Maritime Review Africa July August 2017 by More Maximum Media

JUL/AUG

2017

DREDGING ON THE COVER

AN IMPORTANT PLAYER IN THE SOUTH AFRICAN ENERGY MARKET Continuous improvement and adherence to international standards and requirements underpins the AMSOL partnership approach to management of single and multi-buoy (SPM and CBM) offshore terminal operations.

Transnet develops capacity to offer a regional dredging solution

BUNKER INDUSTRY REVIEW

MARITIME REVIEW AFRICA EDITOR: Colleen Jacka editor@maritimesa.co.za SUB-EDITOR: Natalie Janse natalie@maritimesa.co.za ADMIN & ACCOUNTS: Lesley Jacka admin@maritimesa.co.za ADVERTISING SALES: INTERNATIONAL & NATIONAL admin@maritimesa.co.za 021 914 1157 021 914 3742 WESTERN CAPE Louise Hyam capesales@maritimesa.co.za 082 881 7099 CONTRIBUTORS: Claire Attwood, Mark Botha, Brian Ingpen, Michael Heads, Cate Kirkland, David Wolfaardt, Francois-billa Engelbrecht.

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

COPYRIGHT: No content published in Maritime Review Africa may be reproduced in any form without written permission of the editor. Inclusion of any products in features or any product news does not indicate their endorsement by the publishers or staff. Opinions expressed in the editorial are not necessarily those of the publishers, editors or staff of the magazine. Every effort is made to check the content for errors, omissions or inaccuracies, but the authors, publishers and contributors connected with the magazine will not be held liable for any of these or for consequences arising from them.

CONTENTS COLUMNS THROUGH THE LENS 06 Claire Attwood discusses why the South African fishing industry could still face continued legal challenges despite the conclusion of the inshore trawl fishery matter. She writes that there is still risk and uncertainty for companie with significant investment in fishing. AT THE END OF THE LINE Mark Botha highlights some of the successes and challenges involved in developing a matrix for career path development in small scale fishers. He provides a potential model for improved skills development through a suggested cooperative regime.

MARITIME MEMORIES 46 Brian Ingpen documents the end of the mailship era as he highlights some personal memories on board the Pretoria Castle and outlines the demise of the once-popular intercontinental travel that has been replaced by air travel. FEATURES BUNKER REVIEW • Low sulphur 2020 deadline • Operating in the South African bunker environment • Concern about number of states that cannot enforce sulphur limits • Pursuing a Mauritian bunker strategy • Platform links bunker buyers and sellers • Promoting energy efficient ships • Limited supply of low sulphur fuels recorded

HEALTH | SAFETY | SECURITY • Health Risks of on board infestations • Less than 6% of seafarers have access to video calls • Improving safety on deck • A drop in the ocean

• • • • • • • • •

Short cuts cut life short Donation supports African search and rescue Vaccinations matter for seafarers Protecting the mental health of seafarers Pocketbook aims to fill safety gap in the dockyard Emergency clinic for Nigerian port A new name in safety for the maritime industry Confidential reporting of hazardous situations Impact on cyber-breach on APM terminals less than feared • Addressing security in Africa • Vessel Monitoring redefined • When the voyage is no longer innocent

DREDGING OVERVIEW 30 • Developing capacity to keep African ports open for business • Yearlong dredging project unearths skills and solves berthing problems • Free online dredging calculator launched MARITIME NEWS AFRICAN NEWS 36 • Africa seeks greater representation at IMO • Two new tugs for Transnet’s KZN ports • Grindrod plans to separate its shipping business • New e-commerce platform live at SA ports • Concession agreement to boost Port of Takoradi • In-house crane conversion saves money • Cameroon concession agreement signed • South Africa forges ahead to develop marine tourism • SS Mendi’s bell rings true • Competition Commission blocks shipping merger • Maldives and South Africa in fishy deal • South Africa to overhaul Shipping Act • Conversion of Seafarers’ certificates underway OFFSHORE NEWS • Stable progress in Tanzania’s Mnazi Bay

ON THE COVER

Published by More Maximum Media

JUL/AUG

2017

DREDGING ON THE COVER

Transnet develops capacity to offer a regional dredging solution

BUNKER INDUSTRY REVIEW

AN IMPORTANT PLAYER IN THE AFRICAN ENERGY MARKET

Continuous improvement and adherence to international standards and requirements underpins the AMSOL partnership approach to management of single and multi-buoy (SPM and CBM) offshore terminal operations.

• Go ahead for Gabon • Nigeria aims for offshore crude cost of $19pb • Marine milestones in Mozambique • Mobilising offshore in West Africa • Port of Cape Town’s new fuel storage open for business • Buyer awarded for FNG project in Equatorial Guinea • Senegal well signals potential • A decade of offshore rig counting

PEOPLE AND EVENTS NEWS 49 • Maritime industry gets behind Nelson Mandela International Day • East London Port Festival attracts attention • Appointments • Recognising excellence in marine science • Ghana Shipping Awards recognise excellence • French delegation exlores opportunities in South Africa • Association refocuses under new leadership

49 18

• Youth Day initiatives • Youth Employment Programme is cruising • In the community GREEN MARINE NEWS AND UPDATES • Plastic will choke Africa’s oceans • Agreement aims to boost ocean research • Cabinet approval for ocean expedition

• Shark cage diving operators with an eye on the environment

36 www.amsol.co.za

JULY / AUGUST 2017

COMMENT

EXPRESSIONS

Comments from the editor

Finding Africa’s maritime voice South Africa has a new maritime transport policy and, it seems, a renewed vigour for addressing the shortfalls in maritime legislation. Nigeria too has found its maritime voice and is seeking to develop a similar maritime transport policy as well as focus national legislation on promoting opportunities for Nigerians in the ocean economy.

he Association of African Maritime Administration (AAMA) is championing for a better representation of the continent at the International Maritime Organisation (IMO). A delegation with representation from Nigeria, South Africa and Kenya recently met with IMO secretary General, Kitack Lim, in London in this regard. We are two years into the Decade of Africa’s Seas and Oceans as declared by the African Union in 2015 - and it would seem that a degree of momentum has been created. It’s not surprising then that the concept of Big Fast Results Methodology that was developed in Malaysia in 2009 to drive the small country’s development processes has found favour on the continent. Tanzania seems to have been the first African country to adopt the methodology. They were already formulating plans in 2013 based on Malaysia’s successes and had included maritime transport in their list of priority sectors. In Tanzania the concept became known as Matokeo Makubwa Sasa! (Big Results Now!) and included an intensive “lab” environment for problem solving. One year later in 2014, South Africa introduced the methodology under

Maritime Review Africa JULY / AUGUST 2017

the banner of Operation Phakisa and also convened “lab” sessions that drew participation from a wide range of industry stakeholders with the aim of opening up the ocean’s economy. It is true that both countries have experienced their stumbling blocks and there are, of course, many critics who cast doubt on projected figures for employment as well as revenue but it is also true that the continent is doing more to actively pursue opportunities from the ocean for the African people than ever before. Nigeria is walking a similar path taken by South Africa where the Nigerian Maritime Administration and Safety Agency (NIMASA) is championing the development of the sector in much the same way that the South African Maritime Safety Authority (SAMSA) did even before the presidential proclamation of Operation Phakisa. This route is not without its challenges. In South Africa SAMSA has come under fire by the industry and previous government Ministers for placing too much weight on their mandate to “promote the Republic’s maritime interests”. Although SAMSA did lift the anchor on this journey, now is the time to debate how this particular mandate

will be handled going forward. Developments such as the establishment of the South African International Maritime Institute (SAIMI) as well as the very recent attempts to launch an initiative to promote the country’s maritime capabilities under a single brand should see this responsibility shift away from SAMSA. As a byproduct of the Comprehensive Maritime Transport Policy, the Department of Transport has kick-started an idea to launch MariSA - a overarching brand that aims to promote South Africa’s maritime industry capabilities. These initiatives are all being spearheaded by government and government agencies. I am curious about the role that existing maritime stakeholders should play across the continent. The launch of the MariSA initiative in Pretoria this month drew participation from only one maritime company. Why? Presumably these initiatives are aimed at benefiting the existing players, but they fail to really attract their buy-in. And so, while Africa seems to have found its maritime voice, there is some work to be done on communication. The remaining eight years of this Maritime Decade will undoubtedly continue to develop the ocean’s economy. I just hope that voices do not drown out action and that some form of communication documents the real progress properly (realistically).

Colleen Jacka, editor. 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 Transnet Port Terminal’s Port Elizabeth container terminal’s technical team who undertook an in-house conversion that saved the State Entity at least R2 million and is helping make the terminal productive.

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

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Maritime Review Africa JULY / AUGUST 2017

QUAY QUOTES “The horse mackerel is badly fragmented into smaller econom06 | ic units, forcing most new entrants into marginal joint ventures with larger companies,” says Fish SA’s Marillier, “a substantial rethink is needed.” Says Fish SA executive director, Jeremy Marillier. “As noted earlier, small-scale fishers are highly fragmented and have 11 | neither a common voice nor are any of its training interventions being closely monitored or managed by local oversight bodies. These are impediments that can be addressed within the cooperative paradigm.” Writes Mark Botha.

14 |

“Whilst the Algoa Bay offshore bunker operation has had some impact, most of the vessels taking bunkers offshore at Algoa are the larger vessels lifting 380 CST which is not offered in South Africa.” Comments Roxann Furniss of Africa Bunkering & Shipping.

“I had been working on something for the last few years, but what 16 | really kicked it into action was the impact that OW Bunkers left when it crashed.” Says Sean Potts of Bunkersquires.

18 |

“Pest control and disinfection treatment programmes in the maritime industries are often overlooked and are certainly of low priority. Most see no real need for having such systems in place and cite budgetary constraints or the fact that they are operating a brand-new vessel as viable reasons not to institute procedures.” Writes Francois-billa Engelbrecht, Operations Director of Enviro Health Solu-

PORT TRAFFIC UP ntaine t a fic at the ange e t m e ge ve e cent in the fi st ha hi e assenge t ans t as e cent an vehic e e ts ve e cent. t angie e is c nnecte t ts an c nt ies n the five c ntinents.

h is sa ing hat in the ma itime in st

tions (PTY) Ltd. “With very limited and regulated shore leave, increasing workloads, reduced crewing levels and reductions in the quality of social life onboard, it’s essential for the wellbeing of all seafarers that we have free, high-speed internet access.” Says Nautilus general secretary Mark Dickinson.

20 |

“This apathy towards accidents at sea is reflected in the muted re21 | sponse, if any, to the annual casualty statistics around the South African coast.” Writes David Wolfaardt. “The goal has always been to help each country develop its own RCC 22 | capability so less time is lost and more lives can be saved when accidents occur at sea. We have also developed trainers within the region so we are less reliant on external trainers, but we could still be doing so much more.” Says Mohammed Drissi, Trustee of the IMRF and the Head of the SAR Bureau at the Ocean Fisheries Ministry, Morocco. “SAMSA have not defined what a SAMSA approved salvage tug is 28 | but I believe this to be a tug of sufficient bollard pull required in order to keep the vessel from closing the coast or becoming a threat to the environment.” Writes Michael Heads of P&I Associates “The number of African nations at the council of the IMO is dis36 | proportionate to the size of the continent’s representation at the global maritime body. Therefore to drive Africa’s maritime

TANZANIAN BUILT VESSELS LAUNCHED an anian i t vesse s e e a nche ecent the ime iniste assim. he m e an v ma a e each ca a e ca ing t ns an i e se t t ans t t c s. i t the ng a ine ans t m an the i e e ati na in the e a ts an e a egi n. ng has n een c nt acte t i a eet assenge vesse s the an anian t th it .

Quay quotes

sector development agenda, there is need for a proportionate and effective representation of the continent in council and at the secretariat,” Says Dr Dakuku Peterside, Chairmain of the Association of African Administration. “We have appointed professional advisors in and outside of South 37 | Africa in the fields of shipping, legal and financial to work with us on the unbundling of the Shipping business onto an international exchange that supports shipping groups with an inward listing into South Africa. The process is well progressed and we are planning to complete the process in the first half of 2018.” Says Mike Hankinson, Executive Chairman Grindrod. “The conversion, which cost as little as R50,000, has brought 38 | enormous benefits to Transnet Port Terminals. It has enabled PECT to achieve a loading rate of 14,230 tons of manganese ore in just 12 hours, which is a new record for the terminal. Both the terminal’s internal and external customers are extremely delighted with the modification as it has afforded monetary savings, improved productivity and ensured optimal use of the equipment.” Says Siya Mhlaluka, TPT GM for the Eastern Cape.

39 |

“The coastal and marine tourism sector will contribute about R21.4 billion to the GDP and create about 116 000 direct jobs by 2026, thus reducing poverty, inequality and unemployment, while contributing to sustainable livelihoods and development. These estimates are conservative as they are growing off a low 2015 base

of R 11.9 billion direct contribution to GDP and 64 400 direct jobs.” Says South African Minister of Tourism, Tokozile Xasa. “If you knock down your cost of production from $78 per barrel to $23, take the difference and multiply by the average daily production, you will discover that we are saving a minimum of $3billion in the upstream for both Production Sharing Contracts (PSCs) and Joint Ventures (JVs).” Says Group General Manager, Dafe Sejebor, of the NNPC.

EXPRESSIONS

42 |

“Growth of SAIMENA may in advertently result in the growth of 52 | the maritime industry and in employment of the South African seafarer as an employee of choice globally where we compete with Europe, Eastern Europe and Asia.” Says Graham Dreyden, new Chairman of SAIMENA Western Cape. “Our oceans are under threat from pollution both from land 55 | based activities and sea based activities. The entire oceanic ecosystem is exposed to a wide range of pollution sources, such as illegal dumping practices, spillages from ships, waste disposal from port dredging operations to mining operations, and the discharge of sewage and storm water agricultural run-off and litter from land based sources, despite the existence of stringent rules and regulations for all of the pollutants finding their way into the seas.” Says Dr André Share, head of Operation Phakisa (Oceans Economy), Department of Environmental Affairs.

MILLION DOLLAR FORFEITURE The determination of the Department of Agriculture Forestry and Fisheries of the Republic of South Africa to obtain redress for illegal fishing in South African waters has borne fruits as United States District Judge Lewis Kaplan in New York on Wednesday 19 July 2017 ordered Arnold Bengis to forfeit $37,200,838. and also ordered Mr Bengis to a prison term of 57 Months. As part of his U.S. conviction, Arnold Bengis previously served 48 months of imprisonment. Apart from this new decision by Judge Kaplan,Hout Bay, was convicted in South Africa in 2002 of violations of South Africa’s Marine Living Resources Act. and Bengis and his son David Bengis were convicted in 2004 in the United States for violations of U.S. criminal law in connection with the imports of the rock lobster into the United States. The American Court has deferred judgment on any additional restitution and DAFF are awaiting that Restitution judgement.

OIL LEAKS THREATEN SAFETY

PROTEST MARCH

DIAMOND HIGH

Serious leakages have been discovered in the pipelines belonging to the Tema Oil Refinery located near the drydock in the Port of Tema, Ghana. The pipelines convey crude oil, liquefied petroleum gas, gasoline and other inflammable products to the refinery from the port and the leaks are seen as a significant threat to safety in the drydock where hot metal work activities take place.

The National Union of Metalworkers of South Africa (NUMSA) marched to the offices of Transnet in Richards Bay recently to protest the treatment of contract workers in the port who they maintain are being treated “like animals” and without “dignity and equality”. Amongst the issues that were raised include sex for jobs allegations, corruption and lack of permanent tenure for contractors with long histories in the port.

At Namdeb Holdings, production increased by 17% to 0.9 million carats (H1 2016: 0.7 million carats), mainly due to production recovering following Debmarine Namibia’s Mafuta vessel having been on extended planned in-port maintenance in Q2 2016. Debmarine Namibia’s new exploration and sampling vessel, the SS Nujoma, was officially inaugurated in June 2017 and is now fully operational.

Maritime Review Africa JULY / AUGUST 2017

THROUGH THE FISH-EYE LENS

A wide-angle perspective on commercial fishing

Fishing industry could still face continued legal challenges

e E

arly in July, the Western Cape High Court set aside the interdict that had effectively suspended fishing in the inshore trawl fishery for six months. But, only nine days later, the Minister of Agriculture, Forestry and Fisheries, Senzeni Zokwana, released the results of the appeals process, which largely negated the High Court’s ruling. Claire Attwood tries to make sense of the six-month roller coaster ride and asks what it means for the rights allocations scheduled for 2020. By Claire Attwood

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

The minister announced the results of the appeal process via a media statemen on l ssentiall he appeals delivered a more even-handed result than the original and the minister’s announcement demonstrated that he and his advisors had taken seriously the appeals by both successful and unsuccessful right-holders – especially around he an m allocation mechanism which had used black ownership as the sole criterion to divide the total allowable catch (TAC) between successful applicants. The mechanism had had the perplexing e ec o red cing he o a o i ing nshore ishing percen in spi e o the fact that the company ranked second highes among s ccess l applican s scoring 92 percent. It also reduced the quotas of several other established opera ors while advan aging new en ran s with no investments or performance record in he inshore rawl fisher he i ing nshore ishing anomal led to an interim interdict; a six-month s spension o fishing and on l a judgement by the Western Cape High Court that overturned the interdict the company had won six months earlier. Divided though the judgement was (one of the three presiding judges wrote a dissenting dgemen he co r s decision seemed o cemen i ing nshore Fishing’s 60 percent quota cut and open the door for other companies that had los significan l o challenge he legali o he an m allocation mechanism he minis er s concl sion o he appeal process oo he sting o o he High Court’s ruling and probably stayed he hand o prospective litigan s or now. Taking the sting out of the tail ignifican l he minis er se aside he an m allocation mechanism As a res l a large portion o he los percen was re rned o i ing nshore

Maritime Review Africa JULY / AUGUST 2017

ishing ins an l changing he ossel Bay company’s prospects of survival. In a s a emen iss ed on l im eddell gro p operations direc or or i ing ishing oldings said eason has prevailed and we are satisfied wi h he even al o come of the process. Only a week ago we were con emplating he clos re o o r ac or he re renchmen o o r s a and he rationalisation o o r ee A er he o come o he appeal process we will strive to regain the ground lost over the past six months and will work with other companies in the industry to ens re o r vessels remain active and o r ac or and fish shops open The minister’s announcement addressed he main iss es pertinen o he appeals each ca egor o applican here are wo iss es ha are partic larl relevan o re righ s allocations Future implications he firs is he se ng aside o he an m allocation mechanism and he decision ha or es a lished opera ors ca egor A applican s he A sho ld be distributed based on “an adjusted total overall score of the balancing stage which takes into account all the other criteria that applicants were scored on – s ch as fishing e perience inves men s in he ind s r compliance access o a s i a le vessel o creation and imporan l overall rans ormation ra her han s lac ownership his approach is in s ep wi h section o he arine iving eso rces Ac A that sets out the nine overarching objectives and principles o he legislation he need to “address historical imbalances… and achieve equity within all branches of he fishing ind s r is one o hese o ectives The minister’s approach is also more logical sa s ish A e ec tive direc or erem arillier nves men in in ras r c re o re ention economic con ri tion o local fishing comm nities s ch as he ossel a area pla s an

essential role in main enance o fishing operations hese are cri eria ha need to be appropriately weighted with transormation so ha here is alance in he decision ma ing cri eria The second notable decision taken by the minis er is he se ng aside o a si ea le in reali still a modes amo n o percen or new en ran s According o his media s a emen he minis er is of the view that “30 percent is what the co n r sho ld have achieved in ears a er reedom noting ha he ne allocation will onl e in Litigation looms Although the appeals may have s cceeded in finding a e er alance between investment and transformation han he original allocation did he danger ha he allocation o long- erm rights could be frustrated by protracted litigation has no gone awa n la e l both successful and unsuccessful applican s in he inshore rawl fisher were waiting o scr tinise he score shee s relating o he appeals he devil will e in he de ail said one fishing ind s r oss who pre erred o spea o he record e have some ndamen al di erences in logic wi h the minister) but we haven’t seen the score shee s e Also expected by the end of July was the result of the appeals process in he midwa er rawl fisher or horse mac erel an allocation ha is said o have advantaged new entrants over es a lished opera ors some o which are s s antiall rans ormed he allocation of rights also served to further fragment an industry that is already overly fragmented. “The horse mackerel is badly fragmented in o smaller economic ni s orcing most new entrants into marginal joint ven res wi h larger companies sa s ish A s arillier a s s antial re hin is needed arillier is hope l ha he same logic that was applied to the appeal process

“Reason has prevailed and we are satisfied with the eventual outcome of the process. Only a week ago we were contemplating the closure of our factory, the retrenchment of our staff and the rationalisation of our fleet. After the outcome of the appeal process, we will strive to regain the ground lost over the past six months and will work with other companies in the industry to ensure our vessels remain active and our factory and fish shops open.”

THROUGH THE FISH-EYE LENS

A wide-angle perspective on commercial fishing

“I think the debate and certain views from Pretoria is that it’s not so much about how transformed a company is, but perceptions, right or wrong, remain about percentages of TAC controlled by larger commercial companies.” or he inshore rawl fisher will prevail in he midwa er rawl fisher One of the established industry’s biggest criticisms is ha in i s allocation o longterm rights to the inshore and midwater rawl fisheries he epar men o Agric l re ores r and isheries A has been overly eager to award rights to new en ran s a he e pense o es a lished operators. Is it reasonable to expect that the DAFF will follow the same approach when he time comes o alloca e righ s o the deep-sea trawl and small pelagic fisheries in even ho gh hese fisheries are alread s s antiall ransormed ro a l sa s arillier “I think the debate and certain views from Pretoria is that it’s not so much a o how rans ormed a compan is perceptions righ or wrong remain about percentages of TAC controlled by larger commercial companies he sa s ish A is awaiting a meeting da e wi h he inis er and his eam and one o he iss es raised will e rans ormation arge s iven he politics o he da es companies should expect new entrants irrespective o he good independen l researched rans ormation s a s o he rawl sec or and li ewise small pelagics

The result is risk and uncertainty for companies with extensive investments in fishing. Not only is there a risk that they might lose substantial portions of their quotas on the strength of a rights allocation system that is unlawful – because it is not consistent with the BEE Amendment Act – but there is also the consequent danger that protracted litigation will stall fishing for a lengthy period, as occurred in the inshore trawl fishery.

Time for a fishing industry charter? al a o rans ormation arge s necessaril raises he estion o whe her i s time or a fishing ind s r char er n recen wee s in ligh o he ro haha aro nd he epar men o ineral eso rces s release o he ining har er several fishing ind s r osses have drawn comparisons between mining and fishing While both industries exploit natural

Maritime Review Africa JULY / AUGUST 2017

resources that are accessed via a system of licenses and permits allocated by the national governmen lac ownership o he deep-sea rawl fisher is more han double the 30 percent black ownership arge se he in i s a ortive ining har er co rse he mining ind s r dwar s he fishing ind s r con ri ting an estima ed percen o vers s he less than one percent generated by the fishing ind s r i one re ers o he governmen s eview o ishing igh olders i is sa e o sa ha he rans ormation o he fishing ind s r has outstripped that of mining. ne fishing oss s gges s ha clarification aro nd arge s is necessar says it may be too late to embark on a process o negotiation ha will lead o he ga e ng o a char er or he fishing ind s r oo hree ears o negotia e and ga e e a ores ec or har er “These discussions should have taken place alread he sa s we sho ld have a charter rather than an arbitrary percen e is re erring o he percent of the TAC that the minister allocated to new entrants in the inshore rawl fisher rans ormation arge s are s one aspec o he rans ormation de a e ha the industry requires clarity on prior to he s ar o he fishing righ s allocation process o A An alignment act Another aspect is the alignment of the A wi h he lac conomic mpowermen Amendmen Ac o ntil now he A has orged ahead wi h righ s allocations wi ho ollowing o he le er he legislation relating o

broad-based black economic empowerment. A good example of this shortcoming is he an m allocation mechanism which oomed in on onl one elemen of the DTI scorecard – black ownership – and was also a departure from the policy ha sho ld have g ided he allocation o rights in the inshore trawl and midwater rawl fisheries is wor h noting ha he Amendmen Ac ha came in o orce on c o er incl des a so-called r mping provision ha stip la es he Ac will prevail i here is a con ic e ween i and an o her legislation ha was passed prior to 2015. According o some in he fishing ind s r this means that if the DAFF does not make use of the full BBBEE scorecard in re allocations i can pro a l e challenged on this provision alone. he reali is ha he A li e man o her pieces o legislation has no een aligned wi h he Ac even ho gh a ransitional -mon h period was earmarked for this purpose. The result is risk and uncertainty for companies with extensive investments in fishing o onl is here a ris ha he migh lose s s antial portions o heir quotas on the strength of a rights allocation s s em ha is nlaw l eca se it is not consistent with the BEE Amendment Act – but there is also the conseen danger ha pro rac ed litigation will s all fishing or a leng h period as occ rred in he inshore rawl fisher With the spectre of costly and prolonged litigation hanging over he fishing ind s r here is an rgen need or meaning l and concl sive cons l ation between the minister and the industry.

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AT THE END OF THE LINE

Small Scale Fishers

Developing a matrix for career path development in small scale fishers

t T

here is an old proverb “give a man a fish, and you feed him for a day, teach a man to fish, and you feed him for a lifetime”. This is true for all spheres of life and the small-scale fisheries (SSF) is no exception. In this context, the development of skills ought to hold the key for improving the livelihood of these fishers. By Mark Botha Within South Africa, the advent of the skills development legislation in late 1990s, gave birth to Sector Education and Training Authorities (SETAs) to address the skills shortages in every sector of the South African economy. The SSF found its home within the Maritime Chamber of the Transport Education and Training Authority (TETA).

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

Small Boat Project One of first projects that TETA initiated was the Small Boat Projects, which aimed to develop the skills of fishers working on small boats. This project ran successfully between 2002 and 2005, and managed to provide access to training for thousands of fishers. Notwithstanding the success of the project, skills development of the SSF has subsequently occurred on a piecemeal basis; this issue investigates that current role of skills development within the SSF sector. Over the period 2002 to 2005 no less than 7,000 small boat fishers were capacitated on various training interventions in order to improve the competitiveness of small-scale fishers. Fishers were trained against both regulatory competencies (Pre-Sea familiarisation, U-25T skippers, first aid at sea, firefighting), as well as soft skills competencies, (life skills, fishing legislation and business skills). These training needs were identified through a training needs analysis, which formed the precursor to the TETA NSF project. The crux of this project was to offer training interventions in the local fishing communities and in so doing, training programmes were accessible to local fishers. Training was further structured around working schedules of local fishers. For example, as many small-scale fishers launch at daybreak and arrive back from sea late morning/early afternoon, training programmes often commenced thereafter until early evening. In this way the training providers were very responsive to the working conditions of fishers and this was contractually managed

Maritime Review Africa JULY / AUGUST 2017

between the funders (TETA and NSF) and training providers. Another key variable was the use of community coordinators along the South African coastline. They understood the fishing communities and the skills landscape and this enabled them to act as liaisons between local fishers and training providers. Through the training provider and community co-ordinated framework, all training challenges were addressed and resolved rapidly. Key success factors from TETA NSF project included:

Flexible training delivery. Localised training management. Bottom-up training needs identifi

cation through public meetings with community fishers. Fishers support beyond training through well-resourced community co-ordinators. Involvement of industrialised fisheries and organised fisheries labour organisations in an advisory capacity to community coordinators, as well as through the provisions of venues and marketing the projects within stakeholder communities

The Road beyond the Small Boat Project TETA has run several smaller interventions as a follow-up to the Small Boat Project and allocated various discretionary grants targeting unemployed and seasonally employed persons in fishing communities. These were done in the absence of local community oversight (community coordinators), which has made it that much more difficult to evaluate the impact of training through monitoring and evaluation efforts. More recently, SETAs, such as TETA, embark on approaches to allocate funding for Small-Scale fisheries training interventions to SAMSA accredited training providers. In doing so, new entrants within SSF sector know “where to go” to for regulatory training as a precursor to work at sea. This has yielded

successes, but training providers often do not acknowledge the dynamics within the local communities. In the absence of duly constituted smallscale representatives or community skills coordination organs, training needs are often identified through the use of organisations working with small-scale fishers. In addition, statutory training requirement for seafarers (as prescribed by SAMSA) are viewed as a good gauge for training needs. The training programmes often proposed, include:

Business development. Life skills. Pre-Sea Familiarisation. Small-craft firefighting. First Aid at Sea. U-25 ton skippers. This approach has alleviated the skills challenges in the short term, but a more sustained and pragmatic approach is required for the long-term. This should include, for example, more regular skills audits in each fishing community to identify the prevailing skills and the skills required to grow the SSF sector. Current Challenges facing SmallScale Fisher Training Advancing skills development of SSF sector is posed with several challenges. These include:

Small-scale fishers are not organ-

ised under one voice. There are several organisations representing different groupings such as Coastal Links, South African United Fishing Front and several others. Competing interests amongst SSF organisations exacerbate division, often making it difficult to identify SSF training needs. Due to the inter-organisational disagreements, legislative bodies, such as TETA and SAMSA have difficulty in identifying legitimate representatives of the small-scale fishers’ interests. DAFF, for example, went through an extensive exercise of identifying Small-Scale Fisheries, yet the final list of vetted fishers in provinces where

Another key variable was the use of community coordinators along the South African coastline. They understood the fishing communities and the skills landscape and this enabled them to act as liaisons between local fishers and training providers. Through the training provider and community co-ordinated framework, all training challenges were addressed and resolved rapidly.

Small Scale Fishers

verification has been concluded (such as the Northern Cape) are not shared with skills development authorities for targeted interventions. As such, some of those trained might not be absorbed within the SSF sector. Over and above the need for a skills audit, a careful examination of the economic growth opportunities within each fishing community needs to be considered. The purpose would be to link skills development to alternate economic activities for small-scale fishers, which should then inform the “new” training needs for small-scale fishers. These may include sectors such as maritime tourism or ship repair, but care should be taken not to adopt a “one-size-fits-all” approach as the opportunities could be vastly dissimilar in each community. Small-scale fisher skills needs are not apparent within the scarce and critical skills sets of SETAs. On reviewing, the 2016/17 TETA Scarce and Critical skills set list, reference to skills required for small-scale fishers are not evident. A possible reason for this could be the absence of small-scale fishers and/or their representative organisations from SETA led stakeholder engagement sessions where sector skills needs are discussed and agreed upon. Another might be attributed to the perception that this sector is less significant than the industrialised fisheries sector, and that these fishers ought to graduate to the industrialised fisheries for career progression rather than progressing within the SSF sector.

A Possible Solution, the Small-Scale Fisheries Cooperatives The Small-Scale Fisheries Policy (SSFP) notes that collectively owned entities will be used for the allocation of fishing rights. Subsequent to the publication of the policy in 2012, DAFF stated that the collectively owned entities that operate would become SSF cooperatives. This is consistent with cooperative legislative framework and such an approach could be key to the developing skills needs of small-scale fishers (and thereby improving the competitiveness of the sector). As noted earlier, small-scale fishers are highly fragmented and have neither a common voice nor are any of its training interventions being closely monitored or managed by local oversight bodies.

APEX Cooperative

AT THE END OF THE LINE

SETAs

National Skills Committee

TETA, Foodbev, Primary Agri SETA

Compile National Training Proposals

Tertiary Cooperative

Provincial government

Provincial Skills Committee

Skill’s clusters

Identify Provincial Skills Needs

Secondary Cooperative Regional Skills Committee Identify Regional Skills Needs

Primary Cooperative Skills Representative Identify Local Skills Needs Monitor and Evaluate local training interventions in terms of successes and failures.

These are impediments that can be addressed within the cooperative paradigm. By way of example, local community based primary cooperatives could have a skills representative as part of its executive committee. The skills representative could feed the training needs into the secondary cooperative’s regional skills committees. In turn, the regional skills committees would have representation within tertiary co-operatives at provincial level and finally to an APEX cooperative at national level. This would enable training needs to be determined by real demand, from a bottom up structure. Given the training needs, the SETA could

set up representative mechanisms for recognising the small-scale fisheries sector and, in so doing, relevant SSF qualifications (or part qualifications) could be developed to ensure career pathing within the sector. In addition, this would also give smallscale fishers a greater voice within Seta-led stakeholder engagement sessions for inclusion of priorities within the SETAs sector skills plans, in particular, their scarce and critical skills lists. It would formalise this loosely run sector to operate comparatively with industrialised fisheries, thus, creating a central voice for SSFs. This figure above illustrates a potential model for improved skills development through the suggested co-operative regime.

Maritime Review Africa JULY / AUGUST 2017

BUNKERS

Overview

LOW SULPHUR

2020

DEADLINE

No reprieve likely for 2020 low sulphur limit deadline as transitional period rejected

Any suggestion that there may be any form of delay to the 1 January 2020 implementation of the 0.50 percent sulphur limit in 2020 was ruled out at the 71st session of the Marine Environment Protection Committee during July, as a majority of member states rejected a proposal to collect data to allow the International Maritime Organisation to take stock of the availability situation ahead of 2020.

mong the papers submitted to MEPC 71, two pointed out that there would be regional differences in the ability of refineries to meet demand for low sulphur fuels from the marine sector in 2020. Both papers suggested the IMO should take such data into account and consider transitional measures if data demonstrated significant difficulty in meeting demand. One of the documents, submitted by Brazil and India, said data is needed from refineries and bunker suppliers as to how much 0.5 percent sulphur fuel they can offer for marine use in 2020 and also that data is needed from shipowners as to how many ships would be fitted with scrubbers by 2020. It proposed that the estimated requirement and availability needs to be made available to MEPC 73, which is due to be held in the later part of 2018, and that if the data show that “a very wide gulf for meaningful enforcement, MEPC may consider permitting an appropriate transitional period prior to enforcement.” IBIA was first among those commenting on these two papers in plenary, saying: “At MEPC 70, the committee took a leap of faith and decided to introduce the 0.5 percent sulphur limit in 2020 based on a forecast that there would be sufficient refining capacity to meet global demand. It was a good decision, as it gave us certainty about the date so that we all know what we have to prepare for. We must be careful now to ensure we are

Maritime Review Africa JULY / AUGUST 2017

not moving the target as that would send the wrong signal and throw preparations into disarray. The target date is the only thing that we actually know and we must not sow any doubt about it if we are going to succeed with the implementation.” More data needed IBIA also pointed out, however, that the picture with regards to actual supply capacity, marine fuel demand and uptake of scrubbers will only become clearer much closer to the implementation date, and therefore supported the general idea of data collection. “Obtaining such data on the cusp of the implementation date, along with non-availability reports provided to the IMO from the start of 2020, would help assess where availability of compliant fuels is problematic and also get a clearer picture of when and how the situation is improving,” IBIA told MEPC 71, adding: “If such data are made available for dissemination to member states it may assist their authorities when assessing fuel oil non-availability reports.” A large number of countries spoke in support of data collection, but the number of countries objecting to it was greater. Among their arguments against it was that the question of availability had already been addressed by the study undertaken for IMO by CE Delft which was provided to, and approved by, MEPC 70. Most importantly, however, they objected to the idea because they

thought it may lead to uncertainty and potentially delay the preparation process. Any talk of a transitional period permitting exemptions was firmly rejected. Although nobody said so, it is possible they were afraid that approving data collection may end up casting doubt on the conclusion in CE Delft study, which now seems to be interpreted by some as irrefutable evidence that there will be sufficient availability in 2020. As one delegation noted: MEPC 71 had already postponed the implementation of one major regulation decision, and it would be a very poor signal if it was also opening the door to delaying another milestone regulation. When IBIA and others supported data collection, our intention was clear: We do not want to call the implementation date into question. However, data would be helpful to monitor the situation and allow all parties to understand it better and work on addressing any problems. With a majority opposing data collection, MEPC 71 did not agree to specifically add this to the list of items in the scope of the so-called ‘new output’ on consistent implementation of the 2020 sulphur limit which was drafted by the Sub-Committee on Pollution Prevention and Response (PPR 4) in January this year. They said the scope developed at PPR 4 adequately addresses the issues. The scope will, however, include a specific request from the Maritime Safety Committee (MSC) to explicitly add to the list a consideration of the safety implications relating to blending fuels in order to meet the 0.50 percent sulphur limit. There was, as expected, broad support at MEPC 71 to approve the new output on “Consistent implementation of regulation 14.1.3 of MARPOL Annex VI” developed at PPR 4, for inclusion in the Sub-Committee’s agenda with a target completion year of 2019. Recognising that time is short, PPR, which meets just once a year in January or February, will also hold an intersessional meeting in the second half of 2018 to progress work on consistent implementation of the 2020 sulphur regime. SOURCE: International Bunker Industry Association

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BUNKERS

Overview

Operating in the South African bunker environment Much has been written over the last year or two about the state of bunkering in South Africa with emphasis on the dwindling bunker-only callers as well as the demise of pipeline delivery within the ports. A number of studies have surveyed and reported on the potential loss that this represents for the country. More recently the offshore delivery of fuel in Algoa Bay has attracted attention to the space. Maritime Review spoke to a few operators about their experiences and challenges. Connecting Africa to the international bunker community With an international association that has a local branch operating out of South Africa, the sector is connected to information and training opportunities via the International Bunker Industry Association (African Branch) which was established in 2002. In 2014, the branch employed a full time regional manager with the aim of increasing its reach on the continent. Strategically the objectives of the branch were set out to: BELOW: While the pipelines are now officially no longer in use, vessels can rely on either truck supply or barge delivery while at berth as indications are that the unpredictability of supply within most ports has been addressed.

Develop effective and transparent communication with members.

Be a conduit in addressing technical questions.

Establish itself as a financially sustainable entity.

Offer networking opportunities. Offer topical forums to address

immediate areas of concern for the region.

After offering two previous IBIA Africa Forums (Mauritius and South Africa), the Association is planning a third edition for March 2018 on the island of Tenerife. The event will include one full day’s bunker training suited to the region as well as a forum held over a day and a half and a port tour. The forum will invite key players and partners within the West Africa and Cape Canary island region to meet and discuss developments as well as how this location offers new fuels to meet the industry’s future needs. “IBIA is relevant in the current market,” says Roxann Furniss of Africa Bunkering & Shipping, who have been based in Durban since their inception in 2013 and who are members of the Association. Gerard Singh, African Marine Solution’s (AMSOL) Business Unit Manager, Bunker Barges adds; “In the current changing market for an international organisation to be relevant to members, it needs to remain independent, increase its market research and trend analysis capacity and share this information regularly in order

to keep up with the pace of change.” As a member in his personal capacity, Russel Burns of Unical Bunkers believes that the Association is more relevant for brokers and traders and less so for the barge operators. The South African bunker market South Africa’s commercial ports all offer access to marine fuels in some form with Durban and Cape Town being most notable – notwithstanding the offshore supply of fuel in Algoa Bay. Barge delivery is available in Cape Town, Durban and Richards Bay while other ports generally rely on truck delivery to the quayside. With a second operator due to begin offshore delivery in Algoa Bay, the market could see a small shake-up in the future despite mixed feelings on whether this service has any major impact on the pre-existing in-port bunker supply. Burns of Unical, for example reports that the service has had an impact on bunkeronly calls in Cape Town, but not really on Durban. AMSOL, who do not offer a bunker barge service in Cape Town, report that they remain unaffected. “Whilst the Algoa Bay offshore bunker operation has had some impact, most of the vessels taking bunkers offshore at Algoa are the larger vessels lifting 380 CST which is not offered in South Africa,” comments Furniss of Africa Bunkering & Shipping. Going forward it will be interesting to note how the additional operator in Algoa Bay affects the market. Ideally the existing player, Aegean Bunkers, will want to see more traffic attracted to the Bay and not have to share an existing market that they have essentially created. Africa Bunkering & Shipping believes that the remainder of the year is set to continue on the current trend, but they have noted that more vessels are requesting low sulphur products. “With sulphur regulations being phased in, more customers will start to lift low sulphur products in South Africa and hopefully add to growth of the market,” says Furniss. Creating an ideal port of call It’s clear that, despite a decrease in overall bunker calls in recent years, Durban remains the country’s busiest port in terms of bunker sales. Burns attributes this to marketing that is undertaken by the oil majors; the traffic at the port as well as Durban’s location on shipping routes. Furniss reports that 2017 has been a competitive year thus far that kicked off slowly, but picked up at the end of February. “Factors for this include the fluctuating crude price that continues to cause some uncertainty in the market. With this fluctuating market price in South Africa, we have been afforded the opportunity

Maritime Review Africa JULY / AUGUST 2017

Overview

to compete with international markets to a certain degree. We also believe that, with emphasis on customer service as well as a strong pricing model, our customers will continue to grow alongside us,” she said adding that, as a fully licensed and compliant operator, Africa Bunkering & Shipping delivers bunkers by road tanker to most South African ports, with Durban and Cape Town being the busiest. Over the years South Africa’s ability to position itself as an ideal port of call for the bunker industry has been eroded by the closing of pipelines as well as unpredictability of supply. While the pipelines are now officially no longer in use, vessels can rely on either truck supply or barge delivery while at berth as indications are that the unpredictability of supply within most ports has been addressed. “An ideal bunker port requires easy accessibility to the vessels and port officials who work with you to ensure delivery of the best possible service,” notes Furniss, adding that high port costs and port congestion in recent years have impacted on the country’s ability to offer a stand-out service. Delivering bunkers by truck, she notes that each port has its own set of unique challenges. In Cape Town, for example, certain quays are not accessible via road

tanker and the distance between the truck and vessel can be over 90 metres. “We regard each vessel uniquely, and are known for innovative methods to get the job done. Africa Bunkering & Shipping recently completed a 1.9 million litre bunker in Cape Town entirely with road tankers. The job came with many challenges, but due to a combination of teamwork, dedication and determination, it was completed in six days using five trucks and only working during the permitted daylight hours,” she says. For bunker barges, the requirements of an ideal port are a slightly different. “We are looking for minimal weather delays; effective marine services provision in the ports; modern infrastructure for bunker barge loading; effective scheduling and a high level of competence within the bunkering sector,” says Singh of AMSOL. Burns adds to the list; “An ideal port features a dedicated barge loading berth; dedicated berth for deliveries to bunker only callers; bunker friendly port administrators as well as port discounts for bunker only callers.” Moving forward Bunkering may have declined since its heyday in South Africa, but the industry has not simply rolled over and died. It still operates on a level benchmarked to

BUNKERS

international safety standards with operators looking for opportunities to drive market growth. “South Africa is addressing bunkering issues, but like all things, change comes slowly. This pace presents a problem as the bunker sector is a fast-moving industry and unfortunately the slow get left behind. Africa Bunkering & Shipping believes that presenting South African ports as a one-stop bunker destination will make it even more attractive to foreign owned vessels,” says Furniss. “By ensuring that we meet our clients’ expectations for timeous, accurate and safe delivery of product, we maintain a broad stakeholder network in the bunker delivery business and are frequently interacting with the bunker traders and brokers, suppliers of product, ship’s agents, port authorities, and our clients Shell, BP, Engen, Kepu and Chevron,” says AMSOL’s Singh emphasising their commitment to developing the local market. A future with more bunker barges in further ports may be an interesting scenario to pursue, but an increased market and holistic marketing approach is required to breathe life into the sector to see it reach historically high levels. By Colleen Jacka

South Africa’s commercial ports all offer access to marine fuels in some form with Durban and Cape Town being most notable– notwithstanding the offshore supply of fuel in Algoa Bay. Barge delivery is available in Cape Town, Durban and Richards Bay while other ports generally rely on truck delivery to the quayside.

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Maritime Review Africa JULY / AUGUST 2017

BUNKERS

Overview

Concern about number of states that cannot enforce sulphur limits

Some 63 countries are not party to MARPOL Annex VI.

ome 96 percent of the world fleet is flagged under states which are parties to MARPOL Annex VI, but 63 out of 153 countries with a sea coast are not, and hence are under no obligation to enforce the regulation. This raises concern that the implementation of the 0.50 percent sulphur limit for fuel used by ships from 2020 may not be robustly enforced. The problem was pointed out to the 71st session of the Marine Environment Protection Committee in a paper submitted by China, India and Russia. They proposed that the International Maritime Organization should therefore encourage IMO Member States that are not yet Parties to the Annex VI of MARPOL to expedite their work on accession. “The co-sponsors think that only in this case the efficient implementation of

MARPOL Annex VI requirements will be ensured by both flag States and port States,” their paper stated. The paper proposed that the IMO should adopt an Assembly resolution urging member state governments to become signatories to Annex VI of MARPOL. At present, there are 88 parties to Annex VI. While MEPC 71 had sympathy for the problem identified, it was reminded about the existing “Assembly resolution A.929(22) on Entry into force of Annex VI to MARPOL 73/78” adopted on 29 November 2001. MEPC 71 agreed to bring this resolution to the attention of Assembly and invite it to note that the issues it seeks to address remain valid, in particular the need for the provision of technical assistance to support Member State accession, including preparation of national legislation, effective implementation and enforcement of the provisions of MARPOL Annex VI. IBIA addressed plenary on the joint paper from China et al. saying it was pointing out a very real concern regarding the effective implementation of MARPOL Annex VI provisions. IBIA has suggested that IMO should investigate what flag states can do to contribute to effective implementation of the 2020 requirements of Annex VI, and not focus only on effective port state control measures.

Platform aims to link bunker buyers and sellers

aunched in May this year, Bunkersquires (www.bunkersquires.com), is the brainchild of Sean Potts of Durban, South Africa who has a background primarily in the environmental industry, where started in the recovery of off-spec/waste oils off vessels. The self-funded online platform aims to link bunker buyers and sellers from around the globe to create a “shopping centre” for the bunker sector. “I had been working on something for the last few years, but what really kicked it into action was the impact that OW Bunkers left when it crashed,” says Potts, adding that, for a nominal subscription fee, sellers can bid on requests within the platform. “For just $10, subscribers can bid on 20 requests per month. Should they require more bids, they can then pay per bid or upgrade to a more robust subscription package,” he explains. “I have made it open and transparent so that it is cheaper and easier to submit a bid through the platform than to even pick up a phone.” he says. Admitting that the platform is still in the development phase, Potts says that during the next phase of development he will aim to find a technical co-founder to work in partnership with him. “There is a lot that I still want to look at improving on the platform over the next couple of years. I am also looking at a bunkering and shipping specific mobile chat,” he says. “The end game is, once I have a large trading platform, to facilitate access to finance for these deals so that everyone is secure,” he says. But the platform and mobile app already allows a bidder to be mobile and work seamlessly between an office and the road. “It is quick and seamless. The buyers can literally load their request in under two minutes to provide the traders with the specs that they are looking for,” he says, highlighting how a trader in Geneva easily bid on a request from Houston as soon as it appeared on the platform. With a small, but expanding subscriber base, Potts is seeking to engage with the bigger shipping companies looking for bunkers. Describing a chicken-and-egg scenario, Potts realises that there needs to be a happy balance between buyers and sellers. Going forward Potts would also like to build a separate communication and mentoring platform that provides young up-and-coming people in the industry with a space to seek guidance. “Here you will have veterans in the industry who would be able to guide the next generation through areas of difficulty, such as disputes or specifications,” he explains. With big ambitions for his platform, Potts explains how the name came about during a bunker industry course where participants started calling each other squires. “It was after completing the course and making some amazing contacts that I had the vision to develop a networking platform specific to the bunkering and shipping industries,” he says.

Maritime Review Africa JULY / AUGUST 2017

Pursuing a strategy for bunkering in Mauritius

fter unsuccessfully bidding to supply 380 CST grade fuel in Mauritius’ newly liberalised bunkering sector during 2014, Engen presented a strategy the Mauritian authorities to supply 180 CST. Convinced that Engen’s 180 CST was a better option, a joint team was assembled from Engen tasked with formulating and executing a strategy. The first phase involved a number of high-level stakeholder engagements, which saw the business get approval for 180 CST. The team then managed to secure the optimal storage and logistics solutions by partnering with third parties for storage and barge facilities. In doing so the business secured healthy shore storage tank capacity, barges, and a dedicated pipeline for receipt and loading of barges. Engen tightly manages inbound logistics into Port Louis, daily price volatility and financing of the product to ensure that it is always competitive. Engen Petroleum Mauritius manages the in-country storage and outbound logistics through marketing and delivery to the customers. Christian Li, Engen Commercial Business Development Manager, Christian Musind, Trading Manager, Anmarie Kleinhans, Marine Sales and Operations Manager and Ricardo Aimee, Commercial Executive, teamed up to create awareness to local and international customers on product quality and availability. “It took buy-in, teamwork, commitments, cross collaborations and stakeholder engagement to make it all possible. It also took almost a year of pre-work and a number of engagements,” says Li. Drikus Kotze, Engen General Manager: International Business says: “What began as a barrier to entry into a growing market has become a major success, and a significant step in Engen’s drive to become a major player in every market that it operates”.

Promoting energy efficient ships

national workshop on the implementation of IMO Model Course 4.05 on Energy Efficient Operation of Ships has been held in Durban, South Africa during June, which aims to capacitate maritime training institutes to deliver IMO’s Model Course 4.05 to seafarers. The workshop, hosted by the Department of Transport of South Africa, covers in detail various methods for improving energy efficiency of ships including optimised ship handling, fuel and energy management, and shipboard system planning. As well as lectures and presentations, the workshop includes interactive exercises to consolidate knowledge and enhance the learning experience. Participants from various maritime tertiary institutions attended from across the country.

Fully MARPOL compliant

Limited supply of low sulphur fuels recorded The International Maritime Organisationâ&#x20AC;&#x2122;s (IMO) sulphur monitoring data analysis shows an increase in the average residual fuel sulphur content for 2016, with test data suggesting that supply of residual fuel meeting the upcoming 0.50 percent sulphur limit without significant blending is very limited.

Main takeaways: There is very The vast Tested quantity The number The test data little residual majority of of distillate of distillate indicate a fuel oil that tested distillate fuels has more samples tested reduction would meet a fuels meet a than doubled has increased in average 0.50 percent 0.10 percent from around 4 from around stem sizes for sulphur limit sulphur limit million tonnes 38,000 in 2014 both residual without and have done in 2014 to to almost fuel oil and significant so since before around 11 72,000 in 2016. distillate fuels blending. the 2015 drop million tonnes in 2016, to 860 in the ECA in 2015 and tonnes and limit. 2016. 158 tonnes, respectively.

Surprisingly, there was no increase in the global average sulphur content of residual fuel oils in 2015, when the global annual average dropped by 0.01 percent to 2.45 percent.

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FUELLING THE OCEAN ECONOMY

he yearly average sulphur content of tested residual fuel oils increased to 2.58 percent in 2016, up by 0.13 percent from 2.45 percent in 2015, according to data provided to the IMO from four providers of sampling and testing services. Of the 143,141 samples tested, 0.53 percent exceeded the current 3.50 percent sulphur limit applying outside emission control areas (ECAs). The share of samples testing at or below 0.50 percent sulphur, meanwhile, was 1.81 percent. The sulphur distribution showed that 3.25 percent of the samples tested in the 0.50 percent to 1.00 percent sulphur range, 3.86 percent tested in the 1.00 percent to 1.50 percent sulphur range and 7.57 percent tested in the 1.50 percent to 2.00 percent sulphur range. The vast majority of the residual fuel oil samples tested between 2.00 percent and 3.50 percent sulphur, with 20.83 percent testing in the 2.00 percent to 2.50 percent sulphur range, 29.91 percent testing in the 2.50 percent to 3.00 percent sulphur range and 32.23 percent testing in the 3.00 percent to 3.50 percent sulphur range. The 143,141 samples tested were taken from a total of 123,171,609 tonnes (123 million) of residual fuel oil supplied for use on board ships, giving an average stem size of 860 tonnes. Both the quantity and number of samples tested in 2016 was higher than in 2015, when the sulphur average was based on 131,160 test results taken from 114,344,642 tonnes of residual fuel oil supplied to ships, however the average stem size in 2015 was higher at 872 tonnes. Surprisingly, there was no increase in the global average sulphur content of residual fuel oils in 2015, when the global annual average dropped by 0.01 percent to 2.45 percent. An increase in the average sulphur content had been anticipated in 2015 as the ECA sulphur limit fell from 1.00 percent to just 0.10 percent, meaning most ships switched from low sulphur residual fuel oil blends used to comply with the ECA previously to mainly distillate fuels. Some residual fuel products entered the market in 2015 that met the 0.10 percent sulphur limit. As for distillate fuels, data provided to IMO showed no change in the sulphur average from 2015, holding at 0.08 percent. The share of tested distillate fuels meeting the 0.10 percent sulphur ECA limit was 93.71 percent, while 0.82 percent of the samples tested exceeded 0.50 percent sulphur. Already in 2013, 80 percent of all distillate samples tested met a 0.10 percent sulphur limit, rising to 83 percent of all distillate samples tested in 2015. The high share of distillates meeting a 0.10 percent sulphur limit was most likely due to the requirement for ships in the European Union to use fuels with no more than 0.10 percent sulphur while at berth, in force since 2010. The total number of distillate samples tested was up from 62,555 in 2015 to 71,901 samples in 2016. However, the corresponding quantity of distillate fuel was down from 11,387,079 tonnes (11 million) in 2015 to 11,362,954 tonnes, meaning the average distillate stem size in 2016 was 158 tonnes, compared to 182 tonnes in 2015. The number of distillate fuel samples tested and the corresponding quantity jumped in 2015 compared to 2014, when the number of samples tested was 37,973 taken from 4,144,945 tonnes of deliveries to ships, with an average stem size of 109 tonnes.

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Maintaining health and safety in the marine environments

HEALTH RISK On board pest infestations State-of-the-art vessels, offshore installations and port assets are not immune to infestations from disease carrying insects and pests known as vectors. The continuous flow of incoming cargo, equipment and food products coupled to on board living conditions as well as the rotation of crew, all increase the opportunity for pests to infiltrate.

By Francois-billa Engelbrecht, Operations Director | Enviro Health Solutions (PTY) Ltd

ne of the biggest contributors to these infestations getting out of control is not the fact that they cannot be observed or identified - but rather the lack of knowledge or neglect by the persons in charge of these vessels to act timeously to these threats and the risk that they pose. It’s quite literally a race against time to take direct action. It is possible to overcome and properly control the situation in the immediate environment with swift action; and this will assist to safeguard people against the threat of health risks associated with the vectors. Most companies do not have any systems in place to prevent, control and eliminate insects and pests. It does not form part

of, or integrate with active and ongoing HSE systems that directly protect, prevent and reduce the risk of incidents and accidents. Pest control and disinfection treatment programmes in the maritime industries are often overlooked and are certainly of low priority. Most see no real need for having such systems in place and cite budgetary constraints or the fact that they are operating a brand-new vessel as viable reasons not to institute procedures. The fact is, however, that mosquitos, flies, cockroaches, rats and bedbugs do not discriminate - they simply go about their business of carrying and spreading deadly diseases and viruses. Coupling health to safety Safety has become a serious concern within the maritime sector that is recognised at every level within most companies. A loose item on a vessel’s deck, for example, will attract immediate attention according to HSE systems, but

the observation of mosquitos or rats on the same installation is simply accepted to be normal and is seen as a nuisance by the same HSE department. The reality, however, is that they hold a serious and potentially fatal health risk to all crew. Malaria, Zika, Bubonic plague and Cholera are all examples of diseases that are transmitted by insect and pest infestations in the offshore marine environment around the world - and yet many companies still choose not to take action against such threats. The top five harmful bacteria carrying vectors are found on most ocean-going vessels, offshore installations, crew transfer vessels and in various port terminals as well as buildings. From the galley to the bunks; from the recreation areas to the toilets and showers - all areas offer a conducive home to these vectors. This means that crew are continuously and directly exposed to these vectors as they creep in and breed at alarming rates - ready to spread their deadly and harmful viruses, bacteria and germs. The majority of offshore installations have no systems in place against insect and pest infestations. We heard of an example where a newly launched offshore vessel from one of the world’s leading offshore companies came alongside and was infested with rats within 24 hours because they failed to use rat guards on their berthing lines. This type of ignorance or negligence leaves workers and crew in an unprotected and unsafe work environment that could be infested with vectors that carry potentially deadly viruses. Sadly there is very little pressure and lack of proper legislation by maritime authorities to encourage companies to institute the required systems. It is only vessels docking in foreign ports that have to present certification or undergo a vessel inspection by port authorities – but we believe that there are incidents of companies simply buying their Ship Sanitation Control Exemption Certificate (SSCES) without undertaking any of the required treatments. Taking action It is, therefore, important to start asking the right questions and developing the right attitude towards dealing with these problems that should form part of the HSE systems companies put in place. Ask yourself the following questions:

What systems do I need to have in

place on board vessels and installations?

Maritime Review Africa JULY / AUGUST 2017

Maintaining health and safety in the marine environments

Do I have the liberty to continue to

ignore these serious health issues and expose company employees to them?

What can I do to take action now? A safer, healthier, cleaner, risk free environment created through the implementation of an effective as well as safe pest management system that directly prevents, controls and eliminates pest and insect issues, will reduce and mini-

mise the risk of potentially lethal health issues in the workplace. The answers are available and it depends on your attitude and actions to create a safer and healthier environment. This needs to be done as a direct and integrated part of the active HSE system within your company. At Enviro Health Solutions we are committed to implementing specialised pest management systems that are

086 137 0206

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integrated into on board HSE systems to create a safer, healthier and hygienically cleaner workplace for all in the maritime spheres. Our direct involvement in the offshore marine and port industries over the last eight years as pest control and disinfection treatment service providers has exposed us to and helped us identify the various health risks and issues in these industries.

infocpt@sstg.co.za

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Pest control and disinfection treatment programmes in the maritime industries are often overlooked and are certainly of low priority. Most see no real need for having such systems in place and cite budgetary constraints or the fact that they are operating a brand-new vessel as viable reasons not to institute procedures.

The top five harmful bacteria carrying vectors are found on most ocean-going vessels, offshore installations, crew transfer vessels and in various port terminals as well as buildings.

Cape Town Courses 22 January 2018 Deck Officer Fishing < and > 24 m (Limited and Unlimited) and Skipper Fishing < and > 24m (Limitid and Unlimited)

Other Courses Basic Safety - Personal Survival Techniques (PST) - Personal Safety and Social Responsibility (PSSR) - Fire Prevention and Fire Fighting (FPFF) - Medical First Aid (MFA) - Fishing Safety (FS) Security Courses - Competence in Security Awareness (SAW) - Designated Security Duties (DSD) - Ship Security Officer (SSO)

22 January 2018 Marine Motorman Grade 2 and 1

Advanced Courses - Competence in Advanced Fire Fighting (CAFF) - Competence in Medical Care (CMC) 22 January 2018 Skipper Port Operations, Master Port Operations, Master Near Coastal < 200GT, Master < 200GT, Mate Near Coastal < 500GT, Mate < 500GT, Master Near Coastal < 500GT, Master < 500GT.

29 January 2018 Officer in Charge of a Navigational Watch

Survival and other Ancillaries - Competence in Survival Craft and RB other than FRC (CISC) - Safety Familiarisation Training (PreSea) (SFT) - Familiarisation Small Vessels (FAMS) - Safety Officer Fishing (SOF) - Communications STCW (COMS) - Electronic Navigations Systems (ENS) - Generic ECDIS (Electronic Chart Display and Information System)

Crew are continuously and directly exposed to these vectors as they creep in and breed at alarming rates - ready to spread their deadly and harmful viruses, bacteria and germs.

Most companies do not have any systems in place to prevent, control and eliminate insects and pests. It does not form part of, or integrate with active and ongoing HSE systems that directly protect, prevent and reduce the risk of incidents and accidents.

Radio Courses - Short Range Certificate (SRC) - Long Range Certificate (LRC) - Global Maritime Distress and Safety Systems (GMDSS GOC)

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

Mandela Bay 2nd Floor Fleming Building, Fleeming Street, Port Elizabeth, 6100 Tel: 086 137 0206 Fax: 086 441 9163

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

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Maintaining health and safety in the marine environments

<6%

Less than six percent of seafarers have access to video calls Maritime trade union Nautilus International is calling for a shake-up to the industry to provide good quality, low cost internet access for all.

A 88% Despite nearly 88 percent of seafarers having some form of internet access at sea, most have very limited speeds and at high costs.

survey of nearly 2,000 seafarers and shipping industry leaders by Nautilus International has found that fewer than six percent of seafarers have sufficient internet connectivity for video calls when at sea, despite often being away from their families for many months. By comparison statistics show that 91 percent of UK homes and 85 percent of European homes have broadband access, with the United Nations recently suggesting that access to the internet should be a basic right, rather than a luxury. The findings emerged from a white paper released by Nautilus to mark Seafarers Awareness Week. The report also found despite nearly 88 percent of seafarers having some form of internet access at sea, most have very limited speeds and at high costs.

“It’s shocking that in this day and age access to the internet at sea is not viewed as a fundamental right. At home we take this for granted and being able to contact anyone in the world at the touch of a button with devices in our pockets is fantastic. But why shouldn’t seafarers also be able to do this? In addition, only 57 percent of crew has personal email access and just one third have social media access at sea, leaving the majority of seafarers isolated from friends and families. Nearly two-thirds of respondents also suggested they would consider moving companies if the new company provided better quality internet. Of the industry leaders surveyed, one in ten admitted they don’t provide their employees with any access to the internet. The two main reasons given were fears that crews would access illegal or adult content and the potentially high installation costs. The survey also found that nearly two-thirds of respondents were concerned the provision would result in a distraction to work. Nautilus has published the white paper to further raise awareness of the current communications provision for those living and working at sea, which it will present

United Nations recently suggested that access to the internet should be a basic right, rather than a luxury.

021 - 506 4300 www.novamarine.co.za

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

IMPROVING SAFETY ON DECK

PRODUCT NAME BRAND LAUNCHED

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Maritime Review Africa JULY / AUGUST 2017

to industry leaders, politicians and those working in the industry. The Union is hoping that shipping companies will then act to provide internet access to all which is free at the point of use. Nautilus general secretary Mark Dickinson commented, “It’s shocking that in this day and age access to the internet at sea is not viewed as a fundamental right. “At home we take this for granted and being able to contact anyone in the world at the touch of a button with devices in our pockets is fantastic. But why shouldn’t seafarers also be able to do this? “We hope this survey will highlight just how poor connectivity is for our members. With very limited and regulated shore leave, increasing workloads, reduced crewing levels and reductions in the quality of social life onboard, it’s essential for the wellbeing of all seafarers that we have free, high-speed internet access.”

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Maintaining health and safety in the marine environments

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This apathy towards accidents at sea is reflected in the muted response, if any, to the annual casualty statistics around the South African coast. Last year 33 lives were reported lost at sea in 87 separate incidents according to the South African Maritime Safety Authority’s (SAMSA) Annual Report.

A drop in the ocean By David Wolfaardt, Training Manager, SAMTRA

ainstream and Social media was recently abuzz with reports and almost hourly updates on the collision between the containership MV ACX Crystal and the guided missile destroyer, USS Fitzgerald, that took place in the early hours of the morning on 17 June 2017 off the Japanese coast, and during which seven sailors tragically lost their lives. Reports came fast and furious – prompting a great deal of speculation as to who was responsible and what could be the cause of the collision. But just over a week later – nothing…. the focus had shifted to the “next big thing”. This apathy towards accidents at sea is reflected in the muted response, if any, to the annual casualty statistics around the South African coast. Last year 33 lives were reported lost at sea in 87 separate incidents according to the South African Maritime Safety Authority’s (SAMSA) Annual Report.

What is more concerning about these latest statistics is that, although the number of incidents have reduced (down from 100 and 107 reported in the two previous periods), the number of fatalities has increased each year. To the broader South African community this may seem a paltry figure when

compared to the carnage that takes place on our roads – yet it remains 33 lives too many. All who venture out to sea are quick to appreciate its unpredictable nature and how rapidly conditions may deteriorate. Those who fail to grasp the risk are likely to suffer dearly. Despite the obligations and noble intent to promote the safety of life at sea framed in the IMO’s SOLAS Convention, far too many are lost at sea each year. The IMO, Maritime Authorities, including SAMSA, and numerous NGO’s across the globe, work tirelessly to improve the safety of life and property at sea and to protect our precious marine environment. This is done on the one hand, by the implementation of legislation and appropriate regulations, and on the other by creating awareness of the fantastic opportunities provided by the maritime industry and the constant reinforcement of the importance of safety and caution in all seaborne endeavours. Acknowledging the human element Studies conducted into maritime accidents and incidents around the world conclude that the human element is responsible for almost all accidents, incidents and errors at sea. People’s ability and capability to deal effectively and safely with the complex, difficult pressures and workload of their daily tasks, impact directly on their ability to maintain a safe working environment.

Further analysis of these accidents by Prof Stephen Cross of the Maritime Institute Willem Barentsz in the Netherlands in 2012, concluded that up to 65 percent could be attributed to lack of training. He stated that simulation training could improve 58 percent of the competencies that were lacking in these accidents, and that overall seafarer performance could be improved by around 45 percent with appropriate simulation training. The Deadly Dozen, which refers to the twelve most common people related factors, are incorporated into SAMTRA’s new Bridge & Engine Resource Management course which has been adapted from the BRM course that we have run with great success for a number of years. The course provides both Deck and Marine Engineer Officers with insights into these critical human factors and encourages participants to discuss the concepts and share their experiences in a comfortable classroom environment. Analysis of various case studies and participation in simulation exercises in SAMTRA’s Bridge and Engine Room simulators further reinforces the critical importance of the human factors. Feedback such as, “the course has made me think about how I relate to and approach others, as well as manage myself on board”, confirms our belief that this training is effective in achieving the desired outcome. It is through this, along with several other similar professional skills enhancement training courses on offer, that SAMTRA contributes towards improving safety of shipboard operations as well as providing Southern African seafarers with a competitive edge to compete in the international maritime industry.

ABOVE: A group of Deck Officers engaged in a bridge simulation exercise at SAMTRA

Maritime Short Courses: Profesional Maritime Safety & Skills Enhancement courses Simulator Based Courses - Electronic Navigation, Radio, Engine Room, Refrigeration, Bridge and Tug Operations (ASD & VSP) MCA Accredited Yachting Training in partnership with PYT

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To book for the next Bridge & Engine Resource Management Course Please contact us: (021) 786 8400 or email: admin@samtra.co.za or visit our website www.samtra.co.za

We are a SAMSA accredited training provider and our Quality Management System is certified by Bureau Veritas

Maritime Review Africa JULY / AUGUST 2017

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Maintaining health and safety in the marine environments

SHORT CUTS cut life short By Cate Kirkland, Sea Safety Training Group

Have you ever considered how many times we use the words, If only? “If only I’d worn a safety belt! If only I’d worn my boiler suit! If only I’d worn my safety boots.”

ow many of us wear a safety harness at home when cleaning the gutters or take short cuts when doing DIY at home? How many late emergency ward visits have you or someone you know had in the last five years? Regret always comes too late – yet, the solution for “If only” is so simple. We’ve seen it so many times. Changing behaviour is one of the most difficult voyages that any company can embark on. It is a process that takes time. Lessons must be learnt; improvements must be made; management must lead by example for employees and the cycle must continue until you slowly chip away and behaviour improves. Captains that are strict – priding them-

selves on implementing stringent safety standards on board their vessels – but, they themselves walk around in flip flops on deck, barking orders to crew to work safely. Be careful of how you lead. We therefore should start at the top. We must change managers and teach them how to work with people, how to mentor skills and how to coach others. They need to know how to be captains of people and not just captain of a ship. Fighting stats with familiarisation This year alone we have seen countless deaths in the maritime industry. Statistically, we take two steps forward and five steps back. One of the simplest ways to start the process is by ensuring that we focus on ship familiarisation training. When somebody joins a vessel, the law is very clear: your crew and vessel must be prepared for any emergency. If more than 25 percent of the crew has changed, an emergency drill must be held within 24 hours of leaving port; while a drill should be held, prior to leaving port if there is a totally new crew on board. Don’t forget the well documented, continuous, mandatory muster drills. Any new seafarer must complete

Donation supports African search and rescue

he International Maritime Rescue Federation (IMRF) has been awarded $450,000 USD by The TK Foundation to support its work building vital maritime search and rescue (SAR) capability in Africa as well as help fill training gaps. The funding will be spread over three years and will support the IMRF’s Global SAR Development (GSD) project, to help improve SAR capability across 29 countries in Africa, with a focus on building the capability of Rescue Coordination Centres (RCCs), Rescue Sub-Centres (RSCs) and SAR Mission Coordinators. Bruce Reid, CEO IMRF said: “The TK Foundation funding is great news and we are very grateful for their support. It will allow us to expand the work we have been doing with the Africa SAR organisations to improve their SAR coordination and response capability and improve the safety, security and well-being for all those involved in maritime activities in Africa.” The IMRF’s involvement began in the North and West Africa region in 2012 working in partnership with the International Maritime Organisation Technical Cooperation Committee (IMO TCC). The IMRF’s work to support the IMO TCC, its North and West Africa regional meetings, its training and the development of a regional SAR plan is all contributing to much improved operational cooperation and governance. The approach has been a success, and has now spread to

Maritime Review Africa JULY / AUGUST 2017

emergency drills and his/her on board familiarisation training. Simple things such as how to don a lifejacket; how to launch the lifeboat or life raft; knowledge of the muster station location and what to do in an emergency are essential skills that can save lives and ships.

Make a change today because you may not get a second chance to ensure that sea staff are properly trained – both through shore-based training courses and on-board training. If training is of a high standard, then we can save lives. Less accidents lead to a cleaner environment, better health standards and certainly better safety. Accidents are expensive and it therefore pays to invest in training for behaviour change to ensure you have better managers and crew that are an asset to your vessel. Our thoughts and prayers go to the families of the seafarers who have lost their lives this year, let’s all work together to make a difference for future seafarers and their families. We all have a responsibility to go home to our families, they depend on us. Our shipmates depend on us, our ship depends on us.

cover five African SAR regions. There is, however, still a significant SAR capacity gap on training knowledge sharing and skill development. Many of the countries in Africa are in the early stages of developing structured and sustainable centralised SAR coordination capabilities, but maritime SAR development does not always receive sufficient priority for government funding. The IMRF’s GSD project is intended to encourage government support for SAR services. Each of the SAR Regions now has IMRF-designed and hosted websites to help raise the profile of the SAR organisations and the great work they do. Mohammed Drissi, Trustee of the IMRF and the Head of the SAR Bureau at the Ocean Fisheries Ministry, Morocco, says, “We have managed to build momentum through our regular training and regional meetings. As a result, we now have a pool of well-trained SAR coordinators and managers in the majority of the countries’ Rescue Coordination Centres (RCC) across the region. “The goal has always been to help each country develop its own RCC capability so less time is lost and more lives can be saved when accidents occur at sea. We have also developed trainers within the region so we are less reliant on external trainers, but we could still be doing so much more.” The TK Foundation was established in honor of J Torben Karlshoej, founder of the Teekay Shipping Group (now Teekay Corporation) and its grants support valuable research, health care, facilities, education and other development opportunities in its areas of focus.

FASTFIND Personal Location Beacons (PLBs) Why carry a 406MHz PLB? Personal Location Beacons (PLBs) are small emergency distress beacons for personal use, and are intended to indicate a distress situation where normal forms of communication are unavailable or do not work. A PLB should be carried as a safeguard against any life threatening incidents that may occur anywhere in the world, on land, sea or in the air. Whether alone or in a group, on holiday or at work, carrying out your sport or hobby, if you ever find yourself in a remote area, without any other form of communication, a 406 MHz PLB can be a life saver. With it, you can be confident of direct contact with the worldâ&#x20AC;&#x2122;s professional Search and Rescue Services. PLBs should not be used in cases where normal emergency response exists. i.e. an M.O.B situation where successful localised recovery can be achieved.

Cost of ownership?

ownership cost until your PLB needs servicing (after 5 years, unless activated). There are no call centre charges and no subscription fees or airtime contracts. Genuine rescues in most of the world will not be charged, the cost of rescue is borne by government and the volunteers involved in Search and Rescue. However, you should always research the area you are likely to be travelling to and if a charge for your rescue is likely, obtain the necessary Insurance cover.

Why should I register my 406 MHz PLB? It is vital that you register your new PLB with your National EPIRB Authority. Each 406MHz PLB has a unique digital identity (a 15 digit number). This unique number is equivalent to a phone number, and it is sent along with your 406MHz distress signal to the Search and Rescue Services. Pre-registration of the PLB means that the number is recognised by the authorities when the distress signal is received.

After your initial purchase, most PLBs have no additional

sales@smd-marine.com www.smd-marine.com Cape Town Port Elizabeth Durban Richards Bay

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Maintaining health and safety in the marine environments

Vaccinations matter for seafarers

SERIES OF SAFETY POSTERS AVAILABLE

Gard has developed a range of safety posters to raise awareness of safety issues amongst seafarers. These are available for download from their website.

Fatigue intoxicates your brain in the same way as alcohol. Rest hours are there for a reason.

eafarers frequently travel to many destinations around the globe and each port may bring its own disease or illness. Vaccination is the most effective method to prevent the spread of common, preventable illnesses onboard. Crew-members tend to spend long periods of time at sea without medical care. Certain infections, such as yellow fever, Hepatitis A & B and Typhoid fever are all readily preventable, but cannot be treated on a ship and can have serious consequences. It is, therefore, recommended that crew receive early vaccinations from these type of diseases. The Crew Health Programme has investigated the cost of immunisations in numerous locations and although costs

do vary, they are generally reasonably priced, and even offered for free in certain countries. Sophia Bullard, Crew Health Programme Director at UK P&I Club says, “The UK P&I Club encourages shipowners to consider early intervention through the introduction of a vaccination programme at crew entry level. Immunisation is advised for all crew to ensure maximum prevention of disease. Additionally, if required at a later stage, crew could also be vaccinated as part of their pre-employment medical examination. “Seafarers are encouraged to keep their vaccinations up to date. A seafarer who can fight the infection will be able to continue in his job and be efficient on board. In a worst case scenario, a sick seafarer may need to be repatriated, putting more pressure on his fellow members, and risking the spread of the infection to the rest of the crew.”

Protecting the mental health of seafarers

he first in a series of Good Mental Health Guides for Seafarers is now available. Steps to Positive Mental Health, a new self-help guide that was overseen by Consultant Clinical Psychologist, Dr Pennie Blackburn, forms part of ISWAN’s Seafarers’ Health Information Programme (SHIP). The guide contains skills, exercises and coping strategies to help seafarers deal with their emotions when they are experiencing stress or feeling low, and includes examples of positive coping statements and guidance on using mindfulness to deal with stressful situations. The guide also includes contact details for SeafarerHelp, ISWAN’s free and confidential helpline for seafarers in need. As well as dealing with issues such as unpaid wages and abandonment, the SeafarerHelp team is also there to listen and provide emotional support to any seafarer feeling depressed, lonely or unhappy. Steps to Positive Mental Health will be translated into Filipino, Hindi, Russian, Arabic and Spanish in due course.

www.gard.no

Pocketbook aims to fill safety gap in the dockyard

A “Contractors can now obtain, apply and seamlessly integrate the knowledge in the pocketbooks to their project operations.”

new pocketbook for supervisors and employees in the ship repair industry aims to fill a gap in safety knowledge within the dockyard. Marine HSE’s safety pocketbooks aim to highlight that everyone is responsible for health and safety during marine construction and engineering projects. Compiled by Mark Fiandeiro of Marine HSE, the books source, combine and simplify all relevant and governing HSE legislation, regulations, standards and codes with the accepted best practice guidelines that have become benchmarks of the marine construction sectors both locally and internationally. “The legal and regulatory standards across the marine construction and oil and gas sectors are incredibly high when it comes to health and safety. My goal with the pocketbooks was to help promote the safety mentality of the workforce and I thought the book would provide a meaningful tool,” he says.

Maritime Review Africa JULY / AUGUST 2017

Fiandeiro, who switched to the field of health and safety after studying and practicing law, hopes that the pocketbook, which is available in an employee as well as a supervisor edition, will help some of the smaller sub-contractors engage more easily with the HSE requirements of working within the ports. He says that the book is designed to be useful to those who already have HSE procedures in place, but is even more purposeful in assisting companies that do not yet have the necessary foundations of a safety system. Written in plain, easy-to-understand English, the pocketbooks help fill the learning gap between the general employees and the HSE coordinator on any project – giving everyone an easy reference tool that fits neatly into a pocket. “Contractors can now obtain, apply and seamlessly integrate the knowledge in the pocketbooks to their project operations,” says Fiandeiro adding that if he manages to promote safety in the dockyard with this tool as well as empower local contractors, he will have met his initial goal.

Emergency clinic for Nigerian port

he management of the Nigerian Ports Authority (NPA) recently commissioned a 24-hour emergency clinic, located at Apapa Port Complex (LPC), to cater for health concerns. At the opening, Managing Director of the Authority, Hadiza Bala Usman stated that optimal attention would be paid to health challenges and occupational health. “A healthy nation is a wealthy nation,” said Usman adding that management would strive to achieve the utilisation of modern applications and equipment at the clinic in order to keep up with current global trends in health matters. Usman also stated that the clinic was conceptualised to assist with the prompt response to casualties, adding that matters concerning safety and sound mind of port users were paramount in the operational focus of the NPA Management.

A new name in safety for the maritime industry

nchora Maritime Safety Equipment (Pty) Ltd, a Level 2 B-BBEE company recently entered into the maritime safety space as a division of Anchora Enterprises (PTY) Ltd, a Level 1 B-BBEE company that aims to develop a broad range of services and products for the African oceans economy. At the helm of these developments, Keith Govender has a history in ship building, the Department of Agriculture, Forestry and Fisheries (DAFF) as well as the SA Navy. He is now keen to prove his own maritime mettle with the recent launch of Anchora Enterprises as well as Anchora Maritime Safety Equipment. “We have already achieved some significant milestones in a short time,” says Govender referring to the news that they have secured a sales and servicing agreement with Vestdavit. “As part of this agreement, the Anchora team recently serviced the Vestdavits and other equipment on board the HMS Protector when she was in Cape Town,” says Govender. The Royal Navy’s ice patrol and survey vessel was gearing up for a return to the frozen wastes of Antarctica and using Cape Town as a maintenance base. “We were the preferred service provider of choice for the client,” comments Govender adding that he is proud of the newly established team that is already making inroads in the marine safety sector. Govender, who is actively working on finalising additional agencies and agreements in the sector, believes that there is positive scope for the company to make an impact and contribute to additional employment opportunities in the maritime arena. “We have also recently concluded an agency agreement with Gemini for their rescue boats,” he says adding that their focus on the safety sector will also include personal safety gear in the future. “We understand that the ability to offer a professional and reliable service for safety products maintenance is a priority for both local and international shipowners.” LEFT: Keith Govender, CEO of Anchora Enterprises PTY (Ltd) has a diverse history in the maritime sector with a background in commercial ship building, fisheries management as well as the SA Navy.

Confidential reporting of hazardous situations for seafarers

A NEW NAME IN SAFETY

Providing a professional MARITIME SAFETY service to the industry while offering the HIGHEST STANDARDS Sales and Services Representatives for Vestdavit.

The International Seafarers’ Welfare and Assistance Network (ISWAN) and the Confidential Hazardous Incident Reporting Programme (CHIRP Maritime) have entered into a Memorandum of Understanding (MoU) aimed at improving the safety and welfare of seafarers.

SWAN is regularly informed by seafarers about unsafe working practices and, in future, will offer to assist seafarers to complete the initial report to CHIRP highlighting unsafe working practices. This will be particularly helpful for seafarers whose first language is not English. Ray Barker, Head of Operations at ISWAN, says, “We have always worked closely with CHIRP, but this MoU will ensure that CHIRP and ISWAN are not only supporting seafarers in their own area of work, but also looking out for them in other ways. We believe that through our daily contact with seafarers we will be able to increase the number of reports to CHIRP, particularly from seafarers whose first language is not English. Through CHIRP’s investigation and reporting processes we are confident that these reports will lead to safety improvements in the maritime industry.” CHIRP is also informed by seafarers about personal and employment problems and will now enquire whether they wish to be placed in contact with ISWAN’s SeafarerHelp team. If so, a SeafarerHelp officer will contact the seafarer to offer assistance with personal and employment problems, as well as emotional support and counselling if necessary. Captain John Rose, Director of CHIRP Maritime, said, “We are very pleased with this MoU because it brings together two organisations whose sole interests are to improve the lives of seafarers all around the world. Working in partnership with likeminded organisations is a great pleasure and together we can achieve more for the benefit of seafarers than we can on our own.”

Call: 076 940 4337 Email: Keith@anchoraenterprises.com

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Maintaining health and safety in the marine environments

Impact of cyber-breach on APM Terminals less than feared According to analysis by SeaIntel, impact of the cyber-breach on APM Terminals was less than feared. While a lot of focus was levied on Maersk Line, the terminal operating arm of the Maersk group, APM Terminals, was also affected by the incident.

eaIntel analysed the impact of the cyber-security breach on the vessel handing operations at APM Terminals and discovered that there was a clear impact in the immediate short-term, but it was not far outside the normal operational fluctuations. For the most part, APM Terminals continued

vessel handling operations as normal, albeit at a slower pace for a short number of days. The analysis focused only on vessel handling operations, and did NOT consider any landside terminal operations, e.g. handling of containers once they are offloaded and stacked, gate procedures, intermodal operations, truck turn times, landside congestion, etc. This is likely where APMT and their customers may have felt the brunt of the impact of this cyber-security breach. In the days following the news of the Maersk cyber-security breach, there was widespread speculation on what the impact would be on the operations of APM Terminals, ranging from deserted terminals and vessels not being handled, to the more moderate (and experienced) voices, reminding that terminal operations for decades was done largely on “pen and paper”. Some individual terminals were severely impacted, not least the fully automated Maasvlakte II terminal in Rotterdam, where vessel operations stopped completely for a full week (see chart), but even in the worst cases, vessels were routed to other terminal facilities, as was

the case in Rotterdam, where the APMT Rotterdam terminal saw average berth stays more than double for three days. Despite the heavy impact on specific, individual terminals, the impact is quite muted when looked across all 68 APM Terminals facilities, says CEO of SeaIntel, Alan Murphy: “we see vessels arriving late and spending longer time at berth for a few days, but overall, the impact is not outside what we see through normal operational fluctuations”. The number of vessels that called APMT facilities did decrease slightly following the incident, but it was still within the confines of normal operational fluctuations. “We saw a 3-hour average increase in the time spent at berth after the incident, but the increase is not far outside the normal operational fluctuations, and was back to normal levels within a few days”, says Murphy. The schedule reliability of the vessels that called an APMT berth dipped significantly in the three days following the incident, dropping from an average of 74.0% before the incident, to around 55% in the days after the incident, but was back to normal levels again after three days.

ADDRESSING SECURITY IN AFRICA

Maritime Review Africa JULY / AUGUST 2017

Supporting maritime security in the Gulf of Guinea IMO was represented at the recent meeting in Rome, Italy, of the G7 Friends of the Gulf of Guinea Group (G7++FOGG). The meeting focused on the fight against piracy; illicit trafficking of narcotics, weapons, human beings and goods; illegal fishing; marine litter; and on the development of the maritime economy. IMO has been supporting countries in the region to implement all of the key areas identified in the Code of Conduct concerning the repression of piracy, armed robbery against ships, and illicit maritime activity in west and central Africa. IMO was represented by Gisela Vieira at the meeting, which was hosted by the Italian Presidency of the G7++ FoGG.

dance with the requirements of key IMO maritime security measures*.

Mozambique gets fresh training on port security A five-day workshop on maritime security and The International Ship and Port Facility Security (ISPS) Code concluded today in Maputo, Mozambique at the end of July. The course provided port facility security officers with the necessary knowledge to perform their duties in accor-

Work to assist the Government of Cameroon to develop a national maritime security strategy is took place in Yaoundé during July. Senior Government officials from departments and agencies concerned with maritime matters are attending meetings with an IMO consultant with a view to setting up a maritime security committee. This committee will set the course for a draft programme

As a result, participants improved their knowledge and skills of those requirements with a view to train others with similar responsibilities. The workshop included a port visit, various group exercises and interactive activities - providing solid grounding on the oversight roles and responsibilities of the designated authority. Organised at the request of the Maritime Authority under the Ministry of Transport and Communications of Mozambique, the training was conducted in response to the findings of a maritime security table top exercise on contingency planning held by IMO in Mozambique during April last year. A maritime security strategy for Cameroon

and strategy to enhance the country’s maritime security. These efforts fall under IMO’s Strategy for Implementing Sustainable Maritime Security Measures in West and Central Africa. US Coast Guard audits Takoradi port The Port of Takoradi which currently being expanded to increase vessel calls has been audited by officials from the United State Coast guard as part of their routine auditing of port facilities. Soon after commending the port of Tema for improved security, the United State Coast guard team also visited the port of Takoradi to assess the level of its security. The audit is in line with the international ship and port security (ISPS) code, which came into being in the early part of 2004 and aimed at implementing and enforcing high security measures to prevent the act of terrorism and other security threats in Ports and their facilities. The team was received and briefed by the Director of Takoradi Port, Ebenzer Afedzi and the Harbour Master, Captain Richmond Quayeson. They visited the various entry and exit points of the port of Takoradi to assess control mechanisms put in the place by Ghana’s Port Authority.

Maintaining health and safety in the marine environments NEW VMS LAUNCHED VESSEL MONITORING REDEFINED adio Holland South Africa recently launched the all new, innovative Orbcomm IDP-782 Vessel Monitoring System, developed specifically for the commercial fishing industry to the South African industry. Vessel owners, managers and skippers were invited to the Milnerton Golf Club to experience this state-of-the-art technology first-hand where Radio Holland sales, technical and management teams were on hand to demonstrate and discuss the product. Orbcomm Vice President of Sales (Africa), Henry Smith and Western Cape Sales Manager, James Bone were present to showcase the new VMS, which has been approved by the Department of Forestry and Fisheries. Smith introduced guests to the global satellite company’s history, citing Orbcomm’s world-wide success in deliv-

ering tracking solutions across the transportation, heavy equipment, government and military, oil and gas, as well as maritime markets. “Orbcomm has their own satellites, which means that you get accurate, realtime data at affordable satellite airtime rates. With our own mobile vessel monitoring application, your VMS can be tracked and monitored anytime and anywhere on the globe,” he added. The IDP-782 reports every ten minutes. If a vessel is in crisis, an accurate report of vessels location is available at the vessel owner or manager’s fingertips - saving time, resources and most importantly, lives. Additionally, Orbcomm stores vessel data for five years, ensuring that information is readily available in the event of an investigation. The live demonstration of the featurerich VMS sparked interest amongst vessel owners - leaving them impressed by the product’s customisability, bulletproof durability and cost-saving benefits. Radio Holland South Africa General Manager, Julian Hurrie, thanked guests for attending the exclusive launch as well as Orbcomm for visiting the region for the demonstration. LEFT: Orbcomm VP Sales Africa Henry Smith and National Technical and Business Development Manager Bron Sykstus

HEALTH | SAFETY | SECURITY

PRODUCT NAME BRAND LAUNCHED

| 782 VMS | Orbcomm by Radio Holland | 1 August 2017

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Maritime Review Africa JULY / AUGUST 2017

HEALTH | SAFETY | SECURITY

Maintaining health and safety in the marine environments

When the voyage is no longer innocent By Michael Heads, P&I Associates The South African Maritime Safety Authority (SAMSA) issued a new Marine Notice no 13 of 2017 on at the end of June that needs to be read in conjunction with Marine Notice no 10 of 2016 issued in February 2016. Marine Notice no 10 was issued in respect of vessels that become immobilised; or wish to lay up, or that wish to anchor to carry out repairs within our waters, internal waters or outside harbours. The notice stated that should any of these events occur, the owner of the vessel is required to make an application to SAMSA at their nearest office where the vessel stops or anchors. The notice also set out SAMSA’s requirements should a vessel wish to stop, anchor or lay-up in terms of what information and documentation the owner must provide to SAMSA. We have always advocated that the owner makes a full and frank disclosure that sets out the nature of the problem on board and provides SAMSA with a comprehensive plan setting out the work

There is also a requirement on the master of any vessel whose passage plan changes from an “innocent voyage” through South African waters, to report the problem to SAMSA via MRCC and to immediately provide the following information: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19.

Name and Port Of Registry IMO Number Dimensions including draft Nature of reason the vessel requires entry Requested assistance/permission Plan of action Class Society P&I Club Hull and Machinery Insurers Number of crew on-board (crew list) Cargo type/quantity and distribution on board Quantity/type of Bunkers and other pollutants on-board Contact details of owner/operator/manager and agent Master’s contact details, email, Sat C Last 6 Port State Control Inspection reports List of certificates with dates of expiry Owners nominated Agents Notification of ISPS application/clearance Last port of call/loading and next port of call/ discharge.

Maritime Review Africa JULY / AUGUST 2017

that will be carried out on the vessel as well as the duration of that work. This then gives SAMSA an opportunity to review the matter and to make an informed decision based on the facts. We provide P&I clubs with regular updates on any changes in our maritime laws and regulations and P&I clubs place this information on their webpages. When we are contacted by a master, P&I club or owner, we provide them with all the necessary advice regarding the application to be submitted to SAMSA and we even offer to submit the application on their behalf in order to ensure that all the correct information and documentation is provided to SAMSA. Updated Marine Notice It is interesting to note the introduction to Marine Notice no 13 which states that “It has become apparent that vessels whose passage plan requires them to transit South African waters and have had the seaworthiness or safety compromised are failing to report this to SAMSA or not completely disclosing the nature of the problem.” Earlier this year a few incidents arose where vessels closed our coast because of problems on board and that the owner and master failed to notify SAMSA promptly in terms of our law. There are criminal penalties which apply for breaches of the Marine Traffic Act of 1981 and the Marine Traffic Regulations 1985. Vessels transiting our waters under their passage plan are deemed to be on an innocent passage. All vessels are required to be seaworthy at the commencement of the voyage, but should an incident occur on board the vessel that compromises the vessels seaworthiness then the voyage is no longer deemed as innocent. The notice is clearly designed to put the onus on masters and owners to timeously report any incident and avoid contravention of the Marine Traffic Act of 1981 and the Marine Traffic Regulations 1985.

The notice also requires “any person receiving information regarding a vessel that may require assistance in any form with respect to seaworthiness or safety or a potential similar situation to report this to the Maritime Rescue Coordination Centre (MRCC).” South Africa has always adopted a positive approach when it comes to vessels that have been immobilised and had to stop or anchor in order to carry out repairs provided the owner makes a prompt application to SAMSA providing full disclosure behind the purpose of the stop. There are several safe anchorages along the South African coast where one can lay-up a vessel depending on the seasonal wind and swell. Mandatory reporting The notice is a little vague with regard to definitions, but in my view, “any person” I would take to mean a ships agent, ship repairer, P&I correspondent, surveyor, salvor, lawyer and insurer (P&I Club, H&M Insurer). There is now an obligation on a person who is advised of a problem to immediately report that problem to MRCC. As soon as an incident takes place on board the vessel which may compromise the vessel’s seaworthiness, the incident must be reported to SAMSA. The notice also provides that SAMSA, on receipt of the report/information, may place a surveyor on board the vessel to investigate the nature and extent of the problem/incident. If SAMSA feels that there is any threat of pollution they will require a SAMSA approved salvage tug to stand off or be connected or to escort the vessel through South Africa’s Exclusive Economic Zone. SAMSA have not defined what a SAMSA approved salvage tug is but I believe this to be a tug of sufficient bollard pull required in order to keep the vessel from closing the coast or becoming a threat to the environment. Based on previous cases, SAMSA will issue a directive to the master and owners setting out their requirements which must be followed. Failure to follow the directive can result in SAMSA taking action at the owner’s expense. One cannot fault SAMSA for issuing the new directive as they are the guardians of our waters and are required under our law to police them. Under the directive, we are all required to assist them.

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

www.pandi.co.za Listed with SABS to ISO 9001:2000

OFFICES THROUGHOUT SOUTHERN AFRICA

DREDGING

Review

DEVELOPING

CAPACITY TO KEEP AFRICAN PORTS OPEN FOR BUSINESS By Colleen Jacka

Realising the importance of maintenance dredging, Transnet’s decision to establish a stand-alone division of Dredging Services in 1988 has benefited the local South African ports and also helped ensure a capacity for regional dredging solutions. Maritime Review caught up with Carl Gabriel, Head of Dredging Services, headquartered in Durban who has been with the division since 2000 and who developed the asset replacement strategy that now allows them to undertake maintenance contracts outside of the country’s borders. “Our mandate was traditionally to manage maintenance dredging and hydrographic survey of Transnet’s ports,” he says adding that the renewal programme purposefully planned to replace old craft with larger capacity vessels (while still being able to meet local design conditions) and operate on a 24hr based shift system. This has resulted in a new fleet of bigger vessels that provide spare capacity that can be marketed. “This business model, once fully implemented, will allow us to comfortably complete our local work and, as one of the very few port authorities in Africa with in-house dredging capacity, Transnet can offer a regional solution to the continent where international vessels would normally need to be mobilised to the affected port.

Their current fleet includes:

Two trailing suction hopper vessels

(Ilembe 5,500m³ and Isandlwana 4,200m³) A grab hopper (Italeni, 750m³) A bed levelling tug (Impisi) A fleet of four survey boats for hydrographic surveys

In addition, Gabriel confirms that three new vessels are due to join the fleet in the future with a tender awarded to build a plough tug in the Eastern Cape (a first for the region); construction for a locally-built grab hopper due out in the coming months, as well as plans to build a cutter suction dredger inhouse with some outside assistance.

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Maritime Review Africa JULY / AUGUST 2017

Review

DREDGING

FAR LEFT: The Isandlwana at work in the Port of Cape Town.

ABOVE: The Italeni grab hopper vessel.

LEFT: Carl Gabriel, Head of Dredging Services.

Working the assets With a staff complement of 263 employees that is approximately 90 percent made up of the crew complement, the dredging assets of the division are well utilised, often on a 24/7 basis. Crew live on-board for deployments of two weeks at a time and lay-up (drydock shutdowns) of vessels is strategically managed. The spare capacity will also be utilised to assist South African ports with their capital dredging requirements. The division’s assets have been involved in capital dredging work at the Ports of Durban, Port Elizabeth and Port of Ngqura and will also be involved in the upcoming berth deepening project at the Port of Durban. In addition, two of the vessels were recently in the Port of Cape Town to restore the design depths inside Duncan Dock. The Isandlwana, a trailing suction hopper dredger and the Italeni grab hopper dredger were mobilised for this contract. Multi-beam bathymetric surveys were also conducted at regular intervals throughout the campaign. Approximately 70,000 m³ of material was removed from the seabed during this operation. “Two of our major fixed costs of labour and maintenance are almost entirely covered by our internal work. “This means that any additional capacity

“This mobilisation can form a major component of the cost of dredging. For example, the cost of mobilising a mid-sized trailing suction hopper dredger from Europe to South Africa, is in the order of approximately R30-40m. And this is before any work can commence.This provides us with a good opportunity and fits into Transnet’s Africa strategy.” utilised to generate revenue results in an attractive margin that is fed back into the port system either as profit or to lower the cost of the internal dredging cost. It is, therefore, a sustainable and unbeatable business model that we have developed,” comments Gabriel. Building dredging competence Referring to the unveiling of Africa’s first dredging simulator at the end of last year in Durban, Gabriel says that the R35 million simulator forms part of a specialised dredging school that is due to start training during the course of 2018. Acquisition of the simulator emanated from Royal IHC’s 25 percent supplier development contribution within the contract to build TNPA’s Ilembe trailing suction hopper dredger (R889m) which was launched in 2016. Ilembe was the fourth dredger built by Royal IHC as part of TNPA Dredging Services’ fleet replacement programme valued in excess of R2 billion.

with environmental simulation of weather conditions, sea states and soil types. This provides realistic training situations while eliminating the risk of accidents, production losses, damage and injuries that could occur while training in real life. It will help to hone critical technical skills required for professions such as pipe operators, dredge masters and dredging managers. Gabriel concludes that Transnet Dredging Services is well-positioned to strengthen the dredging capacity as well as competence on the continent and is proud of what the core team is achieving in this sector. “We have spent the last 13 years working hard to be able to be in the position we are now in and are very excited to enter this new chapter in our history,” he says.

The simulator mimics the control panel of an actual dredging vessel, complete

Maritime Review Africa JULY / AUGUST 2017

DREDGING

Review

Yearlong dredging contract unearths skills and solves berthing problems

yearlong dredging contract awarded to Subtech South Africa by Transnet National Ports Authority (TNPA) in the Port of Durban has helped boost the company’s skills development programme while solving some of the berthing problems that the Port Authority was experiencing. In 2016, Subtech South Africa was awarded a contract for the provision of dredging services to deepen berths, basins and channels in the Port of Durban for a 12-month period with particular concentration around Pier 1 and Pier 2 container terminals. The project saw the utilisation of the following equipment:

Split hopper barge: Alpha Rotterdam (third party charter)

Spud Leg Barge: Nkonkoni Long Reach Excavator (Subtech’s first) MV Ndongeni MV Reier MV Crane The contract took off with great enthusiasm in June 2016 and ended on a high in May 2017 under the Management of Subtech’s Projects Division with assistance from their Survey and Marine

The project in numbers: LTI free man hours:

139,934 Free online dredging calculator launched

new online dredging tool developed by Damen aims to help contractors choose the right cutter suction dredger and equipment for the dredging job at hand. Dredge projects are tendered around the globe on a daily basis. Consequently, dredging contractors have to make new calculations, involving various production parameters, when preparing their project quotations. Damen has introduced an online dredge job calculator, called Sandy, to unburden contractors of this time-consuming, and therefore costly, tasks. For every dredging job, whether it is a maintenance dredging, sand dredging or capital dredging project, the local government concerned will present a public tender. In submitting their offers, contractors will then put in a considerable amount of effort – mostly in calculating the estimated production of each different jobsite. It is imperative that these calculations are accurate as production that defines what dredging equipment is required.

Maritime Review Africa JULY / AUGUST 2017

Divisions. Dredging operations ran 24/7 to ensure that the problem of ships touching the seabed in the port was resolved. According to Subtech, this has not been experienced subsequent to the completion of the dredge works. A supplier development implementation plan (SDIP) played a major role during the contract in terms of both award and project implementation. The SDIP included technology transfer, new skills development, job creation, job preservation, small business promotion, rural integration and regional development In terms of the Skills Development and Socio-Economic aspects of this plan valued at R 1,379,723, the following was achieved:

The sponsorship of three Grade 12

students for their 2016 academic and accommodation costs at Lawhill Maritime Centre.

The sponsorship of the 1st semester

for four maritime studies students at the Durban University of Technology.

The training of eight deckhands. The training of two female barge masters.

Dredging was successfully completed at an average volume of

25,000m³ per month over the 12-month period.

Damen’s new dredging calculation tool assists contractors with what is typically a long drawn-out process. With just a few mouse clicks on the straightforward online platform, the contractor enters the defining characteristics of the dredging job. The result not only provides detailed advice on which cutter suction dredger should be mobilised, but also includes which options are complementary to the specific project. This can include supplementary equipment such as spud carriages, booster stations and anchor booms. Sandy was designed by Lennart Koning, Dredging Production Specialist at Damen Dredging Equipment. In explaining the motivations behind the development, he says, “Each dredging job is calculated on dredge production – and Sandy will help determine that valuable production information. With the input from any tender, a contractor will know what dredger to use within minutes. Moreover, by simply adding an option, such as a spud carriage for instance, the contractor can see the potential efficiency gain immediately.” Sandy is based on a full-size calculation model, drawing on an extensive database

that performs all the necessary calculations and taking maneuvering into account. Pump production, Cutter production as well as Swing production are shown. “It’s all about providing contractors with realistic performance indicators of a cutter suction dredger.” In introducing Sandy as a free online advisory tool for contractors around the globe, Damen is offering easily accessible information over a diverse range of project parameters; enabling dredging operators to prepare faster for tender submissions.

“It’s all about providing contractors with realistic performance indicators of a cutter suction dredger.”

Specialists in the provision of world class maritime services since 1995

S The Maritime Industry Awards is a major event on the maritime calendar. Over the years the event has changed its focus in order to keep up with the changes within the maritime industry. What started in 2010 as the SAMSA Seafarer of the Year Awards to acknowledge the IMOâ&#x20AC;&#x2122;s Year of the Seafarer has, since 2013, become the Maritime Industry Awards, recognising excellence across all disciplines within the maritime industry. The April 2013 event was held at the Lookout in Cape Town and was focused on acknowledging those making waves within the maritime industry and helping the industry maintain a positive image to both onlookers and potential recruits.

The 2016 Maritime Industry Awards took place in April at the Gold Restaurant, also in Cape Town. The function was presented under the banner of All Hands on Deck, with an emphasis on industry involvement, collaboration and giving back through bursaries and CSI initiatives.

Category winners included:

Maritime Student of the Year:

Maritime Student:

Maritime Media Award:

Maritime Media:

Maritime Newcomer of the Year:

Maritime Newcomer:

Seafarer of the Year:

Recognising Commitment to CSI:

Maritime Employer:

Maritime Environmental Award:

Talente Ngema

Hanlie Gouws of Die Burger Wabona Group

Knowledge Bengu Safmarine

Kevin Kelly of Xtreme Projects

Recognising Maritime Innovation:

Tracy and Wayne Nettmann of Aqua-Tech Diving

Maritime Maestro: Okke Grapouw.

Tsoso Hanong and Sanele Khawula Eddie Edwards for Durban Beach Rescue Leon Mouton of the Sea Safety Training Centre Captain Zetta Gous-Conradie of Safmarine Smit Amandla Marine Michael Meyer of the South African Whale Disentanglement Network

Maritime Maestro: Brian Ingpen

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

MARITIME NEWS

STATE OF THE COAST REPORT

According to answers provided to questions in parliament during July, the Department of Environmental Affairs is currently in the process of developing the National State of the Coast Report in discussion with the coastal provinces.

FISHING HARBOUR ENGAGEMENT

Management of the Tema Fishing Harbour in Ghana has held its quarterly engagement with stakeholders in the fishing industry where they charged the sector to ensure the seaworthiness of their vessels and committed to working to improve the sanitation in the fishing harbour.

Industry updates

Africa seeks greater representation at IMO to drive maritime agenda The Association of African Maritime Administration (AAMA) Executive has called for increased representation of the continent on the International Maritime Organisation (IMO) Council and its Secretariat.

his follows a meeting between members of the AAMA Executive Committee and the IMO Secretary General, Kitack Lim at the Organisation’s Headquarters in London. Chairman of the Association, Dr Dakuku Peterside believes that there is a need for Africa’s proportionate representation to commensurate with the size of the continent’s membership of IMO. “The number of African nations at the council of the IMO is disproportionate to the size of the continent’s representation at the global maritime body.

NUCLEAR PERMISSION

South Africa’s electricity producer, Eskom, has made an application to the National Nuclear Regulator for a Nuclear Vessel licence in order to bring a non-nuclear powered vessel into the Port of Cape Town between 1 November and 10 December for the purpose of transporting nuclear fuel destined for Koeberg Nuclear Power Station.

Therefore to drive Africa’s maritime sector development agenda, there is need for a proportionate and effective representation of the continent in council and at the secretariat,” he said. While commending the IMO for the technical support so far extended to members on the African continent, Dr Dakuku solicited for a Memorandum of Understanding between the IMO and AAMA to develop an integrated position, adding that this would aid many of the African countries needing technical support. Lim urged African nations to continue working closely to remain a formidable block that would be of influence in decision making at the IMO and he pledged to champion greater assistance to developing countries to benefit more from global maritime trade. He promised to liaise with technical

staff of IMO and get back to AAMA on the various requests made. The AAMA delegation that accompanied Dakuku included the Director General of Ghana Maritime Authority, Kwame Owuaru as well as Sobantu Tilayi of the South African Maritime Safety Authority (SAMSA). They were joined by Executive Director Finance and Administration, NIMASA, Bashir Jamoh; the chairperson of African Maritime Advisory Group (AMAG), Azara Prempeh and Phimulani Myeni of South Africa. Juvenal Shiundu, a Director in IMO of Kenya origin and William Azuh, Head of IMO technical section for Africa joined the Secretary General of IMO to receive the AAMA delegation. The AAMA team also recently met with representatives of African countries at the International Maritime Organisation (IMO), under the auspices of African Maritime Advisory Group (AMAG) at the IMO Headquarters.

Two new tugs for Transnet’s KZN ports

ransnet National Ports Authority (TNPA) celebrated a twin milestone for its KwaZulu-Natal ports as part of its R1.4 billion, nine-tug construction contract. The new Usiba tug was christened and named ahead of its delivery to the Port of Richards Bay, while the Port of Durban took delivery of its Umbilo tug which was launched and named during May this year. The vessels are the sixth and seventh respectively to roll off the production line on time and within budget. All nine tugs are being built by Southern African Shipyards in Durban. The name Usiba is derived from the isiZulu word for the Black-crowned Night-Heron, but can also refer to a feather. The Port of Richards Bay has a tradition of naming its marine fleet after treasured South African birds, such as the Ukhozi tug (eagle) and the older Indwe (blue crane). Usiba will be handed over to the Port of Richards Bay in November 2017. The eighth tug is due to be delivered in February 2018 and the ninth and final tug in June 2018 - bringing the contract to a close. TNPA’s new fleet of nine tugs are each 31 metres long with a 70 ton bollard pull. They feature the latest global technology such as Voith Schneider propulsion.

LEFT: Lady Sponsor for the new Usiba tug is Judith Nzimande, President of the Zululand Chamber of Commerce & Industry.

Maritime Review Africa JULY / AUGUST 2017

IPS VOLVO PENTA

Grindrod plans to efficiency separate Ship energy and its shipping business workshop held in Ghana

Releasing their interim results at the end of August, Grindrod’s Board confirmed their intention to separate the Representatives from 11 West and Central Africa shipping business from the balance of the group as it does countries met in Accra, Ghana, to attend the first not believe that the value of the shipping business is fairly IMO regional workshop on “MARPOL Annex VI – reflected in the Grindrod share price.

Ship energy efficiency and technology transfer”, Mike Hankinson, Executive Chairman Grindrod: We have appointataid the beginning of July.

ed professional advisors in and outside of South Africa in the fields of shipping, legal and financial to work with us on the unbundling of the Shipping business onto an international exchange that supports shipping hewith workshop, hosted by the groups an inwardwhich listing was into South Africa. TheGhana processMaritime is well pro-Augressed and we areaimed planning complete the process the firstto half of thority, was at to building capacity withinregards knowl201 . about energy-efficiency measures, while also assessing the edge

regional needs and barriers related to technology transfer. Reflecting improved commodity markets

The information during group plenary Grindrod’s second halfgathered of the year will focus on and the Freight anddiscussions Financial Services businesses, commodity exports, improved on the third day ofthe thestronger regionalmineral workshop was forwarded onto the shipping the planned shore of the Shipping ivision. Ad Hoc markets Expert and Working Groupo on thelisting Facilitation of Transfer of Stronger commodity markets impacted positively on the E IT A (earnings Technology for Ships, which will meet for its second meeting from tax,atdepreciation and amorti of R640.4 9before to 10interest, October, IMO Headquarters in ation) London, Unitedmillion Kingdom.

inclusive of oint ventures, and excluding rail assembly businesses, comThetoAd Expert Working Group held its first meeting pared theHoc R246.4 million of the prior year comparative period. during the 66th session ofassembly IMO’s Marine environment ComThe closure of the rail businesses held for saleProtection resulted in losses and impairments of March-April R255 million and a headline loss of by mittee (MEPC) in thisconsequently year. A work plan, endorsed R12 Committee, .9 million for the six month assessing period ending une 201 .implications This is a 66 the envisages: the 0potential percent improvement compared to the prior year comparative period and impacts of the implementation of the energy-efficiency reguheadline loss of R 1 million. lations in chapter 4 of MARPOL Annex VI, in particular, on develPorts & Terminals profitability has been strong. On the back of firm comoping a means to identify their technology transfer by and modityStates, markets,asvolumes handled in the dry-bulk terminals increased financial identifying and creating an inventory of energy62 percentneeds; compared to the prior year comparative period. Capacity in the Matola technologies and Richards for ay dry-bulk terminals is barriers fully contracted for theof efficiency ships; identifying to transfer remainder of in theparticular year. technology, to developing States, including associated Following of sources the Maputo Port Channel dredging of Terminal costs, anddredging possible of funding; andand making recommendaa Carvincluding o de Matola berth pocket TCM’sagreement quay extension, fully tions, the(TCM) development of aand model enabling laden Panamax vessels are now handled in the Port of Maputo and at the of financial TCM,transfer significantly increasingand the technological port’s capacity. resources and capacity building between Parties, for the implementation of the energy efThe ogistics business showed a good turnaround and is looking forward ficiency regulations. to an improved outlook in South Africa. The Ghana regional workshop is the in a series thatdry-bulk will asDry-bulk shipping rates have increased due first to steadily increasing commodity demand, continuedofvessel scrapping and a slow-down in newsist in the implementation the work plan. Three more regional building deliveries. This has resulted in theduring Shipping ivision to workshops are planned to be held 2014, in recovering South Asia, above a cash break-even level. This is despite the tanker market remaining Latin America and the Mediterranean, with additional regional depressed. workshops in other regions planned forand 2015, in order gather inancial Services continues to grow profits generate a goodtoreturn regional to engagement further support therelevant work of the Ad Hoc on capital.perspectives There is ongoing with the parties on the SASSA grant payment contract and Grindrod is working with all parties to Expert Working Group. help find a solution for the ank and South Africa in general.

Research vessel chooses engine for performance

The 8.5m aluminium vessel currently under conNew e-commerce platformresearch live at South African ports at Veecraft in Cape Town will feature a Volvo ransnetstruction ational Ports Authority’s new, fully integrated e-commerce pla orm D3-170 Aquamatic The engine chosen to old Port’s has gone live. The new Order engine. to Cash system replaceswas T PA’s nine year complement the needs of a theofclient. Online customer system for online submission cargo documentation. The vessel has been designed and custom by VeeT PA Chief Financial Officer and Executive Sponsor of the probuilt ect, Mohammed craftOrder to suit theiris customer’s The end client Abdool, said: to Cash another Smartrequirements. People’s Ports initiative that seeks specialises in data capturing, ocean (T mapping and reto modernise how Transnet ational Ports Authority PA) operates by creating a Shesystem has been designed to be stationed on and a parent single viewsearch. of our port and making transacting more e ective efficient. vessel to be launched and retrieved when necessary. Through the use of technology, the Smart People’s Ports Program will intelligently The Volvo PentainD3-170 a five-cylinder 2.4-litre engine monicollect real-time information order toisallow integrated planning, integrated used for commercial marine applications. The electronitoring of our processes and reporting throughout the value chain, he added. cally controlled common rail fuel system provides the The new e-commerce pla required orm a ords T applications PA customers 24-hour access the ports performance for requiring fasttoacand empowers them toand use high a self-service facilityVarious with limited administration celeration top speed. operating condi- dependency on Ttions PA. made the Volvo Sterndrives with duo props the right choice. Operating a the crawling 4-5needs knots cruising at custom20 Abdool said Order to Cash catersatfor changing of or T PA ports and knots the Volvo Sterndrives offer across superb handling with with ers, improving customer experience and visibility various interactions reduced fuel consumption and easy maneuverability. the port authority. Volvohas Penta has a worldwide infrastructure Rigorous testing taken place to ensure theaftermarket system is secure and can handle high that ensures that genuine Penta parts are traffic volumes. T PA customers have alsoreliable receivedVolvo demonstrations and training. freely available at all times.

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MARITIME NEWS

Industry updates

Concession agreement to boost Port of Takoradi

he Ghana Ports and Harbours Authority (GPHA) has entered into a 25-year concession with a Ghanaian firm, IBISTEK Limited, for the development and operation of a container and multipurpose terminal in the Port of Takoradi. With a projected investment of $370 million, the terminals will be developed to handle a capacity of one million TEUs in line with GPHA’s forecasted growth requirements for the port. According to IBISTEK Ltd, funding for the facility is expected to come from various lending agencies including the African Development Bank (AfDB). There are also intentions to approach the Ghana Infrastructure Investment Fund (GIIF) to participate in the financing. The acting Director General of GPHA, Paul Asare Ansah revealed that the project is also anticipated to create over 2,000 direct and indirect jobs. He added that IBISTEK was selected based on their ability to leverage investments and confront risk. “Takoradi Port will position itself as the gateway for development into the western parts of Ghana,” he said. ABOVE: The converted crane at Transnet Port Terminals in Port Elizabeth

Cameroon concession agreement signed

RIGHT: The PE technical team proudly displaying their successful Crane 3 modification

In-house crane conversion saves money and sets records A depth of experience and a proactive approach by the technical team at Transnet Port Terminal’s Port Elizabeth container terminal has saved the company millions of Rands, improved turnaround time, set a new loading record and met customer expectations.

“The conversion, which cost as little as R50,000, has brought enormous benefits to Transnet Port Terminals. It has enabled PECT to achieve a loading rate of 14,230 tons of manganese ore in just 12 hours, which is a new record for the terminal.”

aced with a call from customers for more capacity at the PE Container Terminal where bulk and non-containerised cargo was being loaded following the pairing of the ship-to-shore (STS) cranes with RAM revolver spreaders, Transnet Port Terminals (TPT) devised a plan for a crane conversion. “We found an innovative solution to the problem by proposing to convert crane 3, a Liebherr ship-to-shore, to be compatible with a RAM revolver spreader like crane 2 and crane 4 on either side of it,” said Jaco Meyer, Technical Manager PE Container Terminal. He added that the team realised that the unconverted crane 3 positioned between crane 2 and crane 4 on the quayside was a dummy and when loading bulk using skiptainers it hampered operations by preventing the other two cranes from loading adjacent hatches

Maritime Review Africa JULY / AUGUST 2017

on the vessel. After receiving a quote from Liebherr for over R2 million, TPT’s technical team decided to take up the challenge to complete the conversion themselves. Despite challenges – including the lack of a manual to guide the team, they managed to complete the conversion earlier this year. “The conversion, which cost as little as R50,000, has brought enormous benefits to Transnet Port Terminals. It has enabled PECT to achieve a loading rate of 14,230 tons of manganese ore in just 12 hours, which is a new record for the terminal. Both the terminal’s internal and external customers are extremely delighted with the modification as it has afforded monetary savings, improved productivity and ensured optimal use of the equipment,” says Siya Mhlaluka, TPT GM for the Eastern Cape. The terminal can now plan to load three hatches adjacent to each other at the same time on a vessel which results in faster loading rates, reduced vessel stay in the port and lower port and demurrage fees for the customers and more vessels can be handled at the berth, Mhlaluka said.

he CMA CGM Group signed a concession agreement for the new container terminal for the Port of Kribi in Cameroon during July. Following an international call to tenders, the consortium of the French groups CMA CGM and Bolloré Transport & Logistics as well as the Chinese group CHEC, were granted the funding and the operation of the Kribi Container Terminal, which they will manage for 25 years under a Public-Private partnership. Kribi Containers Terminal will operate 11,000 TEU vessels. It will have a 715-metre dock, 32 hectares of open ground, and the capacity to process 1.3 million TEUs. Ideally located in Cameroon, a growing market, this terminal is a logistical hub, offering the Cameroonian supply chain a modern infrastructure, adapted to the new generation of ocean vessels and as well as allowing all of Western Africa to redirect containers toward countries of the Sub-Region. Connected to the city of Edéa, the Port of Kribi is a major asset for the country and will permeate the region with new logistical gateways through its direct connections with landlocked countries, such as Chad or the Central African Republic. Kribi Container Terminal will complement the services offered by the Port of Douala. Together, both ports will facilitate growth in regional trade. The Kribi Terminal will create nearly 300 direct domestic jobs.

Industry updates

MARITIME NEWS

South Africa forges ahead to develop marine tourism The South African Cabinet approved the Coastal and Marine Tourism (CMT) plan at their August meeting.

he plan, which is being led by the Department of Tourism, was developed in partnership with various tourism stakeholders. The vision is to grow a world class and sustainable coastal and marine tourism destination that leverages South Africaâ&#x20AC;&#x2122;s competitive advantage in nature, culture, and heritage. â&#x20AC;&#x153;The coastal and marine tourism sector will contribute about R21.4 billion to the GDP and create about 116 000 direct jobs by 2026, thus reducing poverty, inequality and unemployment, while contributing to sustainable livelihoods and development. These estimates are conservative as they are growing off a low 2015 base of R 11.9 billion direct contribution to GDP and 64 400 direct jobs,â&#x20AC;? said Minister of Tourism, Tokozile Xasa. The Coastal and Marine Tourism Plan will be implemented in a nodal or cluster approach which will prioritise destinations rather than individual tourism projects or products. The identified nodes/clusters in the First Phase (0 - 5 years) encompass the following geographic areas:

Node 1: Durban and surrounds (KwaZulu-Na-

tal); Node 2: Umkhanyakude District including Umhlabuyalingana and surrounds (KwaZulu-Natal); Node 3: Port St Johns to Coffee Bay (Eastern Cape); Node 4: East London, Port Elizabeth and surrounds (Eastern Cape); Node 5: Cape Town and surrounds (Western Cape); and Node 6: West Coast and surrounds (Northern Cape). Initiatives in all of these nodes cover six thematic areas namely: i) marketing, events and routes ii) regulations and permitting iii) research and

spatial planning iv) beach precinct development, tourism infrastructure and tourism safety v) maritime tourism and vi) skills development. Over the last year, three initiatives, namely Blue Flag Beaches Programme, Boat Based Whale Watching and Shark Cage Diving and Off Road Vehicle 4X4 Beach Driving have commenced. These initiatives will continue to be taken forward in the First Phase Implementation Plan. â&#x20AC;&#x153;I would like to convey my gratitude to the relevant public and private stakeholders who took part in the development of detailed plans for Coastal and Marine Tourism Implementation Plan. I can say without a doubt that it is only through these kind of partnership that we can successfully implement this plan, together We Do Tourismâ&#x20AC;? concluded Minister Xasa.

Maritime Review Africa JULY / AUGUST 2017

MARITIME NEWS

Industry updates

SS Mendiâ&#x20AC;&#x2122;s bell rings true In an event stranger than fiction, and after decades of uncertainty regarding its whereabouts, the shipâ&#x20AC;&#x2122;s bell of the ill-fated SS Mendi has been found â&#x20AC;&#x201C; coinciding with South Africaâ&#x20AC;&#x2122;s centenary commemorations of her sinking in 1917.

ccording to reports, the shipâ&#x20AC;&#x2122;s bell was left anonymously for a well-known local television personality in the English coastal town of Swanage. The reporter, Steve Humphrey, a long-serving journalist with the BBC, with a special interest in the sinking of the SS Mendi, believes that the bell was recovered from the wreck some time during 1980. The town of Swanage lies 11 miles south of the Isle of Wight, approximately 30 nautical miles from the site where the SS Mendi sank. An anonymous tip led Humphey and a television crew to Swanage Pier in the early hours of June,15. According to Humphrey, the bell was wrapped in plastic inside a tarpaulin sack and was tied with string and duct tape. There was an envelope attached to the bell with the journalistâ&#x20AC;&#x2122;s name of it. The note read: â&#x20AC;&#x153;Knew of [the Mendiâ&#x20AC;&#x2122;s] historical importance to South African heritage, but was concerned that it might not go to the right place. This needs to be sorted out before I pass away as it could get lost.â&#x20AC;? According to Humphrey, there is no doubt as to the authenticity of the find. â&#x20AC;&#x153;A couple of experts have seen our TV pictures and are in no doubt. Also, intermediaries I have spoken to over the past 35 years have always said it was taken during a dive on the wreck in the early 1980s. â&#x20AC;&#x153;Iâ&#x20AC;&#x2122;ve been looking for this bell for the last 30-odd years, so this is quite an emotional moment,â&#x20AC;? said Humphrey. Humphey noted that at present the bell remains at a secure storage site and will soon be temporarily on display at a prominent museum. The museum has the relevant equipment and expertise to further verify the authenticity of the bell. The relevant UK authority, the Receive of Wreck, will engage in discussions with the British Ministry of Defense (MoD), owners of the Mendi site, and a joint decision will be made as to the permanent location that the bell. Humphrey has said that if it were his decision, he would like to see the bell donated to the people of South Africa, particularly for the descendants of those who perished in the disaster. He believes that the best place for the bell is with the South African Government. When the shipâ&#x20AC;&#x2122;s bell was likely removed, almost 40 years ago, the law at the time stated the find had to be reported to the appropriate authorities. This did not happen. Under current laws, the wreck of the ship and everything on it, including the bell, is the property of the UK MoD. The British MoD declared the site of the Mendi a War Grave in 2009. It was designated a Protected Place under the UK Protection of Military Remains Act of 1986. People may dive on the wreck, with permission, but it is a criminal offence to remove anything or damage the wreck. The SS Mendi Memorial in Cape Town was listed as a national heritage site by the South African Heritage Resources Agency in 2016.

By Natalie Janse

â&#x20AC;&#x153;Iâ&#x20AC;&#x2122;ve been looking for this bell for the last 30-odd years, so this is quite an emotional moment,â&#x20AC;? said Humphrey.

Maritime Review Africa JULY / AUGUST 2017

Competition Commission blocks shipping merger

he Competition Commission of South Africa has blocked the the proposed intermediate merger whereby Nippon Yusen Kabushiki Kaisha (NYK), Mitsui OSK Lines Ltd (MOL) and Kawasaki Kisen Kaisha Ltd (KL) (Joint Venture Partners) intend to merge their container liner shipping businesses to form a joint venture in that market. The primary acquiring firm is the joint venture for the container liner shipping of NYK, MOL and KL, a company to be incorporated in accordance with the laws of Japan. NYK operates its shipping business through an agent called Mitchell Cotts Maritime. Locally, MOL operates through its wholly owned subsidiaries called MOL South Africa (Pty) Ltd and MOL ACE South Africa (Pty) Ltd. Locally, KL operates through K Line Shipping South Africa (Pty) Ltd, a South African company. The primary target firm is the container liner shipping businesses of NYK, MOL and KL. The container liner shipping businesses are separately conducted and controlled. The Commission considered the impact of the proposed transaction on the

Maldives and South Africa enter fishy agreement

outh Africa and the Maldives have signed a Memorandum of Understanding (MoU) to work together to improve the livelihood of their fishing communities and the management of tuna fisheries in the Indian Ocean. The commitment was made during a meeting of Fisheries Ministers held recently at the Bandos Island Resort, MalĂŠ, hosted by Ministry of Fisheries and Agriculture of the Maldives. The MoU is voluntary and commits the two countries to work together to improve the livelihood of their fishing communities and improve the management of tuna and tuna fisheries in the Indian Ocean. It commits the two countries to work together towards improving compliance with the Indian Ocean Tuna Commission (IOTC) and South West Indian Ocean Fisheries Commission (SWIOFC), and to improve social and community resilience for the conservation and management measures taken by the IOTC and SWIOFC. In the MoU, the governments of South Africa and Maldives agree to: Support activities that will ensure an improved understanding of the

market for the provision of container liner shipping services. The Commission further considered the impact of the proposed transaction on the adjacent market of the car carriers shipping market where the Joint Venture Partners compete. The Commission has found that

the merger increases the likelihood

of coordination as it creates further structural linkages in the container liner market.

the proposed transaction creates a

platform for coordination in the car carrier market which has a history of collusion involving the merging parties.

the proposed transaction is likely

to increase the scope for coordination in the container liner shipping market, while creating a platform for coordination in the car carrier market.

there are no efficiencies that out-

weigh the anti-competitive effects of this transaction and that there are also no remedies sufficient to address these effects.

there are no public interest issues

that could outweigh the anti-competitive effects arising from the proposed transaction.

socio-economic conditions of the fishery and fishing communities. Work together with other South Western Indian Ocean countries in the Indian Ocean Tuna Commission and South West Indian Ocean Fisheries Commission to cooperate and coordinate in the development and implementation of the Conservation and Management Measures. Support each other on the catch allocation criteria discussions in the Indian Ocean and work together to establish a sound allocation mechanism for Indian Ocean in the near future. Support each other on capacity building activities, especially on areas where each country have gained further knowledge. Exchange information with regard to activities of mutual interest. The parties will nominate a focal person or persons from within their respective organisations to coordinate this information exchange. Separate Letters of Agreement that will be drawn up for the activities to be carried out under this MoU indicating clearly the financial and implementation responsibilities of each Party. Any disputes arising from activities resulting from MoU being settled amicably.

IN THE NEXT ISSUE: SHIP REPAIR FEATURE

Industry updates

South Africa begins overhaul of Merchant Shipping Act Following the Department of Transport’s awarding of the contract to overhaul the Merchant Shipping Act 57 of 1951 (MSA), the J&G Consultants/Bowmans consortium is reaching out to maritime stakeholders for preliminary input.

ince the MSA was first enacted, over 60 years ago, it has been amended in a piecemeal fashion over 32 times to inter alia align with Republic’s evolving international obligations. The Department has recognised that this approach has compromised the coherence of the MSA and accordingly has commissioned the overhaul to ensure inter alia that the MSA is amended to align with IMO conventions ratified by the Republic, the Constitution of the Republic of South Africa, 1996, and the Comprehensive Maritime Transport Policy, 2017. The MSA covers diverse aspects of merchant shipping such as safety of ships and crew, treatment of crew, ship construction, and courts and commissions of enquiry into shipping casualties. As part of the overhaul process, new

MARITIME NEWS

Conversion of Seafarers’ certificates underway

topics could potentially be included in a Merchant Shipping Act, such as provisions relating to wrecks.

Questionnaire The legal consortium of J&G Consultants and Bowmans is currently circulating a questionnaire to stakeholders in the maritime industry for completion by the end of August. This questionnaire is issued as part of a socio-economic impact assessment in respect of the overhaul. The purpose of the assessment is to “minimise unintended consequences from policy initiatives, regulations and legislation, including unnecessary costs from implementation and compliance as well as from unanticipated outcomes and to anticipate implementation risks and encourage measures to mitigate them.” Stakeholders will be given an opportunity to comment on the proposed amendments to the MSA via a formal process of public participation. However stakeholders are encouraged to participate in this preliminary part of the overhaul process to provide general comment that will inform the drafting of amendments.

process for the standardisation and conversion of certificates issued to South African seafarers, including certificates for persons working on fishing vessels and other local vessels is currently being undertaken by the South African Maritime Safety Authority (SAMSA). This followed the issue recently of a Marine Notice (MN) No.16 of 2017 regarding the renewals and revalidation process. SAMSA says the revalidation affects South African seafarers holding Certificates of Competency and/or Proficiency issued in accordance with regulations repealed by the Merchant Shipping (Safe Manning, Training and Certification) Regulations, 2013. These include groups of certificates in the categories of Marine Motorman, Fisherman, Port Operations and Radio Certificates. In these categories, according to a schedule released with the MN No.16, there as many as 31 different seafarer operations certificates due for revalidation. According to SAMSA amongst the issues being addressed in the conversion process are changes in titles, in accordance with Regulations. The 31 listed certificates for revalidation all carry new titles. But in addition, says SAMSA, holders of certificates previously covered under Marine Notice 24 of 2016 (Applications for new Manila Compliant Certificates) may continue applying for their certificates as required to keep their certificates valid for service. “During the application for re-validation/conversion, candidates must select the appropriate new title of the certificate as set out in the equivalency table in Regulation 115 and summarized in the Annexure issued,” says SAMSA’s Chief Examiner, Azwimmbavhi Mulaudzi, who adds that they will continue to accept applications and process, for first issue of the certificates, under the repealed Regulations, until 31 December 2018, except for Certificates of Competency .

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Maritime Review Africa JULY / AUGUST 2017

OFFSHORE NEWS

Marine mining and offshore exploration

AFRICAN UPDATES TANZANIA Stable progress in Tanzaniaâ&#x20AC;&#x2122;s Mnazi Bay

entworth, the East Africa-focused oil and gas company has reported that outstanding invoices for gas sales from their Mnazi Bay asset have been re ei ing onsis en a ention rom he Tanzania Petroleum Development Corporation and an ania le ri ppl Company. Payments of $1.2 million have been paid since the end of March this year, bringing the total cash received for invoiced gas sales to $7.9 million in 2017. The Mna i a ar ners ontin e o or closely with the Government of Tanzania o se le he remaining o s anding invoices. â&#x20AC;&#x153;We are pleased to have received further pa men s rom and which demonstrates their commitment o se le in oi es as soon as pra ti a le The payments received year to date have enabled the Company to meet its obligations and e ontin e along i h o r pera or Ma rel e rom o or i h the Government to resolve the payment delays and clear all arrears. It is very en o raging o see prod tion ol mes

increase post the end of the rainy season and e remain on den in a hie ing o r prod tion g idan e or he ear said eoff r Managing ire or n relation o he re en legislati e hanges in an ania and he in rod tion o hree ne ills relating o he mining and oil and gas sectors, the Company has nder a en a re ie o hese ne la s o de ermine heir impli ations on he ompan s an ania operations ased on our current understanding of this new legislation and gi en he existing erms and onditions o o r rele an agreemen s e do no anti ipa e an ma erial impa on o r existing operations

GABON Go ahead for Gabon

an Petroleum Gabon BV (a fully owned subsidiary of Panoro Energy appro ed he opera or s proposed or program and dge o mo e orward at full speed with the development o he ssa oil elds offshore a on during July. The development plan will consist of o initial hori on al ells a or e in the Gamba and Dentale reservoirs. An

Mobilising offshore in West Africa hree o ns o pl s drillships ill head o es ri a o a e p on ra s representing an aggrega e hree ears o on ra ed erm and more han six additional ears o options n addition one o ood eani s l ra deep a er rigs ill also e mo ilised ns o and ood eani en ered in o a merger agreement in May this year. hie xe ti e er and residen arl ro ell said e on ra ed ENSCO DS-4, a rig that was previo sl preser ation s a ed or a o ear erm and rea ti a ed he rig on time and i hin o r os estimates. We also secured a one-year contract for ENSCO DS-10 o r nal ne ild drillship hi h is among he mos e hnologi all ad an ed rigs in he glo al ee ENSCO DS-4 is expe ed ill ommen e a o ear on ra i h he ron offshore igeria he on ra also in l des a pri ed s omer option or one additional ear o or ns o re en l rea ti a ed he rig ollo ing a period d ring hi h he rig as preser ation s a ed in eneri e and rea ti ation expenses are expe ed o o al million n addition million o api al pgrades ere added o he rig and are anti ipa ed o ene he asse o er i s remaining se l li e ENSCO DS-10 is s hed led o ommen e or i h hell offshore igeria d ring he rs ar er o or a on ra o one ear i h options or an additional e one ear rene als s a res l o inning his on ra he rig s deli er is expe ed o e a elera ed in o hird ar er rom rs ar er ENSCO DS-10 ill hen ndergo a period o a ep an e esting e ore mo ilising o igeria o egin i s maiden on ra emaining api al expendi res asso ia ed i h he rig are expe ed o o al approxima el million in l si e o a nal miles one pa men o he ship ard an pgrade o add a se ond se en ram lo o pre en er a ep an e esting api ali ed in eres and mo ilisation ENSCO DS-7 is on ra ed o o al ntil o em er he rig has een idle sin e o em er in eneri e earning a s and ra e ollo ing earl ermination o i s original on ra or s omer on enience. ENSCO DS-7 ill mo ilise o or oas o drill one ell in g s ha is expe ed o a e da s o omple e dditionall o al has a pri ed option or one r her ell The ultra-deepwater rig, Atwood Achiever ill ommen e operations offshore or h es ri a i h osmos nerg en res s a res l o his on ra he expe ed earlies a aila ili o he ood hie er is Mar h ass ming no options are exer ised all six options ere o e exer ised he drilling program o ld e expe ed o ex end ntil approxima el e em er

Maritime Review Africa JULY / AUGUST 2017

appraisal side ra ill also e drilled in he nor h es o he or e eld he o prod tion ells ill e tied a o a leased ia s sea rees and o lines The Dussafu joint venture partners are currently commissioning an independen re ie e herland e ell and sso ia es o pda e he estima es and o mo e hese ontingen reso r es o reserves further to the recent FID. â&#x20AC;&#x153;The FID is a very important milestone or anoro and rs oil a ssa remains on ra o e a hie ed d ring he se ond hal o is a signi an s ep in he exe tion o anoro s s ra eg o reali e ssa s r e po ential and o ontin e nlo ing al e or o r shareholders sa s ohn amil on of Panoro.

NIGERIA Nigeria aims for offshore crude cost of $19 pb

ccording to a statement issued by the igerian ational e role m orporation he o n r ill sa e about $3 billion an annum by succeeding in dri ing he os o r de oil prod tion do n rom dollars a arrel gre o he rren per arrel g re o no do n o r os o prod tion rom per arrel o a e he differen e and m ltipl he a erage dail prod tion o ill dis o er ha we are saving a minimum of $3billion in he ps ream or o h rod tion haring on ra s s and oin en res s said ro p eneral Manager a e e e or spea ing a he ina g ration o he nti orr ption ommi ee o a ni o he e added ho e er ha he arge was to bring the cost down further to between $17 and $19 for onshore and offshore prod tion respe ti el

MOZAMBIQUE Marine milestones in Mozambique

ndar o e role m orporation nalised o marine on ession agreements with the Government of Mozambique at the end of July that will permit the company to design, build and opera e he marine a ilities or i s project in northern Mozambique. his is a e miles one on he pa h

IN CONVERSATION WITH KONGSBERG Providing the full picture Alastair Pettie, Senior Engineer at Kongsberg Maritime South Africa, recently discussed the dynamic positioning (DP) market and highlighted the company’s market strength in this sector. “KONGSBERG is a world leader in the DP sector and claims a majority share of the market, having installed its first system on a vessel 40 years ago in 1977. Our global presence and after-sales maintenance ensures that customers are supported throughout the world,” he says adding that the Cape Town-based office is on standby for sub-Saharan Africa. Describing the difference between DP 1, 2 and 3, Pettie points to a shift in the market towards DP 2 as a standard in sectors such as the oil and gas market that stipulate this as a minimum requirement for vessels operating offshore. An African market for DP “It’s no different for the vessels operating offshore Africa,” he says highlighting that these are governed by the same requirements that the oil majors mandate for regions such as the North Sea. “Dive support vessels, for example, require DP 3,” he says, explaining the need for extreme accuracy during these operations. While a DP 1 vessel can be upgraded to a DP 2 vessel, provided that the thruster requirements are in place, he says there has been an increase in the scrapping of DP 1 vessels as stricter requirements come into force. Incidentally, the world’s largest and most advanced diamond exploration and sampling vessel, the mv SS Nujoma, is currently stationed off Namibia and is equipped with the full KONGSBERG DP suite. Meeting the requirements Pettie attributes KONGSBERG’S success to their ability to supply both the DP systems as well as a variety of sensors required. From DGPS and radars to HiPAP systems, KONGSBERG can deliver and support the full spectrum of equipment and software required by DP vessels. “West Africa is becoming an important market for High Precision Acoustic Positioning (HiPAP) as it has a number of advantages and applications in the offshore sector,” says Pettie who explains that the system establishes extremely accurate subsea positioning using the Long Base Line (LBL) principle. “Time and cost of survey operations are therefore reduced to a minimum,” he says. The HiPAP series of transducers have many more elements than any of its competitors. There is a clear connection between system performance and the number of elements. Acoustical redundancy, mathematical redundancy and improvement of the Signal to Noise level are all factors in the high system performance of the HiPAP family. “HiPAP always sends raw position data to the DP system, so that the DP itself can perform the evaluation, weighting and filtering of its references. Since KONGSBERG is also one of the world’s major suppliers of DP systems we know the demands there are in the tough and noisy environment onboard vessels controlled by a DP,” he adds.

Support systems Describing the KONGSBERG software and hardware as “complex systems”, Pettie emphasizes the need for customer training. “We need to train the client to be the first line of servicing; to be able to identify the fault,” he says. He is quick to add, however, that any major servicing that requires a technician to open up the systems needs to be undertaken by a KONGSBERG technician to ensure that the equipment remains in class. Technicians receive specialized training at KONGSBERG facilities. “All of the equipment is tamper-proof to IMO standard and certified,” he says. “KONGSBERG can offer remote servicing, through use of a special modem that supports secure, remote dial-in to diagnose problems.”

Kongsberg Maritime South Africa (Pty) Ltd Tel: +27 21 810 3550 km.support.africa@kongsberg.com

Noting recent concerns of cyberattacks, Pettie points to their long association with the defense sectors. “KONGSBERG is a major defense contractor worldwide and our systems are well protected and interlinked,” he says. Training for an African market Discussing the opportunities for DP Officers in the current economic climate, Pettie admits that the demand is certainly less since the realities of the decline in the oil price set in, but he is confident that the market will turn around again. There are still many local South Africans working in the market and he sees an opportunity for new entrants should the market turn again. He adds that the offshore construction market could provide more opportunities for the future. “Entry requirements for DPO training are strict and require STCW 1/2/3 – and the market for training is also becoming more regulated,” he says. Historically South Africa has positioned itself as a training location and has attracted trainees from across the African continent. To this end, KONGSBERG is currently setting up their training lab in Cape Town, South Africa, with the aim of offering training facilities in the future. For Pettie, the future of DP for Africa is exciting, innovating and relevant. “We are well-positioned here to meet the current and emerging needs of the continent where offshore oil and gas as well as the related markets are being developed,” he says. DYNAMIC POSITIONING CLASSES CLASS 1 Equipment Class 1 has no redundancy. Loss of position may occur in the event of a single fault.

CLASS 2

CLASS 3

Equipment Class 2 has redundancy so that no single fault in an active system will cause the system to fail. Loss of position should not occur from a single fault of an active component or system such as generators, thruster, switchboards, remote controlled valves etc, but may occur after failure of a static component such as cables, pipes, manual valves etc.

Equipment Class 3 has to withstand fire or flood in any one compartment without the system failing. Loss of position should not occur from any single failure including a completely burnt fire sub division or flooded watertight compartment.

OFFSHORE NEWS

Marine mining and offshore exploration

o a nal in es men de ision or o r initial o rain pro e said Mi h ngram nadar o xe ti e i e residen lo al e ill no loo ahead i h o r plans o egin rese lement, which will enable the construction o he plan n addition e ontin e o ma e good progress i h o r effor s o se re long erm ales and r hase greemen s s ih premier buyers, and we will intensify o r or o p in pla e he ne essar nan ing or he pro e nadar o is de eloping Mo ami e s rs onshore plan onsisting o o initial rains i h a o al capacity of 12 million tonnes per annum M o s ppor he ol nho m eld lo a ed entirel i hin ffshore Area 1.

SOUTH AFRICA Port of Cape Town’s new fuel storage open for business

he Port of Cape Town’s new fuel storage a ili opera ed la empo ered Burgan Cape Terminals, is now fully operational he erminal re ei ed i s pilot consignment of diesel aboard the an er Marlin Ammolite in he rs ee of July 2017. o a ed on approxima el s are metres of land at the port’s Eastern Mole, the new fuel storage and distribution a ili or leaner els is poised o assist with security of fuel supply in the region. ons r tion egan in la e a er ransne ational or s hori awarded Burgan Cape Terminals a 24-year lease to develop a new independen el s orage dis ri tion and loading facility. Burgan Cape Terminals as identi ed as he pre erred idder is o ned e herlands rm and la e onomi empo ermen ompanies he e n es men orporation and Jicaro. Cape Town Port Manager Mpumi Dwebae ana said i h an estima ed in es -

ment of R 890 million, the awarding o his on ra o a per en la owned company in partnership with an in ernational opera or spea s s rongl o ransne s ommi men o he Mar e emand ra eg M and he ision o he peration ha isa programme o reating apa i ahead o demand and nlo ing o h ri a s o ean e onom oasting a o al apa i o m rom an s he erminal s prod por olio in l des diesel pe rol M a a id me h l es ers and e hanol or blending and jet fuel.

EQUATORIAL GUINEA Buyer awarded for FLNG project in Equatorial Guinea

he Minis r o Mines and droar ons MM phir a orial inea lo d ne and a ompania a ional e e roleos e inea a orial e rol nomina ed n or ro p n or as heir preerred er or off a e rom he or na pro e d ring g s n or is ommi ed o a ing the full contract capacity of the Gandria essel o MM which will be purchased on a Brentlin ed ree on oard asis or a 10-year term. The contract structure allo s exi ili or p o MM o he or na apa i o e mar e ed on an alternate basis. Consequently the agreement gives the Fortuna partners, alongside he a e o a orial inea he po ential o sell ol mes o higher pri ed gas mar e s in ri a and e ond hils re aining a share in he pro s o such sales. i h a pre erred er no nomina ed he las signi an miles one remaining prior to FID for the Fortuna pro e is he ompletion o pro e nding i h remaining on ra or later in 2017. is x ellen a riel M aga iang ima Minis er o Mines and drocarbons for the Republic of Equatorial inea ommen ed he sele tion o

n or se s a landmar momen in he development of the Fortuna Project. The partnership with Gunvor also paves the a or he go ernmen s o e ti e o deli er impor an pro e s ha moneti e our gas, promotes local content and brings world-class petroleum technology to Equatorial Guinea. The Fortuna ro e ill arge e oming he rs hoi e s pplier o or he o ri a initiati e r hering a orial inea s leadership position in ri a as an expor er

SENEGAL Senegal well signals potential

eporting on he res l s o he or h exploration ell offshore enegal in earl g s airn nerg has stated that the well encountered oil and gas in he primar o e ti e and oil in he deeper se ondar o e ti e in a separa e a m lation o he eld r her or is eing nder a en o es a lish he po ential ommer iali o this discovery and to integrate the results i h he lo ide da a ga hered o da e he ell res l has positi e impliations or r her h dro ar on po ential to the north of the structural trend on aining he eld and or h discovery well, as well as for broader exploration po ential in he permi he ell is lo a ed in approxima el a er dep h a o ilome res offshore in he angomar eep ffshore lo and a o m nor h o he discovery. The well reached a Total Depth o m perations ha e again een safely and successfully completed ahead of schedule and under budget, following drilling and logging. Cairn’s preliminary analysis indicates:

About 24m of gross hydrocarbon column across three intervals

About 11m net condensate and gas

in high quality reservoir in primary o e ti e About 4m net oil in good quality reser oir in deeper se ondar o e ti e o rring elo he eld il a er on a A slightly lighter oil type of 35° API han ha en o n ered in he Field

A full set of oil, water and gas samples as re o ered o he s r a e er ompleting on entional logging a series o Mod lar ormation nami esting M mini ra s ere o ained a ross he reser oir se tion o help ali ra e he geo me hani al model o he eld and aid development well design. his mar s he end o he e ell drilling ampaign or h is eing pl gged and a andoned and he ena DrillMAX rig will be released. The Joint en re is re ie ing he po ential or r her exploration drilling operations nex ear i hin he s e angomar and angomar eep rod tion haring Contract area.

Maritime Review Africa JULY / AUGUST 2017

OFFSHORE NEWS

Marine mining and offshore exploration

RIG

2008

COUNT

2009 2010

2011

27 32

2012

2013

2014

2015

2016 2017

Average monthly offshore rig counts off Africa since 2008 according to Baker Hughes

COMMERCIAL MARINE

24/7 in control with Yanmar 350-1200 kW [500-1500HP] 180-375 kW [250-500HP]

20-180 kW [30-250HP] 800-1800 kW [1000-2500HP]

800-4500 kW [2500-6200HP]

Full range propulsion engines and generator sets Yanmar manufactures medium- and high-speed diesel engines for commercial duty. These are designed for low fuel consumption and easy maintenance to give ship

owners full control over operational costs. We offer a full range of engines from 78mhp (57kW) to 6090mhp (4500kW) for main propulsion and electrical propulsion as well as

marine generator sets for all shipboard electrical supply needs. Yanmar also supplies after treatment systems for reduction of fuel consumption and exhaust gas.

124 Marine Drive, Service Road, Paarden Eiland, Cape Town, 7405 | +27 21 511 8201 jdejong@seascapemarine.co.za | www.seascapemarine.co.za

Maritime Review Africa JULY / AUGUST 2017

MARITIME MEMORIES

By Brian Ingpen

Documenting an end of the mailship era By Brian Ingpen

commanded by Commodore JC “Eternity” Brown.

For me, Pretoria Castle – launched by Issie Smuts, the wife of the South African Prime Minister, Jan Smuts 70 years ago – was a special ship. In my natbroek years, our family migrated from Durban to Cape Town in the mailship that had been commissioned merely months earlier. Among my collection of maritime memorabilia is the official Voyage Report for her maiden voyage that began when she was pulled off her berth in Southampton at 15:21 on 22 July 1948, and passed the Nab Tower to the east of the Isle of Wight an hour and a half later. In ink, the Master had carefully recorded that she had been in her home-port, Southampton, for 10 days, 11 hours and 15 minutes.

A noteworthy crew Brown’s first command of a passenger ship, Llandaff Castle, came in 1937, and he took over command of the two-funnelled Windsor Castle in September 1940. The ship survived an attack by German bombers west of Ireland, but her end came in March 1943 when, with 2,699 troops aboard, in the western Mediterranean, the pilot of a lone German aircraft sighted the liner and attacked her with torpedoes. That only one life was lost is accredited largely to Brown’s cool temperament and his refusal to leave the ship until all others were off. He and a team of volunteers reboarded the ship to try to connect a towing line from a destroyer, but when Windsor Castle settled in the water, Brown ordered the men to abandon ship. He was the last to slide down a rope before the liner sank. His calm demeanour during this incident and his contribution to the war effort earned him the C.B.E. Another distinguished officer aboard Pretoria Castle for the maiden voyage was Second Mate Tony Culpin who had been awarded the DSC for his role as Mate aboard the reefer ship Rochester Castle that, along with 14 other merchant ships and under the protection of a large fleet of warships, tried to run the gauntlet to the besieged island of Malta in August 1942. Only five ships, including Rochester Castle, and the tanker Ohio, carrying much needed fuel for the island, survived waves of attacks by Axis aircraft, e-boats and u-boats to enter Valetta harbour. Culpin later commanded the intermediate liner Bloemfontein Castle before taking up a shore appointment with Union-Castle. After World War II the three mailships – Arundel Castle, Winchester Castle and Carnarvon Castle – were retained by the

i I

t was an old report form that was used for the Voyage Report. In the space to record fuel consumption, the word Coal had been crossed out in favour of Oil of which Pretoria Castle had used 148 tons a day on the outward run to Cape Town, and slightly less per day on her northbound voyage to Southampton. She was a thirsty young lass! She carried almost as much fuel as she did cargo, and she had 5,246 bags of mail when she steamed down the Solent

Maritime Review Africa JULY / AUGUST 2017

British government for troop repatriation. Thereafter, they were used for an immigration service, bringing Britons and Europeans to South Africa. On her last southbound voyage as an immigrant transport, Winchester Castle arrived in Cape Town to land some 900 passengers, and then was directed to steam to Mombasa to embark a similar number of Polish women and children refugees who had been taken to Kenya during the war. Record breaking attempts Her Master was due to retire on the vessel’s return to Britain, and as he reflected on his career, he realised that neither he nor his ship had been involved in record-breaking voyages. He thus decided that the ship would break the record for a passage from Cape Town to Durban, and began planning the recordbreaking attempt very carefully. Winchester Castle sailed from Cape Town following his carefully researched passage plan. He signalled his ship’s passing the Bluff lookout after a passage from Cape Town of a mere 48 hours. Aboard, much cap-waving, cheering and general happiness abounded as the crew celebrated the achievement, especially as the Old Man could now retire with this record to his credit. It was later discovered that a better time for that voyage had been set by another Union-Castle vessel almost a decade earlier. To rub salt into the wound, the ship in question was the company’s smallest deepsea unit, the reefer vessel Roslin Castle. As their immigration and repatriation duties finished, the mailships returned to the UK-South Africa service. Replacing two of these fine vessels, Windsor Castle and Warwick Castle, that had been lost during the war, were Pretoria Castle and her sistership Edinburgh Castle that arrived in Cape Town shortly before Christmas in 1948 under the command of Captain TE McAllen. Like other mailship Masters, he was accorded celebrity status in all the South African ports and, in March 1949, was invited by the South African Railways & Harbours to travel to the windswept Cape Agulhas to rekindle ceremonially the refurbished light in Africa’s most southerly lighthouse. Appointed Union-Castle’s Commodore in 1950, McAllen retired in 1953. A year later, his former command, Edinburgh Castle made a remarkable record passage from Southampton to Cape Town, despite gale-force headwinds for the last 48 hours of the voyage. She covered the distance in 11 days 13 hours and 11 minutes, improving (by

By Brian Ingpen

MARITIME MEMORIES

nearly a day) the previous record set by Carnarvon Castle in 1938. This record passage, at an average speed of nearly 23 knots, required an additional 600 tons of heavy fuel, making it an expensive operation. That voyage, however, generated considerable public goodwill at a time when airlines had begun to offer very competitive fares. Indeed, a few years prior to Edinburgh Castle’s record passage, Union-Castle management had discussed the possible competition from aircraft, especially as the war had stimulated such rapid advances in aviation. Sea travel challenged The tsunami that would eventually sweep the passenger ships from the sea was gaining strength. In May 1952, a De Havilland Comet, the world’s first commercial jet airliner, took off with fare-paying passengers to inaugurate a five-stop service from London to Johannesburg, scheduled to take 21 hours 20 minutes. And, despite the serious technical failures of Comet aircraft, mass air travel was born and perfected by other aircraft manufacturers, including Boeing, thus launching an unprecedented challenge to sea travel. While Boeing’s 707 aircraft were taking to the skies in their first commercial flights, the Harland & Wolff shipyard in Belfast was designing a replacement for the ageing Arundel Castle, scheduled for withdrawal at the end of 1958. Mindful of the inevitable competition from aircraft, British & Commonwealth Shipping Group that had taken over Union-Castle in 1955, believed that the new liner should not be simply a rerun of Pretoria Castle and so they ordered a more powerful vessel. Later named Pendennis Castle many considered her to be the finest mailship ever built from a technical perspective.

Replacing respectively Winchester Castle (1960) and Carnarvon Castle were Windsor Castle and Transvaal Castle (1962), nicknamed the Hotel Ship of the South Atlantic for everyone had the run of the ship. It was a revolutionary concept that dispensed with the rigid class segregation of the colonial era.

To get a two-seventh share in the mailship service from January 1966, Safmarine bought Transvaal Castle (renamed SA Vaal) and Pretoria Castle (renamed SA Oranje), basically a symbolic gesture to the South African government who had demanded greater involvement of local interests in the mailship operation.

A fading era Despite this new move, the writing was on the bulkhead for mailships. With no space for containers; a dwindling passenger complement; spiralling portage bills and soaring fuel costs, the days of the passenger ships were drawing to a close. Sisterships Athlone Castle (1965) and Stirling Castle (1966) were withdrawn and replaced with 22.5-knot cargo mailships Southampton Castle and Good Hope Castle. After a spell on an intermediate service, Capetown Castle followed suit in 1967. Internal political ructions had reduced immigration to South Africa which further impacted the already weakening passenger complements aboard the mailships.

Containerisation From the 1960s, the advent of containerisation began systematically destroying the remaining point-to-point passenger ABOVE TOP: Mailship sailing day in Cape Town was a special event, drawing huge crowds. Edinburgh Castle is shown leaving Cape Town in the early 1960s. Lawhill-Robert Pabst Collection

ABOVE: Crossing the Line ceremony aboard Windsor Castle in 1971. Brian Ingpen Collection INSET: A Union-Castle publicity poster from the 1950s. Larger versions of such posters were displayed on billboards on railways stations, and of course in every Union-Castle or travel agent’s office. Brian Ingpen Collection

Maritime Review Africa JULY / AUGUST 2017

MARITIME MEMORIES

By Brian Ingpen

When it became known that the South AfricaEurope service would be containerised officially from 1 July 1977, the final sailing schedules for the Union-Castle and Safmarine mailships were published.

Having carried over 250,000 passengers without missing a sailing because of mechanical failure, SA Oranje sailed from Durban late in October 1972; made her first and only crossing of the Indian Ocean; passed through the Sunda Straits and headed for the scrapyard in Keelung, Taiwan.

TOP: Aboard Windsor Castle in 1971. Brian Ingpen Collection

ABOVE CENTRE: Pretoria Castle, the first new mailship to enter service after World War 2. Brian Ingpen-George Young Collection

ABOVE: Aboard Carnarvon Castle in August 1947. Brian Ingpen Collection

ABOVE RIGHT: SA Vaal sailing from Cape Town. Lawhill-Robert Pabst Collection

Maritime Review Africa JULY / AUGUST 2017

shipping throughout the world. First to go were the trans-Atlantic liner services where aircraft transported passengers between European centres and the United States or Canada in a matter of hours. The viability of the UK-Australasian liner services and those to Asia was torpedoed initially by the closure of the Suez Canal in 1967 and finally by the ever-growing containership fleets. Large Cunard, Italian, P&O and Dutch passenger ships were withdrawn at a steady rate. When it became known that the South Africa-Europe service would be containerised officially from 1 July 1977, the final sailing schedules for the UnionCastle and Safmarine mailships were published. In anticipation of the introduction of the new transport medium, SA Oranje was withdrawn in 1975. With her heavy fuel consumption and amid the spiralling fuel prices, she was simply too expensive to operate. Her accommodation was stripped of some items that found their way to various institutions in Cape Town and Durban. In her saloon hung a huge painting of the Union Buildings in Pretoria. The work of JM Pierneef, it had been commissioned in 1938 by the Pretoria City Council for the first Pretoria Castle. When that liner was rebuilt as an escort aircraft carrier in World War II, the painting was put into storage, and after the war, when it was known that the ship would be renamed Warwick Castle, the painting was fitted to the bulkhead behind the Captain’s table in the first class saloon in the new Pretoria Castle. Having carried over 250,000 passengers without missing a sailing because of mechanical failure, SA Oranje sailed from Durban late in October 1972; made her first and only crossing of the Indian Ocean; passed through the Sunda Straits and headed for the scrapyard in Keelung, Taiwan. Piped away from the quay in South-

ampton by two of her officers with Scottish heritage, Edinburgh Castle made her final voyage to South Africa carrying only cargo. Her 27 years in tropical heat and Atlantic storms were evident in her formerly well-maintained beautiful teak decks that, as she passed through local ports for the last time, were rough and showing signs of splintering. Of her final days, the Cape Times shipping editor wrote: “…On arrival in Kaohsiung, the representative of the scrappers will tell Captain Peter Eckford where to drive the ship up on the mud. They will find a gap between two beached ships in the course of demolition and whether the gap is wide enough or not, they will request that he go full astern into the opening and the weight of the ship will push the other two apart. Damage is of no account… The initial landing will buckle the rudder, probably wreck the steering gear, and twist the propeller blades…” A sad end for a fine ship. Pendennis Castle was also withdrawn in 1976. Nostalgic ceremonies in each South African port gave memorable send-offs to Windsor Castle and SA Vaal in 1977, and, on 11 October 1977, Southampton Castle took the last Cape Town sailing on the mailship service that had operated so efficiently for 120 years. Writer and philosopher Laurens van der Post was aboard Windsor Castle on her last departure from Cape Town. In his book Yet being Someone Other, he wrote:

“…Long after the little ships had had given up, and the gulls had turned about…I remained on deck. I remained there until the Cape itself sank into the sea, because I knew that I would never see it do so in that way again…”

Appointments

Launches

Maritime industry gets behind Nelson Mandela International Day AMSOL c n n o utions un oo n ti ti s oun country to celebrate Mandela s n u n s nc n s o o n n n oc s n n ou s n oss o s s n ti n n on n s o o n s tion s o o o s o o n on s s n o n s u o c c s n s n c s o o ss c ti ns s n u n NAUTIC utic ou c un oo son n oo n on oo s o ou uc c n co n s o s o on oo s o os n n o ncou n n uc tion n ou co un ti s

SUBTECH u

c o n c o n o nti ou tic tin n n u o cco o tion c ti s ti n n on s o n

co on

TNPA s

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tion o s u o ncou o s o o un o c us s n son ti o no n o n s tions s o su o ou s n cti ti s s cti ti s c o n o n s tions n ous n s o s n n u s c oss sc oo s o o s ti c o n s tions n o s n s ou ou ou c s nc u n s ssoc tion o ou n s o

Functions

PEOPLE & EVENTS

son s o n c no s ns o oss os c n o n o uc tion n ou s u o n o u u u o Foun tion n un o c oo on o c n o nn n ntion n n nn n s ns o u u n o o so o ns c oo o so c oo n ous n n o o u u n o n u n so ns o

ncou o nti co un ti s o s ns o c ss s nc o n s n s cti ons

SAMSA ou c n ti u o so n s o o n c n c oss ou c n co o tion o son n onc n n o ss n n n n co un ti s n c o s ou s n ti ti unc n o ncou o o un s n co un ou c o cs ou n s n ti ti o so o n s tion c oss coun

SEA HARVEST s s o u nn ss o co c tin n o tinn oo oo s on o on s o s ocus on s s c n n uc tion

Announcements

SELECTA SEA PRODUCTS c o uc s us s n o o o co un n c oc ss n co o s s co s n s c o o s n o s ss o o s unc ti s so co n o o oo s c on s c o s o s son su

FAW & COEGA SEZ F n o co o n on tin sc oo s o s o sc oo c n o o c oo s u s s n son n o

East London Port Festival attracts attention ous n s o o oc o o o s onon n o un o su o s s succ ss u u no s on on o F sti n os nsn tion o s u o ns o c s ou c nc n o s c cu s o c s o oc us c u s n c s ss n o ss n n n n n n n u o co un ti s o su o n s n nc on s n c os o n o o u n s o tin c s sti n un n s c ocus ouc on o s suc s o n n n ti ti tion s c s s us n c ns cono o cono c o n o c tion n s s o n n o o o n ss o o s c tion o o un ti s n c n us n ss o o un ti s o ti n us n ou co un ti s o nc un u o tions n o n s c tin o c n s on s s n n u u s s n ou ou n o u c ou s o ou c n SAS Spioenkop n o cu u Fo s n Fs s FF o ction ss Victoria Mxenge n SA Agulhas o su n nn ss o s on on o s u o s so o u o n s n s s n c n nc n o ns s so uc o n o n s n stin o o on o s s n s n n ti

Maritime Review Africa JULY / AUGUST 2017

PEOPLE & EVENTS APPOINTMENTS Radio Holland: General Manager

Appointments

Launches

Having served 19 years at offshore supply company, Servest Marine – with seven years on their operations team and 12 years as Divisional Managing Director - Hurrie brings valuable experience and expertise to Radio Holland South Africa. “The maritime industry is dynamic and has evolved significantly over the years there is an increasing demand for efficient, cost-effective and reliable services from a trusted partner. In order to meet the industry’s requirements, it is key to remain at the forefront of the latest technologies and develop solutions that will not only reduce costs and delays, but ultimately streamline operations”, he says.

The South African Network for Coastal and Oceanic Research (SANCOR) held its triennial awards function as part of the recent South African Marine Science Symposium in Port Elizabeth.

Marine & Coastal Communicator Awards: o n u so ou s o n u s n co n tion o ou s n n con utions o s co un c tion o n o tion ou n n co s n on n o u c ous ous s

Andrew Benjamin Ward has been appointed to the Board of Directors of the Seacadets in the portfolio of National Treasurer. Ward was appointed to the position of National Treasurer in the Executive Committee on the 4th February 2016, however in keeping with the Policy relating to the post of National Treasurer as a Director, the Board unanimously approved his appointment as a Director effective on 4th August 2017. Ward has significant training in among other things Contract law and contract negotiation, Budget and projection forecasting, Cash flow analysis and trend modeling, Accounting oversight to balance sheet and income statements, Costing models as well as cost accounting in a manufacturing environment.

Maritime Review Africa JULY / AUGUST 2017

oo on

Young Researchers Award: s s s o c no n n tion o sc ntis s n o ncou s c c nc n sc nc n n n co s

Seacadets: National Treasurer

Announcements

Recognising excellence in marine science

o s s o co n s stin u s sc ntis s c n c ns sc nc co un c o s n n s c s n n n co s sc nc s

Julian Hurrie has been appointed as the new General Manager for Radio Holland South Africa to help manage the company’s growth strategy for sub-Saharan Africa.

Functions

n on

n F

u s

Derek Krige Medal: s n co n tion o ou s n n c ns n o c nc su o o n sc nc n ou c o s s s o ss u con ution o n sc nc os o o c nc n o stic su o s c s s c oss

n os

o o o n

n n n s c n o co n s c nc n s n n us s s o oti u u co n n s co ns o ns o u o s o s u s o onou c s n s n n us o n ouc o n c no o n cti ti s o o c nc n o con o o n n tion s ctic s s s n nc u

Gilchrist Medal: o stin u s n sc ntis s s s s co n tion o c n s con utions o n sc nc o u sti u c nc n ou c n n sc nc n o ocus ntion on ou c s n n co s n on n s

Ghana Shipping Awards recognise excellence

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French delegation explores opportunities in South Africa

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PEOPLE & EVENTS APPOINTMENTS TNPA: Chief Executive

Appointments

Launches

Functions

Announcements

Association refocuses under new leadership “How young people engage with the world today is different as to when most of the senior members entered and developed through the industry. As Chairman I understand that these tools will be at the fore of fostering growth.” os s

Shulami Qalinge has been appointed Chief Executive (CE) of Transnet National Ports Authority (TNPA), becoming the first female CE of the organisation.

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Qalinge will provide strategic direction and leadership in the implementation of the overall TNPA strategic objectives and operational targets, including total oversight of the operation of eight commercial ports with more than 3 500 employees. She will also drive Transnet’s overall strategy to ensure attainment of growth targets and compliance to the National Ports Act 12 of 2005. Qalinge, an Industrial Engineer by qualification, has most recently been Transnet’s Group Executive: Strategy, where she was responsible for leading and directing Transnet’s growth strategy in international markets, with particular focus on generating revenue from the rest of the African continent and the Middle East.

TNPA: Group Executive Richard Vallihu, previous Chief Executive of Transnet National Ports Authority (TNPA) has been appointed Group Executive: Operational Readiness, Transnet Corporate Centre.

SANBI: CEO The August Cabinet meeting noted the approval of the appointment of Dr Moshibudi Priscilla Rampedi as the CEO of the South African National Biodiversity Institute.

Maritime Review Africa JULY / AUGUST 2017

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Appointments

Launches

Functions

Announcements

PEOPLE & EVENTS APPOINTMENTS

MARINE TOURISM OPPORTUNITIES

Grindrod: Board Changes Grindrod Limited recently announced that Alan Olivier, the Group’s Chief Executive Officer (CEO), will take early retirement to pursue personal interests. He will remain available to the Shipping Division in a consulting capacity. The three Grindrod divisions will continue to be managed by the skilled management team, Bongiwe Ntuli (Freight Services), Martyn Wade (Shipping) and David Polkinghorne (Financial Services).

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IN THE COMMUNITY

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Mike Hankinson has agreed to act as Executive Chairman in the transitional phase, with Andrew Waller, Group Financial Director, supporting him. The Board will begin the process of appointing a Group CEO and notify the market accordingly. Nkululeko Sowazi will be the Lead Independent Non-Executive Director of the Board.

GHPA: Board inauguration The Minister of Transport, Kweku Ofori Asiamah recently inaugurated and sworn-in a 11-member board of directors of the Ghana Ports and Harbours Authority (GPHA). Members of the Board include Paul Asare Ansah (Director General, GPHA), Edward Osei (Director of Tema Port), Capt Ebenezer Afadzi (Director of Takoradi Port) and TwumasiAnkra Selby (Chief Director, Ministry of Transport). Other members include Benonita Bismarck (CEO of Ghana Shippers Authority), Dr Appiahagyei Dankawoso I, John Essel (Ghana Railway CEO), Hon. Eunice Jacqueline Buah (Member of Council of State) and Samuel Arhin, representing Staff Union of Ghana Ports and Harbours Authority. Peter Mac Manu, was appointed as the Chairman of the Port Authority’s Board of Directors.

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Hytec: Branch manager Herman Venter has recently been appointed as the new Branch Manager for Hytec in Richards Bay. Venter will be responsible for managing external sales and assets as well as managing internal personal at the branch. Venter has long been committed to growing the Hytec Group in Africa with his six years’ experience as a Technical Sales Representative at the Richards Bay branch. Prior to that, Venter honed his internal relations skills with over a decade of experience as a Labour Broker in the region.

Maritime Review Africa JULY / AUGUST 2017

GREEN MARINE

Keeping our oceans alive with opportunity

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Plastic will choke Africa’s oceans

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Africa is at a watershed, in that if we do not stop and take action now, we are going to be faced with a massive marine waste problem locally, regionally and with a potential impact globally,” said Dr Linda Godfrey, manager of the Waste RDI Roadmap Implementation Unit at the Centre for Science and Industrial Research (CSRI) in South Africa, at the African Marine Waste Conference 2017, which recently took place in Port Elizabeth in the Eastern Cape. Godfrey paints a disturbing picture of the African continent’s ability to tackle waste management and warns that future challenges will make the task of eliminating plastic waste even more difficult. Calling for immediate action, Godfrey highlights that: The lack of cleansing in African cities results in waste being dumped onto streets, urban rivers and into storm water channels. The lack of municipal waste collection services in many African cities and towns, again results in uncontrolled and illegal dumping in cities and towns. The state of our landfill sites shows that we are disposing of waste in poorly designed sites that allow waste to be reintroduced into the environment. These issues result in waste becoming available to become pollution once again, and that waste is then potentially available to end up in the marine environment. Coastal population explosion Facing an expected increase in urban populations across the African continent who are migrating to coastal cities, the question of how much waste the continent will continue to produce is not being addressed. Mega city growth along the coastlines naturally results in the production of waste in close proximity to our coastline and our oceans. Coupled to the drive to promote marine tourism – the continent is faced with an alarming propensity to produce waste at or near to the ocean. Simply: more tourists generate more waste, primarily in the form of single-use plastic bags and plastic bottles, containers and packaging – all of which have the capacity to ultimately end up in our oceans. Highlighting these concerns, Godfrey stressed the importance of strategy workshops such as the Marine Waste Conference and emphasised the need for immediate action. “There is so much action that can be taken, but the time for action is now,” she said.

Maritime Review Africa JULY / AUGUST 2017

Very little is being done about the estimated 150 million tons of plastic material floating around the world’s oceans. Worse still is the fact that this is likely to increase to 950 million tons within the next 30 years – and scientists warn this is an imminent ecological disaster.

SOURCE: Graphicstock

Dr Sylvia Earle, a multi science award winner and founder of Mission Blue, as well as a National Geographic Explorer, and also an attendee at the conference, believes that it is important for everyone to be aware of why it matters that this waste ends up in our oceans and what the consequences are. “Most of the oxygen that we breathe is generated by the oceans. Ocean creatures take up carbon dioxide … but too much of a good thing is, not only harming the oceans by making the oceans more acidic, but warming the planet. “The carbon dioxide and other gasses, such as methane, are accelerating the warming of the earth; causing polar ice to melt; changing the climate; changing the weather; changing the one place in the universe that is our home,” she said. Seeing waste as an asset Comparing the human race’s ability to generate one-time-use waste to the natural order of the universe where everything is recycled and nothing is wasted, Earle suggested that we learn to see waste as an asset.

“The ocean is our life support system. We have to take care of it. So what can we do to reduce the concept of waste? Instead of regarding waste as a problem, we need to turn problems into solutions,” she said. Earle believes that we need to treat waste as an asset that can be recycled into something useful to be used again. Earle believes that we know enough to solve this problem of waste that arose from a previous lack of understanding and awareness. “We are now armed. We know enough,” says Earle. Don’t waste opportunities The launch of the Operation Phakisa (Oceans Economy) initiative three years ago is showing positive returns in terms of investment in both port infrastructure and related private sector investment in a whole range of projects across the country’s coastline. “However, these developments, and indeed coastal development in general, must be balanced with a need to ensure the health and integrity of our coastal

Keeping our oceans alive with opportunity

and oceanic resources,” says Dr André Share, head of Operation Phakisa (Oceans Economy), Department of Environmental Affairs. “Our oceans are under threat from pollution both from land based activities and sea based activities. The entire oceanic ecosystem is exposed to a wide range of pollution sources, such as illegal dumping practices, spillages from ships, waste disposal from port dredging operations to mining operations, and the discharge of sewage and storm water agricultural run-off and litter from land based sources, despite the existence of stringent rules and regulations for all of the pollutants finding their way into the seas,” says Share. Fairly advanced first world waste management methods may be attractive, but may have one crucial weakness – an apparent severe limitation in terms of generating employment opportunities. This is one of the major issues being grappled with when addressing the issue of waste management in our oceans. But now, for the first time, there is a focus on an African strategy to deal with dealing with marine litter and waste within the African context. Up until now the instruments used to address marine waste have been global in nature, but an African strategy requires African countries to work together to develop this kind of strategy for Africa. “We know the challenges that we are facing and we have to find solutions to solve these challenges ourselves. We need to build on the strengths and the capacity of each country to find African solutions. Our challenges are not unique, but we have to take a different perspective. “We don’t always have the capacity, and the capacity varies from county to country, but marine litter knows no boundaries. We need to work together. There needs to be collaboration. And there needs to be inter- governmental participation if we really want to solve the African challenges of marine waste,” says Share. Marine waste and job creation Thabo Magomola, a director for monitoring and evaluation at the Department of Environmental Affairs (DEA) and a member of a project team tasked with the establishment of a Waste Management Bureau to manage the implementation of the DEA’s strategic waste management programmes, such as the Industry Waste Management Plan, says that there is a missing link between much needed job creation in Africa and current and future waste management strategies.

This requires creative thinking and solutions that respond to developing countries’ need for job creation. According to Magomola, South Africa faces an expected population increase of up to eight million people by 2030. Even more concerning is that within that period the segment of South Africa’s youth aged between 15-29 will have risen to more than 15 million. This will create a massive challenge for job creation across all sectors. “If left unresolved this trend poses the single greatest risk to social stability. Goal 8 of the (United Nations) Sustainable Development Goals seeks the creation of decent work and economic growth. The African Marine Waste Network, launched at the conference, in conjunction with Government and other roleplayers can realise this objective through the adoption of relevant best practices which can be found in Africa,” he said, highlighting the recent launch of a Recycling Enterprise Support Programme within the DEA. Tourism fans pollution Globally tourism is a major contributor to marine waste and Africa is no exception. The African Marine Waste Conference provided South Africa with the opportunity to have a seat at the table and be part of a global initiative, but with an African focus. Specific outcomes were aimed at addressing the issue of marine waste within the tourism industry. According to Mandlakazi Skefile, head of the Nelson Mandela Bay Tourism, certain key practical issues could be implemented almost immediately and would be consolidated for launch this spring, the start of the year’s summer tourism season. The African Marine Waste Conference 2017 was attended by over 200 delegates; including representatives from Africa, the United States, Europe and Norway. The conference provided an opportunity to, not only share knowledge about the effects of plastic waste in the oceans, but also to explore the creative solutions necessary to effectively manage waste from an African perspective. According to the organisers, the main objective of the conference was to provide a launch pad for the development of common strategies across the African continent towards the fight against and hopefully elimination of particularly marine waste at both inland and oceans surrounding the continent.

GREEN MARINE

Agreement aims to boost ocean research

outh African has signed an agreement with the European Union and Brazil to boost investment in ocean research as well as expand scientific knowledge of marine ecosystems. The agreement was signed in Portugal in mid-July by the Minister of Science and Technology, Naledi Pandor who was attending a three-day ministerial meeting on Atlantic research and innovation cooperation. Known as the Belém Statement, the agreement outlines ways in which countries can deepen scientific knowledge of marine ecosystems and the interrelations between oceans and climate change; oceans and food, and oceans and energy systems, as well as the dynamics of the Atlantic Ocean and its interconnected circulation systems from Antarctica to the Arctic. This will build on previous agreements already in place between the three parties. “Our location at the southern tip of Africa, at the confluence of three ocean systems, provides us with a strategic, geographic advantage for the marine sciences, most notably in understanding the climateocean interface,” the Minister said. The new agreement aims to see improved collaboration that will train young scientists and provide opportunities to the next generation of marine researchers. The partnership will also see the development of joint data centres where scientists can share research outcomes.

Cabinet approval for ocean expedition

he August Cabinet meeting approved South Africa’s participation in the Second International Indian Ocean Expedition for 2017 – 2020. The participation will support South Africa’s Chairpersonship of the Indian Ocean Rim Association in 2017/18. South Africa will use its research vessel SA Agulhas II to conduct marine research while training and building scientific capacity for South Africa and East Africa. The gathering of basic long-term environmental data and information will place the developing countries of the Indian Ocean Rim in a better position to conserve the integrity of its ocean and to find ways to unlock their respective potential ocean economies to improve the lives of their citizens.

Compiled from reports by Natalie Janse

Maritime Review Africa JULY / AUGUST 2017

GREEN MARINE

Keeping our oceans alive with opportunity

GREEN WARRIORS

Shark cage diving operators with an eye on the environment “Our every activity is driven by our motto ‘Discover and Protect’. We consciously and actively: operate responsibly with due care for the marine and terrestrial environment; conduct ethical scientific research which contributes to the conservation of species; create conservation awareness amongst locals and visitors; contribute positively to the community and the economy in which we operate; offer fair wages and good working conditions for our employees; contribute positively to the protection of cultural heritage.”

The company has supported some groundbreaking studies on the great white shark, which can ultimately affect conservation decisions at government level. This includes population studies, wound healing and environmental factors affecting our great white sharks.

Shark diving and whale watching company Marine Dynamics Tours, together with sister company, Dyer Island Cruises, operate from The Great White House in Kleinbaai. They provide a fivestar service, expert crew, and an onboard marine biologist educating clients on the Dyer Island Eco system and the Marine Big 5, as well as the wide variety of pelagic birds that they encounter. The companies are aiming to make a difference through research, conservation and education, while protecting the animals and environment on which they rely for a living. They live by their motto, Discover and Protect. The company boats, designed by a naval architect, in consultation with their team who have thousands of hours of experience at sea, are custom made for safety and comfort for shark and whale viewing. The boats are Blue Flag certified because of the their commitment to the environment and safety. Operating environment Close to the southern tip of Africa in Gansbaai, Western Cape, the greater Dyer Island area and the surrounding ocean is a critically important eco-system. About 60,000 Cape Fur Seals

are residents on Geyser Rock opposite the island and they attract the densest population of Great While Sharks in the world. The many sheltered areas of the bay provide the breeding ground for the Southern Right Whales that migrate here from the sub-Antarctic islands between June to December each year. The area is also visited by Bryde’s and Humpback whales, as well as various dolphin species. Wilfred Chivell is a committed marine conservationist in the area and started Dyer Island Cruises in 2000. He bought Marine Dynamics in 2005 and changed the industry dramatically with his investment in the conservation of species, marine biologists, boats and equipment as well as community education. Chivell founded the Dyer Island Conservation Trust in 2006. The Trust now oversees many conservation projects; has supported more than 20 scientific publications and is the first port of call for anyone requiring assistance with a marine animal rescue. The company has supported some groundbreaking studies on the great white shark, which can ultimately affect conservation decisions at government

level. This includes population studies, wound healing and environmental factors affecting our great white sharks. “We have a dedicated research team with dedicated research vessels,” says Brenda du Toit, Public Relations, Marine Dynamics. Creating ambassadors “We encourage our clients to become ambassadors of marine species,” say du Toit. The company has been Fair Trade Tourism certified since 2008. They provide logistical and financial support to the Dyer Island Conservation Trust including crucial fundraising. In addition, Dyer Island Cruises actively supports the Penguin Nest Programme on Dyer Island. The penguin nest project addresses the crucial fledgling stage of the African penguin whose natural breeding habitat, the guano, was harvested for agricultural fertiliser. Other crucial projects include the fishing line bin project for disposal of fishing line and the company is actively involved in addressing marine pollution efforts, as well as hosting many beach clean ups. The company’s staff assists in marine animal and bird rescues including whale disentanglements. Marine Dynamics and Dyer Island Cruises have financially supported the most recent project of the Trust, the establishment of the African Penguin and Seabird Sanctuary, a worldclass rehabilitation facility providing temporary care to seabirds in need with a special focus on the endangered African Penguin. Working with local communities “Besides the 30,000 people we educate through the businesses every year, there is also a focus on working within the local community through various school groups. The Dyer Island Conservation Trust’s Environmental Education Programme known as DEEP works with a dedicated group of young learners. The aim is to expose these young learners to the field of science and conservation and serve as a forerunner for future skills training,” says du Toit. All conservation and community projects are supported by the company’s, Fair Trade Tourism certified, International Marine Volunteer programme. “Volunteers form an integral part of the team and the opportunity to work with the iconic great white shark attracts over 200 students a year. “The Dyer Island ecosystem around which the company works is unique and fragile and it is our priority to ensure the marine life in the area flourishes and remains for many years to come,” says du Toit. By Natalie Janse

Maritime Review Africa JULY / AUGUST 2017

Products and services

BUYER’S GUIDE DECK & ANCILLARY EQUIPMENT ◊ Anchors and Cables

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ◊ Bells

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 ◊ Block & Tackle

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 ◊ Cables

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ◊ Chain

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Fax 021 527 7050 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 ◊ Chain Couplings

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 ◊ Deck Equipment

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 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 ◊ Gear Couplings

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 ◊ Hydraulic Drives

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SAMD (Beele Engineering): Tel 021 788 2212 ◊ Inflatable Buoys and Fenders

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 ◊ Lashing Systems

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400

◊ Chain & Connectors

◊ Launch and Recovery System

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040;

Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Kongsberg Maritime South Africa:

BUYERS’ GUIDE

Products

Services +

Tel +27 21 810 3550 ◊ Lifting Equipment

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com ◊ Mooring Systems

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Grindrod Marine Services Dbn: Tel 031 274 4700; Fax 031 205 9023 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ◊ Net Handling Equipment

List your company’s details here ◊ Portholes

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ◊ Rock Hoppers

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 List your company’s details here ◊ Rope, Fibre

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 ◊ Rope, Wire

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511

8396 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 ◊ Rope, Wire Greases

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 ◊ Rope

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

Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 List your company’s details here ◊ Winch Control Systems

Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 ◊ Winch Couplings

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ◊ Winches, Sales, Repairs

DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrin-

Maritime Review Africa JULY / AUGUST 2017

BUYERS’ GUIDE

Products and services

drod.com

EMERGENCY AND LIFESAVING EQUIPMENT / REPAIRS ◊ Distress Signals, Flares (pyrotechnics)

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 List your company’s details here ◊ Emergency Locating Equipment

SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Escape Route Signs

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

Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 List your company’s details here ◊ Fire-Fighting Equipment

List your company’s details here ◊ Liferaft Service

Novamarine a div of Novagroup:

Maritime Review Africa JULY / AUGUST 2017

Tel 021 506 4300; Fax 021 511 8396 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 ◊ Rescue Craft Davits

Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com List your company’s details here ◊ Safety Equipment

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 ◊ Safety Signs

Radio Holland: Tel 021 508 4700; Fax 021 508 4888 List your company’s details here

ENGINE ROOM AND PROPULSION GEAR / SERVICING ◊ Adjustable Mounting Chock

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

◊ Auxiliary Gensets

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel: 031 000 0050; Cpt Tel 021 959 8200 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com ◊ Bow Thrusters

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

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

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

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online. co.za SA Shipyards: Tel 031 274 1848;

Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com ◊ Engines

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online. co.za Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com ◊ Engine, Gearbox & Oil Coolers

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

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

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrin-

Products and services drod.com

drod.com

◊ Gearbox Sales

◊ Nozzles

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

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

◊ Gearbox Spares, Repairs

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com ◊ General Engineering Repairs

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com ◊ Generators

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online. co.za SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com ◊ Governors

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg Maritime South Africa:Tel +27 21 810 3550 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrin-

◊ Oil Coolers

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

Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com ◊ Pitch Propeller Repairs

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

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

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

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 ◊ Propulsion Systems

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049

BUYERS’ GUIDE

FISHING GEAR ◊ Long Line Winches, Sales & Repairs ◊ Netting, Twines

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400

◊ Spare Parts

◊ Seabed Surveys

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 AIRR: Tel 021 905 4814: Email info@airr.co.za ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 02 959 8200 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

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

◊ Steerable Thrusters

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

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

◊ Spurs Net Cutters

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

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

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

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

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

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

FISH PACKAGING ◊ Cartons

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

List your company’s details here

FISH PROCESSING EQUIPMENT ◊ Blast Freezers

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

◊ Valves

◊ Cannery Equipment

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

List your company’s details here

◊ Water Jets

List your company’s details here

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

◊ Fishmeal Plants

◊ Chillers

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

List your company’s details here ◊ Filletting Machines

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

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

Maritime Review Africa JULY / AUGUST 2017

BUYERS’ GUIDE

Products and services

◊ Gutting Machines

6000; Fax 021 788 5302

List your company’s details here

◊ Computer Systems & Equipment

◊ Ice Makers

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 ◊ Ozone Equipment ◊ RSW Plants

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

List your company’s details here

NAVIGATION COMMUNICATION AND ELECTRONIC EQUIPMENT / SERVICING ◊ Antenna Instruments

Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Automatic Steering

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Autotrawl Systems

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

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

Maritime Review Africa JULY / AUGUST 2017

Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Fish Finding Equipment

ASI Offshore: Tel 021 527 7040;

Fax 021 527 7050 Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ GMDSS Stations

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

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com ◊ Navigation Equipment

Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 ◊ Navigation Light Fittings and Spare Globes

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 ◊ Precise DGPS Positioning

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com ◊ Radio Remote Control

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Satellite Phones and Email

Products and services List your company’s details here ◊ Satelite Phones & Email

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Telecommunications

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Weather & Receivers

Bowman Gilfillan: CPT Tel 021 480 7811; Fax 021 424 1688: DBN Tel 031 265 0651; Fax 086 604 6318

Tel 031 274 4700; Fax 031 274 4996 Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Sea Safety Training Centre: Tel 022 742 1297; Fax 022 742 1365 Unicorn Training School: Tel 031 274 4770 Fax 031 5578 List your company’s details here

◊ Bulk Terminals

◊ Enviromental Services

◊ Naval Architects

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885

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

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

Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 List your company’s details here ◊ Aluminium Technical Information

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

◊ Classification Societies

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

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Allweld Solutions: Tel 021 510 1482; Fax 021 510 8082 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 TETA: Tel 021 531 3064; Fax 021 5313063 ◊ Consultants

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Ataltech: Tel 021 425 4414; Fax 021 419 8367 Offshore Maritime Services: Tel 021 425 3372; Fax 021 425 3379 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Consulting Engineers

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

PROFESSIONAL & SPECIALISED SERVICES ◊ Acoustic Surveys

Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

BUYERS’ GUIDE

Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 ◊ Equipment Selection & Procurement

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn:

◊ Ferry Services

◊ Net Monitoring

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

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

◊ Fisheries Research

◊ Onsite Machining

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Anchor Environmental: Tel 021 701 3420; Email admin@anchorenvironmental.co.za Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752

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

◊ Harbour, Ocean Towage

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

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

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

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

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

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996

◊ P & I Club Representatives

◊ Personnel Agency

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

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

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

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Ataltech: Tel 021 425 4414; Fax 021 419 8367 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

◊ Maritime Training

◊ Seabed Surveys

Konsberg Maritime South Africa:Tel +27 21 810 3550

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885

◊ Marine Surveyors

Maritime Review Africa JULY / AUGUST 2017

BUYERS’ GUIDE

Products and services

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

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

448 3500; Fax 021 447 0895 ◊ Vessel Purchase/Sales

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 ◊ Vessel Management, Crew supplies, Maintenance Planning

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Radio Holland: Tel 021 508 4700; Fax 021 508 4888

PUMPS ◊ Ballast Water Systems

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

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

◊ Spares Procurement

◊ Bilge Pumps

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

◊ STCW 95Training

◊ Fish Pumps & Hoses

Unicorn Training School: Tel 031 274 4770 Fax 031 5578

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

◊ Superintendent (Marine)

◊ Fresh & Sea Water Pumps

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

◊ Ship Registration

List your company’s details here ◊ Surveyors, Hull, Machinery

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

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

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

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

Maritime Review Africa JULY / AUGUST 2017

List your company’s details here ◊ Diaphragm Pumps

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

◊ Marine Pump Sales

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 ◊ Pumping Services

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

AIRR: Tel 021 905 4814: Email info@airr.co.za ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Alignment with Laser: Tel 031 765

1539; email david@awlaser.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Pump Sales & Service

AIRR: Tel 021 905 4814: Email info@airr.co.za ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Hytec Cape: Tel 021 551 4747; Fax 021 551 2575 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 0836 ◊ Spare Parts

AIRR: Tel 021 905 4814: Email info@airr.co.za ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Radio Holland: Tel 021 508 4700; Fax 021 508 4888

SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ◊ 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 Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 ◊ Boat Builders

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

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

Products and services ◊ Cleaning

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Ataltech: Tel 021 425 4414; Fax 021 419 8367 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Cold Metal Repairs

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Cutless Bearings

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 ◊ Diving Services

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Ataltech: Tel 021 425 4414; Fax 021 419 8367 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Drydocking

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com ◊ Electrical Cable Support Systems

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

1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ◊ Electrical Motor Repairs

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

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

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

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Ataltech: Tel 021 425 4414; Fax 021 419 8367

◊ Electrical Installations

◊ Hold Tank 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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Ataltech: Tel 021 425 4414; Fax 021 419 8367

BUYERS’ GUIDE

EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com ◊ Hull Blasting & Painting

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Ataltech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Hydraulic Systems & Equipment

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

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

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 E.R.A.S.E.: Tel 021 949 8955; Fax

Maritime Review Africa JULY / AUGUST 2017

BUYERS’ GUIDE

Products and services

021 946 3178 ◊ Marine Coatings

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SAMD (Beele Engineering): Tel 021 788 2212 ◊ Marine UPS Inverters

EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Konsberg Maritime South Africa:Tel +27 21 810 3550 SAMD (Beele Engineering): Tel 021 788 2212 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

031 206 0252

◊ Ultrasonic Cleaning

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 ◊ Underwater Welding Repairs

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231

◊ Steel Works

◊ Pipe Fittings: Pipes

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

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

◊ Stern Bearings

◊ Underwater Systems

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

◊ Stud Welding

◊ Welding Repairs

◊ ROV Services

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

◊ Rudder Repairs/Surveys

◊ 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 SAMD (Beele Engineering): Tel 021 788 2212 ◊ Refridgerated Dryers

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

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

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

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

List your company’s details here ◊ Ship Painting

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Ataltech: Tel 021 425 4414; Fax 021 419 8367

Maritime Review Africa JULY / AUGUST 2017

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

◊ Sterngear

African Bunkering and Shipping: Tel 031 579 2532 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Ataltech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com ◊ Tank Blasting & Coating ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

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

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

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

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

Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Lubricants

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 SABT (Pty)Ltd: Tel 021 551 9588; Email bunkers@sabunker.com

◊ Launches, Helicopters

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

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

◊ Oil Pollution Abatement / Cleanup

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

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

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com ◊ Spare Parts African Marine Propulsion: Tel 021 801

0898; Fax 086 219 0206 AIRR: Tel 021 905 4814: Email info@airr.co.za ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

Celebrating 15 years of reporting on the maritime industry

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

S15197

A trusted industry leader For more than 90 years, Scawâ&#x20AC;&#x2122;s HaggieÂŽ Steel Wire Rope has been a leading supplier to the marine and off-shore industries. Experienced teams of qualified engineers with extensive experience in all aspects of steel wire rope and chain products are on call to provide on-site inspection to advise and support on the selection, handling, installation and maintenance of products vital to driving safety, productivity and profit.

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