Maritime Review Africa February 2017 by More Maximum Media

FEBRUARY

2016

ON BOARD

CONVERTED VESSEL GETS NEW LEASE ON LIFE

MADIBA 1 Originally built for service in the West African offshore oil sector, the Madiba 1 has been refurbished and converted into a highly efficient ferry for the Robben Island service

FEATURE:

MARINE ENGINES ON THE COVER

CONNECTING THE DOTS

Wärtsilä aims to raise the bar for fuel efficiency and flexibility. Their range of engines help reduce costs and emissions - thereby connecting all the dots for improving vessel owning and operating profits. Read more about the Wärtsilä 31 in the Marine Engine Feature in this issue.

LAW FEATURE:

Overhauling South Africa’s Maritime Legislation

MARITIME REVIEW AFRICA EDITOR: Colleen Jacka editor@maritimesa.co.za SUB-EDITOR: Natalie Janse natalie@maritimesa.co.za ADMIN & ACCOUNTS: Lesley Jacka admin@maritimesa.co.za ADVERTISING SALES: INTERNATIONAL & NATIONAL admin@maritimesa.co.za 021 914 1157 021 914 3742 WESTERN CAPE Louise Hyam capesales@maritimesa.co.za 082 881 7099 CONTRIBUTORS: Shaheen Moolla, Claire Attwood, Brian Ingpen, Kgomotso Selokane, Michael Heads, John Gentz, Carol Holness. LAYOUT & DESIGN: Marilise Engelbrecht design@mmmmmedia.co.za

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

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

Published by More Maximum Media

CONTENTS COLUMNS

• South Africa: A safe haven for ships

FISHY BUSINESS 06 Shaheen Moolla addresses the current controversy surrounding the hake inshore trawl fishery that was suspended by an urgent court interdict by Viking Fishing against the Department of Agriculture, Forestry and Fisheries. THROUGH THE LENS 10 Claire Attwood delves into the marathon court case involving fish factory owners, skippers, fisheries inspectors and fisheries monitors that came to a conclusion late last year and that highlights some pertinent legal and management themes that need to be addressed. TAKING B-BBEE ON BOARD 13 In this issue Kgomotso Selokane addresses the issues of transformation through ownership and equity. She highlights the need for more participation by Black women and highlights the need to focus on actual economic benefits that flow to Black beneficiaries. MARITIME MEMORIES 42 Brian Ingpen speaks to Roger Pawley about his long history in the maritime industry that eventually lead him to the Cape Peninsula University of Technology where he became a towering figure in the maritime training sector before retiring recently.

• Insurers call for combined action to improve fire fighting on ships • Cape Town to host IUMI conference • Overhauling South Africa’s Maritime Legislation: Where are we? • Nigeria needs to revisit obsolete maritime laws • Navigating through 2017 likely to be volatile for shipping sectors • Understanding two sides to the story

MARINE ENGINES AND PROPULSION 22 • Cover story: Connecting the dots • Record breaking engine • Major milestone in engine production • Setting sights on the African market • Low running costs for naval power • Innovation is key to keep engines running • Compact diesel engine debuts in Düsseldorf • Mitigating against the risks of engine room fires • Fit for the marine market • Next generation gasoline engine revealed • Penetrating the newbuild sector in Africa • Offering technology to support development in Africa • Experts to discuss combustion technology • Engineers remain vital to vessel efficiency

ON BOARD

MARITIME NEWS

MADIBA 1 31 She may not have been intended for operation in the Port of Cape Town, but the Madiba 1 certainly sets a new standard for marine tourism platforms operating out of the harbour. Built in South Africa originally for a client in the offshore oil sector, the vessel has undergone some significant changes to convert her into a passenger ferry ostensibly for the route between Cape Town and Robben Island.

AFRICAN NEWS • Maydon Wharf reconstruction reaches another milestone

• Spotlight on port app • RoPax ferry for Africa • Maritime briefs • IMO interacts with Africa • Ivory Coast to receive eight new pontoons • Productivity training for Angolan fishermen

FEATURES

• Liquid Bulk Terminal Operator for Ngqura

MARITIME LAW AND INSURANCE 15 • Cabinet sends Maritime Transport Policy for public comment

• Nigeria seeks to combat port corruption competitiveness • Two new LPG vessels to address LPG shortages

ON THE COVER As an engine and genset supplier, Wärtsilä is keenly focusing on collaboration with shipyards, shipowners as well as policy makers; and is working with local stakeholders to bring modern technology to the continent in an informed manner. “Wärtsilä is working far beyond just its core market as an engine manufacturer and this

bodes well for Africa,” says Greg Davids of USG Advisory Services, Business Development, partner to Wärtsilä in South Africa. “It’s all about connecting the dots and meeting the needs of our clients,” he says explaining that the way forward is to ensure profitability for the shipowner or operator through flexibility,

• Maritime briefs • Fifth tug launched in newbuild project • Supporting port development in Tanzania • Mooring buoys for Mombasa • Delivering an experience in maritime safety • South Africa commemorates the lives lost on SS Mendi • Completed dredging project increases Maputo port capacity

INTERNATIONAL NEWS 44 • New report confirms positive economic trends in EU fishing fleet • Fatigue report highlights problems of stress and motivation on seafarers PEOPLE AND EVENTS NEWS 45 • Annual Navy camp inspires youth • Top performance award for Richards Bay • Nigerian appointed as IMSO Chairman • Celebrating a milestone with ambitious plans for the future • Nigerian authority redeploys directors • Prize giving recognises achievements of Sea Cadets • Appointment at Chevron Africa • New Transport Minister visits Abidjan port • Introduction to the board

51 48

• Farewell marks new beginnings

GREEN MARINE NEWS AND UPDATES • BCC aims to become self-funded

• Ghana increases fines for IUU fishing • Discounts on port charges offered for environmental performance • Green warrior: A chemical attraction to the ocean • Spotlight on African-Asian wildlife crime

34 efficiency and environmental compliance. These international priorities cannot be overlooked on the continent and Davids says that Wärtsilä is actively engaged to assist by providing products as well as technical expertise based on its 182 years of history in the engine manufacturing arena. See full story on page 22.

FEBRUARY 2017

• Workshop aims to unlock sheries potential for Kenya and Tanzania

Comments from the editor

COMMENT

EXPRESSIONS

At a recent function hosted by African Marine Solutions (AMSOL), the Chairman of the Board, Dr Iraj Abedian, addressed the topic of corruption briefly in his speech, highlighting how it has become a global cancer of almost epidemic proportion.

ver the last few months I have had increasingly more off-the-record conversations around this topic and it seems that it would be extremely naive to believe we can avoid the very real need to find a proper disruptor to this trend – and start being brave enough to address it more openly. Vietnam may have hit upon something. Although rather extreme, international media reports have confirmed that two executives have been sentenced to death for embezzlement relating to shipping deals between 2006 and 2008. “The People’s Court in Hanoi found the former employees of shipbuilder Vinashinlines (Vinashin Ocean Shipping Company), Giang Kim Dat and Tran Van Liem, guilty of embezzling more than US$11.3 million, which led to the collapse of the state-run firm,” reports Port Technology. Others implicated in the scandal received various prison sentences for their role in forcing the company into near-bankruptcy. Meanwhile, in Nigeria, a court is hearing how Major-General Emmanuel Atewe paid Winners Chapel, a church owned by Pastor David Oyedepo, N35 million of the N19.7 billion stolen from the Nigerian Maritime Administration and Safety Agency (NIMASA). The case, which has been adjourned until March, includes 22 charges against the accused who is alleged to have conspired to use seven companies to defraud NIMASA of the almost N20 billion. The Managing Director of the Nigerian Ports Authority, Hadiza Bala Usman recently came out strongly against corruption in the ports and, as a member of the Presidential Advisory Committee on Anti-Corruption, was part of the decision to move the Committee to offices within the Ports Authority. Having identified Nigeria as one of the most challenging countries to do business, the Maritime Anti-Corruption Network (established in June 2012) has been working in the country to reduce requests for facilitation payments, extortion, harassment and

Maritime Review Africa FEBRUARY 2017

threats of violence. In January Damen Shipyards in Netherlands were subjected to an office raid by Authorities, while in March last year, they were debarred by the World Bank for 18 months after it was revealed that they failed to disclose that an agent had been paid in a tender to supply a fisheries patrol boat under the West Africa Regional Fisheries Programme. According to the Anti-Corruption Digest, the executive director of a Singapore-based shipping operator was arrested in December on suspicion of corruption. Closer to home, remember how six global shipping companies were also faced with the arrival of authorities in a search and seizure operation in September last year. The Competition Commission was acting on suspicion that Hamburg Sud South Africa, Maersk South Africa, Safmarine, Mediterranean Shipping Company, Pacific International Line South Africa and CMA CGM Shipping Agencies had engaged in collusive practices to fix rates on shipments between Asia and South Africa. But the line of corruption has not been irrefutably drawn; it does not only relate to kickbacks, bribes, facilitation payments and collusion – it haunts us as fruitless and irregular expenditure in government departments too. Here the South African Maritime Safety Authority (SAMSA) has come under the spotlight and saw the resignation of the Chief Financial Officer last year following the outcome of a forensic report, which the Transport Parliamentary Committee has asked to see in a session in October last year. In a push-back against this scourge, Maersk announced in November last year that they were taking the “fight against corruption into the classroom” in the form of a new course at the World Maritime University in Malmo, Sweden. According to the press release from Maersk, many of the students who attended the course work in maritime authorities within “high-risk countries” and were willing to share experiences. One student revealed

that in his country there were thousands of ghost employees on public payrolls, while another relayed that his family had been threatened because he refused to use company funds to pay for a manager’s holiday. While it is certainly laudable and encouraging that such training exists, it is a sad indictment on human nature that most of us believe that it’s almost impossible to eradicate corruption. In Maersk’s press release on the corruption course, they predict that it will take many years to have a successful impact on curbing corruption, but they emphasise that being silent “is not the way” forward. It’s clear, however, that the problem is a complex one. And it wont be as effortless to solve as simply equipping people with knowledge. Corruption, collusion and fraud are, dare I say, business-as-usual for vast areas of the business world. It is disheartening, but if the anecdotes coupled with real evidence are to be believed, the disease is closer to each and every one of us than we may wish to know. And I guess we all need to look at our everyday business practices to see if we are blurring the line on any level in what we consider acceptable versus corrupt. Colleen Jacka, editor

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

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

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DEEPLY DEVOTED TO THE MARITIME COMMUNITY

EXPRESSIONS

Quay quotes

KEEL HAULED

APPLAUD

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

Applaud The International Maritime Organisation for developing a child-friendly website (www.kids.imo.org) that includes specially-commissioned animation showing how IMO works to protect the marine environment and the atmosphere.

Keelhauled Pranksters who released red flares at sea in January resulting in the National Sea Rescue Institute (NSRI) spending four hours searching for non-existent people in distress at sea.

ADVERTISERS’ INDEX African Maritime Services

AMSOL

13, 21

Barloworld

IBC

Durban Summit

Durban University of Technology

Intermodal Africa

Mvano Marine

Nautical Institute

Nova Marine

P&I and Associates

15, 17

Peninsula Power Products

SAMIC

Sea Safety Training Group

Seascape

25, 27, 29

Servest

SMD Telecommunications

Wärtsilä

OFC, 23

Maritime Review Africa FEBRUARY 2017

QUAY QUOTES 08 “I am of the view that Viking’s application should fail. Can a court compel the executive to exercise a discretion amounting a privilege in favour of certain specific persons?,” writes Shaheen Moolla.

Who is saying what in the maritime industry

tinue to struggle to reach the levels required to ensure commercial viability, while consolidation will remain the buzzword in the liner trades.,” says Richard Greiner, Moore Stephens Partner, Shipping & Transport.

“There was no remorse and there was a lack of will to understand. All 12 were adamant that they’d done nothing wrong, even after all these years. To me that’s an indication of where we are as a society,” says state prosecutor, Louis van Niekerk.

22 “Africa’s coastal countries are all working to maximise the ocean economy and will soon require additional marine platforms such as patrol vessels, fishing vessels, research vessels and tugs,” states Greg Davids of USG Advisory Services, Busi- ness Development, partner to Wärtsilä in South Africa.

11 “Without a clear understanding on the part of skippers, boat-owners and fish processors of the importance of complying with regulations, and accurately reporting catches, it is likely that organised IUU fishing will continue to occur in the offshore fisheries,” writes Claire Attwood.

24 “The African coastline provides its own challenges with rough seas, and also tight manoeuvring within harbours and between vessels,” states Vice President of Power, Oil & Gas Africa, Derain Pillay.

28 “We have achieved significant success in our targeted segments with very good penetration in the offshore crew transfer boat, workboat and tug sectors,” writes Wynand van Zyl,Operations Manager of Marine, Oil & Gas (Offshore) Southern Africa, Barloworld Power.

17 “Owners, however, should be made aware that they cannot simply, as they may have done in the past simply stop and anchor on the South African coastline to effect repairs without permission,” writes Michael Heads, P&I Associates.

37 “This development will now also allow us to focus on expansion at the Port of Port Elizabeth. When the Ngqura facility becomes operational, the Port Elizabeth tank farm will be decommissioned and the site will be rehabilitated, which will free up port land for future expansion plans at Port Elizabeth,” said Richard Vallihu, Chief Executive of TNPA.

“This policy is not the be-and-all of the solutions to a myriad of maritime industry challenges of today, but should be understood as being an important chapter of the broader maritime domain policy that is in the making,” states Minister of Transport, Dipuo Peters.

18 “Almost three years after the launch of Operation Phakisa, inconsistent progress has been achieved with these proposed amendments. While certain projects are gaining traction, other proposed amendments appear to have fallen by the wayside,” writes Carol Holness, a senior associate at Norton Rose Fullbright. 19

“In common with other industries, shipping will be waiting to see whether Brexit really does mean Brexit. Orders will be placed for new ships. If they are not, a number of shipyards will go to the wall. For many, freight rates will con-

38 “I am sure that not all of you are aware that I am a member of the Presidential Advisory Committee on Anti-Corruption. The committee, in 2017 is coming to domicile an office in the Nigerian Ports Authority on implementing a report that was submitted by the ICPC on the corruption index in ports administration, we shall embark strongly on anti-corruption measures in 2017,” said Hadiza Bala Usman, Managing Director, Nigerian Ports Authority (NPA).

MAPUTO RECORD

WORLD BANK LOAN

The largest ship ever to use Maputo port, the MV Mineral Belgium, sailed out of the port in December 2016, laden with 90,000 tonnes of ferro-chrome and chrome, according to the Maputo Port Development Company (MPDC), the company that operates the port. The ship was able to use the port due to dredging of the access channel. The dredging is nearing its conclusion and deepens the access channel from 11 metres to 14.2 metres at high tide.

The World Bank has agreed to give Tanzania a $305 million loan to expand the port of Dar es Salaam located in the main commercial city. The loan is part of a $785 million loan from the Bank that the Tanzanian government is seeking to execute development projects in the east African economy. The Tanzanian government hopes that its capacity will reach 28 million tonnes a year by 2020 from the current 15 million tonnes.

TONNAGE RECORD FOR PANAMA In January 2017, the Panama Canal set a new monthly tonnage record of 36.1 million Panama Canal tons (PC/UMS), with the transit of 1,260 ships through both the Expanded and original locks. The previous record was established during the prior month, December 2016, when 1,166 ships transited the waterway for a total of 35.4 million PC/UMS.

Quay quotes

EXPRESSIONS

TANGER MED: ACTIVITY REPORT 2016

Tanger Morocco

“The shape of infrastructure in the port is changing very quickly, thanks to TradeMark East Africa (TMEA) for funding the improvement of the port, you can see these changes as soon as you enter our port, the roads and gates have now been improved and this will enhance the capacity of our Port to handle more cargo ,” explains to the TPA Director General, Engineer Deusdedit Kakoko.

“The positive trend of the last years has resulted in higher salaries for fishermen, bigger profits for the fishing sector, and more value added for the EU’s fishing and coastal communities. And it shows that sustainable fishing pays off. As we have seen in last month’s Council on fishing opportunities, many quotas can grow if we fish sustainably –motivation for the future,” states commissioner Karmenu Vella.

44 “Our people are our assets and we need to develop a strategy whereby shipping is once again seen as a career of choice for tomorrow’s young talented people,” says InterManager’s Secretary-General Captain Kuba Szymanski.

8,7% Overall tonnage increased to 44,615,849 tons from 2015 to 2016 CONTAINER TRAFFIC

46 “We are focused on the full implementation of our mandate in the new year. We have concluded the restructuring, repositioning and reformation of NIMASA, which would take effect in the first quarter of 2017, with the aim of making Nigeria a hub of maritime activities in west and central Africa. Our commitment is to make sure that indigenous operators maximise their potentials in our maritime industry whilst creating wealth and job opportunities for our teeming youths,” said the Director General of the Nigerian Maritime Administration and Safety Agency (NIMASA) Dr Dakuku Peterside.

54 “This project will equip our people, especially coastal communities on ways to adapt to sustainable livelihoods under harsh conditions caused by climate change,” concluded Bernhard Esau, Minister of Fisheries and Marine Resources, Republic of Namibia. 56

“We need to implement sustainable fishing practices, protect our natural resources, and deal with climate change if we want to keep feeding an ever-growing population. South Africa is actually doing quite a lot in this respect, but I still think it’s a huge problem that perhaps doesn’t get enough attention,” states Dr Sarah Fawcett is a lecturer of Oceanography at UCT.

56 “It is essential that decisive action is taken to combat environmental crime and this project targeting the organised crime links between Africa and Asia will enable all involved actors to unite in their efforts, and provide a blueprint for future actions elsewhere in the world,” says INTERPOL Secretary General Jürgen Stock.

Number of containers processed

PASSENGER AND ROLLER TRAFFIC

15%

Growth of passenger trafﬁc to 2 763 593

Growth of TIR trafﬁc to 263 233 units in 2016

11%

HYDROCARBON TRAFFIC

891 478t

445 740t

5 978 214t

429 000t

97 200t

total processed hydrocarbons

Cabotage increased

Transshipment increased

VEHICLE TRAFFIC MARITIME HUB AGREEMENTS

661 RIFLES SEIZED

Kenya and Mauritius have agreed to make the two countries the financial and trade hubs for Africa and have signed agreements to ensure that the two countries become Africa’s financial, maritime and aviation hubs. Kenya Ports Authority and Mauritius Ports Authority will work together so that the two countries can use shipping business for the benefit of their citizens. “We are looking into ways of making Mombasa a trans-national port. The two ports should partner as important maritime hubs to serve this region,” said the President Kenyatta.

Nigerian customs recently seized 661 pump action rifles, in one fell swoop as they inspected a container leaving the port of Lagos. The controversial 40 feet container was manifested to be carrying steel doors and had actually exited the port, before it was timely intercepted. The Nigerian Ports Authority has called on all security agencies serving in the port, to be extra vigilant, to avoid a re-occurrence of such totally prohibited cargo entering and exiting the port.

Growth of vehicle trafﬁc at the Renault terminal 252 982 out of the total of 312 962 handled at the port

21%

MARITIME TRAFFIC

14% 170

Stoppages of registered ships were 13 990 with 570 stopovers of megaships

direct maritime connections on 5 continents

Maritime Review Africa FEBRUARY 2017

FISHY BUSINESS

Shaheen Moolla discusses the fishing sector

Arguing the case in the hake inshore trawl fishing industry On 21 December 2016, the Deputy Director General of the Fisheries Management Branch issued her final set of decisions in the hake inshore trawl (and sole) fishery. The final set of decisions confirmed the expansion of the number of right holders permitted to exploit inshore hake and sole from 16 to 27 operators. In 2005, 10-yearlong fishing rights were granted to 16 historic right holders. No new entrants were permitted entry to the fishery in 2001 (when 4-year long medium term rights were allocated) and again in 2005.

rior to the allocation of long term fishing rights in 2005, the hake trawl industry had strongly and successfully lobbied government that any introduction of new entrants would be detrimental to the industry and would certainly cause job losses. The industry at that time employed just over 1,400 people. However, by 2009, job numbers fell in this fishery to under 700. The annual catch allowances were not markedly different between the periods under review, particularly given that the hake prices in the period post rights allocation in 2006 were buoyed by the fishery’s 2004 certification by the Marine Stewardship Council which continues to this day. Prior to the allocation of the current 15year long fishing rights, a number of hake trawl right operators (who are also hake deep-sea trawl right holders) successfully lobbied the department to allow them to move either a substantial part or their entire quotas offshore to be caught as part of their hake deep-sea trawl quota allocations. A number of these businesses then also shut down their Mossel Bay hake inshore trawl fishing operations, including factories. Maintaining the status quo as the South African Government had been convinced to do in 2001 and 2005 was therefore no longer socio-economically feasible.

A balancing act The December 21, 2016 decisions in the hake inshore trawl sector sought to balance the various objectives set out in Section 2 of the Marine Living Resources Act of 1998, read with Section 18(5) of the Act.

living resources for both the present and future generations” through sustainable fishing; and the second was to meet the needs of transformation by permitting new entrants. He concluded: [103] It follows that if the Minister were to fail to heed this injunction, he would be acting unlawfully and his decision would be open to attack.” The systems, methodologies and procedures adopted for the allocation of fishing rights in 2001, refined and updated in 2005 and confirmed by the Supreme of Court of Appeal and Constitutional Courts have been the bedrock upon which the current 2016 Fishing Rights Allocation Process (FRAP) has been built. The 2001 and 2005 rights allocation processes were tested some 47 times before our courts and each time our courts affirmed the lawfulness, fairness and constitutionality of these fishing rights processes.

Unprecedented application That Viking Inshore Trawl (Pty) Ltd brought a 400 page urgent application a day after the announcement of the decisions in December (and crucially before it even filed an appeal against these decisions) was surprising. It certainly was unprecedented in fishing quota allocation processes particularly because these hake inshore trawl fishing rights were allocated for 15 years and if Viking was unhappy with the proportion of its quota allocation, it had and continues to have the right to appeal the decision.

The application by Viking is unpreceThe Constitutional The 2001 and 2005 rights dented for a number of additional Court in its seminal allocation processes were reasons, including judgement in the tested some 47 times be- that the company Bato Star matter had squarely addressed fore our courts and each is seeking a court to compel the Minister the obligations of time our courts affirmed the to grant the historic d e c i s i o n - m a ke rs lawfulness, fairness and operators an “exregarding quota applications stating constitutionality of these emption” in terms of the Act to conthat decision-makfishing rights processes. tinue fishing while ers simply cannot denying all new enshy away from their trants granted long unequivocal obligaterm fishing rights their right to fish. tions to ensure redress. Ngcobo, J held that the Minister had two duties in making decisions with regard to allocations. The first is to “conserve marine

Maritime Review Africa FEBRUARY 2017

Further, the company is seeking an order staying the decisions of December until the Minister concludes the appeals process.

FISHY BUSINESS

Shaheen Moolla discusses the fishing sector

Appeals against the December decisions must be filed by not later than 16h00 on March 17, 2017.

Questionable arguments The month-long interim interdict that Viking secured on January 3, 2017 was incredibly bizarre (and ironic) given the lack of urgency (the rights allocated are for 15 years and Viking was allocated a right); the lack of an apprehension of irreparable harm (given that Viking had secured a right and could/should appeal against the quota allocation methodology which resulted in its complaint) and of course Viking had an alternative remedy, which was to file an internal appeal first. In addition, what is the prima facie right upon which Viking premises its case given that its 10-year long-term right had terminated and reverted back to the State in terms of the Act back on December 31, 2015 (and so too did its right to a proportionate allocation of the hake inshore trawl TAC)?

“[46] In the SCA, Schutz JA held that this was a case which calls for judicial deference. In explaining deference, he cited with approval Professor Hoexter’s account as follows:

“[A] judicial willingness to appreciate the legitimate and constitutionally-ordained province of administrative agencies; to admit the expertise of those agencies in policy-laden or polycentric issues; to accord their interpretations of fact and law due respect; and to be sensitive in general to the interests legitimately pursued by administrative bodies and the practical and financial constraints under which they operate. This type of deference is perfectly consistent with a concern for individual rights and a refusal to tolerate corruption and maladministration. It ought to be shaped not by an unwillingness to scrutinise administration action, but by a careful weighing up of the need for and the consequences of judicial intervention. Above all, it ought to be shaped by a conscious determination not to usurp the functions of administrative agencies; not to cross over from review to appeal.” (footnote omitted)

81. (1) If in the opinion of the Minister there are sound reasons for doing so, he or she may, subject to the conditions that he or she may determine, in writing exempt any person or group of persons or organ of state from a provision of this Act. The granting of an exemption is an exceptional remedy (and not a right to which any person is entitled) afforded the Executive by the Legislature.

Challenging the status quo Further to force the Minister to grant all historic operators an exemption (but to deny all new entrants – again despite a valid and legally binding fishing rights allocation process having been undertaken in terms of the Act) would result in a number of legal absurdities. Firstly, at least one of the historic operators was denied a fishing right because it failed to satisfy a peremptory policy criterion. Again, I emphasise that neither the policy nor the fishing rights allocation process has been reviewed or set aside or even challenged by Viking.

The January 3, 2017 order was certainly ironic because a key complaint by Viking was the allegation that the quota cut would result in job losses, It certainly was unprecedented in fishing but its court application (and the quota allocation processes particularly order) stopped the entire industry from operating. because these hake inshore trawl fishing

An exemption to force the Minister to grant all historic operators an exemption and their respective 2016 fishing quota proportions would simply invalidate a fishing allocation process that was in fact never declared unlawful or even challenged.

On February 6 and 7, 2017, the rights were allocated for 15 years and if Western Cape High Court would Viking was unhappy with the proportion of have heard Viking’s application Second, on what legal basis its quota allocation, it had and continues for an order compelling the Minwould new entrants be denied ister to issue exemptions to the to have the right to appeal the decision. their right to exploit the fishing historic operators in this fishery quotas allocated given that the and to stay the decisions of DeSchutz JA continues to say that “judicial rights allocation process remains unchalcember 21, 2016 until conclusion of the deference does not imply judicial timidity lenged and legally valid? appeals process. or an unreadiness to perform the judicial Thirdly, to compel the Minister to issue function”. I agree. The use of the word Deferring judgement exemptions to the historic operators based “deference” may give rise to misunderon their 2016 quota proportions to the exI am of the view that Viking’s application standing as to the true function of a review clusion of any new entrant would effectiveshould fail. Can a court compel the execcourt. ly extinguish all new entrant right holders utive to exercise a discretion amounting a This can be avoided if it is realised that their right to fish in 2017. privilege in favour of certain specific perthe need for courts to treat decision-maksons? Finally, Viking tries to make a case for the ers with appropriate deference or respect granting of an exemption based on apparFirstly, with regard to the matter of a court flows not from judicial courtesy or etient precedents, notably the exemptions directing the minister to issue exemptions quette, but from the fundamental constitugranted to those previous right holders to a specific class of applicants despite the tional principle of the separation of powers who were not allocated fishing rights in the completion of a valid and legally binding itself. 2013 Traditional Linefish fishing rights allofishing rights allocation process, such an order would defy our well-established principle of separation of powers and judicial deference. In Bato Star the Constitutional Court reaffirmed the Supreme Court of Appeal’s confirmation of the application and meaning of judicial deference.

Maritime Review Africa FEBRUARY 2017

When the legislature crafted section 81 of the Act, it decided to grant the minister the sole discretion to exempt applicants from specific provisions of the Act in cases where sound reasons exist in the Minister’s opinion. The construction of Section 81 of the Act is deliberate and unambiguous –

cation process. The line fish case is clearly not a precedent and distinguishable from the Viking application principally because although the South African Commercial Linefishers Association (SACLA) had commenced litigation, the exemptions granted did not prevent

Shaheen Moolla discusses the fishing sector

any successful new entrant from continuing to fish alongside the exempted previous right holders.

Suspended action Can an administrative appeal suspend an administrators decision? The second key aspect of Viking’s application is to have the Court issue a declaratory order to the effect that an administrative appeal filed in terms of Section 80 of the Act suspends the decisions taken on December 21, 2016. Viking premises its argument in this regard on the appeals filed in judicial appeals, which are patently and obviously completely different to administrative appeals. For one, appeals against decisions taken by administrators are administrative or executive in nature and subject to being tested against the requirements of fair administrative action. Judicial processes are expressly excluded from the definition of administrative action under our law and are not subject to the

FISHY BUSINESS

To force the Minister to grant all historic operators an exemption (but to deny all new entrants – again despite a valid and legally binding fishing rights allocation process having been undertaken in terms of the Act) would result in a number of legal absurdities. requirements of fair administrative action. Secondly, neither Section 80 nor Regulation 5 of the 1998 Fisheries Regulations (which deals with appeal procedures), stipulates that an appeal suspends the operation of the original decision. Indeed, had this been the intention of the Legislature, it would have stated so. Further, given that almost every function (save for prescribing Regulations) can be (and has been) delegated and therefore any decision taken can be appealed to the Minister; should an administrative appeal result in the suspension of the decision taken by a delegated authority, the administration of fisheries would certainly grind to a halt.

Finally, our case law and academic authorities appear to be quite clear on this matter. An administrative appeal quite simply and practically cannot result in the suspension of the original decision, unless of course the statute in question explicitly provides for it.  Disclaimer: I have been contracted by the Department to provide external legal advice to the FRAP 2016 and did so in the Hake Inshore Trawl Fishing Rights Allocation Process. I furthermore advised the Department in its opposition to the Viking Inshore Trawl urgent court application heard on February 6 and 7, before the Western Cape High Court.

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THROUGH THE FISH EYE LENS

A wide-angle perspective on commercial fishing

The case of the “Lotto” fish A marathon court case involving fish factory owners, skippers, fisheries inspectors and fisheries monitors was brought to a conclusion on 30 November last year, with heavy fines and prison sentences imposed on 14 of an original 45 accused. Although the case has been largely ignored by the media since a number of search-and-seizure operations and arrests took place in Mossel Bay in 2004, it highlights several significant themes, some pertinent to fisheries management, others germane to the rule of law.

CLAIRE ATTWOOD PROVIDES A WIDE ANGLE PERSPECTIVE

Maritime Review Africa FEBRUARY 2017

full 14 years have passed since a photographic evidence in the process. They team of investigators from the Didiscovered that processing plants, skippers, rectorate of Special Operations (the a fisheries inspector and fisheries monitors erstwhile Scorpions) and the then Marine were working together to process into bait whatever quantity of sardines was offloadand Coastal Management (MCM) branch of ed from a fishing vessel but didn’t fit into a the Department of Environmental Affairs 20 tonne truck. and Tourism first began to look into the illegal, unreported and unregulated (IUU) The quantities were small, but over time fishing associated with the landing and they added up. And, investigators eventutrucking of sardines from Mossel Bay to ally discovered that whereas the market west coast canneries. price for sardines was R3.66 per kilogram, At the time, an unexplained shift in the Manny’s Fisheries was purchasing the distribution of sardines from the west “over-catch” for R0.70 per kilogram. coast to the south coast had caused panThis generated a little extra income for the demonium in the fishing harbour at Mossel skippers – they are said to have referred to Bay. The total allowable catch (TAC) for sarthe unreported catch as “the Lotto fish” − dines spiked between 2001 and 2005 and and earned Manny’s Fisheries an estimated the biggest portion of the catch was landed R7 million. In all, 2,433 tonnes of Lotto fish at Mossel Bay which had no infrastructure, were purchased by Manny’s Fisheries. other than a jetty or two, to accommodate On 13 and 14 October 2004, 45 peothe pelagic fishing fleet. ple were arrested in connection with the It is against this case. At the top of backdrop that the the list of accused so-called “Manny’s As the years went by, several of were Manuel de Fisheries” fraud the original 45 accused entered Sousa (the owner case unfolded. A sixinto plea bargains with the State, of Manny’s Fishermonth under-cover pleading guilty to various crimes ies), former fishersurveillance operand paying substantial fines for ies monitor, Clifton ation revealed a Esau, (an employee their involvement in the scheme. host of crimes, inof Nosipho FisherFive of the accused passed away. cluding significant ies Consulting – the u n d e r- r e p o r t i n g company that held of catches; contrathe tender from MCM to monitor catches) vening the Marine Living Resources Act and Rose Mary and Carlos Neto whose fish by offloading at night or at times when a processing establishments, Tamaca and Da MCM inspector or fisheries monitor was Gama Fisheries were also implicated in the not present; illegal processing of fish; and scheme. fraud. Controversially, Deon Muller, the fisheries inspector who was at the heart of The “Lotto fish” the scheme turned state witness and was The sardine catches landed at Mossel Bay granted indemnity from prosecution when were offloaded from the fishing vessels judgement was handed down on 14 July into iced fish bins. These were loaded into 2016. Muller’s boss, senior inspector, Dirk 20 tonne trucks and transported to the canWessels, was exonerated on the basis that neries or processing plants in Cape Town he didn’t know what his subordinate was and on the west coast. It was a labour-inup to. tensive and messy operation, but it kept the canneries in business and allowed the Fits and starts industry to take full advantage of the sarBetween the time of the arrests and the dine boom. By 2004, the industry was fishjudgement by the regional court in Mossing for record TACs, landing 374,000 tonnes el Bay last year, the Manny’s Fisheries case of sardine in that year. progressed in fits and starts. The death of But the rudimentary system of offloading the presiding officer, Magistrate Awie Kotand transportation that the industry estabze, substantially delayed it, as did a failed lished at Mossel Bay was difficult to moniapplication by some of the accused to have tor and, unsurprisingly, a group of skippers the case dismissed on the grounds that the and processors saw an opportunity to excovert investigation had been illegal. ploit it for financial gain. As the years went by, several of the origBetween June and November 2003, ininal 45 accused entered into plea bargains with the State, pleading guilty to various vestigators secretly monitored 1,377 “offcrimes and paying substantial fines for their loads” of sardines, gathering video and

A wide-angle perspective on commercial fishing

involvement in the scheme. Five of the accused passed away. Eventually, in February 2016, the State presented its final argument and in July 2016 the remaining 14 accused (two fish processing establishments and 12 individuals) were found guilty. On 30 November they were sentenced as follows: Clifton Esau was sentenced to three years of imprisonment for fraud, of which 18 months were suspended for five years. He was also sentenced to a further two years of imprisonment for perjury. Mannyâ&#x20AC;&#x2122;s Fisheries, represented by Manuel da Sousa, was ordered to pay a fine of R20,000. Tamaca and Da Gama Fisheries, represented by Rosemary and Carlos Neto, was also ordered to pay a fine of R20,000. The other 11 accused were each sentenced to three years imprisonment of which 18 months were suspended for five years. They are Nigel Pedro, Jason Abrahams, Ronnel Williams, Branville Abrahams and Magdalena Meyer (all fisheries monitors employed by Nosipho Fisheries Consulting); Johannes Vermeulen (shore skipper); Samuel Walters (skipper) and Johannes Pelser (part owner of one of the implicated fishing boats); Manuel de Sousa (owner of Mannyâ&#x20AC;&#x2122;s Fisheries) and Rose Mary and Carlos Neto (owners of Tamaca and Da Gama Fisheries). All of the accused have been granted leave to appeal their convictions and sentences.

Implications for fisheries Just as the jail sentence and massive fine imposed on Arnold Bengis (former head of Hout Bay Fishing Industries) is likely to deter the overfishing of South African fisheries resources on a grand scale, so the harsh sentences meted out to the final 12 people accused in the Mannyâ&#x20AC;&#x2122;s Fisheries case may act as a deterrent against the perpetration of much more modest fisheries crimes. But what implications does this case really have for fisheries management? After all, an unreported catch of 2,433 tonnes of sardine, taken at a time when the sardine biomass was at a record high of at least 4 million tonnes, is unlikely to have impacted the sustainability of the resource. Quite so, says state prosecutor, Louis van Niekerk, but this case is about much more than the weight or value of unreported fish. It was prosecuted tenaciously because

THROUGH THE FISH EYE LENS

Top: Trucks line up in Mossel Bay harbour. In 2006 an estimated 6,000 truckloads of sardines were transported to the west coast for processing. Bottom: The eastward shift in sardine stocks and the consequent shift of fishing effort to Mossel Bay created an opportunity for IUU fishing. In this photograph, taken in 2005, trucks are loaded with fresh sardines before being transported to the west coast canneries.

of the organised nature of the crime. â&#x20AC;&#x153;(The unreported tonnage of sardines) is not a huge amount of fish, but if you look at the methodology, at what happened, everybody got involved, everybody got sucked in over a long-period of time,â&#x20AC;? he says, adding that at one point the State considered prosecuting the accused under racketeering laws.

Complicity a concern The complicity of several â&#x20AC;&#x153;categoriesâ&#x20AC;? of individuals â&#x2C6;&#x2019; from fisheries inspectors and monitors to skippers and shore skippers and fish processing establishments â&#x2C6;&#x2019; is also what alarmed Professor Kevern Cochrane of Rhodes University about the Mannyâ&#x20AC;&#x2122;s Fisheries case.

Cochrane provided expert testimony during sentencing proceedings. He said that South Africaâ&#x20AC;&#x2122;s offshore fisheries are generally considered to be well managed and regulated, but the case had demonstrated how regulations could be circumvented, allowing IUU fishing to take place in the offshore small pelagic fishery. â&#x20AC;&#x153;â&#x20AC;Ś And there is the scale of the event, involving DAFF inspectors, monitors, skippers and crew and processing plants that, I think, makes it particularly significant,â&#x20AC;? Cochrane told the court. Cochrane explained the difficulty of gauging the exact size of a fish stock, and the challenge involved in estimating the portion of a stock that can be safely allocated to a fishery so as to ensure that catches re-

â&#x20AC;&#x153;There was no remorse and there was a lack of will to understand. All 12 were adamant that theyâ&#x20AC;&#x2122;d done nothing wrong, even after all these years. To me thatâ&#x20AC;&#x2122;s an indication of where we are as a society,â&#x20AC;? Maritime Review Africa FEBRUARY 2017

A MARITIME SUMMIT NOT TO BE MISSED

2ND ANNUAL MARITIME SUMMIT 3 - 4 APRIL 2017

D EL EG ATE

Highlights of the programme: • • • •

•

Experts talking on innovation in the maritime industry, what will the future maritime sector look like? The launch of the Ports Regulator’s new tariff methodology Marine and coastal tourism including cruise tourism what can be done to support its growth Five parallel sessions including Marine and Coastal Tourism, Marine Manufacturing,Enterprise Development in the maritime sector; Skills and training for the future maritime sector; Smart Port City Panel discussions and open ﬂoor debate at all parallel sessions.

•

Maritime industry trade fair

• •

Gala dinner and maritime awards Post conference tours (5th April)

E XH IBI TO R

main sustainable from year to year. He said that even small illegal catches could interfere with a science-based management system − like the operational management procedure (OMP) that is used to manage catches in the small pelagic fishery. A local expert on small pelagic fish captured this point of view when he said “When catches are not reported, we don’t know about it so we under-estimate fishing mortality. You could argue that (in the stock assessment process) we are making errors all the time, and yes we are, but we would like to cut out uncertainties like unreported catches.” The other aspect of not knowing, or being able to quantify the size of the IUU catch, is that while the Manny’s Fisheries syndicate has been successfully investigated and prosecuted, there may have been several other syndicates also taking advantage of the eastward shift in small pelagic fish and fishing over their quotas. This would result in the OMP being based on substantially inaccurate data and the management system being undermined.

The need for accuracy Cochrane emphasised the importance of accurate reporting when he told the court “Management will only work if, catches are reported and regulations are adhered to.” According to state prosecutor, van Niekerk, one of the reasons that the State pursued prison sentences against the final 12 accused in the Manny’s Fisheries case is that they refused to concede they were in the wrong. “There was no remorse and there was a lack of will to understand. All 12 were adamant that they’d done nothing wrong, even after all these years. To me that’s an indication of where we are as a society,” he said. As van Niekerk suggests, this in itself may be the most significant object lesson to come out of the marathon court on which immense State resources were expended over a period of 14 years. It suggests that efforts by the scientific community (assisted by fisheries associations and non-governmental organisations) are failing to bridge the divide between scientists and fishers. Without a clear understanding on the part of skippers, boat-owners and fish processors of the importance of complying with regulations, and accurately reporting catches, it is likely that organised IUU fishing will continue to occur in the offshore fisheries. 

The 2nd Annual Maritime Summit will: Provide a platform for business to business networking in the maritime sector Provide an opportunity to interact with a focussed maritime target market Provide an opportunity for businesses to showcase their enterprises to national, provincial and local government, port authorities and state owned entities

Sardine biomass at near record low In sharp contrast to the situation 10 years ago, results from the November 2016 pelagic biomass survey suggest that sardine and anchovy biomass are currently at very low levels. The survey was conducted from Hondeklip Bay on the west coast to Port Alfred on the east coast. Anchovy biomass was estimated to be approximately 1.73 million tonnes, slightly lower than the estimate for 2015 and significantly lower than the long-term average (1984−2015) of 2.27 million tonnes. The sardine biomass of just over 259,000 tonnes is considerably lower than the 363,000 tonnes and 444,500 tonnes estimated in 2015 and 2014 respectively, and also well below the long-term average (1984−2015) of 950,000 tonnes.

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Recommendations have been made for an initial directed sardine total allowable catch (TAC) of 23,964 tonnes, plus an initial sardine total allowable bycatch (TAB) of 1,677 tonnes. An initial directed anchovy TAC of 247,500 tonnes has been recommended. TACs and TABs are adjusted at mid-year following the completion of the recruitment survey.

Growing the maritime industry

TAKING B-BBEE ON BOARD

Transforming transformation through ownership and equity Many of the B-BBEE transactions that were concluded during the first wave of BEE revealed that transformation of the actual nature of the BEE deals themselves was required.

ronting and the reliance on a select group of BEE personalities became prevalent in the early deals, but there were also a number of other transformation issues that needed to be tackled. In particular, these included:

The lack of significant participation by Black women in BEE consortia.

The reversal of Black equity into the

hands of the original white owners, if BEE deals collapsed, due to onerous structuring and repayment terms.

The over-inflation of BEE ownership

status as compared to the actual economic benefits flowing to the Black beneficiaries because financing restrictions often eroded economic benefits.

The lack of participation by broad-

based beneficiaries such as Black rural dwellers, Black unemployed people, Black workers, Black disabled and impoverished Black communities.

Statement 100 of the Generic Codes of Good Practice aims to address all of these issues by providing specific incentives in the ownership scorecard to ensure participation of these designated groups via points that are allocated to the ownership scorecard where indicators include:

Voting Rights Economic Interest The broadening of ownership to include Black participants in employee ownership schemes, broad-based ownership schemes and cooperatives

Black New Entrants Net Value A company receives points for participation by Black people in its rights of ownership. The rights of ownership are defined in terms of the scorecard as Voting Rights and Economic Interest. Black people may hold their rights of ownership in a company as direct participants or as participants through a number of avenues including:

A company with shares, Close Corpora-

The trustees must present the financial

tion or Cooperative

Any form of juristic person recognised under South African law

A partnership or other association of natural person

A Broad-Based Ownership Scheme or Employee Ownership Scheme

A Trust or Private Equity Broad Based Ownership Schemes And Employee Share Ownership Schemes Broad-Based Ownership Schemes have the potential to create empowerment and give back to the community. They are a useful tool for companies wishing to address economic empowerment at grassroots level and can make a real difference, if structured correctly. Broad based ownership schemes have a number of requirements that include the following:

A constitution that defines the participants and the proportion of distributions that they will receive.

A written record of the name of the

participants or the use of a defined class of natural person that satisfies the requirement for identification.

A written record of fixed percentages of claims or the use of a formula for calculating claims that satisfies the need for defining proportion of benefit.

The fiduciaries of a scheme must have

no discretion on the above mentioned terms.

The independent trustee must have no employment with or direct or indirect beneficial interest in the scheme.

At least 50 percent of the trustees must be Black people.

The constitution, or other relevant statutory documents of the scheme, must be available, on request, to any participant in an official language in which that person is familiar.

reports of the scheme to the participants yearly at an annual general meeting.

An additional rule has been added for employee share ownership programmes. This is that all accumulated economic interest of the scheme is payable to participants at the earlier of the date specified in the scheme constitution or on the termination or winding up of the scheme.

Trusts and Family trusts While the rules for trusts remain the same, new rules have been inserted for family trusts. Family trusts are not expressly defined in the Codes. The qualifying criteria for the recognition of a family trust are that the trust deed defines the beneficiaries and the proportion of their entitlement to receive distributions; that there is a written record of the name of the beneficiaries or the use of a defined class of natural persons and that there is a formula for calculating entitlement defining the proportionate benefit. In addition, only the trustees must have discretion on these terms and on winding up or termination of the trust, and all accumulated economic interest must be transferred to the beneficiaries or to an entity representing the interests of the participants or class of beneficiaries.

Private Equity Funds Additional requirements have been included in the new Codes for private equity funds. The 2007 Codes stated that more than 50 percent of the value of the funds invested by any private equity fund must, at all times, be invested in Black owned enterprises that were at least 25 percent Black owned before the investment of the private equity fund. This requirement has been watered down to 25 percent Black shareholding using the flow-through principles. In addition, the private equity fund can facilitate direct

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Maritime Review Africa FEBRUARY 2017

Maritime law and insurance

FEATURE

Cabinet sends Maritime Transport Policy for public comment he draft Comprehensive Maritime Transport Policy 2016 was approved by the South African cabinet and referred for public comment during February. The policy provides a national framework to guide the integrated governance, growth, development and transformation of the maritime sector. It further aims to unlock the full potential of the maritime sector for the South African economy by enhancing its contribution to the socio-economic development objectives of the country, while also contributing to international trade. Public consultations were held in Richards Bay, Durban, Cape Town, East London, Port Elizabeth and Johannesburg during February. In her ministerial foreword to the policy, Minister of Transport, Dipuo Peters writes that the absence of a comprehensive maritime transport policy “continues to retard growth, transformation and development thrust of the 1996 White Paper on Transport”. She adds that no overar-

ching policy exists to guide the integrated governance, regulation and development of the ocean economy as well as maritime transportation in South Africa. “The policy provides detailed information on the opportunities that we have and as well as an appropriate institutional framework for the governance and management of the sector. It is specifically focused on maritime transport system. This policy is not the be-and-all of the solutions to a myriad of maritime industry challenges of today, but should be understood as being an important chapter of the broader maritime domain policy that is in the making,” she writes. It is with the recognition that there may be a need for further elaborations that are currently not covered in the policy, that the Department of Transport called on industry stakeholders to attend public sessions for engagement. The Draft Marine Spatial Planning Bill 2016 has also received a boost by being submitted to parliament. The Bill

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Maritime Review Africa FEBRUARY 2017

FEATURE

Maritime law and insurance

SOUTH AFRICA: A safe haven for ships I have penned two articles for this magazine dealing with ports and places of refuge in and along the South African coast and an article regarding the powers of the South African Maritime Safety Authority (SAMSA) in dealing with ships requesting assistance.

have spoken at many conferences about the role of SOSREP (Secretary of State Special Representative – United Kingdom) and whether there is a need for such a person in South Africa. The issue was also raised in Operation Phakisa subcommittee meetings when we discussed and updated the South African National Oil Spill Contingency Plan. All the ports in South Africa are state owned, but operated by Transnet National Ports Authority (TNPA). These ports are commercial operations and TNPA, just like any commercial operation, has targets and budgets that need to be met. A few years ago, applying for a port of refuge for a ship was quite a taxing experience, depending on the type of problem the ship was facing.

to our coast and to enter our anchorages and ports.

I was very fortunate to be invited to speak at a Port Captains' conference in Cape Town on the role of marine insurance and the various types of marine policies that applied to ships. Following the conference, the attitude from TNPA changed and Port Captains became far more sympathetic and supportive when dealing with ships in difficulty.

Acting in accordance with the law

If the port in question could assist then, provided various conditions were met, the port allowed the ship to berth. These conditions generally related to safety and an undertaking that, when demanded, the ship would be removed from the port in question. I am pleased to report that the TNPA’s approach to ships in need of a port of refuge has been very positive and very accommodating. This was aptly illustrated over the last few months when, a number of ships have had to be towed into our ports in order to undergo emergency repairs or simply as a port of refuge. SAMSA has also played an influential role in assisting TNPA and other role players in allowing ships to come close

Over the last few months there have been a number of cases where ships have run into difficulty along our coast and TNPA, SAMSA as well as other role players have been brilliant in assisting these vessels into our ports. SAMSA – as the guardians of our coast – have to be vigilant with regard to any vessel that breaks down or decides to anchor without permission or authority. Against this background, SAMSA has the power to order any vessel anchored “illegally” along our coast to either leave immediately or to take a tow.

Section 5 of the Marine Traffic Act, Act 2 of 1981 provides the following: 5. Immobilising, laying-up, stopping or anchoring outside harbours or fishing harbours (1) Except with the permission of the Minister and in accordance with any condition prescribed by regulation or imposed by the Minister in a particular case, no person shall within the territorial waters or internal waters immobilize or lay-up a ship outside a harbour or fishing harbour. (2) The Authority may require the master or owner of a ship immobilised or laidup or to be immobilised or laid-up to find security to the satisfaction of the Authority in an amount determined by it for the recovery of any costs incurred by the Authority in enforcing any condition applicable to the immobilizing or laying-up of the ship, or in the exercise of its powers under this Act. (3) No person shall stop or anchor a ship

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Maritime Review Africa FEBRUARY 2017

for repairs within the territorial waters or internal waters outside a harbour or fishing harbour except with the main engine thereof kept in readiness for immediate use and in accordance with any condition prescribed by regulation or imposed by the Minister in a particular case. (4) Any person who contravenes the provisions of subsection (1) or (3) shall be guilty of an offence. Section 11 of the Act provides the penalties for contravention of the Act as follows: 11. Penalties (1) Any person shall be liable on conviction of (a) any offence in terms of section 3 (2), to a fine or to imprisonment for a period not exceeding twelve months; (b) any offence in terms of section 4 (2) or 5 (4), to a fine or to imprisonment for a period not exceeding two years; (c) any offence in terms of section 6 (2) or 7 (3), to a fine or to imprisonment for a period not exceeding three months; any offence in terms of section 8B (1), to a fine not exceeding R200,000, or to imprisonment for a period not exceeding five years or to both such fine and such imprisonment. (2) If any person (a) admits to the Authority that he has contravened or failed to comply with any provision of this Act, which contravention or failure constitutes an offence; (b) agrees to abide by the decision of the Authority; and (c) deposits with the Authority such sum as may be required of him, but not exceeding the maximum fine which may be imposed upon a conviction for the contravention or failure in question, the Authority may, after such enquiry as it deems necessary, determine the matter summarily and may, without legal proceedings, order by way of penalty the whole or any part of the said deposit to be forfeited. (3) There shall be a right of appeal to the Minister from a determination or order by the Authority under subsec-

Maritime law and insurance tion (2) whereby a penalty exceeding R2,000 is imposed, provided such right is exercised within a period of three months from the date of such determination or order.

out that, in terms of our Merchant Shipping (Maritime Security) Regulations 2004, which incorporate Regulation XI-2/9 of Solas 74 Convention no vessel can anchor without first obtaining security clearance.

(4) The imposition of a fine under subsection (2) shall be deemed not to be a conviction for an offence, but no prosecution in respect of the offence in question may thereafter be instituted.

The position therefore, is that no vessel can anchor along the South African coast to effect repairs without first obtaining permission from SAMSA, who may order that various preventative measures are to be taken first, for example, by having a tug of sufficient bollard pull standing by to render assistance should assistance be required in an emergency.

Accordingly, should any vessel decide to anchor on the South African coastline without permission, from the Minister of Transport who is responsible for SAMSA, then the Minister (for which read SAMSA) has the power to order the vessel to leave the area, or demand that the vessel accepts a tow so that it can be taken away from the coast. One of the main reasons for SAMSA exercising these powers, is to protect our coastline from the risk of pollution should a vessel run aground. The powers of SAMSA to protect the coastline are included in section 4 of the Marine Pollution (Control and Civil Liability) Act 6 of 1981 and section 18 of the Wreck and Salvage Act 94 of 1996. Further, SAMSA, are quite quick to point

SAMSA have exercised these powers on many occasions and they have used a tug to escort a limping vessel up our coast to make sure that the vessel did not come close the coast and become a threat to the environment.

A contract to tow

claim under South African common law. This issue will soon be addressed in the South African High Court if a recent matter proceeds to trial where a vessel was allegedly in difficulty and ordered to take a tow by SAMSA. They arranged for a tug to assist the vessel. The owners of the tug have commenced legal proceedings against the owners of the vessel, the owners of cargo and the charterers (owners of bunkers) for salvage services. TNPA, who operate the ports of South Africa, have rendered assistance to vessels and have, after having rendered assistance successfully, claimed for salvage under our common law. In this regard, the South African common law closely mirrors English Law on this point. We shall have to watch closely as future events unfold. Owners, however, should be made aware that they cannot, as they may have done in the past, simply stop and anchor on the South African coastline to effect repairs without permission. SAMSA are on watch and there is no doubt that they do not want a repeat of the Seli 1 and the Phoenix. 

The question which begs to be answered, is what form of towage contract would be forced on a vessel should a vessel be ordered by SAMSA to take a tow? This has not been tested and neither has the question of whether the tug or vessel rendering the tow has the right to proceed with Maritime a salvage Ad 07022017.pdf

Insurers call for combined action to improve fire fighting on ships

FEATURE

By Michael 1 07/02/2017 07:44:19 Heads, P&I Associates

MARINE SAFETY SOLUTIONS

riting in the International Union of Marine Insurance (IUMI) end-of-year newsletter in December 2016, Captain Uwe-Peter Schieder, Vice Chairman of IUMI's Loss Prevention Committee, and Loss Prevention Manager, GDV, reports that major fires on container vessels count among the worst hazards in global shipping. He suggests that new technical solutions need to be found given the rapid pace of development towards ever-larger ships and writes that IUMI is calling for further dialogue between the International Maritime Organisation (IMO), classification societies, ship builders and shipping companies to improve firefighting capabilities on container ships. IUMI’s Loss Prevention Committee is currently preparing a paper (due to be published soon), which identifies potential sustainable solutions to protect lives at sea.

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Cape Town to host IUMI conference

he International Union of Marine Insurance’s (IUMI) 2018 annual international conference is scheduled to take place in Cape Town as it debuts for the first time in its 148 year history on African soil. The South African Insurance Association (SAIA) and its division Association of Marine Underwriters of South Africa was awarded the opportunity to host the four-day conference that generally attracts between 500 and 750 delegates. This event will expose the local market to the international marine world and will be an excellent chance to network in a truly global sense.

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Maritime Review Africa FEBRUARY 2017

FEATURE

Maritime law and insurance

Overhauling South Africa’s Maritime Legislation: Where are we? The South African government announced an extensive overhaul of various pieces of maritime legislation as part of the Operation Phakisa initiative that was launched in July 2014. This included a proposed revision of the South African Merchant Shipping Act; the probable adoption of the Nairobi Convention dealing with wreck and salvage issues; the possible adoption of the Rotterdam Rules governing carrier’s liability, and an alignment of South Africa’s pollution legislation in order to harmonise our domestic legislation with our international obligations. These amendments would radically overhaul of South Africa’s legal landscape and could have a major impact on players in the shipping industry. Carol Holness, a senior associate at Norton Rose Fullbright examines how far South Africa has progressed with this overhaul.

lmost three years after the launch of Operation Phakisa, inconsistent progress has been achieved with these proposed amendments. While certain projects are gaining traction, other proposed amendments appear to have fallen by the wayside.

Merchant Shipping Act In January 2017, the Department of Transport put out a request to tender for the overhaul of the South African Merchant Shipping Act (MSA). This will be a mammoth task with experts recommending that the MSA be redrafted completely and for the 22 sets of Regulations to be aligned with existing legislation. An update of the outdated MSA, which has been around for over 60 years, will be welcomed by many in the maritime industry. One of the reasons for the call to update the MSA is undoubtedly the push by government to create an attractive South African ships' registry. While there are currently very few vessels registered to the South African ships' registry, the government has indicated on a number of occasions that the establishment of a South African commercial fleet is a priority and that doing so will result in the growth of South Africa’s ocean economy. However, in order to grow the number of South African flagged ships, the government will also need to address some of the ancillary issues that may deter ship owners from adopting the South African flag. These include the lack of tax advantages for ship owners who only trade locally; our strict labour legislation, and the ease with which people can access company shareholding information which will make it significantly easier for potential claimants to arrest vessels under our associated ship provisions. Some ships' registries are popular with ship owners because they criminalise requests for company information or strictly

Maritime Review Africa FEBRUARY 2017

limit what company information is publically available. This makes it difficult for potential claimants to arrest vessels that call at arrest-friendly jurisdictions such as South Africa.

Rotterdam Rules The Department of Transport (DoT) has also indicated that it is considering the adoption of the Rotterdam Rules to replace the Hague Visby Rules, which currently apply to all cargo exported from South Africa. Most maritime nations have adopted either The Hague or Hague Visby Rules to govern international trade and there has been some reluctance internationally to adopt the Rotterdam Rules. If the Rotterdam Rules are adopted by South Africa, the effects would include: increasing the prescription period for instituting claims against carriers from one to two years; extending the carrier’s liability from “port to port” to “door to door”; increasing the value of the carrier’s limitation of liability and decreasing the number of defences available to the carrier. Although the DoT has previously indicated an interest in adopting the Rotterdam Rules, there does not appear to have been any movement in pushing this forward. This is only likely to happen if they are adopted by South Africa’s major trading partners.

Wreck and salvage regime South Africa’s wreck and salvage regime has also come under scrutiny with the proposed adoption of the Nairobi Convention. That Convention would help modernise South Africa’s existing wreck and salvage regime and would help with removing some of the anomalies in the Wreck and Salvage Act. One of the key benefits of the adoption and incorporation of the Nairobi Convention would be the imposition of mandatory wreck removal insurance for any vessels

entering South African waters. In the event of a casualty, this allows a claimant to proceed directly against the vessel’s insurers rather than proceeding against the vessel itself (which may have insufficient value especially if there are large cargo and salvage claims). As it currently stands, the South African taxpayer bears the risk of footing the enormous wreck removal and salvage costs that would be incurred by the government should an uninsured vessel ground in South African waters. Recent examples of this are the Seli I at Cape Town and the Phoenix off Durban, which were abandoned by their owners following groundings.

Maritime pollution laws One area in which we have seen significant progress is in respect of pollution legislation. South Africa has acceded to most of the modern international pollution conventions and has also taken steps to facilitate victims of crude oil pollution claiming directly against a global pollution insurance fund. However, South Africa’s pollution law is currently fragmented over a number of pieces of pollution legislation, which are not all in accordance with South Africa’s international obligations in terms of the conventions to which we have acceded. A consolidation and update of South Africa’s pollution laws is needed to harmonise our domestic legislation with our international obligations. Operation Phakisa has promised a lot in terms of revitalising South Africa’s maritime legal landscape, but not all of the promises have been fulfilled. Some projects, such as the revision of the Merchant Shipping Act, are still in their infancy, whilst efforts to update South Africa’s maritime pollution regime are more advanced. It is not yet clear which of the proposed revamps will bear fruit and which will stall in the water. 

Nigeria needs to revisit obsolete maritime laws

peaking at a retreat organised by the House Committee on Ports, Harbours and Waterways in Lagos, the Managing Director, Nigerian Ports Authority (NPA) Hadiza Bala Usman highlighted the urgent need to pass maritime bills to replace the existing obsolete laws, which are not supportive of developmental goals of the country. She urged the National Assembly to pass the Ports and Harbours Bill, National Transport Commission Bill and other maritime bills to boost port development plans. NPA, she said, was excited about the efforts by the Federal Government to reform and develop other related areas such as Inland water ways and ports, rail way and road network to promote inter-modalism, which, according o her, is very key to the success of the port. “I am also grateful that the ports have been identified as key areas of the economy with the potential to put the nation back on the track of economic boom. One of the key objectives of the retreat is to expose the Honourable Members of the House Committee and stakeholders to the dynamics of the maritime industry, which are quite vast,” she said.

Navigating through 2017 likely to be volatile for shipping sectors

nternational accountant and shipping adviser Moore Stephens says the shipping industry will use a mixture of experience and innovation to navigate what is likely to be another volatile year for the industry in 2017. Richard Greiner, Moore Stephens Partner, Shipping & Transport, says, “Predicting shipping’s fortunes in 2017 is as precise a science as foretelling the English weather. But some things are at least more likely to happen than not. Oil prices should continue on an upward trend on the strength of the recent OPEC production cuts. Calls for higher levels of ship demolition will increase significantly, although not ship demolition itself. The cost of meeting regulatory requirements will become clearer as the industry and its financiers grapple with the financial consequences of having to burn lower-sulphur bunker fuel whilst ensuring that their ballast water management systems are fit-for-purpose. “In common with other industries, shipping will be waiting to see whether Brexit really does mean Brexit. Orders will be placed for new ships. If they are not, a number of shipyards will go to the wall. For many, freight rates will continue to struggle to reach the levels required to ensure commercial viability, while consolidation will remain the buzzword in the liner trades. “If operating costs do not increase, concern will spread about whether quality and safety are being sacrificed. Both traditional and innovative sources of funding will remain accessible to those with sound business plans. And cyber security will move nearer the top of shipping’s list of things to address. “Confidence in shipping increased steadily for most of 2016, underlining just how robust the industry can be in difficult times. The inherent volatility of the industry will continue throughout 2017, during which time shipping will resort to tried and trusted methods and to fresh innovation alike in an effort to keep its head above water. Shipping will find a way. “Things that will not happen in 2017 include another major fall in oil prices, and a big increase in hull insurance rates.”

FEATURE

Maritime law and insurance

Understanding the two sides to the story VIKING INSHORE FISHING

DEPARTMENT OF AGRICULTURE FORESTRY AND FISHERIES

The inshore trawl fishery, which catches hake and sole on shallow grounds off Mossel Bay accounts for about 10 percent of South Africa’s annual hake landings. A total of 156 applications were received for the hake inshore trawl fishery. A total of 27 applications were successful with the two largest TAC recipients listed as Seavuna Fishing (15.5 percent) and Irvin & Johnson (12.5 percent) followed by Ulwandle Inshore with just over 5 percent. Of these 15 represented previous quota holders and 12 represented new quota holders. On 3 January 2017, Viking Inshore Fishing (Pty) Ltd (Viking) secured an urgent interim interdict against, amongst others, the Minister of Fisheries and the Deputy Director-General of the Fisheries Management Branch. On 6 February 2017 the Western Cape High Court decided to postpone the matter until 18 April 2017 for a full bench of the court to hear the matter over 3 days (18-20 April 2017). The season, which was due to start on 1 January 2017, has been suspended.

QUOTAS:

Viking Inshore Fishing’s quota was cut by 60 percent and received just over 3,5 percent of the TAC or 370,157 tonnes.

Quotas of existing rights holders were cut to make room for 12 new entrants.

Viking and other rights holders believe that the industry is sufficiently transformed. Smaller quotas will result in less profitable factories.

JOB SECURITY:

The Quota cut will result in job losses amongst their 179 employees.

New entrants who are entirely reliant on the inshore fishery are now not able to fish.

Fishing vessels will be laid up leaving skippers and crew without jobs. Processing jobs will be lost. More than 95 percent of affected workers are previously disadvantaged.

APPEALS’ PROCESS:

The appeals’ process is too drawn out and, based on historical data would bring fishing to a halt for far too long.

Why did Viking not follow the set out appeals’ process? Appeals process closes on 17 March 2017.

Doubts whether the process would be unbiased. The allocation of these rescources should have been concluded before the end of 2015, which would have provided enough time for appeals ahead of the 2017 season that was due to begin on the 1 January.

EXEMPTION SOUGHT:

Precedents exist for the Minister to allow exemptions to allow fishing in the interim period.

The rights allocation was lawful and valid.

Citing the case of SA Commercial Linefish Association, existing right holders were granted an exemption to continue fishing during the period taken to conclude a review of fishing rights.

Maritime Review Africa FEBRUARY 2017

The exemption sought favours specific persons (the historical rights holders) to the disadvantage of the new rights holders. Previous exemptions were allocated to those rights holders that were not allocated rights during new allocation rounds.

African Marine Solutions (AMSOL) is a specialist solutions provider and partner to clients who operate in marine environments. As a market leader, AMSOL is the only marine solutions provider in the region that is employee and management owned, and is a catalyst for economic empowerment and shared value creation. amsol.co.za

FEATURE

Marine engines and propulsion

COVER STORY

Connecting the dots As an engine and genset supplier, Wärtsilä is keenly focusing on collaboration with shipyards, shipowners as well as policy makers; and is working with local stakeholders to bring modern technology to the continent in an informed manner.

“

Wärtsilä is working far beyond just its core market as an engine manufacturer and this bodes well for Africa,” says Greg Davids of USG Advisory Services, Business Development, partner to Wärtsilä in South Africa. “It’s all about connecting the dots and meeting the needs of our clients,” he says explaining that the way forward is to ensure profitability for the shipowner or operator through flexibility, efficiency and environmental compliance. These international priorities cannot be overlooked on the continent and Davids says that Wärtsilä is actively engaged to assist by providing products as well as technical expertise based on its 182 years of history in the engine manufacturing arena. A wide range of marine power solutions that include dual fuel engines, diesel engines and gensets allows Wärtsilä to offer technology to the African market as it migrates towards smart power generation technology.

Fuel flexibility is key “It’s about offering operational flexibility, fuel flexibility and engine sustainability,” says Davids who says that the need to be able to change from one fuel to another at the switch of a button is becoming more and more relevant. “Fuel flexibility is extremely important fore vessel owners today with choices of HFO, MDO as well as LNG, and Wärtsilä is setting the trend as the first engine supplier to offer dual fuel engines and more recently to even provide power solutions using ethane gas (LEG),” says Davids. He adds that future renewable flexibility needs to be considered too and that hybrid engines that draw on solar energy or stored battery power will become a driver of technology in the future. “Wärtsilä is actively involved in new alternative fuel developments around the world including the largest LNG receiving terminal in Torneo, Finland,” he adds, highlighting the company’s commitment to work beyond its core engine manufacturing market. “Wärtsilä, on the basis of its unique experience and in-house capabilities, was

Maritime Review Africa FEBRUARY 2017

selected to provide a complete turnkey solution for the project. This includes all the engineering, procurement, and construction (EPC) work involved,” he adds. “This experience and expertise is available for the South African and African markets,” he says, adding: “The Tornio Manga LNG receiving terminal will play an extremely significant role in lessening the carbon footprint of the region’s industrial operations and this is something we can learn from for our own requirements into the future.” Commenting on the future sulphur restrictions, Davids highlights that there is no way to reduce sulphur if a vessel is still using old engine technology. The only option available is to use scrubbers. “Wärtsilä is well positioned to meet the existing and future sulphur cap with an extensive does have a range of scrubbers available for all available engines and was the first manufacturer to be awarded the IMO’s certification for exhaust cleaning systems by DNV, GL & BV classification societies,” asserts Davids.

Renewing fleets As sulphur restrictions become mandatory and we head towards the 2020 global sulphur cap, he believes that it is wise for state-owned vessels in particular to be investing in more environmentally conscious technology. “We see the benefits of renewing fleets,” he says adding that the world trend sets the average economic lifespan of a vessel at between 15 to 20 years. “State-owned vessels such as tug boats, research vessels and patrol vessels can benefit from new technology; they need to take into consideration modern requirements that are not feasible to retrofit,” he says, adding that most of Africa’s fleet currently runs on Marine Diesel Oil (MDO) and will require

scrubbers to comply with the sulphur cap. “The 0.5 percent sulphur cap is certainly a challenge that needs to be heeded and it is to our benefit to develop a flexible fuel future,” he says. The fishing industry is another sector that he believes stands to gain significantly from buying into new engine technology that offers efficiency at sea. “With an ever depleting resource, it is now more important than ever to be more efficient by optimising the use and space to fish economically and profitably,” says Davids. Pointing to collaborative efforts that Wärtsilä has undertaken to design vessels for the future, Davids says multi-use vessels are likely to become a trend. “If a vessel can both fish and offer opportunities for fisheries research, it can be used for many more months of the year and therefore be more profitable for its owner,” he explains.

Building the African market It’s true that the African market for newbuilds is not as robust as it is internationally – a fact that creates its own challenges as OEMs find it difficult to commit to meaningful participation. “The size of the market is a challenge as we seek good penetration, but Wärtsilä is encouraged by the building activity in Africa for Africa and are able to support this,” says Davids. “If we embrace the challenges of Operation Phakisa and harness the resources of our oceans, then we will begin to need more vessels to answer the needs beyond the current status-quo. Essentially South Africa can act as a gateway to the rest of Africa’s needs. “Africa’s coastal countries are all working to maximise the ocean economy and will soon require additional marine platforms such as patrol vessels, fishing vessels, research vessels and tugs.” It is against this backdrop that Wärtsilä is focusing on the African market and already has the logistical infrastructure in place to supply major projects and ports within a two-week timeframe. According to Davids, the brand will soon be represented more strongly in Namibia

If we embrace the challenges of Operation Phakisa and harness the resources of our oceans, then we will begin to need more vessels to answer the needs beyond the current status-quo. Essentially South Africa can act as a gateway to the rest of Africa’s needs.

Engines and propulsion

Record breaking engine

he Wärtsilä 31 is recognised by the Guinness World Records as the “world’s most efficient four-stroke diesel engine” and is the first in a new generation of medium speed engines designed to set a benchmark in efficiency and overall emissions performance. The Wärtsilä 31 is available in 8 to 16 cylinder configurations and has a power output ranging from 4.2 to 9.8 MW, at 720 and 750 rpm. Noted for its fuel economy, the engine maintains outstanding performance across the complete operating range. In addition, its modular design enables

significant reductions in maintenance time and costs, thereby improving power availability and reducing the need for spare parts. The Wärtsilä 31 is designed to be suitable for a broad range of ship types and applications, both as a main propulsion engine, in diesel-electric configurations, or as an auxiliary engine. It can be optimised for running either at constant speed or along a propeller curve. In the Offshore sector, the Wärtsilä 31 is a perfect solution for offshore supply vessels and drilling or semi-submersible vessels where operational flexibility, high

and is currently investigating other parts of South Africa, including Durban.

power density, long intervals between overhauls, and high levels of safety are of paramount importance. The modular structure of the Wärtsilä 31 brings unprecedented multi-fuel flexibility to the market. Not only is the diesel version separately optimised for heavy or light distillate fuels, but the engine is available also as a dual-fuel version (burning alternatively gas or diesel) and as a pure gas engine (running uniquely on gas). This represents the ultimate in engine fuel flexibility. The introduction of an advanced fuel injection system, combined with state-of-the-art air injection technology, enables the most efficient and economical use of low sulphur fuel oils.

You make record-breaking profits

Powering up skills Emphasising that Wärtsilä’s commitment to the market goes beyond simply selling engines, Davids highlights the investment that the company has already made in skills development by partnering with the Faculty of Engineering at Nelson Mandela Metropolitan University (NMMU) in Port Elizabeth.

FEATURE

Wärtsilä 31 breaks Guinness World record For Fuel eFFiciency

Davids, who has been named an adjunct professor within the faculty adds: “We are building a high tech lab at NMMU housed in their Engineering Faculty that aims to build marine engineering competency. Future marine engineers will be trained on all aspects of Wärtsilä equipment using the most advanced opportunities such as 3D simulation.” The lab is partnered with the Wärtsilä Land and Sea Academy as well as other Finnish Maritime Institutions and will benefit from the addition of an expert from the Finnish shipbuilding industry who is due to take up the position at the beginning of 2018 to help build capacity alongside Davids. “Wärtsilä aims to enhance the maritime business sectors in Africa and worldwide. Innovative, safe, environmentally sustainable and flexible solutions are all part of the strategy of connecting the dots to match our clients’ needs,” he says. 

Fuel costs and emissions are reduced – a lot

Wärtsilä connects the dots The first of a new generation of medium speed engines, the Wärtsilä 31, raises the bar for fuel efficiency and flexibility to a new level. It has the lowest fuel consumption over a wide operating range. The engine is available as diesel version optimized for heavy or light fuels, as a pure gas engine or a dual-fuel version. The Wärtsilä 31 is suitable for a wide range of ship types and applications. Read more at www.wartsila.com

FEATURE

Marine engines and propulsion

Major milestone in engine production

AN Diesel & Turbo’s licensee, Doosan Engine Co, Ltd, held a ceremony in Changwon, Korea on during January to celebrate the production of 100 million two-stroke bhp. The milestone was achieved with the successful test operation of an MAN B&W 11G95ME-C (103,000 hp) engine. Thomas Knudsen, Head of Low-Speed, led a company delegation to Korea and spoke at the event, noting that Doosan Engine had celebrated the cumulative production of 50 million bhp just nine years previously. He stated that Doosan

Engine had mastered the production of diesel technology and developed into a valued partner in the continuous development of diesel engine technology. Knudsen concluded his speech by mentioning the current, turbulent marine market and said: “Analysts say there is a crisis in shipping and in ship building. However, we have to keep in mind that world trade will grow as more regions attain a higher level of economic development. Therefore, there is no doubt but that the shipbuilding industry will eventually gain pace again.”

Doosan celebrates the production of 100 million two-stroke bhp.

Setting sights on the African market

ontinued success in the Scottish maritime sector has prompted Voith to extend the geographical footprint of its Voith-Schneider propeller (VSP) range into Africa. Accurate control, positioning and manoeuvrability are imperative to safety when docking in rough seas, especially where landings are comprised of concrete ramps where the vessels dock without being firmly moored. “The African coastline provides its own challenges with rough seas, and also tight manoeuvring within harbours and between vessels,” states Vice President of Power, Oil & Gas Africa, Derain Pillay. The Voith electronic control system consists of a modular hardware and software architecture and offers many control features and standardised interfaces, to enable swift and precise actuation of the two VSPs. To ensure that the two VSPs are protected when docking, they are arranged diagonally in recesses and not in a central position at the bow and in the stern. 

Voith Schneider propellers are due to make inroads into the African market.

Low running costs for naval power

he MTU Series 800 16V engine was unveiled recently as part of the RollsRoyce offering at the IDEX and NAVDEX trade shows held during February in Abu Dhabi. This unit delivers outputs of up to 8000 kW and expands MTU’s portfolio not only for naval applications, but in the yacht and ferry segment too. The Series 8000 unit is equipped with common rail fuel injection and electronic engine management for low overall running costs, high power density, and unlimited low-load operation – a significant advantage for governmental vessels. The Series 8000 unit is the top-selling engine in this application.

Maritime Review Africa FEBRUARY 2017

Another showpiece was a model of RollsRoyce’s evolved MTU-brand Series 4000 diesel engine compliant with the IMO III and EPA Tier 4 emissions standards. This version is called 4000 M05, and its innovations in turbocharging, combustion, and fuel injection, as well as its newly developed SCR system are instrumental in enabling it to meet the stringent emissions rules. This integrated solution from MTU for propulsion and SCR exhaust after-treatment provides the customer with a configuration that is optimally tuned to the IMO Tier III and EPA Tier 4 standards. The system is flexible, demands little space, and boasts an excellent power-to-weight

The Series 8000 unit is equipped with common rail fuel injection and electronic engine management for low overall running costs.

ratio. Rolls-Royce acts as system partner to both manufacturer and government authorities, offering complete MTU-brand system solutions for drive and propulsion, automation, and service

Marine engines and propulsion

Compact diesel engine debuts in Düsseldorf

Innovation is key to keep engines running

ith a focus on developing a range of innovative solutions for ship operators operating in poor freight markets in a low-sulphur era Total Lubmarine anticipates a growing demand for environmentally acceptable lubricants. “Total Lubmarine believes that innovation is the key to success. In 2017 we will continue to invest heavily in developing a generation of marine lubes which are suitable for engines running both low and high sulphur fuels. At the same time, we anticipate that the demand for environmentally acceptable lubricants (EALs) will continue to grow, driven by the rising numbers of ships trading in the Polar regions,” says Robert Joore, the new General Manager of Total Lubmarine. Last year saw the launch of Talusia Optima, a cylinder lube oil suitable for use with fuels ranging in sulphur content from 0 to 3.5 percent. When changing from low to high sulphur fuel or vice versa, ships no longer need to change lubricant. This is particularly useful for vessels transiting in and out of ECAs.

FEATURE

Talusia Optima has been available in major maritime hubs since September 2016 and Total Lubmarine is now rolling out availability across many of the 1,000 ports in its network.  Noting the tough market conditions facing the shipping industry, he said:  “Lubes are of course a big part of any shipping company’s daily operating costs and we are very focused on helping our customers reduce their lube consumption as well as extend the life of engines and vessel equipment in a practical way.

he new four-cylinder D2-60 engine by Volvo Penta debuted at the Düsseldorf Boat Show during January. The compact diesel engine is part of Volvo’s expanded 13 – 75 hp range and meets EPA Tier 3 emission standards. The engine is available for both S-drive and shaft installations and is suitable for displacement boats that require compact diesel engines complemented by excellent performance. It is charge air-cooled with an output of 60 hp at 3,000 rpm. The engine is low in weight and provides excellent fuel consumption, low noise and vibration. 

“We will continue to offer a customised feed rate reduction programme to all our customers, visiting customer’s vessels and ensuring that their on-board teams are making best use of our lubes.” Total Lubmarine’s strategy is based on developing future proof technology by redesigning conventional lubes, a focus on customer support through a network of 200 marine engineers, supply chain specialists, customer service and commercial managers and the ability to serve clients wherever they trade.

VOLVO Penta D2-60 is a compact diesel engine.

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

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09-12-16 09:30

Maritime Review Africa

FEBRUARY 2017

FEATURE

Marine engines and propulsion

Mitigating against the risks of engine room fires

esearch coordinated by IMO has indicated that between 30 and 50 percent of all fires in merchant ships originate in the engine room and 70 percent of those fires are caused by oil leaks from pressurised systems. Following a major engine room fire it is rare that a ship is able to proceed under her own power. This leads to expensive costs of salvage, towage, repairs, downtime, and cancellation of cruises, which can typically run into millions of dollars. Tony Watson, Risk Assessor at UK P&I Club in conjunction with Burgoyneâ&#x20AC;&#x2122;s, highlights the risk and impact of engine room fires onboard ships, and recommends steps to prevent and suppress fires. Oil fires are the most serious category of engine room fires, and usually occur when oil from a large leak or a smaller but persistent leak comes into contact with a nearby hot surface at a temperature that exceeds the â&#x20AC;&#x2DC;minimum auto ignition temperatureâ&#x20AC;&#x2122; (MAIT) of the oil. Oil fires often develop and spread quickly, compromising the safety of engine room personnel and, in the case of generators, damaging associated main electrical cabling feeding the switchboard, which can lead to a loss of electrical power.

Good maintenance essential It is essential to employ good maintenance systems and engineering principles in order to reduce the risk of oil leaks. This includes attending to minor leaks without delay, tightening connections to fuel injectors and fuel injection pumps to the correct torque to prevent leakage, and maintaining oil leak detection and alarm equipment that can warn of the presence of oil leaks in concealed areas. While engine room fires are one of the most common fires on ships, an extended period of time onboard a ship without a fire incident can lead to complacency and a failure to prioritise fire prevention measures and simulated fire incident practices. Crew members must ensure that machinery and emergency control equipment are installed and operating in accordance with SOLAS Regulations and IMO Guidelines, and that frequent fire prevention and firefighting training is undertaken. UK P&I shares top tips on how to reduce the risk of a fire in an engine room:

Doâ&#x20AC;&#x2122;s

Ensure oil leaks are attended to

promptly by affecting permanent repairs and that oil leak alarms on generators are in good operating order

Maritime Review Africa FEBRUARY 2017

Where required by SOLAS II-2, make

sure oil pipes are sleeved, pipe joints are shielded, and that all oil pipework is supported in correct fitting pipe clamps

Carry out routine temperature mea-

surements of shielded or clad hot surfaces to ensure that even small parts are not exposed. This can be achieved by using an Infra-red temperature gun

Keep engine room stores and work-

shops tidy and that packaging material is not close to light fittings

Ensure that drain lines in oil tank save-

alls are clear and the save-alls are kept clean and free of solid materials such as cotton waste or rags

Check the oil tank gauge glass self-closing cocks are unrestricted and that oil tank quick closing valves are properly armed and tested regularly

Ensure that fire detection equipment is properly maintained and operable

Ensure that automatic closing mech-

anisms on all fire doors within and at the boundaries of the engine room are working correctly

Check that ventilation closures are

operable, are visually free of corrosion and provide a reasonable seal

Ensure that portable fire-fighting appli-

ances are correctly positioned and serviced and that fire-fighting installations are properly maintained and armed

Carry out routine fire drills to address different simulated fire incidents in various parts of the engine room

Donâ&#x20AC;&#x2122;ts

Allow smoking in the engine room Make temporary repairs to oil containing pipe work

Work on pressurised fuel systems Secure open self-closing oil tank gauge

Fit for the marine market

escribing their product offerings in the African and South African context, Andy Pilkington, Cumminsâ&#x20AC;&#x2122; Africa Marine, Energy and Rail Segment Leader says that they are able to offer â&#x20AC;&#x153;fit for marketâ&#x20AC;? solutions to the continent. â&#x20AC;&#x153;By using our highly competitive product and pricing strategy and leveraging our engine plants across the globe we can meet both local and international marine class requirements across the key marine segments,â&#x20AC;? he says. Pilkington describes Cape Town as their marine hub, but adds that Cummins has a defined footprint to support their engines across Africa and Southern Africa. â&#x20AC;&#x153;Cape Town has the capability to work on all Cumminsâ&#x20AC;&#x2122; products and we offer 24-hour field service support with extensive parts holding,â&#x20AC;? he says. â&#x20AC;&#x153;Globally Cummins has a market share of approximately 12 percent across all marine segments. We have a strong market share in the recreational, commercial transport, government and offshore segments,â&#x20AC;? he says adding that the recent introduction of the Cummins QSK95 High speed engine delivering between 3,000 â&#x20AC;&#x201C; 4,200 hp has strengthened and widened their scope of supply in this power range. Cummins offer a full range of both propulsion and marine auxiliary solutions from 100hp to 4,200 hp. Locally, they hold stock from 200 hp through to 1,600 hp for both propulsion and genset applications to support their current customer base. â&#x20AC;&#x153;Lead time from our plant is determined by engine product and can vary from eight to 12 weeks,â&#x20AC;? he says. Looking at opportunities on the continent, Pilkington sees continued pressure from a slow market, but suggests that the passenger ferry market could provide opportunities in Africa as the middle class continues to grow.

glasses

Secure open by external means oil tank quick closing valves

Secure open fire doors within and at the boundaries of the engine room

Carry out hot-work in the engine room

without a correctly completed, properly considered permit to work and until all necessary hot work precautions are in place

For further guidance on engine room

fires, download the free UK P&I guidance: Risk Focus: Engine Room fires. ď&#x201A;˘

Follow Follow our our editor editor and and sub sub editor as editor as they they discuss discuss issues issues relating relating to to the the maritime maritime industry sectors. sectors. Keep Keep up up to to industry date date with with newspaper newspaper covercoverage age of of the the industry industry is is the the Weekly Weekly Press Press Review Review and and start start aa discussion. discussion. www.maritimematters.net www.maritimematters.net

Marine engines and propulsion

FEATURE

Next generation gasoline engine revealed

olvo Penta introduced the most powerful of its next-generation marine gasoline engines at the Miami International Boat Show during February. Offered in 380 and 430 hp models, the new aluminum V8s are based on the highly successful General Motorsâ&#x20AC;&#x2122; Gen-V block and incorporate a combination of technical features that cannot be matched by any other marine gasoline engines in their horsepower range:

All-aluminium block for highest power-to-weight ratio.

Direct fuel injection providing better low-end torque and fuel efficiency.

Standard closed-loop fresh-water cooling with no internal parts exposed to raw or salt water.

Wideband oxygen sensors to optimize

the engine for varying fuel quality and reduce carbon monoxide emissions by 95 percent.

Variable valve timing to optimize

The new V8 380 has 24 percent quicker acceleration and is 11 percent more fuel efficient than the engine it replaces in the Volvo Penta line.

torque across the full acceleration range. The 6.2L engines round out Volvo Pentaâ&#x20AC;&#x2122;s full line-up of Gen-V marine engines, joining the well-received 5.3L V8s and

4.3L V6s. The new V8 430 â&#x20AC;&#x201C; the most powerful model in Volvo Pentaâ&#x20AC;&#x2122;s marine gasoline engine line-up â&#x20AC;&#x201C; delivers 14 percent faster acceleration and provides 10 percent better fuel economy than its predecessor.

Maritime Review Africa FEBRUARY 2017

FEATURE

Marine engines and propulsion

Penetrating the newbuild sector in Africa Looking at the opportunities to build vessels in Africa for Africa, Wynand van Zyl - Operations Manager - Marine, Oil & Gas (Offshore) Southern Africa, Barloworld Power, believes that there is room for strategic segments in the marine industry such as offshore, fast craft as well as tug and salvage vessels.

“

We have seen an increase in shipbuilding activity over the past few years,” he says adding, however, that the dip in oil price has seen this decline somewhat, but that projects such as Operation Phakisa in South Africa have the potential to boost the local economy. “It will depend on how much the government is willing to continue and develop new projects under Operation Phakisa,” he says as he highlights South Africa’s capacity to build vessels for the rest of the continent. With access to Caterpillar Finance, Van Zyl confirms that they can offer flexible terms and schedules for new engine purchases at competitive rates. “Special focus areas for financing rest in commercial vessels such as cargo, offshore tug and salvage as well as yachts," he says. Africa is still a relatively small market with limited opportunities and Van Zyl emphasises Barloworld’s commitment to stay close to customers and work in partnership for the long-term success. “We have achieved significant success in our targeted segments with very good penetration in the offshore crew transfer boat, workboat and tug sectors,” he says adding that their strength is in the people they empower.

“Barloworld has a tremendous focus on continuous training and development, ensuring that we bring the best possible skills to market. By virtue of Caterpillar’s dealer network, our customers have access to qualified support in virtually any geographical location,” he explains.

Trends and developments Discussing the transition from mechanical to electronic controlled engines that kicked off in the 1990s, Van Zyl adds that the last decade has seen a huge development in engine technology. “This has been mainly driven by the need to comply with new emissions regulations as well as the aim of getting more efficient and reliant platforms,” he explains. “We have kept pace with this new state-of-the-art technology, which has required continuous training and skills development in order to provide the right product support,” he says. This is available across Caterpillar’s broad network of dealers in Africa that support Cat and MaK products at all locations.

Product range and availability The Barloworld Power product portfolio for marine engines includes diesel

and dual fuel propulsion and auxiliary engines, as well as complete marine generator sets, ranging from a few kW to 16 MW with the large MaK VM43C engine (220 ton weight). “Our offering has expanded so we can also offer complete propulsion systems and drive lines for conventional controllable pitch propellers, azimuth and bow thrusters. Furthermore, we have in-house capabilities to supply complete electrical equipment on board that includes integrated alarm systems, main switchboards, automation and diesel-electric propulsions. “Finally, our technology enabled solutions offer complete integrated monitoring systems through vessel data analysis in order to increase total uptime and efficiency,” says Van Zyl who adds that the broad product range is boosted by a strong local and regional presence with a widespread network of branch offices in the main ports, trained and skilful artisans. “Our spares holding is equally impressive and continues to be expanded,” he says, but adds that, due to the need for customised marine engines that are project specific, it is difficult to keep “standard” models in inventory. “Almost every project has to be tailor-made,” he says. “Presently lead times from the different factories are reasonable enough to cope with the usual marine projects and their execution times, but in the case of urgent delivery due to a repower or a breakdown, we can check with the international network of Caterpillar dealerships and use their inventory,” he says. Barloworld has fully equipped workshops in Cape Town, Vredenburg, Durban, and Port Elizabeth as well as access to the engine remanufacturing facility in Boksburg.

www.maritimesa.co.za

Maritime Review Africa FEBRUARY 2017

Marine engines and propulsion

Offering technology to support development in Africa

he dissemination of information on the availability of technology to support development in Africa, remains a focus for Andrea Nono, CEO of MTU South Africa as the continent faces the need to engage in large infrastructure projects. Describing the challenges of a currently strained market in the marine economy, Nono hopes that the signing off of projects under Operation Phakisa could change the landscape. “In the meantime MTU is engaging with the market players and decision makers at all levels to give feedback on technology available in country to support potential infrastructure projects,” she says.

Product range and availability

“We hope to see a major upswing in the years to come. West Africa, in particular, has shown more development in ports infrastructure and oil & gas activity over the last five years and have therefore been a focal point for opportunities. However, the significant downturn in oil price over the last years has had a huge impact on the industry currently,” she says adding that they remain optimistic about future growth potential in African and South African markets. “Most of the large infrastructure based projects are government driven initiatives and legislation and funding remain key challenges,” she says.

Experts to discuss combustion technology

FEATURE

MTU offers a wide range of high-speed diesel propulsion (261 to 10,000 kW) and auxiliary genset (271 to 3,015 kW) engines. “MTU has a significant market share in the naval, governmental and ports authorities in Africa and South Africa. MTU has also made steady inroads into the commercial fishing market in South Africa and West Africa,” she says adding; “We offer local and African markets the best German engineered high power, light weight engines with low fuel consumption, with long time between major overhauls and a global service footprint.” MTU has workshop capability to repair and undertake complete overhauls in Cape Town and Johannesburg offices, while the parent company Rolls-Royce also have a workshop in Walvis Bay Namibia. 

Seascape Marine Services (Pty) Ltd Sales & Service: Tel +27 (0)21 511 8201 124 Marine Drive Service Road Paarden Eiland www.seascapemarine.co.za

panel of experts from the International Council on Combustion Engines (CIMAC) will participate in INMEX SMM in India at the beginning of October this year. The panellists will discuss current standards and developments in the combustion engine industry. Inclusion of the CIMAC Circle in the programme of events underscores INMEX SMM India’s position as the most important maritime industry meeting point in SouthEast Asia. The International Council on Combustion Engines CIMAC is a worldwide non-profit association consisting of National Member Groups and Corporate Members in 26 countries in America, Asia and Europe. It brings together engine manufacturers, users such as ship owners, and also equipment suppliers, fuel and lubricant suppliers, and research organisations.

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Maritime Review Africa

KohlerMarine.com FEBRUARY 2017

FEATURE

Marine engines and propulsion

Engineers remain vital to vessel efficiency Marine engineers should have an in-depth knowledge of the vital systems on board vessels to ensure they remain at sea by reducing the risk of mechanical breakdowns and off-time. To do this, engineers need to maintain the vessel and ensure that it runs efficiently and mechanically sound.

ssentially, the engineer is the heart of the vessel because if any of the mechanical parts of a vessel are not functioning, you’re going nowhere fast! Marine qualifications are normally defined by the kilowatt engine capacity of the vessel, the industry and whether the vessel is foreign-going or not. Maritime Training Institutions like Sea Safety Training Group (SSTG) are dedicated to the promotion of life-long learning within the maritime industry through the provision of training to both national and international standards. Institutions such as CPUT and DUT offer the Engineering Officer of the Watch as an entry level course followed by Second and Chief Engineer Foreign-going. Sea Safety Training Group (SSTG) offers courses in line with the latest Merchant Shipping Safe Manning Regulations and the South African Maritime Safety Authority’s (SAMSA) Code for Engineers of vessels with an engine capacity of less than 2,000 kw. It should be noted that these regulations make provision for numerous other engineering qualifications available to industries including fishing qualifications, which are not highlighted below. Certificates of Competence (CoC) are issued by SAMSA to persons working in the fishing industry, port operations or on foreign-going vessels. The three popular courses are Marine Motorman Grade 2 (MM2), Marine Motorman Grade 1 (MM1) and Marine

Motorman Higher Grade (MM HG).

Marine Motorman Grade 2 (MM2) Previously candidates could obtain a Marine Motorman 2 through self-preparation and Level 3 Oral Assessment. However, with the roll out of the latest Merchant Shipping Safe Manning Regulations, candidates wishing to obtain MM2, will have to successfully complete subjects in Engineering Knowledge; Naval Architecture, Personnel Management and Ship Master Business, and Emergency Procedures. In addition to that, workshop modules such as Diesel and Welding and are now compulsory for candidates who started their sea service after 2013. Even though the tuition phase might seem longer, there is value in it for the candidate who can now follow a structured course and deliver a service to their respective employers, having competence in executing the tasks expected of them. MM2 is seen as an entry level qualification. Entry into this course does not have a minimum requirement, but it is advisable that learners meet at least an AET level 2 for literacy and numeracy. MM2 will allow the holder to sail as a Chief Engineer on vessels with an engine capacity of under 350 kw or Second Engineer on vessels under 1,000 kw.

Marine Motorman Grade 1 (MM1) For entry into the MM1, the learner

should hold at least a MM2 Certificate of Competence (CoC). This course covers the same subjects as the MM2, but at a more advanced level. It also includes the additional workshop modules of Diesel, Welding, Sheet Metal, Pneumatics, Hydraulics and Refrigeration. Upon successful completion of this course, the MM1 holder will be able to sail as a Chief Engineer on vessels with an engine capacity of under 1,000 kw.

Marine Motorman Higher Grade (MM HG) Holding a MM HG qualification enables one to work in a variety of industries including port operations and fishing. This course should be taught at an equivalent of Engineering Officer of the Watch (OOW) and is therefore applicable to more advanced candidates. A MM1 Certificate of Competence (CoC) is required for entry into the MM HG course, which covers the same subjects as the MM2 and MM1 but at a more advanced level plus workshop modules including Diesel, Hydraulics, Pneumatics, Welding, Sheet Metal, Refrigeration, Machining, Fitting and Electrical. MM HG will allow the holder to sail as Chief Engineer on vessels with an engine capacity of over 750 kw but less than 2,000 kw. SSTG offers these courses ranging from one-and-a-half to four months duration at various branches all over South Africa. “Our goal is to ensure the industry employs our learners or sends their staff to us for training because they have experienced the value of our focus on improving safety and reducing environmental pollution. This assists them in preventing serious and costly incidents and accidents,” says Leon Mouton of SSTG. 

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

MARINE & INDUSTRIAL: DIESEL ENGINES • GEARBOXES • GENERATORS

Maritime Review Africa FEBRUARY 2017

Madiba 1

ON BOARD

The Madiba 1’s design provides for a catamaran type vessel with a third centre bow that improves the boat’s sea-keeping abilities and allows it to cut through the waves.

Modern vessel aims to connect with history She may not have been intended for operation in the Port of Cape Town, but the Madiba 1 certainly sets a new standard for marine tourism platforms operating out of the harbour. Built in South Africa originally for a client in the offshore oil sector, the vessel has undergone some significant changes to convert her into a passenger ferry ostensibly for the route between Cape Town and Robben Island.

aritime Review Africa spoke to owner, Johan van Heerden of Meltt as well as builder, Andre van Niekerk of Veecraft Marine, about the success of the conversion as well as some of the challenges that they faced.

along the coast. The opportunity to buy and convert the vessel that was originally destined for a life in the offshore oil and gas sector was well-timed for Van Heerden who has ambitious plans and a bit of a score to settle.

Van Heerden is no stranger to the Robben Island route and describes his bid to supply a ferry to the route as a “long journey”. It’s true that he has faced allegations and court proceedings in this epic feat that dates back to 2009 when he first became passionate about becoming involved in the creation of a living museum on the island that highlights the full spectrum history associated with the heritage site.

Innovative design

“The island’s history dating back to before it became a jail is equally as interesting as the notion of the island as a symbol of the anti-Apartheid struggle,” he says highlighting how it has always been associated with a place of suffering and of “abandoned people” due to its use as a leper colony, a mental hospital and, of course, later as the notorious jail for political prisoners. Van Heerden’s company, Meltt (Minerals, Energy, Land, Transport and Tourism) is likely to begin to play an interesting role in the maritime space. Van Heerden sees many opportunities particularly in the tourism sector. “We have big plans,” he confirms pointing to the potential for tours and ferries

Andre van Niekerk of Veecraft explains how the platform was developed to compete with the popular Surfer vessels that are currently being used in West Africa as crew transfer and supply vessels to the offshore oil industry. “We wanted to come up with a new concept boat into the oil and gas industry that could effectively take on the Surfer,” he says explaining that the idea for the prototype was centred around stability, fuel efficiency, carrying capacity and sea-keeping ability. Working with Incat Crowther in Australia, the concept and design for the 30 m wavepiercing catamaran was born. Van Niekerk describes some of the advantages of working with international designers and highlights how this has helped them introduce a number of new technologies into the Veecraft building processes. The ceiling panels in the vessel, for example, are clipped into place allowing easy access to wiring should there be a maintenance problem. In addition, the

welding of the interior aluminium panel foundations have largely been replaced with a gluing process that Van Niekerk says is stronger than a traditional weld join. “We have actually tested this and the weld tears before the glue does,” he says adding that the process allows for less man-hours to fabricate a vessel. “In the end we came up with something a lot more than just your normal crew boat,” says Van Niekerk describing the vessel’s ability to accommodate modular containers that could contain additional accommodation, compressors or a decompression chamber as required. “The owner could literally have three different containers at their facility and fit the one most appropriate to what the contract required of them,” says Van Niekerk.

Built for the sea The design provides for a catamaran type vessel with a third centre bow that improves the boat’s sea-keeping abilities and allows it to cut through the waves instead of constantly riding up and over them. Initially keen to fund and build a prototype that they could get into Nigerian waters, they were however lucky enough to secure the interest of a Nigerian company active in the offshore industry that wanted to buy one. With that, the build began, but the project was impacted by the crash in the oil price and the original buyer was faced with no charter for the vessel. It was at this time that Van Heerden and Meltt came into the picture with a keenness to acquire a vessel. Some negotiation and decision-making saw Meltt take over the vessel with the view to convert it into a passenger ferry for use in the local market instead of trying to pursue a charter in the oil and gas sector. Maritime Review Africa FEBRUARY 2017

ON BOARD

Madiba 1

Conversion “We now had the task of converting a crew-supply vessel capable of carrying 23 passengers with significant container space into a ferry capable of safely maximising passenger carrying capacity,” explains Van Niekerk, adding: “We had to convince SAMSA (South African Maritime Safety Authority) to convert it into a passenger vessel.” “The boat was built and classified under Bureau Veritas as a crew boat,” he says explaining that it had met these standards, but needed to additionally meet the set of standards for high-speed passenger vessels. Working closely with SAMSA, the teams from Veecraft and Meltt set out to identify and satisfy the classification standards required. The conversion may have taken a little longer than originally anticipated due to a number of technical challenges and directives from SAMSA, but Johan van Heerden describes working with Veecraft as a “good experience from day one” and is thrilled with the result that is the Madiba 1. The space that was originally designed to accommodate the modular containers has now been enclosed to house additional seating, but some adjustments had to be made to ensure that the additional weight associated with carrying the passengers would not impact on the vessel’s operation. “We added 200 passenger seats plus a whole deck structure on the back, so we needed to compensate that weight of those passengers,” explains Van Niekerk. “We actually removed some of the fuel capacity. The boat had a capacity for 30,000 litres of fuel on board as a crew boat and we reduced that to 10,000 litres,” he says. Overall the ferry benefits from its original design and purpose with built-in redundancies that most other vessels operating in the space do not have. Fully bullet-proof, armour-plated ballistic windows may seem like overkill for the trip between Robben Island and the Port of Cape Town, but passengers can be secure in the knowledge that everything from a sophisticated fire monitoring system to CCTV monitoring has been installed. Top: Passengers can embark and disembark at the rear of the vessel. Middle: A deck of seats was added during the conversion from crew supply vessel to passenger ferry. Bottom: The Madiba 1 was originally conceptualised as a crew vessel for the offshore oil and gas sector in Africa.

Maritime Review Africa FEBRUARY 2017

“There is dual installation and redundancy of most instrumentation,” says Van Niekerk, listing the line-up of bridge equipment to include a twin radar, VHF radio, chart plotter, satellite navigation as well as

Madiba 1

ON BOARD

a fuel monitoring system. The equipment was installed by SMD Telecommunications. Although Van Heerden’s plans for the Madiba 1 are centred squarely around supplying a ferry service between Cape Town and Robben Island, the vessel’s design provides a degree of flexibility that could allow alternative deployment. It can even be returned to its former working state as a crew supply vessel fairly easily. “We can actually remove the whole deck that we put on, expose all the features that we had on the main deck and put the crane back,” explains Van Niekerk.

The CAT 32C engine provides economy and operational reliability for the Madiba 1.

Built for speed and safety But, with the conversion complete and SAMSA approval obtained, the 30 m high-speed ferry is ready to welcome 200 passengers for a memorably quick and stable trip between the island and the mainland. According to Van Heerden, the much faster transit offered by Madiba 1 could easily boost the profitability of the Robben Island Museum by ensuring visitor numbers can be maximised without compromise. “At the moment the trip is just under one hour there and the same for the return. We can cut this down to 30 minutes each way,” he says adding that this would optimise time on the island for the visitor to engage with more of the island’s history.

Marine law, insurance and ﬁnance

Training and the development of human capital

2 Marine engine and propulsion

2 Marine electronics and hydrography 3 Marine lifting and handling

Crewed by a team of 13 under the captainship of Keith Page, the Madiba 1 has a maximum speed of 25 knots and can operate in wind speeds of up to 70 knots.

SPECIFICATIONS:

Safety has been given significant consideration. The front hulls have been filled with foam to ensure buoyancy while the five life-rafts have capacity for 245 people – catering for all 200 passengers as well as 13 crewmembers. In addition there are 250 lifejackets stowed on board. Van Heerden is keen to get up and running as soon as possible and has been showcasing the capabilities of the vessel in Table Bay since January this year to select guests. 

Special 15th Anniversary issue: Looking back at the last 15 years and forward to what the future holds for the maritime sectors, with speciﬁc focus on opportunities in the African maritime space. The 15th Anniversary edition will highlight African milestones, challenges and successes in port productivity, shipbuilding and skills development

Name:

Madiba 1

Builder:

Veecraft Marine

Hull:

Aluminium

Classification:

SAMSA

Length:

30 m

Width:

8,5 m

Draft:

1,2 m

Engines: 2 x CAT C32s (1,081 kw @ 2100-2300 RPM) Propulsion:

Twin Prop - Teignbridge

Bunker industry review

Towage, salvage and casualty response

African naval review

2 Marine engineering and manufacturing

Developing maritime infrastructure in Africa

2 Maritime health, safety and security 3 Dredging industry review

Our annual Oﬀshore Supplement will focus on developments in Africa’s infrastructure, to accommodate the development and servicing of the oﬀshore oil and gas industry. The supplement will also focus on local content requirements.

Maritime Review Africa FEBRUARY 2017

MARITIME NEWS

Industry updates

Maydon Wharf reconstruction reaches another milestone

ransnet National Ports Authority’s (TNPA) six-berth reconstruction project at the Maydon Wharf Precinct in the Port of Durban has reached another milestone. Berth 13 and 14 are now deeper and safer for bigger ships calling at the port and fully operational. Transnet Group Capital (TGC), which is executing this major project on behalf of TNPA, completed work on Berth 13 and 14 within the required timeframe. Port of Durban Manager Moshe Motlohi said: “The handing over of these two berths marks a great milestone for one of the oldest ports in the country. It talks to safety improvements and revamping of infrastructure which will further enhance the attractiveness and competitiveness of our ports.” The R1.5 billion project for reconstruction and deepening of six Maydon Wharf Berths 1-4, 13 and 14 was awarded to Stefanutti Stocks AXSYS Joint Venture in 2014. It forms an integral part of Transnet’s Market Demand Strategy, which aims to enable the effective, efficient and economic function of an integrated port system to promote economic growth. Port of Durban Engineer, Malefetsane Setaka said: “The quay walls of the old berths had reached their lifespan and were becoming unsafe for the vessels to operate. This project has given new life and a safe environment for larger ships to berth.” The project scope involved demolition of paving, rail track work and services, construction of new steel sheet piled quay walls, demolition of existing piled crane

beams, extraction of timber, concrete piles and limited number of steel sheet piles and removal of the existing quay walls and capping beams. The completion of Berths 13 and 14 comes a few months after the handover of Berth 1 and 2 to port operations in July 2016. This brings to four the number of completed berths out of the six berths included in the project scope. “Our customers are the key beneficiaries of this project. They will now operate in safer and much deeper berths. We are also pleased that the project timelines committed to were adhered to by the project team,” added Motlohi. The project has created a total of 127 jobs including general workers, semiskilled workers, safety officers, as well as project managers. On skills development programme, 206 people were trained and attained various skills in lifting and rigging, construction, project management as well as safety officers. Its supplier development programme was seven percent above target and to the total value of R273 million of the overall cost of the project. About R116 million of the R273 million was spent on national and regional suppliers who provided concrete, foam work, dredging and scouring services. An amount of R83 million was spent on Small Business Development with services ranging from travel, steel suppliers, reinforcing, electrical work and earthworks and plant hire. The project to reconstruct and repair all six berths is expected to be completed by 2018. 

On 13 January the Port of Durban’s Maydon Wharf Precinct serviced Bright Sky, the first vessel to use the common-user berth 14 after reconstruction of both the berths and a handover to port’s operations. Both berth 13 and 14 are now fully operational.

Maritime Review Africa FEBRUARY 2017

Spotlight on port app

he development of the SpotLight App by Transnet Port Terminals (TPT) is a recent innovation that has already received interest and positive feedback from key maritime and transport stakeholders such as the South African Association of Ship Operators and agents (SAASOA) and members of the Harbour Carriers Association. An in-depth demonstration and interactive workshop on the TPT’s SpotLight App was hosted during January at TPT’s Durban Container Terminal to educate the supply chain about how to quickly and easily track and trace vessels, containers and trucks within TPT’s respective container terminal operations through the app. TPT is responding to the escalating pressures on global supply chain logistics, container terminals around the world to operate at peak performance, stay competitive and maintain profitability. TPT has identified that technology is an area where they can evolve and adopt digital innovations that will add real value to TPT’s customers and stakeholders. “In 2017 we are looking to promote the use of our SpotLight App to all customers and stakeholders because we really believe the convenience of this portal will not only add value to the customer, but it will also assist us in improving relations with our customers and clients,” stated Thula Dlamini, TPT KZN Regional Manager: Business Planning and Performance Monitoring. The SpotLight App, which is available for free on the Google Playstore for Android phones and Apple iTunes for iPhones, was developed internally by TPT over a period of three years. The mobile app allows for better planning and awareness of weather conditions that may affect TPT terminals by providing updates on the weather and wind speeds in all major cities. Push notifications have been built into the app to further assist users with any relevant announcements – such as congestion or delays that are loaded and received instantly via the application. Additionally, a feature called ‘Register Me’, is the first step to enable users to receive personalised messages that are set to enhance the customer experience.

Industry updates

MARITIME NEWS

RoPax ferry for Africa

iron Staal, part of Damen Shipyards Group, has performed a keel-laying ceremony of the hull of a passenger ferry. On completion, Damen Shipyards Hardinxveld will carry out the final outfitting work of the 5212 RoPax for an African client. “We are very proud to be working on this hull fabrication. This project really displays the added value of the years of experience that we have here,” comments Niron Staal Director Roland Berends. “In practical terms, this results in a significant reduction in the time needed for preparatory work and engineering.” By providing this head start in hull construction, Niron Staal was able to schedule the finished and painted hull to be delivered in just less than 70 days on 10 January 2017. The timely start and smooth running of the project so far is due to the cooperation between all parties involved, says Berends, “We have all been working as one team with full transparency of information, costs and quality.” “For example, the basic and detailed engineering phases have drawn on the exper-

tise of both our own engineers and those from Damen Shipyards Hardinxveld. And the Hardinxveld project manager is just as involved in the build process as our own project manager.” Although Niron Staal is part of Damen Shipyards Group, this RoPax hull actually marks Niron Staal, part of Damen Shipyards Group, has performed a the first new build keel-laying ceremony of the hull of a passenger ferry. On complecontract between tion, Damen Shipyards Hardinxveld will carry out the final outfitting work of the 5212 RoPax for an African client. the two parties. “This is an important step in our market. Located in the harbour of Amsterrelationship,” notes Berends. “Our capacdam, the company does not have to look ity to fabricate quality hulls forms a bridge far for potential customers. “Looking across between Damen’s new building and repair the water, you can see that the City Council activities.” of Amsterdam has an extensive network of Looking at the acquisition of future ferries. How fantastic would it be to have contracts, this latest project demonstrates Niron Staal’s growing position in the ferry Amsterdam’s ferries built in Amsterdam?”

Maritime Review Africa FEBRUARY 2017

MARITIME NEWS

Industry updates

TWINNING PORTS

NAMIBIAN YOUTH DEVELOPMENT

BOOSTING NIGERIAN PORTS

GHANA RATIFIES WTO

A delegation from the USA visited the Ivory Coast to call on the Abidjan Port Authority’s headquarters to discuss cooperation and commercial exchange between the Port of Miami and the Port of Abidjan as well as American investments in Abidjan port as a result of the twinning agreement signed between Ivorian ports and that of Miami in August 2016 in New York.

Namport’s commitment to giving talented Namibian students a maritime education while they are still at secondary school was formalised in January with the signing of a Memorandum of Understanding (MOU) with Simon’s Town School’s Lawhill Maritime Centre. “Our aim is to grow our partnership with Lawhill, a partnership which began informally in 2013,” said Namport CEO, Bisey Uirab.

The Nigerian Ports Authority (NPA) and the Nigerian Customs Service (NCS) are collaborating to introduce Single Window (SW) platform at the ports. The platform aims to make Nigeria’s ports competitive in the international trade network and boost the trade facilitation programme of the government through transparency simplification, harmonisation and standardisation of port operations.

Ghana ratified its World Trade Organisation (WTO) Trade Facilitation Agreement at the beginning of January to become the 104th WTO member to do so. The ratification seeks to ease the cost of trade, especially for developing countries who stand to benefit a lot from the agreement. With the ratification by Ghana, the agreement needs six more countries' ratification to come into effect.

IMO interacts with Africa

n late November last year IMO hosted a regional training course in Lagos, Nigeria, in an attempt to offer support to countries in western Africa to enhance their national search and rescue (SAR) services. The activities focused on member states of the Nigeria SAR Region, including: Benin, Cameroon, Congo, Democratic Republic of Congo, Equatorial Guinea, Gabon, Nigeria and Sao Tome and Principe and the focus was on developing a regional SAR Plan and increasing regional cooperation. A meeting held in Singapore in early January saw African and Asian countries join efforts to promote greater networking and communication across anti-piracy contact points on the two continents. The efforts contributed directly to

IMO’s work to raise awareness of marine security issues that have an impact on international trade and the welfare of seafarers. Kenyan officials took part in an IMO-led workshop and scenario-based simulation exercise in Mombassa, Kenya in late January 2017. The event was aimed at enhancing cooperation in the country and promoting a whole of government approach in dealing with maritime security challenges. In early February it was announced that Togo acceded to two IMO treaties dealing with unlawful acts against the safety of maritime navigation, and the control of harmful anti-fouling systems on ships.  Compiled by Natalie Janse

Ivory Coast to receive eight new pontoons

ollowing the contract signing between Damen Shipyards Group and Société de Transport Lagunaire (STL) for 16 shallow-draught ferries for the Ivory Coast city of Abidjan, the two companies have announced a supplementary contract for eight Damen Pontoons 2404. STL will use the pontoons for vessel mooring and passenger transfer purposes.

The eight 24-metre pontoons will be used to construct four separate hop-on, hop-off ferry stations that will be capable of mooring a ferry.

Productivity training for Angolan fishermen

ngolan Minister of Fisheries, Victória de Barros Neto, has emphasised the importance of training fishermen to better contribute to fish productivity. A training course, held at the local fish processing training centre in the province of Cuanza Norte, emphasised that academic and technical training are indispensable to the normal functioning of the production chain, primarily due to the scientific and productive domain of fishing activity. He pointed out that the programme of the Angolan Executive to fight hunger and poverty required the adherence to rules and techniques within the various segments of the food production chain and advocated the need for fishermen to regularly take part in various training programmes. According to the minister, the basic training courses on technology and fish processing taught at the centre focus on the better treatment of fish, and ultimately strengthen the diet of those within fishing communities. During the two week training programme, trainees were provided with information on aquaculture, fishing techniques, ecology, handling of machines and engines, as well as issues such as gender and violence.

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Maritime Review Africa FEBRUARY 2017

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Industry updates

Liquid Bulk Terminal Operator for Ngqura

he Port of Ngqura is poised to play a vital role in ensuring the security of South Africa’s fuel supply, while creating a new petroleum-trading hub for Southern Africa in anticipation of the relocation of existing liquid bulk facilities from Port Elizabeth. This follows the conclusion of an agreement between Transnet National Ports Authority (TNPA) and Oiltanking Grindrod Calulo (Pty) Ltd (OTGC) to plan, fund, construct, own, maintain and operate a new liquid bulk handling facility at the Port of Ngqura. The project is one of the Section 56 initiatives that TNPA has identified to encourage private sector participation as a key element of the company’s Market Demand Strategy (MDS). It will provide storage and marine infrastructure to support the overall petroleum demand projections for South Africa. Bulk liquids such as petroleum, diesel, jet fuel, illuminated paraffin and liquid petroleum gas, will be transported to the Port of Ngqura via ship and piped to the tank farm prior to local supply and/or local and global re-export. The facility will create a new tank

farm for the Eastern Cape when the existing lease for petroleum storage facilities at the Port Elizabeth harbour expires. OTGC was appointed as preferred bidder following an open and transparent tender process. “We are extremely excited that the agreement with OTGC has been concluded and that we can welcome a world-class independent storage operator to the Port of Ngqura,” said Richard Vallihu, Chief Executive of TNPA. He added: “This development will now also allow us to focus on expansion at the Port of Port Elizabeth. When the Ngqura facility becomes operational, the Port Elizabeth tank farm will be decommissioned and the site will be rehabilitated, which will free up port land for future expansion plans at Port Elizabeth.”

Demand “As an independent bulk liquid logistics operator, OTGC has been investigating the petroleum and chemical market in South Africa for several years. Current petroleum demand projections for South Africa strongly support the need for significant investments in tank storage infrastructure to cater for the country’s liquid fuel supply,”

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said Gideon Loudon, Chief Executive Officer of OTGC. Construction of the facility is estimated to commence in September 2017 and continue until June 2019. It will be commissioned during June/July 2019 and the planned operational date is August 2019. The liquid bulk facility at the port includes the loading and offloading facilities at berth B100, the services and equipment to perform operations at the berth, pipeline connectivity to the liquid bulk facility, the buildings, tanks, structures, paving and surfacing on the 20 hectare site designated as the liquid bulk facility. Phase 1 of the liquid bulk facility will provide for 158,000 cubic metres of storage capacity for refined products. Products will be received via vessel and distributed by road and the annual throughput is expected to be in the region of 1,250,000 cubic metres. Future phases will provide for an additional 550,000 cubic metres of storage capacity available for third party storage. The liquid bulk facility will create socio-economic benefits and will boost the economies of the Eastern Cape and Nelson Mandela Bay Municipality through job creation, skills development and empowerment. 

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Industry updates

Nigeria seeks to combat port corruption and improve competitiveness

anaging Director, Nigerian Ports Authority (NPA), Hadiza Bala Usman has pledged to engage more strongly with stakeholders this year through the introduction of quarterly meetings in order to keep abreast of port activities and be more aware of the challenges faced by port operators. She also acknowledged the need to lessen revenue losses in order to make the ports more competitive in the area of appropriate pricing by addressing corruption at the ports. Addressing the ANLCA members Minister Usman said, â&#x20AC;&#x153;I am sure that not all of you are aware that I am a member of the Presidential Advisory Committee on Anti-Corruption. The committee, in 2017 is coming to domicile an office in the Nigerian Ports Authority on implementing a report that was submitted by the ICPC on the corruption index in ports administration, we shall embark strongly on anti-corruption measures in 2017.â&#x20AC;? Usman also promised the National Association of Government Approved Freight

Forwarders (NAGAFF) that, should it be discovered that Nigerian ports are more expensive, the agency would recommend to the Federal Government that port charges be reduced to enable more cargoes to come into Nigerian ports. She added that the NPA was fully prepared to handle the increase in the volume of cargoes that would result from the ban of imported vehicles through land borders. Usman said that the right facilities had been put in place at the various ports to absorb the anticipated cargo surge, adding that all terminal operators were ready to take up the challenge. â&#x20AC;&#x153;Our operators are very much ready to take on additional cargoes that would come following the restriction of imported vehicles through the land borders. The Nigerian ports are ready to take on the expected increased traffic. We believe the ban is a step in the right direction because we feel there is a need for us to enhance and sustain importation and earn more revenue,â&#x20AC;? she said.

Workshop aims to unlock fisheries potential for Kenya and Tanzania

he Global Oceans Action Summit of Food Security and Blue Growth was established in 2014 in direct response to the need to unlock the potential for food security in both Kenya and Tanzania, with a particular interest in developing the marine fisheries sector. In the context of food security, the sustainable development of marine resources can contribute to a more diverse and nutritious diet, in addition to creating new business opportunities. In line with this the Kenyan Embassy of the Kingdom of the Netherlands hosted a workshop on Marine Fisheries in Mombassa, Kenya in early February 2017. The workshop took place at the Kenya

Marine and Fisheries Research Institute (KMFRI). The workshop, which was opened by Dr Renison Ruwa KMFRI Deputy Director Marine and Coastal Systems, brought together a broad range of stakeholders and focused on sharing knowledge about the marine fisheries sector in Kenya, accumulated through research, policy and practice. The workshop was attended by senior research officers from KMFRI, SDF, as well as other stakeholders from the region, and took the following format:

A forum of discussion on the prelimi-

nary findings and analysis of the study

Two new LPG vessels to address LPG shortages

est Africa Gas Ltd (WAGL), a joint venture company of Nigerian National Petroleum Corporation (NNPC) and Sahara, unveiled two LPG vessels in Ulsan, South Korea in January 2017. The company took delivery of two vessels, Halls 8182 and Halls 8183, from Korean ship building company, Hyundai Mipo Dockyard Limited in mid January. NNPC GMD, Dr Maikanti Baru, who spoke at a pre-naming ceremony dinner held in Ulsan, said he was delighted that the venture, established in 2014, had started to record success within such a short period of time. He added that the milestone was a boost to the Liquefied Petroleum Gas (LPG) business in Nigeria. WAGL JV which was incorporated in March 2013 will serve as a vehicle for off-take, marketing and trading of Natural Gas liquids (NGLs) across Africa and beyond. The JV is run by two companies, NNPC LNG Ltd, a wholly-owned subsidiary of NNPC and Sahara Energyâ&#x20AC;&#x2122;s oil and gas trading arm, Ocean Bed Trading Ltd (BVI). ď&#x20AC;Ť

Experiences in the marine fisheries sector in Kenya

The National Masterplan for Fisheries Opportunities for regional cooperation in managing fisheries

At present, the Wageningen University and Research centre (WUR) in the Netherlands is conducting a study into the potential of the Kenyan and Tanzanian marine fisheries sectors. The objective of the study is to identify opportunities for Dutch investors, suppliers and partners in the marine fisheries value chain. Part of the study is a multi-stakeholder workshop creating the opportunity to share and fine tune preliminary results, and ultimately gain a clear analysis of the strengths, weaknesses and opportunities of, and threats to, the marine fisheries sector in Kenya.

UK TO BOOST NIGERIAN PORTS

REVIEWING SHIP WRECKS

FISHY LISTING

The British High Commission and the Nigerian Ports Authority (NPA) recently resolved to work together to improve port development in Nigeria. The resolution was made during a visit to NPAâ&#x20AC;&#x2122;s head office in Lagos by the British High Commissioner to Nigeria, Paul Arkwright, who was jointly received by a team from the Authority. Arkwright, who identified piracy as one of the major challenges in the countryâ&#x20AC;&#x2122;s maritime industry said that Britain would make significant contribution to enhance operational efficiency in the port.

The Director-General of the Nigerian Maritime Administration and Safety Agency (NIMASA) Dr Dakuku Peterside has said the Agency will revisit the procedure of wreck removal from Nigerian waterways. He confirmed that the Agency is working under the supervision of the Federal Ministry of Transportation to review wreck removal process in order to make Nigerian navigable waters safer for navigation by all.

Sea Harvest Group has confirmed its intention to list on the Johannesburg Stock Exchange by the end of March this year. Established in 1964, the company has operations in South Africa and Australia; and has ambitions to become a diversified global seafood business. The listing will allow the Group to access national and international equity capital for ongoing investment in people, vessels and factories.

Maritime Review Africa FEBRUARY 2017

Industry updates

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Fifth tug launched in newbuild project

he fifth tug in the Transnet National Ports Authority’s (TNPA) newbuild project currently underway at Southern African Shipyards in Durban, the Ukhozi, was launched during February for delivery to the Port of Richards Bay. Richards Bay is due to receive second tug from the project, which is now over 80 percent complete and still on track to deliver the ninth and final tug early in 2018. TNPA Chief Executive, Richard Vallihu, acknowledged that it was essential to have well-trained people in place to support Transnet’s major drive to ramp up infrastructure and efficiency at South Africa’s ports. Vallihu noted the stories of three newly qualified Chief Marine Engineering Officers in the Port of Durban who were among a group of engineers that had the opportunity to hone their practical skills on-site during the construction of several of the tugs. They are now responsible for upholding the mechanical integrity of the port’s fleet of tugs. The men – Prince Zulu, Mlungisi Ngema and Ntuthuko Tshabalala – are part of an ambitious skills development programme to beef up marine resources and to support the Port of Durban’s transition from a four-tug to a six- tug operation in the near future. “The sheer scale of this construction and engineering project has equipped these promising marine engineers with the technical problem-solving insight that would be hard to come by elsewhere,” said Vallihu.  Top: (ltr) Port of Durban Chief Marine Engineering Officers (left to right), Prince Zulu, Ntuthuko Tshabalala and Mlungisi Ngema are among those who had the opportunity to hone their practical skills on-site during the construction of several of TNPA’s latest tugs. Bottom: (ltr) Ukhozi will serve at the Port of Richards Bay. Pictured at the tug’s naming ceremony were TNPA representatives: (left to right) Nkosinathi Zuma (Port of Richards Bay Acting Marine Operations Manager), Captain Sabelo Mdlalose (Richards Bay Harbour Master), Preston Khomo (Richards Bay Port Manager), Sinamile Zuma (Port of Richards Bay Customer Relations Manager), Richard Vallihu (Chief Executive), Charl Pretorius (Port of Richards Bay Marine Technical Manager) and Nkululeko Molefe (Port Corporate Affairs Officer).

Supporting port development in Tanzania

anzania Ports Authority (TPA) and TradeMark East Africa (TMEA) signed an MOU worth US$ 62 million during December last year aimed at modernising Dar port through the improvement of operational and spatial efficiency and increasing handling capacity to a level agreed upon under Tanzania Ports Masterplan. Dar es Salaam port handles approximately 90 percent of Tanzania’s seaborne import and export volume. It is the gateway to global trade and serves as a transit port for Burundi, Democratic Republic of Congo, Rwanda, Uganda, Zambia and Malawi. Traffic at Dar port is projected to increase from a throughput of 13.5 million tons in 2013 to 28 million tons in 2028, with container throughput increasing from 577,047 TEUs handled in 2013 up to 1,138,000 TEUs in 2018 and 3,226,000 TEUs in 2028. TMEA Tanzania Country Director, John Ulanga, said; “Dar Port is a major trade gateway for Tanzania and the region and that’s why TradeMark East Africa (TMEA) has continued to invest in improvement of its infrastructure, productivity and port reforms.”

TMEA’s support will specifically support the improvement of the port infrastructure; port productivity as well as port reform. According to the TPA Director General, Engineer Deusdedit Kakoko, “The shape of infrastructure in the port is changing very quickly. Thanks to TradeMark East Africa (TMEA) for funding the improvement of the port, you can see these changes as soon as you enter our port. The roads and gates have now been improved and this will enhance the capacity of our port to handle more cargo “ These interventions will enable Dar Port to increase its capacity in container trade, bulk shipping and improve efficiency in handling cargo and ships and gradually transform into landlord managing operations carried out by private sector at higher levels of efficiency and requisite investment. The Head of UKAid in Tanzania, Vale Gnanendran remarked “DFID is committed to improving the livelihood of Tanzanians through enhancement of the capacity of Dar port and trade corridors to handle more import and export volumes in Tanzania.” 

Mooring buoys for Mombasa

omarco successfully completed the assembly and installation of three mooring buoys in Kilindini Harbour towards the end of December last year. The company was contracted by JGH Marine of Denmark who fabricated the buoys to upgrade vessel mooring capacity for the Kenya Port Authority. Each mooring system has a mooring capacity for vessels in excess of 100,000 dwt and comprises a 5.6m x 3m x 26mt buoy connected to a 27m x 76mm long stud link riser chain, linked to three x 27m stud link ground chains equidistantly spread at 120 degrees and each with a 15mt anchor. The installation was done using tug Comarco Hawk, barge Comarco 184 and Comarco 105mt Linkbelt crane and all under supervision of Capt Amin Bahero, in his 38th year of working at Comarco.

Maritime Review Africa FEBRUARY 2017

MARITIME NEWS

Industry updates

Delivering an experience in maritime safety

he African marine safety industry is diverse and challenging. There are cross border challenges; diverse economic policies across countries; different governmental legislation and policies across countries; exchange rate and currency related challenges, but most importantly customer “expectations” that differ from country to country. Combine the above with the fact that the marine safety industry traverses a number of products and services and it may seem like a daunting task to set up a business unit and team that is successful let alone achieve that WOW factor by focusing on the experience of our customers. I believe that the markets we are operating in are moving from a service orientated economy to an “experience” economy. We as businesses and modern leaders must learn to create a rich and compelling experience for our customers beyond merely consuming products and services. We as modern leaders need to face the reality that a consistent high level of quality products and services can no longer be used as a differentiation choice factor for customers. We need to shift paradigm from a “delivery focused” service offering that emphasises high quality offerings to an experience that creates a memorable consumption experience. This means we must provide more than just a service. We must take that experience to a whole new level. Experiences must provide a memorable offering that will remain with one for a

long time, but in order to achieve this, the customer must be drawn into the offering in such a way that they feel a sensation. And to feel the sensation, the customer must actively participate. As a leader it is, therefore, important to create a team of peers and subordinates that is just as passionate about delivering on the experience for the customer. For us as leaders we can learn from Industries in leisure and sport such as themed restaurants, Walt Disney’s theme parks and watching Rugby and soccer and convert that into the services and solutions that we provide to our customers. Corporates and industries have a long way to catch up to transform their service into a memorable event that the customer will want to repeat again and will want to recount to their own networks.

Understanding the experience economy A great example of experience is the example of the coffee bean. When you prepare coffee at home, it will cost you between 50c to R2,50 per cup depending on the quality of the coffee. When you want to drink the same a cup of coffee from the same coffee beans at a small coffee shop nearby, you can expect to pay R18.00 a cup. But you don't complain because the coffee shop buys and prepares the coffee. That is the service industry. However, when you want to drink a cup of the same coffee beans at a fancy restaurant in Constantia for instance, you must expect to pay up to R26.00 a cup. That is expe-

South Africa commemorates the lives lost on SS Mendi

ot even a hundred years and the deepest recesses of the coldest sea could bury the spirits of the valiant troops who lost their lives when the SS Mendi sank not far from the Isle of Wight in the midst of the First World War. South Africa marked the 100th anniversary of what has been described as one of the 20th century's worst maritime disasters in UK waters. On 21 February 1917, a large cargo steamship, Darro, collided with Mendi in the English Channel, south of the Isle of Wight. Mendi sank killing 646 people, most of whom were black South African troops. About 616 South Africans, 607 of which were black troops plus 30 crewmembers, mostly from Britain, died in the tragedy. About 139 of the soldiers who died were from the Eastern Cape. The SS Mendi was chartered by the British government as a troop carrier to serve

Maritime Review Africa FEBRUARY 2017

in World War 1, carrying 823 members of the fifth battalion. They had completed 34 days of the voyage from Cape Town to England, and were on their way to France to the war when tragedy struck in the English Channel. Addressing the crowds at the Armed Forces Day where the tragedy was commemorated, President Jacob Zuma paid homage to the troops who lost their lives a century ago to the day. “Black people had volunteered to join the First World War in order to fight against fascism. They were ahead of their time. They were internationalists who loved peace and justice. They also joined the war believing that their contribution would lead to better treatment back home after the war by the colonial masters. “Unfortunately their sacrifice did not earn them any respect from the rulers of the time. They were not allowed to carry

CAPE TOWN Tel: +27 21 506 4300 Fax: +27 21 510 7581 nmservice@novamarine nm-sales@novamarine.co.za Street Address: Verbena Street, Paarden Eiland Postal Address: P.O. Box 390, Paarden Eiland, 7420

www.novamarine.co.za rience economy. You do not pay for the coffee bean. You pay for the experience. And you are prepared to pay 100 times as much compared to drinking it at home. Welcome to the customer experience Why do people pay so much more for something they could get at a fraction of the price at home? They pay for an experience that is pleasant, memorable and personal to them. At Novamarine, we aim to provide this unique experience in the marine safety industry in Africa for our customers. We have made the "Wow" factor a prominent element of our customer service approach, and we have employed and developed employees that will offer more than the customers expect in order to leave that taste of a memorable experience. Businesses must orchestrate memorable events for their customers, we at Novamarine are and that is ensuring that we are firmly ahead of the pack in Africa.  John Gentz Divisional General Manager Novamarine

weapons and were to be utilised as labourers rather than as fighting soldiers. They were also never decorated or awarded any medals at the end of the war." The sinking of the SS Mendi is a tragedy second only in scale to the tragedy at Deville Wood in France the year before in 1916, when 776 men of the South African Battalion died. The commemoration of these great military events, President Zuma said, is meant to restore the dignity and humanity of the black soldiers who perished. “We salute their courage, bravery and commitment. We salute their quest for a more equal and just world, for the better world we are still working to achieve one hundred years later.” Further events are planned to mark the centenary of the sinking including a conference in March that will include input from historians, descendents and performance artists.

Completed dredging project increases Maputo port capacity

he dredging of the access channel to the port of Maputo in Mozambique from 11 to up 14.4 metres (Chart datum) has been completed. “Those three additional metres allow us to affirm, with pride, that we are a port prepared to receive capesize ships,” said Osório Lucas, CEO at Maputo Port Development Company (MPDC). “Until very recently, these same ships had to make double stops, one in our port and another in another port of the region, or even be diverted to neighboring ports,” he added. Lucas adds that the idea behind the investments was to transform the port of Maputo “not into an alternative port but into a port of choice.” “The additional three-metre depth of the access channel allows us to say that Maputo now has a port prepared to receive larger ships,” said Lucas, who added that a ship with a draft of 12.9 metres left the port recently without having to wait for the tide, which could not happen before. The Minister of Transport and Communications, Carlos Mesquita, affirmed: “As a result of the investments we are making, Maputo Port has gained a prominent place in the region, placing the hinterland closer to the main international sea routes, consolidating its complementary position to the South African ports of Durban and Richard's Bay.” Nevertheless, the Minister underlined that the efforts of investment at the port have to be corresponded by equal investments in the logistics operators. “We urge that there be speed in the reform of the rail system to give vent to the volumes of cargo that will demand the Port of Maputo. It is not enough to transport this cargo: it is necessary to do it with efficiency, security and reliability,” he affirmed. “It is imperative to find partnerships between the various players in the chain and efficient and competitive logistics solutions,” he added. The deepening dredging of the Maputo Port channel, awarded to international company Jan de Nul Dredging Middle East FZE, started in May and was completed in late December 2016, almost three months before the deadline. With three dredgers in operation, and a series of other equipment, it removed about 14.5 million cubic metres of sediment and rock material. The total cost of the work was US$84.1 million, obtained through loans from Banco Comercial e de Investimentos (BCI) and Standard Bank and the MPDC’s own funds. Alongside the channel dredging, Maputo Port has recently commenced with the provision of bunkering services to all vessels, moored or at anchorage. The supply of fuels and lubricants are being carried out under an agreement between MPDC and Petromoc Bunkering and is part of a series of initiatives aimed at improving the services offered to shipping lines by the port, making it more competitive in the regional and international markets. Rehabilitation of quays 6, 7 and 8 - a project developed alongside dredging to provide deep water berths - is currently under evaluation and is due to happen by 2017. These developments will provide deep-water berths to enable the port to respond to the growing demand also significantly increasing annual throughput.

MARITIME MEMORIES

By Brian Ingpen

Photographed in a French port, Drakenstein was Roger Pawley’s first ship. She was renamed SA Drakenstein in 1966, then reverted to Drakenstein in 1977 when she was transferred to Universal Bulk Carriers, and two years later, she became Pampero Universal after her transfer to Monsone Reefers, Bermuda. In October 1980, she went ashore near Jeddah and, after transferring most of her bunkers to a small tanker and jettisoning hundreds of boxes of oranges, she was refloated 17 days later. Sold to Greek owners and renamed Aegean Wave, she grounded again in the Red Sea in July 1983 before going to scrap in Bangladesh. Photograph: Brian Ingpen/George Young Collection

Giving back through maritime training When Cadet Roger Pawley trudged up the gangway of his first ship, Safmarine’s reefer ship SA Drakenstein, commanded by Captain Mike Chambers, 47 years ago, new cadets were thrust to sea directly from school. And, like all other new cadets, young Pawley was raw and a bit overwhelmed, yet eager to begin his career at sea.

fter all, salt is in his blood. He comes from a line of seafarers: his grandfather was in the Royal Navy, as was his father, but breaking with family tradition, he joined the merchant navy. Safmarine’s cadet training programme decreed one year at sea for the new entrants, followed by a year at the famous General Botha (known as the Bothie) training academy that had started aboard an obsolete cruiser in Simon’s Bay and, via Red Hill in Simon’s Town and Gordon’s Bay, had been established in custom-built premises at Granger Bay. His year at the Bothie was exceptional, as he became the Chief Cadet Captain for his year. On completion of that training, Pawley headed back to sea, and was in for a pleasant assignment.

The mailships When Safmarine took over the Union-Castle mailships Transvaal Castle and Pretoria Castle in 1966, it was announced that South African officers would be appointed to the two liners. Captain Robin Thompson was appointed as Staff Commander aboard SA Vaal, prior to taking command of SA Oranje (ex Pretoria Castle) and later, SA Vaal (ex-Transvaal Castle), while, after careful selection, two engineers and several cadets also joined the mailships. With his outstanding record aboard SA Drakenstein and at the Bothie, Roger Paw-

Maritime Review Africa FEBRUARY 2017

ley was one of a group of cadets appointed to SA Vaal in 1972. Once he had obtained his Second Mate’s Ticket, he served as Fourth Officer and later as Third Officer on the liner. Life on the mailship was good. Besides the attraction of the entertainment for the passengers – one of whom was Ann, who later became Pawley’s wife – the discipline and precision required of the officers in their navigational and cargo stowage duties provided outstanding training. Pawley recalls the dramatic rescue of a passenger who fell overboard during his watch. “Fortunately,” he told me, “we saw her go over the side and immediately threw a buoy and life-rings into the water.” Acting precisely as he had learnt in training, he turned the liner, and a rescue boat was in the water. The boat’s crew pulled the woman from the sea, and got her back on board within 20 minutes. But where, the officers wondered, was the Master, Commodore Douglas Sowden? When the alarm had been sounded, he was nowhere to be found. However, someone eventually located him in the cinema, and when he finally appeared on the bridge, the officers steeled themselves for a bawling out for not informing him of the incident immediately. They need not have worried. “It seems I missed the action,” he quietly said.

By Brian Ingpen

Finding the equator On one voyage, the mailship was due to cross the Equator late at night. The officers on watch devised a plan. “We’ll turn the ship,” they plotted, “and bring her around across her original wake.” The disco was in full swing when, following a request from the bridge, the purser announced that, if the passengers would like to see the Equator, they should go out on deck immediately. They swarmed out of the disco to see the Equator, and there it was - a white wash of water (actually the ship’s original wake, now at right angles across her new course), lit by the ship’s sidelights that the bridge watchkeepers had switched on for the occasion. Excitedly, passengers pointed to the “Equator”, some photographed it; the more astute simply nodded. No sooner had the excitement waned than the phone rang in the wheelhouse. The officers knew exactly who was calling, and with some apprehension, Pawley answered. “Grow up, you lot!” Sowden chided and he slammed down the phone. It was the last they heard from him about the incident.

A return to Safmarine Although serving aboard the mailship had been a most beneficial and enjoyable time for him, Pawley needed to broaden his experience and, after gaining his Mate’s Ticket, he returned to Safmarine’s cargo fleet. Back aboard a reefer ship, he had what could have been a terrifying experience, although at the time, he took it light-heartedly. The ship had anchored off Haifa at a time when Israel had a heightened security alert

By Brian Ingpen

MARITIME MEMORIES

Clockwise from top left: Two of Safmarine’s reefer sextet, SA Hexrivier and SA Letaba under lay-up in Cape Town prior to the start of the fruit season. Photograph: Brian Ingpen/ George Young Collection. Roger Pawley aboard the mailship SA Vaal in 1972. Photograph: Roger Pawley. Roger Pawley at the South African Merchant Navy Academy General Botha at Granger Bay. Photograph: Roger Pawley. The mailship SA Vaal in which Pawley spent happy years as a cadet, Fourth Officer and then to Third Officer. Photograph: Brian Ingpen/George Young Collection Retiring in February this year from his senior lectureship at Cape Peninsula University of Technology is the highly respected Captain Roger Pawley. His insistence on accuracy and meticulous attention to detail and hard work were reinforced by his personal example to his students. Photograph: Roger Pawley

and the authorities were carefully monitoring all movements in the roadstead. Undeterred and determined to enjoy a run ashore, the South Africans lowered a lifeboat and began to chug their way towards the harbour. Shots rang out as an Israeli patrol vessel sped towards them. An irate officer yelled at the occupants of the lifeboat, a naval rating sprang aboard and made a line fast for the patrol boat to tow the boat – at an incredible speed – back to the ship. Another abiding memory was sailing as Second Officer in Safmarine’s first containership, SA Langeberg, on her maiden voyage from the Mediterranean to South Africa in 1977. As she was the first large containership on the South African register and had an interesting structure abaft the accommodation to house reefer containers, her arrival in Cape Town attracted considerable attention.

Cadet induction An interesting special assignment that came his way – and indeed prepared him for his important role in maritime training - was the induction of Safmarine’s new cadets. The company had devised a training schedule that included the cadets spending time aboard the reefer ships during the vessels’ lay-up period in Cape Town prior to the start of the fruit season. Recalling his own experience when boarding SA Drakenstein straight from school and with no preparation, Pawley was able to introduce the newcomers to shipboard life, and, as the vessels drydocked in Cape Town as part of the refit, the cadets gained significant knowledge about aspects of ship construction.

Master’s certificate A highlight of any officer’s career is the

attainment of his Master’s Certificate, an achievement that came Pawley’s way in 1979, and immediately thereafter, he was promoted to Chief Officer. “I also served aboard the old Cable Restorer,” he told me, referring to the 1944-vintage cableship that came to Simon’s Town in 1966, mainly to be on standby to repair the undersea telecommunications cable that had been laid from Melkbosstrand, north of Cape Town, to Lisbon. She stayed on station in Simon’s Bay until she was decommissioned in 1993. “She was a quaint old vessel” he said, “and, in a big blow off the Cape one time, she managed to be blown astern at about four to six knots!” While waiting to start a radar course earlier in his career, Safmarine seconded Pawley to Unicorn who appointed him to the fairly new coaster, Tugela. “A good ship,” he enthuses about the Durban-built vessel that had been designed to carry, inter alia, rolls of newsprint from Durban to Cape ports. Indeed she was as she traded under the Unicorn flag from 1969 to 1979, and under other owners for more than 20 years, evidence of the quality of South African shipbuilding at the time.

Coming ashore By 1980, Roger had married Ann and their two sons had been born, strengthening the call of home for the sailor. Portnet – the forerunner to Transnet National Ports Authority – appointed him as a tug mate in Port Elizabeth where three Japanese-built Z-peller tugs were based. He took command of one of these, Kobus Loubser, and also of a newer addition to the Port Elizabeth tug fleet, Coenie de Villiers, a Durban-built Schottel multi-directional tug that, because she was so different to the other tugs, took some time to get used to.

From his training of cadets aboard ships that had taken him to Europe, Asia and even to the west coast of North America, and perhaps particularly the cadet orientation course that he had managed aboard the reefer ships in Cape Town, Pawley found that training was his forte. In 1983, he jumped at the opportunity to lecture at the Bothie that later evolved to become part of the Cape Peninsula University of Technology. “I went there to do my best,” he says. “There has been considerable change over the years, but I found one of the ingredients for success is to listen to the students.” At Granger Bay, he quickly established a reputation for insisting on high standards of work from cadets and those studying for higher navigation qualifications. It was certainly a case of lead-by-example. Few are able to put in the meticulous preparation or have the gift of clear instruction, but these were hallmarks of his work at the institution over the past 34 years. Ask the students who have passed through his classes; “A great guy!” is the spontaneous comment from many. “You come from his classes with confidence that you can do the work,” responded another. “He insists on high standards,” said another, “and that’s the greatest training you can have.” Roger Pawley attributes any successes he might have had in his career to Ann, his wife of 44 years. “She has been a pillar of support, both practically and spiritually,” he told me - and to his deep Christian faith. Retiring early this year, the unassuming Captain Pawley has been an example to all and indeed he has become a towering figure in the country’s maritime training sector. Few will match his dedication and sincere approach to his work.  Maritime Review Africa FEBRUARY 2017

INTERNATIONAL NEWS

News impacting the global maritime industry sectors

New report confirms positive economic trends in EU fishing fleet

he economic performance of the EU fleet improved significantly again in 2014, according to the latest Annual Economic Report released in January this year. Between 2008 and 2014, the EU fleet moved from a loss-making position in 2008 to registering record-high net profits of â&#x201A;Ź770 million in 2014 â&#x20AC;&#x201C; up from â&#x201A;Ź500 million in 2013. Forecasts for 2016 remain positive. Commissioner Karmenu Vella, responsible for fisheries and maritime affairs, said: â&#x20AC;&#x153;The positive trend of the last years has resulted in higher salaries for fishermen, bigger profits for the fishing sector, and more value added for the EUâ&#x20AC;&#x2122;s fishing and coastal communities. And it shows that sustainable fishing pays off. As we have seen in last monthâ&#x20AC;&#x2122;s Council on fishing opportunities, many quotas can grow if we fish sustainably â&#x20AC;&#x201C;motivation for the future.â&#x20AC;? The EU fleetâ&#x20AC;&#x2122;s gross value added, i.e. the contribution of the fish catching sector to the economy through wages and gross

profit, amounted to â&#x201A;Ź3.7 billion in 2014. This represents an 11 percent increase on the previous year. Average salaries in the EU fleet also increased during the period of analysis. Fuel consumption and fuel use intensity decreased significantly, as a result of the more efficient way in operating many EU fleets. The improved economic situation is evident as more and more fish stocks are being fished sustainably. That is, in line with Maximum Sustainable Yield, allowing the fishing industry to take the highest amount of fish from the sea while keeping

Fatigue report highlights problems of stress and motivation on seafarers

nterManager, the trade association for in-house and third party ship managers, together with The Warsash Maritime Academy, recently presented the results of its fatigue study, Project MARTHA, to the International Maritime Organisation (IMO). The report highlights growing levels of both physical and mental fatigue in seafarers, particularly amongst Masters and Watch Keepers. According to the report, results indicate that as voyage length increases, fatigue and stress increase and motivation decreases. This has not only safety implications on board due to poorer performance, but also long-term physical and mental health effects on the seafarer. These results are timely considering the subject of mental health and wellbeing amongst seafarers being particularly topical. Speaking at the presentation in January, InterManagerâ&#x20AC;&#x2122;s Secretary-General Captain Kuba Szymanski urged the maritime industry to take notice of the findings as the industry recruits aspiring seafarers. Addressing IMO delegates and invited guests, Capt Syzmanski said: â&#x20AC;&#x153;Our people are our assets and we need to develop a strategy whereby shipping is once again seen as a career of choice for tomorrowâ&#x20AC;&#x2122;s young talented people. â&#x20AC;&#x153;There is no avoiding the fact that the global fleet is increasing and more manpower is needed. However, we are demanding more from current seafarers rather than recruiting even more cadets

Maritime Review Africa FEBRUARY 2017

into the market. Attracting new seafarers and retaining them will test the industry, but we cannot ignore these findings in making the industry an attractive place for aspiring seafarers.â&#x20AC;? A Masterâ&#x20AC;&#x2122;s place on a ship is central to its performance. The project found a number of reasons for how a Masterâ&#x20AC;&#x2122;s role differed from that of other crew members, including that Masters: Have more weekly work hours.

Feel that work in port is less demanding than work at sea.

Are far more fatigued at the end of a contract.

Are slightly more overweight compared to others onboard.

Suffer from mental fatigue, compared to physical fatigue suffered by other seafarers.

The performance of seafarers onboard is paramount to a vesselâ&#x20AC;&#x2122;s operation and efficiency. The study found: During interviews, seafarers pointed out that not being relieved on time was having an effect on motivation.

48.6 percent of participants felt stress was higher at the end of a voyage.

Sleepiness levels vary little during the

voyage, suggesting there are opportunities for recovery while onboard.

The cultural differences Project MARTHA sought to examine threw up some inter-

fish stocks healthy. The 2016 Annual Economic report, based on data provided by national authorities, is the result of combined work by economic experts from the Scientific, Technical and Economic Committee of Fisheries (STECF), the Commissionâ&#x20AC;&#x2122;s Joint Research Centre (JRC) and the Commissionâ&#x20AC;&#x2122;s Directorate-General for Maritime Affairs and Fisheries (DG MARE). ď&#x201A;˘ esting results and a clear divides between European and Chinese seafarers were found: European seafarers worked fewer hours than their Chinese colleagues.

Chinese seafarers on dry bulk carriers worked an average of 15.11 hours a day compared to European seafarers who worked an average 10.23 hours a day.

There is evidence of higher levels of

fatigue and stress in Chinese seafarers, rather than European seafarers.

Addressing IMO delegates and invited guests, Capt Szymanski said: â&#x20AC;&#x153;I sincerely hope the results of our research will be read and acted upon by ship managers and ship owners who will go on to revise their attitudes and procedures. There are a number of â&#x20AC;&#x153;low hanging fruitsâ&#x20AC;? which, with a little adjustment, could make a big difference. These are not necessarily costly changes â&#x20AC;&#x201C; such as having seafarers relieved on time and organising work onboard with humans and not regulations in mind and engaging sea staff in decisions â&#x20AC;&#x201C; but empowering seafarers to take care of their lives more than it is today. â&#x20AC;&#x153;There is no avoiding the fact that the global fleet is increasing and more manpower is needed. However, we are demanding more from current seafarers rather than recruiting even more cadets into the market. Attracting new seafarers and retaining them will test the industry, but we cannot ignore these findings in making the industry an attractive place for aspiring seafarers.â&#x20AC;?

Appointments Launches Functions Announcements

PEOPLE AND EVENTS

Annual Navy camp inspires youth

he annual Sea Cadet camp, hosted by the SA Navy, took place during December last year at the Simon’s Town naval base. Hosted by SAS Simonsberg the camp is a highlight on the annual calendar for the young men and women aged between 13 and 18, especially those interested in a career in the SA Navy. The camp brought together units from various coastal cities and towns around South Africa including those from TS Lanherne (Port Elizabeth), TS Kromme (St Francis Bay), TS Knysna (Knysna), TS Outeniqua (Mossel Bay) and TS Woltemade (Cape Town). The camp kicked off with an address by Dr Buhle Khanyile, a social psychologist and life coach with a passion for working with young adults. The advice they received was to use their youth wisely, especially with regard to the friends that they chose and the experiences that they sought. Upon arrival the group of 80 Cadets were divided into mess decks and divisions rep-

Top performance award for Richards Bay

ransnet National Ports Authority’s (TNPA) Port of Richards Bay scooped the Top Performance Award at the 2016 Transnet Group Chief Executive’s Awards held at the end of last year. Port Manager, Preston Khomo, said: “Despite being a challenging year for the global economy, 2016 was a watershed year for the Port of Richards Bay as it marked 40 years since opening in 1976. Clinching this prestigious Transnet Group award is a great validation of the tremendous effort put in by our terminal operators and employees and we salute them for this.” During the year the port entrenched its position as South Africa’s leading port in terms of cargo volumes, handling its highest volume ever of 99.2 million tons. The port also ensured that its surrounding communities were not forgotten, by delivering on various Corporate Social Investment initiatives that had a positive impact on disadvantaged communities in the region. Khomo said a combination of competitive advantages had reinforced the Port of Richards Bay’s status as one of the preferred industrial hubs in the country.

resenting the four Valour Class Frigates. Their daily activities allowed them, not only the opportunity to interact with Cadets from other units, but also exposed them to a slice of naval life with a focus on discipline, preparedness and fitness. SA Navy instructors provided the youngsters with both theoretical and practical training in seamanship, fire fighting, first aid, sailing and local guarding. These skills will be shared with their home units on their return home. There was also a fun element to the camp with a visit to the SA Naval Museum, a beach party at diving school and finally a tug ride in False Bay. The evening programme included a lecture on naval customs and traditions, two films depicting the tragedy of the SS Mendi, as well as some motivational films. The highlight of the evening programme was a secret mystery exercise where the four divisions competed against each other in a range of activities designed to test their leadership, communication, planning, creativity and execution skills. At the end of the camp each Sea Cadet wrote a thank you letter to the SA Navy and the OC SAS Simonsberg, Captain J. Rustin-Patrick, who in turn presented each cadet with a certificate.  By Lt Cdr Glenn von Zeil PB JCD, SA Naval Reserves

Top to bottom: The winning division SAS Amatola enjoying their just rewards. Dr Buhle Khanyile shares his life’s journey as a form of encouragement with the Sea Cadets on the annual camp. His book “Ways of Living – a collection of essays” will be published soon. Sea Cadets from various Training Ships enjoy a tug boat ride and sea spray. Photos by Lt Cdr Glenn von Zeil.

Nigerian appointed as IMSO Chairman

ikko Bala, Nigeria’s Alternate Permanent Representative to the International Maritime Organisation (IMO) has been appointed as the Chairman of the International Mobile Satellite Organisation (IMSO) for a period of two years. The appointment was confirmed during the 24th session of IMSO in London at the end of last year. Bala, a Deputy Director with the Nigerian Maritime Administration and Safety Agency (NIMASA) is currently the Alternate Permanent Representative of Nigeria to the IMO. Commenting on his appointment, the Director-General of NIMASA, Dr Dakuku Peterside said that the IMSO would not be disappointed by Bala’s leadership skills. Bala is a member of several profession-

al associations including the Chartered Institute of Logistics and Transport, Chartered Institute of Shipping and a Certified Member of institute of Administration. Bala, whose career spans over 30 years, started out as a Superintendent with the Nigerian Immigration Service before joining the services of the Nigeria Maritime Administration and Safety Agency (NIMASA) where he has been in the last 23yrs. Before his appointment as the Alternate Permanent Representative to the IMO, Bala was the Special Adviser to the Nigerian Minister of Transport on Marine Operations. He is also NIMASA's Representative in London and heads the Maritime Desk at the Nigerian High Commission in the United Kingdom.

Maritime Review Africa FEBRUARY 2017

PEOPLE AND EVENTS

Appointments Launches Functions Announcements

Celebrating a milestone with ambitious plans for the future

ransnet National Ports Authority’s Port of Richards Bay looked back on four decades of expansion and outlined plans to ensure the continued growth of the region, at its 40th Anniversary dinner held at the end of last year. “The port’s world-class operation has had a positive impact locally, nationally and internationally,” said Richards Bay Port Manager, Preston Khomo. “In 1976, 136 vessels entered the port. We have now topped 2,000 visiting vessels for the first time, resulting in over 4,000 shipping movements. We’ve grown from 6.9 million tons of cargo handled that opening year to closing off just shy of 100 million tons,” he added. Khomo advised that over time the port would develop into one of the largest global ports through expansion alongside the Mhlatuze River floodplain, bringing economic growth and upliftment. He outlined key development milestones achieved over the past decade as well as plans to expand capacity at its multi-purpose and bulk terminals, provide a ship repair facility, as well as to invest in an LNG facility as part of Richards Bay’s quest to become the key gas port in South Africa. Long term plans included developing a third liquid bulk berth. With all this development a Biodiversity Offset Focus Working Group had been

established to ensure best practice in terms of environmental performance and biodiversity management. During her welcome address, Mayor of the King Cetshwayo District Municipality, Nonhle Mkhulisi, stressed the municipality’s commitment to facilitating economic development in the region and its support of Operation Phakisa. “We are confident that we can act as a catalyst for young learners to enter the field of maritime studies or to establish SMME’s to service this fast-growing sector,” she said. Acting Premier, Sihle Zikalala, said the provincial government had managed to reach an agreement with its national counterparts on the expansion of the Port of Durban and the Port of Richards Bay. Potential investors were being invited to consider various expansion projects. Another important development was the establishment of the KZN Maritime Institute to produce the skilled workforce required to ensure sustainable growth in this sector. Zikalala also stressed the importance of the province’s first Special Economic Zones (SEZs), the Dube Trade Port and the Richards Bay Industrial Development Zone, which offered incentives to attract large national and international investors to promote the country’s export capabilities in particular.

Nigerian authority redeploys directors

he Director General of the Nigerian Maritime Administration and Safety Agency (NIMASA) Dr Dakuku Peterside has approved the redeployment of senior management staff of the agency in an effort to to reposition the agency towards meeting its statutory mandate under the NIMASA Act and other enabling instruments. The redeployment exercise comes on the heels of a recent promotion, which saw the elevation of eight Deputy Directors to Directors, 15 Assistant Directors to Deputy Directors, and the promotion of 56 grade level 14 officers to their next grade of Assistant Directors. Changes include: Ibrahim Jibril as Director, Strategic Management in the Office of the Director General, former Head, Corporate Communications, Hajia Lami Tumaka, is now Director, Special Duties and Abiodun Akinyosoye takes over as the Director of Administration and Human Resources. Aishatu Jumai Musa is now Director, Planning Research & Data Management Services Department and Audu Abdulsalam is now the Director, Legal Services. Others changes include: Hassan ElYakub Director, NIMASA Eastern Zone and Olayemi Abass Director, Western Zone, Anthony Ogadi Head, Shipping Development and Engr. Abel Femowei as the Coordinator, Central Zone, Warri. Captain Sunday Umoren is now Head, Maritime Safety and Seafarers Standards Department of the Agency with Isichei Osamgbi as the new Head, Corporate Communications. In his new year message Dr Peterside noted that in 2017 the agency would be rededicating itself to the execution of its core functions. He added that while 2016 was a challenging year as a result of the economic recession, 2017 promised to be a year of economic recovery not just for the maritime sector but the nation at large. He added that Federal Government was committed to reflating the economy in order to engender an early recovery from the current recession saying that 2017 would signify a turning point in the fortunes of operators of the Nigerian Maritime industry.

Celebrating the Port of Richards Bay’s 40th anniversary at a recent anniversary dinner hosted by the port were (left to right): Port Manager, Preston Khomo; Acting KwaZulu-Natal Premier, Sihle Zikalala; Acting CEO, TNPA, Hamilton Nxumalo and Her Worship the Mayor of the King Cetshwayo District Municipality, Nonhle Mkhulisi.

Maritime Review Africa FEBRUARY 2017

“We are focused on the full implementation of our mandate in the new year. We have concluded the restructuring, repositioning and reformation of NIMASA, which would take effect in the first quarter of 2017, with the aim of making Nigeria a hub of maritime activities in west and central Africa. Our commitment is to make sure that indigenous operators maximise their potentials in our maritime industry whilst creating wealth and job opportunities for our teeming youths,” said Dr Peterside. 

Appointments Launches Functions Announcements

PEOPLE AND EVENTS

2016 TS Woltemade ship’s company proudly displaying their newly painted ship’s badge. All photos by Reggie Lord.

Prize giving recognises achievements of Sea Cadets

F Top to bottom: TS Woltemade work as a team to overcome an obstacle enroute to their firing position. R Adm (JG) Dlamini, FOC, congratulates Sea E Muller for being awarded the trophy for the smallest Cadet with the biggest heart whilst the OC TS Woltemade, Lt (SCC) Paul Jacobs, looks on. Sea Julius keeps a watchful eye on the ship’s “silver ware” from his wheel chair. Earlier in the year he had had a tumour removed from his spine and is making good progress towards a full recovery.

amily, friends and instructors attended year-end celebrations at the South African Sea Cadet Training Ship TS Woltemade to recognise Sea Cadets who had persevered during the year and attained excellence. Rear Admiral (JG) Dlamini, Flag Officer Command, acted as inspecting officer and addressed the ship’s company, paying tribute to parents, instructors and Sea Cadets and emphasising the role of all those involved in the development of a disciplined and motivated youth. Besides a parade the Sea Cadets also demonstrated several displays including semaphore, a cutlass drill, a precision rifle drill and a gun run. Bravo Zulu to the OC TS Woltemade, Lt (SCC) Paul Jacobs, and 2nd Lt / Administrative Officer Lt (SCC) Gaylene Pillay thanked all the adult Instructors for their commitment to making 2016 a successful year. 

Appointment at Chevron Africa

hevron Corporation has named Clay Neff president of Chevron Africa and Latin America Exploration and Production, effective January 1, 2017. Neff, succeeds Ali Moshiri, who will retire from Chevron after 38 years of service, effective April 1, 2017, consistent with the company's mandatory retirement policy. Neff, who is currently managing director of Chevron's Nigeria Mid-Africa Business Unit, will oversee Chevron's exploration and production activities in 15 countries across Africa and Latin America. In his new role, Neff will report to Jay Johnson, Chevron's executive vice president, Upstream. In his current role, Neff is responsible for Chevron's upstream operations in Nigeria and West Africa. He received his Bache-

lor's degree in Petroleum Engineering from Louisiana State University in 1984 and joined Chevron the following year as a drilling engineer. Since then, he has held numerous engineering, operations, commercial and management positions of increasing responsibility in the United States, Angola and Nigeria Neff is also the chairman of the board of trustees for the Foundation for Partnership Initiatives in the Niger Delta (PIND), chairman of the Oil Producers Trade Section of the Lagos Chamber of Commerce & Industry, and a member of the Society of Petroleum Engineers. "Clay's broad operating experience, particularly in Africa, makes him highly qualified to lead these two key regions for our business," said John Watson, Chevron's chairman and CEO.

By Lt Cdr Glenn von Zeil PB JCD, SA Naval Reserves

New Transport Minister visits Abidjan port

ote d'Ivoire’s newly appointed Minister of Transport, Amadou Kone, visited the port of Abidjan in early January as part of a tour of structures under his supervision. “We will work together. I know that I can rely on you. Our role is to keep GPP high,” the minister said during the tour. Kone took over the position of Transport Minister from Gaoussou Toure. His appointment has been well received by the Abidjan Port Authority, as well as members of the Abidjan port community. In other new appointments, Kobenan Kouassi Adjoumani has been appointed as the new Minister of Animal Resources and Fisheries.

Maritime Review Africa FEBRUARY 2017

Introduction to the board

S E M I NAR

Navigational

accidents

and their

causes

t their first function since becoming African Marine Solutions (AMSOL), the company invited clients and suppliers to meet the new Board as well as benefit from keen economic insight from Iraj Abedian of Pan African Capital Holdings and Chairman of the AMSOL Board. Abedian highlighted the impact of policy uncertainties and political risks that stand to create a continuing uncertain future for the year ahead. He believes that it will be difficult for politicians to provide any significant change to improve the lot of the sidelined and disenfranchised. Pointing out that the global problem of the widening gap between the rich and the poor, he says that there is too much talk and not enough coherent policy in place to address the issue, which will continue to fuel discontent and the rise of populism. “We require coordinated leadership across the globe,” he said while highlighting the trend was unfortunately leaning towards decreased cooperation coupled with increased nationalism. “There is no single country standing up to lead the world and anchor the global economy,” he added. Abedian also cautioned against budgeting and planning against an improved oil price in the short to medium term as he highlighted the need for companies to review their strategies on a more regular basis within an environment that provides “wild swings”. But the AMSOL Chairman did express optimism for the opportunities within the ocean economy, cautioning stakeholders to stop talking and “do it”. “Geographically we are well placed for many sectors including the maritime, agriculture and tourism markets,” he said emphasising the need for the private sector not to wait for government cue to pursue opportunities.  AMSOL Board from left to right: Andrew Aitken, Madichaba Nhlumayo, Iraj Abedian, Caven Leale, Sandiswa Ziphethe-Makola, James Pullinger, Paul Maclons, Mbongeni Madonsela.

Presenting their 2 Command Seminar. nd

Leading authorities will be presenting Papers focusing on issues such as: Navigational accidents & their causes Preparing for command Navigational assessments/audits Mentoring ECDIS Ice navigation and polar operations Near miss reporting.

10th – 11th April 2017 Cape Peninsula University of Technology Granger Bay Campus, Cape Town Enquire at info@nautinst.co.za or contact Sandy Leech at +27 (0)31 206 1861 www.nautinst.co.za

Farewell marks new beginnings

n intimate farewell for Vanessa Davidson marked a new beginning for her as she moved away from the Maritime Industry Association of South Africa (MIASA) to join the South African International Maritime Institute (SAIMI) in the capacity of Deputy CEO: Strategic Projects. Davidson, in her role as CEO of MIASA since 2012, has been instrumental in developing the interests of the boating and marine manufacturing industry in South Africa. The Association has played and will continue to play a role in liaising between industry, government and other stakeholders to address challenges and blockages. Mark Smith will move into her position at the helm of MIASA which has now joined forces with the South African Boat Builders Export Council. Stakeholders gathered at Boating World in Cape Town recently to bid DaOdwa Mtati (SAIMI), Derrick Levy (Boating vidson farewell and wish World), Vanessa Davidson (SAIMI), Mark Smith her success in her new (MIASA/SABBEX), Suzanne Levy (Boating World). ventures. 

Keeping our oceans alive with opportunity

GREEN MARINE

GREEN TECHNOLOGIES FOR THE MARINE INDUSTRY

BCC aims to become self-funded The Benguela Current Commission (BCC) has committed to finding concrete self-funding mechanisms as part of their strategic outlook following the 5th BCC Ministerial Conference held in Swakopmund during December last year.

Dr Sarah Fawcett is a lecturer of Oceanography at UCT and runs an active research programme working on issues relating to ocean chemistry and its role in determining the climate. Read more about her work as a Green Warrior on page 51.

total of 10 Ministers and Deputy Ministers from the BCC key sectors attended the conference including Fisheries and Marine Resources, Environmental Affairs, Mineral Resources, Mines and Energy, Transport, Petroleum representing all member states (Angola, Namibia and South Africa) as well as members of diplomatic corps, development partners, captains of marine industries and academics attended the meeting. The meeting inaugurated Bernhard Esau, Minister of Fisheries and Marine Resources, Republic of Namibia as Chairperson for two years, taking over from Dr Victรณria de Barros Neto, Minister of Fisheries, Republic of Angola. In his inaugural speech, Honourable Esau stated that his emphasis would be placed on the development of mechanisms for sustainable co-existence of the various economic sectors, including fishing, mining, transport and tourism as well as expressed a need for a deeper understanding the effects of climate change in the BCLME and ways of mitigating them. The agenda also included discussions on the rational and justification for collaboration transboundary marine environmental problems, opportunities for economic potential development in the Benguela Current Large Marine Ecosystem (BCLME) region and strategic actions for addressing specific transboundary issues in seismic surveys in the tuna industry and phosphate mining in relation to the environment. At the end of the meeting, the Ministers issued a statement containing the following:

A commitment to strengthen the opera-

tional capacity of the Secretariat including

Continued on page 50

IN THIS SECTION Ghana increases fines for IUU fishing >> A number of new measures, including raising the minimum fine for IUU fishing offences from US$ 100,000 to US$ 1 million are beginning to reap rewards in Ghana. >> read more on page 50

Discounts on port charges offered for environmental performance >> The Port of Gothenburg in Sweden offers discounts on port charged to vessels that are highly environmentally compliant and reports that one in three ships calling at the port qualified in 2016. >> page 50

Green Warrior >> Dr Sarah Fawcett is a lecturer of Oceanography at UCT and runs an active research programme working on issues relating to ocean chemistry and its role in determining the climate. >> Natalie Janse asked her a few questions on page 51

Spotlight on African-Asian wildlife crime >> Fisheries crime will be targeted as part of an INTERPOL project to identify and dismantle the organised crime networks making billions in illicit profits through wildlife trafficking between Africa and Asia. >> more on page 52

GREEN MARINE

>> From p. 49

Keeping our oceans alive with opportunity

ensuring that it attracts all professionals of the Member

States. A commitment to enhance joint research efforts including the pooling of research vessels between the countries for the co-management of both the living and non-living marine resources. Committing ourselves to finding concrete self-funding proposals to make the Benguela Current Convention self-sufficient. The Commission is urged to urgently develop detailed self-funding mechanisms for the approval by the

Minister Conference.

A commitment to strengthening capaci-

ty and enhancing training of professionals in the region 2. Reaffirming the need for the region to work together to fight illegal, unregulated and unreported fishing to ensure maximum sustainable utilisation of the resources for the benefit of the region. Acknowledging that more studies need to be conducted on matters such as phosphate mining and other marine activities in order to understand the viability and impacts of such to the ecosystem, and the results should be

Ghana increases fines for IUU fishing

number of new measures, including raising the minimum fine for IUU fishing offences from US$ 100,000 to US$ 1 million are beginning to reap rewards in Ghana. Recent measures introduced in Ghana are offering stronger means of fighting illegal fishing. New legislation, increased sanctions, improved monitoring, control and inspection capacity, and mandatory IMO numbers for the industrial fleet are all contributing to a more compliant sector. With the tuna fleet already signed up for IMO numbers, Ghanaâ&#x20AC;&#x2122;s Fisheries Commission are currently working with trawler owners and operators to facilitate the introduction of IMO numbers to these vessels. The introduction of mandatory IMO numbers enables easier identification of vessels, and reduces the use of vessel identity fraud.

Amendments to the Fisheries Act and Fisheries Regulations incorporate provisions on illegal, unreported and unregulated (IUU) fishing, including raising the minimum penalty for IUU fishing offences to US$ 1 million from US$ 100,000. Godfrey Baidoo-Tsibu, Head of Monitoring, Control and Surveillance in Ghana stated, â&#x20AC;&#x153;Raising the minimum penalty for fisheries offences will remove the economic incentive and create an effective deterrent for potential offenders, and to ensure that the fisheries resources are exploited sustainably.â&#x20AC;? The legal amendments also consider the issues of registration and delisting of vessels, and the declaration of vessel histories by owners, and incorporated aspects of the FAO Agreement on Port State Measures to Prevent, Deter and Eliminate IUU Fishing (PSMA), which Ghana ratified in November 2016. SOURCE: Stop Illegal Fishing

Discounts on port charges offered for environmental performance

he Port of Gothenburg in Sweden offers discounts on port charged to vessels that are highly environmentally compliant and reports that one in three ships calling at the port qualified in 2016 â&#x20AC;&#x201C; representing a massive 83 percent increase on the previous year. The Port rewards vessels that are environmental high performers. One in three vessels that called at the largest port in Scandinavia last year were classified as green according to the industry environ-

Maritime Review Africa FEBRUARY 2017

mental indexes. In total, 75 vessels received a discount of 10 percent on the port charges compared to 41 in 2015. The discount is based on two separate environmental indexes, Environmental Ship Index (ESI) and Clean Shipping Index (CSI). Vessels that have a score of at least 30 according to ESI, or which are classified as green according to CSI, receive a 10 percent discount on the port charges. An additional discount is available for vessels that run on liquefied natural gas

shared.

A commitment to mainstream the

youth and women participation and empowerment in the region within the oceans space. A commitment to forging closer collaboration in the area of oil spill contingency planning including private sector involvement and establishment of a regional oil spill preparedness and response center. Acknowledging that the riches of the region need to contribute toward the sustainable funding of the BCC including the possible imposing of levies on the users of the BCLME resources and services Development partners were also acknowledged for their contribution. Over the past 30 years Norway has contributed towards monitoring and assessing the regionâ&#x20AC;&#x2122;s shared fish stocks and environment; the European Union has supported the region in developing capacity in advanced fish stocks assessment methods which has strengthened the sustainable use of shared fish stocks and the Federal Republic of Germany for the marine spatial planning. â&#x20AC;&#x153;The investment made by the Global Environmental Fund (GEF), the UNDP and FAO, in nearly two decades cannot be underestimated. The assessment of vulnerability to climate change within our coastal communities and identification of possible mitigation and adaption measures which are currently underway with GEF support through FAO. This project will equip our people, especially coastal communities on ways to adapt to sustainable livelihoods under harsh conditions caused by climate change,â&#x20AC;? concluded Esau. ď&#x201A;Ą (LNG). In total, these vessels receive a 30 percent discount each time they call. In 2016, two vessels received the maximum discount. The current environmental discount was first introduced on January 1, 2015. Previously, companies were required to register their vessels with Port Control at the Port of Gothenburg. With effect from January 1, 2017, registration takes place automatically when vessels call at the port. Vessels running on LNG will still need to report to the Gothenburg Port Authority to secure the discount.

Keeping our oceans alive with opportunity

GREEN MARINE

GREEN WARRIOR A chemical attraction to the ocean Dr Sarah Fawcett is a lecturer of Oceanography at UCT and runs an active research programme working on issues relating to ocean chemistry and its role in determining the climate. The programmeâ&#x20AC;&#x2122;s current areas of focus are the Southern (Antarctic) Ocean, the Benguela upwelling region off the west coast of South Africa, and more recently, the Agulhas Current off South Africaâ&#x20AC;&#x2122;s east and southeast coast. Natalie Janse asked her a few questions about her current projects and plans for the future.

How did your career path lead you to your current position? Iâ&#x20AC;&#x2122;ve taken a fairly conventional academic path. I have an Honourâ&#x20AC;&#x2122;s degree in Earth and Planetary Science from Harvard University, a Masters and PhD in Geosciences from Princeton University (together with the Bermuda Institute of Ocean Sciences), and I was a post-doctoral researcher at Princeton for three years after I finished my PhD. Then I started as a lecturer at UCT. Iâ&#x20AC;&#x2122;ve always been interested in the large chemical cycles that make our planet habitable because theyâ&#x20AC;&#x2122;re so elegant. A good example is photosynthesis and respiration: photosynthesis removes CO2 from the atmosphere to build organic matter (food) and produces oxygen, while respiration uses that oxygen to break down organic matter in order to acquire energy, and produces CO2. And on average, over an enormous range of time and space scales, these two processes balance each other. Itâ&#x20AC;&#x2122;s remarkable. I think I realised while I was working on my Honourâ&#x20AC;&#x2122;s thesis (which involved trying to reconstruct past ocean temperatures using a 10,000 year old fossil coral from the Great Barrier Reef) that I really enjoy the process of research. Asking a question; designing experiments to address the question; collecting data in the field and the laboratory and then interpreting the data â&#x20AC;&#x201C; which inevitably leads to more questions. Itâ&#x20AC;&#x2122;s really exciting. What does your job entail on a daily basis? My job is fairly varied, which I really like. Generally I spend a lot of time interacting with students, particularly postgraduate students, talking about their data and their research. I also spend a lot of time writing, either grant proposals for funding to do research and to support my students, or journal articles, which are an essential responsibility of my job and indeed, very important for communicating the results of our research. My research also involves a lot of fieldwork, so I spend intensive periods of time

in the field, usually at sea. And during the weeks of the semester when Iâ&#x20AC;&#x2122;m teaching, I spend almost all my time preparing lectures and assignments. On average it takes me about eight hours to prepare a one hour lecture. What aspects of your job do you really enjoy? I really like the research aspect of my job. I love working with postgraduate students and watching them develop to become independent scientists. I like spending time in the field, collecting samples and running experiments, especially if Iâ&#x20AC;&#x2122;m accompanied by students because itâ&#x20AC;&#x2122;s really only through seeing how things work synergistically in the environment that they come to more profoundly understand the system theyâ&#x20AC;&#x2122;re researching. I also love generating new data. The idea of measuring something that has never been measured before really motivates me. And then of course, thereâ&#x20AC;&#x2122;s the challenge of interpreting the data, which can sometimes take a really long time, but ultimately makes it all worthwhile. What aspects of your job do you find more challenging? I find teaching quite challenging. Itâ&#x20AC;&#x2122;s intimidating to stand up in front of a room full of undergraduate students. I want to do a good job and make sure that they understand what Iâ&#x20AC;&#x2122;m talking about, which is not always easy. I keep trying because I believe itâ&#x20AC;&#x2122;s a crucial part of my job, and itâ&#x20AC;&#x2122;s rewarding when one or two of them develop a passion for the subject that Iâ&#x20AC;&#x2122;m teaching about. How did UCT become involved in the Antarctic Circumnavigation Expedition (ACE)? The Antarctic continent and its surrounding oceans are more critically affected by climate change than any other region on Earth (except perhaps the Arctic). Driven by the urgent need to improve our understanding of the Southern Ocean and its ecosystems, an international, competitive open call was announced in 2015 for research proposals to participate in an oceanographic voyage around Ant-

arctica, the Antarctic Circumnavigation Expedition (ACE). ACE is being funded by Ferring Pharmaceuticals (in conjunction with numerous different government agencies) and is the maiden project of the new Swiss Polar Institute. It will be conducted on board the Russian polar research vessel, Akademik Treshnikov, and will consist of three legs:

Leg 1 from Cape Town to Hobart, Leg 2 from Hobart to Punta Arenas, and Leg 3 from Punta Arenas to Cape Town. During each cruise leg, the ship will stop at numerous sub-Antarctic islands located in the path of the Antarctic Circumpolar Current, allowing for terrestrial and coastal research in addition to the open ocean research that will be the focus of the shipâ&#x20AC;&#x2122;s transects.

A significant portion of my research is focused on the Southern Ocean because of its outsized role in controlling Earthâ&#x20AC;&#x2122;s climate, so the ACE proposal call was a fantastic opportunity for me to extend my research. I applied along with my team of collaborators. This involved writing a fairly detailed research proposal, and, fortunately for us, our project was selected out of the more than 100 that applied. A total of 22 projects were selected. Ours is the only South African-led project; with an all-South African team. Getting access to the open Southern Ocean is never easy because itâ&#x20AC;&#x2122;s logistically complicated and expensive. Here in South Africa weâ&#x20AC;&#x2122;re lucky because we have a National Antarctic Programme and a beautiful ice-breaking ship, the SA Agulhas II, that regularly ventures across the Southern Ocean to Antarctica. But the ACE voyage is offering access to extremely remote parts of the Southern Ocean, and also the opportunity to study a vast amount of ocean area at the same time, all connected by the Antarctic Circumpolar Current (which is the only current that completely circumnavigates the planet, connecting all the different ocean basins at their southern boundaries), which is unprecedented. Also, Iâ&#x20AC;&#x2122;m a young scientist, having been Maritime Review Africa FEBRUARY 2017

GREEN MARINE

Keeping our oceans alive with opportunity

at UCT for a little over a year now, so I’m still working to build my research programme and develop myself as a scientist. Being awarded this ACE project is a wonderful opportunity for me to do that.

is happening so rapidly that it’s unclear whether the planet will be able to adapt, and even if it does, will the adaption result in conditions which are tolerable to live under?

What is your personal involvement in the project?

Do you have any conservation role models?

I am the Principle Investigator of a team of South African scientists (from Rhodes University, CPUT, DEA, NMMU, and SAEON) who are all collaborating on the same project. In total we are a team of 11 - five researchers and six students. Initially, I wrote the proposal that got funded through the ACE call (with inputs from the team), and now it’s my responsibility to make sure the project we proposed actually happens. I have to manage the finances; report back to the funder; keep everyone on track with cruise preparation; recruit students; develop our at-sea sampling strategy, and once we’re back from the cruise, make sure that the samples get analysed and that the data gets interpreted and written up. I was also tasked by the ACE Chief Scientist to organise the water budget for the whole expedition. This means figuring out how to ensure that every group (22 in total) gets the seawater they need from various depths between the surface and 1,500 m every day of the cruise (90 days in total). I will be participating in the third leg of the ACE voyage (Punta Arenas to Cape Town) along with a collaborator and a postgraduate student, and other members of my team will be participating in the other legs. Not everyone will get to go to sea, but they will all play a crucial role in cruise preparation, and samples analysis and data interpretation after the cruise. It’s a really great team of scientists and students, and I’m excited to work with them all.

I’m in awe of the Black Mambas, which is an almost all-female anti-poaching unit that works in the Balule Nature Reserve on the border of Kruger. These women, who are recruited from local, previously disadvantaged communities, cover the entire region (over 400 km2) on foot every day, removing snares, repairing fences, and maintaining a vigilant presence. They also engage in educating their local communities about conservation and the benefits of protecting our natural heritage. I think they’re really brave, and the evidence of their success is in the fact that poaching has been reduced by 75 percent in their region. I also think that the international efforts over the years to conserve Antarctica and its surrounding waters have been remarkable. The Antarctic Treaty of the 1960s led to the protection of all plants and animals in the Antarctic, and was built upon by further resolutions to prevent the pollution of what is arguable Earth’s most pristine environment. Most recently, in October 2016, the Commission for the Conservation of Antarctic Marine Living Resources (of which South Africa is one of 25 members) agreed to create the world’s largest Marine Protected Area in the Ross Sea ( over 1.5 million km2). It just goes to show that typical diplomatic bickering can be put aside for the sake of conservation activities that benefit us all.

Where does your passion for the environment come from? Mostly I’m intrigued by the way the earth is able to regulate itself, always returning to some sort of balance. This is true at the level of photosynthesis and respiration (over timescales of a day or a season), but also over long timescale cycles like the ice ages (100,000 years), or even multi-million year timescales. It is also true across huge space scales. These cycles are so intelligent and so elegant. They’re what got me interested in chemical oceanography in the first place. But knowing something about the Earth’s natural cycles is why I find the pressure that we’re putting on our environment, through climate change, pollution, over-fishing, etc. to be so scary. Human-induced environmental change

Maritime Review Africa FEBRUARY 2017

What do you think is the most pressing problem facing the maritime environment that needs to be addressed within the next 5 – 10 years? I think it’s food security. Over 3.5 billion people globally rely on the ocean for their primary source of food, and with environmental change-related issues like rising sea level, increased pollution of coastal regions, ocean acidification, over-fishing, and ocean warming (which traps the nutrients required by ocean foodwebs in the deep ocean and changes the habitat of many species), it’s unclear how we’re going to keep feeding so many people. We need to implement sustainable fishing practices, protect our natural resources, and deal with climate change if we want to keep feeding an ever-growing population. South Africa is actually doing quite a lot in this respect, but I still think it’s a huge problem that perhaps doesn’t get enough attention. 

Spotlight on African -Asian wildlife crime

isheries crime will be targeted as part of an INTERPOL project to identify and dismantle the organised crime networks making billions in illicit profits through wildlife trafficking between Africa and Asia. Due to the increasing value of fish as a commodity, the last decade has seen an escalation of transnational and organised criminal networks engaged in this type of crime. In addition to undermining the sustainability of marine resources, illegal fishing is also often linked to human trafficking with crews subjected to labour and human rights abuses, fraud in regulatory systems and corruption, resulting in damage to legitimate businesses and economies. Targeting high profile traffickers in Asia sourcing wildlife from Africa, INTERPOL’s project will provide a strengthened law enforcement response in source, transit and destination countries. With environmental crime estimated to be worth up to US$ 258 billion and linked to other criminal activities including corruption, money laundering and firearms trafficking, the project led by INTERPOL’s Environmental Security programme will draw on the expertise of other specialised units. These include the Anti-Corruption and Financial crime unit, the Digital Forensics Lab for the extraction of data from seized equipment, the Firearms programme for weapons tracing and ballistics analysis and the Fugitive Investigations unit to assist countries locate and arrest wanted environmental criminals. INTERPOL Secretary General Jürgen Stock said, “Protecting the world’s wildlife heritage is our collective responsibility, as global citizens and as international law enforcement. “It is essential that decisive action is taken to combat environmental crime and this project targeting the organised crime links between Africa and Asia will enable all involved actors to unite in their efforts, and provide a blueprint for future actions elsewhere in the world.” Supported by the United States Agency for International Development (USAID) and in collaboration with the International Consortium on Combating Wildlife Crime (ICCWC), the INTERPOL initiative will draw on the intelligence gathered from existing projects including Wisdom, Predator and Scale.

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Portholes

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Maritime Review Africa FEBRUARY 2017

BUYERSâ&#x20AC;&#x2122; GUIDE

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Emergency Locating Equipment SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886

Escape Route Signs ASI Offshore: Tel 021 527 7040;

Maritime Review Africa FEBRUARY 2017

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

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Products and services Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

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Fresh Water Generators

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online. co.za SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 SVITZER Salvage Africa : Tel 021 408 6710; Fax 021 408 6138

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Governors

Fuel & Lubrication Oil Treatment

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

Nozzles

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Oil Coolers

Gearbox Sales

Oily Water Generators

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

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

General Engineering Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

Generators ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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

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

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

Propellers African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049

Propulsion Systems African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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

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

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

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

Valves ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038

BUYERSâ&#x20AC;&#x2122; GUIDE

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

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

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

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 021 510 3532; Fax 021 510 3530

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

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

Trawl Winches, Sales & Repairs

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

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

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

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

Chillers ASI Offshore: Tel 021 527 7040;

Maritime Review Africa FEBRUARY 2017

BUYERSâ&#x20AC;&#x2122; GUIDE

Products and services

Fax 021 527 7050

Compasses

Cutting Machines

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

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

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

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

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

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

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

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

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

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

NAVIGATION COMMUNICATION AND ELECTRONIC EQUIPMENT / SERVICING Antenna Instruments C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

Autotrawl Systems Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 List your companyâ&#x20AC;&#x2122;s details here

Maritime Review Africa FEBRUARY 2017

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

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

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

Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

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

GMDSS Stations ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

Maritime Communication Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396

Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

Navigation Light Fittings and Spare Globes ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

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

Radar Sales, Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886

Products and services Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

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

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

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

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

Weather & Receivers ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

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

PROFESSIONAL & SPECIALISED SERVICES Acoustic Surveys C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 List your companyâ&#x20AC;&#x2122;s details here

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

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

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

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

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

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

507 5777; Fax 021 507 5885 African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Offshore Maritime Services: Tel 021 425 3372; Fax 021 425 3379 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

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

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

Equipment Selection & Procurement African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

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

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

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

Inspection & Testing Services ASI Offshore: Tel 021 527 7040;

BUYERSâ&#x20AC;&#x2122; GUIDE

Fax 021 527 7050 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

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

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

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

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

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

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

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

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

Personnel Agency DCD Dorbyl Marine Cape Town:

Maritime Review Africa FEBRUARY 2017

BUYERSâ&#x20AC;&#x2122; GUIDE

Products and services

Tel 021 460 6000; Fax 021 447 6038 African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

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

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

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

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

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

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

STCW 95Training Unicorn Training School: Tel 031

Maritime Review Africa FEBRUARY 2017

274 4770 Fax 031 5578

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

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

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

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

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

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

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

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

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

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

Fresh & Sea Water Pumps ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274

1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

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

Pumps ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

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

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

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

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

Battery Management ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

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

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

Cathodic Protection ASI Offshore: Tel 021 527 7040;

Products and services Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Cleaning ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

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

Corrosion Prevention ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

Cutless Bearings African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

Diving Services African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

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

Electrical & Mechanical Repairs

Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

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

Gritblasting ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

Gritblasting Equipment

Electrical Cable Support Systems

HVAC Systems

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

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 E.R.A.S.E.: Tel 021 949 8955; Fax 021 946 3178

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

Hold Tank Cleaning ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481

Hull Blasting & Painting ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 List your companyâ&#x20AC;&#x2122;s details here

BUYERSâ&#x20AC;&#x2122; GUIDE

Hull Cleaning ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

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

Hydroblasting ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481

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

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

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

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

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

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

ROV Services Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845

Maritime Review Africa FEBRUARY 2017

BUYERSâ&#x20AC;&#x2122; GUIDE

Products and services

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

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

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

Ship Painting ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481

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

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

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

Stern Bearings African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252

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

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

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

Tank Cleaning/Sludge Removal & Disposal African Bunkering and Shipping: Tel 031 579 2532 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481

Tank Blasting & Coating ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

Maritime Review Africa FEBRUARY 2017

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

SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481

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

021 527 7050 African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Spare Parts

Crew Changes

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

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

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

Transformers

Lubricants

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

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

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

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

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

Underwater Systems ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 List your companyâ&#x20AC;&#x2122;s details here

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

SHIP SUPPLY Bunkers African Bunkering and Shipping: Tel 031 579 2532 ASI Offshore: Tel 021 527 7040; Fax

Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396

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

African Marine Propulsion: Tel 021 801

TO ADVERTISE TO ADVERTISE CONTACT US ON:

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

Oil Pollution Abatement / Cleanup ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

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

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

Ship Chandlers African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910

021 914 1157/8 admin@maritimesa.co.za capesales@maritimesa. co.za

UPCOMING FEATURES March/April 2017 Training & Development Marine Electronics & Hydrography Marine lifting & Handling

May/June 2017 Special 15th Anniversary issue

July/August 2017 Bunker industry review Maritime health, safety and security Dredgiging industry review

Sept/Oct 2017 Towage, salvage and casualty response Marine Engineering and manufacturing

Keep your vessel on the water for longer.

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

© 2016 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, BUILT FOR IT, their respective logos, “Caterpillar Yellow,” the “Power Edge”trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

COMMEMORATIVE ISSUE

The May/June 2017 special publication will provide a past, present and future look at key sectors of the South African maritime industry to produce a book with a more extended shelf-life than your average issue of a bi-monthly magazine. Content will be presented in innovative ways to create an attractive reference book for the maritime industry and an extended print run will allow us to distribute at events that we partner with later in the year.

Advertisers are encouraged to submit informative adverts that boost the content-rich nature of this commemorative issue by considering tools such as infographics and memes. Our in-house designer is able to assist in this regard.

OUR KEY FOCUS AREAS WILL INCLUDE: Shipping and Logistics Marine Engineering, Ship Repair and Boat Building Fishing and Aquaculture Port and Marine Infrastructure Safety and Security in the South African Maritime Domain

Let us know if you want to be included in this commemorative issue or have any contributions to make to any of our focus areas.