Maritime Review Africa September/October 2015

SEPT/OCT

2015

SALVAGE

Update on projects off the African continent

ON THE COVER

ON STANDBY The Smit Amandla responds to request from MRCC and mitigates potential incident off South African coast

PORT

DEVELOPMENT Africa’s port development is being tasked to sustain increased trade and contribute to wealth creation on the continent

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

LAYOUT & DESIGN: Marilise Engelbrecht design@mmmmmedia.co.za OFFICE: 021 914 1157 021 914 3742 POSTAL ADDRESS: PO Box 3842 Durbanville 7551 COPYRIGHT: No content published in Maritime Review Africa may be reproduced in any form without written permission of the editor. Inclusion of any products in features or any product news does not indicate their endorsement by the publishers or staff.

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

Every effort is made to check the content for errors, omissions or inaccuracies, but the authors, publishers and contributors connected with the magazine will not be held liable for any of these or for consequences arising from them.

Published by More Maximum Media

CONTENTS IN DEPTH

IMPLICATIONS FOR PORT DEVELOPMENT 06 A recent decision by the Ports Regulator of South Africa to declare a concession awarded in the port of Saldanha Bay “null and void” could have far reaching repercussions for port development in the country.

COLUMNS THROUGH THE LENS 10 Claire Attwood discusses the complexities of managing the horse mackerel resource, which stands to be affected by changes based on a worrying decline in catch rates. She contends that the understanding of the resource is not as good as it could be.

FISHY BUSINESS 12 Shaheen Moolla discusses how South Africa’s recent decision to accede to the agreements establishing the Commission for the Conservation of Southern Bluefin Tunas and the Indian Ocean Tuna commission will impact on the local industry and its management.

CASTING THE NET BACK 16 Dave Japp and Claire Attwood take an indepth look at the trawling sector and particularly at the orange roughy resource with regard to how it was perceived 100 years ago by Gilchrist and Cecil von Bonde.

MARITIME MEMORIES 44 Brian Ingpen reflects on the importance of the South African drydock infrastructure and their strategic use since the early to mid 1900s, concluding that there is a need for better facilities, which could improve the prospects of the ship repair industry.

FEATURES MARINE CIVILS AND PORT DEVELOPMENT 18 • Swaziland on the quest for a seaport • Providing strategic information for enhanced

port efficiency • Port development briefs • Port security requires early planning • Mauritius gears up to become global bunker hub • Multipurpose terminal contract awarded in Cameroon • Angola’s deepwater port under construction • Namibia gears up to develop new port • Nigeria seeks international investment in port development • First phase of Nacala port rehabilitation completed SALVAGE AND TOWAGE 25 • Helicopters a vital tool in coastal salvage and response • Cover story: Standby tug averts disaster on South African coast • Emergency response workshop • High cost salvage contract concluded • Smit Lombok and Niger Delta • Pollution threat to St Helena Island averted MARITIME NEWS AFRICAN NEWS 33 • SA MP visits Cape Town shipyard • SHEQ achievment • South Africa to participate in global testing phase of new engines • Partnership boosts skills • The IMO interacts with Africa • Bulk liquid cargoes - to sample or not to sample?

• Water barge aims to bring relief to drought stricken Morocco • Car carrier commits collusion • South Africa welcomes vessel to registry • Ensuring vessel safety and efficiency, 24/7 • Marine inspiration buoys learner’s aquaculture aspirations • Extended competencies augur well for continued growth OFFSHORE NEWS • Exploration and production updates

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ON THE COVER Standby tug averts disaster on South African coast An alert eye on vessel traffic around the South African coast resulted in the Smit Amandla being dispatched to offer assistance to the Pentagon P5000, which was being towed by the MTS Indus from the port of Ngqura.

Having noticed an irregular sailing course, SAMSA’s MRCC in Cape Town requested that the standby tug sail to the location of the rig near Port Alfred to ascertain if assistance was

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Introducing learners to the oil, gas and ship repair sector New agreement in Ghana forms strong partnership for future growth Cameroon FLNG project set to go ahead

PEOPLE AND EVENTS NEWS 46 • Appointment: Hytec • Appointments: Ports Regulator of South Africa • Lawhill Maritime Centre • Appointment: Aker • Conferences this month • Getting behind teacher training • Lawhill students to set sail in Spain • Richards Bay port festival makes a welcome return • Empowerment accolade for fishing group • Navigating to the top • First African woman to command a navy vessel • Conference addresses challenges of tertiary education • Expanding skills base with highly qualified women GREEN MARINE NEWS AND UPDATES 51 • Report highlights environmental progress in container shipping • Green Warrior: Becoming entangled in environmental challenges • South Africa completes MARPOL accession • Reducing onboard energy consumption • Blue Flag status extended to boats • Vessel donation will boost effectiveness of marine bird sanctuary • World Maritime University focuses on green courses • SA team to conduct research in Gough • Book review: When I was a Fish by Mike Bruton - Tales of an Ichthyologist • Port operators join forces for sustainability • Collaborating for sustainable coasts and oceans

necessary.

On arrival at the scene, the Smit Amandla was assured that the MTS Indus had the situation under control and that there was no need for assistance.

A decision, however, to remain in position proved fortuitous as the rig and tug parted tow early the following morning and the P500 started drifting with the current towards Mossel Bay and the FA Platform.

(See page 26 for more information on this story)

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SEPTEMBER / OCTOBER 2015

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Comments from the editor

COMMENT

EXPRESSIONS

The Smit Amandla currently operates as a stand-by tug to respond to marine emergencies along the South African coast. The Department of Transport has called for input on the country’s coastal salvage strategy and it will be interesting to see whether this function will be undertaken privately or by the State in the future.

The deaths of fishermen who lost their lives in an incident involving a Viking Fishing vessel towards the end of September will once again foist safety at sea into the spotlight for the fishing sector.

S

outh Africa has not seen such significant loss of life in one single incident since the MFV Lindsay, also a Viking Fishing vessel, collided with a tanker and sank claiming 14 lives in 2005.

Our condolences go out to the friends, colleagues and families of the deceased in the MFV Lincoln incident.

Perhaps rather ironically Sea Harvest had just launched their first television commercial in many years that romanticises the life of fishermen at sea – with the catch line at the end of the advert that has one fishermen referring to the sea and the vessel as his “home”.

Sadly 11 fishermen on the MFV Lincoln did not make it home and the South African Maritime Safety Authority (SAMSA) has launched an inquiry into the incident. But the incident does highlight the treacherous nature of the South African coastline and underscores the necessity of maintaining the systems that are in place to respond to a maritime emergency.

Recently the National Department of Transport has twice called for interested parties to develop a salvage strategy for the South African coastline. The second advertisement in the Government Gazette effectively extended the deadline for submissions to mid-October. Time will tell whether they are able to successfully appoint a service provider or will extend the call further.

One cannot help but wonder, however, as to whether the task to develop such a strategy should not fall within the ambit of SAMSA. They are, afterall, the maritime safety experts and are on-hand in every major incident that the coastline faces.

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

Irrespective of who ultimately puts pen to paper in this regard, it will be interesting to see whether a new coastal salvage strategy will include the scope to appoint someone with similar powers to the United Kingdom’s SOSREP. The SOSREP has developed a rather glorified position of notability amongst those involved in the salvage sector and the calls to fashion such a position within the Department of Transport or SAMSA have long been circulating in South Africa.

It’s clear that the success of the stand-by tug cannot be questioned, but a revamped salvage strategy may well call for an eye to be cast as to whether the State will procure a tug for this function in the future or whether it will go out to tender again when the Smit Amandla’s contract ends. And, given the critical role played by helicopter services in salvage operations, thought may even be given to placing a helicopter on stand-by along the coast.

From the award of potential tenders to the SAMSA Maritime Industry Awards that were scheduled to take place in November.

Some logistical challenges at the venue have seen us move the event back to February next year – giving the industry plenty more time to nominate worthy recipients.

Nominations will now only close in mid-December to allow for judging and the announcement of finalists in January. It has been pleasing to see the caliber of nominations that have already been made – and it is clear that the judges will have their work cut out for them.

Colleen Jacka, editor

EDITOR’S CHOICE RECOMMENDED READS: Read about Swaziland’s aspirations to build a seaport on page 18. Reports say that the Cabinet supports a scheme to dig a canal from the sea in Mozambique to the landlocked country.

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

EXPRESSIONS

Quay quotes

&

KEEL HAULED

APPLAUD

QUAY QUOTES 14 “Declining catch rates are a source of frustration, rather than concern for Oceana. The company argues there is no scientific evidence to suggest the resource is in trouble and that catch rates would normalise if the vessel was allowed to fish on the west coast,” writes Claire Attwood.

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.

14 “Why has Japan volunteered to give away 110 tons of incredibly valuable Southern Bluefin Tuna worth an estimated R66 million annually?” writes Shaheen Moolla.

Applaud

22

We want to applaud achievers in the maritime industry and seek your nomination of your colleagues and peers who have exhibited excellence in any of the maritime sectors. Visit www.maritimeawards.co.za to nominate before the December 15.

Keelhauled

“Decommissioned pipelines disrupt business in the port of Cape Town” is the headline of an article on Trade Ocean’s website as the company relays some of the frustrations it faces now that bunker fuel can no longer be supplied via pipeline in the harbour. A keelhaul goes to those responsible for abrupt disruption, lack of communication and lack of potential solutions.

“This development could be a significant economic accelerator for the country, as ships that stop for fuel spend on other services, in fact, it is estimated that at current prices, for every $100 spent on fuel, an additional $100 is spent in the local economy, on direct and indirect services such as agency fees, port charges and deliveries to the ship and crew transfers, hotels, career development, finance bunker trading, to just mention a few,” commented Peter Hall, CEO IBIA.

24 “The information that it will produce is crucial for us to design and construct the best possible port that will benefit all Angolans through local job creation and serving as a gateway to increased economic growth,” noted Brian Fuggle, CEO of Porto de Caio.

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

“It was important to SAMSA that the operation led to a skills transfer to South Africans, especially as operations of this magnitude are fortunately rare occurrences both internationally and domestically,” added SAMSA Executive Head: Centre for Ships, Captain Nigel Campbell.

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“The challenge is always the unknown factors, you never know what you are dealing with on any salvage job. You just have to go out there and find solutions,” said salvage master, Captain Ken Ellam.

34 “The exclusive agreement between Cimco and Southern Power Products will make the engines available to the local shipbuilding market on their release,” says James Fisher, CEO of Nautic Africa.

36

“Many ships do have strict procedures when it comes to sampling, but often the samples are not sealed. This leads to problems when trying to use the samples as evidence in a dispute. If the provenance of the samples cannot be verified then it is difficult to use the samples as evidence in defense of a claim. The same would apply if there were unsealed samples taken by the terminal and used as evidence in a claim against the vessel,” writes Byron Elkington from P&I associates.

Who is saying what in the maritime industry

39 “After that I was hooked. I started searching Google for marine life and conservation information. I came across a site featuring aquaculture farms with floating cages in the ocean.

This interested me a lot and I started to read more and more. I also realised that the amount of fish in the ocean is getting lower and lower and I decided that I want to make a difference,” says Rikalize Reinecke, a Grade 7 pupil at Kameelfontein Primary School in Pretoria.

40 “These contracts are bringing direct and indirect benefits to the Nigerian economy through project spending and employment, consistent with project objectives,” said Neil W Duffin, president of ExxonMobil Development Company.

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“Maintaining our status as a black owned and controlled fishing company and ensuring that we retain our credible empowerment credentials will assist with the retention of our commercial fishing rights. This in turn will enable Oceana to remain Africa’s most efficient convertor of global fishing rights into shared value. We are proud that we have turned our fishing rights into human rights through empowering our workers and supporting communities in which we operate,” said Francois Kuttel, CEO of the Oceana Group.

52 “I have always loved working with marine mammals, but without a doubt the satisfaction of releasing a whale from a complicated entanglement is the most satisfying. Whales don’t realise that we are trying to help them and in fact see us as predators and will try to avoid us at all costs,” says Michael Meyer, Control Technician for the Biodiversity and Coastal Research group of the Department of Environmental Affairs.

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“A lot of onboard machinery constantly operates as though the vessel is under 100 percent load and having to cope with air temperatures of up to 50 degrees Celsius and sea water temperatures up to 32 degree Celsius. But those conditions reflect perhaps only one percent of a ship’s operating lifetime. The rest of the time, you might say, it’s like running the heating in your house at full blast with the windows wide open,” according to DESMI’s Michael Lassen, Segment Director for Marine & Offshore.

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“One third of the world’s population lives in the coastal zone. Coastal seas are vital for transportation, food and energy production, tourism and leisure. I envisage that this new Institute will become an important international centre for marine research, as well as a key player in helping find solutions for many of the key challenges that face our society today,” Says Professor George Wolff, Head of the School of Environmental Sciences.

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IN DEPTH

Port development challenges

Implications for port development in the spotlight after concession declared invalid A recent decision by the Ports Regulator of South Africa to declare a concession awarded in the port of Saldanha Bay “null and void� could have far reaching repercussions for port development in the country – especially with regard to the ambitious plans in this specific port to gear up for the oil and gas sector and fast track development under Operation Phakisa’s aggressive timelines.

T

he decision taken by the Ports Regulator at the end of July against Transnet National Ports Authority (TNPA) and Sunrise Energy in favour of Avedia Energy is, however, being challenged in the Durban High Court. While this court has yet to make a ruling, it did overturn an earlier decision by the Regulator to dismiss Sunrise Energy’s application to join the proceedings instituted against TNPA by Avedia Energy.

A reading of the July 2015 ruling by the Ports Regulator in favour of Avedia Energy carefully substantiates the decision and it seems unlikely that a different outcome could be argued for in Durban. One has to question the legal advice being given to Sunrise who are pursuing this action, but perhaps they have been buoyed by their victory in the same court a year earlier. In fact TNPA and Sunrise should be interrogating the legal minds that came to bear on the initial concessioning contract which, if the Ports Regulator’s summary is accurate, is contradictory to the Ports Act and even within its own clauses.

The case raises a number of issues for port development and the Ports Regulator’s ruling certainly makes for interesting reading. The complaint issued by Avedia Energy against TNPA and Sunrise Energy relates to the concessioning of a Liquefied Petroleum Gas (LPG) facility within the Port of Saldanha Bay. Sunrise Energy concluded this agreement to fund, construct and operate an LPG handling and storage facility in the port in June 2013 after successfully responding to a TNPA tender. In April of the following year Avedia Energy, who had not undertaken to respond to the tender for a variety of reasons, sought to overturn the agreement and approached the Ports Regulator

to institute an urgent process in this regard. Avedia claimed that the agreement encroached on its rights as a port user and that the manner in which the concession was awarded was unlawful.

Given the current processes underway to work towards a Build Own Operate Transfer (BOOT) model for other developments within this port, the decision to declare this process of concessioning a LPG facility null and void should be triggering significant alarm bells for both the TNPA and any interested parties.

Booted out Considering that the TNPA has on several occasions at press conferences alluded to the fact that future development, particularly of oil and gas related infrastructure, in the port of Saldanha could be funded through a BOOT model – the issue of ownership as challenged by Avedia in this case leads to speculation about the future of these developments.

Avedia contested that the agreement between TNPA and Sunrise made provision for the operator (Sunrise) to “finance, construct, own, operate and maintain the facility for a specified period�. They further argued that the Ports Act does not provide latitude for the authority to grant concessions where the concessionaire owns land and port terminal infrastructure.

Avedia also maintained that the BOOT nature of the agreement between TNPA and Sunrise impacted negatively on TNPA’s ability to exercise effective control and regulation over the port assets. “There is a risk that if the concessionaire is declared insolvent this would compromise the transfer of the assets back to the TNPA,� it states.

In this instance both the TNPA and Sunrise argued that the concessioning agreement

Given the current processes underway to work towards a Build Own Operate Transfer (BOOT) model for other developments within this port, the decision to declare this process of concessioning a LPG facility null and void should be triggering significant alarm bells for both the TNPA and any interested parties.

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

did not provide for ownership and that the contract was similar to a BOOT model, but did not effectively transfer ownership of the facility.

The Ports Regulator’s ruling states: “A Section 56 agreement based on a BOOT model (whether in terms of the land/or the terminal infrastructure) is in contravention to the National Ports Act�. In the Regulator’s interpretation, the concession agreement for the terminal infrastructure is based on a BOOT model and is not simply similar to one.

Perhaps even more interesting are the claims that the agreement is unlawful simply based on the fact that the TNPA entered into an agreement for the development of land that it does not currently own and that is actually situated outside of the port precinct.

Although a separate agreement to purchase appears to exist between the current land owner (the IDC) and TNPA, this transfer had not taken place at the time of the concessioning and the approval to extend port boundaries as required by Section 10 of the National Ports Act that calls for Cabinet endorsement had certainly not taken place.

Section 10 of the Act States: Ports under jurisdiction of the Authority

10.1 All ports fall under the jurisdiction of the Authority

10.2 The Minister may by notice

in the Gazette determine ports in addition to the ports contemplated in subsection (1) which fall under the jurisdiction of the Authority.

10.3 The Minister may, after

consultation with the Authority, review, vary or extend the boundaries of ports and must consult with the municipality concerned if such review, variation or extension affects municipal boundaries.

10.4 When exercising the powers referred to in subsections (2) and (3), the Minister must:

a. follow an open and transparent process, which must include a viability study, and a strategic environmental impact assessment; and b. obtain Cabinet approval.

THE PROPOSED SUNRISE LPG IMPORT FACILITY:

T

he proposed Sunrise Terminal will include a Multi-Buoy Mooring (MBM) system located in Big Bay, Saldanha, for the mooring of LPG vessels. The product will be offloaded from ships via a subsea and overland pipeline to the onshore terminal, where product will be blended and odourised to specification, before being dispatched to customers via either road loading, direct cylinder filling, or via pipeline to downstream customers or storage facilities.

The Multi Buoy Mooring (MBM) will consists of four mooring buoys, two at either end of the vessel, each anchored to the sea bed by means of 400 ton gravity anchors. The onshore receiving storage is connected to the moored vessels via a subsea pipeline, laid on the seabed, as well as a buried onshore pipeline.

The moored vessel connects to the subsea pipeline via a flexible hose that connects directly to the vessel’s manifold. The flexible hose is connected to the subsea pipeline via a PLEM attached to the seaward end of the subsea pipeline.

The MBM is designed for pressurised, semi-pressurised and fully refrigerated LPG vessels, with sizes between 3,000 GT and 20,000 GT. Phase 1 of Sunrise Energy Terminal, which includes 5,500 ton storage, will allow for the importation of up to 17,500 ton LPG per month. The project is designed in a modular way to respond to growth in demand, with an ultimate storage capacity of 16,500 ton, corresponding to a throughput capacity of 52,000 tons/month or 624 kilotons per annum.

SOURCE: Sunrise Energy website/licence application

The Regulator was clear in its deliberation on this point and found that the TNPA must first own the land it intends to advertise for a Section 56 award and found that no evidence had been presented to prove that Section 10 of the Act had been adhered to.

“An invitation for, and the award of a concession by the Respondent (TNPA) on land not owned by the Respondent and outside of the port boundary, and therefore outside the Respondent’s jurisdiction, is unlawful,” the Regulator found stating further that a Section 56 process may only commence in line with the provisions of the National Ports Act.

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“An invitation for, and the award of a concession by the Respondent (TNPA) on land not owned by the Respondent and outside of the port boundary, and therefore outside the Respondent’s jurisdiction, is unlawful,” As an aside, although not part of the current port domain, the Saldanha Bay Industrial Development Zone (SBIDZ) has similarly been advertising for interested parties to occupy land within the Zone before officially taking ownership of the land from the IDC.

Acting in the best interests of the public Another noteworthy aspect of this case was the reference to public interest. The entire LPG sector has been the subject of scrutiny by the Competition Commission since about August last year. The Commission has identified the lack of LPG import as well as storage facilities and the associated cost of importing the commodity as areas of concern.

LPG has been recognised by the South African government through the National Development Plan and National Growth Path as being of strategic importance to an economy that is struggling

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IN DEPTH

Port development challenges

Both TNPA and Sunrise sought to highlight that the setting aside of the concession agreement between the two parties would not be in the public interest and would set back the process by several years – thus essentially further exacerbating the limited resources available for import and storage of LPG. with rising energy prices and a strained electricity supply.

In a preamble to the inquiry into the industry the Competition Commission states: “In order for South Africa to meet its strategic objectives as far as sustainable energy is concerned, it is important that the LPG sector is functioning effectively with consideration given to how competition principles may shape efficient market outcomes which will benefit the economy in general, but also low-income households in particular”.

Both TNPA and Sunrise sought to highlight that the setting aside of the concession agreement between the two parties would not be in the public interest and

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

would set back the process by several years – thus essentially further exacerbating the limited resources available for import and storage of LPG. While this would seem to bear credence to the findings of the Competition Commission and therefore add weight to their assertion that the concession was in the best interest of the public, Avedia’s contention is that the denial of access to the proposed pipelines is in contravention to competitive practices as well as to the licences issued to Sunrise by the National Energy Regulator of South Africa (NERSA) – and therefore not in the public’s interest.

In fact the Regulator turned the tables on the TNPA and Sunrise with regard to their

assertion of public interest saying that it was more important to the public interest that the ports authority be held to uphold the legality of the National Ports Act.

Access to port infrastructure Avedia claimed that their rights were adversely affected by an exclusivity clause in the agreement as well as Sunrise’s refusal to allow a tie-in to its pipeline. It was argued that this was in contravention of the Ports Act which states that the TNPA must act “fairly, with transparency, equitably, cost effectively and competitively in the best interest of the public and the South African economy”. The Regulator ruled that the agreement had “closed the door on port users”.

Referring to Clause 14.1 of the Concession Agreement, the Regulator highlighted that it was in contradiction to the common user principal stipulated by the Ports Act and clearly gave Sunrise Energy exclusive rights to use the terminal infrastructure. In addition, Sunrise seems to have relied on

Port development challenges

IN DEPTH

this clause to deny access to the pipeline. The Regulator confirmed that Sunrise could have exclusive rights to operate the terminal, but not to use it and therefore found Clause 14.1 to be invalid.

It should be noted, however, that according to Sunrise Energy’s own published business model:

“The Sunrise Energy NERSA Licence, as well as the TNPA Section 56 Terminal Operator agreement, is based on Sunrise Energy being an open access facility.

“Sunrise Energy, as a terminal operator, will not import or own stock, however will manage stock throughput, including blending and colourisation to specification, on behalf of throughput clients. Sunrise will blend special products (for propellant clients) or fuel grade LPG mixtures, Commercial Propane and Commercial Butane in accordance with SANS specifications and specific customer requirements.

“The battery limit for the Sunrise operations, as well as the takeover point for stock received into the terminal, commences at the ship manifold and ends at the rail or road tanker loading connections or at the custody flow meters for the onsite 3rd party cylinder filling and future pipeline transfers to local industry or 3rd party operators.

“Qualifying distributors, traders or industrial users are able to make use of the Sunrise Energy facility to import and distribute product, with a throughput fee applicable per ton of product transferred through the facility.”

It is unclear, therefore, as to why Sunrise will not allow access to pipelines by Avedia Energy.

A twist in the tale As a last aside to the facts as presented in the Port Regulator’s ruling, it is interesting to note that there is an alleged connection between Sunrise Energy and Avedia Energy that dates back to the launch of the latter and involves a key player leaving to join Sunrise. This article, however, does not intend to investigate the implications of this, but rather to highlight the repercussions of the Regulator’s findings in terms of future port development.

And, indeed, the outcome of the Durban court sitting will serve to either reinforce the weight of the ruling or, if in favour of Sunrise and TNPA, deliver a rather disturbing blow to the power of the Port Regulator to adjudicate port disputes of this nature. 

By Colleen Jacka

In the next issue: Fish crimes come under the spotlight as we report back on a recent conference held in Cape Town to address issues related to fisheries crimes including illegal fishing, organised crime, tax evasion, labour law transgressions and the nature of transnational criminal activites

Maritime Review Africa SEPTEMBER / OCTOBER 2015

09

THROUGH THE FISH EYE LENS

A wide-angle perspective on commercial fishing

Managing the complexities of the horse mackerel resource In spite of its success and profitability, there could be fundamental changes in store for the midwater trawl fishery for horse mackerel, not only in Namibia where the fishery is a mainstay of the local industry, but also in South Africa where there has been a worrying fall off in catch rates.

CLAIRE ATTWOOD PROVIDES A WIDE ANGLE PERSPECTIVE

RIGHT OF REPLY In my last column, Large pelagic policy revives foreign fishing debate, I wrote that the participation of foreign vessels in the South African tuna longline fishery may not be helping South Africa to build a performance record because catches made by Japanese vessels fishing on a South African right will be reflected on Japan’s catch record. Judian Bruk contacted me to say this is not the case with ICCAT (the International Commission for the Conservation of Atlantic Tunas). Judian writes: “… catches from foreign vessels should accrue to a country based on the nationality of the authorisation and not the vessel flag state. This is the case with ICCAT and it is likely that the IOTC will follow the same approach.”

I have not been able to locate an IOTC policy or statement that clarifies this issue and would welcome further correspondence on this matter.

* Claire Attwood is a writer and editor with a special interest in fisheries.

She works with a number of fishing companies and consults to the South African Deep Sea Trawl Industry Association, SADSTIA. She writes in her personal capacity.

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

I

n the late 1990s, when I first went to Namibia to write about the fishing industry, I visited the worst fish factory I’ve ever seen. It was small and rather dark and, although it was a hive of activity, there was fish blood everywhere.

The factory was processing horse mackerel; thawing and cutting the modest little fish into “butterflies” that were later transported to the desert to be salted and dried. The company involved was trying everything it could to meet the Namibian government’s requirement that right-holders invest in job-friendly, land-based processing facilities, but in the end the filleting, salting and drying proved not to be worth the effort − it was far more efficient to invest in the catching and refrigeration capacity of the midwater trawlers that produce frozen-atsea horse mackerel in large 10kg blocks.

The memory of the worst fish factory in the world came flooding back as I considered the Policy on the Allocation and Management of Long-Term Commercial Fishing Rights in Horse Mackerel Fishery 2015, published in June along with policies for nine other fisheries that form part of the 2015/2016 Fishing Rights Allocation Process (FRAP 2015/16).

One of the policy’s objectives is to “promote landing, processing and marketing of Horse Mackerel in South Africa.” Why would government want to promote landbased processing of horse mackerel, I thought, imagining a proliferation of the worst fishing factory in the world? And, if it didn’t work in Namibia, where the midwater trawl fishery is literally ten times as big as it is in South Africa, why would it work here?

A changing model When I posed these questions to individuals with an interest in the South African midwater trawl fishery, the answers I got led me to understand that the fishery is changing in Namibia and this may have prompted a re-assessment of the catch, freeze and ship model − in spite of its unquestionable success.

Over the past few years, Namibian right-holders have successfully tested a new model that involves catching and preserving horse mackerel with powerful RSW (refrigerated sea water) vessels and sorting and freezing the catch on land.

Such a model frees the right-holder from acquiring a Moonsund-type supertrawl-

er that, because of their age and scarcity, need to be purchased and refurbished at a vast cost (about US$28 million or R364 million at last count). The new model also allows the right-holder to demonstrate investment and employment by establishing land-based freezing facilities.

So, it would seem that the policy’s promotion of land-based processing and marketing of horse mackerel need not involve the messy kind of value-adding I had envisioned, but is a change of model really necessary? Would a new model boost established markets or create more jobs and is it sensible to promote a new approach at a time when the fishery appears to be faring rather badly?

So badly, in fact, that the Desert Diamond (the only dedicated midwater trawler in South Africa, owned and operated by the Oceana Group) has been withdrawn from the local fishery and is fishing in Namibia.

The not so humble horse mackerel No one would argue that the horse mackerel hasn’t played a key role in the dazzling success of South Africa’s biggest and most diversified fishing company, Oceana. Hats off to the Oceana Group (and the substantially larger Namsov) that invested in and plugged away at the midwater trawl fishery in Namibia when other companies were selling their rights and getting out of the game as fast as possible.

Since the late 1990s, both companies have established a steady supply of Namibian

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South Africans presently employed by the Desert Diamond horse mackerel; built robust markets and dramatically upped their game with the installation of refrigeration systems that transformed the quality of their products.

Oceana subsequently translated its Namibian experience to the South African fishery and made a huge success of it: Oceana’s premium Diamond brand of South African caught horse mackerel is today

A wide-angle perspective on commercial fishing

THROUGH THE FISH EYE LENS

Catch rates have declined significantly in the horse mackerel fishery and the sheer size of Desert Diamond, the only midwater trawler active in the fishery, has raised concerns about the vessel’s impact on the horse mackerel resource.

In this picture, Desert Diamond dwarfs the longliner Viking Ruby.

highly sought-after in Angola and (to give credit where credit is due) the company really worked hard to replace the Desert Diamond’s largely Russian crew with well trained locals. Today Desert Diamond employs 120 South Africans.

Stock catchability

when Polish fishers first discovered and began to exploit a horse mackerel resource offshore of Port Elizabeth.

Bycatch concerns Only two years later, South Africa declared its exclusive economic zone (EEZ) and ejected the foreign fishing fleets, but the delineation of the fishing grounds remained.

However, the essential rationale for the delineation is the same today as it was in 1978: the deep-sea trawling industry is deeply concerned about the risk of hake bycatch in the horse mackerel fishery.

Whereas juvenile horse mackerel are pelagic by nature, aggregating on the surface of the ocean, larger fish are mesopelagic, feeding on or near the seabed during daylight hours and swimming higher up in the water column (where it is warmer) at night.

Hake right-holders are understandably worried about the possibility of the Desert Diamond catching significant volumes of hake as incidental bycatch, but Oceana

of opening up the fishing grounds to Desert Diamond are some negative perceptions.

There’s no getting away from the fact that the vessel is huge − it dwarfs all the other vessels in fishing berths at the V&A Waterfront and, unlike in Namibia where there are 15 similar vessels in operation, Desert Diamond stands out like a sore thumb.

And, with a net opening of 80m, the vessel sweeps a very wide area. A skipper I met on the South Arm quayside told me that in one trawl, Desert Diamond catches the same amount of fish that a deep-sea trawler would catch in a month.

That’s almost certainly true, but as somebody else pointed out to me, this argument is rather simplistic if you consider that the same could be said of a handline boat versus a wetfish trawler. Both the midwater trawl and the hake fisheries are TAC controlled, so whether it takes a year or a month to land the TAC should be immaterial.

However, despite Oceana’s commitment to the South African fishery, things have not gone exactly as planned. The total allowable catch increased by 9 percent between 2014 and 2015, but catch rates have fallen alarmingly and some are suggesting that the Operational Management Plan (OMP) that was developed for the fishery in 2013, may be overly optimistic about the resilience of the stock.

Complex fishery The total TAC for 2015 was 54,427 tons, of which 41,927 tons were allocated to the Alarmist and unfounded or not, such permidwater trawl fishery. The remainder is ceptions are difficult to counter, especially reserved for bycatch in the hake trawl fishin the fishing industry where there is often ery. a gap between the observations of scientists and the experiences of fishing crews.

Declining catch rates are a source of frustration, rather than conAnother factor that cancern for Oceana. The Hake right-holders are understandably worried about the posnot be overlooked in company argues there is the management of this sibility of the Desert Diamond catching significant volumes of no scientific evidence to fishery is its sheer comsuggest the resource is hake as incidental bycatch, but Oceana counters this concern plexity. Not only is horse in trouble and that catch by pointing out that any hake it catches would come off its hake mackerel a highly mobile rates would normalise if quota, and the fact that Desert Diamond is the only vessel in the species, it also interacts the vessel was allowed with other fisheries at South African fleet to carry two scientific observers at all times. to fish on the west coast. different times during its lifecycle.

At present, Desert Dicounters this concern by pointing out that amond is restricted to fishing east of the Adult horse mackerel occur, and are caught, any hake it catches would come off its hake 20°E line; Oceana believes that the drop in over the hake trawl grounds, but juvenile quota, and the fact that Desert Diamond is catch rates is a “catchability” rather than fish commonly shoal with sardines and are the only vessel in the South African fleet to an availability problem. It has applied to routinely caught as bycatch in the purse carry two scientific observers at all times. the Department of Agriculture, Forestry seine fishery for sardine and anchovy.

In other words, if the vessel was to land and Fisheries for the vessel to operate on Catches of juvenile horse mackerel need hake (whether in large or small volumes) the west coast, but its application has been to be carefully regulated so that the purse the catch would not go unreported or unturned down three times so far. seine fishery doesn’t catch too many jurecorded, says Oceana.

In actual fact, the 20°E line is somewhat arContinued on p 14 bitrarily drawn. It was established in 1977 Clouding the company’s argument in favour

>>

Maritime Review Africa SEPTEMBER / OCTOBER 2015

11

FISHY BUSINESS

Shaheen Moolla discusses the fishing sector

Agreements will challenge the status quo On 3 September 2015, South Africa’s Parliament acceded to the agreements establishing the Commission for the Conservation of Southern Bluefin Tunas (CCSBT) and the Indian Ocean Tuna Commission (IOTC).

T

culture Organisation of the UN announced his effectively means that South Africa will finally become a full that 91 member states agreed to adopt a member of these two important treaty on port state measures (PSM). The regional tuna management organisations. adoption of the treaty agreement was inSouth Africa had been a Co-Operating Nondeed an historic milestone in oceans govMember to the CCSBT and IOTC since 2006 ernance and marine living resource manand 2003, respectively. agement, particularly for High Seas stocks, as it will be the first binding international Parliament also acceded to the United agreement to combat illegal fishing by efNations Port State Measures Treaty Agreefectively closing access to the world’s fishment (PSM Agreement). South Africa being ports and markets by IUU fishing and comes the 16th member state to either support vessels. ratify or accede to the PSM Agreement.

Although Parliament adopted the AgreeThe PSM Agreement accepts that its ments with near unanimity, the Economic success is substantially dependent on inFreedom Fighters (EFF) inexplicably refused creased regional and inter-regional coordito support the acnation; the effective cession to the PSM Accession to these agreements – use of communicaAgreement but suption technologies ported accession to and especially to the PSM Agree- and databases as the IOTC and CCSBT ment – did not receive the slight- well as the financial est mention in our daily news Agreements. and technical sup-

Accession to these media. This is truly tragic given port for developing agreements – and the critical importance of oceans states. especially to the governance and the impact illegal The Agreement PSM Agreement – fishing has on the sustainability of places significant did not receive the our fish stocks. emphasis on issues slightest mention relating to transparin our daily news media. This is truly tragency and information sharing. This will be ic given the critical importance of oceans the first hard law international agreement governance and the impact illegal fishing to be adopted by the world’s coastal and has on the sustainability of our fish stocks. port states since the UN Convention on the Illegal fishing costs the global oceans economy many billions of dollars annually.

Recent findings of a Greenpeace investigation into illegal fishing off Africa’s West Coast exposed the rampant and co-ordinated scale of illegal fishing by Chinese vessels in the Gulf of Guinea. In addition, illegal fishing fuels and supports a plethora of other crimes such as drug and human trafficking and slave labour.

For the PSM Agreement to formally come into effect as an internationally binding hard law instrument, we require 25 UN member states to either ratify or accede to the PSM Agreement. Until the 25th member state deposits its Agreement with the UN-FAO, the obligation will continue to fall to individual Port States, such as South Africa, to implement the PSM Agreement and to ensure its proper codification into South African law.

This article will consider the possible benefits and challenges that South Africa faces now that we have essentially signed up to the CCSBT and PSM Agreements.

The PSM Agreement On 1 September 2009, the Food and Agri-

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

Law of the Seas (UNCLOS). Between UNCLOS and PSM, we have had a plethora of soft laws aimed at providing a non-binding regulatory framework for the international governance of fisheries and our oceans.

However, as the Global Oceans Commission (GOC) recently confirmed, the current governance mechanisms available to manage and police the High Seas are ineffective and require an overhaul. One of the GOC’s eight recommendations to advance oceans recovery is the adoption and implementation of port state measures, including key PSM measures such as:

Countries should adhere to and comply with regional fisheries organisations and arrangements for High Seas fish stocks and monitor activities of their nationals and fishing vessels;

Regional fisheries organisations should share information on potential illegal activities with other organisations and with enforcement agencies and maintain coordinated lists of suspected illegal fishing vessels;

Illegal fishing vessels should have their flags removed, be refused access to

FISHY BUSINESS

Shaheen Moolla discusses the fishing sector

Continued from p 11

>> ports and not be allowed access to pan’s is 4,847 tons. markets for the fish that they have It is widely known that Southern Blue Fin caught; tunas are incredibly valuable and highly

Countries should monitor all fishing sough-after by Japan’s top sushi restauravessels entering their ports and deny teurs who pay incomprehensible amounts entry to suspected illegal operators and of money for a single exceptional fish. their catch; South Africa’s current meager allocation

Governments should collaborate with of 40 tons has partly been blamed for the industry and affected stakeholders to economic stagnation of the country’s tuna create a global information-sharing long line fishing industry. The tuna long line platform able to monitor and exchange fishery was allocated 30 permits in 2004 afdata on all fishing vessels movements ter years of being an experimental fishery in real time, and so deter IUU fishing; and before that a fishery dominated by the Japanese in terms of a bilateral agreement and between the two states which granted

Retailers should commit to sourcing Japanese vessels access to South Africa’s sustainable seafood and adopting effectunas. tive traceability schemes.

The intention was to allocate long term Although South Africa has begun implefishing rights to South Africans who could menting certain of the more rudimentary then partner with foreign vessel owners aspects of PSM such as prior notification who would impart the necessary skills and for foreign flagged vessels, checking whethresources, thus enabling South African er vessels are IUU listed and the monitorquota holders to be ing of landings and South Africa’s current meager able to harvest and “in-port� transshipallocation of 40 tons has partly market tunas for ments; the crucial elbeen blamed for the economic their own account. ements pertaining to transparency, public stagnation of the country’s tuna Instead, what records of real-time long line fishing industry. emerged was a class permit allocations to of super-paper quoforeign-flagged vessels, real-time commuta holders who simply sold off their fishing nication and notifications of vessel entry rights to highest foreign vessel owner and and landings to RFMOS’s, member states, then demanded upfront quota-usage payNGO’s and members of the fishing industry ments. Today, some tuna long line fishing and the establishment of a national register rights are active. of IUU fishing vessels and support vessels Should South Africa notify the CCSBT of will now require urgent development and its decision to formally accede to the conimplementation. vention before 31 May 2016, South Africa’s

The Commission for the Conservation of Southern Blue Fin Tunas (CCSBT) South Africa has been a Co-Operating Non-Member of the CCSBT since 2006.

With this status, South Africa was able to attend the annual meetings of the Commission, but could neither vote on nor directly influence the setting, determination and allocation of southern blue tuna quotas.

At present, the Commission comprises six full members, namely Australia, Japan, Indonesia, Taiwan, New Zealand and South Korea. Australia and Japan are allocated the lion share of the annual global catch allowance. The European Union, Phillipines and South Africa are presently Co-operating Non-Members with annual allocations of 10 tons, 45 tons and 40 tons of blue fin tuna, respectively. By comparison, Australia’s 2015 allocation is 5,665 tons and Ja-

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

annual portion of SBT will increase from 40 tons to 150 tons. What should be of great interest – if not of national concern – is that Japan has agreed that 110 tons should be lopped off its annual quota and allocated to South Africa.

Why has Japan volunteered to give away 110 tons of incredibly valuable Southern Bluefin Tuna worth an estimated R66 million annually?

Accordingly, South Africa’s new large pelagics fishing policy scheduled for finalisation later this year must definitively protect the industry from being reduced to a satellite Japanese fishery. At the same time, the allocation of an additional R66 million in quota must be strategically used to empower South African fishing interests, grow employment in the fishing industry and ensure South Africa has a positive impact on the sustainable management and growth of the world’s Southern Bluefin fish stocks. 

veniles, adversely impact recruitment and ultimately preclude the potential of the midwater trawl fishery.

However, knowledge and understanding of the horse mackerel resource is also not as good as it might be, especially in light of the investment that has taken place in the fishery since the deployment of Desert Diamond.

Stock assessments are not conducted annually and survey biomass estimates are, at best, educated guesses that are thought to have under-estimated the size of the resource. That is why the TAC was increased last year − the OMP is being used to test the level of catch that the resource can sustain.

Added to these uncertainties are questions around the life history of horse mackerel. For instance, the recruitment of adult horse mackerel to the fishing grounds on the eastern Agulhas Bank is poorly understood.

Scientists generally believe that the fishery is “fed� by recruits from the west coast. But an alternative scenario is also possible − that recruitment is linked to the shallow bays and nursery areas of the south coast.

If this is the case, it is possible that the fishery for adult horse mackerel is being impacted by the interaction of juvenile horse mackerel with other fisheries like the purse seine and inshore trawl fisheries.

With the publication of the Policy on the Allocation and Management of Long-Term Commercial Fishing Rights in Horse Mackerel Fishery 2015, and the fundamental shifts in the structure of the fishery that are taking place in Namibia, the spectre of change certainly hangs over the South African midwater trawl fishery.

However, in light of declining catch rates, the departure of Desert Diamond for northern fishing grounds and given the uncertainty around the size and resilience of the South African horse mackerel stock, the allocations committee is going to have to consider very carefully whether a change in the status quo will be in the best interests of the fishery, or the industry. 

CASTING THE NET BACK

100 Years of fisheries management

Dave Japp and Claire Attwood collaborate to compare ideas and understanding of fisheries management from 100 years ago with contemporary knowledge. The series of articles is based on an almost complete set of Marine Biological Reports dating back to 1904 authored by South Africa’s first marine biologist, John Gilchrist and others, and purchased by Japp at an auction recently.

An indepth look at the trawling sector In this article we look to the deep sea and ask, how deep is too deep?

Was probing the depths of the oceans off our coast one of Gilchrist’s objectives and how have fisheries changed since trawling began in the early 1900s?

I

n his report No 6 of 1928, Cecil von Bonde (who succeeded Gilchrist as government marine biologist in the early half of the twentieth century) stated that the research vessel: “the ss Pickle has however established the fact that on our coasts, and especially on the West coast, we have an immense asset, which must prove of great value to the Union, primarily in stockfish, kingklip, and other big bottom fish, which have been found in commercial quantities down to the 300 fathom line – which may be taken to be the trawlable limit”.

That would be about 550m. Currently the trawling industry targets deep-water hake at depths of up to 800m, although the average depth trawled would be approximately 450m.

What is remarkable is that in the surveys carried out by the ss Pickle, trawls to depths of 470 fathoms (870m) recorded alfonsino (Beryx splendens) and deep-water dory (Cyttosoma verrucosum) in deep water off Lüderitz. At another station, at a depth of 220 fathoms (410m) a large number of hoplostethus were recorded.

These fish, also known as orange roughy, are an aggregating species that occur in deep water and, in the 1990s, were the target of intensive exploratory fishing. Interestingly, von Bonde’s orange roughy samples were taken in deep water off KwaZulu-Natal, whereas most of the recent fishing effort for deep water species has been on the west coast.

Orange roughy were again recorded by von Bonde in September 1921 in 250 fathoms (457m) off KwaZulu-Natal. Large volumes of sponges and other benthic flora and fauna were taken at the same time.

Then, in November 1921, northwest of Cape Town, research trawls down to 600 fathoms (1,100m) recorded hoplostethus and numerous deep water dory species.

It is remarkable that trawls to such depths were possible at that time. In fact, on the same survey “reverse trawls” were used to

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

sample down to 1,800 fathoms − greater than 3,000m.

Orange roughy A viable orange roughy resource was discovered off Namibia in the mid-1990s, but it quickly became overfished and today catches are small and exploratory.

In 1995, concerns about the impacts of fishing for deep water species such as orange roughy and deep water dory in South Africa resulted in legislation to strictly limit the catch of these species, although a small directed exploratory fishery for deep water dory did operate for a few years in waters south of Cape Point.

And, some established South African companies did, controversially, venture as far as the Tasman Rise south of Australia and the South West Indian Ocean in their ambition to target the potentially lucrative orange roughy resource on high seas seamounts, outside the South African EEZ.

Preservation measures Twenty years later, such exploratory fishing on the part of South African companies is far less likely to occur, partly as a result of increased awareness around Vulnerable Marine Ecosystems and pressure (both globally and within South Africa) to protect deep water ecosystems from the impacts of fisheries.

Specifically, there are moves to preserve at least a portion of unique types of substrates. In addition, as a result of growing concern about the adverse ecosystem impacts of fishing on the high seas, the 2006 United Nations General Assembly Resolution 61/105 called “upon States to take action immediately, individually and through regional fisheries management organisations and arrangements, and consistent with the precautionary approach and ecosystem approaches, to sustainably manage fish stocks and protect vulnerable marine ecosystems (VMEs), including seamounts, hydrothermal vents and cold water corals, from destructive fishing practices, recognising the immense importance and value of deep-sea ecosystems and the biodiversity they contain”.

No such pronouncements could have

100 Years of fisheries management

been anticipated by Gilchrist and his successor, von Bonde, whose main objective with the ss Pickle was to establish the extent of the trawl grounds and to determine the location of the best fish resources.

Things have certainly changed since then.

For instance, in South Africa right-holders in the deep-sea trawling industry have voluntarily agreed to “ringfence” the trawl grounds – to only trawl on currently used grounds, prevent damage to lightly trawled areas, and to preserve natural refuges for hake.

In a similar fashion, the European Union is currently debating the prohibition of trawling on grounds deeper than 600m. But, of course the EU regulators are meeting resistance. Europeche, the European fishing industry representative body, referred to a report on the regulation of deep sea fishing as a “sexed up dossier” and slammed the finding that the levels of bycatch in commercial deep water fisheries outweigh the benefits derived from those fisheries as “bogus”.

Constraining the fishing industry As Gilchrist and von Bonde’s surveys demonstrated, fishing for deep water species was certainly on the agenda in the early part of the twentieth century. However, we seem to have gone full circle since then and we wonder whether a ban on fishing in water deeper than 600m (as is being con-

CASTING THE NET BACK

sidered by the EU) would be accepted by our own fishing industry, especially in the light of Operation Phakisa which many feel is squeezing the fishing industry out, in favour of oil, gas, aquaculture and seabed mining.

New Zealand has successfully managed sustainable deep-water fisheries for orange roughy, but the Namibian fishery has all but collapsed and our own attempt at managing a deep-water resource would appear to be a thing of a past.

Perhaps it is time to rethink the potential of the deep sea and for DAFF to review the existing legislation for some of these species? Or would such a move simply be out of step with the global mindset and calls to protect deep sea ecosystems and biodiversity?

Without a doubt, Gilchrist and von Bonde could never have foreseen an era when fishing would be thwarted by attitudes and opinions, rather than by the limitations of vessels and gear. 

Dave Japp is a fisheries scientist who consults broadly on fisheries matters relating to science and management. He has an intimate knowledge of most fisheries in southern Africa and, prior to 1997, worked for the Department of Agriculture, Forestry and Fisheries.

Claire Attwood is a writer with a special interest in fisheries. She is a regular columnist for Maritime Review Africa.

Top: Deep water gold? Does orange roughy offer opportunity for the bold?

Above: Juvenile deep water oreo dory from a west coast research trawl. Photo: Melanie Smith.

Maritime Review Africa SEPTEMBER / OCTOBER 2015

17

FEATURE

Port development

Swaziland on the quest for a seaport

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s coastal African states debate the extent of investment they will make in port infrastructure, landlocked Swaziland made news headlines in September with talk of constructing a 26 km canal from the Indian Ocean across Mozambique to a port in Mlawula.

Reports state that the Kingdom aims to build a 15 to 20 hectare harbour big enough to berth four ships at a time at a cost of R30 billion. Detractors have quickly pointed out that the nearest Mlawula gets to the sea is some 70 km as the crow flies with a significant increase in height above sea level.

The scheme is linked to the Swazi businessman, Moses Motsa who has hotel property in Durban, is a director of a Premier League soccer team and had shares in a local insurance company. It is reported that he presented the idea to the Swazi cabinet who purportedly have given their support to the project.

Minister of Commerce, Industry and Trade Gideon Dlamini lent his government’s full support; “At government level, we are fully behind the project and we are giving it undivided support,” he told the Swaziland Times.

“The project owners have conducted presentations to Cabinet and we interrogated it and found that it is a wonderful one. Following Cabinet’s realisation that the project is good and viable, Prime Minister Sibusiso Dlamini subsequently tasked the different concerned ministries to start working together with the project owners straight away.”

With statistics that point to South Africa as Swaziland’s main trade partner, the notion to create a seaport seems rather fruitless and the added challenges faced by consultation over land procurement from Mozambique for the canal would make the process extremely difficult. 

Providing strategic information for enhanced port efficiency Accurate data and intelligence about the maritime domain can make port planning more effective. Maritime domain awareness (MDA) solutions can provide this credible and relevant information relating to maritime traffic and statistics to port authorities.

“

With the capacity to provide relevant and timeous maritime intelligence, MDA brings together two critical resources: technology and people,” says Steve Nell, Managing Director of Marine Data Solutions (MDSol), a Cape Townbased provider of MDA systems and solutions.

MDA systems have the capacity to generate real-time maritime data and information, enabling ports authorities, shipping companies and all other related stakeholders to predict shipping patterns, including coastal vessel concentration, fuel requirements, services and repair, in order to make informed decisions.

With the ability to respond to the information needs of port authorities, maritime authorities and many others, Nell emphasises the need to ensure that MDA systems are refined and developed to cater for everyone’s needs.

“The challenge, globally, is capacity and resources: maritime domain awareness solutions can be integrated with other systems, creating different levels of awareness, and they can be designed and configured according to a customer’s resources and needs. Essentially, the solutions are building blocks towards an overarching goal: creating maximum visibility of the bigger picture,” he says adding that South Africa remains at the forefront of maritime awareness on the continent.

Contributing to economic stability He believes that maritime technology can further enhance the safety and efficiency of the maritime sectors in Africa to the benefit of the region’s economic

development.

“Coastal surveillance, vessel management and early warning systems, and the generation of specific, relevant data are becoming crucial to risk mitigation and ensuring safety at sea. But beyond safety and security, there are other, far-reaching benefits of a holistic and effective maritime intelligence technology platform,” says Nell.

“MDA affords stakeholders enhanced control over their assets within the maritime domain. It is about protecting those assets, and also identifying the opportunities in terms of targeting new markets,” he adds.

MDSol, as a subsidiary of Norwegian technology company the Kongsberg Group, is able to provide solutions for the African maritime market. As specialists in maritime, oil and gas technologies and defence systems, Kongsberg has developed systems that are used in some of the world’s busiest and sophisticated ports, including Norway, the UK and Singapore. Systems include Vessel Traffic Management and Information Systems (VTMIS), ports and coastal surveillance, automatic identification systems (AIS) and aids to navigation (ATON).

MDSol, driven by the needs of Africa’s maritime authorities and associated industries, has among its key customers the Transnet National Ports Authority (TNPA), the South African Maritime Safety Association (SAMSA) and the Namibian Ports Authority (NAMPORT).

MDSol has installed and upgraded VTMIS systems in eight of South Africa’s ports, and has installed AIS base stations and associated systems for the maritime authorities in Kenya, Tanzania, Comoros, Madagascar and Mozambique. 

DURBAN CRUISE TERMINAL

BOAT BUILDING CLUSTER

PHOSPHATE EXPORTS

MOBILE CRANE TENDER

Transnet National Ports Authority has issued a tender for the design development, financing, construction, operation, maintenance and transfer of a cruise terminal facility at the Port of Durban at A and B Berths. This comes after the announcement of the V&A Waterfront as the preferred bidder of a cruise terminal in the Port of Cape Town.

South Africa’s Operation Phakisa’s vision of a boat building cluster in the Port Elizabeth Harbour gained impetus recently when the Transport Minister Dipuo Peters received Cabinet approval to provide an urgent lease to Tag Yachts Ltd in the port.

Porto de Caio, the company managing the development of the new deepwater port in Angola, recently signed a Letter of Intent with Minbos Resources Limited to provide port capacity for the export of 800,000 tons of rock phosphate per annum. The Port of Caio is planned to be operational in the 3rd quarter of 2017 and at a 12.5m draft is ideally suited to the seaborne rock phosphate market.

The tender for the manufacture, supply, testing and commissioning of two 50 tonne mobile cranes for the Kenya Port Authority will close in November.

The tender calls for a complete set of special tools for the equipment for maintenance as well as comprehensive manuals and documentation. Delivery is required within eight months of award of contract.

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

FEATURE

Port development

Port security requires early planning Port security has too often lagged behind the demands of ever more vulnerable facilities with new technology often being deployed as an after-market add-on, rather than a homogenous part of the port’s day to day working. With new ports being developed on green or brown-field sites across the globe, it is now possible to design-in security from the planning stage.

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r Mark Yong, Business Development Director for BMT, outlines the scale of the challenge and explains how port planners can help operational security.

With the threat of international terrorism looming, port security remains of paramount importance, not only due to the direct threats to life and property, but for the potential economic damage that can arise from effects on supply chains.

that receive seagoing vessels on international voyages.

To date, 148 flag or coastal states around the world have committed to the ISPS Code and now have a legal obligation to comply with its requirements and to submit information to the IMO. However, there may be disparity between member states and cargo operators and organisations, partly due to the way that European legislation has been deployed.

need to be clearly defined so that there is satisfactory interaction for freight transport to be as efficient as possible through a series of transport operations. Having the ability to adapt to change quickly when required due to security considerations and interactions is also key. Standardisation of training for port personnel, terminal operators and stakeholders operating within the port authorities’ jurisdiction is another significant area that is often overlooked and can deliver significant benefits.

Planning for emergencies

In planning for movement of cargo through ports, emergency scenarios should be taken into account, especially emergency evacuation involving large numbers of Port security affects all stakeholders withpeople from passenger vesin the cargo operating and port sels in case of terrorist activity logistics chain and beyond. Furthermore, ports are becoming There needs to be a cost-benefit analysis to identify or fire for example. (the IMO more multimodal, introducing the main security gaps and measures to maintain or MSC 1033 evacuation analysis protocol specifies an assembly wider area concerns where augment the efficient and secure operation of the cargo is being moved between ports, combining creative and analytical techniques. time and congestion criteria for safe evacuation). How this a number of operators. There will affect cargo operations is also the additional risk of When considering port security during within the port area i.e. the need to redilimited investment by terminal operators the master planning stage, ports need to rect port traffic, should be considered. in security measures that do not directly factor in the necessary and sufficient seprotect their income streams, creating the New technology can be a key enabler in curity level to satisfy evolving international potential for security gaps due to strained improving port security, but the additional regulations and standards, while efficiently government security resources. time and physical space required for scansupporting the complexity of the real port ning and inspection must be built into the environment.

This includes facilitation of ISPS Code port’s logistical flow. The positioning and efficient and, where required, real-time With the introduction of the International number of Optical Character Recognition exchange of security related information Maritime Organisation’s (IMO) Internation(OCR) systems and other surveillance techwithin the supply chain and between ports, al Ship and Port Facility Security (ISPS) code nologies, transhipment security systems, port stakeholders (agents, shippers etc) in 2004, much work has been done to tackas well as the interface with truck and rail and authorities. le security issues. ISPS is a key element of transportation must reflect the volume There needs to be a cost-benefit analysis legislation as it regulates security on-board cargo and ideal flow through the facility, to identify the main security gaps and meaships, as well as inside ports and terminals to prevent bottlenecks or abortive movesures to maintain or augment the efficient ments. and secure operation of the ports, comAssets should manage security while makbining creative and analytical techniques. ing the best use of data which can benefit Selection of the most appropriate IT infraother parts of the ports operations, such structure can help improve data security, as logging throughput, logjams and vessel as well as making critical information availtraffic movements. This will help minimise able in real time. delays and add to commercial understandPeer-to-peer communication and decision ing of port throughput and efficiency. support can be helped by incorporating While there is no magic spell to deploying semantic technologies and using standard, a port security system that is both rigoropen architecture software wherever posous and flexible enough not to disrupt the sible, which in turn will make upgrades and rapid through-put of cargo, intuitive and integration with new systems more maninnovative port planning can help improve ageable. The importance of keeping the the intrinsic security of a facility. With port port’s network secure while making it acsecurity climbing higher up both corporate cessible to all the port security stakeholdwww.maritimesa.co.za and government agendas, can developers ers cannot be overstated. risk not addressing these issues at the planRoles of key personnel and organisations ning stage? 

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

FEATURE

Port development

Mauritius gears up to become global bunker hub

F

ollowing the increase in the number of ships taking on bunker fuel in Port Louis, Mauritius, the government aims to transform the port into a business friendly, industry leading petroleum and bunkering hub that will export one million metric tons of bunker fuel and ultimately employ 25,000 people across the marine industry.

The bunker trade has been liberalised, with government incentives provided through the reduction and removal of charges and duties and an improved quicker process for issuing bunkering licences and import permits.

The Minister of Ocean Economy, Marine Resources, Fisheries, Shipping and Outer Islands spoke at the International Bunker Industry Association (IBIA) conference held in Port Louis during October and outlined the government’s ambitions for this growing business sector.

Last year the volume of bunker fuel supplied rose from 269,324 metric tons in

2013 to 287,546 metric tons, an increase of around 6.8 percent. However, this figure represents just 30 percent of the government’s short-term goal of 1 million metric tons of bunker exports per year.

The port limits have been extended to provide for sites that would allow the anchorage and furtherance of petroleum based activities, and a full feasibility study has been conducted and a master plan developed.

IBIA’s one and a half day event, Mauritius: A Bunker Hub: Driving the Ocean Economy was proceeded by two days of tailored training, covering basic bunkering and the structure needed for bunker operations development. The training courses set a record for IBIA by attracting 53 delegates reflecting the widespread and very real interest in this new initiative.

As the Government of Mauritius acknowledges, a successful bunker port will need efficient cargo handling facilities, deep

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

shipping channels, adequate berth and quay capacity and of course a skilled workforce. The IBIA training courses are the first tailored coaching offered in the local region in preparation for this significant business growth.

Peter Hall, CEO IBIA commented: “The government has taken the strategic decision to develop the petroleum industry as a core pillar of its economic plan. As a result, it has implemented new measures to ensure a reputable, reliable high quality business-friendly environment with real opportunities, as reflected in the attendance at this event.

“This development could be a significant economic accelerator for the country, as ships that stop for fuel spend on other services. In fact, it is estimated that at current prices, for every $100 spent on fuel, an additional $100 is spent in the local economy, on direct and indirect services such as agency fees, port charges and deliveries to the ship and crew transfers, hotels, career development, finance bunker trading, to just mention a few”. 

Multipurpose terminal contract awarded in Cameroon

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ith a potential investment of 26.2 Euros, Necotrans Group and the Kribi Port Multi Operators (KPMO) consortium have been awarded a partnership contract for the operation and maintenance of the multipurpose terminal at the deep-water port of Kribi in Cameroon.

While the precise terms of the contract are still under discussion, it is estimated that the concession for the quay will be for a period of 20 years. The initial length of the quay with two berths is set at 265 metres, but is set to be expanded to include an adjacent quay of 350 metres after five years.

Located 150 km south of Douala, the new port at Kribi has a draught of 17 metres. The multipurpose terminal will be equipped with two cranes on rails and six truck mounted cranes.

“Kribi is the only deep-water port in Central Africa, and as such is destined to become the economic driving force of Cameroon and the sub-region, especially Chad and Central Africa,” explained Grégory Quérel, Chairman of Necotrans.

“Our investment will enable us to increase the pace of handling and the storage zones so that Kribi can be as competitive as possible, complementing the port of Douala,” he added.

The multipurpose terminal at Kribi will provide work for over 250 people. The main goods handled will be vehicles, wood, cotton, mineral ore as well as oil and gas equipment, together with the materials used for the construction of the industrial zone and the future power plant that will be right next to the Kribi port. 

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FEATURE

Port development

Angola’s deepwater port under construction

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he first phase of construction on the new deepwater port in Cabinda, Angola kicked off in June when Franki Africa Sucursal Angola mobilised key equipment PHASE 1

A. Commercial quay wall length: 775m B. Rig facility quay length: 360m C. Ship repair facility (200m x 200m) D. Breakwater E. Access channel: 150m wide; -13.5m CD F. New access road G. Reclamation for future development H. Turning circle: 400m diameter J. Basin: 215m wide; -12.5m CD (deep section) -7.0m CD (shallow section)

PHASE 2

PHASE 2

A. Commercial quay wall length: 1,550m (total) B. New access road (extension) C. Basin: 270m wide; -12.5m CD (deep section) -7.0m CD (shallow section)

A. Commercial quay wall length: 1,925m (total) B. New RTG operations C. Potential for oil jetty D. Port services E. Access channel: 170m wide; -15.5m CD F. Turning circle: 450m diameter G. Basin: 270m wide; -14.5m CD (deep section) -7.0m CD (shallow section)

Namibia gears up to develop new port

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number of tenders due to close during November show that Namibia is intent on further port development that includes the potential construction of a new sea port in the north of the country.

Namport is calling for a feasibility study to be undertaken into a proposed new sea port in northern Namibia either at Angra Fria or Cape Fria. The study will undertake investigatory work into the onshore and offshore geotechnical and geophysical nature of the sites as well as environmental scoping and impact assessments. The main objective is to assess the feasibility of developing a third large sea port in Namibia with regard to the engineering, commercial, environmental, operational, socio-economic and financial aspects.

With significant development already taking place at its two other sea ports, some concern has been voiced as to whether a new port will attract the necessary usage to make it viable.

Existing ports Namport has issued a tender for the re-construction of the small craft harbour quay wall. The work will include the construction of a 51 m long new quay wall in front of an existing reinforced concrete sheet pile retaining wall.

At the Port of Lüderitz, Namport is seeking interested parties to develop, operate and transfer a fuel storage facility as well as parties to upgrade and operate a cold/freezer storage facility. 

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to be delivered from Europe for the drilling of between 20 and 60 boreholes into the seabed to provide information critical to the foundation of the port.

Maritime Review Africa SEPTEMBER / OCTOBER 2015

Over a period of about 10 weeks, a geotechnical barge, a modular self-elevating platform, using a jacking system drilled the ocean bed. This work is an important step to completing the first berth of the new port in the third quarter of 2017.

“This stage in the development of the port marks a key milestone for the project,” noted Brian Fuggle, CEO of Porto de Caio. “The information that it will produce is crucial for us to design and construct the best possible port that will benefit all Angolans through local job creation and serving as a gateway to increased economic growth.”

Since it was awarded the concession in August 2012, Porto de Caio has delivered on significant project milestones, including the announcement of Fuggle as CEO, launching of the port’s initial site camp in addition to the pre-selection of contractors and sub-contractors for phase one of development. 

Nigeria seeks international investment in port development

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anaging Director of Nigerian Ports Authority (NPA), Mallam Habib Abdulahi, has advocated for the provision of adequate port infrastructure by the Federal Government and the private sector to facilitate export activities through the nation’s sea ports, stressing its importance in enhancing trade in the economy.

Abdulahi recently visited the High Canadian Deputy High Commissioner in Marina Lagos where he presented numerous investment opportunities for Canadian

firms.

He recounted that, even though the NPA has a contract relationship with a Canadian firm handling the proposed 25 years Port Master Plan and some ICT projects, he hoped that Canadian firms would show more interest in Green Field port development and capacity building in marine related courses to meet international standards.

The 25 Port Master Plan is due for urgent conclusion and will chart the course of the country’s future port industry. 

First phase of Nacala port rehabilitation completed

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he first phase of the emergency rehabilitation of the Port of Nacala in Mozambique was officially inaugurated at the end of September when Transport Minister Carlos Mesquita was on hand for a function to mark its completion.

A three phase project is being undertaken to modernise the port which will also increase the container handling capacity by 80 percent and bulk liquid capacity by 30 percent. According to a statement by the Mozambique News Agency (AIM), container handling capacity could rise from 100,000 to 180,000 TEUs. The first phase consisted of the reha-

bilitation of 310 metres of quay at the fuel and container terminals, and an area of 13,000 square metres for storing containers. A firefighting system and container handling equipment were installed. In addition, 75 Mozambican staff were trained in port management and in handling the new equipment.

The cost of phase one was US$32.6 million financed by the Japanese government. Preparations are now under way for the next two phases. These include improving the internal port roads, building a new rail terminal and extending the quay. Work on Phase Two should begin in early 2016. 

Helicopters a vital tool in coastal salvage and response

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ecent salvage and emergency response incidents off the coast of South Africa show that access to helicopter services significantly increase the success rate of salvors attempting to counter pollution or loss of life at sea.

Commenting on the tender from the National Department of Transport (NDOT) for a coastal salvage strategy to be revised for the country, Malcolm Pitcher, CEO of AAL-SA highlights the success of operations such as the Kianu Satu, the Smart and the most recent tow of the P5000 rig off the coast of Mossel Bay.

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He says that the interaction between helicopter services and sea-response teams in all of these incidents clearly highlights the benefits that a dedicated standby helicopter service could have for coastal response. Highlighting the success of the standby tug programme, he believes that the addition of a helicopter service would augment the strategy.

Despite a quiet salvage season this year, memories of the complicated Kianu Satu operation still play an important role in motivating the team at AAL-SA to remain connected to the marine industry. Pitcher says it remains a classic case study of cooperation between all stakeholders on a salvage operation and highlights the importance of communication as part of a strategic response.

The role of the helicopters in this as well as other incidents such as the Smart wreck removal off the Port of Richards Bay, relate mainly to assistance with load lightening of the vessel as well as the transference of equipment and crew to and from the casualty.

Referring specifically to the Kianu Satu incident, Pitcher highlights the need for helicopter services capable of carrying heavy loads and working in difficult weather conditions. “Our MI8s are particularly suited to this type of operation,” he says while emphasising the need for viable take-off and landing areas.

With a fleet of Daphne class and one MI8 in Cape Town, Pitcher says the team can be mobilised and airborne in two hours or less in an emergency response situation.

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The need to respond quickly recently paid off when AAL-SA was contracted by Smit Amandla Marine to assist with tow attachments to a rig that had lost connection with a tug that was towing it from the port of Ngqura and drifting in a strong current in the vicinity of Mossel Bay. “Our helicopter was used to fly a team and tow gear to the rig for connection to the Smit Amandla,” says Pitcher adding that two attempts to secure the connection had to be made during the response that ultimately averted any chances of the rig becoming another wreck for removal.

Offering a number of marine-related helicopter services including medical evacuations, off-port limits and crew changes, AAL-SA maintains their own fleet and ensures that a dedicated as well as specialised crew is available 24/7/365. 

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Salvage and towage

COVER STORY

Standby tug averts disaster on South African coast

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n alert eye on vessel traffic around the South African coast resulted in the Smit Amandla being dispatched to offer assistance to the Pentagon P5000, which was being towed by the MTS Indus from the port of Ngqura.

Having noticed an irregular sailing course, SAMSA’s MRCC in Cape Town requested that the standby tug sail to the location of the rig near Port Alfred to ascertain if assistance was necessary.

On arrival at the scene, the Smit Amandla was assured that the MTS Indus had the situation under control and that there was no need for assistance.

A decision, however, to remain in position proved fortuitous as the rig and tug parted tow early the following morning and the P5000 started drifting with the current towards Mossel Bay and the FA Platform.

SAMSA immediately instructed the Smit Amandla to connect or assist the reconnection to the Indus. According to Dave Murray of Smit Amandla Marine, however, the Indus soon moved off location leaving the recovery of the tow to the local standby tug.

“We were unable to connect to the emergency gear which was entangled in the pontoon,” says Murray highlighting some of the initial challenges. He adds that an AAL helicopter was dispatched to help the team connect to the rig.

“The salvage team managed to make a plan using the emergency gear and the rig was reconnected. Unfortunately it did not hold and the rig began to drift freely,” says Murray describing the winches on the rig as being unsuitable for use.

The Smit Amandla was dispatched to offer assistance to the Pentagon P5000 along the South African coast

The helicopter was once again called in to assist and the team managed to connect to column B of the rig as an emergency arrangement.

that the success of the project was mainly due to the commitment by the Department of Transport, SAMSA, the rig owners and the skilled salvage crew.

A decision to pull the rig wide of the current saw the Smit Amandla encounter massive swell and treacherous seas in her bid to return the rig to the port of Ngqura.

Murray highlights the significance of the experienced salvage team attached to the Smit Amandla reporting that, with two salvage masters and a skilled team in place, a potential disaster was averted.

He further reports that having recently undergone a survey by Braemer Marine, the Smit Amandla is “in good health”.

Almost three weeks after leaving the Eastern Cape port, the rig was once again safely moored in Ngqura. Murray says

“She is the right vessel for the South African coast and is well maintained by the crew during her frequent port time,” he says adding that she has the engine hours of a 10-year old container vessel.

“She has a good five years left in her still as she was built to last and has been upgraded with the latest navigation and communication systems.” 

Emergency response workshop

S

mit Amandla Marine recently hosted an Emergency Response Workshop in Durban attended by delegates from the Department of Transport, the Department of Environmental Affairs and PetroSA. A number of delegates from the private sector saw the marine industry being represented across the board.

With presentations from ships agents as well as a P&I Club perspective and information from the South African Maritime Safety Authority (SAMSA), the workshop aimed to strengthen the local industry’s ability to manage emergency response at sea. 

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

Delegates benefitted from expert knowledge at the most recent Emergency Response Workshop in Durban.

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FEATURE

Salvage and towage

High cost salvage contract concluded A salvage costing in excess of R420 million to remove the wreck of the MV Smart in Richards Bay was successfully concluded in September when the last section of the vessel was buried and the rehabilitation of the seabed completed.

T

North’s Deputy Global Director (Claims) Mike Salthouse commented, “The successful removal of this very large, high profile wreck highlights the benefits that flow from an open and early dialogue with the authorities responsible for managing a wreck site as well as all other stakeholders.

The collaboration between North, SAMSA, the South African Department of Agriculture and Environmental Affairs, the Endangered Wildlife Trust, the international salvage team and the International Group of P&I Club’s reinsurers has provided clarity from the outset, enabling an accurate budget to be agreed and adhered to from an early stage.”

marine environment of Richards Bay, which itan Salvage, now a part of Ardent following completion of the mergis home to the humpback dolphin as well as er of Titan and Svitzer Salvage, has a popular surfing area.” successfully completed the complex and Dutch salvor Smit Salvage, part of Boskalis difficult removal of the wreck of the capeWestminster; Smit Amandla Marine sized MV Smart coal carrier in South Africa. and South African salvor Subtech Group This was especially challenging given winremoved the fuel first. This was achieved ter weather conditions that prevail on the without spillage and was followed by the South African coast. removal of 10,000 t of coal slurry in the The removal of the vessel, which was ruptured no 9 hold. entered in The North of England P&I The separated stern section was then “The successful conclusion of the operAssociation Ltd (North) by Owners Alpha refloated and scuttled offshore in October ation is a tribute to all parties, governMarine, has been accomplished on time of the same year. ment departments, the local municipality, and on budget due to Transnet National Port a high level of collaboration with the South “Given the clubs mutually insure 90 percent of the world’s Authority, insurers and African Maritime Safety ocean-going tonnage, it is vital to the economic stability of the salvors, who worked Authority (SAMSA), shipping industry to ensure that major incidents such as the together as a team and contractors Titan and MV Smart are managed as efficiently and cost-effectively as reached agreement on sensitive issues through North. possible,” says Salthouse who adds that an important success consensus without The 151,279 DWT bulk having to resort to the factor was well-managed transfer of risk to the salvors. carrier ran onto a sand courts,” added SAMSA bar shortly after setting Executive Head: Centre for Ships, Captain A tender process, which was won by sail in August 2013 from Richards Bay coal Nigel Campbell Titan Salvage, followed to perform the terminal in a 7 m Indian Ocean swell. It was lightening, refloating and scuttling of the “It was important to SAMSA that the opercarrying 147,650 tons of coal, 1,769 tons of partially buried bow section. The contract ation led to a skills transfer to South Afrifuel oil and 129 tons of diesel. All 23 crewwas unusual because of the extent to which cans, especially as operations of this magnimembers were safely rescued and, just a Titan assumed the operational risks assotude are fortunately rare occurrences both couple of days later, the 273 m long ship ciated with the project so minimising the internationally and domestically,” he said. split into three parts. chances of a cost overrun.

“Nobody benefits from incidents of this According to North’s Senior Executive The bow section was refloated and scutnature, but it has to be recognised that in (Claims) Dev Lajmi, “As the vessel’s P&I tled in December 2014, with the remaining excess of R420 million was spent in South insurer we immediately started working mid-section cut down and buried at the Africa during the two years it took to reach with SAMSA to ensure that the wreck was beginning of September 2015 and the completion. properly managed and moved according to rehabilitation of the seabed completed Under the International Group pooling their requirements. The priorities were to immediately thereafter. agreement, North retains the first US$9 limit the risk to shipping and to protect the million of the cost and the balance is shared by the 13 clubs through various reinsurance arrangements.

Smit Lombok and Niger Delta

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he Smit Lombok recently completed a successful tow from Walvis Bay to Cape Town. Connecting with the Niger Delta King at anchorage in Walvis Bay, the Smit Lombok encountered no problems delivering the dead ship to Cape Town where she was due to be drydocked. 

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

“Given the clubs mutually insure 90 percent of the world’s ocean-going tonnage, it is vital to the economic stability of the shipping industry to ensure that major incidents such as the MV Smart are managed as efficiently and cost-effectively as possible,” says Salthouse who adds that an important success factor was well-managed transfer of risk to the salvors.

“The collaboration in the MV Smart case has served as a benchmark for the International Group’s large claims working group, which is currently concluding Memoranda of Understanding with states on the protocols for proper handling of maritime incidents. Three major coastal states, of which South Africa is one, have now signed the document and more are expected to follow.” 

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HUET: The OPITO-approved HUET training programme is designed for personnel travelling to offshore installations/vessels via helicopter. This course provides delegates with the necessary skills and knowledge in emergency response related to helicopter safety and escape using the emergency breathing system (EBS).

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FEATURE

Salvage and towage

Pollution threat to St Helena Island averted It’s been 74 years since the Dale class fleet refueling tanker RFA Darkdale was anchored just off Jamestown, St Helena Island in order to replenish passing British warships. Sadly she became the target of a German submarine, which fired three torpedoes into the ship on the 22 October 1941. The vessel sunk as a result of the attack and subsequent fire and an explosion some hours later, taking 41 crewmembers with her.

T

operation.

“The challenge is always the unknown factors, you never know what you are dealing with on any salvage job. You just have to go out there and find solutions,” said salvage master, Captain Ken Ellam describing the mindset needed for projects such as that of the Darkdale.

“On this particular job we knew very little about the wreck. We had no significant drawings of the vessel and there were just so many unknowns to take into account,” he said adding that they were motivated by the knowledge that a successful salvage and recovery operation would avert the pollution threat to the islands coastline and the marine environment.

he torpedoes were directed at the Following underwater inspections and after part of the vessel, which was surveys of the hull in 2012 and the issuseverely damaged during the attack ance of a detailed report in 2013, it was however the forward section of the vessel finally agreed by the British Ministry of and tanks containing the oil remained inDefence (MoD) to proceed with a salvage Swire chose to mobilise from Cape Town tact. The following day the islanders were operation to remove the remaining oil despite considering a number of other port greeted with the sight of the bows protrudfrom the wreck of the Darkdale. A British options. “There is an ease of mobility at the ing at an angle out of the water. The Royal government tender for the oil removal was port. It has the resources, the contractors Navy sloop HMS Milford arrived two weeks subsequently issued. Swire Salvage, a fullylater and Navy divers were used to scuttle and all the logistics support needed for such owned subsidiary of Swire Pacific Offshore the forward section, which an operation,” commented finally came to rest invert- With no accurate records of how much fuel the vessel was Ellam who confirmed that ed in about 45m of water carrying at the time of the incident the scale of the poten- a number of skilled senior where it remains to this tial threat was not known. Various calculations and esti- personnel including the day, a mere 600m from the master, chief mate, chief mates placed the oil remaining on board at between 2,326 little Jamestown harbour. engineer of Pacific Dolphin Since then, oil has been and 4,952 m³ - a significant enough amount of oil to pose as well as the project continually seeping from a significant threat to any marine environment. manager and salvage engithe wreck into the sea. A neer were drawn from major storm in 2010 led to a discernable South African personnel working for Swire were successful in their bid against six leak and the realisation of the dangers of Pacific Ship management and Swire Salvage other companies who met the pre-quala potential environmental disaster that the in Singapore ifying criteria and were awarded the £6.8 wreck now poses. million contract.

In addition to the Pacific Dolphin and With no accurate records of how much Pacific Supporter, the 8,505 gt products’ fuel the vessel was carrying at the time Mobilising from Cape Town tanker Golden Oak was engaged to assist of the incident the scale of the potential The Swire Pacific Offshore-owned vessel, the salvage operation as a reception and threat was not known. Various calculations Pacific Dolphin, sailed from Table Bay storage vessel. The Pacific Dolphin carried and estimates placed the oil remaining on harbour in late June. The 2013-built, 6,641 a full crew of 17 plus a further 20 as the board at between 2,326 and 4,952 m³ - a gt multi-purpose offshore vessel was also project crew. In addition, the British MOD significant enough amount of oil to pose joined by the Pacific Supporter, a 1,360 had gone ahead to the island earlier with a a significant threat to any marine environgross ton anchor handling tug. Both vessels team of Royal Navy divers, project manager ment. played a significant role in the oil recovery and ROV operators.

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

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FEATURE

Salvage and towage

Ellam reports that the salvage teams received excellent cooperation from the local authorities who handled all formalities efficiently. Interestingly, for the first time in the island’s history there were four large vessels anchored in James Bay (The fourth being the RMS St Helena).

Safe removal of munitions The first phase of the salvage operation proved tricky and potentially dangerous as old munitions needed to be removed from the wreck site.

With the Pacific Supporter dealing with the mooring spread and acting in an anti-pollution role with a full array of booms, dispersants, skimmers and tanks in place, the first phase of the operation was able to get underway.

During the removal of munitions, some 38 shells were located and removed safely over a period of seven days. The Royal Navy divers employed for this phase operated at a depth of 45m using re-breathing apparatus. Interestingly, the caliber of munitions removed was not of the type carried on the Darkdale for its own defensive armament and must have been dumped on the wreck.

Surveying the wreck With the wreck now declared safe, the operation to recover the oil could commence.

Following an accurate survey, the vessel’s position was plotted in detail. Assisted by excellent underwater visibility and being positioned at the lee of the island and protected from the swell, the team was able to complete the survey in just two days.

Beacons were placed at the fore and aft ends of the vessel with eight transponders positioned around the wreck. With all the equipment in place and calibrated, it was possible to track the ROV and accurately determine where the necessary holes would be drilled into the hull to facilitate the oil removal.

Pumping the oil The contract required the salvage team to tap a total of 23 tanks that remained intact within the wreck. The tanks all had to be pumped and certified free of all oil to meet the contract deliverables.

Once surveyed, divers moved in to clean the identified sections of the hull in preparation for the valves to be secured to the hull. A team of ten divers undertook the cleaning and fixing of valves to the hull prior to commencing the hot tapping process, this gave the salvage team access to the oil in the tanks.

According to Ellam it took two divers a

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

From the top: The Darkdale monment on St. Helena Island. Photo: Steve Saunders The Pacific Supporter and Pacific Dolphin alongside and on site. Photo: ZD7VC Maitime Photo Collection

minimum of one dive each to set up one penetration. In some instances, however, the process was lengthened as there was a requirement to rig and operate from a platform secured to the side of the wreck.

Describing the diving operations as exhausting, Ellam highlighted that the water depths meant that divers could only spend approximately an hour in the water each day – a limit that included three decompression stops on the ascent. No major problems were reported from the diving team and there were no incidents during the operation.

The hot tapping process involves cutting a hole in the hull plating using a core cutting tool that is advanced into a valve assembly secured to the hull of the wreck.

A hydraulic drill is used to drive the mechanism and create the 75mm hole in the hull plating. The diver is then; able to establish a connection between the valve assembly and the reception tank via a submersible

pump. This allowed for the oil to be pumped and collected within a receiving tank. For this operation, the oil was pumped first into the tanks of the Pacific Dolphin before being transferred to the Pacific Supporter and then finally to the Golden Oak. This method ensured a continuous pumping operation could be achieved.

In all, they recovered some 1,223 m³ of oil and about 69 m³ of avgas.

The final act of the diving team, and as a mark of the respect for the 41 crew that lost their lives on the RFA Darkdale, a Royal Fleet Auxilliary flag was positioned on the hull, which as a vessel sunk in wartime service remains an official war grave of the Royal Navy.

“Although we were dealing with many unknown factors, the salvage team completed the project within a week of our initial projected time frame,” reported a clearly satisfied Ellam. 

By Steve Saunders

Industry updates

SA MP visits Cape Town shipyard

T

he South African Minister of Trade and Industry, Dr Rob Davies MP, recently visited Damen Shipyards Cape Town (DSCT) to review some of the facilities that have received support from his department, and to present certificates to nine apprentices who have achieved Artisan status.

The DSCT Apprenticeship Training Centre operates a programme that gives young men and women the opportunity to learn the necessary skills in order to achieve Artisan status in welding and boiler making, and at the same time provides valuable jobs. Apprentices benefit from high quality training with the possibility of long-term

SHEQ achievement

S

mit Amandla Marine has achieved ISO 9001 and ISO 14001 certification following the completion of audits by DNV GL at their sites in Cape Town, Durban and Mossel Bay. “We chose DNV as a Business Process Assurance Partner due to the comprehensive certification processes they follow, as well as their reputation for high auditing standards. Through the certification process, we have shown that our Quality and Environmental Management systems demonstrate the commitment and drive we have to provide quality marine solutions, to enhance client satisfaction and, in doing what we do every day, to protect our people, assets and equipment, and the environment,” they said. 

employment at the end of the three-year programme either with DSCT or another organisation requiring their skills. As part of the international Damen Shipyards Group, the trainees also benefit from access to the entire group’s technical experience, knowledge base and skills transfer.

The Department of Trade & Industry (DTI) has supported DSCT in the expansion and improvement of its shop-floor facilities, as well as in the successful launch of its apprentice training programme. The dti provided financial assistance for the renovation of an existing production hall and for the replacement of obsolete lifting equip-

ment with two new units capable of lifting 10 tonnes each.

The minister’s visit was in recognition of the contribution that DSCT makes to creating job opportunities in South Africa and its contribution to stimulating economic growth within the shipping sector. The most recently qualified Artisans of 2015 were honoured by Minister Rob Davies, Chairman of DSCT Sam Montsi and DSCT Training Officer Dederick Ross, during a certificate ceremony on the day. The ceremony highlighted the hard work and dedication required by individuals to reach Artisan status. Since 2010, 52 young people, including 11 women, have benefitted from the apprenticeship programme. 

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MARITIME NEWS

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MARITIME NEWS

Industry updates

South Africa to participate in global testing phase of new engines

F

ollowing an exclusive agreement between Southern Power Products and Cimco Diesel Marine AB, South Africa will join the focused worldwide pre-series testing phase of Cimco’s OXE Diesel S-BPU engines.

Southern Power Products has partnered with Cimco Diesel Marine AB to supply Sub-Sahara with OXE Diesel S-BPU engines – a new outboard motor conceptualised for the commercial market that powers off a horizontal instead of a vertical engine configuration.

“We are extremely excited to be part of the revolutionary OXE technology and to introduce a true diesel outboard solution to the marine industry,” says Jacque Brummer of Southern Power Products.

The engines will be fitted to a customised Nautic Africa vessel that will be earmarked to do a long range trip around parts of the African continent, with product demonstrations at key markets. Locally, a test inflatable vessel will be outfitted with a single OXE configuration for customer demonstrations and will be tested once they arrive in December. Not currently in production or available to the market, the OXE engines will undergo real world testing internationally via Cimco’s global distributorship prior

Partnership boosts skills

E

lgin Brown & Hamer (EBH) Namibia’s partnership with Rolls-Royce has recently been strengthened through a training opportunity which has seen four employees boost their skills in marine engine repair. The employees were chosen, along with three Rolls-Royce trainees, to undergo a training programme at RollsRoyce’s engine factory in Bergen, Norway, from from August to September.

“Our partnership with Rolls-Royce is of significant strategic importance to EBH Namibia, and the training that our employees have received is invaluable in terms of the transference of globally sought-after skills,” says Hannes Uys, Chief Executive Officer of EBH Namibia.

“Serving the African market via our Namibian service hub, is a key part of our strategy to provide a good service in every port, every day. To live up to our own set of high standards we need to invest in our relationship with our partners and invest in our employees,” says Patrick Adam, Service Centre Manager Africa: Rolls-Royce.

“Together with EBH we now have seven engineers trained who will be able to provide all required service and overhaul work on-board our joint customers’ vessels.” 

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

to production finalisation.

The engines are due to enter into production in the second quarter of 2016, but the series is already attracting the attention of international maritime media who anticipate that the combination of inboard diesel type power and outboard flexibility will appeal to the commercial market.

“The exclusive agreement between Cimco and Southern Power Products will make the engines available to the local shipbuilding market on their release,” says James Fisher, CEO of Nautic Africa.

The patented S-BPU (self-contained belt propulsor unit) technology is the key to the development of a unit that answers to the needs of the commercial sector for continuous daily operation. With the elimination of bevel gears and transfer shafts, the belt technology provides increased torque transfer to the propeller.

Designed to meet the needs of US military and NATO with regard to Tier 3 emissions standards as well as refuelling in terms of the geographical availability of diesel, the OXE Diesel S-BPU – now in its seventh generation – has already undergone rigorous in-house testing.

The engine will be further validated over a variety of environments and applications as

Cimco distributes approximately 20+ units to collaborative partners worldwide.

The local industry will have the added opportunity to engage with the innovative outboard at the Cape Town Boat Show in October this year where Southern Power Products will demonstrate the OXE Diesel S-BPU ahead of its official commercial release.

Southern Power Products is anticipating the successful introduction of the engine and aims to establish sales and service network for the Cimco release in Sub-Sahara. 

Southern Power Products CEO, Jaques Brümmer and Cimco Diesel Marine AB CEO, Andreas Blomdahl.

The IMO interacts with Africa

T

he International Maritime Organisation (IMO) engaged with Africa during September, sharing expertise in a bi-lateral communications exercise and a workshop both held in Gabon during September.

Communication skills put to the test in Congo and Gabon A two-day bilateral exercise between the Congo and Gabon to test the lines of communication in case of a trans-boundary oil spill incident took place in PointeNoire, the Congo and Libreville, Gabon in mid-September.

This exercise was organised within the framework of the Global Initiative for West, Central and Southern Africa (GI WACAF Project), a partnership between IMO and IPIECA, the global oil and gas industry association for environmental and social issues.

The exercise, conducted in real-time with a prearranged script, simulated an oil spill incident impacting the Gabonese and Congolese coastlines. The objective

was to identify gaps in oil spill contingency plans in both countries and help improve communication procedures between the two countries in the case of a real trans-boundary oil spill incident.

The exercise also sought to encourage the sharing of technical information to better coordinate the response as well as to initiate discussions on topics such as mutual aid and allocation of resources.

Clean-up workshop IMO also hosted a workshop on effective shoreline clean-up and waste management operations in Libreville, Gabon.

Participants from ten French-speaking countries in the region, as well as the oil and gas industry, covered topics such as incorporating shoreline clean-up and waste management into national oil spill contingency plans, spill management and related decision-making processes, as well as waste management and shoreline clean-up techniques.

The workshop was hosted by Gabon’s Department of Environmental Affairs. 

MARITIME NEWS

Industry updates

Bulk liquid cargoes – to sample or not to sample? defense of a claim. The same would apply if there were unsealed samples taken by the terminal and used as evidence in a claim against the vessel.

Samples should be drawn jointly with the cargo surveyor or a terminal representan the majority of cases proper sampling there were at least three instances where tive and sealed in their presence. A sample procedures would have assisted, in no sampling at the ship’s manifold detected a receipt must be produced and a signature small part, in the investigations into the problem with the cargo being loaded and obtained. This is not always possible as cause of a cargo contamination and identithe issue was resolved with no action being the surveyor or loading master may not fication of liability. taken against the vessel. be willing to witness the sampling or sign The imports consist of everything from a receipt.

Samples taken at the pump-stack, when vegetable oils to petroleum We have also been involved products and the ports of Many ships do have strict procedures when it comes with a case where the shipper’s origin are just as varied as to sampling, but often the samples are not sealed. This surveyors sampled the vessel’s the cargoes themselves. With leads to problems when trying to use the samples as tanks after loading two differmany ports of loading come evidence in a dispute. If the provenance of the samples ent grades of cargo without many different cargo handling a member of the crew being cannot be verified then it is difficult to use the samples methods and quality control present. As it turned out the as evidence in defense of a claim. The same would apmeasures. surveyors sampled the tanks in For instance, a vessel may ply if there were unsealed samples taken by the termia sequence that caused cross load a base oil from a termi- nal and used as evidence in a claim against the vessel. contamination of the samples. nal in Rotterdam where strict The laboratory reported that the cargo is at the level of one foot and on sampling and analysis procedures are the cargo was off specification and this lead completion of loading are always useful in observed and, at the same time, load a to an expensive investigation on behalf of defending a possible claim as they can be sensitive solvent cargo from a barge where the owners and their P&I Club. Only correct used to identify at which point the cargo sampling is done, but where the only qualsampling at the eventual discharge port became contaminated and thereby help in ity control is a visual inspection by the revealed that the cargo was indeed within the investigations. attending surveyor. In many cases there are specification and the problem lay with the no samples given to the Master for retenThe process of sampling loading port. tion.

Many ships do have strict procedures There is significant pressure on the Master Whilst the vessel’s crew and officers might when it comes to sampling, but often the and his crew to complete cargo operations be diligent in preparing the as quickly as possible. At times tanks and lines for the cargo, There is significant pressure on the Master and his crew the vessel may be discharging, the reality is that they do not tank washing and loading all at to complete cargo operations as quickly as possible. At have control over what the the same time and it may not times the vessel may be discharging, tank washing and terminals are delivering to be feasible for the procedures the vessel in terms of quality. loading all at the same time and it may not be feasible to be adhered to.

Should there be an issue with for the procedures to be adhered to.

So the answer of whether to the quality of the cargo once sample or not is an emphatic loading has started, the termisamples are not sealed. This leads to probyes; if circumstances allow. It will save time nal will almost always claim that the cargo lems when trying to use the samples as and money in the unfortunate event that was delivered in good condition and that evidence in a dispute. If the provenance there is a cargo quality dispute. the vessel is at fault. of the samples cannot be verified then it is

By Byron Elkington difficult to use the samples as evidence in Sampling the delivery

Over the last two or so years we have noticed an increase in the number of calls from Masters on tankers and their P&I Clubs asking for assistance with quality disputes regarding bulk liquid cargoes. This applied mainly to the import market, but there have been a few cases with exports from Durban as well.

I

The most effective method of protecting the vessel against possible claims is to take samples of the cargo at every point of the delivery once it crosses the ship’s rail.

In some cases a simple manifold sample on the commencement of loading could detect a problem cargo very early on and the vessel can stop the loading and prevent any product entering the tanks.

It is not always the case that a problem cargo can be detected visually, but samples taken early can be useful in defending a vessel against claims. In Durban last year

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

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Industry updates

Water barge aims to bring relief to drought stricken Morocco

T

he Royal Moroccan Navy, in response to the severe drought that is currently affecting the country, recently awarded Damen Shipyards Group a contract to supply a Stan Pontoon 3011 Water Barge.

Due to the urgent need for water in the region, Damen Shipyards Gorinchem, the Netherlands, aimed to deliver the barge before the end of September.

Combining a Stan Pontoon 3011 with water making technology is a first for

Car carrier commits collusion

T

he Competition Commission of South Africa has reached a settlement agreement with Wallenius Wilhelmsen Logistics AS (WWL), a Norwegian shipping liner, for contravening section 4(1)(b)(i),(ii) &(iii) of the Competition Act in the market for the provision of transportation of motor vehicles to and from South Africa by sea.

This settlement followed the Commission’s investigation of collusive conduct against shipping liners, including WWL, which allegedly fixed prices, divided markets and tendered collusively in respect of the provision of deep sea transportation services.

Deep sea transportation services entail the transportation of motor vehicles, equipment and machinery by sea to and from South Africa. The Commission found that WWL colluded on 11 tenders with its competitors for the transportation of motor vehicles by sea issued by several automotive manufacturers to and from South Africa.

WWL admitted to this collusive conduct and agreed to pay an administrative penalty in the amount of R95 695 529.00 if the settlement is confirmed by the Competition Tribunal.

In a statement from the car carrier, the company reported that they had cooperated fully throughout the investigation and will implement and monitor a competition law compliance programme as part of its corporate governance policy. 

Damen. Bringing both technologies together in one unit represents an innovative solution to the current water shortage in Morocco.

Reverse osmosis Damen will install two high capacity water makers and two air-cooled generator sets on board the pontoon. The water makers use reverse osmosis technology to produce clean drinking water. The method is particularly attractive as it can

MARITIME NEWS

produce potable water from virtually any water source. It is also a relatively energy efficient process.

After delivery, the Royal Moroccan Navy will manage the deployment and operation of the vessel. With its advanced logistics capacities, the Navy is well placed to provide such vital humanitarian support.

They will transport the vessel to the worst affected areas to deliver a water making capacity of 1,500m3 per hour. The water can then either be stored on board the pontoon in bunkers or pumped ashore via a pipeline. 

MARITIME NEWS

Industry updates

South Africa welcomes vessel to registry

T

he Cape Orchid was recently welcomed to the South African ships’ registry after the last commercial vessel exited the flag in 2011. The Cape Orchid is an iron ore carrier and will sail between Saldanha Bay and Asia.

The ship is owned by Vuka Marine, a South African joint venture company between Via Maritime Holdings (South Africa) and K-Line and Hong Kong based Japanese firm, K-Line.

Speaking at a function attended by the Minister of Transport Dipuo Peters and her deputy Sindisiwe Chikunga at the deepwater port of Saldanha Bay to mark the milestone occasion, Tsietsi Mokhele, CEO of the South African Maritime Safety Authority (SAMSA), said: “This registration is among the intended outcomes of BRICS (Brazil, Russia, India, China and South Africa) engagement to increase trade and co-operation. We are intent on

increasing the number of South African ships on the register.”

The SA government assisted to facilitate negotiations for acquiring the vessel.

The vessel has also taken on board three maritime cadets: Samkelo Ndongeni (25) a deck cadet from Ngqushwa near King Williams Town, Thembani Mazingi (24) an engine cadet from Cofimvaba, and Gordon Sekatang (26), also an engine cadet from Nelspruit in Mpumalanga. All three will conclude their sea training on the vessel.

According to a statement issued

by SAMSA another vessel, the Cape Enterprise will be admitted to the South African registry shortly. 

The Cape orchid was recently welcomed onto the SA Ships Registry Transport Minister Dipuo Peters with the three Cadets placed on the Cape Orchid. They are Samkelo Ndongeni, Thembani Mazingi and Gordon Sekatang

Ensuring vessel safety and efficiency, 24/7

T

o meet the demand for cost-saving solutions within the maritime industry, Radio Holland has developed a new range of service products called Maintenance and Remote Support agreements. These agreements integrate on board maintenance and remote support to provide a solution to reduce vessel owner’s daily running cost and increase uptime.

A Shore Based Maintenance Agreement includes the SBM certificate and the GMDSS station compliant according IMO’s SOLAS GMDSS regulations and secured priority services.

The Annual Services and Health Check Agreement covers the annual services and mandatory certifications of Nav/Com equipment on board vessels. Annual health check assessments can prevent malfunctioning and applicable preventive maintenance can be scheduled.

Radio Holland’s Full Maintenance Agreement will ensure that all service and maintenance on your Nav/ Com equipment is covered and includes equipment that is subject to mandatory annual certifications and inspections. Additionally, all applicable preventive and corrective maintenance will be scheduled with the objective of maximising availability of equipment and reduction of long-term maintenance costs.  For more information contact Radio Holland.

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

Industry updates

Marine inspiration buoys learner’s aquaculture aspirations

R

ikalize Reinecke, a Grade 7 pupil at Kameelfontein Primary School in Pretoria, has made news headlines and a name for herself in the aquaculture sector by establishing her own farm while simultaneously maintaining an A aggregate at school.

It’s not surprising that the young entrepreneur lists among her favourite subjects; technology, natural science and English.

Inspiration As a young child her bedtime stories came from the book Mammals of Southern Africa – A Field Guide. “I could name at least 20 animals’ scientific names and identify their footprints before the age of four,” says Reinecke.

Not that many years later she was inspired by the film Dolphin Tale, about a bottlenose dolphin called Winter who lost her tail after becoming entangled in a rope attached to a crab trap. She was rescued off the coast of Florida in the USA and fitted with a prosthetic tail.

“After that I was hooked. I started searching Google for marine life and conservation information. I came across a site featuring aquaculture farms with floating cages in the ocean. This interested me a lot and I started to read more and more. I also realised that the amount of fish in the ocean is getting lower and lower and I decided that I want to make a difference,” says Reinecke.

Getting started Following a four-day course at Aquaculture Innovations in Grahamstown, Reinecke set about getting her aquaculture farm up and running. Admitting to some initial challenges, Reinecke says her biggest struggle was getting the water to stabilise, but after that was achieved, it was fairly easy to maintain.

The farm now employs two workers who assist with the day-to-day activities

required to ensure that the operations continue to run smoothly, especially while Reinecke is at school. These include cleaning all the sieves in the mechanical filter each morning and flushing the system.

This is important to ensure that there is no build-up of food or fish waste.

The testing of the water quality and keeping a record of the temperatures is also a daily task, along with feeding the fish and checking their growth rate, according to the expected weight and food given. It is also essential to constantly check that there are no leaks in the system.

Role models Reinecke regards her father, Danie, as her inspiration. “My father is a good inspiration. He keeps me going. No problem is ever too big for him to solve. We talk our own language: fish. I also have great respect for Lesley Thermoshuizen for all his knowledge,” says Reinecke.

Future plans “I have to complete my school career.

My grades are very important to me and I would like to maintain my “A” standard,” says Reinecke as she contemplates the future.

“Business-wise I would like to get off the electricity grid as soon as possible by going solar and implement a boiler system to help to maintain the water temperature. I want to get my own breeding stock to start breeding my own fry. I currently have to source from Fry and Fingerlings in Grahamstown. In the next phase I will be putting up the 10 dams sponsored by Heunis Steel (Pty) Ltd. “When I'm a grown-up I hope to see the world in a better state than it is now, and I'd like to make a difference,” says Reinecke.

By Natalie Janse

MARITIME NEWS

Extended competencies augur well for continued growth

W

ith expertise in subsea inspection, repair and maintenance as well as construction activities, support and survey services, Guerrini Marine Construction (GMC) is set to expand its business operations through constantly extended capabilities and assets.

The company’s portfolio has increased exponentially despite the current economic recession. “We have been looking ahead and thinking of ways to face the reality of a market under serious constraints by expanding our capabilities to each single sector related to the maritime industry,” says Adriano Guerrini.

Established in 1995, GMC continues to invest in its assets. “We have recently refurbished our own tugboat, which will be used as a support vessel along the east coast of Africa,” says Guerrini, adding that they have received numerous requests in the last few months from international companies to charter this asset.

“This will allow us to make use of our expertise and broaden our horizons towards new challenging fields,” he says emphasising, however, that the South African market remains key to the future success of the company.

Highlighting the increased vessel traffic to South African ports, Guerrini says that GMC’s extended competencies now include in-water hull surveys and drydocking assistance to vessels.

“Two mobile diving units have been permanently positioned in the Cape Town harbour in order to assist any vessel entering the port facilities and a 24/7 support service is available for any diving-related activity at the request of the port authorities,” says Guerrini who has dedicated the last 20 years to building up the company.

“It has taken dedication, commitment and quality of services,” he says adding that he’s not yet ready to retire.

Rikalize Reinecke has big plans for her aquaculture business in the future.

GMC is headquartered in Cape Town with operations in Durban, East London and Saldanha. Plans are to expand the company’s footprint in the national and international markets. 

Maritime Review Africa SEPTEMBER / OCTOBER 2015

39

OFFSHORE NEWS

Marine mining and offshore exploration

E&P Exploration and production updates 1. Erha North Phase 2 project, Nigeria Exxon Mobil Corporation’s subsidiary, Esso Exploration and Production Nigeria Limited, has started oil production ahead of schedule at the Erha North Phase 2 project offshore Nigeria.

The Erha North Phase 2 project is a deepwater subsea development located 60 miles offshore Nigeria in 3,300 feet of water and four miles north of the Erha field, which has been producing since 2006. The Erha North Phase 2 project includes seven wells from three drill centres tied back to the existing Erha North floating production, storage and offloading vessel, reducing additional infrastructure requirements.

The project is estimated to develop an additional 165 million barrels from the currently producing Erha North field.

Peak production from the expansion is currently estimated at 65,000 barrels of oil per day and will increase total Erha North field production to approximately 90,000 barrels per day.

Neil W Duffin, president of ExxonMobil Development Company said the ahead-ofschedule startup was supported by strong performance from Nigerian contractors, which accounted for more than $2 billion of project investment for goods and services, including subsea equipment, facilities and offshore installation.

“These contracts are bringing direct and indirect benefits to the Nigerian economy through project spending and employment, consistent with project objectives,” Duffin said.

2. Blocks L27 and L28, Kenya Erin Energy Corporation has obtained an 18-month extension of the Initial Exploration Period (IEP) of its offshore Kenya blocks, L27 and L28. The IEP on blocks L27 and L28 has been extended to February 2017.

The extension of the IEP of the Production

Sharing Contracts for blocks L27 and L28 is effective as of August 9, 2015. The required work remaining includes the acquisition, processing, and interpretation of 3D seismic data on both blocks. Erin Energy is the operator and has a 100 percent interest in both offshore blocks.

3. A2 and A5 blocks, The Gambia Erin Energy Corporation has successfully completed acquisition of a new 3D seismic survey off the coast of The Gambia. Polarcus Ltd was contracted by the company to carry out the survey using the Polarcus Alima, an ultra-modern 12 streamer 3D/4D seismic vessel. The survey covered approximately 1,613 square kilometres on Erin Energy’s A2 and A5 blocks.

The company will now commence processing and interpretation of the data, with results expected to be available during the second quarter of 2016.

Erin Energy is the operator of the A2 and A5 blocks with 100 percent interest.

The A2 and A5 blocks are located approximately 2 45 kilometres offshore The Gambia and are on-trend with the recent FAN-1 and SNE-1 hydrocarbon discoveries offshore Senegal by Cairn, Conoco and FAR.

facilities prior to commencement of production.

The Saipem Scarabeo 3 semi-submersible drilling rig has been moved to re-enter the existing Aje-4 well for completion as a second Cenomanian production well. All key equipment related to the Aje oilfield development has now been delivered to Lagos, including the FPSO moorings and turret buoy, the production manifold, the umbilical termination assembly, and the umbilicals and flowlines.

In addition, the ongoing refurbishment of the Front Puffin FSPO is on schedule and it is anticipated that the vessel will sail from Singapore approximately six weeks prior to its installation date. Panoro currently estimates the project timing and costs to be largely on track, although for planning purposes, the Company is now projecting that first oil should take place towards the end of January 2016. 

1&4 3

4. OML 113 licence, Nigeria Panoro Energy ASA has successfully completed the Aje-5 production well located on the OML 113 license, offshore Nigeria the reservoir has been perforated in the Upper and Lower Cenomanian Oil bearing zones. The subsea tree has been installed and the well has been suspended ready for connection to the oil production

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

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Marine mining and offshore exploration

Introducing learners to the oil, gas and ship repair sector

D

CD Marine Cape Town recently hosted a two-hour session for learners from the LEAP Science and Maths School in order to promote career opportunities in the oil, gas and ship repair sector.

Engaging with the school through Total E&P South Africa, DCD Marine introduced the youngsters to the “ins and outs” of project work in the oil and gas industry at large.

“We were keen to host the children to hopefully inspire as many of them as possible to follow a career in oil and gas and ship repair. This event formed part of our overarching corporate social investment (CSI) focus which is very much pro-education and skills development,” says Zayyaan Darries, PR Officer from DCD Marine Cape Town.

LEAP schools provide free education, which is focused on math’s and science, to economically disadvantaged and marginalised students from grades 8 to 12. The LEAP philosophy is to provide ‘self-liberating’ high school education that takes the children on a journey of learning of self-awareness, emotional intelligence and life skills. 

DCD Marine Cape Town Project Manager, Alroy Kannemeyer, conducted a workshop tour with the LEAP school learners and gave them first-hand experience of fabrication processes in the ship repair and oil and gas industry.

OFFSHORE NEWS

New agreement in Ghana forms strong partnership for future growth

B

elmet Ghana has signed an agreement with Subsea 7 in August to form Belmet 7 in which Belmet Ghana owns a 51 percent shareholding and Subsea 7 has a 49 percent shareholding.

The agreement comes on the back of successful cooperation on the Subsea TEN Project.

It is anticipated that the joint venture agreement will help provide additional sustainability to the Ghananian entity.

Testament to this is the subsequent awarding of the first contract from Subsea 7 for a gas export manifold of about 100 tonnes. The work, which consists of structural and high-pressure pipes, will be completed in-country using in-house trained welders and fabricators.

“This represents additional work scope for the TEN Project and it will be compliant with all existing procedures that were done in Cape Town,” says Kroon who reports further that a number of tenders have already been submitted under the new brand.

Importantly the new venture includes vital facilities in the port of Takoradi including a yard, shed, equipment and mobile cranes, offices, training facilities and cloakrooms.

“The full asset component of this facility reflects the 51/49 partnership. This is not an artificial joint venture shell agreement – it provides the company with quayside space and load out access that is very well suited for modular fabrication work,” says Kroon. 

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Class-leading fuel consumption

IMO MARPOL emission compliance

500-hour service intervals

call for Yanmar solutions Seascape Marine Services (Pty) LTD Sales & Service Tel: + 27 (0) 21 511 8201 www.seascapemarine.co.za

www.yanmar.eu

OFFSHORE NEWS

Marine mining and offshore exploration

Cameroon FLNG project set to go ahead

F

ollowing the official approval of the Gas Convention, Golar LNG Limited’s floating liquefied natural gas project is set for commissioning in the second quarter of 2007.

At a signing ceremony in Yaoundé, Cameroon at the end of September, Cameroon's state owned oil and gas company Société Nationale des Hydrocarbures (SNH), Perenco Cameroon (Perenco), Golar Hilli Corporation and Golar Cameroon (together Golar) executed a fully effective and binding Gas Convention with the Republic of Cameroon which endorses

A Joint Venture with Bosch Rexroth

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

and governs the installation and operation of the GoFLNG vessel in Cameroon waters offshore of Kribi.

The Tolling Agreement between Golar and Perenco is due for approval from SNH, a 25 percent upstream partner in the project. This agreement establishes the terms under which Golar will provide liquefaction, storage, and off-loading services to SNH and Perenco as upstream joint venture partners.

The signing of the Gas Convention and the finalisation of the Tolling Agreement terms facilitates the financing structure

previously announced and will enable Golar to drawdown up to $700m from the facility to fund the ongoing conversion cost. It is estimated that no further direct funding from Golar will be required for the Hilli conversion, with the remainder of the conversion project being financed through this debt facility.

Golar, Perenco and SNH have for the past two years been developing a floating liquefied natural gas export project located near shore off the coast of Cameroon situated in an area of benign sea states and utilising Golar's floating liquefaction technology.

The project is based on the allocation of 500 Bcf of natural gas reserves from offshore Kribi fields, which will be exported to global markets via the GoFLNG facility Hilli now under construction at Keppel Shipyard in Singapore.

It is anticipated that the allocated reserves will be produced at a rate of 1.2 million tons of LNG per annum, representing approximately 50 percent of the vessel's nameplate production capacity, over an approximate eight year period. It is expected that production will commence in Q2, 2017.

Golar's CEO Gary Smith commented; “The achievement of this very significant milestone in the delivery of Golar's FLNG strategy is the result of many years of hard work and technical innovation by our employees and partners.

We consider ourselves very fortunate to be developing our first FLNG project in a very professional partnership with Perenco and SNH who have provided a solid foundation to this ground breaking project.

We genuinely believe the employment of this first speculatively ordered FLNG unit and the approval for development of the Kribi field sets a new standard for development of gas reserves. Golar's GoFLNG business model reduces the resource holder's capex and project execution risk, advance their cash flow and is flexible enough to develop smaller reserves." 

Please note the rescheduling of the Awards evening to

February 2016 The South African Maritime Industry will once again come together to celebrate excellence and acknowledge achievements this year as we present the Maritime Industry Awards. But this time – we are taking the message under Operation Phakisa to heart and challenging the industry with our theme of All Hands on Deck.

SAMSA MARITIME INDUSTRY AWARDS PARTNERS & SPONSORS

Thank you to all our industry partners and sponsors for making the event possible.

SUPPORTED BY INDUSTRY ASSOCIATIONS:

South African Institute of Marine Engineers and Naval Architects

SAIMENA Website: Email:

SAIMENA House PO Box 7710 77 Jacko Jackson Drive Roggebaai Morningside, Durban Cape Town 4001 8012 www.saimena.co.za saimena.cape@webafrica.org.za

Nominations extended to 15 December 2015

MARITIME MEMORIES

By Brian Ingpen

The South African Loch-class frigates, SAS Natal and SAS Good Hope, the first ships to use the Sturrock Drydock in 1945. Natal carried that pennant number form her days as HMS Loch Cree. Photograph: Brian Ingpen/George Young Collection

With a long history drydocks remain vital to the ship repair industry

By Brian Ingpen

Imagine the dismay in Durban shipping circles when news arrived that the first floating dock ordered from a Tyneside shipyard had broken free from the towing vessel, the Bucknall steamer Baralong, and had become a total loss on the coast near Mossel Bay.

A

second dock, longer and with a greater lifting capacity (8,500 tons) was ordered and, under tow by two Dutch tugs, arrived safely in Durban in 1904. As it was installed – curiously - near Salisbury Island, unconnected to the shore, a floating workshop had to be constructed and berthed alongside the floating dock that lifted its first customer, the British steamer Kent, in June 1904. Within months of its installation, the dock’s usefulness became apparent when the American vessel Maine hit Aliwal Shoal near Port Shepstone and needed urgent bottom repairs.

Although the floating dock was adequate for most ships calling at Durban, the giants on the South African trade, Arundel Castle and Windsor Castle (about 193 m long and with a beam of around 22 m) were too large.

Given the growing immigration to South Africa and the increasing volume of cargo passing through South African ports, it was obvious that the size of passengerships entering service – particularly the Union-Castle mailships – was bound to increase, an essential element for consideration when harbour engineers planned major construction projects.

In addition, its experiences during World War 1 had taught the British Admiralty the importance of having large drydocks available at strategic points if a new global conflict should ever arise. Thus, when a drydock was being planned for Durban, they

44

Maritime Review Africa SEPTEMBER / OCTOBER 2015

persuaded the South African authorities to build a large drydock to cater for any future exigencies.

At the time of its completion in 1925, Durban’s 352-metre Prince Edward Drydock was a megastructure that could easily accommodate the world’s largest ship of the time.

Among the more interesting work carried out in the drydock was the major repair to the American freighter Aimee Lykes that, on her maiden voyage, hit the Aliwal Shoal at full speed. An officer on a Royal Interocean Line vessel that had taken the passage inside the shoal told me that he had watched the fast American vessel coming up astern of his slower ship. Aimee Lykes altered course to starboard, he believed to pass outside the shoal, but she suddenly slewed around, rose in the water, and stopped.

It was then that he realised that she was aground on the shoal She was in the Prince Edward Drydock for months while extensive damage to her bottom was repaired, using over 500 tons of South African steel.

Another major repair job involved Ben Line’s Bencruachan that had been hit by an abnormal wave. The almost new freighter nearly broke in two, and was towed sternfirst into Durban with part of her forward hull section at several degrees to the rest of the hull.

Sturrock Drydock Cape Town’s Sturrock Drydock was de-

signed before World War 2 but during that war, the drydock’s designed length was increased to 360 metres on the dock floor to accommodate the largest warships on the drawing board. Sturrock Dry Dock was commissioned in 1945 by the South African Navy’s Loch-class frigates that had just arrived from Britain at the end of the war.

Almost immediately, Carnarvon Castle, then on the post-war repatriation and migrant service, needed a propeller shaft drawn and entered the drydock in 1946 for the dock’s first large repair job. Scores of ships followed, proving the usefulness of the drydock even in peacetime.

In 1957, the Ludwig “supertanker”, Universe Leader (261 metres but the largest ship in terms of deadweight), drew hundreds of spectators as she entered Sturrock Drydock for a refit, and shortly afterwards, three sisterships also drydocked in Cape Town. These ships were a tight fit in terms of their beam, leaving less than five metres’ clearance on each side.

Also turning heads was the arrival of the Norwegian-owned “supertanker” Naess Spirit (65,000 deadweight) under tow from South America by the Smit tugs Ierse Zee and Tasman Zee. Her propeller had been damaged off Brazil and the Sturrock Drydock was the closest opportunity for replacement. The estimated cost of the tow across the South Atlantic and the repairs was US$1 million which at the time was a mere R700,000!

By Brian Ingpen

MARITIME MEMORIES

Clockwise from the top:

Union-Castle’s Capetown Castle drydocking in the Prince Edward Drydock. Photo-

graph: Brian Ingpen Collection

Universe Leader, one of the Ludwig tankers that used the Sturrock Drydock on many occasions for routine drydocking. Photo-

graph: Brian Ingpen/George Young Collection

The whale factory ship Sir James Clark Ross that required extensive plate and rivet replacement in the Sturrock Drydock after springing several leaks while in the Southern Ocean in 1963. Photograph: Brian Ingpen/George Young Collection

Here Erica and Dalia are shown in the Sturrock Drydock, probably in January 1946. Photograph: Brian Ingpen/George Young Collection

Following her scrape with the concrete blocks in Durban harbour entrance, Unicorn’s ro-ro ship Border required drydocking for damage to the paltes around her starboard bilge keel . Also in the drydock was the SD14 vessel Frontier that had hit a jetty in Durban. Photograph: Unicorn-Lawhill

Collection

A significant contract went to Globe Engineering early in 1963 when the Norwegian whale factory ship Sir James Clark Ross sprung several leaks while operating in the Southern Ocean. For three weeks, Globe artisans replaced numerous plates and thousands of rivets before the ship could sail for Norway.

Following a spell of ignominy ashore on Robben Island after curiously drifting ashore in November 1970, the Kuwaiti tanker Kazimah spent weeks in Sturrock Drydock while repairers replaced extensive area of bottom plating, rudder and propeller.

A major client of Sturrock Drydock is De Beers whose diamond recovery vessels leave their operations off the west coast to enter the drydock for refits and surveys.

From experienced and highly qualified engineers and artisans to unskilled workers, hundreds of folks are involved in these refits, undertaking complex electronic upgrades, pulling propeller shafts, painting or replacing carpets in the messes.

Someone who supervised the docking of all types of ship in the Sturrock Drydock was the late Chief Dockmaster Etienne Gouws who passed away recently. Looking after Cape Town’s two drydocks while keeping owners, agents and the shiprepair folks happy was a tough assignment that he handled with aplomb.

Sometimes it was difficult, almost impossible to accede to requests for drydock space, but that would be followed by his reassurance: “Moenie worry nie; ons sal ‘n plan maak!” (Don’t worry; we’ll make a

plan.) And he did make a plan, often working late at night, and, sometimes calculating that the only way to accommodate two ships simultaneously in the Sturrock Drydock was to put one in at an angle.

That way, he made two owners, two agents and two shiprepair teams very happy, but sometimes filled the pilots with trepidation when they had to dock ships according to Gouws’s docking plan!

Accommodating larger vessels Although the two drydocks can accommodate most of the ships calling at South African ports, vlccs, Capesize bulkers and most oil rigs are too wide to enter either.

The viability and location of a drydock to accommodate really large vessels have been discussed for years. Cornelius Verolme whose Dutch and Irish shipyards produced six Safmarine ships in the 1960s investigated the construction of a large drydock at Saldanha Bay which, with its deep water would be ideal. Similarly, Richards Bay would also be a good site, and reports have indicated Chinese interest in building a drydock with its extensive space and water depth.

Alternatives have also been tabled that include widening the Sturrock Drydock by 50 metres; building a new, drydock on the site of the existing yacht basin; locating a new drydock at Berth 500; or converting the larger basin at Port Elizabeth into two drydocks. Besides the dock gates, pumping equipment and workshops, only a large dividing wall needs to be constructed to make a pair of the largest drydocks imaginable!

On the national level, the South African ship repair sector has already lost ground to the Namibian Port Authority who, while South African port authorities mulled for too long over several exciting proposals, stole a march by bringing not one but three floating docks to Walvis Bay. This has deprived the Cape of many lucrative contracts to refit offshore support vessels and the Namibian fishing fleet.

Each week about a dozen empty Capesize bulkers pass this way to load at Richards Bay, Saldanha Bay or at several Brazilian ports. Tankers of all sizes make ballast voyages along the coast after discharging off Durban or in Saldanha Bay, while others return from the Orient to load at West African terminals. In the absence of local drydocks, these vessels need to drydock in Europe, Bahrein, or the east, although the availability of a suitable South African facility would be an attractive proposition.

There is also a wider market among other ship types. Since all South African ports import or export bulk cargoes, numerous Panamaxes or handy bulkers wait a few days for their next cargo, the perfect time to drydock. A large enough drydock could accommodate two smaller bulkers simultaneously.

A 450-metre drydock with a width of around 80 metres along the South African coast would provide an essential component for the local marine engineering sector. If the Egyptians could finance and build a new Suez Canal in one year, why can’t we just do it?  Maritime Review Africa SEPTEMBER / OCTOBER 2015

45

PEOPLE AND EVENTS

Appointments Launches Functions Announcements

Appointment: Hytec

T

he Hytec Group of Companies has appointed Adrian Smith as Regional Manager, African Country Units, effective 20 August 2015. Smith assumes responsibility for four of the Group’s southern-African operations – Botswana, Mozambique, Namibia and Zambia.

His more than 20 years’ experience in the mining industry includes managing director of a multinational engineering company and, subsequent to moving to South Africa in 2005, regional responsibility for aftermarket operations in the DRC, Ghana, Mali, Tanzania, Zambia and Zimbabwe. “Smith’s career history in mining operations stands him in good stead for the four African operations for which he is re s p o n s i b l e ,â€? commented Mike Harrison, Hytec General Manager. 

Appointments: Ports Regulator of South Africa

S

ix new non-executive Members to the Ports Regulator of South Africa were formally announced in the Cabinet statement of 28 August 2015 and four existing non-executive Members whose extended three-year term of office expired at the end of August 2015, have been reappointed.

The following Members have been appointed for a three-year term with effect from 1 September 2015: Non-executive members appointed to the Ports Regulator:

Thaba Mufamadi – (Chairperson);

Anjue Hirachund;

Riad Khan;

Lindelwe Mabandla;

Gerdileen Taylor;

Gugulethu Abigail Thimane;

Patricia Ntombizodwa Mazibuko – (re-appointment);

Aubrey Bongani Ngcobo – (re-appointment);

Thato Abegail Tsautse – (re-appointment); and

Andile Mahlalutye – (re-appointment).

Professor Didibhuku Thwala (non-executive member), whose first term has not expired and Mahesh Fakir (ex-officio member) remain Members, bringing the total number of Regulator Members to twelve. 

46

Maritime Review Africa SEPTEMBER / OCTOBER 2015

Lawhill Maritime Centre

T

he Western Cape Minister of Education, Debbie Shaefer, visited Simon’s Town School’s Lawhill Maritime Centre that, for the past 20 years, has prepared young South Africans for careers in the maritime industry. Ongoing investment in training and skills development is essential for the future growth of local shipping, sparking renewed interest in Lawhill’s pioneering maritime programme that provides learners in Grades 10 to 12 with specialised knowledge and skills. Pictured with Minister Shaefer are, from left to right, Grade 12 learners, Lethabo Morovhi, Ngisitieseng Jama, Nino Mhlakoana, Bongane Mhlakoana, Lesego Mkhize and Philisande Gajama. 

Appointment: Aker

A

ker Solutions has appointed David Clark as regional president of the UK and Africa to oversee expansion and support operations in these key markets.

Clark, a UK national, has more than 30 years experience in the oilfield services, projects and contracting industry, most recently as vice president of production facilities for Schlumberger. He has also held leadership positions at Wood Group and Technip and has broad international experience in overseeing operations and new business developments.

CONFERENCES: AFRICAN PORTS EVOLUTION

2 - 4 November Durban, South Africa African Ports Evolution 2015 provides the African maritime sector with an interactive conference and exhibition to focus on the challenges faced with ports and corridor development, as well as terminal management and service delivery to the port users, as Africa looks to boost its global profile as a trade partner.

A case study-led agenda where ports authorities, terminal operators and their key partners will showcase the steps they have made to increase port throughput and tackle operational inefficiencies. Hear insight into the development of new streamlined processes, the appraisal and integration of new technologies and improved coordination with external stakeholders, which have made a tangible difference to port operations

Clark will be based in London and work on expanding Aker Solutions’ international presence with a special focus on the African market. He will report to Chief Executive Officer Luis Araujo. “David is a true oil and gas professional with extensive experience in some of our most important markets,â€? said Araujo. “His strong track record in business development will be of major value as we grow in strategically important regions such as Africa.â€? 

HYDRO 2015

23 - 25 November Cape Town, South Africa The conference aims at facilitating interaction, discussion, collaboration and capacity building amongst the participants. It will provide a platform to share the latest developments in the industry. The conference will also promote and showcase the latest products and services the industry has to offer.

MARITIME AFRICA

23 - 25 November Cape Town, South Africa Maritime Africa offers you the opportunity to learn about the latest developments and happenings by looking at unlocking the potential in the South African ocean economy through Operation Phakisa. Meet with leaders from maritime security, marine manufacture and maintenance, commercial shipping, ports and offshore extractive industries at Maritime Africa to share knowledge and experiences and network for future growth. 

INCLUDING:

MCSA

MARITIME & C O A S TA L S E C U R I T Y A F R I C A 2 015

23 - 25 November 2015 Cape Town | South Africa

23 – 25 November 2015 Cape Town | South Africa

Maritime Africa is the only event of its kind in Africa that will see naval commanders, maritime safety and security authorities and the maritime economy drivers - shipping, ports, fisheries, oil & gas, all together under one roof this November.

We invite all stakeholders in the maritime and related industries to join us at the exhibition on 23 & 24 November at the CTICC in Cape Town. Expo entry is free.

YOUR FREE EXHIBITION TICKET ALLOWS YOU TO:

Entry into the expo is free! Pre-register online at www.maritimeafrica.co.za/ register For more information contact Daniel Lyons on +27 21 700 3500

•

Hear from leading maritime security experts in the conference opening session on 23 November

•

Join the free to attend full day of programme activities about Operation Phakisa maritime initiatives on Tuesday 24 November

•

Visit the expo and view the latest innovations in maritime safety, search and rescue equipment, next-generation communication and navigation systems.

•

Engage with industry to understand maritime equipment procurement needs, management, maintenance, installation and training objectives.

•

Take part in live product demonstrations.

•

Collaborate with regional and international maritime experts and benefit from their expertise and insights to improve maritime security and develop the ocean economy

FREE WORKSHOPS! Free to attend workshop sessions on Operation Phakisa – developing the ocean economy

ENABLING A SECURE MARITIME DOMAIN FOR THE OCEAN ECONOMY TO FLOURISH MARINE TRANSPORT & MANUFACTURING | OFFSHORE OIL & GAS EXPLORATION | AQUACULTURE | MARINE PROTECTION SERVICES & OCEAN GOVERNANCE

Sponsored by:

23 – 24 November 2015 CTICC, Cape Town, South Africa

www.maritimeafrica.co.za

PEOPLE AND EVENTS

Appointments Launches Functions Announcements

Getting behind teacher training

D

eveloping people through education is at the heart of Elgin Brown & Hamer (EBH) Namibia’s corporate culture. CEO, Hannes Uys, says that the company recognises that it has a vital role to play within the social environment in which it operates.

“We feel strongly that education is an area which empowers people to create a better life for themselves, and thereby ultimately determines the future health and well-being of our country as a whole. This is why we have chosen to support a number of education and training initiatives in the region,” said Uys. One of these initiatives is the Erongo Reading Programme, which was launched in October 2014 by the Teachers’ Resource Centre (TRC) in Swakopmund. The campaign, under the slogan ‘Leave No Child Behind’, involves the training of teachers in a reading programme which aims to improve basic reading and comprehension skills among learners.

“A lack of infrastructure, insufficient funding and a lack of trained personnel are some of the problems facing the education system in Namibia, resulting in high failure rates in schools.

We believe this problem can be meaningfully addressed through ongoing collaboration between government and the corporate sector in initiatives such as this one,” says Uys. Katrien van Rooi, Senior Education Officer at the TRC and co-facilitator of the Erongo Reading Programme said, “The project has been a great success thus far, thanks to our highly dedicated facilitators who have been tirelessly training the teachers throughout the region. During their visits to the various schools, they were struck by the dire shortage of readers, dictionaries and reference materials. Teaching aids are limited or non-existent in most rural areas in Namibia, and we believe this programme will go a long way to effectively addressing these issues.”

“By developing the educator’s skills and efficiencies, we can start to improve the reading ability of learners and help to build a more promising future for our youth in Namibia,” Uys concluded. 

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

Lawhill students to set sail in Spain

T

wo Grade 12 students from the Lawhill Maritime Centre in Simon’s Town have been selected to participate in an international sailing regatta in Ibiza, Spain.

The two students, Xolani Jali and Mfundo Joseph, will be taking part in the event, which is being held in October. The trip marks the third time Lawhill students have been selected to participate in the Marine Inspirations programme, an initiative that aims to give young maritime students hands-on seamanship experience and expose them to possible career opportunities in the world of yachting and the maritime field.

The Marine Inspirations programme, which has attracted increasing support since it was launched in October in 2014, is currently supported by a number of

highly respected captains, yacht-owners, ship-managers and associated individuals and organisations in the international maritime industry.

Supporters of the October 2015 event include the organisers of the Ibiza Rendezvous Regatta, Perini Navi USA Inc’s Bruce Brackenhof Jr and yacht manager, Captain Dan Jackson.

The initiative is also strongly endorsed in South Africa by the General Botha Old Boys Bursary Fund, which is supplying setup funding and logistical support in Cape Town before the students embark on their adventure.  Xolani Hall and Mfundo Joseph will participate in an international sailing regatta in Spain.

Richards Bay port festival makes a welcome return

T

ransnet National Ports Authority (TNPA), in partnership with the Uthungulu District Municipality, has revived the once popular port festivals, with the Port of Richards Bay playing host to a two-day celebration towards the end of September.

The Richards Bay Port Festival provided family fun, live entertainment, leisure activities, an arts and crafts market, children’s entertainment and numerous waterside events.

An exciting feature was appearances and displays by some of the South African Navy’s most impressive vessels, with all naval ships open to the public over the port festival weekend.

The festival included a careers exhibition for learners to interact with some of the area’s leading businesses, including TNPA, Foskor, Uthungulu District Municipality, Richards Bay IDZ, Richards Bay Minerals and the South African Maritime Safety Association (SAMSA).

TNPA Chief Executive Richard Vallihu said: “Port festivals were once regular events attracting thousands of visitors until the advent of the ISPS code of safety for ports, which placed limitations on public interaction with our ports. However, we as TNPA have a responsibility to re-integrate our ports with their cities and communities.”

Port Manager, Preston Khomo, said: “The regional importance of a festival such as this has been given renewed impetus with the launch of the South African government’s Operation Phakisa initiative, in which TNPA is a key role player.”

The Richards Bay Port Festival took place in and around Naval Island, Tuzi Gazi Waterfront and the indoor cricket facility at the Port of Richards Bay. At the same time, Transnet is developing its concept of ‘people centric ports’. Plans are in place to open the ports to promote tourism, leisure, recreation, sport, career and business opportunities and community engagement. 

Appointments Launches Functions Announcements

Empowerment accolade for fishing group

T

he Oceana Group has retained the status it achieved in 2014 when it was recognised as the Most Empowered JSE listed company at a business dinner held during August.

For a South African company focused on transformation, there can be no greater recognition than leading the list of the top 100 empowered JSE-listed companies in the Independents 100 Most Empowered Companies ranking.

The research on empowered companies that underpinned the awards was undertaken by Empowerdex and the report was produced by Intellidex. The survey is aimed at raising awareness in society of Broad-Based Black Economic Empowerment (B-BBEE) in South Africa.

Oceana had a total B-BBEE score of 98.39 points in 2014 (2013: 95.17 points).

The company’s score improved due to tangible improvements in management control, skills development, preferential procurement and employment equity.

It retained maximum points for ownership, enterprise development and socio-economic development. For the first time, in the 2015 assessment, the company scored maximum points in all scorecard elements save for employment equity. Oceana also came first among its peers in the Food and Beverage sector.

“Where others saw potential for fishing rights, we saw potential for converting our fishing rights into human rights,” said Francois Kuttel, CEO of the Oceana Group. “We are not just paying lip service

Navigating to the top

S

teve Nell, Managing Director of Marine Data Solutions, was recognised as one of Africa’s most influential business leaders at the Titans – Building Nations breakfast during July.

The awards are aimed at celebrating the achievements of those who are advancing African economies and communities.

Nell was the South African winner in the ICT (Information and Communications Technology) category, as well as regional SADC winner for 2015.

“To have the title ‘Titan – Building Nations’ bestowed on me is an incredible honour. It is also an indication of the maturity of our ICT sector in this country and that our maritime surveillance systems and software are aligned with the

best in the world,” said Nell.

Marine Data Solutions, part of the Kongsberg Group, has been servicing the requirements of the African maritime industry and ports authorities since 2004. The company, with a nationwide footprint and based in Cape Town, specialises in vessel traffic management and information systems (VTMIS) and coastal surveillance systems, among other maritime software solutions.

Under the auspices of CEO Global, the Titans – Building the Nations awards was the first of eight events to take place in various parts of Africa. As both a country and regional winner, Nell has qualified to attend the final event on 21 October 2015, along with other regional winners.

Steve Nell of Marine Data Solutions has received recognition as an influential business leader.

PEOPLE AND EVENTS

to transformation, as evidenced again last month when the seventh Oceana Empowerment Trust Distribution was paid out and a total of R7.5 million was shared out amongst 2,555 qualifying employee beneficiaries. We truly are sharing the value the Oceana Group is creating and view this as what our country needs for socio-economic stability and the longterm sustainability of our business.”

“Maintaining our status as a black owned and controlled fishing company and ensuring that we retain our credible empowerment credentials will assist with the retention of our commercial fishing rights. This in turn will enable Oceana to remain Africa’s most efficient convertor of global fishing rights into shared value.

We are proud that we have turned our fishing rights into human rights through empowering our workers and supporting communities in which we operate,” he concluded. 

First African woman to command a navy vessel

L

ieutenant Commander Zimasa Petronella Mabela became the first African female to command at sea when she assumed command of the SAS Unhloti in a Change of Command parade during August.

The Officer Commanding SAS Umhloti, Commander Brain Eric Short, handed over command to Lieutenant Commander Mabela. This appointment reflects the progress in the naval transformation.

Lieutenant Commander Mabela hails from Lady Frere, Eastern Cape. She joined the South African Navy (SAN) in 1999 as a rating and completed military training for Ratings Part 1 aboard the SAS Saldanha. She also completed Telecommunications Radio Part 1. Lieutenant Commander Mabela was staffed at replenishment vessel on the SAS Drakenberg.

In 2004, Lieutenant Commander Mabela completed military training for Officers Part 1 in Gordon’s Bay. She then attended Combat Officer Qualifying Part 1 at Maritime Warfare Training Centre in December 2004.

She joined the frigate SAS Isandlwana in 2005 and was appointed as the Assistant Operations Officer, where she obtained an Officer of the Day qualification. In 2006 Lieutenant Commander Mabela obtained her Bridge Watch-keeping Certificate and was later appointed as the Assistant Weapons Officer.  Maritime Review Africa SEPTEMBER / OCTOBER 2015

49

PEOPLE AND EVENTS

Appointments Launches Functions Announcements

Conference addresses challenges of tertiary education

I

MLA 23, under the theme “Challenges facing emerging MET Institutions – the need for collaboration� was hosted by the Durban University of Technology at the end of July.

Delegates were welcomed by Prof Suren Singh, Executive Dean of the Faculty of Applied Sciences, on behalf of Vice Chancellor Prof Ahmed Bawa, and also by Prof Jin, the Honorary Chair of IMLA and Chairman of the Shanghai Maritime University, on behalf of the association. The keynote address was delivered by Sindiswa Nhlumayo on behalf of Commander Mokhele of the South African Maritime Safety Authority.

A total of 34 papers were presented covering the following themes:

E-learning and Education Technology;

Human Element;

Specialised Training;

Maritime Education and Training;

Maritime English and;

Employability and Regional MET Experiences.

Panel discussions were held after each theme allowing delegates to engage with the presenters.

Three workshops were also conducted:

Maritime English facilitated by Annamaria Gabriella, Chalmers University, Sweden

Building maritime research capacity and post-graduate qualifications facilitated by Prof Suren Singh, Durban University of Technology

Developing graduates that are culturally and socially aware within the global context facilitated by Dr Rubeena Partab, University of Kwa-Zulu Natal A photographic exhibition, entitled Beyond

the Horizon and organised by members of the Hato-kai, was hosted in the main conference venue. The exhibition featured approximately 50 photographs capturing the sea’s wild natural beauty, bustling port scenes and village life as captured by the seafarers on their voyages.

A total of 72 delegates from 14 countries and representing 34 organisations enjoyed Durban’s hospitality. A number of social events were organised, including the welcome cocktail at the Elangeni, Mayoral Reception at City Hall, Conference Dinner at the Maharani Hotel and the Game Drive at Tala Private Game Reserve.

In addition spouses and children were accompanied by staff from the Department of Maritime Studies during the day as they explored the many tourist attractions eThekwini has to offer. This included uShaka Marine World, half-day city tour and a visit to the upmarket Umhlanga Rocks.

The conference provided an ideal opportunity to showcase South Africa’s maritime education and training initiatives; particularly the alignment of the curriculum renewal at CPUT and DUT, to international trends. South African delegates were able to network with academics from some of the leading MET institutions from across the world.

IMLA 23 has been regarded as a resounding success. The department has received congratulatory messages from a number of very satisfied delegates. The success of the conference was a result of the support and sponsorships received from local and national stakeholders and a number of departments and individuals at the Durban University of Technology. 

Delegates at the IMLA 23 Conference held in Durban, South Africa recently.

Expanding skills base with highly qualified women

C

ondition monitoring specialists WearCheck recently announced the following appointments:

Lea Bodenstein has been appointed as a diagnostician. She will be based at the Middelburg laboratory.

Loshini Govender has been em-

ployed as the manager for WearCheck’s speciality laboratory (WSL) in Johannesburg.

By Leon Govender

Salisha Dhanasar has been promoted to laboratory supervisor for WearCheck’s Middelburg laboratory.

Annemie Willers has been appointed as reliability solutions lubrication consultant for WearCheck’s LubriGard division.

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

Keeping our oceans alive with opportunity

GREEN MARINE

GREEN MARINE

GREEN TECHNOLOGIES FOR THE MARINE INDUSTRY

Report highlights

environmental progress

in container shipping

A report published by the Clean Cargo Working Group (CCWG) based on data compiled from 3,000 ships indicates that the average CO2 emissions across all trade lanes has improved by 8.4 percent per TEU from 2013 to 2014.

T

he report also highlights that 21 of 25 trade lanes show annual CO2 improvements and that there has been a 29 percent decrease in CO2 emissions since 2009.

The CCWG CO2 methodology is tailor-made for container shipping. Based on actual fuel consumed, actual distance travelled, and the maximum capacity of the vessel, the CCWG CO2 methodology provides emissions data in grams of CO2 per container per kilometre.

CCWG is comprised of 45 members representing 80 percent of ocean container cargo carriers and many customers. The group provides standardised methodologies to measure key environmental performance indicators and easy-touse tools to reduce environmental impacts.

In the past two years, CCWG has engaged with priority industry groups, published a report on its methodology, facilitated sharing of best practices among members, and moved to an online reporting system.

More recently, CCWG has been working to integrate their tools with procurement systems to streamline use by brands, and has been working with leading academics to analyse the data set for operational decisions that can improve environmental performance.

Given the group’s industry recognition, CCWG engages regularly with the World Shipping Council as well as regulatory bodies such as the European Commission, as they seek to develop a globally recognised legal framework for maritime companies to measure, report and reduce carbon-dioxide emissions.

The Group is now working to expand their reach as a global initiative by considering a merger with the Clean Shipping Initiative that, if successful, will launch a single industry-wide platform for environmental performance measurement and reporting across more ocean goods such as oil, commodities and finished vehicles. 

IN THIS SECTION Becoming entangled in environmental challenges >> Natalie Janse asks Michael Meyer, Control Technician for the Biodiversity and Coastal Research group (DEA), a few questions about his love of marine animals and the challenges that his work presents. >> read more on page 52

Reducing onboard energy consumption >> Pump solution manufacturer, DESMI, aims to offer solutions for the maritime industry to meet the demands of new environmental regulations by focusing on reducing the energy consumed by onboard equipment >> on page 54

Blue Flag status extended to boats >> Blue Flag International has been working on a set of criteria for eco-tourism boats to create a programme of the same significance as the one that bestows Blue Flag status on beaches and marinas. >> page 54

Vessel donation will boost effectiveness of marine bird sanctuary >> The Nautic group has stepped in to donate a 5.5m vessel that will greatly assist with the release of rehabilitated birds back into their natural environments.>> more on page 55

Maritime Review Africa SEPTEMBER / OCTOBER 2015

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Keeping our oceans alive with opportunity

GREEN WARRIOR Becoming entangled in environmental challenges Michael Meyer is the Control Technician for the Biodiversity and Coastal Research group of the Department of Environmental Affairs (DEA) and was largely responsible for the creation of the South African Whale Disentanglement Network (SAWDN).

Natalie Janse asked him a few questions about his love of marine animals and the challenges that his work presents.

What and where did you study?

In 1971 I completed a diploma in Oceanography to become a Technician in the Marine Mammal section of the Sea Fisheries Research Institute (SFRI). Later I completed a BTech at Cape Peninsula University of Technology and thereafter gained experience under a number of marine mammal experts both locally and internationally.

What is your current job title and job description?

I am the Control Technician for the Biodiversity and Coastal Research group of the Department of Environmental Affairs (DEA). My role has largely remained within top predators, which includes marine mammals, seabirds and protected shark species such as tiger and white sharks.

In addition to research on top predators I was largely responsible for the creation of the South African Whale Disentanglement Network (SAWDN) under the auspices of the DEA and I am the Operations Manager for this Network and lead the disentanglement of whales around the country and the training of disentanglement stations around South Africa. As a member of the Entanglement Expert Group of the International Whaling Commission I also advise globally countries with difficult entanglement issues. I am also the National Incident Controller for cetacean strandings in South Africa.

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

When I joined the SFRI I was very fortunate to be placed under the supervision of Dr Peter Best who was one of the leading cetacean researchers internationally. Consequently I received an extremely good grounding on cetacean research under Peter and became involved in research projects at the Durban whaling station (sperm

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and killer whales) and attended international whale cruises to assess the population of whale stocks in Antarctica and locally the southern right and bryde whales in South African waters.

I later led the capture, release and satellite tagging of South Africa’s endemic heaviside dolphin’s and began seal research on Cape fur seals in Namibia, South Africa and Angola running the annual aerial survey in all three countries for seals and seabirds.

Later I assisted with satellite research projects on seals and seabirds at Marion and Prince Edward Islands and started specialising in the development of capture, holding and release equipment for top predators such as seals, seabirds, sharks, turtles and dolphins to safely fit satellite tags in order to follow their movements and foraging behaviour.

I was fortunate in leading and developing procedures to use ship borne cradles to capture white and tiger sharks which led to the first successful deployment of a satellite tagged white shark that travelled from South Africa to Australasia and back.

I was also part of the OCEARCH research team that satellite tagged over 40 white sharks along the South African coast. I now have some 44 years of experience in marine mammal research that has placed me in the forefront of many marine mammal research projects

What does your job entail on a daily basis?

While I might plan my day, I never know quite know what to expect as I can get a call out at any time, quite often when one least expects it.

In order to co-ordinate the response to cetacean strandings in South Africa the DEA introduced the SA Stranding Network (SASN) which led to the creation of the National Response plan, which is spearhead-

ed by an Incident Controller.

I am nationally responsible for dead and live cetacean strandings or whale entanglements that occur during the week or on weekends when I often have to drop whatever I am doing and respond to or contact a team or provide advice if the incident is outside of my operational area.

A large part of my work time involves performing necropsies on stranded cetaceans at our dissection laboratory. I not only perform post mortems, but also collect biological information from top predators.

When I am not involved in research or field trips I deal a lot with administration and management requirements for BBWW and shark diving and viewing ecotourism.

What aspects of your job do you really enjoy?

I have always loved working with marine mammals, but without a doubt the satisfaction of releasing a whale from a complicated entanglement is the most satisfying.

Whales don’t realise that we are trying to help them and in fact see us as predators and will try to avoid us at all costs.

Another aspect I enjoy is the successful rehabilitation and release of wild animals. In order to evaluate the success of rehabilitating vagrant seals such as a young, emaciated, stranded elephant seals called “Selso” that had been rehabilitated at uShaka Marine World, a group of researchers devised a project to evaluate the ideal release site and the suitability of such releases.

The seal was initially released off the Port Elizabeth continental shelf edge in January 2014 after being satellite tagged prior to his release. The sophisticated tag placed on the seals’ head reported on his position and foraging behaviour.

Selso swam steadily south down to the Antarctic ice edge and during his return journey landed on Marion Island where he

Keeping our oceans alive with opportunity

GREEN MARINE

The SAWDN at work off the coast.

Set up costs for each Disentanglement Station is in the region of R25,000 and donations are welcome.

was photographed. He then continued his journey north feeding off the South Africa shelf edge for some time before returning to Cape Recife to moult in November 2014.

The instrument was recovered and the memory contained the entire diving history of the seal that can be directly linked to his foraging positions received during his journey via the ARGOS system of satellites.

The seal was slightly thin and it was decided to give it a second chance when it was once again released in early 2015 off the Port Elizabeth coast with the original refurbished satellite tag.

This time he foraged in sub-Antarctic waters before landing at Prince Edward and at Marion islands and in July 2015 he was once again photographed in excellent physical condition at Marion and appears to have now been successfully reintroduced into the wild.

What aspects of your job are more challenging?

I think for me one of the most challenging aspect of my job occurred when a young humpback whale got confused in Cape Town harbour and, during the late afternoon, found itself stuck between a large university cruise ship and the quay.

All attempts to try and get the whale to back out failed and I was forced to request two harbour tugs from the Port Captain to pull the ship away from the quay, but the animal remained confused and was panic stricken avoiding all attempts to coax it out to sea.

Fortunately I noticed that it had taken up station next to one of the tugs and I realised that being a young animal, its natural reaction was to take up station next to a tug. The young whale obviously believed it was safe in the lea (in its confused state) and it sought consolation with what (I believe) it assumed was an adult whale.

I took this opportunity to request the tug master to slowly steam out the harbour and I was delighted to see that the young whale swam obediently with the tug hugging the slip stream at its starboard stern.

In the early hours of the morning once the tug was well outside the harbour I requested the tug master to slowly speed up but continue offshore. Once he was well clear of the whale the master was requested to double back into the harbour and the whale continued on his journey up the west coast where he hopefully met the large group of humpback feeding on the west coast near Dassen Island. This rescue took some eight hours to achieve.

Where does your passion for the environment come from?

I think I have always had a passion for working with top predators and a connection with the sea, which initially revolved around pollution (both plastic and oil). Initially I became involved in removing plastic debris from Cape fur seals entangled in Cape Town harbour.

In June 2000 I was given the opportunity to lead the capture and removal of oiled African Penguins from Robben Island during the Treasure oil spill. Later it was decided to remove all the remaining penguins and to transport them to Port Elizabeth in the hope that the “clean up” would be completed before the birds could return.

In the process I satellite tagged the penguins Peter, Pamela and Percy who were released off Port Elizabeth and captured the minds of people worldwide, as they watched their 560 mile journey back to their home islands on the internet.

These successes motivated me further and in 1976 after a particular bad year of whale entanglement in which untrained but well-meaning individuals attempted to disentangle whales by diving (which was a

recipe for disaster) the Department of Environmental Affairs gave me the opportunity with other partners to launch the SA Whale Disentanglement Network (SAWDN).

Where to for you now?

I have no idea, but given time I am sure something will inspire me in the near future. Fortunately I have had the support and the inspirational help of experienced colleagues at the DEA. Time will tell! My ultimate ambition is to have a complete network of stations around the entire South African coast to successfully assist with any disentanglement that is reported.

Anything you would like to add?

Since the cost of the equipment for a disentanglement station is the region of R25,000 for each station and the specialised knives and equipment often get damaged, I would appeal to any possible funders to contact the Dolphin Action and Protection Group who are founder members of SAWDN and act as administrators for any funding to assist with training and running of SAWDN. I would also like to thank all our other partners such as the NSRI, KZNSB, SAP, National Parks, Cape Nature, researchers, ecotourism operators and all the individuals who have assisted me in my endeavours. 

South Africa completes MARPOL accession South Africa has completed its accession to all the annexes of IMO’s main pollution prevention treaty MARPOL, by becoming a Party to both Annex IV, concerning the discharge of sewage into the sea, and Annex VI, which addresses energy efficiency and air pollution from ships. Obed Thembinkosi Mlaba, High Commissioner of South Africa and Permanent Representative to IMO, deposited the instruments of accession.

Maritime Review Africa SEPTEMBER / OCTOBER 2015

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Keeping our oceans alive with opportunity

Reducing onboard energy consumption Pump solution manufacturer, DESMI, aims to offer solutions for the maritime industry to meet the demands of wave after wave of new environmental regulations by focusing on reducing the energy consumed by onboard equipment in and around engine rooms.

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he Danish-based company, which is represented locally by ASI, offers solutions for everything from seawater pumps to ventilation systems. With relatively short payback times, the annual savings in energy consumption offer compelling reasons to invest.

Optimising onboard energy Auxiliary systems in engine rooms and their pump components are designed to cope with the worst possible foreseeable conditions. In reality, however, such systems can be made to run at operating levels that better correspond to the vessel’s actual load at any particular time. And according to DESMI’s Michael Lassen, Segment Director for Marine & Offshore, this is an excellent strategy for shipowners keen to comply with the new regulations. “A lot of onboard machinery constantly operates as though the vessel is under 100 percent load and having to cope with air temperatures of up to 50 degrees Celsius and sea water temperatures up to 32 degree Celsius. But those conditions reflect perhaps only one percent of a ship’s operating lifetime. The rest of the time, you might say, it’s like running the heating in

your house at full blast with the windows wide open. Making control systems that closely match energy consumption to actual requirements is something we’ve been focusing on for a number of years.�

Saving on pumping power DESMI’s seawater pumps are designed for maximum efficiency. The company also offers optimisation solutions such as the OptiSave TM which is designed to save up to 80 percent of power consumption on a vessel’s seawater pumping tasks.

The OptiSAVE TM can also control the fans that push compressed air into the engine room to boost combustion effect. These systems usually run at full speed, regardless of load, even when less air is required.

The OptiSave TM system controls these components and reduces their speed to correpond to real needs.

A key advantage of DESMI’s OptisaveTM is the ability to install just one piece of extra onboard equipment to control the energy for seawater, condenser and engine room fans. With just one cabinet, ship designers can easily incorporate new energy savings without significantly adding to the deckspace headaches already caused by the

Blue Flag status extended to boats

B

lue Flag International has been working on a set of criteria for eco-tourism boats to create a programme of the same significance as the one that bestows Blue Flag status on beaches and marinas.

Eco-tourism boats applying for the Blue Flag will be subject to the same procedures and control visits as for beaches and marinas. With this step Blue Flag intends to create a strong eco-label for tourism boats with the aim of certifying the implementation of environmentally friendly practices and the offer of responsible and sustainable tourism products.

Until now, Blue Flag has only provided guidelines for private boat owners and whale watching boats, which means that the boats were not subject to control visits or audits. The voluntary compliance with these guidelines was, therefore, mostly an opportunity for boat operators to demonstrate their environmental commitment.

In the same way as for the beaches and marinas, the certification period for eco-tourism boats is determined by the operating season of the boat.

However, if the eco-tourism boat activity is offered all year round the Blue Flag will be awarded for one year. 

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

need to install additional systems for environmental compliance.

Positive cash flow Lassen claims that, apart from the benefits of sheer regulatory compliance and continued access to profitable sailing routes, the potential savings of onboard energy control systems have proven to be quite spectacular. “While it may be tempting to let tight newbuild budgets dominate onboard equipment specifications, shipowners can do themselves a favour by focusing on the medium and longer term numbers behind high-end pumps combined with energy-optimising systems like OptiSaveTM.� “Fuel is the most expensive component of the maritime business model. So once such a system is installed, it’s quick to prove its worth. And with the initial investment recouped, the shipowner actually earns money every single year until the vessel is decommissioned, sold or scrapped.�

Energy-optimising systems also help to make sure shipowner business models don’t suffer from the additional fuel consumption associated with ballast water treatment systems and other new, mandatory equipment. Here, optimisation power-savings can balance the fuel equation to maintain vessel profitability.

Pumps-for-free Among DESMI’s innovative approaches is ‘Pumps-for-free’: a cash flow-neutral investment concept for energy-saving solutions. It’s a unique financing package, enabling shipowners to energy-optimise their vessels while repaying the investment through savings, typically in 14 to 18 months. The financing schedule is linked to the ROI/payback period, with quarterly payments.

DESMI offers a wide range of energy-saving products under the Pump-for-free concept, including:

Replacement of older low-efficiency pumps with DESMI’s highly energy-efficient pumps

Retrofitting of Energy Savings Systems, also known as OptiSaveTM for Sea Water Cooling

pumps

Retrofitting of Energy Savings Systems for fresh water cooling pumps

Retrofitting of Energy Savings Systems for engine room fans. 

Keeping our oceans alive with opportunity

Vessel donation will boost effectiveness of marine bird sanctuary

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cting in response to the needs of the recently established African Penguin and Seabird Sanctuary in Gansbaai, the Nautic Group, a Paramount Group company, has stepped in to donate a 5.5m vessel that will greatly assist with the release of rehabilitated birds back into their natural environments.

“I visited the sanctuary only three months ago and quickly realised what their needs were. So I went to the board, got their full support and went ahead with it,” said Keith Govender, CEO of Nautic South Africa.

The sanctuary has been in operation since February this year as a project of the Dyer Island Conservation Trust and has the strong support and input of local businesses engaged in eco-tourism. In accepting the vessel from Nautic the co-founder and trustee of the sanctuary, Wilfred Chivell described how their modern facility can provide rehabilitation to injured or oiled birds with a special emphasis on the endangered African Penguin.

“We have to plough back funds into conservation of the animals as they provide us with a living,” said Chevell adding that their own local Dyer Island colony had

seen a reduction from 23,000 breeding pairs of Africa Penguins in 1979 to the present 800 in 2015.

Chevell explained that previously any injured seabirds had to be taken through to the SANCCOB facility in Table View or to a facility in Mossel Bay so the decision to open in Gansbaai was easy. The facility is staffed by eight people including two highly experienced workers from a similar seabird sanctuary in the Eastern Cape.

“We can also call on volunteers from all over the world should the need arise,” said Chevell as awareness of the sanctuary and its aims and objectives is being driven by a marketing team. The seabird sanctuary is a spin-off from the shark cage diving and whale watching activities offered to tourists and enables boat owners to keep their doors open and boats full all the year round The well-equipped facility presently consists of two pools, a cleaning section, a hospital for injured birds to recuperate, records and research rooms and an outdoor rocky, beach type area complete with artificial nests. Despite these resources, Chevell says that the facility still has further needs including a

World Maritime University focuses on green courses

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he World Maritime University (WMU) will launch two new specialisations within the MSc in Maritime Affairs in Malmö. These include Maritime Energy Management as well as Ocean Sustainability, Governance and Management.

Scheduled to be launched in September next year, the new additions are the university’s response to the new agenda as approved by the IMO Council in June of this year. “These two new specialisations will enable current and future maritime and ocean leaders to have the required education, skills and expertise for today and for the future,” said Dr Cleopatra Doumbia-Henry, President.

“They will be a key component of WMU’s response to Transforming our World: The 2030 Agenda for Sustainable Development, which builds on the UN’s Millennium Development Goals. Goal 14 concerns the conservation and sustainable use of the oceans, seas and maritime resources for sustainable development,”

she said adding that they will provide the knowledge and skills for stakeholders to implement the 2030 agenda.

Maritime Energy Management has been designed for professionals from the energy and environmental sectors, and offers a comprehensive understanding of different aspects of maritime energy management, from ships to maritime onshore facilities. It teaches the skills and provides the expertise needed to achieve a sustainable and energy efficient maritime industry.

Ocean Sustainability, Governance and Management has been designed for all those concerned with the economic, social and environmental health and sustainability of coastal and ocean environments. It provides a comprehensive understanding of the interconnected global economic-social-environmental coastal and ocean system, within the broader ocean context, and an understanding of the complex UN system for ocean governance. 

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researcher that can assist with collating information to help with the management and protection of the birds.

Vessel donation Govender said that the 5.5m mono/rigid hull inflatable boat (RHIB) will be a very practical boat for the sanctuary to use.

The present vessel the sanctuary uses to land on Dyer Island is too big and has difficulty in maneuvering into the island’s rocky inlets to get to injured birds.

The RHIB that has been donated is a scaled down version of Nautic’s highly robust ‘Guardian’ range of vessels with open deck space in front of the control console to accommodate cages or injured birds and seating aft to accommodate crew and personnel.

And of course its shallow draft will enable it to land personnel more safely on the island or along the difficult Gansbaai and surrounding coastline. “It’s a very solid boat,” said Govender adding that they hope Nautic’s donation will have a very real impact on the protection of penguins and seabirds that are in distress.

“We spend a lot of time and effort in doing what we can to protect the marine environment. If we don’t do something now then future generations will lose out,” said Govender.

By Steve Saunders

SA team to conduct research in Gough The Gough61 over-wintering team, which left recently from Cape Town onboard the SA Agulhas II, will spend 14 months on the island conducting research on weather forecasts that impact South Africa.

South Africa has maintained a meteorological station on Gough Island since 1956.

“Weather observation on Gough Island contributes significantly to the South African Weather Service’s (SAWS) ability to forecast and predict weather for South Africa,” the department said.

South Africa is one of the signatories to the Safety of Life at Sea (SOLAS) convention and SAWS is responsible for providing weather as well as warning services to the second largest Ocean area on the globe known as METAREA Seven.

The area spans from the Equator and extends to Antarctica in the South and from mid-Atlantic in the West to the mid-Indian Ocean in the East.

The weather station is permanently occupied by, on average, six South Africans, who are the only people on the island. The team consists of meteorologists, a medical orderly, a diesel mechanic and a communications technician.  Maritime Review Africa SEPTEMBER / OCTOBER 2015

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Keeping our oceans alive with opportunity

Collaborating for sustainable coasts and oceans

BOOK REVIEW When I was a Fish by Mike Bruton: Tales of an Ichthyologist

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hen I was a Fish takes you on journey, along with its author, through a very inspired and passionate life dedicated to a passion not only for all things coelacanth, but for all marine life, and leaves you wondering if perhaps you should have paid attention in biology class all those years ago.

Ichthyology, also called Fish Science, is the branch of biology devoted solely to the study of fish, including bony fish, cartilaginous fish and jawless fish. Approximately 250 new species of fish are officially described by science each year. There are more species of fishes in the oceans than the combined total of all other vertebrates: mammals, amphibians, reptiles and birds, so this is not an aspect of biology to be taken lightly.

About the author Mike Bruton is one of the leading fish biologists in Africa. He was born in East London and became obsessed with fish during his very early childhood. He studied at Rhodes University at the same time as the wellknown ichthyologist, Professor JLB Smith.

Professor JLB Smith became a prominent figure in the world of science when he identified a specimen of coelacanth caught near east London in 1938. At the time the fish was believed long extinct. Bruton describes Smith as a hero of science.

Bruton ultimately became Director of the Ichthyology Institute, which was established in Smith’s name, where he pioneered searches for the beloved coelacanth off the coast of southern Africa and in the Western Indian Ocean. Together with different colleagues from all over the world, including the USA, Canada, Germany and South Afri-

ca he made many new discoveries on the biology of the coelacanth and was a passionate campaigner for its conservation.

Through his research Bruton also made significant contributions to the way in which we understand how fish are adapted to their environments and also their evolutionary transition from water to land.

About the book Bruton has now written a book entitled, When I was a Fish – Tales of an Ichthyologist. I am sure that most would agree that ichthyology does not immediately bring the words adventure and excitement to mind, but that it is exactly where this book takes the reader by surprise. When I was a Fish, is truly a fascinating read and goes as far as to make ichthyology sound cool and exciting.

The author includes us in his anecdotes and adventures from tangles with crocodiles, giant snakes, hippopotami and military operations to his tireless efforts to campaign for the conservation of wetlands and endangered species, not only in Africa, but around the world.

In interviews Bruton has mentioned what compelled him to write this biography.

“Maybe it was a way of explaining to my family what I was doing when I should have been on family holidays. But I really feel I wrote this book because it is an extension of my passion for sharing my passion for science with scientists and non-scientists alike.”

By Natalie Janse

Port operators join forces for sustainability

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lobal marine terminal operators DP World, Hutchison Port Holdings Limited (HPH), APM Terminals, PSA International and Shanghai International Port Group (SIPG), joined by the Port of Rotterdam Authority (PRA), have launched the first ever joint industry initiative to promote environmental awareness and make a sustainable difference in the communities in which they operate.

The campaign took place between 14 21 September this year and focused on three main themes: re-use and recycling,

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Maritime Review Africa SEPTEMBER / OCTOBER 2015

climate change and the communities in which these companies operate. A range of activities covering all three themes was organised by the participating port operators’ local business units to tackle and raise awareness globally.

The campaign will also identify local partners in the effort to improve the environment. Creating and upgrading local green spaces, launching educational programmes, adopting waste recycling measures and community engagement are some of the activities that took place. 

T

he new Institute for Sustainable Coasts and Oceans (ISCO) launched in the UK recently will bring together a variety of disciplines and experts to meet the challenges of a changing ocean and coastal population.

Launched by the University of Liverpool and the National Oceanography Centre as part of a new strategic partnership, the ISO will see marine scientists, social scientists, engineers and economists collaborating for more sustainable use of the coasts and oceans.

It will provide improved connectivity between experts in these different fields and through world-class research will provide the knowledge needed to deliver sustainable management of the coast and coastal seas.

Key challenges Professor George Wolff, Head of the School of Environmental Sciences, said, “One third of the world’s population lives in the coastal zone. Coastal seas are vital for transportation, food and energy production, tourism and leisure. I envisage that this new Institute will become an important international centre for marine research, as well as a key player in helping find solutions for many of the key challenges that face our society today.”

The NOC and the University have collaborated successfully for many years, particularly in the areas of ocean climate and sea level rise, observations and computer modelling of complex sea shelf systems, and marine renewable energy.

Internationally recognised ISCO will further develop the partnerships research base, building wider stakeholder collaborations to become an internationally recognised centre of excellence for joined-up research with an emphasis on societal impacts.

The NOC’s Kevin Horsburgh, who will head up the new centre, said, “The Institute for Sustainable Coasts and Oceans will build on our already strong partnership with the university to turn marine science into societal benefit, particularly at the coastline and in response to our changing climate.

“The wider collaboration will boost the quality of our science and will also strengthen both our relationships with industry and the blue economy.” 

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Deck Equipment African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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

BUYERS’ GUIDE

Products

Services +

Inflatable Buoys and Fenders African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty)Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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

9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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

Rock Hoppers African Maritime Services: Tel 021 510 3532; Fax 021 510 3530

Rope, Fibre

Lashing Systems ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 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 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Launch and Recovery System

Rope, Wire

Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400

Mooring Systems Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Grindrod Marine Services Dbn: Tel 031 274 4700; Fax 031 205 9023 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 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 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 J&D Ship Services: Tel 021 511 1889;

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BUYERS’ GUIDE

Products and services

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

Slings African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 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 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

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

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

Winches, Sales, Repairs Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 List your company’s details here

58

Emergency Locating Equipment Marine Navigation Systems: Tel 021 511 1640 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886

Escape Route Signs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 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

Food Rations, Life jackets Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

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

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

Maritime Review Africa SEPTEMBER / OCTOBER 2015

Safety Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Marine Navigation Systems: Tel 021 511 1640 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Timeless Technologies: Tel 086 184 6383; Fax 086 527 5250 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

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

Bow Thrusters African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

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

Couplings

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

Security Cameras

Diesel Generator Sets

Timeless Technologies: Tel 086 184 6383; Fax 086 527 5250

ENGINE ROOM AND PROPULSION GEAR / SERVICING Anodes ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Auxiliary Gensets ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel: 031 000 0050; Cpt Tel 021 959 8200 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online.co.za SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Engines ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038

Products and services Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online.co.za Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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

Engine & Gearbox Controls ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel 031 000 050; Cpt Tel 021 959 8200 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 List your company’s details here

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

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

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

Gearbox Spares, Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 Craig International Supplies (Pty)

Ltd: Tel 021 552 9445; Fax 021 552 9523 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

General Engineering Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

Generators ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online.co.za Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 SVITZER Salvage Africa : Tel 021 408 6710; Fax 021 408 6138 List your company’s details here

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

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

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

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

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

Pitch Propeller Repairs African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

Propeller Repairs, Systems

BUYERS’ GUIDE

Spare Parts African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 02 959 8200 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Mares Shipping GmbH: Tel +49 40 37 47840; Fax +49 40 37 478446 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

Steerable Thrusters

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 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 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

Propulsion Systems African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

Turbochargers ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

Valves ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Water Jets ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049

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

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BUYERS’ GUIDE

Products and services

Netting, Twines

021 511 8009

Compasses

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400

Filletting Machines

Seabed Surveys

Gutting Machines

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 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

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

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

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

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

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

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

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

Ice Packs / Chill Wrap Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523

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

Cannery Equipment HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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

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

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

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

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

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

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

NAVIGATION COMMUNICATION AND ELECTRONIC EQUIPMENT / SERVICING Antenna Instruments C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Autotrawl Systems HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752

Maritime Review Africa SEPTEMBER / OCTOBER 2015

Computer Systems & Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 List your company’s details here

Electronic Charts & Plotters

Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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 Imtech Marine South: Tel 021 508 4700; Fax 021 508 4888 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886

GMDSS Stations ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Navigation Systems: Tel 021 511 1640 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 952 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Gyros

Electronic Equipment

Maritime Communication Equipment

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Marine Navigation Systems: Tel 021 511 1640

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 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Navigation Systems: Tel 021 511 1640 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752

Products and services Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Radio Remote Control

Weather & Receivers

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

Navigation Equipment

Radio Sales, Repairs

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 List your company’s details here

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

Navigation Light Fittings and Spare Globes ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

Precise DGPS Positioning C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 List your company’s details here

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 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Satellite Phones and Email Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Satelite Phones & Email ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Navigation Systems: Tel 021 511 1640 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Smoke & Fire Detector Systems ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig Internationaljmhn Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Marine Navigation Systems: Tel 021 511 1640 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Telecommunications ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

PROFESSIONAL & SPECIALISED SERVICES Acoustic Surveys C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

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

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

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

Classification Societies ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Marine Navigation Systems: Tel 021 511 1640 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886

Consultancy & Training African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Allweld Solutions: Tel 021 510 1482; Fax 021 510 8082 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Marine Navigation Systems: Tel 021 511 1640 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 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

BUYERS’ GUIDE

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

Crew Transport Services Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Equipment Selection & Procurement African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

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

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

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

Hydraulic Design, Project & Engineering Inspection & Testing Services ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Launch Services ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Servest Marine Services: Tel 021 448

Maritime Review Africa SEPTEMBER / OCTOBER 2015

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BUYERS’ GUIDE

Products and services

3500; Fax 021 447 0895 Offshore Maritime Services: Tel 021 425 3372; Fax 021 425 3379

6000; Fax 021 788 5302 List your company’s details here

Logistics

Salvors

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910

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

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

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

Net Monitoring Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752

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

P & I Club Representatives Bowman Gilfillan: Tel 021 480 7811; Fax 021 424 1688

Personnel Agency DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

Project Management ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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

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

Seabed Surveys C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 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

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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Smit Marine: Tel 021 507 5777; Fax 021 507 5885

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

Spares Procurement African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 Mares Shipping GmbH: Tel +49 40 37 47840; Fax +49 40 37 478446 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

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

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

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

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

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

Towage

Maritime Review Africa SEPTEMBER / OCTOBER 2015

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

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

Vessel Management, Crew supplies, Maintenance Planning ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 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

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

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

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

Marine Pump Sales ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 List your company’s details here

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

086 580 4702 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

Pumps ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

Pump Sales & Service ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Hytec Cape: Tel 021 551 4747; Fax 021 551 2575 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 0836

Spare Parts ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Mares Shipping GmbH: Tel +49 40 37 47840; Fax +49 40 37 478446 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

SHIP REPAIR & MARINE MAINTENANCE & ENGINEERING SERVICES & EQUIPMENT Anti fouling systems ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Battery Charges & Inverters ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty)

Products and services Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Battery Management ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Boat Builders ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Hulamin (Pty) Ltd: Tel 021 507 9100; Fax 021 534 2469 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Cleaning ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 List your company’s details here

Cold Metal Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Corrosion Prevention ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

Cutless Bearings

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

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Cathodic Protection

Diving Services

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

Boiler Repairs

SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138 List your company’s details here

Drydocking ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

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

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

Electrical Motor Repairs

BUYERS’ GUIDE

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

Gritblasting ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Gritblasting Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

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

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

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

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Hydraulic Systems & Equipment

Explosion Proof Equipment

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

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

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

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

Marine Airconditioning

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BUYERS’ GUIDE

Products and services

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 E.R.A.S.E.: Tel 021 949 8955; Fax 021 946 3178 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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

Marine Coatings

Stern Bearings

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

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

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

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

ROV Services Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845

Rudder Repairs/Surveys ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 List your company’s details here

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

Ship Equipment Repairs HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

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

64

Steering Gear, Repairs EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 List your company’s details here African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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

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

Subsea Electronic Engineerimg Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845 List your company’s details here

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

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

Thruster Repairs African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

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:

Maritime Review Africa SEPTEMBER / OCTOBER 2015

Tel 031 274 4700; Fax 031 274 4996 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

Underwater Systems ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Welding Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

SHIP SUPPLY Bunkers ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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

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

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

HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885

Offshore Rig Supply African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Smit Marine: Tel 021 507 5777; Fax 021 507 5885

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

Oil Pollution Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

Oil Spill Prevention Kits ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

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

Spare Parts African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Mares Shipping GmbH: Tel +49 40 37 4 7840; Fax +49 40 3747 8446 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

EASY CHOICE FOR TOUGH JOBS Tough work on a tight schedule. With reliable, high-performance Cat® marine engines, maximum uptime is given - along with power, fuel economy, and emissions compliance. Barloworld Power supports you with expert service and genuine parts. The choice is clear.

For more information call Barloworld Power on 0860 898 000 or visit www.barloworldpower.com

© 2014 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, BUILT FOR IT™, their respective logos, “Caterpillar Yellow,” the “Power Edge”trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

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A trusted industry leader For more than 90 years, Scaw’s HaggieŽ 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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