the fact that some shipping companies offering cadet berths stipulate longer stints for the cadets they accommodate than other shipping companies. This has seen some cadets remaining in the system longer than may be necessary to acquire specified sea time.

SAMSA’s acquisition of the SA Agulhas as a Dedicated Training Vessel (DTV)) in 2012 was hailed as a victory for seafarer training in South Africa, and more than 200 cadets were trained onboard in three years. The project’s initial success, however, was hampered by challenges that later kept the vessel alongside for protracted periods.

As such, much of the time that cadets spent on the DTV was not recognised in terms of the required sea time component.

Recent developments, however, have seen the SA Agulhas being chartered for survey work and Ian Calvert of SAMSA Special Projects reports that the tide is turning for the more sustainable use of the vessel within the NCP. He confirms that, following a successful trip in December, the vessel has been chartered for three years by the Indian government for an annual scientific expedition to Antarctica.

A seafarer training model utilising government vessels to Continued supplement training on page 20

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Maritime Review Africa MARCH / APRIL 2017

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FEATURE From page 19

Maritime training and the development of human capital

>>

berths available from international shipping lines is being developed. SAIMI is actively driving the development of a coordinated national approach to maritime studies at secondary school level with the Department of Basic Education, as well as opportunities to raise awareness of maritime careers in general.

Further, a Memorandum of Understanding was signed at the South African Maritime Industry Conference (SAMIC) between SAIMI, Global Onboard Training Centre and the African Shipowners Association to address the shortage of cadet berths available to Africans in particular.

Training for the future With the common desire by both Nigeria and South Africa to be future disruptors to the traditional supply of seafarers from countries such as India and the Philippines – cognizance should be taken to meeting the future needs of the shipping industry.

“Are we training seafarers for the requirements of 10 years ago or for 10 years from now?” challenges De Klerk who is passionate about developing the current system to become more future-focused. Training with the intent to purely increase the number of graduates will not suffice in creating a source of seafarers that can compete internationally, and meet the ever-increasing and stringent safety and owner/charterer requirements – especially in a market flooded with newly graduated junior officers and ratings.

“It is therefore of paramount importance that specialist skill-sets are continually developed in order to set new graduates apart from the ‘minimum requirements,’ and that we actively create and market employment opportunities, both locally and internationally. This same principle also applies to existing seafarers in the industry - merchant navy, fishing and cruise liners to ensure continuous development, career prospects and subsequent progression through the ranks,” says De Klerk. 

Counting on crew costs

N

o matter the type or size of the vessel; the crew component is one of the largest expenses facing operators and training is one direct cost component that requires substantial outlay. Consequently employers are often looking for cost effective training, meaning training provided at a reasonable cost and delivered in the shortest time possible. Effective training is critical in providing qualified crew members to run a vessel and return a profit.

The size of ships continues to increase, and fishing vessel operators consolidating their fleets into a smaller number of larger vessels. Training costs increase as upgraded training is needed to operate these larger vessels.

Advances in electronics lead to a consolidation of operational systems required on board, making the work place easier to man with smaller crews. This has its own set of problems in that there is a modern generation of ship's officers who are electronic whizzes, but who have forgone basic seamanship principles.

Adapting training to environment The key point here is to highlight the fact that seafarer education is changing.

Paper charts require correcting, which is a time consuming, mundane job that involves some legal consequences if not carried out properly. Electronic charts do away with this but introduce a whole new set of problems. This means that in an evolving education field, the training of seafarers in South Africa is constantly changing.

“One of the greatest challenges we face is the level or standards of the learner’s education, especially with their competence in science and maths. To combat this, Sea Safety Training Group (SSTG) has implemented a six-week programme cov-

Resuscitating marine engineering training in Cape Town

A

new partnership aims to formalise Marine Engineering Workshop Training (MEWT) in Cape Town, South Africa to provide prospective marine engineering candidates with the opportunity to complete this important aspect of their qualification towards the Officer in Charge of an Engineering Watch certificate of competence (CoC).

The Cape Peninsula University of Technology’s (CPUT) Department of Maritime Studies (DMS), College of Cape Town (CCT) and the South African Maritime Training Academy (SAMTRA), together with SAMSA, have agreed to embark on a partnership to formalise sustainable

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Maritime Review Africa MARCH / APRIL 2017

MEWT in the Cape Town region.

The partnership will see CPUT and other higher education providers providing the student component; CCT providing the SAMSA accredited training and SAMTRA acting as coordinators of the project which has been largely driven by the efforts of Barry Jubber of SAMSA Special Projects.

CCT, a Technical Vocational Education & Training (TVET) institution based in Cape Town, was accredited by SAMSA to offer MEWT in February 2015, and an appeal was made to the Transport Education and Training Authority (TETA) to assist financially.

ering the Fundamentals of Science and Maths supported by additional tutoring as required, says Leon Mouton of SSTG. SSTG have developed a Task and Operations Management tool (TOM), that when used in combination with their blended e-learning platform, tracks the progress of the learner so that they can provide additional support. Moreover, SSTG is currently trialling an addition to this software, to track the learner's progress aboard vessels, so no matter where they are, SSTG can check their progress and provide them with support.

Starting out on the right foot A final challenge is the attitudes of graduates entering the industry as cadets.

“They don't understand that they're essentially starting at the bottom and need to work their way up. They need to know that they are boarding the vessel as a cadet or newbie and need to do what is asked of them and do their job well. This is not an attitude problem faced by just the maritime industry, but all industries and has more to do with the attitude of the current generation and their expectations,” he says.

To alleviate some of the future challenges, SSTG has started using a variety of selection tools to look at the candidate holistically. “We look at their character and personality; what their intrinsic motivators are and whether they are suited to a career at sea,” says Mouton.

“We, therefore, need to educate South African seafarers so that they can compete on the international stage with their foreign counterparts, so that both local and international ship owners will want to employ them,” he says adding that their goal is to ensure that their graduates outshine the competition and that South Africa becomes a preferred source of officers and cadets.

TETA funding was approved during the course of 2016 to sponsor 40 aspirant marine engineer officers. This pilot, public-private partnership initiative, a first for Africa, was launched at the beginning of February at CCT’s Thornton campus with 23 marine engineering cadets being inducted. The remaining 17 cadets will be absorbed during the next intake in July 2017.

“Given our responsibility to develop our youth, we hope that this initiative shall continue to be supported by all the role-players and remain sustainable well into the future,” says Capt Ed Snyders, head of the Maritime Studies and Survival Centre at CPUT.

Maritime training and the development of human capital

Training to meet the skills demand in oil and gas

S

peaking at a breakfast in Cape Town, CEO of the South African Oil and Gas Alliance (SAOGA), Niall Kramer emphasised the need to invest in continued training for a sector that will recover and that will require specific skills.

“We need to be ready for when this industry comes back – as it will. And one of the key things that we can do, is invest in capacity development, especially with regard to skills,” he told members.

“We know we are going to need a huge amounts of skills. Some of them are very particular to oil and gas,” he said adding that the challenge in the current flat business environment was in convincing employers to take people into the workplace as artisans to expose them to real work.

Describing developments such as the move to develop LNG terminals; the increase in rigs returning to drill; more clarity with the Mineral Products Development Act as well as the interest in South Africa’s own offshore acreage, Kramer asked whether South African companies were ready to provide the services required in the industry.

“No we are not. We know we want South Africans working in this industry, but I don't believe that we have the skills to meet the needs of the jobs in the oil and gas industry,’ he said.

“We need to know what to prepare for and how to develop the skills that we don't have,” he added saying that explorers would arrive with their own crews that are already trained and that already understand the operating environment.

“They are already certified in these jobs and have the requisite safety certification, discipline and culture,” he said warning that the South African workforce would need to be mindful of a particular safety and health conscious mindset to work in this environment.

Kramer is calling for a game changing

national programme and is appealing to businesses as well as government departments to assist with opportunities for work placements. “We need more workplaces to open up their doors to apprentices. Without a massive shared effort we may miss large opportunities when South Africa’s LNG programme begins and when oil and gas exploration starts.

“We need to be ready to participate and if we don't have the right skilled people at the appropriate level that are ready, trained and understand the discipline as well as culture of the oilfield work – South Africa could miss a big opportunity.”

Skills development is a key focus in SAOGA. “We need to read the future and shape it with the appropriate South African skills,” says Kramer, describing some of the work being undertaken by the Alliance to identify skills that will be required in the future.

“We recently developed South Africa’s first study on the skills that will be required for the coming LNG to Power programme and see the need for artisans and technicians,” he adds.

The study aims to inform skills development initiatives for this sector and will naturally help grow the skills of the gas sector as well as renewables.

Working with industry Besides the ongoing selection, placement and monitoring of artisans in the workplace and working with colleges to ensure standards are met, SAOGA is seeking and developing partnerships to further develop skills.

One such partnership has been established with the Swiss South Africa Partnership and industry, to developing welding curriculum content. “We have the advantage that we are close to industry and are able access experts to inform the content of the curriculum. Industry has been extremely generous to release qualified artisans to assist us with this important task,” he says.

NEW

FEATURE

In addition SAOGA is playing a significant in helping to bridge the divide between industry and training provision and has supported a process that helps TVET colleges engage with industry on curriculum training material development for welding and boilermaking.

An initiative to help develop artisans for an improved level of job readiness has also been developed. Competency Based Modular Training (CBMT) is being offered by skilled artisans in TVET colleges as well as within industry.

Recognition of Prior Learning (RPL) projects have also become important tools to help competent semi-skilled workers obtain qualification status without compromising quality. Kramer urges companies that have employees who meet the competency levels to encourage them to become listed on the SAOGA RPL database.

The Marine Oil and Gas Academy (MOGA) is another tool that has been developed by SAOGA. As an online resource it is continuing to gain popularity and attracts more than 100,000 visitors a year “Industry, training providers and trainees are increasingly making use of this innovative virtual skills portal for sharing and finding focused skills information on the sector,” he says.

Heading up SAOGA’s charge to upskill the South African workforce for new opportunities in the oil and gas sectors, Adrian Strydom has also issued a call to industry to engage with him in opening doors for apprentices in the industry.

“We cannot do it without industry. We critically need industry players to help us. We need industry to open its doors for training. Experiential learning is one of the areas where are artisans need to be accommodated,” he said asking industry to consider taking on apprentices.

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FEATURE

Maritime training and the development of human capital

Training academy honoured for contribution to fishing communities

P

ort Elizabeth harbour-based Siyaloba Training Academy has been awarded Silver in the Best Community Project category at the prestigious National Skills Development (NSD) Awards, held recently in Pretoria as part of a two-day National Skills Conference.

The awards celebrate excellence by recognising best skills development practices.

They are presented by the National Skills Authority (NSA), advisor to the Department of Higher Education and Training (DHET). The category was won by Bidvest Protea Coin, with Kolomela Iron Core taking Bronze.

Siyaloba director Karen Reid said the accolade was a celebration of a successful NGO SETA collaboration in place since 2006.

“The projects entered were funded through Transport SETA Maritime Chamber discretionary grant funding, in line with the SETA mandate to implement NSD strategy and the SETA Sector Skills Plan. An added benefit is the support to Operation Phakisa oceans economy, which benefits fishers

and fishing communities,” she said.

Organisations were judged based on their 2014 to 2016 performance using criteria such as: track record of placement and appointments; retention and throughput; number of learners employed; and the profile of learners. During this period, 855 learners were successfully put through their paces at Siyaloba, in its Adult literacy (AET), Project Management learnerships, New Venture Creation learnerships, and Maritime regulatory training programmes.

Malcolm Alexander, Maritime Chamber Education Training and Development Practitioner for Transport Education and Training Authority (TETA), said the long-established partnership with Siyaloba enables TETA to develop traditionally marginalised fishing communities.

“Skills development is not a two-day short course. Development happens over years and in this partnership with Siyaloba we have been able to change many lives,” Alexander commented.

Speaking at the award ceremony, Reid said Siyaloba was proud to be associated with the NSA and the standards that it embodies.

“This award is

a solid reflection of Siyaloba’s professional capacity to deliver on our passion and our promise: to improve lives through quality, relevant, accredited training for all,” said Reid. “We are immensely proud of our team, which continues to deliver on our commitment to skills excellence and to the upliftment of coastal communities in the Eastern Cape through strategic skills development.”

Siyaloba project coordinator Nozipho Ntsini said she had begun to carve a career through her qualifications with the harbour training academy. “I’m grateful to Siyaloba, and also to the National Skills Authority and the Transport SETA, for the opportunities that have been created through my experience and learnership with the academy,” Ntsini said.

The NSD awards also recognise work placement opportunities created through learning programmes, such as artisan development and FET graduate placement.

Established in 1999 as a sustainable non-profit organisation by social entrepreneur Betsy Ings, Siyaloba is accredited as a professional training centre with Transport SETA, Services SETA and South African Maritime Safety Authority (SAMSA).

Over the past two decades Siyaloba has established a reputation for delivering quality training to the private sector and through funded initiatives. Profits are channeled to skills development projects that address social impact within vulnerable communities. 

From top: Siyaloba Training Academy collected Silver at the National Skills Awards. From left, Nozipho Ntsini, (project coordinator), Karen Reid (director), Mariette Weyers (training manager), Betsy Ings (director) and Abegail Olayi (office support).

Maritime regulatory training courses are amongst those offered by Siyaloba’s broad range of skills development programmes.

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Maritime Review Africa MARCH / APRIL 2017

Training

FEATURE

Creating conservation awareness amongst small scale fishers

T

he Small Scale Responsible Fisheries Training programme, in partnership with the International Ocean Institute – South Africa (IOI-SA) and the Transport Education Training Authority (TETA) was initiated by WWF in 2013/2014 In 2016 sufficient funding was secured for the course to be rolled out in 2017 and 2018. The pilot project is to be funded by TETA, with IOS as the national coordinator of the training for the The workshop equips fishers, fishing communext two years. nities, fishery managers, extension officers and community liaison officers with the The current phase of the project hosts 36 knowledge and understanding of an Ecosystraining workshops in small-scale fishing comtem Approach to Fisheries (EAF) management. munities in the Northern Cape, Western Cape, Eastern Cape and KwaZulu Natal over 086 137 0206 infocpt@sstg.co.za www.sstg.co.za a period of two years, thereby training a total of 850 participants.

Facilitators running the course are sourced from the coastal communities and the courses are offered in English, Afrikaans, Xhosa and Zulu. To date, a total of four courses have been held in Kleinmond, Gugulethu, Doringbaai and Papendorp, with plans in place to visit other provinces over the coming months.

STCW approved training The Small Scale Responsible Fisheries Training course is a one-day workshop held SSTG is more than a training centre and offers a full range of services to keep your vessels and crew safe in small-scale coastal fishing communities and aims to MARITIME TRAINING: CORPORATE TRAINING: create awareness about the We focus on providing quality STCW approved training SSTG is launching a Corporate Training division that will principles of responsible fishthat will assist you to legally comply and acquire the focus on the baseline soft skills required to effectively required competency to perform your duties at sea. We perform your job, such as Leadership and Management, ing and the general impact of offer a full range of qualifications and ancillary courses Problem Solving, Interpersonal skills, Professional Ethics, fishing on the environment. including Small Vessels, Fishing. and others.

The content covered in the workshops include topics CREW RESOURCE MANAGEMENT: MERCHANT FLEET TRAINING: such as: the Ecosystem ApOur all-encompassing service manages career paths, Our maritime training extends beyond the fishing sector proach to Fisheries, Ecologprojects, accelerated training programs and much more. and includes STCW approved training for Master Coastal, Step-by-step guidance is offered from completing training Deck Officers and Marine Motorman. Our team offers full ical and Community Health, record books to applying for CoC’s and providing additioncareer guidance within the maritime qualifications. al services like bookings, doctors’ appointments etc.

Fishing and Communities and Introduction to Management, as well as Enforcement TASK AND OPERATIONS MANAGEMENT: FIRE WATCHING & TANK GUARD SERVICE: and Compliance.

This is an Internet based proactive e-mail notification We provide a professional service of ‘fire watching’ on system. Our Task and Operations Management System board fishing vessels, oil rigs or merchant vessels to proThe workshop equips fish(TOM) will help you to keep track of all the tasks that tect your vessel during any hot work done on board. As have been allocated to staff on a daily basis, per division an extension to Fire Watching we recently introduced a ers, fishing communities, and individual; reminding staff of outstanding tasks and Tank Guard Service that provides you with certified Tank fishery managers, extension elevating problem areas to your management team.

Guards to take charge of enclosed space entries. officers and community liaison officers with the knowlMARITIME CONSULTANCY: SAFETY MANAGEMENT: edge and understanding of We offer a consultancy service to assist with Maritime SSTG offers a Safety Management System that is easy queries. We can assist with transitional arrangements to an Ecosystem Approach to to implement with a proven track record. It is easily STCW-F and can help with most maritime law queries. understood by your crew and addresses the needs to Fisheries (EAF) management.

We are not maritime law attorneys, but have in-depth ensure that your vessel is operated safely and effectively. practical knowledge pertaining to such.

The interactive workshop makes use of group activities, as well as games and videos, FLAGS: COMPLIANCE AUDITS: to convey the message of Our Fleet Legislative and Guidance System (FLAGS) was Our Risk Audit will determine the state of your vessel and designed to fill a gap in the marine industry with the responsible fishing and enprovide you with a detailed report to ensure that all ojective of saving lives. When a vessel is in good shape aspects of your vessel’s maintenance and safety are vironmental sustainability to and crewmembers are all certified, it reduces the risk of covered in accordance with current legislation. accidents and fines. participants. 

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Maritime training and the development of human capital

Internationalisation of the maritime curriculum: Towards relevance, responsiveness and resiliance

I

nternationalisation of the curriculum is one of the six drivers of the Durban University of Technology’s (DUT) Strategic Plan (2015 to 2019) and follows global trends to create graduates that are relevant, responsive and resilient. Leon Govender explains what this means for DUT. For DUT, internationalisation of the curriculum involves the “incorporation of international dimensions into the activities and functioning of the university so as to build global citizens; and embedding comprehensive internationalisation across the university so as to benefit the university and all its staff and students”.

To ensure that graduates are “relevant, responsive and resilient”, universities in many parts of the world have been involved in internationalising the curriculum for decades. Today, curriculum design goes far beyond disciplinary content and compliance with international standards – it needs to incorporate the employability and success of graduates, and supporting pedagogical approaches.

The importance of internationalising the maritime curriculum cannot be over-emphasised, as graduates will be exposed to a globalised work environment, whether they are pursuing a career at sea or ashore.

Nautical Studies graduates will work onboard vessels manned with multi-national, -lingual and -cultural crews; and interact with port personnel across the globe. Locally, shipping and logistics graduates will work for international shipping companies; liaise with clients around the world; interact with foreign crews, or be exposed to projects in neighbouring countries.

Internationalisation of the curriculum can take many forms and comprise varied activities to best suit the discipline. Since 2012, the Department of Maritime Studies at DUT has been involved in a number of activities to internationalise the curriculum.

These include the attendance of international conferences, mobility of students and staff, embedding internationalisation in the curriculum and international collaboration.

Through participation at these conferences, staff are exposed to best practices in maritime education and training that may thereafter, be incorporated into the teaching, learning and assessment practices at the department. Such practice enables responsiveness and relevance in our programmes.

Staff and student mobility

The department’s shore-based lecturer had the opportunity to attend a three-week workshop in Shanghai in 2016. Twenty participants from across the world were exposed to changing global trends in technology, operaAn MoU between DUT and the Shanghai Maritime University has resulttion, management, aded in exchanges between the two institutions with the inclusion of DUT ministration, policy, and students in the International Summer School in Shanghai. economy relating to the maritime industry. international flights. The department inThe programme also included cultural extends supporting these programmes in the changes. These trends will be incorporated future. into the Diploma in Shipping and Logistics.

A supportive curriculum The department actively supports the development of students as global learners.

Since not all students will have the opSeven students participated in a two-week portunity to travel abroad while studying Winter School in Fuzhou, Fujian Province. at the university, internationalisation is These students were amongst the top embedded in core and elective modules. achievers in Mandarin, a non-credit bearGlobal case studies and comparison of naing module offered by the Confucius Institional and international practice is included tute at DUT. in Core Modules, whilst, in accordance with international best practice, all DUT underThe programme included the enhancegraduate programmes include General Edment of Mandarin and visits to natural, hisucation Modules. toric and cultural sites in Fuzhou.

These modules include elements of interThe top achieving student across the five nationalisation and students are required levels of study attended a four week Into choose a total of six modules from electernational Summer School, hosted by the tives across the University curriculum.

Shanghai Maritime University. During this period, students were engaged in Chinese To further bolster internationalisation, culture; particularly maritime history and Maritime Studies will include Mandarin, International conferences ethos.

French and Portuguese as part of the department’s general education elective in During the past five years, staff members All expenses in China were sponsored by 2018. These modules will include basic have attended and participated in several the Confucius Institute and Shanghai Marlanguage skills, history, culture and related international conferences on maritime editime University, while the Department of topics of the countries where the language ucation and training. In addition the DUT Maritime Studies and the Executive Dean of is spoken. hosted the 23rd International Maritime the Faculty of Applied Sciences sponsored Lecturers Association Conference in 2015.

It is envisaged that the three foreign languages will be further developed by the Seven students participated in a two-week Winter School in Fuzhou, FujiGeneral Education an Province. These students were amongst the top achievers in Mandarin, Continued Unit at intermediate on page 25 a non-credit bearing module offered by the Confucius Institute at DUT. and advanced levels.

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Maritime Review Africa MARCH / APRIL 2017

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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Global Maritime Distress and Safety Systems General Electronic Navigation Systems at Operational Level Human Element in Leadership and Management (HELM) Electronic Chart Display and Information Systems (ECDIS) SHORE-BASED SHORT COURSES:

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

CONTACT: philaswad@dut.ac.za selishar@dut.ac.za 031-3736016 / 6017

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FEATURE

Maritime training and the development of human capital

International collaboration There has been two-way movement of staff between DUT and the Shanghai Maritime University since the signing of the MOU between the two institutions in December 2015. The MOU has also resulted in the inclusion of DUT students in the International Summer School in Shanghai.

A second international collaborative project that the department is involved in is the Virtual Reality Pedagogy Project. The Warsash Maritime Academy (Southampton Solent University) is the lead university in the project. Other participants include Dalian Maritime University, Shanghai Maritime University, Jimei University and Memorial University – Newfoundland.

The aim of the project is to develop a good practice approach to synthetic teaching and learning using Virtual Reality (VR) based technology that will support education in the commercial maritime domain and deliver cost-effective immersive training solutions to enhance student engagement.

In January 2016, DUT’s Department of Maritime Studies became the first department in South Africa to offer maritime related undergraduate programmes. These programmes are aligned to the new Higher Education Qualification sub-Framework, accredited by the Council on Higher Education, registered by the South African Qualifications Authority and funded by the Department of Higher Education and Training.

Debating changes Despite the rigorous quality assurance process related to new programme accreditation, criticism from certain sectors of the maritime industry on the three-year Diploma in Nautical Studies, still remains.

Arguments appear to be based on a model employed more than thirty years ago. This was a model that worked when South Africa had ships on its register. However, that environment has changed significantly and DUT graduates now depend on international shipowners for cadet training berths and future employment.

Globally, maritime education and training has evolved beyond the disciplinary content of DUT’s former ND: Maritime Studies.

Today’s seafarers are required to have technical, people and conceptual skills.

To equip students with such skills, it is essential for educational programmes to incorporate student-centered teaching, learning and assessment practices; graduate attributes; general education and internationalisation into the curriculum.

As an emerging maritime education department, it is imperative that we focus on quality graduates. Graduates who are relevant, responsive and resilient and are equipped to excel in the dynamic, global maritime arena. 

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Maritime Review Africa MARCH / APRIL 2017

COVER STORY: Sea time helps revive seafaring passion in learners

P

resented with the opportunity to undertake a voyage on the Department of Environmental Affairs’ Antarctic supply vessel, the SA Agulhas II, from Cape Town to Simon’s Town, an excited group of Grade 11 and 12 learners from Lawhill Maritime Centre reignited their dreams of seafaring careers.

Accompanied by educators from the Centre, Debbie Owen and Godfrey Schlemmer, the group’s opportunity was initiated through African Marine Solutions’ (AMSOL) Socio-Economic Development programme. Captain Knowledge Bengu, officers and crew hosted the learners who were enthusiastic to see how the theory they learn gets put into practice.

“Socio-Economic Development (SED) is a key aspect of AMSOL’s growth strategy in prioritising a sustainable talent pipeline and empowering communities, which is why AMSOL works in partnership with many industry players, schools and the local communities within our areas of operation to positively impact the lives of young South Africans,” says Clare Gomes

of AMSOL, adding that these experiential opportunities provide learners with some insight as to what it is like to be a seafarer and work in the maritime industry and also renews their interest in careers in the maritime sector.

Feedback from the learners highlighted that the objectives of the trip had been met. “You have revived my passion to become a marine engineer. I have been taught numerous things about working aboard a vessel, but it only came to life when I did the practical,” said Duduzile Mlaba, one of the learners, after the voyage.

Learners from Lawhill Maritime Centre enjoyed a voyage on the SA Agulhus II from Cape Town to Simon's Town.

World first for South African maritime centre

S

imon’s Town High School’s Lawhill Maritime Centre has officially opened its new education and boarding facilities which include a world-first electronic navigation classroom for secondary school students, a Marine Sciences classroom, a Ships Library and Resource Centre, as well as additional accommodation.

The additional facilities, funded by the TK Foundation, were opened by Western Province Premier, Helen Zille, in March.

According to Lawhill Head, Debbie Owen: “Until recently, Nautical Science instruction included training on paper charts and paper radar plots. While there are theoretical modules relating to electronic navigation systems, Lawhill identified the need to provide PC-based simulation training, especially in electronic chart display systems (ECDIS) as the students will encounter ECDIS both in their tertiary navigation studies and at sea.

“To ensure that our Nautical Science course remains current and relevant, and to provide a head start for those of our learners who wish to embark on a sea-going career, we felt it imperative that the students are exposed to ECDIS while at Lawhill.”

The appropriate simulator software, valued at over R1 million, was donated to Lawhill by Maretek’s Captain Kieron Cox. Electronic equipment was also donated

by the AP Moller Foundation/Safmarine and ECDIS training provided by the South African Maritime Training Academy (SAMTRA).

“SAMTRA will be using our new ECDIS facility in our down time to train qualified officers, which will provide an income for Lawhill and support our sustainability as Lawhill doesn't receive any direct Government funding and relies solely on grants, donations and sponsored student bursaries to fund our operation,” said Owen.

The Lawhill Maritime Centre has also worked closely with the Two Oceans Aquarium to develop a Marine Sciences curriculum.

“After dedicated assistance from the Two Oceans Aquarium staff, the document is now awaiting National Education Department approval and we hope to introduce the subject to Grade 10s at Lawhill in January 2018,” said Owen.

Premier Helen Zille officially opened the marine electronics classroom at the Lawhill Maritime Centre in Simon’s Town recently.

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

FEATURE

Maritime training and the development of human capital

Tug build programme helps skill a new generation of ship builders The expressions on the faces of the apprentices at the South African Shipyards when a new tug is launched is a picture.

“

You can see in their eyes that they are really proud of having a hand in helping to manufacture the latest Transnet Port Authority tug,” said Andre Boshoff, the training coordinator at the Durban-based shipyard.

It is not just the apprentices on the factory floor who have good reason to congratulate themselves in playing their part in the production process at SAS either. There are also graduates who have been working as interns in a variety of different departments as well as engineering students who have been working alongside the Council for Scientific and Industrial Research (CSIR) in the SAS operations.

All have been gaining invaluable insights, skills and on-the-job training on the factory floor and in the corporate offices of SAS, which is helping to tackle youth unemployment by offering placements and apprenticeships with the prospect of jobs and long-term careers at the end of it.

SAS realises that the challenge facing graduates and those with entry-level qualifications, is that they may have the necessary paperwork, but they cannot get permanent jobs as they lack the all-important work experience.

SAS has created a total of 73 four-year apprenticeships in the past nine years, with most taking up the offer of full-time jobs with SAS once their contracts have ended and they become qualified artisans.

It costs a whopping R350,000 to train an apprentice boilermaker, fitter and electrician over their four-year apprenticeship, with SAS bearing the brunt of the costs, Boshoff explained.

The government, through the Manufacturing, Engineering and Related Services Sector Education and Training Authority (MerSETA) provides a grant that pays a third towards the training and salaries of the apprentices. Thus the number of apprentices taken on each year depends on the grant provided to the industry.

Although ship building and ship repairing is a heavy industry, many of the boilermaker apprentices are women, who think nothing of climbing up three flights of scaffolding carrying heavy equipment.

The apprentices are generally school-leavers who have completed a 12-week pre-entry qualification at a technical college and undertaken a trade test.

“It’s a challenge for them: they have never been in this environment before,” Bo-

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Maritime Review Africa MARCH / APRIL 2017

shoff explained.

After an initial spell in a training centre, they go to the ship building shop floor for the Top: Southern African most important Shipyards’ apprenticeship aspect of their programme has assisted many people become apprenticeships: qualified artisans. on-the-job trainRight: Over in the SAS ing under the offices, five industrial engisupervision of a neering students and one mechanical engineering mentor. student, who have been SAS is also a funded by the Department of Science and Technology, training provider are about to get the most and trains boilunique experience of their ermakers, fitters careers. and electricians Bottom right: The internship programme is operatfor the eThekwini ed in partnership with the Municipality as eThekwini Municipality’s well as for the OfMaritime Cluster, which aims to link unemployed fice of the KwaZugraduates with the induslu-Natal Premier, try to provide them with with SAS retainwork experience. ing the services of the apprentices funded by the Office of the Premier, once they have qualified.

Over in the SAS offices, five industrial engineering students and one mechanical engineering student, who have been funded by the Department of Science and Technology, are about to get the most unique experience of their careers.

Naval contract deepens training opportunity SAS has just clinched the contract for producing the SA Navy’s new 100-metre-long hydrographic survey ship and the six engineering students are involved in the huge amount of planning that has to be done even before the first piece of steel is cut at the end of the year.

The students will look at the various processes: look at the pipe-shop and the time it will take to make parts; they will see if the work can be done in the most efficient method and if need be, they will recommend changes.

They will do the operational flow layout; look at the standard operating procedures; come up with innovative solutions, see if there are any delays in the system; look at the logistics and how to reduce double handling, analyse the stock ordering system and see how it can be reduced.

Meanwhile, five graduates who have

qualified in such fields as finance, HR and economics and who have been placed in other offices at SAS, will get involved in other essential work.

They are the latest of scores of university graduates who have had the opportunity to work as interns at SAS in recent years.

The SAS internship programme is a partnership with the eThekwini Municipality’s Maritime Cluster, which aims to link unemployed graduates with industry heavyweights to provide them with critical skills and work experience.

Extending the learning experience Prasheen Maharaj, the chief executive of SAS, sits on the board of the eThekwini Maritime Cluster and he was so impressed with the 2016 interns that were placed with SAS that he arranged for their contracts to be extended for another year.

Some who started out as apprentices back in 2008 are now junior foreman. “They say that knowledge is power and that is so true at SAS. When you look at the apprentices who are now qualified artisans, they are driving new cars and building houses for their families and parents. At the end of the day, it is all about improving their lives,” he said. 

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FEATURE

Maritime training and the development of human capital

Future-proofing Lawhill Maritime Centre As part of the original team at Safmarine that helped found the Lawhill Maritime Centre some 22 years ago, Debbie Owen has come full-circle in her career as she now finds herself as the Head of the training facility. We recently posed some questions to her about the institution’s success as a teaching facility for learners in Grades 10 through to Grade 12 and how this success could be preserved and replicated going forward.

What lies at the heart of Lawhill’s success?

Lawhill has enjoyed incredible support from the maritime and related industry.

These include our many bursary sponsors, our growing support base and our anchor sponsor, Safmarine, which have supported us since our formation 22 years ago. Also important has been our commitment to excellence in education and to creating a safe, happy environment – one which is not only conducive to learning, but which values discipline, mutual respect and compassion.

Lawhill Maritime Centre pioneered the way for the High School adoption of maritime-related subjects. Why do you think it has taken so long for other schools to begin to offer maritime subjects?

As a country South Africa has been slow in realising the value and potential of the maritime industry. We have also neglected to focus on teacher training, and have been particularly tardy in making funds available for the training of specialised maritime educators, in particular. This has hampered the introduction of the subject in schools.

This said, Operation Phakisa has put the spotlight on the maritime industry in recent years and the number of schools that have begun offering, or are interested in offering, maritime-related subjects has grown significantly. Sadly, while many schools have introduced these subjects, very little has been done to ensure they have suitably qualified educators. This is a matter that still requires serious attention.

Do you foresee a subject such as Maritime Economics becoming a standard subject that could be offered at all schools in the future just as Geography, Business Economics and History is?

When one considers how much the South African economy relies on the maritime industry, it stands to reason that more should be done to make young people aware of this vibrant and important industry. The aim in increasing maritime awareness is not to encourage everyone to become a marine engineering officer or navigating officer at sea, but for young South Africans to have an understanding of the contribution this industry makes to the country’s economy and our daily lives – and why it is important to look after our marine resources.

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Maritime Review Africa MARCH / APRIL 2017

Lawhill’s ‘industry-based’ education model – which prepares young people for careers while they are still at school – is one we believe South Africa should be considering in the light of our country’s high rate of youth unemployment

Currently Maritime Economics is being introduced more widely, but Nautical Science is not. Would it be practical to start offering Nautical Science more widely?

The aim of Nautical Science instruction is to prepare young people for careers as navigating officers or marine engineering officers. In our view the teaching of this subject, which requires specialised knowledge, should be limited to schools that have the expertise to introduce the subject. It is also important to keep a close eye on the industry demand for seafarers and not to create unrealistic expectations. It would be unwise to flood the market with qualified maritime students who are unable to obtain training berths or find jobs.

Next year Lawhill hopes to be among a handful of schools in South African to introduce a new subject, Marine Sciences. The subject is currently awaiting educational authority approval and its large-scale introduction in schools, particularly those situated along the coast, will be welcomed as it would go a long way to highlighting the importance of our marine resources, and the need to take better care of them.

I am also very excited by the introduction of Electronic Navigation instruction at Lawhill, thanks to the support of Maretek (Captain Kieron Cox) and the AP Moller Foundation and Safmarine who have equipped our new facility. We believe we may be the first secondary school to boast such a facility!

Could the Lawhill model be replicated elsewhere? What would the challenges and constraints be and is it something that Lawhill would consider as a “franchise” of sorts?

I believe that the Lawhill model can be replicated and we have been considering ‘a social franchise’ for some time, particularly if it will result in Lawhill becoming more sustainable and financially secure. The Lawhill model is a proven educational model and an example of what can be achieved

through collaboration and partnerships.

Social franchising, for those who are not familiar with the concept, is very similar to traditional franchising. Both are about transferring knowledge and experience from one successful enterprise to another and the franchisee has the right, and the obligation, to operate the enterprise according to the franchisor’s strict guidelines.

In return, the franchisee pays a fee to benefit from the know-how and operating expertise of the franchisor. By defining the Lawhill business model and documenting it in a franchise model, schools in other countries (or in South Africa for that matter) can gain access to Lawhill’s 22 years of knowledge and experience. Key to the success of the Lawhill franchise will be empowering the franchisee to replicate the values and standards of Lawhill, while benefitting from the credibility of the established Lawhill brand.

Furthermore, by creating a network of franchises, individual franchisees can benefit from the support of the whole franchise and innovation in one of the franchisees can be shared and spread to all.

The ultimate aim is to create stronger, more dynamic social enterprises that grow in strength as more enterprises join the franchise – and in doing so, deal effectively with the social challenges facing us.

Brian Ingpen is a major factor in the success of Lawhill. You recently took up the mantle as his successor as the Head of Lawhill; how has this experience been for you in terms of the challenges and successes during your time at the school?

My relationship with Lawhill goes back right to its formation, when I was part of the Safmarine team which established Lawhill 22 years ago. As Lawhill grew, so did my admiration for the work being done

by Brian and his team and it is an honour to be given the opportunity to lead this incredible institution.

Taking up the mantle from someone as experienced and knowledgeable as Brian Ingpen has been far from easy, but I have benefitted enormously from his mentorship and vision. Not having a teaching, but rather a business and media background, my biggest learning has been education-related. Brian made leading Lawhill look effortless, but I assure you there is far more to the job than meets the eye! The education environment is very complex and each day is filled with challenges – but the rewards are many and priceless.

With this in mind; what is the plan for continuing the legacy of Lawhill post the Brian Ingpen era and how will this be managed?

Brian Ingpen has established and led a

Maritime training and the development of human capital very competent team and I have had the honour and the privilege of inheriting that team. Together they have created a legacy, which the entire team is determined to continue as, and when we allow Brian to step down!

the Grade 10 and 11 Maritime Economics material (with Grade 12 to be added soon).

This has been an important first step in our e-learning journey and we are planning to add the Nautical Science Grade 10 to 12 material soon.

Our priority for 2017 is to identify future maritime teachers for Lawhill and to acquire the funding we need for ‘in-service’ training to take place. Ideally this will give our new maritime economics teacher the opportunity to understudy Brian for a minimum period 18 months. (For those who don’t know, Lawhill, while part of a Government school, receives no funding from the Education Department)

Between them, Lawhill’s two maritime educators, Brian Ingpen and Captain Godfrey Schlemmer, have almost 40 years of maritime teaching experience. If we are able to capture their vast knowledge – and more importantly their ability and skill to transfer that knowledge and their passion for the maritime industry – using a digital platform, that will go a long way to solving the teacher shortage we’re facing. It will also open up other possibilities and allow the subject to be offered as an online course.

We also believe that e-learning offers many opportunities to retain Brian’s vast maritime knowledge for the benefit of students for many years to come and we are currently exploring opportunities in this regard. This will require funding support and we hope the industry will once again be there to help us invest in a future maritime generation.

AMSOL has already assisted us in taking the first steps into the e-learning space by providing funding to create a website - www.maritimesa.org - which houses all

The opportunities are endless – and every exciting – and we’re looking for companies to partner us in this exciting project which I believe is one we should ‘hurry up’ and make happen as soon as possible!

How would you describe Lawhill’s impact on the maritime industry in South Africa?

While it may be possible to quantify the impact the Lawhill programme has made

South African high schools receive maritime learning aids

A

fter the successful introduction of the Grade 10 Maritime Economics textbook at the beginning of 2016, author Balungile Masuku set to create a Grade 11 textbook that was delivered to high schools at the beginning of the current school year.

Sponsored by African Marine Solutions Group (AMSOL) and published by More Maximum Media, the book is due to be followed by the Grade 12 textbook during the course of 2017.

“It is a well-known fact that there are few books available on this subject, especially for learners who wish to pursue a career in the maritime industry. My experience of teaching Maritime Economics at high school level has shown me the challenges and constraints that exist in schools offering this subject,” says Masuku.

For AMSOL Managing Director, Paul Maclons, sponsoring this important project brings life to the company’s stated purpose in terms of facilitating the growth and transformation of the maritime sector.

“As the leading South African owned marine solutions provider, at AMSOL we believe in the enormous leadership potential amongst our youth. We believe in

FEATURE

in terms of the number of ex-students now working in the maritime industry, the real impact of the programme is impossible to quantify because it’s about far more than maritime skills and knowledge.

The programme has changed so many young lives for the better. It has given young people, the vast majority of whom are from financially-challenged homes, an opportunity to see and work towards a brighter future.

Not all our students work in the industry, but each and every one has left our programme knowing they can realise their dreams provided they make the most of opportunities; are prepared to work very hard and show lots of ‘oomph’!

I also see great opportunity to encourage students to identify and pursue entrepreneurial opportunities in the maritime industry, and to look for opportunities to develop artisanal skills. This is important as too many young people believe that universities offer the only path to a worthwhile career in this industry. The stigma of being a ‘tradesman’ is one I would like to see change, and it has to start at school level.  For more information on Lawhill Maritime Centre visit www.lawhill.org

maritime career, but to the opportunities for new businesses in the maritime space,” she says.

Masuku says that schools that exhibit good performances in maths and science, should be considering introducing a maritime syllabus. “The subject is technical and requires learners who are dedicated, motivated and committed,” she says noting that learners with a maritime background at high school level will have an advantage should they pursue a maritime career that requires tertiary education.

Lauding the Lawhill Maritime Academy’s position as a leader in the provision of maritime education at secondary level, Masuku says that similar set-ups could be pursued in other provinces with the involvement of the shipping industry to help fund further maritime education.

She adds that the Durban University of Technology is working towards accepting Maritime Economics as a weighted subject for entry acceptance and that this should be finalised by the end of the year.

developing a talent pipeline and nurturing maritime leaders of the future, and we know that the next generation of sea-going Captains, Engineers, Deck Officers, Electricians, Technical Superintendents, and other shore-side support specialists will use this textbook for their studies, and need to be empowered with good quality information to help their career journey come alive.”

With more than 12 years’ experience in the maritime education space Masuku identifies the challenges faced by many schools now offering this subject in KwaZulu Natal and the Eastern Cape as lack of resources and qualified personnel, limited exposure to the maritime industry and a lack of maritime awareness in rural areas.

Despite the challenges of offering the subject at secondary level, Masuku believes that more schools should consider including it. “Most learners and communities are not yet aware of the opportunities that are available in the maritime industry and this subject can open their minds to, not only following a Durban High Schools receive copies of the Grade 11 Maritime Economics Textbook.

Maritime Review Africa MARCH / APRIL 2017

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FEATURE

Maritime training and the development of human capital

Training Trust furthers maritime aspirations of the youth

E Plotting a career at sea

A

fter a public call for interested parties to apply for the opportunity to receive a fully funded place in their Officer in Charge of Navigational Watch pilot programme, Sea Safety Training Group (SSTG), attracted much attention from a number of deserving candidates.

And, as students from outside of the Western Cape filtered into Cape Town to begin studying at other institutions found themselves without placements, SSTG saw that there was a greater need for more than simply tuition.

It soon transpired that Cate Kirkland, SSTG Business Development & Marketing Manager, was welcoming four students into her home in order for them to benefit from safe and stable living conditions during their studies.

Keanan Daniels (18), Phaphama Kepu (19), Bongane Mhlakoana (21) and Phumelele Mzelemu (19) are now all hard at work at SSTG in a bid to fulfill their maritime aspirations.

When we sat down with the four at the SSTG offices in Cape Town, we discovered a group of quietly determined youngsters who need the industry to know that they intend to make their mark in the future.

Kepu, for example, says that his seagoing career will culminate in pursuing opportunities ashore that include ship ownership. Daniels, is set on becoming a master mariner, while Mzelemu is aiming towards becoming a chief engineer.

Mahlakoana says that she ultimately aims to be become a harbour pilot within the South African port system, but she does not rule out the possibilities of one day being a harbour master.

The four have no illusions of the challenges that lie ahead. The lack of cadet berths, increasing technology and the move towards fewer crew on bigger ships are all issues that they acknowledge as they plot their careers at sea.

“We need assurances from the industry that we will not be the last generation to enter the maritime sector,” says Kepu.

“These youngsters are going places and they need the support of industry for placements, bursary sponsorship and other resources,” says Kirkland who has settled easily into her new role as a mother-figure to them all.

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stablished in February 2017, the Subtech Imbokodo Trust aims use dividend flow from shareholding in Subtech SA to grant educational bursaries to new entrants to the maritime industry and enable them to complete tertiary education that directly relates to the sector at a registered tertiary in South Africa.

Siyamthanda Vuyelwa recently became the first beneficiary of the Trust after being accepted to study marine science at the Cape Peninsula University of Technology, but not having the funds to do so. Vuyelwa was inspired to become a marine scientist following a presentation to her class by Lwandle Marine Environmental Services.

Originally from the Eastern Cape, Vuyelwa left home to take up the opportunity of a bursary to study at Lawhill Maritime Centre at Simon’s Town High School where she was introduced to the opportunities in the maritime industry.

During her time at Lawhill she fell in love with the maritime industry and decided she wanted to pursue a tertiary qualification after Grade 12 that would enable her to work in the industry. In 2016, her Grade 12 studies and accommodation were sponsored by the Subtech Group, along with two classmates, Phaphama Kepu and Gershwyn Poole.

Poole went on to study Marine Navigation at CPUT and Kepu joined Subtech in December as a Trainee Ordinary Seaman on a dredging project in the Port of Durban.

Subsequent to gaining his first three months’ sea time, he was successful in his application to Sea Safety Training Group for financial assistance to complete training in Cape Town.

As a result of this and understanding his deep-seated desire to one day be the Master of his own vessel, he was released from

The Subtech Imbokodo Trustees; Bjorn Anderson (Group Financial Manager), Delaine Pillay (Financial Accountant), Mandy McGuire (Group Training and Development Manager) and Nomkhitha Mbele (Marine Manager)

his Subtech Contract that weekend and flown back to Cape Town to take up this wonderful opportunity.

The dredging project saw the employment of a number of trainees, including eight trainee ordinary seamen, two trainee barge masters and two trainee long reach excavator trainees.

Subtech Imbokodo Trust The Trust has been set up in recognition of the fact that education and skills development are part of the long-term solution to many of the problems that the country and the economy presently face and directly supports the objectives of Operation Phakisa.

The beneficiaries of this trust are required to meet specific, documented minimum criteria and bursary awards are made in keeping with assessment against the documented criteria as well as funds available from the dividend flow to the Trust.

The Trustees comprise four senior managers of the Subtech Group: Mandy McGuire (Group Training and Development Manager), Bjorn Anderson (Group Financial Manager), Nomkhitha Mbele (Marine Manager) and Delaine Pillay (Financial Accountant).

Through the Subtech Imbokodo Trust, the Subtech Group intends to change the maritime world one bursary at a time,” says McGuire. 

Training in ocean governance for Africa

A

pplications to be accepted for the Ocean Governance for Africa training programme developed the International Ocean Institute – Southern Africa (IOI-SA) officially closed in April.

The four-week training course is scheduled to be hosted in Cape Town in September this year and aims to address the management and governance capacity needs of the region. Based on course material offered in Canada and Malta, the content has been customised for the African continent.

The programme is designed to suit a broad range of participants from government, NGOs and the private sector with

varying backgrounds and levels of experience.

The course has a regional approach to global ocean governance issues and aims to give its participants a holistic understanding of global marine governance issues by emphasising the benefits of harmonising ocean policies as well as promoting a shared, integrated and common approach to ocean management.

The goal is to meet the ongoing need within the African region of awareness and training in the various disciplines associated with ocean governance in order to contribute to building a sustainable core of experts on the continent.

The Subtech Group - Changing the Maritime Industry one bursary at a time

FEATURE

Maritime training and the development of human capital

The marine manufacturing artisan milieu Traditionally the marine manufacturing space in South Africa has relied on in-house and on-the-job training to meet its skills needs. Vanessa Davidson, Deputy CEO: Strategic Projects, SAIMI (South African International Maritime Institute) takes a look at why the industry may need to reassess traditional training strategies.

M

any employers hark back to the traditional apprenticeship route for training artisans when they trained alongside a journeyman. With roots in the Guild system that recognised apprentices, journeymen and masters; tradesmen were held accountable for their own work and journeymen were only admitted to the guild as a â&#x20AC;&#x153;mastercraftsmanâ&#x20AC;? after submitting a master piece of work for evaluation.

A diversified landscape Whilst much has stayed the same; much has changed and the economic, educational and social milieus are different. There is a strong drive for diversified markets and businesses need a flexible staff complement to respond to fluctuating and changing market demands.

Communication is key, and understanding

and communicating in technical language is imperative for artisans and technicians of the future. So too is an employeeâ&#x20AC;&#x2122;s ability to respond to the fluctuating demand of subcontracting and outsourcing requirements of employers.

A job is no longer a guaranteed outcome of training. Developing the requisite skills level to move into an uncertain labour market means that people often need to â&#x20AC;&#x153;cross skillâ&#x20AC;? themselves in response.

There is an increasing demand on the employee to find the right training; to research and train themselves online, as well as to adhere to the basics of attendance, time keeping, productivity and teamwork in the workplace.

Global standardisation The standardisation of work is driven by

Nurturing sea fever to grow the maritime talent pool

T

he SATS General Botha Old Boyâ&#x20AC;&#x2122;s Association (GBOBA) Bursary Fund, incorporating the Society of Master Mariners South Africa Bursary Fund, together with TETA, hosted workshops in Cape Town and Durban, recently to discuss strategies for growing a pool of competent and committed young people from which to recruit the maritime workforce of tomorrow.

The presentation and discussion drew interest from the industry who remain concerned about filling the skills gap within their own companies in the future as well as keen to find ways to be a part of the solution.

A workforce with extraordinary competence in seafaring, marine engineering and survey, port and agency services, maritime law, trading and ship-building will be needed to sustain and grow the local industry in an increasingly competitive global market.

Such competence cannot simply be found on the day that it is needed. It has to be nurtured over time. In the competitive race to attract and retain the best potential talent, the earlier the process begins the better.

The GBOBA Bursary Fund aims to nurture and develop this maritime consciousness

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through a programme that develops potential employees that are ready to move into starting positions within the industry demonstrating an established level of commitment, loyalty, appropriate knowledge, skills and enthusiasm â&#x20AC;&#x201C; translating into productivity in the workplace with an immediate return on investment.

The Fund, which was created in 2011 and became fully operational in 2012, provides funding and mentoring for secondary school learners. Early this year it incorporated The Society of Master Mariners South Africa Bursary Fund to extend the benefits of its programme to include maritime studies students in tertiary education.

In addition to granting bursaries from its own fund-raising, the Fund administers named scholarships for corporate sponsors investing in the early identification and education of their potential future employees, with the following advantages:

The benefit of the Fundâ&#x20AC;&#x2122;s established collaboration with the maritime studies departments of secondary schools and universities of technology.

Tax and B-BBEE compliance benefits from the Fundâ&#x20AC;&#x2122;s PBO registration.

global compliance standards and this requires people who can follow Standard Operating Procedures; adhere to Health and Safety Standards in the work place, and manufacture consistently to the same standard.

This has the effect of minimising risk in the work place and often results in a reduction in training and â&#x20AC;&#x153;down skillingâ&#x20AC;?, on the one hand. On the other hand, the technological developments and innovation in manufacturing processes and materials simultaneously requires a more skilled workforce that can respond to high-risk moments when something goes wrong.

The ability to diagnose and problem solve accurately and efficiently in an ever more efficient and lean manufacturing environment is equally as important.

We have a number of qualifications that exist from NQF 2 to 6, but generally progression is not consistent and many employees end up facing a â&#x20AC;&#x153;glass ceilingâ&#x20AC;? either forced by on-the-job training or a lack of opportunity for formal progression. This means that the dichotomous need for staff that can respond to â&#x20AC;&#x153;high risk workâ&#x20AC;? and â&#x20AC;&#x153;low risk workâ&#x20AC;? is difficult to meet.

Employersâ&#x20AC;&#x2122; strong belief in the apprenticeship system and government commit-

Named scholarships enhancing corporate brand image.

Collaborative selection of appropriate bursars.

Cost-free programme administration.

Full participation in the Fundâ&#x20AC;&#x2122;s mentoring and extra-tutorial programmes.

Balanced attention to the education,

skill and attitudinal dimensions of progressive competency development.

Support for the practical arrangements of vocational work exposure.

The possibility of awarding part-bursaries with equivalent advantages.

In essence, this collaboration makes it possible for even small businesses to participate in, and benefit from, long-term staff development planning.

The Fund has gone from strength to strength since its inception. It has managed many students in its programme, from a modest start with the award of two half-bursaries in 2012 to the mentoring and management of 19 in 2017, from grade 10 to tertiary studies.

Ongoing communication and engagement with the real world of maritime trade are the keys to the Fundâ&#x20AC;&#x2122;s ability to serve the Industry. This year the Fundâ&#x20AC;&#x2122;s executive has identified collaboration with small and medium-sized ships agencies as an essential intitiative.

Training ment to revitalising the apprenticeship landscape through the QCTO, supports this as a dominant model for artisan and technical training at an intermediate level.

Adapting artisan training However, single apprenticeships may not be sufficient and different levels and types of apprenticeship could better meet this simultaneous demand for high and low-risk work.

A foundational apprenticeship that supports a baseline of all-round expertise can be followed by advanced specialisation that responds to sub-sector niche specialisations, as well as the constant demand for innovation and development in work processes.

A baseline artisan competence with the necessary hand skills, technical language and ability to see the “part/whole” relationship in manufacturing followed by specialisation training, either delivered as part of an apprenticeship or through formally registered short courses that are arranged to complement part or whole qualifications, may well address the industry critique of artisan training.

Government’s commitment to the development of artisans through the National Artisan Development Strategy is testimony to a recognition of the important role that artisans play in economic development.

Increasing throughput and ensuring entry apprentices remain in the system has been identified as critical, as well as maintaining good quality training and on the job mentorship whilst in the work place. Both these are underpinned by a financial imperative where training must deliver “value for money”.

The Decade of the Artisan and the positioning and promotion of artisanal work opportunities as launched by the DHET, requires close partnerships between employers and TVETs. Providing opportunities for work based learning runs alongside economic opportunity and at the same time closes the gap between training and employment.

We need mutual understanding and commitment from employers, training providers, funders and quality assurance bodies in order to strengthen provision an assist in reaching the targets outlined in the National Artisan Development Strategy.

A clear understanding of job specialisations in the marine manufacturing sector that are industry relevant, and that may not necessarily mirror the “Organising Framework for Occupations” definition, is important.

For example, what are the curriculum and training relationships between a Marine Electrician, a Marine Electronics Technician, a Radio Radar Technician and an

FEATURE

Electro Technical Officer on board a ship?

How do we create the specialist theoretical training provision and on-the-job practical exposure in a balanced way that makes sense to industry from a time commitment to training perspective and makes monetary sense to a training provider?

Perhaps the answer lies in some realistic assessment of work itself and alignment to flexible specialist training provision on top of a strong baseline competence? Easier said than done, and the current QCTO qualification development processes with industry involvement shows a commitment to this kind of thinking.

In my opening paragraph I used the phrase that tradesmen were “held accountable for their work”. I think this encompasses some of the thinking we need to engender in our people-development processes.

Knowledge of your specialist subject; adept hand skills; technical familiarity with tools and equipment; an ability to see where things go wrong and why; an understanding of the theory of what you are doing; an appreciation of the cost of production; pride in the task; a commitment to manufacturing to global export standards and finally being fully accountable for your work at the end of the day are key points that need to be engendered in training. 

FEATURE

Maritime training and the development of human capital

Digitisation offers growth opportunities for training academy

D

igitisation is the way forward for the South African Maritime Training Academy (SAMTRA) in Simon’s Town according to their new CEO, Ivan Heesom-Green who is driving SAMTRA’s progression in this regard.

“Digitisation is the change for the future.

Clients will book, pay and even eventually learn online with us,” he explains adding that this is the theme for their business of the future and that the institution will meet this challenge.

“This digitisation has two parts. One is in how we will administer our programmes and the other is in how we will deliver the course material,” he told Maritime Review Africa. “This is our number one goal as we look for future growth,” he adds.

Heesom-Green officially took up the position of CEO at the beginning of January this year, but had the opportunity of enjoying a “shadow period” with previous head, Andy MacLennan, who retired at the end of December last year.

But Heesom-Green was not unfamiliar with SAMTRA, having served on the board previously and also hailing from Safmarine – a significant partner to the Academy. He

joined Safmarine as an accountant in 1990, but quickly became involved in the marine division as the finance manager and developed a taste for the maritime industry.

During his tenure with the shipping line, he became CEO before taking up the position as Maersk and Safmarine’s Regional Manager for Africa.

Growth opportunities “I believe that we are now entering period of growth (for the Academy) where we need to take a wider view and look at all of the growth opportunities. We have created a platform that has the financial strength to grow,” he says, adding that the recent acquisition of SeaTrain was part SAMTRA’s expansion strategy.

This avenue of managing training also means that SAMTRA does not necessarily provide all the training to the candidates, but ensures that they are placed and accommodated at relevant institutions that meet their specific training requirements.

This business model has evolved since SAMTRA’s initial establishment purely as a training provider and helped secure their sustainability in the longer term.

Left: Newly appointed CEO of SAMTRA, Ivan Heesom-Green says that the role of simulator training is an imperative for the future.

Right: A group of students are debriefed after their session on the full bridge simulator.

“There are opportunities in maritime education and training,” he says agreeing that South Africa is well-positioned to align itself as a training hub for sub-Sahara Africa.

“We have many advantages and we are on the STCW White List, which is of course the starting point for any country offering seafarer training,” he explains, adding that this allows South Africa to provide training solutions to those countries in Africa that may not be included on the list.

Hinting at strategies for the future, Heesom-Green says that there are opportunities to offer additional courses to fill certain training gaps that have been identified, but that these necessarily need to be cost effective.

Simulator training “Simulated training will grow and develop further as it has done in most industries,” he says pointing out that this need not be as complex as full-mission bridge stations, but can also include desktop simulation.

“Desktop simulation remains a low-cost opportunity to deliver course material, but it needs to be blended into a classroom situation – you cannot be an online seafarer only,” he says.

The full mission bridge simulator training that SAMTRA offers is obviously ideal for seafarers who need to test themselves against a variety of conditions and incidents in a controlled environment. “It is a very popular course and it is possible to test the interaction between the people on the bridge,” says Heesom-Green adding that the Graduate School of Business for leadership testing also uses it.

“We are able to put students under stress and in conditions that really challenge their thinking. There is also an opportunity for debriefing afterwards that helps the candidates understand where they went wrong.”

Highlighting the trend towards fewer crewmembers on bigger assets, Heesom-Green says that the role of simulator training is an imperative for the future – and SAMTRA will continue to position itself at the forefront of the digital era in the maritime training landscape.

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Maritime Review Africa MARCH / APRIL 2017

Maritime training and the development of human capital

Breaking through the challenges in maritime training

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he maritime industry has become all too quick to lament the lack of skills across the sectors and warn of an aging skill set that may lead to an even more severe skills crisis in the future, but there are initiatives in place to rectify these issues and industry needs to take ownership of their own role in averting this crisis.

Malcolm Alexander, ETDP Maritime at the Transport Education Training Authority (TETA), believes that there are a lot of significant achievements in this space, but agrees that companies need to start working within the parameters of the B-BBEE scorecard and the skills levy system to fully maximise gains for the benefit of the industry and themselves.

He is optimistic about the role that Operation Phakisa is playing in the process of strengthening training in the industry.

“Although there is no specific training lab within Operation Phakisa, this represents the first time that the industry is being looked at holistically and not in silos,” he says explaining that he is currently working with teams in the Oil and Gas, Aquaculture and Marine Manufacturing labs to ensure that training remains on the agenda.

“The benefit of Operation Phakisa is that we have the stakeholders around the same table and we are able to reach agreement quickly without misinterpretation. It is a positive space,” he reports.

He adds that the work being undertaken by just a few people at the South African International Maritime Institute (SAIMI) in relation to driving the Operation Phakisa agenda is phenomenal.

Acknowledging achievements Alexander points out that it is easy for industry to get despondent, but that there have been many notable achievements in terms of training over the last year.

“Firstly we need to remember that training changes lives. It is not just a trivial exercise for a company’s scorecard – it actually changes people’s lives,” he says pointing to the continued phenomenal work being done by Siyaloba in Port Elizabeth.

“They are doing a lot of work in the adult education and training arena. This, in my opinion, is even a bigger deal than doing a Masters – you are literally changing someone’s status from unemployable to employable,” he says.

Another major success of the last year was the adoption of the Whisper Training Academy by the KZN Sharks Board who have expanded the training for deaf boat builders; increased the size of their training premises and skilled some of the learners to become trainers.

“Once again they are changing people’s lives. They have been given specific skills

to work within the industry and are highly employable,” he says.

Pointing to the diver training that has been driven largely by the likes of Mzanzi Scuba diving, Alexander highlights how, with the right champion driving the initiative, it has now become a fundable opportunity for TETA and that learnerships are the next step.

Alexander views the recent announcement of a partnership to formalise Marine Engineering Workshop Training in Cape Town as another significant achievement for training. The various partners have all brought their muscle to bear on ensuring the training of marine engineering cadets.

“This will help form a bridging programme for those awaiting cadet berths,” says Alexander who adds that TETA has helped fund the initiative.

Further, TETA’s involvement with the apprenticeship programme that is being run by the South African Oil and Gas Alliance (SAOGA) has also produced good results with some 220 apprentices being accommodated for training across 5 TVET Colleges.

“This remains a major administrative task, but Adrian Strydom at SAOGA is delivering and SAOGA is changing the game.

The Western Cape has an apprenticeship programme that we can be proud of.”

Looking ahead But, for Alexander, it is not enough to simply weigh in on past achievements. He is constantly focused on trying to energise the maritime training space and encouraging companies of any size to participate in the TETA programme.

“I need the industry to submit every year because the data that is provided helps us profile the industry. Without this I cannot create discretionary grants or report back effectively to Operation Phakisa. How can we do research on the sector if you do not talk to us?” he asks.

He concedes, however, some of the problem lies in the face of a lack of robust, centralised and standardised reporting functions that could help quantify what training is being done where; by whom and at what cost.

The lack of available data is further frustrated by the fact that some companies requiring maritime-related training are registered within other SETA’s.

And so, while there are definitely challenges facing the training sector, Alexander prefers to concentrate on the positives.

“The highlights overshadow the lowlights.

We have to take skills’ development seriously. We are playing with lives – we are not playing with yo-yo’s,” he emphasises.

FEATURE

Meeting the needs of lifelong learning

W

ith ambitious plans to offer training in all of South Africa’s major ports, African Maritime and Education Academy (AMEA), aims to expand their current courses to include a fuller ambit of maritime training.

“Our future plan is to have a presence in all the major ports in South Africa with the main campus at the Richards Bay Industrial Development Zone. Planned future programmes include Aquaculture, LNG Shipping, Ship Building and Ship Repair, Tank Operations and Ship Surveying,” says Eric Khoza of AMEA. Currently focusing on maritime skills programmes, professional development, seafaring and vocational skills development, AMEA also offers diplomas in Port Operations Management, Ship Security and International Maritime Law. “Our programmes are structured in such a way that you can start at any level and work your way up to a level where you can obtain a diploma,” explains Khoza.

Khoza, who has a background in the maritime industry, says that the academy seeks to promote lifelong learning. He also believes that there is an opportunity to exponentially grow the oceans’ economy.

Aware of the shortage of maritime skills to support this growth, however, Khoza says that the decision to offer maritime training was borne out of research conducted by institutions such as Cape Peninsula University of Technology (CPUT), the South African Maritime Safety Authority (SAMSA) and the South African International Maritime Institute (SAIMI).

But he acknowledges that the space is not without its challenges. “Maritime education and training is not properly structured and organised; and there is no association that is the voice of all providers,” he says.

“Maritime education and training providers are operating in isolation and many existing programmes do not offer or articulate a progression to any qualification offered by institutions of higher learning,” he explains further.

Maritime Review Africa MARCH / APRIL 2017

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FEATURE

Marine electronics and technology

PRODUCT NEWS: Split beam fish finder

S

imradâ&#x20AC;&#x2122;s ES80, fifth generation split beam fish finder for the fishing industry, features the latest innovations in computer and signal processing technology to create a sophisticated, but also intuitive, echo sounder.

Featuring operational frequencies ranging from 10 to 500 kHz, with a suitable transducer, the ES80 can use frequency sweeps ("chirps") across a range of frequencies.

This provides increased resolution on the longer ranges.

Based on more than 60 years of research and development in close collaboration with fishermen and marine scientists this wide band echo sounder system has succeeded the famous ES60 and ES70 systems.

Simradâ&#x20AC;&#x2122;s first split beam fish finder, operating on 38 kHz, came on the market in 1984. It was quickly followed by a 70 kHz system. Today, Simrad can offer a wide range of operational frequencies from 18 kHz used for detecting deep water species, up to 333 kHz used for find and measure plankton.

The Simrad ES80 is a wideband echo sounder. It can operate with operational frequencies ranging from 10 to 500 kHz. With a suitable transducer, the ES80 can use frequency sweeps ("chirps") across a range of frequencies.

Originally designed for out scientific sounders, the ES80 can also offer the "target response" (TS) curve. This function makes it easier to determine which species you are looking at. The echo sounder system is modular, and you can assemble any combinations of transceivers and transducers to fit your purposes.

Key features include:

Split beam operation

FM (linear) and CW pulse forms

Large dynamic range

Low self noise

High ping rate

Simultaneous transmission of all frequencies

Several transceivers can run simultaneously

Wide band frequency sweep ("chirp")

in combination with advanced signal processing gives an exceptionally good echo quality

Define and save your own user settings

Easy operation with intuitive user interface

Clear and easily comprehensive echo data

The ES80 can work with the General Purpose Transceiver (GPT), the Wide Band Transceiver (WBT) and the EK15 Transceiver.

The ES80 is available locally from MRAD in Cape Town, South Africa.

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Maritime Review Africa MARCH / APRIL 2017

The maritime industry must take responsibility of its digital future

T

he CEO of Transas has called on the maritime industry to take joint responsibility of its digital future and bring change through motivation, vision, political will and sustained momentum. â&#x20AC;&#x153;Vessels, shore authorities, ports, regulators and training facilities worldwide must work together on technology and on developing the common operating platform that is needed to achieve the extraordinary gains in operating efficiencies that are available,â&#x20AC;? said Frank Coles at a recent Transas Global Conference in Malta. â&#x20AC;&#x153;Transas cannot do this alone,â&#x20AC;? he said. â&#x20AC;&#x153;It is a duty that lies on the shoulders of every player in the sector.

Bringing change requires motivation, a vision, political support, and sustained momentum.â&#x20AC;?

Coles spoke of the possibilities and pitfalls of the maritime sector's fragmented approach to digitalization, and offered an integrated vision for the future of shipping. The conference aimed to address the accelerating rate of technological change that is forcing the maritime industry to rethink its role within the global supply chain.

Stressing the importance of distinguishing vessel operations from other parts of the global supply chain, Coles envisions a world where the giants of e-commerce - such as Amazon and Alibaba â&#x20AC;&#x201C; will seek control of logistics channels by chartering vessels or leasing port capacity.

Coles went on to plot a roadmap for industry, emphasising the need to drive positive change to weather the impending storm of technological

disruption. The journey envisaged would be split into the four quadrants of the company's THESIS concept, he said: ship solutions, fleet operations, ship traffic control and the Transas Academy.

The Transas Global conference drew speakers from the sharp end of technological change - both from within and outside the industry â&#x20AC;&#x201C; with sessions bookended by robust panel discussions and sustained audience interaction.

Key speakers included Carnival Corporation's Senior Vice President Corporate Maritime Quality Assurance David Christie, who explained that the world's largest cruise operator saw technological investment as a cornerstone of improving training techniques, and training in general as "a constructive process; not a cost".

Wired magazine's Editor-at-large David Rowan discomfited some delegates with a vision of how Silicon Valley start-ups might exploit inefficiencies in shipping business. Adaptive automation, machine learning, Uber-style disintermediation, distributed digital ledgers - aka blockchain - for secure transactions; all might endanger traditional shipping practices, he observed. â&#x20AC;&#x153;Start-ups show little patience for the established rules of play.â&#x20AC;? â&#x20AC;&#x153;What we achieved in Malta was to register that the industry's future success will depend on collaborative change, while offering industry leaders the opportunity to share the solutions and strategies that benefit business.

But this is just the beginning. It is up to our industry to hear that call,â&#x20AC;? Coles concluded.

Celebrating 70th anniversary radar milestone

K

elvin Hughes is celebrating 70 years of radar in 2017. In 1947 the first Type 1 radar was produced and installed on a new fishing trawler, the Type 1 then went on to be the first type approved radar, gaining its type approval certificate on 11th August 1948, the first radar to do so.

Kelvin Hughes has a long and proud history stretching back over 250 years. Over the course of that period, the company has been responsible for a number of significant technology â&#x20AC;&#x2DC;firstsâ&#x20AC;&#x2122;, including the first navigation radar for commercial ships to be type-approved.

Russell Gould, Chief Executive of Kelvin Hughes, commented: â&#x20AC;&#x153;To celebrate our 70 years of developing and manufacturing type-approved radar, we will be producing a series of articles, imagery, events and celebratory souvenirs throughout the course of 2017.

We hope you will follow us on our ongoing journey.â&#x20AC;? ď&#x20AC;Ť

FEATURE

Marine electronics and technology

Gearing up to offer turnkey solutions to Africa Since opening its office in South Africa last year to focus on the regional maritime market, Kongsberg has been responding to market conditions and gearing up to launch new products and services.

G

eneral Manager, Wojciech Kowalczyk, who is in South Africa on a three-year contract, is focused on building a local team of engineers to address the company’s long-term plans and achieve strategic goals.

“I am honoured to lead Kongsberg Maritime’s initial South Africa build up. The journey we started in January 2016 has proven to be very challenging, but also very successful. Our core success factor is a dedicated and agile team of local experts with many years of marine electronics experience,” he said.

“This combined with specialised Kongsberg in-house product training and certification has been a key for our successful early development. Starting a business is a challenging process, but at the same time it can be rewarding. Our Senior Engineers, Pierre Marais, Shaun Ortell and Alastair Pettie heavily contributed to our initial success, and I strongly believe that the foundation of the company for many years to come will be to a large extent shaped by the individuals who joined the team early,” he says while summing up the first year of local operations.

“Definitely we are here to stay. There is still a lot to do,” adds Kowalczyk, when discussing plans for further expansion that will ultimately include hiring more service engineers.

Presently, the Cape Town team is strongly focused on core business areas, mainly

customer support of all Kongsberg Maritime products including, but not limited to, Automation, Dynamic Positioning, Subsea, Navigation and Instrumentation. The team is also involved in new systems sales and aftermarket support related to spare parts and quotations handling.

Looking ahead to a time when additional staff will be required, Kowalczyk says that new employees will benefit from internal training capabilities and receive six to eight months of specific training on Kongsberg Maritime systems before being placed on customer vessels on their own.

“We will be looking for people with engineering competencies and will ensure that they meet our qualitative standards throughout training and development.

Being a Service Engineer is not a job for the faint-hearted, so we are also looking for specific personality traits, ensuring that future personnel are comfortable working in a very dynamic and hectic environment as no day is the same in our line of duty.”

‘The more you sweat during training, the less you bleed at war’ sums up the approach to our internal training programs,” he says adding that Kongsberg is committed to employing local engineers.

With industry regulations that stipulate the need for automation and dynamic positioning systems to be serviced by OEM (Original Equipment Manufacturers), Kowalczyk believes that their presence in South Africa will provide peace of mind to

Meeting the regulatory needs of new technology

S

peaking at the 10th German National Maritime Conference at the beginning of April, Secretary-General of the International Maritime Organisation, Kitack Lim emphasised the need for regulatory frameworks to keep pace with technological advances.

“Today, we live in a world in which new technology seems poised to have a transforming impact on all our lives. Shipping is no exception, and therefore IMO's regulatory framework has to continuously adapt,” he said.

“We need to balance the benefits against safety and security concerns, the impact on the environment and on international trade, the potential costs to the industry and, not least, their impact on personnel,

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Maritime Review Africa MARCH / APRIL 2017

both on board and ashore,” he said adding that technology holds the key to a safer and more sustainable future for shipping.

Describing shipping as being on the brink of a new era, Lim said; “I don’t expect one single breakthrough that will solve all our problems at once. But what we will see is real progress through the collective effect of marginal gains in many different areas.

The technologies emerging around fuel and energy use, automation and vessel management, materials and construction and so many other areas, can drive new generations of ships that bring stepchange improvements in all the areas that IMO regulates.”

Lim spoke about the need to improve the process of developing regulations

vessel owners, operators and managers.

“The majority of our products are mission-critical. Only highly trained and skilled in-house staff can address service and maintenance needs of a product portfolio like ours,” comments Kowalczyk.

“Our hardware system components are only part of the equation. Software code and configuration is what makes us so flexible in addressing customer needs. We all experience an increased pace of industrialisation driven by automation and artificial intelligence. My belief is that this process will further rapidly advance.

Our portfolio already focuses on the future with, for example, the recently launched Kognifai digital platform, an open and collaborative software ecosystem through which we can further integrate our current offerings, and grasp opportunities within smart data, advanced analytics, machine learning and AI. Later this year, we are launching the world’s first commercial unmanned offshore vessel, soon to be followed by revolutionary underwater robots used for light subsea interventions. At Kongsberg, the future is here and is already happening,” enthuses Kowalczyk on the subject of disruptive technologies being developed at Kongsberg.

“Kongsberg Maritime’s current product portfolio is vast. All of the products are already supported by our Cape Town office,” he says.

With products and software solutions for the merchant shipping, fishing, oil & gas, and aquaculture industries in addition to navies, marine protection and ocean governance sectors, Kowalczyk is confident that the company is well-positioned to assist all of its valued customers in the African region. 

to make them more effective. Pointing to the opportunities of Big Data, he said that the IMO would be looking to gather more data in an effort to make better and smarter decisions.

"At IMO, we also want to focus on improving the actual process of developing regulations, so we can make them more effective. “Big Data” is often referred to as the 4th industrial revolution and, in the coming years, we, too, will be looking at gathering more data, and then being better and smarter at using it when we make decisions.

“Across the board, we will be looking at improving feedback from Member States and the industry and enhancing the way we learn from experience and feed those lessons back into the regulatory process,” he concluded.

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FEATURE

Marine electronics and technology

All-round visibility for tugboat console

H

ighlighting the suitability of their AlphaBridge solution, Alphatron Marine recently delivered a turnkey tugboat console solution to Seabulk Towing in the United States of America.

The AlphaBridge for tugboats is distinguished by all-round visibility offered from a sitting position, ensuring uncompromised command and control at all times during intensive harbour operations. This proven and innovative tug bridge concept has been fully equipped with a high quality and ruggedized JRC/Alphatron Marine navigation and communication package.

The bridge is comprised of two ergonomically designed consoles with a central, rotatable, captain’s chair mounted on sliding rails. The layout of the consoles was designed in close cooperation with the intended users.

The radars onboard include the JRC JMA-5200 sea radar, with the patented JRC Constaview, and the Alphatron JMA-610 river radar, especially designed for inland and maneuvering applications in enclosed waters.

At each end of both consoles is a retractable screen, one with the radar display, switchable for sea and river, and the other a multi-function screen displaying navigation and operational data.

The RT Trident is the first of three new Robert Allan designed Rotortugs for Seabulk Towing, and will be home ported in Port Everglades in Fort Lauderdale, Florida.

The vessel’s triangular propulsion system enhances manoeuvrability of the vessel and with the quick and efficient shifting from fore to aft steering position, enlarging the uptime of the vessel as well as the safety of crew and vessel(s) involved.

For more information about the AlphaBridge, contact SMD Telecommunications. 

Theft and vandalism challenge the safety of navigation in Africa

T

he theft and vandalism of Aids to Navigation (AtoN) sites is a major concern with far reaching implications for shipping safety, protection of the marine environment, as well as the pockets of those affected; and is prevalent in Africa.

“I have travelled extensively to experience examples of theft and vandalism of AtoN equipment and attempt to provide practical deterrents to operators of these affected AtoNs,” says Anthony Parker, Business Development Manager, Africa Sealite.

An AtoN can be made up of a number of components that could be attractive to potential thieves such as batteries, solar panels and valuable materials such as stainless steel that can be re-sold by the perpetrators.

Theft is principally associated with the removal of AtoN equipment or power supplies, including solar panels and batteries, whereas vandalism would normally be associated with either deliberate or unprovoked damage of the AtoN equipment or the AtoN site.

Parker highlights a few examples and how they have been able to provide solutions to the market.

In Northern Angola, the theft of batteries and solar panels from the navigational buoys of an operator resulted in the disappearance of about $1,000 worth of batteries. “The solution to this particular challenge was through the introduction of self-contained LED lights with integral solar systems that have no other application than in the provision of being an AtoN. The solar panels are useless if removed,” he says.

In Western Ghana the problem centered around vandalism by fishing operations where local fishermen began using buoys as fish aggregating devices. Of the 22

Global partnership aims to drive growth and innovation

T

ransas and Japan Radio Company (JRC) announced a new strategic partnership during February to work together in research and development, product distribution and project collaboration.

The technical cooperation will be include development of innovative solutions and will bring together the hardware and software to produce next-generation of e-Navigation products and solutions.

The multi-faceted relationship will offer customers the best of both companies: ship navigation solutions for SOLAS and non-SOLAS markets, charts and data applications, fleet operations, simulation

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Maritime Review Africa MARCH / APRIL 2017

buoys that were initially supplied to a particular pipeline project, only three remained after vandalism occurred.

The solution developed was one of ‘community engagement’. Community Engagement of local coastal communities is a means to mobilising social infrastructure to protect and preserve AtoN and as such is an effective part of a strategy to deal with theft and vandalism.

“It can also be used to make local heads of community and landowners aware of the role of AtoN in making the marine environment safe and free of pollution; to encourage them to take responsibility for their AtoN, effectively acting as guardians; and in so doing, to provide a measure of deterrence to local potential criminals,” he says.

Accidental collision In Cameroon, the port channel in Douala was suffering from regular collision between channel buoys and vessels. Part of the problem was related to the channel being poorly lit at night due to the lanterns being the victims of vandalism. According to Parker, vessel collisions destroyed 22 of the 39 buoys that were installed, resulting in a significant financial implication as well as an incomplete navigation channel.

“Our solution to this particular challenge was to use something called a V-Track TSD – a powerful AIS display system. By installing AIS on the AtoNs that are particularly prone to vessel collision, this system can monitor and track AIS data and using replay data that can be taken from a locally built-in database can provide the port authorities with a powerful method to investigate traffic behaviour including incidences involving vessel collisions with the channels AtoNs,” he says.

Among the first projects are collaboration on the joint design and development of new ECS product line, new radar products and the automated ship integrated into the global monitoring model.

“A strategic partnership with a leading player like JRC is the ideal platform for developing a new way forward in the maritime industry. Together we will be able to answer the evolving needs of our customers on a global scale and deliver advantages of the powerful ecosystem THESIS offers, while driving efficiency and productivity,” said Frank Coles, Transas CEO.

Using Alphatrons' integration capabilities, the JRC's hardware capabilities and Transas software and R&D, the partnership represents the best of breed for the de facto direction for maritime solutions and systems.

“This global strategic partnership is as a logical consequence that two destinies meet. The exciting partnership starts and makes not only navigation future but also new era of shipping,” said Jun Nakazawa, GM JRC Marine system business.

& ship traffic solutions and global support capabilities. The partnership will also see the launch of new products and services.

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FEATURE

Marine electronics and technology

INTEGRATED CONNECTIVITY

DEVELOPING TECHNOLOGY

SOLUTIONS FOR E-NAVIGATION

Transas has signed a partnership agreement with Satcom Global to add integrated connectivity to THESIS, its unified platform for digital operations on ships and in shore-based offices. The agreement will bring the benefits of Satcom Global's Aura VSAT network to vessels using Transas' navigation and voyage optimisation solutions on board, allowing them to connect seamlessly with shore-based fleet operations centres.

The integrated bundle will marry Satcom Global's scalable and secure connectivity with Transas' e-Navigation services, including electronic charts, associated e-Navigation tools, weather services and remote support.

Korean Register (KR) - an IACS member classification society - has opened a new ICT (information communications technology) Centre to dramatically enhance the application of advanced information and ICT across the maritime and ship classification industries. The new high-tech facility has been launched in response to demand from the Korean shipbuilding and marine transport industries, keen to be more competitive in a challenging market. It seeks to address the fact that advanced onshore technologies have been difficult to adapt for maritime applications, because of the poor communication environment at sea and unique attributes of ships.

The 20th E-Navigation Committee meeting (ENAV 20) held in March at the headquarters of the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA), discussed a number of technical solutions to progress the harmonisation of information between shore and ships in electronic format, including the data format and structure of Maritime Service Portfolios (MSP), the use of VHF Data Exchange System (VDES), as well as the Maritime Cloud and other solutions under the e-navigation umbrella.

IMO to consider GMDSS proposal for approval

T

he role of Inmarsat as the sole provider of satellite technology performing to Global Maritime Distress and Safety System (GMDSS) standards is set for advancement, after an IMO Sub Committee decided to greenlight consideration of both FleetBroadband and Fleet One for formal approval.

To date, Inmarsat is the only company that has received approval from the International Maritime Organisation to provide the GMDSS data and messaging communications on which mariners rely in the last resort, currently via Inmarsat C and Fleet 77 services.

IMO delegates tasked with modernising GMDSS at a Navigation, Communications and Search and Rescue (NCSR) Sub-Committee meeting in March agreed that FleetBroadband should undergo the necessary and technical assessment

by IMSO (International Mobile Satellite Organisation), with a report provided for consideration by the next NCSR in 2018.

According to an assessment offered by the IMO’s UK delegation, FleetBroadband has achieved availability surpassing the 99.9 percent required for GMDSS by IMO in every year since January 2010.

Operating on L-band via the Inmarsat fleet of four I-4 satellites, Inmarsat FleetBroadband terminals are equipped with the same GMDSS functionality as Inmarsat C. Today, around 160,000 Inmarsat C terminals are installed on ships operating worldwide.

“Given that most of FleetBroadband’s components already meet IMO performance standards, the service is on course for a formal approval, and this is very much in line with the agreed timetable for the modernisation of GMDSS,” said Peter Broadhurst, Inmarsat Maritime Senior Vice President, Safety and Security.

“Our continuing commitment to investment in L-Band includes the development of a new Maritime Safety Terminal (MST) to enable easier functionality, standardised interface and information rich safety data.”

GMDSS capabilities have been supported solely by Inmarsat since its inception from the 1st February 1999, ensuring that thousands of lives have been saved.

“Safety is a cornerstone of all Inmarsat services to the maritime community,” said Broadhurst. “It’s in our DNA.” He added that an information paper provided to IMO by the UK delegation had noted that FleetBroadband effectively complies with GMDSS while offering enhanced safety and distress features.

NCSR was satisfied that Inmarsat had met the last Maritime Safety Committee’s request to offer detail of outstanding matters to IMSO. This had opened the way for FleetBroadband’s approval to progress, Broadhurst said.

FleetBroadband has been Inmarsat’s flagship maritime service for a decade and currently supports connectivity onboard 45,000 vessels. Offering depend-

able, seamless coverage, it was the first maritime communications service to deliver cost-effective, broadband data and voice simultaneously through a compact antenna.

The L-band service is far less susceptible to rain fade than VSAT, Ku-band or C-band systems. FleetBroadband also provides continuous back-up for the Ka-band connectivity offered through Fleet Xpress, the Inmarsat service launched in March 2016 that takes maritime communications to the next level.

“The ability of FleetBroadband to deliver the Maritime Safety Data Service (MSDS) will be a direct and clear net safety benefit for ships at sea,” said Broadhurst. “IMO can now move swiftly forward with its approval process, so that Inmarsat FleetBroadband terminals can be formally considered against resolution A1001.25 – the GMDSS mobile satellite communication systems criteria for which Inmarsat C is approved.”

The NCSR also agreed that Fleet One services from Inmarsat merited technical consideration by IMO to assess their inclusion within GMDSS service provision. Also operating on L-band, Fleet One meets the needs of low data usage commercial and leisure customers across any vessel size. With the same global coverage as FleetBroadband, Fleet One offers business-critical applications, simultaneous voice and SMS, plus Inmarsat’s free ‘505’ safety service for direct connection to a Maritime Rescue Co-ordination Centre (MRCC).

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Maritime Review Africa MARCH / APRIL 2017

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Marine electronics and technology

Detecting bilge dumps in South African EEZ The unauthorised dumping of waste oil into the ocean, which is commonly known as bilge dumping, is highly illegal and hazardous to marine ecology. Whereas most shipping companies remain on the right side of the law regarding bilge dumping, there are some that blatantly contravene it.

L

ast year, a ship en-route to Iran performed the longest bilge dump between Madagascar and Mozambique.

This was recorded by the CSIR’s SeaFAR, which has been processing historic data in South Africa’s exclusive economic zone (SA EEZ) for the past five years.

In explaining how the SeaFAR system works, CSIR research engineer and the inventor of the system, Dr Waldo Kleynhans, says, “We use satellite-based synthetic aperture radars to monitor the deep ocean to detect and identify vessels that exhibit suspicious behaviour.”

“We are looking for vessels that are lurking in our waters and have their transponders off, as well as those involved

in bilge dumping activities. It was during a monitoring exercise that we picked it up. The bilge dump recorded was 160 km long,” says Kleynhans. “We ran our algorithms to match the track of the suspected vessel with Advanced Identification System data and were able to identify the vessel and subsequently alerted the authorities in South Africa, Mozambique and Madagascar,” adds Kleynhans.

The CSIR is now engaging with coastal countries in Africa in a bid to aid them to monitor their coastlines and EEZ for illegal and suspicious activity.

A strategic tool “The SeaFAR bilge dump detection algo-

FEATURE

rithm and ship offender correlation algorithm are components of the National Oceans and Coasts Information System (OCIMS),” says Lee Annamalai, Competency Area Manager for Earth Observation and ICT. “The OCIMS is a priority information system for the Department of Environmental Affairs (DEA) and forms part of the Phakisa Oceans Economy deliverables, which is tasked with ensuring that the SA EEZ remains a pollution-free zone,” he adds.

“We have been piloting SeaFAR with the DEA for about two years now, monitoring priority Marine Protected Areas (MPAs). The team has been conducting research and development to improve SeaFAR. It is now at the point where it will soon be operationally deployed for monitoring the main shipping lanes and all the MPAs in the SA EEZ, including the Prince Edward and Marion Islands,” says Annamalai. 

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Maritime Review Africa

MARCH / APRIL 2017

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MARITIME NEWS

Industry updates

More patrol vessels for Nigerian coastline

N

igeria’s Homeland Offshore Services Limited (Homeland) has ordered more patrol vessels from the Damen Group to join two previous vessels of the same class to service the Nigerian offshore oil and gas fields.

Like their two predecessors, the two vessels are being supplied as a turnkey solution. The Damen Group is taking care of delivery and crew training, as well as the design and build. Damen’s Local Service Hub in Port Harcourt, Nigeria, will ensure that any maintenance and repair, is handled by Damen engineers.

Homeland supports international oil companies working in Nigeria’s offshore oil and gas fields by providing engineering, procurement, construction, installation and security services. Like the first two vessels, the primary mission of the two new Guard-

ians will be carrying out security patrols for the production companies, as well as occasional transfers of crew and supplies.

The 33-metre vessels will be fully compliant with the technical requirements of the production companies. Eighteen bunks will be fitted for crew and security personnel who can remain on board for up to four weeks. The wheelhouse is bullet proof and additional equipment includes 15 seats for crew transfers, thermal imaging, a diesel powered SOLAS Fast Rescue Craft and an additional fuel separator to protect the engines and generators from contaminated fuel.

An integral part of the contract is the total care solution that Damen is providing to Homeland. The vessels will be delivered on their own keel by Damen crews from Singapore to Nigeria and, following hando-

ver, the Homeland crew will each be given a week’s training before beginning operations.

Homeland Managing Director Louis Ekere commented, “Both us and our clients have been delighted with the performance of our first two FCS 3307 Patrol vessels. They remain the most capable craft of their type operating off the coast of Nigeria and we already have charter contracts lined up for both of them. Having the support of the Damen Local Service Hub gives us the utmost confidence that they will consistently operate at full capacity and capability.”

Already under construction as part of Damen’s build-for-stock policy, the Guardian 3 is almost complete except for some additional items and Guardian 4 will be ready for delivery in the second quarter of 2017. 

Left: Nigeria’s Homeland Offshore Services Limited (Homeland) has ordered more patrol vessels from the Damen Group.

Above: Mark Gaetje (Area Sales Manager, Damen Shipyards Gorinchem), Louis Ekere (Managing Director, Homeland) sign the production contract.

New colours for iconic vessel as ETV contract awarded

T

he Smit Amandla underwent an important makeover recently as she was transformed to bear the corporate colours associated with the newly formed African Marine Solutions (AMSOL) Group, a 100 percent South African-owned company that acquired the business of Smit Amandla Marine in December 2016. It has also been confirmed that, following a tender process, the Department of Transport has awarded a five-year Emergency Towage Contract to AMSOL; which the vessel will undertake along the South African coastline. The Smit Amandla is in the process of being renamed Amandla.

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Maritime Review Africa MARCH / APRIL 2017

Industry updates

MARITIME NEWS

GEOTECHNICAL INVESTIGATIONS

MOU FOR HERITAGE

SA ACCEDES TO NAIROBI

SECO and GEOMA Mozambique, under a joint venture (JV), has successfully completed a major series of geotechnical investigations at the port of Mombasa under a contract awarded by TradeMark East Africa.

The investigations covered berth 1-14, the lighter Quay and the Mbaraki wharf. The contract involved gathering of soil and core samples and also soil chemical analysis under the supervision of Inros Lackner. This also saw the successful drilling of 40 boreholes and the completion of 60 Piezo Cone Penetration Tests (CPTu).

The South African Maritime Safety Authority (SAMSA) and the National Heritage Council (NHC) formally sealed their ongoing collaboration on arrangements in pursuit of maritime heritage awareness development initiatives with the signing of a Memorandum of Understanding (MOU) in Pretoria recently. SAMSA has established a focus to develop and enhance South Africaâ&#x20AC;&#x2122;s awareness of its maritime heritage.

The South African Cabinet has approved the tabling of the accession to the Amended Nairobi Convention for the Protection, Management and Development of the Marine and Coastal Environment of the Western Indian Ocean, in Parliament. This provides a mechanism for regional cooperation, coordination and collaborative actions in the Eastern and Southern African region.

Accession will combat pollution and ensure sound environmental management of coastal and marine resources that affect food security, health and potential for economic growth.

Car carrying collusion caught

T

he Competition Commission of South Africa has referred for prosecution to the Competition Tribunal Kawasaki Kisen Kaisha Ltd, a Japanese company operating in South Africa, for price fixing, market division and collusive tendering involving the transportation of Toyota vehicles from South Africa to Europe, North Africa (Mediterranean Coast) and the Caribbean Islands via Europe, West Africa, East Africa and Red Sea (Latin America) by sea.

This follows an investigation by the Commission which found that Kawasaki Kisen Kaisha (K-Line) Ltd, Mitsui O.S.K Lines Ltd (MOL), Nippon Yusen Kabushiki Kaisha Ltd (NYK) and Wallenius Wilhelmsen Logistics AS (WWL) fixed prices, divided markets and tendered collusively in respect of shipment of Toyota vehicles from South Africa to Europe, North Africa, (Mediterra-

JAKARTA CONCORD THE INDIAN OCEAN RIM ASSOCIATION: PROMOTING REGIONAL COOPERATION FOR A PEACEFUL, STABLE AND PROSPEROUS INDIAN OCEAN 1.

We the Heads of State/Government, and other representatives, of the Member States of the Indian Ocean Rim Association (IORA): the Commonwealth of Australia, the Peopleâ&#x20AC;&#x2122;s Republic of Bangladesh, the Union of Comoros, the Republic of India, the Republic of Indonesia, the Islamic Republic of Iran, the Republic of Kenya, the Republic of Madagascar, Malaysia, the Republic of Mauritius, the Republic of Mozambique, the Sultanate of Oman, the Republic of Seychelles, the Republic of Singapore, the Federal Republic of Somalia, the Republic of South Africa, the Democratic Socialist Republic of Sri Lanka, the United Republic of Tanzania, the Kingdom of Thailand, the United Arab Emirates and the Republic of Yemen on the occasion of the Leadersâ&#x20AC;&#x2122; Summit held in commemoration of the 20th anniversary of the IORA held in Jakarta, Indonesia;

2.

Recalling the fundamental principles and objectives of the IORA Charter;

3.

Adhering to the rights and obligations under international law including those under the Charter of the United Nations and the 1982 UN Convention on the Law of the Sea (UNCLOS);

4.

Recalling also the United Nations General Assembly Resolution 2832 (XXVI) on the â&#x20AC;&#x153;Declaration of the Indian Ocean as a Zone of Peaceâ&#x20AC;? to maintain peace and stability in the region and to establish the Zone of Peace;

5.

Emphasising our commitment to the UN 2030 Agenda for Sustainable Development on strengthening our cooperation that no one will be left behind in the achievement of sustained growth and sustainable development in this strategically vital region;

6.

Noting the historical and cultural bonds among our peoples and the diversity of the peoples in the region, which offer vast opportunities to enhance various areas of economic cooperation;

7.

Respecting the principles of sovereign equality, territorial integrity, political independence, non-interference in internal affairs of other states, peaceful co-existence and mutual benefit guiding relations and interactions among IORA Member States;

8.

Recognizing the achievements of the past 20 years of IORA and the opportunities we have to build on these and to address common challenges facing the Indian Ocean, for the welfare of our future generations;

9.

Affirming our commitment to build a more peaceful, stable and prosperous Indian Ocean region through enhanced cooperation, including but not limited to the six priority areas: maritime safety and security; trade and investment facilitation; fisheries management; disaster risk management; academic, science and technology cooperation; tourism and cultural exchanges; and the cross-cutting issue of womenâ&#x20AC;&#x2122;s empowerment;

10.

Recognising the importance of moderation as an approach to counter all forms of extremism and promote dialogue, mutual respect, understanding, and social harmony, thereby contributing towards the achievement of sustainable and inclusive development, equitable growth, stability and prosperity in the Indian Ocean Region;

nean Coast) and the Caribbean Islands via Europe, West Africa, East Africa and Red Sea (Latin America). This conduct contravenes section 4(1)(b)(i),(ii) and (iii) of the Competition Act 89 of 1998.

The Commission further found that the companies involved agreed on the number of vessels that they were to operate on the South Africa to Europe routes at agreed intervals or frequencies and agreed on the freight rates that they were to charge TSAM for the shipment of Toyota vehicles.

In 2015, Nippon Yusen Kabushiki and Wallenius Wilhelmsen Logistics admitted to collusion on this tender and settled with the Commission. Nippon Yusen Kabushiki paid an administrative penalty of R103, 977, 927 ($8.046,530) and Wallenius Wilhelmsen Logistics paid an administra-

Indian Ocean Rim countries strengthen ties for blue economy

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elebrating its 20th anniversary at the Indian Ocean Rim Association Summit of Leaders in Jakarta at the beginning of March, 21 member states convened to further the aims of strengthening maritime cooperation for a peaceful, stable and prosperous Indian Ocean.

The Summit brought together the leaders of the 21 IORA Member States and its seven Dialogue Partners as well as other special invitees including the Republic of the Union of Myanmar.

The Leaders' Summit was preceded by the Council of Ministers' meeting where the Associationâ&#x20AC;&#x2122;s Action Plan for the short, medium and long term were discussed under initiatives for 2017 to 2021. Ministers also adopted the "IORA Declaration on Preventing and Countering Terrorism and Violent Extremism" which strengthens the shared commitment to create a secure, prosperous and connected Indian Ocean region by addressing the scourge of terrorism and extremism.

In an effort to align strategies to the current landscape of the maritime industry, the IORA engaged with the private sector through the Business Summit, which attracted over 300 businesses.

With many of the member countries having already developed their own blue economy strategies, the true test going forward will centre on whether these strategies can dovetail into a regional strategy that takes cognizance of national, other regional and even continental plans. â&#x20AC;&#x153;Going forward, we call for increased and more strategic cooperation between Member States and our Dialogue Partners to find efficient and more innovative ways of sharing knowledge, expertise and capacity building in the Blue Economy priority areas. This includes areas such as seaport and shipping, offshore oil, gas and mineral exploration, fisheries and aquaculture, as well as marine renewable energy,â&#x20AC;? said South African president, Jacob Zuma in his address to the Summit.

The IORA Leaders adopted the Jakarta Concord as an outcome of the Summit, which is a strategic and visionary docu-

tive penalty of R95,695,529 ($7,405,581).

MOL, another Japanese company, was not fined, as it was first to approach the Commission and cooperated.

The Commission is seeking an order from the Tribunal declaring that K-Line, MOL, NYK and WWL contravened the Act as well as an order declaring K-Line to be liable for payment of an administrative penalty equal to 10 percent of its annual turnover. â&#x20AC;&#x153;South Africa is a strategic hub for the trade of goods in and out of the Southern African region. Any cartel by shipping liners in this region results in inflated prices for cargo transportation. Cartels of this nature increase the costs of trading in the region and render the region uncompetitive in the world markets. Such cartels have the effect of significantly derailing the economic growth of the region,â&#x20AC;? said the Commissioner of the Competition Commission Tembinkosi Bonakele. ď&#x20AC;Ť

ment that will further enhance cooperation for IORA, as well as strengthen the Association.

The six priority areas of the Concord are:

Maritime safety and security;

Trade and investment facilitation;

Fisheries management;

Disaster risk reduction;

Academic, science and technology cooperation;

Tourism promotion and cultural exchange.

The ocean economy and women empowerment are agreed priorities that cut across the six priorities.

South Africa is one of the founding members of the Association and will also assume the Chair of IORA from October/ November 2017 when the country hosts the IORA Council of Ministers Meeting in Durban later this year.

The IORA member countries include Australia, Bangladesh, the Union of Comoros, India Indonesia, Iran, Kenya, Madagascar, Malaysia, Mauritius, Mozambique, Oman, Seychelles, Singapore, Somalia, South Africa, Sri Lanka, Tanzania, Thailand, the United Arab Emirates and Yemen. ď&#x20AC;Ť

Maritime Review Africa MARCH / APRIL 2017

47

MARITIME NEWS

Industry updates

Reducing conflict between trawlers and long liners

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Code of Conduct signed by the South African Deepsea Trawling Industry Association (SADSTIA) and the South African Hake Longline Association (SAHLLA) is expected to dramatically reduce conflicts between trawlers and longline fishing – vessels that target hake on the same fishing grounds.

The Code of Conduct was signed in Cape Town in February, by the chairs of the two fishing associations, Tim Reddell of SADSTIA and Clyde Bodenham of SAHLLA. “Conflicts arise from time to time, usually because of a lack of communication,” said Johann Augustyn, Secretary of SADSTIA, explaining that in the past, longline fishing gear has been lost when trawlers have mistakenly trawled over it. This has resulted in claims against trawling companies.

The Code of Conduct sets out a protocol for both trawlers and longline fishing vessels to follow on the trawl grounds. It requires a vessel’s officers to use visual contact, radar or the maritime identification system AIS to determine whether there are any other vessels in the area before they begin fishing. Each skipper must announce via VHF radio their intention to begin fishing and provide their approximate start position and the course that their vessel will take. They may only proceed with gear deployment once they have communicated adequately with the vessels in the vicinity.

“Communication between vessels is the key to this Code of Conduct,” said Augustyn. “If adequate notifications are given and adequate responses are received, it is likely that we will see very few conflicts on the fishing grounds from now on.”

The Code of Conduct stipulates that communications should be conducted with courtesy and consideration by both parties, and it sets out the procedures to be followed if and when there are transgressions. Rather than individual skippers or fishing companies handling transgressions, these will be managed by the industry associations.

Bodenham welcomed the signing of the Code of Conduct, saying that it will lay the groundwork for better communication and cooperation between the two fishing sectors.

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Maritime Review Africa MARCH / APRIL 2017

IMO interacts with Africa

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MO contributed to the latest meeting of the United Nations bodies working in Africa – the CM-Africa forum in Dakar, Senegal in late March. The international maritime body shared information about its technical assistance activities in Africa, which form part of its work to promote safe and secure shipping on clean oceans – particularly in the context of the United Nations Sustainability Goals (SDGs).

IMO was also involved in a week-long training course in Lagos, Nigeria for Nigerian officials responsible for the security of port facilities. Participants were trained in the necessary skills plan and to conduct effective self-assessments and audits of port facilities – in line with IMO’s International Ship and Port Facility Security (ISPS) Code and other guidance.

In mid-March 21 African IMO member states took part in the Malaysia Maritime Leaders forum in Kuala Lumpur, aimed at assisting participating countries to build leadership capabilities in the maritime sector. The forum encouraged the sharing of ideas on improving efficiency and effectiveness of administration and addressing various maritime challenges.

IMO conducted a national port security and facilitation workshop at the Dijbouti Regional Training Centre in early March. The workshop highlighted IMO’s maritime security and facilitation requirements and showcased the range of training courses, guidance and tools available, including new port-focused training packages developed in line with the World Maritime theme: Connecting ships, ports and people.

Book review: The Praying Nun – a slave shipwreck saga

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he Praying Nun – a slave shipwreck saga is divided into two distinctly separate stories. The author, Michael Smorenburg, tells the story of the Portuguese slave ship, the Praying Nun, which sank off the Camps Bay coast in December 1794, with 400 slaves on board.

Putting himself in the minds of the terrified slaves as the vessel crashes against the rocks, he describes the final moments of the poor souls aboard.

“In the theatre of my mind, I see black bodies locked in the terrible carnage, cartwheeling and plunging over the leading edge of colossal storm surf – churned to the bottom and thrown one last time above the white boil of an angry sea. A final glimpse of their beloved Africa before they’re dragged down forever to an icy grave.”

Incredibly 200 slaves managed to survive and within two days of their ordeal “were marched over the short passage between the mountains and put once more on the block in Cape Town, sold once more to recover what the ships master could for its owner.”

The second aspect of the book is the story of two men in their early 20s in the 1980s, with dreams of discovering a wreck – one with the aim of getting rich, the other hoping to discover the stories behind the sunken vessels.

During the 1980s South Africa still had

mandatory military service and the two friends spend much of their time trying to avoid duties at their local naval base in favour of searching for treasure beneath the waves.

The book offers an interesting juxtaposition of terrifying descriptions of the sea at its cruellest and amusing anecdotes of the sticky situations that these two friends often found themselves in.

“What’s our objective? He asked me this on one of our first dives together when we were out to harvest a sack full of fish, red gold … lobster. I gave him the obvious answer. ‘To catch as many as possible.”

‘No,’ ‘To get the biggest.’ What else was there?

‘To not get caught.’

This is the only negative aspect of an otherwise highly entertaining book - the unnecessary romantisising of the poaching of perlemoen and lobster from our oceans. Actions, which, at the time, seemed incidental, but obviously have far reaching consequences today.

By Natalie Janse

Industry updates

MARITIME NEWS

Dredging to restore depths in Duncan dock

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ransnet National Ports Authority (TNPA)’s Dredging Services division has embarked on a R15 million maintenance dredging campaign at the Port of Cape Town, South Africa, to restore the design depths inside Duncan Dock.

The maintenance campaign, which began in March, is scheduled for completion by the end of April 2017. The main objective of the dredging campaign is to ensure the Port of Cape Town provides safe navigational channels and berthing facilities for shipping by restoring the original design depths.

Two dredging vessels, the Isandlwana, a Trailing Suction Hopper Dredger and the Italeni Grab Hopper Dredger have been mobilised by TNPA Dredging Services for this purpose. Multi-beam bathymetric surveys are conducted at regular intervals throughout the campaign that will ensure all areas within Duncan Dock are restored to their original design depths.

The Isandlwana, which has a 4,200 m³ hopper capacity, will remove approximately 70,000 m³ of material from the sea bed before the end of April. Spoil is pumped into the hopper and can be offloaded by discharging through 10 conical bottom valves.

Pumping ashore is also possible by means of either a floating pipeline, a side discharge mechanism or by ‘rainbowing’, where the dredging vessel discharges material that has been claimed from the ocean floor in a high arc to build a land mass elsewhere, such as during nourishment of beaches, to prevent erosion along the coasts or to reclaim land. 

The Italeni and Isandlawana are undertaken a dredging programme in the Port of Cape Town that is due to be completed by the end of April.

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Maritime Review Africa MARCH / APRIL 2017

49

MARITIME NEWS

Industry updates

Left: The crew and guests watching the South African flag being raised on Greatship Manisha.

Right: The Greatship Manisha now operating under the SA flag off the Mossel Bay coast.

More tonnage for the SA Register

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ape Town based vessels operator, Marine Crew Services (MCS) has registered a modern, multi-purpose platform supply and support vessel (MPSV) that it is bareboat chartering onto the South African Ships Register.

The 93.67m, 4,221 ton MPSV, Greatship Manisha, is owned by Greatship Global Offshore Services Pte Limited and on charter to MCS to service its two-year contract with PetroSA. While this is the first vessel to be registered by MCS under the South African Flag, it is not the first time it has employed South Africans on foreign-owned vessels.

“In fact, MCS, as the only private South African manning company with ISO 9001 accreditation, has for the past 14 years successfully trained and placed in excess of 880 South African and African officers, ratings and cadets on local and international vessels, among them the highest number of sea-going, black female seafarers in South Africa,” says Lester Peteni, MCS Chairman.

The company also provides bursaries to Lawhill Maritime Centre graduates to enrol for tertiary Maritime Studies students at the Cape Peninsula University of Technology.

According to Daniel Ngubane, Group CEO of MCS. “The registration of the Greatship Manisha on the South African Ships Register, supports this initiative (by government to bolster the South African registry) and offers several important advantages.

“These include having the opportunity to provide employment for South African officers and ratings and most importantly,

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Maritime Review Africa MARCH / APRIL 2017

being able to offer young South Africans, who have completed their theoretical training, the opportunity to obtain the required, practical, sea-time experience, which forms part of their international qualification.”

Two South Africans have been serving on the ultra-modern vessel, previously registered in Singapore, and the move to the South African Ships Register will lead to a further seven South African seafarers joining the vessel upon registration.

“Our aim is to have a 100 percent South African crew complement on this vessel and this will be achieved as South Africans with the requisite experience and skills in operating this type of vessel become available, “ says Ngubane.

Provision has also been made to take six South African trainee cadets on board once the vessel has been recognised by the South African Maritime Authority (SAMSA) as a designated training vessel.

The vessel, which has a total crew complement of 17, will be deployed off the coast of Mossel Bay. Says Peteni, “Although Singapore is widely considered as a more attractive ships register, the decision to move the Greatship Manisha onto the South African register is not only a perfect example of private companies and government working together to achieve a common goal, but it has been taken in the interests of supporting the growth of the South African maritime industry and Greatship should be commended on supporting this move.” 

Hybrid vessel for the super yachting fraternity

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autic has pioneered the development of a hybrid vessel to support the lifestyle of the super yachting fraternity. Their Expedition Leader is a fusion of a support vessel and an explorer yacht that allows the mother vessel to remain at safe anchorage while the Expedition Leader adventures into unchartered waters.

Currently in advanced stages of negotiation, Nautic hopes to introduce the new vessel concept into the market shortly.

The Expedition Leader can be specified with an ice class hull, long range endurance, hybrid propulsion and Green Ships certification equipping this vessel as the ideal platform to explore sensitive areas.

“The new trend is for luxury yachts to have a support vessel that includes their toys and spares – and our Expedition Leader is an extension of this concept,” says Stuart McVitty, Operations Manager for Nautic Africa.

Nautic already offers a range of support yachts from 35m to 60m, which are all equipped with eco-friendly hybrid propulsion systems.

Sailing with a support vessel ensures that the luxury of the super yacht is not compromised as space is maximised while provisions, vehicles, spare parts, security equipment and leisure equipment is contained on the support platform.

IPS D13 VolVo penta penta VolVo

Kenyaenergy seeks toand improve port Ship efficiency efficiency workshop held in Ghana K Representatives from 11 West and Central Africa

enya Ports Authority (KPA) recently held a sensitisation and capacity building workshop for its customers and stakeholders. countries mettook in Accra, Ghana, attendand thewas first The workshop place at the Port ofto Mombasa IMO workshop on “MARPOL Annex VI – aimedregional at positively ensuring efficient service delivery with a view to increasing customer as well as in Ship energy efficiency andsatisfaction, technology transfer”, to the growing atresponse the beginning of cargo July. handling capacity at the Port, which has led to business expansion.

The workshop was opened by Sudi Mwasinago, General Manager Operations, saying, on behalf Managing Director, Auhe workshop, which was hosted by of the Ghana Maritime Catherine Mturi-Wairi, that the Authority was committed to thority, was aimed at building capacity with regards to knowlundertaking sensitisation sessions for customers and stakeedge about energy-efficiency measures, while also assessing the holders on port clearance procedures in Kenya, Uganda and regional needs and barriers related to technology transfer.

Rwanda.

The information during group first and workshop plenary discussions Mturi-Wairi said,gathered "This is the Authority's for its oncustomers the third day the regional workshop was forwarded onto the andofstakeholders, geared towards enhancement AdofHoc Expert Working Group on the Facilitation of Transfer speedy clearance of cargo. The reason we have embarked of Technology for Ships, which will meet for its second meeting from on this exercise is because of our commitment to improving 9 service to 10 October, at IMO Headquarters in London, United Kingdom. delivery."

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The Ad Hoc Expert held its firstand meeting during She also noted that Working being in aGroup very competitive dynamic the 66th session ofand IMO’s Marine Protection Comindustry, shippers their agentsenvironment required adequate prepamittee (MEPC) in storage March-April this year.

A work plan, by endorsed rations to avoid and other penalties caused lack of by preparedness result in cargo overstay. the Committee,which envisages: assessing the potential implications and impacts of the implementation of the energy-efficiency regu"These education sessions will, therefore, focus on encourlations chapter 4clearance of MARPOL AnnexatVI, particular, on develaging in expeditious of cargo theinport, while specifoping as a means identifygaps their technology transfer icallyStates, addressing serviceto delivery within its systems thatand have been identified during the financial needs; identifying andbusiness creatingtransactions an inventorywith of energycustomers. efficiency technologies for ships; identifying barriers to transfer of technology, particular developing States, associated “Shippersinneed to be to informed of the needincluding to ensure that costs, sources of funding; and making recommendaonceand thepossible goods are received in the port, they need to be tions, including development of a model agreement enabling cleared as fast the as possible," said Mturi-Wairi. theDuring transfer of financial and technological resources and Joab capacity a presentation on Single Customs Territory, building Parties, for the implementation the energy Omole,between Kenya Revenue Authority, said, "The of Authority is efficiency aware regulations. that corruption practices have been a hindrance to effective andregional efficient service delivery toincustomers.

There The Ghana workshop is the first a series that will asis therefore a need to reinforce and combine efforts in this sist in the implementation of the work plan. Three more regional area to enhance the business processes and meetincustomer workshops are planned to be held during 2014, South Asia, expectations."

Latin America and the Mediterranean, with additional regional Topics discussed the workshop included: ease of to doing workshops in other at regions planned for 2015, in order gather business, customer service charter and ethics and of integrity. regional perspectives to further support the work the Ad Hoc Expert Working Group.

South Africa supplies South Korean Research vessel chooses engine for performance fishing vessels in Mauritius The 8.5m aluminium research vessel currently under con-

T

wo South vessels Vesconite Hilube struction at Korean Veecraftfishing in Cape Towninstalled will feature a Volvo D3-170 Aquamatic engine.

The engine was chosen stern tubes and rudder bearings at Port Louis drydock,toMauricomplement the the needs of abefore. the client. tius, last month and month The vessel has been designed custom Vee- into The vessels, with a gross tonnageand of 441t andbuilt 578t,bycame craft to suit their customer’s requirements.

The end the port within a week of each other for stern tube and client rudder specialises in data capturing, ocean mapping and rebearing replacement.

Thedesigned replacement were ordered from search.

She has been to beparts stationed on a parent Johannesburg, Africa andretrieved dispatched expediently. vessel to be South launched and when necessary.

The Vesconite Hilube is bushing had an outer diameter Theone Volvo Penta D3-170 a five-cylinder 2.4-litre engine of 225mm, ancommercial inner diameter of 170mm and a length of 250mm, used for marine applications.

The electronicallyanother controlled rail fuel system provides thediamwhile had common an outer diameter of 155mm, an inner performance required requiring fastmeasuraceter of 75mm and a lengthfor ofapplications 400mm. Other bushings, and highx 250mm top speed. ingceleration 350mm x 250mm and Various 350mm operating x 250mm xcondi1000mm, tions made the Volvo Sterndrives with duo props the right were also ordered. choice.

Operating at a crawling 4-5 knots or cruising at 20 knots the Volvo superbBearings’ handlingJohanneswith “The repairer wasSterndrives happy thatoffer Vesconite reduced fuel consumption and easy burg warehouse was able to deliver the maneuverability. stern tubes and rudder Volvo Penta a worldwide aftermarket infrastructure bearings withinhas a day of their being dispatched,” says technical that ensures genuine“The reliable Penta consultant Eddiethat Swanepoel. cost Volvo of a ship beingparts in dryare dock freely available allcost times. is considerable, as isatthe of lost fishing production, so delivery times of essential components is important,” he notes.

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MARITIME MEMORIES

By Brian Ingpen

The mailship Norman, George Mayhew’s first ship in which he sailed as an apprentice. She had been completed for the Union Line in 1894, and spent only a short time on the mail run. For a brief period after World War 1, she returned to the mail service, before being switched to the newly-introduced round-Africa trade in 1923. Two years later, she was laid up and scrapped at Morecombe in 1926. Photograph: Brian Ingpen/George Young Collection

From cadet to director – a life well-lived

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While other youngsters were toiling hard behind shop counters in the long Christmas holidays to earn a few rands, I had a most fascinating job. I shadowed the remarkable Cape Times shipping columnist George Young around the harbour and compiled the daily Harbour Log; a record of ships’ movements in Cape Town harbour for the Cape Times.

n his Anglia car, Young would collect me outside the Cape Times building at eight o’clock and drive me to several vantage points in the harbour where he would plan his movements for the day so that he had enough material to fill his daily shipping page in the newspaper.

On several Thursday mornings, we would go directly to F Berth in the harbour where, earlier that morning, the Union-Castle mailship had berthed, inward from Southampton. The ship’s guards knew George and we would board without a fuss and head for the Master’s quarters where we were always greeted with cordiality.

The mailships masters Those mailship masters were an interesting group, and invariably, would offer us breakfast. On such a visit to Athlone Castle, this lanky teenager met Captain JMB (Jackie) Fisher, the golfing maestro among mailship masters. In Stirling Castle, George Young introduced me to Captain Dillon Cambridge who had been awarded the DSO for his feat in towing a disabled vessel during World War 2, and, aboard another vessel, although it might have been Braemar Castle, Captain Jimmy James was also a cordial host.

I apparently also met two Union-Castle Line commodores: Commodore JC Brown (when I was a real nipper and migrating with my family from Durban to

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Maritime Review Africa MARCH / APRIL 2017

Cape Town in Pretoria Castle) and, in my kortbroek-en-kaalvoet years, Commodore George Mayhew while also aboard Pretoria Castle.

I don’t remember the former meeting as I was a mere 18 months old, but the latter was when the Commodore took a stroll along the deck, engaging, as was his custom, with passengers. “Enjoying your voyage, young man?” he enquired of me.

I think I only nodded to confirm that I was indeed having a wonderful time, including hours riding on the magnificent life-like rocking horse in the Tourist Class kiddies’ playroom.

Mayhew was a particularly interesting character who commanded a number of lesser units in the Union-Castle fleet for a decade, and mailships for a further decade, flying his Commodore’s flag in three of the finest passenger ships ever built.

Starting a life at sea Aged only 16, apprentice George Mayhew had climbed the gangway in 1917 to board his first ship, Norman, a former Union Line vessel that had been absorbed into the Union-Castle fleet when the two companies merged in 1900. He switched to some of the intermediate vessels, and, before his eighteenth birthday, he had been torpedoed twice - in the English Channel and again in the North Atlantic.

Despite these unhappy and stress-filled in-

By Brian Ingpen

cidents, a long and distinguished career in Union-Castle lay ahead of the young cadet.

He could also attribute his long and happy marriage to his time in Union-Castle.

“Sail to sunny South Africa!” was the wording on a huge advertising board that caught the eye of Betty Cardwell and her mother during a shopping trip to Manchester on a bleak, cold winter’s day in 1932.

The cheap fares on offer by Union-Castle enticed the Cardwells to book a passage from Southampton to Cape Town in the two-funnelled mailship Kenilworth Castle.

And off to sunny South Africa they sailed.

In the ship’s lift, they met the striking figure of the ship’s Third Mate, a young man who immediately took the fancy of young Betty, and who also found approval in the eyes of Mrs Cardwell. That chance meeting in the lift in Kenilworth Castle was the prelude to a long and happy marriage between young Betty and Third Mate George Mayhew.

War-time duties Having gained his Master’s Ticket, and moved through the ranks; and following the indisposition of the master of Llangibby Castle in December 1940, he was appointed to acting command of the intermediate liner that was on wartime trooping duties.

Soon thereafter, Mayhew took command of Roxburgh Castle. Designed to carry South African fruit to Britain as quickly as possible, these reefer ships could bowl along at 16 knots. This was quite a speed for cargoships of that vintage and, with urgently needed fruit or meat for wartime UK, they often sailed solo rather than in the slower convoys.

By Brian Ingpen

MARITIME MEMORIES

Clockwise from top left: Commodore George Mayhew CBE. Photograph: Brian Ingpen/George Young Collection Pretoria Castle, the first ship in which Commodore Mayhew flew his pennant. Photograph: Brian Ingpen/ George Young Collection The finest and largest mailship, Windsor Castle, made her maiden voyage in 1960 with Commodore Mayhew in command, a symbolic voyage for him as, on the liner’s return to Southampton, he was appointed initially as British & Commonwealth’s Marine Superintendent in London, and later, to the Union-Castle board of directors. Photograph: Brian Ingpen Mayhew was in command of the reefer vessel Roxburgh Castle (1) when she was torpedoed in 1943, and of her replacement, Roxburgh Castle (2) – shown here - from July 1945 to June 1946. Photograph: Brian Ingpen/ George Young Collection

Leaving Durban with several other ships bound for Aden, Roxburgh Castle was routed east of Madagascar, while the others went via the Mozambique Channel. The Union-Castle ship was the only one to reach Aden and, during the voyage, had rescued the crew of an American vessel sunk by a submarine.

In February 1943, Roxburgh Castle sailed from Glasgow for Buenos Aires to load meat for the UK. Off the Azores, she was torpedoed by U107. As the lifeboats pulled away from the sinking ship, the submarine surfaced nearby. “Where’s the captain?” the u-boat commander inquired of the fourth mate.

“Last time I saw him,” replied the young officer, “he was on the bridge.” His response satisfied the German who, before leaving, gave them the course to the nearest land, and masses of chocolate.

Next to the fourth mate in the lifeboat was Captain Mayhew, who, in civilian clothing, looked more like an engineroom wiper than the master, a practice among shipmasters who were often singled out for capture by u-boats.

South Africa.

the UK as a passenger in Winchester Castle.

George Mayhew’s first mailship command came in Stirling Castle in 1951, prior to his appointment as Union-Castle’s commodore in 1953, flying his pennant in Pretoria Castle, which he took to the Coronation Fleet Review that year.

Aboard to the board

Union Castle

On the other occasion, the commodore was hospitalised for surgery while Pretoria Castle was in Cape Town. Such was the company’s pecking order that Captain Jackie Fisher, the master of Warwick Castle, was transferred to command the company’s flagship.

Union Castle Masters earned their seniority by moving through the fleet. The Liberty ship Samflora and another war-built vessel Empire Arun (both managed by Union-Castle) were among his cargoship commands.

He then moved into the passenger fleet, initially commanding Llandovery Castle in 1948, and brought out Bloemfontein Castle on her maiden voyage in 1950. Although she made a round-Africa voyage on that occasion to substitute for the war-loss of Llandaff Castle, she was switched to the role for which she had been constructed – the immigrant service between Britain and

A gregarious man, the product of having six sisters and two brothers, he enjoyed the passenger ships; and, dressed in his full uniform (actually a special one kept for the occasion), contrived to be pushed into the swimming pool by the children during the crossing-the-line ceremony – to the appalled expressions of the older generation.

During her husband’s sea-going career, Betty Mayhew travelled with him only twice. “The board believed,” she once told me, her eye twinkling, “that ships should have only one captain at a time.” On one of those trips, she had sailed from the UK in Arundel Castle to Port Elizabeth where, since the up-coast and down-coast mailships crossed there, she transferred to Pretoria Castle to join her husband for the voyage to Cape Town. “After all,” she added, “it was Christmas.”

He in turn was replaced by the master of Roslin Castle, loading at Cape Town’s fruit terminal, while the chief officer of Pretoria Castle was promoted to acting master of the fruitship.

Accompanied by Betty, who had flown from the UK to be with her husband, the recuperating George Mayhew returned to

For their respective maiden voyages, the commodore moved his pennant to Pendennis Castle in 1958, and in 1960 to Windsor Castle, the largest mailship. He was awarded the CBE prior to the vessel’s maiden departure from Southampton.

Soon after the maiden voyage of the latter vessel, he was appointed Group Marine Superintendent and ultimately, joined the board until his retirement in 1963, the only man to rise from cadet to director on the British & Commonwealth board, the owners of Union-Castle.

During retirement in South Africa, the Mayhews often travelled by sea, usually on the mailship to the UK or on liners on the UK-Australasia service.

When he saw a Shaw Savill advertisement that, during her round-the-world voyage, the company’s magnificent liner Northern Star would divert to Japan for the World Expo, Mayhew hastened to book. The daunting length of the queues to the various exhibition halls put him off, and although they didn’t see much at the Expo, the voyage was most enjoyable.

“The previous time I had been through Panama,” said Betty Mayhew, “was in New Zealand Shipping Company’s Rangitiki, and there were alligators on the sandbanks.

This time, instead of alligators, there were dozens of water-skiers.”

I am sure that Commodore Mayhew’s remarkable career was enhanced by Betty whose visit to Manchester in 1932 was a wonderful sequel for both the Commodore and his equally wonderful soul mate.

Aged 72, the Commodore died in 1972, while his beloved Betty lived to well into her nineties.  Maritime Review Africa MARCH / APRIL 2017

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PEOPLE AND EVENTS

Appointments Launches Functions Announcements

Joint workshop plots a course for maritime excellence

“

Charting our course to Marine Excellence” was the theme of a South African Maritime Safety Authority (SAMSA) and South African Maritime Professionals Association (SAMPA) hosted workshop held in Durban in early March.

Delegates included seafarers, ships agents, freight forwarders, training institutions and students pursuing a maritime qualification.

Also in attendance were Professor Malek Pourzanjani, CEO of the South African International Maritime Institute (SAIMI) and former Acting Deputy Director General of National Department of Transport, Advocate Nosipo Sobekwa.

Delegates were welcomed by Captain Ali Saroor, regional Manager of SAMSA and the keynote address was delivered by SAMSA Acting Chief Executive Officer, Sobantu Tilayi.

SAMPA founder and president, Mbongi Qwabe, used the workshop as an opportunity to inform delegates about the origins of SAMPA, also taking the opportunity to emphasise that the association is not a replacement for any other professional maritime associations, but rather an umbrella body to enhance collaboration, information sharing and the representation of the industry at a strategic level.

Captain Nompumelelo Mkhize who also spoke at the event, called for all hands on deck as SAMPA seeks to raise the bar and advance not only the profession, but also the industry as a whole.

Custodian of information During his keynote address, Tilayi stressed the need for an information A panel discussion at the workshop provided an opportunity for base. He challenged SAMfeedback and discussion.

PA to be the think tank of South Africa that it claims in the regulating of maritime bodies. to be and look at its research capacity and One such suggestion was the need for a information custodianship. body that will regulate maritime qualificaTilayi stated that SAMPA needed to be a tions, to establish whether qualifications well of information; this could be inforare in line with both industry and market mation relating to employment, trends, as demands. well as of industry analysis. His suggested It was also agreed that more effort is still starting point is the tracing of the number of seafarers that South Africa has produced needed to ensure that SAMPA reaches and and the tonnage being carried on South Afmaintains the expected levels and stanrican registered vessels. dards required of such a body. It was decided that this could be achieved through a Panel discussion greater emphasis on research.

A panel discussion offered delegates the There are plans for similar workshops in opportunity to contribute and offer suggestions to fill gaps that they are experiencing both Johannesburg and Cape Town. 

Namibian port delegation praises gains in Ghana

Fuel injection specialist hosts open day

V

D

iesel fuel injection specialist, Archman Power Diesel cc, recently hosted an open day at their premises in Brackenfell, Cape Town to showcase their capacity and capabilities to the marine sector.

As an ADCO franchise, Archman Power specialises in diesel pumps, injectors and turbos with a focus on the Cummins brand as well as Yanmar, Bosch and a number of others.

Co-owners, Charles Archer and Brenden Hawman, are looking at the marine market with interest and have brought Calvin Beyer, with his many years of experience in the industry, on board to help them penetrate the sector.

A quick tour of the facilities shows a high level of investment in machinery and skills training to meet the exacting needs of OEMs. Currently upgrading part of the premises to create a clean room, further investment in new machinery is imminent.

ADCO is a workshop franchise for die-

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Maritime Review Africa MARCH / APRIL 2017

The team at Archman Power Diesel at their open day recently.

sel fuel injection specialists. The national footprint of 38 franchisees, offers a network of professional technicians specialising in diesel fuel injection and related services, ensuring guaranteed workmanship nationwide.

isiting the Ghana Ports and Harbours Authority recently (GHPA), the Chief Executive Officer of the Namibian Port Authority (Namport) Bisey Uirab, commended the development to expand the Tema and Takoradi ports.

The Namibian delegation, led by the Namibian Amabassador to Ghana, was given an overview of the port and bulk jetty terminal as well as the Tema port expansion site. They also visited the International Maritime Hospital.

Uirab said he was impressed by the spate of development at the Tema Port and the kind of equipment being used to offer efficient service to clients. “It is impressive, I have seen a lot of modern equipment been deployed here, I have seen the expansion initiative ongoing and I can only say good luck to the people of Ghana. It is good to see that Ghana is one of the oldest independent countries and they are also leading their way into port management and making sure the direction between water and land is facilitated through the port.”

Appointments Launches Functions Announcements

PEOPLE AND EVENTS

Right: The DRC multi-sectoral mission to Durban met with authorities in charge of the administrative, commercial and operations management of the trade logistics..

African delegations visit SA ports February saw two major port visits by delegations from Senegal and the DRC to South African ports.

T

he Senegalese’s port visit was led by Aly Ndiaye, the Minister of Industry and Mines and Minister Abdou Sall, the Secretary of the State for Railway Network.

The visit formed part of the Feleme Project, which includes the design, construction and operation of a bulk ore port and terminal in Bargny for Cape Size, Panamax vessels in the Bay of Goree, 20km from Dakar. The Feleme project will help Transnet Group expand its presence in Senegal through the Transnet International Holdings unit.

The Port of Durban also welcomed the DRC Ministry of Transport and Communication Routes, through its support and monitoring unit of the Regional Programmes and

Corridors of Transport Activities (CEPCOR).

The visit was made in light of increasing cargo volumes departing from the DRC via the Port of Durban. The DRC multi-sectoral mission to Durban also met with authorities in charge of the administrative, commercial and operations management of the trade logistics. 

Danish delegation receives thanks during visit to Kenya Addressing a delegation of the Danish Parliamentary Committee on Foreign Affairs during their visit at the Port of Mombasa recently, the managing director of the Kenya Port Authority attributed the progress at the port in terms of yards and other infrastructure to the support of the Danish government.

C

atherine Mturi-Wairi singled out the 10 million US dollars set aside by the Danish Government towards the improvement of the port’s performance.

“I wish to thank you for the support you have continued to give to the Kenya Ports Authority and the Government of Kenya in our effort to develop the Port of Mombasa,” she said.

Wairi reminded the delegation of the visit at the Port of Mombasa by the Danish Minister for Foreign Affairs Kristian Jensen in December 2015, when he launched the Green Port Growth and Employment Programme for the year 2016-2020.

“In this respect, we at KPA with the assistance of Trademark East Africa have developed a Green Port Policy which is under implementation,” she added.

Similarly, the Dock Workers Union through General Secretary Simon Sang

thanked the Danish Government for acting as a source of aid and grants to KPA for many years.

“On behalf of our 5,000 members of the Dock Workers Union, all workers of the port and over 35,000 direct dependents and another 70,000 indirect dependents of employees, we join other Kenyans in thanking the Danish Government for their support for KPA through DANIDA and currently through TMEA,” he said.

The Danish Foreign Affairs Committee through Head of Delegation Hon Mogens Lykketoft assured KPA and TMEA of the Danish government’s continued support saying that the business policies of Denmark were behind the success of global companies like Maersk shipping which line has about 40% share of the business at the Port of Mombasa.

African Alliance seeks trade integration through transport corridors

T

he African Corridor Management Alliance (ACMA) was established in Walvis Bay, Namibia during February when The Economic Commission for Africa held a meeting with corridor management institutions to ensure the growth of transport corridors on the continent.

The initiative was driven largely by Johny Smith, CEO of the Walvis Bay Corridor Group and will aim further to bring the benefits of regional integration and trade to the continent. Stakeholders believe that a continental body can play an important role in providing key information and best practice to corridor institutions in Africa.

Appointment at Nigerian Port Authority

T

he newly appointed General Manager Public Affairs of the Nigerian Ports Authority, (NPA) Elder Effiong Etim Nduonofit assumed office in the middle of March, taking over from Chief Michael Kayode Ajayi.

Nduonofit has called on the support of all personnel, sections and units of the Public Affairs Division in his quest to contribute most meaningfully to the organisation’s image appreciation and publicity mileage.

He holds a Postgraduate Diploma (PGD) and a Master in Business Administration (MBA) both from University of Calabar (1996-1998) and (19992001) respectively.

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PEOPLE AND EVENTS

Appointments Launches Functions Announcements

Celebrating the sacrifices made on the SS Mendi “Now then, stay calm my countrymen. Calmly face your death. This is what you came to do. This is why you left your homes. Peace, our own brave warriors. Peace, you sons of heroes, today is your final day, prepare for the ultimate ford.” Reverend Isaac Wauchope Dyobha as the SS Mendi sank beneath the water.

O

n the morning of February 21, 1917 the SS Darro, travelling at full speed, and emitting no warning signal, rammed into the side of the SS Mendi off the Isle of Wight. The Mendi sank within 20 minutes, resulting in the deaths of 646 men, 604 of which were Black South African soldiers.

The SS Darro did not assist in the rescue.

This year marks 100 years since that fateful morning and, in late March, to commemorate the event, the Centre for African Studies at the University of Cape Town (UCT) held the Mendi Centenary Conference.

Day one of the three-day conference

started with a welcome address by Professor Loretta Feris, Deputy Vice Chancellor, Transformation, UCT, an extremely moving performance by the Fezeka choir who sang Ama-Gora e-Mendi and Lizalis’ idinga lakho and a speech about Reverend Isaac Williams Wauchope Dyobha’s role aboard the Mendi.

The day also included an artist and Mendi filmmakers round table with various discussions around the topic of contextualising the Mendi. Speakers included Professor Hlonipha Mokena from Wits University, Professor Michele Barrett, from the Queen Mary, University of London and Dr Khwezi Mkhize from UCT.

Agency celebrates a 10-year milestone

A

s Trade Ocean celebrates its 10th anniversary this year, joint founder, David Jooste recalls the early days of the company, saying that there were many sleepless nights within the first two years, mostly focusing on cash flow as is typical of a young business.

He adds that the company has had its fair share of lessons learnt. Monitoring client credit worthiness was, and will remain, key, as well as turning away from high-risk opportunities.

Now, however, Jooste says there is a lot to be proud of. “The real family spirit we find at Trade Ocean is something to be proud of. We don’t always get along and will often disagree vehemently, but when the going gets tough, we’ll defend each other.

“The fact that we’ve built a brand which stands for something in the market is special. Taking Ownership - we live our brand promise every day. Few companies our size have what it takes to build a brand, but we had the vision and commitment to see it through. In the process, we’ve come to understand what makes real brands – people,” he says.

With an aim to ensure long-term sustainability, Trade Ocean took the decision to diversify income streams and services various sectors of the maritime industry.

“Many of the original founders of Trade Ocean are still part of the company and continue to share a passion for the Trade Ocean,” continues Jooste adding that they have all been key to the growth and development of the business.

Trade Ocean staffers in front of their premises outside the Port of Cape Town.

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Maritime Review Africa MARCH / APRIL 2017

The day was rounded off with a poetry reading, including a new poem on the Mendi by Koleka Putuma.

Day two and three of the conference offered a commemoration and further topics of discussion, including: Colonial Genocide and the World Wars, Stories of the Ship, Legacy, Heritage, Memory, and Black Troops and WW2.

Although the sadness surrounding the sinking of the Mendi was definitely felt at the conference, there was also an underlying theme of celebration. The lives of these brave soldiers were celebrated through song, through art and through literature.

The deaths of these men took place during a dark time in South African history, but a hero is still a hero, no matter the politics of the time. These men were, and are still, regarded as South African heroes.

By Natalie Janse

Nigeria and South Africa discuss maritime common interests

A

Nigeria Maritime Administration and Safety Agency (NIMASA) delegation concluded its three-day visit to South Africa in Pretoria last Wednesday satisfied with the outcomes of its engagement with its local counterpart, the South African Maritime Safety Authority (SAMSA).

NIMASA and SAMSA officials engaged in discussions over a number of issues of common interest and through which enhanced ongoing cooperation and collaboration is anticipated.

According to Eric Oji of Nigeria, the issues that were discussed included ship registry and related policy developments, seafarer training and related general maritime economy development themes.

Leading the SAMSA engagement group with the Nigerian delegation was the organisation's senior manager for maritime legislation, Crispen Camp.

The Nigeria delegation is the second from the continent to hold in depth meetings with SAMSA officials in a space of two weeks.

A week earlier, a Madagascar maritime authority delegation also spent as many days in Pretoria exchanging ideas primarily information technology related issues with SAMSA officials.

Keeping our oceans alive with opportunity

GREEN MARINE

GREEN MARINE

GREEN TECHNOLOGIES FOR THE MARINE INDUSTRY

Why we need more

Marine Protected Areas: tossing red-herrings off the table

Authors: Dr Jean Harris - Pew Fellow in Marine Conservation and Scientific Services, Ezemvelo KZN Wildlife and Prof Amanda Lombard – Research Chair: Marine Spatial Planning, Nelson Mandela Metropolitan University

T

he debate hosted by the South African Deep-Sea Trawling Industry Association (SADSTIA) last year gave fishery scientist Prof Ray Hilborn an opportunity to air some of his “myth-busting” views to a South African audience.

One such view is that improved fisheries management, and not additional marine protected areas (MPAs), would better serve to improve ailing fisheries. Another view is that increasing extraction of fish from the sea is a better solution to poverty and food security, than unsustainable practices such as clearing virgin forests for palm oil agriculture.

Unfortunately, the narrow fisheries focus that both the MPA nay-sayers, Prof Hilborn and his partner Prof Doug Butterworth, took during the debate placed some obvious red herrings on the table and tended to obfuscate some of the important issues at hand.

Fisheries management First, most of us would agree that improved fisheries management will yield positive results for fishers and fish. The problem is that, in general, only large single-species commercial fisheries in countries with significant resources for effective compliance have stable or recovering fish stocks. Judging recovery of fish stocks is itself a tricky issue, and depends on which period of time we use as a baseline.

As Hilborn points out, some commercial stocks have responded well to improved management in recent years, following their collapses after catches rose to unsustainable levels.

However, to claim that management can re-

Continued on page 58

>>

IN THIS SECTION Benchmarking the African octopus fishery for sustainability >> A new project to use the MSC Fisheries Standard to benchmark the sustainability of octopus fishing in the Western Indian Ocean to support stakeholder efforts in improving these fisheries. >> on page 60

Putting the Benguela Current’s health under the microscope >> A workshop was held to identify the best ways to regularly check the health status of the Benguela Current ecosystem - the lifeblood of the ‘Ocean Economy’ on South Africa’s West Coast. >> more on page 61

Green warrior >> Dr Andrea Marshall is the co-founder and principal scientist at the MMF, a global non-profit spearheading research and conservation efforts for threatened species such as manta rays and whale sharks. >> Natalie Janse asks her a few questions on page 62

IMO and EU fund technology centre in Kenya to mitigate climate change >> The IMO has announced that Jomo Kenyatta University of Agriculture and Technology, has been selected to host the regional Maritime Technology Cooperation Centre for Africa. >> page 63

GREEN MARINE

Keeping our oceans alive with opportunity

Aiming for more after two

decades of success

T

he Marine Stewardship Council (MSC) has its sights set on much more as it celebrated its 20th anniversary recently and revealed its plan for 2017 to 2020.

The MSC strategic plan, entitled 202020, calls for more interest, more attention, more commitment and more resources, as well as an increased focus on controversial fisheries and labour issues. At present 10 percent of wild capture seafood is MSC certified. MSC is hoping to reach 20 percent by 2020.

Speaking at the 2017 MSC/WWF-SASSI Sustainable Food Symposium in Cape Town, Michael Marriot, Commercial and Communications Manager â&#x20AC;&#x201C; MSC, said that while MSC is extremely proud of its achievements in sustainability thus far, it has by no means been a solo effort. He believes it has been a group effort with buy-in from all the sectors involved, including: fisheries, retailers and consumers.

He believes, however, that despite its successes MSC is still relatively small on a global scale and is restricted primarily by both resources and capacity.

In order to achieve this, Marriot emphasised the importance of maintaining credibility, saying that the MSC should be the oceanâ&#x20AC;&#x2122;s voice when it comes to sustainability. He believes that this can be achieved by broadening MSC ambition and impact; increasing collaboration and improving the value proposition through engagement.

The 2020 strategic plan is focused on who to prioritise and how to make more impact, with particular emphasis on five main pillars:

fisheries,

markets,

certification,

increased focus on public awareness

organisational issues With regard to certification, Marriot pointed out the importance of maintaining best practice through the chain of custody, fishery standards and labour practices, as well as having effective systems and tools in place.

The South Africa market remains an area of MSC focus. Marriot has offered the MSCâ&#x20AC;&#x2122;s continued support of the South African hake fishery; closer collaboration with the small-scale and inshore sectors, as well as continued active engagement with the supply chain and retailers.

By Natalie Janse

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>> From p. 57

build stocks depends on what baseline you would like to rebuild those stocks to. If you choose a baseline after industrialised commercial exploitation started, you could measure â&#x20AC;&#x153;very goodâ&#x20AC;? recoveries.

If you choose a pre-exploitation baseline, stocks would be very far from a recovery. This â&#x20AC;&#x153;shifting baselineâ&#x20AC;? phenomenon should not confuse us â&#x20AC;&#x201C; itâ&#x20AC;&#x2122;s unlikely that global fisheries will ever recover to pre-industrial exploitation levels, so we must learn to harvest the oceans sustainably, using all available tools including both fisheries management and MPAs.

Fish for food Second, most of the â&#x20AC;&#x153;sustainablyâ&#x20AC;? harvested fish in modern times are destined for dinner-tables in developed countries and do not contribute to alleviating poverty or providing food security across the world.

Food and wealth distribution is a major issue not limited to marine products, and there is no reason to believe that fishing harder will result in food aid that addresses famine in poor countries.

Further, in developing countries where coastal communities depend heavily on marine resources for basic food security and livelihoods, there are too often low enforcement capacities and declining fishing yields.

In both South Africa and Kenya, for example, the most hopeful and cost-effective solutions involve community-based local management that includes closed areas to allow recovery of fish and habitats, where fishers feel the benefits of protecting spawning fish and the â&#x20AC;&#x153;spill-overâ&#x20AC;? to adjacent open areas.

why MPAs are a useful fishery management tool even where fisheries controls such as bag-limits can be effectively enforced.

One of these is that scientists are not infallible and in a complex world can make mistakes in determining sustainable fishing levels. Economic imperatives also tend to push governments to allow catch efforts to approach maximum limits leaving little room for error.

By setting aside some of the stock, MPAs provide an â&#x20AC;&#x153;insuranceâ&#x20AC;? policy to hedge against these uncertainties and tendencies.

Another problem is that when conventional fishing controls are applied to fisheries made up of multiple species, which mature at different ages, these methods can fail to protect many of the species because the fishing effort is set at a level sustainable only for the faster growing fish (see Figure 1).

Similarly, where fishing gear such as trawling or line fishing on reefs is unselective, it is difficult to avoid the unintended â&#x20AC;&#x153;bycatchâ&#x20AC;? of non-target species.

Not surprisingly, despite the inevitable polarised nature of the debate, there was clear agreement that MPAs are a useful instrument in the fisheries management tool box.

The disagreement is in when they are applicable - and where and how much.

Whereas MPAs may not be the most appropriate tool for some fisheries in some areas of the world, there are clearly other fisheries and areas for which MPAs are important and the most cost-effective or only practical management tool. These fisheries include net fisheries and multiple-species line-fishing.

Marine Protected Areas

An economic imperative

Third, as pro-MPA co-debater Prof Colin Attwood pointed out, there are good reasons

But, the value of marine protected areas goes far beyond fisheries management.

Keeping our oceans alive with opportunity

The notion of unlocking an untapped “Ocean Economy” is at the heart of the South African government’s Operation Phakisa initiative. This drive aims to foster investment and create jobs and focuses on stimulating and rejuvenating the mining, aquaculture, shipping and tourism industries.

Globally there is a move to embrace a Blue Economy, with recognition that the essential services the oceans provide go far beyond food and jobs, and pertain to the whole planet and its people wherever they live. For example, oceans play a significant role in buffering climate change; regulating the earth’s air quality, and influencing rainfall (and droughts) in inland areas.

Unfortunately, marine environments globally are experiencing unprecedented threat. For the first time, in recent years we have seen listings and trade restrictions for marine species at the Convention for International Trade in Endangered Species (CITES) meetings of the United Nations Conference of Parties (COP) for the Convention for Biological Diversity (CBD).

Degradation of marine habitats such as coral reefs and mangroves is all too commonly reported. This impacts on the ability of these natural systems to provide what people depend on them for - not just food,

but services such as recreation, tourism and storm buffering.

Human prosperity for future generations, depends on halting negative trends in the health of our oceans, as expressed by Dr Sylvia Earl with the phrase “no blue, no green”.

There are many threats to the marine environment that come from sources that are not marine, such as land-based plastic pollution, siltation from poor catchment management and global warming and ocean acidification owing to greenhouse gases.

Going beyond fisheries management While MPAs cannot prevent these, there is evidence that they can play a role in reducing their impact by improving resilience of ecosystems and diversifying livelihood options for affected coastal communities.

They are also the only effective means of protecting representative sections of entire ecosystems in all bioregions, and providing baseline monitoring sites so that impacts and changes can be tracked.

MPAs, by spatial exclusion of certain activities, unequivocally present the only viable way to ensure that some of the activities identified as key Blue Economy drivers, do not overstep environmentally sustainable thresholds and threaten other key econo-

GREEN MARINE

my drivers.

They are the only solution to protect sensitive habitats from activities such as bottom-trawling and seabed mining. Furthermore, exclusion of certain economically valuable activities (such as aquaculture, oil and gas exploration and extraction) from some places is important to deal with the high risks inherent in these activities.

These risks include alien species introductions, ecosystem damage from oil pollution, and mortalities or altered behaviours of threatened species owing to seismic blasting. Not only do these threats impact on and present risk to ocean health, but they also jeopardise the productivity and sustainability of some of the other jewels in the Ocean Economy basket of industries, such as tourism.

Marine spatial planning MPAs are in fact a central tool in Marine Spatial Planning (MSP), which aims to address conflicts between users of the ocean space, and to allocate access sustainably and efficiently through space and time.

Significantly, MSP was also identified as a key initiative in the Ocean Economy Phakisa process and the national Minister of the Department of Environmental Affairs (DEA) recently published South Africa’s first MSP Bill.

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Keeping our oceans alive with opportunity

Further, it is notable that one of the prioritised fast-tracked initiatives arising from the Phakisa process was that of the development of a network of MPAs with an initial target of increasing ocean protection from a current dismal 0.4 percent of South Africa’s coastal and offshore waters to at least 5 percent.

This move, with announcement of proclamations anticipated in the coming months following stakeholder consultations last year, is certainly in keeping with the principles of promoting economic growth while ensuring environmental sustainability.

Multiple objectives of MPAs In the interest of tossing red herrings off the table, we would like to highlight two things here. First, it is important to note that none of the 21 Phakisa MPAs put forward have been proposed primarily as a tool for fisheries management, although 10 of them aim to support fisheries management and one has a research goal related to fisheries.

These proposed MPAs have multiple objectives and are being advocated primarily for the other important functions they perform.

Further, in designing the MPA network, there has been a concerted effort by DEA to minimise the impacts on any existing fisheries, and about 90 percent of the key fishing grounds are retained in terms of catch effort - for all but the prawn bottom-trawl

fishery.

By focusing myopically on fisheries arguments, Profs Hilborn and Butterworth seem to have missed the bigger picture.

Second, much ado was made of the 5 percent target set for the first phase of the Phakisa MPA expansion initiative, represented in the 21 proposed MPAs. Actually, the official Phakisa total target for expansion is 10 percent with a goal to identify additional areas to make up this target by 2018.

As most of the proposed MPAs have multiple-use zonation, that allow extractive uses compatible with their objectives; the percentage that will be the “no-take” areas will be significantly less than 10 percent.

This fact should certainly nullify any beliefs Prof Hilborn may have had that South Africa might be about to proclaim large areas of it’s waters as “no-take”, and allay any concerns he might have had that this would concentrate fishing effort elsewhere and hasten over-exploitation.

It is also faithful to South Africa’s commitment (as a signatory to the United Nation’s CBD) to 10 percent protection of our ocean space by 2020. These politically constrained targets seek to bring unity and action at a global and national stage.

The South African National Protected Area Expansion Strategy speaks to a 20 percent target, and came under fire from Prof Butterworth during the debate. Interestingly,

Benchmarking the African octopus fishery for sustainability

A

new project to use the Marine Stewardship Council (MSC) Fisheries Standard to benchmark the sustainability of octopus fishing in the Western Indian Ocean aims to identify opportunities to support stakeholder efforts to improve these fisheries in Madagascar, Kenya, Tanzania, Zanzibar, Mozambique, Rodrigues and Comoros, among others.

This will be first time that the sustainability of octopus fishing has been comprehensively mapped across multiple African countries and offers conservation and market opportunities.

Government representatives, fisheries managers, private sector representatives and octopus fishers operating in the south western Indian Ocean (SWIO) have committed to collaborate the project which is supported by the the MSC, Africa Union Interafrican Bureau for Animal Resources (AU-IBAR) and Blue Ventures.

Artisanal fishing for octopus, mainly Octopus cyanea, has been practiced for centuries in the region. Octopus are an important resource for many coastal com-

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munities, especially in Tanzania, Madagascar, Rodrigues and Mozambique, and are both consumed locally and sold for export to Europe With the first octopus fishery achieving MSC certification in early 2016 (Western Asturias trap octopus fishery, Spain), interest in sustainably sourced octopus is growing. Supporting fisheries in the SWIO region to enter fisheries improvement projects (FIPs), targeting eventual MSC certification, therefore provides an unparalleled opportunity to capitalise on this rising demand

Collaboration is key Stakeholder met in Zanzibar mid-March to mark the start of the project. Implementation will involve close collaboration with AU-IBAR and Blue Ventures. AU-IBAR is working to implement the new Policy Framework and Reform Strategy for Fisheries and Aquaculture in Africa, of which a key objective is to achieve responsible and equitable markets for seafood. Blue Ventures will share expertise gained from

scientific evidence emerging suggests that more like 30 to 50 percent of the ocean will need to be protected to ensure persistence and viability of the full representation of marine biodiversity.

The International Union for the Conservation of Nature members at the World Conservation Congress held in Hawaii last year approved a new global target of “30 percent of each marine habitat” to be set aside in “highly protected MPAs and other effective area-based conservation measures” by 2030.

Other conservationists have advocated that 50 percent is required to sustain the health of the planet. The question of how much of the ocean should be afforded protection from adverse human activities is thus clearly still in the air.

However, as Dr Kerry Sink of the South African National Biodiversity Institute asserted in her recent article in the South African Journal of Marine Science, we do know that protection needs to be more than the 0.4 percent currently protected.

With a conservative target of only 5 percent on the table at this stage, our energy should be focused on both efforts to improve fisheries management and actions to establish sufficient coverage by marine protected areas with effective management, rather than on allowing ourselves to be caught up in debating percentages.

We need both effective MPAs and effective fisheries, complementing one another. 

another project to improve the sustainability of octopus fishing in Madagascar.

“We are very pleased to be involved in a project of this magnitude, greatly supported by regional leadership and aimed at ensuring food security and the livelihoods of western Indian Ocean communities,” said Obinna Anozie representing the Director and Head of Mission of AU-IBAR Dr Oluyemisi Oloruntuyi of the MSC added, “It’s encouraging to see the uptake of the MSC Fisheries Standard as a tool for benchmarking and facilitating change in global fisheries. The MSC Standard is widely accepted as the most rigorous and scientifically-based certification scheme for wild-caught fisheries and, increasingly is being seen as a tool for guiding fishery improvements.”

The March meeting builds on an earlier regional stakeholder workshop in 2014, which recognised that improving the management of Africa's small-scale fisheries can deliver sustained benefits throughout the seafood supply chain, benefiting coastal communities while rebuilding dwindling fish stocks. This pre-assessment project is a positive step towards making this a reality.

Keeping our oceans alive with opportunity

GREEN MARINE

Far left: Workshop participants, left to right, Louise Geldenhys, Azwianewi Makhado, Millicent Makoala, and Tarron Lamont, discussed the different aspects of the Benguela Current ecosystem that need to be measured and monitored in order to ensure its sustainability.

Left: Workshop participants Azwianewi Makhado and Peter Britz present the outcome of discussions at the workshop on monitoring the health of the Benguela Current Large Marine Ecosystem.

Putting the Benguela Current’s health under the microscope

A

sustainable Benguela Current ecosystem is the lifeblood of the ‘Ocean Economy’ on South Africa’s West Coast – supporting fisheries, tourism and recreation, and thousands of jobs. Like any living system it needs regular health check-ups, and significant progress in identifying the best ways to do this was made at a workshop in Cape Town, South Africa, at the end of March.

The workshop formed part of a project by the Benguela Current Convention (BCC) to strengthen the ability of member states – Namibia, Angola and South Africa – to monitor the health of the Benguela Current ecosystem in their own countries, as well as implementing an integrated approach to sustainable ecosystem management across national boundaries.

Scientists, government officials, business and civil society representatives discussed how best to measure and monitor both the economic value and environmental health of the diverse and inter-linked “ecosystem services” provided by the ocean and coastal environment. The workshop also aimed to identify gaps in current monitoring activities and data, capacity and resource needs, and how to resolve potential conflicting uses in future.

“This is vital to maintaining the sustainability of the economic and social benefits to the people who rely on the ecosystem.

For South Africa, this is particularly important, given the focus on developing the maritime economy through Operation Phakisa, which has earmarked a number of diverse projects for the West Coast,” project leader Dr Samantha Petersen said.

Attracting the stakeholders “The real success of the workshops was that we achieved widespread representation from government and NGOs in sectors including mining, petroleum, environmental management, fisheries and aquaculture. From the level of engagement and participation, and the positive attitude of the stakeholders, it was clear that all want to work together to achieve the same thing – to optimise the value of oceans to society over the long-term.

“This bodes well for the kind of cooperation and collaboration that will be needed to manage the diverse resources and services of the Benguela Current at an ecosystem level, across traditional sector boundaries and government department ‘silos’,” she said.

She added that the Benguela Current Commission (BCC) has a unique mandate to work across country boundaries, and the workshops highlighted its ability to bring government departments and stakeholder groups together across different sectors.

“This points the way to an exciting future leadership role for the BCC in advancing ecosystem-based management in the region,” she said.

The productive waters of the Benguela Current support the largest portion of South Africa’s commercial fisheries, with increasing activity in small-scale fishing and aquaculture. The West Coast is also a hub of offshore oil and gas exploration, a focus area for redevelopment of small harbours and coastal tourism, and home to the Saldanha Bay Industrial Development Zone.

It also has a number of significant conservation areas, provides shelter for migratory bird populations, and is attracting increasing tourism and recreation activities.

“A healthy marine ecosystem provides services that have a measurable social and economic value to human well-being.

Some have direct commercial value such as fisheries, mineral and energy resources, and tourism assets, while others such as climate regulation, recreational benefits and symbolic cultural or spiritual uses, are more difficult to measure the value of.”

Assigning value “Putting a value on the services provided by the ecosystem is important for understanding its benefits to society, promoting conservation, and future decision-making, especially in resolving conflicting uses,” said Prof Ken Findlay, Oceans Economy Research Chair at the Cape Peninsula University of Technology, and a guest speaker at the workshop.

Dr Petersen said key recommendations

from the workshops in both South Africa and Namibia included the need for a clear mechanism to perform ecosystem-based management in an integrated way across areas such as environmental management, regulation of mining and oil and gas exploration, fisheries, tourism and so on, as well as across country borders.

She said participants had also identified the need for working groups that incorporated the diverse sectors in order to support the integrated approach to ecosystem management, as well as the need for a central information system to serve the various sectors.

Future plans The final workshop will be held in Angola in April. Feedback from the workshops in the three countries, together with the project team’s reports on linkages between ecosystem services and their value, will contribute to developing systems for integrated monitoring of the Benguela ecosystem’s health and the BCC’s planning for future collaborative projects and support to member states.

A user-friendly guide is also due to be issued later this year to assist stakeholders in understanding and contributing to ecosystem-based management of ocean resources.

The Benguela Current sweeps up the South African West coast, along the entire Namibian coastline and into Angola. This creates a Large Marine Ecosystem (LME) with productive resources shared by the three countries.

The Benguela Current Convention signed by the three countries created the first LME in the world to embrace an “ecosystem approach to ocean governance”, which means managing trans-boundary resources at the ecosystem level, rather than each country acting alone, and balancing human needs with conservation imperatives.

The coastal and ocean resources of the Benguela Current Large Marine Ecosystem (BCLME) are estimated to contribute about US$269-billion annually to the economies of Namibia, Angola and South Africa. The BCLME is rich in fisheries resources, oil, gas, diamonds and other minerals, and the West Coast of South Africa is a growing local and international tourism destination.  Maritime Review Africa MARCH / APRIL 2017

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Keeping our oceans alive with opportunity

journey to achieving successful and lasting conservation in these countries is often a really slow one, but you just have to prepare yourself for this long battle and try to remain positive and upbeat.

Travelling in general is a difficult aspect of my work as well. I travel about seven to eight months of the year and now that I have a little girl I am often travelling with my entire family in tow. Luckily my husband works with me and my organisation so this makes it easier, but living out of a suitcase most of the year can be really challenging, especially with a baby.

I miss having a real home and being on the go all of the time. Then again, my life is very fast-paced and exciting and I am fortunate to travel to the most wonderful areas of the globe.

GREEN WARRIOR A champion for manta rays Dr Andrea Marshall is the co-founder and principal scientist at the Marine Megafauna Foundation (MMF), a global non-profit spearheading research and conservation efforts for threatened species such as manta rays and whale sharks. Natalie Janse asked her a few questions about her inspiration, hectic work schedule and plans for the future.

What is your current job title and job description?

In addition to leading MMFâ&#x20AC;&#x2122;s global manta ray programme, I am also the scientific coordinator for the global online manta ray database (one of the WildMe Wildbooks) called â&#x20AC;&#x2DC;MantaMatcherâ&#x20AC;&#x2122;; a consulting member of the IUCNâ&#x20AC;&#x2122;s Shark Specialist Group, and a National Geographic Explorer.

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

I suppose that after completing a PhD on manta rays in Mozambique, I naturally wanted to continue to build on this work and in particular champion conservation for manta rays in Africa. In order to best do this, I established the not-for-profit research based organisation called Marine Megafauna Foundation. Everything else just stemmed from there.

What does your job entail on a daily basis?

It really depends on where I am. I enjoy many positions; my favorite of course is as a field researcher. When I am in the field doing work, I am typically diving several times a day. I may be taking photo IDs and footage of manta rays in the populations that we are studying, or taking genetic samples or putting on satellite tags.

I am also an advocate for the conservation of marine megafauna so I am often lobbying for their support with various interest groups, governments and stakeholders in

62

Maritime Review Africa MARCH / APRIL 2017

the areas that we work as well. I also am heavily involved in education programmes both in the areas that we work and internationally, and I am often lecturing, giving online presentations and creating media for youth.

What aspects of your job do you really enjoy?

I love that I can make a difference. It is really rewarding to help safeguard the marine animals that I love, like manta rays. In the 15 years that we have been studying them, I have seen the fruits of our labour. Manta rays are now listed on most of the international conservation conventions, they are protected in many countries and many of the largest fisheries in the world for them have been shut down.

We are successfully on the road to developing sustainable marine tourism for these animals in their most critical habitats and they enjoy more protection now than ever before.

What aspects of your job do you find more challenging?

There are many parts of my job that I find challenging. Working with governments in developing nations is certainly one of them, as marine conservation often does not rank high on their list of priorities.

It is always difficult to get them to prioritise the management of their marine environments and take the conservation of their threatened marine species seriously. The

Where does your passion for the environment come from?

I have always been passionate about the marine environment. Even when I was a small child I knew I wanted to work in the ocean and I have been diving, travelling and exploring since I was very young. It is one thing to love the marine environment, but seeing first hand how the ocean is dying inspired me to want to be a part of the solution.

I believe it is my responsibility to bear witness to the devastation that I have seen, work hard to come up with solutions and also to encourage others with success stories, of which there are many.

Do you have any conservation role models?

I have lots of role models. People who have made a real impact on the ocean and its future in different ways. A few that come to mind immediately are Sylvia Earle, Carl Safina, Colin Simfendorpher, Hanli Prinsloo, David Attenborough, Sarah Fowler, Enric Sala, but there are just so many passionate people out there giving it their all to try to change things for the better.

The people that inspire me are the ones that have literally dedicated their lives to exploration, science, focusing the publicâ&#x20AC;&#x2122;s attention on pressing conservation issues and working on the front line to create solutions in the areas that are needed most.

What do you think is the most pressing problem facing the maritime environment that needs to be addressed within the next 5 â&#x20AC;&#x201C; 10 years?

Obviously it is hard to name just one but my top four (many of which are related) are:

Overfishing (Food security issues and unsustainable harvesting of our ocean resources)

Pollution, particularly plastics and their effects on the marine environment

Global warming and its effects on various ocean environments and processes

Ocean acidification ď&#x201A;Ą

Keeping our oceans alive with opportunity

Addressing food security and taking stock of the oceans

T

he global ocean picture remains bleak with marine wild capture stagnated; an ever-increasing demand on ocean resources and the resultant increased pressure on those resources.

Imports will eventually become the only solution available to South African marine resource suppliers if the challenges facing local resources are not addressed now.

Future food security for South Africa requires an immediate plan of action and the 2017 Sustainable Food Symposium hosted by the Marine Stewardship Council and WWF in Cape Town at the beginning of March centred itself to tackle the problem.

The symposium was conducted under the theme: Working together: Barriers and Opportunities, and was attended by representatives from the seafood industry, fisheries, government, NGOs and various research institutions, as well as WWF/SASSI and the Marine Stewardship Council (MSC).

According to experts, a look at a future just 30 years from now reveals a scenario where there will be no available seafood for the developing world as exports to developed markets drive the industry.

Seafood will simply become an absent commodity amongst developing populations. This obviously creates major concern for the small-scale fishing communities and the future of those reliant on the ocean for their food, as well as their livelihood.

Seeking collaboration John Duncan, WWF-SA Marine Programme, kicked off the proceedings and explained that the symposium aimed to seek ways to prevent this uncertain future for many of South Africaâ&#x20AC;&#x2122;s citizens.

He believes that collaboration is one of the most significant tools. The annual WWF/SASSI Retailer/Supplier Participation scheme report demonstrates some of the successes that the programme has achieved, but is clearly just the start.

He stressed the importance of continuing to work together, to share successes and failures and to pool knowledge and expertise in order to try to seek solutions, sooner rather than later.

Pointing to the prominence that the water crisis in Cape Town has achieved in garnering attention from ordinary

citizens, Duncan says that the same awareness and concern is needed to address the seafood crisis that is looming. â&#x20AC;&#x153;People need to act with equal urgency,â&#x20AC;? he said.

Food security Mkhululi Silandela, Programme Manager, Small-holder Farmers â&#x20AC;&#x201C; WWF-SA Sustainable Agriculture Programme, addressed the topic of seafood as food security.

According to Silandela food security is achieved when all people, at all times, have physical access to sufficient, safe and nutritious food on an individual, household, regional, national and global level.

With an ever-increasing global population, however, he estimated that by 2050 the world population will reach 9 billion people, resulting in one in seven people being under-nourished.

Currently, 20 percent of South African households already experience food insecurity.

With 3.1 billion people relying on the ocean for at least 20 percent of their protein supply and an estimated 500 million people making their living from the fishing industry, declining marine resources clearly need to be addressed now.

Addressing the problem The problem is being addressed on a global level with commitments such as the United Nations Sustainable Development Goals (SDGs). Food insecurity, however, seems to be regarded as a developing world problem, but the consensus at the symposium was that it is, in reality, everyoneâ&#x20AC;&#x2122;s problem.

Silandela suggests the following immediate actions for South Africa:

a greater emphasis on fisheries management,

a greater political influence, and

emulating good examples set by other countries, such as the USAâ&#x20AC;&#x2122;s 2008 Farm Bill or the EUâ&#x20AC;&#x2122;s Common Agriculture Policy.

Silandela was also quick to point out that the driving of food security does not offer the excuse to recklessly exploit the marine food resources still available and that fair pricing, especially to the most vulnerable sectors, needs to be considered.

By Natalie Janse

GREEN MARINE

IMO and EU fund technology centre in Kenya to mitigate climate change

T

he International Maritime Organisation (IMO) has announced that Jomo Kenyatta University of Agriculture and Technology (JKUAT), Kenya, has been selected to host the regional Maritime Technology Cooperation Centre (MTCC) for the Africa region, under an ambitious project, funded by the European Union (EU) and implemented

by IMO, to help mitigate the harmful effects of climate change.

Under the Global MTTC Network (GMN) project, JKUAT will host MTCC-Africa in collaboration with the Kenya Ports Authority and the Kenya Maritime Authority. The selection of JKUAT followed a competitive international tendering process. A total of 43 countries across the world, including nine in Africa responded. The African countries included South Africa, Namibia, Kenya, Morocco, Egypt, Ghana, Tanzania, Madagascar and Nigeria.

South Africa's inclusion as a 'focal point' of the Africa region MTCC to be based in Nairobi was part of a broader arrangement on how the new centre will operate based on IMO requirements.

In correspondence with the Kenyan State Department of Shipping and Maritime Affairs and the Ministry of Transport, Infrastructure, Housing and Urban Development, the South African Maritime Safety Authority (SAMSA) confirmed that they would undertake the roles listed and required of the Focal Point by the IMO and do all that will be necessary to ensure the success of the MTCC. In December 2016, IMO announced that Shanghai Maritime University in China will host MTCC-Asia, while the University of Trinidad and Tobago will host MTCC-Caribbean. In the coming months two further MTCCs will be established in other target regions - Latin America and the Pacific â&#x20AC;&#x201C; to form a global network of such centres.

The five regional MTCCs will deliver the agreed project milestones over a three-year period, making a significant contribution to IMOâ&#x20AC;&#x2122;s continuing, widespread efforts to ensure effective implementation and enforcement of the global energy-efficiency regulations for international shipping.

The MTCCs will receive allocations from the â&#x201A;Ź10 million European Union

Continued on page 64

Maritime Review Africa MARCH / APRIL 2017

>> 63

GREEN MARINE

Keeping our oceans alive with opportunity

>> From p. 63

funding for the project. They will be established and resourced to become regional centres of excellence, providing leadership in promoting ship energy-efficiency technologies and operations, and the reduction of harmful emissions from ships.

Aims of the GMN project Greenhouse gas emissions from shipping are expected to increase, but developing countries, which play a significant role in international shipping, often lack the means to improve energy efficiency in their shipping sectors.

This project, formally entitled â&#x20AC;&#x153;Capacity Building for Climate Change Mitigation in the Maritime Shipping Industryâ&#x20AC;? will enable developing countries, especially Least Developed Countries and Small Island Developing States, in the target regions to effectively implement energy-efficiency measures through technical assistance, capacity building and promoting technical cooperation.

The project will be implemented through the network of MTCCs which, once operational, will act as focal point for:

Improving capability in the region

- by working with maritime administrations, port authorities, other relevant government departments and related shipping stakeholders to facilitate compliance with international regulations on energy efficiency for ships.

Promoting the uptake of low-carbon technologies and operations in the maritime sector through pilot projects

Raising awareness about policies, strategies and measures for the reduction of GHG and other emissions from the maritime transport sector

Demonstrating a pilot-scale system for collecting data and reporting on shipsâ&#x20AC;&#x2122; fuel consumption to improve shipownersâ&#x20AC;&#x2122; and maritime administrationsâ&#x20AC;&#x2122; understanding in this regard, and

Developing and implementing strategies to sustain the impact of MTCC results and activities beyond the project time-line.

Jomo Kenyatta University of Agriculture and Technology (JKUAT) is a multi-disciplinary university of global excellence in training, research and innovation that aims to produce leaders in the fields of agriculture, engineering and technology. The university provides degree courses related to maritime shipping and has a track record of engagement in regional maritime capacity building activities.

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Maritime Review Africa MARCH / APRIL 2017

Scientists return form ground-breaking Antarctic voyage

O

n March 19, the Russian research vessel, Akademik Treshnikov, sailed into Cape Town harbour, marking the end of the Antarctic Circumnavigation Expedition (ACE) that started in Cape Town three months ago.

Members of the media were invited to engage with the scientists when they showcased the work that had been done during the expedition. Presentations included:

Professor David Pearce: Sub-Antarctic islands and their importance

Professor Sarah Fawcett: Changing

life in the Southern Ocean Professor

Peter Ryan: Measures of global change

Dr Julia Schmale: Linking the ocean and the atmosphere ACE is the first project by the Swiss Polar Institute, founded by EPFL, the Swiss Institute of Forest, Snow and Landscape research WSL, ETHZ, the University of Bern and Editions Paulsen. The project

aimed to enhance international relations and collaboration between countries, as well as to spark the interest of a new generation of young scientists and explorers in polar research.

During the voyage a total of a 150 researchers carried out 22 projects, selected from 93 proposals. By circumnavigating Antarctica, this expedition not only gathered a large amount of meaningful data, but also managed to do so over a full season, something that had never been done before. The researchers visited 12 sub-antarctic islands, some of which had never been studied.

The expedition included a diverse group of scientists, from a wide range of discipline, including: biology, climatology and oceanography. Work aboard the vessel included: filming and sampling under ice shelves up to depths of 3km, 3D mapping, the taking of ice cores and the taking of 18,968 individual samples.

By Natalie Janse

Hydrographic Society scoops a tour

A

n invitation to tour the Akademik Tryochnikov lured an eager group from the Hydrographic Society of South Africa away from their desks into the port.

Whisked around the ship by the Chief Engineer, the group managed to catch a glimpse of the workspaces and the bridge of the Russian expedition vessel that has made news recently.

Photos: A group of Hydrographic Society members eagerly accepted an invitation to tour the Akademik Tryochnikov when she was in Cape Town.

IMO: 9548536

Name: Akademik Tryochnikov

Vessel Type: Research/Survey vessel

Gross Tonnage: 12,711

Summer DWT: 6,634 t

Build: 2012

Flag: Russian

Home port: St Petersburg

Builders: Admiralty Shipyard, Russia ď&#x201A;Ą

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Fire-Fighting Equipment

Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Security Cameras

Diesel Generator Sets

Safety Signs

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 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

Adjustable Mounting Chock

Food Rations, Life jackets

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

ENGINE ROOM AND PROPULSION GEAR / SERVICING

Anodes

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

Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 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

Lifeboat Builders

Winches, Sales, Repairs

List your companyâ&#x20AC;&#x2122;s details here

DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Liferaft Service

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

Winch Control Systems Mvano Marine: Tel 021 276 1249; Fax 035 709 5231

Winch Couplings

EMERGENCY AND LIFESAVING EQUIPMENT / REPAIRS Distress Signals, Flares (pyrotechnics) ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 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 List your companyâ&#x20AC;&#x2122;s details here

Emergency Locating Equipment SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886

Escape Route Signs ASI Offshore: Tel 021 527 7040;

66

Maritime Review Africa MARCH / APRIL 2017

Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

Rescue Craft Davits Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396

Safety Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Couplings

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

Auxiliary Gensets

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

Control Cables ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 List your companyâ&#x20AC;&#x2122;s details here

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 Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 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 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Engine, Gearbox & Oil Coolers ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

Products and services 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

Fresh Water Generators

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 SVITZER Salvage Africa : Tel 021 408 6710; Fax 021 408 6138

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Governors

Fuel & Lubrication Oil Treatment

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

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

Nozzles

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Oil Coolers

Gearbox Sales

Oily Water Generators

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

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

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

Generators ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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 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 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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

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

Valves ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038

BUYERSâ&#x20AC;&#x2122; GUIDE

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

Water Jets 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 List your companyâ&#x20AC;&#x2122;s details here

FISHING GEAR Long Line Winches, Sales & Repairs Netting, Twines African Maritime Services: Tel 021 510 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

FISH PACKAGING Cartons List your companyâ&#x20AC;&#x2122;s details here

Ice Packs / Chill Wrap List your companyâ&#x20AC;&#x2122;s details here

FISH PROCESSING EQUIPMENT Blast Freezers ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

Cannery Equipment List your companyâ&#x20AC;&#x2122;s details here

Chillers ASI Offshore: Tel 021 527 7040;

Maritime Review Africa MARCH / APRIL 2017

67

BUYERSâ&#x20AC;&#x2122; GUIDE

Products and services

Fax 021 527 7050

Compasses

Cutting Machines

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 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 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

List your companyâ&#x20AC;&#x2122;s details here

Filletting Machines List your companyâ&#x20AC;&#x2122;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 companyâ&#x20AC;&#x2122;s details here

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

Ozone Equipment List your companyâ&#x20AC;&#x2122;s details here

RSW Plants SAMD (Beele Engineering): Tel 021 788 2212

Scales List your companyâ&#x20AC;&#x2122;s details here

NAVIGATION COMMUNICATION AND ELECTRONIC EQUIPMENT / SERVICING Antenna Instruments C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 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 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Automatic Steering 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 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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 companyâ&#x20AC;&#x2122;s details here

68

Maritime Review Africa MARCH / APRIL 2017

Computer Systems & Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 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 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Electronic Charts & Plotters 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 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Electronic Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 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 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Electronic Surveillance 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 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Fish Finding Equipment 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 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886

GMDSS Stations ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 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 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Gyros ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 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 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Maritime Communication Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 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 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Navigation Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 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 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 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 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 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 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 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Radar Sales, Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 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

Products and services Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Radio Remote Control List your companyâ&#x20AC;&#x2122;s details here

Radio Sales, Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 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 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 List your companyâ&#x20AC;&#x2122;s details here

Satelite Phones & Email ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 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 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Smoke & Fire Detector Systems ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 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 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Telecommunications ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 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 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 List your companyâ&#x20AC;&#x2122;s details here

Weather & Receivers 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 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 List your companyâ&#x20AC;&#x2122;s details here

PROFESSIONAL & SPECIALISED SERVICES Acoustic Surveys C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 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 List your companyâ&#x20AC;&#x2122;s details here

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 021 507 5777; Fax 021 507 5885

Classification Societies 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 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 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 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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 Offshore Maritime Services: Tel 021 425 3372; Fax 021 425 3379 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 companyâ&#x20AC;&#x2122;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 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 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 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752

Harbour, Ocean Towage SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138 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 SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

Inspection & Testing Services ASI Offshore: Tel 021 527 7040;

BUYERSâ&#x20AC;&#x2122; GUIDE

Fax 021 527 7050 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910

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 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845 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 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 List your companyâ&#x20AC;&#x2122;s details here

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

Net Monitoring 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

Personnel Agency DCD Dorbyl Marine Cape Town:

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BUYERSâ&#x20AC;&#x2122; GUIDE

Products and services

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 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 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 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

Seabed Surveys African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 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 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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 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

70

Maritime Review Africa MARCH / APRIL 2017

274 4770 Fax 031 5578

Superintendent (Marine) ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 List your companyâ&#x20AC;&#x2122;s details here

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 companyâ&#x20AC;&#x2122;s details here

Towage 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 SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

Vessel Purchase/Sales ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

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

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

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 Dormac (Pty) Ltd: Dbn Tel 031 274

1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Marine Pump Sales ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

Pumping Services 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 African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

Pumps 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 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

Pump Sales & Service ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 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 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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

SHIP REPAIR & MARINE MAINTENANCE & ENGINEERING SERVICES & EQUIPMENT Anti fouling systems 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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 List your companyâ&#x20AC;&#x2122;s details here

Battery Charges & Inverters 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 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 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Battery Management 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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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 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

Cathodic Protection ASI Offshore: Tel 021 527 7040;

Products and services 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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Cleaning 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 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

Cold Metal 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 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 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

Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Diving Services 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 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 SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

Drydocking 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 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Electrical & Mechanical Repairs

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

Electrical Motor Repairs 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 SAMD (Beele Engineering): Tel 021 788 2212 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Gritblasting 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 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

Gritblasting Equipment

Electrical Cable Support Systems

HVAC 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

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 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

Hold Tank Cleaning ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481

Hull Blasting & Painting ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 List your companyâ&#x20AC;&#x2122;s details here

BUYERSâ&#x20AC;&#x2122; GUIDE

Hull Cleaning ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 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 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SAMD (Beele Engineering): Tel 021 788 2212

Hydroblasting ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 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 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 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 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231

Pipe Fittings: Pipes 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

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 Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845

Maritime Review Africa MARCH / APRIL 2017

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BUYERSâ&#x20AC;&#x2122; GUIDE

Products and services

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 companyâ&#x20AC;&#x2122;s details here

Ship Painting ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481

Ship Repairs & Maintenance 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

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

Subsea Electronic Engineerimg Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845

Tank Cleaning/Sludge Removal & Disposal African Bunkering and Shipping: Tel 031 579 2532 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481

Tank Blasting & Coating ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

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

SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481

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

021 527 7050 African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Spare Parts

Crew Changes

0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

Transformers

Lubricants

List your companyâ&#x20AC;&#x2122;s details here

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910

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

Ultrasonic Cleaning ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996

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 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 List your companyâ&#x20AC;&#x2122;s details here

Welding 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 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

SHIP SUPPLY Bunkers African Bunkering and Shipping: Tel 031 579 2532 ASI Offshore: Tel 021 527 7040; Fax

Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396

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

African Marine Propulsion: Tel 021 801

TO ADVERTISE TO ADVERTISE CONTACT US ON:

Offshore Rig Supply African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396

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 SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

021 914 1157/8 admin@maritimesa.co.za capesales@maritimesa. co.za

UPCOMING FEATURES

May/June 2017 Special 15th Anniversary issue

July/August 2017 Bunker industry review Maritime health, safety and security Dredging industry review

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 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

Ship Chandlers African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910

Sept/Oct 2017 Towage, salvage and casualty response Marine Engineering and manufacturing

Nov/Dec 2017 African naval review Developing maritime infrastructure in Africa Marine lifting and handling

COMMEMORATIVE ISSUE

The May/June 2017 special publication will provide a past, present and future look at key sectors of the South African maritime industry to produce a book with a more extended shelf-life than your average issue of a bi-monthly magazine.

Content will be presented in innovative ways to create an attractive reference book for the maritime industry and an extended print run will allow us to distribute at events that we partner with later in the year.

Advertisers are encouraged to submit informative adverts that boost the content-rich nature of this commemorative issue by considering tools such as infographics and memes.

Our in-house designer is able to assist in this regard.

OUR KEY FOCUS AREAS WILL INCLUDE: Shipping and Logistics Marine Engineering, Ship Repair and Boat Building Fishing and Aquaculture Port and Marine Infrastructure Safety and Security in the South African Maritime Domain

Let us know if you want to be included in this commemorative issue or have any contributions to make to any of our focus areas.

S15197

A trusted industry leader For more than 90 years, Scawâ&#x20AC;&#x2122;s HaggieÂŽ Steel Wire Rope has been a leading supplier to the marine and off-shore industries.

Experienced teams of qualified engineers with extensive experience in all aspects of steel wire rope and chain products are on call to provide on-site inspection to advise and support on the selection, handling, installation and maintenance of products vital to driving safety, productivity and profit.

www.scaw.co.za

More than steel.