Maritime Review Africa JulyAugust 2016 by More Maximum Media

JUL/AUG

2016

OFFSHORE BUNKERING New ship-to-ship bunkering opportunities offshore South Africa attract attention from international and local operators.

ON THE COVER

AUDITED POWER Barloworld Power has become the first Caterpillar Power Systems dealer in Africa to achieve the Caterpillar Gold Level Marine Service Assessment status, as certified by Det Norske VeritasGermanisher Lloyd (DNV-GL). Barloworld Powerâ&#x20AC;&#x2122;s capability to provide solutions was illustrated in the order from Southern African Shipyards to supply and support all the power requirements for the tugs for Transnet National Ports Authority.

MARITIME REVIEW AFRICA EDITOR: Colleen Jacka editor@maritimesa.co.za SUB-EDITOR: Natalie Janse natalie@maritimesa.co.za ADMIN & ACCOUNTS: Lesley Jacka admin@maritimesa.co.za ADVERTISING SALES: INTERNATIONAL & NATIONAL admin@maritimesa.co.za 021 914 1157 021 914 3742 WESTERN CAPE Louise Hyam capesales@maritimesa.co.za 082 881 7099 NAMIBIA Nelle du Toit namibia@maritimesa.co.za +264 (081) 683 3542 CONTRIBUTORS: Steve Saunders, Brian Ingpen, Claire Attwood, Dave Japp, Natalie Janse.

LAYOUT & DESIGN: Marilise Engelbrecht design@mmmmmedia.co.za OFFICE: 021 914 1157 021 914 3742 POSTAL ADDRESS: PO Box 3842 Durbanville 7551 COPYRIGHT: No content published in Maritime Review Africa may be reproduced in any form without written permission of the editor. Inclusion of any products in features or any product news does not indicate their endorsement by the publishers or staff. Opinions expressed in the editorial are not necessarily those of the publishers, editors or staff of the magazine. Every effort is made to check the content for errors, omissions or inaccuracies, but the authors, publishers and contributors connected with the magazine will not be held liable for any of these or for consequences arising from them.

CONTENTS IN DEPTH INDEPTH 06 The recent announcement that a R3.3 million project is to commence to excavate the wreck of the Nieuwe Haarlem, a Dutch vessel that ran aground on 25 March 1647, highlights the rich maritime heritage that is literally sunk along the South African and African coastline. Natalie Janse takes a deeper look at what this could mean for the development of a new niche in the maritime industry given the current focus on expanding the Blue Economy under initiatives such as Operation Phakisa. COLUMNS FISHY BUSINESS 10 Shaheen Moolla asks if we should be reconsidering the manner in which fishing quotas are allocated. He says that not all fisheries are the same and must be treated (and therefore) managed differently. THROUGH THE LENS 13 Claire Attwood reports back on the one-day FishSA Conference held in Cape Town recently, which provided an opportunity for delegates to learn about a broad spectrum of topics and issues that are pertinent to the industry. SCIENTIFICALLY SPEAKING 16 Ryan Palmer opens the window on the uThukela muddy shelf edge to reveal a unique and hugely diverse seabed ecosystem. With increasing pressure for economic growth within the marine sector, it is essential that policy makers are provided with scientifically sound advice on which to base management decisions such as where to place marine protected areas and where they will be most beneficial, at the lowest cost to industry. TAKING B-BBEE ON BOARD 18 Kgomotso Selokane opens up the discussion on B-BBEE in the maritime sectors with the aim of unpacking the scorecard and highlighting how to integrate the policy into your organisation in a truly fulfilling way. MARITIME MEMORIES 42 Brian Ingpen writes about a time when three, even four, fruit ships were loading, mainly for Britain and Europe, with others waiting in the roadstead for a loading berth to become available. FEATURES BUNKER INDUSTRY UPDATES 19 • Offshore bunkering vessel moves onto SA Flag

Published by More Maximum Media

• Migrating to Skype as Yahoo ceases • Low sulphur cap could be enforced by 2020 • Appointment to IBIA Africa EXCO board • A united drive for the use of LNG as a marine fuel • Merger approved • IBIA in Africa Regional Forum scheduled for September MARINE ENGINEERING 26 • Tug build project continues to deliver • Boat building academy relocates • Briefs • Cover story: Setting the standard for power delivery • Product news: Medium series screw compressor packages • Gantry system and sampling tool for De Beers Marine • Namibian ship repairer engages with union over retrenchments • An emphasis on quality management • Gearing up for newbuilds in Africa • Barge puts Kenyan vessel building on the map • Custom craft for record attempt • Marking a strengthened position in the boat building sector • Durban RIB boats gain local and international recognition • Adaptable hulls and 3D printing are the future of shipbuilding • Angola orders new fisheries research vessel • Reinvesting despite economic climate • Merger approved • Shipyard seeks stakeholders and investors • Multi-mission vessel on order for Morocco • Mozambique representation for Volvo MARITIME NEWS AFRICAN NEWS 40 • Strengthening maritime domain awareness through collaboration • Maritime cluster supports maritime entrepreneurs • South African seafarers assured of compliant certificates • Plans for port building upgrade in Namibia • Vehicle export milestone for Port of East London • Small vessel tracking trials prove successful • Reflagged and renamed • Gulf of Guinea records huge jump in piracy incidents and sophistication • Upgrade allows for 24-hour operations in Libe-

ON THE COVER Barloworld Power has become the first Caterpillar Power Systems dealer in Africa to achieve the Caterpillar Gold Level Marine Service Assessment status, as certified by Det Norske Veritas-Germanisher Lloyd (DNVGL). Barloworld Power’s Marine facilities in Cape Town and Walvis Bay, which sell and support

both Cat® and MaK engines, underwent separate audits for each product line and came out with scores at Gold Level in all categories. The audit by DNV-GL is carried out against Caterpillar’s Marine Service Assessment (MSA) standards. The MSA was established in 2010 to help Cat dealers

PEOPLE AND EVENTS NEWS 50 • Massive milestone for Mission • MD position made permanent at Kenya ports • Shipping stalwart takes up the reigns at SAMTRA • World Maritime Day 2017 theme announced • Sea Cadet mid-year camp a success • Contributing to the future of the Sea Cadets • Partnering to bring Hope • Book ship a hit in South African ports • Debating the merits of mediation in shipping disputes • Acknowledging the contribution of seafarers • Supporting Eastern Cape schools • Seeking to develop the ocean economy at tertiary level • Appointments

ON THE QUAYSIDE ON THE QUAYSIDE • On the quayside with Malcolm Hartwell • The people have spoken

GREEN MARINE NEWS AND UPDATES 51 • Africa participates in World Oceans Day • GREEN WARRIOR: Mitigating against by-catch on a global level • Environmental crime is growing globally • New contract to tackle spill response • Ghana gets tough on port pollution

improve their marine service capability. Service quality levels are measured separately for Cat and MaK engine service operations on the basis of almost 100 requirements that every official Cat dealer must meet. These encompass service operation excellence, marine product knowledge and expertise, leveraging of global dealer best practice, and global marine industry recognition. See the full story on page 29

28 37

JULY / AUGUST 2016

rian port • Road rehabilitation on track in Port of Durban • Diving learnerships funded from discretionary grant • Nigeria to get tough on cabotage laws • New car terminal eases operations in Port of Takoradi • Nigerian maritime sector seeks USA input for capacity building initiatives • New cranes for Benin’s primary port • Tanzanian island’s fishing infrastructure improved • Transformation of the South African deep-sea trawling industry • IMO interacts with Africa • Innovative design improves manganese exports • Fisheries crime academy to tackle illegal fishing • Straddle carrier swap ahead of windy season

Comments from the editor

COMMENT

EXPRESSIONS

The Port of Saldanha Bay, which is being developed to serve the offshore oil and gas industry, forms part of the Transnet Expressions of Interest issued during June to create a ship and rig repair centre on the West Coast of South Africa. The closing date for submissions was the beginning of August.

An international maritime journalist recently referred to a comment that the vice president of Hyundai Heavy Industries made 12 years ago when he is said to have noted that he looked forward to the day that they (South Korea) were not the world’s top shipbuilding nation.

he comment speaks to shipbuilding as an economic indicator; highlighting that a nation that takes up the rank as the biggest shipbuilding nation, is necessarily one where labour is cheaper. The vice president was clearly hoping to see South Korea evolve as an economy beyond the point of cheap labour being their unique selling point. It’s an interesting discussion to start in the context of African shipbuilding – where a drive towards beneficiation of resources; industrialisation and employment growth are seen as keys to unlocking the potential of the continent. It’s also interesting in light of trends towards more sophisticated, automated and efficient shipbuilding technologies that will produce customised vessels, in less time and with less labour. Read about some of these technologies on page 40 where we highlight key points emphasised in a publication released by Lloyds Register, QinetiQ and the University of Southampton. In South Africa, the big shipbuilding news has yet to be announced. The sector is poised to discover who will benefit from the South African Navy’s Project Hotel and Project Biro newbuild contracts. Despite having anticipated an announcement earlier this year, some believe that this is likely to coincide with the annual Africa Aerospace and Defence Show in September. In the meantime Angola has announced the order of a new fisheries research vessel from Damen and the Royal Moroccan Navy will take delivery

Maritime Review Africa JULY / AUGUST 2016

of a Hydro-Oceanographic Multi-Mission vessel from Piriou in 2018. Bids also closed to supply the Tanzanian Port Authority with a tug and a floating crane in May this year while the Kenyan Port Authority’s tender for the supply and commissioning of a security patrol boat closed in April. Appropriate infrastructure is a prerequisite for the shipbuilding and ship repair sector. The South African sector in terms of drydocking, quay space and draft alongside has traditionally relied on Transnet infrastructure, but the arrival of a private floating dock in Durban during July for Dormac (featured as our cover story in the May/June issue) as well as the calls for private sector involvement in infrastructure in the Port of Saldanha Bay, Richards Bay and Port Elizabeth heralds a shift that Malcolm Hartwell believes will spur the desired development envisioned under Operation Phakisa. As the new head of Transport for Norton Rose Fulbright, Hartwell has been keen to champion the objectives of Operation Phakisa despite some resistance from industry. I spoke to him at length about a myriad of topics in the maritime transport sector, but the focus of our On the Quayside article with him revolves around his involvement with Operation Phakisa. We have been collecting responses to our survey on Operation Phakisa since its inception in 2014 and include an overview of this on page 56. Although we plan to keep the survey active, it is interesting to note that the majority of

the respondents believe that the goal of creating one million jobs and reaching a contribution of R1.7 billion to GDP for the maritime sector by 2033 is realistic. You can still participate in this and other surveys by clicking on links from our home page (www.maritimesa.co.za). With only two more issues to publish before the end of the year, we have much more information and topics to debate. But you don’t need to wait for the print magazine, which only comes out once every two months – you can sign up for our weekly newsletter or like our Facebook page to keep abreast of with news in the maritime sector on a more immediate bases. As always, we welcome your input and contributions to topics that you feel need to be addressed. Colleen Jacka, editor

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

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

In these tight financial times it is important for any company to recover funds wherever they can. To not do so, is to ignore your fiduciary duties. Recover 20% of your levies by reporting back on training that was completed and which is still to be implemented. Improve your BBBEE scorecard. Larger companies simply cannot afford to miss this opportunity to improve on the BBBEE standing – irrespective of the levy return. Fishing companies involved in the FRAP process need to be active on the SETA system. Benefit from opportunities for Discretionary Grants for learnerships, apprenticeships and skills programmes. Invest in your employees to grow and improve your company.

How do I participate? A useful starting point is to check with your accountant whether you are registered for and paying levies (SDL). If you are, it is critical that you contact your SETA to start participating. If you are in transport (air, sea, land) call the Transport Education Training Authority (TETA), Maritime Chamber (021 531 3064) and we will determine how best you can be assisted. If you are registered with TETA, the Maritime Chamber will assist you to comply and submit to TETA irrespective of the chamber you are in. Once you are in the system we will transfer you to the correct chamber.

Only once you are in the system will you be heard and derive the maximum beneﬁt.

EXPRESSIONS

Quay quotes

KEEL HAULED

APPLAUD

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

Applaud We applaud the volunteers onboard the Logos Hope who sail around the world at their own expense and participate in outreach programmes in the countries that they visit.

Keelhauled This issue we keelhaul the South African Maritime Safety Authority for allowing the situation to develop that resulted in the inability to issue Seafarer Certificates timeously and left local seafarers facing a lack of income as they were placed on unpaid leave.

ADVERTISERS’ INDEX

QUAY QUOTES 06 “This is absolutely surprising to me. You have a huge coastline and very little marine study in comparison is being undertaken. There is a demand for it here in Africa. This is living proof that the seas around the African coast can still contain hugely important shipwrecks and other materials. This is world heritage,” says Bruno Werz, historian and maritime archaeologist as well as the executive director of the African Institute for Marine and Underwater Research, Exploration and Education (AIMURE). 10 “A viable alternative to a Section 18-type quota allocation scheme is an individual transferrable quota (ITQ) scheme. The principal difference between the current scheme and an ITQ/ FTQ scheme is that with ITQ’s fishing rights are more freely tradable and saleable,” writes Shaheen Moolla. 13

“Dialogue can sometimes be destructive. You need to quite quickly convert the dialogue into action. That sort of process can be designed and fostered to achieve quite rapid results,” states Andrew Boraine, CEO of the Western Cape Economic Development Partnership.

16 “All the available information to date indicates that the uThukela muddy shelf edge should be protected, but nobody has actually been there to see what it looks like. It is not the easiest place to access and very little of the system has ever been explored by visual means,” says Ryan Palmer, the ACEP technical and scientific manager and the Programme’s ROV pilot. 21

“This has just kicked the bunker industry in the nuts,” said an industry stake holder.

African Bunkering and Shipping

African Maritime Services

Barloworld OFC

25 “Everybody is calling for alternatives to reduce environmental impacts. That’s why we have joined forces to actively promote LNG as a key fuel in maritime transport. LNG has the potential to take a 10 percent market share of global bunker demand by 2030. ENGIE will contribute

Who is saying what in the maritime industry

to achieving this target,” says Philip Olivier, CEO of ENGIE Global LNG.

“The increased bollard pull of these new generation tugs meets international standards and they also feature the latest global technology,” said TNPA programme manager Eugene Rappetti.

30 “We are extremely pleased to have concluded an amicable agreement with the union regarding the retrenchment process, following some two months of constructive engagement and negotiation. To arrive at a mutually agreed solution is a positive step forward for both parties; as well as being in the best interests of our employees,” says Hannes Uys, Chief Executive Officer at EBHN. 32 “No such boat has ever been designed. What I will be doing a lot of people will find scary, but the ocean is the place where I feel most comfortable,” states Chris Bertish, world renowned surfer and sailor. 36 “Less time will be spent, higher-quality control will be achieved, and less waste will be produced. Increased processing power and data storage capacity, big data analytics, and human-computer interface are the major technological changes that will speed up ship design cycles,” writes the authors of the Global Marine Technology Trends 2030 publication. 42 “The OASIS project, through the use of the Identifiers, provided very valuable information to SAMSA related to the capability of detecting, tracking and monitoring of small vessels in the trial areas,” said Captain Karl Otto, Executive Head, Centre for Sea Watch & Response, SAMSA. 43 “The Gulf of Guinea is understood to be the most dangerous region in the world for seafarers. A report by Oceans Beyond Piracy revealed that there have been 32 kidnaps for ran-

Marine Radio Accoustic Devices

Mvano Marine

Nova Marine

P&I and Associates

Peninsula Power Products

Radio Holland

TOUGH ROUTE

AGOA ACCESS

DEBT FORGIVENESS

The Volvo Ocean Race’s 2017-2018 competition will push the yachts and crews to the limits during the ninemonth around-the-world race. The new route will be the longest ever at over 45,000 nautical miles, crossing four oceans and taking in 11 major cities on five continents. This year, around 12,500 nautical miles of the race will be in the Southern Ocean, the fast-moving, ice cold waters around the Antarctic where, unhindered by land, some of the deepest weather depressions generate giant waves and heavy winds that can peak at over 130 km/h.

South Africa has resolved all the issues to guarantee its access in AGOA until 2025. The issues relating to the three meats have been resolved thus paving a way for continued preferential access into the US market for the duration of AGOA. The priority remains leveraging market access opportunities that arise from AGOA and there are currently no discussions on a Free Trade Agreement with the US within the Southern Africa Customs Union.

Press reports reveal that the Chinese authorities will forgive $30 million yuan ($5 million) of Mozambique’s debt to China under an agreement signed in Maputo during June by Mozambique’s Deputy Minister of Economy and Finance, Maria Isaltina Lucas, and the Chinese Deputy Trade Minister, Zhang Xiangchen. The debt cancelled is part of a Chinese loan bearing no interest.

Sachal & Stevens Scaw Metals Seascape

OBC 31, 34, 37, 41

SMD Telecommunications

SMIT Amandla Marine

Southern Power Products

Subtech

TETA

Maritime Review Africa JULY / AUGUST 2016

Quay quotes

EXPRESSIONS

TRANSNET RESULTS Year ending 31 March 2016

44 “We are currently repositioning the maritime industry and our dream is to be the hub of maritime activities in Africa,” said Director General of the Agency, Dr Dakuku Peterside. 48

“Their single Burmeister & Wain diesel engine drove them along at 17 knots, similar to the service speed of some of the company’s older mail ships of the time and they were ordered never to overtake a mail ship in daylight,” writes Brian Ingpen.

“South Africa has a large EEZ and a long coastline that is difficult to monitor. We therefore need to be on the forefront of ocean research – an area where many young South Africans can participate,” said Nosipho Ngcaba, Director General of the DEA.

55 “I am finding it more and more difficult to get industry to have a discussion with us about Phakisa when they have been banging their head against a brick wall and getting nowhere. Changing this perception is a challenge, but it needs to change in order for us to move forward,” claims Malcolm Hartwell, Head of Transport for Norton Rose Fulbright.

REVENUE up 1,7% to

CASH generated up 1,7% to

Group operational

R62,6 bn

R27,7 bn

15,9%

CONTAINER TERMINALS

som during 2016 in the Gulf of Guinea, surpassing the total number of incidents, 19, recorded by the International Maritime Bureau (IMB) for 2015,” says Stuart Edmonston, Head of Loss Prevention at UK P&I Club, together with Hellenic War Risks and Terra Firma Risk Management.

EFFICIENCY increased by

Measuring moves per ship working hour

Increase from 48 to 66 Pier 1:

Increase from 48 to 53 Pier 2:

Increase from 58 to 63 Increase from 49 to 53

57 “I always loved the sea more than anything else. Seeing its current condition, in many areas in Morocco, I feel that a part of me is fading away. We need to act urgently and effectively to protect and conserve the ocean, and raise awareness of the problems it faces and what dramatic consequences it will engender, in order to become better stewards of our oceans,” states Mohammed Wahabi, a 19-year-old university student majoring in trade and management from Morocco. 59 “This position is dealing with a variety of projects, with people working across the globe, in different time zones and different languages. I think it is going to be challenging to bring everyone onto the same page and under the short time-frame of the project to achieve all that we have set out,” says Bronwyn Maree, the Seabird Bycatch Project Coordinator for the Common Oceans Tuna Project.

M A R K E T D E M A N D S T R AT E G Y

“We are going to take adequate measures against the vessel because it is an international regulation that you should inform the port authority when there is a leakage on your tank and they failed to do that so the appropriate measures will be put in place,” said The Director of Tema Port, Jacob Adorko.

on maintenance and acquisition of

cranes, dredgers, tugs, and straddle carriers

MARITIME HOSPITAL

MARITIME M.PHIL

An International Maritime Hospital is being constructed in Ghana at a cost of $20 million. The maritime hospital, which has a 130-bed ward will provide cardiology, dental, dialysis treatment and other emergency healthcare. “All the equipment that we are putting in the international maritime hospital is state of the art and we believe that it’s worth it because these are equipment that will stay for time to come,” said the Director General of Ghana Ports and Harbours Authority.

The World Maritime University (WMU) and IMO International Maritime Law Institute in Malta (IMLI) are launching a ground-breaking new degree programme leading to the degree of Master of Philosophy in International Maritime Law and Ocean Policy. The first intake will be in September 2017. The programme has been designed to ensure the future sustainability of the world’s oceans in accordance with the UN 2030 Agenda for Sustainable Development.

ELECTRICITY consumption

FUEL consumption

CARBON emissions

7,5%

6,5%

7,9%

Maritime Review Africa JULY / AUGUST 2016

IN DEPTH

Maritime archaeology

Maritime archaeology: a sunken opportunity? The recent announcement that a R3.3 million project is to commence to excavate the wreck of the Nieuwe Haarlem, a Dutch vessel that ran aground on 25 March 1647, and is believed to be directly responsible for the Dutch ultimately establishing a refreshment station at the Cape, highlights the rich maritime heritage that is literally sunk along the South African and African coastline. Natalie Janse takes a deeper look at what this could mean for the development of a new niche in the maritime industry given the current focus on expanding the Blue Economy under initiatives such as Operation Phakisa.

he search for the Nieuwe Haarlem is the brainchild of Bruno Werz. Werz is a historian and maritime archaeologist as well as the executive director of the African Institute for Marine and Underwater Research, Exploration and Education (AIMURE). He established AIMURE in response to the fact that tertiary institutions no longer offer marine archaeology as a field of study to students as well as the fact that projects to explore and preserve our maritime heritage are seldom pursued. According to Werz, “Everybody sits on their money because of a lack of interest or because of a different outlook. Most people (locally) just don’t see the value of maritime archaeology. I get regular requests from the rest of Africa, asking where they can study maritime archaeology because it is such an interesting topic and they would like to become involved.”

During the late 1980s Werz was appointed as a senior lecturer at the University of Cape Town in underwater archaeology. During his tenure at the university he undertook a number of projects including the excavation of the Oranjemund in Namibia as well as the retrieval of artifacts from the Oosterland and Waddinxveen.

the quest to find the Nieuwe Haarlem require a multi-disciplinary approach. There are many opportunities for job creation and skills development across many fields within the maritime industry. Geoscience, oceanography, geology, diving, surveying, chemistry, IT skills, diving, salvage and many more are all skills required during an excavation project of this nature. It is, by all accounts, a salvage operation with a fascinating historical spin. And yet Werz says he struggles to get the buy-in from the local industry who probably do not see the potential for skills development. Perhaps the call for straight sponsorship of a project of this nature needs to be tempered with a proposal that outlines the opportunities for scarce skills development particularly amongst those sectors where the government is aiming to foster economic growth.

Tourist draw card Maritime tourism is not being given enough focus within the drive to grow the Blue Economy and the discovery of wrecks along the coastline provide useful opportunities to explore prospects in this regard. Wrecks such as these provide many beau-

tiful and interesting artifacts and yet some of the artifacts that were recovered from the Oosterland and Waddinxveen are not on display in any South African museum. They are locked away, out of sight, and are definitely not being used to promote South African maritime tourism in any way. Two identical pair of bronze canons were removed from these wrecks and initially displayed in the in the original maritime museum at the Waterfront. “The maritime museum closed its doors and everything was locked away. And I think that is a disgrace because if you look at the material, you have a beautiful collection and a beautiful draw card for tourism,” says Werz.

International interest According to Werz there is much interest for the project to find the Haarlem from outside of South Africa. CNN is believed to be interested in the story, and a Dutch television crew is due in South Africa later in the year to film a documentary. The previous discoveries relating to the Oosterland and Waddinxveen spurred the creation of a coffee-table book that had to be published in the Netherlands due to lack of interest locally. Despite all the proven international media interest, however, South African maritime companies continue drag their feet when approached to get involved. Werz believes that South Africans are still very much focused on the interior. “This is absolutely surprising to me. You have a huge coastline and very little marine study in comparison is being undertaken. There is a demand for it here in Africa. This is living proof that the seas around the African coast can still contain hugely important shipwrecks and other materials. This is

Despite international interest in these projects, however, the university chose to close the department. Given the potentially huge global interest in maritime archaeology and the artifacts that often become tourist attractions, it is a sad indictment that no real effort seems to have been made to continue the curriculum and pursue the obvious tourist agenda that could arise from a thriving archaeology community.

A multi-disciplinary approach Marine archaeological projects such as

Maritime Review Africa JULY / AUGUST 2016

Interesting and priceless artifacts retrieved from the wreck of Oosterland and Waddinxveen. These have been catalogued in a coffee table book published in the Netherlands, but no longer on permanent display.

Maritime archaeology

world heritage,” he says. Although South Africa has a rich maritime history and, apparently, a largely undiscovered one waiting to be accessed; it would seem that until now little attention has been paid to the value of that maritime history and what it could offer to the South African economy in the form of job opportunities, collaboration prospects and tourism. In that light the excavation of the Nieuwe Haarlem, may end up being a missed opportunity for the maritime industry and

“You have a huge coastline and very little marine study in comparison is being undertaken. There is a demand for it here in Africa. This is living proof that the seas around the African coast can still contain hugely important shipwrecks and other materials. This is world heritage.” Operation Phakisa in particular. AIMURE aims to pursue similar projects in the future. And, with the allure of comparable findings, it makes sense for the

Local initiative to showcase maritime heritage

he V&A Waterfront in Cape Town recently launched an imaginative initiative called Museum Night, where various museums, both temporary and permanent, stay open in the evenings to attract both locals and tourists to the Waterfront. The Iziko Maritime Museum, along with the John H Marsh Maritime Research Centre, form part of this initiative. The Maritime Museum itself was closed for a period, but has been re-homed in the Union Castle building within the Waterfront. Sadly the Maritime Museum occupies a significantly smaller area and is certainly more hidden from the public eye than it was in its previous location.

IN DEPTH

An interesting project on display at the John H Marsh Maritime Research Centre is an exhibition a, also with a maritime archaeology focus: the search for the Meermin. Interestingly, the British Museum in London recently launched a scheme aimed at encouraging divers to report archaeological finds that they may discover while diving. The scheme evolved from the realisation that each year divers, fishermen, recreational boat users and other coastal visitors discover many interesting objects and sites while at sea, but until now had no way to centrally record them for the wider public benefit. As part of the scheme, a support team

maritime industry and government to seek ways to become involved to maximise any opportunities for job creation, skills development and historical value for this generation and generations to come.  comprised of archaeological experts will research each of the finds submitted to discover more about its origins and history. The information will be published on a public database that is available for all to access. The database provides opportunities for wider research and awareness as it is openly accessible to anyone interested in learning more about the history hidden under the waves. Central to the Marine Antiquities Scheme is a simpleto-use app that makes recording finds an easy process and gives finders immediate feedback as well as instructions on their statutory obligations, including the need to report any wreck to Receiver of Wreck.

Maritime Review Africa JULY / AUGUST 2016

IN DEPTH

Maritime archaeology

Shipwreck highlights South African maritime heritage

he fascinating story of the Nieuwe Haarlem, a Dutch vessel which ran aground in Table Bay over 350 years ago and ultimately resulted in the establishment of a halfway house in the Cape, will be more accessible to the public with the launch of a book, The Wrecking of the Haarlem, later this year. Author, Bruno Werz, an historian and marine archaeologist, as well as chief executive of the African Institute for Marine and Underwater Research, Exploration and Education (AIMURE), has been working on the project since 1989. According to Werz the writing of the book began as a hobby. He had been working on it on and off for many years and eventually decided that he had gathered so much information on the Nieuwe Haarlem and the role it played in the creation of a refreshment station at the tip of Africa that he felt it was time to share the story. “I am glad I did it because the history of the ship is of great importance to the country,” said Werz. He hopes that the book will serve as a tribute to the country’s history and will make people realise that there is a little bit more to that particular piece of history than previously thought. “What always struck me about this was that a lot of people think that suddenly, out of the blue, this Jan van Riebeeck appeared here and decided to create a refreshment station and very few people know what the cause of that was. So the history of the Nieuwe Haarlem is very, very interesting. I think it is of great significance to the history of the country,” says Werz, who believes that he has discovered the location of the wreck.

vessel. An extensive desktop study, as well as in-depth archival research and a geophysical and archaeological survey have already taken place in order to establish the exact location of the wreck. It is expected that test excavations will be carried out later this year as part of an exciting project announced by AIMURE recently. The Institute will undertake a R3.3 million research project aimed at identifying and excavating the wreck of the ship over the next five years. A permit for a survey to establish the exact location of the wreck has already been issued by the South Africa Heritage Resources Agency and three points of interest established that may well point to the buried shipwreck. Werz is confident that the chances of locating the wreck are more than reasonable, but believes that the importance of the project to contributing more knowledge to the roots of modern day South African society make the work significant even in the absence of a find. AIMURE is registered with the Social Development Department and is a non-governmental and non-profit organisation. Its main objectives are to study aspects of the marine and underwater environment around and on the African continent, focusing on

Locating the wreck Werz has spent years researching the Nieuwe Haarlem, including transcribing and translating a fragment from a journal kept by one of the commanding officers aboard the

Bruno Werz has a long trade record as a marine archaeologist and aims to find the Nieuwe Haarlem.

Maritime Review Africa JULY / AUGUST 2016

scientific research with an emphasis on maritime archaeology.

Shipwrecked The Nieuwe Haarlem was a trade vessel belonging to the Dutch East India Company (DEIC). It was sailing from Batavia back to the Netherlands, in the company of two other ships, when it ran aground in Table Bay. Attempts were made to get the ship off the sand, but to no avail. A decision was made by the commanding officers of the three vessels that half of the crew of the Nieuwe Haarlem would travel back to the Netherlands aboard the other two vessels. The remaining half were tasked to salvage as much as they could from the vessel and stay behind under the command of a junior merchant, Leendert Janszen. “There were 62 of them in total and they stayed approximately one year before being picked up by the annual returning fleet from Batavia,” says Werz who adds that in that time they built a temporary shelter, grew crops and became acquainted with the Peninsula Khoikhoi, the indigenous hunter-gatherers in the area.

A favourable report On his return to the Netherlands Janszen was instructed by the DEIC to compile a report on the feasibility of setting up a halfway house at the Cape. It was the positive feedback offered by Janszen in this report that led to the DEIC setting up a refreshment station at the tip of Africa. Jan van Riebeeck was ultimately the man sent to establish this refreshment station, but none of that would have been possible without the accidental arrival of the Nieuwe Haarlem at the Cape and the efforts made by Janszen and his crew to create a life in a strange and hostile land. This is a story of great significance to the history of the country. “Basically the roots of your multi-cultural, multi-racial society can be traced back to the Nieuwe Haarlem,” says Werz. By Natalie Janse

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FISHY BUSINESS

Shaheen Moolla discusses the fishing sector

Is it not time to consider a change to the current system of fishing quota allocations? It is practically impossible these days to talk about South African fisheries management without directly (and repeatedly) referencing a fishing rights allocation process. My last article focused on the conclusion of the 2013 fishing rights allocation appeals process, which took an astonishing 10 months to complete. I hasten to add that the process is not entirely complete as Minister Zokwana continues to prepare formal reasons for his decisions as these requests are filed by appellants in the traditional line fishery.

nd as anticipated, the 2016 fishing rights allocation process – involving nine separate fisheries and fishing rights with an estimated value of R40 billion – is running behind schedule due to the substantial administrative burden of undertaking these types of processes, involving more than 5,000 applications.

Reconsidering the process Shortly after the completion of the successful 2005 long-term rights allocation process, we recommended that South Africa reconsiders how it deals with fishing rights allocations. Such processes are not only extremely expensive and administratively burdensome, but deter growth and investment in fisheries due to the disruptive and unpredictable nature of fishing rights allocation processes. Our point of departure remains the premise that not all fisheries are the same and must be treated (and therefore) managed differently. The Marine Living Resources Act, 1998 (MLRA) presently recognises that

Fishing Rights Policy was not in congruence with Section 21 of the MLRA and policy could never contradict a statute. However, the Carina Fisheries judgement did not nullify or declare the 2009 Transfer Policy unlawful or invalid. Rather, the court stated that non-compliance with the Transfer Policy could be considered a violation of the permit conditions, which could attract a sanction under Section 28 of the MLRA.

Revisions required Allocating fishing rights under Section 18 of the MLRA and having these “rights” constrained by provisions such as Section 21 of the MLRA and the 2009 Transfer Policy does require revision. The current DDG of Fisheries Management, Siphokazi Ndudane, has stated in public that she believes that the MLRA is outdated and requires revision. So what is the alternative to the current Section 18 fishing right and Section 21 construction, which applies equally to every single commercial and small-scale fishery?

A viable alternative to a Section 18-type quota allocation scheme is an individual transferrable quota (ITQ) scheme. The principal difference between the current scheme and an ITQ/FTQ scheme is that with ITQ’s fishing rights are more freely tradable and saleable. a “right” issued under section 18 of the MLRA is required for the commercial (and small-scale) harvesting of any fish species. A fishing right may be allocated for a maximum period of 15 years. The much confusing Section 21 provides for the “transfer” or leasing of fishing rights subject to ministerial permission. Although the MLRA recognises the possible leasing of fishing rights by some form of tender process ostensibly via the non-existent Fisheries Transformation Council, fishing leases have never been attempted since 1998.

Transferring rights What is meant by the transfer of fishing rights under section 21 was recently given some certainty and clarity by an unreported judgement of the Western Cape High Court in the matter of Carina Fisheries CC vs Glenda Clarke & Others. The court in the Carina Fisheries matter essentially ruled that the sale of members’ interest (or the transfer of shares in a company) could not be considered a “transfer” of a fishing right under Section 21 of the MLRA and the 2009 Transfer of Commercial

Maritime Review Africa JULY / AUGUST 2016

A viable alternative to a Section 18-type quota allocation scheme is an individual transferrable quota (ITQ) scheme. The principal difference between the current scheme and an ITQ/FTQ scheme is that with ITQ’s fishing rights are more freely tradable and saleable. ITQ schemes are intended to reduce overcapitalisation; promote conservation of stocks; improve market conditions, and promote safety in the fishing fleet. As with the current Section 18 rights scheme, ITQ programmes also guarantee a percentage of the catch, thus generally slowing or eliminating the “race to fish” and allowing fishermen flexibility over the rate and timing of their fishing. A key criticism of the ITQ scheme is that it can result in the exclusion of small-scale fishers and an increase in coastal unemployment, particularly because fishing rights are tradeable and saleable. Recognising the broad advantages and the specific negatives of ITQ programmes, it is my view that the current Section 18 rights allocation scheme should be maintained for small-scale fisheries such as

FISHY BUSINESS

Shaheen Moolla discusses the fishing sector

nearshore lobster, abalone, net fish, traditional line fish, oysters and mussels.

Transferrable rights for offshore fisheries ITQ programmes should be targeted at capital intensive, offshore fisheries and particularly those fisheries that urgently require recapitalisation of fishing fleets and investments in processing infrastructure. Fisheries requiring a reduction in effort and the number of current right holders are also ideally suited to an ITQ management programme, which would allow for the removal of excessive and latent fishing effort. This proposal would therefore require amending the MLRA to make provision for an ITQ management system in capital intensive, offshore commercial fisheries such as hake trawl, pelagics, horse mackerel, KZN prawn trawl, South Coast rock lobster and Patagonian toothfish. I would even consider an ITQ programme for fisheries that are over-capacitated such as tunas, squids, demersal sharks and West Coast rock lobster (offshore).

Adopting an ITQ management system should not result in quota holders being granted an entirely unfettered right to sell, lease or otherwise dispose of their fishing quotas. vessels and businesses, shareholders and directors who have transgressed domestic, regional and international fisheries laws and regulations; limiting or excluding foreign ownership of quota holders or setting minimum levels of black ownership of and control over the quota pool should apply. I would also strongly support a definitive “use it or lose it” management rule. Given that the current FRAP 2016 will, in due course, result in the allocation of longterm fishing rights under the current fisheries management system I believe there are ideally suited fisheries to an ITQ manage-

ment system (such as toothfish). I would consider piloting an ITQ management system in fisheries such as the hake deep sea trawl, squid, demersal shark, KZN prawn trawl and South Coast rock lobster fisheries prior to the expiry of Section 18 rights in these sectors in December 2020. Regulating our exceptionally diverse commercial and small-scale fisheries using a single fishery quota management system is not only significantly outdated, but also tedious and restricts the type of responsible economic investment and growth needed in our fisheries economy. 

Consultation required However, the adoption of an ITQ management system will require substantial prior consultation with quota holders in identified fisheries, planning, piloting and the adoption of fishery specific management rules. Adopting an ITQ management system should not result in quota holders being granted an entirely unfettered right to sell, lease or otherwise dispose of their fishing quotas. Transparent, objective and measurable management rules such as limiting the percentage of the quota pool that can be owned by a single business; disqualifying

Maritime Review Africa JULY / AUGUST 2016

Shaheen Moolla advises that policy writers should go back to the keyboard to revise aspects of the Marine Living Resource Act (MLRA) to acknowledge that not all fisheries are the same and should, therefore, be managed differently.

A wide-angle perspective on commercial fishing

THROUGH THE FISH EYE LENS

Small-scale roll-out dominates discussion at the annual FishSA conference The one-day FishSA conference provided a unique opportunity to learn about a broad spectrum of topics and issues that are pertinent to the fishing industry. CLAIRE ATTWOOD REPORTS BACK

hose who attended the FishSA conference in Cape Town early in June were fortunate to hear Andrew Boraine, CEO of the Western Cape Economic Development Partnership, talking to the subject of partnerships and the role they can play in driving change. Boraine introduced the idea that complex challenges often require “whole of society” solutions and he went on to say that partnering processes can create platforms for dialogue and trust building. Although partnerships are not an end in themselves, they can provide the impetus to take collaborative action. However, he cautioned: “if you spend more than 20 percent of your time on the plan and you don’t put more than 80 percent of your effort into implementation, it’s simply not going to work.” Boraine went on to explain the nuts and bolts of partnerships: how to determine whether a partnership approach is suitable; how to identify a project, and some of the pitfalls to avoid. He also provided a number of examples of how partnerships had helped to resolve complex problems. He concluded by saying that collaborative leadership is essential and partnership is not possible unless you can create a critical mass of people who are willing to work together.

A partnership approach During the panel discussion it was clear that Boraine’s presentation had opened the minds of many participants and it didn’t take long for someone to suggest that the implementation of the small-scale fisheries policy, currently underway, may be perfect for a partnership approach. I liked Boraine’s reply and Sue Middleton from DAFF and fisheries activist Andy Johnston both articulated their positions very well, and contributed substantially to the discussion. Boraine admitted he had little knowledge of the small-scale roll out, but he said the goal of a partnership approach would be to create a shared vision and a common agenda. Even if there is disagreement around a vision, there are usually three or four issues that different protagonists can agree to work on together. I particularly liked what he had to say about dialogue: “Dialogue can sometimes be destructive. You need to quite quickly convert the dialogue into action. That sort of process can be designed and fostered to achieve quite rapid results.” As usual, Andy Johnston was quick to point out some of the difficulties that have

confounded, and will probably continue to confound the roll-out of the small-scale fisheries policy. He began by asking “how do you promote partnerships in a dysfunctional society?” and went on to say: “We often find that business doesn’t really know how to deal with communities. And often government doesn’t know how to either. When you deal with local communities you need to be flexible. Often a government structure doesn’t have enough flexibility to adapt and there’s a lot of disappointment. In the housing and land sector, there are repeated attempts at engagement and little success. People are feeling very agitated about that.”

Registering cooperatives Sue Middleton of the Department of Agriculture, Forestry and Fisheries (DAFF) provided some insight into the small-scale roll-out, saying the department is in the process of registering and establishing small-scale cooperatives with a view to allocating small-scale fishing rights for the first time ever. “The whole policy is based on the concept of cooperatives and there are a lot of critics of the notion of cooperatives, but from government’s point of view they are the only model that allows us to fund and provide support.” She went on to say that the small-scale roll-out will only work if there are partnerships across the board: with government, NGOs, industry and development organisations. She insisted that the small-scale roll-out is nothing to be afraid of and that industry should embrace it. In response to a question from fishing entrepreneur Shantaal Meter, about whether government is going to help small-scale fishers to manage their quotas, Middleton described some of the plans the department has to support small-scale fishers: “We are developing a support package: from infrastructure support to marketing, business development, etc. You also make mention of cutting quotas, but what the roll out is trying to do is give the small-scale fishing communities a basket of species, so they won’t be reliant on one species only. “The whole model is based on a basket of inshore species so that communities have a viable quota. Secondly, both the policy and the regulations state that we want to steer away from what happened previously (when small-scale right-holders sold their quotas and essentially became paper quota holders). The regulations stipulate that people may not trade or sell their quotas Maritime Review Africa JULY / AUGUST 2016

THROUGH THE FISH EYE LENS

two years after allocation. The DTI (Department of Trade and Industry) will be working closely with us to put together the support package for small-scale fishers.” The presentations that followed were all of a high standard and gave a good indication of the knowledge and experience of people working in or with the South African fishing industry.

Illegal fishing At the time of the conference, interest in three Chinese vessels detained in Cape Town and East London in May on suspicion of illegal fishing was high and it was interesting to hear some perspectives on the subject of illegal fishing from Hennie van As, director of the Centre for Law in Action at the Nelson Mandela Metropolitan University. He described some of the initiatives his university is involved in, including the establishment of a Fisheries Crime Law Enforcement Academy. The Academy is to be established as a project of the Fisheries Crime Working Group of Operation Phakisa and the idea is to offer short learning programmes on fisheries law enforcement and to create a resource for the education and support of fisheries law enforcement officers. (A couple of weeks after the FishSA conference, it was announced that the Norwegian government will contribute R50 million to the Academy over three years. Other partners in the Academy are the international police organisation, INTERPOL, and the United Nations Office on Drugs and Crime.) When questioned about corruption among fisheries control officers, Van As said that the best deterrent for corruption is the knowledge that it will be discovered. If you increase the likelihood of detection, you can beat corruption.

The impacts of sediment mining Another hot topic that was discussed at the FishSA conference was bulk sediment mining, the spectre of which hangs over the fishing industry. Talking to this subject was Saul Roux of the Centre for Environmental Rights (CER) who presented some sobering facts and images about the kind of machinery that is used to mine the seabed for phosphates. The Department of Mineral Resources has issued three prospecting rights for marine phosphates and Roux emphasised the seriousness of this development by ticking off an alarming list of impacts that mining

Maritime Review Africa JULY / AUGUST 2016

A wide-angle perspective on commercial fishing

large swathes of the seafloor could have on the environment and the fishing industry. For instance, it will certainly cause direct destruction of seabed ecosystems and is likely to have an impact on fish spawning, breeding and feeding areas. Pelagic and demersal organisms are likely to flee from the mining area because of disturbance, noise and pollution, and the release of hazardous substances, such as radioactive materials, methane and hydrogen sulphide is also likely. Mine tailing will result in reduced light penetration, turbidity and poor seawater quality, which could hamper the aquaculture industry. One of the important messages that Roux brought to the conference is that there is very little knowledge of the ecological importance of seabed ecosystems, and consequently no one really knows what impact mining the seabed will have. However, studies have suggested the impacts will be “severe and irreversible”. A second important message was that, owing to the severity of the impacts, a number of countries that have toyed with the idea of allowing seabed mining have decided against it. These include Namibia, New Zealand, Mexico and Australia. The Australian economy is built on mining so you know that if Australia’s rejected bulk marine sediment mining, it’s got to be bad news. The CER has done well to put together a consortium of 10 organisations that are lobbying for a moratorium on bulk marine sediment mining in South Africa under the banner of “Safeguard our Seabed”.

Aquaculture under Operation Phakisa Belamani Semoli, chief director of the Aquaculture directorate at the DAFF, provided an update of the progress that is being made in this field as a result of Operation Phakisa. According to Semoli, South Africa’s annual aquaculture production is in the region of 4,000 tonnes, but Phakisa’s aspiration is for a five-fold increase in output. “The aquaculture sector has incredible potential and yet it remains at a smallscale,” said Semoli, noting that the Operation Phakisa Aquaculture Lab had identified nine reasons for slow growth and solutions had been identified to address these. Of 24 “catalyst projects”, 10 projects are on track in terms of production and job creation and another 17 projects are currently being evaluated.

He described two success stories, notably the seeding of 1 million abalone spat in an abalone ranching experiment outside Port Elizabeth and the growing of salmon to market size in cages in Saldanha Bay. A major effort is underway to reform legislation so as to promote aquaculture development.

Marine Protected Areas under the spotlight Kevern Cochrane always provides an objective, big picture approach to issues that impact the fishing industry. In this case he talked about marine protected areas under the heading “Striking a balance between development and conservation”. Cochrane began by saying that MPAs enjoy a high profile on the global agenda, noting that one of the goals of the Convention on Biodiversity (CBD) is to improve the status of biodiversity by safeguarding ecosystems, species and genetic diversity. One of the targets encapsulated by the CBD is that, by 2020, at least 17 percent of terrestrial and inland water and 10 percent of coastal and marine areas are conserved through protected areas. He pointed out that at a high political level there is pressure and targets for more MPAs, but in reality, many are not properly looked after. Cochrane said that many international studies have demonstrated the benefits of MPAs and there’s no question that if they are properly designed and implemented they can be a very effective conservation and management tool. However, they are not suitable for highly migratory species; much of their effectiveness depends on their design, and they may displace fishers from traditional fisheries areas, thereby disrupting local communities or prompting a shift in fishing effort. Cochrane went on to offer some thoughts on South Africa’s newly proposed network of 21 MPAs, saying that although the objectives for some of the MPAs are clear and measureable, others are too broad and weak. He also said there has been insufficient stakeholder consultation and questioned whether the costs and benefits had been adequately assessed. He concluded that if some of the MPAs are to be established for fisheries management purposes, there ought to be very close cooperation and consultation between the departments of Environmental Affairs and Agriculture, Forestry and Fisheries. 

A wide-angle perspective on commercial fishing

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1: Blessing Mapfumo, representing the Food and Agriculture Organization of the United Nations, provided a global overview of the blue economy. 2: Teaching the partnership approach. Andrew Boraine of the Cape Town Partnership. 3: Belamani Semoli painted a picture of the work being done in the field of aquaculture under the banner of Operation Phakisa. 4: Hennie van As from Nelson Mandela Metropolitan University talked about a new approach to combatting fisheries crime. 5: Ove Wilhelmsen, managing director of WĂ¤rtsilĂ¤ Ship Design Norway and general manager of fishing vessel designs, talked about the wide range of factors that are taken into account when designing fishing boats 6: Jessica Greenstone of WWF talked about an ecosystems approach to the ocean economy, saying that healthy fisheries could feed 700 million more people. She noted that although the South African hake fishery is well managed, other valuable stocks are not. 7: Colleagues in fishing. Celeste Diest, Mario Green and Don Lucas. 8: Trevor Wilson, Basil Lucas and Bianca Brophy. 9: Agreeing to disagree: Faried Adams and Andy Johnston. 10: Abraham Daniels and Selwyn Bailey. 11: Adnan Awad of the International Ocean Institute provided insight into Marine Spatial Planning, saying it is designed to resolve complicated claims for ocean space. He urged the fishing industry to become involved in the stakeholder consultation process that has been initiated following the publication in the Government Gazette of a Marine Spatial Planning Bill.

THROUGH THE FISH EYE LENS

SCIENTIFICALLY SPEAKING

Promoting knowledge through science

The muddy waters of the uThukela shelf edge are worth protecting “The uThukela muddy shelf edge” doesn’t sound very appealing, but this large area located north of Durban is one of 22 identified for protection under the Operation Phakisa marine protected area (MPA) network. A number of different habitats are known to converge at the uThukela shelf edge, resulting in a unique and highly diverse seabed ecosystem. The recent deployment of a submersible camera has, for the first time, opened a window on this deep-sea world. By Ryan Palmer (ACEP technical and scientific manager and the Programme’s ROV pilot)

ith increasing pressure for economic growth within the marine sector and subsequent demands on marine resources, it is essential that policy makers are provided with scientifically sound advice on which to base management decisions such as where to place marine protected areas and where they will be most beneficial, at the lowest cost to industry. All the available information to date indicates that the uThukela muddy shelf edge should be protected, but nobody has actually been there to see what it looks like. Spanning a depth range from the intertidal zone to approximately 1,400m off the uThukela River mouth, with one of the world’s strongest western boundary currents streaming through it, it is not the easiest place to access and very little of the system has ever been explored by visual means. In order to get there one needs a suitable seagoing craft: a remotely operated submersible vessel (ROV): highly skilled personnel and a reasonably large budget. In May and June this year, the “Spatial Solutions” project undertook a first survey of the Thukela muddy shelf edge from the Angra Pequena, a Durban-based research vessel. During the survey, a multi-disciplinary scientific team undertook bathymetric surveys, ROV surveys, baited remote underwater video (BRUV) camera deployments, plankton sampling, and oceanographic measurements. For the first time surveys went to a depth of over 200m. The African Coelacanth Ecosystem Programme (ACEP) provides the necessary infrastructure and technical support for Spatial Solutions and additional funding and support is provided by the Wildlands Conservation Trust and the Grindrod Blue Fund which aims to build capacity in the marine sciences through the Ocean Stewards programme. ACEP is a flagship project of the Department of Science and Technology managed by the South African Institute for Aquatic Biodiversity, a research facility of the National Research Foundation. The Ocean Stewards Programme affords marine science students the opportunity to participate in the research cruises.

Diving into the unknown After months of preparation and planning, excitement mounted as the ROV descended from the surface for the first 200m dive.

Researchers were not quite sure what to expect to see as the sunlight faded and the ROV entered the “twilight zone”. At a little over 220m the bottom became visible and the ROV landed, stirring up a cloud of fine sediment: uThukela mud! As the “dust” cleared, where one may have expected to see a barren muddy landscape, there was an ecosystem teaming with biodiversity. Burrows, castings, mounds and tracks cover the seafloor and fish and invertebrates go about their business as the ROV casts its light on them and, for the first time, allows researchers a glimpse into their world. On this very first deep dive, a seabat and a coffin-fish − both new to science − rat tails, cusk eels, giant spider crabs, green eyes and snake eels, many of which were being discovered for the first time. This demonstrates how little we know about what is going on down on the seabed. The dive lasted for three hours, covered a distance of just over a kilometre and had all eyes on board glued to the screen.

Surprisingly varied world As the team did more dives with the ROV it became apparent how patchy and variable these habitats can be. The differences in sediment type from one site to the next, and even within the space of a single dive, was surprising. A little further south, off Durban, a sandy bottom at similar depth is very different, covered in a vast field of sea urchins, pansy shells and foraminifera, while a little closer inshore, there is another muddy bottom, this time with interspersed sand dunes over it, each providing a different habitat and supporting a different community of fish and invertebrates. Reef sites were also targeted, and the team was lucky enough to spot some of South Africa’s most threatened line-fish species, such as seventy-four, in relative abundance.

A wealth of visuals A total of 45 ROV dives at carefully selected sites provide over 60 hours of footage and 12,000 still photos of the seabed. Furthermore, over 60 hours of underwater footage taken with baited remote underwater video cameras will allow for indepth analysis of the fish living on deep reef and soft bottom habitats in the region. Tows with plankton-catching nets will result in an investigation of larval fish recruitment.

The dive lasted for three hours, covered a distance of just over a kilometre and had all eyes on board glued to the screen.

Maritime Review Africa JULY / AUGUST 2016

Promoting knowledge through science

The ACEP Spatial Solutions team, which comprises researchers from the University of KwaZulu-Natal, Ezemvelo KZN Wildlife, the South African National Biodiversity Institute, the Oceanographic Research Institute, the University of Zululand, and the South African Institute for Aquatic Biodiversity, will pool their various skills so that the data collected can be used to advance benthic ecosystem classification maps and provide much needed information to policy makers. Although data analysis is still underway and will be subject to peer-review before any solid conclusions can be made, the diversity and species richness seen in just these 45 very small windows is astounding. It is well documented that habitats such as these are sensitive to industrial pressures such as trawling and seabed mining and if any areas are to be protected it should be these biodiversity hotspots. 

SCIENTIFICALLY SPEAKING

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By Ryan Palmer: The ACEP technical and scientific manager and the Programme’s ROV pilot

1: All those puffs of dust are signs of life and the extensive bioturbation shown in this photograph demonstrates just how much activity there is on the “muddy shelf edge” of the Tugela Bank.

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2: It’s easy to see how this fish gets its name. A “green eye” photographed at 225m. The green eye belongs to the genus Chloropthalmus (from the Greek chloros = green and opthalmus = eye). It is found in deep water around the South African coast from Namibia to Mozambique. 3: The brilliant colours of a Cape gurnard, photographed at 107m. 4: A “jelly nose” photographed at 225m. This species might not have been recorded in South Africa until now 5: An undescribed species of seabat. A type of anglerfish, this seabat lures its prey close with a modified dorsal ray before gulping it down.

6: The head of a snake eel pokes out of the mud. It’s neck is covered with flatworm parasites. 7: A slipper lobster photographed at 156m. 8: An undescribed species of coffin fish. This is a type of anglerfish that fishes for its prey. It was photographed at 225m. 9: A giant spider crab photographed at 225m. 10: A pansy shell covered in “foraminifera” (single-celled organisms with shells or internal shells. There are about 4 000 known species of foraminaflora and they are found in all marine environments, from the intertidal zone to the deepest ocean trenches). 11: A rat tail, a species that is commonly caught in bottom trawls, photographed at 225m. 12: A Spiny Flathead (Hoplicthys Acanthopleurus) pictures at 200m. 13: A vast expanse of sea urchins photographed at 200m, with a gurnard in the foreground.

Maritime Review Africa JULY / AUGUST 2016

TAKING B-BBEE ON BOARD

Growing the maritime industry

Taking B-BBEE on board Sadly, the subject of B-BBEE still creates an air of discomfort and uncertainty some 13 years after it was first introduced. Through conversations and unpacking the scorecard with business owners and corporate BEE champions, we have become cognisant that the problem is not the legislation, but the fragmented interpretation thereof.

ut now, together with Smit Amandla Marine, we aim to embark on a journey to simplify B-BBEE and help the maritime industry understand that, apart from being a business imperative, it can be a truly fulfilling endeavour. Let us go back to 2003. The Department of Trade and Industry published the B-BBEE Strategy to outline governmentâ&#x20AC;&#x2122;s approach to redressing the barriers created by the previous dispensation for Black people. The four main barriers of poverty, skills, business and opportunities became the underlying pillars that defined the seven elements of B-BBEE that include employment equity, socio-economic development, skills development, preferential procurement, enterprise development, management control and equity ownership. That same year, the B-BBEE Act No 53 of 2003 was promulgated to provide the legislative framework for B-BBEE, to allow the Minister of Trade and Industry to issue the Generic Codes of Good Practice and to publish Sector Codes. In 2009, the Integrated Transport B-BBEE Sector Codes were published in line with the Generic Codes of Good Practice to institute the principles upon which the B-BBEE would be implemented in the Maritime Transport and Services Industry.

Aligning the codes The Department of Transport (DOT) has aligned the Maritime Transport and Services Industry B-BBEE Sector Codes to the Amended Generic Codes of Good Practice. The Amended Codes have five elements: Equity Ownership

Management Control Skills Development Enterprise and Supplier Development Socio-Economic Development, With Equity Ownership, Skills Devel-

opment and Enterprise and Supplier Development being deemed as priority elements. The Amended Maritime Transport and Services Industry B-BBEE were gazetted in April 2016 for 60-day public commentary which ended in June 2016. There are no glaring differences to the Amended Codes except for fundamental

industry and sector-specific sub-elements agreed upon by stakeholders during consultative processes with the DOT. The scorecard in the draft amended sector codes are for Generic Enterprises, Qualifying Small Enterprises, as well as Specialised Entities. The threshold for Exempt Micro Enterprises (EME) is R10 million; for Qualifying Small Enterprises (QSE) R10 million to R50 million and for Generic Enterprises R50 million and above.

Clarity for foreign companies The draft amended sector codes give clarity to foreign owned companies. Foreign companies should seek opportunities to sell equity to Black shareholders or participate in approved DTI Equity Equivalent programmes. Further to that, the draft sector codes state that foreign companies, which have an asset base in South Africa, will have to implement BEE strategies in accordance with the guidelines provided by the draft sector codes and are encouraged to sell equity in their local operations.

Ownership and management control The compliance under Equity Ownership for Black New Entrants, is 7.5 percent, which will ensure an increase in transferring economic emancipation and mainstreaming of black people who are not already empowered. Black New Entrants are defined as participants who hold rights of ownership in a Measured Entity, but who have not held equity instruments in other entities which have a total value of more than R50 million. Under the Management Control element Black Youth employees have been included as a sub-indicator. The maritime sector aims to increase the number of youth in technical and/or professional positions. This element is also aligned to the Economically Active Population (EAP) targets formula â&#x20AC;&#x201C; which we will unpack in an article on Management Control.

Skills and supplier development Under the Skills Development Element, mandatory training is excluded from the Skills Development Expenditure. Yet, in the amended sector codes, the mandato-

ry training exclusion does not include the cost of training from initiatives listed in the Mandatory Training list, which works in favour of companies. The Integrated Transport Sector Codes are the only ones where the calculation for skills development expenditure includes the one percent Skills Development Levy, but does not include the discretionary and mandatory grant. Key under the Enterprise and Supplier Development (ESD) element is the allocation of points for procurement spend from empowering suppliers that are at least 51 percent Black Owned and at least 30 percent Black Woman Owned. And in the scorecard that governs Specialised Enterprises, like Transnet National Ports Authority and Transnet Ports Terminal, the ESD element includes spend on 51 percent Black Youth and 51 percent Black people living with disabilities as sub-indicators. The sub-indicators are to incentivise support for sustainable growth of Black owned enterprises. Under Socio Economic Empowerment element, given the lack of awareness about the impact and contribution of the Maritime Transport and Services Industry in our economy, it becomes an imperative to embark on a comprehensive maritime awareness campaign. Enhanced recognition will be given for such initiatives. The gazetting of the Amended Maritime Transport and Services Industry Sector Codes will mean that the Code will become legally binding from the date of its publication. We are hopeful that these articles will become a guide to provide clear direction on the basic principles, objectives and compliance targets to allow industry to implement the amended codes effortlessly. ď&#x201A;˘ By Kgomotso Selokane

ABOUT THE AUTHOR: Kgomotso Selokane began her career as a Black Economic Empowerment Project Administrator at Scion before moving to Discovery Holdings where she worked with suppliers to assist them with their BEE scorecards. In 2005 she became the Western and Eastern Cape Regional Executive for Empowerdex and later founded Kgoselo Holdings to focus on transformation consulting, legislation and regulations drafting, investments, deal structuring and training. Kgomotso was the Technical Advisor to the Department of Transport on the Alignment of their B-BBEE to the DTI Revised codes and is also currently Technical Advisor to the Transport Sector B-BBEE Charter Council.

Sponsored by SMIT Amandla Marine

Maritime Review Africa JULY / AUGUST 2016

Bunker industry review

Offshore bunkering in South Africa

he general position in South Africa is that it is illegal for any person to conduct bunker or oil cargo transfer operations outside a harbour or fishing harbour of the Republic of South Africa. Historically, permission was only ever granted by the South African Maritime Safety Authority (SAMSA) in cases of marine emergencies or pursuant to an order from SAMSA to remove pollutants from a casualty so as to limit the risk of pollution from that casualty. But SAMSA has been under commercial pressure to allow the commercial bunkering of vessels and issued Marine Notice no 3 of 2016 in January this year and in this regard. Although the Marine Notice

covers the whole of the Republic of South Africa, the Authority identified Algoa Bay, Port Elizabeth as a safe place to bunker a vessel outside a harbour or fishing harbour. Since the issuing the Marine Notice, 171 vessels have now bunkered off Port Elizabeth and all those involved in the operation from supplier to receiver have to comply with the Marine Notice which sets out the requirements in order to carry out a bunker transfer operation or an oil cargo transfer outside a harbour or fishing harbour. The Marine Notice also sets out the procedure and requirements in order to apply for permission from SAMSA to carry out the

Trucks offer a flexible bunkering option in South African ports

here barge or pipelines are not an option, visiting vessels to South African ports can be bunkered via road truck to provide flexibility of supply. The solution has been particularly helpful in the Port of Cape Town where pipeline delivery became unviable at the beginning of this year. Active in the ports of Durban, Richards Bay and Cape Town, Africa Bunkering and Shipping is one of the few companies licensed to deliver bunker fuels via road tanker. According to bunker development specialist, Shanaaz Benett, the company is also looking at expansion options into other ports in southern Africa and will soon being able to operate in Saldanha Bay; Algoa Bay and Port Elizabeth. â&#x20AC;&#x153;We have dedicated road tankers that deliver bunkers to vessels that are fully licensed to operate within the ports. This allows us to ensure timeous, professional and reliable service,â&#x20AC;? she explained, adding that the service is vital to ports where there is no pipeline supply and to vessels that cannot be serviced by barge due to length limitations. They also assist vessels requiring low sulphur products, which are unavailable by pipeline or barge. Despite offering a much slower bunker discharge than that of a barge, it is the flexibility of the service that makes supply by road tanker particularly attractive to many customers. As soon as a visiting vessel receives a pilot to enter port, the tank and team is dispatched to port for delivery to ensure expediency of delivery. â&#x20AC;&#x153;Our well-trained staff and experienced drivers can overcome the challenges

of space limitations at berths. With the proper communication between the relevant departments in TNPA (Transnet National Ports Authority) and our staff, we can mitigate risks on the quayside,â&#x20AC;? she says. â&#x20AC;&#x153;We have had no incidents to date and this has been achieved by our experienced staff undertaking the actual discharge with proper planning,â&#x20AC;? she adds explaining that all petroleum is loaded from an oil major and delivered directly to the vessel where a specification sheet is presented identifying the grade of fuel, flash point, density, sulphur content and viscosity. Highlighting a recent mammoth undertaking to fuel the SA Agulhas 2 by truck, Benett describes an operation that took 72 consecutive hours using seven tankers. â&#x20AC;&#x153;We dual pumped using two tankers to connect via hose to the vessel and offload bunkers simultaneously,â&#x20AC;? she says emphasising the tight schedule they needed to adhere to. Underscoring the success of this delivery, Benett is clear that customers need not fear the capability of their crew and operational teams who ensure that every environmental concern is addressed through strict adherence to regulations and safety controls. Africa bunkering is a member of IBIA, IWMSA as well as having all necessary licenses from Transnet Ports Authorities and the Department of Energy and the Department of Environmental Affairs. â&#x20AC;&#x153;We have partnered with all major refiners for the procurement and upliftment of their products,â&#x20AC;? she adds.

FEATURE

bunker operation. The following points should be noted.

All vessels are required to comply with

the requirements as set out in MARPOL and SOLAS.

In giving its permission for the this

operation SAMSA may impose any conditions that could include the obligation to obtain the services of one or more tugs, spray boats or other vessels to stand by for a period to be determined by the Authority.

SAMSA will only accept at face value,

classification societies that are members of IACS and P&I Clubs that are members of the International Group of P&I Clubs. P&I Clubs which are fixed premium clubs will not be accepted at face value and will have to be investigated first, before being approved or accepted.

SAMSA Requirements A written application requesting permission to undertake a ship-to-ship transfer outside a port should be lodged at least five working days before the transfer is due to take place with the Principle Officer at the port nearest to the proposed place of transfer. The request should contain as least the following particulars:

Letter of application must contain

compelling reasons of why the bunker transfer cannot take place inside the port.

Details of the ship supplying and the

ship receiving the bunkers or oil cargo including names and ports of registry.

IMO number, official number, classification society, gross registered tons and drafts.

Their owners, agents or local operator with full contact details.

The type and quantity of oil to be transferred.

The quantity of oil to supply must

be locally procured in case of bunker transfers. Other stipulations and requirements:

Levies will be charged for both ships unless proof of payment to TNPA is submitted;

The position, date and estimated duration of transfer.

Names and local addresses of the P&I

Clubs with which the ships are entered, with full contact details.

Proof that the P&I Clubs cover ship-

to-ship transfer operations at sea and wreck removal. Continued on p 20

Maritime Review Africa

JULY / AUGUST 2016

FEATURE

Bunker industry review

From p 19

Names of the master or person of

the ship supplying the bunkers who is specifically appointed to conduct the approach, docking and undocking (if necessary) of the two ships and co-ordinate, conduct and supervise the transfer.

Extracts from the â&#x20AC;&#x153;Shipboard Oil Pol-

lution Emergency Planâ&#x20AC;? of both ships showing the onboard procedures in the case of an accidental spill during a transfer operation.

The list of equipment on board both

ships for combating and cleaning up an oil spill.

Proof that the transfer hoses have been pressure tested in the preceding 12 months.

No crew changes, loading /discharging

of spares, victualing are allowed during a STS transfer.

Details of the procedure to terminate

the operation in the event of an emergency.

The docking of the two ships (if necessary), the connecting of hoses and the commencement of transfer must take place during daylight hours.

Designate a representative officer who may board the bunkering ship for the duration of the transfer.

Conduct inspections on both ships to

ensure compliance with the Act and the Prevention and Combating of Pollution of the sea by Oil regulations, 1984.

It should be noted that any person conducting a bunker transfer operation without approval from the SAMSA is guilty of an offence for which the penalty is a maximum fine of R90,000.00 or two years imprisonment or both. [See Marine Pollution (Control and Civil Liability) Act No. 6 of 1981]. It is an offence to discharge oil or any harmful substance into the sea area under the jurisdiction of the Republic of South Africa and the penalty for such discharge is a maximum fine of R500,000.00 or five years imprisonment or both. [See Marine Pollution (Prevention of Pollution from Ships) Act No.2 of 1986.] We discussed the issue of P&I certificates of entry with SAMSA and they have advised us that in certain circumstances they may require a letter from the P&I club concerned confirming the entry of the vessel and that the club is aware of the STS operation. Wreck removal is a standard P&I

risk. We have been advised by SAMSA that Aegean Bunkering South Africa is licenced under South Africa law to carry out STS operations and this followed an application made by the company to SAMSA. The company was vetted by SAMSA prior to the licence being issued. Aegean have two tankers in service, the MV Lefkas and the MV Leros with a third vessel due to enter into service in the near future. Product is delivered to a mother vessel which then feeds into the two service tankers. One of Aegeanâ&#x20AC;&#x2122;s vessels has already been registered onto the South African ships registry. So far, over 150,000 mt of 380 cst has been delivered to 171 ships. Over R350 million has entered the local economy as a result of the bunker service. Launch companies have set up operations in Port Elizabeth to cater for crew changes and for delivering stores to these vessels. It is unlikely that SAMSA will grant permission to carry out STS operations elsewhere on the South Africa coast, but economic factors and operation Phakisa may dictate otherwise. We will have to wait and see. ď&#x201A;˘ By Michael Heads, P&I Associates (Pty) Ltd

Any emergency resulting in a spill or

threatening to cause a spill must be brought to the attention of the nearest Principal Officer as soon as possible.

Both shipâ&#x20AC;&#x2122;s main engines ready for

immediate use during the proposed transfer.

SAMSA also has the right to

Refuse permission for transfer. Change the proposed position of the

Tel +27 31 301 1102 , Fax +27 31 301 1290 Mobile phone 24 hr number + 27 83 453 4899 Email: pidurban@pandi.co.za http://www.pandi.co.za Listed with SABS to ISO 9001:2000

OFFICES THROUGHOUT SOUTHERN AFRICA

transfer operation.

Offshore licence unsettles South African bunker industry With the recent lifting of a blanket ban on offshore bunkering along the South African coastline, Aegean Bunkering and Marine Services has moved into the space to offer 380 cst marine gas oil in Algoa Bay to ships passing along the coast.

his comes after some three years of planning. The International Bunker Industry Association (IBIA) teamed up with the South African Maritime Safety Authority (SAMSA) in 2013 to investigate the opportunities represented by offshore bunkering and to develop an offshore bunkering code. At the time stakeholders including refiners and shipowners were encour-

Maritime Review Africa JULY / AUGUST 2016

aged to get involved in a working group. Now, however, local reaction to the Greek-based companyâ&#x20AC;&#x2122;s entrance into the market has been far from favourable as stakeholders suggest that the licence could have delivered stronger results for Operation Phakisa had it been given to a local entity or at least one with a larger local shareholding.

The company, with a 26 percent local shareholding (Plan BEE Fuel Distributors (Pty) Ltd), is operating out of Port Elizabeth and currently has two vessels providing bunkering services with a third due to take up position in the short term. All three vessels are due to be reflagged onto the South African registry, with the first, the MV Lefkas, already flying the countryâ&#x20AC;&#x2122;s flag. Some commentators point to profits of at least $1 million plus a month being realised by the offshore licence holder and suggest that this opportunity has been â&#x20AC;&#x153;sold to a foreign company for a few cadet berths and additions to the South African shipsâ&#x20AC;&#x2122; registerâ&#x20AC;?. Continued on p 21

Bunker industry review

From p 20

Sobantu Tilayi, acting CEO of the SAMSA, confirms that an appetite to offer the same service by local companies does exist, but that the investment required has resulted in companies “walking with caution”. News that further permit seekers, with relatively strong local shareholdings suggests that the opening up of this market may see an expansion opportunity for new maritime companies to be established. Tilayi confirms that a number of additional applications are currently under evaluation. “We have received enquiries for the same service in Richards Bay, Durban and Saldanha Bay. We are evaluating all the applications,” he says adding that there are also additional enquiries for Algoa Bay.

Impacting the local economy Reacting to local perception that the Aegean operation was not creating value for the local economy, Tilayi has emphasised that the company is under obligation to reflag all their vessels operating within South Africa onto the South African ships’ register. He adds that the South Africanisation plan, when fully implemented, will employ 100 Black seafarers and that “fully-fledged training” will take place. Nigel Campbell, Executive Head Centre for Ships at SAMSA, responded to an article in the Business Report estimating that R350 million was being pumped into the economy as a result of the new offshore bunker operation. When we prompted him to substantiate this figure, he said that it was derived from various international studies that estimate a bunker caller spends approximately $140,000 per call. “This is made up of port charges, agency fees, the supply of stores supplied to the ship. It also includes airfares and accommodation where ships change crews and discretionary spending. Repairs are also undertaken both during the visit and while on passage,” he says But many in the industry, including companies directly benefitting from the increase in off-port limits deliveries, dispute this figure saying that it is an over-inflated projection. One operator, who has moved one of his larger vessels up to Port Elizabeth, has confirmed that they are extremely busy, but that he does not concur with the figures.

Certainly the per-call projections of an offshore operation cannot include port charges and generate less of an agency fee or opportunity for minor quayside repairs. According to a bunker trader, the local traders are also effectively shut out of the transaction. These projections are more accurate to bunker-only port calls. Any ambitions to stimulate the bunkeronly calls in Durban will certainly be thwarted by the operation. In 2015, a report by Professor Trevor Jones, suggested that the value of Durban bunker-only calls could represent up to R2 billion a year. But, with the option to bunker offshore, it is unlikely that little or any of this market will be attracted into South African ports. As one stakeholder put it to us: “This has just kicked the bunker industry in the nuts.” But the loss is not the bunker industry’s alone. According to Jones’ report, the multiplier effect of bunker-only calls should not be underestimated. With the purpose of quantifying the total spend associated with these callers, his report highlighted that a single bunker call could generate around R4.5 million in spending with a large spread of beneficiaries. While the bulk of this spend is related to the actual bunker purchase, other beneficiaries include tug charges, ship chandlers, port fees and ships’ agents. During the period under review bunker-only calls generated some R120 million along into Transnet National Ports Authority (TNPA) coffers. Campbell does agree that the offshore ship-to-ship (STS) operation is more attractive to shipowners and operators: “STS bunkering also avoids the loss of time/revenue of having to enter port with the associated costs and occasional delays,” he says.

Foreign fuel Supplying foreign fuel to the passing ships, the Algoa Bay operation is seen as having only periphery benefit to a small sector of the industry at the expense of an existing bunker sector and local refiners. The fuel, which attracts no duties or taxes locally, is supplied from a mothership that is replenished from foreign sources. In his letter to the Business Report, Campbell emphises that the 380 cst fuel supplied to the passing vessels is not available from local refineries and that these ships would not elect to bunker in South African ports – and therefore cannot be conceived as losses to the

FEATURE

industry. According to industry sources, however, this is not completely accurate. They claim that the locally refined 180 cst fuel, which is cheaper than the fuel currently on offer in Algoa Bay, would be a viable option for these vessels. If this is the case, locally refined 180 cst fuel could be made available to the vessels in the offshore operations. But perhaps this is a prompt for the local oil suppliers to provide 380 cst fuel to meet the demands of the market from a local supply perspective?

Future prospects The potential of the newly-permitted offshore operations has not gone unnoticed. A local company, Buhle Bengwe Group (Pty) Ltd, trading as Behle Bengwe Bunkering (BBB) is in the process of seeking permission to get into the market and aims to commence operations by October this year. According to sources in the industry, BBB, will enter into a venture with an international partner to purchase two Aframax tankers and one ocean-going barge within the first year of operation. Longer-term plans, however, suggest that the company will introduce up to 13 vessels into the offshore bunkering market over seven years. In a similar model of operation to the current offshore licence holder, BBB plans to source foreign fuel that will be transported from Russia in the tankers. The STS transfers will then be handled by Fendercare Marine, a foreign company that already has approval from SAMSA to perform such operations in South African waters. According to Captain Manouras Michail, Station Manager for Aegean in Port Elizabeth, the company is not aware of any other companies poised to offer services in Algoa Bay. “The market is fragile and small and there is no space for more suppliers,” he says. Judging from the interest in the market, however, it does seem viable for expansion. Local feelings are that this needs to be maximised for the benefit of the South African economy. Ideally a thriving offshore bunker sector should provide the convenience and affordability sought by passing vessels in combination with the best scenario for ploughing back into the local economy via jobs and currency.

Maritime Review Africa JULY / AUGUST 2016

FEATURE

Bunker industry review

Offshore bunkering vessel moves onto SA Flag

ollowing the approval of a licence to operate an offshore bunkering operation in Algoa Bay, Aegean Bunkering Marine Services (Pty) Ltd (ABMS) has moved their first oil tanker, the MT Lefkas onto the South African Ships’ Register with their home port as Port Elizabeth. ABMS is the local company established by Aegean Marine Petroleum, a Greek company based in Piraeus with a 26 percent share allocated to BEE South African partner. A global player in the bunker sector, Aegean recently also expanded into the Chinese market. The MT Lefkas, which was previously registered under the Liberian flag, is one of two Aegean vessels currently operating in the Bay, but the company’s international website has allocated three ships for the service.

The 4,580 gross ton MT Lefkas has been reflagged onto the South African registry and is operating as an offshore bunkering barge in Algoa Bay.

“The registration of the MT Lefkas and other vessels that will follow is significant towards the employment of South African seafarers. Every vessel has extra accommodation that allows for the training and development of cadets,” said Greek businessmas, Kosta Argyros at the reflagging ceremony in July. “The registration of the vessel is not restricted to our bunkering operations only, but also introduces many economic benefits for the people of Port Elizabeth such as surveying, offshore services and crew changes (more traffic through the airport), hotel accommodation and light and heavy manufacturing,” he added. Port of Port Elizabeth Manager, Rajesh Dana added: “The Port of Port Elizabeth is proud and honoured to be the registered home port for the Aegean vessel, MT Lefkas. We congratulate Aegean for the registration of the vessel on the South African flag and look forward to the opportunities that this will present to Nelson Mandela Bay and South Africa.” 

Representatives of TNPA, Aegean Bunkering Marine Services and Nelson Mandela Bay Municipality.

Mayor Dannie Jordaan and the Harbour Master of the Port of Port Elizabeth, Captain Brynn Adamson at the reflagging ceremony.

Migrating to Skype as Yahoo ceases

he bunker community, long time users of Yahoo Messenger, are reportedly opting to migrate to Skype as Yahoo terminates their service at the beginning of August. According to news from the International Bunker Industry Association, members including bunker buying departments, traders, suppliers and brokers have

Maritime Review Africa JULY / AUGUST 2016

decided to use Skype for Business, or the free versions of Skype. With the functionality to store and synchronise chat messages across multiple devices, including desktop PCs and smartphones, Skype appears to be the preferred tool to take over from Yahoo. US-based attorney Steve Simms of

Simms Showers LLP, a board member of IBIA comments: “The choice of Yahoo replacement is also important from a legal standpoint – whether Skype, Yahoo or anything else, the communications back and forth form the contract (including often, incorporation of terms and conditions) or at least inform its context. Having the means to store and recall chat messages is important if/when there is a contract dispute.”

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Vessel Management, Environmental Protection & Marine Emergency Response, Special Projects

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Bunker industry review

Low sulphur cap could be enforced by 2020

he Marine Environment Protection Committee (MEPC) of the International Maritime Organisation (IMO) is expected to decide on the timing of the global 0.50 percent sulphur cap for marine fuels in October this year and a news update from the International Bunker Industry Association (IBIA) suggests that this could be enforced in as little as four years.

Acting for the industry A blanket switch to low sulphur fuels has significant implications for maritime industry. IBIA recently highlighted a number of potential challenges as well as mitigation strategies, and are calling on industry to give them a mandate to engage with the MEPC in this regard. IBIA believes it would best serve global shipping if the IMO signatories to Annex VI were willing to consider strategies to mitigate any potential disruptions, while still achieving the desired environmental benefits in a realistic but nevertheless ambitious timeframe.

CE Delft, the Dutch consultancy hired to undertake the low sulphur fuel availability assessment on behalf of the IMO, reported back to a conference in May this year that there may be sufficient refining capacity to produce enough compliant marine fuels by 2020.

As such the Bunker Association is calling for a regional rather than global change. They suggest first introducing the 0.5 percent sulphur limit for ships when sailing in the EEZ of Annex VI signatury countries. It is envisioned that this would make the demand for low sulphur fuel more manageable than a global requirement.

The conclusion is based on the fact that global middle distillate production capacity is expected to grow faster than that of demand potentially creating the capacity to produce low sulphur fuels. Not all the experts, however share these views and dispute that the capacity will be available as they highlight a jump in demand would create a distillate deficit in the current bunkering hubs.

IBIA further suggests that a phased-in approach could be based on ship type. This approach would have the advantage

Tel: +27 31 579 2532 After hours: +27 81 327 0407 Email: angie@africabunkering.co.za

of spreading out the demand growth, but nevertheless give a clear framework for the timings and associated distillate demand growth. Other suggestions include:

Exemptions for ships committed to emission compliance retrofits

Confirm the issuance and acceptance of fuel oil non availability notices

All a period of adaptation for monitoring and enforcement

In addition, IBIA suggests that some amendments need to be considered to ensure effective global enforcement. Port state control can take action against ships for non-compliance occurring within their own coastal waters (EEZ) but once the global cap is in place, only flag state can take action against ships for non-compliance on the high seas, which may not be an effective way to ensure fair and equitable enforcement. Making it an offence to carry non-compliant fuel unless the vessel has approved abatement technology onboard (or is undergoing the abatement technology approval process) would give PSC the ability to take action against all ships. ď&#x201A;˘

Appointment to IBIA Africa EXCO board

iall Kramer, the incoming CEO of the South African Oil and Gas Alliance (SAOGA), has been elected and appointed to the Executive Committee of IBIA in Africa. Kramer is an experienced corporate marketing leader with strong global, Asian, African and SA experience in oil and gas, marketing and corporate areas. He was educated at the University of Cape Town and he joined Caltex in SA in 1990 where he moved from across many functions, working in both corporate and marketing, and was posted to Singapore, Thailand and New Zealand.

Licensed to operate in:

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Richards Bay

Cape Town

Soon in: Saldanha Bay, Algoa Bay & Port Elizabeth Africa Bunkering and Shipping is one of the only registered bunkering companies within South Africa that is able to deliver bunker fuels via road tanker. Our dedicated road tankers are fully licensed to operate within the ports. We can also remove contaminated fuels, ship slop and sludge. We procure contaminated fuel from tanker ships and ensure that it is utilized in the correct manner invariably in burner or heating fuels.

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Maritime Review Africa JULY / AUGUST 2016

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Twenty years later in 2010, after leading the marketing integration for what became Chevron (with the merger of Caltex, Texaco and Chevron) for Europe, Africa, and the Middle East, Kramer became Director Business Development for both Strika Entertainment and Market Pulse Int. In 2013 he joined Shell Upstream BV to manage stakeholder relationships on the key Karoo Shale gas project. Kramer was appointed as the CEO of SAOGA in March this year.

Bunker industry review

A united drive for the use of LNG as a marine fuel A new cross-industry drive to accelerate the use of liquefied natural gas (LNG) as a marine fuel is being driven by a variety of maritime companies under the SEA\LNG initiative. Carnival Corporation & plc, DNV GL, ENGIE, ENN, GE, GTT, Lloydâ&#x20AC;&#x2122;s Register, Mitsubishi Corporation, NYK Line, Port of Rotterdam, Qatargas, Shell, TOTE Inc and WĂ¤rtsilĂ¤ have all announced their collaboration in this regard.

â&#x20AC;&#x153;

We recognise the need to work closely with key players across the value chain, including shipping companies, classification societies, ports, major LNG suppliers, downstream companies, infrastructure providers and OEMs to ensure an understanding of the environmental and performance benefits of LNG as a marine transport fuel. SEA\LNG aims to address market barriers and help transform the use of LNG as a marine fuel into a global reality,â&#x20AC;? says Peter Keller, chairman of SEA\LNG and executive vice president of TOTE Inc. Although designated as one of the worldâ&#x20AC;&#x2122;s cleanest forms of transport, shipping is a significant contributor to global greenhouse gas, sulphur oxides and nitrogen oxide emissions.

we have joined forces to actively promote LNG as a key fuel in maritime transport. LNG has the potential to take a 10 percent market share of global bunker demand by 2030. ENGIE will contribute to achieving this target,â&#x20AC;? says Philip Olivier, CEO of ENGIE Globa l LNG. Tom Strang, senior vice president, Maritime Affairs, Carnival Corporation & plc said: â&#x20AC;&#x153;By working together proactively across the whole marine LNG value chain we can make the transition to a lower emission marine sector a reality. We are proud to share this aim and to align ourselves with other innovators in this fieldâ&#x20AC;?.

â&#x20AC;&#x153;This new cross-industry initiative is good news,â&#x20AC;? said Lauran Wetemans, Shellâ&#x20AC;&#x2122;s general manager downstream LNG. â&#x20AC;&#x153;To make the transition to LNG as a fuel happen The emissions reduction requirements it needs close collaboration with key players which have come into force around the across the full value chain. SEA/LNG aims to world to respond to this challenge are promote the benefits and potential of LNG increasing demand for LNG as a shipping fuel, and create a level playing field for LNG fuel. LNG offers significant environmental with other fuels. It will complement the advantages over heavy fuel oil. work being done by LNG significantly other organisations reduces SOx, NOx The ground work has been laid like the Society for and particulate for LNG to thrive, but we need Gas as a Marine emissions, and can Fuelâ&#x20AC;?. a cross-industry approach to also contribute to â&#x20AC;&#x153;The ground work the reduction of realize the full potential of LNG has been laid for GHG emissions. LNG fuelled shipping. LNG to thrive, but is therefore able to we need a cross-inoffer a fuel solution dustry approach to realize the full potential compliant with both current and anticiof LNG fuelled shipping. Having been at pated future regulations. the forefront of LNG fuelled shipping since However, while LNG is a competitive fuel its beginning, DNV GL is proud to work relative to current alternatives, LNG infrawith innovative partners to help LNG take structure is needed in ports around the its place as a key fuel for the future,â&#x20AC;? said world to enable quick, safe and cost effecTjerk-Johan de Vries, region manager West tive bunkering. In parallel, there remains Europe & Africa at DNV GL. a price premium for LNG-fuelled vessels Leo Karistios, gas technology lead, Lloydâ&#x20AC;&#x2122;s which can make investment decisions chalRegister added: â&#x20AC;&#x153;LNG fuelled shipping has lenging. mainly been for the visionaries and, until Furthermore, regulation is not yet globally now, concentrated in specialist ship sectors consistent, which constrains incentives for â&#x20AC;&#x201C; short sea shipping and ferries, mainly investment in the sector. SEA\LNG aims sailing between two fixed ports. We want to address and help overcome these and to help drive the expansion of LNG as a other challenges. marine fuel of choice, with not just more short sea and local ships burning gas, but â&#x20AC;&#x153;Everybody is calling for alternatives to also the deep sea trades.â&#x20AC;? ď&#x201A;˘ reduce environmental impacts. Thatâ&#x20AC;&#x2122;s why

FEATURE

Merger approved

he Competition Commission of South Africa has approved the intermediate merger whereby Bunker Holding intends to acquire Amoil. Bunker Holding is involved in the purchase, sale and supply of fuel, oil, gas and related products, as well as risk management and associated services. In South Africa, Bunker Holding trades through South African Bunkering & Trading Limited (SABT). SABT sells marine fuel and lubricants to seafaring vessels, offshore rigs and rigs in transit throughout the world. Amoil is a marine fuel and lubricants trader and its customers are also ship or vessel operators worldwide. The Competition Commission found that the proposed merger is unlikely to substantially prevent or lessen competition in the supply of marine fuel and lubricants as the merged entityâ&#x20AC;&#x2122;s market share would remain low post-merger to give rise to competition concerns. In addition, the Commission found that the proposed transaction is unlikely to raise public interest concerns.

IBIA in Africa Regional Forum scheduled for September

he IBIA Africa Regional Forum is scheduled for mid September in Cape Town where local and international trends in fuel management and bunkering will be discussed. Other topics on the agenda include:

Regulation and quality in the fuel supply chain

Fuel quality chain and port charter

The modern bunkering business Regional overview The Forum will also include a One-day Basic Bunkering Course that will run alongside the main IBIA in Africa Forum, offering a valuable introduction to the industry for those just starting out on their bunkering careers.

Maritime Review Africa JULY / AUGUST 2016

FEATURE

Shipbuilding, repair and maintenance

Tug build project continues to deliver Since the launch of the first of the nine tug boats ordered from Southern African Shipyards in April this year, the yard has successfully completed a further two vessels for service to Transnet National Ports Authority (TNPA). The tug building project kicked off in August 2014 and, given the project’s tight deadlines, five tugs are under construction simultaneously at any given time.

illed as the largest single contract that TNPA has awarded, the R1.4 billion order was a massive boost for the Durban-based yard and the South African ship building sector in general at a time when the global outlook for shipbuilding is depressed. Two tugs each will be allocated to the Ports of Durban, Richards Bay and Port Elizabeth, while Saldanha, which handles the largest carriers, will receive three tugs. The last of the tugs is due to be launched in early 2018. TNPA programme manager Eugene Rappetti, Senior Manager for Marine Operations highlights the need to renew the harbour fleet, emphasising the increasingly bigger commercial vessels that are calling at the South African ports. The 70-ton bollard pull tugs are significantly more powerful than the current generation of vessels operated by TNPA, which range from 32.5 to 40 tons. “The increased bollard pull of these new generation tugs meets international standards and they also feature the latest global technology. The tugs have Voith Schneider propulsion which makes them highly manoeuvrable and able to change the direction and thrust almost instantaneously

while guiding large vessels safely into our ports,” he said. The Mvezo was the first tug to be delivered in the R1.4 billion contract to build nine tugs for Transnet National Ports Authority. The ninth and final tug to be built will be 42 metres Maharaj said the intention was to maxilong, 15 metres wide and mise local content and spread the benefits have a bollard pull of 100 tons making it the of the project to Black suppliers, womenone of the most powerful tug in the world. and youth-owned businesses. Ultimately Benefiting the economy South Africa will achieve a socio-economic benefit of more than R800 million as a reSubcontractors on the project include wellsult of the Supplier Development Plan atknown multi-nationals such as Barloworld Equipment, Siemens, Voith Schneider, as tached to the contract,” he said. well as local contractors such as Bradgary In addition a number of national and inMarine Shopfitters. In order to meet the ternational training and development optight building programme, sub-contractors portunities have been created for local supplying technical expertise from the inemployees, with TNPA already set to send stallation of electrical systems to engines employees to Germany for training on the and propulsion units, have established new propulsion units. They will also receive workshops in SA Shipyards premises. training locally for four to six weeks. SA Shipyards’ CEO Prasheen Maharaj said Rappetti said TNPA also had a large trainthat the company had created 500 direct ing programme in place for engineering and and 3,500 indirect jobs through the projdeck cadets to ensure that the vessels had ect. “We have also committed to ensuring skilled people in place to operate them. that each tug has a minimum of 60 percent locally manufactured components, while Powered for service partnering with international companies Barloworld Power is supplying and supon the remaining aspects that cannot be porting all the power requirements for manufactured here, for example the eneight new 70 ton bollard pull tugs. gines and propulsion units,” he said. The order includes two MaK 8M25C propulsion engines with a combined output of about 5,332 kW and two Cat C4.4 marine Boat building academy relocates generator sets for each vessel. Each engine has undergone stringent factory accephe Whisper Boat Building Academy be able to play a role,” says Malcolm Altance testing (FAT) at the Caterpillar marine for the deaf, which was founded exander of TETA, who adds that support engine manufacturing facility in Kiel, Gerin Cape Town in 2004, is relocating to is needed to assist with increasing costs many, prior to delivery. associated with the training. Durban and will be run under the auspices of the KZN Sharks Board. The aim of The FAT is attended by the relevant ma“Due to the learners identified for supthe Academy is to create jobs and prorine classification authority and often by port, the cost factor per head is high, but vide skills to the boat building industry this must be viewed against the futures representatives of the shipyard and end while addressing the needs of people training can provide to these learners customer. with disabilities in South Africa. who face immense struggles in their Demonstrating the skills transfer capadaily lives,” he continues adding that The project will be housed within the bilities within Barloworld Global Power, the commitment of Mike Harvey to the Sharks Board Boat Building training centhe Spanish marine business sent a comproject over the years cannot be undertre and will continue to receive funding missioning engineer, Ivan Cela Novoa, to estimated. from the Transport Education and TrainDurban to assist in commissioning the MaK ing Authority (TETA). Whisper Boat Building Academy will engines in the first two tugs. receive over R1 million in grants from “Whisper provides opportunities He has provided the necessary training TETA in 2016 for their skills programmes to those whose live are significantly and skills transfer to Barloworld Power aimed at upskilling the deaf and those changed by development. The Academy and the remaining engines will be commiswith physical disabilities. The funds are makes it possible for people with dissioned by the local commissioning team. allocated to train 30 learners over a periabilities to become part of the economy od of two years. through learning. We are honoured to

continues on p.28

Maritime Review Africa JULY / AUGUST 2016

FEATURE

>> from p.26

Shipbuilding, repair and maintenance Navcom equipment

Global NavCom company, Radio Holland (South Africa), was awarded the contract to supply and commission all of the tugs' high-end navigation and communication equipment – ensuring the tug’s efficiency, as well as the crew’s safety. The tugs feature state-of-the-art electronics such as Furuno ECDIS, BNWAS, GPS, echo sounder, AIS, radar and Sailor (VHF and MF/HF) radios.

The TNPA Tug Contract

Richards Bay Durban

Launched and delivered The first tug, the Mvezo, was delivered to its new home in the Port of Port Elizabeth at the beginning of April. “The arrival of Mvezo in the Eastern Cape is particularly significant given that the tug was named after the small village in our province where former President, the late Nelson Mandela, was born. So in a sense we really are welcoming her home,” said Port Elizabeth port manager, Rajesh Dana on her arrival. “Mvezo will assist in bolstering the efficiency of our port’s marine operations. She will be the first of two new large, powerful tugs planned for our fleet as part of this large-scale contract,” he added. The second tug, Qunu, followed in July and joined the Mvezo to take up service in the Port of Port Elizabeth. This tug also takes its name from a village associated with Nelson Mandela whose Eastern Cape home was located here. TNPA Chief Executive, Richard Vallihu, said after the tug’s ceremonial launch last year: “The building of these tugs demonstrates that this country has the expertise to compete in the global shipbuilding industry and to use the maritime economy to unlock the economic potential of South Africa, in line with the government’s Operation Phakisa initiative.” The third vessel, Cormorant, is on schedule to be commissioned in August and will operate in the Port of Saldanha. 

Saldanha Bay

Port Elizabeth

500 direct jobs and 3,500 indirect jobs

Local content committed to each vessel

Each of the eight 70-ton bollard pull tugs are powered by two MaK 8M25C propulsion engines with a combined output of about 5,332 kW and two Cat C4.4 marine generator sets. The second tug, Qunu, undergoing sea trials pre delivery to the Port of Port Elizabeth. Global NavCom company, Radio Holland (South Africa), was awarded the contract to supply and commission the Mvezo’s high-end navigation and communication equipment – ensuring the tug’s efficiency, as well as the crew’s safety. The Mvezo features state-of-the-art electronics such as Furuno ECDIS, BNWAS, GPS, echo sounder, AIS, radar and Sailor (VHF and MF/HF) radios.

SHAREHOLDING ACQUISITION

MERGER APPROVED

Following a long history of successful collaboration and joint ventures between Belmet and 3C Metal, the French-based head office of 3C Metal has officially taken the decision to invest in a shareholding percentage of Belmet Namibia and Belmet South Africa. The shareholding agreement is effective as of January 2016 and will formalise the current working relationship shared by the two companies.

The Competition Commission of South Africa has approved without conditions the intermediate merger whereby VJS intends to acquire Summit Crane. The Commission found that the proposed transaction is unlikely to substantially prevent or lessen competition in any market in South Africa, as there is no overlap between the activities of the merging parties. In addition, the proposed transaction does not raise any public interest concerns.

Maritime Review Africa JULY / AUGUST 2016

Shipbuilding, repair and maintenance

PRODUCT NEWS:

COVER STORY

Setting the standard for power delivery

arloworld Power has become the first Caterpillar Power Systems dealer in Africa to achieve the Caterpillar Gold Level Marine Service Assessment status, as certified by Det Norske Veritas-Germanisher Lloyd (DNV-GL). Barloworld Power’s Marine facilities in Cape Town and Walvis Bay, which sell and support both Cat® and MaK engines, underwent separate audits for each product line and came out with scores at Gold Level in all categories. The audit by DNV-GL is carried out against Caterpillar’s Marine Service Assessment (MSA) standards. The MSA was established in 2010 to help Cat dealers improve their marine service capability. Service quality levels are measured separately for Cat and MaK engine service operations on the basis of almost 100 requirements that every official Cat dealer must meet. These encompass service operation excellence, marine product knowledge and expertise, leveraging of global dealer best practice, and global marine industry recognition. This achievement lends weight to Caterpillar’s certification of Barloworld Power Marine’s facilities in South Africa and Namibia as a Gold Level Marine Service Centres earlier this year. Wynand van Zyl, operations manager - Marine, Oil & Gas (Offshore) for southern Africa, attributes these new benchmarks to the hard work and com-

FEATURE

mitment of the Barloworld Power team in implementing a broad action plan in all areas of Barloworld Power’s marine product support capability. “The DNV-GL certification is held in very high regard by Cat and MaK marine customers around the world and will significantly improve our standing as a regional service hub for international shipping, not to mention cementing the loyalty of our local Cat customers,” he says. “We are delighted to achieve Gold Level on our first DNV-GL audit and have our sights firmly set on Platinum, the next level up and highest that can be attained.” He points out that sister company Barloworld Finanzauto in Spain has been awarded Platinum Level twice in a row for its Cat and MaK marine capabilities. Barloworld Power services the marine sector throughout its life cycle, including propulsion and auxiliary power on board as well as all engine room equipment. The product support side of the global business is steadily growing and now forms close to 40 percent of total revenue generated. “The combination of highly trained technical teams across southern Africa and the expertise available in the Barloworld Marine Quality Centre in Spain enables us to design and support solutions from a traditional mechanical drive for a fishing boat to a complete propulsion plant for the most modern offshore vessel,” says van Zyl.

Medium series screw compressor packages

EA Refrigeration, manufacturer of industrial refrigeration compressor packages have delivered the first two units in the new GMX range. This compliments the GLX range of larger screw compressor sets. Working with their international sister companies, Grasso compressor packages have the advantages of tried and tested world designs and the cost advantages of high locally manufactured content. The new compressor series cover the swept volume range of 471 to 860 m3/hr at 50 hz speeds but can run at up to 4500 rpm using variable frequency drives. Package model

Compressor model

Swept Vol. 50 hz m3/hr

110 GMX

471

125 GMX

550

160 GMX

690

195 GMX

860

The compressor housings are suitable for a design pressure of 2800 kPa and are available in both fixed and variable volume ratio options. One feature, now available across the entire Grasso screw compressor range is the new suction check valve design. Conventional suction check valves use a counter balance or springs to close them when the compressor stops. This created a pressure drop that can be quite pronounced at low temperatures, reducing efficiency. The new Grasso design has no springs. The check valve is opened by the gas flow on start-up and closed using discharge pressure on shutdown. The GMX design has an integrated solenoid valve for this purpose. All Grasso screw compressor packages are fitted as standard with the GEA Omni-Panel control system. Space limitation in this article precludes describing all its features but as well as controlling and protecting the compressor (performance trending, history files etc.) it can also carry out multiple compressor sequencing, condenser control and many other activities. Being freely programmable it can basically be set up to do almost anything. 

Maritime Review Africa JULY / AUGUST 2016

FEATURE

Shipbuilding, repair and maintenance

Gantry system and sampling tool for De Beers Marine

elmet’s Cape Town facility secured the complete launch and recovery gantry system as well as sampling tool for De Beers Marine’s new vessel. The gantry structure consists of two main legs of 22-tons each and an 86-ton top structure plus auxiliary items including the cursor frame, the gravity compensation system as well as the maintenance access platforms. The sampling tool and main frame were delivered to De Beers Marine’s Paarden Island workshop where final assembly and testing was undertaken prior to being transported to the ship for load out. Working with DFM and Apec Civil Engineering, complex design and calculations were undertaken to take into consideration the heavy weight, wind forces, terrain and soil compaction as well as bearing capacity for the concrete bases in order to complete final site assembly.

The gantry system and sampling tool for the new De Beers Marine diamond-mining vessel.

Describing the process of transporting the abnormal load, Pieter Kroon of Belmet highlighted how the structures had to be offloaded from the trucks onto the road 20 metres before encountering any transmission lines to be skidded on 70 mm Teflon on the tar before being reloaded onto the truck on the other side. “This was actually a fairly quick process, but we had to undertake it between 2 am and 4 am in the morning; and needed a crane to lift the structures onto and off the trailer,” explains Kroon. Once the top structure is delivered to the harbour, the team will assemble the gantry structure in the port and undertake final testing before lifting it onto the vessel. A 750-ton crane is being commissioned by De Beers to undertake the substantial lift.

A section of the main frame is transported to the harbour.

Namibian ship repairer engages with union over retrenchments

ollowing an agreement with the Mining, Metal, Maritime & Construction (MMMC) union, Elgin Brown & Hamer (EBH) Namibia (EBHN), has withdrawn its intention to embark on unilateral retrenchments. “We are extremely pleased to have concluded an amicable agreement with the union regarding the retrenchment process, following some two months of constructive engagement and negotiation. To arrive at a mutually agreed solution is a positive step forward for both parties; as well as being in the best interests of our employees,” says Hannes Uys, Chief Executive Officer at EBHN. EBHN management and the union agreed on several points relating to the retrenchment process, including terms surrounding an early retirement option and the criteria for selecting those employees to be retrenched. EBHN announced its stabilisation plan in

Maritime Review Africa JULY / AUGUST 2016

April 2016, in the wake of a 50 percent decline in revenue as a result of the sustained low oil price and subsequent decrease in docking activity. The stabilisation plan included first and foremost several ‘non-HR’ performance improvement projects (PIP) and cost-cutting initiatives. For EBHN, retrenchments were a last resort that was unfortunately unavoidable, given the prevailing market conditions. “It was crucially important to appropriately re-size and scale the business in accordance with prevailing market conditions; in order to ensure the company’s continued viability and long-term sustainability. Furthermore, it should be noted that, while we are now looking forward to a resurgence of the global oil, gas and maritime sector (conservatively projected for mid-to-late 2017), we are also exploring a number of diversification opportunities in order to decrease our exposure in only

one key market. This is also part of our ‘PIP’ and continuous improvement approach moving forward, ensuring we are able to be agile and flexible, with a more diverse offering to our clients,” Uys advises.

Retaining skills He adds: “Skills retention is critical to our business going forward, to ensure our well-known high levels of quality and client service continue. To this end we have taken a very strategic and selective approach to our re-sizing process, to ensure that the company is still appropriately resourced and can quickly and effectively respond to any market resurgence going forward. Creating a better level of flexibility in terms of staff numbers in relation to project activity, I believe, will serve us well in the future.” “This agreement represents an extremely important milestone in our stabilisation process – the final results of which we will measure at end of our current fiscal year in March 2017. 

Shipbuilding, repair and maintenance

FEATURE

An emphasis on quality management

autic, a Paramount Group company, has become the first shipyard in South Africa and one of the first on the continent to achieve certification to the revised International Quality Management Standard, ISO 9001:2015. The Cape Town-based shipyard recently passed its annual ISO 9001 audit and chose not to take advantage of the three-year transition period available to companies to migrate their quality management to the new 2015 Standard. “Nautic Africa being certified so soon after the release of the new standard, demonstrates how dynamic this organisation is in not wanting to sit back and wait for 2018 to gain certification,” says SHEQ Manager, Hermoine Manuel.

Nautic employees celebrate the accreditation to ISO 9001:2015.

ISO 9001:2015 represents the first major revision of the quality management system standard in 15 years. “The additional requirements mean there are more checks and balances within the QMS, which brings about increased confidence in our ability to meet customer expectations,” she says, adding that the company is certified by DNV GL, one of the world’s leading certifi-

Nautic has met all the requirements as set out by the new International Standards and has been audited to verify their voracity to deliver to the required parameters that include a strong customer focus as well as the motivation and involvement of top management. ISO 9001:2015 emphasises a process approach and continual improvement.

cation and classification societies.

“ISO 9001:2015 introduces a very strong focus on risk-based thinking. This forces us to be more pro-active in all aspects of the business. In doing so we can ensure repeat business through improved client satisfaction, and new business through an enhanced reputation,” says Manuel, who adds; “We have raised the bar for ourselves. In order to maintain certification we have no choice but to be excellent in what we do.” 

FEATURE

Shipbuilding, repair and maintenance

Gearing up for newbuilds in Africa Hosting a client evening in Cape Town, South Africa, representatives of Wärtsilä acknowledged the potential for African shipbuilders to build for African needs and said they were keen to foster partnerships for technology transfer, training and the development of the marine industry.

elcoming guests, Aaron Bresnahan, Vice President of Wärtsilä Marine Services said that the objective should be to create centres of excellence with the view to having African vessels built in Africa. Highlighting the challenging sea conditions in the southern oceans, he said that a local perspective was required to build for these treacherous conditions. He added that government initiatives such as that of Operation Phakisa, gave them confidence to view South Africa as a prime investment opportunity with the aim of becoming a stronger partner with the industry. Bresnahan also pointed to programmes offered by the African Development Bank and the BRICS Development Bank as opportunities for funding that could stimulate and bring stability to the market for the benefit of local industry development. Wärtsilä has been active in the African market for some time and he pointed to some of the initiatives that the company is involved in to help develop professional capabilities. “We want to take what we have and help you accelerate what can be done under Operation Phakisa,” he said describing the partnership they have with the South African International Maritime Institute (SAIMI) which houses one of their latest generation engines. Pointing to the South African fishing industry and the “aging fleet” he highlighted how Wärtsilä could assist in a recapital-

isation process. “We understand the local needs. We have a presence here and we have an affordable product,” he said. Glen Mattas, General Manager of Sales, spoke of the company’s move to provide integrated solutions to shipowners and to shipyards. With a clear understanding of the needs of their clients, he says that they are able to tailor-make a solution with the correct use of technology as a custom package. From engines and propulsion to ballast water systems and oily water separators, the Wärtsilä engineers can fully integrate and commission systems on board during the building process. But it’s not just the build and procurement process that interests Wärtsilä who have developed a service agreement that looks after the life of their technology and helps owners schedule and budget effectively for maintenance and downtime. Simon Auseth pointed to a total of 334 vessels that are currently operating under various levels of service agreements with the company. “It’s about spotting problems before being faced with failure and being proactive rather than reactive,” he said explaining a process of remote monitoring. Rounding off the evening, Ove Wilhelmsen spoke about the future of ship design and innovations that could serve the African market where multi-purpose vessels have become important in order to maximise effectiveness of platforms along the coast. 

Barge puts Kenyan vessel building on the map

65 metre barge, the first to be designed and built in Kenya to IACS certification, was launched towards the end of July for Alpha Logistics Services Ltd. Built by Southern Engineering Company (SECO), the non-propelled 2,500 ton barge was officially pulled from the hard by two tugs and will join Alpha’s existing fleet of workboats to facilitate marine contracting and project support in civil marine projects throughout eastern and southern Africa. Having cut the first steel in January this year, the construction of the vessel remained on schedule throughout the build process of a short eight months. According to SECO, the construction was divided into seven phases to ensure efficiency. The keel laying ceremony took place in March setting the stage for the fore and aft sections, which were constructed separately. “We are putting together the fore and aft sections into big blocks separately. Once complete, we will bring them outside and weld them together,” they said at the time of the keel laying ceremony. SECO’s facilities include a fully-equipped shipyard covering an area of 52,246 m2 that is strategically located at the entrance to the port of Mombasa; a 160 metre jetty with a draft of 7.5 metre as well as two modern floating docks with a combined lifting capacity of 1,200 metric tons.

Custom craft for record attempt

US-designed craft is being built at a cost of R1 million to enable South African and world renowned surfer as well as sailor, Chris Bertish to undertake a three-month trans-Atlantic paddleboard journey. The first-of-its-kind paddleboard was designed according to the adventurer’s needs. He explains that the bottom of the craft has a watertight compartment, which he will be able to stay in, in the case of storms. “The craft is designed in such a way that it will also not sink during storms,” he says adding that the 1.5 metre craft will be able to lower into the water in bad weather. “Built into the compartment is also a

Maritime Review Africa JULY / AUGUST 2016

space where I will be keeping all my electronic stuff. I have two battery banks and radar. I will be making use of drones for satellite connection, so that I will be able to live stream from the craft. And I will also be able to see the speed at which I am travelling and if I am on course,” he says.

Watch the newly-constructed barge being pulled into the water in the Port of Mombasa

The board also houses a devise to turn salt water into fresh water for consumption “No such boat has ever been designed. What I will be doing a lot of people will find scary, but the ocean is the place where I feel most comfortable,” Bertish said. By Rusana Philander

Watch a time lapse video of the construction of the 2,500 ton barge being built in Kenya.

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Shipbuilding, repair and maintenance

Marking a strengthened position in the boat building sector

aving concentrated on perfecting the GRP vacuum infusion process over the last two years, Vredenburg-based Sachal, is casting an eye on pushing the boundaries of the types of hulls that are usually associated with glass fibre on the local and international market. Mark Stevens, of Sachal, believes that embracing this and other new technologies will see the company, as one of the oldest boat yards in South Africa with a history of close to seven decades, continue to offer relevant hulls to the marine sectors. He is enthusiastic about the significant strength of the glass fibre material having undergone the vacuum infusion process

and credits his son, Nic, for relentlessly pushing the drive to perfect the method at the boat yard. Apart from significantly strengthening the glass fibre structure, the vacuum infusion process also reduces fumes usually associated with GRP construction. It also improves the accuracy and repeatability of the structures.

Bigger builds Currently building one of their biggest vessels since introducing infusion into the building procedure, a 24 m 300 ton pelagic fishing vessel will be completed by yearend. But Stevens and his son are confident that using the infusion process will enable

them to build much bigger glass fibre vessels of between 30 and 50 m suitable for a range of marine markets. “It’s a matter of space that currently constrains the size of vessel that we can build,” he says confirming that he has identified 7 hectares of land in Saldanha Bay that is suitable for their needs, but requires confirmation of a launching site to make the move viable. But it is a move that could significantly open up the markets for the GRP yard, which seeks to train and employ more artisans in an effort to realise the true potential of uses for these hulls in a variety of both marine and related sectors. Stevens was introduced to the infusion technology when the company became involved in the building of wind turbine blades.

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The new generation of Sachal's vessels are, however, also being influenced by Mark Steven’s recent enrolment in a Naval Architect course that has helped the evolution of their designs. “Vessel design is constantly evolving and each build offers a new challenge,” he says clearly excited about his return to being a student of new information and updated knowledge. “We are achieving incredible speeds and efficiencies with our new designs – even better than we calculated we would,” he says emphasising the importance of this for the fishing industry keen to save on fuel costs. With a background in aluminium construction, Stevens has now set his sights firmly on promoting the benefits of infused GRP hulls. “I have been amazed at the strength we can produce in the hull and even seen an aluminium vessel come off second best in a collision with one of these,” he says. Highlighting how the technology has been used by the Russian Navy to build patrol vessels and even frigates, Stevens points to the imminent Project Biro award and says: “That it is not being built in infused glass is beyond me; it’s a no-brainer. Using infused glass we could build a

stronger boat at the same cost.”

Current builds Currently, however, the Sachal's warehouse is filled to capacity with the 24 m pelagic vessel as well as a 71-foot chokka vessel destined for Port Elizabeth and a 40-foot small boat under construction for a new Kenyan client. Mark confirms that the local fishing sector seems to be buoyant again and ready to invest in new equipment and vessels. The sizeable pelagic vessel currently in the yard can accommodate a crew of 12 and will be powered by Mitsubishi engines. He adds that there are a number of tuna vessels likely to be added to the building line-up in the future. Offering a fully completed vessel to clients that includes all the outfitting, electrics and painting, Stevens believes that the future for infused glass hulls is very positive and he aims to promote the material across the marine sectors and into new territories. 

VACUUM INFUSION TECHNOLOGY

FOR IMPROVED STRENGTH IN GRP VESSELS

sachal@iafrica.com +27 022 713 1324 19 Veldrift Rd, Vredenburg, South Africa With over 1,000 boats to its name Sachal is synonymous in the boating industry for strong and reliable GRP vessels, with fantastic sea keeping abilities in light ship and heavy load condition with low fuel consumption. Nic Stevens has been relentless in his drive to perfect the vacuum infusion process at the shipyard.

Sachal has a comprehensive in house facility that designs, builds and launches all of its vessels. The Sachal facility comprises of a design oﬃce, CNC machining, carpentry, metal work and composites divisions. With the aim of applying new technology and ideas in every vessel from advanced electronics to the newest composite methods in order to produce the ultimate in quality and performance for each and every build.

Commercial ﬁshing boats, navy vessels, high speed craft, diamond recovery vessels, private bespoke designs

Sachal and Stevens is currently building a 24 m pelagic vessel as well as a 40foot small boat destined for Kenya.

Durban RIB boats gain local and international recognition

he Durban inflatable boatyard specialist Boat World recently completed and delivered a second semi rigid inflatable boat (RIB) for Transnet Dredging Services. Named Stretford End, according to an EThekwini Maritime Cluster news bulletin, the RIB will go into service with Dredging Services at Durban as a survey boat. Stretford End is the second of a pair of RIBs ordered from Boat World for work with South Africa’s dredging services. The first was delivered to the Port of Saldanha Bay. Unlike conventional RIB’s the two from Boat World feature a full cabin for the crew as they can undertake operations lasting many hours. The boats have a multi beam ‘sonar’ transducer along with a gyro-compensator fitted in the hull, which help keep the sonar equipment steady in order to generate accurate readings of the sea bed. The Maritime Cluster reports that the Durban boatyard, owned by Carl de Villiers, has also secured an order for ten semi rigid inflatable boats for the Germany’s sea rescue association, German Rescue.

DESIGN | COMPOSITES | ENGINEERING

FEATURE

Shipbuilding, repair and maintenance

Adaptable hulls and 3D printing are the future of shipbuilding Adaptable hull forms and ballast-free designs will start to make a bigger impact on shipbuilding in the future says a publication compiled by Lloyds Register, QinetiQ and the University of Southampton, Global Marine Technology Trends 2030.

he publication highlights some of the technologies and developments that will influence shipbuilding in 2030. It’s not surprising to see an increased level of automation being highlighted or improved design software that will easily convert two-dimensional designs into 3D, but the increasing use of additive manufacturing (or 3D printing) may surprise some.

the industry. Small emergency components required on board can be “printed” in the next port of call; or even on board.

“Additive manufacturing will offer greater flexibility in the location of the manufacturing. In terms of ship repair, the conventional practice of stocking components and tooling goods onboard will be replaced by storing additive manufacturing machinThe authors emphasise how Boeing is alery and feedstock materials. As consumer ready using more than 30 different comproducts constitute the largest additive ponents on their 787 Dreamliner planes manufacturing market, the need for carthat have been produced in this way and rying manufactured goods via containers that additive manufacturing has already may be shifted to raw materials,” write the demonstrated its capability to produce authors. large objects such as the body of a car. Additive manufacturing is also seen to The race to be at the forefront of metbe the technology that will reduce waste al-based additive manufacturing is currentand optimise the geometry of any given ly being lead by the USA, Japan and Gercomponent. The authors anticipate that many. Components and products can now the technology will initially be applied to be presented and stored as design specifiengine and other machinery components. cations. This has significant implications for By example, the aviation industry is already manufacturing jet engine parts through additive SUPPLY CHAIN SPECIALISTS

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Steel-Cutting and Piping Installation

manufacturing. It is clear that additive manufacturing will not replace the entire production line, but will influence certain sectors with the outcome of reduced forging, cutting and welding. The publication warns, however, that a policy to protect intellectual property of design would have to be established. In addition challenges relating to marine standards in additive manufacturing will need to be addressed. Classification societies and other international associations will develop criteria and new testing methods to safeguard the quality and reliability of additive manufacturing.

Construction The authors believe that the future of ship construction will more efficient, more automated and more environmentally friendly. “Less time will be spent, higher-quality control will be achieved, and less waste will be produced. Increased processing power and data storage capacity, big data analytics, and human-computer interface are the major technological changes that will speed up ship design cycles. Designers will be able to interact with the design without a keyboard or mouse,” they write. The result is that the shipbuilding industry will no longer necessarily be seen as a major employer for local regions. Competition in innovation will push shipyards to invest in future technologies.  New laser technology development will speed up the cutting process. An increasing number of embedded sensors will be fitted to other piping at this early stage. Robotics will streamline and speed up the cutting process. They will also control the curvature of materials more precisely, thus offering optimal hull form.

Block Assembly and Integration

Instead of leaving the majority of outfitting tasks until after launching, some outfitting, such as piping and heavy machinery, will be developed together with the hull structure. This will speed up the building process.

Erection

Intricate components made using additive manufacturing will be fitted to the vessel at this stage. Alternative propulsion and powering systems will be more widely adopted. Different inspection methods will be required for testing the advanced materials and sensors. Robotic inspection devices will speed up inspection work.

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Maritime Review Africa JULY / AUGUST 2016

Crane-Handling

Enhanced crane-lifting capability and flexibility will speed up production time.

Outfitting

Time spent on the outfitting along the quay will be minimised. Robotics will capture 3D imagery throughout the vessel and will establish a reference dataset to support real-time ship operations and through-life maintenance.

Shipbuilding, repair and maintenance

FEATURE

Angola orders new fisheries research vessel

he Damen Shipyards Group has received an order for a state-of-the-art, 74 m Fishery Research Vessel from the Angolan Ministry of Fisheries. This special vessel, which has Silent-A/F/R Class notation and features a basic design from Skipsteknisk, will join two previous deliveries from Damen within the ministry. The newly ordered vessel represents the cutting edge of its type. Special attention will be paid to the design, construction and outfitting of the vessel to minimise underwater noise, as well as onboard internal acoustic noise and vibrations. Machinery components, including pumps and ventilation plants, will be resiliently mounted where necessary to reduce noise and vibrations. The stiffness of foundations and supports for all the noise critical components and pipe systems will also be thoroughly checked to ensure that they comply with the silent notation. The FRV 7417 is suitable for various functions such as hydrographic operations; acoustics research; pelagic and demersal trawling; plankton, water, environmental and geographical sampling; oil recovery, and emergency towage operations. The new FRV has a service speed of 13 knots. Hein van Ameijden, Managing Director of Damen Schelde Naval Shipbuilding, commented that the yard’s vast naval building expertise can also be applied to this innovative research ship. Any successful research vessel has to operate extremely quietly and Damen has the expert knowledge needed to achieve the Silent notation for the FRV, he says. Friso Visser, Damen Regional Director Africa comments: “Angola was looking for a vessel which would help in researching its rich fishing grounds and fish stock. We are delighted to welcome them back to Damen.” Damen has been active in Angola for several decades and has previously built two ferries, several tugboats, dredgers and offshore-related vessels for the country. 

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Top right: An artistic impression of what the newly ordered Fisheries Research Vessel will look like.

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www.maritimesa.co.za Maritime Review Africa

JULY / AUGUST 2016 Tel: 021 511 8201 www.seascapemarine.co.za

FEATURE

Shipbuilding, repair and maintenance

Reinvesting despite economic climate

elmet South Africa and Belmet Namibia have announced a strategy of investment for future expansion to capacitate growth in both the marine and industrial sectors. In Namibia company will consolidate the purchase of an additional four properties into their existing facilities to accommodate a new factory that will provide between 1,600 to 1,700 m2 of under-roof fabrication area. According to Pieter Kroon, the new factory will include 15m under craning with two 30ton overhead cranes as well as a 5-ton auxiliary hoist unit. In addition, the existing factory will be increased by a further 900 m2 and two 5 ton overhead cranes installed. Investment in Namibia extends to the employment of additional personnel. “We want to supplement the current staff and increase capacity,” adds Kroon who confirms that preference will be given to Namibians where possible when hiring. The company is investing in skills training to ensure that this objective can be met. The Namibian entity is also undertaking the DNV ISO 9001 and 18000 accreditation with the second stage of the process sched-

uled for August this year. Having undertaken a number of rig jobs over the course of this year, Belmet Namibia is still pursuing the rig repair and fabrication market. “Walvis Bay is a full five days closer to the oil fields in West Africa. This is a definite advantage for us in Namibia and I am sure that the current expansion projects will help us attract this sector,” says Kroon, adding that port expansion by the Namibian government is also making Walvis Bay a more viable stop. Recent rig visits from West Eclipse and Sea Drill saw the company undertaking some prefabricated steel work at the Namibian facilities as well as additional work on the quayside. In Cape Town, the company has invested in a new generation MPC CNC pipe cutting machine from HGG for their facilities in Bellville. Pieter Kroon explains that the added flexibility provided by the new machine will meet the needs of the company’s fabrication projects. The MPC allows for several possible configurations making it a versatile and multi-purpose machine that is capable of cutting pipes, box sections as well as flat bars. 

Merger approved

he Competition Commission of South Africa (Commission) has approved without conditions the intermediate merger whereby AkzoNobel intends to acquire BASF IC. AkzoNobel is a global firm that produces and markets a wide range of decorative paints, performance coatings and speciality chemicals. BASF IC is a unit within BASF SE which is active in the business of

developing, manufacturing, selling and distributing coating products. The Commission found that the proposed transaction is unlikely to substantially prevent or lessen competition in market for the supply of powder coatings as the structure of the market does not change as a result of this transaction. Further, the proposed merger does not raise public interest concerns.

Shipyard seeks shareholders and investors

ameroon Shipyard and Industrial Engineering Limited (CNIC) seems poised to attract shareholders following meeting with visiting Brazilian investors in May where the General Manager confirmed that the company was seeking shareholders. “You can either come to us as partners or as share holders. Coincidently you are coming at the time the Board of Directors have mandated me to look for share holders,” Forgwei Alfred Mbeng told the delegation that included the Brazilian Ambassador to Cameroon. The delegation also included representatives of Medabil, a company already actively involved in the metal construction in Africa with a venture in Ghana. Admitting that Cameroon was still a “virgin land” in this regard, he also said that, with the turmoil in the oil sector, they were seeking ways to develop the industrial component of the company. “We are ready to partner with you in this direction,” he said. All avenues were explored, ranging from CNIC buying spare parts from Brazil or sending workers there for further training. The meeting ended with both parties promising to open up for greater collaboration. In June, CNIC hosted a workshop aimed at enhancing cooperation between the various departments. Addressing participants, Operations and Marketing Manager Jean Alain Dorier said the meeting was timely because it is coming at the time the company bracing up to start executing some projects. He called for greater collaboration between the various Departments, stating that priority should always be given to the satisfaction of customers. 

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Maritime Review Africa JULY / AUGUST 2016

Multi-mission on Ship energyvessel and efficiency order for Morocco

held in Ghana Tworkshop Representatives from 11 West and Central Africa he Moroccan Royal Navy has placed an order for a 72 m Hydro-Oceanographic Multi-Mission vessel (BHO2M) with Piriou to be delivered in mid 2018.

countries met in Accra, Ghana, to attend the first This is the third contract awarded by the Moroccan Royal Navy IMO regional workshop on “MARPOL VI – (MRN) to the shipbuilder after the contract for aAnnex 50 m LCT (Landing Craft Tank) to be delivered July and thetransfer”, contract Ship energy efficiency and next technology for of theof OPV 64 Rais Bargach presently under at the theoverhaul beginning July. way in Concarneau.

The BHO2M is a last generation scientific vessel equipped with the systems matching the topographic answering the In-Auhe workshop, which was hosted studies by the Ghana Maritime ternational (IHO)with standards. thority,Hydrographic was aimed atOrganisation building capacity regards to knowledge about energy-efficiency measures, while also assessing The BHO2M is able to fulfil long lasting operations, mainly hy-the regional needs and barriers related to technology transfer. drographic and oceanographic missions such as the completion

of topographic studies, data during acquisition The information gathered groupand andprocess, plenary scientific discussions sampling andday theofrelated analyses. She is fitted with an appenon the third the regional workshop was forwarded onto the dix the acoustic bases of the equipment includ- of Adwhere Hoc Expert Working Group on scientific the Facilitation of Transfer ing the two multibeam echo will sounders located. Technology for Ships, which meet are for its second meeting from 9She to will 10 October, at IMO Headquarters in London, be built to achieve her objectives at high United speeds Kingdom. and in

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rough as well as toWorking answer to the operational Theseas Ad Hoc Expert Group held its firstrequirements meeting during relating patrol, of humanitarian assistance, search and rescue the 66thtosession IMO’s Marine environment Protection Comand environment mittee (MEPC) in protection. March-Aprilthis year. A work plan, endorsed by the Committee, envisages: assessing the potential implications and impacts of the implementation of the energy-efficiency regulations in chapter 4 of MARPOL Annex VI, in particular, on developing States, as a means to identify their technology transfer and financial needs; identifying and creating an inventory of energyefficiency technologies for ships; identifying barriers to transfer of technology, in particular to developing States, including associated costs, and possible sources of funding; and making recommendations, including the development of a model agreement enabling the transfer of financial and technological resources and capacity building between Parties, for the implementation of the energy efficiency regulations. The Ghana workshop is the first in A drawing of the regional multi-mission vessel for Morocco.

a series that will assist in the implementation of the work plan. Three more regional workshops are planned to be held during 2014, in South Asia, Latin America and the Mediterranean, with additional regional Mozambique representation Volvo workshops in other regions planned for 2015,for in order to gather regional perspectives to further support the work of theImAd Hoc outhern Power has been awarded the Volvo Penta Expertportership Working Group. for Mozambique following a rigorous selection process undertaken by Volvo Penta in Sweden that will allow them to service not only the marine but also Research vessel chooses engine formarket, performance the and power generation markets. Theindustrial 8.5m aluminium research vessel currently under construction Veecraft in of Cape Town willa separate feature alocal Volvo Currently at in the process establishing enD3-170 Aquamatic engine. to tity in Mozambique, the planThe is toengine engagewas withchosen key customcomplement the needs of a the client. ers to offer aftermarket support via the South African enThe vessel has been designed and custom built by Veetity. recent appointment a Diesel Fuel Service craftThe to suit their customer’sofrequirements. The endengiclient neer will immediately bolster service toand coperewith specialises in data capturing, oceansupport mapping search. She has been designed to bebe stationed a parent any highly technical issue that cannot resolvedon locally. vessel to be launched and retrieved when necessary. Southern Power will establish an aftermarket support netThe Volvo Penta D3-170 is a five-cylinder 2.4-litre engine work through a locallymarine resourced office andThe warehousing used for commercial applications. electronifacility and the appointment offuel Service Dealers throughout cally controlled common rail system provides the the Mozambique territory. dealersrequiring in Mozambique, performance required forCurrent applications fast acceleration and high top speed. Various operating condisuch as Balro Trading in Biera, will be maintained and suptions made the Volvo Sterndrives with duo props the right ported. choice. Operating at a crawling 4-5 knots or cruising at 20 “We understand the challenges is facing at knots the Volvo Sterndrives offerMozambique superb handling with reduced fuel consumption and easy maneuverability. the moment, but are confident by positioning ourselves Volvo Penta a worldwide aftermarket correctly now,has with the right service dealerinfrastructure partners, we thatsuccessfully ensures that reliable parts are will flygenuine the Volvo Penta Volvo flag inPenta Mozambique,” freely available at all times. says Jacques Brümmer, Chief Executive Officer.

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MARITIME NEWS

Industry updates

Strengthening maritime domain awareness through collaboration

closer collaboration between the US Department of State’s Science Envoy of the Ocean and the South African Maritime Safety Authority (SAMSA) seems likely following a second meeting between the two organisations during July in Pretoria, South Africa. A US government delegation led by Dr Jane Lunchenco met with senior management of SAMSA including CEO, Sobantu Tilayi as well as representatives of the Department of Transport (DOT) to discuss aspects of maritime domain awareness. It is envisaged that the US could

Maritime cluster supports maritime entrepreneurs

Thekwini Maritime Cluster’s Enterprise Development Unit in collaboration with ABSA Bank’s Enterprise and Supplier Development Centre, has developed a training programme to ensure SME’s acquire the skills to run successful and compliant businesses. Writing in the latest Cluster newsletter, Managing Director Thato Tsautse highlights how the programme will put 70 Maritime Business Incubator applications through a rigorous threemonth training programme that will culminate in the entrepreneurs developing and pitching their business ideas to a panel of judges. “The best 60 entrepreneurs will be admitted to the EMC incubator with 40 businesses being incubated physically and 20 incubated virtually,” she explains listing a number of critical skills that will be addressed by the programme including finance, legal compliance, tendering and management. She adds that the Cluster is planning a Maritime Skills and Training Summit for October as one of the outcomes of the inaugural Durban Maritime Summit held in February this year. “It (the summit) will take a close look at the needs of the maritime sector, what institutions of learning are doing and how they should be responding,” she says.

Maritime Review Africa JULY / AUGUST 2016

also share more information on the increased use of certain technologies such as unmanned aircraft (drones) in the promotion of marine environmental safety, while the parties also agreed to cooperation with South Africa’s quest to enhance the cruise shipping subsector of the maritime economy sector. SAMSA and the US Department of State’s delegation led by Dr Lubchenco last met in Cape Town in July 2015. Parties held discussions on a range of maritime domain related programmes and projects towards which they could work jointly.

These included ocean government and community development, illegal unreported and unregulated fishing, general safety and security at sea, skills development and technology transfer, research and development, climate change and renewable energy as well as ocean environmental management with regards especially ocean acidification Also on the agenda was the progress being achieved under South Africa’s Operation Phakisa from a SAMSA perspective. The US delegation expressed interest in SAMSA’s role in the promotion of public awareness about the maritime sector, with the view to developing collaboration and possible partnerships in this regard.

South African seafarers assured of compliant certificates

he South African Maritime Authority (SAMSA) confirmed at the beginning of August that the backlog of issuing Seafarers Certificates had been resolved and that new applications were being processed within three weeks of submission. After introducing a new Manila Compliant Seafarer Certificate recently, SAMSA ran into some technical difficulties with the printing process associated with printing photographs onto the plastic of the certificates. According to Chief Examiner, Azwimmbavhi Mulaudzi, these technical difficulties had forced the Authority to institute a process of manually processing each photo – a process that was taking up to 1.5 hours per certificate. He confirms, however, that the system

difficulties have been resolved and the printing process has once again been automated to take less than a minute. This will allow them to process the remaining backlog and to ensure that new applications are available within three weeks of submission. Reacting to reports that seafarers had been put on unpaid leave who could not access their new certificates, SAMSA proactively announced that measures were being taken at the beginning of July to ensure that no further seafarers were disadvantages by the delays. With the clock ticking to comply with the deadline set in the STCW Convention for the issuing of the new Manila Compliant Certificates, SAMSA is confident that the matter has now been resolved.

Plans for port building upgrade in Namibia

amport is planning to undertake alterations and additions to its head office in Walvis Bay and has issued a tender to interested parties that will close on 5 September 2016. Namport Tenders requires mandatory participation of Namibian registered entities whereby at least 51 percent effective ownership of the tendering entity is held by Namibian nationals of

which 30 percent must be Previously Disadvantaged Namibian nationals. Foreign registered and owned companies intending to apply for this tender are required to enter into a joint venture with Namibian registered entities and allocate at least 51 percent effective shareholding in the JV to Namibian nationals of which 30 percent must be Previously Disadvantaged Namibian nationals.

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Maritime Review Africa JULY / AUGUST 2016

MARITIME NEWS

Industry updates

Vehicle export milestone for Port of East London

ecent reports have confirmed that in April 2016 Transnet and Mercedes-Benz South Africa (MBSA) recorded the highest units handled in East London with over 10,000 new vehicles exported. According to MBSA’s CEO and Executive Director: Manufacturing, Arno van der Merwe, the total number of Mercedes-Benz W205 C-Class vehicles exported via the East London port over the last three months amounted to 25,860. “In April we were the highest exporter of new vehicles in South Africa when we recorded a total of 10,674 exports, which is a huge achievement and a record for MBSA, the East London Port and the Eastern Cape as a province. It is pleasing to see this type of successful collaboration between manufacturers, shipping lines and ports in achieving increased volumes with quick turnaround times as this will contribute to a much needed injection into the economy,” stated van der Merwe.

28,792

Total new vehicles exported by MBSA in 2016, of which 27,112 are RoRo exports and 1,680 are containerised units. “We are thrilled in being a key enabler of the automotive sector, an industry that makes up about 7 percent of South Africa’s gross domestic product and accounts for almost 12 percent of the country’s manufacturing exports. By being custodians of exporting such goods, we contribute immensely in the sustenance of jobs and in turning the tide against the current economic slump,” said Karl Socikwa, Chief Executive of Transnet Port Terminals. TNPA’s invoiced figures for April 2016 also confirmed MBSA to have exported the highest volume of new vehicles of the six OEM exporters of which the RoRo exports amounted to 27,112 new vehicle units and containerised units amounted to 1,680 new vehicles units totalling 28,792.

Maritime Review Africa JULY / AUGUST 2016

Small vessel tracking trials prove successful

n an effort to more effectively track small vessels and artisanal fishing boats, the South African Maritime Safety Authority (SAMSA) aligned with local and international partners to trial Class B satellite enabled AIS identifiers in this sector with some positive results. With part-funding from the UK Space Agency‘s International Partnership Space Programme, SAMSA collaborated with exactEarth Europe Limited on the South Africa Safety Initiative for Small Vessels (OASIS) project. Targeting smaller vessels that typically operate without a tracking system on board, exactEarth Europe and its IPSP partners SRT Marine Technology (SRT - UK) and Marine Data Solutions (MDSol - South Africa), were able to carry out extensive sea trials in South Africa of their cost effective ‘Advanced Class B Satellite Enabled AIS’ (ABSEA) Identifier – designed specifically to support long and short range small vessel tracking. The ABSEA Identifier is battery-powered and can easily be fitted onto very small boats with little or no onboard infrastructure. It transmits standard Class B AIS position reports that can be detected by coastal AIS systems, but it is also enhanced to maximise its ability to be detected by exactEarth’s satellite AIS constellation. This ensures a boat can be tracked both inshore and offshore and across locations where coastal AIS is not available. Both the Identifier’s satellite and coastal position reports are provided as standard AIS messages for integration into third-party maritime domain awareness systems, as well as being viewable in exactEarth’s ‘ShipView’ data visualisation tool.

Following the success of the trial in South Africa, SAMSA is now assessing its options for the operational use of ABSEA. In the meantime, and under a grant extension from the UKSA, exactEarth Europe, SRT, MDSol and SAMSA are currently conducting a second, smaller trial with the Namibian Directorate of Maritime Affairs on their Atlantic coast, where they share similar small vessel safety concerns with SAMSA. This trial should be concluded by September 2016. “The extensive trial activity being conducted in South Africa under the OASIS project is a very important step in the validation and introduction of our small vessel tracking solution,” said Peter Mabson, CEO of exactEarth. “The work on the project to deploy this product in a real world environment and to get critical feedback from a range of actual users who face these real world issues is invaluable as a major step in the market introduction process for this exciting new capability. We would sincerely like to thank SAMSA for their support and feedback related to the project and to UKSA for providing the funding and oversight for this important activity. We also look forward to taking this activity to the next level as an operational capability in South Africa and to thereby make a meaningful contribution to the improvement of maritime safety.” “The OASIS project, through the use of the Identifiers, provided very valuable information to SAMSA related to the capability of detecting, tracking and monitoring of small vessels in the trial areas,” said Captain Karl Otto, Executive Head, Centre for Sea Watch & Response, SAMSA. 

Reflagged and renamed

pecialist marine solutions provider Smit Amandla Marine’s buoy tender vessel formerly known as Pentow Malgas has been renamed Sisonke, and has officially been registered through the South African Maritime Safety Authority (SAMSA) on the South African

ships’ register. The vessel is on contract to PetroSA, and her return to the South African flag is in line with the stated intent of Smit Amandla Marine and PetroSA. Sisonke translates to ‘togetherness’– reflecting the company’s partnership approach.

The Pentow Malgas has been renamed Sisonke and reflagged under the South African ships’ registery.

Industry updates

Gulf of Guinea records huge jump in piracy incidents and sophistication

s the number of kidnappings in 2016 already outstrips the total for the whole of 2015, concerns relating to the level of sophistication and prevalence of piracy and kidnapping in the Gulf of Guinea are being raised internationally. “The Gulf of Guinea is understood to be the most dangerous region in the world for seafarers. A report by Oceans Beyond Piracy revealed that there have been 32 kidnaps for ransom during 2016 in the Gulf of Guinea, surpassing the total number of incidents, 19, recorded by the International Maritime Bureau (IMB) for 2015,” says Stuart Edmonston, Head of Loss Prevention at UK P&I Club, together with Hellenic War Risks and Terra Firma Risk Management. “The increase in kidnapping for ransom has not occurred out of the blue: in 2014, 16 percent of attacks in the area involved kidnap for ransom; in 2015 it was 28 percent of attacks. There may be two reasons why kidnapping has increased in late 2015 and has continued to increase in 2016. “Improved naval patrolling (by the Nigerian and other littoral navies) may have made cargo theft more difficult and dangerous. Cargo theft, particularly of large amounts of refined oil products, takes time and so criminals have moved to a crime where less time is spent on-board vessels and leaves them less exposed to naval patrols, i.e. the kidnap for ransom of ships’ crews. “In addition, it may be that for the time being, the drop in oil prices has made oil

theft a less lucrative proposition than kidnapping for ransom. “There are indications that some kidnappers have such belief in their business model that they are increasing their logistical capacity to take in and hold more hostages, possibly for longer than is now normally the case. There are also signs that their understanding of the ‘kidnap market’ is evolving – in other words, they may be able to target their attacks with greater precision and demand higher ransoms. “The costs of protecting vessels in the region are well known and the threat of kidnap in the Gulf of Guinea is unlikely to disappear or decrease significantly in the next year or so. Consequently, attacks on vessels and the kidnapping of seafarers in the region may have a further impact on business. Owners and crewing agencies may find it increasingly hard to crew ships in these waters, especially with nationalities that have the appropriate experience, languages and skills set. “Shipping companies need not only to protect their vessels, but also to ensure that they can still attract high-quality officers and crews willing to sail in the area. This means that crews must understand, but not overestimate, the risks and that they and their families are mentally and physically prepared for an incident. Companies must also be able to demonstrate that they take their duty of care seriously, and that they will be able to act professionally if a kidnap does occur.” 

Road rehabilitation on track in Port of Durban

ork on the Durban Container Terminal road at Pier 2 is progressing well since the start of a rehabilitation project in November last year with 47 percent of the maintenance project currently completed. Challenges faced during Phase 1 of the project included identifying and securing the underground services, which was

acknowledged as a potential risk ahead of the project commencing. However, the issues were resolved efficiently with additional sleeves being added for extra services in the event the need arises in the future. The completion date for Phase 1 is set for Quarter 3 of this year with the overall project completion date predicted for Quarter 2 in 2017.

MARITIME NEWS

Upgrade allows for 24-hour operations in Liberian port

new port navigation system that was installed at the Monrovia Free Port in Liberia will enable 24-hour port access to the port for the first time in three decades. Previously, the absence of buoys, lighting and electronic navigation systems limited port access to daylight hours only. The new equipment includes 12 offshore buoys and two land-based range markers, which were installed at a cost of approximately USD $500,000.

800,000

metric tons of general cargo as well as containerised trade handled at APM Terminals Liberia annually. “The return to 24-hour accessibility to the port is another major milestone in the development of the Liberian economy as a global trading partner, and increases the ability of APM Terminals Liberia to serve the people and businesses of Liberia, and the region,” stated APM Terminals Liberia Managing Director, George Adjei. APM Terminals began operations at the Port of Monrovia in February 2011 under a 25-year concession agreement for the privatisation of the port concluded in 2010. Under the terms of the agreement, USD $120 million will be invested in port upgrades, with over USD $100 million invested to date. Approximately 350 vessels call at the Port of Monrovia annually. APM Terminals Liberia handles approximately 95 percent of the country’s trade that includes 800,000 metric tons of general cargo as well as containerised trade. Container throughput at the facility was 98,000 TEUs in 2015.

Participate in our online surveys The road rehabilitation project underway in the Port of Durban is due for completion in the second quarter of 2017.

www.maritimesa.co.za Maritime Review Africa JULY / AUGUST 2016

MARITIME NEWS

Industry updates

Diving learnerships funded from discretionary grant

ollowing the success of a diving learnership hosted by Subtech in 2015, the Transport Education and Training Authority has awarded a discretionary grant for the continuation of the workplace learning that saw eight of the original group of 13 divers return to Subtech at the beginning of June. The newly graduated Class 3 divers will be deployed within the company’s operational activities for a period of 12 months. In partnering in this skills development initiative, Subtech and the KZN Sharks Board have created the framework in which these learner divers can both complete formal commercial diving training courses and garner much needed work experience. This will assist them in securing employment and assist in building capacity in commercial diving in South Africa. The initial experiential learning period in 2015 was funded by Subtech and consisted of work exposure in commercial diving, marine and safety. The divers were closely monitored to identify those candidates with the potential to continue with specific learning interventions. The programme kicked off in August 2015 in Durban. Classroom sessions were hosted by the Diving, Marine and Safety Teams before the learners were deployed to work on site. The learners were assessed by their team leaders during each phase of their experiential learning with the assessment tool structured to measure the learner’s skills, ability and attitude towards tasks. 

New car terminal eases operations in Port of Takoradi

he capacity of the Port of Takoradi to handle all kinds of vehicles that enter the port has been boosted with the construction of a car terminal by Safe Bond Company Limited five kilometres away from the port. The facility, situated on four acres of land, will accommodate 3,500 various types of vehicles. The facility is also located outside of the port of Takoradi to make space for the massive expansion works being undertaken within the port. Richard Acquah, Monitoring Manager, Takoradi Port said the port is receiving new volumes of businesses, hence, the need to free the port space for other essential businesses. “One of these is to move such activities like receiving vehicles inside the port to an off dock terminal, so that we can make way for other businesses that are coming in,” he noted.

Maritime Review Africa JULY / AUGUST 2016

Nigeria to get tough on cabotage laws

r Dakuku Peterside, the Director General of the Nigerian Maritime Administration and Safety Agency (NIMASA) has said that the Agency will no longer tolerate the disregard for Cabotage and environmental laws by the International Oil Companies (IOCs) operating in Nigeria. Engaging with representatives of IOCs in Lagos recently, Dr Peterside also warned the international companies to be mindful of all existing laws or face applicable sanctions. The DG highlighted areas of interest to NIMASA to include the flouting of Cabotage law, negative impact to the environment from oil exploration activities, non-payment of statutory levies due to the government and inadequate information sharing. The Director General highlighted that IOCs were still using foreign vessels to undertake work that Nigerian operators have adequate capacity as well as equipment to carry out. He stressed that this would no longer be tolerated as it was to the detriment of the Nigerian shipping industry. The DG therefore charged IOCs that “you must give us ample notice of vessel requirements so that we can engage indigenous operators who have the capacity to do the job instead of giving it to foreign operators”. “The spirit of the Cabotage Act is not to generate revenue in terms of waivers, but to build the requisite capacity for indig-

enous players which will in the long run generate wealth and create employment for Nigeria’s teeming population,” he said. Dr Peterside, who commended the IOCs for their compliance level with payment of statutory levies so far, however noted that the argument on the payment of cabotage levies on Floating Production Storage and Offloading (FPSOs) facilities and other offshore platforms is unnecessary. “By our laws, FPSOs and other offshore platforms are cabotage vessels that are subject to NIMASA’s regulation and payment of statutory levies,” the DG said. Peterside has committed to deepening the Agency’s collaboration with the Nigerian Content Development and Monitoring Board (NCDMB) for the benefit of indigenous operators in Nigeria’s maritime environment. “Whether you are into shipping or shipping related business, NIMASA has a role to play in ensuring that the business is done seamlessly without security risk and not at the detriment of the Nigerian state. Therefore there is the need for you to cooperate with NIMASA especially in the area of information sharing,” he warned. “We will not fold our arms and watch while you do damage to our environment because environmental pollution is life threatening,” he added, emphasising that the era of IOCs carrying out their businesses in violation of Nigeria’s laws was over. 

Nigerian maritime sector seeks USA input for capacity building initiatives

he Nigerian Maritime Administration and Safety Agency is seeking to establish partnerships with the United States of America to foster capacity in building the country’s maritime sector. The Director General of the Agency, Dr Dakuku Peterside made this request when he received the Consul General of the United States in Lagos, John Bray at the Agency’s Head Office. Dr Peterside acknowledged the need for the US government’s assistance in the area of technology-driven security surveillance as well as human capacity building; and said that Nigeria could benefit from the experiences of the Americas to harness the potential of the nation’s maritime domain. “The need for sharing ideas cannot be overstated, because shipping is a global business that links economies of the world together and Nigeria can learn

from the experience of the United States. We are currently repositioning the maritime industry and our dream is to be the hub of maritime activities in Africa,” the DG said. The NIMASA helmsman also used the opportunity to appeal to the United States representative to assist in the area of training and recruiting of the Nigeria Seafarers Development Programme (NSDP) cadets to the USA marine Navy in order to enhance their competency and skills. While responding to the Director General’s requests, Bray expressed the readiness of the United States to leverage on the already existing Memorandum of Understanding (MoU) between both countries to collaborate with the Agency and Nigeria at large towards achieving a vibrant and business friendly maritime environment.

Industry updates

New cranes for Beninâ&#x20AC;&#x2122;s primary port

oman SA, operated by APM Terminals Cotonou in Beninâ&#x20AC;&#x2122;s primary port, commissioned two new Mobile Harbour Cranes (MHC) recently, bringing the terminalâ&#x20AC;&#x2122;s operating total to five, after the decommissioning of an older crane. The cranes have a lifting capacity of 144 tons, making them the largest in the port area. â&#x20AC;&#x153;These new cranes reflect our ongoing investment in improving Beninâ&#x20AC;&#x2122;s port infrastructure, productivity and competitiveness for our customers. More importantly, our goal is to ensure we have safe operations and safety is an integral part of everything we do here at the port for all our employees and end users,â&#x20AC;? said Coman SA Managing Director Koen De Backker. The Port of Cotonou, in addition to serving as Beninâ&#x20AC;&#x2122;s primary port, is also a gateway for Nigerian cargo and transit cargo for Niger, Mali and Burkina Faso.

Tanzanian islandâ&#x20AC;&#x2122;s fishing infrastructure improved

he Tanzanian island of Songo Song recently saw the completion of a jetty project by the Comarco Group aimed at providing safe and reliable docking facilities for the island's fishing and passenger boats. The island has a relatively small population of around 5,000 people; but it has significant importance to the economy of Tanzania as a consequence of the discovery and extraction natural gas, both from onshore and offshore platforms in the surrounding area. The jetty has been successfully completed and handed over to the client and it has started full operation of serving the local community. The project commenced in January 2015 and it involved the following major works: Rehabilitation of existing short jetty Extension of the jetty to reach about 80m from the shoreline Installation breakwater Dredging of the jetty surrounding to enable a 2m draft at the lowest tide. Supply and installation of jetty fixtures such as bollards, fenders, ladders etc. Installation of lighting Construction of office and other facilities Landscaping and paving works for the jetty access. ď&#x201A;˘

MARITIME NEWS

Transformation of the South African deep-sea trawling industry

ore than 60 percent of South Africaâ&#x20AC;&#x2122;s most valuable commercial fishery, the deep-sea trawling industry, is blackowned. This is one of the key findings of a study that has just been completed by the independent economic empowerment verification and research agency, Empowerdex. The finding is in sharp contrast with widely held opinion that the deep-sea trawling industry, which has annual sales in excess of R5 billion, is largely untransformed. Empowerdex lead researcher, Lister Saungweme, says the study was conducted to understand and verify the extent to which the fishery has transformed in recent years. â&#x20AC;&#x153;Our aim was not only to clarify the deepsea trawling industryâ&#x20AC;&#x2122;s verified transformation status but to benchmark it against other industries. A significant finding is that the industry is 62.36 percent blackowned and a level three contributor to broad-based black economic empowerment (BBBEE),â&#x20AC;? she said. A level three contributor scores greater than 75 out of a possible 100 points when scored against a range of BBBEE criteria including, inter alia, ownership, management and control, employment equity, skills development, preferential procurement and enterprise development. Collectively, the industry employs 7,050 people at sites in Saldanha Bay, Cape Town, Gansbaai, Mossel Bay and Port Elizabeth. Wages are negotiated at industry level and employees are offered a range of benefits including a variety of training opportunities and scope for career progression. Empowerdex divisional manager, Nazeem Allie, says the transformation achieved by the deep-sea trawling industry should be

acknowledged. â&#x20AC;&#x153;At the beginning of the study we were aware of the widely held view that the industry has to be restructured, but our findings have shown that there has been a significant shift in the transformation credentials of the deep-sea trawling industry. It has a relatively high number of employees and requires very costly equipment and extensive skills to, firstly, go and hunt for the raw material and, secondly, extract maximum benefit through a series of complex processes from production to marketing and distribution,â&#x20AC;? he said. Empowerdex noted that the industryâ&#x20AC;&#x2122;s transformation compares very favourably with other sectors of the economy. For example the deep-sea trawling industry placed fourth out of 10 when compared with other industries, scores for which were drawn from the top empowered listed companies in each sector. With a score of 79.17 percent, the deep-sea trawling industry came in after the construction and materials industry (83.12), the ICT industry (81.90%) and the forestry and paper industry (80.38). Tim Reddell, chairman of the South African Deep Sea Trawling Industry Association (SADSTIA), said: â&#x20AC;&#x153;It would be correct to say that the deep-sea trawling industry is a transformed industry that has undergone a sea change over the past 25 years. Before 1990, there were a few rights-holders in the fishery â&#x20AC;&#x201C; all of them large and predominantly white-owned. Today, there are 44 rights-holders and many of them are small to medium enterprises (SMEs) that have invested in vessels, factories and other capital equipment and are operating successfully alongside the large companies that remain in the fishery.â&#x20AC;? ď&#x201A;˘

IMO interacts with Africa

nhanced marine security in west and central Africa was on the agenda as maritime security experts met in Rio de Janeiro, Brazil in June to share expertise on how cooperation on maritime surveillance monitoring and communication systems in the South Atlantic can benefit countries in west and central Africa. Delegates from 11 African countries, the Brazilian navy and various African regional organisations shared challenges and expertise with a view to improving maritime security through improved maritime governance, maritime situation awareness and cooperation. The revised Somalia Maritime Code was

finalised at a four-day IMO sponsored Stakeholders Forum in Kigali, Rwanda in July. The workshop formed part of IMOâ&#x20AC;&#x2122;s ongoing technical assistance to the Federal Government of Somalia and regional authorities in establishing a Maritime Administration for the country capable of undertaking flag, port and coastal states duties in line with IMO instruments. IMO also held a workshop in Morocco in July. The focus of that workshop was the raising of awareness of the organisationsâ&#x20AC;&#x2122;s regulatory regime dealing with improving energy efficiency and the control of GHG emissions from ships.

Maritime Review Africa JULY / AUGUST 2016

MARITIME NEWS

Industry updates

Innovative design improves manganese exports

aving identified the growth of the manganese industry in 2013 based on world trends, Transnet Port Terminals (TPT) collaborated with a key stakeholder and client in the mining sector in an effort to significantly increase the export of additional volumes of manganese. As the largest manganese export facility in Africa, TPT’s Port Elizabeth terminal has introduced a number of innovative handling methods to facilitate the growth of emerging miners and to improve capacities including the successful handling of skiptainer vessels. According to TPT’s PE Terminal Manager, Nelisiwe Mbenekazi, the skiptainer solution has proven a successful method in meeting the rising demand while supporting the South African economy. “When we first undertook the challenge of implementing skiptainers to reach required capacity of increased volume demands in the manganese sector, there was a significant amount of training required for our staff as this was the first initiative of its kind in Africa and we wanted to ensure the safety of our people and equipment. “The skiptainer would not have been a success though without the valuable support and investment made by one of our key clients, Tshipi e’Ntle Manganese Mining. They were brave enough to trial this new method of handling manganese in partnership with TPT and invested in three rotating spreaders and the Dust Suppressing System (DSS). “We have come a long way since the teething issues we experienced when implementing this handling method with the first vessel and one of the highlights has been an in-house innovation to control the dust excess that we were experiencing despite the DSS in place,” explained Mbenekazi. Since the loading of the first vessel using the skiptainer method and De Lange’s ingenious invention, TPT have successfully improved their loading turnaround time from vessels staying for eight days (Dec 2013) to more recently achieving an average of vessels only staying for three days.

Maritime Review Africa JULY / AUGUST 2016

Fisheries crime academy to tackle illegal fishing An agreement of cooperation by the Norwegian Government will see the injection of R50 million over three years towards establishing a new Fisheries Crime Law Enforcement Academy to tackle fish crime in South African waters, said the Department of Agriculture, Forestry and Fisheries’ Monitoring Control and Surveillance (MCS) unit.

he Academy was established at the Nelson Mandela University (NMU) as a focused project of the Fisheries Crime Working Group under Operation Phakisa. It will offer short learning programmes on fisheries law enforcement. These will be accredited and credits can be accumulated towards a Higher Certificate or Diploma. The Academy will collaborate with partners for the development and evaluation of training materials. Amongst the partners are INTERPOL, The United Nations Office on Drugs and Crime (UNODC) and the Norwegian Government. MCS is currently engaging the Academy on the courses to be rolled out and training will commence as early as August/September 2016. Said Fatima Savel, acting Director, Monitoring Control and Surveillance and also Deputy Director, Skills Development Training and Awareness: “We are especially

happy that we are developing another crop of compliance and surveillance specialists who will bolster our efforts towards eradicating marine related crimes, and especially, fish crime. This could not have a come at a better time. Our marine biodiversity is under serious threat, and, our efforts to address socio-economic challenges are further hampered by these unfortunate crimes.” The mandate of MCS is to ensure compliance, monitoring and enforcement along South Africa’s vast coastline and its national waters. However, due to its limited capabilities, other government departments and law enforcement agencies continue to play a crucial role in order to complement the existing resources for comprehensive compliance. The first cohort to receive training will be 300 DAFF employed Fisheries Control Officers (FCO) who currently possess NQF Level 4 and 5 qualifications. 

Dr Sibongile Muthwa (Nelson Mandela University) and Norwegian Ambassador, Trine Skymoen

Straddle carrier swap ahead of windy season

ix Kalmar diesel hydraulic straddle carriers will be transferred from the Durban Container Terminal to the Port of Cape Town ahead of the windy and reefer peak season. In exchange, four newer Terex diesel electric straddle carriers will move from Cape Town to Durban. According to Transnet Port Terminals (TPT), the move will benefit port operations in Cape Town through optimised spares holding and improved reliability

of equipment at both terminals. The Straddle Carriers will be delivered well in advance, prior to the wind and reefer peak season to allow the terminal to conduct maintenance that will ensure reliability and optimal use. “The terminal’s current capacity will be restored and we are confident and are committing to sustain the reliable service afforded in Cape Town,” said the Terminal Manager for the Cape Town Terminals.

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Maritime Review Africa JULY / AUGUST 2016

MARITIME MEMORIES

By Brian Ingpen

The intermediate steamer Kenya Castle seen laid up in River Blackwater in 1967. She was bought by Chandris Lines to conversion to a cruise ship and renamed Amerikanis. Withdrawn from service in 1993, she spent several years laid up in Eleusis, Greece, before being scrapped. Photograph: Newall/Dunn Collection

A fruitful undertaking As most fruit shipments are containerised now, conventional reefer ships are relatively rare callers these days. Thus, the occasional arrival of a reefer ship to load a fruit cargo takes me back to times when three, even four, fruit ships were loading, mainly for Britain and Europe, with others waiting in the roadstead for a loading berth to become available.

he South African fruit export industry stems from the first successful shipment in modified cool chambers in Drummond Castle in February 1892. That success immediately widened the market for farmers, expanded fruit farming, and led to the consolidation of marketing and export procedures for local fruit. Refrigeration chambers were fitted in Union-Castle’s mail ships, and, following a revised freight contract with the South African government, Union-Castle had to prepare for greater volumes of fruit exports. From 1930, the company chartered five refrigerated ships, known as R-boats, that had been used for Argentine meat exports to Britain, and, when the company ordered the mail ships Stirling Castle and Athlone Castle, it increased the specification for reefer cargo capacity. It also ordered its own reefer ships.

First fruit ships Designed to carry about 7,000 tons of fruit in five fully refrigerated holds, Union-Castle’s first fruit ships, Roslin Castle and Rothesay Castle, emerged from Harland & Wolff’s Belfast yard in 1935. Their single Burmeister & Wain diesel engine drove them along at 17 knots, similar to the service speed of some of the company’s older mail ships of the time and they were ordered never to overtake a mail ship in daylight. By the outbreak of World War 2, the company had added a further four slightly larg-

Maritime Review Africa JULY / AUGUST 2016

er reefers and, with significant reefer capacity in their mail ships and intermediate liners, Union-Castle became the dominant player in the local fruit export business. The availability of regular, fast reefer services to Britain encouraged further expansion of fruit farming and by 1938, local fruit exports had doubled in volume since 1930. After Rothesay Castle was wrecked on the Scottish coast during World War 2, Roslin Castle and Rochester Castle were the only two Union-Castle fruit ships to survive the entire war. Rochester Castle achieved fame as one of the ships in a convoy that endured severe aerial and sea-borne attacks while defying the Axis blockade of Malta in 1942, a feat that won her feisty master, Captain Richard Wren, the DSO. Leaving Durban with several other ships bound for Aden, Roxburgh Castle was routed east of Madagascar, while the others sailed through the Mozambique Channel. Of the original convoy, she was the only ship to reach Aden, and during the voyage had rescued the crew of an American vessel, whose 70-year-old master had come out of retirement to do “his bit” for the Allied cause. In February 1943, Roxburgh Castle sailed from Glasgow, and her master, Captain George Mayhew (later Union-Castle’s gregarious commodore), set course for La Plata to load meat for Britain. Off the Azores, she was torpedoed by U107. As the crew

By Brian Ingpen pulled away from the sinking ship, the submarine surfaced next to the lifeboats. “Where’s the captain?” the u-boat commander inquired of the fourth mate. “Last time I saw him,” replied the young officer, “he was on the bridge.” His response satisfied the German who, before leaving, gave them the course to the nearest land, and masses of chocolate.

Delivering mail Until all the Union-Castle mail ships returned to service after World War 2, the newly-built Rustenburg Castle took one of the slots in the mail schedule in October 1946. Although she could not quite match the normal speed of the post-war mail ships, she could manage around 18 knots. Among her 7,400 tons of general cargo were 56 tons of letters, 104 tons of parcels and her cargo discharged in Cape Town comprised, inter alia, gramophone records, cars, 37 cases of penicillin, bicycles, motorbikes, radiograms and other electrical goods. In the mid-1960s, Rothesay Castle and Rotherwick Castle replaced some of the older R-boats. Besides the R-boats, the weekly mail ships, some Clan, Blue Star, Port Line ships and others (including an increasing number of chartered ships) lifted fruit consignments in South Africa.

Safmarine’s fruitful experience Safmarine operated six beautiful reefer ships to take a significant share of the fruit trade. Such was the efficiency of the design of their cargo spaces that, when Clan Line built its four R-class vessels also in the mid-sixties, they were similar in many respects to the Safmarine vessels.

By Brian Ingpen

MARITIME MEMORIES

Clockwise from bottom left: Riebeeck Castle in Cape Town circa 1950. She and her sistership Rustenburg Castle entered service in 1946 and were slightly larger than their earlier consorts. Both vessels were scrapped in 1971. Photograph: Brian Ingpen/George Young Collection In the 1930s, Union-Castle chartered five sisterships from the Lamport & Holt group to carry South African fruit to Britain. One of these was the 1917-built Millais, seen arriving in Cape Town circa 1934. She was sold to Blue Star Line in 1938 and renamed Scottish Star under which name she was sunk in February 1942. Her sisterships that were also used on the South African fruit run. Photograph: Brian Ingpen/George Young Collection Completed in January 1945 as a replacement for her earlier namesake that had been sunk in World War 2, Roxburgh Castle sails from Cape Town in about 1946. She was scrapped in 1971. Photograph: Brian Ingpen/George Young Collection

Safmarine modernised its fleet in the ‘eighties and, after operational restructuring, the reefers traded further afield in the off-season. That part of Safmarine’s operation ceased when it was purchased by the Restis Group in 1999, leaving chartered ships to carry South African bulk fruit exports.

Out of season lay ups In the South African off-season, some of the fruit ships that moved our fruit, mostly British vessels in the 1950s, went into layup in various locations prior to pre-season refits and drydocking. One lay-up anchorage was the River Blackwater in Essex, north-east of London. The sheltered estuary became a popular lay-up because it was closer to London than another good lay-up, the River Fal in Cornwall. The sheltered Scottish sea lochs were used by some companies to lay up their vessels, as is happening in the current downturn in the North Sea oil industry, resulting in dozens of rigs and oil platforms laying idle in those calm waters. For most large British companies, however, the lochs were simply too far from the London or Liverpool head offices for regular use as lay-ups. As larger tankers came into service, dozens of smaller, obsolete tankers, including some of Shell’s famous H-class and N-class, steamed slowly up the river to anchor among the growing fleet that eventually topped 40 vessels late in the 1950s. Most of these went prematurely to the breakers. Even Shaw Savill’s passenger steamer Gothic came up the river in the late 1950s, a rather ignominious voyage following her earlier service as the Royal Yacht for the Royal Family’s Australasian tour in 1953.

Although she returned to service later, she and two sisterships, Athenic and Corinthic, also spent time in the gloomy anchorage in 1968. Vessels in Blackwater represented a wide cross-section of British shipping lines of the time. Locals would have spotted Union-Castle’s intermediate liners Rhodesia Castle and Kenya Castle in Blackwater in 1967. All the Union-Castle fruit ships, such familiar callers at South African fruit terminals, spent several off-seasons in the Blackwater anchorage.

Economic opportunities Many folks living near the river gained employment, sometimes only temporarily, from the presence of these ships. As each ship arrived, her anchors were laid out on the seabed. Connected to the anchor chains, a swivel allowed her to swing with the tide and wind. Local fishing boat owners supplemented their declining catch earnings by helping with the anchor work, or ferrying crewmembers to and from the laid-up ships. Instead of retiring to an off-season layup, some fruit ships were pressed into the West Indian banana and pineapple trades, joining vessels from renowned companies such as Fyffes or Geest on fast services from the Caribbean to Britain and Europe. Other reefer ships were used for their owners’ dry cargo services in the off-season. A seasoned salt who served in the Union-Castle reefer ships remembers his ship loading steel plates in Middlesborough for South Africa, but the damage caused to the insulation inside the holds was such that the cost of repairs must have consumed most of the profit on the cargo.

A good life aboard and ashore Most who served on the old Union-Castle reefers thoroughly enjoyed their time aboard. Shipboard life in those days was characterised by large homogeneous crews; elegant dining with white-jacketed stewards bringing meat on silver platters and a range of the best wines; scratched 16mm films that were screened several times during a voyage (and then shown backwards for a laugh); a genial saloon spirit that included the regular darts competitions; the voyage general knowledge quiz, and lengthy spells in port. Loading in South African ports took about five days; the usual discharge ports in northwest Europe worked cargo only during daylight hours and not at all at weekends, leaving much time for runs ashore to the benefit of the largely British crews. “That was a civilised way of seafaring,” chuckled my old salt acquaintance, as he contrasted his more leisurely life at sea to the twenty-first century’s high-pressure containership operations that benefit shipowners and shippers, but make sea-going careers less attractive.

Fruit shipment today Fruit shipment technology has changed. Thousands of refrigerated containers now carry the majority of South African fruit exports. The larger containerships on the South African service have about 1,000 reefer spaces that are full on most northbound voyages during the season. But I still remember those Union-Castle R-boats, with their derricks swung outboard, loading boxes of apples brought by steam trains from the Elgin orchards.  Maritime Review Africa JULY / AUGUST 2016

PEOPLE AND EVENTS

Appointments Launches Functions Announcements

Massive milestone for Mission

he Mission to Seafarers marks a massive milestone this year as it celebrates 160 years of service to the maritime world. “From 1856 onwards, The Mission to Seafarers has been an integral part of the outreach of the Church Of England, and of the whole Anglican Communion. Mission staff and volunteers meet and

welcome seafarers at their ports of call, aboard ship and at shore side venues all around the globe,” says Reverend Andrew Wright, Secretary General of the Mission. He says that call to reach out to all seafarers in spiritual need has never been greater or stronger. “Following 160 years on-the-go, the Mission to Seafarers has

MD position made permanent at Kenya ports

atherine Mturi-Wairi was confirmed as the Managing Director of the Kenyan Ports Authority (KPA) in July having held the position in acting capacity since February this year. Mturi-Wairi is the immediate former General Manager, Finance and has worked at KPA for the last 23 years. She joined the Authority as a junior accountant in 1993 and in her tenure has been responsible for the development, implementation and reviewing of policies and procedures for Financial Accounting, Budgetary and Corporate Investment plans/programmes of the Authority. She was in charge of the Procurement, Financial Accounting, Management Accounting, and Commercial Departments, and worked closely with the General Managers, Engineering Services, Board & Legal, Human Resources & Administration, Infrastructure Development, Operations and Corporate Services. Among her key achievements is the current corporate financial prudence where she worked closely with the Man-

agement and the Board of Directors, to move KPA from a shaky financial position to a robust institution with a healthy cash flow. She strengthened the investment portfolio to a level where income from investments has become a viable revenue stream. The new MD supervised the successful implementation of Financial Supply Chain Management (FSCM) and Supplier Relationship Management (SRM) where customers and suppliers transact with KPA through a secure web portal on a self-service basis. This has reduced document processing time to less than one hour. Mutri-Wairi sits on the Board of Directors of Sidian Bank and Chairs its Audit and Risk Committee. She is a member of the Institute of Directors of Kenya, Institute of the Certified Public Accountants of Kenya, Institute of Certified Public Secretaries of Kenya and Kenya Institute of Management. She is also a member of the Women in Marine Sector in East and Southern Africa (WOMESA).

Shipping stalwart takes up the reigns at SAMTRA

van Heesom-Green will take up the position as Chief Executive Officer of the South African Maritime Training Academy at the beginning of October this year. He will succeed long standing SAMTRA CEO Andy MacLennan, who retires at the end of the year. Heesom-Green has enjoyed a successful career in the maritime industry and has held numerous senior positions in Safmarine and Maersk Line. He has also served as a member of the SAMTRA Board. He brings with him a proven skill and competence set that will ensure the continuity of high quality training standards

Maritime Review Africa JULY / AUGUST 2016

achieved by the organisation since it was established in 2003 and will enable the further growth into the future through innovative thinking. Heesom-Green graduated as an accountant following his studies at the University of Cape Town, and has also completed an Executive Development Programme at Penn State College in the United States of America. He will assume the responsibilities of CEO after a comprehensive handover period during which he will work side by side with MacLennan, ensuring continuity of institutional knowledge.

the confidence and willpower to maintain these vital, necessary links - first established for the men and women of the sea, all those many years ago,” he says. Most certainly the Mission's hardworking South African team is no exception. This prominent section covers the African seaboard with vigour and spiritual enthusiasm, having been itself in existence for some 117 years. This is a remarkable and momentous achievement on its own, for local Ministry.

World Maritime Day 2017 theme announced

“

Connecting Ships, Ports and People” has been selected as the World Maritime Day theme for 2017 following a proposal by Secretary-General Kitack Lim to the IMO Council. Lim said the theme would provide an opportunity to work with developed and developing countries, shipping and public and private sector ports with a view to identifying and promoting best practices and building bridges between the many diverse actors involved in these areas. Key objectives will include improving cooperation between ports and ships, and developing a closer partnership between the two sectors; raising global standards and setting norms for the safety, security and efficiency of ports, and for port and coastal State authorities; and standardising port procedures through identifying and developing best practice guidance and training materials. “The aim is to build on the World Maritime Day theme for 2016, Shipping: indispensable to the world, by focusing on helping Member States to develop and implement maritime strategies to invest in a joined-up, interagency approach that addresses the whole range of issues, including the facilitation of maritime transport, and increasing efficiency, navigational safety, protection of the marine environment, and maritime security,” Lim said. “Ultimately, more efficient shipping, working in partnership with a port sector supported by governments, will be a major driver towards global stability and sustainable development for the good of all people,” he said.

Appointments Launches Functions Announcements

PEOPLE AND EVENTS

Sea Cadet mid-year camp a success

Ships company of TS Woltemade resting after cleaning up their “home” station – Lakeside.

Sea Cadets from TS Woltemade prepare to launch a sailing dingy and take advantage of the wind during their winter camp.

“Fire, Fire, Fire – Fire in the paint store”. TS Woltemade Sea Cadets practice their fire fighting skills and drills in their workshop, the compartment other than the galley with the highest risk of fire.

he young TS Woltemade Sea Cadets and their volunteer adult instructors were supported during their mid year camp during which time the Unit also performed some local community service. The theoretical and practical aspects of boat work, including pulling, sailing and capsize drills, thanks to the initiative of SLt. Masego Mosupye, were a highlight and enjoyed by all. In addition, map reading and survival hikes with WO1 Paul Rosslee provided a welcome change to water-based activities usually on offer. Fire drills and safety procedures were exercised to ensure that any eventuality could be managed within the Unit. PO J.W. Jonathan and LS L. Cronje from SAS Simonsberg assisted with improving the level of seamanship and rope work amongst the newly accredited Seamen. Learning the eye and back splices were a practical highlight and the Sea Cadets were able to take their masterpieces home. The Healing Hands Training Centre offered accredited First Aid Training to 21 Sea Cadets who mastered these skills that will be taken home and used in schools and communities. The Sea Cadets managed their own galley and prepared all the meals. Support came from parents in respect of ingredients and meals and “9 O’ Clockers”. In addition to their nautical training the Sea Cadets contributed two mornings of their camp to cleaning up around the vlei as well as the Lakeside station surrounds. This was greatly appreciated by the community and PRASA, especially as Lakeside is their “home” station.  By Lt Cdr Glenn von Zeil, SA Naval Reserves

Contributing to the future of the Sea Cadets

isiting the Sea Cadets in Lakeside, Cape Town on the International Day of the Seafarer, the team from Maritime Review Africa joined Greg Player from Clean C to present a cheque for R10,000 to the youth organisation. The money forms part of the fundraising efforts being undertaken by the All Hands On Deck initiative that was launched at the Maritime Industry Awards in April this year.

Top left: Greg Player from Clean C hands over the cheque for R10,000 to Paul Jacobs of the Sea Cadets. Left: The youngsters at Sea Cadets follow a specific curriculum, but are seeking to raise funds to build appropriate and permanent classroom facilities. Right: The Sea Cadets are well rehearsed in drills on the parade ground.

Maritime Review Africa JULY / AUGUST 2016

PEOPLE AND EVENTS

Appointments Launches Functions Announcements

Partnering to bring Hope

adio Holland South Africa partnered with the Logos Hope crew to assist them during their visit to Cape Town on some of their outreach programmes. One of the first projects involved undertaking some renovations to a shelter in Mitchells Plain run by â&#x20AC;&#x153;Aunty Roseâ&#x20AC;? who provides food, shelter, education and clothing to orphaned children. The Radio Holland team helped neaten up the property and delivered groceries donated by staff members from all over southern Africa. The Logos Hope crew embarked on more renovations at Iris House, a hospice for special needs children and were once again assisted by the Radio Holland team who provided assistance to clean up the grounds and garden. Radio Holland originally became acquainted with the Logos Hope in April during her drydocking in Durban, when the marine electronics company provided complementary surveys and maintenance to the vessel. The comprehensive services included radar service, AIS survey, gyrocompass overhaul, radio and safety equipment maintenance and surveys. Mario Strydom, National Technical Manager at Radio Holland says, â&#x20AC;&#x153;Being involved in the Logos Hope projects has been a humbling, rewarding and unforgettable experience.â&#x20AC;?

Book ship a hit in South African ports

y the time that the Logos Hope berthed in Cape Town, she had already received more than 150,000 visitors during her visits to Durban and Richards Bay, proving that South Africans have an appetite for reading as well as for shipsâ&#x20AC;&#x2122; visits. Volunteers, who fund their own passage on board and represent over 60 nationalities, run the vessel, which essentially operates as a missionary outreach programme within the regions it visits. Captain Tom Dyer, for example, has been sailing on the Logos Hope and her sister ships for over thirty years and raised his family of four children on board. In that time he has not earned a cent of the potential he could have earned had he chosen to pursue a traditional position within the merchant navy. This is the ethos that binds the tightly-knit group of volunteers as they opt to enter into service on the vessel. It is with the belief that books change lives and the power of their Christian faith that the crew chooses to dedicate themselves to the vesselâ&#x20AC;&#x2122;s mission. The vessel nevertheless has to negotiate all of the normal operational challenges of traditionally run and operated ships. In Durban she underwent a short drydocking and on her way up the West African coast when she leaves Cape Town she will have to be needful of the inherent security risks. In addition, the issue of stowaways has to be negotiated as do port fees with each port they visit. According to Seelan Govender, a South African in charge of the port

visits of the ship, negotiate with port authorities for decreased port charges in all ports they visit. The crew undertakes day-to-day maintenance while on board when not working in the bookstore or on outreach programmes.

SHIP SPECIFICATIONS:

Gross tonnage: 12,519 Overall length: 132.5 m Breadth: 21.06 m Draft:5.2 m Engine output:16,000 bhp Number of decks: 9 Berths: 492 Book fair space: 610m Book storage space:1,100m Flag: Malta Nationalities on board: 60 Visitors in SA ports: 150,000 (excluding 2

Cape Town)

Books on board: 80,000 Titles on board: 5,000. The Logos Hope was constructed in 1973 and first named Gustav Vasa. Originally built as a passenger car ferry, the vessel sailed North Atlantic routes. In 1983, the ship changed hands to the Smyril Line, was renamed Norrona and sailed between the Faroe Islands and Denmark. By 2004 GBA e.V had raised sufficient funds to acquire the vessel and she underwent extensive renovations for her new role. The word Logos is Greek, traditionally meaning â&#x20AC;&#x153;word, thought, principle or speechâ&#x20AC;?. ď&#x201A;˘

Lindsay Lategan and Seelan Govender, both South Africans working on board the Logos Hope, with the captain, Tom Dyer.

The Logos Hope docked in the port of Cape Town after visiting Mozambique as well as the ports of Durban and Richards Bay in South Africa. She will visit ports on the west coast of Africa after her departure from Cape Town.

Maritime Review Africa JULY / AUGUST 2016

The bookshop on board the refitted vessel contains over 5,000 titles catering for all age groups as well as a variety of topics from religion to DIY.

Appointments Launches Functions Announcements

Debating the merits of mediation in shipping disputes

owman Gilfillan recently hosted a Mediation in Shipping panel discussion where the merits of using mediation as a tool to diffuse disputes in the shipping sector were debated by four panelists with opposing views. Introducing the panelists, Lana Jacobs, an associate at Bowman Gilfillan Africa Group, suggested that mediation is under-utilised in the shipping industry and could be better used to preserve long-term relationships. The lively debate kicked off with input from Jacques Joubert, an independent commercial mediator and mediation analyst, who aimed to highlight that mediation offers a better solution to resolving disputes. Emphasising the exorbitant costs of litigation, Joubert said that mediation provides a conducive environment for parties to a dispute to arrive at their own preferred outcome based on their real needs. Describing the mediation process as a “risk free” environment, he added that it was the task of the mediator to determine what triggered the crisis and try to diffuse the situation by reaching a compromise that both parties could agree to. Michael Fitzgerald, Senior Counsel at the Cape Bar was eager to rebuff Joubert’s arguments for mediation and countered by saying that, while mediation may be useful in family and labour law disputes, it did not have a place in commercial shipping law. Contending that shipping disputes arise out of a complex set of international and national laws that govern the sector, Fitzgerald noted that one would struggle to

s an extension of the declaration of the Year of the Seafarer in 2011, the International Maritime Organisation set aside 25 June each year to acknowledge the contribution made by these men and women to keeping global trade moving. This year’s theme aimed to show that seafarers are ‘At Sea For All’, by promoting and highlighting the ways in which seafarers are indispensable to the world. While acknowledgment is driven largely via social media, many do undertake special events and announcements to commemorate the day.

NIMASA calls for enhanced welfare The Nigerian Maritime Administration and Safety Agency, (NIMASA) commemorated the International Day of the Seafarer with a call on stakeholders to enhance the living and working conditions of seafarers.

tivised mediation was a valuable tool in an economic environment where there was a need to decrease litigation costs and retain market share.

find a mediator with the necessary experAfter a wrap-up by the panel moderator, tise to navigate disputing parties in a mediquestions and comments from the floor ation process. seemed to suggest that the road ahead Fitzgerald took Joubert to task on a numfor promoting mediation in the resolution ber of points, but highlighted in particular process for shipping disputes may require Joubert’s contention that mediators had more than a change in mindset. the best interests of the client at heart, Quoting the success rates of mediation, whereas litigators may not. one audience member highlighted that it Taking the floor next, Stephen Gohl, Claims does not have a particularly good track reManager for Maersk Line Africa, boldly arcord, but consensus from the floor seemed gued that mediation resulted in a lose-lose to be that the role of mediation in the fuscenario – that it provided a solution, but ture could be better explored as the trend not necessarily the solution hoped for by towards this process increases. either party. Despite admitting that he was signed up While some skepticism certainly remains to participate in a mediation course, Gohl as to the effectiveness of mediation in challenged the panelists in favour of medimany shipping disputes, it is clear that meation to explain the need for mediation in a diation mechanisms are beginning to be “slam-dunk case”. introduced to fill a gap that many perceive exist in the resolution process.  “Why would a party sit down for mediation when they know the law is on their side?” he asked. Rounding off the panel discussion, Fred Jacobs, Chairman of Maersk Line Africa, past president of Cape Chamber of Commerce and accredited mediator, disputed that mediation was a “soft option” and championed the need for a change of mindset that could allow a space for mediation. Emphasising the benefits of mediation in preserving Standing: Stephen Gohl (Maersk), Michael Fitzgerald (Cape Bar), customer relationships, Jaand Lana Jacobs (Bowman Gilfillan). Seated: Fred Jacobs (Maersk) cobs proposed that incenand Jacques Joubert (mediator).

Acknowledging the contribution of seafarers

PEOPLE AND EVENTS

“Today, presents a rare opportunity for the world to celebrate the seafarer who is rarely acknowledged as the core component in the development of global shipping. On our part as NIMASA, we will continue to enforce the relevant provisions of international instruments to protect and improve the working and living conditions of seafarers,” the Director General, Dr Dakuku Peterside said. He said that it was important for humanity to understand and appreciate what seafarers endure at sea in harsh and turbulent waters and even personal danger to their lives just to make sure that goods and services get to their destinations safely.

SAMSA draws attention to country’s seafarers The South African Maritime Safety Authority (SAMSA) drew attention to the country’s some 11,000 seafarers at an

event hosted within the annual Durban International Boat Show and Exhibition. SAMSA has aimed to drive an emphasis on cadet training which culminated in the acquisition and management of the dedicated cadet training vessel, the SA Agulhas in 2011. SAMSA Acting Chief Executive Officer, Sobantu Tilayi emphasised not only the crucial role of South Africa within the world’s maritime economic sector, and the importance of skills development within it, but also the need for recognition and appreciation of contributors to the growth of the domestic maritime sector. “At the coal face of driving economies around the world and at the forefront supporting international trade, the seafarers – whether deck hands, captains of ships, engineers and cadets or galley staff, play a significant role in ensuring the world’s economic growth and sustainability.” Maritime Review Africa JULY / AUGUST 2016

PEOPLE AND EVENTS

Appointments Launches Functions Announcements

Supporting Eastern Cape schools

ith a clear objective to buoy maritime education initiatives in South Africa, Smit Amandla Marine has extended their support to partner with the Eastern Cape Department of Education to assist the George Randell High School and Ngwenyathi Senior Secondary School in East London. Both schools began offering Maritime Economics and Nautical Science to Grade 10 learners this year. With motivated learners and engaged educators, as well as high commitment from the Department of Education, industry support is essential in order to maintain momentum. Smit Amandla Marine’s HR Executive Nceba Mfini: “It is important to us to partner at grassroots level – moving beyond donations and really getting involved. It’s an approach we have also adopted in the past in KwaZulu Natal, where we have worked with JG Zuma High School’s Maritime Economics staff and learners. We’re now working to assist those involved in making this ground breaking initiative in East London a success into the future.” The company has provided the learners and educators with textbooks and online resources, and will be presenting four laptops in the new school term for use by educators in ensuring that vital resources can be shared, and access to various support tools is easier. Earlier this year Smit also funded a holiday maritime economics support programme - rolled out for 60 learners and their educators from both schools in East London, and hosted by Balungile Masuku.

Seeking to develop the ocean economy at tertiary level

esponding to the South African government’s call to unlock the ocean’s economy under Operation Phakisa, the Cape Peninsula University of Technology (CPUT) recently launched the Centre for Sustainable Oceans Economy and signed an agreement with the Department of Environmental Affairs (DEA) to formalise their collaboration. Speaking at the launch Dr Prins Nevhutalu, Vice Chancellor: Research, Technology Innovation and Partnerships at CPUT, said that the institution was committed to innovation and to unlocking the potential of students and staff. “The curriculum is changed by policies like Operation Phakisa,” he said explaining the need to drive employment opportunities in the ocean sectors. On hand to officially sign a Memorandum of Understanding with CPUT, Nosipho Ngcaba, Director General of the DEA, said that similar MoU’s would be explored with the University of the Western Cape as well as

the Nelson Mandela Metropolitan University in Port Elizabeth. “South Africa has a large EEZ and a long coastline that is difficult to monitor. We therefore need to be on the forefront of ocean research – an area where many young South Africans can participate,” she said adding that marine spatial planning was a crucial component to ensuring the sustainable use of the oceans in the future. “We hope too that the Centre for Sustainable Oceans Economy will help serve South Africa,” she added as she acknowledged the coinciding launch of the Oceans Chair. Professor Kenneth Findlay, who has been appointed Research Chair: Oceans Economy at CPUT, spoke about the need to acquire skills, technology and data for the development of the oceans’ economy. Explaining that the Centre would have a multi-disciplinary focus, he outlined its core function as a marine communication hub at CPUT with a focus on seeking an overarching plan for the optimal management of the ocean. 

Dr Prins Nevhutalu, Vice-Chancellor: Research, Technology Innovation and Partnerships at CPUT signs an MoU with Director General: Department of Environmental Affairs to formalise relationships between the university and the government department.

APPOINTMENTS: WearCheck has further enhanced their oil analysis and reliability solutions services with the recent appointment and promotion of several skilled specialists:

David Schumacher has been appointed as diagnostician for condition monitoring specialists WearCheck, based at their Durban laboratory.

Steven Lara-Lee Lumley has been promoted to technical manager for WearCheck in Durban. Lumley has served at WearCheck for eight years as a senior diagnostician and in technical development.

Maritime Review Africa JULY / AUGUST 2016

Thomas Madlala has been promoted to business development and technical support at WearCheck Steelpoort.

Josephine Rakolota has been appointed as sales and customer support at WearCheck Steelpoort, with an in depth knowledge of WearCheck’s customers, having provided customer support for 17 years for the company.

Sharon Pieterse has joined WearCheck Rustenburg to handle business development and technical sales.

With Malcolm Hartwell

ON THE QUAYSIDE

ON THE QUAYSIDE WITH MALCOLM HARTWELL As the new Head of Transport for Norton Rose Fulbright, Malcolm Hartwell aims to drive the company’s transport portfolio to benefit from the development in Africa. He heads up a team of 11, including shipping lawyers in Durban and Cape Town as well as marine insurers based in Johannesburg. Editor, Colleen Jacka, caught up with him to discuss the potential of the maritime sector and his involvement with, as well as perceptions of, Operation Phakisa. How is Norton Rose Fulbright placed to take advantage of the developments in Africa? Globally we have a very strong infrastructure team that has been involved in the construction of several African ports. Having an umbrella team like transport enables us to deal with everything from shipping through to rail and road on the continent. We have strong pan-African capabilities which we can draw on across any project we are involved in. It also gives us the ability to provide a high quality service and in-depth knowledge. We are very excited about our most recent strategic alliance into East Africa (Kenya) and will continue our expansion across the continent to meet the demands of our clients across these growing markets.

You have mentioned that Operation Phakisa is your “pet hobby”. Why does this strategy excite you? I am very excited about Operation Phakisa. We have been talking to a lot of our clients about it and I am very optimistic about it because it is being driven by the Minister in the Presidency. Operation Phakisa gives us a policy to identify projects and work towards proper goals. It has also opened up channels of communication in government, but it is unfortunate that the launch coincided with the collapse of the energy sector, which remains a significant influencer of some of the projects. Operation Phakisa signals a move from government and its various organs to remove obstacles to investment and development for the benefit of growing the economy and getting ahead of the competition

from other countries in the region. It is also about understanding that the maritime industry is not just about cargo handling and that opportunities exist to develop related sectors. It is a move by government and State Owned Enterprises to be more nimble, agile and respond to market forces. One just needs to look at the Singaporean example to see how this can benefit an economy. Historically labour, government and the private sector have all been standing with their backs against a different wall of the room shouting at each other and what Phakisa has accomplished is to get the parties together in the middle of the room where they work together to develop a particular project.

Can you identify specific aspects of Operation Phakisa that you feel will deliver in the long term? In terms of funding, the PPP (Public Private Partnerships) model is being punted by Operation Phakisa locally. The model is attractive because it secures both private capital as well as expertise, but the government still remains involved in the running of operations so they have a very real interest in the project. The PPP structure alleviates the challenge that many developing countries have to drive infrastructure development. We are pleased to see that infrastructure development within our ports is being given a lot of attention under Operation Phakisa.

What infrastructure development do you see as being given particular attention under Operation Phakisa? A focus on Saldanha Bay, East London and

Operation Phakisa signals a move from government and its various organs to remove obstacles to investment and development for the benefit of growing the economy and getting ahead of the competition from other countries in the region. It is also about understanding that the maritime industry is not just about cargo handling and that opportunities exist to develop related sectors.

Richards Bay are all interesting. We are excited about the oil rig facility in Saldanha Bay particularly as we were involved in negotiations to develop a facility some years back that eventually stalled. To see it going ahead is a positive sign. We also see the development of the Richards Bay and Saldanha Bay IDZs (Industrial Development Zones) as positives. The Richard’s Bay IDZ and the Saldanha Bay IDZ are very active. We have been involved in guiding the Richard’s Bay IDZ and go up there quite often. The usual challenges exist of course; one being energy and possibly in the future another one will be water for new users. A move towards establishing a boat building facility in East London and Richards Bay is also promising. If you do not have the facilities, you cannot attract the business so this is fantastic news.

What other projects under Phakisa are exciting to you? The focus on aquaculture development has the potential to deliver huge benefits to communities, but these need to be driven to ensure that they do not become stalled. Projects have been known to become stalled and this may be due to resources and knowledge. This is where perhaps a PPP model would be useful. According to the Operation Phakisa presentation, there are 41 projects in the incubation stage or already up and running.

You highlight a challenge within the aquaculture project; what other challenges do you currently see impacting the effectiveness of Operation Phakisa to deliver on targets? Yes there are challenges, but when I reach Maritime Review Africa JULY / AUGUST 2016

ON THE QUAYSIDE

With Malcolm Hartwell

The people have spoken SKILLS: AFRICA’S GREATEST MARITIME CHALLENGE

out to companies and people to engage on Operation Phakisa I try to identify what is working. That said, we do need to ensure accountability for decisions and deadlines to make the “hurry up” ethos of the Malaysian model effective.

ccording to respondents in our online survey aimed at highlighting some of the challenges impacting the development of the maritime sector in Africa, the continent’s lack of skills is perceived to be the biggest problem. The lack of skills was highlighted by 24.5 percent of respondents as the biggest challenge facing the sector with the lack

I am finding it more and more difficult to get industry to have a discussion with us about Phakisa when they have been banging their head against a brick wall and getting nowhere. Changing this perception is a challenge, but it needs to change in order for us to move forward. Sadly the upcoming August elections may have had an impact on delivery within government. There are amazing people who hopefully once the elections pass will return their attention to Phakisa. The other aspect of Operation Phakisa is to attract investment, but in order to attract international companies you need to create an attractive environment. It still takes months to set up local operations. Global companies with subsidiaries here have to jump through all the hoops relating to every kind of legislation imaginable. In some countries you can set up a business operation within a week and comply with all the regulatory requirements and get the necessary licenses.

Operation Phakisa aside and given the need to grow the economy, what are the top three priorities that South Africa should be addressing as a country in terms of transport? Without a doubt the first would be prioritising infrastructure. Infrastructure is still a challenge, despite the completion of some very successful projects. We should also be emphasising the importance of rail. Moving cargo onto rail is an imperative. Some 20 years ago the distribution between cargo on road and rail was heavily in favour of rail – it is now the other way around. Thirdly we need to remove bureaucratic obstacles to doing business. It is not just about setting up companies; it is about running companies too. Doing business in South Africa is very difficult from an administrative and bureaucratic perspective and this needs to be addressed. 

Maritime Review Africa JULY / AUGUST 2016

of enabling maritime legislation and policies following closely at 18.4 percent. Only two percent of the respondents identified the lack of maritime domain security as an issue despite the rise in piracy in the Gulf of Guinea as well as the scourge of illegal fishing, which continues to be highlighted by international groups.

Lack of skills Lack of port infrastructure Lack of maritime domain security Lack of access to ﬁnance Lack of enabling maritime legislation and policies Corruption Lack of intra-Africa co-operation Other

24.5% 12.2% 2% 8.2% 18.4% 14.3% 8.2% 12.2%

MIXED REACTION TO OPERATION PHAKISA

ith the bulk of the respondents to our Operation Phakisa survey enjoying more than 15 years in the maritime industry (22.9 percent), it is interesting to note that more than 70 percent believe that the South African Government’s support of the industry has been unsatisfactory. In addition, almost 70 percent (68.6 percent) emphasise the need for Government intervention to stimulate growth in the maritime sectors.

It is therefore important to gauge how effective people believe Operation Phakisa will be in delivering on Government-led initiatives to grow the maritime industry in South Africa. Only 24.3 percent of the respondents felt that the vision to create one million jobs in the maritime industry by 2033 was unrealistic; while 15.2 percent thought a target of R1.7 billion contribution to the GDP in the same period was unrealistic. 

How realistic a vision is it for the maritime industry to be able to create one million jobs by 2033 in South Africa? Unrealistic Somewhat realistic

24.2% 48.5%

Realistic Very realistic

15.2% 12.1%

How realistic a vision is it for the blue economy to reach R1.7bn by 2033 in South Africa? Unrealistic Somewhat realistic

27.3%

15.2% 33.3%

Realistic Very realistic

27.3% 24.2%

How realistic is it to believe that there is room for new entrants into the South African maritime industry? Unrealistic Somewhat realistic

9.1% 18.2%

Realistic Very realistic

How would you rate the South African government’s support of the industry?

20%

Unsatisfactory Satisfactory Very satisfactory

54.5% 18.2%

How important is government intervention in the industry for the maritime sectors to grow?

20%

71.4% 20.0% 8.6%

Somewhat important Important Very important

11.4% 20.0% 68.6%

Keeping our oceans alive with opportunity

GREEN MARINE

GREEN TECHNOLOGIES FOR THE MARINE INDUSTRY

Africa participates in World Oceans Day Organisations like Clean C in South Africa and many other around Africa used World Oceans Day to arrange beach clean ups to restore beaches to their original states

Annually the 8th of June is acknowledged as World Oceans Day and it aims to help garner attention on the plight of our oceans.

nternationally organisations, brands, governments and individuals highlight aspects of marine conservation that are largely ignored on a daily basis. They organise beach clean-ups; host races; paddle out to sea; arrange competitions; issue statements and generally try to highlight the importance of healthy oceans for sustained life on earth. According to the official World Oceans Day Organisation website some 30 different events were registered to commemorate the day across the African continent. Official social media statistics released by the Organisation highlighted that the World Oceans Day hashtag trended second on Twitter on 8 June with over 146,000 tweets; reaching over 65 million people. Instagram posts about the initiative reached over 290 million people.

Targeting the youth This year the impact of World Oceans Day was extended with the establishment of a Youth Advisory Council that consists of 11 concerned youngsters from around the world including one from Nigeria and one from Morocco. Mohammed Wahabi from Morocco is a 19-year-old university student majoring in trade and management who started working within NGO’s to solve environmental issues and tackle challenges related to sustainable development. “I always loved the sea more than anything else. Seeing its current condition, in many areas in Morocco, I feel that a part of me is fading away. We need to act urgently and effectively to protect and conserve the ocean, and raise awareness of the problems it faces and what dramatic consequences it will engender, in order to become better stewards of our oceans,” he says. In Nigeria, Oghenechovwen Christopher Oghenekevwe is a student of Meteorology and

Continued on page 58

IN THIS SECTION Green Warrior >> Bronwyn Maree is the Seabird Bycatch Project Coordinator for the Common Oceans Tuna Project since February this year and sees this as a continuation of the work she has been doing at BirdLife since she graduated. Natalie Janse asked her a few questions. >> read more on page 59

Environmental Crime is growing globally >> The value of environmental crime is 26 percent larger than previous estimates, having grown to USD 91-258 billion today compared to previous estimates of USD 70-213 billion in 2014, according to a rapid response report published recently by the United Nations Environment Programme (UNEP) and INTERPOL. >> on page 60

Ghana gets tough on port pollution >> The Director of Tema Port has issued strong warning to port users, following a spill of heavy marine diesel oil during deballasting in the port of Tema by MSC Alexa recently.He warns that punitive measures will be taken against any vessel that carelessly endangers the port environments through pollution. >> page 60

GREEN MARINE

Keeping our oceans alive with opportunity

>> From p. 57

Climate Science, a youth advocate, environmentalist, writer and now a member of the Youth Advisory Council. Born and bred in Warri, he has a growing passion for creative writing, community mapping, youth engagement, climate action, environmental sustainability and conservation. A former Intern at Green Campus Initiative, he is currently a Commonwealth Correspondent focusing on environmental and climate issues. An Egyptian photographer, Indigo Bolandrini, was acknowledged in the Youth Category of the World Oceans Day photography competition. Taking second prize, and at only 15-years-old, Indigo is already a master scuba diver and the world’s youngest sidemount diver. “On April 19th, 2014 I was awarded the title of Junior Master Scuba Diver. Since then I have logged Over 600 dives and I hold over 20 certifications. I have also become the world’s youngest certified side mount diver, and the youngest ever person to dive the tough Rosalie Möller wreck,” she writes on her blog page.

Brand association Probably one of the most notable brand associations to World Oceans Day this year was the announcement by adidas and Parley that they had partnered to release a limited edition running shoe created using Parley Ocean Plastic. People around the world were given until the end of July 2016 to enter a creative Instagram contest to earn one of the 50 available pairs. The shoe upper is made from Parley Ocean Plastic®, which is collected in coastal areas in the Maldives, as well as illegal deep-sea gillnets retrieved by Parley for the Oceans' partner organisation Sea Shepherd. People were asked to create a video and show how they pledge to avoid single use

“So much work has happened behind the scenes since we launched our partnership with adidas. We are creating new standards, new materials and technologies that are so different to those the sporting goods industry is used to,” says Cyrill Gutsch, Founder of Parley for the Oceans. “It is an ongoing challenge, but we achieved the first step. Now we can replace new plastic with recycled marine plastic debris: Parley Ocean Plastic®. We can create footwear and apparel products with it and we are ready to scale it up.” 

plastic items and support Parley's Ocean Plastic Program. The competition closed on July 31, 2016. With the goal of developing and supporting new technologies to up-cycle ocean plastic debris, over the last year adidas and Parley for the Oceans have worked on turning ocean plastic into technical yarn fibres that can be used for performance products. This shoe is the first in a series of products that adidas is now able to produce using Parley Ocean Plastic®.

Morocco

1 Algeria

Senegal

2 Cape Verde Islands

Guinea

Nigeria

Cameroon Kenya

Congo

Tanzania

The number of officially registered World Ocean Day events held in Africa to acknowledge the importance of the oceans in our daily lives.

Angola

2 Mozambique

South Africa

Mauritius

People around the world were given until the end of July 2016 to enter a creative Instagram contest to earn one of the 50 available pairs of the adidas/ Parley shoes created using ocean plastic debris. Check out how the shoes were made below

Check out the amazing winning photos from the World Oceans photo competition.

Maritime Review Africa JULY / AUGUST 2016

Keeping our oceans alive with opportunity

GREEN MARINE

GREEN WARRIOR Mitigating against by-catch on a global level Bronwyn Maree has been the Seabird Bycatch Project Coordinator for the Common Oceans Tuna Project since February this year and sees this as a continuation of the work she has been doing at BirdLife since she graduated. She holds a BSc in Ecology, Zoology and Environmental and Geographical Sciences, as well as a Masters in Icthylology and Fisheries Science. Natalie Janse asked her a few questions about her passion for the environment and the challenges that her work presents. What is your current job title and job description? I am the Seabird Bycatch Project Coordinator, Common Oceans Tuna Project. I am tasked with coordinating all components of the Common Oceans Tuna Project, which is one of the largest parts of the larger Common Oceans Programme of which BirdLife South Africa is the implementing partner. The main role I will play is to build capacity of national institutions and scientists to manage and conduct analyses of seabird bycatch data and ensure that the effectiveness of bycatch mitigation measures is strengthened. The overarching aim is to ensure that bycatch assessment methods across fleets in the Indian and Atlantic Oceans are harmonised in order to facilitate a global assessment of seabird bycatch across all the Regional Fisheries Management Organisations (international agreements that share an interest in managing and conserving tuna stocks within a particular area of the ocean).

How did your career path lead you to your current position? I have always been extremely interested in the marine environment and have scuba dived as a hobby. This led me to think about following a career path that involved the marine environment. Following on from my studies I began working for BirdLife South Africa as an Albatross Task Force Instructor. After about two years, I was promoted to the Albatross Task Force Leader, South Africa. This gave me the background, experience and love of working with seabirds and fisheries. When BirdLife South Africa was awarded the big GEF-funded Common

Oceans Tuna Project, working on a more international level, but still within seabird bycatch and fisheries; I decided to apply and was awarded the position. I only started this position on 1 February 2016.

which will provide follow up on the the regional workshops. Through participation in these workshops we hope to be able to develop the first ever global assessment for seabirds across the RFMOs.

What does your job entail on a daily basis?

What aspects of your job do you find more challenging?

Currently my daily activities include managing staff and assisting them in achieving their objectives. One of my major responsibilities is to organise a variety of workshops, including one international workshop in July 2016, relating to data management and assessment for over 17 country representatives. This involves researching venues, translators, reading materials and background documents. I also assist my colleagues in preparing and giving workshops, which range from training and awareness, to discussing projects and ways to ensure smooth implementation amongst government, fishing industry representatives and fishery agents.

What aspects of your job do you really enjoy? I enjoy working with a dedicated and passionate team of conservationists with a variety of strengths that complement each other. I enjoy presenting at the various workshops and organising events such as the international workshops that are planned. These include the upcoming Regional Seabird Bycatch Assessment Workshop for Southern African and South American countries; the Regional Seabird Bycatch Assessment workshop for the Asian and Australasian countries as well as the Global Seabird Bycatch Assessment Workshops

Having just started in my new position, it is challenging getting to grips with all the new objectives. This position is dealing with a variety of projects, with people (both staff and those I will be liaising with) working across the globe, in different time zones and different languages. I think it is going to be challenging to bring everyone onto the same page and, under the short timeframe of the project, to achieve all that we have set out.

Where does your passion for the environment come from? I was lucky enough that my parents loved the outdoors and most of our family holidays were in the bush or at the ocean. I learnt a lot from them while on these holidays including my passion and respect for nature. On weekends we also spent time hiking and just enjoying nature. During my years at university, the many camps and weekend trips with friends, continued to instill this love of nature. Most recently I have become a trail and road-runner, open ocean swimmer as well as mini triathlete, and just love to spend as much time as possible outside.

Where to for you now? Having just changed positions, I hope to remain working on the Common Oceans Tuna Project until the end of 2018 (when the project is scheduled to continue until). Maritime Review Africa JULY / AUGUST 2016

GREEN MARINE

Keeping our oceans alive with opportunity

Environmental crime is growing globally

he value of environmental crime is 26 percent larger than previous estimates, having grown to USD 91-258 billion today compared to previous estimates of USD 70-213 billion in 2014, according to a rapid response report published recently by the United Nations Environment Programme (UNEP) and INTERPOL. The Rise of Environmental Crime finds that weak laws and poorly funded security forces have been unable to prevent international criminal networks and armed rebels from profiting from a trade that fuels conflicts, devastates ecosystems and is threatening species with extinction. UNEP Executive Director Achim Steiner said, “The rise of environmental crime across the world is deeply troubling. The vast sums of money generated from these despicable crimes are fuelling insecurity and keeping highly sophisticated international criminal gangs in business. It is essential the world acts now to combat this growing menace before it is too late.” According to the report, environmental crime dwarfs the illegal trade in small arms, which is valued at about USD 3 billion. It is the world’s fourth largest criminal enterprise after drug smug-

gling, counterfeiting and human trafficking. The amount of money lost from environmental crime is 10,000 times greater than the amount of money spent by international agencies on combating it – just USD 20-30 million. The report finds that the last decade has seen environmental crime rise by at least five to seven percent every year. This means that environmental crime – including illegal fisheries, is growing two to three times faster than global GDP.

5 - 7%

rise in environmental crimes

over the last decade,

including illegal fisheries

The report recommends strong action, legislation and sanctions at national and international level, including measures targeted at disrupting overseas tax havens; a massive increase in financial support commensurate with the serious threat environmental crime poses to sustainable development; and economic incentives and alternative livelihoods for those at the bottom of the environmental crime chain, such as poachers. 

New contract to tackle spill response

he International Spill Control Organisation (ISCO) and BIMCO are working together to develop a standard contract for spill response services. The contract is expected to be published by the end of the year. The Spill Response Services and Equipment Contract is designed for situations where a spill incident occurs and the shipowner or other stakeholder needs to contract for clean-up services, counter pollution measures, and hire of equipment. Terms and conditions are set out in standard clauses with accompanying annexes for parties to insert detailed descriptions of the required services and rates for personnel and equipment. Emergency situations require a prompt response. In order to avoid delay the contract envisages that the parties are able to sign it and mobilise the response while negotiations continue on rates and charges. Mobilisation of personnel and equipment can then begin promptly leaving parties to focus on the operation itself. The specialist drafting committee comprises representatives from BIMCO, ISCO, the International Group of P&I Clubs (IG) and the International Salvage Union (ISU). During the development process stakeholders such as ITOPF and the IG Pollution Subcommittee’s Vessel Response Plan Working Group have been consulted. The next step will be to receive further input on the draft before it is presented to BIMCO’s Documentary Committee and the ISCO Committee for approval.

Ghana gets tough on port pollution

he Director of Tema Port, Jacob Adorko has issued a strong warning to port users, following a spill of heavy marine diesel oil during deballasting in the port of Tema by MSC Alexa recently. He warns that punitive measures will be taken against any vessel that carelessly endangers the port environments through pollution. These measures will be in line with international regulations. “We are going to take adequate measures against the vessel because it is an international regulation that you should

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Maritime Review Africa JULY / AUGUST 2016

inform the port authority when there is a leakage on your tank and they failed to do that so the appropriate measures will be put in place. This we believe will send a signal that you cannot do this in Tema Port and get free,” he charged. A Rapid Spillage Response Team of the Ghana Ports and Harbours Authority, comprising divers, mechanical engineers, marine operators, fire and safety men, Port security and Environment and Estate officers had to be called into the habour to siphon the marine gas oil that spilled

into the sea. He has urged masters and crew to inform the port authority promptly if they detect any spillage so that the necessary action can be taken to prevent the spread of the spillage. The Habour Master of Tema Port, Capt. James Richmond Quayson said the master of the vessel as well as crewmembers failed to inform the port authority, but the vigilance of the port security on patrol to detected the spillage.

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BUYERâ&#x20AC;&#x2122;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 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech : Tel 021 510 0042; Fax 021 511 1770

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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Chain ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 List your companyâ&#x20AC;&#x2122;s details here

Chain & Connectors 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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SAMD (Beele Engineering): Tel 021 788 2212

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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 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400

Launch and Recovery System Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400

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

Inflatable Buoys and Fenders

Portholes

African Maritime Services: Tel 021

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 companyâ&#x20AC;&#x2122;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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Rope African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400

Maritime Review Africa JULY/AUGUST 2016

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Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 List your companyâ&#x20AC;&#x2122;s details here

Rotachock Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za List your companyâ&#x20AC;&#x2122;s details here

Slings 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Swell Compensators C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 List your companyâ&#x20AC;&#x2122;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 Marine Tech: Tel 021 510 0042; Fax 021 511 1770

EMERGENCY AND LIFESAVING EQUIPMENT / REPAIRS Distress Signals, Flares (pyrotechnics) ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

Maritime Review Africa JULY/AUGUST 2016

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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 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

Fire-Fighting Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

8396 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

Safety Signs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

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

ENGINE ROOM AND PROPULSION GEAR / SERVICING

Food Rations, Life jackets

Adjustable Mounting Chock

Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

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

Lifeboat Builders

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

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Auxiliary Gensets

Liferaft Service

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel: 031 000 0050; Cpt Tel 021 959 8200 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221 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

Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

Rescue Craft Davits HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396

Safety Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511

Bow Thrusters African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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 Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221 MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online. co.za SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Engines ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online. co.za Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 Raka Marine: Piet 082 658 1061;

Products and services Gerhard 082 652 8221 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Engine, Gearbox & Oil Coolers ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 List your companyâ&#x20AC;&#x2122;s details here

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

Fresh Water Generators ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Fuel & Lubrication Oil Treatment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Gearbox Sales ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

Gearbox Spares, Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

General Engineering Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dorbyl Marine Cape Town: Tel 021

460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

Generators ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online. co.za Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 SVITZER Salvage Africa : Tel 021 408 6710; Fax 021 408 6138

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

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

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

Oily Water Generators Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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

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

Propeller Repairs, Systems African Marine Propulsion: Tel 021

801 0898; Fax 086 219 0206 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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 Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

BUYERSâ&#x20AC;&#x2122; GUIDE

801 0898; Fax 086 219 0206 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

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

Water Jets ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 List your companyâ&#x20AC;&#x2122;s details here

FISHING GEAR Long Line Winches, Sales & Repairs Netting, Twines African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400

Spare Parts

Seabed Surveys

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 02 959 8200 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Mares Shipping GmbH: Tel +49 40 37 47840; Fax +49 40 37 478446 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

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

Spurs Net Cutters Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za

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

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

Steerable Thrusters

Trawl Doors

African Marine Propulsion: Tel 021

African Maritime Services: Tel 021

Maritime Review Africa JULY/AUGUST 2016

BUYERSâ&#x20AC;&#x2122; GUIDE

Products and services

510 3532; Fax 021 510 3530

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

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

Trawl Winches, Sales & Repairs HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

FISH PACKAGING Cartons List your companyâ&#x20AC;&#x2122;s details here

Ice Packs / Chill Wrap List your companyâ&#x20AC;&#x2122;s details here

FISH PROCESSING EQUIPMENT Blast Freezers ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

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

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

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

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

Fishmeal Plants SAMD (Beele Engineering): Tel 021 788 2212

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

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

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

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

RSW Plants SAMD (Beele Engineering): Tel 021 788 2212

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

NAVIGATION COMMUNICATION AND ELECTRONIC EQUIPMENT / SERVICING Antenna Instruments C & C Technologies: Tel 021 705 2741; Fax 021 705 2741

Maritime Review Africa JULY/AUGUST 2016

Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Automatic Steering ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Autotrawl Systems Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888

Compasses ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Computer Systems & Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Electronic Charts & Plotters ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Electronic Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Electronic Surveillance HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Fish Finding Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886

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

Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Gyros ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Maritime Communication Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Navigation Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

Navigation Light Fittings and Spare Globes ASI Offshore: Tel 021 527 7040;

Products and services Fax 021 527 7050 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

Precise DGPS Positioning C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Radar Sales, Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 List your companyâ&#x20AC;&#x2122;s details here

Radio Remote Control List your companyâ&#x20AC;&#x2122;s details here

Radio Sales, Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Satellite Phones and Email Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 List your companyâ&#x20AC;&#x2122;s details here

Satelite Phones & Email ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Smoke & Fire Detector Systems ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Telecommunications ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 List your companyâ&#x20AC;&#x2122;s details here

Weather & Receivers ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 List your companyâ&#x20AC;&#x2122;s details here

PROFESSIONAL & SPECIALISED SERVICES Acoustic Surveys C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Radio Holland: Tel 021 508 4700;

Fax 021 508 4888 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 List your companyâ&#x20AC;&#x2122;s details here

Aluminium Technical Information Hulamin (Pty) Ltd: Tel 021 507 9100; Fax 021 534 2469

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

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

Classification Societies ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886

Consultancy & Training African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Allweld Solutions: Tel 021 510 1482; Fax 021 510 8082 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 TETA: Tel 021 531 3064; Fax 021 5313063 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

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

Crew Transport Services Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895

Equipment Selection & Procurement African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206

BUYERSâ&#x20AC;&#x2122; GUIDE

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Ferry Services ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885

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

Harbour, Ocean Towage SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138 Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895

Heavy Lift ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885 SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

Inspection & Testing Services ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

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

Logistics ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910

Maritime Review Africa JULY/AUGUST 2016

BUYERSâ&#x20AC;&#x2122; GUIDE

Products and services

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

5777; Fax 021 507 5885 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

Maritime Training

Seabed Surveys

Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Sea Safety Training Centre: Tel 022 742 1297; Fax 022 742 1365 Unicorn Training School: Tel 031 274 4770 Fax 031 5578 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 List your companyâ&#x20AC;&#x2122;s details here

C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Smit Marine: Tel 021 507 5777; Fax 021 507 5885 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

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

Net Monitoring

Ship Management 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 Smit Marine: Tel 021 507 5777; Fax 021 507 5885

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

Ship Registration

Onsite Machining

Spares Procurement

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 Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

P & I Club Representatives Bowman Gilfillan: CPT Tel 021 480 7811; Fax 021 424 1688: DBN 031 265 0651; Fax 086 604 6318

Personnel Agency DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

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

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

Superintendent (Marine) ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

Project Management

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

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

Surveyors, Hull, Machinery

Salvors Smit Amandla Marine: Tel 021 507

Maritime Review Africa JULY/AUGUST 2016

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

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

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

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

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

Vessel Purchase/Sales ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

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

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

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

Fish Pumps & Hoses ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

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

Marine Pump Sales ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

Pumping Services ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

Pumps ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Alignment with Laser: Tel 031 765

1539; email david@awlaser.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

Pump Sales & Service ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Hytec Cape: Tel 021 551 4747; Fax 021 551 2575 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 0836

Spare Parts ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

SHIP REPAIR & MARINE MAINTENANCE & ENGINEERING SERVICES & EQUIPMENT Anti fouling systems ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 List your companyâ&#x20AC;&#x2122;s details here

Battery Charges & Inverters ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Battery Management ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Mvano Marine: Tel 021 276 1249;

Products and services Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

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

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

Cathodic Protection ASI Offshore: Tel 021 527 7040; 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 Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

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

Corrosion Prevention ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA 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 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 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

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

Electrical & Mechanical Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 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

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

Electrical Installations ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

Explosion Proof Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 SAMD (Beele Engineering): Tel 021 788 2212 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Gritblasting ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town:

BUYERSâ&#x20AC;&#x2122; GUIDE

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

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

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

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

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

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

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

Hydraulic Systems & Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SAMD (Beele Engineering): Tel 021 788 2212

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

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

Marine Airconditioning ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 E.R.A.S.E.: Tel 021 949 8955; Fax 021 946 3178

Marine Coatings ASI Offshore: Tel 021 527 7040;

Maritime Review Africa JULY/AUGUST 2016

BUYERSâ&#x20AC;&#x2122; GUIDE

Products and services

Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SAMD (Beele Engineering): Tel 021 788 2212

Marine UPS Inverters ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231

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

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

6391; Fax 031 206 0252

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

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

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

Tank Cleaning/Sludge Removal & Disposal African Bunkering and Shipping: Tel 031 579 2532 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252

Tank Blasting & Coating

ROV Services

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

Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845 List your companyâ&#x20AC;&#x2122;s details here

Thruster Repairs

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

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

Ship Equipment Repairs List your companyâ&#x20AC;&#x2122;s details here

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

Ship Repairs & Maintenance ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SAMD (Beele Engineering): Tel 021 788 2212

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

Steering Gear, Repairs EBH South Africa: Tel 031 205 6391; Fax 031 206 0252

Stern Bearings African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205

Maritime Review Africa JULY/AUGUST 2016

EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206

Fax 021 534 3610 List your companyâ&#x20AC;&#x2122;s details here

Welding Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

SHIP SUPPLY Bunkers African Bunkering and Shipping: Tel 031 579 2532 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Crew Changes

Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

Transformers

Lubricants

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910

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

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

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

Underwater Systems ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Unique Hydra: Tel 021 534 4375;

Launches, Helicopters ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885

Oil Pollution Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

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

Ship Chandlers African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396

Spare Parts African Marine Propulsion: Tel 021 801

0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

TO ADVERTISE TO ADVERTISE CONTACT US ON: 021 914 1157/8 admin@maritimesa.co.za capesales@maritimesa. co.za

Offshore Rig Supply African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Smit Marine: Tel 021 507 5777; Fax 021 507 5885

Marine civils and port development

Oil Pollution Abatement / Cleanup

Marine electronics & software development

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885 SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

Maritime organisations, federations & institutes

UPCOMING FEATURES September/October Towage, salvage & casuality response Lifting & handling equipment

November/December

SEPT/OCT

2015

SALVAGE

PORT

ON THE COVER

ON STANDBY

DEVELOPMENT

The Smit Amandla responds to request from MRCC and

Africaâ&#x20AC;&#x2122;s port development is being tasked to sustain increased trade and contribute to wealth

021 914 1157 / 8

admin@maritimesa.co.za capesales@maritimesa.co.za

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

JUL/AUG

2015

BUNKERS

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

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

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

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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