Maritime Review Africa September October 2016 by More Maximum Media

SEPT/OCT

2016

MANAGING MARINE

EMERGENCIES Understanding the Stateâ&#x20AC;&#x2122;s role in Managing Marine Emergencies and identifying gaps that need to be addressed to ensure safety of life at sea as well as improve pollution prevention.

PORTS

Port development and infrastructure update

ON THE COVER: SMIT Mozambique With an established competency in fuel and cargo transshipment operations in the region, SMIT Mozambique manages an offshore coal transshipment operation out of Beira that is one of a few of its kind in the world. This highly technical and challenging operation requires specialised skills and equipment, as well as comprehensive experience in management and mitigation of risk. The experienced Master, Officers and Crew on the Save River are on hand to provide key support during the operation, and recently played a critical role in the Port of Beira during the salvage of the dredger Macuti.

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: Brian Ingpen, Claire Attwood, Shaheen Moolla, Kgomotso Selokane, Professor Ray Hilborn, Mary-Jane Botha, Michael Heads. LAYOUT & DESIGN: Marilise Engelbrecht design@mmmmmedia.co.za OFFICE: 021 914 1157 021 914 3742 POSTAL ADDRESS: PO Box 3842 Durbanville 7551

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

CONTENTS REPORT BACK

biodiversity of the oceans.

INVESTING IN BLUE GROWTH 06 The industry responded to a call to attend a symposium in Port Elizabeth that aimed to forge alliances between South Africa, Norway and Finland in the arenas of shipbuilding and aquaculture. With standing room only available on the first day, delegates crowded the venue as the event kicked off with the Finnish and Norwegian ambassadors emphasising the potential for cooperation in the maritime space to the benefit of all.

TAKING B-BBEE ON BOARD 22 Kgomotso Selokane provides insight into the process undertaken to develop the Maritime Sector Codes and highlights the need for consultation and input during the lengthy process.

FUELLING CHANGE 12 Local, regional and international trends in bunkering and fuel supply were discussed at the recent IBIA in Africa Forum held in Cape Town and attended by delegates from South Africa, Namibia and Mauritius. The forum provided an opportunity to regroup and discuss recent developments as well as debate some prickly topics. COLUMNS FISHY BUSINESS 15 Shaheen Moolla highlights some of the options available to make good use of the $54.9 million in restitution that South Africa will receive from the Hout Bay Fishing saga. THROUGH THE LENS 18 Claire Attwood takes a look at the story playing itself out in the midwater trawl fishery. Depending on your viewpoint, this is a story about the Department of Agriculture, Forestry and Fisheries (DAFF) attempting to change the model of the midwater trawl fishery for the benefit of South Africa’s rural poor and predictably meeting powerful resistance from the established industry; or it’s a story about a well-connected entrepreneur with no experience in industrial fisheries who has gained access to a valuable and until now responsibly managed offshore fishery via the back door. SCIENTIFICALLY SPEAKING 20 In a topical guest article, Professor Ray Hilborn, discusses the merits of using Marine Protected Areas as a solution to overfishing. He contends that there are many useful tools and legal frameworks other than MPAs that can be used to protect the

Published by More Maximum Media

SEPT/OCT

2016

MANAGING MARINE

EMERGENCIES Understanding the State’s role in Managing Marine Emergencies and identifying gaps that need to be addressed to ensure safety of life at sea as well as improve pollution prevention.

PORTS

Port development and infrastructure update

MARITIME MEMORIES 44 Brian Ingpen visits maritime artist, Peter Bilas, whose work includes magnificent oils in crisp detail. Bilas is able to capture the maritime moment perfectly and, with his attention to detail, is able to document maritime memories on canvas. FEATURES SALVAGE AND EMERGENCY RESPONSE 23 • The State’s role in managing marine emergencies • The resolve to react • PRODUCT NEWS: Portable UHF for fire fighting meets new SOLAS regulations • Successful refloat delivers dredger to drydock • Dumping oil off the South African coast • Interim solution offered for maritime air surveillance • Mobilising in Mauritius • Statistics demonstrate the value of the salvage industry • Poor watchkeeping under the spotlight PORT AND CIVILS 37 • Port Roundup: Africa • Ports must adapt to changes in shipping • PROJECT REVIEW: Preparing the port for a new arrival MARITIME NEWS AFRICAN NEWS 40 • Careful planning secures lift-off in drydock • South Africa and European Union to collaborate on marine research • Briefs • Buffeljags Abalone Farm celebrates significant milestone • Importing to meet demand • New marine training centre for Port of Cape Town • Accreditation for Nigerian DP training • IMO interacts with Africa

ON THE COVER With an established competency in fuel and cargo transshipment operations in the region, SMIT Mozambique manages an offshore coal transshipment operation out of Beira that is one of a few of its kind in the world. This highly technical

and challenging operation requires specialised skills and equipment, as well as comprehensive experience in management and mitigation of risk. The experienced Master, Officers and Crew on the Save River are on hand to provide

OFFSHORE NEWS 46 • Nigeria aims to maximise oil and gas sector for country’s benefit • Floating hose contract completed successfully • Accommodation vessel for offshore Nigeria • Multi-client library acquisition PEOPLE AND EVENTS OFFSHORE AND SHIP REPAIR GOLF DAY

NEWS 50 • Developing women in the fishing industry • Exciting bursary opportunity for Port Nolloth learners • Dredging simulator launched in Port of Durban • Caring is in their blood • Durban port operators lauded for excellence • Bursaries for Durban students • Floating dock commissioned in Durban • Recognition as an iconic brand • Celebrating women empowerment • Benefiting from experiential learning • NIMASA Executive Directors Assume Duty • Top speakers lined up for PMAESA Conference • Appointment • Ghana promotes tourism through maritime • Durban Port appointments • Boats handed over in outreach programme

GREEN MARINE NEWS AND UPDATES 55 • Historical vessel rejuvenates ocean research • Plan for troubled West Coast rock lobster industry • Research team calls for input • GREEN WARRIOR: Tapping into youthful energy for marine conservation • Removing butts from beach • Massive investment in global ocean research boosts ocean science • Expanding UNCLOS to improve marine conservation

28 34

key support during the operation, and recently played a critical role in the Port of Beira during the salvage of the dredger Macu.

SMIT Amandla Marine

SEPTEMBER / OCTOBER 2016

• Private investment gives crane company a lift

Comments from the editor

COMMENT

EXPRESSIONS

The Smit Amandla has been delivering an Emergency Tow Vessel service to the South Africa government - read about the State’s role in managing marine emergencies on page 23.

I had jotted down a significant list of topics to touch on in this column including the demise of Hanjin; the CSIR’s release of a maritime roadmap; the Lome Maritime Summit; the steel industry and its impact on marine engineering; the Competition Commission’s investigations into Transnet as well as prominent international shipping companies and World Maritime Day.

nstead, however, I am compelled to start with a topic that has dominated our consciousness over the last month or so in South Africa. The fact that our education system is operating in a state of crisis has drawn a flurry of armchair commentators into the public space – many of whom can only speak from a very limited perspective. Admitting my own very limited perspective, I can only say that there does not seem to be a very apparent solution and that any Band-Aid remedies that are currently being prescribed will surely not address the wound that is festering. The health of our education system (again in my own very limited perspective) requires alternative therapies and I only have to look as far as the Lawhill Maritime Centre (LMC) that is attached to Simon’s Town High School to wonder whether closer links to industry would benefit the future wellbeing of education as a whole. Celebrating 21 years of operation this year, the LMC is perhaps a community clinic approach to education that draws on the best expertise from an industry and delivers it directly to a community that stands to benefit from it. It’s not a big hospital somewhere that promises a cure and care that many cannot access. As more and more South African schools aim to introduce maritime studies at secondary level, they would

Maritime Review Africa SEPTEMBER / OCTOBER 2016

do well to note the model associated with LMC and try to replicate it. I applaud the work being undertaken in this regard and must congratulate the efforts being made by teachers, school adminstrations and the industry to stimulate this. But the thought of a franchised Lawhill Maritime Centre model that could create an LMC regionally could be an ideal scenario. No – I am not suggesting that this would solve the tertiary situation as it now stands, but the world is changing; technologies are disrupting and the days of staid old tertiary institutions offering the only way towards a fulfilling career must surely be over. All industries are under attack and the education sector is certainly not immune. Which brings me to another topic that demanded attention at both of the conferences I recently attended and which is also not included on my initial list of topics for this column. Speakers at the recent IBIA in Africa Forum as well as the Investing in the Blue Economy Symposium, without fail, warned that disruptors will and are changing the maritime industry. Those of us midway or more into our working lives, will understand how the office landscape has changed over the last 20 years and what technologies have fundamentally changed how we communicate and order our working days. Fast-forward another decade and currently proposed technologies will be

mainstream. It’s a wake up call that we all need to heed. And while the media has seen some major disruptors over time, I was most perturbed to see an advert flash passed on my social media feeds telling me not to “waste your time on writing articles”. Promising to automatically “create unique textual content in a flash” an app seemed poised to write me out of a job and career. I suddenly understood how seafarers must feel when shipowners start talking about the future with fully automated ships and quickly signed up to the app to see if I had become completely redundant. Fortunately all the requests I made for specific articles on maritime issues delivered the message “we cannot create an article for the given keywords” and I felt momentarily safe in my position as a maritime journalist. But that does not mean this will always be the case. 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

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 South African Maritime Safety Authority (SAMSA) for quick and decisive action to detain the ASI-M in Cape Town and implement appropriate fines to compensate for the cost of the oil clean-up off the South African coast.

Keelhauled The Panamanian-flagged bulk carrier, ASI-M, on route from Djibouti to Argentina for the discharge of oil in South African waters off Algoa Bay resulting in the soiling of penguins in the area.

QUAY QUOTES 06 “We deliberately chose the Finnish and Norwegian input as we aim to engage with those whose philosophies of development resonate with us and those who have an understanding of our economic needs,” said Greg Davids of Urban Soul. 06

“My opinion would be not to distribute maritime affairs across all of these departments. I would rather see one ministry. Politicians need to be informed about the value and the needs of the shipbuilding industry to make them aware of the importance of clusters for the economy,” states Dr Sauli Ahvenjarvi of the SAMK University of Applied Science in Finland.

“It is too early to judge the economic success of these projects, but they have created 256 jobs to date with a R197 million investment under ADEP,” explains Esther Rasogo, DTI’s Director.

10 “The maritime industry is under disruptive attack. This is not the time to adopt the normal approach of burying your head in the sand,” he said. “At Wärtsilä, we know we need to attack the market to stimulate innovation and we established a number of think tanks,” said Ove Wilhelmsen of Wärtsilä Ship Design in Norway. 12

“It’s a massive step to globally to move from a 3.5 to 0.5 percent sulphur limit. It’s more like a cliff than a step,” says IBIA IMO representative, Unni Einemo.

13 ADVERTISERS’ INDEX African Maritime Services

Atlantis Corp

Barloworld IBC C-Doc 32 Marine Data Solutions

Mvano Marine

Nova Marine

P&I and Associates

PMEASA Conference

Resolve Salvage & Fire CT

SA Master Distributors

Scaw Metals

OBC

Seascape 39 Servest 43 SMD Telecommunications

31 OFC, 25

Subtech 29 Wärtsilä

“We need to bring fisheries compliance and management into the 21st Century and start managing fisheries landings and sales in real

time. Catch and landing records, first sales notes and exports of fish all need to be electronically managed. Not only will this remove the time lag between the capturing of catches, landings and sales, but it will remove the ability of fishers and their middlemen to corrupt fisheries monitors and compliance officers,” writes Shaheen Moolla.

23 “Practice has shown a combined daily press release from the major role players works very well. In addition, specific role players could be (with their consent) briefed to meet with the press in a media conference,” says Nigel Campbell of the South African Maritime Safety Authority (SAMSA). 24

“Through their experience, technical knowhow and the international network at their disposal, private companies can assist and guide coastal states who need to protect the integrity of their marine resources. These private companies can play an active role in national contingency planning. They could also provide integrated training. When a marine emergency happens, their local knowledge is critical in ensuring an effective response,” notes Dave Main of Smit Amandla Marine.

“The government just cannot react to the same degree as a private contractor on a global basis. When one has to deal with large casualties, it is unfair to expect the authorities to have the same experience. But they are a vital role-player in managing and protecting the coastal State’s seas and environment,” adds Captain Nicholas Sloane of Resolve Salvage and Fire.

“I consider them one of the most experienced salvage teams in the southern hemisphere,” said Nick Sloane, head of the Resolve Salvage & Fire team.

“We have submitted it as an unsolicited proposal. There is a limited window of opportunity to access these assets and we hope that the South African government will engage with us,”

Radio Holland

SMIT Amandla Marine

“We see radical change in this regard. There is a challenge in terms of B-BBEE and we need to address this. It is a non negotiable that as long as you do business in the port you need to comply with B-BBEE Level 4,” states Captain Rufus Lekala, Chief Harbour Master in Cape Town.

Who is saying what in the maritime industry

7, 9

Maritime Review Africa SEPTEMBER / OCTOBER 2016

TWO YEARS According to Itumeleng Lesofe, spokesperson for the Competition Commission, the investigation into Transnet’s anti-competitive practices could take up to two years to complete. The investigation emanates from information indicating that the South African Port charges are much higher than the global average, as well as information indicating that Transnet is giving preferential treatment to certain customers to the exclusion of others.

RECORD FEMALE ENROLMENT The 2017 enrolment of students for MSc in Maritime Affairs at the World Maritime University represents a record number of women in the class. A total of 37 percent of the 130 students are women from around the world – this is up from last year’s record of 32 percent. It is also the largest class in the history of WMU and it is expected that six additional students will join the class in January for the accelerated programme.

EXPENSIVE COMMISSION The South African Minister of Trade and Industry was asked in parliament how much the Department spent on its participation in the Commission of Inquiry into Allegations of Fraud, Corruption, Impropriety or Irregularity in the Strategic Defence Procurement Packages. The answer was a staggering R2,763,194.97 and included fees for external provision of legal advice before taking the legal matters inhouse as a cost saving measure.

Quay quotes

EXPRESSIONS

FACTS & FIGURES Dormac 1: Dormac 1 was built by Ukraine-based company Pallada

says Gordon Blackbeard, Chairman of Atlantis Aviation.

It travelled from Ukraine under tow to the tug Fairplay 33 for

8,800 miles over 17 days

39 “Upon completion, the new terminal will have the capacity to berth four ships of up to 100,000 tons at once in contrast to the current maximum of one vessel of not more than 80,000 tons at a time,” explains Catherine Wairi, Kenya Ports Authority Managing Director. 41

“The drop in our currency’s exchange rate against the US Dollar means that we are paying more for imported canned pilchards than ever before, which is putting some pressure on our bottom line,” states Oceana CEO, Francois Kuttel.

“The first Subsea Tree under the programme was installed on schedule in May 2015. This was the first of its kind re-using a Subsea Tree fully stripped down and refurbished locally in Nigeria, with all of its original functionality restored,” says said Bayo Ojulari, Managing Director of SNEPCo.

46 “The 2016 National Budget plan was based on 2.2 million barrels per day of crude oil production. However, the budget plan is now grossly impacted due to renewed militancy with 700,000 bpd of oil production curtailed due to pipeline vandalism,” according to the GMD of the Nigerian National Petroleum Corporation, Dr Maikanti. 52

“The ship repair industry in South African is supposed to be thriving because an estimated 12,000 ships are calling at South Africa’s ports each year and over 30,000 vessels sail along the South African coastline annually. However, this is not the case because South Africa does not have adequate ship repair facilities,” highlights Minister of Trade and Industry, Rob Davies.

“It is hard to believe that some marine scientists are pursuing a Masters Degree, but have not had the opportunity to obtain any real sea time,” says Owner and skipper of the Angra Pequena, Jean Harris.

“One of the on-going challenges has been developing a shared understanding of the problem and getting everyone to work together on this issue, so it’s really encouraging to see everyone pulling together on this project,” explains John Duncan, senior manager of WWF-SA’s Marine Programme.

“Recently voices from across the globe have been calling for the engagement of the youths to guage their concerns and their opinions. To me, this call was important because, to ensure all-round sustainability in the global society, there is a need for youth inclusion and engagement,” said Oghenechovwen Christopher Oghenekevwe, the Green Warrior for this issue.

11,8m

8,500 tons

Submersion depth

Lifting capacity

The drydock boasts the following:

2x dock portal

cranes

high voltage transformers

7,5 ton (highest loading cranes found regionally)

ﬁre service electric pumps

4x ballast electric pumps 6x

capstans each with 8 tons traction

The new quay: The 175m long, purpose-built deep-water quay that has been speciﬁcally designed for the attachment of the floating dock, allowing it to submerge to 12.3m deep within the quay. It has a purpose built ramp for vehicles, people and equipment to be moved on and off the dock

The dock is

155m long and has a ferro concrete pontoon of

139.5m x 32.4m with steel wings

The dock is permanently attached by two pylons of

32m

Dormac’s hard standing back of quay laydown area =

SEAFARER PROBLEMS

LARGEST FLAG FOR TANKERS

With ten team members speaking over 11 languages, SeafarerHelp assisted nearly 10,000 seafarers of 86 different nationalities during 2015 in 129 countries. This represents a 17 percent increase in cases compared to 2014. The most common problem was unpaid wages while repatriation and contractual problems were also recurring issues. SeafarerHelp is the 24-hour multilingual helpline for seafarers run by the International Seafarers Welfare and Assistance Network (ISWAN).

The Republic of the Marshall Islands (RMI) Registry hit a significant milestone by attaining the status as the world’s largest tanker fleet. This status was achieved with additional tonnage joining the RMI Registry from markets in Greece, the United States (US), and Asia. The RMI flagged tanker fleet stands at 44.6 million gross tons (GT)

Construction:

176 22m deep The project took

piles constructed, with a total of over 212 piles of almost six storeys deep

of soil excavated to accommodate the dock alongside the new quay

9 months

to complete

Maritime Review Africa SEPTEMBER / OCTOBER 2016

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AQUACULTURE AND SHIPBUILDING: Partnering for sustained innovation and growth The industry responded to a call to attend a symposium in Port Elizabeth that aimed to forge alliances between South Africa, Norway and Finland in the arenas of shipbuilding and aquaculture. With standing room only available on the first day, delegates crowded the venue as the event kicked off with the Finnish and Norwegian ambassadors emphasising the potential for cooperation in the maritime space to the benefit of all.

olleen Jacka and Mary-Jane Botha attended the two-day symposium initiated by the Nelson Mandela Metropolitan University (NMMU) and WĂ¤rtsilĂ¤ Marine Solutions Africa to get a better understanding of the potential for partnerships. NMMU has been officially designated as an apex maritime university to support Operation Phakisa since its launch in 2014. â&#x20AC;&#x153;There is more space for more partners and international cooperation in research and innovation will play a key role in the oceanâ&#x20AC;&#x2122;s ability to produce healthy as well as safe seafood,â&#x20AC;? said the ambassador from Norway, Trine Skymoen, adding that the oceans make Norway and South Africa natural partners. In his position for less than a month, the Finnish ambassador designate to South Africa, Kari Alanko, highlighted how ship-

building was a key economic driver for the economic well-being of Finland. â&#x20AC;&#x153;The sector has a huge potential to create jobs in South Africa and can help make Operation Phakisa a reality,â&#x20AC;? he said. With both ambassadors on hand and open to approach during the symposium, a platform for cooperation between the three countries was explored and enhanced. â&#x20AC;&#x153;We deliberately chose the Finnish and Norwegian input as we aim to engage with those whose philosophies of development resonate with us and those who have an understanding of our economic needs,â&#x20AC;? said Greg Davids, WĂ¤rtsilĂ¤ Marine Solutions Business Development Partner for Africa, and the CEO of the Urban Soul Group, co-organisers of the symposium alongside the Nelson Mandela Metropolitan University (NMMU).

Developing a shipbuilding capability

he Finnish are no strangers to meeting the challenges of survival in the shipbuilding industry and HĂĽkan Enlund of RMC Shipyard in Finland described how they had managed to weather the storm of the deep shipbuilding crisis that hit the sector in 2013. Through decisive and nimble reaction to the market forces, the shipyard facilities were taken over by the city and leased back to the restructured shipyard on favourable terms in order to maintain the shipbuilding presence and retain employment. The same type of mindset is needed locally to unlock the benefits of maritime clusters that support profitable shipbuilding. â&#x20AC;&#x153;It is important to involve society and build up industrial capabilities through maritime clusters,â&#x20AC;? he said. Eddy Torp of Scanvi-Interyards in Norway agreed. â&#x20AC;&#x153;Maritime clusters are important. Owners, seafarers, designers, equipment manufacturers and shipyards need to work together. Communication is key,â&#x20AC;? he said. Addressing the need to develop responsive maritime clusters in South Africa, Torp emphasised the need for:

High-level technical universities 06

Maritime Review Africa SEPTEMBER / OCTOBER 2016

â&#x20AC;&#x153;Unlike Finland and Norway, we do not have a maritime consciousness in South Africa and we are only at the beginning of understanding the long term potential of the oceanic frontier,â&#x20AC;? he said. â&#x20AC;&#x153;Industry players need to stop competing against each other for small stakes and instead collaborate to improve the lot for all. This is a crucial testing point for tipping us into a growth phase, but this will not happen without collaboration,â&#x20AC;? he said calling for competitive and collaborative initiatives. Highlighting some of the other challenges that had helped formulate the content of the symposium, Davids challenged the delegates to work within clusters to facilitate growth; to work with education and training providers to ensure that maritime education is geared for integration from high school to university and to focus on sustaining levels of investment.

Pioneering fish farming Norwayâ&#x20AC;&#x2122;s global domination of the salmon industry was established by true pioneers, battling to find investors for growth, who told them: â&#x20AC;&#x153;Youâ&#x20AC;&#x2122;ve misunderstood â&#x20AC;&#x201C; fish should be caught, not fed!â&#x20AC;?

Material information and resource logistics

Internationally recognised classification

Move from high overhead costs to vari-

Relevant shipbrokers, working interna-

Flexibility in labour allocation Reinvestment of profit in the business to

companies tionally

Recognised banks and financial institutions

able costs

fuel innovation

Important marine insurance companies Strong national or international oil com-

A commitment from government Specialisation Good mechanisms to survive downturns

Both Torp and Enlund attributed their respective successes to focusing on a niche high-end market that was not in competition with the massive capacity shipyards of the East.

Dr Sauli AhvenjĂ¤rvi of the SAMK University of Applied Science in Finland stressed the importance of support on a government level and added that Finland had good cooperation between the various government departments to ensure the success of the sector.

panies

South Africa has already developed a reputation in the international market for high-end yachts and boat building â&#x20AC;&#x201C; and stands to benefit from a developing a reputation for building in Africa for Africa. But a simple desire by individual companies will not suffice. Key trends in Nordic shipyards:

Deep naval architectural knowledge A network of strategic partners Advanced production technology Well-defined market niche Worldwide sourcing

Listing at least seven government departments, he did touch on a subject that has been debated in some circles locally. â&#x20AC;&#x153;My opinion would be not to distribute maritime affairs across all of these departments. I would rather see one ministry,â&#x20AC;? he said. â&#x20AC;&#x153;Politicians need to be informed about the value and the needs of the shipbuilding industry to make them aware of the importance of clusters for the economy,â&#x20AC;? he said adding that a maritime group had been established in the parliament to help distribute information and achieve this goal.

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Left: Greg Davids of the USG Advisory Services/Wärtsilä Marine Solutions, emphasises the need to unlock conversations at all levels to pursue the opportunities within the ocean’s economy. Middle: Simone Smith-Godfrey of the CSIR appealed to industry to collaborate with them on mentoring maritime scientists and researchers. Right: Delegates had ample opportunity to network and connect for future collaboration.

There are valuable lessons to learn from Norway’s organic mistakes and successes over the decades that followed. From hobby farming in closed-off fjords, homemade cages near the shore became the norm in the 1960s and early ‘70s. When government invested money and effort into the economic development of rural and coastal areas, small scale farmers used the opportunity to escalate the industry. By 1991, the Norwegian salmon industry had become so successful that the United States felt sufficiently threatened to introduce a stringent import duty that literally snapped the line on that market. It was the impetus Norway needed to cultivate a serious roadmap: one that focused on cost efficiency and productivity; market access and ownership liberalisation. Further restructuring over the years included greater control by financial investors, production limits and minimum price agreements.

THE NEW WÄRTSILÄ 31 REDEFINES EFFICIENCY

“Importantly, industry and government collaborated to create a great brand,” said Pernille Stamello, cofounder of Pangaea Commodities. “It’s not just volume that matters – top standards and a strong brand create success. The Norwegian Seafood Council drives the ‘Salmon from Norway’ brand and all producers have free access to great marketing material. It’s our national pride.” Today, Norway has the biggest listed aquaculture in-

The leader in fuel efficiency, flexibility and environmental compliance, Wärtsilä, has the most complete marine offering on earth. We’ve used all of this knowhow to develop the most efficient engine ever. And with efficient, we don’t just mean fuel efficiency.

Maritime Review Africa

SEPTEMBER / OCTOBER 2016 INTRODUCING THE WÄRTSILÄ 31 – EFFICIENCY REDEFINED.

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dustry in the world. Aquatic production is now huge at 1.4 million tonnes (more than South Africaâ&#x20AC;&#x2122;s entire fishing industry), with an overwhelming focus on salmon and trout. Technology transfer from the oil and gas industry has made innovations like the first automated fish farm out at sea and vessel-based aquaculture farms possible. In South Africa, with its strong automotive industry, similar skills and technology transfers to fast track a developing aquaculture sector may well be possible. Eric Hempel, Communications Director at Nor-Fishing Foundation and a former fisheries advisor to the United Nations Food and Agriculture Organisation (FAO), cautions that, while Norwayâ&#x20AC;&#x2122;s relentless R&D has paid dividends, attempts by other nations to incorporate Norwegian technology have been less than successful, overwhelmed by inadequate adaptation to local conditions, insufficient operating skills and undercapitalisation. â&#x20AC;&#x153;Aquaculture must be systematic and science based. South Africa has a long way to go, but it can start simply.â&#x20AC;?

Such balanced, careful advice is sure to have found value amongst the Africans at the symposium. It is a studied and thoroughly prepared approach that will ensure a successful and sustainable oceans economy for southern Africa.

A South African perspective In essence, governmentâ&#x20AC;&#x2122;s mid-term intentions relating to aquaculture in South Africa are four-fold:

Quadruple production to 20,000 tonnes by 2019

Employ 15,000 in direct and full time jobs

Contribute to GDP Be inclusive to all provinces The National Aquaculture Strategic Framework (NASF) for South Africa, offers the following as its vision: â&#x20AC;&#x2DC;An expanding, sustainable and competitive aquaculture sector that meaningfully contributes to job creation, economic development and sustainable livelihoods, food security, rural development and transformation, through increased production

and a diversity of production systems that produce safe and nutritious food while safeguarding sustainable environmental integrity.â&#x20AC;&#x2122; Andrea Bernatzeder, Operations Manager for the Operation Phakisa Delivery Unit for Aquaculture at DAFF, is responsible for unblocking and escalating issues that hamper the economic potential of the sector. She described South African aquaculture as a young industry with low scale production â&#x20AC;&#x201C; just 5,2 tonnes produced in 2014. More than half of marine aquaculture is in the Western Cape, while Mpumalanga has the most freshwater farms. DAFF is indeed gaining ground with a strategy to:

Develop national strategies Develop capacity for control and monitoring

Zone aquaculture priority areas Introduce quality control measures Encourage private sector investment Integrate non-commercial aquaculture projects

Provide information on aquaculture opportunities

Setting the scene for skills in shipbuilding

focus on expanding South Africaâ&#x20AC;&#x2122;s shipbuilding potential and reputation lies in developing the prerequisite skills to support the sector. Local content policies alone cannot help develop employment opportunities without a clear understanding of the skills required.

to move to find employment,â&#x20AC;? he said.

Outlining these requirements, Mervi PitkĂ¤nen of the Machine Technology Centre in Finland, said that the Finnish success was as a result of continuous development of firms staffed by employees possessing the highest levels of expertise using the state-of-the-art technology.

The Nelson Mandela Metropolitan University (NMMU) is moving to tackle this issue and, through partnership with WĂ¤rtsilĂ¤ as well as Finnish and Norwegian academic programmes, has set itself the task of addressing the gaps in marine engineering education.

These are companies that can adapt in changing markets through focused development of competencies where pressures include new technologies, new markets, automation and environmental challenges.

Speaking as partner of the university, Greg Davids of the USG Advisory Group/WĂ¤rtsilĂ¤ Marine Solutions and due to be inaugurated as an adjunct professor at NMMU, confirmed the institutionâ&#x20AC;&#x2122;s commitment to â&#x20AC;&#x153;collectively manage knowledge with international partners to make it available to industryâ&#x20AC;?.

PitkĂ¤nen highlighted the importance of retaining skills in the industry during downtimes and the need to keep the industry attractive. Admitting that this could be a struggle for companies, she said that, in the Finnish experience, the focus had been on ongoing training and seeking new markets to survive. Interestingly the Finnish social system also assists in this regard. Dr Sauli AhvenjĂ¤rvi of the SAMK University of Applied Science in Finland explained how the Finnish government supported skills retention via a social system that keeps people in the industry. â&#x20AC;&#x153;The unemployment rate can become high in towns where shipyards are big employers and it is important that people do not have

Maritime Review Africa SEPTEMBER / OCTOBER 2016

Input from the delegates seems to suggest that South Africa has not done enough to move the youth into engineering fields. HĂĽkan Enlund (RMC Shipyard) admitted that this was key to creating a pool of engineers with the mindset to solve problems.

â&#x20AC;&#x153;Norway and Finland lead the pack in terms of shipbuilding. We need to harness the expertise that they have already acquired and leapfrog ahead,â&#x20AC;? said Davids. The journey towards improved skills development will not happen overnight as Dr Sauli Ahvenjarvi pointed out. â&#x20AC;&#x153;It takes a long time to build know-how and you need to build cooperation with countries that already have this,â&#x20AC;? he said adding that SAMK had recently established a Masters programme in marine technology that was being presented in English and would welcome South Africans to enrol.

Privatise government aquaculture projects

The first Draft Aquaculture Bill, gazetted in February 2016 for public comment and the revision presented in July, is currently under review. Asanda Njobeni, DAFFâ&#x20AC;&#x2122;s Director: Sustainable Aquaculture Management, said its main function is to streamline business processes and create an enabling environment for marine and freshwater aquaculture. The Bill features regulations surrounding, amongst others: provision for an Aquaculture Development Fund; national, provincial and municipal alignments; Aquaculture Development Zones; transformation and social responsibility. While the aquaculture sector requires specific legislation, South Africaâ&#x20AC;&#x2122;s current proposed framework is considered by many to be overregulated and complex. Shaheen Moolla, independent legal advisor to South Africaâ&#x20AC;&#x2122;s Fisheries Ministry, suggested instead a single decision-making body to avoid a jam of complicated and drawn-out evaluation procedures that might hamper investment.

A plan in progress Access to funding (whether through private investment or the proposed Aquaculture Development Fund) as well as DTIâ&#x20AC;&#x2122;s Aquatic Development and Enhancement Programmes, which aims to broaden participation and stimulate investment into the sector, were hot topics of debate. Insufficient community consultation and expensive, time consuming red tape were

Investing in Blue Growth

Left to right: Mongamili Bobani (Deputy Mayor), Kari Alanko (Finnish Ambassador), Trine Skymoen (Norwegian Ambassador) and Prof Derrick Swartz (Vice Chancellor of NMMU).

some of the criticisms raised, but Njobeni was quick to acknowledge that this was a plan in motion. The ADF aims to fast-track growth while at the same time meeting transformation objectives. DTI says it has already approved 44 projects under the ADEP. “It is too early to judge the economic success of these projects, but they have created 256 jobs to date with a R197 million investment under ADEP,” said Esther Rasogo, DTI’s Director: Industrial Development and Administration Development. “Our conclusion is that there really is economic potential in the aquaculture sector.”

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Left to right: Håkan Enlund (RMC Shipyard), Arto Alho (FinBra Tech), Eddy Torp (Scanvi-Interyards) and Kingsley Dell-Robertson (IDC).

WÄRTSILÄ SHIP DESIGN:

THE NEW GENERATION OF FISHING VESSELS

The Coega IDZ, outside Port Elizabeth, offers one of the largest single Aquatic Development Zones. A fully integrated location, it includes the industrial development zone, Ngqura Deepwater Port, an automotive supplier park as well as the port city. According to Dr Keith du Plessis, Manager of Agro Processing and Aquaculture Business Development at Coega Development Corporation (CDC), 440 Ha have already been set aside for the oceans economy and the area offers numerous opportunities. “CDCs corporate objectives are simple: job creation and socio-economic development of the area. We are not fish farmers, we’re not investors, but we can offer a place where people can set up their aquaculture businesses with-

Based on more than 40 years’ experience, we design unique fishing vessels that meet the needs of our customers. We put emphasis on low fuel consumption, optimized hull and flexibility, and in cooperation with our customers we develop design and solutions for all types of fishing vessels. Our extensive reference list includes more than 250 different designs, and the latest addition is the new pelagic trawler ordered by Scottish owner Mewstead LLP. Read more at www.wartsila.com/ship-design

Maritime Review Africa WÄRTSILÄ: YOUR SHORTER ROUTESEPTEMBER / OCTOBER 2016 09

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Investing in Blue Growth

out any of the hassles.”

The aquaculture trap Prof Emeritus Thomas Hecht of Advance Africa Management Services defines enterprise success in aquaculture as “the ability of an aquaculture enterprise to demonstrate significant and sustained growth to become a profitable organisation with a meaningful share of a market”. “The SADC region is littered with wrecks and abandoned aquaculture ventures and lost fortunes,” he warned, citing prawn farms, marron farms, tilapia, catfish, koi and many more enterprises that had ended in tatters. He encouraged new hopefuls to learn from case study mistakes. While Hecht emphasised that aquaculture is no playground for the ‘get-rich-quick’ investor, there are a number of promising economically sustainable aquaculture operations in the SADC region: mussels and oysters in Saldanha Bay and Lüderitz; abalone in the Western, Northern and Eastern Cape; trout in Lesotho, Western Cape and Mpumulanga; tilapia in Lake Kariba and Lake Victoria; and seaweed in Zanzibar.

Considerations for development Scale of development and production is considered critical for sustainable success. Small scale aquaculture business, it seems, is notoriously difficult to sustain. Both Hecht and Hempel were adamant that it simply, consistently, did not produce as donors had hoped. Yet, in southern Africa’s starkly unequal society, small scale and subsistence is for

many the only way that they can enter the sector. Plus, community upliftment is decidedly one of the outcomes that government is hoping to draw from an ocean’s economy. It’s a quandary that requires practical yet innovative thinking. Further, Bernatzeder acknowledged that the industry is “technology intensive” and requires high investment levels. “In terms of community involvement, those are barriers,” she agreed. “However, the aim of the Aquaculture Development Zones is to facilitate the development of sustainable, profitable businesses that can benefit local communities.” Aside from the development of commercial industry, aquaculture and aquaponics may potentially be harnessed to offset the growing concerns of climate change and global food security. Prof Mike Roberts, head of NMMU’s Ocean Science & Food Security, said more than two billion shore dwellers relied on marine food from the Indian Ocean. As waters heat and fish levels deplete, small scale aquaculture at an artisinal and subsistence level, could be their saving grace. Biological pollution, increased demand for fish meal in feeds, chemical pollution and habitat modification are some key environmental concerns, according to Jeremy Marillier, CEO Fisheries & Aquaculture Development Institute. “It is unacceptable for industry to place burdens of production onto the wider environment,” he said. “Government has an important role to play in regulating and supporting aquaculture in order to ensure

Future focus and innovation

erhaps one of the most eye-opening presentations of the two days was from Ove Wilhelmsen of Wärtsilä Ship Design in Norway who outlined visions for the future. “The maritime industry is under disruptive attack,” he said pointing out disruptive technologies such as the use of new energy sources; improved battery power storage; a sharing economy and artificial intelligence.

cess, transport and service infrastructure. The model is already active in the Norwegian salmon farming sector, where it is exhibiting success.

“This is not the time to adopt the normal approach of burying your head in the sand,” he said. “At Wärtsilä, we know we need to attack the market to stimulate innovation and we established a number of think tanks around six topics.” These include green energy; the development of powerful batteries; connected modular ships; floating distribution hubs; connected ships and vessel factories.

Investing in R&D

The idea of factory ships was explored in more detail by Wilhelmsen later when he presented on the opportunities in the aquaculture industry. He described the future of potential fish farming vessels that could pro-

“We need to be drivers of change, not casualties of it,” one speaker said, pointing out the need for a comprehensive strategy for innovation.

Maritime Review Africa SEPTEMBER / OCTOBER 2016

“The biggest processing factory for salmon in Norway is on a ship,” he said indicating that they were already in discussions with stakeholders in South Africa to pursue similar opportunities in the future.

Presentations by speakers from Wärtsilä made it clear that research and development is at the cornerstone of the company’s desire to be future-proof. Open discussion between delegates and speakers, however, indicate that South Africa lags behind in creating a mindset for further innovation for the benefit of the industry as a whole.

Professor Derrick Swartz, Vice Chancellor of

that it is environmentally sound. It is essential that we focus beyond the farm.” Hempel admits that there have indeed been impacts on the wildlife in Norway’s oceans. “Parasites and certain other diseases have spread from farms to wild fish. Escapes are also problematic and, when a specially-bred farm salmon meets a wild one, it starts to dilute the wild stock. We are working on such issues,” he said. “Healthy living oceans are a priority for Norway and us all.”

Technology talks Investing in top technological innovations will steer the responsible growth of aquaculture. Peter Myles, representing the Nelson Mandela Bay Maritime Cluster, said zones should be considered within a marine spatial planning framework. Exciting technological advances are also extending the boundaries of the aquaculture industry. Eddy Torp, CEO of Norwegian separation and environmental technology firm DUE MILJØ, shared his company’s breakthroughs in processing biomarine waste into environmentally friendly, profitable ingredients. “Almost a third of what we harvest from the sea is traditionally wasted. Now, utilising nanotechnology, we can filter that raw waste to extract its bioactive components for use in human and pet nutrition, as well as the pharmaceutical markets. Marine oils (like Omega 3) have a world market of around 1.1 billion Euros and steady growth,” Torp explained. Again, it’s high technology, but the knowl-

NMMU, said that the university had established a strategy for developing the ocean economy and had created a resonance with Nordic institutions to facilitate the institution’s progress to become the premier ocean sciences university for the continent. Professor Pentti Kujala of the Aalto University in Finland confirmed the need to shift from production to expertise in order to remain dynamic in the future shipbuilding scenario. “The world is changing. We collaborate with industry in working groups to ensure that research and development at university level is collaborative,” he said. Simon Smith-Godfrey of the Council for Scientific and Industrial Research (CSIR), questioned whether enough was being undertaken in South Africa to drive maritime innovation. “We want to breed maritime researchers, but you (industry) need to mentor us so that we can design and develop for this country and continent,” she said pointing to a number of African maritime challenges that require African solutions. At the core of the R&D debate is the need for industry to reinvest in future innovation.

Investing in Blue Growth

An appetite for funding

he perception that it is difficult for the maritime industry to attract suitable funding in South Africa was addressed by Kingsley Dell-Robertson of the Industrial Development Corporation (IDC). With an understanding of the South African niche of building sail boats, RIBs, motor boats and commercial craft, he reported that export revenues in the sector are in the region of R1.2 billion. The IDCs exposure to the sector includes financing deals for Robertson and Caine, Maverick Yachts and TAG Yachts. After outlining some of the opportunities and challenges for the sector from an IDC perspective, Dell-Robertson highlighted a number of criteria for IDC funding including developmental outcomes, a clear market, technical viability and stable management.

edge is there and the tap open: science can help us enhance value chains by creating opportunities in additional, related industries. In conclusion? Yes, there is opportunity for aquaculture in South Africa, but it is clear that it would be risky to rush headlong into these waters. In his wrap of the symposium, Prof Roberts observed a number of challenges and discrepancies that had emerged in South Africaâ&#x20AC;&#x2122;s proposed roadmap. These offer important food for thought:

DO WE HAVE THE RIGHT FOCUS? Norwegian experience is to focus on a highly valuable species, where the South African roadmap wants to diversify. Are we ignoring an important lesson? CHALLENGES TO PROPOSED ADZs In Algoa Bay, for example, the civil clamour has listed oil slicks, sharks and a threat to tourism, while in the Coega IDZ the big hurdle is the R1.2 billion cost of seawater abstraction pipeline infrastructure.

EMPLOYMENT â&#x20AC;&#x201C; The Norwegian 3 model has made costs competitive by improving production, resulting in fewer jobs. South Africaâ&#x20AC;&#x2122;s focus is clearly on job creation: can competitive commercialisation of aquaculture be synergised with employment and geographical engineering? ENVIRONMENT â&#x20AC;&#x201C; Where 4 LOCAL Norwayâ&#x20AC;&#x2122;s fjords are calm and constant, South Africaâ&#x20AC;&#x2122;s coastline is characterised by a ferocious production of chloryphyll due to the enormous Agulhas current. REACH THE RIGHT PEOPLE â&#x20AC;&#x201C; The 5 symposiumâ&#x20AC;&#x2122;s goal was to be inclusive but, as Roberts pointed out, investors, the key business drivers in a blue economy, were regrettably missing from the discussions. ď&#x201A;˘

â&#x20AC;&#x153;The IDC has the ability to fund projects in boat and shipbuilding as well as the repair industry,â&#x20AC;? he concluded highlighting, however, that the sector was capital intensive with long lead times, making it a riskier option for financiers. A panel discussion on funding suggested that funding remains an issue for the marine engineering sectors, but that there are instruments available. Delegates highlighted the need to create resource that could provide users with access to potential funding options. It was, nevertheless, clear from the dialogue that there is potential for South African companies to partner with Norwegian or Finnish counterparts in order to qualify for developmental funding available in these two countries and the European Union.

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Locally, the Department of Trade and Industry (DTI) also has a number of options available to access grants. With speakers stressing the need for companies to demonstrate viability to access financing, delegates highlighted that new businesses and entrepreneurs still face the risk of falling through the funding cracks. Drawing on comments from the delegates, it seems clear that more emphasis needs to be placed on assisting companies in the feasibility stages of development. â&#x20AC;&#x153;We need to help people capitalise on opportunities,â&#x20AC;? one delegate said. Although admitting that there were gaps in the system, Dell-Robertson invited delegates to approach him directly to discuss options and move towards a solution to funding in the South African maritime context.

Brazilâ&#x20AC;&#x2122;s bubble bursts

erhaps the most discussed presentation of the day was that of Arto Alho of FinBraTech, Brazil. His presentation on Brazilâ&#x20AC;&#x2122;s attempts to regulate local content in the marine manufacturing sector struck a chord with many of the delegates who could see similarities to the South African context. Emphasising Brazilâ&#x20AC;&#x2122;s lost tradition of shipbuilding that had been revived ten years ago largely bolstered by offshore activities in the oil and gas industry, Alho reported that, by 2014, nine shipyards were in operation and a further five were under construction. He added that some 381 vessels made up the combined order book at the time. Sadly by June this year many of these shipyards had been closed and many orders cancelled. In 2016 alone more than 40,000 jobs had been lost in the sector. While it is clear that some of the blame for this can be attributed to the crash in oil price, Alho says that it would be wrong to believe that no other factors accounted for the collapse of Brazilâ&#x20AC;&#x2122;s marine manufacturing sector. He points to the Petrobas scandal that rocked the country and focused attention on large-scale corruption at the State-owned oil company â&#x20AC;&#x201C; a major patron of the shipbuilding industry. Alho also highlighted the influence of local content and general protectionism that had defined the sector; and said that bureaucracy such as environmental licences, planning permissions and customs procedures for imports had plagued competitiveness. With a focus on local content, prices were driven upwards. â&#x20AC;&#x153;The high cost of local services such as naval engineering services, for example, can cost twice as much in Brazil as in Europe,â&#x20AC;? he explained. The impact of a port and roads infrastruc-

ture shortfall; the lack of a qualified workforce as well as the immigration of foreign workers to the country that resulted in a bottleneck of knowledge transfer all sounded familiar to the South African delegates. In 2013, the local content legislation was already being identified as a brake on new developments with costs rising and professionals difficult to find in the tight skilled labour market. Alho pointed out, however, that despite Brazilâ&#x20AC;&#x2122;s failed attempts to regulate local content, there are examples of many other countries such as South Korea, China, the UK and Norway where local content is working.

Lessons learned from Brazil:

Too strict local content requirements

raise costs and lower global competitiveness.

Local content policies can provide a good cover for corruption.

Skills gaps lead to disproportionally in-

flated salaries for certain professionals.

An easier immigration process for

skilled workers for a transition period can ease knowledge transfer.

Too much bureaucracy can retard progress.

A complicated tax system can retard progress.

Outdated labour legislation can retard progress.

Development of transport infrastructure is an imperative.

There is a need to be flexible and not to simply copy scenarios from other countries.

Do not prevent competition between

domestic and international companies.

Develop partnerships.

Maritime Review Africa SEPTEMBER / OCTOBER 2016

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IBIA in Africa forum

Fuelling change: The bunker industry needs to react nimbly to market disruptors Local, regional and international trends in bunkering and fuel supply were discussed at the recent IBIA in Africa Forum held in Cape Town and attended by delegates from South Africa, Namibia and Mauritius. The forum provided an opportunity for many in the industry to regroup and discuss recent developments as well as debate some prickly topics. Editor, Colleen Jacka, attended the event to gain some perspective on the current bunkering reality.

receded by an Introduction to Bunkering course, the Forum highlighted not only some of the challenges that lie ahead, but also the many opportunities that exist in the region. With the CEO of IBIA, Peter Hall as well as IBIA IMO representative, Unni Einemo, on hand to present on international challenges and developments – delegates were brought up to speed on the latest debates currently dominating IMO level discussions.

Innovation is key to future Providing a bird’s eye view of trends and developments in the sector, Hall emphasised the need for innovation and adaptation. “The industry is changing. We are becoming impacted by new policies, innovation and new ways of operating,” he said, explaining IBIA’s role in facilitating change in the industry. There has been a lot of talk at conferences recently calling on industry to take up the initiative to innovate and be ready to respond to disruptive technologies and developments. It is no different for the bunker industry and Hall was clear in his message in this regard; “It is only the most responsive that will survive; the ability to adapt to the environment is key.”

facing the bunker supply industry is the potential implementation of a global sulphur cap of 0,5 percent in 2020. Einemo provided some important insights on this topic – emphasising the implications that will plague the industry should the go-ahead be given at the next MEPC meeting in October. But, according to Einemo, whether the global cap comes into force in 2020 or 2025; the reality of achieving a refining and supply network that is ready for an overnight switch will not be an easy one. “It’s a massive step to globally move from a 3.5 to 0.5 percent sulphur limit. It’s more like a cliff than a step,” she said, describing some of the consequences of such a decision. She maintains that the need to invest in appropriate infrastructure ahead of a blanket requirement to use low sulphur fuel could be thwarted by a lack of demand before the deadline. Calling for a complete paradigm shift, she cautions that, once the sulphur limited is implemented, this lack of infrastructure will result in insufficient supply. And, whether the global cap is implemented in 2020 or 2025, the consequences are likely to be similar as shipowners and operators hold off making changes until the last possible moment. “Production and

switch – it is a huge logistical undertaking,” she warns. IBIA is instead proposing a phasing in process. “Phasing the global cap in over a period rather than on a specific date will alleviate market distortions and facilitate the uptake of abatement technology,” she says adding that a regional approach would make more sense. “This will give us time to experiment with fuels and provide a period of adaptation prior to full enforcement,” she says.

A standard for verification Einemo also spoke about the verification standards for sulphur content and highlighted that the proposed IMO Annex VI moves the goal posts for verification. “Annex VI is the voice of righteousness,” she said explaining that it was more stringent than the generally accepted ISO 4259 standard. According to her, in May last year, IBIA made a case to the International Maritime Organisation that ISO 4259 be used, but MEPC 68 rejected the proposal. “We see no benefit in the IMO sulphur verification procedure, Annex VI,” she said asking delegates whether they felt IBIA should continue to lobby against it. The general feeling at the forum was that the Bunker Industry Association keep ISO 4259 on the agenda at further meetings with IMO.

An African overview

Jon Hughes, Managing Director of SABT, provided a lively look at Africa’s position But the aim of the Africa Forum was to in the bunker sector. With a finger on the establish a mindset for thriving and not just pulse of nuances at play on the continent, surviving. It is a difficult ask for an industry Hughes highlighted the gains and continued facing a massive paradigm challenges facing marine fuel shift and many game changers. suppliers and traders. “Production and supply of higher sulphur fuels will Drivers such as the developComforting news is that continue until just before the deadline, making an ments in the Panama canal, the Africa’s notoriety for illicit overnight shift difficult and causing shortages additional capacity in the Suez, bunkering activities is being low oil prices, changing shipand inflated prices in not just the marine sector” addressed and Hughes reports ping patterns, environmental that these are on the decline compliance and regulation supply of higher sulphur fuels will continue and that the industry is becoming more enforcement will require significant shifts until just before the deadline, making an regulated. While piracy and fuel theft is still in the bunker sector. overnight shift difficult and causing shortongoing, particularly in West Africa, these While shipping is certainly here to stay as ages and inflated prices in not just the have been reduced amidst an environment a dominant mode of transport, the forces marine sector,” she says describing a supply of tightened customs, stricter licencing and dictating this industry will impact directly and demand mismatch. better regulation. on the fuel or energy that drives it. “Do we Einemo predicts that the global impleHe says that, for example, the black have this mindset to think differently for mentation of a cap will result in frequent market has waned in Angola where success?” asked Hall emphasising the need shortages of compliant fuels in some ports considerable arrests have been made for to think outside of the box. and suggests that this will make enforcedelivering bunkers without the necessary ment difficult. “The decision to jump from Implications of a global cap licences and permits. 3.5 to 0.5 percent is not as easy as flicking a Perhaps the most pertinent of issues Hughes describes a situation where the

Maritime Review Africa SEPTEMBER / OCTOBER 2016

IBIA in Africa forum

delivery of fuel in many West African ports has been compromised by lack of access to berths, but that the increase in delivery by trucks to terminals is seen as a positive development. This decline in port infrastructure in West Africa has lead to an increased interest in offshore bunkering opportunities. Offshore bunkering also benefits from being exempt from import taxes on the oil â&#x20AC;&#x201C; thus providing a cost-effective option to passing vessels that have the advantage of not having to pay port fees.

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supply coupled to decrease in demand has made it a more stable market, but one that no longer attracts the demand many would like it to.

only eight are active. â&#x20AC;&#x153;There are young entrepreneurs that are unable to obtain financing and supply. We want to support the transformation of the sector,â&#x20AC;? he said.

Supply challenges in Richards Bay have resulted in the port not being seen as a serious bunker port, while Cape Town is currently still suffering from the impact of losing its pipeline supply that resulted in the disappearance of the international fishing fleet seeking bunkers.

He confirmed that TNPA is working in conjunction with the South African Maritime Safety Authority (SAMSA) to explore opportunities for further offshore bunkering operations around the South African coast.

Perhaps the most significant development, however, in the South African market has been the establishment of an offshore

â&#x20AC;&#x153;Our coast is challenging and seas are rough. Algoa Bay is relatively protected, but there might be other opportunities,â&#x20AC;? he said.

ship-to-ship (STS) supply in Algoa Bay. By all accounts, the passing shipping trade has embraced the new service and Aegean Bunkering can count the move into the South African market as a very smart one.

As one of the main sponsors of the Forum, Aegeanâ&#x20AC;&#x2122;s Jean-Jose Metey, (Executive Director), used the opportunity to showcase the history and rapid development of the company in the offshore bunkering sector on an international basis. He admitted that some of the shortcomings of the local South African bunkering industry had prompted the companyâ&#x20AC;&#x2122;s decision to pursue the offshore opportunities locally.

On the whole, however, the West African bunker market has declined due to a lack of activity in the previously buoyant â&#x20AC;&#x153;We see radical change in this regard. There is a chaloffshore oil and gas sector lenge in terms of B-BBEE and we need to address this. as well as the significantly It is a non negotiable that as long as you do business reduced level of seismic in the port you need to comply with B-BBEE Level 4â&#x20AC;? surveying activity. In addition, container trade has declined due to struggling economies, but Hughes says that military vessels are still active in the region and providing some cushioning for the market. According to Hughes, general challenges in West Africa relate to:

Non-MARPOL compliant suppliers Expensive fuel due to taxes Continued piracy, although on the decline

Demurrage delays Under-developed infrastructure with lack of alternatives

On the east coast of the continent, Hughes describes a limited bunker demand in a market that is impacted by expensive product and limited infrastructure. Excluding Mauritius from his analysis, he sees high levels of bureaucracy, lack of suppliers and stock shortages as being the major disruptors to developing a more buoyant bunker sector, but says that gas discoveries and Chinese investment may still provide positive input for the future.

South African developments Discussing some of the recent developments within the South African bunker scene, Hughes highlighted a number of disruptors that have impacted local traders and suppliers. The dissolution of Joint Bunkering Services (JBS) â&#x20AC;&#x201C; a long-standing institution in the industry â&#x20AC;&#x201C; has resulted in the bunkering barges in Durban becoming contracted independently to the oil majors. â&#x20AC;&#x153;Durban is not what it used to be,â&#x20AC;? says Hughes explaining that the increase in

â&#x20AC;&#x153;South Africa is still a strategic bunker supplier,â&#x20AC;? says Hughes. â&#x20AC;&#x153;We have well-run barges in the port and you get what you pay for. The fuel is on-spec and the quantity is correct. The South African bunker market is reputable, reliable and price competitive,â&#x20AC;? he concluded.

TNPA transformation objectives After weighing in on Transnet National Ports Authorityâ&#x20AC;&#x2122;s (TNPA) transformation objectives, delegates grilled Captain Rufus Lekala (Chief Harbour Master in Cape Town) on some of the more intricate details. â&#x20AC;&#x153;We see radical change in this regard. There is a challenge in terms of B-BBEE and we need to address this. It is a non negotiable that as long as you do business in the port you need to comply with B-BBEE Level 4,â&#x20AC;? he told the delegates.

â&#x20AC;&#x153;We saw opportunity to develop something completely new,â&#x20AC;? he said noting the port restrictions on delivery, lack of storage, aging infrastructure and limited product capacity in South African ports. Although many believe that the Algoa Bay operations will impact on the local bunkering sector, Metey says that they are not competing with existing bunkering services and that they are creating a new demand for additional services. Aegean also supplies by barge into Port Elizabeth Port and Coega Port, which have until now, not had any supply available by barge. Metey hinted at the prospect of creating a land-based storage facility saying that â&#x20AC;&#x153;the floating storage is a transitional measureâ&#x20AC;?.

Mauritius gets down to business

â&#x20AC;&#x153;Our end objective is to promote growth and encourage entrepreneurs and industrialists,â&#x20AC;? he said adding that protectionism and barriers to entry needed to be removed.

While Hughes may have alluded to the emergence of a bunkering success story in Mauritius, Rajanah Dhaliah, CEO of the State Trading Corporation (STC) in Mauritius made it abundantly clear that the island was intent on driving an agenda to develop Mauritiusâ&#x20AC;&#x2122; bunkering sector into a petroleum hub. With a clear understanding of the strategic relevance of their geographic location, the Mauritian government is focusing on the ocean economy to drive economic development.

Lekala also highlighted that of the 38 bunker licences awarded in 2013, currently

Dhaliah described a focused drive to develop enabling policy at government

Questioned on the timelines associated with their transformation agenda, Lekala said that a clear five-year timeline had been identified and that within that time bunker operators would need to comply with their 51 percent black ownership criteria.

Maritime Review Africa SEPTEMBER / OCTOBER 2016

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IBIA in Africa forum

SOUTH AFRICAN

BUNKER SUPPLY STATISTICS

2011

872 2015

687

The number of ships lifting bunkers in Durban has fallen from a high of 872 in 2011 to 687 in 2015, though that was an improvement from the lows of 2013 and 2014.

2011

2015

Richards Bay, which has just one bunker barge and occasional product outages, supplied 25 vessels in 2015 compared to 37 in 2011.

2011

1. Jonathan Daniels of Webber Wentzel with Eduan Clvyn Riekert of Vivo Namibia.

820

2. Peter Hall and Unni Einemo of IBIA. 3. Captain Daron Burgess of SAMSA and Clare Gomes of Smit Amandla Marine. 4. Thulani Dubeko from the Port of Ngqura and Captain Neville Noble of SAMSA. 5. Captain Rufus Lekala of TNPA with Andre October of Webber Wentzel. 6. Tahra Sergeant of IBIA, Russell Burns of Unicorn Bunker Services and Anmarie Kleinhans of Engen Petroleum. 7. Steve Hillary (private consultant) and Patrick Holloway of Webber Wentzel.

level in an effort to realise the sale of one million metric tons of bunker fuel annually. Highlighting that the sector was currently achieving about 30 percent of this target, ears must surely of pricked up when he said that there was room for new operators in the market.

storage tanks; the introduction of ISO 8217; the reduction of turnaround time in the port; the provision of more barge-supplied bunkering and the establishment of an emergency response strategy.

Bunkering in Port Louis is currently undertaken at berths, at anchorage and outside of port limits. Bunker fuels are exempt from duty and VAT, and ships benefit from a 50 percent reduction in port fees when entering for bunker only calls.

Following the formal presentations delegates were in no hurry to leave and happy to engage with speakers on grey areas for additional clarification. STS offshore bunkering remained a hot topic of discussion during the wrap-up session with Hall and Metey both providing input from a Gibraltar experience.

Plans to achieve the envisioned targets include land reclamation for additional

Perhaps the message that remains clear from the deliberations is that the industry

Maritime Review Africa SEPTEMBER / OCTOBER 2016

2015

367

Cape Town has taken the worst hit, with the number of vessels taking bunkers down from 820 in 2011 to 367 in 2015.

cannot afford to attract negative attention and is therefore fueled to undertake operations in a diligent manner. Oftentimes working in or in close proximity to environmentally sensitive areas, bunker operators are in the public eye and, rightly so, open to constant scrutiny. What is also clear, however, is that the market is changing and there is no room for complacency. Players need to be aware of new opportunities, new technologies and new legislation with a view to acting on these drivers to ensure they remain relevant going forward. ď&#x201A;˘

Shaheen Moolla discusses the fishing sector

FISHY BUSINESS

THE HOUT BAY FISHING INDUSTRIES SAGA:

What should South Africa do with the US$54.9 million restitution windfall? If we travel back in time fourteen and a half years ago to 30 April 2002, Minister Valli Moosa announced that the Department of Environmental Affairs and Tourism (DEAT), together with the South African Revenue Service (SARS) and the Special Investigations Unit of the National Department of Public Prosecutions (known colloquially as the Scorpions) had succeeded in obtaining an historic series of convictions against the now infamous environmental criminals and common thieves, Hout Bay Fishing Industries and its Managing Director Arnold (Arnie) Bengis.

n total, more than R40 million in cash, fish and assets were seized, including two fishing vessels, of which one – the Eagle Star – was appropriately used for fisheries patrols and the training of compliance staff, prior to DEAT taking possession of the EPV Sarah Baartman in December 2004. By 2004 Bengis, his son, David and Jeffrey Noll were convicted of violating US Federal Law for the illegal importation and smuggling of South African lobsters under the Lacey Act. Arnie Bengis was sentenced to 46 months in a federal prison. The US courts also fined Bengis US$7.5 million in 2004, but initially refused to recognise that South Africa had a right to financial restitution for the ecological harm caused by Bengis and his criminal syndicate to South Africa’s rock lobster stocks. However, in January 2011, the US Court of Appeals (New York) ruled that South Africa did in fact have a right to financial restitution from the Bengis, his son and Noll. The Court instructed a lower court – the US District Court for New York – to quantify the damages. By August 2012, this amount was quantified by US Judge Kaplan and set at US$54.9 million (±R750 million at current exchange rates).

Poised for windfall By March 2013, the US government secured an order to freeze assets held by Bengis, his son and Noll to satisfy the restitution claim. The matter is now at the point where South Africa is poised to accept receipt of these funds and the Minister of Fisheries is obliged to allocate these substantial resources to projects aimed at recovering our decimated lobster stocks, which in turn will benefit coastal communities. Of course, given the shocking state of our West Coast rock lobster stocks presently and that lobster fishers face a 70 percent quota cut over the next two seasons alone, the need to invest in the recovery of lobster stocks and to urgently shift economic and societal demand away from reliance on lobster fishing (both legal and illegal) could

not be greater. So where should and could these monies be spent to achieve our key objective of recovering our collapsing lobster fishery? I am certain that we can all agree that there are three inter-connected reasons as to why our West Coast rock lobster fishery faces complete collapse – We have too many “right holders” 1 fishing for a fast-declining fishery resource. Although the maximum sustainable number of right holders was carefully scientifically and economically calculated in 2004 (when lobster stocks were extremely healthy), we have added a 1000 extra fishers despite no scientific or economic basis for doing so. So why are we surprised that the lobster fishery is facing imminent collapse given the current effort levels? Compliance and law enforcement 2 simply cannot contain the huge levels of illegal fishing by both “right holders” and illegal traders and harvesters. According to the Fisheries Department, illegal harvests of lobster have more than doubled over the past three years. Part of this problem is that compliance and monitoring strategies had stagnated a long time ago and are no longer suitable to deal with the poaching threat. West and southern Cape coastal 3 regional economics still rely heavily on lobster fishing as a source of quotas and income for most fishers. If the West Coast rock lobster near-shore fishery should close, there really would be no alternative for these fishers – whether as direct fishers or employees in lobster processing factories. Reliance on lobster fishing and processing incomes needs to be replaced with long-term viable alternatives … and it is not more abalone farming or ranching, which are both astronomically expensive and complex farming ventures!

Fix the gaps There are numerous interventions needed in fisheries compliance and monitoring to close the current near-shore high-value

Of course, given the shocking state of our West Coast rock lobster stocks presently and that lobster fishers face a 70 percent quota cut over the next two seasons alone, the need to invest in the recovery of lobster stocks and to urgently shift economic and societal demand away from reliance on lobster fishing (both legal and illegal) could not be greater. Maritime Review Africa SEPTEMBER / OCTOBER 2016

FISHY BUSINESS

Shaheen Moolla discusses the fishing sector

fishery IUU gaps. For one, we need a fleet of high-speed inshore rigid inflatable patrol vessels that can effectively pursue and apprehend lobster and abalone poachers. Spending money on these vessels will not only ensure that we have proper and suitable pursuit vessels in our inshore waters monitoring fishing activities, but a local build programme will give tangible credence to the Operation Phakisa Programme. These vessels will also free up the EPV fleet to spend more time monitoring our sea space beyond 12 nautical miles. Second, we need to re-open and re-invest in a dedicated network of Regional Green Courts with dedicated prosecutors and magistrates trained in fisheries and environmental laws. At the very minimum these courts are urgently needed in Cape Town, Hermanus, Simons Town, Port Elizabeth, Springbok and Vredenburg. Third, we need to bring fisheries compliance and management into the 21st Century and start managing fisheries landings and sales in real time. Catch and landing records, first sales notes and exports of fish all need to be electronically managed. Not only will this remove the time lag between the capturing of catches, landings and sales, but it will remove the ability of fishers and their middlemen to corrupt fisheries monitors and compliance officers.

An over-cautious approach This has been my pet grievance over the last decade. What has happened to identifying and implementing a comprehensive new fisheries programme? Why are we so committed to denying the possibility of expanding the fisheries economy and investing in new, alternative fisheries? My current involvement in advising the Minister on the litigation brought by industry concerning the horse mackerel experimental fishery has been illuminating in this regard. There is an undeniable and deep commitment to appallingly conservative science and maintenance of the status quo. We are almost dedicated to ongoing ignorance by repeatedly and blindly invoking the “precautionary principle”. If this aver-

We are almost dedicated to ongoing ignorance by repeatedly and blindly invoking the “precautionary principle”. If this aversion to supporting entrepreneurs, accepting fair risk and a willingness to test new boundaries existed a hundred years, we would not have a trawl, trap, long line or purse seine fisheries. sion to supporting entrepreneurs, accepting fair risk and a willingness to test new boundaries existed a hundred years, we would not have a trawl, trap, long line or purse seine fisheries. Thankfully, the new DDG of Fisheries, Siphokazi Ndudane, is not an adherent to conservatism and blindly loyal to precaution. Yes, not every inshore fishery resource can be sustainably and responsibly fished on a “commercial” or artisanal basis. But if we are prepared to exploit sufficient pockets of resources and ensure regulated levels of effort are deployed to harvest them, we can then start dealing with the vast and significant problems faced by fisheries conservationists and coastal communities – that of dwindling high-value inshore fish stocks such as lobsters, line-caught fish and abalone and growing unemployment, poverty and poaching.

Seeking alternatives I am of the firm view that we can immediately develop a number of new fisheries and related opportunities. For one, we could immediately increase the number of rights allocated to coastal communities in the upcoming seaweed fishing rights allocation. The 2005 policy of effectively allowing one right holder per concession area is outmoded and antithetical to sustainable fisheries development today. The social, biological and economic circumstances and conditions of 2005 are no longer applicable in 2016. Then there is the possibility of developing a sustainable and valuable round-eye herring fishery and expanding the East Coast rock lobster fishery, including investing in processing and marketing infrastructure in the Eastern Cape and Southern KZN.

Harbour rejuvenation and fish farming In addition to the development of new and expanded wild fisheries, coastal communities can benefit substantially from private and public investments in local harbours (such as the Hout Bay and St Helena Bay harbour precincts). For example, there is an abundant amount of vacant and poorly utilised land and buildings in Hout Bay harbour, which could instead be used to support local fish processing, fish farming, private local businesses and boat repair and building. The sunken and abandoned vessels in harbours – particularly in Hout Bay – need to be salvaged, which will free up important repair jetty space. Capital should be committed to the development of “easy-to-farm” species for members of coastal communities such as mussels, oysters, tilapia and cat-fish by coastal community co-operatives or entities. Concession areas for mussel and oyster farming can be allocated in bays such as Hout Bay. These are only a small selection of possible interventions and support mechanisms that could be implemented to aid the recovery of West Coast rock lobster stocks. The point however is that what is required will be a suite of interventions that encompass the entire spectrum of fisheries management from creative fisheries administration to compliance to fish farming. The scientific conservatism that has for so long defined our management of fisheries needs to make urgent way for greater pragmatism albeit based on sound scientific principles. The future of coastal communities and nearshore fish stocks depend on it. 

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Maritime Review Africa SEPTEMBER / OCTOBER 2016

THROUGH THE FISH EYE LENS

A wide-angle perspective on commercial fishing

Why horse mackerel is on everyone’s mind From Paternoster to Parliament, everyone’s talking about horse mackerel. Like any good fishing story, the one playing itself out in the midwater trawl fishery for horse mackerel is a complex one. Depending on your viewpoint, this is a story about the Department of Agriculture, Forestry and Fisheries (DAFF) attempting to change the model of the midwater trawl fishery for the benefit of South Africa’s rural poor and predictably meeting powerful resistance from the established industry; or it’s a story about an a well-connected entrepreneur with no experience in industrial fisheries who has gained access to a valuable and until now responsibly managed offshore fishery via the back door.

Two aspects of the story that are arguable independent of perspective are the fact that it is playing out while a formal rights allocation process is underway (15-year rights for horse mackerel are due to be allocated) and at a time when conservation organisations and the established fishing industry are justifiably concerned about the status of the resource. According to a press release issued by the Responsible Fisheries Alliance, catch per unit effort for horse mackerel has been unexpectedly low since 2014 and, as a result, only 12,422 tonnes of the 58,000 tonne total allowable catch (TAC) were landed in 2015, across all sectors. (Horse mackerel is the target of a directed midwater trawl fishery, but is also landed as by-catch in the deep-sea trawl and small pelagic fisheries.)

CLAIRE ATTWOOD PROVIDES A WIDE ANGLE PERSPECTIVE

The many sides of the horse mackerel story will be fully interrogated in November when the matter is heard by the Cape High Court. The South African Deep Sea Trawling Industry Association (SADSTIA), the South African Midwater Trawling Association and 19 rights holders in the fishery have appealed to the Cape High Court to set aside an experimental permit issued to Global Pact Trading 193 Pty (Ltd) (owned by Hermanus businessman, James Booi) in December 2015. The permit allows Global Pact to catch 8,000 tonnes of horse mackerel. The allocation is not accounted for in the Operational Management Plan that is used to manage the fishery and has added 20 percent to the TAC. The respondents in the case are the Minister of Agriculture Forestry and Fisheries, the Deputy Director General of the Fisheries Branch of DAFF (DDG), the Chief Director of Fisheries Research and Development in the DAFF (CD) and Global Pact Trading. The matter will be heard on November 9.

A day in court

Feeding the poor Until very recently, details about allocation to Global Pact were sketchy but on 30 August, Minister Senzeni Zokwana released a statement that provides some detail about the experimental permit, and effectively captures the State’s position on the matter. The Minister said that the experiment seeks to determine the exact size, distribution and value of the horse mackerel fishery and to determine whether the South African consumer, particularly those in re-

Maritime Review Africa SEPTEMBER / OCTOBER 2016

mote rural provinces, have the appetite to consume horse mackerel. Owing to the fact that the established industry exports the bulk of the horse mackerel catch, an experiment is necessary to test whether it’s possible to process horse mackerel on land, thereby creating jobs and improving the nutrition of the country’s poor. The Minister went on to say “if South Africa is seriously committed to sustainably growing its commercial fisheries, we are duty-bound to encourage investors and entrepreneurs to invest in fisheries research and experimentation in partnership with the DAFF. If we fail to do so, our commercial fisheries will be doomed to contraction, overfishing and eventual decimation.” At a meeting of the Parliamentary Portfolio Committee for Agriculture, Forestry and Fisheries in September, the Minister again laid bare his views on this case. It is possible that the nuance and detail of his statements were lost in transcription, but in essence, the minister is reported to have told the committee that the established fishing industry is a “lily white” cartel that exports horse mackerel at the expense of South African children who could benefit from the Omega 3 oils contained in the fish. There are doubtless many commentators who would applaud the Minister’s view of the established fishing industry as one that needs to be fundamentally transformed and restructured. The trouble is, his statements are not based on fact.

Questioning transformation In July this year, SADSTIA released a study by the independent research and empowerment rating agency, Empowerdex, that estimates the deep sea trawling industry is 62.36 percent black owned and a level three contributor to broad-based black economic empowerment (BBBEE). Empowerdex also found that the industry compared very favourably with other economic sectors, ranking it fourth out of 10 on a BBBEE scale. Incidentally, the Empowerdex report confirms government’s own analysis of the deep sea trawling industry. It’s 2009 Review of Fishing Right Holders found that the average percentage of black shareholding across all right-holders is 62.59 percent. A similar analysis found that right-holders in the midwater trawl fishery were on average 47.57 percent black owned. When he tells the Parliamentary Commit-

A wide-angle perspective on commercial fishing

tee the industry is “lily white”, the minister is either ill-informed, poorly advised or he is obfuscating the issue. He is also negating the progress his government has made with transforming the fishing industry since 1994, and the significant achievements of the industry itself – but, back to horse mackerel.

If at first you don’t succeed The allocation of the experimental permit to Global Pact didn’t come out of the blue. Global Pact first made an application to the DAFF for a horse mackerel allocation in August 2012. This was for a permit to “create a new fishery based in Port Elizabeth that targets horse mackerel using purse-seine nets as opposed to mid-water or deep-water trawl nets”. The idea was to partner with a Namibian consortium and to utilise the vessel Namibian Star to land and process horse mackerel into a range of frozen, canned and smoked products. The application was turned down by the minister at the time, Tina Joemat Pettersson. Global Pact made a second application to the DAFF on 14 February 2013 and a third application was made on 1 March of the same year. Although the substance of the three applications is essentially the same, the latter two applications were for permission to conduct a “practical experiment”. Apparently, the permit that was finally awarded to Global Pact was for permission to conduct such an experiment. It’s useful to look at the reasons why the previous minister turned the application down. Effectively she followed the advice of both the Demersal Scientific Working Group (DSWG) and the New Fisheries Scientific Working Group. Their advice was to decline permission for a permit for a new fishery, or a practical experiment, on the grounds that the fishery could not be regarded as “new” because an established fishery for horse mackerel already exists; that collaboration with a Namibian consortium could not be justified under the auspices of the Benguela Current Commission because the horse mackerel stock is not shared between Namibia and South Africa; and that the fishery is fully subscribed, with access to the resource being granted via the fishing rights allocations of 2005. Other issues that were of concern were the fact that increased horse mackerel catches could impact on the sustainability of the small pelagic fishery and that the

fishery is already adequately surveyed by the Fisheries Branch. In other words, there was no need for additional experimentation.

A conflict of interest? There is another aspect to the story that is highly pertinent and that is the involvement and influence of the fisheries consultancy Feike and its owner (and fellow columnist), Shaheen Moolla. The court documents establish a clear link between Feike and the applications submitted by Global Pact in 2012 and 2013. Some were submitted on Feike letterheads. While there’s nothing wrong with that (after all, that’s what fisheries consultants do and Feike was clearly promoting Global Pact’s applications) the lines start to blur in June 2015 when Moolla was appointed by Minister Zokwana to advise him on the lengthy appeals process relating to the failed rights allocations of 2013 (FRAP 2013). Moolla worked with two other professionals, Mamake Mdluli and Julian Smith, until the appeals process was concluded in April 2016. His work on the appeals would have brought him into close contact with Minister Zokwana. Moolla has confirmed that he will not represent his former client Global Pact on 9 November, but he is advising the minister, DDG and CD. Fisheries researcher and activist, Gary Simpson, captures the problematic nature of Moolla’s involvement: “Given Moolla’s recorded roll from at least September 2008 promoting increased exploitation of the South African horse mackerel resource, his role in 2013 in preparing and filing a comprehensive application on behalf of (Global Pact) for a horse mackerel allocation, his role in advising Minister Zokwana in respect of FRAP 2013 Appeals decision-making during the period 1 June 2015 to April 2016, the same period during which (Global Pact’s) application was processed, and given Moolla and/or his family’s broader roll as active participants and stakeholders in the SA fishing industry it is difficult to believe that his role in advising the First to Third Respondent’s (Minister, DDG and DG) cannot be seen as being overwhelmingly ‘conflicted’”. Simpson believes that Mooola’s role in advising the Minister, DDG and CD in the Global Pact matter is fatally conflicted and Moolla should be called upon to recuse himself from the proceedings. It’s difficult to find fault with Simpson’s position, especially given the implications of this case.

THROUGH THE FISH EYE LENS

If Global Pact wins, it’s conceivable that the floodgates will open for more of these applications, with very serious consequences for the established industry. Whether you like the freeze and export model or not, you can’t get away from the fact that the industry sustains thousands of jobs and generates valuable foreign exchange and corporate taxes for South Africa.

From Parliament to Paternoster One of the reasons why people are talking about the Global Pact matter is that it looks so bad for the fishing industry. To some extent, the long-term rights allocations of 2005/2006 put to bed the allegations of bias and favouritism that had characterised the allocation of fishing rights post-1994. The failed FRAP 2013 raised the spectre of political interference in the allocation of fishing rights and this case smacks of the same thing. The nature and scope of this problem is ably captured by Jessica Greenstone, marine science and policy head of WWF-SA’s Marine Programme, who said “First there is a concern that existing rights holders who received allocations in accordance with the law will have their rights unfairly infringed upon. It is well accepted in fisheries management literature that uncertainty in tenure leads to short-term economic decision making by fishers, often to the detriment of the resource. This also undermines the hard work of many staff in the Department making the rights allocation processes transparent and fair. Second, the lack of transparency in regards to the experiment itself is a concern. If a new socio-economic initiative is needed this should have been shared with fishery stakeholders along with an opportunity to participate in the planning.” One assumes that issues like these will get a proper hearing in court on 9 November. The outcome of the case is anyone’s guess, but you can be sure that all stakeholders from Paternoster to Parliament, will be watching the outcome with more than a passing interest and an eye on the future.  Claire Attwood is a writer and editor with a special interest in fisheries. She works with a number of fishing companies and consults to the South African Deep Sea Trawl Industry Association, SADSTIA. She writes in her personal capacity.

Maritime Review Africa SEPTEMBER / OCTOBER 2016

SCIENTIFICALLY SPEAKING

Promoting knowledge through science

Marine Protected Areas are not the solution to overfishing In February this year, South Africa’s Department of Environmental Affairs (DEA) published a suite of draft regulations for the declaration of a network of 21 new marine protected areas (MPAs) as part of Operation Phakisa. By Professor Ray Hilborn

comprehensive consultation process with the fishing, marine diamond mining, oil and gas and shipping industries is underway to define the borders of the MPAs. On completion of this process, South Africa is likely to increase from 0.4 to 5 percent portion of the country’s ocean territory that is protected in this way. The national, longer term MPA expansion strategy targets coverage of some 10 percent of inshore and 20 percent of offshore areas in the South African marine Exclusive Economic Zone by 2028. Nearly 75 percent of these areas would exclude any fishing. South Africa’s move to protect a representative sample of offshore biodiversity is not unique. Ever since the 1990s there have been increasingly strident calls for more and more areas of the ocean to be closed to fishing. Numerous environmental non-governmental organisations (NGOs) and conservation funding groups have taken up MPAs as their preferred tool for ocean protection. WWF, Greenpeace and other NGOs have spent hundreds of millions of dollars lobbying for MPAs around the world. In September, a call was made at the IUCN World Conservation Congress to protect 30 percent of the world’s coastal and marine areas from fishing and other forms of exploitation by 2030.

Sustainable fisheries Ironically, calls for more and more ocean protection are being made at a time when, in many parts of the world, fishing pressure has declined dramatically.

About Ray Hilborn Ray Hilborn is Professor of aquatic and fishery science at the University of Washington in Seattle, United States. At the recent four-yearly World Fisheries Congress where he was a keynote speaker, he received the World Council of Fisheries Societies award for his contributions to global fisheries science and conservation. Hilborn teaches graduate and undergraduate courses in environmental science, conservation and quantitative population dynamics. He has authored several books including Overfishing: what everyone needs to know (with Ulrike Hilborn) in 2012. He has published over 300 peer-reviewed articles and received a number of prizes including the Volvo Environmental Prize. He is a fellow of the Royal Society of Canada and the American Academy of Arts and Sciences.

Maritime Review Africa SEPTEMBER / OCTOBER 2016

A case in point is the North Atlantic where stocks are generally rebuilding, not declining. Here in South Africa, the rebuilding of the Cape hake stocks is globally acknowledged to be a resounding success. The hake fishery is not only certified as sustainable and well managed by the Marine Stewardship Council (MSC) − the gold standard of sustainability ratings − it also provides 7,050 good jobs in coastal areas and plays an important role in food security, most notably in the Western Cape Province where low value species that are caught alongside hake provide low cost, high protein meals.

In spite of the fact that a growing number of sustainable fisheries provide food and livelihoods, with the promise of sustainable production into the future, calls for areas to be closed to fishing continue. Such calls are often motivated by the assumption that no form of fishing is sustainable and that biodiversity can flourish only inside MPAs. But just imagine if you can, the environmental impacts of closing all ocean fisheries. Certainly, the ocean will look more “natural”, target species will be more abundant, fish will grow larger, and perhaps there will be more marine birds, mammals and turtles. A watery paradise will ensue.

Food scarcity But the world’s hungry will suddenly be 90 million tons of food short each year. Will the same NGOs that call for MPAs suggest we make up that shortfall by grazing more cattle or growing more maize? If so, I have calculated we will need an area 22 times that of all the rainforests we still have left. In their desire to create that oceanic paradise, do those who advocate closing the oceans to fishing consider that it is the world’s poorest people who rely on marine fisheries for nutrition and income? They have no beefy alternative, and closing the oceans to them would condemn them to starvation or abject misery. South Africa is not the only country in the world to attempt to follow the current trend of closing large areas of the ocean to fishing. In the United States, President, Barrack Obama added just over 1,000,000 km2 to the US Pacific territories national monument in 2014. Such a large ocean closure will undoubtedly reduce fish production, but Americans are unlikely to notice – they can import fish from elsewhere, or eat more meat. But what about the imported fish? Do they come from countries with sufficiently effective fisheries management systems? If not, we can safely assume that the enlargement of the Pacific territories national monument will worsen the condition of the global environment. When we no longer look at fisheries as a

But the world’s hungry will suddenly be 90 million tons of food short each year. Will the same NGOs that call for MPAs suggest we make up that shortfall by grazing more cattle or growing more maize? If so, I have calculated we will need an area 22 times that of all the rainforests we still have left.

Promoting knowledge through science

problem in biodiversity protection, but one of food security, we must ask very different questions. We have to think globally and consider the trade-offs between different food production systems.

Conserving for the rich

In contrast, MPAs cover a small fraction of the ocean and few studies have evaluated their effect on biodiversity outside their perimeters. Catch data, records of boat movements and monitoring efforts indicate that MPAs may simply shift fishing effort elsewhere and that fishing pressure may actually increase outside MPAs.

Included in South Africa’s proposed new network of MPAs are a number of awesome features, such as a fossilised yellow wood forest at a depth of 120m off Port Nolloth; a deep cold-water coral reef standing 30m high off the seabed near Port Elizabeth; and a world famous diving destination where seven shark species aggregate, at Protea Banks in KwaZulu-Natal.

diversity of the oceans.

The network also includes undersea mountains, canyons, sandy plains, deep and shallow muds and diverse gravel habitats with unique fauna. Yet, a minute proportion of South Africa’s population is likely to ever see these undersea wonders.

Overfishing has also largely stopped in the European Union’s Atlantic fisheries, New Zealand, Australia, Iceland, Norway and Canada.

This necessarily leads me to conclude that ocean conservation is fundamentally a rich person’s pursuit. The National Geographic explorers, elite scientists on research cruises and wealthy conservationists who tour the world’s oceans on luxury vessels and report on the wonders of remote islands and ecosystems, are about the only people who actually see the marine ecosystems beyond the coastal fringes.

More tools available It is also my view that there are many useful tools and legal frameworks other than MPAs that may be used to reduce overfishing, rebuild fish stocks and protect the bio-

SCIENTIFICALLY SPEAKING

National and international organisations have been developing and enforcing these for the past two decades, with good results. Sound fisheries management has almost eliminated overfishing in the United States. The proportion of US fish stocks listed as “overfished” halved between 1997 and 2014.

Management strategies recently implemented by Latin American countries, including Peru, Argentina and Chile, have reduced the proportion of stocks that are fished above optimal rates from 75 percent in 2000 to 45 percent in 2011.

Fisheries management A sound fisheries management framework provides the opportunity to identify problems and solve them, usually through a participatory process that involves many stakeholders. A good example is the eastern Pacific where dolphin mortality fell almost 100 fold between 1986 and 1998 after vessels changed fishing practices. In South Africa, there has been a remarkable 99 percent reduction in the number

Visiting scientists offers new perspectives on the state of global fisheries

nternationally renowned fisheries scientist, Professor Ray Hilborn, visited South Africa in August at the invitation of the South African Deep Sea Trawling Industry Association. During his visit, Prof Hilborn participated in two public events: a seminar entitled “Fisheries Myths” at the University of Cape Town, and a debate with local fisheries experts at the Two Oceans Aquarium. Both events were exceptionally well attended.

The debate, entitled “South Africa’s Marine Protected Area (MPA) expansion strategy – do we need additional MPAs?” elicited a great deal of interest, with audience members filling the venue at the Two Oceans Aquarium to capacity, and several people listening from outside its doors. Participating in the debate with Hillborn were professors Doug Butterworth and Colin Attwood of the University of Cape Town and Dr Jean Harris, Head of Scientific Services with Ezemvelo KZN Wildlife. Both Attwood and Harris are strong proponents of MPAs. A film of the debate is available at http://sadstia.co.za/view-video

of albatrosses that are accidentally injured and sometimes killed by trawlers. This is because the fishing crews that work in the deep-sea trawl fishery have been well trained in responsible fisheries practices and are very serious about constantly improving the environmental performance of the fishery. In short, it is clear that for those countries with effective fisheries management in place (a group of nations responsible for 45 percent of the global catch) fish stocks are stable or increasing. In contrast, MPAs cover a small fraction of the ocean and few studies have evaluated their effect on biodiversity outside their perimeters. Catch data, records of boat movements and monitoring efforts indicate that MPAs may simply shift fishing effort elsewhere and that fishing pressure may actually increase outside MPAs. It is my contention that MPAs are not the solution to overfishing and not the best way to protect biodiversity. Effective fisheries management protects biodiversity over the entire management area, not just a portion set aside as a MPA. Further, neither MPAs nor fisheries management alone can shield marine biodiversity from the panoply of current threats: climate change and ocean acidification, land-based runoff, oil spills, plastic pollution, shipping traffic, tidal and wind farms, ocean mining and underwater communications cables. Instead of working at cross purposes, it is time for MPA advocates and those in fisheries management to solve specific problems together, in consultation with diverse stakeholders. The best examples of MPA advocates and fisheries managers working together are small-scale. In the Phillipines and Indonesia, for example, communities are working with local governments and NGOs, using a mix of MPAs and other forms of regulation to try to rebuild coral reef fish stocks. South Africa’s small-scale fisheries roll-out provides a unique opportunity to try similar approaches.  This opinion piece was written by Ray Hilborn and first published in The New Age

Maritime Review Africa SEPTEMBER / OCTOBER 2016

TAKING B-BBEE ON BOARD

Growing the maritime industry

The process of developing the Maritime Sector Codes Before we unpacked each element of the Maritime Transport and Services Industry Sector Code (the Sector Code), let us look at how it was developed and the legislation behind that development. In July 2014, the Department of Transport (DoT) started the process of aligning The Transport Sub-Sector Codes with The Broad Based Black Economic Empowerment Act (Act No. 53 of 2003): Issue of Codes of Good Practice.

he Sector code was drafted in line with The Broad-Based Black Economic Empowerment Act, 2003 (Act No. 53 of 2003), as amended by Act No. 46 of 2013 (The Act). Cognizance was also given to Section 3 of Statement 003: Amended Guidelines for Developing and Gazetting Transformation Charters and Transformation Plans, which guides the procedure for developing Sector codes. We ensured that the following principles applied throughout the development: 1. There were common commercial characteristics within the entities operating in the sector, which would make it feasible to formulate a transformation charter subject; 2. That the proposed Sector Code would address all Elements in the Generic Scorecard; 3. That the proposed Sector Code uses the same definitions, principles, calculation methodologies to measure compliance and beneficiaries as those used in the Codes. 4. That any deviations from targets and weighting were are justifiable based on sound economic principles, sectorial characteristics or empirical research; 5. That the Sector Code set targets that where over and above the minimum targets set out in the Generic Codes of Good Practice; 6. That any deviations from thresholds were justifiable based on sound economic principles, sectorial characteristics or empirical research; 7. That any introduction of new Elements were justifiable based on sound economic principle, sectorial characteristics or empirical research; 8. That the proposed Sector Code must clearly define its scope of application;

which inclue Aviation, Maritime Transport and Services, Road Freight, Forwarding and Clearing, Bus and Coach Services, Rail Transport and Services, Public Transport and Taxis. From July 2014 until April 2016 when the Minister of Trade and Industry released The Broad Based Black Economic Empowerment Act: Amended Transport Sector Codes we have worked within the prescriptive stated above and figure 1 below. STAKEHOLDER CONSULTATION SECTION 12 of the Act Refers to the gazetting of Transformation Charters. These are also referred to as Sector Charters, developed by major stakeholders in the relevant industries, and seek to achieve broad-based transformation.

PUBLIC COMMENTARY SECTION 9 (5) of the Act Refers to the fact that before the Minister (of the DTI) can issue, replace or amend a code of good practice in terms of section 9 (1) a) Publish the draft code of good practice or amendment in the Gazette for public comment, and b) Grant interested persons a period of at least 60 days to comment on the draft code of good practice or amendment, as the case may be.

CHARTER COUNCIL SECTION 9 (1) of the Act Refers to the fact that in order to Promote the purpose of the Act, the Minister (of the DTI) may by notice in the Gazette issue code of good practice on Black Economic Empowerment.

10. That NO transitional period is provided for its implementation.

When we as the Sector Body led by the DoT BEE Directorate, endorsed by the Charter Council and supported by the Minister of Transport, were seeking to gazette the Sector Code we had to:

Forming the Charter Council

1. Apply in writing to the Minister of Trade and Industry;

9. That there was support by our Charter Council, the Minister of Transport and the Minister of Trade and Industry; and

In November 2014, the Transport Sector B-BBEE Charter Council was established as an independent body with a mandate to oversee the implementation of the Transport Sector B-BBEE Charter Codes. The Transport Sector B-BBEE Charter Council has oversight over the eight sub-sectors of the Transport Sector B-BBEE Charter Codes

2. Indicate the process which the Sector Code had been developed; and 3. Provide evidence of compliance with section 12 of the Act.

We adhered to all these requirements and submitted evidence for each of the stakeholder engagements.

Public comment The Transport Sector Broad Based Black Economic Empowerment (B-BBEE) Codes were published for public comment at the end of February 2016, but were not accompanied by a signed statement by the Minister of Trade and Industry (DTI). This resulted in an Erratum Notice being published in April (Gazette 39910). The April 2016 Notice provided that the 60 days of public commentary would commence on the day of publication of the Notice in the gazette due to the erratum. This meant that 60 Days of Public commentary for all eight sub-sectors would end on the 8th of June 2016. All commentary was submitted to the DTI for consolidation before being vigorously analysed by a committee consisting of the Transport Sector Council, the DoT and the DTI for incorporation. Input that was not progressive or in the spirit of BEE was discarded. The final Sector Code was presented to the Transport Sector B-BBEE Charter Council for final endorsement and will then be submitted to the Minister of the DTI to gazette as a section 9(1) Sector Code, which becomes legally binding on the applicable sector, organs of state or private and public entities. The question that is asked now is; how does an entity know if the the Sector Code is applicable to them? Well if a Holding Company/Group of Companiesâ&#x20AC;&#x2122; or subsidiary derive over 50 percent of its revenue from a sector where there is a Sector Code then that entity will be measured in accordance with the scorecard of the Sector Code. By Kgomotso Selokane

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

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Maritime Review Africa SEPTEMBER / OCTOBER 2016

Salvage and emergency response

The Stateâ&#x20AC;&#x2122;s role in managing marine emergencies

FEATURE

he intention to create a Combined Exclusive Maritime Zone of Africa (CEMZA) is contained within the 2050 African Integrated Maritime Strategy (2050 AIM Strategy). The zone is seen as a tool to engender collective efforts and reduce the risk of all transnational threats, environmental mismanagement, smuggling and arms trafficking.

A further key link came on line in December 2011 with the commissioning of a search and rescue sub-centre in Antananarivo, Madagascar to operate in conjunction with the regional Maritime Rescue Coordination Centre (MRCC) in Cape Town, South Africa. The commissioning of the Antananarivo facility brought the number of sub-centres in operation to 15.

cally in preparation for emergencies and interventions,â&#x20AC;? says Nigel Campbell of the South African Maritime Safety Authority (SAMSA). In a South African situation, a Joint Response Committee (JRC) is formed and operates after consultation with the major role-players. â&#x20AC;&#x153;Participation in a JRC is imperative. It ensures a coordinated operation in dealing with the situation and provides a forum where concerns can be tabled, discussed and then be allocated to the correct authority to deal with,â&#x20AC;? says Campbell adding that this ensures prompt action is taken and payment is forthcoming for services rendered. â&#x20AC;&#x153;Scenarios change all the time and a JRC allows the role players to stay on top of the changing incident.â&#x20AC;?

Continental and regional responsiveness

National responsiveness

Managing the media

While continental and regional responsiveness are certainly imperative to managing marine emergencies where they impact across national borders, the vast majority of marine emergencies are limited to a single national jurisdiction and require the responsiveness of the individual state. While response strategies may differ, the objectives of a national response should aim to: Reduce the potential for shipping incidents such as strandings, sinkings or other maritime incidents. Increase efficiency of response to incidents. Establish ongoing stakeholder relationships to share resources and capacity. Formulate structure of response in terms of responsible parties to allow for joint operations and information sharing across jurisdictional boundaries. Draft relevant legislation. Give effect to international conventions.

Shipwrecks and the potential for marine pollution usually attract significant media attention and it is useful to establish a priority for managing information to the press from one single source. â&#x20AC;&#x153;As the lead agency (in South Africa), SAMSA has the responsibility of briefing the press,â&#x20AC;? says Campbell highlighting the advantage of providing a coordinated and factual response to the media. â&#x20AC;&#x153;Practice has shown a combined daily press release from the major role players works very well. In addition, specific role players could be (with their consent) briefed to meet with the press in a media conference,â&#x20AC;? he says adding that a major benefit of this is a general public who remain informed of the facts and who are not fed hype by â&#x20AC;&#x153;armchair expertsâ&#x20AC;?.

Now more than ever African States are realising the potential value of their maritime domains and the need to manage challenges within these vast ocean areas is being interrogated at country, regional and even continental level.

The AIM Strategy addresses disaster risk management in a short sub-section under FRAMEWORK FOR STRATEGIC ACTIONS, which calls for consideration to be given to early warning sensors and centres as well as to build on the concept of disaster relief and humanitarian aid from the sea. The AIM Strategy calls on Member States to enhance regional cooperation; conduct multi-agency maritime disaster management exercises in regional as well as national seas and to maintain compliance with international conventions. 2011 was a landmark year for the African continent in terms of structuring a complete search and rescue response coverage. Complete search and rescue cover around Africaâ&#x20AC;&#x2122;s coast was secured in March of that year with the signing of an multi-lateral cooperative agreement on the North and West African sub-region Maritime Rescue Coordination Centre that established a new Morocco MRCC. The Morocco sub-regional MRCC, located at Bouznika, a seaside area 20 km from Rabat, joined those already commissioned in Mombasa, Kenya (2006); Cape Town, South Africa (2007); Lagos, Nigeria (2008); and Monrovia, Liberia (2009), thus completing the final link in the chain of sub-regional African MRCCs, each with its own network of associated sub-centres. This completed a process that dated back to the October 2000 Conference on Search Rescue and the Global Maritime Distress and Safety System (GMDSS) that recommended a regional approach to the provision of search and rescue services in Africa at strategic locations. The conference envisioned that the proposed centres could work cooperatively to provide search and rescue coverage in what had previously been identified as one of the areas suffering most from a lack of adequate SAR and GMDSS infrastructure.

Coordinate cost recovery.

Perhaps key to a Stateâ&#x20AC;&#x2122;s ability to effectively respond to a marine emergency is a clear understanding of who the relevant stakeholders are as well as an understanding of each stakeholderâ&#x20AC;&#x2122;s responsibilities in any given situation. In most cases a Casualty Response Unit (CRU) involves a wide variety of government departments, agencies, private companies and even affected communities. â&#x20AC;&#x153;They need to be available at short notice and prepared for casualties. In addition they need to carry out exercises periodi-

A need for maritime assets Although salvage and wreck removal is a recognised sector of the industry, the assets associated with running a profitable salvage business cannot be stationed on standby on the off chance of an incident with the resultant award of a contract. The use of Emergency Towing Vessels (ETV) under contract to the State have, therefore, become popular in many jurisdictions where their expense is justified by the potential savings that result from timeous response to emergencies. According to Bimco, however, there is some resentment to these from professional salvors who â&#x20AC;&#x153;complain that these government employed ships are taking away their bread and butterâ&#x20AC;?. South Africa has been internationally acknowledged as a forerunner in the establishment of standby ETVs to remain on

â&#x20AC;&#x153;When one has to deal with large casualties, it is unfair to expect the authorities to have the same experience. But they are a vital role-player in managing and protecting the coastal Stateâ&#x20AC;&#x2122;s seas and environment,â&#x20AC;? Maritime Review Africa SEPTEMBER / OCTOBER 2016

FEATURE

Salvage and emergency response

standby along its coast. The Smit Amandla currently fulfills this function for South Africa, but the way forward remains slightly unclear as the vessel operates on a monthto-month contract having reached the end of the tendered contract in August 2016. The new contract is yet to be awarded and long-term goals indicate that the South African government, under the auspices of SAMSA, may commission the building of its own ETV in the future.

Partnering with the private sector Commenting on their provision of the ETV services, Dave Main of Smit Amandla Marine highlights the vital resource that the South African government has had at its disposal. “The Smit Amandla has been used to effectively and proactively manage marine emergencies, run by experienced South Africans who have an intimate working knowledge and understanding of the southern African coastline and weather conditions. This knowledge and professional ethos has accumulated over years of experience, and Smit employs some of the most experienced salvage tug masters in the world,” he says. Main adds that a full salvage spread available on notice is a must. “Furthermore, an active database covering the location and status of all relevant emergency resources is critical. Each salvage operation is different and requires differing solutions,” he says. “Key to successfully managing the effectiveness of the standby tug is the maintenance of a large network of stakeholders in the industry – as with most things in life, the effectiveness of the service is very much about people and relationships,” he adds. “Through their experience, technical knowhow and the international network at their disposal, private companies can assist and guide coastal states who need to protect the integrity of their marine

resources. These private companies can play an active role in national contingency planning. They could also provide integrated training. When a marine emergency happens, their local knowledge is critical in ensuring an effective response,” he continues. Captain Nicholas Sloane of Resolve Salvage and Fire agrees; “The government just cannot react to the same degree as a private contractor on a global basis,” he says explaining that, with years of experience across a variety of casualties, they can bring invaluable experience to the local sector. “When one has to deal with large casualties, it is unfair to expect the authorities to have the same experience. But they are a vital role-player in managing and protecting the coastal State’s seas and environment,” he says adding that a sense of trust needs to be inherent in the relationship between the State and the private sector. “South Africa is lucky to have had such a relationship in place for over 40 years and we can work on developing this relationship further,” he said. Interestingly in the UK, after awarding a 10-year contract for four ETVs in 2000, the decision was made in 2011 not to renew the contract. This was reconsidered the same year and saw the retention of just one ETV to serve an area covering North and North West Scotland. The contract for this ETV expired at the end of September this year amidst much debate as to whether it would be continued. The Maritime and Coastguard Authority (MCA) commissioned a report to assess whether the commercial towage market could reliably meet the need for a dedicated service to cover the seas around Scotland. Based on the outcome of a report by London Offshore Consultants Limited, the UK Government announced in June this year that they would continue to fund the

With a budget of 54.2 million Euros (2015), the EMSA makes available Integrated data that can be streamed directly to national systems. Data is collected from AIS, radar satellite imagery, long-range tracking, meteorological oceanographic data, optical satellite for high-resolution photos, VMS, drones and the SafeSeaNet system as well as national authorities.

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Maritime Review Africa SEPTEMBER / OCTOBER 2016

ETV beyond the September cut-off date. According to the report there are currently ETVs operating in Algeria, Finland, France, Germany, Iceland, the Netherlands, Norway, Poland, South Africa, Spain, Sweden, Turkey and the UK. “Australia also operates emergency response vessels and other maritime nation states, Japan for example, have specific arrangements which are a variation on an ETV theme,” the report notes.

An integrated approach In an African context where marine emergencies can arguably be defined to include incidents of piracy, illegal fishing as well as other crimes at sea – many coastal States are reliant on their own as well as other countries’ naval vessels. Perhaps the solution lies in an integrated approach to maritime surveillance as undertaken via the European Maritime Safety Agency (EMSA). Established in 2003, the EMSA provides technical assistance and support to the European Commission and Member States in the development and implementation of EU legislation on maritime safety, pollution by ships and maritime security. It has also been given operational tasks in the field of oil pollution response, vessel monitoring and in long-range identification and tracking of vessels. With a budget of 54.2 million Euros (2015), the EMSA makes available Integrated data that can be streamed directly to national systems. Data is collected from AIS, radar satellite imagery, long-range tracking, meteorological oceanographic data, optical satellite for high-resolution photos, VMS, drones and the SafeSeaNet system as well as national authorities. In contrast to the European Maritime Safety Agency, the African Maritime Safety and Security Agency (AMSSA), which was officially established as a legal entity in 2010, and seems to have been conceptualised to undertake similar functions simply has not delivered on this impetus.

Plugging the gaps

It’s safe to say that there are distinct gaps in the continent’s ability to respond to marine emergencies. A pleasing move by many countries, however, to establish and bolster national maritime authorities is underway. Working groups and interested parties are reportedly working to engage expertise to deliver soluPosition Reference tions for a response that Sensors meets the demands of an SART oil spill on one hand and offers solutions for mariGMDSS time domain awareness on the other. 

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Salvage and emergency response

The resolve to react With the capacity to mobilise in less than an hour, Resolve Salvage & Fire (Cape Town) Pty Ltd has moved into position on the South African coastline to extend their services to the Cape shipping routes.

eaded up by Nicholas Sloane, the Resolve team of 11 South Africans represents individuals with extensive experience in the salvage industry. “I consider them one of the most experienced salvage teams in the southern hemisphere,” says Sloane adding that many of them hail from the days of Pentow Marine and have worked for most of the prominent salvage companies operating in the region. Sloane joined Resolve’s management team in February this year to oversee operations in Europe, the Middle East and Africa in line with the company’s strategic focus to create a worldwide footprint. Sloane brings more than 34 years of experience to the organisation, having overseen an extensive list of salvage as well as oil and gas projects across the globe including the Americas, Europe, Russia, Asia, the Middle East and Africa. He was a member of the Lloyd's Panel of Special Casualty Representatives and most recently served as the Senior Salvage Master of the Costa Concordia salvage operation off the Island of Giglio, Italy. “I have watched Resolve grow globally over these past ten years and I am honoured to have joined the company’s leadership team,” he says. With a mix of salvage masters, officers, engineers and divers with fire-fighting and fabrication backgrounds coupled with a back-office logistics and project management support team, Sloane believes that they have established a significant presence for emergency salvage response and wreck removal in South Africa. Anchoring the team is the Resolve Monarch, an ex British 152 T BP ETV vessel, which has been stationed in Port Elizabeth since July this year. According to Sloane, the vessel is equipped with over 100 tons

The Resolve Monarch, an ex British 152 T BP ETV vessel, has been stationed in Port Elizabeth since July this year. The vessel is equipped with over 100 tons of salvage equipment including pumps, dive spreads, power packs, generators and the like.

of salvage equipment including pumps, dive spreads, power packs, generators and the like. “We are equipped to offer a specialised marine service from casualty management, emergency response and wreck removal to oil pollution abatement and marine services such as pipeline SBM installation, offshore decommissioning as well as consultancy services,” says Sloane who adds that the team will be based in Cape Town. Negotiations with Transnet National Ports Authority (TNPA) are being finalised to secure office and warehouse facilities with waterfront access for mobilising equipment directly onto the tug or support craft. Not unaware of the challenges that face a new name on the local scene, Sloane says the aim is to differentiate themselves in the current tough marine market. “We have to differentiate ourselves and offer a client-specific package to make ourselves attractive to the local maritime sector,” he says.

The Resolve Monarch Stationed in Port Elizabeth and available on the spot-market, the Resolve Monarch represents a massive investment in the

“We are equipped to offer a specialised marine service from casualty management, emergency response and wreck removal to oil pollution abatement and marine services such as pipeline SBM installation, offshore decommissioning as well as consultancy services”

Maritime Review Africa SEPTEMBER / OCTOBER 2016

RESOLVE MONARCH SPECIFICATIONS: Flag: Vanuatu Builder: Matsuura Iron Ship- building Class: Lloyds 100A1, LMC, UMS Length overall: 58 m Beam: 14 m Depth: 7.1 m Maximum draft: 6.9 m Deadweight:

1,800 tons

Engines and performance Main engines: two Niigata 6MG41HX Horsepower: 11,400 hp Propellers: Controllable pitch in fixed nozzles with twin independently con trolled high lift rudders Thrusters: Stern Thruster Kamome (10 tonnes) Maximum speed: Approx. 17 knots Economical speed: Approx. 11 knots

Special equipment Hydraulic tugger winches: 2 x 10 tons Deck crane: 1.2 tons at 15 m Spare wire: 1,200 m of 71mm Pennant reel storage: 600 m x 71 mm Rescue boat capacity: 6 persons Fire-fighting system: Fi Fi – one pump deli vering 600m2 per hour

Accommodations Standard crew: Certified to carry: Cabins:

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Salvage and emergency response

FEATURE

up in the New Year so there will be a few million Rand pumped into the local ship repair and drydocking sector next year,” he says.

Current opportunities Despite a relatively quiet local market over the past winter months, the Resolve team has been active in South East Asia, India and South America where they have benefited from the opportunity of working with their global colleagues and learning the Resolve culture.

The Resolve Salvage and Fire team based in Cape Town include (l-r): Rob Hare (Dive Supervisor), Flynn Padayachee (Salvage Diver/Safety Officer), Mike Smith (Salvage/Safety Officer), Terrick Terblanche (Salvage Diver), Desiree Bik (Office Manager/Logistics), Graham Riddell (Salvage Master), Gino Crowther (Salvage Officer) and Mike Mummery (Salvage Engineer).

region for the company. Sloane confirms that they hope that the presence of the vessel in southern Africa will prove not only attractive to their existing global shipowner clients, but also to local authorities requiring its services in the future. He adds that the positioning of the vessel is strategic with the aim of responding to the east coast of South Africa. Currently manned by her long-term master and crew, the vessel could eventually be manned predominantly by South African seafarers if her continued presence on the coast is justified. “As we change out the crews, she will become manned by South Africans,” he says adding that

reflagging the vessel to the South African registry is also an option should a long term contract materialise to keep her on station for a protracted period.

Sloane adds that they are currently involved in two Greenfield start-up projects in NE and West Africa, which he hopes will help them expand their footprint further. “We are also consulting with PetroSA and other international players on future projects due to take place off the South African seaboard in the gas sector,” confirms Sloane. 

“We are, however, presently reflagging the Dalby Venture onto the South African flag and changing over the crew to ensure that she is manned by South Africans,” says Sloane. The Dalby Venture is a 120 ton utility vessel that most recently participated in the Smart salvage operations off Richards Bay. However, future benefits to the local market will accrue next year when the Resolve Monarch undergoes a special survey. “She has a special survey coming

CONTACT THE TEAM: Nick Sloane – 083 648 2649 Graham Riddell - 083 777 3787 Desiree Bik - 083 604 0809

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ailor’s new UHF radio, available from Radio Holland, is designed specifically to support fire safety while helping shipowners to meet July 2018 deadline for new SOLAS regulations. The line of Sailor portable radios has been extended with the Sailor 3965 UHF Fire Fighter; the first marine approved portable radio made specifically for fulfilling the new SOLAS Chapter II-2, Regulation 10.10.4 - 'Fire Fighters Communication'. The Sailor 3965 UHF Fire Fighter portable radio meets standards set out that require SOLAS vessels to provide intrinsically safe portable radios within the regulated 'fire fighter outfits' on board, prior to a vessel's first survey after July 2018. In order to conform to requirements, fire fighter radios must be: Explosion-proof or intrinsically safe; ready for use at all times; capable of use by fire fighters (considering

i.e. gloves, suits, poor visibility); made for the marine environment and carried in addition to existing on board portable work radios. SOLAS Chapter II-2, Regulation 10 contains requirements for the fire fighter outfits and how many outfits are required for a specific vessel. As a rule of thumb, any vessel covered by SOLAS must carry at least two fire fighter outfits. As an authority on SOLAS regulations in a communications context, Sailor’s design engineers have studied the new requirements in order to develop a radio solution that is not only a cost-effective response to the logistical challenges of equipping their vessels in the coming years, but a highly reliable and effective communication tool that can be counted on by fire fighters in extreme, hazardous environments on board. The Sailor 3965 UHF Fire Fighter portable radio is based on the series of portable work, GMDSS and ATEX radios, but has been designed specifically to keep fire fighters safe through reliable, function rich communication. The most striking aspect of the new radio

is its bright red colour, which signals to crew members that the radio should not be used for daily operations and must stay as part of the fire fighter outfit. The radio features an easy to read display for channel and battery information, and is compatible with a wide range of established third party accessories. Considering the potential for low or zero visibility due to smoke during a fire, the Sailor 3965 features large, tactile buttons, and audio confirmations in the operator's headset. The Sailor 3965 also accommodates spare emergency battery packs. As standard, it features an ATEX 1.800 mAh rechargeable Li-Ion Battery, IP67 battery pack. Sailor, however, also offers ATEX approved non-rechargeable emergency batteries, providing an extra level of security to ensure communication is available when a fire breaks out, or rechargeable batteries run-down. Operationally, the UHF Fire Fighter portable radio offers a long feature list that supports safe fire fighting process and ensures that it meets the new standards. For more information, please contact

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Maritime Review Africa SEPTEMBER / OCTOBER 2016

FEATURE

Salvage and emergency response

Successful refloat delivers dredger to drydock

rdent Subtech was recently mobilised to respond to the partially sunken dredger, Macuti in the Port of Beira, Maputo following a collision with the outbound cargo ship, MSC Chiara. Following a successful refloating, Macuti was delivered to drydocking facilities in Beira for further repairs. Initially mobilised to patch a 300 mm hole in the dredger’s hull, the Ardent Subtech team discovered a much larger tear of six metres that resulted in the intake of water and the partial sinking of the Macuti. With a base in Mozambique and assets readily available, the Ardent Subtech contingent was able to respond quickly. The Mozambican team, which consisted of 50 percent locals, has been bolstered over

the last three years by investment in dive training, which had a significant impact on the contract. Working under a BIMCO Wreckfixed contract, the team averted any possibility of pollution by ensuring that all fuel was pumped from the dredger. According to Neil Scott-Williams, Director Ardent Subtech, the team’s response to the casualty was challenged by a sevenmetre spring tidal range, five-knot currents and a severe lack of visibility. “Maintaining stability during the refloat proved to be very difficult,” he said. The investigation into the specific causes of the collision is still ongoing, but thick fog with the resulting lack of visibility, is thought to be a major factor. 

Main photo: The partially sunken dredger, Macuti, following a collision outside the Port of Beira in Mozambique. Photo series on left: The Ardent Subtech team begins to pump the water from the sinking dredger. Continuous pumping sees the Macuti begin to emerge from the water until she can be brought alongside in the Port of Beira. Finally alongside the quay, the last of the remaining water is pumped from the dredger. Top left: The Macuti is successfully delivered to the drydock in the Port of Beira for repairs. Top right: The Ardent Subtech team celebrate a successful completion to the salvage operation.

Maritime Review Africa SEPTEMBER / OCTOBER 2016

WE ARE RAPID RESPONSE

FEATURE

Salvage and emergency response

Dumping oil off the South African coast I have been very fortunate to have been part of the Operation Phakisa B1 working committee assigned to draft South Africa’s new national Oil Spill Contingency plan. The plan is reaching finality and will be presented to government for approval this year. It incorporates an Incident Management System that will be headed up by the Department of Transport (DoT), through the South Africa Maritime Safety Authority (SAMSA).

AMSA will act as the Incident Commander and various arms of Government form part of the Management Team, for example the Department of Environment (DEA) and Department of Revenue (Finance). The plan defines oil spills according to the severity of the spill. A tier 1 spill is considered to be a minor spill whilst a tier 3 spill is very serious one.

The aerial surveillance gap

blue economy is being raped, destroyed and harmed by foreign interests then we must accept that the expense is a vital component of coastal protection.

A need for heavier fines Under South African law, the current maximum fine for dumping oil in our waters is R500,000 or USD 35,000 based on today’s rate of exchange. The fines in US or European waters are far greater than this and run into millions of dollars or Euros.

to sign the admission of contravention, however, will result in arrest and a day in court as the ship owner’s representative. The offence is a criminal act under South African law. Depending on the circumstances, the Master will be granted bail, but a replacement Master will need to be contracted and this will further escalate the level of costs incurred. SAMSA use their experience in handling oil spills and consider all mitigating factors surrounding a spill before imposing any penalty. We are aware of a case where the level of the fine was increased by the South African court, as it is open to the court to impose a higher fine than the one contained in the admission of contravention. In this case, the owners gamble failed.

Responding diligently

If the crewmembers are quick to respond Not so long ago, it was common knowlto the pollution incident and handle the We must urgently review our legislation to edge in the world of shipping that if you matter diligently then these factors will bring about polarity with US and European dumped oil along the South African coast, assist in persuading SAMSA to be more waters. If vessels are caught dumping oil in you would be caught. Big brother was lenient when considering the level of the our coastal waters then we need to take always watching and transfine to be imposed. gressors were quickly idenSAMSA will look at the I know that SAMSA is working very hard behind the tified for detention and reaction and manner of the prosecution. scenes to get our coastal aerial surveillance back in crew in dealing with the oil place, but quite frankly it is a huge disgrace, that gov- spill. They will also look at Sadly, all of this has changed. We no longer have ernment allowed it to be lost in the first place. Pa- the extent of the spill and eyes in the sky patrolling trolling one’s coastline plays a massive and import- whether, by their actions, passing marine traffic. A ant part in the protection of a country’s blue economy, the crew was able to control recent oil spill incident off which is the whole purpose behind Operation Phakisa. the spill. the east coast of South Further, SAMSA will also Africa reminded me that, look at the clean-up procewhilst we have worked very hard with action against the master and owner of the dures. It is therefore imperative that the regard to our new national Oil Spill Continvessel and our courts need to be able to vessel carries anti-pollution equipment gency plan, we do not have the protection hand down heavy fines. and that the crew are equipped as well in the sky that we used to have nor are the SAMSA will always carry out a detailed as trained to react to oil spills. The use of fines particularly high when compared to investigation into the cause of any oil spill dispersants is very strictly controlled in other jurisdictions. and will collect all the evidence in order South Africa and dispersants should only I know that SAMSA is working very hard to prosecute the guilty party. Once they be used with prior permission from SAMSA. behind the scenes to get our coastal have completed their enquiry, SAMSA may, There is no doubt that the threat of heavy aerial surveillance back in place, but quite depending on all the circumstances of the fines serves as a powerful deterrent and, frankly it is a huge disgrace, that governcase, impose a penalty against the vessel. with the aid of aerial surveillance, oil ment allowed it to be lost in the first place. The Master of the vessel will be asked to dumping on our coastline can be brought Patrolling one’s coastline plays a massive sign an admission of contravention of the back under control.  and important part in the protection of a relevant oil pollution legislation. A refusal country’s blue economy, which is the whole By Michael Heads purpose behind Operation Phakisa. I recently returned from a Managing Marine Emergency seminar hosted by Smit Amandla Marine in Mauritius and I was in awe to learn that Mauritius has four planes that patrol its small coastline. The country also has a number of coastguard vessels that it can deploy at any time. Perhaps the latter is something we should be looking closely at too. Unfortunately, too many of our navy boats are not in service. There is no doubt that aerial surveillance is expensive, but when we consider that our

Maritime Review Africa SEPTEMBER / OCTOBER 2016

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Salvage and emergency response

Interim solution offered for maritime air surveillance Atlantis Aviation is leading an international consortium to offer the South African government an interim solution to the gap they face in patrolling their land, border and marine territories by air.

he consortium, which includes Avex Air (South Africa), Aero Data (Germany), and Aero Rescue (Australia), has been actively pitching the opportunity to employ five Dornier 328-TPs to provide the short- to medium-term Maritime Surveillance Aircraft (MSA) solutions. The aircraft have been on contract to the Australian government for similar operations over the last ten years and are ideally suited to monitor large expanses of ocean and bush and respond as well as report on emergency situations as they arise. According to Andy Cole of AeroRescue Ltd, the owners of the aircraft, they have responded to over 1,750 incidents and assisted over 3,000 lives during their contract period to the Australian government. Gordon Blackbeard, Chairman of Atlantis Aviation, says that they have presented the solution to various government ministries and agencies including the Department of Transport (DoT), the South African Maritime Safety Authority (SAMSA), the Department of Agriculture, Forestry and Fisheries (DAFF), the South African National Defence Force (SANDF), the Department of Environmental Affairs (DEA) and the new Border Management Agency to showcase the benefits of establishing the air surveillance network. “We preparing an unsolicited proposal,” he says emphasising that they are concurrently speaking to other interested parties in the Middle East and the Far East. “There is a limited window of opportunity to access these assets and we hope that the South African government will engage with us,” he said. Blackbeard says that ideally the aircraft could be based at AFB Ysterplaat as well as the AFB Durban, and would be available for

operation within 30 minutes of call out. He adds that four would be operational at any given time with a fifth on standby to cover scheduled maintenance. “We are proposing a five-year lease with renewable extensions thereafter,” he says adding that the proposal includes the placement of technicians at the bases as well as the training required to operate and maintain the aircraft.

The Dornier 328 paid a visit to Cape Town international airport where members of government ministries were invited on board and test flight. Lee Milham of Aero Rescue highlights the capabilities of the equipment on board to patrol and monitor the maritime domain.

The first aircraft was on show at the recent AAD exhibition and is immediately available with the remaining four becoming available progressively from the end of February 2017. "The capability is required by several Governmental Departmental agencies and the Dornier has a proven record of mission high availability and low operating cost. The surveillance and monitoring performance is key to the Ocean Economy strategy undertaken by Gorvernment," says Blackbeard. With local maintenance servicing capa-

bility available via AVEX in Gauteng, which supports six similar aircraft and is certified as an AMO by the South African CAA on the Dornier 328 TP, Blackbeard believes that the aircraft are well suited for the South African environment. “We are very optimistic about the buy-in (from government) and believe that we must find a way of implementing this solution between the various agencies involved in the maritime domain,” he says, highlighting that there is very little other choice currently available. 

“We are very optimistic about the buy-in (from government) and believe that we must find a way of implementing this solution between the various agencies involved in the maritime domain,”

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FEATURE

Salvage and emergency response

Mobilising in Mauritius Having taken the decision in 2011 to maintain a salvage station on the island of Mauritius, Five Oceans Salvage (FOS) was in a strategic position to mobilise the tug, Ionian Sea FOS when they noticed that a vessel was drifting off the coast.

eaching the grounded Benita, FOS was awarded a Lloyd’s Open Form (with SCOPIC invoked) by the owners to provide assistance to the stricken vessel that had sustained serious damage to three of the five cargo holds; most of the double bottom tanks and the engine room.

Preventing pollution According to George Kallimasiotis, spokesperson for FOS, the primary aim of the ensuing operation was to prevent the vessel from running further aground while removing bunkers to minimise any threat of pollution to the environment. Before refloating efforts could take place, strict antipollution measures were enforced in cooperation with the Mauritian authorities and ship’s underwriters. FOS removed the vessel’s bunker fuel, lubricant oil and other pollutants – including 145 tons of fuel oil from the casualty. A total of 235 cubitanks filled with fuel, lubes and contaminated water were removed from the vessel and landed ashore by the Mauritian Police helicopters. Five Oceans Salvage also engaged their joint venture partners, Swire Emergency Response Services, to mobilise a large array of antipollution equipment and specialised personnel to Mauritius within a day to deal with any oil spill and cleanup requirements.

Challenging conditions Challenged by prevailing weather conditions and waves of up to eight metres, the salvage team could not approach the vessel by sea and had to make use of the local police helicopters to transfer any personnel and equipment needed to and from the casualty. “With a maximum lifting capacity of 1,000 kgs, we had to break down everything into components of less than one ton,” says Kallimasiotis who adds that this resulted in the need to dismantle generators and air compressors on shore before transfer and then subsequently reassemble on board. With no way to get their tugs closer than

Maritime Review Africa SEPTEMBER / OCTOBER 2016

The MV Benita ran aground off the island of Mauritius in June amidst poor visibility and bad weather conditions that hampered refloating efforts. Five Oceans Salvage’s two tugs, the Ionian Sea and the Coral Sea, were mobilised to refloat the stricken Benita off the rocky coastline.

200 metres to the casualty, the salvage team needed to transfer the Dyneema high strength floating towing lines by helicopter to the Benita. “The only way for the salvage team to connect the tugs to the casualty and hold her in position or try to refloat was by using Dyneema high strength floating towing lines, which we do carry onboard our tugs albeit not a common piece of gear,” explains Kallimasiotis. Preparing the vessel for refloating required significant effort that included the sealing of cargo tanks and void spaces in order to pressurise them and restore sufficient buoyancy. Kallimasiotis estimates that some 5.2 kilometres of welding was required to weld these spaces.

Labour intensive operations He adds that the labour intensive nature of the contract resulted in FOS mobilising one of their biggest salvage teams. “Given that the Benita case was a very labour-intensive operation, we gathered the biggest salvage team concurrently working onboard one of our casualties ever with 45 persons in total on a daily basis,” he says. The salvage team from Port Louis was joined by a crew of 15 from Greece that included a senior salvage master, engineers, divers and riggers as part of the first response. With the recruitment of a second FOS tug, the Coral Sea, from Dubai to assist, an additional 30 people were seconded to the operation. Continued on p 36

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Salvage and emergency response

“Five Oceans Salvage tugs are fully equipped, carrying a large array of salvage equipment that was used for the operation. We also mobilised special equipment from our salvage depot in Greece as well as from Dubai,” says Kallimasiotis. From p 34

He adds that the efforts of the police helicopter squadron cannot be overlooked as they undertook the difficult task of flying the salvage team to and from the Benita, which was about 1 mile from the landing zone. Accumulating almost 150 hours of flying time, it is clear that an immense number of flights were undertaken. The Mauritian Special Mobile forces also supported Five Oceans Salvage divers when diving efforts were made. The close cooperation between FOS and the local authorities was buoyed by the salvage company’s longstanding presence on the island and their successful response to a number of other casualties in the region. In the case of the Benita, the Mauritian authorities and the salvors held daily crisis meetings to discuss the progress as well as the operational challenges that were being faced. “A special mention has to be made of the Ministry of Shipping and especially Alain Donat, the Director of Shipping, who was the chairman of the daily crisis meeting and proved to have a deep technical knowledge and a practical approach to emergencies,” says Kallimasiotis. The Authorities that were actively involved in the case included The Shipping Division of the The Ministry of Ocean Economy, Marine Resources, Fisheries, Shipping & Outer Islands (MOMFSO), the Prime Minister’s Office, the Shipping Division of MOMFSO, the Mauritius Oceanography Institute, the National Coast Guard, the Mauritius Police Force, the Special Mobile Forces, the Ministry of Environment, Sustainable Development, Disaster and Beach Management, the Mauritius Fire & Rescue Services, the Mauritius Customs and the Department of Civil Aviation. After running aground on 17 June, Benita was refloated on 23 July following a challenging 38-day operation. The plan to tow the casualty to India, however, was scuppered when the casualty sunk in bad weather on 30 July as a result of the extensive nature of the damages to her hull. She sank approximately 93.5 nautical miles north west of Mauritius at a chartered depth of 4,400 metres. 

Maritime Review Africa SEPTEMBER / OCTOBER 2016

Statistics demonstrate the value of the salvage industry

tatistics released earlier this year by the International Salvage Union indicate a robust industry that continues to provide vital services in the face of a challenging economic climate for world shipping. While safer ships and improved operating practices have reduced the need for emergency response work for salvors, individual cases have become more complex. It was a tough year as gross revenues for ISU members in 2015 from all activities fell slightly to US$ 717 million as compared to US$ 775 million 2014. The statistics highlight how wreck removal activity has grown during the past decade and now accounts for more than half of the gross revenue recorded in 2015 in the salvage industry. This trend may indicate the increasingly stringent requirements of coastal state authorities and the increasing complexity of wreck removal jobs. The complexity of these contracts is highlighted by the fact that, while the total number of wreck removal jobs decreased from 2014 to 2015 (from 91 to 64), the associated revenue increased during the same period (from US$ 394 to US$ 397 million).

LOF falls to lowest levels “We know the days of more than one hundred LOFs each year are gone, but nevertheless ISU believes it remains the best contract in many emergency response situations,” said ISU President, John Witte commenting on the statistics that reveal that revenue from Lloyd’s Open Form cases, at US$ 83 million, is

the lowest it has been in more than a decade. “There has been a decline in the contribution of income from traditional LOF cases. That is offset to some extent by increased SCOPIC revenue and steady wreck removal income, which, over the years, has become increasingly important for our members, and, indeed, our clients,” he added. Revenue from LOF cases fell to below 50 percent of the total of all “dry” salvage revenue for the first time in 2015. Similarly, the number of LOF cases as a percentage of all “dry” salvage cases is the lowest at 16 percent in 2015. This reflects the increasing trend to use other commercial contracts and terms in place of LOF. Total salved values in LOF cases fell to US$ 638 million in 2015 from US$ 1.2 billion in 2014. But the average value salved in LOF cases has remained reasonably consistent at US$ 19 million. Average LOF revenue expressed as a percentage of average LOF salved value has fallen for the second consecutive year and was 13 percent. While LOF contracts may represent a downturn for the industry, revenue derived from Special Compensation P&I Club Clause (SCOPIC) in LOF cases increased significantly to US$ 139 million in 2015. “Using the right contract in the right situation is very important and owners, insurers and salvors are committed to improving their understanding of each others’ needs and preferences which will improve trust on both sides.”

Poor watchkeeping under the spotlight

Marine Notice (27) issued by the South African Maritime Safety Authority (SAMSA) earlier this year highlights the high occurrence of poor watchkeeping practices and the inappropriate use of electronic navigation systems as contributors to marine casualties.

radar, but Vessel B failed to keep a proper lookout by sight or other available means to determine the risk of collision; and failed to fit long range scanning equipment to provide early warning of a possible collision. As a result no early action was taken to avoid collision.

Citing a collision incident, the Marine Notice describes how the two vessels had been approaching each other when one vessel (Vessel A) altered course to port to give way to another vessel leaving port. The vessel failed to maintain its course and speed and failed to determine the risk of collision.

SAMSA further highlights that the radars on Vessel B were not correctly set up as evidenced by the poor target imagery and the low gain setting on the instrument. It was only on the arrival of the Master on the bridge that the picture was improved, suggesting a lack of training or knowledge of the proper use of the equipment.

Vessel A then appeared on Vessel Bs

Port roundup

PR 1.

Port Roundup

SOUTH AFRICA:

rently being used. The hauler replacement project is planned to be completed in 2019, with a further 30 haulers planned to be purchased in 2017/2018 and 2018/2019 financial year. The terminal is also embarking on the phased refurbishment of 18 rubber tyre gantry cranes at DCT Pier 1, which is due to commence in January 2017.

Hauler replacement project

ransnet Port Terminals, Durban Container Terminal, (DCT), Pier 1 recently took delivery of a consignment of Terberg Haulers valued at R23.4 million to replace the Mafi Haulers cur-

Cape Town cruise terminal

ollowing the appointment of the V&A Waterfront Holdings (Pty) Ltd as the cruise terminal operator, plans are well underway for the development of the new facility, which is planned for completion in December 2017.

2 1

The V&A Waterfront plans to invest just under R179 million to finance, design, and develop the terminal. In addition, the agreement includes operation, maintenance and transfer of ownership of the facility back to 5 TNPA after a period of 20 years. 4 The facility will remain at E berth, Duncan Dock, in the Port of Cape Town. Once completed, it will be able to accommodate the portâ&#x20AC;&#x2122;s current and future passenger vessel fleet. It is also envisaged that the upgraded facility will house value-added retail and hospitality services.

Ports must adapt to changes in shipping

FEATURE

he challenges facing port authorities and terminal operators in todayâ&#x20AC;&#x2122;s volatile markets are diverse and APM Terminals CEO Kim Fejfer believes that they have been more pronounced in the past two years than in the past two decades. â&#x20AC;&#x153;Changes in shipping require not only investment and increased efficiency at the individual port level, but the configuration of port complexes needs to adapt to cope with current trade flows, increased ship sizes and demands for lowest possible costs. There will be clear winners and losers in the coming years,â&#x20AC;? he said speaking at a function in London earlier this year. Highlighting the downturn in global trade, the lower oil prices, geopoliti-

cal uncertainties and the downturn of emerging markets, he outlined three important trends in the port industry:

Ultra large vessels are entering the

major trade lanes, triggering the cascading of large vessels into smaller trade lanes and all ports must now respond to handle them;

Liner industry consolidation is reshaping port call selection and frequency - with more changes expected in the structure of alliance members; and

Shipping lines are under extreme cost

pressure so they demand lower prices and better efficiency from terminal operators to protect razor thin margins.

Operation Phakisa

number of port developments are planned under the auspices of Operation Phakisa as well as Transnetâ&#x20AC;&#x2122;s own Market Demand Strategy (MDS). While some of these are due to be financed by the parastatal, the TNPA will be seeking to partner with the private sector to realise a number of the developments â&#x20AC;&#x201C; particularly at the Port of Saldanha Bay.

Developments in the pipeline include: Establishment of an Offshore Supply Base at Saldanha Bay

New berth (205) at Saldanha Bay New jetty at Saldanaha Bay Upgrades and expansion of container terminals in Cape Town and Durban

Technology upgrades Container handling equipment investment

NAMIBIA:

RTGs for Walvis Bay

he tender to design, manufacture, supply, deliver, install and commission six rubber tired gantry (RTG) cranes for the Port of Walvis Bay close on 7 November following a revised closing date that granted an extension from 10 October. The Namibian Ports Authority has received financing from the African Development Bank in various currencies towards the cost of The Port of Walvis Bay New Container Terminal Project under which ambit this tender falls.

â&#x20AC;&#x153;If port operators are to contribute to the efficiency of shipping lines we have to drive rationalization, consolidation and segmentation to serve the larger vessels and smaller vessels. More investment is needed in port infrastructure,â&#x20AC;? he said adding that in the past low cost was important, but that now the lowest cost wins the business. â&#x20AC;&#x153;Today, liner operators are so focused on cost they want consistency and reliability,â&#x20AC;? he added. â&#x20AC;&#x153;On a global level, ocean carriers are consolidating port calls to achieve network efficiency and tailor their networks to bigger import/export gateways and super large hub terminals. This trend will create winners and losers in the terminal business. Successful ports will offer strategic locations, ideal navigational access and deep-water,â&#x20AC;? he concluded.

Maritime Review Africa SEPTEMBER / OCTOBER 2016

FEATURE

Port roundup

MOZAMBIQUE:

Investment in harbour cranes

he recent acquisition of new mobile harbour cranes by the Maputo Port Development Corporation is reportedly reaping rewards as the turnaround time of bulk export vessels has seen the anticipated improvement. The bulk terminal is now aiming to achieve 396 tons per crane hour â&#x20AC;&#x201C; an improvement from 324 tons and 342 tons per crane hour on drop stow vessels.

The MV Bulk Malaysia loaded 40,000 tons and left with a DWT of 95,766 tons recently. The vessel was planned at a norm of 360 tons per crane hour, but achieved a norm of 369 tons per crane hour. The terminal is now aiming at 396 tons per crane target.

TANZANIA:

Tender for additional berth

he Tanzanian Port Authorityâ&#x20AC;&#x2122;s (TPA) extension of the submission date for the tender to design and build one additional berth at the Mtwara Port closed on 13 October after being extended from 31 August.

KENYA:

Capital to port highway

he Kenyan government has announced plans to partner with the private sector to build a six-lane highway from Mombasa to Nairobi. The six-lane highway and the ongoing construction of the Standard Gauge Railway (SGR) will link the capital city Nairobi with Mombasa city and the Port of Mombasa; will ease traffic flow and

shorten the time taken for cargo to reach Nairobi and the region. Currently, the two cities are linked by a two lane highway leading to frequent traffic snarl ups caused by cargo trucks, especially at weigh bridges like Mlolongo.

Port expansion plans

enya Ports Authority Managing Director Catherine Wairi has announced that the construction of the second phase of the new container terminal at Mombasa will begin in June next year following the recent approval by the National Assembly of a loan of Kshs 27.3 Billion from Japan International Cooperation Agency (JICA) for that purpose. Other ongoing projects include the relocation of the Kipevu Oil Terminal, Dongo Kundu Special Economic Zones, construction of the first three berths for Lamu Port and the

PROJECT REVIEW: Preparing the port for a new arrival

he arrival of Dormacâ&#x20AC;&#x2122;s new floating dock in the Port of Durban received much media attention, but the work undertaken to prepare the quay wall highlights the skills required to successfully complete complex marine civils projects. Franki Africa was contracted to construct a 180m-long, 16m-high (4m above water and 12m under water) quay wall for Dormacâ&#x20AC;&#x2122;s new floating dock at their marine works facility in Durban. Franki Africaâ&#x20AC;&#x2122;s Paul Pearce emphasised the complicated, multifaceted nature of the contract saying: â&#x20AC;&#x153;Although it is one structure, it has required many highly specialised geotechnical skills for a successful outcome.â&#x20AC;? One of these skills was specialised jet grouting using a rig from Franki owner Kellerâ&#x20AC;&#x2122;s German division. â&#x20AC;&#x153;In fact the cooperation between Franki and Keller Germany was most helpful,â&#x20AC;? says Pearce, â&#x20AC;&#x153;and confirms the supreme advantage that we have being part of the Keller network and able to tap into the best technology and equipment in our industry.â&#x20AC;?

Overcoming challenges He adds that the jet grouting was a highly technical and complicated operation requiring top-end management, operators and support â&#x20AC;&#x153;After a three-week training and test phase, the jet grout operations began and, after some initial hiccoughs with Franki Cape Town coming to the rescue with their experience in jet grouting, we were able to source the faulty parts from Europe and continue with a pro-

Maritime Review Africa SEPTEMBER / OCTOBER 2016

ductive and successful operation,â&#x20AC;? Pearce says. There were few significant challenges on this job with the first, as expected, having to working in tidal conditions and being exposed to the moods of the ocean. The Franki crew worked around the clock to accommodate tidal moveThe slipway is closed off to begin construction of the new quaywall ment and, operating when they could, they laid down a high-spec working platform for the piling rigs. â&#x20AC;&#x153; The second challenge, from a piling perspective, was the positioning and tolerance of the piles in relation to the jet grout columns. Special guides and frames were manufactured to assist in the placing of 80,000m3 of dredging and excavations were undertaken. the piles to meet the fine tolerances. 24m deep Tight deadlines provided a further chal 180 no x 800mm diameter jet grout lenge with pressure to complete the concolumns 16m deep; tract two-and-a-half months earlier than 180m long x 5m high quay wall capinitially agreed. As a result Franki purping beam; chased new, more efficient equipment specifically for the contract. 1500m x 63mm diameter tie bars; The quantities on the Dormac job tell the 80,000mÂł dredging and excavations; story: 6,000mÂ˛ new dock yard surface with 230 no x 900mm diameter CFA piles services.

Port roundup modernisation and expansion of the Nairobi Inland Container Depot (ICD). The Kipevu Oil Terminal (KOT) will be relocated to a more suitable location to allow for expansion. The project will involve the decommissioning of the existing KOT and the construction of an off-shore jetty near Dongo Kundu. “Upon completion, the new terminal will have the capacity to berth four ships of up to 100,000 tons at once in contrast to the current maximum of one vessel of not more than 80,000 tons at a time,” she said.

NIGERIA:

Lekki Deep Sea Port partnership

adiza Bala Usman, Managing Director Nigerian Ports Authority (NPA) has reaffirmed plans to seek greater synergy, partnership and cooperation with Lagos State Government to complete the development of the on-going Lekki Deep Sea Port project. She said that the partnership with the Lagos State Government is aimed at resolving the present traffic congestion in the Apapa Port and is critical in view of the revenue being lost by both parties.

Improving cargo movement

he Nigerian Ports Authority (NPA) has pledged to work with the Nigerian Railway Corporation (NRC) to assist in the effective and improved movement of cargo through the rail lines from the port to various parts of the country in an effort to alleviate road congestion caused by trucks. In addition, a truck standardisation has been put in place to ensure the safe and swift movement of cargo.

GHANA:

Tema Port expansion project

onstruction works on the $1.5 billion Tema Port expansion project has commenced. The project, will triple the capacity of the

FEATURE

port and is expected to be completed by the fourth quarter of 2019. Meridian Port Services (MPS) has awarded the contract for the construction of the Tema Port expansion project to the China Harbour Engineering Company (CHEC) ltd and AECOM professional services (Ghana) ltd. MPS has signed a $667 million financing package with the International Finance Corporation (IFC), a member of the World Bank group, while the MPS shareholders will provide the rest of the funding as fresh equity amounting to $333 million dollars. The project, valued at USD 1.5 billion, in addition to serving Ghana, will also expand trade flows and links across West Africa. The project will allow Tema port to accommodate some of the world’s largest container ships, and improve cargo handling services and capacity. 

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MARITIME NEWS

Industry updates

Careful planning secures lift-off in drydock

recent drydocking of dredging vessels in Cape Town’s Sturrock dock required some careful planning to ensure the successful removal of three large components including the 52-ton gimbal head, 42-ton derrick and the 20-ton crown to facilitate important repairs. According to Richard Simmons, heavy lift hydraulic cranes manager at Johnson Crane Hire, a tight schedule put their lifting skills to the test during the project. He added that careful planning prior to the lifts being undertaken played an important role in ensuring the success of the lifts. “The mining house had allocated exactly 35 days to the maintenance programme and we therefore had to ensure that we were able to make their lifting deadlines,” he says. With wind speeds that can reach up to 108 km per hour in the port, lifting operations were curtailed to windows of safe operating periods. Conditions were monitored and close communication between the operator and the team on the ground was essential as the lifts could only be done when the wind was below 38 km per hour. In addition, the congested working envi-

ronment on the quayside provided only just enough space to place equipment and lower the boom and luffing section of the crane. Johnson Crane Hire made use of its 750 ton mobile crane to undertake all three lifts. The crane was equipped with 204 tons of counterweight and a 31,5 m luffing jib. The first component to be lifted was the gimbal head as this was on the critical path of the project. “This gimbal with its 35 metre lifting radius was the most complicated component to lift, and required accurate movements to extract it from the vessel in the dry dock and raise it safely out of the ship,” Simmons says. The crane’s sophisticated guide system aided the accuracy and the deflections on the boom during all the lifts. This was particularly important during the lifting of the gimbal head. While state-of-the-art equipment is essential in ensuring successful lifts, Simmons adds that the company has a large pool of skilled operators. “Our operators have extensive heavy lift experience, and undergo regular training both in-house and at crane OEMs.” 

Johnson Crane Hire was called upon to remove three large components from the vessel. Johnson Crane Hire made use of its 750 ton mobile crane to undertake all three lifts. The crane was equipped with 204 t of counterweight and a 31,5 m luffing jib.

South Africa and European Union to collaborate on marine research

outh Africa and the European Union (EU) signed a declaration to cooperate in marine research and innovation at the 3rd International Conference on Research Infrastructures (ICRI 2016) underway at the Cape Town International Convention Centre. The declaration aims to further develop a common understanding and deepen scientific knowledge of marine ecosystems and the link between oceans and climate; encourage and support research collaboration and the development of relevant technologies; facilitate human capital development and scientific exchange, and explore regional opportunities for sustainable marine cooperation. Carlos Moedas, the European Commissioner for Research, Science and Innovation, said South Africa and the EU’s joint research and innovation efforts over the past 20 years have resulted in many great achievements in health, food and agriculture, research infrastructure and Earth observations. “The new declaration on marine research confirms that we in the EU, as well as our South African partners, want to expand our mutually beneficial cooperation much further,” said Moedas. South Africa’s Science and Technology Minister Naledi Pandor said in the South African context, the blue economy is a national priority. “The signing of this declaration facilitates research cooperation that will be of benefit to South Africa as well as the region. The marine cooperation will cover, among other things, Earth systems observation and modelling, fisheries management, food security and polar research, especially the interconnections between the Atlantic and Antarctica Oceans.

MARINE SERVICES

ESCORTED TO PORT

LENGTHY INVESTIGATION

COASTAL CABOTAGE

Robben Island Ferry Operations have called for prospective boat companies to apply to be included on their database of passenger ferries to render chartering services to Robben Island Museum’s clients when required. They also invited interested prospective service providers to submit proposals to render repairs, works and maintenance to their own vessels.

During September, the Department of Agriculture Forestry and Fisheries (DAFF) spotted a Taiwanese Vessel entering the South African EEZ without permits to do so. Fishery Control Officers (FCOs) who were on board the Victoria Mxenge were alerted to intercept the vessel which was eventually escorted into the Port of Cape Town.

The Competition Commission has confirmed that the investigation into Transnet's anti-competitive practices could take up to two years to complete. The investigation emanates from information indicating that the South African Port charges are much higher than the global average, as well as information indicating that Transnet is giving preferential treatment to certain customers to the exclusion of others. The Commission is currently relying on publicly available information.

The Mozambican state-owned shipping and ferry company Transmaritima has reportedly launched a public tender to find a partner to develop coastal trade (cabotage). The government is planning to expand this trade to reduce road congestion and to lower transport costs. According to the daily newspaper “Noticias”, Transmaritima is seeking a private operator with the financial capacity to develop, operate, manage, and maintain the new services.

Maritime Review Africa SEPTEMBER / OCTOBER 2016

Industry updates

MARITIME NEWS

Buffeljags Abalone Farm celebrates significant milestone

Importing to meet demand

uffeljags Abalone Farm, the jewel in the crown of Viking Fishing Aquaculture’s diverse range of investments, moved another step closer to profitability in July with the completion and stocking of four out of a planned seven abalone platforms. Each platform holds approximately 60 to 70 tons of cultured abalone. The farm is scheduled for completion in 2017. “It’s growing very fast now,” said Production Manager, Retha van Staden, “last month was our first profit month.” A celebration was held at the farm to mark the completion of a grading room and managers’ offices, sales offices and an enlarged hatchery. Buffeljags Abalone Farm is situated on a remote stretch of coastline, adjacent to the tiny settlement of Buffeljags and close to the holiday town of Pearly Beach. In spite of its remote location, the farm has developed rapidly. The ground was purchased in 2009 and, after the completion of an environmental impact assessment, farming began in 2011. In preparation for the completion of the first two platforms, 2.2 million abalone were raised at Viking Fishing Aquaculture’s head-

quarters in Hermanus. These abalone were used to stock the tanks as soon as the first platforms came on line. “I think this was the fastest that any abalone farm in South Africa got off the ground, said Operation Manager, Nick Loubser. The first abalone grown at the Buffeljags Abalone Farm were sold and shipped in May 2014. Ninety percent of the farm’s produce is shipped alive to customers in Hong Kong and Taiwan.  By Claire Attwood

Kuttel adds, “The drop in our currency’s exchange rate against the US dollar means that we are paying more for imported canned pilchards than ever before, which is putting some pressure on our bottom line. On the flipside, the high US Dollar exchange rate has meant that it is now possible for us to import frozen product and undertake the entire canning process in our own facilities, instead of importing the canned product, which was certainly more feasible in the past when the exchange rate was much stronger. “Given the high demand for this cost effective protein source, it is likely that we will increase the amount of frozen pilchard imported in the future which will create additional employment opportunities in these fishing communities.”

Cultured abalone produced at Buffeljags. The farm is scheduled for completion in 2017. Retha van Staden, Production Manager of the Buffeljags Abalone Farm, working on one of the four platforms already complete.

New marine training centre for Port of Cape Town new marine training centre, which is being developed by Transnet National Ports Authority (TNPA), will officially start training in October next year with applications being accepted from April 2017. Cape Town Port Manager, Sipho Nzuza, said: “As an agency of the state we have a responsibility to develop technical skills, train artisans and develop engineers to

With a Total Allowable Catch for pilchards that is 23 percent less than last year, the processing of frozen pilchards has enabled Oceana to provide year-round employment for 1,394 employees who would otherwise have been faced with becoming seasonal workers. “Processing of our local quota pilchard can guarantee our cannery staff employment for only between two to three months of the year and meets less than 50 percent of the local demand for this staple favourite of many South Africans,” says Oceana CEO, Francois Kuttel.

An aerial view of the Buffeljags Abalone Farm, with the tiny coastal settlement of Buffeljags visible adjacent to the sea, and the development of a remaining three abalone platforms well underway.

he Oceana Group is continuing to import frozen pilchards primarily from Morocco and Thailand to make up for the shortfall in local supply for processing in its canneries at St Helena Bay and Laaiplek in the Western Cape, South Africa.

ensure the sustainability of our ports and to stimulate growth.” Marine courses on offer will include the first ever accredited Dock Master Training programme in Africa, ship and boat building courses, a ship maintenance programme and international Accredited Lighthouse and Navigational Systems programmes.

Skill and competency gaps remain a challenge for the port authority. The Port of Cape Town, for example, has a workforce of 780-plus employees and 15 percent of those are at or close to retirement age, presenting a potential future loss of important skills. Demand is high for critical skills such as Dock Masters and TNPA needs to train 51 dock masters across the port system. At the Port of Cape Town existing dock masters work abnormal hours due to shortages.

Maritime Review Africa SEPTEMBER / OCTOBER 2016

MARITIME NEWS

Industry updates

Accreditation for Nigerian DP training

he joint venture DP training centre between the Unique Group and Nigeria-based Charkin Maritime & Offshore Safety Centre recently received accreditation from the Nautical Institute. Located in Port Harcourt, Nigeria, Charkin Maritime & Offshore Safety Centre is a local and privately-held maritime training institution focused on providing the best-in-class safety and maritime training. It is a part of Charkin Group headquartered in Nigeria. The training centre will offer the DP Basic Operator and DP Simulator Courses that are now certified by the Nautical Institute. The DP Basic Operator course will mainly focus on defining the principles of DP and the components of a DP system. It will also include information about the relationship between vessel movement, position reference systems, sensors,

computers, propulsion units and feedback. The DP Simulator course will help trainees to further enhance their DP knowledge and skills through hands on experience of simulation tasks. The other courses offered are the DP Introduction and DP Technical Courses. “The location of Port Harcourt is of strategic importance to the Group and this is in line with empowering the local youth to enhance their maritime skills, thereby opening the path to improved maritime job prospects in Africa,” said Sharad Kumar, Group BDM at Unique Group Sir Charles K Wami, CEO/MD at Charkin Group further asserted, “The initiative has been introduced due to the demand from the growing Sub-Saharan Africa maritime and offshore industry and will include a string of DP trainings so as to diversify our own portfolio of safety and maritime courses, all accredited to the best of quality and safety standards.”

IMO interacts with Africa

MO’s efforts to build maritime capacity in Africa were given impetus by the adoption of the Nairobi Declaration by the Sixth Tokyo International Conference on African Development (TICAD VI), which met in Nairobi, Kenya in late August. The Declaration makes specific mention of the importance of maritime issues, particularly the importance of promoting regional and international efforts related to maritime security, including piracy, illegal fishing and other maritime crimes.

Table-top discussions and a workshop In early September IMO led a maritime security table-top exercise in Yaounde, Cameroon, for participants from a range of governmental departments and national agencies, including the Maritime Authority. The exercise encouraged a multi-agency, whole of government approach to maritime security and maritime law enforcement issues. A range of scenarios were used to stimulate discussions and demonstrate the need for cooperation amongst government departments and agencies. In the same month IMO hosted a three-day workshop in Durban, South Africa, aimed at raising awareness of the Organisation’s regulatory regime dealing with improving energy efficiency and the control of GHG emissions from ships. Participants from South African governmental departments and other related bodies were in attendance at the “MARPOL Annex VI and Technology Transfer” workshop. The event was the latest in a series of workshops organised under IMO’s GloMEEP project, which is supporting uptake and implementation of energy efficiency measures for shipping in developing countries. South Africa is one of the 10 GloMEEP lead pilot countries.

Celebrations in Mombasa Celebrations were held in Mombasa, Kenya in late September to celebrate this year’s #WorldMaritimeDay. IMO’s Juvenal Shiundu delivered a goodwill message on behalf of IMO Secretary-General Kitack Lim, reiterating this year’s World Maritime Day theme: “Shipping: indispensable to the world”, which emphasises that maritime transport is the backbone of international trade, supplying people all over the world with the commodities, fuel, goods and products that they depend on.

Maritime Review Africa SEPTEMBER / OCTOBER 2016

Industry updates

MARITIME NEWS

Private investment gives crane company a lift

rivate equity investors, Jacobs Capital and Vulindlela Holdings, have purchased a majority stake in mobile crane hire company, Summit, for an undisclosed sum based on Summit’s national growth potential and its market penetration in the Western Cape as well as Eastern and North Cape regions. The inclusion of new private equity partners will enable it to realise a number of major growth opportunities in key areas such as the oil and gas sector and wind turbine electricity generation industry, explained Jacobs Capital chief executive, Wessel Jacobs. In terms of this transaction, the Vulindlela / Jacobs Capital consortium will hold a majority stake in the business with chief executive and company founder, Mike Grant, chief financial officer, Clint Correia, and chief operations officer, Leonard Opensaw, each owning a share in the company. CEO Mike Grant, who launched the company to provide a one stop lifting and moving solution in mid-2010, said that he realised that there was a need to take on private equity partners to maintain Summit's steep growth curve earlier this year and to involve partners with the right BEE credentials . During its first four years in operation, Summit has had double digit growth in turnover year on year and with the new partners expect to carry on this growth. Last year, Summit Crane Hire invested over R50 million in growing its fleet, adding forklifts, trucks and mobile cranes. It has a staff of 100, including highly skilled rigging crews, project managers and health and safety officers.  Photo: Department of Public Enterprises, Deputy General, Mogokare Seleke, and Transnet Group Chief Executive Siyabonga Gama with the Durban Container Terminals graduates. At the end of September 33 excited Cargo Coordinators and Operators of Lifting Equipment (OLE’s) from the Durban Container Terminals graduated from Transnet’s Maritime School of Excellence (MSoE) at a ceremony held at TNPA’s N Shed. The KwaZulu Natal MSoE class of 2016 comprised of 283 graduates qualifying as Marine Pilots, Tug Masters, Operators of Lifting Equipment (OLE’s), Engineers and Cargo Coordinators.

Marine Specialising in providing dedicated and reliable transport solutions to the marine industry on a 2ll/7 basis We provide oﬀshore launch supply to vessels passing the ports of Cape Town, Durban and Richards Bay. By not having to enter port, vessels avoid expensive port costs, save time and minimise the diversion and delay from their transit voyage.

MARITIME MEMORIES

By Brian Ingpen

The South African barque Lawhill, one of several fine studies by Bilas of this remarkable vessel.

Maritime history captured on canvas preserves memories A phone call invited me to the home of the widely acclaimed maritime artist Peter Bilas and his wife Marlene. Peter is an old friend whose work includes eight magnificent oils that he did in 1991 for my book Mailships of the Union-Castle Line, and several that I have used in other books.

mong his portrayals of the mailships is the striking view of the three-masted Kildonan Castle ploughing into a wild sea with spray flying everywhere. Under construction at the outbreak of the Anglo-Boer War, she was completed for troop transport and, on her maiden voyage, she carried 3,000 British troops to South Africa. As she was less than half the size of the mailships that served as troopships and carried a similar number of troops per voyage, one can imagine the hardships endured by those aboard Kildonan Castle in 1900. The liner spent time anchored off Simon’s Town as a floating internment camp for Boer prisoners of war. In January 1917, she put to sea, under sealed orders, from Oban, Scotland, with a party of special envoys aboard. It was later revealed that the mission had failed. Attempts had been made to mediate in the growing Russian crisis that, within weeks, boiled over into the tragic revolution that changed the world. My recent visit to the Bilas’ home was to view an equally absorbing study of Tynefield, one of the Hunting Steamship Company’s fleet of tankers. Her long, thin funnel betrayed her 1926 vintage, the year she slid down the ways at a Sunderland shipyard. Once completed, the 120-metre tanker moved oil products, her Doxford diesel engine pushing her

Maritime Review Africa SEPTEMBER / OCTOBER 2016

along at a leisurely 10 knots. As the gathering war clouds began to overwhelm the sunlight of peace, she was pressed into wartime service, carrying fuel for the war effort in the Mediterranean. In common with most tankers, she attracted special attention from Italian aircraft and the Luftwaffe. During an Axis bombing raid on Tobruk in February 1941, Tynefield was hit by a bomb that destroyed much of her fo’c’sle. Miraculously, she survived, despite her flammable cargo. As the Libyan port was under regular attack, she headed, under escort, for Alexandria in Egypt where repairs took four months to complete. Sailing from Alexandria in June, she transited the Suez Canal to load her next cargo at Abadan.

A moment captured But the incident that Peter Bilas has captured in his painting of this old tanker relates to her time at anchor off the Palestinian coast, circa July 1941. Carrying fuel for Allied warships, she was anchored off Haifa when two Italian aircraft attacked her. From gun positions down aft and on the fo’c’sle, her gunnery crew sprang into action, hitting one of the aircraft that crashed near Beirut and their sustained firing drove off the other. In the painting, a lone figure, perhaps a gunner, is rushing along the catwalk be-

By Brian Ingpen

tween the after accommodation and the midships section, presumably to assist the gun crew up forward. After another voyage to the Persian Gulf to load, Tynefield’s return to the Suez Canal in October 1941 was not a happy one. She hit a mine in the southern approaches to the canal. The explosion and fire ripping her apart. Her forward section sank, while her after section was beached near Port Tewfik, and declared a total loss.

Battle of Trafalgar captured Contributing greatly to his success as an artist is the meticulous research that precedes the actual work on the canvas. In this respect, two large paintings of the Battle of Trafalgar that are among his greatest works, reflect his important research. Each of the paintings depicts a different hour of the battle. A rowing boat moving from one vessel to another captures the actual time during the battle when an important message was conveyed to the other vessel. Bilas’s paintings reveal that the damage to the composite French-Spanish fleet was indicative of the surprising, but crucially successful, British tactic. With full canvas, the ships attacked in two lines at right angels to the enemy positions. As the British ships cut through their lines of enemy ships, they passed astern and ahead of the Franco-Spanish ships, firing down the length of the enemy lines, and nullifying potential broadside gunnery from the Franco-Spanish fleet. This ensured that maximum damage was inflicted on the gun decks of their opposing ships, effectively putting many vessels out

By Brian Ingpen

MARITIME MEMORIES

Top left: The artist Peter Bilas (right) with renowned maritime model-maker Karl Seethaler in Hallstadt, Austria. Bottom left: Kildonan Castle, a painting done by Peter Bilas in 1992 for inclusion in the book Mailships of the Union-Castle Line. Top right: Bilas’s most recent work, Tynefield, a unit of the Hunting fleet, shown under attack by Italian aircraft off Haifa in 1941. Reproduced by kind permission of Lindsay Hunting

of action. Dozens of crewmembers would also have been cut down as the cannon balls – some incendiary and some linked by chains – would have blasted away the timber, creating hundreds of lethal projectiles. His paintings capture the dramatic horror of the battle fought at close-quarters – smoke, shredded sails, splintered hulls and floating shattered spars. One can almost hear the roar of gunfire and smell the gunpowder. Explosions galore are depicted in a series of paintings Bilas has done to illustrate the history of the German pocket battleship Graf Spee whose sortie into the South Atlantic and Southern Ocean in 1939 accounted for six ships sunk and two captured. Her presence drew several large British warships into the search for her lest she wreak havoc among Allied merchant shipping.

Frozen moments Bilas has a view of her in a quiet inlet before the war, in stark contrast to the vivid scene, south of South Africa where she hove-to in heavy seas. Then a number of paintings freeze moments from the dramatic battle of the River Plate where three cruisers – HMSs Exeter, Ajax and Achilles – took on the battleship whose gunnery was superior generally to that of the British ships, all of which were damaged, with Exeter taking more hits than her consorts. Again, a cameo confirms the meticulous research behind Bilas’s work. Shrapnel had punctured the fuel tank of the cruiser’s seaplane, releasing petrol over the deck. With his ship on fire, a seaman is seen struggling to tip the plane into the sea, and although

Bilas does not show it, the seaman’s efforts were successful, saving the cruiser from further serious fire damage. On the main deck, another figure is shown running towards the stern, apparently the commanding officer, escaping serious injury when the bridge was hit by a shell, was dashing to the emergency steering position down aft. The fiery end to Graf Spee off Montevideo is also captured on a very vivid canvas. While the Battle of the River Plate was raging, the 1892-vintage four-masted barque Lawhill was dodging the nasties of warfare. In August 1941, she was off East London when the local naval forces forced her into port. A change of flag as a war prize, a few South African cadets and crew added to the Scandinavian mix aboard, and she sailed for Australia. Although she traded for only four years under the South African flag, she became a household name, attracting the attention of many as she was the only large sailing ship ever registered here. Several studies of Lawhill appear under the characteristic Bilas style, her sails fully set before the westerlies, or another as she heads for port with only a three square sails, main topgallant and staysails set.

The modern era Peter Bilas has also explored more modern ships. MACS, whose multi-purpose ships began trading this way in the 1970s, commissioned him for several paintings, including a detailed presentation of Diamond Land with her stern ro-ro ramp down and a variety of cargo being handled, illustrating the versatility of that ship and her sistership, Green Cape.

Another of the outstanding studies of ships of this company is a recent portrayal of Golden Karoo, one of the newly-built quartet of multi-purpose vessels that entered the company’s service in 2013. She and her three sisterships are remarkable vessels with three of their five hatches being specially designed to carry bulky project cargo. In his painting, Bilas has placed Golden Karoo in a long swell with Cape Point on her starboard side. His technique has brought the vessel to life, and he has captured the rather bleak Cape in the background, a typical view, as many mariners will tell you. Crewmembers in brightly-coloured overalls are busy on deck and the variety of deck cargo lends colour and great interest to the painting.

Displayed aboard the SA Agulhas II One of the more unusual locations for his paintings is aboard South Africa’s polar supply vessel SA Agulhas 2. Besides works depicting the three South African polar vessels, RSA, SA Agulhas and SA Agulhas 2, you will find a collection of Bilas’s paintings of other well-known vessels that are synonymous with Antarctic exploration. “The secret of his success,” commented a shipping personality a few years ago, “is that he gets the sea and the ship right.” The talent of this Austrian-born artist has been sought by companies and individuals for many years. Dozens more of Peter Bilas’s paintings, epitomised by his painstaking attention to detail, adorn homes, boardrooms and galleries in South Africa and further afield. And this world-renowned artist is a really fine gentleman.  Maritime Review Africa SEPTEMBER / OCTOBER 2016

OFFSHORE NEWS

Marine mining and offshore exploration

Nigeria aims to maximise oil and gas sector for country's benefit

oting the contribution of the oil and gas sector to employment creation and technology transfer in Nigeria, the Group Managing Director of the Nigerian National Petroleum Corporation (NNPC), highlighted the importance of committing to deepening local content in the offshore sector.

Increasing local content

In August, Shell Nigeria Exploration and Production Company (SNEPCo) said that they had achieved significant savings in the cost of subsea equipment through an initiative that saw the refurbishment of five Subsea Trees in-country led by Nigerian engineers. “Beyond cost consideration, we were also looking to indigenise the know-how so that Nigerian engineers can acquire the necessary skills,” said Bayo Ojulari, Managing Director of SNEPCo. “We are pleased with this success story. The first Subsea Tree under the programme was installed on schedule in May 2015. This was the first of its kind re-using a Subsea Tree

work is done at the OEM/SNEPCo logistics base at Onne in Rivers State with Nigerian engineers and technicians playing key roles. The expenditure on this work in Nigeria aligns with the cost of similar Subsea Tree refurbishment in Europe.” SNEPCo helped to create the first generation of Nigerian deep water professionals through the Bonga project which started production in 2005, as Nigeria’s first deep water oil and gas production project in more than 1,000 metres of water.

Reducing vandalism

The activities of pipeline vandals and oil Speaking at the Load out Ceremony of thieves are taking a toll on the operations the Umblical Flow-lines and Risers (UFR) of the Nigerian National Petroleum for the Egina Deep Offshore Project by Corporation (NNPC) as the corporation Saipem Contracting Nigeria Limited, in lost 560,000 barrels of crude to the Port-Harcourt recently, Dr Maikanti said refineries as feedstock and 109 million litres of petroleum products between that the project celebrated the efficacy of January and May 2016. Baru said the Nigerian Content Act. the Corporation suffered 1,447 The Managing Director of Total, The 2016 National Budget plan was based on 2.2 incidents of pipeline breaches in Nicholar Terahz, said the Egina million barrels per day of crude oil production. the same period. project, currently the largest However, the budget plan is now grossly impactAccording to the GMD, “The offshore project in the country, ed due to renewed militancy with 700,000 bpd of 2016 National Budget plan was was also the largest contributor to oil production curtailed due to pipeline vandalism” based on 2.2 million barrels the development of the Nigerian per day of crude oil production. content in the oil industry. However, the budget plan is now He noted that the employment opportufully stripped down and refurbished locally grossly impacted due to renewed militancy nities and technology transfer the project in Nigeria, with all of its original functionwith 700,000 bpd of oil production had generated contributed significantly to ality restored.” curtailed due to pipeline vandalism”. the nation’s economy. SNEPCo saves about $6 million for Baru revealed that natural gas supply Managing Director of Saipem, Guido every refurbished Subsea Tree, and this is to power plants has also been impacted D’Aloisio, said the performance of delivered within 15 months as against 36 resulting in a drop from 1,400 million Nigerian engineers on the project was months for newly manufactured ones. standard cubic feet of gas per day to commendable, adding that the country SNEPCo’s Engineering Manager, Subsea below 700 mmscfd and a drop in power could be proud of it. and Pipelines, Debo Oladunjoye, who leads generation to 2,500 megawatts from 3,000 The Executive Secretary, Nigerian Content MW owing directly or indirectly to the the refurbishment team, said: “The scope Development and Monitoring Board, impact on the pipelines. of work entails the retrieval of Subsea Simbi Wabote, who was represented by Trees for disassembly, repair and rebuild Responding, the Commandant General the Board’s Director, Planning, Research & following procedures developed by the of NSCDC said the mandate of the Corps Statistics, Daziba Patrick Obah, said that the Original Equipment Manufacturer (OEM) is to protect critical national infrastrucquality of jobs undertaken on the project to international standards and codes. The ture including oil installations and assured by Nigerians and the gains therefrom will further deepen Nigerian content in the oil industry. Floating hose contract completed successfully Maikanti commended Saipem on the successful completion of the Egina TEN fields which are situated in the endercare Marine Ghana undertook UFR project, which also involves the Deepwater Tano contract area in water the work for MODEC Offshore engineering, procurement, construction, depth averaging 1,500m. Production Systems (Singapore) Pte. installation and pre-commissioning of The scope of the work included the Ltd. which was responsible for the 52km of oil production and water injection assembly, testing and connection of the engineering, procurement, construction, flow-lines; 12 flexible jumpers; 2km of oil floating export hose, consisting of 20” mobilisation and offshore installation of export line; 20km of gas export pipelines Yokohama Seaflex floating hoses, floating the FPSO alongside the installation and commisY piece, 16” Seaflex floating hoses, MBCs sioning of 80km of steel tube Umbilical Fendercare Marine, part of James and Tanker Rail hoses. and mooring FPSO and Offshore Loading Fisher and Sons Plc, was awarded a Fendercare Marine services project Terminal. (OLT). major floating hose support contract for director, Richard Jenkins, commented “The successful commissioning of the the Tweneboa, Enyenra, and Ntomme “We are delighted to have successfully UFR module will guarantee the drilling of (TEN) development project in Ghana, completed this project for MODEC. It is the first oil from the 200,000 barrels per West Africa. further evidence of the professionalism day Egina field by the first quarter of 2018,’’ The contract was for the assembly, and technical expertise that our marine he stressed. testing and installation of a floating services team can bring to a project such The field, which was discovered in 2003, export hose on the "Prof. John Evans as this, and demonstrates the trust that is located at about 20km from Akpo Field Atta-Mills" floating production, storage MODEC has in our robust systems and within the Oil Mining Lease (OML) 130; it is experience.” and offloading (FPSO) vessel for the situated in a water depth of 1,750m.

Maritime Review Africa SEPTEMBER / OCTOBER 2016

OFFSHORE NEWS

Marine mining and offshore exploration

the NNPC of its readiness to bring pipeline vandalism to an end.

Improving refining capacity A recent meeting between the Group Managing Director of the Nigerian National Petroleum Corporation (NNPC) Maikanti Kachalla Baru and the Spanish Ambassador to Nigeria, Alfonso Barnuevo served to cement intentions for the two countries to strengthen their bilateral trade relationship in every spectrum of the oil and gas industry. With plans to increase their refining capacity, NNPC is aiming to work more closely with the Spanish National Oil Company, REPSOL to improve the technical capacities of the refineries. “We have challenges with our refineries and with REPSOL refining about 900,000 barrels of crude oil per day, we can collaborate on that, going forward,” Baru noted. According to him, Spain is Nigeria’s second best client in the area of oil and gas. The country currently buys about 4.6billion Euros worth of oil and gas from Nigeria. He explained that in the first Quarter of 2015, Spain represented nine percent of the total export from Nigeria. “Therefore, NNPC and REPSOL will benefit tremendously from sustaining this collaboration,” the Ambassador added. 

Maritime Review Africa SEPTEMBER / OCTOBER 2016

Accommodation vessel for offshore Nigeria

est African Ventures has been awarded a contract for an accommodation vessel to a deepwater field, offshore Nigeria to accommodate support services for 250 people as well as to provide marine logistics support for the execution of the turnaround maintenance work scopes during the turnaround project. Jascon 30, one of the group’s DP3 accommodation construction vessels, has been nominated for the scope.

Jascon 30 is equipped with a 270 mT heave compensated main crane. The vessel features accommodation for 296 persons, a heave compensated gangway and 700 m2 of unobstructed deck space. The accommodation capacity of Jascon 30 will be increased with a Portable Accommodation Block (PAB), which will be installed on the deck. Offshore activities commenced in October 2016 for a duration of three months firm, with options to extend.

Multi-client library acquisition

GS has, together with Petroleum Geo-Services ASA (PGS), agreed to jointly acquire the majority of the multiclient library of Dolphin UK Ltd. The parties expect to enter into a definitive agreement for the acquisition in the near future. “The Dolphin library is a good strategic fit for TGS and will add to our already strong position in areas such

as the Barents Sea, the North Sea, NW Africa and Australia, including several surveys where TGS currently holds a joint interest with Dolphin. With this acquisition we are continuing to execute on our active consolidation strategy. This transaction will be the second strategic library acquisition TGS has concluded in this down cycle, following the purchase of most of the Polarcus library last year," stated Kristian Johansen, CEO of TGS.

OFFSHORE & SHIP REPAIR | Golf day 2016

Maritime Review Africa SEPTEMBER / OCTOBER 2016

PEOPLE AND EVENTS

Appointments Launches Functions Announcements

Developing women in the fishing industry

y employing more than 1,300 women in the Saldanha Bay area, Sea Harvest is providing opportunities for career growth and skills development for women, and at the same time impacting positively on the economy of the local community. “A total of 12,195 Sea Harvest staff members received training from the beginning of 2010 to the end of 2015, 60 percent of which were female, indicating the commitment made by Sea Harvest to empower women,” says Human Resource Director, Mary-Lou Harry. Staff members are encouraged to further their skills and qualifications by enrolling in part time courses, the costs of which are often covered by Sea Harvest. Harry says, “Each step in our production line has an impact on the final quality of the product. With operations at sea and on land, the quality of the production line plays an important role in Sea Harvest’s overall success. We acknowledge the importance of, supporting and investing in the continuous training of our staff members. This enables us to consistently deliver high quality products.” Gillian Felaar, Factory Shift Manager at Sea Harvest Saldanha says, “Overcom-

ing challenges and the support received from Sea Harvest are what motivated me to achieve more in my life. After matric, I completed my National Diploma in Food Technology and my goal was to become a manager before I turned 30. I achieved this goal in July 2014 when, at the age of 29, I was appointed as Quality Systems Manager at Sea Harvest.” For Idolene Macca, Factory Shift Manager at Sea Harvest Saldanha Bay, attitude is everything. “Since joining the company, I have been offered various opportunities for growth. In 2015, I was promoted to Factory Shift Manager. For me, continuous learning is important as it creates new opportunities to contribute to the success of the company. Fortunately, Sea Harvest assists with the costs related to training,” she says. Sthoko Nyawo, Quality Systems Manager at Sea Harvest says, “It is only with sheer determination and a belief in achieving my dreams that I have been able to succeed. I have been with Sea Harvest for four years, and within this time I progressed from a Junior New Product Development Technologist to a Quality Systems Manager due to the ongoing support and guidance from Sea Harvest.”

Exciting bursary opportunity for Port Nolloth learners

he Lawhill Maritime Centre in Cape Town has offered two Grade 9 learners from Port Nolloth the opportunity to attend Grades 10 to 12 at the Centre. The two learners will also be able apply for bursaries that will allow them to prepare themselves for careers in the maritime industry, both at sea and ashore. The bursary, sponsored by Smit Amandla Marine, covers tuition and boarding at Lawhill for Grade 10 in 2017, as well as transport costs between Cape Town and Port Nolloth. Parents are only required to pay for school uniforms and stationery and provide pocket money. According to Lawhill Head, Debbie Owen, “Each year, young South Africans from across South Africa, including port cities such as East London, Port Elizabeth and Durban, come to Lawhill to do this programme and we would like young people from the Port Nolloth area to benefit from this programme by being part of our student body in 2017.”

Dredging simulator launched in Port of Durban

high-tech dredging simulator was launched to help build dredging capability in South Africa at the beginning of September in the Port of Durban. As the first simulator of its kind on the continent, it represents a positive spin-off of ongoing collaboration between Transnet National Ports Authority (TNPA), the Transnet Maritime School of Excellence (MSoE) and the Netherlands based Royal IHC. Transnet anticipates that over the first three-year period 50 students will complete training on the simulator as part of a holistic dredging training programme and could find work in southern Africa or with international dredging contractors. TNPA Chief Executive, Richard Vallihu, said the simulator would enable TNPA to support ports in Southern Africa to develop marine skills and grow their economies. “Through this acquisition we can create jobs in line with the Government’s NinePoint Growth Plan. Among the key focus areas of TNPA’s R56 billion-plus investments under the Transnet Market Demand Strategy (MDS) are creating capacity ahead of demand, maintenance upgrades, skills development and job creation. We are

Maritime Review Africa SEPTEMBER / OCTOBER 2016

therefore striving to build our own capabilities by developing mission critical skills that will help us to cater for the needs of the Southern African port system. Instead of sending staff overseas Transnet National Ports Authority Chief Executive Richard Vallihu (2nd from for dredging left) accepts a token of appreciation from Royal IHC, flanked by Philip van den training we can Broek (Royal IHC Project Manager), Bert-Jan de Keijzer (Royal IHC Manager of now do this loSupplier Development Programme), Transnet Group Chief HR Officer Nonkucally through the luleko Sishi and Transnet National Ports Authority Head of Dredging Services, dredging school Carl Gabriel. to be fully operational by 2017.” packaged a special dredging training proThe multi-million Rand simulator mimics gramme that incorporates 12 weeks of the control panel of an actual dredging classroom theory, eight weeks of simulavessel, complete with environmental simtion training and six months of practical ulation of weather conditions, sea states training on-board a real dredging vessel. and soil types. This provides realistic trainThe simulator will help to hone critical ing situations while eliminating the risk of technical skills required for professions accidents, production losses, damage and such as pipe operators, Dredge Masters injuries that could occur while training in and Dredging Managers. The first intake real life. of trainees - six pipe operators – will comTNPA, the MSoE and Royal IHC have mence training in January 2017. 

Appointments Launches Functions Announcements

Caring is in their blood

lgin Brown & Hamer (EBH) Namibia is helping to ensure that the nation has enough blood by offering its premises to the Namibian Blood Transfusion Servicesâ&#x20AC;&#x2122; (NAMBTS) mobile clinic to facilitate the voluntary donation of blood from its staff. â&#x20AC;&#x153;No country is immune from the ongoing challenge of blood shortages - because the need for blood is so unpredictable and can be affected by many factors. At any given time, our countryâ&#x20AC;&#x2122;s supply could be only one day away from running out,â&#x20AC;? says Hannes Uys, Chief Executive Officer of EBH Namibia. World Blood Donor day was celebrated on the 14th of June 2016, creating global awareness of the importance of donating blood. The NAMBTS, a national non-profit healthcare organisation, is mandated to collect, test and issue blood products to all patients in need of blood transfusion in Namibia. EBH Namibia has been awarded two Certificates of Recognition by NAMBTS: the Gold Coastal Corporate Award (2015) and the Silver Top Coastal Clinic Award (2015). â&#x20AC;&#x153;I am proud to say that our blood donation drive has seen the numbers grow with every clinic we have held, making EBH Namibia a leading corporate donor on the coast; and a significant contributor to the countryâ&#x20AC;&#x2122;s blood supply,â&#x20AC;? concluded Uys.

PEOPLE AND EVENTS

Durban port operators lauded for excellence

ransnet National Ports Authorityâ&#x20AC;&#x2122;s (TNPA) inaugural Port of Durban Customer Awards acknowledged marine companies for their role in the success of South Africaâ&#x20AC;&#x2122;s busiest commercial seaport. The event was held at the Durban International Convention Centre towards the end of August. Licensed operators were adjudicated in the categories of Best Safety Performer, SHE Compliance, Transformation, Best Performing Terminal Operator, Best Performing Ship Repairer, as well as Best Performing Shipping Line and Most Improved Shipping Lines. Durban Port Manager Moshe Motlohi said the new awards were important in recognising operatorsâ&#x20AC;&#x2122; compliance with stringent operating standards set by the authority. â&#x20AC;&#x153;The strength of our relationships with our licenced terminal operators is central to TNPAâ&#x20AC;&#x2122;s role as a self-regulating authority that is mandated to execute operational oversight and monitor compliance in the ports,â&#x20AC;? said Motlohi. To improve port efficiency through increased productivity and operations oversight TNPA has rolled out Terminal Operator Performance Standards (TOPS) across its ports over the past three years as part of its licensing conditions. The winners at the Port of Durban Customer Awards were:

Best Safety Performer Award

Winner (Container Precinct): Transnet Port Terminals â&#x20AC;&#x201C; Pier 1

Winner (Island View Precinct): Bidvest Tank Terminals

Winner (Maydon Wharf Precinct): Bidfreight Port Operations

Winner (Point Precinct): FPT SHE Compliance Award

Winner (Container Precinct): Transnet Port Terminals â&#x20AC;&#x201C; Pier 1

Winner (Island View Precinct): SAPREF Winner (Maydon Wharf Precinct): Bidfreight Port Operations

Winner (Point Precinct): FPT Transformation Award

Winner: Veetech Oils now trading as Thebe Unico

Best Performing Terminal Award

Winner (Island View Precinct): Chevron Winner (Maydon Wharf Precinct): Grin-

drod Terminals Durban â&#x20AC;&#x201C; Shadwell Road

Winner (Point Precinct): FPT Best Performing Ship Repairer Award

Winner: Dormac Marine & Engineering Best Performing Shipping Line

Winner - Containers: Maersk Line Winner - Automotive: Hoegh Autoliners Most Improved Shipping Line

Winner - Containers: CMA CGM Winner â&#x20AC;&#x201C; Automotive: K-Line

He said Marine Operations Standards (MOPS) have also been issued at all ports. TNPAâ&#x20AC;&#x2122;s next focus will be on the roll-out of Rail Operator Standards (ROPS) piloting at the Port of Durban as well as Hauler Operator Standards (HOPS). ď&#x201A;˘

Stanwick Dentlinger (Namdock Maintenance Foreman) and Mercilyn Chikwara (Financial Accountant) giving blood.

Bursaries for Durban students

n July 2016, Subtech South Africa awarded S1 Maritime Studies bursaries to four students who had achieved an average of 75 percent in their S1 examinations, but were unable to continue to S2 due to fees outstanding for their S1 studies. The four students: N Ndimande, N Mbele, M Cushela and MP Mokwena are now able to continue to S2 and, because of their exemplary results in S1, qualify for a 50 percent reduction in their S2 fees.

Zahid Gaffoor of Maersk Line accepting Best Performing Shipping Line - Containers, Lance Pullan of K Line for Most Improved Shipping Line - Automotive and Ivan Pillay of Hoegh Autliners took Best Performing Shipping Line - Automotive, all alongside TNPA Chief Executive Richard Vallihu

Maritime Review Africa SEPTEMBER / OCTOBER 2016

PEOPLE AND EVENTS

Appointments Launches Functions Announcements

Floating dock commissioned in Durban he much anticipated commissioning of the new floating dock for Dormac Marine and Engineering took place in a traditional naming ceremony at the Port of Durban at the beginning of September.

year dream to own and operate a drydock. The R300 million investment will give the Durban and South African shipping industries a major economic boost as well as create jobs and enhance skills development.

The move, the single largest investment in Dormac’s history and signifies a new era for the company which has realised a 16-

“This asset will go a long way toward meeting the demand for ship repair in South Africa’s busiest port,” says Dormac Managing Director, Chris Sparg who adds that the company has been turning away four to seven ships a month due to lack of capacity in the port. Speaking at the ceremony, Minister of Trade and Industry, Rob Davies also highlighted the lack of repair facilities saying; “The ship repair industry in South African is supposed to be thriving because an estimated 12,000 ships are calling at South Africa’s ports each year and over 30,000 vessels sail along the South African coastline annually. However, this is not the case because South Africa does not have adequate ship repair facilities.”  Top: Chris Sparg (Dormac), Father Herman Giraldo, Minister Rob Davies, Barry Wickens (Southey Holdings) and Gugu Motlanthe (lady sponsor). Bottom: The Ukrainian contingent from Pallada, the builders of the floating drydock.

Recognition as an iconic brand

ea Harvest was recently awarded the seventh top brand at the Ask Afrika Icon brand awards. Commenting on the award, Jared Patel, marketing manager for Sea Harvest said, “We are excited and honoured to receive this award. It is a fantastic achievement for the brand and signifies the reach and loyalty that Sea Harvest has. “While Sea Harvest has been producing excellent products for many years, I believe that we have been recognised

in this year’s awards because frozen fish is being accepted more readily into lower income groups and is seeing steady increases in African households, particularly within the Fish Fingers and Plain categories. “This increase in penetration, combined with the brand loyalty afforded to the well established brands in the frozen fish category, means that Sea Harvest can now be recognised as an Icon Brand, based on the criteria set by Ask Afrika.”

Benefiting from experiential learning

ubtech assisting Transnet National Ports Authority (TNPA) provide Maritime School of Excellence trainees with sea time for their studies. In 2015 Subtech providing sea-time to 40 of TNPA’s Maritime School of Excellence (MSoE) GPR trainees, as part of a their

Maritime Review Africa SEPTEMBER / OCTOBER 2016

sea-going familiarisation training. The MSoE now has another group of 26 students (TNPA CSI Trainee Ratings) who have completed their Able Seafarer: Deck and Engine theoretical training, as well as all the required STCW ancillary courses, who require similar sea-going familiarisa-

Celebrating women empowerment

he Department of Agriculture, Forestry and Fisheries (DAFF) was awarded the Certificate of Excellence in the Government Department Award category at the Standard Bank Top Women Awards, held recently in Johannesburg. DAFF was recognised for its outstanding achievement in this category and for contributing to Human Resources Management through strategies and practices directly impacting business performance and innovation. The award is presented to the government department that clearly and effectively demonstrates the highest level of gender empowerment through its programmes and policies, also recognising outstanding service delivery resulting in substantial accomplishments through providing services to disadvantaged South Africans. DAFF has implemented various internal training programmes that have successfully equipped 1,166 women employees with requisite skills from developmental programmes and short courses to management courses. This accounts for 20 percent of the total staff capacity. The department also provided women with sector training programmes, which include internships, internal and external bursaries and learnerships. In achieving employment equity goals, the department has set a target of employing 52 percent women and 2 percent personnel with disabilities. Progress on these employment equity targets to date demonstrates that the department has increased the number of women employees to 46 percent and employees with disabilities to 1,02 percent. Through its programmes, like the DAFF Female Entrepreneur Awards (DAFF FEA), the department will continue to strive to achieve gender equality and promote women development and empowerment. Furthermore, in ensuring food security, economic advancement and transformation, the department is committed to servicing the numerous disadvantaged communities of South Africa.

tion training, once again with the assistance of Subtech. The training aims to ensure that each trainee completes one week on-board an operating vessel to put their theory to the test and to ensure that they are exposed to the reality of working at sea prior to completing their formal training.

Appointments Launches Functions Announcements

NIMASA Executive Directors Assume Duty

ollowing the appointment of a Governing Board for the Nigerian Maritime Administration and Safety Agency (NIMASA) by President Muhammadu Buhari, the Executive Directors have assumed their respective duties. The Directors include:

Bashir Yusuf Jamoh: Executive Di-

rector Finance and Administration

PEOPLE AND EVENTS

Appointment

esconite Bearings, the maker of various engineered polymers, has appointed Sharon McArdle as its new marine representative. â&#x20AC;&#x153;I welcome the challenge of selling into the marine industry,â&#x20AC;? says Mc Ardle, who had previously been a general sales representative for diverse industries requiring Vesconite. â&#x20AC;&#x153;Hundreds of vessels, ranging from pleasure boats to tankers, make use of the polymer in some way,â&#x20AC;? she enthuses. Vesconite is primarily used in the marine

industry in below-board equipment, such as rudder and stern tube bearings. However, it has also been valued by makers of above-board equipment, such as sailing blocks, winches, pump bearings, deck cranes, sheaves, rollers and pulleys, and by producers of dockyard equipment, including slipway bogies and syncrolifts. McArdle can be contacted for rods, bearings or plates or machined components, including large rudder bearings. She can also be contacted for a free marine design manual. ď&#x201A;˘

Joseph Oluwarotimi Fashakin: Ex-

Ghana promotes tourism through maritime

Gambo Ahmed: Executive Director

ecutive Director Maritime Safety and Shipping Development Maritime Labour and Cabotage Services.

Top speakers lined up for PMAESA Conference

he Port Management Association of Eastern and Southern Africa (PMAESA) Conference will take place from 27 November to 2 December 2016 in Sudan. The conference themed; Port Strategy for Harnessing the African Blue Economy and Investment has already attracted key speakers with a wealth of knowledge in the maritime industry and the port sector. Included in the line-up is Antonio Pedro, the Director of United Nations Economic Commission for Africaâ&#x20AC;&#x2122;s sub-regional office for Eastern Africa in Rwanda. He will provide an outlook on the African Blue Economy by highlighting unexploited potential and ongoing initiatives. He also co-authored the Blue Economy Policy Handbook, which was officially launched in Addis Ababa, Ethiopia in April this year. Michael Luguje, the Executive Secretary of the Pan African Association of Ports Cooperation (PAPC) and the Secretary General Port Management Association of Western and Central Africa (PMAWCA) will provide a benchmark of the Blue Economy from the African perspective. The conference will be hosted by Jalal Eldin MA Shelia, General Manager Sea Ports Corporation and convened by Nozipho Mdawe, Secretary General of PMAESA.

zifa Abla Gomashie, Deputy Minister of Tourism and Creative Arts has urged Ghanaians to celebrate themselves and each other's culture. Speaking at the 20th Anniversary launch of the Ghana Ports and Harbours Authority's (GPHA) Tourism Club Gomashie said Ghanaians could only market their culture and traditions to the world when they celebrate and appreciate each other. The theme for the one-month long celebration is â&#x20AC;&#x153;Promoting tourism through maritime industryâ&#x20AC;?. Gomashie commended the GPHA Tourist Club for their initiative to promote tourism and challenged the GPHA to emulate

examples of other ports, such as Lome, to create a tourism conducive environment and facilities to attract people to the various ports and harbours. Mercy Akonnor, GPHA Tourist Club President said the club was founded to afford members the opportunity to learn about the rich culture and traditions of the country. Over the past 20 years club members have embarked on trips to tourists sites in the country and attended many festivals. She projected that they would be visiting some ports including Kenya, South Africa and Dubai to learn some of their good practices.

Durban Port appointments

he Port of Durban in South Africa has made a number of new appointments including Malefetsane Setaka (Port Engineer), Lwandile Mabuza (Senior Operations Manager: Point & Leisure Precinct) and Sylvia Siyo (Acting Ship Repair Manager). Malefetsane joins the Port of Durban from Transnet Capital Projects (TCP). He holds a Masterâ&#x20AC;&#x2122;s Degree in Port and Coastal Engineering, a Bachelorâ&#x20AC;&#x2122;s Degree in Civil Engineering and has over 11 yearsâ&#x20AC;&#x2122; experience in port and coastal engineering, including port planning. He has also been involved in a variety of projects, including the design of port and coastal infrastructure. Prior to joining TCP in 2014, he was Coastal Structures Engineer for Worley Parsons RSAâ&#x20AC;¨(Pty) Ltd. He had previously spent seven years with Prestedge Retief Dresner Wijnberg (Pty) Ltd, starting as a Graduate Engineer and rising to Senior Engineer. Lwandile Mabuza holds a Diploma in Business Studies and a B Comm from the University of KwaZulu- Natal, as well as a Certificate in Leadership Development from the Wits Business School. Her career began in the shipping industry as an intern with Ocean Africa Container Lines in 2004. Mabuza joined Hamburg Sud, South Africa

in 2005 and became the first African toâ&#x20AC;¨undertake their International Management Development Programme in Hong Kong. She also underwent practical training in logistics, operations and international trade. In 2008 Mabuza was appointed Customer Services Manager for Hamburg Sud South Africa, before being promoted to Trade Manager â&#x20AC;&#x201C; Area Africa. She has also held the positions of Programme Manager for the eThekwini Maritime Cluster and Deputy Manager â&#x20AC;&#x201C; Logistics for the Department of Economic Development and Tourism. Sylvia Siyoâ&#x20AC;&#x2122;s tenure at Transnet, which extends over 16 years, began with her apprenticeship at Transnet Engineering after completing her NTC4 in Electrical Engineering. She went on to gain a B Tech in Business Management (2010) and is now in the final year of her Masterâ&#x20AC;&#x2122;s degree in business leadership through UNISA. Since 2012 Siyo has been Deputy Dockyard Manager at TNPAâ&#x20AC;&#x2122;s Workshop 24. Prior to that she spent two years with Transnet Engineering: Coach Business as Customer Service Manager, six years with Transnet Rail Engineering: Locomotive Maintenance as a Technical Supervisor, and five years with Spoornet as a diesel electric artisan. ď&#x201A;˘ Maritime Review Africa SEPTEMBER / OCTOBER 2016

PEOPLE AND EVENTS

Appointments Launches Functions Announcements

Boats handed over in outreach programme

he Department of Transport (DOT) supported by the South African Maritime Safety Authority (SAMSA) recently handed over the first of possibly three boats to the Enkovukeni community. Central to the initiative was the general

enhancement of the community through provision of water transport for use in navigating the crocodile infested river separating the locals from the mainland. The launch came in the wake of the widespread poverty and lack of infrastructure

experienced by Enkovukeni, a community characterised by socio-economic challenges and lack of basic necessities. The Enkovukeni community which is part of the Isimangaliso Wetland Park, South Africa’s first world heritage site, is home to 157 people and 37 households and an area only accessible by foot or make shift boats. The Umhlabuyalinga Outreach Project is a public-private partnership between SAMSA and other stakeholders to escalate service delivery and bring about immediate intervention to this area, which is seen to have great potential for marine-tourism. Acting CEO of SAMSA, Sobantu Tilayi said: “In the past few weeks we have been able to cast the net wider calling on the private sector and other government departments to partner with SAMSA and DOT in bringing long term and consistent relief to the community.” To date the KwaZulu Natal Sharks Board, Smit Amandla Marine, Dormac, Subtech, Unicorn, SA Shipyards, MIASA, FBI Communications and Viking Lifesaving Equipment have heeded the call to assist the community. This boost to the outreach programme gave all stakeholders an opportunity to consolidate their efforts and come up with quality and long-term solutions to this community. The Maritime Centre of Excellence, has started building the vessels, which are to be sponsored to the Enkovukeni Community.

The Department of Transport, supported by the South African Maritime Safety Authority has recently handed over the first of possibly three boats to the Enkovukeni Community. The Community currently faces danger when trying to cross the river for water and supplies.

Maritime Review Africa SEPTEMBER / OCTOBER 2016

Keeping our oceans alive with opportunity

GREEN MARINE With no real major refurbishments undertaken on the vessel since she was built by Nieswandt Shipyard in Lüderitz, Namibia, the wooden hull feeds a nostalgia for the all-but-forgotten craft of constructing timber vessels. But she’s not stuck in the past and has been equipped with a full set of navigation, radar and bridge equipment to meet the demands of her role in ocean research.

GREEN MARINE

GREEN TECHNOLOGIES FOR THE MARINE INDUSTRY

Historical vessel rejuvenates ocean research The Angra Pequena straddles a unique position between the past and the future. Built in 1959 in Namibia as a fisheries patrol vessel, she later worked out of Cape Town also in a research capacity before serving the diamond mining industry. Today she works as an expedition ship that strives to fill a gap in ocean research to equip our knowledge for future conservation. Having recently worked in Mozambican waters, she is currently in the port of Durban where Editor, Colleen Jacka, took a tour of the vessel.

ith no real major refurbishments undertaken on the vessel since she was built by Nieswandt Shipyard in Lüderitz, Namibia, the wooden hull feeds a nostalgia for the all-but-forgotten craft of constructing timber vessels. But she’s not stuck in the past and has been equipped with a full set of navigation, radar and bridge equipment to meet the demands of her role in ocean research. Owner and skipper, Jean Harris, is at ease on board the vessel that she admits she has had to get to know quite intimately over the last few years. From the engine room to the bridge, she converses confidently about the equipment that keeps the Angra Pequena on course during their expeditions. The 72-foot motor yacht is powered by two 6-cylinder, 250 hp Detroit internal combustion engines and the engine room is also host to the 40kVa Ford Diesel generator. We edge past one of the vessel’s two engineers on our way to the engine room and it’s immediately clear that these important assets are being well-maintained. Harris comments that, although she knew nothing about marine engines before, she is now comfortable talking about horsepower and drives and kilowatts. A tour of the deck, which represents the only major part of the original vessel structure that has been refurbished, highlights investment

Continued on page 57

IN THIS SECTION Plan for troubled West Coast rock lobster industry >> In response to the recent draft red-listing of West Coast rock lobster, various stakeholders have been collaborating on a Fisheries Conservation Project for the WCRL fishery. >> read more on page 58

Green Warrior >> Oghenechovwen Christopher Oghenekevwe has a growing passion for the fields of climate action, environmental sustainability and conservation. Natalie Janse asked him a few questions about his work and what drives him >> on page 59

Expanding UNCLOS to improve marine conservation >> A move to expand the Convention on the Law of the Sea (UNCLOS) is being pursued by the United Nations as well as the World Ocean Council. >> page 60

Massive investment in global ocean research >> The Government of Canada has announced a massive new investment in a Dalhousie-led international ocean-science collaboration to support the newly established Ocean Frontier Institute. >> more on page 60

GREEN MARINE

Keeping our oceans alive with opportunity

The Angra Pequena fills a gap for research in the inshore regions where the bigger research vessels do not often operate.

Top right: A photo of the vessel in the 1960’s working as a research vessel out of Cape Town under the name Crustaceana. Top left: The vessel worked as a diamond recovery boat in the 1980’s. Bottom: Launched in 1959 as the Angra Pequena, the vessel reverted to its original name when it took up its new role in research.

>> From p. 57

in a dive compressor, tank racks and storage; a Palfinger 5000 marine hydraulic jib-crane; two winches and a RIB daughter craft. It is a tight fit, but nothing is superfluous to the activities undertaken by the vessel. The accommodation is also tight, but Harris says that this has surprisingly resulted in many positive comments from researchers who explain that the close quarters have helped foster better relations in the culturally diverse passenger complement. “When surveyed, scientists and students who come onboard for an expedition have commented that the need to function harmoniously has helped them develop friendships with a wide variety of people that they may not have otherwise had the opportunity to interact with so closely,” she explains adding that there is also plenty of space to relax in between work on the deck-level saloon and aft deck. The Angra Pequena is equipped to accommodate five crewmembers and 10 passengers. With a fuel range of over 3,000nm, she can stay at sea comfortably for over 30 days. A cabin arrangement sees three double-berth cabins, one cabin with four single berths and two with two single berths, plus six single berths.

Filling a research gap But for Harris it is more about the platform that the vessel has created than the parts that make up the whole. “She fills a gap for research in the inshore

Maritime Review Africa SEPTEMBER / OCTOBER 2016

regions,” says Harris explaining that the bigger research vessels do not often operate closer to shore and that the Angra Pequena has been used by the African Coelacanth Ecosystem Programme in the iSimangaliso Wetland Park in the Southern Indian Ocean, to deploy a ROV into offshore canyons to depths of over 100m, allowing successful filming of coelacanths. “She is currently engaged in conservation research projects to map deep sea-floor biodiversity on the east coast of South Africa, involving deployment of baited remote video cameras to film fish, sediment grab samplers and multi-beam surveys in the 60-100m depth zone,” adds Harris. “On our last research cruise we deployed the ROV at 45 stations across the continental shelf between Richards bay and Durban, and also did the deepest dive that ACEP has done so far – to 227m,” she says. But what really excites Harris is the role that the vessel is playing in providing sea time to aspirant ocean scientists. “It is hard to believe that some marine scientists are pursuing a Masters Degree, but have not had the opportunity to obtain any real sea time,” she says.

Providing sea time Teaming up with the Wildlands Oceans Stewards Programme that receives support from Grindrod through the Blue Fund portfolio, the Angra Pequena is able to deliver a platform for providing hands-on practical experience in conducting offshore marine science.

In 2015 16 young marine science students participated in the Oceans Stewards programme. Of these four are continuing their studies with two of these being supported to complete their Honours degrees and two have embarked on MSc studies supervised and funded by the project team. A new batch of 16 Ocean Stewards were selected from a group of marine biology students this year and have already participated in the offshore ACEP research cruise in June off the Tugela Banks aboard the Angra Pequena. Harris believes that the opportunity to spend up to five days aboard the vessel provides a real opportunity for the stewards to find their feet at sea and get an understanding of whether offshore fieldwork is for them. During the research cruises they are given the chance to work with and watch realtime research being undertaken using equipment such as ROV’s, multibeam sonars, plankton nets and other oceanographic instruments. Their interaction with leading marine geologists, marine biologists and ocean conservation experts during the time at sea provides an ideal opportunity to develop their own interests and academic direction. It is clear that the opportunities created as well as the work being undertaken by the hardworking 57-year-old vessel proves that she is far from retirement age and is not too old to adopt the ethos of Operation Phakisa that is currently aiming to rejuvenate the Blue Ocean economy in South Africa. 

Keeping our oceans alive with opportunity

GREEN MARINE

Left: The Palfinger 5000 marine hydraulic jib-crane on deck assists with the deployment of equipment. Middle top: During the last research cruise the ROV was deployed at 45 stations across the continental shelf between Richards bay and Durban. Middle bottom: Teaming up with the Wildlands Oceans Stewards Programme that receives support from Grindrod through the Blue Fund portfolio, the Angra Pequena is able to deliver a platform for providing hands-on practical experience in conducting offshore marine science. Far right (all): Images taken with the ROV during diving surveying.

SPECIFICATIONS Type of vessel:

Motor Yacht Commercial

Breadth:

6.25 m

Flag State:

Cook Islands

Draft:

3.48 m

Port of Registry:

Avatiu

Range:

3,000 nm

Owner:

Miranda Quests Limited

Crew:

Operated by:

Sea Quests

Passengers:

Official Number:

1269

Radio Call Sign:

E5U2187

Build

Machinery and equipment Main Engines:

2 x 6 cylinder, 250hp Detroit (187 kW) internal combustion

Generators:

40kVa Ford Diesel, Westerbeake Diesel

Deck Crane:

Palfinger 5000 Marine hydraulic jib-crane, capacity 1310kg @3.4m

Main Winch:

Hydraulic-driven, 1.5 MT, 500m wire rope, >1m/s speed Semi-rigid Inflatable duck with 2x 40hp Yamaha outboard engines

Year Built:

1959

Name of Builder:

Nieswandt Shipyard, Lüderitz, Namibia

Construction:

Wooden Carvel

Masts:

2 wooden (Yawl)

Gross Tonnage:

99.07

Net Tonnage:

64.5

Main Tender:

LOA:

20.97 m

Fresh Water maker: 75 l per hour

LBP:

20m

Dive compressor:

Bavaria IDE SPORT 220

Maritime Review Africa SEPTEMBER / OCTOBER 2016

GREEN MARINE

Keeping our oceans alive with opportunity

Plan for troubled West Coast rock lobster industry

n response to the recent draft red-listing of West Coast rock lobster (WCRL), WWF South Africa (WWF-SA), the Department of Agriculture, Forestry and Fisheries (DAFF) and various stakeholders have been collaborating on a Fisheries Conservation Project (FCP) for the WCRL fishery, aimed at moving the fishery back towards healthier stock levels.

overfishing and increasing levels of illegal harvesting, with significant livelihood implications for commercial and small-scale fishers alike. As one of South Africa’s oldest and most important commercial fisheries, the WCRL fishery provides direct employment to an estimated 4,100 people and has an annual turnover of around R530 million.

Developed jointly over a period of eight months the FCP consists of a four-year work-plan to address several challenges, includes the development of a programme to reduce fishing effort and create a fishery management plan as well as improving monitoring, control and surveillance in partnership with rights holders and coastal communities.

Collaborating

WCRL face complete collapse With stock levels currently sitting at 2.5 percent of their historical size, there is growing concern that the WCRL is facing a complete collapse unless its current trajectory is drastically changed. This situation is largely as a result of

John Duncan, senior manager of WWFSA’s Marine Programme, explains: “One of the on-going challenges has been developing a shared understanding of the problem and getting everyone to work together on this issue, so it’s really encouraging to see everyone pulling together on this project. “The FCP work-plan is just the first step, but it is a very important first step. Without effective implementation of the work-plan actions, WCRL are likely to remain on the red list for years to come.” Dr Kim Prochazka, Director of Resources Research with the department, adds: “DAFF remains committed to rebuilding the West Coast rock lobster resource. The FCP

“The challenges facing South African fisheries today are highly complex and can be daunting. There is a greater demand than ever before on coastal fish resources and we have to start working together in innovative ways to meet these challenges. FCPs are a great way to bring together diverse groups of people involved in fisheries to work collaboratively on a solution.”

is a useful extension of the work already being undertaken by the Department and WWF-SA, and we hope to see the positive benefits in the resource in the coming years.”

Past experience This is not the first time a project like this has been developed to address challenges in a fishery. WWF-SA recently concluded a successful partnership with the Department and the South African Hake Longline Association (SAHLLA) that also used the FCP concept. Here a work-plan was developed and, over a period of over two years, the fishery undertook several actions to meet “best practice” sustainability standards. This resulted in SAHLLA’s seafood products being moved to green on the SASSI list in 2015. Marine science and policy lead, Jessica Greenstone of WWF-SA, who led the development of the work-plan, says: “The challenges facing South African fisheries today are highly complex and can be daunting. There is a greater demand than ever before on coastal fish resources and we have to start working together in innovative ways to meet these challenges. FCPs are a great way to bring together diverse groups of people involved in fisheries to work collaboratively on a solution.” 

Research team calls for input

itizen scientists have been called to arms in an attempt to offer some insight into how climate change will affect South Africa’s whales and dolphins. The Muizenberg-based Sea Search team, led by Dr Simon Elwen of the University of Pretoria, has called on community members in the Western Cape to assist with information gathering to be used for cetacean research. The E3C Project (Effect of Climate Change on Cetaceans), launched in March this year, aims to map cetacean distribution in the Western Cape, and relate this to environmental factors and predicted climate change shifts. The team is using a number of methods including scientific boat surveys, acoustic monitoring and a citizen science approach to obtain opportunistic sightings from members of the public. The focus of information is on what, where and when – species, location, date and time and also group size. Other in-

formation such as behaviour, interactions and presence of calves is also useful. Local Ecological Knowledge, a citizen science approach, aims to extract valuable knowledge stored in the minds of people who have extensive hands-on experience and have witnessed changes over time that even scientists fail to notice. The high diversity of whale and dolphin species around the Western Cape includes west coast species, such as the Heaviside’s and dusky dolphins, and east

coast species, like the Indo-Pacific bottlenose dolphin, Indian Ocean humpback dolphin and the Bryde’s whale. The species range of four different dolphin species ends in 100km around Cape Point making for a globally unique area to study these species at the limit of their environmental comfort zones. Although the project has a special focus on these dolphin species, and also the long-beaked common dolphin, the research team are interested in sighting observations of all cetacean species.

How to become a citizen scientist and contribute sightings:

Join iSpot and tag your sightings with E3C or SeaSearch

Friend Seasearch Sightings on Facebook and tag or write on the wall

Tweet the research team

Email sightings@

@seasearchafrica

www.maritimesa.co.za 58

Maritime Review Africa SEPTEMBER / OCTOBER 2016

seasearch.co.za

Keeping our oceans alive with opportunity

GREEN MARINE

GREEN WARRIOR Tapping into youthful energy for marine conservation Oghenechovwen Christopher Oghenekevwe is a B.Tech student of meteorology and climate science in Nigeria and a writer. He has a growing passion for the fields of climate action, environmental sustainability and conservation – and is also a strong believer in youth engagement as a former intern of the Green Campus Initiative. His current focus is on his role as a member of the World Oceans Day Youth Advisory Council. Natalie Janse asked him a few questions about the council, the work that he is involved in and the passion that drives him.

How did the idea for the establishment of the council come about? Recently voices from across the globe have been calling for the engagement of the youths to guage their concerns and their opinions. To me, this call was important because, to ensure all-round sustainability in the global society, there is a need for youth inclusion and engagement. This, I believe, was the key idea that brought about the establishment of the World Oceans Day Youth Advisory Council (WODYC), as it was important to help shape the development of World Oceans Day annually.

Who is regulating the council? The council is directly regulated by The Ocean Project. Since 2002, The Ocean Project has also been the global leader for coordinating and growing World Oceans Day with about 2,000 partners in 80 countries. For some years, there has also been coordination with the United Nations and a few other partners on an annual photographic contest.

Who are the other members of the council? WODYAC is very diverse and inclusive; and each person has a unique story. The Council has 11 inaugural members representing 11 different countries: Caitlin Philipps (Australia), Gabriella Schauber (Canada), Brandon Koots (Curacao), Sang-Jin Kim (Germany), Nehara Pandey (India), Melati Wijsen (Indonesia), Mohammed Wahabi (Morocco), Eugenia Barroca (Portugal), LaTisha Parkinson (Trinidad & Tobago), Baylee Ritter (USA), and myself from Nigeria.

What are the aims of the council? The all important aims of the Council are to help expand the reach and impact of World Oceans Day; provide new and unique perspectives and ideas as well as recommendations on developing this glob-

al event, and, together with the network of partners, work to expand opportunities for ocean conservation and protection throughout the year.

Personally, and outside of the council: What is your main work focus? For about two years now, I have focused on climate action, environmental sustainability and conservation. I have advocated for these three key issues mostly through original, stimulating, and creative story telling and article writing.

What aspects of the job do you particularly enjoy? I find it exciting to share some of the numerous important stories concerning the environment: air, land, and water, in Nigeria and Africa. I also enjoy connecting with people when they send feedback and questions and, knowing that my work influences opinions, adds to the excitement.

marine dumping and water pollution from oil spillages. These settings create networking and mentorship opportunities; two key factors required for faster and best practices. Few offline avenues exist, and many times, the ones that are available deny access to young people, or their participation cost is extremely high. Another challenge I have is in accessing credible resource materials for writing and research. The existence of many bureaucratic processes makes access difficult and slow, wastes valuable time and, sometimes, kills innovation.

Do you have any conservation role models? Yes. I have one. Wangari Maathai is my role model. I really love the fact that as a woman leader she stood up for conservation, and women's rights.

Which aspects of the job do you find more challenging?

What do you regard as the most pressing problem the maritime environment needs to address within the next 5-10 years?

I believe in global learning and relevant skills acquisition. One sure way of obtaining this is through offline avenues (local and international) such as meet-ups and clinics. Here, environmentalist advocates and conservation enthusiasts gather to discuss and share ideas bordering on regional and global environmental issues. For example,

To me marine dumping, especially in developing or under-developed regions, is the most pressing problem that must be addressed collectively. Industrialisation came with toxic wastes. It is our collective duty to ensure that these wastes are not dumped in our water bodies, as they threaten marine life. 

Wangari Muta Maathai (1 April 1940 – 25 September 2011) was a Kenyan environmental and political activist. She was educated in the United States at Mount St. Scholastica (Benedictine College) and the University of Pittsburgh, as well as the University of Nairobi in Kenya. In 1977, Maathai founded the Green Belt Movement, an environmental non-governmental organization focused on the planting of trees, environmental conservation, and women's rights. In 1984, she was awarded the Right Livelihood Award, and in 2004, she became the first African woman to receive theNobel Peace Prize for "her contribution to sustainable development, democracy and peace". Maathai was an elected member of Parliament and served as assistant minister for Environment and Natural Resources in the government of President Mwai Kibaki between January 2003 and November 2005. She was an Honorary Councillor of the World Future Council. In 2011, Maathai died of complications from ovarian cancer.

Maritime Review Africa SEPTEMBER / OCTOBER 2016

GREEN MARINE

Keeping our oceans alive with opportunity

Removing butts from the beach

n an effort to create a greater awareness of the effects of cigarette filters, which do not degrade, on the beach environment, a UK-based charity recently handed out free pocket ashtrays to beachgoers at Plage-Midi taking advantage of some sunny weather. With the support of the Mairie de Cannes in France, GreenSeas Trust volunteers made a visible attempt to bring awareness by picking up cigarette ends, plastics and rubbish from the sand. The group working together en-masse, caught the attention of beach-goers, many of whom were surprised to learn

that cigarette filters are made of cellulose acetate fibres (a plastic) which does not degrade. Cigarette butts left extinguished in the sand release toxic chemicals such as, acetone, ammonia, formaldehyde and cadmium (the active component in battery acid), upon reaching the sea. This cocktail of carcinogenic chemicals and toxins leak into the marine environment and poison microbes, insects and fish or suffocate marine wildlife. It is estimated there are four trillion cigarette butts in the oceans.

Massive investment in global ocean research boosts ocean science

he Government of Canada has announced a massive new investment in a Dalhousie-led international ocean-science collaboration that will see the federal government committing $93.7 million to support the newly established Ocean Frontier Institute. The Ocean Frontier Institute (OFI) is a new partnership linking ocean experts from Dal, Memorial University and the University of Prince Edward Island with world-leading national and international collaborators in research, government and industry. The governmentâ&#x20AC;&#x2122;s investment represents the largest research grant in the history of Dal and its two partner universities. OFI has also attracted $125 million in additional support from provincial governments and partners â&#x20AC;&#x201D; including a $25 million gift from business

Maritime Review Africa SEPTEMBER / OCTOBER 2016

leader and philanthropist John Risley â&#x20AC;&#x201D; for a total of $220 million in funding, an unprecedented investment in Canadaâ&#x20AC;&#x2122;s ocean-science sector. â&#x20AC;&#x153;This investment will truly help transform Atlantic Canadian ocean research from world-class to world-leading,â&#x20AC;? said Minister Brison. â&#x20AC;&#x153;Iâ&#x20AC;&#x2122;m convinced that the transnational nature of OFI is both unique and visionary. It is exactly the type of initiative that the world community needs right now to address the challenges of the next 50 years.â&#x20AC;? Douglas Wallace, Canada Excellence Research Chair in Ocean Science and Technology; Scientific Director, Marine Environmental Observation, Prediction and Response Network (MEOPAR), Professor, Department of Oceanography, Dalhousie University.

Expanding UNCLOS to improve marine conservation

move to expand the Convention on the Law of the Sea (UNCLOS) to include a new legally binding, instrument on the conservation and sustainable use of marine life in areas beyond national jurisdiction (BBNJ) is being pursued by the United Nations as well as the World Ocean Council. The second of four Preparatory Committee (PrepCom2) took place at the beginning of September in this regard following the first meeting that was held in April in New York. At the first meeting, the World Ocean Council organised an industry-focused side event, in coordination with the International Chamber of Commerce and the International Chamber of Shipping, addressing the importance of the diverse ocean economy and the essential role of private sector leadership and collaboration in the conservation and sustainable use of marine biodiversity in international waters The WOC also participated in PrepCom2 to continue providing a coordinated presence and voice for the ocean business community. The BBNJ PrepComs will convene again twice in 2017, after which the UN General Assembly will review and adopt new Law of the Sea requirements covering:

Marine genetic resources (MGRs) including questions of benefit sharing

Area-based management tools including marine protected areas (MPAs)

Environmental impact assessments (EIAs)

Capacity-building and transfer of marine technology Ocean industries currently or potentially operating in the high seas and deep seabed are encouraged to get involved in the WOC UNCLOS-BBNJ Coalition to ensure constructive, coordinated engagement in the development of the new legally binding UNCLOS agreement. ď&#x201A;˘

Products and services

BUYERâ&#x20AC;&#x2122;S GUIDE DECK & ANCILLARY EQUIPMENT Anchors and Cables African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech : Tel 021 510 0042; Fax 021 511 1770

Bells ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396

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

Cables African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Chain ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511

8396 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 List your companyâ&#x20AC;&#x2122;s details here

Chain & Connectors African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Chain Couplings African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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

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

Hydraulic Drives ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 SAMD (Beele Engineering): Tel 021 788 2212

BUYERSâ&#x20AC;&#x2122; GUIDE

Products

Services +

510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Lashing Systems ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400

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

Lifting Equipment African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400

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

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

Inflatable Buoys and Fenders

Portholes

African Maritime Services: Tel 021

ASI Offshore: Tel 021 527 7040;

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

Rock Hoppers African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 List your companyâ&#x20AC;&#x2122;s details here

Rope, Fibre African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Rope, Wire African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Rope, Wire Greases African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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

Maritime Review Africa SEPTEMBER/OCTOBER 2016

BUYERSâ&#x20AC;&#x2122; GUIDE

Products and services

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

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

Slings African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

Swell Compensators C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 List your companyâ&#x20AC;&#x2122;s details here

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

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

Winches, Sales, Repairs DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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

Maritime Review Africa SEPTEMBER/OCTOBER 2016

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

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

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

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

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

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

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

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

ENGINE ROOM AND PROPULSION GEAR / SERVICING

Food Rations, Life jackets

Adjustable Mounting Chock

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

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

Lifeboat Builders

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

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

Auxiliary Gensets

Liferaft Service

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel: 031 000 0050; Cpt Tel 021 959 8200 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049

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

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

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

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

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

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

Couplings ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Propeller Repairs, Systems African Marine Propulsion: Tel 021

801 0898; Fax 086 219 0206 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

Propulsion Systems African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

BUYERSâ&#x20AC;&#x2122; GUIDE

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

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

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

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

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

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

Spare Parts

Seabed Surveys

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

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

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

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

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

Steerable Thrusters

Trawl Doors

African Marine Propulsion: Tel 021

African Maritime Services: Tel 021

Maritime Review Africa SEPTEMBER/OCTOBER 2016

BUYERSâ&#x20AC;&#x2122; GUIDE

Products and services

510 3532; Fax 021 510 3530

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Maritime Review Africa SEPTEMBER/OCTOBER 2016

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Crew Transport Services

BUYERSâ&#x20AC;&#x2122; GUIDE

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

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

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

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

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

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

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

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

Logistics

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

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

Maritime Review Africa SEPTEMBER/OCTOBER 2016

BUYERSâ&#x20AC;&#x2122; GUIDE

Products and services

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

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

Maritime Training

Seabed Surveys

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

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

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

Net Monitoring

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

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

Ship Registration

Onsite Machining

Spares Procurement

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

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

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

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

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

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

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

Project Management

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

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

Surveyors, Hull, Machinery

Salvors Smit Amandla Marine: Tel 021 507

Maritime Review Africa SEPTEMBER/OCTOBER 2016

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Cathodic Protection ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

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

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

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

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

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

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

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

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

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

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

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

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

BUYERSâ&#x20AC;&#x2122; GUIDE

Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

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

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

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

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

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

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

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

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

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

Marine Coatings ASI Offshore: Tel 021 527 7040;

Maritime Review Africa SEPTEMBER/OCTOBER 2016

BUYERSâ&#x20AC;&#x2122; GUIDE

Products and services

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

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

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

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

6391; Fax 031 206 0252

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

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

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

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

Tank Blasting & Coating

ROV Services

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

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

Thruster Repairs

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

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

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

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

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

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

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

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

Maritime Review Africa SEPTEMBER/OCTOBER 2016

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

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

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

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

Crew Changes

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

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

Transformers

Lubricants

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

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

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

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

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

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

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

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

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

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

Spare Parts African Marine Propulsion: Tel 021 801

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

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

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

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

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