Maritime Review Africa February 2019 by More Maximum Media

FEBRUARY

2019

EPIRBS

A COMPARATIVE REVIEW

THE PIRACY REPORT Unpacking the 2018 piracy statistics off Africa

ON THE COVER IN PORT RECOVERY

THE SAFETY ISSUE

Subtech was contracted to recover the PE Shiploader Boom which fell into the harbour entrance during heavy winds. The response team involved members of their Subsea and Salvage Divisions.

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.

CONTENTS THEME | Maritime safety & security

Applaud [BRAVO ZULU] The continued efforts of the International Maritime rganisation an s ecifica t e ariti e afet o ittee for stri ing to i ro e safet at sea

Keelhauled The South African Department of Transport for last minute changes to a planned diaglogue it t e ariti e in str t at impacted on small businesses ing to get a foot in t e oor

ADVERTISERS’ INDEX AMSOL

ASI

MRAD

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Offshore Marine Services

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Sea Safety Training Group

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FEBRUARY

2019

EPIRBS

A COMPARATIVE REVIEW

THE PIRACY REPORT Unpacking the 2018 piracy statistics off Africa

ON THE COVER IN PORT RECOVERY

THE SAFETY ISSUE

Subtech was contracted to recover the PE Shiploader Boom which fell into the harbour entrance during heavy winds. The response team involved members of their Subsea and Salvage Divisions.

FROM THE BRIDGE COVER STORY

Following gale force winds reaching 50 knots that blew a Ship-To-Shore crane into the harbour at the end of October last year, Subtech was contracted to ensure that the port of Port Elizabeth could be re-opened as quickly as possible by removing the debris.

THE WATCHKEEPER

In an ideal world Masters’ must always be in full control of their ships. I am, however, firmly of the opinion that a vessel under Pilotage gives rise to a “grey area” that would not be evident under normal ship operations. It’s that grey area that is the Master’s dilemma.

MARITIME SAFETY CONVENTIONALLY SPEAKING The International Maritime Organisation’s (IMO) Maritime Safety Committee (MSC) reached a momentous milestone at the end of last year when they celebrated their 100th session. Representing over six decades of work to enhance safety and security at sea, the MSC has taken decisions that impact on navigation, cargo carrying, ship construction, seafarer training, search and rescue, communication and more.

40 ON BOARD

Two new Search and Rescue (SAR) vessels are on their way to South Africa from France and are due to arrive towards the end of March. One will be stationed in Durban at the NSRI Station 5, while the other is destined for Simon’s Town (NSRI Station 10)..

THE IMPACT OF TRAINING

Although one of the oldest crimes under international law and, despite raising its ugly head at the beginning of the 21st century, piracy on the high seas is notoriously difficult to prosecute. stic A t o y ra cis issa r a o gets to grips with why this is the case – highlighting why it remains so challenging to prosecute this borderless crime.

Puntland has taken effective counter-piracy measures to drive away pirate groups and secure the coast, but the root causes of piracy cannot be ignored. By ys a of ISS.

NEWS

MARITIME SECURITY

ADDRESSING SOMALIA

Piracy in numbers Nigeria’s Anti-Piracy Bill C4I Systems training in Nigeria

PRODUCTS & BRIEFS

We assembled a panel of training experts as well as vessel operators to debate the impact of training on safety at sea.

PROSECUTING PIRATES

Safety in Nigerian waters South African emergency comm’s Shining a light on deck safety Technology to improve search and rescue Future of emergency tow response Smooth transition to safety merger Will wearable technology make seafarers safer? Representing a leader for safe navigation

MARITIME MEMORIES INCIDENTS AT SEA 30

From wild seas off the Cape and polar ice to the sandy wastes of the Skeleton Coast and the grey skies of the North Sea are some of the backdrops to the remarkable 44-year career of Captain Kevin Tate who has carved a unique career aboard tugs in the wider world of ocean towage and salvage..

FEBRUARY 2019

MARITIME REVIEW AFRICA MANAGING EDITOR: Colleen Jacka editor@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

COMMENT Read Captain Alan Reidâ&#x20AC;&#x2122;s topical article on the Masterâ&#x20AC;&#x2122;s Dilemma when taking instruction from a harbour pilot on page 8.

CONTRIBUTORS IN THIS ISSUE: Brian Ingpen, Captain Alan Reid, Justice Anthony Francis Tissa Fernando, Denys Reva

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

We are taking a slightly different approach to publishing this year. While we will still publish six magazines during 2019, we will be placing a greater emphasis on our digitial platforms. The printed magazine will focus more on analysis and indepth as well as technical articles - thus ensuring each issue has a longer shelf life and can be distributed more widely via targeted events. Each issue will focus on a specific theme and aim to deliver valueable content for a wide range of industry readers.

ur digital pla orms are being upgraded and expanded. Apart from the website that will include current news as it happens, we have also introduced a Monthly News Roundup that will be shared across our social media pla orms and be available for download from the website. e are continuing to engage on LinkedIn, Twitter and Facebook where maritime conversations are becoming topical and uncensored. These platforms provide a relevant, real time opportunity to debate current topics. Our aim is to proactively facilitate these conversations and move towards a more collaborative industry. One of our most popular digital services, the Maritime Tender Alerts, has also been upgraded. Instead of being distributed within our weekly newsletter this is now a stand alone offering that is emailed twice a week to active subsrcibers. This is currently a free service and a must for companies seeking new opportunities on the continent. e ve kicked off this rst print issue of the year with a focus on safety and security. adly as we were going to print, news broke of a tragic incident in the Port of Durban where a re on a shing trawler claimed the lives of six crewmembers. Although still due to undergo investigation by the outh African Maritime afety Authority, details emerging from Transnet National Ports Authority highlight that the vessel was docked to undertake its bi annual repairs. Interestingly repair work was being undertaken by a private Mozambiquan ship repair company.

Certainly questions will need to be answered about what safety procedures were in place and perhaps policy relating to crew remaining onboard during periods of maintenance and repair should be reviewed. The fact that incidents continue to occur in the maritime sectors and particularly at sea continues to be an area of debate for experts. Human error a lack of safety culture and a tendency to become complacent all impact on safety at sea. In this issue we have convened a panel of training experts as well as vessel owners to answer some questions relating to training and safety. You can read some of the diverging opinion on page . The safety of crewmembers in African waters is, of course, also affected by piracy and armed robbery at sea. Our infographic highlights the pertinent statistics released in the Piracy Report while Justice Anthony Francis Tissa Fernando interrogates why prosecuting pirates still remains a di culty. During January we were saddened to hear of the passing of Captain Leon Govender, head of the Maritime Department of Durban niversity of Technology. Our condolences to the team as they struggle to process the loss. Our next issue, due out in April, will focus entirely on the offshore services and oil and gas sectors. e d love to hear from you if you would like to participate. Colleen Jacka | managing editor editor@maritimesa.co.za

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EXPRESSIONS

Quay quotes

Dangerous jobs at sea top career lists Internationally compiled lists of the world’s most dangerous professions continue to highlight the implications of following a career at sea.

FISHING Most lists include commercial fishing in the top five most dangerous jobs on earth. A Newsweek list puts the death rate at 86 fatalities for every 100,000 workers in the fishing sector and list fishing as the second most dangerous job. A Readers Digest list, however, only rates fishing as the 7th most dangerous job. Causes can be attributed working in bad weather conditions, failing machinery, lack of safety initiatives or gear as well as human error.

UNDERWATER WELDERS Underwater Welders feature on the Readers Digest list of most dangerous jobs in third place. The magazine bases their rating largely on research from the US Centers for Disease Control and Prevention (CDC) that shows underwater welders die at a rate that is 40 times higher than America’s national average.

OIL FIELD WORKERS Coming in at number four on the Readers Digest list, are oilfield workers. Fatigue and long, unsafe travels to and from rigs are two of the reasons accidents in this sector.

QUAY QUOTES main risk which presented itself during operations was the 06 |“The very unstable work area with uncertain overhead loads.” Said Subtech’s Subsea and Salvage Divisions, Rudolph Punt, General Manager: Rapid Response.

Master I interviewed described an incident where the 09 |“One

point of no return had arrived and the inevitability of an incident was certain. At this point he decided that assuming control from the Pilot would have made no difference and might even have exacerbated the situation.” Writes Captain Alan Reid, maritime consultant.

to the unwavering commitment to reduce the number 10 |“Thanks

of marine casualties and incidents, not least demonstrated by the efforts of this Committee throughout the years, and with the unique IMO spirit of cooperation that is perhaps particularly true for the work of this Committee, we have come a long way in ensuring the safe and secure operation of international shipping.” Said IMO Secretary-General Kitack Lim.

is our vision to support local and local industries by hav15 |“Itpeople ing as many of our rescue boats as possible built in South Africa.” Said NSRI CEO Dr Cleeve Robertson.

18 |

“Crew need to be independently proficient in identifying sources of potential harm as a habit, regardless of

work schedules, time constraints, skills or experience.” Said Ian Hlongwane of the South African International Maritime Institute (SAIMI). many safety courses are available in Africa, currently there 18 |“Whilst are about 30 percent of coastal African states that are IMO Approved to provide training consistent with international standards.” Said Jerome Daniels of Grindrod Training Academy.

to prepare a seaadequately for all situations 19 |“Itfareris impossible

and eventualities that they may encounter onboard if only the minimum training standards are used as a benchmark for all training programmes.” Said Patrick Wells of STC-SA.

would like to see seafarers parin training more often to 20| “Iticipate

improve their knowledge and skills above and beyond the mandatory five-year refreshers. This should be at no cost to them, but rather something that is supported by the employer and made available to them with tools such as elearning. The more they know, the less human error there will be.” Said Leon Mouton of Sea Safety Training Group.

gung-ho sailors of times past are long gone. It is safe to 20 |“The say that order brings safety.” Said Captain Saleem Modak of Marine Crew Services.

SEA SAFETY OPERATION

CRISIS COMMUNICATION

IMPROVING PORT SECURITY

The Safe Sea Operation was launched at the end of last year in Luanda, Angola in order to improve the safety of the users of the beaches and protect the marine environment. The operation aims to enforce compliance with the rules and regulations of the National Maritime Authority.

The Regional Maritime University organised a In-Crisis Communication course for English speaking Communication Officers drawn from Ghana, The Gambia, Sierra-Leone, Liberia and Cameroon for training on Effective Communication on Maritime Security during February.

The Managing Director of Nigerian Ports Authority, Hadiza Bala Usman has called on all Ports Facility Security Officers (PFSOs) to double their efforts and remain ever vigilant in their various facilities in order to curb high level of insecurity and threats in Nigeria’s Maritime domain.

Maritime Review Africa FEBRUARY 2019

Quay quotes

Who is saying what in the maritime industry 22 |

“Companies choosing a quality training service provider need to ensure they do due diligence. Their homework should include site visits as well as requesting to see accreditation and compliance certification. Follow-up reports by candidates that have completed training would greatly assist. “ Said Samantha Montes of CPUT.

24 |

“ We analyse incidents and near misses and report back to the fleet continuously. We value the near misses reports as these are a good indication that our crew are continuously on the lookout for potential danger and it breeds a safety culture onboard.” Said Gavin Le Roux, Marine HR Manager at Grindrod Shipping.

24 |

“We work closely with training facilitators from the specialised service providers to ensure the training is relevant, interesting and supports employees to implement their new knowledge and skills when they return to the workplace.” Said Terry Spreeth, SHEQ and Compliance Manager at AMSOL.

25 |

28 |

“Even if they are located, witnesses are reluctant to travel to trial venues due to employment commitments, personal safety concerns and health issues. In many cases some potential witnesses may fear reprisals from pirate warlords.” Writes Justice Anthony Francis Tissa Fernando.

30 |

“Puntland’s success story may help shape and define a Somali-owned approach to counter-piracy. But long-term achievements depend on a stable and unified Somali state. As long as the root causes of pirate groups are not addressed, the threat of a resurgence in piracy will hover on the horizon.” Writes Denys Reva, Junior Researcher at ISS Pretoria.

constant testing and evaluation of the lines, therefore, in an 34 |“The

area of up to 50 nautical miles seawards is an absolute necessity.” Said SAMSA’s senior radio surveyor, Koos Arnold.

35 |

“The introduction of LED lighting into commercial marine operations has provided serious improvements in deck illumination with improvements in terms of durability, quality of light and low maintenance requirements.” Said Lindsay Weyer of C-Dynamics

“Marine safety training in South Africa has come a long way and is complaint with local and international marine standards. South African Maritime Safety Authority (SAMSA) is a very well regulated authority and is integrated into legislation and government.” Said Andre Krugel, SHEQ manager for Subtech.

primary focus for the region will be on breakwater and light36 |“Our

SAFE MOORING RULES

MARITIME SECURITY TRAINING

IMO work to preventing accidents when ships are being moored at their berth in a port continued in February. A draft SOLAS regulation aimed at better protecting seafarers and shorebased mooring personnel from injuries during mooring operations is set to be finalized by the Sub-Committee on Ship Design and Construction.

Maritime law enforcement officials from Kenya took part in a two week training course on best practices for visit, board, search and seizure of vessels, in Mombasa, Kenya this month. The multi-agency courseteaches skills for effective coordination in combating maritime crimes and procedures used to successfully board and search a vessel of interest.

EXPRESSIONS

CUTLASS EXPRESS EXERCISE CUTLASS EXPRESS 2019 28 JANUARY to 7 FEBRUARY

NINE DAY NAVAL EXERCISE

SEAFARER CERTIFICATES

Sponsored by US Africa Command (AFRICOM) and conducted by US Naval Forces Africa, kicked off in Djibouti and included an in-port preparatory phase, four days of pier side and underway visit, board, search and seizure drills, as well as various workshops in Mozambique and Djibouti.

COUNTRIES

Australia Canada Comoros Denmark Djibouti France India Kenya Madagascar

Mauritius Mozambique Netherlands Portugal Seychelles Somalia Tanzania Turkey United States

Trafﬁcking

Illegal ﬁshing

Piracy

Search & Rescue

COMMUNICATION SYSTEMS IORIS along with SEA Vision, were used as the primary communication tools between land-based assets and participating ships.

USS Chung-Hoon (DDG 93): USA Le Malin (P 701): France CGS Barracuda (CG 31): Mauritius INS Trikand (F 51): India RC Trozona: Madagascar

VESSELS

house lights.” Said Eddy Elschot of MRAD.

PIRATES DEPORTED According to an article on AllAfrica. com, 13 Somali nationals were deported to Somalia after serving several years in Iranian jails for alleged piracy during February. The pirates were convicted in Iranian courts, but will serve out the remainder of their sentences in Somalia.

Maritime Review Africa FEBRUARY 2019

COVER STORY

Subtech refloat crane to clear harbour mouth

Safe removal of STS crane re-opens harbour to traffic

f F

ollowing gale force winds reaching 50 knots that blew a Ship-To-Shore crane into the harbour at the end of October last year, Subtech was contracted to ensure that the port of Port Elizabeth could be re-opened as quickly as possible by removing the debris.

eading a team of divers from Subtech’s Subsea and Salvage Divisions, Rudolph Punt, General Manager: Rapid Response returned the eabe to t or nal con on in just a few days.

an erou or te con on that Punt says needed to be well-managed given the need to work to strict me con tra nt to en ure that the harbour could be re-opened as soon as possible.

“The shiploader blew over on 30 October. I mobilised and secured the contract the same evening with the rest of the team mobilizing from Durban and Cape Town the following day. Once the boom and bigger ob truc on ere remo e the port was reopened on 1 November. nal n ec on an clear n a completed on 3 November,” says unt em ha n the ht mel ne associated with the project.

he hole area a cor one o to keep spectators away and our personnel needed to stand clear of all l ne ur n the ull n an l n o era on he a

But with the wind that had caused the ama e not aba n com letel the team was confronted by

Maritime Review Africa FEBRUARY 2019

“The main risk which presented t el ur n o era on a the er unstable work area with uncertain overhead loads,” says Punt who adds that the scope of work revolved around the removal of the boom ec on rom the harbour entrance that was half in the water as well as any debris on the seabed.

Subtech refloat crane to clear harbour mouth

COVER STORY

Once the boom had been maneuvered next to the quay, the truck rope was disconnected and secured to the quay bollard to become the bow rope.

Creating a picture

Once mobilised to the site, the team of divers inspected the area to create a clear picture of the scope of the damage and work required. e n ecte the boom ec on and seabed to note any protrusions that m ht ham er the refloa n a em t a ell a to en securing points for the tow rope,” explains Punt. He adds that the client, JCM Freight th the arbour a ter n a endance, was able to view the debris on a CCTV screen in the dive control room while the diver on site talked them through what was being observed. ortunatel the n al n ec on revealed that there were no major ob truc on cau e b the boom digging into the seabed to hamper the towing process. Floating and towing the boom

n re ara on or the to three buoyed pendant lines were secured to the boom ec on to buo t or to n b the tu n a on all u or n beam an ta that ere ll connecte to the boom were cut away and moved to the quayside. hen an arre n ro e a e to the back of the boom and secured to the quay bollard. Finally, a control

ro e a a ache to the or ar ec on an e a a runn n a rlead to a truck on the quay.

the tug could be released. Another three breast ropes were then secured.

Having called on the assistance of a harbour tu rom ran net a onal Ports Authority, the vessel was ecure to the or ar ec on o the boom. The tug was tasked with ull n the en re boom ec on nto the water. A rubber duck was used to ferry rope handlers between the boom and the tug.

Punt highlights that a 25 percent redundancy for buoyancy was actore nto the refloa n roce to ensure adequate safety as well as success.

“Once this was achieved, we let the boom e le n or er to e aluate the stability of the structure,” says Punt. The truck was then used to take up the slack and pull the forward ec on onto the ua h le the tu veered to port and maintained the ten on to control the bo ec on Once the boom had been maneuvered next to the quay, the truck rope was disconnected and secured to the quay bollard to become the bow rope. Slac n o the arre n ro e the tug gently towed the boom along the ua to et t nto a be er o on ur n th roce the bo rope was walked from bollard to bollard. a n o one the boom th the bo ro e rml ecure an arre n ro e a o one at the en o the floa n boom o that

FEBRUARY

2019

EPIRBS

A COMPARATIVE REVIEW

THE PIRACY REPORT

Clearing the seabed

Unpacking the 2018 piracy statistics off Africa

ON THE COVER

nce the boom ec on a han e over to the client, divers were once again deployed to undertake an n ec on o the eabe en n a onal ebr that re u re l n the er un ertook the necessary rigging so that a crane could remove debris before a nal n ec on h nal n ec on produced a report with pictures to con rm that all ha been cleare nce the Subtech er ere a e that the eabe a clear the team advised the Port Captain that all ob truc on ha been remo e and that the harbour could be re-opened.

IN PORT RECOVERY

THE SAFETY ISSUE

Subtech was contracted to recover the PE Shiploader Boom which fell into the harbour entrance during heavy winds. The response team involved members of their Subsea and Salvage Divisions.

“We removed over 100 tons of material,” says Punt explaining that the boom was 90 tons while the loose debris totaled about 15 tons.

“We removed over 100 tons of material,” says Punt explaining that the boom was 90 tons while the loose debris totaled about 15 tons. The project was successfully completed and the team demobilised on Sunday 4th November 2018. Maritime Review Africa FEBRUARY 2019

THE WATCHKEEPER

Industry Opinion

The master’s dilemma of control

By Captain Alan Reid, Marine Consultant

n South Africa, the provisions in respect of Pilotage are contained in the National Ports Act of 2005 and Section 75 (see box below) covers the aspect of Pilotage which is compulsory.

Captain Alan Reid is an independent Marine Consultant based in Cape Town and with over 30 years’ experience in investigating shipping casualties on behalf of liability insurers.

It is not my intention to debate or comment on the applicable law but to highlight what I believe is a dilemma that a Master might face. The dilemma I refer to is at what point in the manoeuvring of the vessel does the Master cease to take advice from the Pilot and to take over the handling of the vessel. In my opinion there is a very brief instance of time that could be considered appropriate. Too soon, and if something happens, then the Master will be blamed and too late, and something happens, then again, the Master will be blamed.

We call this Hobson’s choice. In any case the provisions in respect of Pilotage, as per the National Ports Act, as quoted in the box below, states the Master must not interfere with the duties of the Pilot except in an emergency. If one takes a broad look at the scenario the Master faces where he or she arrives at a port they haven’t been to before; a compulsory Pilotage regime thrusts a person unknown to the Master or bridge team onto the vessel to guide the vessel into port. Prior to arrival at the port the Master and bridge team should be well versed in the details of the port, but no publications can give the type of information that a local Pilot. A local Pilot is trained in the particular port and all the idiosyncrasies of that port, so as

Section 75 (6) of the Act states: The master of the vessel must at all times remain in command of the vessel and neither the master nor any person under the master’s command may, while the vessel is under Pilotage, in any way interfere with the navigation or movement of the vessel or prevent the Pilot from carrying out his or her duties, except in an emergency, where the master may intervene to preserve the safety of the vessel, cargo or crew and take whatever action he or she considers reasonably necessary to avert the danger. Sections 76 (1) and (2) cover the liability of the Pilot and states: Neither the Authority nor the Pilot is liable for loss or damage caused by anything done or omitted by the Pilot in good faith whilst performing his or her functions in terms of this Act. Notwithstanding any other provision of this Act, the Pilot is deemed to be the servant of the owner or master of the vessel under Pilotage and such owner or master is liable for the acts or omissions of the Pilot

GUEST COLUMN 08

THE WATCHKEEPER is a column that allows members of the industry to discuss issues that they are facing. Opinions expressed do not necessarily reflect views of the editor or publishers of Maritime Review Africa. Readers who would like the opportunity to make a submission for this column should contact the editor: editor@maritimesa.co.za

Maritime Review Africa FEBRUARY 2019

to guide the vessel to the required berth. As such much reliance is placed upon the advice of the Pilot. Now add the issue of language to the scenario. In my generic example above let’s assume that English is not the first language of our Master and bridge team albeit the Master and bridge team have enough knowledge of the language to communicate. But, what if the Pilot communicates with the attending tugs in a local language? It is highly unlikely that the Master and his or her team will understand what has been said. In the South African scenario, it has been proven from oral evidence recorded at the time, that when things have gone wrong there has been a tendency for some communications between Pilot and attending tug crews not to be in English. So, our Master unfamiliar with the port now has a Pilot as part of the bridge team. The tendency to rely on the Pilot for local information is in my view human nature and the Pilot should have considerably more experience in manoeuvring vessels, especially with tugs assisting, than the Master would ever have. It is the Pilot’s daily job to handle the ships they are licensed for and the Master, although as part of his or her training knows about manoeuvring vessels in the confines of a port and alongside berths, has little or no practical experience in this type of operation. In my generic example the attending Pilot seems to the Master to be confident and gives clear instructions for helm and speed settings. Although the Master and bridge team are monitoring every movement any concerns they have are often counteracted by the Pilot’s confidence.

Industry Opinion

The questions like “aren’t we going too fast?”; “shouldn’t we be making the turn?”; “shouldn’t the tugs be made fast?” are all countered by a confident Pilot who assures the Master and bridge team that everything is under control and the operation is what they normally do in that port. I mentioned before there is an almost finite instance of time that the Master must act, and this is the dilemma I refer to. I say a finite instance as ships, unlike road vehicles, don’t react to rapidly turning the wheel or reducing the speed so, even a few minutes before an incident occurs, a “point of no return” might develop. One Master I interviewed described an incident where the point of no return had arrived and the inevitability of an incident was certain. At this point he decided that assuming control from the Pilot would have made no difference and might even have exacerbated the situation.

The provisions in the National Ports Act, section 75 (6) states that the Master must not interfere with the duties of the Pilot except in cases of emergency. However, it is highly likely that when an incident becomes an emergency, it is probably too late for the Master to take any appropriate action. An observation that is not necessarily a criticism of the training and licensing of Pilots in South Africa is that it generally takes between 8 and 10 years to obtain a Class 1 Master Mariners certificate and be even considered to be Master of a vessel; yet the route to a Pilot’s license is considerably shorter. In some instances it can take a little over four years from initial training to an open or unrestricted license for a particular port. With the spate of recent incidents at our ports one must be concerned that our credibility as a coastal state, with the largest port in sub-Saharan Africa, is not

ECO

DUAL FUEL

THE WATCHKEEPER

One Master I interviewed described an incident where the point of no return had arrived and the inevitability of an incident was certain. At this point he decided that assuming control from the Pilot would have made no difference and might even have exacerbated the situation. tarnished. It is too easy to always blame the seemingly errant foreign ship owner. I recently read a report of an incident in a foreign port and in that report, there was a comment “authorities lambasted the Pilot for causing the incident.” However, unfortunately in South Africa at present it seems that with such a binding section 75 of our National Ports Act there is little chance of a change in the status quo so foreign ship Masters will inevitably continue to face a dilemma.

FROM THE BRIDGE

Charting the Course

Weâ&#x20AC;&#x2122;ve come a long way

MARITIME SAFETY but there are still more challenges ahead

The International Maritime Organisationâ&#x20AC;&#x2122;s (IMO) Maritime Safety Committee (MSC) reached a momentous milestone at the end of last year when they celebrated their 100th session. Representing over six decades of work to enhance safety and security at sea, the MSC has taken decisions that impact on navigation, cargo carrying, ship construction, seafarer training, search and rescue, communication and more.

h H

a ng rst on ene n a ost e er as e t o the ar ti e n ustr has o e un er s rutin at the C s n e then n an e ort to ro e sa et at sea an u tiate sa e the es o those ho or a ross the ar ti e se tors han s to the un a er ng o t ent to re u e the nu er o ar ne asua ties an n ents not east e onstrate the e orts o th s Co ee throughout the ears an th the un ue s r t o oo eration that s erha s arti u ar true or the or o th s Co ee e ha e o e a ong a n ensur ng the sa e an se ure o eration o nternationa sh ng sa e retar enera ta at the

His message was that seafarers are still key to safe and secure ship operation. The accident/incident rate for international merchant ships is less than five percent of all ships per year, he pointed out.

Maritime Review Africa FEBRUARY 2019

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Maritime Review Africa FEBRUARY 2019

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Maritime Review Africa FEBRUARY 2019

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Maritime Review Africa FEBRUARY 2019

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Maritime Review Africa FEBRUARY 2019

SAFETY PANEL

Discussing the impact of training on safety at sea

In an effort to understand the impact of training on safety at sea as well as attitudes towards training in the maritime sectors, we posed a set of questions to a group of training professionals.

TRAINING FOR IMPROVED SAFETY

Ian Hlongwane, National Cadet Manager at SAIMI

Samantha Montes, Senior Maritime Instructor and Trainer at CPUT

Patrick Wells, Managing Director at STC-Southern Africa

Classroom training underway at Sea Safety Training Group.

Maritime Review Africa FEBRUARY 2019

Jerome Daniels, Fleet Training Manager at Grindrod Training Academy

Leon Mouton, Managing Director at Sea Safety Training Group

Yvette de Klerk, Masters Student in Maritime Education and Training

Capt Saleem Modak, QHES Manager at Marine Crew Services

SAFETY PANEL

Discussing the impact of training on safety at sea

IAN HLONGWANE | Yes, but there is always room for improvement. We constantly encounter new and better technology and ways of doing things. These innovations require new approaches and content in training to properly equip trainees and crew. However, Africa is still considered reactive, rather than proactive, in terms of adopting new technology and innovation. One reason for this is the lack of research and data on the African seagoing sector. There is no central resource or information hub that gathers and analyses information on safety-related incidents and the causes thereof for the continent as a whole. This would enable us to identify trends, make projections and proactively adapt training accordingly at a continental level. The disturbing result is that we can’t actually say if safety is emphasised enough in training for African seagoing sectors because we lack the information that would enable us to identify and address gaps in training in order to improve safety as well as address the causes of safety-related incidents. SAMANTHA MONTES | There has definitely been greater emphasis on training in seagoing sectors in the last few years. This is evident in the increase in different training providers across South Africa and the African continent. Whether, however, this has resulted in better safety training is a topic that needs to be explored in more depth. One might argue that globally there has been an apparent increase in reported incidents and accidents. This could be attributed to the introduction of improved reporting systems and of course social media. Therefore there might well be an emphasis on basic safety training, but a drastic decline in safety culture. YVETTE DE KLERK | Not entirely – there is always room for improvement. One can never be over-trained or over-prepared for emergency situations. Yes, South Africa (and many other African countries) are on the so called IMO White List, which gives evidence of a country giving full and complete effect to the STCW Convention 1978, as amended. Yes, we meet (and in some instanced perhaps exceed) the STCW minimum requirements in terms of competency or proficiency. The ‘attitude’ towards the job may, however, in some instances be left wanting. All too often commercial pressures may lead to the perceived need to cut corners on board the vessel. This is a very dangerous practice, which can have fatal consequences. The importance of a safety culture and the professionalism of a company and

its seafarers cannot be under-estimated. This is not necessarily covered by conventional Maritime Education and Training (MET), but through the commitment and ethos of shipping companies. The latter is not always evident; especially under commercial pressures in shipping. CAPT SALEEM MODAK | In my opinion, No. Many African littoral States lack maritime safety training facilities and institutions accredited by local authorities in terms of STCW and/or STCW-F. I am convinced that onboard safety training, drills and exercises (especially in the fishing fleets) are not afforded the commitment, full participation, thoroughness and seriousness they deserve. The results of ship safety inspections I undertook during my position indicated a serious lack of knowledge on safety matters and prevention of accidents on ships in general – and I think it is fair to assume the same for African seafarers. Unfortunately, safety issues learned on a one to five-day course are soon forgotten if good quality training, drills and exercises are not regularly carried out on board and fully participated in by seafarers. In addition, the downturn in the maritime economy has resulted in smaller allocations towards training budgets – so only minimum requirements are met. I would suggest that ship owners and managers establish safety training and preparedness concentrated campaigns during onboard internal audits and inspections as well as observe onboard drills and exercises to gauge crew knowledge and abilities with a view to implementation of corrective measures. In addition, training institutions should include and spend more time on risk assessments and precautions in their training syllabi. Local authorities should also have concentrated campaigns similar to those mentioned for owners and ship managers.

“

courses as something they have to do it and, therefore, do not want to be there. There needs to be more emphasis on changing the mindset towards this because, at the end of the day, this is what keeps them alive and gets them home to their families. They only show up for training in order to keep their job. They need to understand that a very important component of competency is attitude and this needs to change towards safety.

PATRICK WELLS | At present the South African Maritime Safety Authority (SAMSA), together with maritime training centres throughout South Africa, are working to revise the curriculum of all STCW safety training programmes to ensure that they align with the International Maritime Organisation (IMO) requirements. These curriculum committees are held in all the major cities at least twice per year and all training institutes within the region are invited to participate in discussions and make recommendations for changes to curriculum, or learning outcomes as they may deem necessary.

“

Do you feel there is enough of an emphasis on training for better safety in the seagoing sectors in Africa and what can be done to improve the situation?

“All too often commercial pressures may lead to the perceived need to cut corners on board the vessel. This is a very dangerous practice, which can have fatal consequences. “

LEON MOUTON | There is enough of an emphasis on safety training from a legislative point of view. Within companies, however, there seems to be a real gap when it comes to the employee and their understanding the importance of it (safety training). They have not embraced the safety culture and view safety training

Maritime Review Africa FEBRUARY 2019

SAFETY PANEL

Discussing the impact of training on safety at sea

Do you feel that the standard of training offered by African service providers is consistent with international standards?

“

“Authorities with accredited training courses have adapted their codes to conform to those used internationally. We are consistent with the training offered. However, our facilities are, in some instances, not as wellequipped.”

IAN HLONGWANE | Yes. The standard of training is indeed consistent, if not exceeding, international standards. This can be seen by the retention of South African crew by ship managers; low frequency of incidents, and the positive feedback from ship managers who come into contact with the product of these African training service providers.

“

JEROME DANIELS | Whilst many safety courses are available in Africa, currently there are about 30 percent of coastal African states that are IMO Approved to provide training consistent with international standards. SAMANTHA MONTES | Authorities with accredited training courses have adapted their codes to conform to those used internationally. We are consistent with the training offered. However, our facilities are, in some instances, not as well-equipped. As our training is recognised by other countries’ authority bodies, we can say those governments are giving us their stamp of approval. So yes, consistency is the key to ensuring training offered in Africa is accepted internationally.

CAPT SALEEM MODAK | African service providers accredited by IMO White-List maritime authorities certainly are considered at least on par with international standards as long as they are regularly audited to ensure continued compliance with STCW requirements. LEON MOUTON | In most cases yes. There are some very good, reputable training organisations in South Africa and

What aspects of training for safety at sea do you feel are being overlooked in Africa? IAN HLONGWANE |Risk assessment as a culture needs more emphasis. This should be backed up by training in the applicable standards of the IMO, ISM, codes of safe working practice and so on. In particular, Africa needs to be proactive in keeping up with technology. The constancy of change exposes seagoing staff to stress and fatigue, while technological advancements mean there are less crew onboard and thus more need to deal with stress and fatigue. Crew need to be independently proficient in identifying sources of potential harm as a habit, regardless of work schedules, time constraints, skills or experience.

“Unfortunately, the costs of setting up a simulator centre are beyond the means of most maritime training institutes within South Africa at present.”

YVETTE DE KLERK | One would like to believe so! Administrations are all required, under the STCW Convention, to have a quality system in place. This to ensure quality (fit-for-purpose) and accountability (enforcement) of all aspects related to training including qualifications and experience of instructors, assessment of competence, certification (including medical certificates) and endorsement as well as revalidation activities carried out by non-governmental agencies and entities under its authority. Similarly, the maritime education and training institutions must also have a quality system in place to ensure their compliance with same.

JEROME DANIELS | I feel that successful training related to survival in water is often overlooked. CAPT SALEEM MODAK | There is a lot of talk about Risk Assessment/Job Safety Analysis and Tool Box Talks, but seafarers need to be taken through the proper and full methodology of both formal and informal risk assessment. I would go so far as to say it should be taken as an examination question and all seafarers must gain proficiency. Every incident or accident that I have ever investigated has had absence of or improper Risk Assessment and or Tool Box Talk as the main root cause.

Maritime Review Africa FEBRUARY 2019

SAMANTHA MONTES | We should, be conducting training holistically. Modules are repeated in Personal Survival Techniques (PST), Personal Safety and Social Responsibilities (PSSR), Fire Prevention & Fire fighting et al. By combining the basic safety training into one specialised induction course and offering an integrated refresher training package thereafter; all minimum outcomes and objectives can be demonstrated and cross-referenced against all modules. YVETTE DE KLERK | One needs to understand the “cost vs benefit” implications of one’s decisions. It becomes easier every time one chooses to cut corners and not follow the proper safety precautions or procedures. When using checklists on board - focus should also be given to the rationale and understanding of the systems themselves as well as the importance of why items are on the checklist as opposed to the completion of the task just becoming a ‘tick-box’ exercise. Similarly, it is important to know what to do and how to do it when technology fails! LEON MOUTON | There is far too much emphasis on theoretical training. There needs to be a greater practical component to training. Most current courses are short in duration and content heavy. Practical training and repetition would be

in other countries on the continent. All of them are aligned and a number of them are from countries on the White List. Where there are agreements in place to deliver training in other countries, they often undergo additional international audits to ensure compliance. These audits show the challenges, shortfalls or improvements necessary and they are implemented to ensure that standards are maintained. This means that they are on par and where they should be in terms of standards. PATRICK WELLS | All accredited STCW training offered within South Africa needs to conform to the SAMSA Code which is fully aligned with the requirements of the IMO STCW 78, (as amended). South Africa is well represented at the various IMO conferences and working committees which revise and align training programme learning outcomes to ensure that they meet the rapid developments within the maritime industry. It is however safe to say, that taking into account the efforts made by SAMSA in awarding training accreditations as well as the reaccreditation of such programmes; that once an accreditation has been awarded, that the institution is well prepared to meet the minimum standards with respect to facilitators, infrastructure and equipment. However, I am sure that every maritime training institution within South Africa would choose to upgrade or improve on their existing facilities if their financial situation permitted.

far more beneficial to the learners and aid their retention of information. An idea would be to make the theoretical component available through an online platform to complete beforehand, along with a written assessment. On arrival at the training centre, they would be able to revise the most important points and participate in all the practical activities. More that 85 percent of the learners that we work with are kinaesthetic learners and learn by doing. Yet we expect them to sit in a classroom for days and learn through auditory means as well as visually with books and paperwork. The system is wrong and is not aimed at meeting the needs of the clients. PATRICK WELLS | Of great concern is the lack of simulators within South Africa. If a comparison is made with European maritime training institutes, a large focus is placed on the practical component of training and education. Within a simulation exercise, a number of different scenarios may be exercised that an officer onboard an operational vessel may not encounter in a number of years at sea. Almost every emergency situation may be exercised in a controlled and safe environment. Unfortunately, the costs of setting up a simulator centre are beyond the means of most maritime training institutes within South Africa at present.

Do you feel that minimum training standards are sufficient to provide adequate safety at sea?

IAN HLONGWANE |There is no substitute for experience. Minimum training standards provide awareness, not experience. Experience is gained through drills and repetition; exposure to the equipment available, and understanding of its effectiveness and limitations, so that the right response is performed perfectly, every time. Safety is the result of constant practice, habit and an unfailing culture of adherence to standards. Minimum standards of training provide adequate skills and awareness for seagoing staff, but these need to be developed further in practice in the specialised environments of different types of vessels. JEROME DANIELS | Yes, STCW comprehensively addresses such minimum training standards and the IMO’s position is that contracting countries/ governments are obliged to comply or may even exceed the laid down standards. SAMANTHA MONTES | Basically No. With the safety culture dwindling, minimum standards need to be revised to acknowledge that the modern seafarer is very different to those who declared it a successful trip if they made it ashore with all their appendages still attached. Minimum standards should be seen as a guideline. Safety training should be offered above the minimum at all times. Minimum durations or basic outcomes should not dictate the level of training offered. The majority of training providers, however, do ensure that the training they offer exceeds the minimum standard. YVETTE DE KLERK | No, considering the pace of technological advances both in ship design and onboard equipment, as well as the operational environment that includes fast turn-around, minimum manning, MLC work/rest hours and so forth, which leaves very little productive time for realistic familiarisation/training onboard. Similarly, theoretical and practical skills training cannot cater for all possible emergency scenarios. It is for this reason that many of the leading shipping companies have dedicated, in-house company-specific training to address the skills gap related to new technologies and to ensure safe operations within their organisation. The onus is on administrations as well as maritime, education and training institutions to have the necessary policies in place to ensure that training is able to keep up with technological advancements as well as its impact on safety. LEON MOUTON | This needs to be looked at in a couple of ways. Firstly, minimum safety training standards are sufficient for what they are intended for: to protect the individual by providing training so that they can operate equipment safely and keep themselves safe. The real question, however is: is this sufficient for the modern seafarer? And one also has to consider the emotional as well as attitudinal safety of the individuals. It is here that I don’t think that the minimum safety standards are up to par because this is a major shortfall. Today it is much more difficult to be a seafarer than it was previously in relation to technolog-

ical advances, economic climate and personal circumstances. Emotional safety relates to your emotional state and how you deal with what might be going on within the workplace or at home. It relates to your coping mechanisms to deal with the hours of work, lack of sleep, anxiety, having to work with difficult people, feeling isolated, and more. Attitudinal safety revolves around changing your mindset towards the importance of keeping safe. Young people in particular often learn the hard way by seeing on-the-job what can happen and this can then affect them psychologically. The minimum standards around qualifications is a whole other level of discussion though. CAPT SALEEM MODAK | STCW is the minimum standard and unfortunately most member States as well as their accredited training institutions apply only the bare minimum required. The required pass marks for the academic components are far too low and the required experiential training period is far too short. Member States, in implementing STCW requirements, should visit each of the components and establish what is needed in addition to the STCW minimum. Only then should they populate their training codes accordingly with special emphasis on safety aspects. PATRICK WELLS | What is important to keep in mind is that Maritime Authorities worldwide will stipulate the minimum requirements for a specific qualification or certification. As a result of attempts to reduce operational and training costs, these minimum standards are often accepted by industry as adequate training standards. However, the minimum standard should be seen only as the ‘foundation’ for all STCW courses and training institutes should be encouraged to build upon these minimum requirements, as well as tailor safety courses to meet the specific operational and safety needs of each maritime sector. The minimum training standards achieve exactly what they are set out to achieve; giving a seafarer, the minimum competence needed to survive at sea in the event of an emergency. However, a study of maritime accidents easily deduces that human error continues to play a very large part in casualties and loss of life at sea. This may be attributed to factors such as lack of onboard continuation training; loss of situational awareness; complacency or ‘automation surprise’ to name just a few. It is impossible to prepare a seafarer adequately for all situations and eventualities that they may encounter onboard if only the minimum training standards are used as a benchmark for all training programmes. If consideration is given to the average dissipation of learning after a course has been completed, then if a seafarer exits a course having achieved the exact minimum requirements needed, within a week, the dissipation of knowledge will render that seafarer incompetent. Therefore, it is of paramount importance that maritime training institutes revise their training programmes as well as learning outcomes and assessment criteria in order to ensure that their successful candidates achieve far higher standards than the STCW minimum requirements.

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SAFETY PANEL

Discussing the impact of training on safety at sea

Given the impact of human error in safety at sea – what kind of impact can training have on this?

“ “I would like to see seafarers participate in training more often to improve their knowledge and skills above and beyond the mandatory five-year refreshers. This should be at no cost to them, but rather something that is supported by the employer and made available to them with tools such as elearning. The more they know, the less human error there will be.”

IAN HLONGWANE |Training is important in teaching risk management methods and instilling a culture of risk management. This makes it easier for seafarers to identify hazards, apply adequate barriers and monitor progress. Recording and publishing lessons learned at sea is important to provide sustainability and continuous safety improvement. Training institutions, along with research organisations and safety authorities, need to collect statistics and information. This enables them to identify trends in safety and incident causes; gaps in training, as well as predict future outcomes in order to pre-empt human error. Hence they can make significant impact in learning from previous incidents to avoid similar in future. JEROME DANIELS | Training can instil a safety culture where crew become more aware of potential danger. Many shipowners conduct training over and above the regulatory requirements to instil this culture. This training is bespoke and tailored for their needs. The practical and simulation aspects of training are particularly valuable as seafarers gain unique experience in a controlled environment, which cannot necessarily be replicated during onboard training. Simulation and practical training can provide procedural training and improve reaction during an incident onboard a ship in order to preserve their own life at sea (for example practical firefighting training, helicopter underwater escape training, personal survival techniques.)

“

SAMANTHA MONTES | Human error has been attributed to the majority of accidents, incidents and near misses in the seagoing environment. Can one train against human error? No. Can you learn from past experiences and case studies? Yes. Personally, I have learned both what to do and what not to do with regards to

safety by observing. Trainees observe and imitate, this is why we should be demonstrating best practice all the time. This will help the learner develop a better safety culture and this should impact on the human error element. YVETTE DE KLERK | Training can have a tremendous impact in decreasing incidents of human error! Maritime education and training covers both the theoretical knowledge as well as the practical skills required for the necessary competency or proficiency. But it is equally important to instil the professionalism and safety culture ethos. Sharing, discussing, workshopping lessons learned is of crucial importance. Individuals and companies may prefer to keep quiet about incidents, accidents or near-misses, but do not realise the potential benefits of highlighting these matters as a learning tool. One of the National Cadet Programme partner shipowners have an excellent custom in place whereby cadets and junior officers feed back to the maritime institutions and tutor the students on “lessons learned” in this regard. Simulator training can also be very effective in terms of introducing and practicing how to react to certain situations that one may not necessarily have had the opportunity to experience on board. A final point in this regard to remember is that human error relates to both seafarers on board as well as the humans ashore (be it naval architects, ship managers, superintendents, ship surveyors etc.) – everybody can thus benefit from training/better understanding. CAPT SALEEM MODAK | Proper training makes seafarers aware of hazards, and onboard training and drills inculcate safety consciousness as well as the need to take care during all tasks. Training must also encourage seafarers to “ask when in doubt”. The ship’s Safety

Management System has a purpose. Following procedures and not taking shortcuts or unnecessary risks must be explained and ingrained in seafarers. The gung-ho sailors of times past are long gone. It is safe to say that order brings safety. LEON MOUTON | A challenge in our society today is that at school it is now acceptable to only know 30 percent of material in order to pass. The reality of this is that we lose the skill within our seafarers to critically evaluate the task at hand. The pass requirements is 50 percent in most cases for safety training today. While, I’m not saying that it needs to be increased, my comment comes back to the minimum training standards. I am a firm believer in continuous improvement. If 50 percent is the pass mark, then we need to promote a change in attitude so that learners leave the course and continue to improve on what they know in order to get better and improve skills. I would like to see seafarers participate in training more often to improve their knowledge and skills above and beyond the mandatory five-year refreshers. This should be at no cost to them, but rather something that is supported by the employer and made available to them with tools such as elearning. The more they know, the less human error there will be. I believe that continuous training support would be the greatest contributor to a reduction in human error. PATRICK WELLS | On 27 March 1977, two 747 Boeings collided on the ground at the airport of Tenerife, Canary Islands. This accident was the trigger for the development of Crew Resource Management. After investigation, it was deduced that human error was the major contributing factor to this disaster. The Crew Resource Management programme is aimed at identifying and educating airline crew on the human factors that contribute to the disaster. Since then, the Crew Resource Management course has evolved and been tailored for the maritime industry. Some of the learning outcomes have been included within the STCW Code, Table A-II/1 for Officers in Charge of a Navigational Watch and Table A-III/1 for Officers in Charge of an Engineering Watch. However, once again, if the actual Knowledge, Understanding and Proficiency (KUP’s) of the STCW Code are strictly adhered to, then only the minimum standards are achieved with no added value to the individual or industry at large. As described above, the Marine Resource Management (MRM) programme targets the human element and ensures that seafarers have the right skill sets to identify risk and hazardous situations and as well as the required competency to manage the situation, thereby breaking the “error chain” which could lead to a maritime accident or disaster.

Maritime Review Africa FEBRUARY 2019

Bachelor of Engineering Technology in Marine Engineering The Nelson Mandela University in partnership with the merSETA (The Manufacturing, Engineering and Related Services Sector Education and Training Authority) now offers a three year Bachelor of Engineering Technology in Marine Engineering. The qualification offers students an opportunity to qualify as chief engineers for those pursuing a seafaring careers, and land based careers such as naval architecture technicians. The qualification is accredited with the Council for Higher Education and is endorsed by the South African Maritime Qualifications Authority (SAMSA) and the Engineering Council of South Africa (ECSA). Nelson Mandela University is situated in the heart of the Eastern Cape in the City of Port Elizabeth, which is home to two of the biggest Ports in the Province. We also enjoy a close partnership with the South African International Maritime Institute (SAIMI) which is suited at our Ocean science campus in Port Elizabeth. This allows us to provide our students with exposure to industry expertise while they are still learning. GENERAL ENQUIRIES: Phatheka.Hobongwana@mandela.ac.za Howard.Theunissen@mandela.ac.za

ENTRY REQUIREMENTS:

9 Admission Point Score (APS) of 36

9 English Or first additional Home Language - NSC 4

9 Mathematics - NSC 5 9 Physical Sciences - NSC 4 9 A 60% pass at N3 level for Engineering Mathematics and Engineering Science plus grade 12 Languages from a TVET College.

Tel: 041 504 1111/3516

MARITIME TRAINING CENTRE | STCW COURSES BASIC SAFETY

SECURITY COURSES

Personal Survival Techniques

Designated Security Duties

Personal Safety and Social Responsibility

Competence in Security Awareness

Fire Prevention and Fire Fighting Medial First Aid including Elementary First Aid

ADDITIONAL COURSES

Safety Familiarisation

Able Seafarer (Engine) Rating

High Voltage

www.amtc.mandela.ac.za

www.mandela.ac.za

SAFETY PANEL

Discussing the impact of training on safety at sea

How can a customer be assured that their chosen training service provider can offer quality training?

Properly accredited institutions should have no objection to providing valid proof of accreditation by a “White List” authority.

SAMANTHA MONTES | In an industry as vast as the maritime one, it is also surprisingly small. Word of mouth is the most effective tool. Both bad and good experiences are shared amongst the seagoing community. For the private (unsponsored) individual, they only need to ask their peers for assurance. Companies choosing a quality training service provider need to ensure they do due diligence. Their homework should include site visits as well as requesting to see accreditation and compliance certification. Follow-up reports by candidates that have completed training would greatly assist. Training providers are required to comply with a quality management system. This should include learner evaluations.

Training providers must review these evaluations and if necessary effect change. Customers should feel that they can approach a training provider with concerns, comments or suggestions without fear of bias. As a whole, Africa/ South Africa offers quality training at both basic and advanced levels. IAN HLONGWANE | A lot rides on the reputation and track record of the training service provider, particularly the past performance of their “products”, ie crew that they have trained. But customers should also verify that the provider has the relevant accreditations in its country of operation; the accreditation by IMO-whitelisted authorities, and that training material is line with the latest shipping technologies. Where possible, the training provider’s culture of safety and their resources should be assessed – resources in terms of qualified personal, modern equipment, and training statistics and records should be scrutinised JEROME DANIELS | Training Providers should hold recognised and verifiable approvals and accreditations, particularly for such programmes or courses that are required as international minimum standard. YVETTE DE KLERK | The onus is on the Administration to approve all above-mentioned activities. Customers should ensure all training is conducted only by accredited institutions. Refer to SAMSA LEFT AND BELOW: Training facilities at Sea Safety Training Group.

Maritime Review Africa FEBRUARY 2019

‘Marine Notice 1 of 2019 – Accredited Training Institutions and Programs’ for the latest list. CAPT SALEEM MODAK | Properly accredited institutions should have no objection to providing valid proof of accreditation by a “White List” authority. It is important to visit the facility and even obtain CVs of course facilitators. You can also ask colleagues if they have attended training courses there and the experience. Enquire from the examination centres and foreign authorities whether they consider training by the service provider for issuance of flag state documents. LEON MOUTON | Before you undergo any training with any training organisation, request a copy of their accreditation certificates and make sure that the course you want to complete is accredited. You can even check that the person facilitating and signing off your certificate is listed on that accreditation. Secondly, visit the training centre and have a look around. How does it look? Are they willing to assist? Are the friendly and helpful? A good training centre will always put the needs of the client first. Speak with some of the facilitators if you have time and see how knowledgeable they are about the course content they are going to present. Look at the class layout and equipment available. What numbers will be in the class? Is it about quality or pushing numbers through? In addition, make sure that the equipment, is relevant to what you will find onboard a vessel? And lastly, ask whether the provider is only meeting the minimum standard or are whether they offering more? PATRICK WELLS | Quality of training should never be compromised. Emergency situations seldom occur in ideal conditions and as a result, seafarers need to be fully competent in dealing with that particular emergency. This would be impossible if shortcuts in training are taken or quality of programmes are compromised. It is of vital importance that prior to making bookings with training institutes, that some research is made to verify the history of the organisation; the type of training offered; the accredited courses offered as well as to try and obtain feedback from other candidates who have attended training at the facility. If circumstances allow, take the time to visit the training venue to ensure the facility aligns with your expectations, and get to meet the team to discuss your organisations individual training needs. Unfortunately websites can be misleading to unsuspecting candidates or those that are new to the maritime environment. Often course prices are the driving factor surrounding the choice of training provider but, this should be substituted for reputation and quality of the training provider.

VESSELS | CREWING | TRAINING

COMPANY TRAINING STRATEGIES

We not only supply Offshore Support Vessels, we also provide vessel crewing solutions to the Offshore Shipping Industry.

WE ARE IN THE MARINE PEOPLE BUSINESS:

Meeting your seafarer placement and training needs. We connect our seafarers to global opportunities. Terry Spreeth, SHEQ & Compliance Manager at African Marine Solutions. (AMSOL)

Gavin Le Roux, Marine HR Manager at Grindrod Shipping

Andre Krugel, SHE-Q Manager, at Subtech

SLOVAKIA

COLOMBIA

We asked a few vessel owners and managers about their strategies to train for safety within their companies.

Does your company conduct induction training and, if so, what format does it take and for which level of staff member?

TERRY SPREETH | Yes, we do and at various levels. We have an Onboarding programme and, depending on position or level, it can either be basic and over a short period; or very concise and over a longer period of between three and six months. We also have Re-Induction sessions for current employees. This happens in the first quarter of each year to refresh employeesâ&#x20AC;&#x2122; knowledge of policy and procedures, as well as inform them of any changes that have occurred. It important for employees to be aware of company objectives, SHEQ, employee duties in terms of OHS Act, HR requirements and so forth. GAVIN LE ROUX | Following all regulatory training, all seafarers of all levels, undergo a bespoke online induction course. This covers the history of the company, safety management systems, and further guidance for each rank. There are seven modules to complete with questions and answers after each module. The online induction course is normally completed within a day. ANDRE KRUGEL | Yes. Subtech conducts pre-site; new recruit and on site induction training as well as annual refresher training that caters for any staff member joining or is existing within the business unit. The pre-site/new recruit induction is presented via PowerPoint either with a SHEQ or an HR representative present. The on-site induction training may vary from a client induction presentation to a company marine specific induction that is presented by SHEQ /Marine Rep via a Word/documented guide or PowerPoint presentation.

FIND US: 8th Floor, No2 Long Street, Cape Town, 8001, South Africa Our offices are in close proximity to top-class marine training institutions, the Cape Town harbour, an international airport, as well as road and train transport services.

EMAIL:

offshore@marinbulksa.com info@marinecrewsa.com

www.marinebulksa.com www.marinecrewsa.com

SAFETY PANEL

Discussing the impact of training on safety at sea

How does your company choose safety training service providers?

TERRY SPREETH | We select service providers by recommendation from the SHEQ department, which is based on quality and certification. Where specific training interventions are planned, the SHEQ department will vet the training course and request any amendments prior to the training intervention. We work closely with training facilitators from the specialised service providers to ensure the training is relevant, interesting and supports employees to implement their new knowledge and skills when they return to the workplace. Managers also evaluate training effectiveness by ensuring the knowledge and skills are demonstrated within the weeks and months after the training. GAVIN LE ROUX | Since our crew are from all over the world, training is conducted throughout the world. Senior staff will do site visits and training providers are required to have IMO (International Maritime Organisation) accreditation as well as accreditation with the relevant maritime administrators. Grindrod Shipping have their own accredited training academy based in South Africa, and refer to the high standards and quality provided by the academy as a benchmark when selecting other training providers. ANDRE KRUGEL | Subtech SHEQ department identifies and reviews selected service providers that have a firm establishment and are well-known in the industry. We identify safety training that applies to our operational needs and ensure service delivery can be met by the providers. Before any individuals are identified and selected for safety training, the SHEQ and HR department identifies and reviews the safety requirements and safety training that may be needed for the individual and for the operation type. The SHEQ and HR departments similarly review and monitor that these service providers comply with relevant training standards.

Maritime Review Africa FEBRUARY 2019

How would you rate safety levels within your company and amongst your sea going staff?

TERRY SPREETH | Building a safety culture is an ongoing process and companies should never be content with their performance whether there are very few incidents or many. We aim for performance of zero harm; and work hard every day to continue to drive a culture that supports this. Working in a high risk environment, seafarers are exposed to risks on a daily basis and need to be experienced, trained and skilled to carry out

their work. We have a number of controls in place to ensure safety discipline is maintained when carrying out our work activities. GAVIN LE ROUX | It is comparable to international levels. We set KPIs to strive for continuous improvement. We analyse incidents and near misses and report back to the fleet continuously. We value the near misses reports as these are a good indication

that our crew are continuously on the lookout for potential danger and it breeds a safety culture onboard. Our motto is “Safety First – A Grindrod Promise” and we are very proud that our crew live up to this motto. ANDRE KRUGEL | Overall 8/10 . Subtech incorporates rigid safety standards and procedures into our daily operational activities. We employ structured procedures and programmes to maintain compliance with applicable local as well as international regulations. These safety practices work to achieve ongoing positive safety results (accident prevention and improved safety statistics) through integrated worker engagement.

Does your company conduct toolbox talks and to what extent do you believe these are effective?

TERRY SPREETH | Toolbox talks are completed prior to the commencement of work activities. As with any communication tool, the effectiveness relies on the person or team communicating with each other about the task, the hazards, the controls and the risks. GAVIN LE ROUX | Yes we do. This is performed daily onboard our vessels before the day commences. It gives an opportunity for all onboard to understand their roles and tasks for the day as well as an opportunity to voice concerns; deal with safety issues that have not been addressed and report pressing issues. It is a team effort onboard the vessel and well accepted and recognised. The toolbox talks and all other initiatives put in place go hand-in-hand with risk assessments completed onboard the vessels and risk management. ANDRE KRUGEL |Yes, Subtech SHEQ department monitors all forms of safety requirements, which include implementing and monitoring toolbox talk compliance. Daily toolbox talk and safety briefings are completed before any work commences. These safety briefings highlight safety around important tasks; day-to-day operations; work environment; personal care; care for others and care for the general environment. These talks may also highlight certain procedures and safety updates within the organisation and general company news. We do believe this is an effective tool for clear lines of safety communication and to create awareness amongst workers.

What are your safety goals for 2019?

TERRY SPREETH | AMSOL’s SHEQ goals are zero harm to people, the environment, assets and equipment. We maintain a culture of compliance to legal and client requirements and work in a way that reflects the company values. In 2019, we are focusing on SHEQ basics through improved communications and motivating employees to take accountability using a series of workshops.

We want our employees and any other people associated with the work that we do to come to work safely, work safely and go home safely. GAVIN LE ROUX | We always strive for nil incidents in terms of injuries, pollution and losses. ANDRE KRUGEL |Provide as optimum safety and health conditions on job sites, as

possible.

Minimise all incidents and health-related cases.

Prevent any major fires,

vehicle accidents or property damage losses. Zero lost time incidents. Zero fatalities. Zero recordable/major environmental incidents. Continued growth in organisational safety culture.

SAFETY PANEL

Discussing the impact of training on safety at sea

Do you feel that the level of safety training available locally meets international standards?

ANDRE KRUGEL | Marine safety training in South Africa has come a long way and is complaint with local and international marine standards. South African Maritime Safety Authority (SAMSA) is a very well regulated authority and is integrated into legislation and government. Marine training service providers are required to align their training to meet maritime

standards and most of these service providers consider and align the needed requirements to SAMSA regulations.

service providers that we select for such training to ensure the expected training level is met.

TERRY SPREETH | Local training providers have to comply with statutory requirements as well as international industry standards. We ensure we have vetted the

GAVIN LE ROUX | Yes, when provided by accredited and reputable service providers.

Southern African Shipyards (SAS) has a proud history of servicing the ﬁshing industry with a personal touch. We pride ourselves on being a customer centric business and a partner you can depend on. A highly experienced workforce, specialist facilities and equipment and a purpose-built shipyard with water frontage in the Port of Durban, enable SAS to undertake multiple, large-scale projects to the highest standards of quality and workmanship. We also place strong emphasis on skills development, training, empowerment and Enterprise Development.

SHIP BUILDING | SHIP REPAIR | NAVAL MAINTENANCE | MECHANICAL & FABRICATION | OFFSHORE OIL & GAS Port of Durban, South Africa

AFRICA’S LEADING COMMERCIAL, NAVAL SHIP BUILDING AND SHIP REPAIR COMPANY

Please contact Derek Kurten for all your requirements. Derek Kurten National Sales Manager – Ship Repair Cell: +27(0)79 967 8779 Email: DerekK@sa-shipyards.co.za

Maritime Review Africa FEBRUARY 2019

MARITIME REVIEW AFRICA

THEMES 2019 PUBLISHED BY: More Maximum Media

PO BOX 3842 | Durbanville | 7550 | Cape Town | South Africa Tel: +27 21 914 1157

PRINT/DIGITAL

Magazine

DISTRIBUTION: Post, events, digital (Issuu & website)

Distributed every second month, the print magazine will focus on a specific theme in each issue and provide in-depth analysis, opinion and updates. Content will have a longer shelf life than simple news items.

Editorial calendar and themes: JANUARY/FEBRUARY: Safety & Security

Search and Rescue capabilities in Africa: the vessels, the technology, the capacity.

MARCH/APRIL:

Offshore & Services

IN EVERY ISSUE ON THE RADAR

MAY/JUNE:

Fishing & Aquaculture

Short profiles of young upand-coming people to watch. THE WATCHKEEPER A guest column from a member of the industry to highlight issues of concern or debate as it relates to the theme of the issue.

Offshore Supply Bases: positioned to perform?

Technology at sea: finding and catching fish efficiently.

Hot spots of rig and drilling activity in African waters.

Processing for value-add and job creation.

African Naval Review

Support vessel overview: quantifying the offshore support sector.

African aquaculture review.

Brian Ingpen delves into our maritime heritage and revives old memories of ships, people and incidents.

Sea Crime: illegal fishing, piracy, human trafficking, smuggling.

Other marine offshore opportunities: diamonds, wind.

Small harbour development

GREEN MARINE

Fisheries management and research.

Ed submission: 14 January 2019 Ad booking: 22 January 2019 Ad submission: 25 January 2019

Ed submission: 15 March 2019 Ad booking: 21 March 2019 Ad submission: 24 March 2019

Ed submission: 12 May 2019 Ad booking: 15 May 2019 Ad submission: 19 May 2019

A look at how the industry is aiming to limit its impact on the environment.

JULY/AUGUST:

SEPT/OCTOBER:

NOV/DECEMBER:

Salvage and Special ops in African waters.

Marine Engineering

Ports & Harbours

Blue Economy

MARITIME MEMORIES

TECH & PRODUCTS Highlighting new products and technology relating to the theme of each issue. KEELHAULED/APPLAUD Keelhauling and applauding those who deserve a mention. ON THE QUAYSIDE

Shipbuilding, fabrication and repair in Africa: Understanding the relationship between contractors. Engines & propulsion. Recapitalising the fishing fleet. Local content initiatives. Salvage: marine engineering as a necessity for salvage success. Ed submission: 10 July 2019 Ad booking: 14 July 2019 Ad submission: 20 July 2019

Hub ports: jostling for position to serve the hinterland.

Tourism as a mechanism to develop Africaâ&#x20AC;&#x2122;s blue economy.

Concessioning and technology in African ports.

Research: what are our post graduates researching and why?

Port and channel dredging to accommodate larger vessels.

IDZs and Africaâ&#x20AC;&#x2122;s Free Trade Zone: opening up intra-Africa trade.

Bunkers/hull cleaning and other in-port services services.

Balancing international investment against African growth.

Ed submission: 11 September 2019 Ad booking: 18 September 2019 Ad submission: 22 September 2019

Ed submission: 07 November 2019 Ad booking: 10 November 2019 Ad submission: 15 November 2019

A question and answer session with a leader in the industry as they relate to the theme of each issue of the magazine. ON BOARD We take a tour of a vessel that is active in the sector of the industry that relates to the specific theme of each issue. TRAINING & SKILLS AUDIT Highlighting the training available to each sector of the industry and uncovering the required skills or gaps that exist.

IF YOU MAKE YOUR LIVING ON OR FROM THE SEA - THIS IS THE MAGAZINE TO READ

Efforts to secure Africa’s maritime domain

MARITIME SECURITY

PIRATES The problem with prosecuting

Although one of the oldest crimes under international law and, despite raising its ugly head at the beginning of the 21st century, piracy on the high seas is notoriously difficult to prosecute. Justice Anthony Francis Tissa Fernando gets to grips with why this is the case – highlighting why it remains so challenging to prosecute this borderless crime.

j J

urisdiction remains t e main concern in t e rosecution of irac n order to dea it irac t e courts of t e tate re uire t e necessar urisdiction to dea it irac offences ost states a e on a territoria urisdiction t at does not e tend to t e i seas A t ou irac a racts uni ersa urisdiction ot under ustomar nternationa a and nited ationa on ention on t e a of t e ea t e e ercise of t at urisdiction is de endent on et er t e tate as underta en to domesticate t e ro isions into its statutor a s e tate’s e a i oso t at o erns t e re ations i et een internationa a and its o n munici a a i u timate im act on its urisdiction to rosecute irac ma ers nternationa a reco nises arious doctrines t at dea it t e re ations i et een internationa and munici a a e onist sc oo ercei es internationa and munic-

i a a as art of one e a s stem ensurin t at rati ed treaties are automatica art of munici a a ua ism o e er sees internationa and munici a a as different s stems it no o i ation for munici a a to conform to internationa a tates ic ro ide for t e e ercise of e tra territoria urisdiction under t e ationa it or Acti e ersona it rinci e t e assi e ersona it rinci e or t e rotecti e rinci e ma a so e ercise its urisdiction o er offences commi ed outside its territoria seas ese rinci es dea it t e urisdiction of a tate to dea it crimes commi ed a road t e nationa s of t at tate en crimes are commi ed a ainst t e nationa s of t at tate and ere t e securit or economic interests of t at tate are t reatened crimina acti it System of evidence

e s stem of e idence t at determines t e crimina rocedure in t e orum tate’s tria court ma a so

com icate irac rosecutions e rocedura ru es and t e urden of roof et een t e tate in o ed in t e arrest of t e irates and t e orum tate in ic t e tria u timate ta es ace ma differ n man cases at t e time of t e arrest of t e irates on t e i seas t e rosecutin tate ma not e no n is ro em can e someat o ercome t e use of i rider A reements’ ere s i riders i ensure t at searc and sei ure is conducted accordin to e idence and rocedura re uirements of t e orum tate i rider a reements ro ide for t e acin of a desi nated a enforcement o cer of one tate on t e a enforcement team of anot er tate se of s i riders o e er is frau t it di cu ties for t e mi itate a ainst t e ne s i ne a u e’ ic demand e a certaint in t e e ercise of enforcement o ers at sea i riders a so cause di cu ties The author has served as a Justice of Appeal of the Court of Appeal of Seychelles for the past 10 years and has delivered several judgments in appeals from convictions from the Trial Court in piracy cases. He was the Attorney General of Seychelles from 1999-2008. He is also a Justice of Appeal of the Court of Appeal of Fiji. He was attached to the Attorney General’s Department of Sri Lanka as a prosecutor from 1979 to 1991. He has published articles on piracy and lectured at universities in the US on maritime piracy. He was involved in the drafting of the Handbook on the Fundamentals of the law applicable to Maritime Crime – Basic Guide for lawyers, police and maritime crime policy advisers; published by the UNODC.

Maritime Review Africa FEBRUARY 2019

MARITIME SECURITY

Efforts to secure Africa’s maritime domain

Even if they are located, witnesses are reluctant to travel to trial venues due to employment commitments, personal safety concerns and health issues. In many cases some potential witnesses may fear reprisals from pirate warlords. in t e enforcement of artic e of in t e e ent of a ron fu sei ure of a s i ere ia i it norma ies it t e a tate A e e ement of t e crime of irac is t e fau t re uirement of intention ro in intention’ is di cu t since t e usua e cuse i en t ose arrested is t at t e are sim e s ermen o needed to rotect t emse es carr in ea ons t is to e noted t at ossession of rearms on t e i seas is not i e a under ere is sometimes a so t e di cu t of distin uis in et een irac commi ed for ri ate nancia ain and o itica or ideo o ica motiated maritime terrorism Witnesses

Ensurin t e resence of e itnesses at t e tria s of irates remains anot er e ro em am erin effecti e rosecution rosecutin tates cannot com e itnesses from ot er tates to tra e to tria enues to testif n addition ocatin sai ors mariners and cre is ro ematic as t e a e no mai in addresses at sea and constant c an e s i s and com anies E en if t e are ocated t e are re uctant to tra e to tria enues due to em o ment commitments ersona safet concerns and ea t issues n man cases some otentia itnesses ma fear re risa s from irate ar ords And na ersonne are su ect to de o ment restrictions rosecutin tates enera a e to ear t e tria costs and accommodation ic adds to t eir urden in underta in t e rosecution of irates e a s in o tainin t e resence of itnesses are in con ict it t e accused irates’ ri t to a s eed tria ommon a traditions fa ours i e testimon ecause it i es o ortunit for effecti e cross e amination ideo conferencin a discretion of t e tria ud e is t erefore se dom ermi ed and de ends on t e a ai a i it of t e necessar e ui ment orum tates t at fo o t e i i a

Maritime Review Africa FEBRUARY 2019

tradition o e er ermit ri en statements as a su stitute for i e e idence ut t is denies t e accused t e ri t to cross e amine t e itness An additiona urden it ora e idence is t e a ai a i it of interreters u ti e inter reters ma e en e needed in a sin e tria and issues ertainin to t e accurac of suc trans ations ma de a t e tria e en furt er om icatin ma ers furt er na ersonne are o en re uctant to di u e information re atin to irac on t e asis t at it is assi ed nformation’ is is a ron notion as suc restrictions s ou d a on durin artime or mi itar acti ities a ainst terrorism A so ution ma e found in editin t e art ic is a e ed to e a t reat to nationa securit and re easin t e rest t is im erati e for a a ance to e struc et een rotectin t e interests of t e tate and t at of t e ri t of an accused to a fair earin Maintaining the chain of evidence

e at erin reser in and maintainin t e c ain of sica e idence is anot er di cu t facin successfu rosecution of irates mandates t e o er to oard and sei e ro ert of a irate s i sica e idence in t e form of e ui ment suc as ea ons ammunition oo ed adders and s iffs are o en re ied u on t e rosecution in er rints and A of irates co ected on oard irate s i s are a so usefu for t e rosecution o e er t e ac of asic in esti ation s i s ac of trainin and ac of forensic e ui ment to co ect sica e idence is a di cu t for t ose o are in o ed in t e arrest of irates irates effecti e dis ose of incriminatin e idence t ro in it o eroard en s o ed ro ert sei ed on oard irate s i s occasiona as to e e e ind at sea due to ractica di cu ties dama ed s iffs and oats or a e to e destro ed ecause it is dan erous to carr t em suc as e osi es

ere as a so een a tendenc courts in some orum tates to re u on e ui ment ea ons and ot er artic es found on oard a sus ected irate s i as circumstantia e idence ere irates ere not cau t in t e act ese courts re on ud ments of American courts t at used t is t e of e idence as a resum tion of ui t to con ict s a e traders ere ma e a so e a difference et een e ui ment found on a irate s i and a s a e s i in order to arri e at a conc usion of ui t es of e ui ment t at can create suc a resum tion are esse s ess t an a certain en t en ines of a certain orse o er ra in oo s oardin adders s ea mac ine uns and so fort is ma o e er mi itate a ainst t e resum tion of innocence t at is crucia in t e ommon a tradition o e er in t e case of a sus ected irate s i t e ndin of certain e ui ment cannot so e e in ed to irac as it ma oint to some ot er i e a acti it instead Human rights considerations

n order to ensure effecti e and fair rosecution uman ri ts considerations are re e ant from t e commencement of in esti ation unti t e end of t e tria e ri t to a fair earin is ro ided for in ustomar nternationa a t e ene a on ention t e E and t e undamenta ri ts ro isions in arious tate onstitutions e ri t to a fair earin is c ose in ed to t e doctrine of ue rocess ere fundamenta reac es ma am er t e udicia rocess nfortunate uman ri ts considerations are not a a s incor orated into a tate’s munici a a n addition irac needs to e crimina ised t e tate efore t e offender ma e tried and unis ed n terms of t e rinci e of on efou ement an A o itionist tate is ro i ited from e traditin an arrested irate to a etentionist tate one t at does not ac no ed e uman ri ts o i ations ere t e ou d e at ris of a in t eir uman ri ts io ated on account of race re iion nationa it or o itica o inion is ma com icate t e rosecution of suc erson Juvenile detention

Anot er ro em in o ed in rosecution of irates is t e in o ement of u eni es o a ed ased cate ories are of concern in t is re ard name t ose immune from crimina ia i it as t e are e o t e inimum a e of rimina es onsi i it A and t ose a o e A ut e o a e of ma orit o a e crimina ca acit ut are rosecuted as minors eterminin et er arrested irates

Efforts to secure Africa’s maritime domain are adu ts or u eni es can cause di cu ties es ecia t ose fa in into t e second cate or mentioned a o e irt da s are not ce e rated in oma ia and t e arrested irates ma in rea it e una are of t eir recise a e irates don’t carr ass orts or an form of identit u eni e irates a e to e treated different to adu t irates urt er com icatin t e ma er is

t at t ere is no uniformit amon tates in re ard to A a e of adu t ood and t e a e in et een A and adu t ood is can cause dis arit et een Arrestin tate and orum tate tates a e different ardstic s to determine a e ese can inc ude forensic and medica e idence s c o o ica e a uation and interie s ere is no uniformit in t e unis ment of u eni e irates amon orum tates

MARITIME SECURITY

is is an em arrassment to t e udicia rocess as e er t in de ends on t e ocation ere t e tria is na conducted a ocation t at is o en not foreseen durin t e initia a enforcement e ercise t is c ear t erefore t at t e successfu rosecution of irates is not it out c a en es and t at a num er of issues need to e considered from t e oint of contact it a e ed irates t rou to t eir detention and su se uent tria

Birthdays are not celebrated in Somalia and the arrested pirates may in reality be unaware of their precise age. Pirates don’t carry passports or any form of identity. Juvenile pirates have to be treated differently to adult pirates.

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The lack of basic investigation skills; lack of training, and lack of forensic equipment to collect physical evidence, is a difficulty for those who are involved in the arrest of pirates.

In order to ensure effective and fair prosecution, human rights considerations are relevant from the commencement of investigation until the end of the trial.

Proving ‘intention’ is difficult since the usual excuse given by those arrested is that they are simple fishermen who needed to protect themselves by carrying weapons. It is to be noted that possession of firearms on the high seas is not illegal under UNCLOS.

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No Deviations No Delays Maritime Review Africa FEBRUARY 2019

MARITIME SECURITY

Efforts to secure Africa’s maritime domain

Attacks are down, but the root causes of piracy in Somalia itself still need to be addressed

On 6 November last year the United Nations (UN) Security Council renewed the authorisation for international naval forces to carry out antipiracy measures off Somalia’s coast. It is now just over 10 years since the first resolution was passed in 2008 to respond to piracy and robbery against humanitarian and commercial ships in the region.

t t e time irac as considered a ma or t reat to ot oca and o a eace and securit ince t en and es ecia since t e num er of a ac s and i ac in s as dro ed ecent incidents a e o e er raised concerns o er t e on term sustaina i it of counter irac measures and et er enou is ein done on and to increase t e resi ience of oma i communities and re ent a resur ence of irac n a recent a ac on cto er four men a em ted to oard t e u carrier dne around nautica mi es m off t e coast of o a dis u o enin re on t e s i e irates a orted t e a ac a er ri ate securit uards on oard returned re e Euro ean nion a a orce as art of eration Ata anta trac ed do n and destro ed a a er s i e ie ed to a e een t at of t e a ac ers is as on t e second irac a ac off t e coast of oma ia

Maritime Review Africa FEBRUARY 2019

re orted ast ear ic is dramatica do n from t e irac incidents re orted durin t e ei t of t e ro em in e on term success of count er irac measures de ends on a sta e and uni ed oma i state e a ac ’s fai ure s o s t at current counter irac tactics on oard esse s rescri ed t e atest iteration of est ana e ment ractices remain effec ti e at re entin irates from oardin and ca turin esse s e aim of t ese est ractices is to address t e u nera i i ties o en e oited irates t ere si ni cant increasin t e ris s for irates e recent secretar ener a ’s re ort on irac and armed ro er off oma ia’s coast a ri utes t e o num er of a ac s to successfu o a co a oration and t e on oin or of re iona or anisations i e t e ontact rou on irac off t e oast of oma ia e re ort a so cites t e

continued enforcement measures of internationa na a forces and t e e tensi e mi itar na a and donor su ort of t e internationa communit a ies eit er in coordination it t e Euro ean nion a a orce and t e om ined aritime orces or de o ed outside of t em suc as out Africa’s eration o er e disru t irate acti ities es ite t ese s ort term successes t e internationa communit ’s a em ts to address t e root causes of irac in oma ia itse f t rou ca acit ui din initiati es and donor acti ities are not et effecti e enou i e man of oma ia’s irate foot so diers an uis in ai t e in ins remain at ar e e secretar enera ’s re ort ists nota e successes in count er irac efforts t e oma i o ernment ut sa s t e root causes of irac sti need to e fu addressed Amon t em are o ert and a ac of em o ment o ortunities in oma ia’s coasta communities as e as a ac of e a o ernance and maritime infrastructure e acti ities of irate rou s must e understood in t e roader conte t of oma ia’s on oin crisis e crisis as a o ed t e root causes for t e emer ence and ro iferation of t ese rou s to continue for t o reasons irst com etition et een o it ica factions in oma ia as e o ert unaddressed is under mines sustaina e de e o ment and t e creation of economic a ternati es eo e are dra n to irac and ot er i e a acti ities it t e romise of if not ea t a sta e income oma ia is mired in a ero sum interna o itica stru e it federa states and rou s com etin for o er and resources in t e areas t e are a e to o ern o itica sta i it in oma ia ou d a o for economic a ternati es to i e a acti ities econd accordin to t e recent re ort t e entre for i itar tudies from t e ni ersit of o en a en some of t e crim ina net or s res onsi e for irac are sti around ie man so ca ed irate foot so diers an uis in ai t e in ins’ remain at ar e unt and as ta en effecti e counter irac measures to dri e

a a irate rou s and secure t e coast e re ort ar ues t at irate rou s s i ed t eir focus a a from irac to ards more ro ta e i e a acti ities or t ese crimina net or s t e de nin factor is o ortunit and re enue i e na ies stationed in t e re ion can increase t e ris s and costs for irates t e don’t et in o ed in t e rose cution of uman tra c in arms smu in and ot er i e a acti ities n t e a sence of crimina ustice t e rou s continue to ro t ot er means A more co erent re iona effort to address smu in ou d e sto t e mone o t at fue s t ese rou s o e er situa tions suc as emen’s on oin ar create un o erned s aces for crimina net or s to function and ros er e conditions needed for on term so utions to irac remain a sent At t e core of t e ro em is oma ia’s de endenc on t e resence of forei n na ies and internationa su ort for sta i it and securit oma ia doesn’t a e t e ca acit to and e t e issue it out forei n e om re ensi e count er irac efforts must ee t e ressure on irate rou s i e addressin t e root causes t at ena e t ese net or s to emer e unt and as een successfu tin irac since nce a centre of irate acti it t e federa state as ta en roacti e and effecti e counter irac measures i e esta is in a maritime o ice force to dri e a a irate rou s and secure t e coast is as dri en t e net or to t e near autono mous re ion of a mudu unt and’s success stor ma e s a e and de ne a oma i o ned a roac to counter i rac ut on term ac ie ements de end on a sta e and uni ed oma i state As on as t e root causes of irate rou s are not addressed t e t reat of a resur ence in irac i o er on t e ori on By Denys Reva, Junior Researcher, ISS Pretoria This article was first published by ISS Today LINK https://issafrica.org/ iss-today/ten-years-on-is-somali-piracystill-a-threat

Efforts to secure Africa’s maritime domain

PIRACY IN NUMBERS

MARITIME SECURITY

201 INCIDENTS

WORLD WIDE

SOURCE: ICC INTERNATIONAL MARITIME BUREAU | PIRACY AND ARMED ROBBERY AGAINST SHIPS REPORT FOR THE PERIOD 1 January – 31 December 2018

E Asia PERCENTAGES OF INCIDENTS OCCURING IN AFRICA FROM 2014 - 2018 (actual and attempted)

2014

2015

23%

2016

14%

2017

35%

2018

32%

Americas

Africa

43% East Asia

MOST TARGETED VESSEL TYPES IN 2018:

A E

INCIDENTS OF HOSTAGE TAKING AND KIDNAPPING IN AFRICA: HOSTAGES: E A A

92%

E A EA

KIDNAPPING: E A A E

94%

A A

E A A A A E E E EA A A A

ndian su continent

}

27 ATTEMPTED

A E A

60 ACTUAL

STATUS OF 60 VESSELS DURING ACTUAL INCIDENTS IN AFRICA NOT STATED: A E

A dri in ri as t e tar et of a a ac for t e rst time in o ’s ere tar e ed in ut not since

is ermen in t e u f of Aden tr to rotect t eir nets a em tin to a ressi e a roac merc ant esse s ome of t e s ermen ma e armed to rotect t eir catc and t e s ou d not e confused it irates

BERTHED: E A A A A

irates ro ers off i eria are o en e armed io ent and a e a ac ed i ac ed and ro ed esse s as e as idna ed cre s a on t e coast ri ers anc ora es orts and surroundin aters

STEAMING: E A A E E A A AT ANCHOR: E A A A E E EA A

Maritime Review Africa FEBRUARY 2019

MARITIME SECURITY

Efforts to secure Africaâ&#x20AC;&#x2122;s maritime domain

Anti-Piracy Bill still waiting in the wings as rival is rejected The goal to pass Nigeriaâ&#x20AC;&#x2122;s Suppression of Piracy and Other Maritime Offences Bill (2018), referred to as the Anti-Piracy Bill before the end of 2018 was not realised, but its sponsors continue to be optimistic that it will soon form part of Nigeriaâ&#x20AC;&#x2122;s official legislation landscape. This, despite the fact that the Maritime Operations Coordinating Board Act seems to have been officially rejected by the President in January. e inister of rans ort otimi Amaec i assured de e ates at t e ustaina e ue Econom onference in airo i en a in o em er ast ear t at t e Anti irac i as c ose to ein assed t e ationa Assem ut anuar t is ear it ad sti not e ru er stam ed and irector enera of t e i erian aritime Administration and afet A enc r a u u eterside to d t e isitin anis Am assador to i eria t at A A as s onsorin t e anti irac i t at ou d ensure rosecution of crimina s in t e maritime domain e reiterated t ese commitments at t e t trate ic Admira t a eminar in anuar en e said t at t e a ad een for arded to t e ationa Assem and t at e as o timistic t at it ou d e assed efore t e end of t e t Assem e a so to d t e Am assador t at t e A enc is annin a o a maritime summit to rainstorm t e issue of irac in t e u f of uinea nterestin accordin to i erian ne s a er re orts resident u ari re ected t e aritime erations o rdinatin oard Amendment i Act t at as a ro e

Maritime Review Africa FEBRUARY 2019

to e a ta

a in esta is in anti irac is ation in anuar ue to create oard t at ou d ostensi undere t e functions as assi ned to A A under t e Anti irac Act it is sur risin t at ot Acts cou d e on t e ta e simu taneous The contents of the Anti-Piracy Bill

n out inin at constitutes a maritime offence or un a fu act at sea t e i inc udes a road and o istic ist of otentia offences inc udin t e act of fa se c aimin to a e een a ictim of irac irres ecti e of et er t is c aim is for monetar ain or not e i a so ma es ro ision for c aimin additiona ases of urisdiction ere t e offence ma a e een commi ed it a i erian e ement is i erian e ement ma inc ude t e esse ein a i erian s i t e offence ein commi ed a ainst a i erian citi en or t e a e ed er etrator ein a i erian citi en nce assed t e i i a o for a ife sentence as e as a ne of mi ion to e im osed on an one con icted of an act of irac armed ro er act or an ot er un a fu act

irres ecti e of et er a ea on as used ose found to a e een ui t of t e deat of anot er erson i face ife im risonment it out t e ossi i it of aro e ess serious offenders i face a sentence of not ess t an ears r anisations found to e ui t of an offence under t e i i face a ne of no ess t an mi ion i e eac of its directors rinci a o cers or an erson res onsi e for its mana ement i e ia e to a ne of not ess t an mi ion as e as a rison sentence of not ess t an ears e Act oes on to i i t t e arious unis ments a ica e to maritime offenses as e as to t ose o act as accessories to offences or o destro e idence of offences ein commi ed om ared to t e re ected Act t e u ression of irac Act ro ides for muc stron er unis ments nder con icted irates can on face a ma imum rison term of ears and ne not e ceedin mi ion Funding

e Act a so ma es ro ision for t e esta is ment of a irac and aritime ffences und ic i e maintained t e a enc A A mandated it t e functions of t e Act onies for t is fund are to e deri ed from a ud et from t e edera o ernment as e as from nancia contri utions and i s ene ciaries of t e ser ices of maritime a enforcement a encies n addition ercent of t e roceeds of sa es of an ro ert sei ed and forfeited under t e Act ou d e c anne ed into t e fund urt er contri utions ou d e a ocated from t e maritime fund set u t e i erian aritime Administration and afet A enc Act of as e as from t e a ota e esse inancin und esta is ed as art of t e oasta and n and i in Act of

Efforts to secure Africa’s maritime domain

MARITIME SECURITY

stems trainin

em ers of t e i erian Arm Air orce o ice t e eartment of tate er ices and t e i erian aritime Administration and afet A enc A A under ent sur ei ance trainin in t is e ruar to ui d ca acit and secure t e i erian maritime domain

irector enera of A A r a u u eterside said t at t e trainin as aimed at ensurin t at t e countr ’s territoria aters ere free of irac and a forms of maritime crime in order to faci itate economic de e o ment e nte rated ur ei ance stems o eration as or anised A A in con unction it an srae i securit rm i ecurit stems and ec no o imited e re ations i it i is not it out some contro ers o e er resident u ari cance ed i eria’s securit contract it t e srae i com an in a ast ear ut it as reinstated eterside in Au ust e dea as ide o osed t e i erian ationa Assem ’As art of our efforts to ards tac in irac and ot er maritime crimes ic continue to constitute t reats to esse s in our territoria aters t e stem erator ourse is a art of t e ota aritime ecurit trate ’ ado ted under t is mana ement to i e us t e est e e ie of our domain and u timate a t insecurit in order to ensure t at our maritime industr o timises its otentia of contri utin ma or to i eria’s economic ro t e said e added t at effecti e sur ei ance ou d aid uic res onse time to crime scenes es ecia it t e A enc ’s ossession of fast inter ention esse s e added t at im ro ed securit ou d encoura e in estors and contri ute to ma in t e i erian maritime sector an in estment u

Maritime Review Africa FEBRUARY 2019

SAFETY BRIEFS

Safety news and product reviews

Addressing maritime safety issues in Nigerian waters

study of marine accidents and incidents in Nigeria between 2016 and 2018 highlights the impact of human error on maritime safety in the country’s waters. The study shoes that 38 percent resulted from collision due to human

error; 19 percent resulted from fire explosion; 12 percent was due to capsizing; while grounding and sinking accounted for eight percent each; and oil spill caused 15 percent. Discussing the findings of the study recently, Director General of the

Nigerian Maritime Administration and Safety Agency (NIMASA), Dr Dakuku Peterside, said that the Agency aimed to tackle the issue of human error through improved enforcement and monitoring mechanisms. He stressed that industry actors have a greater role to play in the new approach to maritime safety, as they have a better control over the human elements. The challenges associated with maritime safety and shipping development in Nigeria include poor compliance with regulations; insufficient manning, professional competence issues; lack of capital; piracy; inadequate technological infrastructure, as well as pollution. “Since international maritime safety has moved from a largely prescriptive and reactive safety scheme to a risk-based proactive regime, responsibility for safety is being placed on those in the industry to set out and create new perspectives on riskbased decision making,” said Peterside adding that the Authority would be adopting a Formal Safety Assessment (FSA) framework for maritime safety management.

South Africa’s safety comm’s get the all clear

aving been appointed by the Department of Transport to test Telkom Coastal Radio Service deployed for use by sea going vessels, a team from the South African Maritime Safety Authority (SAMSA) embarked on a tour of the coastline late last year aboard the SA Agulhas. Infrastructure testing included the Maritime Safety Information (MSI) and Cospas-SARSAT equipment installed by Telkom by agreement with the Department of Transport since 2013. Among its crucial functions, the service facilitates for emergency services to all vessels, domestic and international. “The constant testing and evaluation of the lines, therefore, in an area of up to 50 nautical miles seawards is an absolute necessity,” says SAMSA’s senior radio surveyor, Koos Arnold. Ongoing rapid advancement in telecommunication technology requires constant monitoring and improvements of performance by existing infrastructure, or its replacement where it has become overtaken and rendered obsolete. Based at SAMSA’s southern region with offices

Maritime Review Africa FEBRUARY 2019

in Port Elizabeth, Arnold was part of a SAMSA team of officers dispatched late last year to go and conduct the testing and verification of the radio telecommunication infrastructure deployed along South Africa’s 3,200 km coastline. According to Arnold, who was the SAMSA team leader, the tests conducted by Telkom officials and verified by SAMSA officers involved no less than 2,000 individual point. The teams conducted hourly tests on Very High Frequency Bands of Digital Selective Calling equipment at three nautical miles seaward; same duration tests on VHF DSC – at 30 to 50 nautical miles seaward; random tests on Navtex and High Frequency as well as on receiving transmitted signals by Navtex Receiver on board the SA Agulhas, focusing on zero error rate per test message. Arnold confirmed that the total voyage distance undertaken was 2,390 nautical miles over 15 days. The voyage also provided a perfect opportunity for at least 48 deck and engine cadets to earn some valuable sea time.

He said the FSA framework consisted of five key steps, namely, identification of hazards, assessment of risks associated with the hazards, finding ways of managing the risks, analysis of the risk control options (RCOs), and deciding on the options to select. “The five-step process covers all aspects of safety analysis and suggests suitable safeguards against all major and minor areas,” Dakuku stated. According to Peterside the six fast intervention security vessels, which NIMASA leased under its maritime security strategy project, have had tremendous impact. The initiative helped to increase Port State Inspection by 10.53 percent in 2017; from 475 in 2016 to 525 in 2017. It also facilitated an upswing in Flag State Inspection, from 77 in 2016, to 98 in 2017 – representing a 27 percent increase. Commandant of the National Defence College, Rear Admiral Adeniyi Osinowo, also emphasised the importance of maritime cooperation among African countries, particularly in the Gulf of Guinea, saying this is key to their maritime security, safety and development.

SAFETY BRIEFS

Safety news and product reviews

Shining a light on

DECK SAFETY

Incident reports show that the impact of effective, efficient and consistent lighting on board a vessel and particularly on the deck area should not be underestimated. The movement of crew on deck can be significantly improved with the correct lighting – especially within the commercial fishing sector where the hazards of rough seas and unpredictable weather do not need to be exacerbated by bad lighting.

epending on the type of vessel, the deck is an area for work, embarkment, replenishment at sea, rescue or winching. All of these activities rely on adequate lighting to be undertaken safely and it is imperative that the installed lighting system operates in all weather conditions. As well as achieving a reliable and evenly distributed light output, it is also important for open deck areas to provide the correct light colours, light intensity and robust, stable light fixtures for long term reliability. Using the appropriate fixture material for the application is critical in order to ensure high robustness and a long operating life of the light fitting, resulting in minimal or zero downtime. Good visibility is critical to deck safety. On a fishing vessel or any other vessel where there are high levels of activity on the deck, it is vital for the skipper or officers to monitor the crew and deck hands. Accidents as a result of low visibility can easily be avoided through the pro-active installation of effective deck lighting. Apart from the obvious advantages for crew that are working on deck, it also improves monitoring of deck activity to identify and preemptively correct behaviour before it escalates to cause an incident. The choice of the correct illumination will ensure that vital operations can be maintained even during times of reduced natural light that may be caused by bad weather or during early morning and early evening operations. Informed choices around lighting durability as well as power and efficiency need to be made to ensure optimal results for the vessel and the crew. It is important to consider the following when procuring lighting solutions for open decks:

IP rating of 66/67 Mechanical strength Low maintenance Reduced power consumption Quality of colour “The introduction of LED lighting into commercial marine operations has provided serious improvements in deck illumination with improvements in terms of durability, quality of light and low maintenance requirements,” says Lindsay Weyer of C-Dynamics who represent Hella Marine in South Africa. LED lights provide a much whiter and cleaner light that provides improved colour rendering and results in better visual accuracy for the crew. By its nature, LED technology offers many advantages. It is not affected by abrupt temperature changes and can easily be sealed against contact with sea water. For vessels that travel across the globe and encounter significant ranges in temperature – it is important for the lights to be able to operate seamlessly across a wide ambit of temperatures. With no glass bulbs to shatter, they are more adept at withstanding the rough sea conditions often faced by commercial fishing vessels during operation. LED lights are more able to withstand shock and vibration due to the design of their diodes – which means that no additional vibration suspension is required. Easy installation with a variety of mounting options ensures flexibility of use as well as time savings. LED technology is constantly improving and it offers virtually maintenance-free lighting from difficult-to-access areas. Apart from these benefits of better lighting, longer operational life of the light provides improved operating cost for the vessel owner despite a higher initial outlay cost.

The LED’s lower energy consumption and maintenance costs ensure, however, that the price differential is quickly recovered. Noting the costs associated with installing LED technology, Weyer cautions that a vessel owner should select the best lamps available for the purpose. “Not all LED lights are created equal,” he warns highlighting ten things to consider when purchasing LED lighting:

Light output Beam angle Power consumption Colour temperature and Rendering Index

Thermal management Materials Sealing Electro Magnetic Interference Warranty Cost “The power saving and longer life span usually well offsets the initial price paid over the life time of the LED lamp. How well a LED lamp is designed, engineered and made will determine the eventual life span,” Weyer explains adding that the total cost of purchase, maintenance and efficiency, repair and replacement costs need to be considered before a purchase. “Astute purchasers prefer to pay for a quality lamp with increased output, efficiency, light patterns and a five-year warranty,” he notes. Improving safety, therefore, can be as simple as replacing deck lighting with high power LED boat lights that are cost-effective and produce higher quality light. Maritime Review Africa FEBRUARY 2019

SAFETY BRIEFS

Safety news and product reviews

Technology to improve search and rescue

mergency Position Indicating Radio Beacons (EPIRB) and Personal Location Beacons (PLB) have become indispensable for improving the search and rescue statistics associated with the maritime sectors. Despite the obvious benefits of using them, however, there has been a reticence amongst the operators of smaller fishing vessels to equip their crew and assets with these devices. While the associated cost may be one of the reasons for this, some are wary that the devices will be used to track their fishing activities for compliance purposes. Emphasising their desire to see no fishing-related deaths or incidents at last year’s Fishing Safety Indaba, the South African Maritime Safety Authority (SAMSA), indicated that a trial project to equip small vessels with portable identifiers was being undertaken. The project provided free devices to the industry with the proviso: use it or lose it. At the time of the conference, Captain Karl Otto of SAMSA’s Maritime Rescue and Coordination Centre (MRCC) said that usage in some areas was as low as 10 percent. As part of the project SAMSA received 1,500 Identifiers to help improve safety at sea for small fishing vessels. Valued at about R10 million, the project has seen SAMSA visiting fishing communities to roll out the units as well as provide instruction on how they should be used.

Differences between EPIRBs & PLBs

Although it is currently only a SAMSA recommendation to carry identifiers, it is their intention to work towards amending the Small Vessel Regulations to introduce the mandatory requirement to carry such devices. Otto says, however, that the Authority is aware that such a requirement would impact on the smallscale fishing sector where the funds to purchase this equipment may not be as readily available. From an international perspective, at a meeting of the IMO’s Sub-Committee on Navigation, Communications and Search and Rescue in January this year, draft performance standards for float-free EPIRBs were finalised. The performance standards include requirements for EPIRBs to be provided with an Automatic Identification System (AIS) locating signal and consolidate type approval provisions.

The most obvious difference between an EPIRB and a PLB is that the PLBs are designed to be carried on a person and are therefore much smaller. They are convenient to carry and, in some instances, are no bigger than a cellphone. PLBs are designed for land and sea, but do not generally have built in floating capability. This can, however, be rectified with the purchase of a flotational sleeve. Once activated, the PLB will transmit for a minimum of 24 hours. An EPIRB has a much longer battery life of at least double this. In addition, while a PLB is registered to a person, an EPIRB is registered to a vessel. This has obvious implications for the use of devices across vessels. While it is permissible to use a PLB on any vessel, the EPIRB cannot be moved from one vessel to another without changing the registration details.

ABOVE: The McMurdo FastFind 220 PLB is available from SMD Telecommunications.

SOURCE: Epirb.com

EPIRB MODEL COMPARISON MODEL

SIZE

ACR GlobalFix V4

A full-featured EPIRB loaded with high-efficiency electronics for performance you can count on. A protective keypad cover helps prevent false activation and the user-replaceable battery pack has a 10 year replacement interval. It also has an energy-efficient, four LED array strobe light and a new wrist strap for hands-free carrying in an emergency evacuation. 206 x 109 mm

ACR GlobalFix PRO

48 hours

ACTIVATION

Manual and automatic

OPERATIONAL TEMPERATURES

-20 to 55oC

WARRANTY

Five years

LOCAL AGENT

Viking Lifesaving

581 g

5 years

48 hours

Manual and automatic

-34 to 70oC

Five years

Viking Lifesaving

710 g

10 years

48 hours

Manual and automatic

-20 to 55oC

Five years

SMD Telecommunications

Their small and compact, totally sealed, and tamper proof design make these models the ultimate solution to meet the growing demand for smaller size EPIRB’s. The Simrad EG70 and EP70 meet IMO SOLAS requirements and can be offered with the latest GPS-technology as an option, and with float-free or manual release options. 340 x 128 mm

10 years

BATTERY LIFE

The McMurdo SmartFind G8 AIS includes 406MHz, 121.5MHz, AIS and GNSS (better known as GPS) to accelerate search and rescue. They feature flexibility and additional tracking capabilities demanded by maritime customers. This aims to reduce rescue times by combining the global location power of 406MHz with the localised rescue capacities of AIS. 422 x 104 x 103 mm

SIMRAD EP70

764 g

BATTERY REPLACEMENT

This beacon is equipped with an internal GPS that quickly and accurately relays your position to a worldwide network of search and rescue satellites, should you run into a boat emergency. Have peace of mind every time you head offshore knowing that the GlobalFix PRO EPIRB consistently takes the ‘search’ out of ‘search and rescue. 177 x 107 x 91 mm

McMurdo Smartfind G8 AIS

WEIGHT

680 g

Maritime Review Africa FEBRUARY 2019

5 years

48 hours

Manual and automatic

-20 to 55oC

Five years

MRAD

Safety news and product reviews

Future of emergency tow response

he long-awaited announcement by South Africa’s Department of Transport (DoT) to move ahead on a plan to secure coverage of the country’s coastline after the current contract with African Marine Solutions (AMSOL) ends was made at the beginning of February. As anticipated, the DoT intends to procure the design, build, finance, operation and maintenance of two Emergency Towing Vessels (ETV) in a Public Private Partnership Project. The ETVs will be procured as a public private partnership in accordance with Treasury Regulations 16. It is envisioned that bids will need to be submitted by some sort of partnership or joint venture between a shipyard and a vessel management company. And, given Operation Phakisa’s directive on localizing the shipbuilding sector, it will require a scramble by management companies to secure their preferred builder before someone else does. There is not much of a turn-around time to deliver bids in this qualification round which closes in mid-March. The DoT will short list bidders for further participation in the request for proposals stage of the procurement.

The Project is aimed at reducing the incidence of preventable marine casualties in South African waters. The two ETVs will need to exhibit required functionality to primarily operate as deep-sea emergency towing vessels for the purposes of protecting the South African areas of responsibility against marine pollution. BELOW: The current ETV on standby along the South African coast, the SA Amandla.

SAFETY BRIEFS

A smooth transition for merger

ince joining the Viking Group towards the end of last year, all of Norsafe shares were transferred across by October 2018 and their international production as well as training facilities integrated into a single network across the globe. Sharing similar values, the two Scandinavian-based companies were both family-owned for many generations and have both built a solid base of customers around the world. Approximately 800 Norsafe employees were integrated into the Viking Group, which includes a strong presence on the African continent. With over 28,000 lifeboats delivered to the shipping, offshore and military industries, and global coverage in more than 300 ports worldwide, Norsafe was firmly established as a lifeboat, fast rescue boat and davit manufacturer. Established in 1903, all of the company’s products are manufactured in accordance with the latest SOLAS requirements and are approved by the leading national and certifying authorities for both ships and offshore use. The integration of the two brands provides the maritime sectors with a network of more products, more services and more service locations. The Norsafe brand will retain its name, becoming VIKING’s strongest lifeboat brand. And the sales and service activities of the two companies will be brought together before the end of this year.

10 YEAR

NEW 406 GPS SATELLITE EPIRB

Highly visible LED strobe - Energy Efficient Internal 66 channel GPS - Fast cold start High efficiency electronics Performance you can count on Non-hazardous batteries - No shipping hassles Professional grade design Engineered, tested and built for years of abusive marine use Ergonomic, compact design; Smallest, feature-rich EPIRB available

www.ACRARTEX.com VIKING LIFE-SAVING Equipment (SA) (Pty) Ltd Cape Town • South Africa Maritime Review Africa Tel: +27 21 514 5160 • viking-sa@viking-life.com

FEBRUARY 2019

SAFETY BRIEFS

Safety news and product reviews

Will wearable technology make seafaring safer?

iscussing the impact of wearable technology on seafarers, ISWAN recently published an article that considerd the role that such technology could play at sea as well as whether it would provide benefits or potential problems for seafarers, shipping companies and the industry alike. Wearable technology is a blanket term for electronics that can be worn on the body, either as an accessory or as part of material used in clothing. One of the major features of wearable technology is its ability to connect to the internet, enabling data to be exchanged between a network and the device. The ability to both send and receive data has pushed wearable technology to the forefront of the Internet of Things (IoT). Now many are looking at shipping and pondering how performance and monitoring at sea can utilise the technology. An entire industry devoted to the development of applications that can work with wearable technologies has rapidly developed and caught on with a trend where people began seeking new personal insights through real time data collection – often expressed as big data analytics.

Activity trackers represented the first big wave of wearable technology to catch on with the help of social sharing. Then more robust tracking functions and processing power evolved. The technology is developing constantly and rapidly, from trackers and smart watches, we are now seeing smart clothing and even implantables, devices which are placed into bodies. Wearable technologies can provide companies with new opportunities, especially around data collection, monitoring and performance management. Though just how companies use the data gleaned from wearable technologies will have to sit alongside the views of as regulators and of how individuals seek to manage their privacy. How too, will this translate into shipboard life? This is where things get rather more complicated and need to be very carefully considered. From the seafarer’s perspective there will likely be concerns. Despite the explosion of the use of wearables, and the fact that working people are keen for their employers to play an active role in health and wellbeing, the uptake has remained stubbornly consistent. A study undertaken by PricewaterhouseCooper (PWC) found that people

Representing a brand leader for safe navigation

RAD, a Cape Town-based marine electronics company with over 20 years of experience in the market, recently concluded an agency agreement with Sealite to distribute and maintain their range of aids to navigation in South Africa and Namibia. “As a company, we are very proud to be able to take on such a quality brand which complements our existing product offering to the maritime sectors,” says Eddy Elschot of MRAD, adding that Sealite is a leader in its field. Looking at the needs of ports’ authorities regionally, Elschot emphasises the need to install and upgrade navigation lights and buoys in order to ensure compliance with international standards as well as allow for the safe navigation of vessels within ports. Sealite’s integrated solutions include medium and large-scale navigation buoys, solar

Maritime Review Africa FEBRUARY 2019

powered marine lanterns, electronic navigation, and port entry lighting systems. “Our primary focus for the region will be on breakwater and lighthouse lights,” he confirms while acknowledging the opportunities associated with the full range of Sealite products. “We will hold spares and some warranty lights for support as well,” he says adding that larger, more specific orders will be imported as required and to specification. Having already secured two large orders for various ports requiring specific types of lights, the MRAD team is upbeat about the future of the brand for Africa. According Elschot, the brand is also busy with projects in South Africa, Kenya, Liberia, Morocco, Sudan and Mozambique. He adds that there has been a steady growth within the African market over the last year and that opportunities look positive going forward thanks to a solid agent network.

are still reluctant to take a device from their employer and share their data. A lack of trust was cited as the primary reason for this. It is likely that seafarers would mirror this reticence and express similar concerns. PwC states that 65 percent of employees felt that technology has a role to play in their health and wellbeing, while 61 percent of employees are keen for their employer to take an active role in their health and wellbeing, and this rises to 73 percent amongst 18-34year olds. It was found that only 45 percent of employees felt that their employer does play an active role. In addition to the fact that many felt their employers weren’t engaging on health and wellbeing, 38 percent reported not trusting their employers to use the data they collect to benefit the employee. However, a rather surprising almost a quarter of employees who did not trust the employer would be willing to share data if there were sufficient incentive. Ashore, such incentives were quoted as increased pay or flexible working. Perhaps we are missing the point in expecting the current generation of seafarers to resist? The future of wearable technology is about just that, the future. According to PwC, 25 percent of people would be willing to have a chip fitted which could act as a passport, act as payment and monitor health. However, 70 percent of over 55 year olds resisted the idea. So, if there is a future for implantables, then it is in the younger generations of seafarers who are now coming through the ranks. The issue of wearables and of monitoring seafarers is a hugely important issue for the future, one which ISWAN members will have to wrestle with. Will the ability to monitor health and wellbeing outweigh privacy concerns? Will issues such as GDPR impact flag states and mean whole new layers of legislation, or mean more innovative and flexible innovations when it comes to regulation? So, we need to ask, will the technology make life better for seafarers? Will it mean safer, happier, more productive lives at sea? The challenge for the industry is to make shipping more productive, but that should not be to the detriment of seafarers. The potential is there, but so too are the risks.

Sealiteâ&#x20AC;&#x2122;s Revolutionary SL-300 Series Long range marine lantern with up to 21NM visible range

Test / Configure

T/C Lux D-N

Lux N-D

Read

3 6 9 Lux

Flash Code

Intensity

Battery Status

IR Programmer

Standard

Precision upper, mid & lower heat sink for improved LED service life

IR Programmer

UV-stabilised acrylic lens maintains performance over product life time

PC Configuration Tool

Optional

GSM

GPS Sync

GSM Monitoring

Marine grade epoxy coating inhibits corrosion

Name Type Latitude Longitude

RS232/422/485

RS232/422/485 Port

AIS

SL-300-1D5-2 SL-300-1D5-1

Small form factor for minimal wind loading & convenient handling Latest in LED technology Delivers a visible luminous intensity of up to 180,000 candelas Class leading, highly efficient, intensity to power ratio Advanced PC or IR programming for setup, diagnostics and testing Optional GPS synchronisation Optional GSM monitoring and control Serviceable life of 15 years Chosen by lighthouse authorities, worldwide

TEL: 021 559 4003 Email: info@mrad.co.za

www.mrad.co.za

200mm bolt pattern for ease of installation

MARITIME MEMORIES

By Brian Ingpen

RESPONDING TO

INCIDENTS By Brian Ingpen

AT SEA

e did not anticipate such a varied career when, as an 18-year-old cadet, he scrambled up the gangway of his first ship, Safmarine’s SA Vergelegen, in 1976, but he had a desire for the very different life offered to those serving in Safmarine’s salvage tugs and he joined the tug, John Ross as she towed the semi-submersible rig Pentagon 82 from a position off Brazil to Cameroon in 1980. During the 1970s and 1980s, several tankers reported structural damage or plating loss while rounding the Cape, particularly during winter. One of these was the laden 258,000 dwt VLCC Pacificos, that, in October 1989, reported hull damage.

With the ink on his Master’s certificate barely dry, Tate was the Mate aboard the tug Wolraad Woltemade when she hastened to sea from Cape Town, and made good time to reach the casualty the following day. The badly damaged tanker set course to steam slowly to calmer waters of the Mozambique Channel to undertake a ship-to-ship transfer of her oil cargo, with the tug escorting her northwards, into the strong, contrary Agulhas current. Only when most of the cargo had been transferred, did the salvage team realise the extent of the damage as a huge hole – about 20 metres by about 12 metres – had been revealed. Once the transfer operation had been

completed, Wolraad Woltemade escorted Pacificos back to Durban for temporary repairs. At that time, she was the widest vessel to have entered Durban harbour. Another berth

As that operation ended, good news came to Kevin Tate, who was commanded to take up command of Causeway Salvor. She was a small anchor-handling tug that had come into the combined fleet when Saftug and Land & Marine Salvage joined operations in 1986 to become Pentow Marine. Hardly had he settled in aboard his first full-time command than he was ordered to sea to tow into Cape Town the disabled fishing trawler Vera Marine. From Causeway Salvor in the Mozambique Channel in April 1992, Tate witnessed one of the most dramatic maritime incidents off the southern African coast. When the oil-laden decrepit tanker Katina P anchored north of Maputo, maritime officials boarded her to discover that she was in a perilous condition with a hole 25 metres by 12 metres in one of her cargo tanks. John Ross and Causeway Salvor were mobilised immediately. John Ross began to tow the stricken tanker as far from the coast as possible, and Causeway Salvor called at Durban to load fenders and equipment in case a ship-to-ship transfer of the oil was possible in the calm waters in the

As cracks had appeared in her deck, however, it was apparent that she could sink at any time. 40

Maritime Review Africa FEBRUARY 2019

The vehicle carrier Tigris Leader dropping the towing line after Smit Amandla, commanded by Captain Tate, had pulled her clear from the coast near Bakoven, on the Cape Peninsula’s Atlantic seaboard in 2007. Tigris Leader had suffered machinery failure and was in danger of grounding. Captain Tate signed the Lloyd’s Open Form to secure the salvage job. This was his third LOF signing, an unusual record as, for most salvage operations, the signing of the LOF is done by company officials. Photograph : Captain Kevin Tate

Mozambique Channel. As cracks had appeared in her deck, however, it was apparent that she could sink at any time. Before dawn on 26 April, the salvage team aboard Katina P were startled when a loud thud and shudder ran through the vessel as a bulkhead collapsed and she began to sink. The team hastily abandoned ship, and a few hours later, she buckled, her bow and stern pointed skywards. She sank with the emergency generator still running and the lights still burning in the after accommodation! Tate was ordered to keep Causeway Salvor in position to assess the movement and extent of the resultant oil slick. Also doing surveillance was the aircraft Kuswag 7 that, in those days, was permanently employed on coastal anti-pollution patrols.

By Brian Ingpen

Ice-capades

After umpteen operations aboard Causeway Salvor, Pentow Skua and Pentow Salvor Tate was appointed Master of the larger tug John Ross in 1997, interspersed with spells ashore preparing various company ISM manuals. Three years later he took command of the Antarctic research and supply vessel SA Agulhas for one of her annual voyages to Antarctica, following an ice trip as understudy. In June 2002, SA Agulhas was in her usual winter lay-up in Cape Town, machinery had been stripped down, electronics engineers were busy checking and renewing equipment and wiring, while the rest of the ship was also undergoing a thorough refit. On his way home from the ship on a cold evening, Captain Tate stopped at

MARITIME MEMORIES

his watering hole where he got the message to phone the office urgently. He was then instructed to proceed to the office immediately as his ship would be needed for an urgent mission. Back at the office, he learnt that the icebreaker Magdalena Oldendorff had become trapped in Antarctic ice and had provisions and fuel for about 30 days. The crew was recalled to ready SA Agulhas for a very unseasonal and hazardous mid-winter trip to provide stores and fuel to the trapped vessel.

Oldendorff if she could not be freed. With engineers working day and night to reassemble the plant, and contractors hurrying to finish their work, SA Agulhas sailed on her most dangerous mission â&#x20AC;&#x201C; deep into the ice in mid-winter.

The vessel was instructed to bring back scientists and non-essential crewmembers aboard Magdalena

Encountering 60-knot winds and 8 to 10-metre swells on the beam that caused serious rolling the ship was

ABOVE: Captain Kevin Tait with his collection of cuttings and memorabilia of an illustrious career.

Maritime Review Africa FEBRUARY 2019

MARITIME MEMORIES

ABOVE: Smit Amandla (right) takes over the tow of the LPG FPSO Saha from her sistership Wolraad Woltemade (commanded by Captain Ian Merriman) on 30 January 2005. Four years later, Wolraad Woltemade sailed to the shipbreakers in India. Photograph: Captain Kevin Tate

By Brian Ingpen

slowed as Tate had to tack across the swells. As visibility deteriorated closer to the ice passage, the threat of growlers grew, forcing a further reduction in speed. When an Argentine icebreaker that should have cut a way through the ice for SA Agulhas did not arrive at the ice edge as planned, Tate decided to go ahead with the mission citing favourable weather forecasts from three sources, and the assistance of a Russian ice expert. The decision was made in close consultation with the South African Air Force pilots. With no fuel for the helicopters aboard Magdalena Oldendorff, SA Agulhas would need to get within 200 nautical miles of the trapped ship to enable the two helicopters to reach her. But, for the rescue mission to be a success, it would require absolutely accurate navigation as well as pinpoint flying by the helicopter pilots, amid only four hours of daylight conditions. After eight flights spread over five days, interrupted by inclement weather, 89 people had been evacuated from Magdalena Oldendorff. Tate was instructed to head for Cape Town, where, on arrival, news helicopters were hovering, “Welcome to Cape Town,” filtered across the Victoria Basin from a minstrel band on No 2 Jetty where crowds of officials, family members and well-wishers were waiting. Everyone aboard the ship had played a vital role. Captain Tate and his bridge team had taken the ship to the Antarctic and back in the depths of winter, the first South African ship to do so; the engineers had kept the

Maritime Review Africa FEBRUARY 2019

machinery operational; the catering staff ensured good fare for all; the deck crew obviously did their bit to ensure the safe return of the ship and all aboard, while the air force pilots and their back-up team also did splendid work to ensure the helicopter operation went smoothly.

additional equipment from Walvis Bay and locally they set up camp on the beach. Nearby was a tiny fisherman’s cottage that the team rented, while the owner of a nearby restaurant enjoyed the windfall of regular meals and providing supplies for the salvage team.

Once the summer thaw had begun down south, Magdalena Oldendorff broke free, was refuelled by a Russian Antarctic supply vessel and by SA Agulhas that had made an earlier start to her polar programme to rendezvous with her.

The vessel had burnt out completely and was a constructive total loss. As the sea is relatively shallow at that point, refloating would have been costly and impractical. In an effort to prevent pollution in this pristine area, her fuel oil, lubes and other toxins needed to be removed urgently.

For his tireless efforts in command of SA Agulhas during this mission, and with the overall responsibility of the operation resting on his shoulders, Captain Tate and the helicopter flight crews were awarded the Russian Federation’s Medal for Bravery for Saving People’s Lives. From ice to fire

After a few more Antarctic trips, back to the salvage tug John Ross he went, completing a further 20 towing or salvage operations in command of the tug. He then moved into the world of towing master or salvage master on numerous projects in various parts of the world. He also commanded Wolraad Woltemade briefly, undertaking a short intervention assisting some scrap vessels rounding the Cape. In August 2012, the cableship Chamarel was returning to Cape Town from a cable repair operation off West Africa when a fire broke out in the accommodation. It spread quickly, acrid smoke forcing the crew to abandon ship, leaving the burning hulk to drift before the current. It ultimately went ashore in a remote position north of Henties Bay, Namibia. Tate was instructed to fly immediately to assume overall command of the salvage operation. He, Craig Erasmus and a team from Subtech arrived on the beach the following day. Near the beach lay the cable ship, with the fire still smouldering. Initially, the sea was too rough to allow boarding from an inflatable boat, but eventually, a small team scrambled aboard, rigged a jackstay from the ship to a tripod mounted on the beach, and began hauling equipment aboard. The team was soon supplemented by colleagues from the Netherlands. Using equipment brought from Cape Town and Rotterdam, and sourcing

For that operation, generators, pumps and a 100-ton bladder, (or dracone), had been sourced. However, lest the wreck should start to break up, the operation was time sensitive. Boarding by inflatable was generally not practical and it took too long to mobilise a team aboard using the jackstay and man-riding basket. The search began for a helicopter and an Alouette III helicopter was located in Port Alfred, a river mouth resort between Port Elizabeth and East London on South Africa’s east coast. The next day, the helicopter took off from Port Alfred, flown by Jimmy Campbell, who made some interesting refuelling stops, including one near Prieska in the Northern Cape and another outside Keetmanshoop in southern Namibia. At the latter, due to no fuel being available at the airfield, the helicopter landed outside the town and needed to be pushed to the nearby Total service station. There the attendants nonchalantly cleaned the windscreen and filled up – with diesel! As dusk descended, the helicopter landed noisily at their final destination. Pilot and co-pilot immediately opened the engine flap and removed the fuel filter, clogged with residue, perhaps the result of being flown on diesel! The aircraft was extremely valuable to the operation, moving men and equipment between the shore and the wreck, shortening the time markedly, although a makeshift level helipad had to be constructed aboard owing to the awkward list of the ship. The discovery of asbestos insulation aboard the ship halted oil removal operations temporarily until specialised protection gear arrived and the operation proceeded according to strict international regulations.

By Brian Ingpen

MARITIME MEMORIES

The 40-day operation was a most memorable task. On completion of the hard, tiring work of the pollutant removal phase, a two-man team commenced a “caretaking” phase monitoring the wreck. This consisted of trips each morning and evening up and down the long beach to check for signs of pollution, interspersed with quiet evenings along the desert coast or among the dunes. The caretaker team left when the final phase was awarded to a wreck removal company. International response

Tate’s latest major salvage operation was that of Maersk Honam, the mega-containership that caught fire in the northern Indian Ocean in March 2018. For several days the fire raged through the ship, destroying all containers and cargo forward of the accommodation, and seriously damaging the accommodation block. Flown from Cape Town to Salalah, Oman, Tate met up with a combined Smit/Svitzer salvage team from The Netherlands flown in with equipment on a specially chartered jet. He was deployed initially as the On Scene Commander (OSC), and, with three fire-fighting tugs in attendance, the fire was brought under control so that only hotspots remained under the debris in the forward holds. For the stern-first tow through the Hormuz Strait and subsequent anchoring off Jebel Ali, Tate assumed the role of Senior Tow Master and transferred to the towing tug. After Maersk Honam was anchored off Jebel Ali - just under two months from initial deployment - Tate took over as OSC again until he was relieved by Richard Robertson from the Smit Cape Town team. Apart from the huge financial loss, serious damage to the ship and the hazardous environment in which the salvage team worked, the harrowing human side to this incident was the search for four missing crewmembers. Eventually three bodies were found but sadly there was no sign of the missing South African crew member aboard the vessel. These are only some of the wide range of operations that have formed the life-work of Captain Tate. Scores of other maritime assignments, salvage and towing operations, including some remarkable work in the North Sea and elsewhere, are recorded meticulously in piles of files at his home. For each

ABOVE TOP: En route from China to Rotterdam under tow, the barge Margaret, carrying 11 other barges and two floating docks, broke free from the tug during severe weather. Driven by the gale force wind and heavy seas, the barge drifted ashore at Jacobsbaai, north of Saldanha Bay. Appointed to undertake a wreck removal project, a team from Smit began a very difficult and dangerous operation during which one of the team was killed in a fall on board. To free six of the barges, some of the lower barges were sacrificed, and with the explosion shown here, the six slid into the sea and were salvaged. Photograph: Glenn Kasner Rigging the line to assist with the transfer of fuel from the cable ship Chamarel, wrecked about 30 kilometres north of Henties Bay, Namibia, in 2012. She had drifted ashore after being gutted by fire that forced her crew to abandon her. Photograph: Captain Kevin Tate

operation to have been a success – often measured in terms of the prevention of environmental damage – teamwork, enormous resourcefulness and long, tiring hours of hard, manual labour were necessary. At the conclusion of his successful, varied and interesting career, Captain Tate readily pays tribute to his incredible mentors, both ashore and at sea. “Captains Okke Grapow, Pim Zandee, Dai Davies and Dave Main gave me guidance and in some cases huge lati-

tude to play with. Huge contributing factors were also the tug masters I sailed under, my shipmates and fellow project team members,” he says. Hopefully, the towing and salvage operations with which he has been associated – and other work undertaken by South African tugs and salvage crews – will be set out soon as a permanent public record of the outstanding achievements of those intrepid tugmasters, their shipmates and the back-up teams ashore.

Maritime Review Africa FEBRUARY 2019

BUYERS’ GUIDE

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Maritime Review Africa FEBRUARY 2019

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Services +

1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Launch and Recovery System

Kongsberg Maritime South Africa: Tel +27 21 810 3550 Marine Solutions: Tel 021 511 0843; Email barry@marinesolutions.co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231

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

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

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

◊ Lifting Equipment

◊ Rope

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za 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: Tel 021 527 7040; Email enquiry@allsurvey.co.za 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 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com

◊ Mooring Systems

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Grindrod Marine Services Dbn: Tel 031 274 4700; Fax 031 205 9023 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Net Handling Equipment ◊ Portholes

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 ◊ Rock Hoppers

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ◊ Rope, Fibre

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511

◊ Rotachock

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

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Swell Compensators

Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Winches

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za ◊ Winch Control Systems

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

Products and services ◊ Winch Couplings

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 ◊ Winches, Sales, Repairs

EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com

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

Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com ◊ Emergency Locating Equipment

SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com ◊ Escape Route Signs

Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com ◊ Fire Equipment Signs

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com ◊ Food Rations, Life ackets

tna@viking-life.com

◊ Anodes

◊ Lifeboat Builders

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com

Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com List your company s details here ◊ Liferaft Service

Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com ◊ Rescue Craft Davits

Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com ◊ Safety Signs

Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com Viking Life-Saving Equipment (SA) Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com

◊ Au iliary Gensets

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Barloworld Power: Dbn Tel: 031 000 0050; Cpt Tel 021 959 8200 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Bow Thrusters

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Compressor High Pressure

AI : Tel 021 905 4814: Email info@airr.co.za ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za ◊ Control Cables

SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

◊ Security Cameras

◊ Couplings

adio Holland: Tel 021 508 4700; Fax 021 508 4888

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

ENGINE ROOM AND PROPULSION GEAR / SERVICING ◊ Ad ustable Mounting Chock

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

BUYERS’ GUIDE

Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 ◊ Diesel Generator Sets

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online. co.za Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Engines

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 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 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online. co.za Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 ◊ Engine, Gearbo & il Coolers

SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za ◊ Engine & Gearbo Controls

Barloworld Power: Dbn Tel 031 000 050; Cpt Tel 021 959 8200 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za

Maritime Review Africa FEBRUARY 2019

BUYERS’ GUIDE

Products and services

◊ Engine Starting Systems

rod.com

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

◊ Generators

◊ Fresh Water Generators

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Fuel & Lubrication il Treatment

Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Gearbo Sales

Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Gearbo Spares, Repairs

Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ General Engineering Repairs

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za 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 021 447 0536; Web www.ebh.co.za Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrind-

Maritime Review Africa FEBRUARY 2019

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online. co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Governors

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Konsberg Maritime South Africa:Tel +27 21 810 3550 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za ◊ No

les

SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com ◊

il Coolers

Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za ◊

ily Water Generators

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za ◊

ily Water Separators

SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Pitch Propeller Repairs

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Pneumatic Engine Control Repairs

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Propeller Repairs, Systems

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206

Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.zaAtlatech: Tel 021 425 4414; Fax 021 419 8367 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

801 0898; Fax 086 219 0206 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

◊ Propellers

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

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 ◊ Propulsion Systems

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 ◊ Spare Parts

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 AI : Tel 021 905 4814: Email info@airr.co.za ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 02 959 8200 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Steerable Thrusters

African Marine Propulsion: Tel 021

◊ Spur Net Cutters

◊ Turbochargers

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za DCD Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊

alves

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Water ets

SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Is your company listed here

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

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

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

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

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

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

African Maritime Services: Tel 021

BUYERS’ GUIDE

Products and services 510 3532; Fax 021 510 3530

◊ Automatic Steering

◊ Trawl Floats

Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine adio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886

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

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

List your company s details here ◊ Winches, Sales & Repairs

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za

◊ Autotrawl Systems

◊ Cannery Equipment

Marine adio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

List your company s details here

◊ Compasses

◊ Chillers

Marine adio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

FISH PROCESSING EQUIPMENT ◊ Blast Free ers

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za ◊ Cutting Machines

List your company s details here ◊ Filletting Machines

List your company s details here ◊ Fishmeal Plants

SAMD (Beele Engineering): Tel 021 788 2212 ◊ Free ers

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za ◊ Ice Makers

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za ◊ RSW Plants

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

List your company s details here

NAVIGATION COMMUNICATION AND ELECTRONIC EQUIPMENT / SERVICING ◊ Antenna Instruments

◊ Computer Systems & Equipment

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine adio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Electronic Charts & Plotters

SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com ◊ Electronic Equipment

C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine adio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com ◊ Electronic Surveillance

Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine adio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Fish Finding Equipment

Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 adio Holland: Tel 021 508 4700; Fax 021 508 4888

SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Gyros

Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Maritime Communication Equipment

Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine adio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 ◊ Navigation Equipment

C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Precise DGPS Positioning

Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine Data Solutions: Tel 021

Maritime Review Africa FEBRUARY 2019

BUYERS’ GUIDE

Products and services

386 8517; Fax 021 386 8519 Marine adio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Radar Sales, Repairs

Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Email tna@viking-life.com

C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine adio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886

◊ Telecommunications

◊ Radio Remote Control

List your company s details here ◊ Radio Sales, Repairs

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za

Maritime Review Africa FEBRUARY 2019

PROFESSIONAL & SPECIALISED SERVICES ◊ Acoustic Surveys

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

Hulamin (Pty) Ltd: Tel 021 507 9100; Fax 021 534 2469 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Attorneys Maritime Law

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

◊ Bulk Terminals

◊ Enviromental Services

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

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

◊ Classi cation Societies

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: Tel 021 527 7040; Email enquiry@allsurvey.co.za Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine adio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 TETA: Tel 021 531 3064; Fax 021 5313063

◊ Ferry Services

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 ◊ Fisheries Research

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Anchor Environmental: Tel 021 701 3420; Email admin@anchorenvironmental.co.za Marine adio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 ◊ Harbour, cean Towage

SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895

◊ Consultants

◊ Heavy Lift

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Atlatech: Tel 021 425 4414; Fax 021 419 8367 shore Maritime Services: Tel 021 425 3372; Fax 021 425 3379 Sturrock Grindrod Maritime: Tel 021 405 8200; email info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

◊ Consulting Engineers

◊ Inspection & Testing Services

Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Laser Alignment

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

Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 shore Maritime Services: Tel 021 425 3372; Fax 021 425 3379 ◊ Logistics

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za

Sturrock Grindrod Maritime: Tel 021 405 8200; email info@sturrockgrindrod.com

◊ Crew Transport Services

◊ Marine Surveyors

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

shore Maritime Services: Tel 021 425 3372 Fax 021 425 3379 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

◊ 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: Tel 021 527 7040; Email enquiry@allsurvey.co.za Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

◊ Maritime Training

Konsberg Maritime South Africa:Tel +27 21 810 3550 Marine adio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Marine Solutions: Tel 021 511 0843; Email barry@marinesolutions.co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 adio Holland: Tel 021 508 4700; Fax 021 508 4888 Sea Safety Training Centre: Tel 022 742 1297; Fax 022 742 1365 Unicorn Training School: Tel 031 274 4770 Fax 031 5578 ◊ Naval Architects

SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

Products and services ◊ Net Monitoring

◊ Spares Procurement

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

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

◊

nsite Machining

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ P & I Club Representatives

Bowman Gil llan: CPT Tel 021 480 7811; Fax 021 424 1688: DBN 031 265 0651; Fax 086 604 6318 ◊ Personnel Agency

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Pro ect Management

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Marine adio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

Unicorn Training School: Tel 031 274 4770 Fax 031 5578 Is your company listed here ◊ Superintendent Marine

◊ Diaphragm Pumps

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za Sturrock Grindrod Maritime: Tel 021 405 8200; email info@sturrockgrindrod.com

AI : Tel 021 905 4814: Email info@airr.co.za ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za

◊ Surveyors, Hull, Machinery

◊ Fresh & Sea Water Pumps

SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

◊ STCW

Training

◊ Tailshaft Surveys

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Technical Documents

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

SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Marine adio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Marine Solutions: Tel 021 511 0843; Email barry@marinesolutions.co.za adio Holland: Tel 021 508 4700; Fax 021 508 4888 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Ship Management

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Sturrock Grindrod Maritime: Tel 021 405 8200; email info@sturrockgrindrod.com ◊ Ship Registration

◊ Bilge Pumps

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com

◊ Salvors

◊ Seabed Surveys

quiry@allsurvey.co.za adio Holland: Tel 021 508 4700; Fax 021 508 4888

◊ Towage

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 shore Maritime Services: Tel 021 425 3372; Fax 021 425 3379 Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 ◊

essel Purchase Sales

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za ◊ essel Management, Crew supplies, Maintenance Planning

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 adio Holland: Tel 021 508 4700; Fax 021 508 4888 Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za

PUMPS ◊ Ballast Water Systems

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI: Tel 021 527 7040; Email en-

◊ Fish Pumps & Hoses

SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

◊ Marine Pump Sales

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Pumping Services

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Pumps

AI : Tel 021 905 4814: Email info@airr.co.za ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793

BUYERS’ GUIDE

SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Pump Sales & Service

AI : Tel 021 905 4814: Email info@airr.co.za ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Hytec Cape: Tel 021 551 4747; Fax 021 551 2575 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 0836 ◊ Spare Parts

AI : Tel 021 905 4814: Email info@airr.co.za ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com Is your company listed here

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

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Battery Charges & Inverters

C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

Maritime Review Africa FEBRUARY 2019

BUYERS’ GUIDE

Products and services

◊ Battery Management

C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Boat Builders

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Hulamin (Pty) Ltd: Tel 021 507 9100; Fax 021 534 2469 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Boiler Cleaning

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za 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 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Boiler Repairs

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za adio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Corrosion Control: Tel 021 510 1659 Fax 021 510 1481 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Cleaning

Maritime Review Africa FEBRUARY 2019

Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659 Fax 021 510 1481 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Cold Metal Repairs

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Compressors

AI : Tel 021 905 4814: Email info@airr.co.za ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za ◊ Corrosion Prevention

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659 Fax 021 510 1481 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Cutless Bearings

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Diving Services

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Atlatech: Tel 021 425 4414; Fax 021 419 8367 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Are you listed in the Buyers Guide

◊ Drydocking

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Atlatech: Tel 021 425 4414; Fax 021 419 8367 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com Sturrock Grindrod Maritime: Tel 021 405 8200; email info@sturrockgrindrod.com ◊ Electrical & Mechanical Repairs

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021 511 8201; Email jdejongh@seascapemarine.co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Electrical Cable Support Systems

DCD Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Electrical Installations

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za 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 021 447 0536; Web www.ebh.co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 adio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Electrical Motor Repairs

ASI: Tel 021 527 7040; Email en-

quiry@allsurvey.co.za Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ E plosion Proof Equipment

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Konsberg Maritime South Africa:Tel +27 21 810 3550 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Fabrication

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za ◊ Gritblasting

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Atlatech: Tel 021 425 4414; Fax 021 419 8367 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659 Fax 021 510 1481 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Gritblasting Equipment

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Corrosion Control: Tel 021 510 1659 Fax 021 510 1481 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ H AC Systems

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za E. .A.S.E.: Tel 021 949 8955; Fax 021 946 3178 ◊ High ltra Pressure Water etting

Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Hold Tank Cleaning

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Atlatech: Tel 021 425 4414; Fax 021 419 8367

Products and services EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659 Fax 021 510 1481 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Hull Blasting & Painting

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Hull Cleaning

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659 Fax 021 510 1481 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 ◊ Hydraulic Systems & Equipment

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

co.za ◊ Marine Airconditioning

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za E. .A.S.E.: Tel 021 949 8955; Fax 021 946 3178 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Marine Coatings

EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Corrosion Control: Tel 021 510 1659 Fax 021 510 1481 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SAMD (Beele Engineering): Tel 021 788 2212 ◊ Marine PS Inverters

C Dynamics International: Tel 021 555 3232; Email Lindsay@c-dynamics.co.za Konsberg Maritime South Africa:Tel +27 21 810 3550 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Pipe Fittings Pipes

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Refridgerated Dryers

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

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

◊ Hydroblasting

◊ R

Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659 Fax 021 510 1481 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

Marine Solutions: Tel 021 511 0843; Email barry@marinesolutions.co.za

◊ Insulation

◊ Ship Conversions

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards.

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za

Services

◊ Rudder Repairs Surveys

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za

SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Ship Painting

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 Konsberg Maritime South Africa:Tel +27 21 810 3550 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊ Steel Works

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Steering Gear, Repairs

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Stern Bearings

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Sterngear

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Seascape Marine Services: Tel 021

BUYERS’ GUIDE

511 8201; Email jdejongh@seascapemarine.co.za ◊ Stud Welding

EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Subsea Electronic Engineering

Marine Solutions: Tel 021 511 0843; Email barry@marinesolutions.co.za ◊ Tank Cleaning Sludge Removal & Disposal

African Bunkering and Shipping: Tel 031 579 2532 ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Atlatech: Tel 021 425 4414; Fax 021 419 8367 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za Graco Distribution BVBA: Tel +32(89)770 700: Fax +32(89)770 793 SA Corrosion Control: Tel 021 510 1659 Fax 021 510 1481 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za ◊ Tank Blasting & Coating

ltrasonic Cleaning

SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com ◊

nderwater Hull Cleaning

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za ◊ nderwater Welding Repairs

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 021 447 0536; Web www.ebh.co.za SA Shipyards: Tel 031 2741800;

Maritime Review Africa FEBRUARY 2019

BUYERS’ GUIDE

Products and services ◊

nderwater Systems

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Marine Solutions: Tel 021 511 0843; Email barry@marinesolutions.co.za SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 ◊ Welding Repairs

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

◊ Crew Changes

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

AI : Tel 021 905 4814: Email info@airr.co.za SABT (Pty)Ltd: Tel 021 551 9588; Email bunkers@sabunker.com

◊ Launches, Helicopters

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895 ◊

ffshore Rig Supply

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 SABT (Pty)Ltd: Tel 021 551 9588; Email bunkers@sabunker.com

◊ il Pollution Abatement Cleanup

Email charlesm@sa-shipyards. co.za Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

Maritime Review Africa FEBRUARY 2019

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 SA Corrosion Control: Tel 021 510 1659 Fax 021 510 1481

◊

il Pollution Equipment

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za SA Corrosion Control: Tel 021 510 1659 Fax 021 510 1481 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 ◊

il Spill Prevention its

ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za SA Corrosion Control: Tel 021 510 1659 Fax 021 510 1481 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 ◊ Ship Chandlers

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 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 AI : Tel 021 905 4814: Email info@airr.co.za ASI: Tel 021 527 7040; Email enquiry@allsurvey.co.za Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 2741800; Email charlesm@sa-shipyards. co.za SGM Marine Tech: Tel 021 831 7600 email info@sturrockgrindrod.com

MARITIME REVIEW AFRICA

MEDIA PLATFORMS 2019 PUBLISHED BY: More Maximum Media

PO BOX 3842 | Durbanville | 7550 | Cape Town | South Africa Tel: +27 21 914 1157

PRINT/DIGITAL

DIGITAL

Magazine

Buyers’ Guide

Newsletter

Distributed every second month, the print magazine will focus on a specific theme in each issue and provide indepth analysis, opinion and updates. Content will have a longer shelf life than simple news items.

Distributed via the print magazine as well on our digital platforms, the Buyers’ Guide is a listing of companies that provide specific products and services. These are grouped according to categories and direct links to companies’ website will be provided.

Distributed every Wednesday, the Newsletter will focus on the immediacy of news updates as they happen in the industry. Longer articles will be linked to the website. The newsletter will include featured events.

DISTRIBUTION: Post, events, digital (Issuu & website).

DISTRIBUTION: Email, social media, website.

DIGITAL

Tender Update

News Roundup

Website

Distributed every Tuesday and Thursday, the Tender Update will feature maritime-related tenders from across the continent as well as selected job opportunities. The aim is to foster African maritime growth via access to information.

Distributed at the end of every month, the Digital News Roundup will also be available for download from our website. The Roundup will feature news from the month that is indexed and available for reference purposes.

DISTRIBUTION: Email, social media.

DISTRIBUTION: Email, social media

SOCIAL MEDIA FaceBook

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YouTube

EVENTS

Our website is currently being reengineered to become a one-stopshop of maritime information.

LINKS & RESOURCES: News, research, photos, people, buyers guide, back issues, events, resources and more.

We understand the importance of events as a platform to network and discuss issues within the industry, but also understand the frustration of the industry who have become inundated by requests to attend and/or sponsor too many events on the calendar. As such we will aim to partner with carefully selected events to both distribute the magazine at as well as report on. In addition, we host a few events of our own including the SOUTH AFRICAN MARITIME INUDSTRY AWARDS as well as the world’s only MARITIME SCRABBLE TOURNAMENT.

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IF YOU MAKE YOUR LIVING ON OR FROM THE SEA - THIS IS THE MAGAZINE TO READ

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