Marchapril 2016 maritime review africa by More Maximum Media

JAN/FEB MAR/APR

2016 2016

AWARDS The South African maritime sectors recently applauded members of the industry at the Maritime Industry Awards where a number of individuals and companies were recognised for their contributions towards development, empowerment and professionalism.

ON THE COVER

EMPOWERED EMPLOYER With over 500 employees, the majority of whom work on the companyâ&#x20AC;&#x2122;s fleet of 15 owned and managed vessels, SMIT Amandla Marine strives to be the leading employer of South African seafarers, and actively promotes maritime education and awareness.

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 NAMIBIA Nelle du Toit namibia@maritimesa.co.za +264 (081) 683 3542 CONTRIBUTORS: Steve Saunders, Brian Ingpen, Claire Attwood, Dave Japp, Natalie Janse.

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.

Published by More Maximum Media

CONTENTS REPORT BACK

FEATURES

DURBAN MARITIME SUMMIT 06 The first Durban Maritime Summit held in February this year aimed to focus on the concept of Durban as a smart port city with the emphasis on understanding how the port and the city interact to improve the lives and working opportunities of those that reside and work in them.

ENGINES AND PROPULSION 16 • Lubricating Oils – Lifeblood of the ship’s engine systems • Impact of low sulphur fuel on engines • Marine propulsion market driven by economy and the environment • Ship energy and efficiency • Aligning skills to match engine needs • WÄRTSILÄ 31: The most efficient engine in the world • Optimising engine performance for Nigerian gas transporter • Engine supplier adds value to education • Meeting the varied needs of the maritime industry

COLUMNS SCIENTIFICALLY SPEAKING 08 In those exhilarating scientific working group meetings, mention the word “transboundary” or the phrase “shared fish stocks” and the members of the group will awaken as if a bolt of lightning had struck the tea trolley. Dave Japp considers the science, and politics, of transboundary resource management. FISHY BUSINESS 10 Shaheen Moolla investigates the Namibian allocation of fishing rights by means of a new fishing quota allocation “mechanism” during 2016. The Namibian fishing industry had complained that the political intention of allocating more and more quotas to a larger number of right holders diluted Namibia’s ability to compete with other fish producing states and also created a class of rent-seekers that did not invest in infrastructure and jobs. THROUGH THE LENS 13 Claire Attwood cannot quell her curiosity around what it takes to catch an octopus and its rightful place on the menu. After spending some time with Garry Nel, who has spent the best part of 20 years experimenting with the best way to catch and prepare octopus, she believes that she is ready to give this particular cephalopod another try. MARITIME MEMORIES 40 In this month’s column, Brian Ingpen explores the shipping ventures that responded to the initial calls of sugar growers on the South Coast for improved links with Durban. It all started when sugar baron CG Smith chartered the small steamer Somtseu for a service between Durban and Port Shepstone at the mouth of the Umzimkulu River.

LAW AND INSURANCE 26 • Insuring your best results against fire at sea • Shark team successful in their appeal against liability • Emerging opportunities for marine insurance • Trend of reduced frequency of total losses arrested in 2015 • Historic decision by Ports Regulator • Insurers ordered to pay for the loss of Lindsay • A Legal perspective on the Lindsay case • Arrested bulk carriers sold for millions • Comments sought for Marine Spatial Planning Bill • P&I Clubs merger discussions • A boost for marine insurance surveys in Africa • International conference to discuss marine insurance MARITIME NEWS AFRICAN NEWS 32 • Ambitious plans for a maritime start-up • Committee to address Lagos terminal issues • IMO interacts with Africa • Cape Town shipbuilder secures project for Ivory Coast • Enhancing multi-agency efforts against smuggling at sea in Africa • New port investment for Morocco • Safety certification for ship repairer • Dredging of Maputo Port channel in May

ON THE COVER Specialist marine solutions provider Smit Amandla Marine won the Maritime Employer Award at the 2016 South African Maritime Industry Awards held in Cape Town. In accepting the prestigious Award on the company’s behalf, Managing Director Paul Maclons said: “I accept this on behalf of the many men and women at sea and ashore who work together each day to ensure that we can deliver a world class service to our clients. As sharehold-

• • • • • • • • •

SAR vessels promote safety and security in Kenya Second container terminal for Mombasa Briefs Mombasa statistics reflect growth MOU for maritime education in Morocco Report finds that more tertiary educators needed for maritime studies in South Africa Discussing search and rescue in Africa FRAP to be concluded by the end of August Briefs

MARCH / APRIL 2016

14 42

PEOPLE AND EVENTS NEWS 43 • COVER STORY: Empowerment efforts acknowledged • 40-year milestone for monitoring specialists • Navy award • Fishing company assists with school transport needs • Partnership between diamond miner and university supports education • Cape Town Port Festival returns to calendar • Maritime Industry Soccer Tournament • Appointments MARITIME INDUSTRY AWARDS WINNERS • Maritime Employer award • Maritime Newcomer award • Commitment to the Environment award • Seafarer of the Year award • Maritime Media award • Maritime Student award • Maritime Maestro award

GREEN MARINE NEWS AND UPDATES 53 • Solutions to ocean acidification will unlock ocean value • The earth’s life support system is at risk • Global seafood traceability campaign launched • Business unusual needed for a thriving ocean • Cruising towards ocean responsibility • GREEN WARRIOR: Managing limited resources for conservation

ers, our employees are the committed and motivated backbone of our company.” With over 500 employees, the majority of whom work on the company’s fleet of 15 owned and managed vessels, he says that Smit Amandla Marine strives to be the leading employer of South African seafarers, and is very active in the maritime education and awareness space. See full story on page 43

Comments from the editor

COMMENT

EXPRESSIONS

We celebrated excellence in the maritime industry at the beginning of April with the hosting of the Maritime Industry Awards. The success of the event rests with those who took the time to nominate fellow colleagues and peers in the industry and this year’s call for nominations was met with over 80 quality responses that had to be narrowed down to two or three finalists in each category.

ur 23 judges had a mammoth task adjudicating the candidates and it took over a month to finalise the process. The robust system converted input from the judge for each nomination into a formula that provided an individualised score. Finalists were chosen based on these scores and judges were asked to review this selection before proceeding. Without exception each category drew a depth of talent, commitment and perseverance. Three categories, however, stand out for me. The first is the Maritime Media Award that aims to recognise efforts to broadcast the maritime industry in a relevant, truthful and positive light. Our industry needs to tap into the varied media channels that are available to us and ensure that a positive maritime message is heard beyond our sector. At the award’s evening we challenged guests to shape the maritime message and deliver positive headlines. The resultant feedback is being processed and our mandate for the future as members of the maritime media is to work on channels that broaden the scope of audience that the message receives. The second award category that really excites me is that of the Maritime Newcomer Award. This is not an easy industry to break into. Most sub-sectors are capital intensive and require significant financial backing. And so, when individuals note potential gaps that need to be filled or provide new products and

Maritime Review Africa MARCH / APRIL 2016

services, we need to applaud their efforts. I am excited to receive the phone calls from new companies eager to tell their story and get some coverage in this magazine. There are many that we have watched develop over the years to become bigger companies. Some of the garage start-ups of yesteryear have grown to attract international interest and brought foreign investment into the country. But it is the Maritime Maestro Award that truly inspires me. We present this trophy in much the same way that the Oscars present the Lifetime Achievement Award. It is about recognising the efforts of individuals in the industry who have gone above and beyond the call of a nine-to-five position. We say they have salt in their veins and their efforts have helped promote and professionalise the maritime industry over many years. This year’s winner received a standing ovation when he accepted his trophy. Brian Ingpen has and continues to inspire so many young people from all over South Africa to pursue a career at sea. But it’s not just about teaching them how to do this – it’s about inspiring them to live a dignified and measured life that leads to successful candidates for the maritime industry both at sea and ashore. But he inspires more than just the learners he teaches. He inspires just about everyone in the maritime industry too.

With the launch of the All Hands On Deck initiative at the Maritime Industry Awards function, we hope to capture a small bit of Brian’s oomph. It’s an initiative that collectively aims to get the industry to promote itself in creative and insidious ways while having a bit of fun and to create an avenue to raise funds for worthy maritime-related causes. We will be revealing more in the coming months, but our first offering of a maritime-themed deck of playing cards has been very well received. While we got rather caught up in emphasising excellence at the Maritime Industry Awards, we are fully aware of a number of areas in the industry that require debate and challenge. We are working on doing this and the May/ June issue looks set to be one of our most contentious yet. Colleen Jacka, editor

ON THE WEB www.maritime.co.za Industry news and headlines. www.maritimematters.net Our editor’s blog.

CONTACT We look forward to receiving your company news. Please send your press releases to us or invite us to visit your company: editor@maritimesa.co.za

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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 We applaud all the winners as well as finalists in the Maritime Industry Awards held at the beginning of April. We also applaud Transnet National Ports Authority (TNPA) for reviving the Port Festivals as a way to promote the maritime industry to a wider audience.

Keelhauled We keelhaul the South African Presidency and the African National Congress for diluting the importance of the progress report on Operation Phakisa held in April and turning it into a political rally to garner support for the 2016 local elections.

ADVERTISERS’ INDEX African Maritime Services

All Survey Industrial

5,7

Barloworld

IBC

Maritime Review

P&I Associates

Peninsula Power Products

SCAW Metals

OBC 17, 21, 23, 25

Servest

SMD Telecommunications Smit Amandla Marine

39 OFC, 33

Southern Power Products

Wärtsilä

“The Namibian lobster fishery based in Lüderitz is in stagnation and continues to be economically depressed due to the lack of adequate facilities to process and export live lobsters directly from Lüderitz. Namibian lobster right holders earn a pittance for their catches compared to their South African counterparts,” writes Shaheen Moolla.

“Operating with an engine that is not properly aligned always results in unnecessary wear and tear on the engine, parts and the propulsion system,” says Melvyn Frost of Maritime Mechanicals Consulting.

23 “I have accompanied faculty members several times to Scandanvia where the best technology exists and to inspect various software and hardware equipment,” says Wärtsilä Ship Power Development Partner for Africa, Greg Davids. 26 “Every seaman probably fears the consequences of a serious fire at sea, but, unfortunately, awareness of the possibility of fire does not always lead to the attitudes and actions necessary to prevent it. Some individuals may be sensitive to the hazards of fire and to the means of preventing it. Others may be completely irresponsible. Somewhere between these extremes is the majority who are in some respects very careful — in others, foolishly careless — perhaps from lack of knowledge,” writes Michael Heads from P&I Associates. 27 “This represents a bold and thoughtful decision by the Regulator which, whilst recognising the current stresses on the South African

Who is saying what in the maritime industry

economy as a whole, still allows TNPA a reasonable return of ZAR 2 billion on its investment in the circumstances,” says Andrew Pike, Head of the Ports, Terminals and Logistics Sector Group at Bowman Gilfillan Africa Group.

28 “More than anything else, this judgement vindicates Viking Fishing because it found there was no ‘want of due diligence’,” said Tim Reddell, a director of the Viking Fishing Group. 29

“The number of ship arrests around the world has risen drastically over recent months as banks and creditors seek compensations from ship owners who find themselves unable to pay up on outstanding loans. South Africa has become positioned as a good destination to successfully sell marine assets under such conditions and we believe the recent auction reflected professionalism and credible international outreach through the global campaign we undertook,” Comments Warren Schewitz, CEO of Clear Asset.

“We are still finding our feet, but we will be different to other companies. We will train black female engineers and introduce them to the industry,” said Ngazibini Qongqo.

34 “This is a critically important project for Abidjan that will contribute positively to the economic and social success in Cote d’Ivoire,” states Jacques Brummer, CEO of Southern Power Products. 36 “We believe it will attract more cargo, create more jobs, encourage the growth of smaller businesses associated with the port and highlight the need for more infrastructure development as well as increase our contribution to the economy of the country,” says Osório Lucas, CEO of MPDC. 37

“Although this performance falls short of

3, 45

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QUAY QUOTES

Maritime Review Africa MARCH / APRIL 2016

PORT RELIABILITY

SLEEPING WITH SHARKS

CYBER THREATS

SeaIntel reports consistent overall improvements in average schedule reliability on both Europe and Asian trades into African ports between July and December in their Global Liner Performance Report, compared with the first six months of 2015. Average on-time arrival within +/- 1 day of schedule is significantly up in both directions, with some Africa – Europe services experiencing anything up to a 22 percent jump in reliability.

In March Airbnb featured an interesting sleeping arrangement as they unveiled the opportunity to lease a fully submerged bedroom in the shark tank at the Paris Aquarium that included 35 sharks as neighbours. This underwater bedroom sits within three million litres of water, in an aquarium ten meters deep and where the only thing separating the guests from the majestic sharks is a 360-degree transparent wall.

According to the 2015 Crew Connectivity survey, 43 percent of crew have sailed on a vessel that had been compromised by a cyber incident, yet almost 90 percent of crew had never received any cyber security or hygiene training or guidelines. It’s essential that ship operators acknowledge the fact that cyber attacks now target users rather than infrastructure, and our greatest threats remain our employees, crew and suppliers.

MAERSK GROUP TRADE REPORT SOUTH AFRICA 2015 South Africa import & export container trade market results and outlook

2015 FIRST HALF Imports & Exports First half 2015

+7%

growth year-on-year

v.s.

2015 FOURTH QUARTER Imports & Exports

-5% Imports

-4%

Second half 2015

Exports

-6%

-1%

decline year-on-year TOP TRADE LANES 2015 FROM SA

2015 FIRST QUARTER

Refrigerated exports

+7%

growth year-on-year

IMPORTS & EXPORTS

2016 OUTLOOK

-5%

Import and export container market

source: MAERSK

our target of 1.1 million TEUs for last year by a small margin, it is a manifestation that the port traffic is growing at a fast rate. It definitely maintains our position as one of the top container ports globally,” states managing director of the Kenya Port Authority, Catherine Mturi-Wairi.

“To us, progressive and sustainable ports are those that co-exist and evolve with the communities where the commercial ports are. These port festivals therefore offer a platform and a workable solution to make our ports community friendly and to expose the public to the opportunities available in this sector, but in a fun and innovative way,” said TNPA Chief Executive Richard Vallihu.

53 “Ocean acidification is a global process with local impacts on fisheries and coastal communities, so there is a need to act urgently at all levels. It is a threat to national growth and development, particularly in the developing nations, and should be reflected in national and subnational developmental plans,” says Dr Louis Celliers, CSIR coastal systems research group leader.

PORT MILESTONE

RIG COUNT

South Africa’s bulk port, Richards Bay, commemorated its 40th anniversary on Friday, 1st April, with further celebratory events planned for the remainder of the milestone year. The Port of Richards Bay was established in 1976 and – despite being one of the “newcomers” to the industry – has expanded to include a variety of exports, earning it a reputation as one of the most successful of its kind within South Africa’s shores. The Port of Richards Bay was created for the purpose of transporting locally-mined coal to international shores.

According to the Baker Hughes rig count, the number of offshore oil rigs in Africa fell from 26 in January to 20 in March 2016. This marks a decline from 40 in March last year after peaking in 2015 at 45 in January 2015. Internationally the offshore rig count has declined from 242 in January this year to 211 in March. The global figure in March 2015 was 316.

REPORT BACK

Durban Maritime Summit

Introspection aims to create broader development and benefits as Port becomes Smart Port City The first Durban Maritime Summit held in February this year aimed to focus on the concept of Durban as a smart port city with the emphasis on understanding how the port and the city interact to improve the lives and working opportunities of those that reside and work in them.

t was certainly a refreshing direction for a conference â&#x20AC;&#x201C; most of which seem to have an all-Africa or at least sub-regional focus. Perhaps a narrower, harder and more purposed look at maritime locations is what is needed to move the maritime agenda forward. Itâ&#x20AC;&#x2122;s a focus that the EThekwini Maritime Cluster in Durban has been successfully pushing for some time and has helped them to become the only truly active maritime cluster in South Africa. The Cluster, of course, recognises that the Port of Durban is not an isolated piece of infrastructure without any purpose in developing the economy of the country as a whole and the Deputy Mayor of the EThekwini Municipality, Nomvuzo Shabalala, said that, although the Port of Durban was

part of the daily lives of Durbanites, it was also an essential muscle for moving trade along the transport corridor to Gauteng. â&#x20AC;&#x153;This is an important time for us to examine the role that our port can play in not only improving the economic growth of the region, but the country as a whole. The port of Durban is the biggest in South Africa, generating more than 60 percent of the combined revenue of South Africaâ&#x20AC;&#x2122;s eight ports and handling 80 million tons of cargo annually. It is also a gateway to the rest of Africa and the nucleus of trade within the Southern African Development Community. Almost daily, we hear that our economy is not growing as it should, that jobs are in short supply and that our currency is ex-

tremely volatile,â&#x20AC;? she said. In this context she emphasised the importance of port cities as drivers of economic performance and the need, therefore, to focus on the creation of smart port cities. â&#x20AC;&#x153;Smart Port Cities are at the forefront of information and communications technology, they are more efficient, work better and use less energy. Creating a Smart Port City means creating a city that enjoys a flourishing economy while ensuring the positive coexistence of urban areas with the industrial areas of the port. This continues to be a major challenge in the older areas of our city, as proactive town planning did not exist in the early days. Todayâ&#x20AC;&#x2122;s Smart Port City must be liveable while maintaining the competitiveness of its port and downstream industries,â&#x20AC;? she said. â&#x20AC;&#x153;Through the EThekwini Maritime Cluster, we aim to fast track enterprise development and look at ways in which the maritime sector can be opened up for BEE development. We are also working hard to educate our children so that they can become part of Durbanâ&#x20AC;&#x2122;s maritime sector and follow careers in this sector, she concluded. High on the Clusterâ&#x20AC;&#x2122;s agenda is the development of skills for the maritime sector. The Deputy Mayor highlighted a number of

Benefits of a Smart Port City:

Job creation Enterprise development Boosted investment Improved technology Stimulate exports and economy Stimulate innovation Characteristics of a Smart Port City

Collaboration between stake-

Top and above: Learners engage with the maritime industry at the Maritime Careersâ&#x20AC;&#x2122; Exhibition alongside the conference.

Top: Thato Tsautse (Managing Director of the EThekwini Maritime Cluster), Dr Henriette van Niekerk (Director Clarksons Platou) and Trevor Jones (Director Maritime Studies at UKZN). Above: EThekwini Deputy Mayor, Nomvuzo Shabalala, Deputy Minister of Transport, Sindisiwe Lydia Chikunga and Thato Tsautse, MD of the EThekwini Maritime Cluster.

Maritime Review Africa MARCH / APRIL 2015

holders Strategic partnerships Buy-in from relevant drivers Strengthened communication and information Comprehensive talent development Funding model Implementation plans

Durban Maritime Summit

REPORT BACK

Sole Distributor for Southern Africa

Left: Ken Wurtemberg - Chief US Consulate's Force Protection Division. Right: Dr Larry Oellermann, Chief Executive of the South African Association for Marine Biological Research.

collaborations in this regard and spoke about the 40 graduates, 37 artisans and 10 high schools that were being supported. “We need to replenish skills for a robust industry. The cluster is needed to build the industry through interaction and collaboration,” agreed Zeph Ndluvo, director of the EThekwini Maritime Cluster, who added that more training in seafarers was required and that more could be undertaken to harvest the potential of maritime tourism in the region. “But above all we need to resuscitate the training and development of maritime skills, with seafarers on South African vessels and to grow the number of vessels registered in South Africa and proudly flying our flag and where possible play a role in growing the maritime tourism market,” he said.

The Durban Port is the biggest port employer in South Africa and a major employer in Durban. In all it employs around 20,000 people and is a substantial contributor to the city and the economy of the city by as much as 20 percent of local GDP.

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“For South Africa's maritime sector to grow, there is a need to create a social and, educational environment that is aligned to the international convention standards and a legal environment that is attractive to international maritime nations,” said Herschel Maasdorp Executive Head of the Transnet Maritime School of Excellence who added that Improving the quality of basic and tertiary education will be critical to minimise the gap that exists between the trained population and the requirement in the workplace.” The Summit was relatively well attended, but some potentially interested stakeholders or interested parties may have fallen through the cracks. Social media interaction that followed the event indicated that more could have been done to attract a broader audience. With Operation Phakisa and Transnet’s Market Demand Strategy high on the agenda at the Summit as well as the need to grow the sector, promote enterprise development and transform the industry maritime conferences need to, now more than ever, engage more deeply in broadcasting the maritime message. It was a good start and the addition of a maritime careers’ exhibition alongside the conference will have hopefully helped to garner some more interest from younger South Africans ready to choose a career path. 

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SCIENTIFICALLY SPEAKING

Promoting knowledge through science

Transboundary – science or politics? In those exhilarating scientific working group meetings, mention the word “transboundary” or the phrase “shared fish stocks” and the members of the group will awaken as if a bolt of lightning had struck the tea trolley. Dave Japp considers the science, and politics, of transboundary resource management.

References Hayashi, M. 1993. The management of transboundary fish stocks under the LOS Convention. International Journal of Marine and Coastal Law. 8(2): 245−261. Jansen, T., Kainge, P., Singh, L., Wilhelm, M., Durholtz, D., Strømme, T.,Kathena, J. & Erasmus, V. 2015. Spawning patterns of shallow-water hake (Merluccius capensis) and deep-water hake (M. paradoxus) in the Benguela Current Large Marine Ecosystem inferred from gonadosomatic indices. Fish.Res.,172: 168–180. Kathena, J.N., Nielsen, A., Thygesen, A,U. & Berg, C. 2016. Hake species (Merluccius capensis and M. paradoxus) assessment in the Benguela Current Large Marine Ecosystem. Environmental Development, (In Press) Penney, A.J., Hampton, I., van der Elst, R.P., Wood, A.D., Boyer, H.J., Fennessy, S. & Andrew, T.G. 2003. Enviro-Fish Africa (Pty.) Ltd. report to the SADC Regional Fisheries Information System Project, Windhoek, Namibia. 174 pp. Stromme, T, Lipinski, M.R. & Kainge, P. 2015. Life cycle of hake and likely management implications. Rev J. Fish Biol. DOI 10.1007/s11160015-9415-9

Maritime Review Africa MARCH / APRIL 2016

n the 1950’s to 1970’s hake, horse mackerel, sardine and tuna were all open to exploitation by international fleets. If the numbers are to be believed, at the peak of the hake fishery in “South West Africa” more than one million tonnes were caught (more than three times the current combined catch in the waters of the Benguela ecosystem). Ask any of the industry’s shrewd “old-timers” and they will relate how negotiations around catch sharing took place through the ICSEAF (International Commission for the South East Atlantic Fisheries) annual meetings. Nowadays things are different. The language of fisheries science challenges managers and is loaded with acronyms. We have UNCLOS (United Nations Convention on the Law of the Sea), RFMOs (Regional Fisheries Management Organisations) and the BCC (Benguela Current Commission – a kind of RFMO). Consider the governments of the Benguela region each responsible for and independently managing their Exclusive Economic Zones (EEZs) against the backdrop of globally accepted fisheries management approaches, such as the ecosystem approach to fisheries (EAF) − difficult to conceptualise and challenging to implement. South Africa is a full member of the BCC and subscribes to its obligations, along with Angola and Namibia. These countries are also signatories to UNCLOS with some tough commitments not least of which is Article 63 which refers to straddling fish stocks as: “Stocks occurring within the exclusive economic zones of two or more coastal States or both within the exclusive economic zone and in an area beyond and adjacent to it”. Article 63 expands on the obligations of states: “Where the same stock or stocks of associated species occur within the exclusive economic zones of two or more coastal States, these States shall seek, either directly or through appropriate subregional or regional organisations, to agree upon the measures necessary to co-ordinate and ensure the conservation and development of such stocks without prejudice to the other provisions of this Part”. Another key international instrument referring to the straddling stocks issue is the UN Straddling fish stocks and highly migratory fish stocks agreement (1995) which is also ratified by each of the BCC countries. Notably, Article 6 and 7 of this instrument “apply also to the conservation and management of such stocks within areas under

national jurisdiction, subject to the different legal regimes that apply within areas under national jurisdiction and in areas beyond national jurisdiction ….”

Taking stock The key word in all these instruments is clearly “stock”. Transboundary fisheries issues are very complex and relate directly to how we define stocks, because they are the primary management entity. A stock means different things to different people, although as a rule a stock could be a species that has a life history that is clearly defined and separated from the life history of another nearby stock of the same species. If stocks are discrete – that is they do not overlap between countries – then there is no transboundary issue. However, if, as suggested by Hyashi (1993) a transboundary stock is: “A group of commercially exploitable organisms distributed over, or migrating across, a maritime boundary between two or more national jurisdictions, whose exploitation can only be managed effectively by cooperation between the States concerned, but where emigration to or immigration from other jurisdictions need not be taken into account.” … then we have a problem! Much of the straddling stocks agreement refers to “high seas” and “highly migratory” species, including tunas and sharks, which in the Benguela region, is the responsibility of the International Commission for the Conservation of Atlantic Tuna (ICCAT). The migratory longfin tuna (albacore) is found in the EEZs of the three BCC states but is managed by ICCAT, although each country assumes a degree of autonomy with regard to fishing effort so as to maintain the catch limits set by ICCAT. Deep-water demersal species such as alfonsino, orange roughy, patagonian toothfish and many other species, are the mandate of SEAFO (South East Atlantic Fisheries Organisation), another RFMO to which the three BCC countries (and others) are signatories. However, orange roughy and alfonsino are recognised commercial species within the Namibian EEZ, are also potential candidates for commercial fisheries in both Angola and South Africa, and are likely to have stock overlaps.

Cooperation is key Although these different instruments go on a bit, simply put they say that each country, as a signatory to the BCC agrees to

Promoting knowledge through science

follow a precautionary approach; agrees to share data, apply reference points; do its best to “restore stocks” and develop data collection and research plans, etc. The BCC recognises this and also makes the statement that the BCC is obligated to “provide a vehicle for the countries of the region to introduce an ‘ecosystem approach to ocean governance’”. This means that the three countries must work together to manage the marine environment, including fish stocks that may be shared. The BCC is a relatively new organisation, but it provides a platform for its three members states to undertake “transboundary” research surveys. The focus of these surveys (conducted mostly with the support of the Norwegian government and the United Nations) has been horse mackerel and sardinella in the north and, of course, hake in the south (Figure 1).

Understanding your fish and chips Recognising that there are other transboundary stock issues such as horse mackerel and sardinella in northern Namibia and Angola, lets focus on hake. Even though we know that fish and chips bought at the corner fish shop or the fish fingers at your supermarket are, well, “hake”, only a handful of people know that hake are not simply hake. There are shallow-water (Merluccius capensis or “cape hake”) and deep-water hake (M. paradoxus), white hake, black hake and even brown. There is also Marine Stewardship Certified (MSC) hake, SASSI green and orange hake and longline and trawl-caught hake. Most consumers would not know (or care) if hake was caught in Namibia or South Africa. But, thanks to the strides we have taken in fisheries science, we recognise that we are not only dealing with potentially different stocks, but also two hake species. Two recently published papers (Stromme et. al, 2015 and Jansen et al, 2016) give some insights on the transboundary research on hake conducted by the Dr Fridtjof Nansen programme. The first focused on deep-water hake. The authors’ conclusions are significant because they suggest that “large” M. paradoxus migrate from South African waters into Namibia and then back again! They also suggest that there is no evidence of spawning of this species in Namibia and that there are no “small juveniles” on the south coast of South Africa. Another paper from Namibian scientists on the two species dynamics in Namibian

waters contradicts this view, suggesting that there is some evidence of spawning of deep-water hake in southern Namibian waters (see Jansen et al., 2015 in Kathena et al., 2016). Further, Stromme et al. state that from all the Nansen transboundary surveys since 2000, only 20 individuals of deep-water hake were found to be in a ripe and running stage (meaning spawning state) – i.e. that includes all of the transboundary survey area including SA and Namibian waters. It is difficult to reconcile these conclusions with the assumption that, because no deep-water hake spawn in Namibia, all spawning must occur in South African waters and any adult hake in Namibia have migrated from South Africa. The authors ask, what “sustains the high exploitation rate (of hake) in Namibian waters” and they go even further to suggest that deep-water hake migrate onto the Agulhas Bank as far east as Port Alfred. While migrations might be happening, there certainly is not sufficient evidence to suggest that the fishery for deep-water hake in the Benguala is entirely sustained by the South African “stock”. Jansen et al. 2016 used a different methodology (spatial mapping) to try and understand the results of the transboundary surveys for shallow-water hake. Their results find there are likely to be three “primary” populations of M. capensis (a Walvis, Orange River and Agulhas population) and that there is most likely a migration from the Walvis population to South Africa (Agulhas population). They were cautious about calling these separate stocks suggesting that M. capensis catches are taken from one stock with populations that behave differently.

Genetic investigations The transboundary question has also been investigated using genetics. The genetics at least support the separation of the two species based on evolutionary history. Work done by Dr Henriques and her colleagues at Stellenbosch University suggest that the two species of hake caught in the Bengulea are not “sister species” and have evolved from quite different pathways Deep-water hake is more closely related to the Angolan hake M.poli while M. capensis most likely has its origins from the European hake M. merluccius. There is also evidence that inter-breeding (hybridisation) between the two hake species may occur, adding further complexity to the joint management options for the two species.

SCIENTIFICALLY SPEAKING

Are we any closer to understanding the transboundary dynamics of hake and other species and should we move to joint assessments? Keep in mind that this implies that South Africa negotiates a sharing agreement with Namibia (for deep-water hake at least), that data are provided freely for combined stock assessments and that we have a common management regime.

The big issues The big issues would be: who gets the allocations, how much they get and who pays for the management of the stock? I would venture an opinion that none of this is clear. In my view the genetic studies are inconclusive; the results of the transboundary surveys are insuffficient to draw conclusions about migrations and there are still many fundamental questions around the life history of the two species. My personal view is that we as South Africans should get our own house in order before we even think transboundary. We still do not fully understand the early recruitment movements of hake in our own waters. The stakes are high. It is clear, however, that before we think of sharing fish resources that “shared stock” status needs to be demonstrated beyond doubt. In my view the ones who really know what is going on are the fishers – those who fished the “stocks” when they were at their peak in the ICSEAF times and those who fish the resources month by month around the coasts. Or is it just a question of politics? Historically the South African and Namibian fisheries have been split, separate stock assessments are conducted and Total Allowable Catches set independently. Is it just a matter of convenience that these “stocks” exist or are we in denial simply for political and economic expediency? Maritime Review Africa MARCH / APRIL 2016

FISHY BUSINESS

Shaheen Moolla discusses the fishing sector

A FRAP to the North:

The Allocation of Namibian Fishing Rights in 2017 Namibian media reported in November last year that the countryâ&#x20AC;&#x2122;s Ministry of Fisheries and Marine Resources (MFMR) was preparing for the allocation of fishing rights by means of a new fishing quota allocation â&#x20AC;&#x153;mechanismâ&#x20AC;? during 2016. The Fisheries Minister, Bernard Esau, mentioned that his ministry had commenced a review of Namibian fisheries laws and policies earlier in 2015 and that the allocation of fishing rights would be based on performance and subject to continuous three-year performance reviews.

he Namibian fishing industry had complained that the political intention of allocating more and more quotas to a larger number of right holders diluted Namibiaâ&#x20AC;&#x2122;s ability to compete with other fish producing states and also created a class of rent-seekers that did not invest in infrastructure and jobs. The class of rent-seekers has of course become an expensive hallmark of the South African fishing landscape where right holders hold a quota only to seek a monthly rent. The policy acknowledgement that the performance of right holders would be regularly reviewed against criteria such as investments, employment, value addition and socio-economic factors is an important theoretical step toward moving away from the rent-seeking class of right holders. Although Namibiaâ&#x20AC;&#x2122;s fishing industry comprises 10 commercial fisheries (compared to South Africaâ&#x20AC;&#x2122;s 22 commercial fishery sectors), the Namibian industry lands about the same amount of fish, or slightly less depending on the South African anchovy season, worth approximately R7 billion. Namibiaâ&#x20AC;&#x2122;s industry essentially comprises an industrial sector and a recreational component. By global standards, the Namibian lobster and line fisheries could be considered the only small-scale commercial or artisanal fisheries while the remaining fisheries are certainly all capital intensive, high value industrial fisheries with a plethora of foreign

will determine the allocation of fishing rights in Namibia is the Marine Resources Act of 2000, and particularly sections 32 and 33. Section 33 provides the broad criteria that the Minister may have regard to when considering applications for fishing rights. These criteria include the following:

whether or not the applicant is a Na-

mibian citizen; where the applicant is a company, the extent to which the beneficial control of the company vests in Namibian citizens; the beneficial ownership of any vessel which will be used by the applicant; the ability of the applicant to exercise the right in a satisfactory manner; the advancement of persons in Namibia who have been socially, economically or educationally disadvantaged by discriminatory laws or practices which were enacted or practised before the independence of Namibia; regional development within Namibia; co-operation with other countries, especially those in the Southern African Development Community; the conservation and economic development of marine resources; whether the applicant has successfully performed under an exploratory right in respect of the resource applied for; socio-economic concerns; and the contribution of marine resources to food security.

The scheduled allocation of fishing rights in late 2016 or early 2017 will be across Namibiaâ&#x20AC;&#x2122;s 10 fishing sectors, including the crab, lobster, hake, pilchard, horse mackerel, large pelagic, monk and sole and controversial seal fisheries. investors from South Africa, Spain and even Iceland. Namibiaâ&#x20AC;&#x2122;s hake and horse mackerel fisheries are its two mainstay fisheries accounting for more than 90 percent of its total annual catch allowance.

Rights allocation The scheduled allocation of fishing rights in late 2016 or early 2017 will be across Namibiaâ&#x20AC;&#x2122;s 10 fishing sectors, including the crab, lobster, hake, pilchard, horse mackerel, large pelagic, monk and sole and controversial seal fisheries. The principal legislative instrument that

Maritime Review Africa MARCH / APRIL 2016

Namibiaâ&#x20AC;&#x2122;s fishing rights allocation dispensation explicitly recognises that foreign owned entities may not only participate in the fishing industry via joint ventures with Namibians, but may in fact directly hold fishing rights. Under the current 2009 Namibian Fishing Policy, which is presently under review, fishing rights can be allocated to periods of 20 years, 15 years, ten years and seven years. The criteria determining these periods are rather rigid, contradictory and confusing and one hopes that they would be reviewed and clarified. At present, 20-year

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FISHY BUSINESS

Shaheen Moolla discusses the fishing sector

rights are allocated to any entity that permanently employs 5,000 or more Namibians in â&#x20AC;&#x153;on-landâ&#x20AC;? facilities. Fifteen-year rights are allocated to applicants who satisfy the following criteria:

Applicants who are at least 90 percent

beneficially owned by Namibians with significant investment in vessels or onshore processing facilities. For this purpose 50 percent ownership in a vessel or an operational onshore processing facility in the fishery for which rights are granted is considered a â&#x20AC;&#x153;significant investmentâ&#x20AC;?. Namibian applicants who own a â&#x20AC;&#x153;smaller share of a larger ventureâ&#x20AC;?, although what a â&#x20AC;&#x153;smaller share of a larger investmentâ&#x20AC;? is, is not clear. A venture with â&#x20AC;&#x153;more substantial foreign ownershipâ&#x20AC;? which makes or has the capacity to make â&#x20AC;&#x153;a major economic contribution and overall developmentâ&#x20AC;? in Namibia. For this purpose, 500 Namibian employees working onshore in activities related to the fishery for which the rights are granted is considered as being sufficient to be considered a â&#x20AC;&#x153;major contributionâ&#x20AC;?. Smaller joint or wholly foreign owned ventures can also qualify provided these make an innovative contribution to the development of the fishing industry in Namibia, such as developing new products or new export markets and where a longer term right is necessary to secure the investment involved. Ten-year rights are granted to applicants that:

Have at least a 50 percent Namibian

ownership profile and own a vessel or operational processing facility in the fishery for which rights are applied for. Have less than a 51 percent Namibian

Maritime Review Africa MARCH / APRIL 2016

ownership profile with onshore investments in the fishery for which rights are granted. Seven-year rights are granted to applicants that:

Are new entrants to the fishery. Are majority Namibian owned ventures

having at least 50 percent ownership in vessels or an operational onshore processing facility in the fishery for which rights are applied for, including ventures which only operate in the fishery involved by chartering of vessels or other similar arrangements. Are less than 51 percent Namibian owned with onshore investments in the fishery for which rights are granted.

Confused state It is suitably quite confusing. To make matters even more complicated, the effect of such a fishing rights duration dispensation is that one would necessarily have different right holders in the same fishery

hake fishery catch allowances compared to its southern neighbour. However, the economic growth of the fishery will largely depend on its ability to steer a path toward clear, flexible and unambiguous fisheries policies. Rigid and ambiguous policies regarding quota durations as contained in the current 2009 fishing policy should be reviewed and replaced with sector specific fishing right periods aimed fundamentally at attracting investments in sustainable and responsible harvesting, processing and marketing of seafood. It may also be opportune to reconsider Namibiaâ&#x20AC;&#x2122;s over-emphasis on wetfish hake processing. The Namibian lobster fishery based in LĂźderitz is in stagnation and continues to be economically depressed due to the lack of adequate facilities to process and export live lobsters directly from LĂźderitz. Namibian lobster right holders earn a pittance for their catches compared to their South African counterparts.

Rigid and ambiguous policies regarding quota durations as contained in the current 2009 fishing policy should be reviewed and replaced with sector specific fishing right periods aimed fundamentally at attracting investments in sustainable and responsible harvesting, processing and marketing of seafood. It may also be opportune to reconsider Namibiaâ&#x20AC;&#x2122;s over-emphasis on wet-fish hake processing. with fishing rights of varying periods. This would render the stated performance measuring process that the Minister intends implementing near impossible to fairly and rationally oversee. The Namibian fishing industry has the potential to attract substantial foreign investment given the larger horse mackerel and

It is hoped that the policy and legislative review process currently underway will recognise the various economic growth opportunities that exist in the fisheries and that the Minister remains committed to allocating fishing rights to right holders capable of directly participating in the fisheries as opposed to simply seeking resource rents for the next seven, ten, 15 or 20 years. ď&#x201A;˘

A wide-angle perspective on commercial fishing

THROUGH THE FISH EYE LENS

Curiosity kills the octopus What does it take to catch an octopus? A plastic crab and a blinking light! After nearly 20 years of trial and error, the experimental octopus fishery is taking off. CLAIRE ATTWOOD PROVIDES A WIDE ANGLE PERSPECTIVE

hen I was a child, we would spend three weeks every year on the south coast of KwaZulu-Natal. Our annual holiday was always timed to coincide with the fishing season for elf (or shad as my dad always called it) and even though it was a bit peculiar to holiday in winter, the days were always sunny and the trip to the coast was a welcome break from the icy Highveld winter. When he wasn’t fishing for elf, my dad would roam the rocky shore at low tide and pick his daily quota of 25 black mussels. I would tag along and help with the mussel collecting, but when he went after octopus, I made myself scarce. At a very young age I learnt to loathe and fear the sensation of an octopus crawling up my arm. My dad always called the octopus he prepared for dinner “calamari” and believe me when I tell you it was rubbery and tasteless; if I have come across octopus on a restaurant menu since then, I certainly would have avoided it. But, after spending a morning with Garry Nel, who has spent the best part of 20 years experimenting with the best way to catch and prepare octopus, I’m ready to give this particular cephalopod another try.

An experiment in trial and error Nel’s company SA Sensational Seafoods is a right-holder in South Africa’s experimental octopus fishery and has been part of each phase of the Department of Agriculture, Forestry and Fisheries’ (DAFF) octopus experiment since 1998. He operates in False Bay, deploying his traps between Seal Island and Monwabisi beach; from Seal Island out to sea, and all the way around to Hoek van Bobbejaan on the west side of the Cape Peninsula. Nel’s

olutionised his company’s participation in the octopus experiment. The traps are imported from Australia and their success is largely a result of the fact that they are strong and heavy and can stand up to the most ferocious winter storms. Nel’s first traps were blow moulded plastic shelter pots purchased from West Africa. They rolled around on the seabed in foul weather, only to emerge crumpled and bent. The imported traps also use a novel method to lure octopus. This has proved very successful and dramatically improved catch rates.

A curious configuration Gear configuration consists of three plastic trigger traps seated together on a heavy steel frame. The traps are unbaited, but equipped with a rubber crab that fits over a flashing LED light. The light is activated soon after the trap hits the water (at a depth of 2m) and it blinks once every four seconds – enough to attract the attention of a curious octopus that is moving along the seabed. When the octopus tries to remove the crab from the pot, a trigger is released, the trap door slams shut and the octopus is locked inside. Each steel frame is joined to a longline and deployed at distance of 20m from the next frame. In total, 40 steel frames (120 individual traps) are deployed on a one kilometre longline. A cement anchor on each side of the longline helps to secure them to the seabed. On the surface, a series of bullet buoys and two radar-reflecting buoys alert other seafarers to the presence of the line. And, this being South Africa, a bold sign discourages people (who can be as curious as an

“Producing sufficient volumes is our biggest problem now,” he says. “We are currently investigating further development and expansion of the project now that we feel we have a blueprint that’s working.” crew deploys and services the octopus traps from Albatross, a converted tuna pole fishing boat, and targets Octopus vulgaris, a fast growing, cold water species that lives in water of between 5 and 100m depth. On meeting Nel at Kalk Bay harbour, the first thing he shows me are the sturdy plastic trigger traps that he says have rev-

octopus) from tampering with the lines. Incidents of vandalism have taken place, leading to time consuming line detangling operations. Two to three lines of one kilometre each are deployed at a time and the soak time for the traps is typically seven to nine days, but is always weather dependent. Maritime Review Africa MARCH / APRIL 2016

THROUGH THE FISH EYE LENS

A wide-angle perspective on commercial fishing

pouched product that would dramatically reduce preparation time for both consumers and restauranteurs. All products are marketed under the name “Cape Town Octopus”. Nel is upbeat about the future of the octopus fishery, saying it has the potential to employ hundreds, if not thousands, of fishers and is particularly well suited to fishers who hold rights in other sectors. For example, at certain times of the year, when tuna catches are good, the Albatross crew leave the octopus traps in the water a day or two longer than usual before servicing them.

Lessons from West Africa

Top: Nel removes a large Octopus vulgaris from a trigger trap. Nel has been involved in the experimental octopus fishery since 1998 and is finally seeing a return on his company’s investment. Avove: Nel is pictured with two purpose-built, Australian designed and manufactured trigger traps seated on a steel frame. The traps have radically improved catch rates in the experimental fishery. A rubber crab and a flashing LED light are used to attract an octopus into the trap. Once the octopus tries to remove the crab from the pot, the trap door slams shut and the animal is trapped. (There is no bycatch caught in this fishery because only an octopus can get into the trap and remove the crab.)

Recovery and removal Nel showed me a video of the trap retrieval operation and it really is a very slick affair. Since each line weighs about 1.8 tonnes, a powerful Australian lobster winch is used to haul the traps onto the Albatross. Hauling is at a rate of 5.2m/second at 1200 rpm. As each pot is opened the octopus inside is gently sprayed with a saline solution that paralyses it, allowing a crewmember to easily remove it from the trap. Immediately the animal is submerged in a tank of ice slurry that quickly shocks and

Maritime Review Africa MARCH / APRIL 2016

kills the animal. The catch is kept in the ice slurry until it is transferred to shore for processing. Processing takes place at the Hout Bay factory of PescaLuna. The factory is HACCP approved which facilitates the export of product to Spain, Australia and the United States. For now, SA Sensational Seafoods is producing a single product: frozen octopus hands in an attractive plastic pouch, but it is in the process of introducing an “octopus flower pack” which is the standard European presentation for octopus. Also in the pipeline is a steamed and

If you’re dubious about whether Octopus vulgaris can really form the basis of a fullscale commercial fishery, you need look no further than Northwest Africa; in Mauritania, Morocco, Senegal, Guinea and Guinea-Bissau, Octopus vulgaris is the most important demersal resource and constitutes about 30 percent of the demersal catch. In 1980, there were 279 Spanish trawlers catching octopus and cuttlefish in these countries, but access conditions in Northwest Africa have become more restrictive and the Spanish cephalopod fleet is today less than one third of its maximum size. Nel tells me that the catch of Octopus vulgaris in Northwest Africa is around 50,000 tonnes per year. I wasn’t able to verify that figure, but the FAO data that is available suggests that octopus catches (all species) in the region vary considerably – from about 46,000 tonnes to 84,000 tonnes per year. At present, the South African octopus catch is modest, but the outlook for the fishery is good. Catch rates are generally higher than those recorded in Western Australia where a 16-year experimental fishery very recently entered the commercial phase, catching about 200 tons per year, although the catch is growing. Australia has a large Greek population and so far, octopus catchers have been unable to meet demand. Some of the South African catch is helping to make up the shortfall.

Educating a market Just like my father erroneously referred to octopus as “calamari” (which is the culinary term for squid) so most South Africans have very little experience of octopus as a food. Nel has worked hard to educate the market and he is pleased to say that the top restau-

A wide-angle perspective on commercial fishing

THROUGH THE FISH EYE LENS

rants have started buying his products “and it’s gone through the roof.” One of the problems has been the incorrect labelling of octopus caught in the south coast rock lobster fishery or the trawl fisheries – which is usually the deepsea species, Enteroctopus megalocyathus (southern giant octopus). Enteroctopus megalocyathus is often labelled as Octopus vulgaris but, says Nel, the former species is of a far lesser quality. “Octopus Vulgaris has a much higher cooking yield and a better quality of meat that doesn’t vary greatly in flavour and texture,” explains Nel. Added to which, whereas trawl caught octopus is kept on ice before being processed and sold, the trapcaught octopus handled with care on the vessel and frozen immediately after landing and so quality and shelf life is assured. Nel says the notion that “an octopus is an octopus” has hampered his efforts to penetrate local and export markets, but he is working with DAFF and the National Regulator for Compulsory Standards (NRCS) to address the issue of incorrect labelling of octopus products. That Nel believes in the future of the octopus fishery is borne out by his company’s decision to build a purpose-built vessel for deploying and servicing traps. He also believes it will take a partnership with a medium-sized fishing company to take the octopus fishery to the next level. “Producing sufficient volumes is our biggest problem now,” he says. “We are currently investigating further development and expansion of the project now that we feel we have a blueprint that’s working.” As for me, now that I’ve learnt about this fascinating new fishery and seen how innovation and sheer persistence are finally starting to pay off, I feel a certain responsibility to support it. I think it’s time to overcome the octopus phobia of my youth and give it a try. Nel tells me they cook Cape Town Octopus very well at Pesce Azzurro in Woodstock.  From the top: The crew of Albatross with two good-sized Octopus vulgaris specimens. The crew, which has become highly skilled at handling octopus, also fishes for tuna. Processing of raw material takes place at the Hout Bay factory of Pescaluna. At this stage, SA Sensational Seafoods is producing frozen octopus hands for the Cape Town Octopus label. More products are in the pipeline.

Maritime Review Africa MARCH / APRIL 2016

FEATURE

Engines and propulsion

Lubricating Oils â&#x20AC;&#x201C; Lifeblood of the shipâ&#x20AC;&#x2122;s engine systems Engineers working in the marine industry and onboard vessels need to realise the key role that lubricating oil plays in ensuring that engines, gearboxes, air compressors and hydraulic systems function and work, day in and day out. The lubricating oil and grease remains hidden from view, but the oil is the lifeblood of all the working parts onboard a ship.

ubricating oils perform a number of critical functions in the mechanical operation of the main engines and vessel gearboxes. The oil provides a protective film between working parts made of steel or other metal alloys, as well as cooling the mating surfaces and removing wear debris generated during the operation of the equipment. A lubricant in the form of an engine oil must separate the mating metal surfaces at journal bearings and gear teeth with a film of lubricating oil that decreases fric-

tion in the engine, removes heat, removes wear debris as well as suspends soot and deposits formed during the combustion process in the engine. In the gearboxes onboard ship a different type of lubricating oil has to be used to lubricate the meshing gears and rotating rolling element bearings. Here the lubricant must remove heat generated during gearbox operation; carry away wear debris; release air entrained in the oil very quickly; resist oxidation by the entrained air and perhaps some water as well as quickly shed

all water that enters the oil sump so that the lubricating film between meshing gear teeth is intact. The complex chemistry of marine engine oils and marine gear oils means that care and consideration is needed to ensure that the correct oil for an engine or gearbox is selected. A well instituted maintenance program that includes lubricating oil sampling and testing as well as trending of the test results so as to follow the condition of the lubricating oil charge is vital. The lubrication requirements of marine main engines and high speed auxiliary diesel engines is determined by the Original Equipment Builders (OEM). The table on the left shows some of the complex lubricating oil properties that need to be married together to ensure that Slow Speed Crosshead and Medium Speed Trunk piston engines are effectively lubricated. Lubricants for high-speed marine diesel engines include most of the above performance characteristics. The key properties of a lubricating oil for marine engines that must be considered are:

Medium speed trunk piston system

Crankcase

Sulphur neutralisation High TBN oil = 40-100

Lubricate bearings, crankshaft, chains & running gear

Piston deposit control and ring stick prevention

Detergency & thermal stability

Sludge & lacquer control

Good lubricating oil film formation

Stability in the presence of fuel contamination

The viscosity of the oil and its SAE vis-

Anti-wear properties

Low emulsibility

Must control asphaltene deposits in engines

The Total Base Number (TBN) of the oil

System oil compatibility

Rust & oxidation prevention

Keep oil scraper rings clean

SAE 50 - 60 grade

SAE 30 grade

Thermal stability & oxidation control

Good anti scuffing ability

Release of insoluble & water to purifiers

Rust control and alkalinity retention

Importance of viscosity index for optimised wear control and spreadability

Ability to neutralise acids formed during combustion hence TBN 12-55

Combustion acid neutralisation

Ability to control piston deposits by detergent and dispersant functionality

Good water tolerance

Bearing corrosion protection +EP properties + Good water tolerance + low emulsibility â&#x20AC;&#x201C; SAE 30 / 40 viscosity grade

3 CATEGORIES OF ENGINES

Low speed crosshead cylinder

MARCH / APRIL 2016

so as to neutralise acids formed from fuel sulphur.

The Viscosity Index of the oil and its

ability to resist changes in viscosity with temperature.

The Sulphated Ash content â&#x20AC;&#x201C; to avoid

deposit formation on rings and pistons.

The quality of the oil to resist oxidation and thermal degradation.

The detergency and dispersancy of oil

to be used in Medium Speed and High Speed engines so as to keep soot and

Slow speed 2 Stroke Crosshead engines

Require 2 lubricants

Medium speed 4 Stroke Trunk piston engines

Requires 1 lubricant

High speed Diesel engines

Maritime Review Africa

cosity grade.

cylinder oil system oil

common sump for crankcase and cylinder

Requires 1 lubricant common sump for crankcase and cylinder

Engines and propulsion

combustion deposits in suspension.

Fuel influencers The type of fuel used in the various marine engines will influence the selection of the lubricating oil selected and the level of TBN or alkalinity in the lubricating oil.

For 4 stroke medium speed engines operating with both High Sulphur Residual Fuels (HFO) and distillate fuels then the following guidelines apply:

If the fuel being used is Residual Fuel Oil (HFO) with a sulphur content of up to 4,5 % m/m then lubricating oils with high TBN need to be selected, however if a low sulphur marine diesel distillate fuel is used then a lower TBN oil will need to be used. ISO 8217 Marine Fuel Standard provides all the requirements for marine fuel oils. In 2-stroke crosshead cylinder systems if residual fuels are used then high TBN oils need to be selected. If operating in an Emission Control Area (ECA) where low sulphur or ultra-low sulphur distillate fuels are mandated, then a lubricating oil with lower TBN should be used.

Fuel type (Intermittent operation)

Lubricant for distillate operation

TBN – mg KOH/g oil

Residual + <1000 hrs continuous on distillate

Residual fuel type

30-55

Residual + >1000 hrs continuous on distillate

Residual fuel type

Fuel type (permanent operation)

Lubricant

TBN – mg KOH/g oil

Residual ( HFO / MFO )

Residual fuel type

30-55

Distillate

Distillate type

FEATURE

For high speed marine engines the use of a high performance multi-grade diesel engine oil with, for example an SAE 15W/40 viscosity rating and API CI-4 or CH-4 performance level, a TBN of about 12 mg KOH/g of oil should be used. In summary it is vital that marine engineers seek professional support when selecting marine engine oils for the wide range of engines available on the market and they should also consult the engine OEM. The changing of fuel types from low sulphur distillate to high sulphur residual fuels and even the variation in sulphur levels amongst distillate fuels makes it imperative that marine engineers seek professional lubrication and fuel technical advice. Simon Norton

Tables courtesy of CIMAC

About the author Simon Norton of Chemical Investigation Services is an expert in the field of marine and industrial lubrication and worked for Shell South Africa and the South African oil industry for more than 15 years. He has been consulting to South Africa industry and commerce for the past 10 years and provides expert consulting in the lubrication of machines as well as failure investigation and corrosion investigation and testing. Mr Norton holds a Bachelor of Science degree in chemistry from the University of Cape Town and is a Member of the South African Chemical Institute and a Member of the Corrosion Institute of Southern Africa.

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FEATURE

Engines and propulsion

Impact of low sulphur fuel on engines According to information in a recent International Union of Marine Insurance (IUMI) report, the level of cat fines are likely to increase with the introduction of new low sulphur regulations, which will require more refining.

achinery damage is by far the most frequent cause of loss in marine insurance, and the numbers are likely to increase with the introduction of low-sulphur limits. Historically, 40 percent of hull claims by number are machinery damage and make up 30 percent of costs. The most typical and well known contaminant that can destroy an engine in a short time is cat fines. Cat fines are an inevitable by-product of refining and consist of small particles of metal that are deliberately introduced to 'crack' the fuel. Unless removed by purification, cat fines will become embedded in engine parts and cause serious and rapid engine damage. Filtration of fuel has been a requirement on board for many years, but crews are now noticeably less experienced and less reliable in operating the systems. Vessel operators and crew often have no idea about the purity of the fuel they use, nor is there any compulsion to find out before using it.

40%

Of hull claims by number are machinery damage and make up 30% of costs. Often, the purifiers installed are inefficient and cannot cope. Cases are known where filters have been removed. Engines need fuel with no more than 15ppm, but fuel is produced at 60ppm and over. There is clearly a need for more crew training and somebody to verify that the equipment and systems installed really remove the cat fines on their way to the engine. According to the fuel testing agency DNV Petroleum Services, the bunker fuel industry in the US has seen a rise in metals content as a result of regulations to reduce the level of sulphur in bunker fuel. Low sulphur fuels are less lubricating and this combined with the introduction of increased amounts of abrasive materials, causes damage. Once cat fines become embedded in engine parts, they cannot be removed.

Maritime Review Africa MARCH / APRIL 2016

Until fairly recently, such losses have simply been described as engine damage or crew negligence and the real cause not identified. It is only now that definite attributable losses are being reported. Claims due to cat fines have been identified in the range of USD 300,000 to USD 1.5 million, mostly in low speed engines. Wear is very rapid; for example, if liners are replaced, they could be worn out again in three days. In a technical paper presented at the CIMAC Congress in 2013, cat fines were found in 84 percent of all the cylinder liner high wear cases investigated. Contributory changes which would help:

Sampling and testing of fuel before use. Improved fuel handling on board. Improve the quality of bunkers. Alter the ISO standard1. Charter/bunkering contracts should specify fuel less than 60ppm.

Regular cleaning of filters, frequent drainage.

Clean the settling and service tanks during dry dock.

Check centrifuge capacity on specifications for new buildings.

Ensuring optimised fuel system treatment.

Introducing a new fuel cleaning system layout.

Automatic control of the cleaning flow rate.

Intensified monitoring of the fuel treatment efficiency.

If cat fines are confirmed in the fuel, all necessary work to eradicate them should be carried out immediately. However â&#x20AC;&#x153;immediatelyâ&#x20AC;? is nearly always impossible as the crew will only realise that there are fuel problems after they have become abnormally severe. Symptoms could include frequent clogging of fuel valves, malfunction of fuel pumps, abnormally frequent clogging of fuel filters

and abnormal/frequent build-up of sludge in the fuel separator. This is normally associated with cylinder blow-by and occasional fires in the scavenge space. By then substantial damage has already occurred. The vessel must then reach a suitable repair port to carry out cleaning and repair works, and will likely suffer further engine damage in doing so. Replacement or machining of all affected engine components would normally require a lengthy stay in the port of repairs as it would be necessary to purchase, take delivery of and fit a large number of spare parts, as well as finding the means to dispose of the bad fuel. If cleaning and repairs are not carried out thoroughly, and the source of the problem is not totally removed, there is a high probability of recurrent damage. Clearly, costs involved can be very considerable.

Collaboration required IUMI raised the need of more class involvement to ensure that vessels safely can operate on the new fuels required in the future with IACS in January 2011, and attended a meeting with the Machinery Panel in September 2013 to present the insurance industryâ&#x20AC;&#x2122;s concerns. Following this meeting, the IACS Machinery Panel decided to review the membersâ&#x20AC;&#x2122; current requirements on facilities provided for handling the fuel on board in order to establish a common baseline. A Project Team is currently working with industry to develop a Unified Requirement and address all necessary aspects of fuel oil treatment and ability of fuel oil pumps to work with different marine fuels. Furthermore, recent statistics from the California Department of Fish and Wildlife show that switchovers between heavy fuel oils and distillate fuels to comply with the lower 0.1 percent sulphur limit in the Californian ECA increase the risk of vessels losing power. The risks related to the complex switchover will have to be carefully monitored, and proper crew training and awareness is needed. Nevertheless, 1 January was the implementation date of the 0.1% sulphur content limit for marine fuel on vessels operating in the North American Emission Control Area.

Once cat fines become embedded in engine parts, they cannot be removed. Until fairly recently, such losses have simply been described as engine damage or crew negligence and the real cause not identified. It is only now that definite attributable losses are being reported.

Engines and propulsion The US Environmental 1 HFO with a cat fines content of up to 60ppm is compliant with the ISO 8217:2010 fuel standard 08.03.2016 8 Protection Agency (EPA) and the US Coast Guard are ramping up their inspection and enforcement efforts to monitor compliance. The 0.1 percent sulphur limit also became mandatory in the northern European Emission Control Areas (ECAs) as of 1 January 2015. The European Commission has proposed that at least 10 percent of vessels calling in European ports are monitored for compliance, with results being made public. Now in 2016, up to 40 percent of vessels inspected will have their fuel sampled. No escalation of incidents or specific challenges reported thus far from the new northern ECA limits.

the variation in fuel quality). The International Council on Combustion Engines (CIMAC) published in June 2015 a position paper on these new fuels, including some key technical considerations for shipowners and operators. CIMAC has also initiated a working group with technical experts from the industry to address the limited experience and collate information in order to develop a technical guide for these fuels. In November 2015, the US Coast Guard confirmed several reports stating that main engines may not attain the expected speed when using ultra low sulphur fuel oil. Consequently, the Coast Guard revised its

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list of recommendations to vessel owners and operators about the importance of establishing effective fuel oil changeover procedures to comply with MARPOL Annex VI emission regulations.

The Future IUMI will keep the situation under review and liaise with interested parties. These include IACS, which is working on minimum requirements for the treatment of fuel on board ships and has tasked a project team to develop a Unified Requirement. If ISO fuel standards are changed, the individual ship filtration task will be eased to some extent, but will remain critical. 

Seascape Marine Services (Pty) Ltd Sales & Service: Tel +27 (0)21 511 8201

If cleaning and repairs are not carried out thoroughly, and the source of the problem is not totally removed, there is a high probability of recurrent damage. Clearly, costs involved can be very considerable.

124 Marine Drive Service Road Paarden Eiland www.seascapemarine.co.za

China has published new regulations designating the following three areas as sulphur control areas obliged to use fuel containing less than 0.5 percent sulphur from 1 January 2019: Near the Pearl River Delta, Yangtze River Delta and the Bohai Sea. Eleven key ports within the designated areas are allowed to apply the same requirement to ships at berth as of January 2016. At the end of 2019, the Chinese government will assess the situation and consider whether it is necessary to reduce the sulphur limit to 0.1 percent.

Ultra Low Sulphur Fuel Oil (ULFSO) The main challenges with the new ULFSO are: Cold flow properties (heating required), stability (limited experience), and compatibility (increased storage capacity and separation requirements, and higher demands for tank cleaning between bunkering due to

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Maritime Review Africa MARCH / APRIL 2016

FEATURE

Engines and propulsion

Marine propulsion market driven by economy and the environment

wo separate reports published during 2015 predict growth in the marine engine market to 2020 thanks to a continued rise in seaborne trade as well as a shift towards more stringent emissions control as well as improved fuel economy. Published in December 2015, the Markets and Markets report highlights that the marine engines market is expected to grow from an estimated USD 9.10 Billion in 2015 to USD 11.05 Billion by 2020, at a CAGR of 4.0 percent during the forecast period. Rise in international seaborne trade and growing need for efficient and reliable power for propelling ships are driving the global market. In April 2015, Grand View Research published a similar update that is in agreement with the later report by Markets and Markets.

Diesel electric engines Among the three major types of propulsion systems, diesel electric engines are considered to be the best alternative when compared to other conventional propulsion systems, such as two stroke engines. This segment is estimated to grow at a higher rate when compared to two stroke and four stroke propulsion systems due to stringent environmental norms to reduce harmful gas emissions.

LNG and its hybrid fuels Markets and Markets report also

segments the marine engine market on the basis of fuel used, which includes HFO, IFO, MDO, MGO, and others. HFO-based marine engines have been widely accepted in the past few years, but LNG-based marine engines are at an emerging stage. Increasing emission control regulations and recent revisions in IMO standards have led to an increasing use of low sulfur oils such as MDO and MGO, replacing the use of bunker oil (HFO). However, most marine engines use HFO as it is a conventional fluid and is more economical than other marine engine fuels. In future, LNG and its hybrid fuel is expected to grow at a higher CAGR compared to other fuels during the forecast period. The development of the dual-fuel (DF) marine propulsion engines using LNG for addressing stricter emissions and regulations has gained much importance. For the utilization of natural gas, the dual fuel diesel (DFD) marine propulsion engines have been introduced on LNG carriers as prime movers. Previously, steam turbine systems were the preferred choice as prime movers, but they have been increasingly substituted by DFD marine propulsion engines.

Dominant markets Markets and Markets analyses five regions, namely, North America, South America, Europe, Asia-Pacific, and the Middle East and Africa. They conclude

that Asia-Pacific will continue to dominate the market with growth in the shipbuilding market in China, Japan, South Korea, and India. Asia-Pacific has been the leading market for marine engines in 2014, owing to the presence of several major shipbuilding countries such as China, Japan, South Korea, Malaysia, and India. Asia-Pacific dominates not only in providing low cost vessels, but also in efficient, good quality, and maritime regulated vessels. The commercial vessels and inland waterways vessels are the two fastest growing application segments during the forecast period. Grand View Research highlight that the Asia-Pacific region’s propulsion production has experienced high growth rate over the last five years which is projected to continue over the forecast period. Markets and Markets’ report includes profiles of some of the leading players in the Marine Engines Market including Caterpillar, GM Powertrain (Italy), Rolls Royce (UK), Wartsila Corporation (Finland), and Mercury Marine (US) among others. Dominant players are trying to penetrate developing economies and adopting various methods to grab the market share. Markets and Markets broadly segments the Marine Engines Market on the basis of application, by propulsion mechanism, by power capacity, by fuel, and by location. The study covers more than 25 vessel types including bulker, containership, general cargo, reefer, tanker, tugs, chemical carrier, LNG carrier, LPG carrier, product carrier, special carrier, and other carrier. 

Tel: (021) 511 5061 Tel: (041) 484 6378 penpower@mweb.co.za www.penpower.co.za

MARINE & INDUSTRIAL: DIESEL ENGINES • GEARBOXES • GENERATORS

Maritime Review Africa MARCH / APRIL 2016

IPS VolVo penta

Aligning skillsand to match Ship energy efficiency engine needs workshop held in Ghana M Representatives from 11 West and Central Africa

elvyn Frost of Maritime Mechanicals Consulting (MMC) has made a business out of alignment and built a reputation on delivering results that have helped prolong the countries met in Accra, Ghana, to attend the first working life of marine engines in countless vessels. His skills IMO regional workshop on “MARPOL Annexand VI – have become sought after by shipbuilders, ship repairers Ship vesselenergy owners. efficiency and technology transfer”, atOne the ofusing July.laser alignment in South Africa, of beginning the first to start Frost matches the new generation of tools with his years of experience and knowledge to perfect alignment techniques and he deliver a service that aims to save time and money forAuworkshop, which was hosted by the Ghana Maritime those who rely engine performance at sea. thority, wason aimed at building capacity with regards to knowledge about energy-efficiency while also assessing Explaining the advantages measures, of the laser equipment, Frost,the regional needs and barriers to technology transfer. however, warns that it’s notrelated just about reading the machine’s output – it is aboutgathered knowingduring and understanding whatdiscussions you are The information group and plenary doing. “It isday important to understand can be done tothe on the third of the regional workshopwhat was forwarded onto make the numbers work,” he says. Ad Hoc Expert Working Group on the Facilitation of Transfer of Technology for Ships, which will meet for its second meeting from Importance of alignment 9 to 10 October, at IMO Headquarters in London, United Kingdom. “Operating with an engine that is not properly aligned always The Ad Hoc Expert Working Group held its first meeting during results in unnecessary wear and tear on the engine, parts the 66th session of IMO’s Marine environment Protection Comand the propulsion system,” he says explaining that bearings mittee (MEPC) in March-April this year. A work plan, endorsed by are often the first to experience the brunt of badly aligned the Committee, envisages: assessing the potential implications systems. and impacts of the implementation of the energy-efficiency reguBut it’s likely4to broken shafts, damaged transmislations inalso chapter ofcause MARPOL Annex VI, in particular, on develsions, transmission failure and even damage to the engine oping States, as a means to identify their technology transfer and mounts and hull itself. At best a vessel owner will end up financial needs; identifying and creating an inventory of energyspending unnecessary money, but at worst, misaligned efficiency technologies for ships; identifying barriers to transfer of engines can even result in leaking and the sinking of the vessel. technology, in particular to developing States, including associated Although workingsources with many of the and localmaking boat builders to costs, and possible of funding; recommendaensure a properly aligned engine and propulsion system is tions, including the development of a model agreement enabling delivered on a newbuild, Frost emphasises the need to check the transfer of financial and technological resources and capacity alignment periodically. building between Parties, for the implementation of the energy ef“A vessel operating in the ocean is subject to the stresses ficiency regulations. associated with this and this will mean that the engine and The Ghana regional workshop is the first in a series that will asdrive systems do not remain indefinitely aligned. Stress, fricsist in the implementation of the work plan. Three more regional tion and vibration all contribute to the movement of parts like workshops are planned to be held during 2014, in South Asia, the engine mounts,” he says adding that the larger the vessel, Latin America andthe the Mediterranean, with additional regional the more critical alignment is. workshops in other regions planned for 2015, in order to gather He is currently overseeing the support alignment Robertson andHoc regional perspectives to further thefor work of the Ad Caine’s vessels destined for the export market and has also Expert Working Group. been kept busy with a number of Nautic’s newbuilds. In addition, he has been contracted to support work undertaken by Research vesselship chooses engine formaintenance performance many of the major repair yards doing work The 8.5m aluminium research vessel currently under conon engines. struction at Veecraft in Cape Town will feature a Volvo D3-170 Aquamatic engine. The engine was chosen to Improving the chocking system complement the needs of a the client. Frost has also become and the custom Chockfast Orange agent The vessel hasrecently been designed built by Veeincraft CapetoTown, working with Regus Dunbar in Durban to client cover suit their customer’s requirements. The end the local marine scene. He saysocean that using Chockfast Orange specialises in data capturing, mapping and research. Sheimproves has beenthe designed to be stationed on a parent significantly chocking system and ensures less vesselmovement to be launched andbreakage. retrieved when necessary. engine and bolt The VolvoOrange Penta D3-170 is a five-cylinder 2.4-litre engine Chockfast is a poured-in-place epoxy resin chocking used for commercial marine applications. The electronisystem that is used to install main propulsion engines in the cally controlled common rail fuel system provides the marine industry. performance required for applications requiring fast accelerationa and high straightforward top speed. Various operating condiAlthough relatively process, pouring Chocktions made the skill Volvo duo props right fast does require andSterndrives attention towith detail as well as the step-bychoice. Operating at a crawling 4-5 knots or cruising at 20 step method that. Sterndrives Knowledge ofoffer the properties of the material knots the Volvo superb handling with and the mounting is necessary and Frost confirms that some reduced fuel consumption and easy maneuverability. situations require specialised handling. infrastructure Volvo Penta has more a worldwide aftermarket that ensures genuine reliable Volvo Penta parts are With an eye that on the future and the understanding that freely available times. he needs to passatonallhis skills, Frost emphasises that he is currently training two younger technicians. 

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For marIne ProFeSSIonalS 76 Marine Drive, Paarden Eiland PO Box 48, Paarden Eiland, Cape Town, 7420

FEATURE

Engines and propulsion

WÄRTSILÄ 31: the most efficient engine in the world

he Wärtsilä 31 is setting a new standard for energy efficiency, delivering the lowest level of fuel consumption in a four-stroke engine. It also offers an unprecedented level of operational flexibility and can easily be adapted to accommodate different fuel types and operating profiles.

Three fuel systems The Wärtsilä 31 is not one single engine, but rather a platform consisting of three different products – a diesel engine, a gas engine and a dual-fuel engine. The engines can operate on a wide variety of available fuels, such as Heavy Fuel Oil (HFO), Marine Diesel Oil (MDO), low viscosity or low-sulphur fuels, Liquefied Natural Gas (LNG), ethane gas (LEG) or petroleum gas (LPG). Ulf Åstrand, Wärtsilä’s Director for Product Development Programs, has overseen the introduction of all these new technologies. “Previous engines were initially developed to run on diesel and subsequently adapted for gas. This made it impossible ever to fully optimise their performance and fuel efficiency for the gas or dual-fuel modes.” “This is a brand-new engine that we’ve developed from scratch,” adds Giulio Tirelli, Director, Engines Portfolio & Applications. “It’s the result of almost ten years of development work and contains the most advanced technologies, opening doors to further future developments.”

Fuel efficiency The diesel version of the engine consumes on average 8–10g/kWh less fuel compared with the closest competitor across its entire load range. At its optimum point this number can go as low as 165g/kWh. Translated into operating costs, the daily saving for a reference Anchor Handling Tug Supply (AHTS) would reach about EUR 10,000 a day in fuel expenses. “Today, fuel efficiency is the ultimate mark of technological advancement,” says Tirelli. “And delivering a 10g/kWh upgrade in a single product launch is a dramatic improvement. This engine has reached a level of efficiency that, just a few years ago, was not considered physically possible.”

Focus on sustainability An engine that consumes consider-

ably less fuel also produces significantly fewer emissions. The Wärtsilä 31 not only complies with the existing IMO Tier II emission standard, it also meets the IMO Tier III legislation that will come into force in 2016. Moreover vessels can easily to switch between diesel and gas, depending on where they are operating. “As the market leader in fuel efficiency, the vessel will produce a significantly lower amount of CO2, CO, THC and SOX. With the dual-fuel version, it can operate on diesel in a Tier II area and then switch to gas when it enters a Tier III area. The switch is instantaneous – the vessel can just carry on sailing at the same speed.”

Less maintenance, more uptime Maintenance costs associated with the new Wärtsilä 31 have been reduced by approximately 20 percent. Whereas standard engines of similar output require a maintenance stop after about 1,000 operating hours, the first stop on the new engine takes place after 8,000 hours. “Reducing the need for maintenance was one of our top priorities,” explains Åstrand. Remote access to operational data enables advanced support and immediate response from Wärtsilä to ensure the vessel´s safe operation regardless of its location. A dedicated expert with senior level technical experience gives advice to the crew via phone and e-mail. This reduces unscheduled maintenance visits on board. The modular design of the new Wärtsilä 31 allows for entire engine modules to be easily removed and replaced. “This shift from single spare parts to ‘exchange units’ – meaning the replacement of complete units or modules, such as power units, injectors and high pressure fuel pumps – contributes to more efficient servicing and maximises uptime,” says Åstrand.

Operational flexibility Operational flexibility is a major concern for offshore applications as many vessels operate at low load, but also require fast power-taking capability. The Wärtsilä 31 can easily be adapted for different operating profiles, with a variety of tunings, thanks to the advanced engine automation

system combined with the flexibility of the fuel injection and air admission systems. Further improvements for low load operations can also be achieved by installing the low load efficiency package, which includes some mechanical changes. “Thanks to an extremely high level of automation, we’ve been able to optimise several points that we wouldn’t have been able to adapt in the past,” explains Tirelli. “Modern electronic and hydraulic systems are easy to adapt to match the operating needs of the customer,” agrees Åstrand, adding that if an owner wants to change the way an existing vessel operates, it can always be re-tuned to match the new requirements.

“Future-proof” engine Modular design does not only facilitate quick repairs, it also supports future upgrades. According to Ulf Åstrand, it makes the engine “future proof”: “In the future, when we develop a new technology, the ship owner can simply install the module containing the upgrade. This will be particularly useful when new emission standards are introduced, but may also apply to future fuel types. We’ve designed a product that can easily be adapted for any future eventualities. I call it a ‘future-proof’ engine.” Wärtsilä’s engineers set out to create an engine platform with a high level of commonality between the three engine variants. “A technician who’s been trained on one will find it very easy to operate the other two, while owners with more than one engine type will reduce spare parts stocks. In addition, an engine that was initially bought to operate on, say, diesel, can easily be adapted to become a gas or dual-fuel engine if the customer’s requirements change,” says Giulio Tirelli “Due to the modular design and use of common technologies on the different variants, the engine can be converted from one variant to another with only minor mechanical changes,” adds Åstrand. “This makes it a reliable choice for the future irrespective of changes in fuel availability or potential major fluctuations in fuel prices.” 

Optimising engine performance for Nigerian gas transporter Wärtsilä has signed a five-year maintenance agreement with the Nigerian gas transportation company Bonny Gas Transport Limited, (BGT), a subsidiary of Nigeria LNG Limited. Wärtsilä will monitor and service the engines on board the BGT's six new LNG carriers and deliver spare parts, as well as expertise for inspections and major service overhauls. The contract marks the beginning of a new era of cooperation between Wärtsilä and BGT, and is the first of its kind for Wärtsilä in Africa. 

Maritime Review Africa MARCH / APRIL 2016

Engines and propulsion

FEATURE

Engine supplier adds value to education

ollowing the donation of the Wärtsilä engine to the South African International Maritime Institute (SAIMI) at the Nelson Mandela Metropolitan University (NMMU) at the end of 2014, the engine manufacturers are continuing to show support for maritime engineering education in the country. Currently Wärtsilä along with the NMMU engineering faculty under the direction of its Dean, Dr Ossie Franks are investigating complimenting the engine equipment with state of the art simulation equipment and software. Wartsila, along with the engine it has already donated, is also contributing the propulsion system, including driveshaft and propellor to allow for the engine and its components to act as full static learning tools. “I have accompanied faculty members several times to Scandanvia where the best technology exists and to inspect various software and hardware equipment,” says Wärtsilä Ship Power Development Partner for Africa, Greg Davids.

Greg Davids and Dean, Dr Ossie Franks with the state-of-the-art engine from Wartsila.

THE NEW WÄRTSILÄ 31 REDEFINES EFFICIENCY

“Wärtsilä has already brought in the very latest Oculus 3D googles, ship software and computers, which will also be used by marine engineering students to train on at NMMU. I believe it is the first in South Africa,” says Davids who adds that the maritime simulation centre is due to be up and running by the end of 2017 and in time for the first intake of marine engineering students in 2018. Going forward, Wärtsilä and its Land and Sea Academy will partner the NMMU marine engineering faculty in train the trainers programmes. “We are also discussing the possibility of doing R&D at NMMU in product development, which is quite an exciting prospect. We are particularly interested in collaborating in studying Southern Ocean going conditions and designing ships in Africa for Africa,” comments Davids. 

The leader in fuel efficiency, flexibility and environmental compliance, Wärtsilä, has the most complete marine offering on earth. We’ve used all of this knowhow to develop the most efficient engine ever. And with efficient, we don’t just mean fuel efficiency.

INTRODUCING THE WÄRTSILÄ 31 – EFFICIENCY REDEFINED.Maritime Review Africa

MARCH / APRIL 2016

FEATURE

Engines and propulsion

Meeting the varied needs of the maritime industry

usiness at Seascape Marine is varied and, according to James de Jong, developments in the market as well as in their product portfolio have seen the company able to sustain and even boost their position in the maritime markets.

the engines’ suitability for the commercial marine, offshore, military, fishing, rescue and charter-sectors. The outboards provide smooth operation with dual counter rotating crankshaft which cancels out most of the vibration and noise.

Outboards gain traction

De Jong is particularly excited about the development of the D-Torque 111 outboard from Neander Shark. “At this stage the outboard is being tested for performance and durability,” he says explaining that the first production batch will be undertaken in the last quarter of this year. With a phased-in introduction that will see the availability of the outboard in certain European countries towards the end of the year, selected countries outside of Europe will be added to the distribution in 2017.

Speaking about the recent agreement between Yanmar Marine International and Neander Shark, De Jong says that the exclusive global distribution arrangement is a positive one for them locally. He believes that the Neander Shark diesel outboards are well suited for the African market. “They are durable, exhibit good fuel economy and are well priced,” he says adding that the agreement marks Yanmar’s return to the outboard market after ceasing production in 2007. The Neander Shark outboard develops 50 hp using a small 800-cm³ turbocharged, twin-cylinder diesel engine in aluminium with common-rail fuel injection and a unique dual counter-rotating crankshaft concept. This makes the outboard light, powerful, clean and fuel-efficient. De Jong highlights

With a phased-in introduction that will see the availability of the outboard in the Netherlands, UK, Germany and Norway towards the end of this year, selected countries outside of Europe will be added to the distribution in 2017. De Jong is also upbeat about the prospects of another range of outboards that they are distributing. Torqueedo’s wide outboard range offers “electromobility” for

The Deep Blue model from Torqeedo can be used in commercial installations carrying a weight of over 50 tons.

Engines and propulsion

small boats and caters for a growing trend towards the use of electric drive motors. From outboards such as the Ultralight for kayak fishing, the Torqueedo range extends to the Deep Blue model that can be used in commercial installations like gravel pit boats carrying a weight of over 50 tons. The integrated power and propulsion system Deep Blue Hybrid is not an outboard system; it is designed for large sailing yachts and catamarans. The integrated management system of Deep Blue Hybrid makes it possible to use available power in any way you wish – for the powerful high-voltage drive system, for the 24 V on-board power supply or to operate equipment with 230 V AC current. Deep Blue Hybrid is designed in such a way that energy is always available where it's needed.

engines to one of Sea Harvest’s vessels as well as fishing companies in Hout Bay and Port Elizabeth. “The fishing sector is a growing market for us. We are excited about the opportunities of working on the existing fleets especially with regard to repowering,” says De Jong. “We can offer after-sales support and hold spare parts with good engine availability from a variety of brands that offer good fuel consumption,” he adds, explaining that the Yanmar engine range offers some of the most economic engines in certain ranges.

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Upbeat about the future, De Jong adds that the latest addition to their range includes the Humphree brand that offers Trim and Stabilization solutions for high performance vessels that benefit from trim control for added performance at sea. “The African market is important for us and we have six infield service technicians available to travel,” he says discussing a recent three-week job undertaken in Nigeria where the HamiltonJet intakes were replaced on crew supply boats for the offshore oil industry. 

HUMPHREE

Trim & Stabilisation systems

Water jets perform well Discussing the popularity and penetration of water jet propulsion in the market, De Jong comments that they have had their best year yet for water jet sales. “The water jets are particularly popular for crew boats and ferries in Africa,” he explains adding that the HamiltonJet range is helping the company grow their market share. The HJ274's and HJ292's are particular is meeting the needs of the local marine market featuring better load carrying capability than the smaller models using the same engine power range. The current HamiltonJet waterjet range includes models for power inputs from 150 to 5500kW, for vessels typically up to 80 metres long. All models include features such as integral intake and transition duct for easy installation, as well as steering and reverse components. All but the smallest units include fully integrated hydraulic reverse systems with jet-driven hydraulic pump, control valves and oil-cooler cast into the waterjet intake.

Want to reduce the roll, discover new remote places by extending your range, enjoy a higher level of safety at the helm by improving your visibility, navigate with a comfortably balanced heel in turns and save fuel while increasing speed? Achieve this with Humphree onboard and enjoy your yacht even more. Auto Trim Longitudinal trim is automatically adjusted to provide optimum running trim for highest speed and lowest fuel consumption. Auto List Automatic correction of boat list/heel normally caused by cross winds or uneven load. Coordinated Turn Automatic control of heel characteristics during turns for best comfort and safety. Additionally the turning circle can be significantly reduced. Active Ride Control is our most advanced boat control system, an automatic control of trim and list with full ship motion damping.

Varied sales and markets With a foot squarely in most sectors of the marine industry, Seascape has found success in supplying to directly to boat builders; to the fishing industry and worked on navy vessels. “We recently supplied six HamiltonJet drives to Tee-Craft in Port Elizabeth for use on three stealth yachts and ferries destined for the Maldives,” says De Jong adding that the Eastern-Cape based boat builder is also building a survey boat and dive boat that will feature water jet propulsion. He is also upbeat about the company’s penetration into the fishing industry highlighting a recent coup in supplying Yanmar Medium and High speed commercial

Tel: 021 511 8201 www.seascapemarine.co.za Maritime Review Africa MARCH / APRIL 2016

FEATURE

Maritime law and insurance

Insuring your best results against fire at sea I was talking to a friend who made a comment that “fire” is a dangerous opponent in any situation, but that it must be infinitely more complicated when that fire occurs on board a ship at sea.

ires on board ships can arise anywhere, from the engine room, to accommodation section and in the cargo being transported. Ships are fitted with various fire detectors and it is essential that these are checked and tested on a regular basis. According to statistical information, the most common fires on board ships occur in the engine room. The risk of a fire can be controlled by following simple safety measures. For example, waste bins used for storing oily rags must have covers. Oily rags should not be left lying around. Receptacles with covers should be provided at each floor and on both sides. Fires can often occur in the ship’s galley and electrical equipment should, therefore, be kept in good order. Senior officers should keep an eye in the galley when provisions are being taken on board because this is the time when the galley remains unattended for an extended period of time.

Cargo fires are notorious and have often resulted in the loss of the ship. These fires can be started from many ignition sources including cigarettes, faulty electrical wiring and even cargo lights being left on. They can also occur as result of a chemical reaction between two cargoes. Even supposedly "safe" cargo can cause a fire if it is stowed carelessly.

Equipment and training Ships are fitted with firefighting equipment and the crew are trained with the use of this equipment. Ships are also protected with a C02 system and there is a C02 room where C02 can be deployed to sections of the ship. In the C02 room there is a plan which will indicate the number of bottles that need to be deployed into a particular space.

whilst she was at anchor off Durban, both Transnet National Port Authority and Smit Amandla Marine had to render assistance to extinguish the fire. It is in these situations that a well-trained crew can be the difference between life and death. A well drilled crew should be able to identify the vicinity of the fire and the firefighting techniques to be employed to extinguish the fire pending assistance from other ships or firefighting craft. Sometimes, simply carrying out boundary cooling, can save a ship whilst waiting for professional assistance. There are a number of reputable companies that have teams available and which can be landed on board ships to help crews extinguish fires. These companies employ experienced and well trained firefighters who are used to extinguishing fires on board vessels and understand the issues of ship fires.

Fire prevention

So for example, if a fire breaks out in the engine room, the room will be sealed off and the requisite number of bottles can be deployed into that space. Unfortunately,

Fire prevention is the shared duty of each and every member of the crew. No fire prevention effort or program can be successful Smoking is another cause of fires. It is esunless it involves everyone aboard ship. sential that the crew and visitors acknowlFire prevention is not easily edge and comply with all smoking defined, perhaps because it regulations. On reviewing statisti- Every seaman probably fears the consequences of is primarily a matter of atcal information, common fires in a serious fire at sea, but, unfortunately, awareness titude, and its benefits are cabins occur as a result of crew not easy to measure. For members falling asleep in bed of the possibility of fire does not always lead to the these reasons fire prevenwith cigarettes burning. The use attitudes and actions necessary to prevent it. tion is difficult to sell, and it of self-closing ashtrays can limit requires continuing effort, the risk of a fire. It is also importengine room fires often disable a ship so strong guidance and leadership. ant that all fire doors are kept closed. the crew will need to call for assistance in Every seaman probably fears the conseI have been on board ships where fire order to be towed to the nearest port of quences of a serious fire at sea, but, undoors have been tied open as the crew refuge. fortunately, awareness of the possibility of are too lazy to open and close doors beC02 can also be used in the cargo holds fire does not always lead to the attitudes hind them. On such a ship, a fire is able but unfortunately cargo fires can be exand actions necessary to prevent it. Some to spread very quickly throughout the acceptionally difficult to extinguish without individuals may be sensitive to the hazards commodation section. This results in the outside assistance. For example, when the of fire and to the means of preventing it. unnecessary loss of life. fire broke out on board the Sea Elegance Others may be completely irresponsible. Somewhere between these extremes is the majority who are in some respects very Tel +27 31 301 1102 , Fax +27 31 301 1290 careful — in others, foolishly careless — Mobile phone 24 hr number + 27 83 453 4899 perhaps from lack of knowledge. Email: pidurban@pandi.co.za http://www.pandi.co.za Listed with SABS to ISO 9001:2000

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Each member of the crew should analyse his own attitude toward safety, in particular toward fire prevention. A carefully planned and conducted fire prevention program can help ensure that the ship and her crew are safe. By Michael Heads

Maritime Review Africa MARCH / APRIL 2016

Maritime law and insurance

Shark team successful in their appeal against liability

n March, the Supreme Court of Appeal (SCA) upheld the appeal by MV Shark Team, Grant Tuckett and White Shark Projects CC against a judgment of the Western Cape Division of the High Court, Cape Town, and accordingly dismissed the claim of Sarah Tallman who had sought to hold them liable in delict for damages arising out of the death of her husband, Christopher Tallman, who drowned at sea while on a shark cage diving expedition operated by the appellants. In April 2008, the MV Shark Team, a skiboat carrying tourists on a shark cage diving trip, capsized at sea after being hit by a large wave. As a result, three passengers drowned, including Tallman. Ms Tallman sought to hold the appellants liable for inter alia loss of support arising from the death of her husband, on the basis that his death had been caused by the negligence of the skipper of Shark Team, Tuckett.

The issue before the SCA was whether the death of Tallman was caused by the negligence of Tuckett, and whether the appellants should accordingly be held liable for the damages. The factual points in dispute included the conditions at sea on the day in question, whether Tuckett had acted with sufficient care in going shark cage diving given those conditions, whether he had taken adequate care to find a safe place to anchor while conducting the diving, whether the conditions deteriorated during the course of the trip, and whether he accordingly should have halted the trip earlier. After a comprehensive review of this evidence, the SCA concluded that on the day in question, Tuckett had not acted negligently in choosing the anchoring spot he did, and there were no warning signs which would have alerted a reasonable skipper

Emerging opportunities for marine insurance

ighlighting some of the challenges facing the marine insurance sector, President of the International Union of Marine Insurance (IUMI), Dieter Berg, called for stakeholders to take advantage of recovering markets. â&#x20AC;&#x153;The US and European economies remain on a recovering path, and the emerging market weakness in many cases appears to be temporary,â&#x20AC;? he said adding that companies need to be adaptable, creative and quick thinking. Calling on IUMI members to make 2016 the Year of the Enterprising Marine Insurer, he highlighted the opportunities around using big data analysis and the

need to shape the future of the industry. He further emphasised the need to stay relevant to clients for technical expertise and risk-adequate underwriting. â&#x20AC;&#x153;There can be no denying that the global marine insurance industry faces some daunting obstacles. Continuingly negative worldwide economic indicators include the slowdown in China and weakened economies in many developing and exporting countries. As a result, demand for commodity deliveries has dropped and shipping companies are experiencing a significant overcapacity of container vessels, as well as depressed freight rates,â&#x20AC;? he said. ď&#x201A;˘

Trend of reduced frequency of total losses arrested in 2015

he general trend in reducing frequency of total losses witnessed over the past 14 years reversed slightly in 2015. After hitting an all-time low in 2014, statistics from the International Union of Marine Insurance show a slight increase during 2015. Whilst tanker and bulker tonnage has shown an overall downward trend in Total Loss since 1999, the container fleet has suffered an increase in total loss frequency by number of vessels with the average amount of container Grt remaining largely unchanged.

Other statistics show:

Passenger and non-cargo categories showing a significant reduction in total loss frequency in 2015

The world bulker and tanker fleets

show a marked reduction in total loss of older tonnage (15 years plus) in more recent years (2011-15)

There is an increase in the frequency

of total loss caused by heavy weather and grounding. Heavy weather resulted in 45 percent of all total loss between 2011 and 2015, while grounding resulted in 26 percent. ď&#x201A;˘

FEATURE

in his position to leave in time to avoid the wave in question. The capsize was caused by a wave that was abnormally large for the area, far larger than the average swell for the day, and which was the product of a rare cross-sea. This phenomenon occurred less than two percent of the time, and was where a strong south-easterly wind produced swells which combined at irregular intervals with the ordinary south-westerly sea swells, with the result that certain waves were much larger than would otherwise be expected. As there was only one witness aware of this phenomenon, who was a highly qualified expert on oceanography, the SCA held that Tuckett could not have been expected to know of it and taken it into account. On the facts then, the SCA held that the respondent had failed to prove that the death of Tallman was caused by the negligence of Tuckett, and accordingly upheld the appeal. ď&#x201A;˘

Historic decision by Ports Regulator

he Ports Regulator of South Africa (PRSA) has published its latest Record of Decision and announced that, despite an application by the Transnet National Port Authority (TNPA) to increase its tariffs by an average of 5.9 percent, no increase on cargo dues will be permitted and a three percent increase on marine service will be allowed for the period April 2016 â&#x20AC;&#x201C; March 2017. Tariffs for full container exports will be decreased by 10 percent. Andrew Pike, Head of the Ports, Terminals and Logistics Sector Group at Bowman Gilfillan Africa Group says that â&#x20AC;&#x153;this represents a bold and thoughtful decision by the Regulator which still allows TNPA a reasonable return of ZAR 2 billion on its investment in the circumstances.â&#x20AC;? Of particular interest are two discounts which have clearly been aimed at supporting the ailing economy. The first is designed to assist in drought relief and discounts cargo dues on maize at 50 percent, capped at 5 million tonnes. The second is the discount on marine tariffs over the next three years in relation to South African flagged commercial vessels. Andrew Pike says that â&#x20AC;&#x153;The Regulator must be congratulated for introducing a further measure to support the economy and presumably align the tariff with the Department of Transportâ&#x20AC;&#x2122;s wish to encourage more commercial vessels to be flagged in South Africa.â&#x20AC;? ď&#x201A;˘

Maritime Review Africa MARCH / APRIL 2016

FEATURE

Maritime law and insurance

Insurers ordered to pay for the loss of Lindsay More than ten years after the loss of the inshore trawler, Lindsay − which sank shortly after colliding with the bulk carrier Ouro do Brasil on 8 May 2005, with the loss of 14 lives − vessel owners Viking Fishing have been vindicated by a full bench of the Supreme Court of Appeal. The Court ruled that the company’s insurers, Mutual & Federal, are liable to pay the insurance value of the lost vessel, plus interest accumulated over the past 11 years.

he insurers were also ordered to cover the full costs of the law suit.

So overwhelmingly in favour of Viking Fishing was the Supreme Court judgement that an attorney on the fishing company’s legal team referred to it as “a slam dunk”. “More than anything else, this judgement vindicates Viking Fishing because it found there was no ‘want of due diligence’,” said Tim Reddell, a director of the Viking Fishing Group. “That is why we pursued this matter all the way to the Supreme Court, we were convinced that neither the crew nor the owners and managers of the vessel were any way responsible for the loss of the Lindsay. We were not negligent.” Soon after the Lindsay was lost, Viking Fishing claimed under its insurance policy for the agreed value of the vessel. But, Mutual & Federal rejected the claim and Judge J. Yekiso in the Western Cape Division of the High Court dismissed Viking’s action in which it sought to recover the value of the vessel. Mutual & Federal’s grounds for dismissing the claim were that Viking Fishing breached the warranty on the basis of “want of due

diligence”. The main thrust of the insurer’s argument was that the mate, Levendal, who was supposed to be on duty at the time of the collision, was not present on the bridge, that the vessel was on autopilot and that the watch consisted of Koeries, a

The judgement has important implications for the South African fishing industry because it states that the clauses in insurance policies should be applied in “a practical and business like” way deckhand, and a Ehlers. Mutual and Federal’s contention was that Levendal’s alleged absence from the bridge and the fact that Mr Koeries and Mr Ehlers were not certificated to form part of the navigational watch, was in breach of the Safe Manning Regulations and therefore the warranty of the insurance policy. However, the Supreme Court ruled that, even if on the night of the collision Levendal had neglected his duties (and the judges queried whether this was in fact the case), that would not amount to a want of

A Legal perspective on the Lindsay case

he appeal turned on two issues. The first was the proper application of the so-called “Merchant Shipping Act warranty” in the insurance policy. The other was whether the whether the loss of the Lindsay resulted from “want of due diligence” on the part of Viking Fishing. The MSA warranty is a common feature of hull insurance policies written in the local market and the clause in the Lindsay policy read as follows: “Warranted that the provisions of the South African Merchant Shipping Act and the regulations pertaining thereto shall be complied with at all times during the currency of this policy, provided that this warranty shall be effective only to the extent of those regulations which are promulgated for the safety and/or seaworthiness of the vessel(s). It is understood and agreed that this warranty shall in no way be construed to nullify the ‘inchmaree’ Clause, or any part thereof in the Institute Clauses

Maritime Review Africa MARCH / APRIL 2016

attached to this Policy.” The term “inchmaree” refers to events which extend insurance cover under the policy to situations beyond perils of the sea. Given that Viking Fishing’s claim was based on an “inchmaree” event, it argued that the MSA warranty did not apply to such claims and that there had been no breach of the warranty. The Court agreed. The Court found that it was not necessary to determine the legal effect of a breach of warranty: “Such warranties are to be construed favourably towards the insured because of their impact upon the liability of the insurer. In other words they are to be given a practical and businesslike construction in the light of the purpose of the clause and the insurance policy. They are therefore not lightly to be construed as invalidating cover on grounds unrelated to the loss.” Turning to the second ground, the court

due diligence on the part of Viking Fishing. Due diligence, it said, is not dependent on the conduct of the crew but on the conduct of those responsible at a higher level of management in the company. This could not be shown and, consequently, there were no grounds for Mutual & Federal to dismiss the insurance claim. The judgement has important implications for the South African fishing industry because it states that the clauses in insurance policies should be applied in “a practical and business like” way. It reads: “Mutual & Federal adopted the approach that at every moment of every day during the period of cover Viking was obliged to comply with every regulation promulgated under the (Merchant Shipping Act) for the safety and seaworthiness of the vessel. It contended that any departure from this rigorous degree of compliance entitled it to avoid liability under the policy.” The Judge ruled this was “extreme” and by no means the correct view. He said that account must be taken of the “ordinary eventualities” that occur at sea: “A life jacket may be lost overboard or be damaged. A fire extinguisher used to stop a small fire from spreading may be exhausted. Various items of the vessel’s equipment may malfunction, be broken or lost. Is it to be thought that the vessel must in every such instance return immediately to port to remedy the deficiency spurred on no doubt by the thought that until it did so it would have no marine hull cover under the policy? I doubt it.” Judgement was delivered by Judge MJD Wallace. 

highlighted that what must be established is a want of due diligence on the part of the insured, the owner or the manager causing the loss. That – so the Court held - does not depend on the conduct of the crew but on the conduct of those responsible at a higher level of management in the company. When applying this test to the facts of the case, the Court was satisfied that the evidence showed that it was properly crewed by Viking Fishing in accordance with the applicable regulations. Given that there are relatively few reported marine insurances cases in South Africa, this decision should serve as an important guide to owners and underwriters alike on the direction of our courts in deciding cases of this kind, particularly as regards the adoption of an approach which favours fairness over strict compliance with warranties. By Lana Jacobs and Jeremy Prain, Bowman Gilfillan Africa Group’s Shipping & Logistics Practice Group.

Maritime law and insurance

wo bulk carriers that have been under arrest since December last year in Durban, were sold on auction for a combined price of US$20 million (over R300 million) by South African auction house Clear Asset.

The Korean vessels, built in 2010 by STX and belonging to the Kaptanoglu Shipping Group, were arrested in Durban following unpaid loans of US$52.7million to Unicredit, the company who co-funded the construction of each ship. The young vessels were both bulk carrier giants with respective deadweight of approximately 80,000 tons each. Extensive global bidding interest, stretching from

Singapore to Liberia, UK and Greece, reinforced that despite the market being in turmoil there is definite demand for well-maintained ships. The auction saw individual bids of $9.25 and $9 million per vessel before achieving a notable $20 million for the two ships as one combined lot. Ariella Kuper, lead auctioneer and MD of Clear Asset, expressed positive sentiment post the sale and believed the price achieved was strong and certainly a favorable outcome for the creditor, with the final bids clearing the Reserve levels on the auction floor. According to an affidavit prior to the auction, neither the borrower nor the owner intended to oppose the sale making it a clean transaction for the successful bidder. “We believe this definitely enhanced both appeal and value for the bidder,” commented Kuper. The 80,000-ton ship, the Zeynep K was auctioned together with Sadan K for a combined total of US$20 million (over R300 million) by South African auction house Clear Asset.

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

Independent valuations conducted in September 2015 are said to have placed the value of each vessel at US$18.5million, but since then the market has dropped dramatically with an increased supply of arrested ships. Comments Warren Schewitz, CEO of Clear Asset, ‘’The number of ship arrests around the world has risen drastically over recent months as banks and creditors seek compensations from ship owners who find themselves unable to pay up on outstanding loans. South Africa has become positioned as a good destination to successfully sell marine assets under such conditions and we believe the recent auction reflected professionalism and credible international outreach through the global campaign we undertook.” In October 2015 the bank served a ‘’notice of default and acceleration’ to the Kaptanoglu Shipping Group’, demanding the immediate disbursement of $52.7million. The owners then delivered both vessels to the bank in Durban. The auction followed the recent sale of another arrested vessel, the MV Panos Creation of 27,000 tons which was jointly sold by Clear Asset in January 2016 for R12 million. 

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FEATURE

Maritime law and insurance

Comments sought for Marine Spatial Planning Bill

he Draft Marine Spatial Planning Bill 2016 was published for comment by the South African Minister of Environmental Affairs, Edith Edna Molewa on 26 March. “The Bill aims to provide a framework for marine spatial planning in South Africa’s waters; to provide for the development of the marine spatial plan; to provide for institutional arrangements for the implementation of the marine spatial plan and governance of the use of the ocean by multiple sectors; and to provide for matters connected therewith.” The short Bill has a tall mandate and allows for the establishment of a Directors-General Technical Committee (Technical Committee) as well as an Ocean Economy Ministerial Management Committee (Management Committee). According to the published draft, the Technical Committee, which will comprise of DGs from at least 20 ministries, will consider sector plans and “identify compatible uses within specific ocean planning areas, synergies among compatible users, projections, forecast and future planning scenarios, analysis of emerging uses and environmental change impacts.” They will also be tasked with conflict resolution between the sectors and may refer any matter to the Management Committee. The Management Committee, which is to consist of Ministers of the same Ministries, will consider and decide on matters referred by the Technical Committee. Where resolution cannot be found at Management Committee level – matters will be referred to the Executive Issue Resolution Committee. The Executive Issue Resolution Committee will be constituted on an ad-hoc basis and will comprise of the Deputy President and relevant Ministers involved in the matter. Comments on the Draft Bill must be made to mspbill@environment.gov.za

P&I Clubs merger discussions

he boards of the Britannia Club and the UK P&I Club, two of the oldest P&I clubs in the world, have announced that they are in merger discussions. The boards of the Clubs will now begin a process to determine whether the merger is possible and delivers appropriate benefit to their respective Memberships. Ultimately, the decision on whether to proceed with a merger will be decided by the Members at Special General Meetings to be convened later in the year. The talks are concurrent with discussions between their managers, Thomas Miller and Tindall Riley, both leading international providers of insurance and professional services, which would also lead to a merger of the respective businesses should the Clubs decide to merge. 

A boost for marine insurance surveys in Africa

PS International loss adjustors and surveyors recently opened an office in Dakar, Senegal to service the Sub-Saharan continent’s marine insurance requirements. Headed by Caroline Paul and assisted by Capt. Ahmet Tuna, the Senegal office aims to offer direct and prompt service without any intermediary and at a reduced cost; and will coordinate the surveys all over Africa. A combination of expatriate professionals who have proven track record in Africa and local employees will handle activities in the region. “These employees will intervene in support of our local surveyors, based in each country in Africa to manage particularly sensitive cases, or in case multiple skills will be required, in agreement with our clients. This unique vision of service in Africa will allow our surveyors, together with our local surveyors in each country, to deal with sensitive assignments and provide unprecedented quality service,” the company states.

International conference to discuss marine insurance

he International Union of Marine Insurance’s conference will be held from 18 to 21 September in Genova this year under the theme “Effective Underwriting in a Changing Environment” This year’s theme reflects the constant changing environment in which insurers must operate in, and the need to continue high quality underwriting to tackle this challenge. The key challenges include the current market environment: our clients are facing an oversupply and overcapacity of ships coupled with low freight rates. On a macroeconomic level, now as before, we are witnessing a low and volatile oil price, low interest rates, uncertainties in the economic development and sanctions to comply with. In addition, we have seen a downturn in the developing growth rates in many regions and decreasing trade volumes. Imminent developments such as cyber threats and unmanned vessels need to be considered with regard to consequences for underwriting. 

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Upcoming features for 2016 FEBRUARY 1. Training and development of human capital 2. Hydrography and underwater surveying MARCH / APRIL 1. Maritime engines and propulsion 2. Marine law, insurance and finance MAY / JUNE 1. Risks and security issues for the maritime industry 2. Health and safety in the maritime sectors JULY / AUGUST 1. Bunker industry review 2. Marine engineering and manufacturing SEPTEMBER / OCTOBER 1. Marine civils and port development 2. Towage, salvage and casualty response 3. Lifting and handling equipment

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BUNKERS

South Africa is losing R2bn a year due to a decline in bunker-only calls.

FOREIGN FISHING for tuna catches as South Africa aims to show a track

NOVEMBER / DECEMBER 1. Marine electronics and software development 2. Maritime organisations, federations and institutes Maritime Review reserves the right to change features without prejudice

MARITIME NEWS

Industry updates

Ambitious plans for a maritime start-up With a clear future vision that includes training young black female engineers and technicians for the maritime electronics sector, Ngazibini Qongqo recently took the bold decision to launch Mvano Marine in Cape Town.

e has come a long way from manufacturing 4x4 car bumpers after graduating from CPUT with a Mechatronics Engineering qualification to finding his feet in the technically challenging world of maritime electronics. “I realised that car bumpers were not for me and that I needed something more challenging and rewarding,” he says explaining how he applied for a position at Unique where, under the mentorship of Waldo Fourie, he progressed from trainee to become a qualified engineer. Qongqo soon realised that the marine industry offered a diverse and challenging career environment. Providing opportunities to travel, he became focused on the servicing of Dynamic Positioning systems offshore Africa. But, with more ambitious plans to start his own company, Qongqo took a chance at the end of last year to establish himself in the competitive market. The 26-year-old is clear on the path ahead. “We are still finding our feet, but we will be different to other companies. We will train black female engineers and introduce them to the industry,” he says. His desire to strike out on his own dates back to 2012 and he admits that the slump in the oil industry with resultant retrench-

ments at many companies made him want to take control of his own future employment. “The threat of retrenchment gave me the feeling of not having the power to deterEntrepreneur, Ngazibini Qongqo with Maritza du Preez. mine my own life,” he explains. Buoyed by the resignation of his mentor, Qongqo decided that the time was right for him to revisit his ambitions. “I had a good relationship with Waldo. He was like a father to me and I approached him about orocco, Mozambique and the my plans,” he says adding that it is motivatComoros have been the focus ing to have someone who believes in you. of the International Maritime OrganiMvano Marine is currently co-located sation’s (IMO) interactions with Africa alongside the newly established Dynamic during March and April. Marine, which was launched late last year Morocco has ratified two important by Waldo Fourie and his partners. The two IMO treaties that will assist in protectcompanies are involved in a symbiotic relaing the marine environment, the Intertionship, but operate independently. national Convention on Salvage (1989) “My aim is to start small, but to grow. I aim and the 1996 Protocol to the Convento employ two engineers in a year’s time tion on the Prevention of Marine and I hope to be able to help other compaPollution by Dumping of Wastes and nies in the future,” he says. Other Matter (1972). Qongqo understands that the road ahead In March an IMO team visited the may be challenging, but is keen to be Comoros on a fact finding mission and judged on what he can deliver to the indusneeds assessment in order to assist try as well as the service he offers.  the country in the development of its maritime sector, as well as to ensure the fulfilment of its flag, port and coastal State obligations. The team focused on issues such as ship registraMinistry of Transport, and be mandated tion and the effective survey and certito interface with other stakeholders to fication of ships flying the Comoros work out modalities for the optimal use flag. of terminal.

IMO interacts with Africa

Committee to address Lagos terminal issues

he Managing Director of the Nigerian Ports Authority, Mallam Habib Abdullahi has called for the establishment of a tripartite committee that will put in place a framework for the effective utilisation of the Ikorodu Terminal in Lagos. Mallam Abdullahi made this call at the Ikorodu Lighter Terminal while on a joint inspection of the Terminal with Comptroller General of the Nigeria Customs Service, Col Hammed Alli [Rtd]’ Habib Abdullahi suggested that the committee should comprise of the Nigeria Nigerian Ports Authority, Nigeria Customs Service, and the Federal

Maritime Review Africa MARCH / APRIL 2016

Col Alli directed that the service is the Zone A command should look into how the two large warehouses in Ikorodu, described as the largest in Nigeria, could be well utilised. On accessibility to the terminal, in addition to roads, both the Comptroller General and the Managing Director of NPA emphasised the need for the opening of the waterways through dredging so that importers and exporters can patronise the terminal. 

Maritime security was on the agenda at a table-top exercise in Maputo, Mozambique in early April, aimed at supporting Mozambique’s national capacity to perform coastal functions. The exercise involved a range of scenarios, including policy decisions and crisis/emergency management and response to highlight the need for an integrated, multi-agency approach in implementing maritime security and maritime law enforcement. 

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MARITIME NEWS

Industry updates

Cape Town shipbuilder secures project for Ivory Coast

ape Town shipbuilder, Nautic Africa, a Paramount Group company, has signed a significant agreement with Citrans to build the first ferries in a series of vessels for the Ivory Coast worth R347 million. The deal forms part of a Presidential infrastructure project that aims to reduce urban congestion in Abidjan. Phase one of the project, which will deliver 18 vessels by September 2016, highlights Nautic’s ability to design and build to the specific requirements of the international market. A focus on vessel stability, comfort and competitive costing has resulted in a twin-hulled design concept for the newbuilds. Due to operate in shallow inland waters, the 27m long ferries are designed with a maximum water draft of just 1m and air draft of 4m. The catamaran-styled vessel design is guided by the International Association of Classification Societies’ (IACS) rules to keep passengers safe and comfortable.

With operating speeds of up to 12 knots, the ferries will be fitted with various seating arrangements in 200-seater and 240-seater versions. Configurations An artist’s impression of the ferry station and ferries. for economy as well as business vessels. In addition, four boarding ramps class seating provide quick and efficient access onto and will see some of the vessels catering either off the vessel. for business or economy class completely The ferries will benefit from Nautic’s or for a varying percentage of both. commitment to building to the highest Highlighting the importance of safety in specifications using the latest technology vessels focused on passenger transport, for an end product that is efficient and Nautic confirms that each vessel is to be robust to ensure an extended service life. delivered with life saving safety equipNautic Africa’s CEO, James Fisher, believes ment as well as a variety of alarms and that the company’s focus on vessel life cycle sensors. Passenger comfort is ensured with will be an advantage to the long-term parttoilets and air conditioning throughout the nership between themselves and transport provider in Cote d’Ivoire, Citrans. Powered by fuel-efficient twin Volvo Penta D5 propulsion systems, the ferries will deliver operational effectiveness, reliability and cost efficiency. ingness of the Kenyan and Tanzanian Navies to apprehend smugglers is most “This is a critically important project for welcome. We must now ensure approAbidjan that will contribute positively to priate intelligence sharing when operathe economic and social success in Cote tions permit.” d’Ivoire,” says Jacques Brummer, CEO of Southern Power Products, a Nautic Africa Each country was also briefed on opporGroup company. tunities to increase intelligence sharing, including as part of enduring Combined Highlighting an agreement with the Maritime Force operations off the East in-country Volvo Penta distributor to African coast. The Chief of the Kenyan provide five-year maintenance and support Navy Major General Mghalu, and the infrastructure, he says: “Our agreement Chief of the Tanzanian Navy, Major with SMT in Cote d’Ivoire will ensure maxiGeneral Laswai, both expressed interest mum efficiency and uptime of the ferry in opportunities to participate in any fleet.” Combined Maritime Force operations off Committed to delivering a standard and their coasts. uniform platform across the fleet of vessels The Director of Maritime Operations due for delivery over a 21-month period, of the South African Navy, Rear Admiral Nautic will ramp up three production lines Thomson, confirmed the South African to meet CITRANS’s required delivery schedNavy would react to actionable intelliules. The full scope of the final project is gence. set to deliver between 42 and 50 vessels by 2020.  Two CTF 150 plans staff and an Australian Federal Police Liaison Officer accompanied Commodore Hatcher. This provided a valuable opportunity for the Australian staff to gain a detailed understanding of how to incorporate Kenyan, Tanzanian and South African forces into counter narcotics and counter terrorism efforts in East Africa, including how the Combined Maritime Force can better support regional efforts.  www.maritimesa.co.za

Enhancing multi-agency efforts against smuggling at sea in Africa

ommander Combined Task Force 150 (CCTF150), Commodore Jaimie Hatcher AM, RAN conducted a very successful Key Leader Engagement (KLE) in South Africa, Tanzania and Kenya during March aimed at enhancing multiagency and multinational efforts to counter terrorism and narcotics smuggling from the Makran Coast to Eastern Africa. Commodore Hatcher met with senior members of the operations and intelligence staffs of all three militaries and navies. Additional meetings with law enforcement agencies also proved valuable in understanding law enforcement outcomes in particular the willingness to prosecute smugglers including the confiscation of dhows. All three countries undertook to pursue the confiscation and destruction of dhows involved in illicit activities as this will have a significant impact on smuggling operations. While South African National Defence Force Patrols in the Mozambique Channel are conducted with embarked Mozambique Marines to affect arrests, Kenyan and Tanzanian officials highlighted that providing they had the appropriate intelligence they would act. Commodore Hatcher said, “The will-

Maritime Review Africa MARCH / APRIL 2016

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Industry updates

New port investment for Morocco Port operator APM Terminals is to develop a new transshipment terminal in Tangier with an annual capacity of five million TEUs. APM Terminals MedPort Tangier will become operational in 2019, serving multiple trades and will be the first automated terminal in Africa.

he 30-year concession of APM Terminals MedPort Tangier will complement the current operations of the existing APM Terminals Tangier facility. Tangier, Morocco - APM Terminals has been named as the operator of a new container transshipment terminal at the Tanger Med 2 port complex. Total investment in the new terminal is expected to be EUR 758 million. Maersk

Line will be an important customer of the new terminal. The Tanger-Med port complex is strategically located on Africaâ&#x20AC;&#x2122;s northwest coast near the mouth of the Mediterranean Sea on the Strait of Gibraltar, where the Atlantic Ocean and Mediterranean Sea meet. APM Terminals MedPort Tangier will feature state of the art technology and

An artistic impression of the proposed new terminal in Tangier, Morocco.

MARITIME NEWS

have up to 2,000 metres of quay length. It will feature the technology pioneered at the APM Terminals Maasvlakte II Rotterdam terminal which opened in 2015. APM Terminals will create a new organisation in Tangier, adding a large number of new jobs and be responsible for the completion of the terminal yard, surface, buildings, container handling equipment, and integrated automated systems. The quay wall construction and site reclamation for the first 1,200 metres has been completed by the Tanger Med Port Authority, which is part of TMSA. ď&#x201A;˘

Seated left to right at signing ceremony in Rabat, Morocco: Kim Fejfer, CEO, APM Terminals and Fouad Brini, Chairman, TMSA.

MARITIME NEWS

Industry updates

Dredging of Maputo Port channel in May

Safety certification for ship repairer

lgin Brown & Hamer (EBH) Namibia has attained the international OHSAS 18 001 certification a little over a year after it became ISO 9001-certified. “Attaining the OHSAS 18 001 certification was an intense process but - true to form – our staff worked as a team with a common vision: to demonstrate to our clients that nothing less than world class standards is good enough at EBH Namibia,” says Hannes Uys, CEO of EBH Namibia. For Tim Kolisi, QHSSE (Quality, Health, Safety, Security and Environment) Manager at EBH Namibia, benchmarking against global standards in quality and safety systems is paramount for any company wanting to compete successfully in the international maritime industry. “Achieving the OHSAS certificate is great news for EBH Namibia, as it demonstrates to our clients in a tangible way that we are indeed a worldclass organisation, dedicated to the health and safety of our people. It is further proof of our commitment to quality and safety, as well as continuous improvement in every aspect of our business,” says Kolisi. While the company is excited at having attained this latest certification, Uys recognises that the hard work has only just begun. “Pivotal to our future sustainability is to maintain compliance not only with ISO and OHSAS standards, but to local and international health and safety laws. 

he 10-month dredging of the access channel to the Port of Maputo, from -11 metres, to accommodate vessels with a sailing draft of up to 14.2 metres on the tide, is likely to begin in mid-May and will be executed by Jan de Nul. The project will enable access for ships of up to 80,000 tons making Maputo Port more competitive in regional and international shipping markets. Mozambican banks are providing financing and the support of the different stakeholders, including the Government of Mozambique, have been instrumental in ensuring the project is implemented. The total cost of the project is approximately US$115 million and

the involved parties are currently under contract negotiations. CEO of MPDC, Osório Lucas, said: “Dredging the port access channel is a strategic decision that will not only help to achieve our target of handling 40 million tons per annum by the end of the concession period, but will have long term benefits for the Mozambican economy. “We believe it will attract more cargo, create more jobs, encourage the growth of smaller businesses associated with the port and highlight the need for more infrastructure development as well as increase our contribution to the economy of the country.” 

SAR vessels promote safety and security in Kenya

he three search and rescue boats acquired by the Kenya Maritime Authority (KMA) were dispatched in Lamu, Kisumu and Mombasa counties. The boats will aid in search and rescue missions in the entire Lamu region and adjacent islands as well as boost the Authority’s collaborative efforts in maritime safety and security matters in the community. The boats will also play a vital role in enhancing the Authority’s collaborative efforts with other agencies like the Maritime Police and Kenya Wildlife Service’s in responding to distress calls at sea.

In terms of enhancing maritime safety and security the boats will make a difference in the community by enhancing safety of life at sea. The boats will also aid in security patrols on water. The Authority will also have the chance to experience the challenges Kenyan boat operators face daily on the nation’s waters and thus enable it to address boat operators concerns more effectively. The Authority will also boost its experience and strategies in the operation of search and rescue boats and reinforce its maritime safety and security role, and improve the quality of its services to the public. 

Second container terminal for Mombasa

he Port of Mombasa boosted its container handling capacity by 50 percent following the completion of phase one of the second container terminal project. The new terminal was handed over to Kenya Ports Authority in February 2016. Developed under the Mombasa Port Development Programme (MPDP), phase one of the new terminal has an estimated capacity of 550,000 Twenty Foot Equivalent Units (TEUs) annually. On completion the second container terminal is hoped to hand the port of Mombasa a total additional capacity of 1.5 million TEUs annually.

Phase one included the construction of two large berths No.20 and No.21 measuring 250m and 300m respectively and a small berth. Also under this phase was the procurement of two Ship to Shore gantries and four Rubber Tyred Gantries and construction of a container stacking yard on a 35 acre reclaimed area. The draft of the new terminal is minus 15m alongside the berths and this will allow berthing of fourth generation vessels of above 6,000 TEU capacity. With these developments the port of Mombasa now joins the league of large container handling ports in Africa. 

LINE ACQUISITION

BULK DELIVERY

POWER TENDER

BOAT CONFISCATED

Nile Dutch, has acquired the Europe to West Africa services and operations from Safmarine MPV, owned by Denmark’s Maersk Line. This acquisition is completely separate from the deal that was concluded with Fairseas International at the beginning of February 2016. Fairseas International acquired the South Africa- West Africa Service from Safmarine MPV.

The Hoyer Group has appointed GAC as its agency partner in 17 countries in the Middle East, Indian Subcontinent and Africa. The GAC network has been appointed to represent Hoyer’s Deep Sea business unit ensuring the complete end-to-end movement and seamless supply chain of thousands of ISO tanks around the world.

A tender to supply a new bulk electrical supply feeder to the Namibian Ports Authority will close on 6 May. The works includes the installation of a new electricity feeder cable from the Port of Walvis Bay to the Erongo RED substation in Walvis Bay, approximately 6km apart. The new cable consist of 11KV XLPE insulated cables, a new switching station complete with 11,000 VOLT Metal clad Switchgear, Standard: IEC 62271200, is also included in the works.

According to press reports, the Mozambique Maritime authorities have confiscated a longline tuna fishing boat flying the Panamanian flag that was seized in December after being caught illegally fishing in Mozambican waters. The boat and all the fishing gear on board revert to the Mozambican state. The vessel is reportedly owned by a South African.

Maritime Review Africa MARCH / APRIL 2016

Industry updates

MARITIME NEWS

Mombasa statistics reflect growth At a press conference in early March, the acting managing director of the Kenya Port Authority, Catherine Mturi-Wairi, reported on some of the gains made in the port of Mombasa with regard to throughput and cargo handling, highlighting an increase of 7.5 percent in total throughput and a 6.3 percent gain in container traffic for 2015.

“

I am pleased to report that last year the port handled a total throughput of 26,732 million tons of cargo against 24,875 million tons recorded in 2014, reflecting an increase of 1,856 million tons or 7.5 percent,” she said. In the same period, imports of 22,676 million tons of cargo were recorded against 20,777 million tons handled in 2014, posting an increase of 1,899 millon tons or 9.2 percent. Similarly recorded exports of 3,534 million tons of cargo during the period under review were up from 3,366 million tons in the corresponding period in 2014, registering an increase of 168,000 tons or 5 percent. Discussing transit traffic to the port, MturiWairi, reported an increase of 8.2 percent. “I am also pleased to note that most of the

TOTAL THROUGHPUT

7.5%

CONTAINER THROUGHPUT

6.3%

Although not reaching their target in container throughput of 1.1 million TEUs, the port did reflect an increase of 6.3 percent to reach 1,076,118 TEUs in 2015 – up from 1,012,002 in 2014.

transit countries have increased their usage of the port. Uganda maintains her position as the biggest transit market with her cargo growing by 8.2 percent from 5,522 million tons in 2014 to 5,977 million tons in 2015. The new nation of South Sudan maintained her second biggest user of the port with 702,531 tons of cargo passing through Mombasa. It is however Rwanda that made the biggest growth of 23.7 percent to record 291,924 tons in 2015 up from

IMPORTS

9.2%

EXPORTS

Container dwell time increased from 3.9 to 4.8 days

MOU for maritime education in Morocco

ttending a conference in Morocco during March, Dr Cleopatra Doumbia-Henry, President, World Maritime University (WMU), signed an MoU with the country’s Higher Institute of Maritime Studies (ISEM). The five-year agreement will enable linkages in the field of maritime education and training between the two partners, providing for the exchange of academic information, short-term faculty exchanges, field studies and cooperation on professional development courses,

distance education and research. Speaking at the conference, President Doumbia-Henry’s address focused on the role of education in innovation for a secure, safe and sustainable maritime economy. In her remarks the President maintained that education is the essential component missing from the dialogue about innovation and that the role of education is key to the needed outcomes. “Universities provide the knowledge infrastructure that first of all supports

235,912 tons in 2014,” she said. Although not reaching their target in container throughput of 1.1 million TEUs, the port did reflect an increase of 6.3 percent to reach 1,076,118 TEUs in 2015 – up from 1,012,002 in 2014. “Although this performance falls short of our target of 1.1 million TEUs for last year by a small margin, it is a manifestation that the port traffic is growing at a fast rate. It definitely maintains our position as one of the top container ports globally.” Disappointing, however, was the increased container dwell time in the port, which rose from 3.9 to 4.8 days. Mturi-Wairi attributes this to the slow start in the single customs territory regime that was implemented during the last year. “We will continue to put in place measures aimed at enhancing efficiency to reduce cargo dwell time to below four days and to reduce ship turnaround time to three days,” she said. 

informed enterprise. This is through our wider education as well as through specialised programmes, acting as provider of the public good that brings together different elements of an innovation system. In this process, we facilitate technology transfer, engage in research, and provide diagnostic mechanisms to bring in other specialised knowledge, build competence and confidence… Universities have a key role in providing the essential base as well as interactive and informed non-partisan networking between the different elements that make innovation possible.” 

Maritime Review Africa MARCH / APRIL 2016

MARITIME NEWS

Industry updates

Report finds that more tertiary educators needed for maritime studies in South Africa A report commissioned by the EThekwini Maritime Cluster (EMC) highlights the need for more maritime educators for KwaZulu Natal tertiary institutions.

rank Van Wezel, a senior curricula development specialist, from the Netherlands visited a number of local institutions to investigate the current status quo and future plans with regards to maritime offerings. His findings included the need to develop maritime modular content, training of staff to teach maritime courses, development of materials in the engineering curriculum, and an establishment of a business link between KZN tertiary institutions and

Dutch institutions as a frame of reference. Further, Van Wezel expressed concern about the gap between South African secondary education and international standards and said that area needed improvement. The findings were presented to EMC management. This will be followed by EMC, PUM and the visited institutions signing a memorandum of understanding to address the findings of his mission. 

Discussing search and rescue in Africa

embers of the International Maritime Rescue Federation’s Board were in Cape Town recently to participate in a Search and Rescue (SAR) seminar with colleagues in the local SAR services. The seminar heard presentations from the National Sea Rescue Institute (NSRI), Lifesaving South Africa, MRCC Cape Town, the South African Maritime Safety Authority (SAMSA), and the South African Defence Force, as well as talks by IMRF Board and secretariat members on a range of current topics in international SAR. Bruce Reid, IMRF’s CEO, explained in his introductory remarks that the overall aim of the seminar was twofold: to enable the IMRF to gain a better understanding of what is going on in SAR in South Africa; and to pass on to our South African colleagues some of the things the IMRF is involved with internationally. He noted that, according to the World Health Organization (WHO), 90 percent of global drownings occur in Africa and Asia, so it is in these regions that the

IMRF is particularly keen to focus its work. “There is no competition in maritime SAR,” said Bruce, “Except with the elements. The key to SAR success is cooperation – locally, nationally and internationally.” Discussing the aim of spreading the NSRI’s volunteer model to other parts of the African continent, the seminar agreed that, while people have to be secure themselves before they can volunteer time to help others, a structure is required – albeit a flexible one – and there may be capability among the more developed SAR States to help their neighbours. IMRF Chairman Udo Fox cited the example of Morocco’s support for SAR development in the North West African region. The question of SAR assistance from shipping in the area was also discussed. South Africa has a huge maritime SAR region, most of it beyond the range of its shorebased SAR facilities. The coordinated assistance of passing ships is an essential component. 

FRAP to be concluded by the end of August

t is anticipated that the Department of Agriculture, Forestry and Fisheries’ Assessment teams will finalise the 2015/16 Fishing Rights Allocation Process (FRAP) during May and June and that preliminary lists will be made public towards the end of June 2016. Once the lists have been published, the Minister will open the appeals process which is due to be concluded by 31 August. In terms of the FRAP 2015/2016 process, the Department distributed 16,744 application forms for the nine fishing sectors as well as Fish Processing Establishments sector, where rights expired at various times during the course of 2015 and 2016.

5,597

The total number of application forms received, which have been independently audited by PricewaterHouseCoopers. A total of 5,597 application forms were received, which have been independently audited by PricewaterHouseCoopers. These are now in the process of being captured and verified by dedicated Departmental officials, while validation of the captured information is conducted by another independent auditing firm, Business Innovations Group. 

MAPUTO RECORD

MERGER APPROVED

FABULOUSLY FORTY

TUG FOR PE

The Port of Maputo successfully piloted the biggest vessel to ever enter the port during March. The Cape size vessel with 292m of length and 93,237t of gross weight, can load up to 80,000t of bulk cargo. The vessel berthed at berth 10 to load chrome and nickel concentrate.

The Commission has approved with conditions, the intermediate merger in terms of which Konecranes Acquisition intends to acquire Terex. Konecranes Acquisition, which is controlled by Konecranes Plc (Konecranes), was formed for purposes of this merger and has not conducted any business. Konecranes is a global group providing material and handling lifting equipment solutions. Terex is a global manufacturer of machinery products supplying industrial cranes, industrial crane components and industrial crane services.

At 40, the ocean-going salvage tug Smit Amandla, has become a South African maritime icon. Still fabulous at 40, the vessel is on contract to the Department of Transport and on standby 24/7/365. The tug has provided opportunities to a diverse group of South Africans and will continue to do so as a vessel with running hours of only half her age.

The first of Transnet National Ports Authority’s nine new, powerful tugboats set sail from the Durban premises of contractor, Southern African Shipyards at the beginning of April, destined for its new home at the Port of Port Elizabeth where she will bolster the efficiency of the port’s marine operations.

Maritime Review Africa MARCH / APRIL 2016

MARITIME MEMORIES

By Brian Ingpen

Right: Induna was bought from Dutch owners in 1954 after the sea competitive railway rates were abolished, releasing thousands of tons of cargo from the railways to the coasters. Photograph: Brian Ingpen-George Young Collection.

Sweet success for shipping Circuitous routes through the hills of Natal (KwaZulu-Natal) and rivers, swollen by summer rains, forced merchants to look for other, more efficient means of transport. Responding to the calls of sugar growers on the South Coast for improved links with Durban, sugar baron CG Smith chartered the small steamer Somtseu for a service between Durban and Port Shepstone at the mouth of the Umzimkulu River.

y 1896, good returns from this shipping venture prompted the purchase of other small vessels and the extension of the service to Port St Johns. Silting of the river and the railway being built to Port Shepstone brought the closure of the port in 1901. Smith sent his vessels to East London, Algoa Bay and Knysna.

Tough times Although Smith had added the slightly larger Kate and Karin to his fleet, times were tough during the period after World War 1. To prevent the poor financial returns of the coasters from impacting on his sugar business, Smith separated the shipping operations by forming Smith’s Coasters (Pty) in 1927. Later that year, Karin loaded a cargo of drummed petrol and bagged sugar in Durban and sailed for the coast. Shortly after leaving Durban, she ran into a heavy south-westerly swell, the cargo shifted suddenly and the ship took a heavy list. Realising that she would be overwhelmed by the heavy swell, her master ordered his crew to abandon ship. All but one seaman was rescued by passing ships. For the small coasting company, the loss of the ship was devastating, especially

Maritime Review Africa MARCH / APRIL 2016

as there was no automatic backing from Smiths’ sugar empire to bolster the ailing shipping venture. However, believing that the situation would improve, the company bought two former World War 1-vintage Q-ships, Mead and Homeford that, despite their age, had a reasonable cargo capacity. To reduce costs during the Great Depression when cargo volumes were low, Kate spent nearly two years laid up before being scuttled off Durban, and for three consecutive years, Smith’s Coasters recorded substantial losses.

Global economy improves Improvements in the global economy translated into growth in the food industry in the Western and Eastern Cape, sparking a demand for sugar. This trend prompted Smiths to believe that an efficient shipping service required new, custom-built ships, rather than old vessels that were prone to breakdown and perhaps not suited to the local coastal trade. From Scott & Sons on the Clyde, Smiths ordered two 58-metre, 10-knot ships, Nahoon and Gamtoos, a continuation of the river nomenclature started by Smiths’ earlier Umzimvubu.

By Brian Ingpen

Nahoon entered service in 1935 and would operate along the South African coast for 25 years. Two years later, Gamtoos began the most interesting of careers among the coasters and a 50-year operational life, heading to the Mediterranean to operate as a salvage vessel to clear ports blocked by wrecks. Her sale to the South African government in 1944 gave Smiths a significant financial boost. Commanded by the genial Captain Harry Smith, Homeford went as far north as the Red Sea, carrying drummed aviation fuel for the Allied campaigns in the Horn of Africa and Egypt. She also made regular runs to Cape Guardafui with diesel for the strategically positioned lighthouse, which the Allies were anxious to keep operational. The drums of diesel were made into rafts, and, buoyed by dunnage, were floated ashore, where the lighthouse keepers dashed into the surf to retrieve their valuable cargo. With her shallow draught, the old Q-ship also went to some small anchorages in Madagascar as part of the fleet of military transports used during the Allied invasion of the island. Homeford was sold immediately after the war.

Trade resumed Smiths resumed trading after the war. Changes in the European near-sea trades and a move towards motorships brought several well-maintained steamers onto the market, including Hagno, a 1,690-dwt Dutch war prize with a deck that had been fitted to carry cattle to Ireland. Smiths

By Brian Ingpen

MARITIME MEMORIES

Top to bottom: Smith’s largest vessel, the 78-metre Inyala entered the company’s service in 1963 when she was already six years old. She was sold in 1977 but after several changes in ownership and name, she sank in 1990 after a collision in the Red Sea. Photograph: Brian Ingpen-George Young Collection. A busy day at Port St Johns with Frontier (1922) Steamship Company’s Frontier and Thesen’s Namaqua (left) alongside. Lawhill-Unicorn Collection

A hard life for coasters

bought her and renamed her Induna. Three years later another two ships joined the fleet; the Swedish-built Monita and the ex-German vessel Inyoni. It was obvious that Smiths could not continue operating these old ships profitably, despite hundreds of tons of sugar moving out of Durban weekly. Frequent calls to improve the methods of carrying sugar, most of which went in large hessian sacks with cotton liners, led to a suggestion to ship it, ready-packed in paper packets. Resistance came from stevedoring companies who warned that a 20 percent decrease in handling rate and a high incidence of burst paper bags would lead to overall losses. The idea was dropped. Realising that the increasingly expensive older steamers were nearing the end of their operational lives, Smiths launched a fleet replacement programme, turning to the West German market. Between 1960 and 1964 the company bought eight motorships to replace the old steamers and took on charter Rennie’s Coasters’ Induna (2). Smiths’ fleet therefore grew considerably in capacity and in its ability to offer a wider range of services. The positive acclaim given to Smiths’ new ships reflected that South African coasting operations had evolved to a new standard. There were, however, several hurdles to come.

Competition In 1962, the sugar producers Huletts and Umfolozi switched its cargo to Smiths’ rival, African Coasters, leaving a significant gap in the cargo manifests of the Smith fleet. Despite the windfall of more coastal cargoes after the abolition of the sea competitive rating policy of the railways, local coasting operations were threatened by deep-sea liners that were loading coastwise cargo. In particular, formidable competition came from Union-Castle Line whose mailships could assure shippers of a weekly, namedday service along the coast. Because at least half of their inward cargoes were discharged in Cape Town, where they would load most of the export cargo on their northbound calls, the large, fast

Built in 1935, Nahoon was used mainly to move sugar from Durban to Cape ports from 1935 until 1960. In June 1959, the marine and engineering superintendents of Smith's Coasters wrote a report that illustrates the degree of wear and tear suffered by the coasters: “This vessel is now approaching her 24th year, and with it, her sixth quadrennial survey. In view of the vessel’s age, this forthcoming special survey is likely to be a rigorous one, and….while it cannot be said that the vessel is aged, she has been, is, and will be a hard-worked ship, requisites of her trade being [of] a strenuous nature. While other ships of her age and more are still engaged upon their trades without showing anything like the stresses and bruises sustained by Nahoon, it is because they do not leave and enter port four times weekly, lie alongside often inadequately-fendered wharves for four or five days per week, have cargo coming and going out four or five times per week with the attendant necessary daily shipping and unshipping of hatch beams, hatch boards, battens, wedges and tarpaulins; not to mention the continual use of winches, derricks, blocks, and running rigging, and the constant wear and tear on permanent dunnage, as well as the frequent stresses and strains placed on the vessel's hull with each load of cargo. It is not the action of seaway and weather alone which wears out a ship -- indeed, long voyages are of great value for purposes of maintenance -- but rather the constant grinding wear of laying alongside a wharf, bumping and surging to the action of tides, passing ships and weather, and continuously shifting cargo in and out. In addition, Nahoon’s normal maintenance has been handicapped by her frequent excursions in and out of port. Her periods at sea have been too short to carry out extended programmes, and it is quite impossible to carry out many chipping, painting and shipwrighting jobs with the ship’s personnel whilst a vessel is cluttered with cargo gear, stevedore labourers, and the movement of cargo back and forth”. Photograph: Brian Ingpen-George Young Collection

Maritime Review Africa MARCH / APRIL 2016

MARITIME MEMORIES

By Brian Ingpen

mailships had plenty of space for coastwise cargo. Given their relatively slow service and the fact that the mailships enjoyed preferential berthing in all ports, the coasters could not compete and found that these competitors were securing much of their usual cargo. However, the structure of the sugar industry changed yet again when Huletts were taken over by CG Smith and Tongaat, and later when the powerful South African Sugar Distributors was formed as a subsidiary distribution company within the Group. Since Sugar Distributors involved the Smith sugar empire, all the shipping contracts went to Smith’s Coasters. Huge gains in cargoes came the way of their coasters, which were moving over 200,000 tons of sugar in 1965 compared to about 82,000 tons two years earlier. Indeed, Smiths had also seen significant growth in general cargo as well. By 1965 their overall cargo volumes had doubled to nearly 500,000 tons.

Taking a new line The major shareholder in Smith’s Coasters, CG Smith’s Investments, reassessed its involvement in the shipping business as it wanted to concentrate entirely on sugar. Without consulting the management of Smith’s Coasters, the major shareholder negotiated the sale of the company in March 1966. They reasoned that a restructured and more powerful African Coasters would be the best purchaser and Unicorn Shipping Lines was formed. Some in Smith’s Coasters found the merger a bitter pill, as the company had operated as a happy family and they believed they had worked extremely hard to build the reputation of the company. In their Leslie Street offices, the employees of African Coasters had similar sentiments about their operation and there were fears that a merger would upset a closely-knit team. However, the understandable misgivings from both sides were put aside as the newly-formed Unicorn Shipping Lines moved quickly to embrace several cargo handling innovations and modified documentation systems, and above all, to assure clients that the new operation would represent a dynamic improvement, combining all that was good from each of the former rivals. And in the process, Smith’s Coasters had sailed into the sunset. 

Maritime Review Africa MARCH / APRIL 2016

A varied career for sugar coaster Gamtoos was built for the sugar trade in 1937, a short-lived role as she was sold to the government for use as a salvage vessel in North African and later Italian ports. After World War 2, she was used to move guano from the west coast islands to Cape Town. As part of this strange trade, she would carry about fifty labourers to the islands and, until Safmarine transferred two former Union-Castle mailships to the South African register in 1966, she was the country’s largest passenger ship. Another unusual voyage took place in 1947. Shortly before Christmas, the commanding officer of the South African frigate Transvaal was ordered to Marion Island and Prince Edward Island in the Southern Ocean to annexe these islands on behalf of the South African government. Prefabricated huts for a scientific observer team, stores for a lengthy stay on Marion Island and various pieces of equipment were then carried to the island. Loaded to her marks - and with a deck cargo of hundreds of bags of coal for her hungry furnace - the small vessel sailed from Cape Town in January 1948 for her voyage into the Roaring Forties. Discharging her cargo overside off that remote island proved rather hazardous as every item had to be taken by boat to the foot of a cliff, where a makeshift derrick hoisted them up the cliff face and onto a broad ledge. Heavy weather interrupted the cargo work on several occasions and during a particularly severe storm one of the boats from Gamtoos capsized, throwing the crew into the icy water. One man drowned in the accident. After a month away from her home port, Gamtoos returned to Cape Town to resume ferrying guano to Cape Town, occasionally taking culling teams to the seal colonies. A surge in demand for sugar at the Cape in November 1968 forced Unicorn to charter the ship from the government for a round voyage to Durban to carry the cargo for which she had been built thirty years before. At slightly over R200 a day, the charter would have been a bonanza for the Department of Customs and Excise, under whom she normally operated. On the voyage she encountered heavy weather and, in her struggle to maintain steam to keep to schedule, some of her boiler tubes had burnt out, forcing a ten-day delay to loading. Then cargo surveyors found the pungent smell of guano cargo lingering in the holds and, because of the potential contamination of the bagged sugar cargo, Unicorn elected instead to carry SAPPI paper to Cape Town. Unicorn officials discovered that steel pipes had been welded vertically in the ’tween decks to support the main deck, which meant that stowing paper was an exceptionally difficult and time-consuming operation. Synthetic fertiliser replaced guano in the farming areas of the country, and, with little value attached to what had once been ‘white gold’, the guano ship was laid up in 1973. Frenetic attempts to have the historic little ship preserved foundered through a lack funds, a sad reflection on the extent of South African interest in maritime history. On 10 June 1976 South African Air Force Shackleton and Buccaneer aircraft sank her off Robben Island in Table Bay. Photograph: Brian Ingpen-George Young Collection

Appointments Launches Functions Announcements

PEOPLE AND EVENTS

COVER STORY Empowerment efforts acknowledged Specialist marine solutions provider Smit Amandla Marine won the Maritime Employer Award at the 2016 South African Maritime Industry Awards held in Cape Town.

n accepting the prestigious Award on the company’s behalf, Managing Director Paul Maclons said: “I accept this on behalf of the many men and women at sea and ashore who work together each day to ensure that we can deliver a world class service to our clients. As shareholders, our employees are the committed and motivated backbone of our company.” With over 500 employees, the majority of whom work on the company’s fleet of 15 owned and managed vessels, he says that Smit Amandla Marine strives to be the leading employer of South African seafarers, and is very active in the maritime education and awareness space. It’s all about a cohesive strategy to ensure rewarding work and opportunities for development, according to HR Executive Nceba Mfini: “To ensure the future sustainability of our company, we’re committed to developing a robust hu-

man resource talent pipeline. This has been done through the implementation of innovative training and development programmes aimed at up skilling and empowering employees to ensure effective service delivery to our Clients; as well as through the significant investments made in maritime education and awareness projects. Our focus is also on promoting from within, to ensure opportunities for advancement.” The company does more than just invest in people; permanent employees also have a vested interest in the business and its success. A total 12 percent of Smit Amandla Marine is owned by the company’s Employee Trust. Employees automatically become beneficiaries of the Trust as soon as they sign a permanent contract with the company and as members of the Trust, enjoy annual dividend payouts once the initial loan is repaid, over and above traditional benefits. As active shareholders – the business priorities of safe operations, sustainability, transformation, service delivery and growth are championed by all employees. 

Paul Maclons, Clare Gomes and Nceba Mfini of SMIT Amandla Marine.

Navy award

he Chief of the SA Navy, Vice Admiral Mosiwa Hlongwane, was awarded the Brazilian Naval Order of Merit medal by the Brazilian Ambassador to South Africa, His Excellency Antonio Augusto Martins Cesar at the end of March. This award was implemented on 11 July 1934 for the purpose of awarding Naval Personnel, who have distinguished themselves in national or foreign military and civilian institutions, as well as to Brazilian or Foreign military or civilian personalities, who have contributed towards relevant services to the Brazilian Navy. The Ambassador said that naval cooperation between South Africa and Brazil has flourished over the last few years, especially since Admiral Hlongwane’s assumption to the office of Chief of the SA Navy in April 2014. In his acceptance speech Vice Admiral Hlongwane said that he was humbled to receive this prestigious award. He emphasised the professional and positive relationship that have developed between the Navies of South Africa and Brazil over the years. 

40-year milestone for monitoring specialists

ondition monitoring specialists WearCheck celebrate their 40th anniversary this year. The company has grown from a soil-testing laboratory launched in a garage in Durban in 1976 to a company operating 11 laboratories in seven countries across the continent. With the fundamental goal to save money and time for customers, WearCheck has evolved into a convenient “one-stop-shop” for any mechanical or electrical operation that can benefit from reliability solutions services. The optimisation of plant performance management is facilitated by a range of services offered by WearCheck, some of which include the scientific analysis of used oil, the analysis of fuels, transformer oils,

coolants, greases and filters. Other monitoring techniques are also employed, such as the testing and control of the efficiency of combustion, heat transfer, thermography, vibration analysis, balancing, laser alignment and milling. A wide range of industries has benefited from WearCheck’s services over the past 40 years, and continues to do so. WearCheck’s laboratories process in excess of 600 000 oil samples per annum from many operations, among them mining, construction, transport, electrical, shipping, industrial and aircraft. The team of diagnosticians has amassed an invaluable databank of results and trend information over the four decades of the company’s lifetime. This information is key

Managing director of WearCheck, Neil Robertson, gives the thumbs up for their 40th.

to providing a benchmark in many cases, and is referenced frequently in the diagnostic process, as well as for training purposes and case studies.  Maritime Review Africa MARCH / APRIL 2016

PEOPLE AND EVENTS

Appointments Launches Functions Announcements

Fishing company assists with school transport needs

n March 15th, pupils, parents and teachers of Graafwater Primary School in Lamberts Bay gathered as proud recipients of a new school mini bus donated by the Oceana Foundation. School Principal, Charlton Williams was on hand to receive the keys from Oceana representative, Jayesh Jaga. “It is a delight to see our children’s pride for their new school bus gleaming in our school colours,” remarked Williams. “I am grateful that it will no longer be a challenge for our students to attend sporting functions and school excursions at neighbouring schools or even further afield.”

Graafwater Primary school is a home to over 260 pupils, and, as a no fee school, it counts on the support from the community and the corporate sector to help improve the learning environment for the benefit of the pupils. “One of our biggest prayers is being answered today,” remarks an excited grade 7 pupil and the school’s head girl, Jody Fransman. “In the past we enviously had to watch other surrounding schools pull up with their mini busses at various events, while the lack of our own transport has hindered us from attending events in neighboring towns. Now we are ready to take on the world.” 

Graafwater Primary School recently received a mini bus from the Oceana Foundation that will help the pupils attend functions and sports events.

Cape Town Port Festival returns to calendar

n a bid to reintegrate the ports with their communities Transnet National Ports Authority (TNPA) has committed to the reintroduction of the Port Festivals. The latest addition to the schedule is a two-day event running across the long weekend at the end of April in the Port of Cape Town. TNPA Chief Executive Richard Vallihu said: “To us, progressive and sustainable ports are those that co-exist and evolve with the communities where the commercial ports are. These port festivals therefore offer a platform and a workable solution to make our ports community friendly and to expose the public to the opportunities available in this sector, but

Maritime Review Africa MARCH / APRIL 2016

in a fun and innovative way.” He said plans are afoot to open the ports up to promote tourism, leisure, recreation, career and business opportunities and community engagement. The first port festival in more than 10 years kicked off last year, with a launch in one of the country’s major port cities – Richards Bay, KwaZulu-Natal. It saw thousands of people flock to the Port of Richards Bay to enjoy naval vessel tours, water sports, ocean activities, kids’ entertainment and live performances by a host of South African artists and DJs. TNPA’s Cape Town Port Manager Sipho Nzuza, said the Cape Town Port Festival

Partnership between diamond miner and university supports education

e Beers Namibia Holdings has entered into a partnership with the University of Namibia (UNAM) - southern campus (Keetmanshoop), to provide financial assistance for higher education to underprivileged children from the communities. De Beers will make available an amount of N$10 million over five years to support the programme, with UNAM providing the administrative support. The programme aims to complement government’s efforts to support Namibian children from marginalised communities in fulfilling their academic potential. At least 50 percent of the beneficiaries over the five-year term will be female. Eighty-seven students have been selected for support in 2016, of which 70 percent are female. The financial support will be used to help underprivileged students with costs related to tuition fees, books or accommodation. Philippe Mellier, Chief Executive, De Beers Group, said: “De Beers has a proud history of supporting education programmes wherever we operate. For example, our Joint Venture Companies, Namdeb and Debmarine Namibia, continue to support Namibian students with bursary programmes, mostly in the field of science and engineering. “We are therefore delighted to partner with UNAM in this exciting new venture. We know very well that there is no substitute for a good education in uplifting people. We are proud that we can make this contribution in supporting government’s efforts to make higher education accessible to children from marginalised communities.”  would bring wholesome fun to the community, while making the port accessible once again. “With the introduction of the ISPS code of safety and security for ports, the people and the ports have – over time – become separate entities. We want the communities around our ports to feel a sense of belonging and ownership. The two-day Cape Town Port Festival promises fun for the whole family, the full details of which will be revealed in the coming weeks.” Entry to the festival is free. Festivities will run from 10h00 until 20h00 on Saturday, 30 April and from 10h00 until 17h00 on Sunday 1 May. Activities will take place at A Berth and Duncan Dock. 

EST.

2010

MARITIME INDUSTRY SOCCER TOURNAMENT

T 2

he 3rd Maritime Industry Soccer Tournament, initiated and sponsored by Smit Amandla Marine, was held to raise funds for a bursary for a first year Marine Engineering student studying at Cape Peninsula University of Technology (CPUT) in 2016. Twenty-one teams from across the maritime sector supported the event, which was won by the CPUT Maritime Studies Team with Mediterranean Shipping Co taking second place.

For Smit Amandla Marine, the real success was the incredible spirit of the tournament, which was all about building bridges within the maritime industry, having a funfilled family day and working together to support this worthwhile cause. The event which was held at the Table View Football Club on 27 February was attended by 210 soccer players and over 400 spectators who contributed to the R27,000 raised. ď&#x201A;˘

TEAMS AND SUPPORTERS: Cape Peninsula University of Technology (sponsored by SMIT Amandla Marine), DCD Marine Cape Town, Department of Environmental Affairs, Faurecia, Kintetsu World Express, Lawhill Maritime Centre (sponsored by SMIT Amandla Marine), Marine Data Solutions, Mediterranean Shipping Co, MOL South Africa, National Oilwell Varco, Nautic Africa, Pienaar Bros, Sea Cadets (sponsored by Maritime Review Africa), Servest Marine, Sturrock Grindrod Maritime, Veecraft and Viking Life Saving Equipment. Thanks to Bowman Gilfillan for their donation.

PEOPLE AND EVENTS

Appointments Launches Functions Announcements

APPOINTMENTS: Mott MacDonald Mott MacDonald has appointed Rudie Basson as its rail and port practice lead in Africa. He will promote best practice and support professional excellence networks. Basson is tasked to assist with business development in the sectors, help support the company’s global rail and port business initiatives and build further links with Transnet. An experienced project manager, Basson has over 30 years’ experience of infrastructure projects, beginning his career as a site engineer on a new coal export rail line in South Africa. He joins Mott MacDonald from Transnet where he has spent most of his career. During this time he was directly responsible for Transnet’s R340bn rail and port infrastructure expansion, including projects such as the R6.2bn container terminal in the Port of Nqgura, the R4.7bn upgrade and extension of container terminals in Durban and Cape Town, and the upgrading of heavy haul rail lines for Manganese and Iron ore exports. Rudie also has experience as port manager in Cape Town where he was intimately involved in the start-up of the Victoria and Alfred Waterfront, a redevelopment of the derelict old part of the port. This was followed by a stint as port manager at Durban. He also spent time in the private sector where he was involved in export logistics, before returning to Transnet in 2006 to head up the Port and Rail Investment Programmes.

South African Oil and Gas Alliance The South African Oil and Gas Alliance (SAOGA) has appointed Niall Kramer as the new Chief Executive Officer of the Company with effect from 1 March 2016. The position became vacant with the resignation of Ebrahim Takolia at the end of December 2015. Kramer is an experienced corporate marketing leader with strong global, Asian, African and SA experience in oil and gas, marketing and corporate areas. He was educated at UCT and he joined Caltex in SA in 1990 where he moved from across many functions, in both corporate and marketing, and was posted to Singapore, Thailand and New Zealand. 20 years later in 2010, after leading the marketing integration for what became Chevron (with the merger of Caltex, Texaco and Chevron) for Europe, Africa, and the Middle East, he became Director Business Development for both Strika Entertainment and Market Pulse Int. In 2013

Maritime Review Africa MARCH / APRIL 2016

rine and coastal environment in recent years. he joined Shell Upstream BV to manage stakeholder relationships on the key Karoo Shale gas project.

Nigerian Maritime Administration and Safety Agency Dr Dakuku Adolphus Peterside has assumed duty as the Director General/CEO of the Nigerian Maritime Administration and Safety Agency (NIMASA). While noting that he is in NIMASA to serve the nation and humanity, the DG expressed his readiness to partner all stakeholders with a view to positively impacting the maritime sector and the Nigerian economy at large.

Southern Africa Shippers Transport and Logistics Council Yayeri Kisaame has taken over the reigns as CEO of the Southern Africa Shippers Transport and Logistics Council (SASTALC) from Brenda Horne Ferreira. “I strongly believe in the SASTALC transformation strategy as well as Yayeri’s ability to take it from strength to strength and hereby make an urgent appeal to all stakeholders to give her the same unequivocal support and loyalty as our industry needs a council such as ours, where public and private sector stakeholders collaborate across the full supply chain on matters of transport and logistics,” said Horne-Ferreira.

South African Network for Coastal and Oceanic Research CSIR principal researcher and research group leader for coastal systems, Dr Louis Celliers has been appointed as the new steering committee chairperson of the South African Network for Coastal and Oceanic Research (SANCOR). SANCOR is a non-statutory body that generates and communicates knowledge and advice to promote the wise and informed use and management of marine and coastal resources and environments. Celliers also serves as the SANCOR forum national representative. The SANCOR forum is accountable to the marine and coastal environment research community and to the SANCOR steering committee for the co-ordination, facilitation, stimulation and review of marine science in South Africa with a view to promoting rational and scientifically-based management of the marine and coastal environment. Celliers’ appointment follows his exceptional scientific contribution to the ma-

Transnet Siyabonga Gama has been appointed as the new Group Chief Executive Officer for Transnet. Gama has been acting in the position since April 2015. He succeeds Brian Molefe, who was appointed Chief Executive Officer of Eskom in October last year. “I wish Gama well as he leads Transnet into further improvement of operational efficiency and sustainability,” Public Enterprises Minister Lynne Brown. Gama has spent the past 14 years in various executive positions at Transnet. “His extensive experience in transport logistics and infrastructure as well as his commitment to transformation has been key considerations in confirming the appointment. Gama has a Bachelor of Commerce and a Diploma in Banking, which he obtained at the Institute of Bankers CAIB (SA). He has also done training which includes an Executive Development Programme at Wharton Business School, University of Pennsylvania. He has more than 23 years’ experience in general management at executive and board level in the logistics, commercial, banking, marketing and operational environment.

Radio Holland SA Craig Santer has joined the Radio Holland SA to further re-establish and develop their growing portfolio within the local commercial fishing market. Santer comes with 12 years of experience within the marine electronic industry and has been instrumental in servicing the fishing market. He joins Radio Holland as the National Commercial Fishing Market Manager and comments “I’m proud to start a new challenge within Radio Holland and look forward to working with the team to further develop their historical relationship with the fishing industry. I’m privileged to be reunited with such a respected company that prides itself on offering superior products and services.” Bron Sykstus, Regional Director of Services Africa said “Craig’s wealth of experience and industry knowledge has already made him a key addition to the Radio Holland family. We view his appointment as a renewed commitment to being the most trusted marine electronics supplier and service agent to our local fishing community.” 

5 April 2016

MARITIME EMPLOYER Given the current economic climate and the need to foster skills as well as promote job creation in the country, the Maritime Employer of the Year award aims to identify a company that focuses on upliftment within the company as well as externally. Our finalists all show a commitment to creating new positions, to training, to staff welfare and to Corporate Social Investment initiatives.

Winner of the award SMIT Amandla Marine is a Level 3 contributor to Broad Based Black Economic Empowerment and progressively pursues transformation in the maritime sector with a track record of significant achievements in skills development, enterprise and supplier development and socio-economic development. In addition the company is a leading employer of South African seafarers with more than 600 employees onboard their owned and managed vessels. A recent investment in local shipbuilding has seen contracts for the building of three of their latest vessels being awarded to shipyards in Cape Town and Durban. Smit Amandla Marine is dedicated to the continuous professional development of its employees and will not hesitate to fulfil its employees’ requests for training. In addition Smit is an avid sponsor of a variety of bursary, education, internship and community-based projects.

OTHER FINALISTS IN THIS CATEGORY Transnet National Ports Authority (TNPA) is committed to training, education and development; to industry engagement and support and to a variety of CSI initiatives. With a clear growth platform within the company for employees, TNPA has seen the development of their Pilots, Marine Managers, Harbour Masters, Tug Masters and Engineers from bursary holders to the high positions that they currently hold. Training and education is key to the State-Owned Enterprise’s focus on employee development. TNPA has over 100 cadets on their books and has adopted many schools to ensure that learners are provided with the resources that they need. A clear mandate to support the local maritime sectors resulted in the development of the Market Demand Strategy and more recently an impetus to meet the objectives of Operation Phakisa. TNPA has awarded the biggest shipbuilding contract in South African history to a local ship builder in support of rejuvenating this sector to promote economic development and job creation. They are dedicated to promoting the industry through conferences, workshops, summits and at career awareness days. Grindrod seeks to create sustainable returns and long-term value for its stakeholders driven by a proactive approach that emphasises integrity, respect, fairness, transparency, accountability and professionalism by embedding a culture of awareness relating to holistic sustainability. Skills development within the company is leveraged through formal training, professional development and on-the-job coaching both internally and through external service providers. The group boasts a Social Responsibility spend of R7.3 million where education projects are funded through its empowerment partner, Adopt A School – an organization that selects deserving schools to be adopted for a five-year period. Grindrod contributes to improved tuition and infrastructure at four adopted schools. They also support external and internal bursary schemes and the Read Education Trust.

Ayanda Mngadi presents Paul Maclons of Smit Amandla Marine with the trophy for the Maritime Employer of the Year.

A word from the winner: “I accept this on behalf of the many men and women at sea and ashore who work together each day to ensure that we can deliver a world class service to our clients. As shareholders, our employees are the committed and motivated backbone of our company.”

MARITIME NEWCOMER presented by SMIT Amandla Marine With an objective to expand the maritime industry and create jobs, Operation Phakisa relies on the resilience and entrepreneurial spirit of those brave enough to strike out on their own and create new enterprises that develop new markets, products and services with the aim of opening up the maritime sector to new entrants and creating meaningful opportunities for employment. The Maritime Newcomer Award aims to recognise these achievements.

Winner of the award Sea Safety Training Centre was established in St Helena Bay in 2013 by Leon Mouton in response to the need for a local training establishment to cater for the fishing industry. The main focus was to instil a safety culture within the local industry. Since the centre started it has expanded and obtained accreditation for all courses up to Masters 500 tons as well as radio courses. Future plans include the expansion of courses on offer; upgrading of facilities and the development of a Qualifications Development Facilitator service.

Leon Mouton accepts the trophy for the Newcomer of the Year on behalf of Sea Safety Training Group.

OTHER FINALISTS IN THIS CATEGORY Offshore Africa Training Centre (OATC): Established in 2013 by Gary Concar, OATC , responded to a need to train people for the offshore industry to OPITO standards. As the first South African training centre to obtain OPITO accreditation for offshore training - OATC can compete on a global level to attract international offshore workers to undertake their training in Cape Town. Maritime Careers and Skills Development (MCSD): Also operating in the education and training space, MCSD, was launched by Balungile Masuku in 2013. The company aims to encourage and assist schools in providing maritime education by supporting educators and learners with the necessary tools and courses. With a background in education that includes the establishment of a maritime centre at Sithengile High School and completion of a Master of Science in Maritime Education and Training from the World Maritime University, Balungile Masuku set about to challenge the status quo.

A word from the winner:

"It is with great humility that we accept this award. We would like to thank our staff for their hard work and dedication over the years, and the industry for your continued support. We are committed to empowering communities and individuals through providing innovative solutions, not only in training, but also support systems and services."

COMMITMENT TO THE ENVIRONMENT In this award category we aim to recognise efforts to minimise the impact that we have on the marine environment through programmes, services and products that actively promote sustainable use of our marine resources or help alleviate damage through conservation efforts.

Winner of the award Michael Meyer was nominated for his role in establishing the South African Whale Disentanglement Network under the auspices of the Department of Environmental Affairs. Now, as the operations manager, he leads the disentanglement of whales around the country and trains crew to respond to incidents. The network currently has 17 sites around the coast of South Africa. Michael is also actively involved in research through his work and developing management requirements around ecotourism.

OTHER FINALISTS IN THIS CATEGORY Clean C, founded by Gregory Player, takes a holistic approach to community upliftment programmes that incorporate an environmental aspect. Their beach clean-up initiatives around Cape Town have helped generate awareness around keeping beaches clean, oceans safe and our coastlines preserved for future generations. The organisation cleans up to 14 beaches on a monthto-month basis. The South African Deep Sea Trawling Industry Association: As an association that represents the interests of the deep sea trawling industry - SADSTIA has also been instrumental in pursuing a Marine Stewardship Council (MSC) accreditation for the hake trawl fishery and, in the process, ensured the longterm sustainability of the fishery and its ecosystem. Positive outcomes include a 99 percent reduction in albatross fatalities; training in responsible fishing; the ring fencing of trawling grounds and research into the long-term environmental impact of hake trawling in South Africa.

Natalie Janse presents the Commitment to Environment trophy to Michael Meyer.

A word from the winner: "The South African Whale Disentanglement Network and I am absolutely over the moon after receiving the Environmental award! It is tremendous to be recognised by the Maritime Industry and acknowledged for having been successful in making a difference to the welfare of whales."

SEAFARER OF THE YEAR The Seafarer of the Year award aims to showcase excellence, professionalism and commitment to safety and the environment at sea by recognising incidents and actions taken by South African seafarers to promote these objectives.

Winner of the award Captain Zetta Gous-Conradie was commanding the Safmarine Kuramo when it was hijacked on its way to Port Onne in Nigeria. She immediately ensured the safety of her 25 crewmembers by getting them into the citadel in the engine room from where she made contact with the Nigerian Navy who came to the aid of the distressed vessel. The Captain’s calm control of the situation ensured the crew and ship’s safety. The Navy captain who came to the rescue commended Capt Gous Conradie, highlighting her efforts to covertly provide the Nigerian Navy with information about the pirates who had boarded the vessel.

OTHER FINALISTS IN THIS CATEGORY Captain Tshepi Serero was the first black Master in control of a deep sea anchor handling supply tug and holds a full DP certificate. Capt Serero places strong emphasis on training and development of cadets, junior officers and ratings on board his vessels. He is an example to many aspirant trainee deck officers.

Nceba Mfini presents the Seafarer of the Year award to Captain Zetta Gous-Conradie.

The winner:

Honoured to receive the award, Capt Gous-Conradie emphasised the role of her crew and the Nigerian Navy in thwarting the pirate attack on the Safmarine Kuramo. Joking that, while she certainly did not want to thank the pirates for putting the vessel and crew in danger, she was humbled to receive the Seafarer of the Year Award based on her actions during the incident.

MARITIME MEDIA presented by Maritime Review Africa Recognising the desire of the industry to promote its image to the general public, the Maritime Media category aims to identify proponents of mass media, social media, publishing and broadcasting that showcase the industry in a fair and positive manner. Our finalists in this category represent a broad range of media categories.

Winner of the award Durban Beach Rescue splashed onto our television screens in a series of ten episodes that followed the lives of a group of Durban lifesavers as they were trained to handle the difficult conditions of keeping the Durban Beaches safe over the festive period. The series highlights the skills required to read the sea, people and to keep technical equipment maintained for any emergency. It highlights that the ocean is not just a tourist attraction, but a potential employer for those that remain dedicated, professional and committed to safety. At the same time it provides gripping infotainment to those that are not involved in the industry.

OTHER FINALISTS IN THIS CATEGORY The Maritime Economics Grade 10 Textbook is the first locally produced textbook aimed at the High School learner hoping to embark on a maritime career. It opens up the maritime world to learners by not only adhering to the Curriculum and Assessment Policy Statement of the Department of Education, but by also providing interesting and quirky insights into a sector that is largely invisible to the general public. Authored by Margaret Balungile Masuku, the book had input from Edward Pines and was edited by Colleen Jacka.

Lesley Jacka (l) and Clare Gomes (r) present the Maritime Media Award to Eddie Edwards.

When I was a Fish is an interesting read by ichthyologist, Mike Bruton that has received praise from a variety of sources including the CEO of the Two Oceans Aquarium, Dr Patrick Garrat as well as the former CEO of Ezemvelo KZN Wildlife, George Hughes. The book captures stories of Bruton’s research and explorations; and is the kind of autobiography that could appeal to anyone as it delivers a feast of gripping scientific facts and anecdotes.

A word from the winner: "It was an honour to rub shoulders with the impressive prize winners and nominees in all the categories as well as with the Maritime industry itself. I see it beginning of a working relationship with the industry as there are many more compelling characters with stories to tell."

MARITIME STUDENT Both of our maritime student finalists exhibit a willingness to put in the effort for success in the maritime industry having overcome difficulties to produce excellent exam results and impress their mentors. Both have ambitions of a career at sea and already seem to possess what it takes to succeed in the disciplined environment onboard a vessel.

Joint winners of the award Tsoso Hanong comes from a disadvantaged background in Clermont KZN and attended Lawhill Maritime Centre where he was selected as a General Botha Old Boys Association bursar. He has shown exceptional leadership qualities as an ambassador for the fund and developed as an exceptional student having passed many of his subjects with distinction. His overall ambition is to become a Master Mariner, Foreign Going. Sanele Khawula is currently studying at DUT Nautical Sciences after matriculating from Sithengile High School where he obtained A’s in Mathematics and Physical Science. Having enrolled for maritime studies at the Durban University of Technology, he is determined to succeed despite uncertainty about being able to afford the tuition fees. His determination was noticed at high school level and he is described as an intelligent, well-behaved and committed student.

MARITIME MAESTRO presented by Ardent Subtech A Maritime Maestro has salt in their veins. This award aims to recognise individuals in the maritime industry who act as ambassadors for the industry and who, in their personal capacity and in their own time and at their own expense, promote the development of the industry and promote awareness of the industry in a manner that goes above and beyond their current job description.

Winner of the award Unassuming, humble, passionate and determined - Brian Ingpen has become a name synonymous with maritime education, the promotion of maritime awareness and the constant drive towards professionalism in the industry. He has made a significant contribution to the South African maritime industry as a dedicated and passionate maritime historian, author, journalist and, above all educationalist. He has dedicated the last 18 years to the advancement of the specialist maritime education programme at the Lawhill Maritime Centre which has become a role-model for schools-based maritime education in South Africa and globally. The impact that Brian Ingpen has made on the maritime industry will be felt for generations to come and the quality of the learners that have passed through the centre are living testimony to his influence and improve the overall image of the maritime sectors that they work in. Brian is well known to offer his time and energy to projects that do not keep office hours but that help shape the lives of his young learners.

OTHER FINALISTS IN THIS CATEGORY Sobantu Tilayi has been quietly making a name for himself over the last 15 years in the industry, but it is at the South African Maritime Safety Authority (SAMSA) that he has found his niche. Sobantu is currently the Chief Operating Officer for SAMSA where he concentrates on capacity building for the maritime industry in the country. “I first met Mr Tilayi as a student at DUT in 2002. He has been part of transforming the industry and opened many opportunities for young South Africans. There is no time of the day that he will not avail himself to advise, guide and give hope. His dream of ensuring that the industry is well-known and accessible is what keeps him driven beyond the call of duty that often takes him away from his family.” Captain Nicholas Sloane achieved something few in the maritime industry are able to do. He garnered media attention for the industry that showcased the myriad of skills and expertise that can be fostered as part of an exciting career at sea. Global media attention was focused on the South African salvage master as he led a team in parbuckling the Costa Concordia off Isola del Giglio, Tuscany. Interviews, magazine articles and television documentaries all revolved around Capt Sloane’s management of the operations that also included a number of South Africans and South African products. Thanks to the leadership and professionalism exhibited by Capt Sloane, the project confirmed that South Africa has the skills and expertise to be leaders in the maritime sector.

Neil Scott Williams (left) and Okke Grapow (right) present the Maritime Maestro Award to Brian Ingpen.

A word from the winner: "I am grateful for the award and this is a team effort from a number of people. It’s been an honour to be involved in something that is working very well."

Keeping our oceans alive with opportunity

GREEN MARINE

GREEN TECHNOLOGIES FOR THE MARINE INDUSTRY

Solutions to ocean acidification will unlock ocean value The CSIR has contributed to a report that aims to find solutions to the potential effects of ocean acidification on different coastal communities. Fifty-three international experts from the natural and social sciences contributed to the report, which was launched at the Oceanographic Museum in Monaco last year.

cean acidification is a change in seawater chemistry caused by the absorption of excess atmospheric carbon dioxide by the ocean. “Ocean acidification is a global process with local impacts on fisheries and coastal communities, so there is a need to act urgently at all levels. It is a threat to national growth and development, particularly in the developing nations, and should be reflected in national and subnational developmental plans,” says Dr Louis Celliers, CSIR coastal systems research group leader. Celliers contributed to the chapter titled Governance, governments and legislation in the Ocean acidification impacts on coastal communities report. The CSIR’s contribution to the report involved a governance, governments and legislative perspective on ocean acidification. “The international community dealing with climate change must play a decisive role in encouraging national and local governments to scale-up efforts to mitigate carbon dioxide emissions thereby reducing the impacts of both climate change and ocean acidification,” Celliers explains.

The Marine Stewardship Council has been addressing traceability issues in the fishing industry since 1999 and launched their new Global Traceability Campaign and Multi Media Library in March. The campaign aims to inspire shoppers to be aware of where their seafood comes from.

He says future impacts from ocean acidification and global warming have been studied across the world and projected impacts will include food-web disruption, loss of biodiversity and major losses in aquaculture production. These negative impacts on the goods and services provided by marine ecosystems will affect society by threatening food security,

Continued on page 54

IN THIS SECTION The earth’s life support system at risk >> Our oceans are at risk. Our reckless behaviour is putting our life support system in jeopardy. We cannot wait - the time for action is now. >> read more on page 54

Business unusual for a thriving ocean >> We only have one planet, but as of right now we are consuming the equivalent of three planets worth of resources. Our planet is in shock and this impacts on business. >> on page 55

Global seafood traceability campaign launched >> The Marine Stewardship Council used the Sustainable Seafood Symposium, hosted by MSC and WWFSASSI, to announce the launch of their new Global Traceability Campaign and Multi Media Library, in March. >> page 55

Managing limited resourced for conservation >> BirdLife South Africa’s Christina Hagen is the Pamela Isdell Fellow of Penguin Conservation and the project manager of an exciting project. Natalie Janse asked her a few questions. >> more on page 56

Maritime Review Africa MARCH / APRIL 2016

GREEN MARINE

Keeping our oceans alive with opportunity

>> From p. 53

coastal defences, tourism as well as recreational activities. Celliers says: â&#x20AC;&#x153;However ambitious Operation Phakisa may be, our oceans are saddled with problems that require urgent attention and immediate mitigation strategies for Operation Phakisa to be a success. One of the major problems is that of ocean acidification, which is a growing environmental concern linked to climate change.â&#x20AC;? According to the report, building capacity and research in ocean acidification across the world and within nations is an important action point. The report states that it is important to also create an ocean acidification mitigation plan to monitor, observe and stimulate the assessment and forecasting of vulnerability at various scales in order to identify seriously affected areas or hotspots that will require priority investigations. â&#x20AC;&#x153;Knowledge, expertise and capacity regarding ocean acidification is not globally distributed, therefore it is important to promote and build scientific capacity, research and technology transfer that requires an international collaboration in dealing with climate change,â&#x20AC;? says Celliers. The report also highlighted recommendations in dealing with climate change to support and direct its strategy in addressing ocean acidification. Some of the recommendations include:

The ocean scientific community

together with civil society and governments should be involved in the assessment of adaptation and mitigation proposals in order to enable an evidence-based assessment of how climate change related solutions may impact positively or negatively on the ocean and ocean acidification; and Maintaining ocean acidification observations to ensure the development of ocean acidification observations, warnings and forecasts by countries and for the benefit of the global community. The CSIR has been tasked by the DEA to assist with, among other tasks, a project that includes the utilisation of earth observation technology to help unlock the economic potential of South Africaâ&#x20AC;&#x2122;s oceans. ď&#x201A;Ą

Maritime Review Africa MARCH / APRIL 2016

The earthâ&#x20AC;&#x2122;s life support system is at risk Our oceans are at risk. Our reckless behaviour is putting our life support system in jeopardy. We cannot wait - the time for action is now.

ccording to Tundi Agardy, Director Marine Ecosystems Services Programme, Forest Trends, the concept of Integrated Ocean Management has never been more important. Delivering the keynote address at a forum hosted by the Sustainable Oceans Lab in February entitled: â&#x20AC;&#x153;Integrated Oceans Management: Bringing together sectors and stakeholders for healthy ocean and sustainable development,â&#x20AC;? Agardy emphasised the impact of our current activities on the ocean. The activities that we are currently engaging in, both in our oceans and on land, are impacting on our future options with regard to food supply, oxygen and resources. The value of our oceans lies in the supply of food, livelihoods, transport, energy, research sites and spiritual rejuvenation. â&#x20AC;&#x153;We need to widen our perspective and the concept of Integrated Ocean Management (IOM) is now more important than ever before,â&#x20AC;? she said. Understanding the interconnectivity that our land-based activities have on the ocean, Argady highlighted the importance of recognising the role that we as humans play in managing a sustainable environment. Debate at the forum about the necessary structure of an integrated ocean management strategy emphasised the need for investment and compromise. â&#x20AC;&#x153;It is no longer a case of win-win-win. Now is the time for ultimate transparency when developing management plans.â&#x20AC;? Information presented at the forum suggested that the aim of IOM should always be beneficial and sustainable outcomes pursued where the values of the oceans are maintained as far as possible.

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Stakeholders at the February meeting revealed statistics to highlight that the present decline in our oceans severely limit options for the future. IOM is, therefore, about thinking about our long-term options.

Action key for success Agreeing on the need for planning, delegates were clear in calling for the need to address and emphasise the need for implementation. â&#x20AC;&#x153;It is essential to reach the implementation stage,â&#x20AC;? they said. According to Agardy, successful oceansâ&#x20AC;&#x2122; management is achievable by realising and accepting that it is a participatory process and buy-in from all parties is essential. The focus needs to be on sustainable blue growth with a focus on priority areas for conservation. These include, for example, Marine Protected Areas (MPAs), spawning areas and nursery areas. It is essential that we build on the knowledge that we have already gained and use that to develop sustainable and well-implemented plans for a sustainable future, but now. We need to act now. An interactive afternoon session allowed break-away groups representing a variety of ocean users and conservationists provided delegates with the opportunity to deliberate on how to fully adopt an integrated approach to ocean management. This multi-sector approach was further explored in follow-up meetings between the World Ocean Council and South African companies in the week subsequent to the forum in an effort to advance the development of a multi-sector ocean industry alliance in South Africa and for the Western Indian Ocean. By Natalie Janse

www.maritimesa.co.za

Keeping our oceans alive with opportunity

GREEN MARINE

Global seafood traceability campaign launched

he Marine Stewardship Council of Custody Standard, which is backed by multi faceted process, focusing on: the (MSC) used the Sustainable SeaDNA testing and now the launch of the use digital channels, working closely with food Symposium, hosted by MSC and MSC Global Traceability Campaign. partners, localised packaging to suit each WWF-SASSI, to announce the launch of market and paid advertising. The overall The primary aims of the campaign are their new Global Traceabilimessage of the campaign is, “You ty Campaign and Multi Me- Traceability refers to the ability to track any food can trust MSC labelled seafood. dia Library, in March. through all stages of production and processing. An ecolabel ensures fish for toTraceability refers to the Thirty percent of seafood products are currently morrow,” says McQueen. ability to track any food mislabelled, primarily due to the fact that seafood MSC believes the value of the through all stages of procampaign locally lies in the fact is one of the most highly traded commodities duction and processing. that South Africans enjoy their with vastly increased profit margins. Thirty percent of seafood seafood, but want to enjoy it withproducts are currently misout guilt. The MSC labelling systo inspire shoppers to truly be aware labelled, primarily due to the fact that tem allows consumers to do this. It also of where their seafood comes from, to seafood is one of the most highly traded allows businesses to feel confident about generate a discussion, to increase awarecommodities with vastly increased profit the origin of their product and finally inness of the MSC label and ultimately to margins. stills the promise of a better future and a increase MSC labelling. future that we are all well prepared for. Since 1999 MSC has been addressing The role out of the campaign was a traceability issues with the MSC Chain By Natalie Janse

Business unusual needed for a thriving ocean We only have one planet, but as of right now we are consuming the equivalent of three planets worth of resources. Our planet is in shock and this impacts on business. The only way to achieve sustainable transformation moving forward is to develop a real understanding of both risk and opportunity.

ess Schulschenk, Director at the Sustainability Institute, recently addressed guests at the Sustainable Seafood Symposium hosted by MSC and WWF-SASSI. She believes that the South African business community harbours innovative ideas and that the dramatic scale and pace of change currently taking place, bodes for exciting times.

Co-opetition Underscoring the buzz around co-opetition, Schulschenk, explained the trend towards working together collaboratively, but still competitively. Relating this to the fishing sector, she said that this could only be achieved if fisheries and retailers communicate honestly and learn from one another. “Transparency becomes essential and a fundamentally different way of working is required if the aim is to once again see our oceans thriving,” she said adding that we do not want to see the ocean environment doing better. “We want to see it thriving.” Schulschenk emphasises that this is only achievable through collaboration. “The problem is that collaboration requires positive relationships and positive relationships require work and trust. This takes time, a

luxury that we no longer have. “South Africa’s social system is in crisis with regard to education, housing, food shortages and job insecurity and scarcity. All of these aspects affect business. They are inter-connected and accelerate each other,” says Schulschenk. Until now sustainability has been aimed at maintaining what we have, but she believes that this is not enough. “We need to build flourishing societies. To see growth we need to focus on what will create more value in not just the short term, but also the medium and long term. The focus needs to be on inter-dependancy and mutually beneficial interactions. Here transparency becomes essential.”

Business unusual For a brighter and sustainable future in South Africa, Schulschenk believes that social inequality and poverty desperately need to be addressed. No company will be able to initiate change in isolation. It will take time, work, cooperation, communication and transparency. The future of business in South Africa is no longer business as usual, but business unusual.

Cruising towards ocean responsibility

ruise Lines International Association (CLIA) has partnered with the World Ocean Council (WOC), an international business leadership alliance dedicated to Corporate Ocean Responsibility. For years, cruise lines have implemented policies and procedures to reduce the industry’s environmental impact. While CLIA members’ approximately 300 oceangoing cruise ships, expected to transport 24 million travellers this year, comprise far less than 1 percent of the global merchant fleet’s 50,000 oceangoing ships, they aim to be at the forefront of developing responsible environmental practices and innovative technologies that lead the world’s shipping sector. Many cruise lines not only meet, but exceed environmental regulatory requirements in a number of areas. Said Bud Darr, CLIA Senior Vice President for Technical and Regulatory Affairs, “protecting and caring for the environment is fundamental to the cruise industry. We depend on healthy oceans, clean beaches and pristine destinations that meet passengers’ expectations today and in the future. CLIA is proud to become a member of the World Ocean Council. This international industry platform creates the opportunity for our cruise line members to collaborate with like-minded peers from other sectors in tackling the shared sustainability challenges affecting the future of the ocean and the future of our business.” 

By Natalie Janse

Maritime Review Africa MARCH / APRIL 2016

GREEN MARINE

Keeping our oceans alive with opportunity

Christina Hagen aims to establish a new African Penguin colony along the South African Coastline

GREEN WARRIOR Managing limited resources for conservation BirdLife South Africa’s Christina Hagen is the Pamela Isdell Fellow of Penguin Conservation and the project manager of an exciting project looking to establish a new African Penguin colony along the South African south coast. Natalie Janse asked her a few questions about her work and her plans for the future.

What and where did you study? I studied at the University of Cape Town, first a BSc Honours in Zoology and then Masters in Conservation Biology.

How did your career path lead you to your current position? I was lucky enough to go straight from finishing my Masters degree to working at BirdLife South Africa. I started out on a short-term contract for another project, developing seabird eco-tours for the World Cup in 2010. My Masters thesis had been on the Cape Gannet, which gave me a good background on our local seabirds and the threats facing them. This then allowed me to become involved in BirdLife’s African Penguin work and, when funding was available for a full-time position, I applied for the job and was successful.

What does your job entail on a

Maritime Review Africa MARCH / APRIL 2016

daily basis?

sources can be difficult.

My day-to-day activities are quite varied, but involve a lot of time behind the computer. Some of my tasks include applying for funding, organising and attending meetings with various stakeholders from government to other NGOs, writing reports and conducting research. I also do a bit of fieldwork where I visit and monitor potential new colony sites.

Where does your passion for the environment come from?

What aspects of your job do you really enjoy? I enjoy the sense of accomplishment that comes from being part of a conservation NGO actively working towards the conservation of birds and their habitats in South Africa. I also enjoy how varied my work is. You never know what will come up!

What aspects of your job do you find more challenging? Funding for projects and staff is always a challenge and trying to find ways to do all the things you want to with limited re-

I’ve always known that I wanted to be a conservationist. My family moved around a lot when I was young, living in various countries in North and South America so I was exposed to a lot of different environments and schooling systems and also saw how the problems we face are, in a sense, universal. My school in Venezuela probably had the most impact on me, as there was a very active environmental programme.

Where to for you now? I’ve only just transitioned into my current role, working on establishing a new penguin colony. So the next steps are to try and get this moving by confirming which site to use, getting all the official approval and conducting a risk assessment and feasibility study. I am excited about the challenges ahead. By Natalie Janse

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Maritime Review Africa MARCH 2016

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Auxiliary Gensets ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel: 031 000 0050; Cpt Tel 021 959 8200 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 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 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221 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

Bow Thrusters African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

Control Cables ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

Couplings ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 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 ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

Diesel Generator Sets ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 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

Products and services Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221 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 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 List your companyâ&#x20AC;&#x2122;s details here

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 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

Fresh Water Generators ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Fuel & Lubrication Oil Treatment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Gearbox Sales ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

Gearbox Spares, Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 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 List your companyâ&#x20AC;&#x2122;s details here

ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

General Engineering Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 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 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online.co.za Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221 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 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Propellers

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

Nozzles

Propulsion Systems

Governors

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Oil Coolers ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

Oily Water Generators Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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

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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221 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 ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

BUYERSâ&#x20AC;&#x2122; GUIDE

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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Mares Shipping GmbH: Tel +49 40 37 47840; Fax +49 40 37 478446 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Water Jets ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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

Maritime Review Africa MARCH 2016

BUYERSâ&#x20AC;&#x2122; GUIDE

Products and services

FISHING GEAR Long Line Winches, Sales & Repairs HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Netting, Twines African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Trawl Doors African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Chillers ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 List your companyâ&#x20AC;&#x2122;s details here

Cutting Machines Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Filletting Machines HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Freezers ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Gutting Machines HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Ice Makers ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Ozone Eqauipmentg HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Scales Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

NAVIGATION COMMUNICATION AND ELECTRONIC EQUIPMENT / SERVICING

Trawl Repairs

Antenna Instruments

Trawl Floats

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Ice Packs / Chill Wrap

C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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

Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523

Automatic Steering

Trawl Winches, Sales & Repairs HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

FISH PACKAGING Cartons Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523

FISH PROCESSING EQUIPMENT Blast Freezers ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Cannery Equipment HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 List your companyâ&#x20AC;&#x2122;s details here

Maritime Review Africa MARCH 2016

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Radio Holland: Tel 021 508 4700; Fax 021 508 4888

Compasses ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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

Computer Systems & Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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

Electronic Charts & Plotters ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 952 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Marine Navigation Systems: Tel 021

511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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 Marine Navigation Systems: Tel 021 511 1640 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Navigation Systems: Tel 021 511 1640 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Marine Navigation Systems: Tel 021 511 1640

Products and services Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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

Radio Remote Control Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Radio Sales, Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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

Satelite Phones & Email ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Navigation Systems: Tel 021 511 1640 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 Craig Internationaljmhn Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Marine Navigation Systems: Tel 021 511 1640 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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

Weather & Receivers ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

Aluminium Technical Information HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Hulamin (Pty) Ltd: Tel 021 507 9100; Fax 021 534 2469

Attorneys Maritime Law Bowman Gilfillan: Tel 021 480 7811; Fax 021 424 1688 Velden Pike Nichols Inc: Tel 031 265 0651; Fax 086 604 6318

Bulk Terminals Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885

Classification Societies ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Marine Navigation Systems: Tel 021 511 1640 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 Navigation Systems: Tel 021 511 1640 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 Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax

BUYERSâ&#x20AC;&#x2122; GUIDE

021 527 7050 Offshore Maritime Services: Tel 021 425 3372; Fax 021 425 3379 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 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 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885

Fisheries Research Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885

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 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885 SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

Inspection & Testing Services ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 List your companyâ&#x20AC;&#x2122;s details here

Maritime Review Africa MARCH 2016

BUYERSâ&#x20AC;&#x2122; GUIDE

Products and services

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

Tel 021 511 8499; Fax 021 986 8723 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 List your companyâ&#x20AC;&#x2122;s details here

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 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

Salvors

Marine Surveyors

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 Smit Marine: Tel 021 507 5777; Fax 021 507 5885 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

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

Maritime Training HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845 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

Smit Amandla Marine: 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

Ship Management

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Smit Marine: Tel 021 507 5777; Fax 021 507 5885

Net Monitoring

Ship Registration

Naval Architects

Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 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: Tel 021 480 7811; Fax 021 424 1688

Personnel Agency DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Smit Amandla Marine: 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions:

Maritime Review Africa MARCH 2016

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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

STCW 95Training Unicorn Training School: Tel 031 274 4770 Fax 031 5578

Superintendent (Marine) ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 List your companyâ&#x20AC;&#x2122;s details here

Surveyors, Hull, Machinery

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

Towage Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 Offshore Maritime Services: Tel 021 425 3372; Fax 021 425 3379 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885 SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

Vessel Purchase/Sales ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523

Vessel Management, Crew supplies, Maintenance Planning ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885

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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Fish Pumps & Hoses ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Fresh & Sea Water Pumps ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Marine Pump Sales

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Tailshaft Surveys

Pumping Services

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

ASI Offshore: Tel 021 527 7040; Fax

021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Smit Amandla Marine: 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Products and services Battery Charges & Inverters ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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; 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

HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Corrosion Prevention ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Diving Services 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 HSE Supplies: Tel 021 511 8030; Fax

021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Smit Amandla Marine: 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

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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Electrical & Mechanical Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Electrical Cable Support Systems ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Radio Holland: Tel 021 508 4700; Fax 021 508 4888

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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

BUYERSâ&#x20AC;&#x2122; GUIDE

Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Explosion Proof Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Gritblasting ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Gritblasting Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

HVAC Systems E.R.A.S.E.: Tel 021 949 8955; Fax 021 946 3178

High (Ultra) Pressure Water Jetting ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

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

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

Hull Cleaning ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

Hydraulic Systems & Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

Maritime Review Africa MARCH 2016

BUYERSâ&#x20AC;&#x2122; GUIDE

Products and services

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

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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 E.R.A.S.E.: Tel 021 949 8955; Fax 021 946 3178 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Marine Coatings ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Marine UPS Inverters ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

Pipe Fittings: Pipes ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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 List your companyâ&#x20AC;&#x2122;s details here

EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

Fax 031 206 0252 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885

Steel Works

Underwater Welding Repairs

Offshore Rig Supply

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Subsea Electronic Engineerimg Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845

Tank Cleaning/Sludge Removal & Disposal ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252

Tank Blasting & Coating

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Ship Conversions

Thruster Repairs

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Ship Painting

Transformers

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

Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Ship Repairs & Maintenance

Ultrasonic Cleaning

Rudder Repairs/Surveys

Ship Equipment Repairs

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

Maritime Review Africa MARCH 2016

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 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

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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Crew Changes Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

Lubricants ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910

Launches, Helicopters

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

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 HSE Supplies: Tel 021 511 8030; Fax021 511 8009 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 Smit Marine: Tel 021 507 5777; Fax 021 507 5885

Oil Pollution Abatement / Cleanup ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885 SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

Oil Pollution Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396

Spare Parts African Marine Propulsion: Tel 021 801

0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Keep your vessel on the water for longer.

You can rely on a Cat® Marine expert near you, thanks to our worldwide dealer network of support. Help maintain a successful business starting with your engine through scheduled services and genuine Cat Parts. For more information call 0860 898 000 or visit www.barloworldpower.com

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