Maritime Review July August 2015

2015JUL/AUG

BUNKERS

FOREIGN FISHING

South Africa is losing R2bn a year due to a decline in

bunker-only calls.

It’s a Catch-22 situation for tuna catches as South

Africa aims to show a track record in bluefin tuna

fishery.

EDITOR:Colleen Jacka [email protected]

SUB-EDITOR:Natalie Janse [email protected]

ADMIN & ACCOUNTS:Lesley Jacka [email protected]

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NAMIBIANelle du Toit [email protected] +264 (081) 683 3542

CONTRIBUTORS: Steve Saunders, Brian Ingpen, Claire Attwood, Dave Japp, Natalie Janse.

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CONTENTSMARITIME REVIEW AFRICA

IN DEPTH

AFRICA’S BLUE ECONOMY 06It’s five years since the African Union began its consolidated pursuit of the Blue Economy with the development of the 2050 Africa’s Integrated Mari-time Strategy (2050 AIM-Strategy) and most of the influential African maritime states have followed up with their own strategic plans to harness the economic potential of their maritime domains.

COLUMNS

THROUGH THE LENS 10As longline fishermen prepare to apply for 15-year rights in the large pelagic fishery, they remain divided on the subject of foreign participation. Claire Attwood delves into the policy for the allocation of fishing rights in the large pelagic fishery which potentially opens the door for more participation by foreigners.

FISHY BUSINESS 12Shaheen Moolla unpacks the concept of transfor-mation and Black Economic Empowerment in the fishing industry by looking at some of the statistical data available from the 2001 and 2005 fishing rights allocation and tries to provide a broad brush stroke analysis of the current situation.

CASTING THE NET BACK 15Deliving back into the writings of John Gilchrist, Dave Japp and Claire Attwood attempt to un-derstand the nature of the interaction between seabirds, penguins and fish stocks. They highlight the different attitude towards seabirds that exists today as strategies aim to conserve the dwindling numbers.

MARITIME MEMORIES 40Brian Ingpen gets to grips with the complicated business of African maritime trade over the last century as he highlights the importance of feeder services and coasters. Ingpen describes the chang-es in trade and declines in cargos at various times – and highlights trends and areas of growth.

FEATURES

BUNKER INDUSTRY REVIEW 17• Bunker industry decline results in billion rand

losses to South African economy• Communication is key to safe and effective bunker delivery• Positioning the bunker industry in Africa• Gas and low-flashpoint fuels code adopted by IMO• Court of Appeal gives vessel owners a further chance on appeal• Addressing concerns over the use of low-sulphur fuel• European regulation on emissions enters into force

FISH FINDING EQUIPMENT 24• Sonar development boosts fishing efficiency• Product news: Scanning sonar for reliable and consistent detection of fish• Product news: Long range Fish finding sonar• Worldwide service to track fishing grounds• Takeover agreement

MARITIME NEWS

AFRICAN NEWS 29• Custom designed for offshore versatility• Durban to offer new diplomas for maritime industry• Incident management along the South African coast• Nigeria’s oil tanker ban• The IMO interacts with Africa• Angola reinstates bills of lading• Kenya buoyed to construct cruise terminal• New shipbuilding facility for Cape Town• Mozambique maritime framework boosted by international experts• Morocco established as a regional hub for SAR training• Maritime briefs• Africa dishes up millions in dredging contracts• New tug for SA Navy delivered• Collaboration in engineering• Challenges continue to mar efficiency at African ports• Cape Town cruises ahead• Project Carol given the go-ahead from SA Navy• Namibian shipyard on track for OHSAS accreditation• First Panamax docking in Namibian floating dock

Communication is key to safe and effective bunker delivery

Operating in the competitive bunker barge market since 1996, Smit Amandla Marine is meeting the challenges of delivering an efficient, safe and environmentally respon-sible service to the shipping industry in Richards Bay and Durban where attention to time-critical delivery is achieved through careful scheduling and, most importantly,

ON THE COVER

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• Cargo scanner kicks into gear in Cape Town• Durban drydock to undergo repairs• Integrated port management to replace manual systems in South African ports

INTERNATIONAL NEWS 43• UK polar research vessel contract signed• Passenger ship safety study to be completed by year-end• New Secretary-General elected for IMO

PEOPLE AND EVENTS

AFRICAN MARITIME SERVICES ANNIVERSARY 44• Celebrating 20 years of service to the fishing industry

NEWS 48• Farewell to Sea Cadet Chairman• South African Law Association honour• South African maritime industry recognises excellence • NSRI donation to benefit KwaZulu Natal stations• New Secretary General for PMAESA• SAMSA CEO gives back• Shaping the future of aquaculture in southern Africa• Addressing corridor issues• DEA gets behind Mandela Day• Maritime industry exposure takes Durban boy to new heights• Funding education initiatives• Changes at NIMASA

GREEN MARINE

NEWS AND UPDATES 51• Increased ocean protection will boost Blue Economy• Winter voyage to ice fills research gaps• Green Warrior: Never giving up the fight• DEA dispels shark cage diving fears• Building capacity for a low carbon future in developing countries• End to Great Barrier Reef dumping is imminent• Education institutions participate in International Ocean Sampling Day• Conserving marine diversity on the high seas• Decrease in African Penguin population in the spotlight

constant communication.With two bunker barges in Durban and

a third in Richards Bay that function on a 24/7/365 basis, the need for intelligent planning that schedules vessel main-tenance, crew rosters and safety drills while maintaining a full service requires a dedicated shoreside team that comple-ments the performance of the crew. (see page 18 for the full story)

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COM

MEN

TEXPRESSIONS Comments from the editor

0202 Maritime Review AfricaJULY / AUGUST 2015

EDITOR’S CHOICE

RECOMMENDED READS:

Read Claire Attwood’s take on the large pelagic fishery and foreign fishing on page 10

ON THE WEB

www.maritime.co.zaIndustry news and headlines.www.maritimematters.netOur editor’s blog.

CONTACT

We look forward to receiving your company news. Please send your press releas-es to us or invite us to visit your company:

[email protected]

I am not saying we are moving at full throt-tle. On the contrary, there is still much that needs to be done. But the African

Union’s declaration of a Decade of Africa Seas and Oceans as well as the launch of the African Day of Seas and Oceans on July 25; the Africa Integrated Maritime Strategy 2050 and even Operation Phakisa in South Africa speaks to a far greater visibility for the oceans from a governmental perspec-tive.The lack of any noteworthy hype sur-

rounding this maritime decade, however, is a little frustrating and the rather dimin-ished schedule that constituted the launch in Ethiopia suggests that, with the call to include significant portions of the industry, government organisations and NGO’s, an important opportunity may not have been optimised. At the same time, one has to take cog-

nizance of the fact that, while there is an imperative for governmental support and intervention in the sector, the need for the industry to push forward and take control of new opportunities while expanding the continent’s involvement in the Blue Econo-my is key. There has to be a balance between taking

heed of the international industry’s foot-hold that already exists; realising the knowledge and skills transfer that can take place and creating a platform for the launch of new African businesses. And everyone needs to stop paying lip service to blatant corruption – corruption that ultimately en-riches a few companies and individuals at the expense of the continent’s ability to nurture the wellbeing of its own citizens.

After the FIFA scandal it’s clear that no sector and no culture is free from the tempt-ing lure of ill-gained wealth. A goal to put corruption on the bench seems almost un-realistic if my discussions with industry are anything to go by. Most simply believe, and have adopted a degree of acceptance, that there is more going on behind the scenes of every major deal than we will ever know.

At a time when various sectors of South African maritime industry are gearing up to submit or await the awarding of ten-ders, I certainly hope that this is not the case. There are some exciting opportuni-ties awaiting the industry from the South African navy in the form of Project Biro and Project Hotel – and the Department of Transport (DoT) recently called for propos-als for a relook at the country’s coastal sal-vage strategy. In addition the Department of Agriculture Forestry and Fisheries (DAFF) will be looking for a ship management com-pany to run their vessels.

There is much to be excited about and so it is perhaps fitting that this year sees the return of the SAMSA Maritime Industry Awards to the South African calendar of events. We are urging companies and indi-viduals to be generous in their recognition of peers and colleagues as they nominate in each of the award categories.

For more information on this, please visit the dedicated awards website at www.maritimeawards.co.za. We are looking forward to receiving a high

level of nominations in all of the categories.

Colleen Jacka, editor

There seems to be a perceptible shift. In the nearly two decades that I have been watching the maritime industry I have never seen so much attention given to the oceans and their potential to drive economic development. From AU level down to industry level – we all seem to be shifting gear.

The South African Navy’s Project Hotel and Project Biro will go a long way in re-establishing a legacy of ship-building for the country. Unlike the Navy Frigates which were deliv-ered a decade ago, the new-builds will be undertaken on home soil.

The South African Maritime Industry will once again come together to celebrate excellence and acknowledge achievements this year as we present the Maritime

Industry Awards. But this time – we are taking the message under Operation Phakisa to heart and challenging the industry with our theme of All Hands on Deck.

SAMSA MARITIME INDUSTRY AWARDS PARTNERS & SPONSORS

INDUSTRY ASSOCIATIONS:

South African Institute of Marine Engineers and

Naval Architects

SAIMENA House PO Box 7710 77 Jacko Jackson Drive Roggebaai Morningside, Durban Cape Town 4001 8012 Website: www.saimena.co.za Email: [email protected]

SAIMENA

Thank you to all our industry partners and

sponsors for making the event possible.

QUAY QUOTES Who is saying what in the maritime industry

EXPRESSIONS Quay quotes


14 “The commitment to transform our fish-ery sectors must therefore surely be more than handing fishing quotas to lucky black applicants in a bid to simply ensure that the numbers are right. A fishing quota should not be a piece of paper kept in a desk draw and used to collect a monthly cheque, thus threatening a regular and price predictable supply of fish to local com-munities and foreign markets,” writes Shaheen Moolla.

16 “Early results published in 2010 showed that breeding African penguins decreased their foraging effort by 25 to 30 percent and their daily energy expenditure by approximately 43 percent when they began foraging inside the area closed to fishing,” writes Claire Attwood.

18 “Ship owners have extremely long mem-ories. It is very difficult to rehabilitate the mar-keting image of the port to a group of people who have had bad experiences,” says Professor Trevor Jones.

20 “Our Africa branch contributes to 50 plus members and is a healthy 10 percent of our glob-al membership,” says Tahra Sergeant, Regional Manager for the International Bunker Industry Association Africa Branch.

26 “Fishing operations traditionally rely on historical data of where the good fishing grounds should be, but the CATSAT system allows com-panies and skippers to track and target potential fishing grounds based on real-time, accurate oceanographic data,” says Uwe Niske of Marine Navigation Systems.

30 “The question one faces is whether the harbour masters of our eight commercial ports would easily agree to allow a tanker with a crack in her hull to enter one of their ports knowing that the risk of pollution is great and that there is a real possibility that the vessel could sink alongside the berth,” write Michael Heads of P&I Associates.

34 “Consideration should be given to pro-vision of localised follow-on programmes. These localised advisory / training programmes should include specific, practical SAR operational exer-cises aimed to develop the relevant individual, group and multi-agency skill sets. Leading on from these programmes, individual, group and multi-agency cross-border scenario training should be initiated,” says Mohammed Drissi, chairman of the North West African regional de-velopment group.

36 “Cruise liner tourism presents a signif-icant opportunity for economic growth and job creation,” says Minister Alan Winde.

36 “As we observed since we started back in October 2012, African ports have experienced extreme highs and lows and will continue to do so for the rest of this decade,” comments Edi-tor-in- Chief, Victor Shieh.

37 “The multi-purpose boarding craft will be deployed to perform safety and security func-tions, including boarding operations, intelligence support and rescue missions,” says James Fisher, CEO of Nautic Africa.

38 “EBH Namibia has a moral and legal duty to ensure the health and safety not only of its employees and the environment, but of the wid-er community whose health and safety may be affected by our operations,” says Warrick Wil-liams, of Elgin Borwn & Hamer Namibia.

39 “The contractor’s preferred method re-quired a four month non-operational period of the dry dock. However TNPA has implement-ed a contingency plan in consultation with the project management team to reduce this period to two months in order to minimise the impact on industry,” said Durban Port Manager, Moshe Motlohi.

39 “This is a first in Africa, where we inte-grate all the ports on a single platform, and can integrate with just about every logistical system out there, including rail, road traffic, and obvi-ously the vessels out in the port and at sea,” said Chief Executive Richard Vallihu.

44 “There was a lot of excitement over this new fishery (orange roughy), but nobody locally was able to supply the kind of heavy gear they wanted as, at that time, New Zealand was way ahead of our gear,” says Alf Wallace of African Maritime Services.

52 “Real-world examples prove that marine protected areas work; solid economic analysis shows that they are well worth it. Increasing in-vestment in protected areas is a wise choice for communities, governments, businesses and fi-nancial institutions interested in the bottom-line and securing a sustainable blue economy,” said Marco Lambertini, Director General of WWF.

54 “I realised that what we badly needed was an organisation that specifically conserved and protected whales and dolphins in South Afri-ca,” says Nan Rice.

56 “In South Africa, numbers of African pen-guins collapsed in the early 21st century. In 2001, an estimated 56,000 pairs bred, which were sub-sequently reduced to 19,000 pares in 2012,” says Zolile Nqayi.

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Applaud South African Revenue Services for rec-ognising the need to stem the tide of illicit trade and installing their second high-tech scanner at one of South Afri-can ports. The Port of Cape Town now follows on from the Port of Durban to host container scanner.

Keelhauled The African Union for not better lever-aging the Decade of Africa Seas and Oceans which officially kicked off on July 25 2015. Where was the media engagement pre and post event? Why was the original schedule of events di-minished?

The maritime community will sure-ly 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 sub-ordinate”. But at the same time we will also applaud those individuals and companies in recognition of significant achievements.

& KEEL HAULED APPLAUD

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IN DEPTH Africa’s Blue Economy


One only has to recall how the closure of the canal in the late 1960’s influ-enced sea traffic and created a boom

for some of Africa’s southern ports – to un-derstand how the Suez Canal allows mar-itime Africa to become a little less visible.

While pointless to try to reason how port infrastructure might have developed around the continent in the absence of the Suez Canal, which has been facilitating east-west trade since 1869 – it is tempting to ponder whether a regional hub port sys-tem may have been more fully explored a lot sooner.

The Chairperson of the African Union Commission, Dr Nkosazana Dlamini Zuma was on hand at the official opening of the New Suez Canal at the beginning of August and applauded the accomplishment

“It is a profound pleasure to see a Member State making significant progress in the global trade arena, and even more encouraging to wit-ness this growth and exploitation of Africa’s blue economy,” she said.

It is, of course, disingenuous to limit the extent of Africa’s Blue Economy to sea trade and indeed African nations are moving to prior-itise maritime developmental inter-ests that relate to all ocean-based activities as well as their shore-based requirements.

It’s five years since the African Union began its consolidated pursuit of the Blue Economy with the development of the 2050 Africa’s Integrated Maritime Strat-egy (2050 AIM-Strategy) and most of the influential African maritime states have followed up with their own strategic plans to harness the economic potential of their maritime domains. From Nigeria and Gha-na to Kenya, South Africa and Madagascar, the Blue Economy has become a politician’s dream trump card.

And, while regional cooperation is being espoused, one cannot help but wonder whether national interest will always over-

ride regional or continental strategy. As regional and national strategies develop it would take some doing to cross scrutinise their intentions in order to highlight dis-crepancies that may exist.

Any advancement, however, should not be dismissed, but an article by Timothy Walker, a Researcher, Conflict Management and Peacebuilding Division, ISS Pretoria, suggests that there should be a move to-wards more progress in both the northern and eastern regional economic communi-ties.

Southern Africa Southern Africa’s coastal states represent

significant players in the maritime arena – each prominent in their investment to pursue one or more sectors of the Blue Economy.

South Africa’s launch of Operation Phaki-sa just over a year ago highlights the gov-ernment’s recognition of the public as well as private investment that needs to be facilitated for the development of the sec-tor. Phakisa is potentially a game changer for the maritime industry and has already started to deliver on some of its promises as Transnet attempts to marry its Market Demand Strategy to the new timelines for infrastructure development that the strat-egy dictates.

To the west, the Namibian government’s commitment to the development of Wal-vis Bay can only be described as tenacious. The port is positioning itself in direct com-petition to a number of South African as-

pirations and seems to garner government support for private investment at a speed that is certainly surpassing South Africa’s appetite.

To the east Mozambique caught the world’s attention with the discovery of off-shore gas reserves and has been the target of interest ever since. Port development is ongoing and South African maritime inter-ests continue to be influential. Internation-al interest is also palpable as talk of a new shipbuilding facility in Pemba hints at the addition of a floating dock or barge to dock vessels.

After a tumultuous recent history, Mad-agascar’s blue aspirations were further awakened earlier this year when the island hosted the 19th Session of Intergovern-mental Committee of Experts of the United Nations Economic Commission for Africa (UNECA) in Eastern Africa to discuss “Har-nessing the Blue Economy for Eastern Afri-ca’s Development.”

Eastern AfricaThe aim of the four-day meeting in March

was to formulate a charter to guide the effective harnessing of the Blue Economy for the region, which consists of Burundi, Comoros, Democratic of Congo, Djibouti, Ethiopia, Kenya, Madagascar, Rwanda, Sey-

chelles, Somalia, South Sudan, Tanza-nia and Uganda.

Representing an overlap between some of the southern African and eastern African countries, the Indian Ocean Rim Association (IORA) also convened a conference in Durban, South Africa in May this year to dis-cuss the merits of developing the Blue Economy.

Describing the Blue Economy as a “long term project for IORA during the forthcom-ing years,” the following priority sectors were identified by members:

�� Fisheries and aquaculture

�� Renewable ocean energy

�� Seaports and shipping

�� Seabed exploration and minerals

Further deliberations will take place by these countries at the inaugural Blue Econ-omy IORA Ministerial Conference sched-uled for Mauritius in September.

Seychelles has taken the concept to a new level and created a Blue Economy De-partment within government. Addressing the UN Security Council recently, Minister

Africa aims for a Blue EconomyOn 25 July, the first cargo ships passed through Egypt’s New Suez Canal. On the same day delegates from the African Union met in Addis Ababa to launch the Decade of African Seas and Oceans. Surely the irony of “Egypt’s Gift to the World” cannot be lost on those who had assembled to discuss Africa’s blue economy. The Suez Canal is considered the shortest link be-tween the east and the west – and therefore an important trade route that essentially mitigates the need for a significant amount of sea traffic to sail around the tip of Africa.

“Integrated maritime strategies will test the ability of government departments, indus-try associations, multilateral agencies, civ-il society organisations and a host of other stakeholders to plan effectively, coordinate efforts and respond collectively to conflict-ing demands and tensions that may arise.”

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April: EthiopiaAIM-STRATEGY CONSIDERED

African experts on maritime security and safety meet at the headquarters of the Af-rican Union (AU), Addis Ababa, Ethiopia, to share information on maritime security and safety among AU Member states and with partners and to consider the African Integrat-ed Maritime Strategy (AIMStrategy), a step toward a holistic policy to address this matter.The Workshop stresses the urgent need for renewed efforts at national, regional and con-tinental levels to promote maritime security and safety and ensure that Africa takes re-sponsibility and full advantage of its maritime domain, as part of the overall efforts towards the development of the continent.

October: GermanySPECIAL REPRESENTATIVE PROPOSED

The Conference dedicated to maritime securi-ty and safety in Africa hosted by the US Africa Command (US Africom) in Stuttgart, Germa-ny, cements views on the development and implementation of Africa’s Integrated Mari-time Strategy (AIM-Strategy) – a strategy that is all encompassing and not only focused on maritime security.The meeting proposes the appointment of a Special Representative to champion the AIM-Strategy.

June: EthiopiaTASK FORCE FORMED

A cross-Department task force to develop an integrated, coherent and comprehensive 2050 Africa’s Integrated Maritime Strategy (2050 AIM-Strategy) is formed at the African Union Commission.The 2050 AIM-Strategy Task Force, is com-posed of representatives from the follow-ing departments and directorates of the AU Commission: peace and security; economic affairs; human resources, science and tech-nology; infrastructure and energy; political affairs; rural economy and agriculture; social affairs; gender; trade and industry; informa-tion and communication; administration and human resources management; office of the legal counsel and strategic planning. Experts nominated to represent Regional Eco-nomic Communities (RECs), Regional Mecha-nisms (RMs) and relevant specialized organs such as the Sea Power for Africa Symposium, are to be incorporated in the Task Force. When deemed necessary and appropriate, the 2050 AIM-Strategy Task Force may call upon any expert for his/her expertise.

April: Ethiopia1st CONFERENCE OF AFRICAN MINISTERS RESPONSIBLE FOR MARITIME AFFAIRS

It is highlighted that African countries stand to gain multiple economic interests from the maritime domain through activities such as the exploration of abundant aquatic resourc-es and under seabed minerals. It is conclud-ed that Africa will be both the actor and the beneficiary in its maritime domain stability and that the African Maritime Domain (AMD) has direct impact on human socio-economic development and the prosperity of African States.The establishment of a High Level College of Champions is discussed to leverage the polit-ical will and required resources for the imple-mentation of the 2050 AIM-Strategy.The delegates agree that the 2050 AIM-Strat-egy is a sufficiently broad strategy that ad-dressed Africa’s cross-cutting Maritime Chal-lenges and opportunities for wealth creation and competitiveness. The 2050 AIM-Strategy is sent to Member States for eventual final inputs, comments and development of an implementation plan before it is forwarded to the cross-sectoral meeting of ministers, back to back with an AU Member States cross-sec-toral Experts Workshop before the end of the year 2012.

January: EthiopiaFINAL ADOPTION OF AIM-STRATEGY

The African Integrated Maritime Strategy 2050 is formally adopted at the 20th Ordinary Session of the African Union Summit.

December: Ethiopia2nd CONFERENCE OF AFRICAN MINISTERS RESPONSIBLE FOR MARITIME AFFAIRS

The 2050 AIM-Strategy is adopted by the Ministers and delegates who express their unconditional support for the initiative. The Ministers urge the AU Commission and the RECs/RMs to spare no efforts in ensuring the timely implementation of the 2050 AIM-Strat-egy Plan of Action for Operationalisation. It is further decided that the strategy be reviewed every three years with annual assessment un-dertaken of implementation.Plans for the development of Giant Africa Aquariums (GA2) are presented with the idea to launch the first series during 2013.

December: EthiopiaFINALISE AIM-STRATEGY DRAFT

The African Union Commission expert’s work-shop meets to review and finalise the draft 2050 Africa’s Integrated Maritime Strategy. Within the framework of “towards the 2050 Africa Integrated Maritime Strategy”.In this respect and in the context of relevant national legislations and international con-ventions and instruments, emphasis is placed on issues relating to illegal fishing, arms and drugs trafficking, human trafficking, oil bun-kering, piracy and armed robbery and envi-ronmental crimes.

2010

2011

2012

2013

IN DEPTH Africa’s Blue Economy


Top: Nigeria’s ocean economy is traditionally linked to the offshore oil industry. Aspirations to develop a cabotage regime have gained trac-tion despite a slow start and strategies to broaden the Blue Economy are being pursued.

Above: Maputo is commonly seen as the backbone of Mozambique’s ocean economy, but development and investment to the north will allow the country to increase its exposure to maritime opportunities.

of Finance, Trade and the Blue Economy briefed the council on the country’s plans to enhance governance of its marine spac-es through its marine spatial plan, creation of marine protected areas and the develop-ment of enhanced fisheries management that includes financing by “blue bonds”.

West AfricaAngola and Nigeria are more traditionally

known for their dependence on offshore oil reserves, but both countries have vocalised maritime strategies and realise that there is a need for maritime governance. Much of the piracy and criminal activities that take place at sea off the west coast of Africa re-late to the oil industry.

The 15 member states of the Economic Community of West African States (ECOW-AS) aim to deal with illegal activity at sea through their Integrated Maritime Strategy. An article written by Barthélemy Blédé, Se-nior Researcher, Conflict Management and Peacebuilding Division, ISS Dakar, reports that the West African Community has iden-tified 20 priority activities to be implement-ed between 2016 and 2020.

“These activities are not only limited to the framework of maritime security, but also extend to other key areas such as governance, economy, environment, ed-ucation and research. One such key activ-ity is the adoption of a common maritime code, which will follow on an evaluation of maritime legal frameworks. The strength-ening and harmonising of these maritime regimes should aim to address issues of im-punity, and mitigate weaknesses in regula-tions that relate to unlawful acts at sea, the protection of seafarers, and compensation for losses or damage to seaborne goods,” he writes.

The opening of the Regional Centre for Maritime Security in West Africa, based in Abidjan, should be viewed within the con-text of this Maritime Strategy, which has the following as its aims:

�� raise awareness and knowledge of the threats to the maritime domain;

�� provide a common regional framework for regulating maritime activities in West Africa;

�� devise strategies for preventing and combating threats to the domain;

�� mobilise resources for the prevention and combating of maritime challenges;

�� coordinate and strengthen practical

cooperation on maritime issues at a na-tional, bilateral and multilateral levels;

�� enhance the capacity of ECOWAS Mem-ber States to effectively deal with the threat of piracy and other violent acts;

�� and identify and establish institutional mechanisms for the monitoring and enforcement of common standards for the use of the maritime domain and for preventing and combating threats

Taking aimWhile it is clear that strategies are being

drafted and adopted, Alex Benkenstein and Romy Chevalier of the South African Insti-tute of International Affairs are correct in their conclusion that “integrated maritime strategies will test the ability of govern-ment departments, industry associations, multilateral agencies, civil society organi-sations and a host of other stakeholders to plan effectively, coordi-nate efforts and respond collectively to conflicting demands and tensions that may arise.”

They add: “Stakehold-ers must also ensure that the discourse on ‘blue growth’ incorpo-rates concerns on social justice and environmen-tal sustainability. For example, efforts to de-velop the fisheries sec-tor must reflect the crit-ical role that small-scale fisheries play in coastal livelihoods and food se-curity. Coastal develop-ments and urbanisation can provide important economic opportunities for coastal communities, but without effective en-vironmental monitoring and controls, harmful practices such as illegal sand mining in estuaries can have far-reaching impacts on marine eco-systems.”

They call for a greater cooperative approach to regional marine spatial planning and the man-agement of large marine ecosystems.

And, as the world looks towards the oceans for a renewed impetus for eco-nomic growth, perhaps the conclusions of the World Wildlife Forum’s (WWF) report, Reviving the Ocean Economy: The case for action 2015, should be heeded.

“The message is clear. We’re running down our ocean assets and will push the ocean economy into the red if we don’t respond to this crisis with bold and decisive actions as an international community. We must do more, much more, to protect our ocean asset base. A prudent treasurer or CEO wouldn’t wait until the next financial report to correct course. They would act now.”

So – while African politicians play the ocean economy like an ace in a game of cards; promoting it as an opportunity to kick start the African Renaissance – equal consideration must be given to the inter-national call to conserve and sustain; not plunder and pillage for quick gains.

Africa’s Blue Economy IN DEPTH

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Just one year after announcing Egypt’s intention to construct a second waterway at the Suez Canal, President Abdel Fattah El

Sisi was able to officially open the New Suez Canal at the begin-ning of August.

Creating the new canal, parallel to the existing Suez Canal, has doubled the longest possible parts of the waterway, and has therefore facilitated traffic in two directions. The additional chan-nel allows double the traffic to transit per day. The canal expects to see around 97 vessels pass through per day by 2023. Prior to the project, the canal saw an average of just 49 vessels per day.

These figures have been questioned by shipping analysts who argue that the daily transits in the Canal have fallen from a peak of 58 ships per day in 2008 to 47 ships last year. Drewry suggest that the decline is related to the consolidation of Asia-Europe container services.

The New Suez Canal will increase its revenues from US$5.3 billion per annum to $13.3 billion by 2023

More than 43,000 workers collaborated to dig out and construct the new canal

The volume of dry excava- tion works amounted to 250 million cubic metres, at an estimated cost of $550 mil.

A total of 80 contractors, 6 dredging companies, and SCA dredgers, with the combined power of 4300 geometric calories were deployed. Dredging works totaled 242 million cubic meters of soil, at an estimated cost of $2.1 bn

The first phase was to deepen and widen 37km of the western bypasses at a depth of 24 metres

Secondly, the digging of the new parallel waterway commenced, at a length of 35km and to a depth of 24 metres, at a water level width of 320 metres at its widest point

Funding was a combinative effort. President Sisi announced the Suez Canal Authority would be the owner and operator of the project and was able to receive funding from Egyptian nationals through local banks. The authority received $8.5 billion in just six days

Egypt’s gift to the world

THROUGH THE FISH EYE LENS A wide-angle perspective on commercial fishing


The publication of the policy on the alloca-tion and management of fishing rights in the large pelagic fishery has opened a very familiar can of worms. Although a cursory reading of the policy raises no eyebrows, those who are more familiar with the de-velopment of the fishery say that it imper-ceptibly opens the door for more participa-tion by foreigners. It does so by allowing a three-year peri-od for the transfer of ownership of for-eign-owned vessels. These vessels partici-pate in the fishery via joint ventures. The policy reads: “… foreign-flagged fishing vessels will be considered for the tuna longline fishing (sic) provided that the foreign-flagged vessel adheres to the following: (i) has an initial one-year trial period to de-termine the feasibil-ity of the joint venture and the reflagging process. Thereafter the foreign fishing ves-sel shall reflag within the first three years when operating as a joint venture.”…

Foreign flagged furoreWhen long-term, 10-year rights were first allocated to the large pelagic fishery in 2005, the period allowed for re-flagging was one year. Even so, of the 21 active per-mits that are monitored by the South Afri-can Tuna Longline Association, at least five are still being fished by Japanese-owned vessels. And, foreign participation is still as controversial as it was in 2005. A right-holder who owns and operates his own longline vessel told me that the relax-ation of the re-flagging requirement is “bi-zarre” and counter productive to the devel-opment of the local fishery. He spoke to me on condition of anonymity, concerned that his views on foreign participation might jeopardise his application for a long-term right.

Targeting tunaAccording to the local boat-owner, and two others I spoke to, since the allocation of long-term rights, local participation in the large pelagic fishery has changed and developed. For instance, local boat-owners have switched from catching predominant-ly swordfish to targeting tuna. This was prompted by economics as much as government intervention: longline fish-

ing is risky and expensive and the locals found that it was tuna and not swordfish that pays the bills. Another positive development is that the local fleet has begun to catch southern bluefin tuna, the crème de la crème of tuna and a species that receives premium prices on Japanese markets. South African operators have also managed to penetrate the tough Japanese market, largely selling fresh, air freighted tuna to Japan, although there are other markets in Europe and the USA. The one area in which local boat-owners are not competing is in the size and range of their vessels. Locals use “ice boats”

that undertake rel-atively brief trips to the tuna grounds, whereas the for-eign-owned boats are typically bigger, have the capacity to

withstand heavy seas and remain at sea for between three and four months at a time. These vessels carry “super freezers” that can reduce the core temperature of a 250kg tuna to minus 70°C in a day and a half. (Tuna can be kept frozen for up to a year with no noticeable change in taste.)

A South African resourceLocal operators see the relaxation of the re-flagging requirements as a slap in their face and it’s easy to sympathise with them. After all, not only have they made substan-tial investments in vessels and worked hard to improve their fishing methods and mar-ket penetration, they are also required to comply with SAMSA’s rigorous regulations. In contrast, their fellow right-holders have entered into joint ventures with foreign vessel-owners and appear to reap the ben-efits of their rights at considerable arms length. It’s easy to see why local boat-own-ers perceive the JVs as nothing more than a “paper quota”. “The utilisation of this resource should be benefitting South Africa,” one right-holder told me, “the foreign-owned vessels don’t benefit South Africa in any way.”

An international perspectiveOffering a reasonable counter to this argu-ment is Don Lucas, whose company Com-bined Fishing is engaged in a JV with a Japa-nese-owned vessel, and whose association SA Tuna represents other right-holders in a

Large pelagics policy revives foreign fishing debate

As longline fishermen pre-pare to apply for 15-year

rights in the large pelagic fishery, they remain divided

on the subject of foreign participation.

Local operators see the relaxation of the re-flagging requirements as a slap in their face and it’s easy to sympathise with them.

CLAIRE ATTWOOD PROVIDES A WIDE ANGLE PERSPECTIVE

A wide-angle perspective on commercial fishing THROUGH THE FISH EYE LENS


similar situation. According to Lucas, there is an intention on the part of the JV operators to invest in a Japanese type model (in other words, large vessels with super freezer capacity), but this cannot take place until government has put the right conditions in place. And one of government’s biggest shortfalls has been its failure to accede to two vitally important Regional Fisheries Management Organisations (RFMOs): namely the Indian Ocean Tuna Commission and the Commis-sion for the Conservation of Southern Blue-fin Tuna (CCSBT). All tuna species are highly migratory, with the stocks being fished mainly by distant water fishing fleets that literally follow the fish around the world. As a result of their migratory nature, tuna fisheries are man-aged by RFMOs. Broadly speaking, it is the members of the RFMOs that can demonstrate performance in the fisheries that receive the quotas. Be-cause South Africa is not a member of the CCSBT or the IOTC, distant water fishing na-tions (like Japan and Spain) are first in line when quotas are dished out, regardless of the fact that at certain times of the year tu-nas migrate through South African waters.

South Africa loses out unneces-sarily An ice-boat operator explains how this pe-culiar scenario affects the South African fleet: “The local fleet has been catching bluefin for the last three years, but we have to move away from the fish because we don’t have a quota.” South African is lim-ited to a bycatch of 40 tonnes of south-ern bluefin tuna per year. The degree to which South Africa is losing out is stag-gering: southern bluefin tuna is a gourmet food that is regarded by chefs as the best raw fish in the world. As such, it has an extremely high value. At Japan’s Tsukiji Market (the largest whole-sale market for southern bluefin tuna in the world), fish worth about US$20 mil-lion (R252 million) are auctioned daily. In 2013, a 222 kg tuna was sold at Tsukiji for $173,600 (R2.2 million, or about R10,000 per kilogramme.)

Without a quota, South Africa has not so much as a tiny toehold in this fishery, re-gardless of the fact that the best bluefin tuna are caught in the Southern Ocean, just on its doorstep. The most frustrating thing for right-holders in the large pelagic fishery is that they have been lobbying government for eight years

to accede to the RFMOs. “We could be a member tomorrow,” says the ice-boat fisherman, “we could insist on a quota as a range state. We could stake our claim in this fishery.” Don Lucas argues very strongly that the development of the South African large pe-lagic fishery is dependent on South Africa becoming a member of the RFMOs: “I can guarantee you that if we have 800 tonnes (of southern bluefin quota), we will get the boats and the boats will reflag and become South African,” he says.

Catch 22 for tuna catchesThe main thrust of Lucas’ argument is that you can’t put the cart before the horse: you can’t develop a fishery until you have a quota. However, the flaw in this argument is that to secure a substantial quota from a RFMO (whether it is ICCAT, the IOTC or the CCSBT), you have to demonstrate catch

performance − the ability to utilise the quota. Unfortunately, the participation of for-eign-owned vessels in the South African fishery may not be

helping South Africa to build a performance record. This is because − regardless of the fact that the fishing right is in the hands of a South African − the catches made by a Jap-anese-owned vessel will accrue to Japan’s catch record, and not South Africa’s. Trevor Wilson, who is chairman of the South African Tuna Longline Association, has the difficult task of attempting to ac-

Unfortunately, the participation of foreign-owned vessels in the South African fishery may not be helping South Africa to build a performance record.

In 2013, a 222kg tuna sold at Tsukiji for

R2,2mil

>>Continued on p 14

Millions of rand and thousands of jobs

The spectre of the Fishing Rights Alloca-tion Process of 2016 (FRAP 2016) looms large over the fishing industry as gov-ernment prepares to allocate rights to a throng of fisheries that received 10-year rights in 2005. For now, these fisheries are operating on exemptions, but their rights will expire on 28 February 2016. The fisheries are hake inshore trawl; horse mackerel; large pelagics; Patago-nian toothfish; west coast rock lobster (offshore and nearshore); abalone; Kwa-Zulu-Natal sardine beach seine; netfish and seaweed. A public consultation process began in June following the publication by the Ministry of Agriculture, Forestry and Fish-eries of the draft sector-specific policies and the application form, as well as the proposed fees for the application and granting of rights. Although the fishing industry was rather circumspect about commenting on the policies, most fishing execs I spoke to ad-mitted a lack of confidence in the ability of the DAFF to manage an efficient and clean allocation process. To some extent, this lack of confidence is inspired by the complete failure of the FRAP 2013, but their scepticism is also heightened by the short period of time in which the allocations must take place. According to the DAFF’s schedule, appli-cations will be lodged between 9 Novem-ber and 4 December 2015 and the results of the process will be announced on 29 February 2016. “If I look at the quality of the application form and policy, and the timing, then I’m concerned,” said one company manager. “This process might not be as disastrous as FRAP 2013, but the stakes are much higher. You’re playing with millions and millions of rand of investments and thou-sands and thousands of jobs.”The owner of a small fishing company with rights in the large pelagic fishery, noted that the DAFF is being pushed by the Minister to complete the allocation process on time: “There’s no time to do a thorough FRAP but they’ve decided to forge ahead any-way,” he said, adding that the consulta-tion process seemed to be a box ticking exercise. “The department needs much more time to consider the comments and change policies. There simply isn’t sufficient time to do that.”In spite of their scepticism, all fishing ex-ecs said that they would take the time and make an effort to comment on the policies. Some said that this was a nec-essary step in the event that legal action followed the allocation of rights.

FISHY BUSINESS Shaheen Moolla discusses the fishing sector


In 2001, four-year long fishing rights were allocated in 20 of South Africa’s 22 commercial and small-scale fishing sec-

tors. Thereafter, long-term fishing rights of between eight and 15 years were allocated. In December 2013, the now infamous FRAP 2013 was completed with the allocation of seven-year long fishing rights in eight fish-ery sectors.

Statistical analyses of the 2001 and 2005 fishing rights allocation processes con-firmed without contradiction that of the more than 3,000 fishing rights allocated in 2001 and 2005, respectively, more than 60 percent were allocated either to black individuals (in the small-scale fisheries) or to legal entities where black persons con-trolled 50 percent +1 of the issued shares in the industrial and commercial sectors.

There is no data on the transformation profiles of those fisheries allocated fishing rights under FRAP 2013. But these are of course broad brushstroke statistics.

The numbersIn small-scale fisheries such as the

high-value lobster and abalone fisheries, black fishers from historical fishing com-munities were granted the lion-share of the fishing rights. In the lobster nearshore fishery, for example, of the more than 800 individual rights granted, 93 percent were allocated to black lobster fishers.

In less profitable small-scale fisheries such as hake handline and the “treknet” fishery, the alloca-tion of fishing rights to black fishers has proved substantially more difficult. This is understandable given the biological and economic con-straints facing these fisheries, making new entrant access to these sectors extremely challenging if not financially impossible.

In industrial scale fisheries such as hake deep-sea trawl, horse mackerel, Patago-nian toothfish and others, the transforma-tion successes achieved have come via two avenues.

Firstly, the development of clear fisheries policies, coupled with the management stabilisation of the fisheries regulator in the early 2000’s allowed larger, so-called pio-neer fishing companies such as Oceana, Ir-vin and Johnson, Sea Harvest and others to attract the necessary levels of black invest-ment to substantially alter their historical

“white-owned” company profiles that had defined these pioneer fishing companies.

The allocation of long-term fishing rights, coupled with policy and regulatory certain-ty, provided black investors with the securi-ty and confidence to invest in the substan-tial ordinary risks associated with capture fisheries.

A second, more careful intervention aimed at transforming these industrial fish-ery sectors, was undertaken by introducing limited numbers of new entrants to these respective sectors. These new entrants not only had to demonstrate the ability to fund fishing operations, but they had to demon-strate a professional ability to harvest, pro-cess and market the quotas allocated.

Paper quotas However, as the fracas and conflict that

followed the 2013 FRAP demonstrated, allocating fishing rights to persons princi-pally because of race or the imperative to “transform” a fishery sector is certainly not a solution.

If the strategy is to hand the applicant a paper fishing right and expect them to make a success of it; it is extremely unwise and damaging to economic stability, re-source health and of course food security.

The Fisheries Department initially at-tempted to justify its allocation of fishing rights to applicants who were from Johan-nesburg, others who were clearly unable

to differentiate be-tween a snoek and a hake and yet others who had no access to suitable (or any) fishing vessels, by stating that the al-location of these

fishing rights were in the name of “trans-formation”.

A balancing ActSection 2 of the Marine Living Resources

Act not only requires the “transformation” of the fishery sectors, but requires the Min-ister responsible for fisheries to carefully balance transformation with the various other listed objectives set forth in Sections 2(a) to (i).

These additional objectives include the need to, amongst others, ensure optimum utilisation of our fisheries; conserve our marine living resources for both present and future generations and to utilise our fisheries to achieve economic growth,

The upcoming 2015/2016 fishing rights allocation pro-cess will be the fourth rights

allocation process undertaken since 2001. And once again,

the issue of “transformation”, “black economic empower-

ment” or in the nomenclature of section 2(j) of the Marine

Living Resources Act, the need to “restructure the fishing

industry to address historical imbalances” remains a key

policy objective.

Transformation and the Fishing Industry: It surely must be more than just numbers?

Transformation of our fishery sectors needs to be holistic, sub-stantive and not about simply handing paper quotas to black applicants.

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15 “MORE A PARTNER THAN JUST A SUPPLIER”

FISHY BUSINESS Shaheen Moolla discusses the fishing sector


human resource development, capacity building within fisheries and employment creation.

In other words, transformation of our fishery sectors needs to be holistic, sub-stantive and not about simply handing pa-per quotas to black applicants.

Consider for example the adverse impacts of the FRAP 2013 allocations on three very different fishery sectors, namely the KZN prawn trawl, traditional line fish and de-mersal shark fisheries.

In the KZN prawn trawl fishery, none of the new entrant right holders have been able to land a kilogramme of prawns de-spite having been granted their rights some 20 months ago. Not only do these right holders not have fishing vessels suitable for trawling, but they clearly do not have the financial resources or expertise to un-dertake expensive bottom-sea trawling in a fishery that requires extremely savvy business skills to just break even – let alone make a profit.

So while the number of black right hold-ers has almost certainly been increased in this fishery, it certainly has not transformed the fishery. Landings are down. Paper quo-ta right holders have increased.

The economic value of the fishery has declined. Unemployment has increased as previous right holders have been excluded in favour of new entrants with no employ-ees and no ability to create jobs.

Livelihoods on the lineThe FRAP 2013 transformation narrative

of the line fishery saw the allocation of tra-ditional line fish rights to 100 new entrants, while denying more than 200 historical line fishers their fishing livelihoods.

This caused untold devastation not only to line fishers, but to poor coastal commu-nities who have long depended on local line fish boats and the langanas who provide a regular supply of affordable protein in the form of snoek, yellowtail and hottentot.

According to the South African Commer-cial Linefishers Association (SACLA), of the 100 new entrants that were granted fishing rights in December 2013, only five have gone to catch fish over the past 20 months.

SACLA has also advised of many other his-torical line fishers having abandoned their vessels and crew due to the chaos and un-certainty that has prevailed in the fishery between December 2013 and the present.

Traditional line fisher crew have certain-

ly borne the brunt of the failed FRAP 2013 allocations as boat owners who lost their fishing rights have walked away from the fishery in favour of pursuing alternative livelihoods.

It is estimated that between 150 and 200 historical line fishers have abandoned the fishery since January 2014. If one considers that an average line fish boat employs sev-en crew, the loss of 200 line fishers would mean that some 1400 crew are now unem-ployed.

The shark taleFinally, in the shark demersal fishery,

none of the six historical eight-year-long right holders were allocated their fishing rights. Demersal shark long lining requires extensive fishing expertise and know-how.

In addition to the technicalities and diffi-culties concerning the harvesting of sharks, the markets where the processed product is destined determine the manner in which sharks are processed.

In the immediate years preceding FRAP 2013, the demersal shark fishery was re-sponsible for landing some 300 tons of shark. Currently, the fishery is harvesting and landing less than 30 tons of sharks an-nually.

One can only imagine how many jobs have been sacrificed over the past 12 to 20 months. What value and confidence has been lost because of the inability to supply foreign markets that were carefully devel-oped over the years?

Desk-top fishing The commitment to transform our fish-

ery sectors must therefore surely be more than handing fishing quotas to lucky black applicants in a bid to simply ensure that the numbers are right. A fishing quota should not be a piece of paper kept in a desk draw and used to collect a monthly cheque, thus threatening a regular and price predictable supply of fish to local communities and for-eign markets.

The commitment to ensure substantive transformation of our fishing sectors must start by affirming those individuals and businesses with the skills and expertise to sustainably and responsibly harvest, val-ue-add and market their allocated quotas.

Paper quotas who fail to invest in any part of the fishery and who don’t contribute to the creation of jobs must be replaced by entrants who show such these capabilities.

Continued from p 11

commodate both business models within the fishery

association. He says that it is like-ly that a number of new entrants will gain access to the large pelagic fishery when rights are allocated in 2016.

Levelling the playing fieldThis is because many companies

and individuals who were allocat-ed rights in 2005 did not activate their permits and the policy stipu-lates that these rights will be re-al-located. None of the right-holders I spoke to are against new entrants, but they did say that the playing fields should be levelled.

For Wilson, this means that the JVs should be required to create employment opportunities for South Africans; that they should be required to process and ship their catch from a South African base; that all officers on the foreign ves-sels should be able to speak English; and that foreign vessels must be re-quired to carry observers.

All these requirements pertain to the local fleet and Wilson sees them as a way of ensuring that the JVs produce real benefits for South Africa.

The requirement for English speaking officers is a safety require-ment − local vessels have reported difficulty in communicating with foreign vessels because of their lack of sufficient English-speaking offi-cers. There are also problems with monitoring the activities of foreign vessels.

One of the strongest criticisms levelled against the JVs is that in 10 years they have not in any way shift-ed their dependency on first Kore-an and Philippines-owned vessels, and more recently Japanese-owned vessels.

The criticism is valid in light of the considerable investments made by the owners of ice-boats, but so is the absolute frustration of the JV operators who are waiting in the wings for government to accede to the CCSBT and the IOTC.

If Operation Phakisa achieves nothing else, surely it can persuade the DAFF of the urgent need to ad-dress this hiatus?

>>

100 Years of fisheries management CASTING THE NET BACK


In his writings, Gilchrist lists and consid-ers 14 possible reasons for “extensive diminution of the fish supply.” As we

saw in our last column, he includes in this list everything from the running of trains to the capture of immature fish, but one of Gilchrist’s most startling conclusions is that seabirds (and Cape cormorants in particu-lar) are detrimental to the fishing industry.

He writes:

Today’s attitudes towards seabirds couldn’t be more different. Both in South Africa and globally, ecosystem consider-ations have emerged as an important man-agement issue for fisheries.

Advocating the ecosystem approachBroadly, the ecosystem approach pro-

motes the management of entire ecosys-tems, not for short-term economic gain, but to derive optimal benefits from their goods and services, without damaging the ecosys-tem itself.

With the ecosystem approach to fisheries management (EAF), it is no longer sufficient to manage fish stocks with a view to ensur-ing the prosperity of the local fishing fleet −

as it was in Gilchrist’s day. Instead, the goal is to maintain a balanced ecosystem and protect rather than eradicate seabirds and other top predators that impact the catches of fishermen (and are themselves impacted by fishermen’s catches).

A paper written by Cury et al, published in the journal, Science, in 2011, ably illus-trates the shift in attitudes that have taken place in the past 100 years. Global Seabird Response to Forage Fish Depletion – One-Third for the Birds, identified a threshold in forage fish abundance necessary to secure the long-term survival of seabirds. (Forage fish are small coastal pelagic fish like sar-dines and anchovy and small crustaceans like krill.)

The paper’s 14 authors collated data from seven ecosystems and 14 bird species in the Atlantic, Pacific and Southern Oceans and found that the threshold was close to one third of the maximum prey biomass ob-served in long-term studies.

Cleverly, they capture this concept in the title of their paper “one-third for the birds”. The authors note that periods of consistent-ly high or low breeding success, or occasion-al complete breeding failures, are normal in seabirds, but chronic food scarcity compro-mises long-term breeding success and may affect population trends.

Consequently, they suggest that “one-third for the birds” may be applied as a guiding principle by fisheries managers who embrace EAF. The application of this guide-line may help to ensure sustainable preda-tor prey interactions and marine food webs for the benefit of both natural predators and humans.

Population trends for both Gilchrist’s “Dui-kers” (the Cape cormorant) and the African penguin were included in the Science study.

A population in “freefall”In South Africa, the population of Cape

Seabirds and penguins – friends or foes to the fisherman?

“The destruction of fish by sea birds must be enormous. Malagas, Duikers and Penguins live on fish and, on the West coast of South Africa, where these birds breed without disturbance on the small islands off the coast, they occur in large numbers. They are protected from their enemies by being able to resort in the breeding season to these barren islands, on which no natural enemies, such as jackals or other carnivora of the mainland, can exist. They are now further pro-tected by legislation, as they are most valuable guano producers. The chief offender amongst these birds is the “Cormorant,” called the “Duiker” in South Africa. It is a well-known enemy of fish everywhere and, in some countries, rewards are offered for the destruction of these pests of the fishermen.”

In this, the fourth article in the series, we look again at a chapter by Gilchrist which is included in Marine Biological Report No 2 for the year ending 30th June, 1914. The chapter is titled “An enquiry into fluctua-tions in fish supply on the South African coast.”

Dave Japp and Claire Attwood collaborate to compare ideas

and understanding of fisheries management from

100 years ago with contempo-rary knowledge. The series of

articles is based on an almost complete set of Marine Biological Reports dating back

to 1904 authored by South Africa’s first marine biologist, John Gilchrist and others, and

purchased by Japp at an auction recently.

With the ecosystem approach to fish-eries management (EAF), it is no lon-ger sufficient to manage fish stocks with a view to ensuring the prosperity of the local fishing fleet − as it was in Gilchrist’s day.

CASTING THE NET BACK 100 Years of fisheries management


cormorants has decreased by 64 percent over 40 years, from 103,937 breeding pairs in 1978 to 37,408 breeding pairs in 2011. And, although data is less available for Namibian populations, the trend is also downward: a decline of 59.6 percent over 27 years, from 143,161 pairs in 1978/9, to 57,343 pairs in 2005/6.

The trend for African penguins is even more disturbing. According to a paper pub-lished very recently in Biology Letters, the African penguin population “is in freefall, with adult survival rates over the last de-cade desperately low”. Accordingly, “the long term prospect for the species remains gloomy”. (Sherley, R.B.; Winker, H.; Altwe-gg, R.; van der Lingen, C.D.; Votier, S.C. & Crawford, R.J.M. 2015 Bottom-up effects of a no-take zone on endangered penguin de-mographics. Biol. Lett. 11: 20150237)

When Gilchrist penned an enquiry into fluctuations in fish supply on the South African coast, the population of African penguins had already begun the precipi-tous decline that would see it shrink to one tenth of its original size in 100 years.

Interestingly, one of the early causes of the decline in African penguin numbers was the harvesting of guano, a practice that robbed penguins of the opportunity to nest in burrows, leaving their nests exposed to weather and predators. It is fascinating to consider Gilchrist’s views of the industry:

Fortunately, the fishing industry of today is considerably more tolerant of seabirds and is actively working with the science and conservation communities to try to stem, or even reverse, the decline in Afri-can penguin populations.

Hungry penguins don’t breed Although there is a very long list of threats

facing penguins – oil pollution, disturbance by tourists, predation by seals and storm damage – the most serious threat is food shortages.

The survival and breeding success of Af-rican penguins is tied to the availability of sardines and anchovy within 20 to 30km of breeding sites and the eastward shift in sardine and anchovy populations that took place between 1996 and 2007 had a devas-tating impact on penguin survival.

It seems that, while the fishing industry was scrambling to transport its sardine catch from Mossel Bay to fish factories in Cape Town and the West Coast for process-ing, penguins were going hungry. And hun-gry penguins don’t breed.

In an effort to address the concern that fishing around penguin breeding islands is a major contributor to declining penguin populations, an “Island Closure Feasibility Study” was initiated in 2008.

The study focused on the west coast is-lands of Dassen and Robben; and the east coast islands of St Croix and Bird. All four are breeding sites for African penguins. Over a period of six years, a fishing exclu-sion zone of 20km was instituted around these islands, with one island in each pair being alternately open or closed to fishing. In other words, if Dassen was closed to purse seiners, Robben Island stayed open.

The thinking was that by keeping one is-land open, it would be possible to compare penguin survival rates on each island and draw a conclusion about the efficacy of closed fishing areas.

Early results published in 2010 showed that breeding African penguins decreased their foraging effort by 25 to 30 percent and their daily energy expenditure by ap-proximately 43 percent when they began foraging inside the area closed to fishing.

The authors concluded that stopping the local harvest of small pelagic fisheries may benefit penguins which responded very rapidly to the closure of the fishing grounds. However, these results and others like them have been interrogated in the sci-entific literature and, to date, the outcome of the six-year Feasibility Study is inconclu-sive.

So much so that, to quote one fisheries scientist, there is “a good old academic bun fight” underway, as scientists disagree over the impact that fishing may have on pen-guins and whether the island closures are actually helping them.

At the risk of oversimplifying the issues at play, the crux of the matter is that the clo-sures have improved the breeding success of penguins, but not the survival of adult penguins. And it is the poor rate of survival of adult penguins that is leading to the spe-cies’ decline.

The Island Closure Feasibility Study is now a fully-fledged experiment and will contin-ue to run for at least another three years. In contrast to John Gilchrist, who considered seabirds to be “the enemy of fishermen everywhere”, the small pelagic fishery of today is to be congratulated for its willing-ness to actively participate in this initiative which might have a role to play in the sur-vival of the African penguin.

Dave Japp is a fisheries scientist who con-sults broadly on fisheries matters relating to science and management. He has an intimate knowledge of most fisheries in southern Africa and, prior to 1997, worked for the Department of Agriculture, Forestry and Fisheries.Claire Attwood is a writer with a special in-terest in fisheries. She is a regular columnist for Maritime Review Africa.

Unfortunately, in South Africa, it (the Cape Cormorant) is the best producer of guano and thus arises the conflict between the interests of the fishermen and the farmers, who obtain from Government this valuable fertiliser at a rate less than the open market value.

These birds are rigorously protect-ed by law, landing on the islands being prohibited, especially during the breeding season. The fishermen seem to have, therefore good cause for their complaints, as this pro-tection of the chief enemies of fish will naturally be detrimental to the fishing industry.”

Decrease in the population of the Cape cormorants over 40 years.

64%

Bunker industry review FEATURE


Bunker industry decline results in billion rand losses to South African economy

A massive decline in bunker-only calls in Durban since 2009/2010 means that only two calls of this nature

were being recorded on average a day in 2013/2014. “We have about 500 less call-ers (a year) than we did five years ago,” says Professor Trevor Jones who undertook the study. And, according to the numbers gen-erated during the research, this represents a loss to the Port of Durban of R2 billion annually.“While they (bunker-only calls) are here

they inject expenditure into the local economy and they have a number of link-ages with port related industries,” says Jones explaining the significance of bunker-only calls to the economy.

Referring to the heyday for the industry represented by the closure of the Suez Canal and beyond, Jones highlighted the rich history of bunkering at South African ports at a recent IBIA Southern Africa lunch presentation.

While the canal closure represented a huge maritime windfall for the country, the significance of Durban and Cape Town as bunker suppliers did not diminish completely after its reopening, he says.

Jones explains that this is due to the full array of services offered in the ports; the presence of local oil refineries as well as the continued shipping activity that occurs around the coast.

He further emphasises that in 2014 and early 2015, Durban remained one of the

cheaper bunker centres in the world. And while South Africa is still supplying those vessels that arrive to work cargo, the adverse decline in bunker-only calls is signf-icant and detrimental to the economy.

“As such there is nothing wrong with our bunker supplies, but we cannot exploit them,” said the professor relating anecdot-ally a comment by one of the major ship-ping lines who explained, that by bunkering in Durban, their vessels would be too heavy to enter their destination port in Brazil.

Multiplier effect of bunker callsAccording to Jones, the multiplier effects

of bunker-only calls should not be underes-timated. “While bunkering in port, they are also purchasing stores, thrusting revenue into TNPA and many other multiplier effects,” he told IBIA members.

Jones explains that the purpose of the recent study was to research the total spend associated with these callers. After analysing the spending profiles of hundreds of ships calling in Durban in 2013 and 2014, they found the bottom line to be

fairly significant. Jones reports that a single bunker call can generate about R4.5 million in spending with a large spread of benefi-ciaries.

While the bulk of this spend is related to the actual bunker purchase, other bene-ficiaries include tug charges, ship chan-dlers, port fees and ships’ agents. During the period under review bunker-only calls generated some R120 million alone into TNPA coffers.

“I think there is an argument to be made here by the industry that it is a significant source of revenue for the port. These are not ships that are coming here anyway. These are bunker-only callers,” emphasises Jones.

Although reticent to put a definitive number to the potential economic multi-pliers into the community generated by this sector, the professor, commented that it was likely in the region of 1,5.

Defining the declineThe study also aimed to try to define

the decline in bunker-related activity and Jones highlighted a number of contributing factors including port developments, the oil industry as well as changes within the sea transport industry.

Larger, more fuel efficient vessels and the increased practice of slow-steaming all contribute to the diminished bunker requirements and are not factors that can be influenced by the local bunker industry.

But Jones emphasises the need to reduce costly operations in the port and to inves-tigate the opportunities that dedicated bunker berths could create. He also indi-cated the very real need to give bunker-only calls more berthing priority in the port of Durban.

“Durban has a very clear cut order,” he said explaining that continer ships, car carriers and product tankers receive preference in that order. He reports, however, that having tracked some 360 vessels during an eight month period in 2014, waiting times for vessels wanting to berth was not exces-sive. Some degree of efficiency is, however, lost in departure.

More detrimental to the port’s reputa-tion as a bunker supplier seems to be the

Durban could be losing up to R2 billion a year due to the sharp de-cline in bunker-only calls experienced over the last two decades says a report commissioned by the eThekweni Maritime Cluster re-leased earlier this year.

Professor Jones and members of IBIA who attended his presentation on the Durban bunker industry.

Loss to the Port of Durban due to the decline in bunker-only calls.

R2 bn

FEATURE Bunker industry review



Operating in the competitive bunker barge market since 1996, Smit

Amandla Marine is meeting the chal-lenges of delivering an efficient, safe and environmentally responsible service to the shipping industry in Richards Bay and Durban where attention to time-crit-ical delivery is achieved through careful scheduling and, most importantly, constant communication.

With two bunker barges in Durban and a third in Richards Bay that function on a 24/7/365 basis, the need for intelligent planning that schedules vessel main-tenance, crew rosters and safety drills while maintaining a full service requires a dedicated shoreside team that comple-ments the performance of the crew.

It’s a logistical labyrinth, but it helps that Business Unit Manager, Gerad Singh hails from a ship operating background. “I know how important it is to turn around a container ship quickly so I make sure that my clients are not delayed by unforeseen circumstances. Planning is crucial and scheduling is vital,” he says adding that they are constantly checking berthing plans, monitoring weather conditions and communicating with the port.

Communicating for efficiencySingh, who joined the company as a

scheduler in 2007 before being promoted to Business Unit Manager the following year, stresses the importance of commu-nication across the entire ambit of Smit’s bunker barge delivery service. Effective communication with the port authority; with the ship-owner or agent, as well as between the bunker barge crew and visiting vessel crew all add up to a successful delivery.

Discussing sched-uling with the client and port allows the team to seek inci-dences where flexibility of delivery can be accommodated. “We aim to under-stand the client’s requirements and will prioritise accordingly,” says Singh explaining that scheduling is not under-taken according to the size of the order. “No delivery is too small or too big – it’s not size that counts when meeting our

clients’ needs.”

Communication also becomes an issue at the site of delivery. Although English is taken to be the universally accepted language within the shipping commu-nity, Singh admits that there are still incidences where only the Master of a receiving vessel is truly adept.

“Language barriers between the client’s vessel and ourselves can pose some challenges,” he says adding that these have been mitigated through detailed checklists and the establishment of a set of hand signals that allow them to manage crucial communication between the crews. Hand signals for “stop”, “decrease” and “increase”, for example, ensure that the barge crew can respond quickly and avoid incidents.

Communicating for safetyWorking with hazardous cargo under

time pressures on a continuous schedule poses a number of safety challenges, which are managed effectively by the Master and Crew onboard with the support of the SHEQ department in Durban and Cape Town. Based at the Durban office, Vernon Pillay reports an impressive safety record with no LTI (lost time through injury) since 2008.

He sees the strategy to communicate between barges and crews as an effec-tive tool for improved safety in oper-ations. Lessons learnt from incidents, near misses and challenges along with initiatives and interventions imple-mented by one barge are communicated within the company structure for contin-

uous improvement. “Simply because an incident may have only occurred in Durban, does not mean there is no chance of it repeating itself in another part of the business,” he says.

“We are confronted by different cultures and mindsets. We ensure that our oper-ational checklist is signed and that all measures are in place before starting any fuel transfer,” Pillay says adding that this ensures that the safety of people, assets and the environment are never compro-mised.

availability of certain bunker stems. Jones reports that there are instances of a vessel ordering a particular stem and not having it available on arrival in the port.

“Ship owners have extremely long memo-ries. It is very difficult to rehabilitate the marketing image of the port to a group of people who have had bad experiences,” he says.

Stemming the tideThe findings of the report suggests that

this is a result of lack of storage capacity. Jones adds that, coupled to an unstable marine demand, capacity is often reached and export markets sought.

“We need to increase the capacity to increase the reputation of the Port of Durban as a reliable bunker source,” he said adding that the voice of the industry needs to be heard in this regard.

Further recommendations emanating from the report relate to more effective berth planning that gives cognisance to the potential of all marginalised port activities. “With just a little thought when looking at the berth planning process I think you can solve some of these problems,” he said highlighting the implications of plans to create two more deep water container berths in the port, which will remove three of the current most frequently used bunker berths.

Jones also suggested the need to recon-sider tug charges in the port and look towards creating a system that acknowl-egded services requiring less time.

“It would be my proposal to build in a more nuanced time charge into tug services,” he said suggesting too that the current passenger terminal, which has a seasonal demand, would make a very “interesting set of bunker berths” situated very close to the port entrance.

“I think that this is a strategic sector and is increasingly being seen as such in a number of different forums, but the industry needs to use its bargaining position to drive home the important potential of the bunker suppliers. Because if we do not do this, the ports will be poorer for it,” he concluded.

“I think there is an argument to be made here by the industry that it is a significant source of revenue for the port. These are not ships that are coming here anyway. These are bunker-only callers,” emphasises Jones.

>>Continued on p 22

COVER STORY

“New trainees are given a thorough safety induction and a comprehensive training program to provide an under-standing of our commitment to safety and to provide a firm grounding for new employees.”

SMIT Amandla Marine (Pty) Ltd31 Carlisle Street, Paarden Eiland 7405Tel: +27 (0)21 507 5777Email: [email protected] Level 3, Value Adding Contributor to B-BBEE

www.smitamandlamarine.co.za

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Positioning the bunker industry in Africa

Tahra Sergeant took up the position of full time Regional Manager of the International Bunker Industry Asso-

ciation (IBIA) Africa branch in April 2014 with the aim of increasing the association’s reach and building the brand within South Africa and Africa. The Africa branch was established in 2002 as a purely voluntary association, but the decision to create a permanent position is helping propel the association forward on the continent. We caught up with Sergeant to gain some

perspective of what the aims for the Asso-ciation are and how she is pursuing these goals. With a background in the advertising and PR industry, she admits that the last year and a bit has been a steep learning curve, but says that she brings fresh eyes to the sector and position.

Your background is significantly removed from the maritime industry and the world of bunkers. How have you fitted into your current seat and how does your background position you in this role? Having spent 15 years in the marketing

and advertising industry working across many different brands and the various aspects of the marketing industry, I bring fresh eyes, the skill and tenacious ability to open doors and elevate the brand of IBIA Africa, not only in visibility but offering.

Joining IBIA Africa over a year ago has been a fast learning track. The transition into the position of Regional Manager, Africa has been challenging and exciting. Like many industries that one is new to, I am exposed to daily learning at an exponential rate. We do work as closely as possible with our Secretariat and Singapore branch, drawing on the extensive expertise of a global team. At this point, I do need to extend thanks to the support of our CE Peter Hall, the team in London and our local Exco, who’s guid-ance and mentorship have been a great support.

What are your main roles and functions within the organisation currently?My role includes events, marketing, media

and being the customer focal point. I also support the Exco as effectively as possible, and work closely with the Secretariat, remaining abreast of international trends and updates.

How do you see IBIA Africa in the con-text of the international organisation?IBIA is the voice of the suppliers and end

users of marine fuel. The Africa branch is largely focused on training and devel-oping international standards of prac-

tice within Africa. This is achieved via our Basic Bunkering Course, which we give on an annual basis as well as the hosting of Regional Forums. We are currently organ-ising a Forum in Port Louis, Mauritius in October 2015, and in Cape Town, South Africa in 2016.

Who should be members of IBIA?Our membership reflects all facets of

the supply chain. Conceived in 1992, it has expanded steadily with a worldwide membership comprising shipowners, char-terers, bunker suppliers, traders, brokers, barging companies, storage companies, surveyors, port authorities, credit reporting companies, lawyers, P&I clubs, equipment manufacturers, shipping journalists and marine consultants.

Today membership stands at over 680 members from 66 countries. Our Africa branch contributes to 50 plus members and is a healthy 10 percent of our global membership. We have initiatives to grow this membership base and are actively engaging the various Africa regions in order to do so.

What can and is IBIA doing regionally to promote and develop the industry?We run training courses and promote

Regional Forums within Africa. We also have a presence at many industry events both locally and internationally. We promote Africa globally via our Interna-tional Annual Convention – the next one of which is to be held in the Americas in November this year.

What issues is IBIA currently dealing with on a regional and international level from an advocacy perspective?On an international level, we are engaged

with International Maritime Organisation (IMO) looking at bunker quality across a range of topics. At MEPC 68 the Committee agreed to re-establish the fuel oil quality issue. Key aspects are to develop draft guidance on best practice for assuring the quality of fuel oil delivered for use on board ships and examine the adequacy of the current legal framework in MARPOL Annex VI for assuring the quality of fuel oil for use on board ships.

IBIA is also engaged with the Industry in carrying out an assessment of fuel avail-ability prior to a decision to be taken by IMO relating to the implementation of the Sulphur cap for 2020. IBIA continues working with Shipping Associations (such as ICS/Intertanko/Insurers) across a range of matters such as bunker hose standards, BDN information and we support each other’s initiatives to inform and support

understanding with fuel quality, fuel switching and related issues.

There is a monthly basic bunker course delivered at our Singapore office. Over the last few months we have delivered courses in Africa, South America, and the UK.

The Association continues to make prog-ress with standards development in ports and a recent invitation has been received from the Mauritius government and development agency for IBIA to deliver both training and thought leadership in supporting bunker development in the region. This Forum will be held in Mauritius from 12 to 15 October 2015.

How would you describe the career opportunities within the bunker industry to the youth of today?The opportunities are various and vast as

the industry covers all aspects of marine fuel from the well head to the engine. There are opportunities for brokers, traders, designers, engineers, marine archi-tects, ship builders and maritime lawyers, to name a few. One has to remember that this industry is both land and sea based, so the opportunities for the youth are not limited to those directly relating to bunker fuel.

IBIA provides: � Technical support � Training and Education � Regional forums � Networking � Annual Convention � Annual Dinner � Social events � Website – website access to worldwide

membership � Discounts on courses and publications

Please visit the IBIA website for more information on our Regional Forums, Convention and Training. www.ibia.net

Tahra Sergeant took up the position of Regional Manager of the International Bunker Industry Association (IBIA) Africa branch in April 2014

Grindrod_MaritimeReview_297x210.indd 1 2015/08/07 4:58 PM



Mitigating against Loss of Product Containment (LOPC) is key to this philosophy and a clear undertaking to ensure that technical equipment and hoses are maintained. Planned and unplanned maintenance is commu-nicated and these are continuously managed through proper handover between shifts and by the technical management team ashore.

Singh highlights, however, that while they can ensure the upkeep of their own equipment, there have been occasions where a visiting vessel has presented unsafe access or manifolds. “We have refused to bunker a few vessels in the last three years,” he says adding that these vessels are directed to undertake repairs and that the status of their equipment is commu-nicated as a pre-emptive warning to reduce risks in the port.

Pillay stresses the impact that loss of product containment could have within the confines of a port where any spillage can affect the environ-ment as well as the schedule of other vessels impacting the operation of the Port of Durban.

Communicating within the companyWorking in an inherently dangerous

environment with hazardous substances, Pillay acknowledges that, while they cannot remove all the dangers involved in the operations, they can mitigate them in order to operate safely. “We aim to get it right the first time,” he says adding that an emergency drill matrix that is regu-lated by international Maritime Law reminds the crew of how to handle emergencies.

“Creating a safety mindset on the bunker barge is key,” says Pillay. “New trainees are given a thorough safety induction and a comprehensive training program to provide an under-standing of our commitment to safety and to provide a firm grounding for new employees.”

Singh adds that a program of road shows and forums has helped keep communication between crew and management open and convey the message that team collaboration is important in order to achieve a safe work culture.

>> From p 18

Gas and low-flashpoint fuels code adopted by IMO

The new mandatory code for ships fuelled by gases or other low-flash-

point fuels was adopted by IMO's Maritime Safety Committee (MSC) when it met at the beginning of June. The IGF Code, which will become mandatory under amendments to SOLAS, aims to minimise the risk to the ship, its crew and the environment, having regard to the nature of the fuels involved.

The MSC adopted the International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF Code), along with amendments to make the Code mandatory under the International Convention for the Safety of Life at Sea (SOLAS).

The use of gas as fuel, particularly liquefied natural gas (LNG), has increased in recent years due to lower sulphur and particulate emissions than fuel oil or marine diesel oil. But gas and other low-flashpoint fuels pose their own set of safety challenges, which need to be properly managed. The IGF Code aims to minimise the risk to the ship, its crew and the environment.

The IGF Code contains mandatory provi-

sions for the arrangement, installation, control and monitoring of machinery, equipment and systems using low-flash-point fuels, focusing initially on LNG.

The Code addresses all areas that need special consideration for the usage of low-flashpoint fuels, taking a goal-based approach, with goals and functional requirements specified for each section forming the basis for the design, construc-tion and operation of ships using this type of fuel.

The MSC also adopted related amend-ments to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), and STCW Code, to include new mandatory minimum requirements for the training and qualifications of masters, officers, ratings and other personnel on ships subject to the IGF Code.

The amendments have an entry into force date of 1 January 2017, in line with the SOLAS amendments related to the IGF Code.

Court of Appeal gives vessel owners a further chance on appeal

The first test case in London arbitra-tion resulted in a successful outcome

for OW Bunkers/ING and the award was upheld by the High Court. Vessel owners are now taking the case to the Appeal Court.

The case involved the direct supply by an OW Bunkers subsidiary to the vessel owners just before the OW bankruptcy was announced. No payment was made by owners pending clarification of the party rightfully entitled to be paid for the bunker supply. OW Bunkers did not pay the phys-ical supplier.

The case was first arbitrated and the tribunal found in favour of OW Bunkers/ING. Owners appealed the award and on 14 July 2015 the English High Court largely upheld the tribunal’s findings, but on 15 July 2015 granted leave to owners to continue their fight. The issue may impact all suppliers of consumables provided upon credit terms.

The judge dismissed owners’ argument that OW Bunkers/ING were not entitled to payment under the bunker supply contract because they had failed to transfer title of

the bunkers to owners. The judge found that the effect of the standard terms and conditions of OW Bunkers together with market practice and expectation, resulted in the contract falling outside the scope of the Sale of Goods Act. Therefore, the court held that payment was due to OW Bunkers/ING.

Under the contract, OW Bunkers’ subsid-iary (in this case Malta) had agreed to arrange for delivery of the bunkers to the owners’ vessel and to ensure that the true owner of the bunkers (the physical supplier) consented to the consumption of bunkers during the period of credit. Therefore, under English law the physical supplier could not have a claim against the owners in conversion, nor were owners contractually obliged to make payment to the physical supplier. Once the credit period had expired, the debt was owed by the vessel owners to OW Bunkers/ING.

Other physical suppliers interested in the outcome may seek to intervene in the Appeal Court proceedings to ensure their arguments are heard.

Source: Gard Update


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Addressing concerns over the use of low-sulphur fuel

Addressing the demand for low-sulphur fuels and the move towards cleaner fuels in the drive to reduce carbon emis-

sions, Stuart Edmonston, Loss Prevention Director, UK P&I Club has highlighted some of the issues facing the industry who now face significant fines for non-compliance.

“Shipowners need to be aware of the differing rules and costs across jurisdictions as they face significant fines for non-compli-ance. Hong Kong and Australia are the latest to introduce their own bespoke requirements. Low sulphur fuel (0.1 prcent or less) will be mandatory for all cruise ships berthing in Sydney Harbour after 1 October 2015 and, in all New South Wales (NSW) ports after 1 July 2016. Owners can be fined up to $44,000 and the Master up to $22,000,” he says.

“In Hong Kong, all ocean-going vessels (above 500 GT) are required to switch to low-sulphur fuel (or LNG/or similar approved fuels) during the periods the ship is at a berth, excluding the first and last hour of the berthing period. The sulphur content of the fuel may not exceed 0.5 percent,” he cautions.

According to Edmonston, criminal sanctions can be imposed against owners, bareboat charterers, ship managers and the Master.

“Industry concerns include technical issues such as low viscosity, lack of lubricity, and low density of the new fuels. Other issues are the higher costs of these fuels, as well as difficulties in obtaining them in some parts of the world. To avoid such problems, ship-owners should consult their engine and boiler manufacturers for advice on operating with low-sulphur fuels and the need for equipment and system modifications,” he says.

European regulation on emissions enters into force

A European regulation came into force at the beginning of July governing the monitoring, reporting and verification (MRV)

of CO2 emissions from maritime transport.

The regulation was made on 29 April this year and the quick entry into force is “to ensure that the member states and rele-vant stakeholders have sufficient time to take the necessary measures for the effective application of this regulation before the first reporting period starting on 1 January 2018,” the regula-tion’s explanatory memorandum says.

From that date, operators of ships exceeding 5,000gt will be required to monitor and report their carbon emissions on all voyages to, from and between EU ports.

MRV Regulation 2015/757, as it is known, requires a valid docu-ment of compliance, issued by an independent verifier, to be carried on board vessels that have performed activities covered by the regulation during the previous year when visiting EU ports. This can be subject to inspection.

The regulation does not specify penalties, instead requiring member states to “set up a system of penalties for failure to comply with the monitoring and reporting obligations.” These must be “effective, proportionate and dissuasive.”

Further regulations to curb greenhouse gas emissions from ship-ping are expected to follow in the future. The preamble to this latest regulation describes it as “a first step of a staged approach for the inclusion of maritime transport emissions in the [Euro-pean] Union’s greenhouse gas reduction commitment.”

FEATURE Fish finding equipment


PRODUCT NEWS: Scanning sonar for reliable and consistent detection of fish

The FSV series of Furuno Scanning Sonar has a successful history among commercial fishermen, and the FSV-35 car-

ries on that tradition. The FSV series provides reliable and con-sistent detection of fish and seabed conditions with enhanced signal processing technology.

�� Sphere transducer provides 90 degrees vertical detection

�� Menu-driven operation

�� Vivid 32-color echo strength dependent display for im-proved recognition of bottom, fish school concentration, distribution and volume

�� Dual Display mode

�� Schools of fish can be searched from horizontal (range di-rection), vertical (depth direction) with vertical features

�� Pitching and rolling compensation for stable picture always

�� User programs for one-touch setup of equipment

�� Function keys for direct access to desired menu item

�� Fish histogram shows signal strength distribution of echo within estimate mark

�� Fish estimate feature to compare the volume of two schools of fish

For more information please contact Radio Holland.

PRODUCT NEWS: Long range Fish finding sonar

The Simrad SU90 is a long range, low frequency fish finding sonar. Designed with high performance in mind, the Simrad

SU90 is an ideal choice for the commercial arena.

Key features:

�� 360 degrees omnidirectional

�� 90 degrees vertical tip

�� Operational frequency adjustable from 20 to 30 kHz

�� Narrow beams (opening angle 4,9 degrees at 30 kHz)

�� Increased source level (3 dB higher than SX90)

�� Hyperbolic FM transmissions ("Chirp")

�� Large dynamic range

�� High definition

�� Stabilized beams

�� Dual beam operation

�� Easy operation

�� Store and recall sonar data

�� Define and save your own user settings

�� Clear and easily comprehensive sonar data

The narrow beams provided by the SU90 sonar provide several advantages. They will increase the sonar's range and resolution, and offer a vertical view with additional details and a clearer picture. The narrow beams will also decrease the noise level.

This SU90 screen capture shows you a typical catch situation. The presentation provides you with a lot of information.

�� A Current range, transducer tilt and gain

�� Sonar presentation

�� Cursor's position, bearing (relative to the vessel), range and depth

�� Purse seine and target information (depth and estimated school size), including information from catch monitoring depth sensors

�� Menu system

�� Vertical view

Sonar development boosts fishing efficiency

The last decade has produced a number of technological advancements in the

sonar market and Furuno now offer Dual Frequency Processing to incorporate both low and high frequency in one soundome.

According to local Furuno representative, Radio Holland, this provides the user with a search and highly detailed near as well as around the vessel sonar picture.

Significant developments in Furuno’s echo sounders include the advent of the Furuno Free Synthesiser (FFS) which allows the use of user-selectable operating frequencies (15/28/38/50/88/107/200 kHz) by auto-matically adapting to any transducer fre-quency, with output power range of 1 to 5kW .

Other developments include networking

capabilities that allow the user to interface their echo-sounder with other equipment on the vessel including the plotter, broad-band transducers, smartphones and tab-lets.

Advanced features include:

�� RezBoost: a feature that uses Furuno’s advanced digital signal processing to provide exceptional resolution without the need to replace the transducer.

�� Accu-Fish: an algorithm that analyses echo returns to compute individual fish size and display it on the screen.

�� TruEcho CHIRP: advancements in the delivery of signal clarity and target definition.

�� BDS: Bottom Discrimination Sounder is helpful in spotting rich fishing grounds

and improving catches.

�� FDF: Furuno Digital Filter eliminates noise while delivering the ability to spot individual fish with clarity, accura-cy and detail.

Investment in the South African fishing industry Current investment by the fishing industry

is aimed at saving costs and the ability of advanced fish finding equipment to offer a cost saving in terms of fuel saved results in a higher profit margin.

“A customer recently told us that he is now saving more than a ton of fuel per day since we installed a Furuno FSV-35 long-range sonar on board his vessel. To date Radio Holland has installed 154 Furuno sonars on board South African commercial fishing vessels,” they say.

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FEATURE Fish finding equipment


The information provided by the CAT-SAT subscription is aimed at helping fishing companies scientifically tar-

get fishing grounds based on satellite in-formation that tracks ocean currents (sub and surface), plankton concentration, sea surface temperature, sub-surface tempera-ture, ocean currents, salinity, thermocline and weather forecasts.

The system relies on a worldwide satel-lite service to help track these factors and provides downloadable data of the appro-priate fishing area to its subscribers that as-sists them effectively plan where and when to head to sea.

According to Uwe Niske of MNS, this in-formation helps fishing companies to save money through reduction in fuel usage and even crew time savings; increases security during operations and acts as a valuable guide for fishing operations and strategy.

He adds that, the return on investment is realised when vessels operate more ef-ficiently through effective identification of potentially higher yield target areas and re-duced time at sea.

“Fishing operations traditionally rely on historical data of where the good fishing grounds should be, but the CATSAT system allows companies and skippers to track and target potential fishing grounds based on real-time, accurate oceanographic data,” he says.

It is the accuracy of this information, which is of critical importance. CLS CATSAT own and operate these satellites and the

“near real-time” information is made avail-able to the CATSAT user is very high detail.

Niske explains that the tracking of plank-ton concentration is of particular relevance to the industry. The CATSAT provides de-tailed maps of chlorophyll-a concentration, indicating plankton concentration. Plank-ton is the food of small pelagic species preyed on by big pelagic species and it is, therefore, vital information for predicting fish presence.

MNS offers a basic subscription package to CATSAT, which can be additionally cus-tomised to the customer’s requirements and budget. A vessel aiming to benefit from the system needs to have a computer on board and access to data downloads while at sea.

“The information is sent via a compact file that can be opened and visually dis-played onboard,” explains Niske who adds that this data allows the skipper to make educated decisions about which fishing

grounds to target. With only a few months of exposure in

the local market, the CATSAT system is al-ready a conversation piece with clients and Niske sees a bigger appetite for tech-nology such as this developing as running costs continue to rise and the skippers face tough conditions at sea.

In addition to the benefits that the sys-tem can offer fishing companies and fleets, Niske points out the potential that CATSAT holds for those tasked with fisheries man-agement.

He adds that, while the system is not marketed to replace existing technology onboard vessels such as sonar’s for finding fish, the CATSAT is a tool that could prove invaluable for more efficient fishing and long term productivity of a fishing fleet or vessel. Contact Marine Navigation Systems for

more information on this system.

Worldwide service to track fishing groundsHaving taken on the CLS CATSAT agency in recent months, Marine Navigation Systems (MNS) are already signing up South African and other African subscribers to the system that aims to take the guess work out of targeting fishing grounds.

Takeover agreement

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1. Measuring perceptions of maritime reporting

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4. What are your views on Operation Phakisa?

Industry updates MARITIME NEWS


Custom designed for offshore versatility

Featuring significant upgrades to meet the vessel owner’s requirements,

Nautic Africa, a Paramount Group company, launched two new bespoke 35m Sentinel vessels in Table Bay Harbour at the end of July. The vessels were custom designed and manufactured for a Nigerian logistics provider.

Nautic’s latest builds, Augustina II and Princess Ebikenie, are capable of top speeds of 29 knots, and can reach 26 knots when fully fuelled – even with the weight of additional ballistic paneling throughout the deck level.

The aluminum-hulled 108-tonne vessels have been designed with versatility in mind and feature a number of significant improvements to Nautic’s standard Senti-nel model.

Both vessels are capable of staying at sea with a full crew and security team comple-ment of 16 to 18 people for four weeks at a time without refueling when conducting a security patrol or escort function.

This capability is facilitated by the four main fuel tanks and day tank with a combined capacity of 56,000 litres. In addition, a large walk-in fridge and freezer provide capacity to produce 3,000 litres of water a day using the onboard desalination plant.

Enhancements for PLC alarm monitoring and tank level sensing are accomplished throughout the vessel via colour Human Machine Interface (HMI) touch screens.

Six CCTV cameras feed directly to the Captain and Chief Engineer’s cabins as well to the bridge. This, coupled with the inter-com system, gives the crew the ability to communicate well in any emergency. The Captain is also able to view the chart plot-

ter display in his cabin.

Built for versatilityA fire-fighting pump further increases the

versatility of the platforms. Coupled to the forward side of the centre engine via a main crank shaft PTO (power take off), the pumps are able to deliver 1200 m^3/hour of seawater on to a vessel, shore or rig fire. Capable of propelling a jet of seawater 120 metres and 45 metres high, the vessel is able to combat fires at a safe distance.

The Augustina II, the OPV version of the Sentinel, is fitted with one of Nautic’s Guardian craft. This fast interception craft can be launched in under 90 seconds from the aft deck in emergency or threat situ-ations. The inclusion of the high speed guardian interceptor provides state of the art equipment to satisfy far reaching inde-pendent control of patrolling duties

In addition, the surveillance capacities of the Augustina II are enhanced with the

fitment of a 92-nautical mile range S-Band Radar. This technology gives the crew the ability to detect objects in areas during heavy rainstorms – a capability critical to the equatorial waters where she will be operational.

Outfitted for safety during crew trans-fers, Princess Ebikenie features a ballisiti-cally protected crew transfer seating area containing 40 IMO (International Maritime Organisation) rated seats. Access at the forward section of the seating area provides entry to the vessel’s bow, which has been specifically designed for the safe transfer of crew via platform-access ladders.

To facilitate safe docking and transfers, two 35 kW electric bow thrusters have been fitted, providing redundancy and fine bow control in windy conditions or areas with strong currents.

Nautic Africa’s latest builds, Augustina II and Princess Ebikenie were launched in Cape Town recently and will be operational offshore Nigeria.

Durban to offer new diplomas for maritime industry

The Durban University of Technology’s Department of Maritime Studies will

be implementing the Diploma in Nautical Studies and the Diploma in Shipping & Logistics in January 2016. The diplomas are the first maritime-related undergrad-uate qualifications to be aligned to the new Higher Education Qualification Sub Framework (HEQSF).

DUT’s Curriculum Renewal Project (CRP) was officially launched in March 2011 and integrates the requirement to include General Education as a component of all undergraduate qualifications.

The aims of General Education is to build a student-centred educational experience embedded in the local context; prepare students for an increasingly diverse and

complex globalised work environment and to cultivate an engaged and critical citizenry in the context of an emerging and fragile democracy in an ever chang-ing world order.

The Department of Maritime Studies viewed the CRP as a golden opportu-nity to position itself at the forefront of maritime education and training in South Africa. The aim is to provide an educa-tion that is relevant and responsive to the changing needs of the maritime educa-tion and training; and to create graduates that are internationally employable.

The Department undertook a scan of the macro and micro environments as well as extensive consultation with industry via surveys as well as literature reviews to

develop a structure that is internationally comparable.

In addition staff attended and partic-ipated in a number of workshops on Curriculum Design; General Education; Teaching and Learning; and Assessments.

The department is currently finalis-ing the Advanced Diplomas in Marine Engineering; Nautical Studies and Ship-ping & Logistics. Once completed it will commence with the development of Post-Graduate Diplomas.

Current Durban University of Technology National Diploma in Maritime Studies students will have until the end of 2019 to complete the qualification.

By Leon E Govender, Head of Department

MARITIME NEWS Industry updates


The Department of Transport (DoT) recently published their intention to appoint a service provider to develop a salvage strategy for the South African coastline.

With the bid process due to close near the beginning of August and, in light of recent workshops

held by the DoT as well as more recently by the Department of Environmental Affairs (DEA), the content of this month’s column will highlight some of the points of discus-sion that should be considered when devel-oping an Incident Management System. The question that is often raised is –

what would happen in South Africa if we had a mt Prestige type situation here?

The breaking of the mt Prestige off the coast of Spain is a classic example of what should or should not be done when an incident is first reported. There is no doubt that there are always several issues that determine what should be done with a vessel and what steps should have been taken by the various authorities. Before and after an incident, and using hindsight, one can easily debate the actions of any authority, but the true test is what is actually done in the heat of the moment.

One school of thought was of the view that if the mt Prestige had been taken into a port or place of refuge, the resultant oil spill could have been controlled. This is not the first time that such a debate has occurred since the issue is highly sensitive – and the topic of ports of refuge continues to dominate international discussions in this regard.

The mt Prestige case, however, does illus-trate the need for a sensible approach when dealing with ships in difficulty. In the case of the MSC Napoli, a decision had to be taken on what to do with the vessel after she developed a crack and it was decided that a beached landing would be the best solution in order to limit and control the damage to the environment.

To deal with the scenario of a ship in difficulty, the South African government has passed legislation and approved the appointment of the South African Maritime Safety Authority (SAMSA) to consider their options, together with other local marine experts, on the procedures to follow should a vessel run into difficulties.

South Africa has adopted a very sensible and commercial approach to the issue of ships in difficulty and the need to have ports and places of refuge available for a vessel in the case of an emergency. There are places of refuge available in South Africa for deep draft vessels, together with certain ports, provided various requirements can be met.

A ship owner and Master cannot simply anchor a vessel along the South African coastline at their own will. Various pieces of legislation have been passed to combat this in the form of the:�� The Marine Traffic Act, Act 2 of 1981

�� South African Maritime Safety Authori-ty Act, Act 5 of 1998

�� Merchant Shipping (Maritime Security) Regulations 2004, which incorporate regulation X 1-2/9 of SOLAS (“ISPS”)

�� Marine Pollution (Control and Civil Lia-bility) Act, Act 6 of 1981

�� Wreck and Salvage Act, Act 94 of 1996

�� Merchant Shipping Act, Act 57 of 1951 (as amended)

�� National Ports Authority Act, Act 12 of 2005

The Marine Traffic Act deals with a vessel entering and departing from international waters and states that there are regula-tions regarding the immobilising, laying up, stopping or anchoring outside harbours or fishing harbours.

It is an offence under the Act, for any vessel to lay-up on the South African coast-line, without the necessary permission. Permission to lay-up a vessel must be given by the relevant minister through the South African Maritime Safety Authority (SAMSA) who may demand, inter alia, that various

conditions be met.

For example, SAMSA may demand that a tug be made fast to the vessel at all times throughout the duration of the lay-up. The tug would therefore be able to move the vessel in case of an emer-gency. If she is made fast, then there is little delay in moving or relocating the vessel should

the need arise.

But the question remains: what would happen in South Africa if a mt Prestige type situation arose along on the coast?

SAMSA do not have the power to order a port in South Africa to accept a vessel. One would like to think that sensibilities would prevail, but the ports in South Africa are owned and operated by Transnet and they are essentially commercial ports earning much needed revenue for the parastatal.

The question one faces is whether the harbour masters of our eight commercial ports would easily agree to allow a tanker with a crack in her hull to enter one of their ports knowing that the risk of pollution is great and that there is a real possibility that the vessel could sink alongside the berth. Such an event would ultimately affect the profitability of the port.

Realities are that a spill in a controlled environment is easier to contain and clean up than a spill say on a coastline at the mercy of the sea and the weather.

Implementing an Incident Management SystemSuch concerns were raised at the Depart-

ment of Transport policy workshop held in Durban in February this year. As a result of those discussions, the Department of Environmental Affairs hosted a workshop in Cape Town in June to discuss Incident Management System (IMS) and whether

Incident management along the South African coast

South Africa has adopted a very sensible and com-mercial approach to the issue of ships in difficulty and the need to have ports and places of refuge available for a vessel in the case of an emergency. There are places of refuge available in South Africa for deep draft vessels, together with certain ports, provided various requirements can be met

Nigeria’s oil tanker ban

According to an update issued by Gard, Nigeria’s national oil

company, Nigerian National Petro-leum Corporation (NNPC), has banned 113 oil tankers from its ports on the orders of recently elected president Muhammadu Buhari.

On 15 July 2015, a letter was issued by the NNPC referring to a directive issued by the President of Nigeria prohibiting 113 identified tankers from engaging in crude oil/gas loading activities at Nigerian terminals. The prohibition also bars the identified tankers from movements within Nige-rian territorial waters.



we should adopt such a system in South Africa when dealing with maritime casual-ties.

In terms of Operation Phakisa, South Africa is looking to explore opportunities within the blue economy and the exploitation of the EEZ in terms of oil and gas is a top priority. Questions of how to respond to an incident on a platform off the coast need to be addressed. The incidents in the Gulf of Mexico illustrate that accidents do happen and it is essential to be able to respond and deal with such accidents effectively.

It was unanimously agreed by all the participants that we should have an Incident Management System (IMS) in South Africa. It was agreed that such a system be based on a unified command structure as the most effective system to respond to a national level offshore spill incident.

The participants also recom-mended that the following organisations would lead the various functions of IMS in South Africa.

It was also recognised that IMS would assist in dealing with other maritime acci-dents depending on the severity of the case.

Current responseCurrently, when a maritime accident

occurs, SAMSA immediately takes the lead role. An incident command centre is created close to the casualty. This takes the form of a joint operations committee (JOC) consisting of representatives from P&I, H&M, DEA, the salvor and other local advisors.

The JOC meets once a day to discuss and respond to the casualty and any develop-

ments as well as to agree on what further resources and what further response may be required in order to deal with the casu-alty.

This method of handling marine casualties has worked effectively in the past. Unfor-tunately, however, the JOC meetings can become quite cumbersome as other inter-ested parties jockey for position to attend, often with threats from lawyers to demand that their client’s surveyor or expert be invited to sit in.

I would like to see an incident manage-

ment system in place before we have our next maritime casualty as I believe that the system does allow for effective manage-ment of any type or size of incident, as the system allows for expansion should the need arise.

On the Kianu Satu casualty, the local municipalities and districts demonstrated how effective an IMS can be and their IMS was very effective in meeting the various challenges that arose.

Port of refugeIf an IMS is in place in South Africa to

respond to a vessel with a crack in her hull and leaking oil, and the unified command agrees that the best option is to bring the vessel into a port, will the unified commander (say SAMSA) have the powers, to inter alia, order a harbour master to take a vessel into port?

As mentioned above, SAMSA does not have the power to order that any harbour

master accept a vessel into port. It is therefore imperative that if we are going to adopt an Incident Management System that the DoT provide SAMSA (principal offi-cer) with all the powers given to a SOSREP (Secretary of States Representative for Maritime Salvage and Intervention).

Without these powers, in my view, the IMS will fail in achieving its objectives to save life and protect our country and its environ-ment.

The role of the SOSREP position created in the United Kingdom in 1999, is to repre-

sent the Secretaries of State for Transport (in relation to ships) and for Trade and Industry (in relation to offshore installations) by removing or reducing the risk to persons, property and the UK environment arising from acci-dents involving ships, fixed or floating platforms or sub-sea infrastructure within UK waters,

within the UK Pollution Control Zone and on the UK Continental Shelf.

The SOSREP in the UK has extensive powers to respond to pollution and can order a person to take, or refrain from taking any action of any kind and has the power to carry out his own orders if the person so directed cannot carry out the instruction.

SOSREP has the power to issue directions to owners of private coastal facilities and can order them to accept vessels for berth-ing, repairs and discharging of cargoes. It is a criminal offence in the UK for non-compli-ance with a direction from SOSREP.

Given the nature of our coastline and the current opportunity to table an effective strategy for this stretch, it would be prudent to consider the advantages of creating a body with the powers represented in the UK’s SOSREP position.

Michael Heads

SAMSA do not have the power to order a port in South Africa to accept a vessel. One would like to think that sensibilities would prevail, but the ports in South Africa are owned and operated by Trans-net and they are essentially commercial ports earning much needed revenue for the parastatal

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Angola reinstates bills of lading

According to a notice from Bowman Gilfillan Africa Group,

as of 10 July, Angolan receivers are once more required to tender orig-inal bills of lading to take delivery of cargo. Earlier this year, Angolan banks had insufficient foreign currency to honour letters of credit, precipitated by the knock to the economy caused by low oil prices.

Port congestion skyrocketed, as many Angolan receivers found them-selves unable to pay for cargo.

In an attempt to address the situ-ation, earlier this year the Angolan General Tax Administration ruled that Angolan receivers would not need to tender an original bill of lading to take delivery of cargo – causing potential for fraud and non-payment of cargo, and making Angola an unattractive trade destination. In the circum-stances, it was a wise move for the General Tax Administration to revoke its ruling.

Kenya buoyed to construct cruise terminal

Buoyed by the recent recogni-tion by the World Travel Awards,

which voted the Port of Mombasa Africa’s Leading Cruise Port 2015, Kenya now seeks to revive a project to build a cruise terminal in Mombasa, which has been on the drawing board for close to a decade.

The planned modern cruise terminal is aimed at boosting Kenya’s tourism industry and the Kenya Ports Author-ity has reportedly budgeted USD 500,000 this financial year for the construction of the terminal.

Kenya Ports Authority’s Principal Communications Officer, Haji Masemo was quoted in the media recently: “At the moment the port lacks an area where visitors can relax upon arrival or when departing. After receiving global recognition, it is important for the port to have a tourism facility to cater for cruise tourists coming to Mombasa from across the world.”

Mombasa has seen a drastic drop in cruise ship calls at the port for the last five years due to the influx of pirates off the Somali coastline. Masemo said KPA would leverage the award to attract more cruise ships.

The IMO interacts with Africa

The International Maritime Organisa-tion (IMO) has engaged extensively

with Africa on issues of maritime security, education and training over the last few months and hosted meetings in a number of maritime nations on the continent.

Information sharing to fight pira-cy and illegal fishingIMO’s Chris Trelawny visited the Maritime

Trade Information Sharing Centre (MTISC-GoG), located in the Regional Maritime University of Accra, Ghana. The multina-tional centre provides advice and informa-tion to merchant shipping operating in the Gulf of Guinea.

The relevance of maritime security as a prerequisite for sustainable development was outlined by Trelawny at the Gulf of Guinea Security Summit in Accra. IMO has actively worked with Member States, other UN agencies and regional bodies to enhance maritime safety, maritime law enforcement and maritime security capa-bilities in the region. The aim is improved economic development, supported by sustainable maritime development and underpinned by good maritime security.

At the time of the visit over 630 ships were exchanging information with the centre. In recent months the centre has provided support to ships and authorities to assist in countering piracy and illegal fishing, as well as supporting search and rescue oper-ations.

The watchkeeping staff who operate this centre come from the navies of Congo, Ghana, Nigeria, Sierra Leone and Togo, the Liberian Maritime Authority and from private companies and are supported by Merchant Navy liaison officers. The centre is funded by the Oil Companies International Marine Forum, IMO Member Governments and by the IMO West and Central Africa Maritime Security Trust Fund.

Supporting maritime education and training in EthiopiaAs part of IMO’s efforts to give effect to

this year’s World Maritime Day theme of Maritime Education and Training, IMO conducted a fact-finding mission to the Ethiopian Maritime Training Institute (EMTI), with a view to helping the institute upgrade its facilities.

EMTI provides specialised training for deck, engineer and electro-technical offi-cers for ships, in compliance with the IMO convention that specifies global standards

of training, certification and watchkeeping for seafarers (the STCW Convention).

Juvenal Shiundu and William Azuh from IMO’s Technical Co-operation Division undertook the mission, assisted by offi-cials from the Ethiopian Maritime Affairs Authority and from EMTI.

West and central Africa maritime meetingThe IMO facilitated a meeting of heads of

maritime administrations of French-speak-ing west and central African countries in Abidjan, Cote d’ Ivoire, for their first regional meeting towards the beginning of July. The meeting was hosted by the Ports and Maritime Affairs Directorate of Cote d’Ivoire.

Opening the meeting, Daniel Duncan, Prime Minister of Cote d’ Ivoire, reiterated the need for maritime administrations in the region to redouble their efforts in taking full advantage of the resources of their maritime domain for the economic benefits of the region.

The meeting aimed to create a forum for the exchange and sharing of experiences and ideas by decision makers of the mari-time sector in the region and to the heads of Maritime Administrations on the current work of IMO with a view to encourag-ing and enhancing their involvement and participation.

Djibouti Training Centre Building work on the Djibouti Regional

Training Centre (DRTC) in Doraleh, Djibouti is moving forward in earnest, with a view to completion by the end of September 2015. IMO’s Chris Trelawny and Kiruja Micheni made a site visit in July, accompanied by Said Nouh Hassan, Secretary-General of the Ministry of Equipment and Transport, Djibouti.

During the visit to Djibouti, the IMO team also met Moussa Ahmed Hassan, Minister of Equipment and Transport and represen-tatives of the construction company.

An amended Memorandum of Under-standing (MoU) signed between IMO and the Government of Djibouti in June agreed that the DRTC would be completed by 31 October this year prior to an inauguration ceremony no later than 18 November.

The centre, envisaged as a vital compo-nent in the provision of maritime training in the Gulf of Aden and West Indian Ocean region, is being built by the Government of Djibouti with funds provided by IMO. The Government of Japan is the primary donor.


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New shipbuilding facility for Cape Town

Nautic Africa broke ground on a new environmentally friendly shipbuilding

facility in Paarden Eiland, the industrial precinct adjacent to the Port of Cape Town during July. The facility has been designed to respond to the increasing demand for commercial vessels and will accommodate the production of vessels up to 210 ton lightship weight or complete vessels of up to 42m.The facility, which will be fully opera-

tional by early 2016, will also give Nautic the opportunity to consolidate its existing administrative activities – including archi-tectural and design services, marketing, procurement and projects and production – all under one roof.The new development is in close proximity

to the Veecraft facility, which was acquired by Nautic Africa in 2014. The new facility is being built with integration of its newly acquired business units, which include Veecraft, Southern Power Products and The Anchor Boat Shop, in mind.Employment and skills development will

also be boosted as the opening of the new facility will provide up to 135 new job opportunities and assist in the develop-ment of highly sought-after and specialised shipbuilding skills.

Environmentally friendly buildingAccording to a statement from Nautic

Africa, the building will be constructed in an environmentally friendly manner. All building materials have been carefully selected to ensure minimal impact on the environment; the building uses translu-cent sheeting to maximise the infiltration of natural light in the facility, whilst the air-conditioning and compressed air plants use the latest energy efficient methods to minimise the power consumption of the facility.

Furthermore, the new Nautic facility will have a solar photo-voltaic (Solar PV) power plant installed that will reduce the energy demands from conventional electrical sources and ultimately allow Nautic to feed electricity back into the national grid.

“Through increasing our production effi-ciency and maximising the solar energy yield from the roof space available to us, we can build vessels faster and in a more environmentally friendly manner,” says CEO, James Fisher.

Mozambique maritime framework boosted by international experts

World Maritime University Associ-ate Professor, Dr Aref Fakhry, was

recently in Maputo, Mozambique, to meet officials in the Ministry of Trans-port and Communications as well as the National Maritime Institute (INAMAR) to discuss the implementation of a project to update the country’s maritime legal framework. The project “Consultancy Services for

the Review and Updating of the Maritime Activity Legal Framework for Mozam-bique” will be coordinated by the World Maritime University to assist Mozam-bique take advantage of the enormous potential of its coast and ocean areas.

Under the Spatial Development Plan-ning Technical Assistance Project concluded between the Government of Mozambique and The World Bank and designed to identify a set of measures in areas of potential growth, the Govern-ment wishes to see a study on the revi-sion and updating of legislation regard-ing maritime activities in Mozambique.

Professor Fakhry is the team leader for the project that will run for six months in partnership with Open Plan Consulting Srl (OPC), and the International Maritime Safety, Security and Environment Acad-emy (IMSSEA).



EBOLA DECLARATION

Following the death of a Ebola Virus Disease (EBV) in Liberia in July, Singa-pore has updated requirements for vessels that have visited Ebola affected countries within 21 days of docking at the port. A Maritime Declaration of Health will have to be submitted.

20-YEAR MILESTONE

Cape Town’s Port Liaison Forum cele-brated 20 years of operation in June. The PLF has played a critical role in addressing problems in the port and in-volves harbour authorities, the shipping lines, the forwarding agents, the freight owners, the truckers delivering and collecting containers, security experts and the customs and excise staff of the SA Revenue Service.

REVENUE GROWTH

Transnet’s revenue for the financial year ended 31 March 2015 grew by 8 percent to R61.2 billion. Growth in rail volumes as well as bulk and break bulk volumes at the ports all played a role in this growth. The company achieved a 16.6 percent improvement in operational efficiency gains across the business.

DJIBOUTI TRAINING

During June and Julyn the French Ship Var, Combined Task Force 150 flag ship, made two port visits in Djibouti to con-duct common training activities with the Djiboutian Navy as well as with the French Forces located in the country.

Morocco established as a regional hub for SAR training

Morocco has become a key area for maritime search and rescue (SAR) training and will host the regional centre in order to cover the sea areas of Morocco, Mauritania, Senegal, the Gambia, Cape Verde and Guinea Bissau.

The regional North and West African maritime SAR development team met

in July to discuss the International Mari-time Organisation (IMO)’s global SAR plan and its implementation in this area.

For SAR purposes, Morocco itself covers an area of more than one million square kilo-metres where fleets of merchant, fishing and sailing vessels operate. The density of the traffic in the area and the multiple ship-ping risks led the Moroccan government to establish a national SAR organisation to plan and coordinate operations at sea.

The Ocean Fisheries Department has been given the responsibility of establishing, developing and maintaining maritime SAR organisations in Morocco.

The Ministry manages maritime SAR policy, international agreements, conventions and operational matters. It also coordinates, liaises, trains, equips, staffs, maintains, prepares finance, develops procedures and operational plans and conducts exercises.

The organisation now includes a Maritime Rescue Coordination Centre (MRCC) based in Bouznika (35 km south of Rabat) and a fleet of 42 specialised SAR units.

Mohammed Drissi, the Chairman of the North West African regional development group, coordinates Morocco’s national SAR organisation.

Training for actionInitiated by the IMO and the International

Maritime Rescue Federation (IMRF) along with the Ocean Fisheries Department, Drissi coordinated a training initiative for 17 of the North West and West African maritime countries.

“After a first meeting with Mohammed Drissi almost ten years ago,” says Hamish McDonald, “I, through my role as an IMRF Trustee, have had involvement in trying to assist in the development of maritime

safety and search and rescue within the NW African maritime region.

“Initially support was provided to the Moroccan SAR authorities but this effort rapidly expanded through the establish-ment of the North West Africa Regional SAR group and latterly to the inclusion of the West Africa and Central Africa Regions.”

“The management of crises at sea is part of a global as well as a national concern. It always has two aspects, civilian and mili-tary, that are complementary, indivisible, and interdependent because they have the same goal: which is to bring back sailors and others in distress safely back to ports,” adds Drissi. “To reach this goal, civilian and military cooperation is key to the success of this operation.”

An on-scene coordination course was held in Agadir to provide the delegates with an overview of relevant functions that exist within a SAR mission. In particular, respon-sibilities and tasks and interaction with SAR resources or facilities were discussed, and delegates were informed about the imple-mentation of a SAR Action Plan.

This included explanation of on-scene assessment of factors that may compro-mise safety of SAR operations and main-tenance of accurate records of search and rescue incidents as well as provision of effective situational reports to the SAR Mission Coordinator.

In addition, those involved were trained in communication of the SAR Action Plan to participating units and monitoring of SAR efforts including adjustment of the SAR Action Plan as appropriate.

The theoretical and practical format and presentation of the course included an overview of the framework of IAMSAR and an outline of the basic operational implications. There was also an overview of the basic principles of SAR service provi-

sion and a review and discussion of a SAR mission scenario with the aim of enabling delegates to define the roles and responsi-bilities of the available SAR resources.

Theoretical exercises involved the dele-gates making a review of a SAR mission scenario before defining a SAR Plan and individual and cumulative SAR asset roles and responsibilities.

A practical exercise at sea featured the implementation of the delegates’ pre-de-fined SAR Plan from the perspective of the designated On Scene Coordinator and rele-vant designated SAR resources.

Follow-up action“From my perspective as course deliverer,

the level of genuine participation by all the delegates was high,” said McDonald who added that some suggestions had been made for follow-up action.

“Consideration should be given to provi-sion of localised follow-on programmes. These localised advisory / training programmes should include specific, prac-tical SAR operational exercises aimed to develop the relevant individual, group and multi-agency skill sets. Leading on from these programmes, individual, group and multi-agency cross-border scenario train-ing should be initiated,” he said highlighting the benefits for continued development of maritime SAR in the region.

“The collaboration required to deliver this type of training is further demonstra-tion of the commitment within the region, and internationally, to improve maritime SAR and help reduce maritime fatalities. This aligns with the humanitarian goal of the IMRF and its member organisa-tions - reducing loss of life in the world’s waters, which is also the stated intent of the Secretary-General of the IMO,” Hamish concluded.

Mohammed Drissi, the Chairman of the North West African regional development group, coordinates Moroc-co’s national SAR organisation.

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New tug for SA Navy delivered

Imvubu, the first of two commissioned tugs for the South African Navy to address shortcomings within the Naval harbour services,

arrived in Simon’s Town at the beginning of July.

Calling for two identical operationally proven “off-the-shelf” vessels with high manoeuvrability, the South African Navy awarded the contract to Damen Shipyards Cape Town at the beginning of 2014.

The two tugs will be required to function both autonomously and in combination with one another in support of naval harbour duties as well as the potential to undertake short international voyages.

The building of the second tug Inyathi is currently in the production phase and is likely to be delivered in early 2016. These tugs were commissioned to replace the two existing tugs, de Neys and de Mist.

The project has been managed by SA Navy Project Officer Commander Hermann van Geems and Project Engineers, Rob Moody (Ret) and Warrant Officer Class 1 James Stewart, under the control of Director Naval Acquisition R Adm (JG) Alan Claydon-Fink and staff.

Royal Boskalis Westminster NV (Boskalis) has been awarded three dredging-related contracts around Africa with a combined value

of approximately EUR 75 million.

In Angola, the company will undertake dredging on behalf of Angola LNG Ltd to maintain the access channel and turning basins of the Soyo LNG port. The project will be executed in a joint venture and involves the removal of approximately 11 million cubic metres of sand and silt by medium-sized trailing suction hopper dredgers.

Work is set to commence in the third quarter of 2015 and is due for completion by the end of 2017.

Due for completion by the end of the year Boskalis will commence will commence with reclamation work and capital dredging in the Gabonese port of Libreville during the third quarter of 2015. The contract was awarded by Gabon Special Economic Zone Mineral Ports SA as part of the construction of an iron ore terminal in the port.

The company will reclaim 45 hectares of land for the terminal and dredge a berthing area for bulk carriers. For this project a total volume of 3.2 million cubic metres of sand and silt will be dredged using medi-um-sized trailing suction hopper dredgers.

In a third contract on the continent, Boskalis will undertake mainte-nance dredging in the Casamance river for the Agence Nationale des Affaires Maritimes in Senegal.

This river serves as a fairway for vessels destined for the city of Zinguichor. Over a length of 65 kilometres, a medium-sized trailing suction hopper dredger will remove a total of 1.5 million cubic meters of sand. This project commenced in July 2015 and is expected to be completed by the end of 2015.

Built by Damen Shipyards Cape Town, Imvubu, the first of two commissioned tugs for the South African arrived in Simon’s Town at the beginning of July



Challenges continue to mar efficiency at African ports

A report highlights a new approach to the West African trade, improved

schedule reliability marred by infra-structure deficits in African hinterland connections, limited improvements in vessel waiting time and an overall increase in average vessel size calling at African ports.

In its inaugural issue, Port Overview Africa highlights main incidents and developments in Africa ports in the first half of 2015. The report will be published biannually thereafter.

The report is the first of its kind to provide data since October 2012 on incidents in African ports and will be produced every six months to provide an accurate tool for shippers, traders, logistics and terminal operators, as well as port authorities, investment institu-tions and non-governmental bodies.

The first report features four major drivers of African trade including African main port highlights with a congestion update, schedule reliability for the Afri-can trades to and from Asia and Europe, average dwell times and vessel size development at Africa's main ports.

“As we observed since we started back in October 2012, African ports have experienced extreme highs and lows and will continue to do so for the rest of this decade,” comments Editor-in- Chief, Victor Shieh.

The misperception that container lines

or terminal operators are entirely to blame for poor timely container delivery is apparent with the data collated from portoverview.com from the previous twenty months on a daily basis.

“If we analyse SeaIntel Maritime Anal-ysis’ vessel reliability for the first half of 2015, many lines in trades such as Asia-Africa have recorded their best performances for the last three and a half years in terms of scheduled arrivals. Productivity at the quayside and at the stacks have improved at many termi-nals. However, actual container deliver-ies perform poorly with less than a one in two chance that your cargo will arrive on time at the customer,” he adds.

A variety of challenges exist, from structural congestion in African ports located in conurbations with limited road and rail infrastructure, to poor customs procedures, security concerns, poor dredging programmes and indus-trial actions.

“If you contrast the remarkable prog-ress achieved in the construction of the second canal at Suez or the new rail link between Addis Ababa and Djibouti with reduced draft in Durban, the traffic grid-lock on the Apapa-Oshodi expressway and a constant two-week wait to berth at Douala, we believe here is a need to provide shippers with true information to facilitate trade to and from Africa,” Shieh concludes.

Collaboration in engineering

Cape Town-based 6Sigma Naval Architecture and Offshore Engi-

neering has entered into collaboration with DCD Marine as their in-house engi-neering office and is collaborating with SA Shipyards on their bid for Project Hotel.

“The services provided by DCD Marine will now be expanded with the capa-bility for engineering designs, vessel behaviours and class compliance control,” says Jako Laubscher of 6Sigma.

Over the last year 6Sigma has been closely involved with Southern African Shipyards, Durban, in the bid for an Hydrographic Survey vessel for South African Navy, Project Hotel.

6Sigma acquired and initiated design procurement from VARD Shipyards Canada for the vessel and assisted the yard with cost estimations using Cost-fact State-of-the-Art software package.

According to Laubscher, if the bid is successful 6Sigma will be part of the negotiation phase with VARD, and ulti-mately be responsible for the detailed engineering phase based using the USA Navy selected software SSI ShipCon-structor.

“Being part of the most complex vessel to be built in decades is very exiting. It gives opportunity to grow and for Southern African Shipbuilding to step up to an international competitive level,” says Laubscher.

Cape Town cruises ahead

At the end of June Transnet National Ports Authority (TNPA) announced the

V&A Waterfront (Pty) Ltd as the Preferred Bidder for the development of a cruise terminal at the Port of Cape Town.

Once all negotiations are concluded, the V&A Waterfront will 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 TNPA after a period of 20 years.

The facility will remain at E berth, Duncan Dock and will be able to accommodate the port’s current and future passenger vessel fleet. It is also envisaged that the upgraded facility will house value-added retail and hospitality services.

The award follows an open and public process in line with Transnet’s governance and procurement processes and is in line with Transnet’s commitment to encour-age private sector participation as a key element of the Market Demand Strategy, while at the same time playing a significant role in enhancing tourism and job creation in the Western Cape.

TNPA Chief Executive, Richard Vallihu, said: “As landlord and ports master plan-ner, Section 56 of the National Ports Act mandates TNPA to contract with private terminal operators to design, construct, rehabilitate, develop, finance, maintain and operate port terminals or facilities.”

V&A Waterfront CEO, David Green, said, “We recognise that cruise liner tourism is one of the fastest growing areas of tourism. Our area of responsibility is that of contrib-uting positively to Cape Town, the Western Cape and South Africa. This award is an opportunity to positively contribute to the economy, job creation and providing a posi-tive experience for all visitors.’’

Alan Winde, MEC of Economic Opportu-nities, welcomed the news saying that the development had the potential to extend the footprint of the V&A Waterfront into the Port, linking the two.

“The V&A Waterfront is already a tourism landmark and can serve as the gateway to the rest of region. Cruise liner tourism pres-ents a significant opportunity for economic growth and job creation. Annually, the industry brings more than 10,000 visitors to the province and international cruise tourists spend around R1,000 a day while docked. The niche industry generates more than R200 million for the local economy each year.”



Project Carol given the go-ahead from SA Navy

Nautic Africa, a Paramount Group Company, will custom-develop and

deliver a new range of boarding craft to the South African Navy by December this year to meet the Navy’s requirements for demanding naval missions.

The craft are currently under develop-ment at Nautic Africa’s Cape Town facilities and, according to Project Manager, Pieter Heyneman, will draw extensively on the capabilities of the company’s innovation team. “Nautic always aims to raise the bar, and this project will be no different,” he said explaining that the design brief for Project Carol required a state-of-the-art, fully-equipped, composite craft capable of providing superior performance under demanding conditions.

As a certified ISO:9001 service provider with a proven track-record in designing to customer specifications, Nautic Africa is well-positioned to deliver on the Navy’s requirements for a vessel that integrates into existing systems as well as to provide long-term logistical support to the plat-forms once delivered.

Not without its design challenges, the result is a world-class 9m epoxy infused vessel capable of reaching speeds of 38

knots via twin Volvo D4-260 diesel stern-drives. Highlighting the need for a quick design turnaround time, Heyneman, emphasises the importance of close collab-oration between Navy officials and the development team.

Capable of carrying 10 crew members, the mid-engined arrangement will offer in-house developed shock mitigating seat-ing to operational crew, whilst the boarding party is accommodated aft.

Designed to be deployed from the Navy frigates, the solid fendered, self-righting capable boarding craft make provision for interfacing via a single-point lifting arrange-ment, customised to fit the pre-existing CSIR adapted Vest Davit launching cranes.

In addition, the vessels will be equipped with a suite of equipment including military speci-fication tactical commu-nications, navigation and tracking systems,

touch screen glass cockpit instrumentation, keyless starting, automatic fire suppression, noise cancelling intercom, a drop-in ammu-nition locker, a customised gun mount pintle interface as well as a pre-heating umbilical cord system and more.

“The multi-purpose boarding craft will be deployed to perform safety and security functions, including boarding operations, intelligence support and rescue missions,” says James Fisher, CEO of Nautic Africa who confirms that a total of five vessels will be delivered to the Navy under Project Carol.

Nautic Africa is custom-developing a new range of boarding craft for the South African Navy.



First Panamax docking in Namibian floating dock

In June Elgin Brown & Hamer (EBH) Namibia welcomed its first Panamax

vessel, Bold Voyager, to Namdock 3 in Walvis Bay, signalling a new era in ship repair for the company and its capacity to service the international market.

“As the first Panamax-size vessel to be lifted and docked in Namibia, at the only privately-owned floating dock of its size in western Africa, this was a truly ‘mile-stone moment’ and an occasion to go down in history,” says Hannes Uys, Chief Executive Officer of EBH Namibia.

“This successful docking and completed project work amply demonstrate our capacity to handle a vessel of this size. Namdock 3 has opened up a whole new segment of the market for EBH Namibia, and we believe the success of this project will give our other interna-tional clients the confidence that our infrastructure and people are more than capable of handling such vessels,” he says.

The scope of work on the vessel, completed in 11 days, included painting and blasting.

“With a length overall (LOA) of 185 metres and a beam of 30 metres, the vessel is the largest to be lifted by EBH Namibia, and required methodical plan-ning prior to her arrival to ensure opti-mum work efficiencies and client satis-faction,” comments Uys.

Several enquiries have been made from similar calibre vessels, according to Uys, and the company is gearing up for a busy period as Namdock 3 comes into its own.

The Bold Voyager was the first Panamax-sized vessel to be docked on one of EBH Namibia’s floating docks.

Namibian shipyard on track for OHSAS accreditation

With the reviewing and training processes underway, Elgin Brown & Hamer (EBH) Namibia

is on track to achieve its OHSAS certifica-tion by the end of August 2015.Following its achievement of the ISO

9001:2008 certification for quality manage-ment systems in November 2014, EBH Namibia is now focusing on enhancing its occupational health and safety systems, thereby fostering a company-wide culture of quality, health, safety and environment maturity.

Non-negotiableDescribing the move for certified and

audited safety training as non-negotia-ble, EBH Namibia has appointed Warrick Williams as the company’s Health, Safety, Security and Environment Superintendent.

“EBH Namibia has a moral and legal duty to ensure the health and safety not only of its employees and the environment, but of the wider community whose health and safety may be affected by our operations,” says Williams.

He believes that attaining the OHSAS 18001 certification will put the company in a much stronger position in responding proactively in the future to any potentially adverse trends or incidents, and managing health and safety risks effectively.

“Adhering to OHSAS 18001 standards is an effective means of reducing sickness, absence and staff turnover, and boosting morale. Another benefit is that it identifies and addresses skills shortages and compe-tence issues, leading to fewer accidents or avoidable incidents on site. It ensures that an organisation manages risk prop-erly, which can prevent unexpected costs for injury claims or disaster recovery. This in turn leads to a substantial reduction in insurance premiums,” says Williams.

Safety the top agenda“The ISO 9001 certification is an intense

process, and we were thrilled to have met, and exceeded, the requirements of the standard. In addition, our quality manage-ment systems were successfully audited and endorsed by the American Bureau of

Shipping (ABS). Our 2015 business strategy now places safety systems at the top of the agenda in line with international OHSAS 18001 standards,” says Tim Kolisi, Quality, Health, Safety Security and Environment Manager at EBH Namibia.

“We are very excited to be well on our way to achieving the OHSAS 18001 certifica-tion. It will demonstrate to our customers and stakeholders that we are a world-class organisation which is committed to the health and well-being of our people; and that we are living our values of customer commitment and continual improvement on a daily basis,” Kolisi concludes.

The EBH Namibia safety team at work

Cargo scanner kicks into gear in Cape Town

A high-tech cargo scanner has been introduced into the Port of Cape

Town by the South African Revenue Services (SARS) to combat illicit trade activities.

The scanner is the second of its kind to be acquired by SARS Customs. The use of non-intrusive inspection tools is part of SARS’s strategic plan to clamp down on non-complaint behaviour, while still facilitating legitimate trade.

The scanner became operational towards the end of June and after just one month of operation has scanned 196 containers, with 12 successes in which an additional amount of R62,828 in unpaid Customs duties, VAT and penalties was collected.

The new cargo scanners use X-ray tech-nology with dual radiation scanning and can show the difference between 40 different types of materials such as aluminium, steel, plastic, organic, and so forth. They can even pick up 1mm copper wire and can scan through up to 380mm of solid steel, so there is very little that can be hidden.

The new scanners also have a radia-tion portal, which will give Customs the ability to check whether any radioac-tive material is being smuggled.



Integrated port management to replace manual systems in South African ports

Transnet National Ports Authority (TNPA) commenced the registration

process for its long awaited Integrated Port Management System (IPMS), which was scheduled to go live in the Port of Durban at the end of July.

IPMS is a web-based end-to-end inte-grated system that aims to automate the operations of TNPA’s eight commercial ports. It provides near real-time access to the full range of operational informa-tion accessed centrally online in order to deliver improved service to TNPA custom-ers and enhance port performance and efficiency.

Chief Executive Richard Vallihu said: “Global ports are adopting ‘smartPORT’ concepts and the world is increasingly embracing digital technologies and data analytics to make sense of the informa-tion that we have around us. Gathering that information in the first place is a

challenge.”

Vallihu said the IPMS is benchmarked against Malaysian and Singaporean ports, which are among the world’s most effi-cient.

“This is a first in Africa, where we inte-grate all the ports on a single platform, and can integrate with just about every logistical system out there, including rail, road traffic, and obviously the vessels out in the port and at sea,” he said.

IPMS replaces manual processes that were used for monitoring marine opera-tions, vessel traffic services and terminal performance. It is designed to integrate the logistics around vessel traffic services, marine and terminal operations, rail logis-tics and provide real time reporting capa-bility across the port system.

The benefits of the system include:

�� 24/7 access to port operational infor-mation

�� Online submission of arrival notifica-tions

�� Online dry dock applications

�� Online marine service requests

�� Online supplementary service re-quests

�� Visibility of the slot system

�� Online vessel status

�� System notifications via e-mail and short message system (SMS), online chat

�� Operational reports

�� Sharing of general ports information

TNPA said feedback had been positive following daily intensive training for inter-nal and external users at the Maritime School of Excellence in Durban during June.

“We are pleased with results to date and the response from users involved in the acceptance testing phase has been extremely encouraging,” said Naresh Sewnath, business process owner.

Transnet National Ports Authority’s (TNPA) Prince Edward Graving Drydock in Durban will be nonoperational during August and September while the facility undergoes a four-month repair of the outer caisson.

Durban-based engineering firm Channel Construction will under-take the third and final phase of

the repair programme on this R30 million project, working closely with managing contractor, Sebata Group as well as naval architects Naval Africa. Durban Port Manager, Moshe Motlohi

said: “The contractor’s preferred method required a four month non-operational period of the dry dock. However TNPA has implemented a contingency plan in consul-tation with the project management team to reduce this period to two months in order to minimise the impact on industry.

“We have thoroughly investigated various methods, including an option of keeping the drydock operational during the entire project implementation phase of four months and the associated risks. We are, however, confident that the method we have adopted will afford protection against risks such as endangering the structural integrity of the caisson and dock, escalating costs and prolonged duration of the proj-ect,” he said.

The repair project is expected to run from July to November 2015, with the non-op-erational period occurring over August and

September. TNPA confirmed that no repair bookings had been received from indus-try for the non-operational period of two months and there would be a vessel in the dock for service during July for a 20-day period and another in October. The dock’s current market includes cargo vessels and TNPA’s own fleet of marine vessels.

Channel Construction will work 24-hour shifts with the majority of the work being undertaken offsite at the contractor’s Bayhead workshop. Work will include demolition and waste disposal, struc-tural repair, welding, modification and replacement of structural members and plates, design and fabrication certification, commissioning and final handover.

Motlohi said the outer caisson repair project forms part of TNPA’s structured programme for the drydock, which would include a concrete refurbishment programme, replacement of crane rails, replacement of two aged electrical over-heard cranes and refurbishment of the inner caisson.

Also included in this programme is the procurement of new Jib cranes, mechani-cal pump house upgrade, replacement of Workshop 24 equipment, installation of

a new fire-fighting system, installation of new Capstans, replacement of the floating dock and procurement of six compressors.

Durban drydock to undergo repairs

The Prince Edward Graving dock in the Port of Durban’s outer caisson will undergo a four-month repair period putting the dock out of operation for August and September. Sibusiso Nhlabathi (TNPA Durban Port Engineer); Rishaan Chabilal (Mechanical Engineer – Sebata Group); Martin Cloete (Project Manager – Chan-nel Construction); Moshe Motlohi (TNPA Port Manager of Durban) in front of the decommis-sioned caisson at the Prince Edward Graving Dock in the Port of Durban

4040

MARITIME MEMORIES By Brian Ingpen

Maritime Review AfricaJULY / AUGUST 2015

At the time, the British were keen to boost their naval presence along that coast to counter the continuing

slave trade that was led by the Sultan of Zanzibar.

Feeder servicesWith the expansion of British colonial influ-ence in the region, supplies and consumer goods needed to be brought to East Afri-ca, some carried via the Cape in ships that turned at Port Natal. Thus a small but ir-regular feeder service began between Port Natal and East Africa.Later, Castle Line established a similar feed-er service that combined with the Union Line service once the two companies amal-gamated to form Union-Castle in 1900.Other small vessels ran a coastal service between the Mozambican ports Beira and Chinde that, at the time, was the port serv-ing Nyasaland (now Malawi). Union-Castle had other small ships trading along the Mo-zambique coast, the last of which, Rovuma, was custom-built in Ardrossan, Scotland, in 1927. In 1949, she was sold to a Mauritian company, and six years later, became part

of the African Coasters’ fleet (the forerun-ner to Unicorn Lines) as Boundary.Since their passenger-ships and freighters could not enter the shallower Mozambican ports, Holland-Afrika Lijn also operated a feeder ship. Similar in size and shallowness of draught to the Union-Castle vessels, Hol-land arrived in southern Africa from her builder’s yard in Schiedam, Netherlands, in 1923. Her tall masts and funnel cowling were indicative of the design of many con-temporary Dutch near-sea traders.Once rail and road links to the interior and along the coast had been expanded, the need for feeder ships waned. Holland too was sold to African Coasters and, as Border, traded mainly from Durban to East London and Port Elizabeth for 14 years. Portuguese interests also operated feeder services between Durban and the ports of Mozambique. Ships of the American com-panies Farrell Lines, Robin Lines and their successors Moore-McCormack Lines ini-tially went as far as Mombasa, but found that the silting and congestion made it in-creasingly difficult for their ships to enter those ports. In Durban, some companies

transshipped to feeder ships, or, occasion-ally, scheduled one ship to go to East Africa carrying cargo that had been transshipped from others.Northbound cargoes included machinery, chemicals and consumer goods, while veg-etable oils, tea, copra, bagged grain, tobac-co and even some ores and blister copper came south. As an increasing number of vessels trading on foreign services were terminating their southern African passage at Durban, the amount of cargo for onward shipment to Mozambique, Zambia and Zimbabwe and the former Malawi via Beira and Nacala increased accordingly. Exports from these countries were brought to Durban for local use or shipment abroad.

Durban Coasters establishedVarious financial transactions culminat-ed in the formation of Durban Coasters (later Durban Lines) in 1955 to operate to Mozambique. The original owners were Messrs Haddad and Mullins, but later changes in ownership brought the Mosen-thal family into the picture. Because of capital limitations, the new

Inward to Port Natal from East Africa late in 1872 was the 68-metre Union Line steamer Zulu on her maiden voy-age as the company’s feeder vessel to link the Natal colony with Zanzibar and other East African ports.

Formerly Durban Lines’s Congella (3), Chuabo had both dry and low flash-point liquid cargo

capacity, making her a useful vessel for the movement of oil products along the Mozambique

coast, and for bringing palm and coconut oils to Durban. Tongan interests bought her in 1983,

Photograph : Unicorn Collection

African maritime trade: a complicated business By Brian Ingpen

4141

By Brian Ingpen MARITIME MEMORIES


company could afford to purchase only the 1924-vintage Congella (once African Coast-ers’s Cecile Mapleson) and the 56-metre Berea, (ex-Spoorhaven a former European coaster). Berea was the company’s first casualty when she grounded at Ponto de Barro Fal-so almost within sight of the lighthouse in October 1962. Initial optimism of her refloating quickly faded, and she was de-clared a total loss only three days after her stranding.Heavy maintenance and fuel costs saw the ageing Congella scrapped and replaced with a second Congella. When Holland-Af-rika Lijn’s 15-year-old feeder ship Holland (2) came on the market in 1966, Durban Lines snapped her up to become Greyville, her shallow draught of four metres allow-ing her to enter some of the minor Mo-zambican ports. Berea (2) joined the fleet in 1967.The wide continental shelf and shoaling at the Mozambican river mouths have always presented problems to mariners, but the grounding of Greyville near Porto Amelia in April 1969 was as spectacular as it was unfortunate. She ran so far up the beach that, at low tide, curious locals and salvors alike could walk around her, barely having to roll up

their trousers. At the next spring tide, a refloating attempt was unsuccessful, and she remained ashore for a month before a Portuguese tug managed to haul her off the beach. She was sold shortly thereafter. Her re-placement, Greyville (2) was bought while still under construction in Denmark.

Declines in cargoInternational trade sanctions following Rhodesia’s unilateral independence decla-ration in 1965 brought a decline in cargo volumes for Durban Lines’ vessels. Fre-quent costly delays at Mozambican ports frustrated expansion hopes, and the com-pany began to experience lean times. The prospect of competing with Unicorn on the more lucrative Durban-Cape Town trade would have been damaging to both parties, and Durban Lines decided that overtures to Unicorn for joint operations would be preferable. Discussions in 1970 opened the way for Unicorn to acquire a 32 percent shareholding in Durban Lines, with the Mosenthals retaining the rest. By 1974, the Mosenthal Group that also in-cluded the ships’ agency company King & Sons was experiencing financial difficulties. With the Suez Canal about to reopen, the hitherto flourishing ships’ agency opera-

tion would suffer a serious downturn in op-erations as hundreds of ships returned to the canal route. Thus they needed to dispose of Mosenthal Transportation Services whose subsidiaries included King & Sons, Durban Lines and others.

Changing trade Sensing a unique opportunity to expand its own activities, Durban-based Grindrod Gersigny (later Grindrod) decided to buy the ailing company that meshed well with its own structure. King & Sons, it reasoned, would add value to its ships’ agency divi-sion, while Durban Lines’s service comple-mented Unicorn Line’s other operations. Immediately after the purchase, reor-ganisation began, but cargo problems in-creased, particularly in Mozambique where the Frelimo government tightened trade sanctions against Rhodesia, further curtail-ing shipping. Post-independence strife disrupted Mo-zambican infrastructure, leading to greater port congestion. Even the abundant trade to Malawi via Nacala was affected. As trading circumstances changed once Mozambique’s troubles diminished, con-tainerised services to Malawi meant that older ships were replaced with more suit-able tonnage that could enter the shallow-er ports. Chuabo, the former Durban Lines' vessel Congella (3) had tank space for low-flash-point liquid cargoes, as well as capacity for dry cargo. The tiny vessel would take break-bulk cargo to Maputo or Beira and

From the top:

The 1924-vintage Congella (1) was the former Cecile Mapleson that traded for African Coasters from 1933 to 1952, apart from time spent on charter to the Admiralty during World War 2. One of the South African short-lived post-war shipping ventures, Neptune Shipping Compa-ny, bought her from African Coasters, but on Neptune’s demise, the newly-formed Durban Coasters bought the tiny ship. Photograph : Brian Ingpen/Ian Gilbert Collection

Congella (2) operated for Durban Lines from 1964 to 1973 when she was sold to Rennies Coasters and renamed Ifafa. Photograph : Brian Ingpen/Ian Gilbert Collection

4242

MARITIME MEMORIES By Brian Ingpen


then spend about a month ferrying diesel, jet fuel and petrol from either of the larger ports to the more remote harbours of Pem-ba, Nacala or Quelimane. Here there was an interesting river passage of 17 nautical miles to the wharf to dis-charge the fuel cargo. For the return voy-age to Durban, Chuabo would load timber, vegetable oils and copra for the South Afri-can cosmetics industry.During one call in Pemba the mate rushed into the master’s cabin. “The jetty is full of heavily armed Frelimo troops,” he said breathlessly. Fearing some political in-trigue, the demure master went out on deck and watched for more than an hour as the troops remained on the wharfside. Then they suddenly moved off. On inquiry, he ascertained that the parade had been in honour of Chuabo, the only ship in the port on International Maritime Day.Unicorn’s Nahoon (3) inaugurated a con-tainer feeder service to Mozambique in 1977, and within months the South Afri-ca-Europe Container Service committed itself to using Unicorn vessels for all its trans-shipment cargoes between Durban and East Africa. The following year Unicorn initiated a con-tainer service via Nacala to Malawi. Na-hoon (3) sailed from Durban with a cargo of 32 containers that were delivered, within 72 hours of their discharge at Nacala, to the newly-established Manica container depot in Blantyre.

African shipping intricacies After Zimbabwean independence in 1980, cargo began moving through Beira and Ma-puto again, bringing optimism to the coast-al shipping services. A downturn in the Malawian economy brought a downturn in containerised shipments as Malawian car-go accounted for about 60 percent of the container feeder volumes. Moore-McCormack’s large fast ships called fortnightly at South African ports before heading for East Africa where they had encountered protracted delays as almost every port struggled with inefficiencies in cargo handling and general port logistics. Thus the American company engaged American Robin and American Cardinal (formerly Unicorn’s Gamtoos and Gouritz respectively) to operate a feeder service from Durban as far north as Mogadishu.

Apart from their smaller size and shallower draught, the feeder vessels would have a shorter turnaround time at the ports than the larger American ships. Christmas in Mogadishu in 1984 should have been a joyous occasion for those aboard American Robin. Instead, the mas-ter and agent had to work feverishly to have the ship released by the port authori-ties who had arrested her until Moore-Mc-Cormack had paid dues allegedly owed from an earlier call by one of their vessels. Despite proof of payment, American Robin was released only after the authorities re-ceived a second payment. During a subse-quent call, the master of American Cardinal was arrested because a steward from the ship had distributed Bibles in the predomi-nantly Muslim town. The trade continued for about five years until the United States Lines, battling with financial woes and the American an-ti-apartheid lobby, withdrew their service from North America.

Improvement in MozambiqueConditions in Mozambique improved fol-lowing more pragmatic approaches by the current government. As this coincided with moves toward democracy in South Africa, trade increased accordingly, and satisfac-tory profits were returned on the Mozam-bique service. A rationalised service to Mozambique that included several South African ports was introduced in 1995, and when Unicorn acquired a 50 percent share in Mozline in 1997, a brighter scenario emerged. Within two years, the board heard terms such as ‘dramatic improvements’ to describe the company’s service to Mozambique. Although the resurgence of the Mozam-bique economy was retarded by two suc-

cessive years of severe flooding that silted the ports and disrupted services, the estab-lishment of the Mozal aluminium smelter at Matola brought new hope. Besides the usual subtropical produce and vegetable oils, highly-tariffed feeder car-goes of containerised or palletised alumin-ium and other exports were shipped via Maputo, a refreshing change from times when return cargoes were scarce.

Decline in the Zimbabwean economyFollowing the decline of the Zimbabwean agricultural sector from 2000, field crops failed and tobacco sales declined, reducing exports via Beira or Maputo. The situation was exacerbated by the precarious state of the Zimbabwean dollar and ever-declining foreign reserves. Although the Durban-Maputo-Beira service enjoyed reasonably good cargo volumes from other sources, the severe downturn in Zimbabwean traffic denied the ships the returns in what could have been several years of substantial successes on the trade.Subsequent restructuring of services saw the emergence of the Grindrod-owned Ocean Africa Container Lines that provides a feeder service between ports in the Bei-ra-Luanda range. The growth of Maputo under a reorganised leadership and shareholding that includes a substantial role of Grindrod, and the grow-ing interest in Mozambique’s coal mining sector have spurred maritime develop-ment in the country to the extent that new coal export ports are in the early planning stage, while the prospect of extensive gas prospecting, production and export also contributes to a rosy future for shipping in the country.

Bought by Durban Lines while still under construction in 1970, Greyville (2) had a small

container capacity. When Unicorn took over the company in 1975, she was renamed Zambezi.

She was sold to Far Eastern interests in 1980. Photograph : Brian Ingpen/Ian Gilbert Collection

News impacting the global maritime industry sectors INTERNATIONAL NEWS


Passenger ship safety study to be completed by year-end

A study managed by DNV-GL, which includes the major European ship-

yards/designers, operators, universi-ties, research institutes and software manufacturers, into passenger ship safety is due to be completed by the end of this year.

Initiated in 2013, the study consists of six sub-studies including:

�� Identification and evaluation of risk acceptance and cost-benefit criteria and application to risk based colli-sion damage stability;

�� Evaluation of risk from watertight

doors and risk based mitigating measures;

�� Evaluation of raking damages due to groundings and possible amend-ments to the damage stability framework;

�� Assessment of cost effectiveness or previous parts, FSA compilation and recommendations for decision making;

�� Impact assessment compilation;

�� Updating of the results obtained from the GOALDS project according to the latest development in IMO.

UK polar research vessel contract signed

Houlder has been awarded a £1.3M contract from NERC (Nat-

ural Environment Research Council) to provide technical advice for the commissioning of a new UK polar re-search vessel.

The new ship will be operated in Antarctica and the Arctic by British Antarctic Survey from 2019. Houlder, the employee-owned British SME will work in close collaboration with the vessel’s project management office over the next four years to support the shipyard selection process, plan review construction and delivery.

Rupert Hare, Houlder’s Chief Exec-utive Officer said, “We are delighted to see the project through to comple-tion having been responsible for the vessel concept design to this point. Technical advice to ship owners is our core business, however, the polar vessel stands out as a particularly rewarding project. We recognise its significance and share our clients’ ambition to create a world-class asset for the UK science community.”

The 120 metre, 13000t Polar Research vessel will have a 19,000 nautical mile range. It will have state-of-the art research capability, including a range of aerial and subsea robotic systems. During research cruises it will provide a home for up to 60 scientists and support staff.

The Houlder team will work with a wide range of stakeholders including the client, scientific end-users, short-listed shipyards and main equipment suppliers. Members will manage and mitigate technical risk as integrated members of the project delivery team.

Rupert Hare concludes, “As an employee owned business, we have a workforce of professionals that thrive on innovative, ambitious projects like the new polar research vessel. We are very much looking forward to getting started.”

The £200m project was announced by Chancellor George Osborne, April 2014. It forms part of a £7bn investment in science infrastructure between now and 2020-21.

New Secretary-General elected for IMO

The Republic of Korea’s Ki-tack Lim has been elected as the Secre-

tary-General of the International Mar-itime Organisation (IMO), with effect from 1 January 2016, for an initial term of four years.

The vote took place during the 114th session of the 40-member strong IMO Council, which met from 29 June to 3 July 2015. The decision of the Council will be submitted to the IMO Assembly, which meets for its 29th session from 23 November-2 December 2015, for approval.

Lim is currently president of Busan Port Authority. He served as the Republic of Korea’s Deputy Permanent Representa-tive to IMO from 2006 to 2009 and was Chairman of the Sub-Committee on Flag State Implementation (FSI) from 2002 to 2004.

Lim was born in Masan, Gyeong-sangnam-do, one of the major port cities in the Republic of Korea. He majored in nautical science at the Korea Maritime and Ocean University (KMOU), Busan and graduated in 1977.

He worked on ships as a Korean naval officer and for Sanko Shipping Co and joined the Korea Maritime and Port Administration in 1985, while continuing with further studies at the Graduate School of Administration, Yonsei University, where he obtained a Master’s Degree in 1990.

Lim continued his studies, adding

maritime administration with a major in navigation at the World Maritime University (WMU), where he graduated with a Master’s degree.

Since 1995 he has attended a doctoral programme for international law at KMOU, completing course work in 1998.

Lim began attending IMO meetings as part of the delegation from the Republic of Korea in 1986, actively participating in maritime safety and environmental protection issues. From 1992, he engaged in activities to promote mari-time safety through effective imple-mentation of IMO conventions in his country and other IMO Member States in the Asian region. He was elected Chairman of the Tokyo Memorandum on Port State Control in 2004.

In 2006, Lim was appointed as Mari-time Attaché, minister-counsellor at the Embassy of the Republic of Korea in London and led all IMO work for the Republic of Korea, serving as Deputy Permanent Representative to IMO up to August 2009. He was then appointed as Director General for Maritime Safety Policy Bureau at the Headquarters of the Ministry of Land, Transport and Maritime Affairs (MLTM). He led the delegation of the Republic of Korea to the IMO Assembly in 2009.

In March 2011, Lim was appointed Commissioner of the Korean Maritime Safety Tribunal (KMST). In July 2012, he assumed the position of President of Busan Port Authority.

AFRICAN MARITIME SERVICES Company profile


Wallace was in South Africa as a fishing gear consultant, while Whitehead had 25 years of local

trawling experience. Reading the shift in the industry, both felt it was a good time to take the plunge and start out on their own.

Perfect timingTheir timing proved perfect and some good

fortune came their way quickly. Wallace explains that the excitement over the development of the new Orange Roughy fishery and the need for suitable fishing gear helped them break into supplying the joint venture between Cape Town-based Marpro and a New Zealand company.

“There was a lot of excitement over this new fishery, but nobody locally was able to supply the kind of heavy gear they wanted as, at that time, New Zealand was way ahead of our gear,” explained Wallace saying that the rock hopper rigs they wanted had never been used in South Africa before. With his good contacts over-seas, however, Wallace was able to source the required gear.

In a bold move, Whitehead raised the capital to acquire and import the gear by remortgaging his house. The capital was enough to get the fledgling company up and running.

Importantly the decision was made from the outset to match up with what they considered the top gear manufacturers in the world and this guiding principal remains with AMS to this day.

The partnership thrived on their diversity of backgrounds, which proved complemen-tary for their business goals.

A background at seaWith a strong sea-going background,

Whitehead spent 12 years at Safmarine in the deck department before lecturing at General Botha for a number of years. I&J subsequently approached him in 1985 to take up the position of training and devel-opment officer. The position required him to spend a significant time at sea with the trawler fleet in order to up-skill the sea-go-ing staff on matters of navigation and seamanship.

He subsequently went on to become marine manager, fleet manager and spent the last five years with the company as GM trawling division.

During his tenure at I&J, he realised the need to rethink some of the gear choices being made in the local industry. Sanctions, lack of local technological development and the difficulty of finding someone to advise on the technology saw Whitehead

begin to actively seek assistance in these areas.

Technical ties madeMore fortuitous timing linked Whitehead

to Wallace on the recommendation of UK-based fishing editor who reported that the Scottish specialist had recently sold his business and was looking for possible opportunities elsewhere.

Correspondence followed and an offer was made. This saw the arrival of Alf Wallace as the fishing gear consultant at I&J.

That move turned out to be a useful catch as Wallace brought a wealth of knowledge into the country that was just not available at that time in the mid-‘90’s. His back-ground had been entirely in commercial fishing.

Born in Hull, at the time one of the largest fishing ports in the world, he never wanted to be a fisherman himself as his sights were set on a career in the merchant navy. On leaving school, however, he found a posi-tion in a fishing gear company supplying the local fleets and to his surprise found that he had an absolute flare for trawl making.

This talent quickly led to him designing and running a net making and chandel-ling factory in nearby Bridlington for three

“We started with nothing. We had one computer, one car between us, two desks and an empty factory,” says Rob Whitehead describing the humble beginnings of African Maritime Services (AMS), which he start-ed with partner, Alf Wallace, some twenty years ago. Both had given up good positions in the fishing indus-try to start the new venture, but in hindsight their timing was good.

Celebrating 20 years of service to the fishing industry By Steve Saunders

Company profile AFRICAN MARITIME SERVICES


years. He then joined the biggest UK manu-facture of nets where he gained good expe-rience before moving on to college to study the business side of management.

Here a Scottish fishing co-operative with the offer to start a new facility in Scotland approached him. He was offered a 50/50 partnership in the facility where he would supervise the building of trawls. They had the finance, as well as the existing custom-ers – providing a golden opportunity to Wallace.

With a solid reputation in the Scottish fishing industry, Wallace moved on to start his own net making facility near Aberdeen. With 220 owner-vessels nearby the busi-ness of ‘Alf Wallace Nets’ flourished for 14 years going from strength to strength.

At the same time he became interested in experimenting with trawl design and performance in an effort to build on the limited industry knowledge on the subject at the time.

He hired underwater camera equip-ment and boats so he could see what was happening once the trawl was deployed. According to Wallace, the first five minutes of seeing the trawls being towed on the seabed answered 100 questions.

“We learnt so much. We made changes and improvements as I had the facts. I had seen it as the cameras did not miss a thing.”

Wallace still bemoans the fact that there remains little research undertaken in the industry, but at the time his own efforts contributed to the success of the business which, after 14 years, he eventually sold to concentrate on consulting and travelling the world, leading to his eventual arrival in South Africa and I&J.

Tracking the trendsOf course, a lot has happened in the South

African fishing industry in the 20 years since AMS was launched. Wallace confirms that more emphasis is placed on the devel-opment of materials for trawls for exam-ple, with nets being produced with smaller diameter but greater strength. This gives owners more options.

“Trawlers fuel is a major cost item and if drag can be reduced by towing a lighter trawl then considerable cost saving can be achieved,” explains Whitehead.

With a focus on keeping abreast of new developments in industry technology, the partners admit that it can be a challenge to motivate for the adoption of new meth-ods locally while internationally recognised fishing nations such as Denmark are early adopters and achieve efficient results as a consequence.

Adapting to the localised marketAlso apparent to AMS was that that the

transformation of the local industry did

“There was a lot of excitement over this new fishery, but nobody locally was able to supply the kind of heavy gear they wanted as, at that time, New Zealand was way ahead of our gear.”

Wishing African Maritime Services

all the success on their

20 years

From team

Tel: +2721 425 4414 / 5 / 9Mobs: +2782 567 4914 / 5 OR: +2779 728 [email protected] www.atlatech.co.za

8 Duncan Rd, Port of Cape Town, 8000, South AfricaP.O Box 6831, Roggebaai 8012, Cape Town, South Africa

AFRICAN MARITIME SERVICES Company profile


not occur as they had anticipated. ”We thought that in the new SA there would be an increased number of smaller trawl-ing companies, but it never developed as expected,” said Whitehead explaining that in fact the opposite occurred, with the industry basically compressing into

a few large companies engaged in deep-sea trawling. “We initially focused on the smaller companies because we antici-pated that some of the bigger ones would develop “in-house” repair facilities similar to ours,” said Whitehead.

What was unexpected, however, was the development of the AMS facility in Walvis Bay. Operating as a wholly-owned subsid-iary, the partners report that their long perseverance has paid-off to the extent that the Namibian operation could ulti-mately be as big as their Cape Town oper-ation.

According to Whitehead, before indepen-dence there was nobody landing trawlers in Namibia. Providing support services to the mainly Spanish trawlers, AMS set up a small facility about 15 years ago manned by

three people. With the development of the hake fishery and a horse mackerel indus-try the Namibian trawling industry is now bigger than South Africa’s.

A catalyst to the company’s development in this market has been the employment

of a Spanish trawl maker and experi-enced ex-Skipper who knows the Namibian industry well.

“He knows what they like and how they like it and jointly both companies benefit from procurement economies of scale.

They are completely autonomous and are very driven to ultimately become bigger than us,” said Whitehead.

AMS todayAMS RSA and AMS Namibia each employ

14 people and both companies are well situated close to the harbour entrances. Turnover is split 50/50 between manufac-turing and off-the-shelf sales. Reacting to the needs of vessel owners to keep their vessels at sea and the reality of long lead-times in getting in supplies from overseas, high inventory levels have to be main-tained.

“We carry huge stock, about R12 million in South Africa and similar in Walvis Bay.

We have to anticipate needs so we carry the stock on our shelves. We carry every conceivable item between the winch and the cod line as well as all deck require-ments such as blocks etc.” says Whitehead.

Wallace adds that, although it is expen-sive for them to carry high stock levels, it remains good for the industry. “This has helped us to develop the business,” he says adding that they see themselves as part-ners to the fishing industry and they will often open the warehouse on weekends or after hours to meet the urgent needs of their customers.

In going forward both partners agree that there remains potential in the local fishing industry and they will continuously strive to achieve greater market penetration as well as the introduction of modern tech-nologies. However, a major concern of the company is their increasingly limited access to skippers due to ever tighter, but neces-sary, quayside security by most compa-nies. This severely limits informal, direct exchanges of trawl gear technology ideas between themselves and the skippers – to the disadvantage of both parties.

On the non-fishing side of the business, they are getting an increasing volume of enquiries. The intention is to grow that side of the business, which for AMS will be a bonus.

”We thought that in the new SA there would be an increased number of smaller trawling com-panies, but it never developed as expected.”

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

2003 Ben Amathila Avenue, Walvis Bay, NamibiaTel: +264 (0)64 209469

[email protected]: +27 (0)21 5103532

[email protected]

1 Kempenfelt Road, Paarden Eiland, 7405, Cape Town

Celebrating 20 years of success!

PEOPLE AND EVENTS Appointments Launches Functions Announcements


South African Law Association honour

Every year, the Maritime Law As-sociation of South Africa (MLASA)

conference honours those who have contributed to South African admiralty law. Past years’ recipients have includ-ed judiciary and prominent advocates.

This year, Shane Dwyer, a partner in Shepstone & Wylie’s Shipping and Lo-gistics practice area, has been invited by the MLASA to be their guest of hon-our for 2015.

Dwyer is an ex navy man and ex rugby player who is well known for his hu-mility, energy and intellect. He com-menced his articles with Shepstone & Wylie in 1972 and his ability and vision contributed to the Shipping and Lo-gistics team over the years. He has, remarkably enough, been involved in most of the casualties along the South African coastline over the last 40 years.

Over the years, he has contributed to the drafting of South African mar-itime law, including the South African Admiralty Jurisdiction Regulation Act that he drafted together with the late Douglas Shaw QC. He has also pub-lished a variety of articles for a number of international publications.

On Friday, 12th June 2015, the Board of Directors of the South African Sea

Cadets (NPC) took leave of Commander Keith Arthur Adams SM JCD SAN (Ret), the serving Chairman of the Board of Directors. Whilst relinquishing the posi-tion, he will continue as a Director of the Company.

Commander Adams joined the Sea Ca-dets as a boy of 12 in Port Elizabeth. He was one of the South African Sea Cadets selected to attend the Coronation of Queen Elizabeth II in 1953. On finishing his schooling at Grey High School in Port Elizabeth, he joined the South African Navy Reserve at SAS Donkin, but also continued in the local Sea Cadet Unit as a Sea Cadet Officer eventually becoming the Officer Commanding the Unit.

He retired as the Officer Commanding the Port Elizabeth Sea Cadets to take a position on the Port Elizabeth Branch of the Navy League of South Africa Execu-tive, the then governors of the Sea Ca-dets movement in South Africa. In 1995 he became the National Secre-

tary serving on the National Executive of the Navy League until it handed the gov-ernorship of the Sea Cadets to the then newly formed South African Sea Cadet Association in 1997, continuing as the

National Secretary of the Association. In 2005, when the South African Sea Ca-

det Organisation transformed into a reg-istered Section 21 Non Profit Company, he was appointed as one of the founding members and as a Director of the new Company, continuing as the National Secretary of the new Company’s Execu-tive Management Committee. In 2007, on the passing away of Profes-

sor J C Milln OBE NIM the then Chairman of the Board of Directors, Commander Adams was elected to the position of Chairman of the Board of Directors of the Company, a position he held until Friday, 12th June 2015. In all Commander Adams has given 67

years of service to the Sea Cadet Move-ment in South Africa, indeed an out-standing contribution to the training of young people in maritime skills, bearing in mind that the Sea Cadet Movement in South Africa is only 110 years old this year and is purely a voluntary move-ment. Commander Adams has been succeed-

ed as the Chairman of the Board of Di-rectors of the Company by Rear Admiral (JG) J E Louw PG PS SM & Bar MMM SAN (Ret). The Deputy Chairman is T T Godu-ka, General Manager of the Armscor Na-val Dock Yard.

Farewell to Sea Cadet Chairman

South African maritime industry recognises excellenceThe SAMSA Maritime Industry Awards

function is back on the calendar and scheduled to be hosted in November this year in Cape Town. With the South African Maritime Safety Authority (SAMSA) stepping into the position as title sponsor once again, the industry will have the opportunity to nominate and recognise peers and colleagues.

Industry can nominate in the follow-ing award categories:

� Maritime Maestro

� Seafarer of the Year

� Maritime Innovator

� Maritime Media

� Maritime Student

� Maritime Newcomer

� Maritime Employer

� Commitment to the Environment

Visit www.maritimeawards.co.za for more information.

NSRI donation to benefit KwaZulu Natal stations

With a substantial footprint in KwaZulu Natal, Smit Amandla Marine has re-

cently donated R120, 000 to the NSRI, for the benefit of NSRI stations at Richards Bay, Durban and Shelley Beach, to assist the or-ganisation to better capacitate their volun-teers who serve the needs of ocean users – both recreational and commercial.

“The generous donation from Smit Aman-dla Marine will be used to purchase Person-al Protective Equipment (PPE) at all three KZN Sea Rescue stations and to cover some of the fuel expenses at our Shelly Beach rescue base. The budgetary constraints on providing fuel for our boats has been a constant challenge and has impacted on us being able to train new team members effectively. “This donation will definitely assist us with

this. The voluntary life-saving work of a Sea

Rescue crew member often happens in foul weather. It is vital that our crew have the correct Personal Protection Equipment to allow them to carry out rescues in safety, protecting themselves from prolonged ex-posure,“ says NSRI’s head of Donor Sup-port, Alison SmithSmit Amandla Marine’s Communications

Officer Shamiema Harris: “Our team is in-volved in specialised, high risk operations on and under the water where the manage-ment of safety, health, and environmental protection is critical to success, both off-shore and in the two ports in the region. As a stakeholder in this industry, and with so many employees and their families who live and play on this beautiful coast, we rec-ognise the important role that the National Sea Rescue Institute (NSRI) plays in saving lives.”

ALL HANDS ON DECK:Working together to grow the maritime industry and celebrating the champions of the blue economy.

www.maritimeawards.co.za

Appointments Launches Functions Announcements PEOPLE AND EVENTS


SAMSA CEO gives back

The South African Maritime Safe-ty Authority (SAMSA) CEO, Com-

mander Tsietsi Mokhele will commem-orate Nelson Mandela month by giving back to his community and challenged his Executive Committee members do the same through a blanket and food parcel delivery drive. This took place in Bophelong in the Vaal during July.

The visit will begin from Kgahliso Chil-dren’s Home which cares for 30 or-phaned and vulnerable children living with HIV/AIDS. The next stop will be at Itsoseng, a day care centre which looks after 40 elderly people and Dirang Ka Kagiso, an initiative that supports child headed households affected by HIV/AIDS. The SAMSA team will be handing out food parcels and spending the day with the beneficiaries.

Shaping the future of aquaculture in south-ern Africa

The theme for this year’s Aquacul-ture Conference scheduled to be

held at the end of September is “Aqua-culture: Shaping the Future”.

The Aquaculture Association of South-ern Africa (AASA) and the Department of Agriculture Forestry and Fisheries (DAFF), in collaboration with the Uni-versity of Limpopo, the Limpopo Pro-vincial Department of Agriculture, and the Food and Agricultural Organisation of the United Nations (FAO), will be hosting the bi-annual meeting.

Addressing corridor issues

Maputo Corridor Logistics Initia-tive hosted the first in a series of

Stakeholder Forum events during July at the Emnotweni Arena in Nelspruit in which stakeholders on the Maputo Corridor had the opportunity to raise current corridor issues.

The Forum began with short updates on the port, rail and, of particular inter-est to stakeholders, a comprehensive update on the One-Stop-Border-Post. After a question and answer session, the CEO of MCLI, invited stakehold-ers to detail their concerns under the headings of road, rail, border post, port and terminals, customs and general. These issues have been collated and

feedback will be given to stakeholders at the next meeting of the Forum on the 9th of September 2015.

New Secretary General for PMAESA

South Africa’s Nozipho Mdawe took up the position of Secretary General of the

Port Management Association for Eastern and Southern Africa (PMAESA) during July.

Mdawe takes over from Franklin Mziray of Tanzania who has held the position since March 2013 in an acting capacity following the departure of Jerome Ntibarekerwa (Bu-rundi) in 2012. She comes to PMAESA with a wealth of ex-

perience Transnet Freight Rail. Prior to her appointment Mdawe was the

General Manager for the Mineral Mining and Chrome Business Unit (GM MMC BU) at the Transnet Freight Rail (TFR). She has served Transnet in Operations and

Human Resource over many years in vari-ous senior management positions, includ-ing the Business Unit Executive at Transnet Port terminals where she got the Leader-ship Award for the transformation of two diverse terminals. She was promoted to the position of GM

MMC BU in March 2012 where she was tasked with the responsibility to start and lead a new business unit. Achievements in the Unit under her lead-

ership include amongst others, the Chief Executive Award in 2013 for efficiency im-provement through the successful imple-mentation of cost containment initiatives through the Lean Six Sigma Methodology.

Mdawe is credited with piloting the Trans-net Value Chain Co-ordinator concept in 2013 which was subsequently adopted by the Transnet Group for a number of key corridors. She will become the eighth PMAESA Sec-

retary General since the Association’s in-ception in 1973 and was appointed to her new post during a special Council meeting held in Windhoek Namibia in May.The new Secretary General is a doctoral

student at South Africa’s Gordon Institute of Business Science, she holds an MBA (2004) from the same institution and has since done courses on Global Executive Development Programme; Advanced Stra-tegic Management Programme IRSMI Man-agement Development Programme at the University of France between 2008 and 2009 and a course in Finance for Non-Fi-nance Programme from Witwatersrand Business School in 2007.

DEA gets behind Mandela Day

In the spirit of Mandela Month which is celebrated in South Africa during July,

the Department of Environmental Affairs (DEA) is embracing this year’s theme of: Take Action – Inspire Change – Make Ev-ery Day a Mandela Day.

Both Minister Edna Molew and the Dep-uty Minister, Barbara Thomas were in-volved in activities to mark the day. These were focused on four major pillars:

� Promoting environmental education and awareness in communities,

� Minimising adverse social and envi-ronmental impacts to waste manage-ment,

� Creating sustainable employment through local entrepreneur develop-ment in waste recycling partnerships

� Creating awareness about waste management issues within the community and thereby empower communities to take responsibility for the cleanliness of their surrounding environment

Waste management concernsLitter and illegal dumping has become a

major issue for many South African com-

munities. The chain reaction created by the simple act of littering is quite stag-gering. There are health implications for many communities, as well as the ongo-ing damage to the environment, be it on land or in our oceans, to be considered.Attitudes and mindsets need to be

changed and the DEA has identified the need for an effective awareness cam-paign as the first step towards finding a solution. The DEA has committed itself to deliv-

er on specific targets related to waste management. One of the initiatives tackling this is Working on Waste which has been implemented through Envi-ronmental Protection and Infrastructure Programmes (EPIP) under the auspices of the Expanded Public Works Programme (EPWP).The South African Weather Service

(SAWS) is also involved. Through the New Partnership for African Develop-ment (NEPAD), SAWS has embarked on a major project to inform and educate about the effects of climate change on agricultural activities.

By Natalie Janse

Nozipho Mdawe took up the position of Secretary General of the Port Manage-ment Association for Eastern and Southern Africa (PMAESA) in July.

PEOPLE AND EVENTS Appointments Launches Functions Announcements


Thanks to the Damco International Graduate Programme, 27-year-

old Mthokokzisi Meyiwa will spend the next two years gaining global ex-posure in on-the-job-learning as he benefits from the opportunity to work on global projects with teams from around the world.

The Pietermaritzburg born Meyiwa who, in his own words, “grew up all over” lives with his grandmother and is the eldest of four siblings. He at-tended four different primary schools before matriculating from Pinetown Boys’ High School and pursuing a BComm Economics at the University of KwaZulu-Natal.

Talking about how he was introduced to the maritime industry he said: “My exposure to the maritime sector came through the EThekwini Mari-time Cluster (EMC). Myself and three other graduates were taken onto the Maritime Economist Development programme in 2014. Through the pro-gramme we have had the opportuni-ty to work closely with some of the key stakeholders of the South African maritime industry.”

This programme is part of the Train-ing and Skills Development pro-gramme of the EMC and has placed these graduates in various entities in the maritime sector including Trans-net National Port Authority and the Ports Regulator of South Africa.

This opportunity for Meyiwa came through the Cooperation between the EMC and Damco, a brand of the AP Moller-Maersk Group’s logistics activities.

“The key word is “international” in the maritime sector you need to stay cognisant of how the rest of the world does its business, but more specifical-ly how the best in the world stay on top,” says the steadfast Meyiwa.

“I am looking forward to meeting other driven youths from around the world and to learn their cultures, I want to learn new things and inter-national best practices. Most impor-tantly, I want to show the world that the South African youth can be ranked among the best in the world,” contin-ues Meyiwa.

Meyiwa will be travelling to Dubai on 22 August this year marking the beginning of his busy schedule of globe-trotting and intense learning.

Maritime industry exposure takes Durban boy to new heights

As part of their Corporate Social Investment (CSI) programme Hytec has donated a container library to Crown Mines Primary School in Johannesburg and joined three other funders to sponsor an online tuition programme in five schools in the Mamelodi area.

Crown Mines Primary School was origi-nally opened in the 1930s in order to

provide schooling to the children of the mineworkers. Today, 12 full-time teach-ers and two teacher assistants, with the assistance of the Crown Mines Methodist Church, provide education to over 490 chil-dren.

Along with the container, Hytec donated a further R200,000 towards preparing the container for its new function. This includ-ed the installation of windows and doors, insulation, electricity and lighting connec-tions, the mounting of book shelves, as well as the application of a heavy duty res-in to the container’s surface to ensure the library’s longevity.

Over 1,000 books and magazines supplied by Qualibooks Maledi and Rotary Interna-tional were also delivered.

Hytec General Manager, Mike Harrison, was present at the opening ceremony in mid-February and spoke passionately about their desire to be part of a greater solution in South Africa through the educa-

tion of the youth.

Tuition projectThe online tuition is provided by Hatfield

Christian Online School (HCoS) which cur-rently provides teaching support to 45 dis-advantaged schools across the country. The donation includes the necessary hardware, Hatfield’s Maths and Science curriculum for Grade 10, 11 and 12, as well as the relevant teacher training and support.

Harrison said, “Our contributions towards educational programmes consistently re-mind us that there is a wealth of academic talent in our communities. Given the right tools and guidance, these people are em-powered to not only gain access to mean-ingful employment, but become leaders, and make positive contributions to our society.

“Hytec’s decision to contribute towards HCoS’ online tuition programme is based on an impressive list of success stories in improving academic performance across disadvantages schools.”

Funding education initiatives

As part of their Corpo-rate Social Investment programme Hytec has donated a container library to Crown Mines Primary School in Johannesburg

Changes at NIMASA

Haruna Baba Jauro has formally taken over from Barrister Calistus

Nwabueze Obi as the Acting Director General/Chief Executive Officer of the Nigerian Maritime Administration and Safety Agency (NIMASA).

The handover ceremony took place in the Agency on Monday at the end of July. “I want to thank all staff of NIMASA for the commitment to the objectives of

this Agency and crave your cooperation so that together we can actualise the objectives for which the Agency was set up,” said Jauro, who was previously the Executive Director Finance and Adminis-tration for the Agency.

The Acting DG is expected to be in charge until a substantive Director Gen-eral is appointed.

Keeping our oceans alive with opportunity GREEN MARINE


Winter voyage to ice fills research gaps >> The Department of Environmental Affairs’ (DEA) SA Agulhas II departed on a 25-day winter voyage towards the end of July that aims to fill a significant research void in the ocean and climate numerical models. >> read more on page 53

Green Warrior: Never giving up the fight >> Nan Rice is the founder and CEO of the Dolphin Action & Protection Group, a non-profit organisation operating under the policy of “dolphins should be free.” Natalie Janse asked her a few questions.

>> on page 54

Building capacity for a low carbon future in developing countries >> The GloMEEP project, will focus in particular on build-ing capacity to implement technical and operational measures in developing countries, where shipping is increasingly concentrated. >> page 55

Education institutions participate in International Ocean Sampling Day >> On the 21 June 2015, Lwandle, in partnership with UWC, Lawhill Maritime School and CPUT, participated in the global initiative of International Ocean Sampling Day.

>> more on page 56

IN THIS SECTION

The analysis shows that every dollar invested to create marine protected areas (MPA) is expected to be at least

tripled in benefits returned through factors like employment, coastal protection, and fisheries. The new analysis is based on a WWF-commissioned study produced by Amsterdam’s VU University, modelling MPA expansion at both the 10 percent and 30 percent target levels.

“The ocean is central to all of our lives and we need to be both its stewards and its managers. A healthy ocean safeguards our coasts, stores carbon, creates employment and feeds families,” said Marco Lamberti-ni, Director General of WWF Internation-al. “Marine protected areas can have the double impact of contributing to a healthy ocean and creating important economic opportunities.”

Current international targets for ocean protection range from 10 percent by 2020 to 30 percent protection by 2030. At pres-ent, less than 4 percent of the ocean is designated for protection, with many MPAs lacking effective implementation and man-agement.

Among the major threats facing the ocean are overfishing, pollution, sedimentation, and habitat destruction. Warming seas and increased acidification caused by climate change are expected to have devastating

Expanding ocean protection could return an increase in jobs, resourc-es and services that far outweigh the costs, according to an analysis of new research commissioned by WWF on marine protected areas.

Increased ocean protection will

boost Blue Economy

Continued on page 52

GREEN MARINE GREEN TECHNOLOGIES FOR THE MARINE INDUSTRY

>>

GREEN MARINE Keeping our oceans alive with opportunity


>> From p. 51 impacts on coral reefs and other important ocean systems.

“We cannot continue to overstrain and un-der-invest in the ocean,” said Lambertini. “The ocean is collapsing before our eyes, but the good news is that we have the tools to fix it. It is possible for the ocean to make strong contributions to lives and livelihoods while we also secure its habitats and biodi-versity for future generations.”

Safe havensWhen properly designed and managed,

ecologically coherent networks of MPAs form safe havens for marine life. The areas protect and restore habitats and species, resulting in a more resilient ocean better prepared to withstand the assault of cli-mate change. When implemented in uni-son with sustainable fisheries management regimes and measures to minimise pollu-tion, MPAs provide a solid basis for healthy marine ecosystems both locally and region-ally.

The report found that increased protec-tion of critical habitats could result in net benefits of between US$490 billion and US$920 billion accruing over the period 2015-2050. WWF recommends 30 percent global coverage of MPAs by 2030 in order

to secure the most complete benefits for people and the ocean.

Existing protected areas in regions like the Mediterranean, the Coral Triangle and coastal Africa, demonstrate how people can benefit from increased ocean protec-tion. Locally managed marine areas in Fiji demonstrate that MPAs can reduce pover-ty, strengthen governance and benefit hu-man health and gender equality.

“Real-world examples prove that marine protected areas work; solid economic analysis shows that they are well worth it. Increasing investment in protected areas is a wise choice for communities, govern-ments, businesses and financial institutions interested in the bottom-line and securing a sustainable blue economy,” said Lamber-tini.

Global agreementsThis year is particularly important for the

ocean. In September, governments will meet to agree on a set of goals as part of the UN post-2015 sustainable development agenda. WWF’s analysis recommends that the agreement include strong targets and indicators for the ocean, and commitments to coherent policy, financing, trade and technology frameworks to restore and pro-tect ocean ecosystems.

From top: A fisherman holds his catch in Tun Mustapha Park, Kudat, Sabah. © WWF-Malaysia

/ Mazidi Abd Ghani

Schooling bigeye trevallies (Caranx sexfascia-tus) by the Liberty Wreck. Tulamben, North Bali,

Indonesia. © Juergen Freund / WWF

Humpback Whales, (Megaptera novaeangli-ae) and whale watching boat, Hervey Bay,

Queensland, Australia. © Juergen Freund / WWF

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The global climate conference later in the year to forge a new global agreement on climate change is another critical opportunity to commit the action, resources, and leadership necessary that can contribute to ocean health.

The new analysis on marine protected areas was among WWF ocean research under discussion at the recent World Ocean Summit 2015.

WWF’s global ocean campaign, Sustain Our Seas, builds on decades of work by the organisation and its partners on marine conservation. WWF is working with governments, businesses and communities to encourage leaders to take urgent measures to revive the ocean economy and protect the lives and livelihoods of billions of people around the world.

Winter voyage to ice fills research gaps

The Department of Environmental Affairs’ (DEA) SA Agulhas II depart-ed on a 25-day winter voyage towards the end of July that aims to fill

a significant research void in the ocean and climate numerical models, which are unable to accurately simulate seasonal processes.

DEA collaborated with the Department of Science and Technology (DST), the National Research Foundation (NRF) and Council for Scientific Indus-trial and Research (CSIR) to embark on the research voyage, which is estimated to take 25 days out in the Southern Ocean. The researchers on-board will gather physical, biological and chemical oceanographic data.

The voyage provides an opportunity to map large-scale spatial patterns of phyto and zooplankton using the Continuous Plankton Recorder between the ice edge and Cape Town during winter. The data obtained from this cruise, along with data obtained from other seasons, will contribute towards a more detailed description and understanding of spatial, sea-sonal, inter-annual and multi-decadal changes in community structure, as well as abundance and distribution of plankton in the Southern Ocean.

This voyage is particularly important as it will highlight changes in the abundance, distribution and diversity of plankton communities in the Atlantic and Indian sectors of the Southern Oceans to the South of Africa, which have generally not been studied in much detail, particularly in winter. As such this work forms part of DEA’s commitment and contribu-tion (since 2011) to research done by the Scientific Committee on Antarc-tic Research (SCAR), which in 1991 established an international monitor-ing programme in the Southern Ocean to map spatio-temporal patterns of plankton, including krill. It will also use the sensitivity of plankton species to environmental variability and Climate Change as indicators of the health of the Southern Ocean.

Furthermore the voyage will serve as a practical expedition for select-ing postgraduate students in the field of Marine Biosciences and South-ern Oceans research. Students will gain first-hand experience in various research collection methods. The training will also be complemented by technical skills, which the students will be exposed to during the trip.

The scientific research to be undertaken on the voyage can be divided into three primary research areas that are distinct but complementary. They are, the third Southern Ocean Seasonal Cycle Experiment, South Atlantic Meridional Overturning Circulation South Africa, Southern Ocean Trace Metal and BioGeochemistry. Research on these areas will be under-taken through seven research projects.

South Africa is the closest country to Antarctica, which lies 4,200 km south of the country, it is also the only African nation with a foothold in Antarctica. The country, therefore, bears the responsibility to serve as a channel for broader African research in the Antarctic region.



What and where did you study?I did not study anywhere. In 1969 I was an

ordinary housewife residing in Hout Bay and it was the very traumatic capture of dusky dolphins at Hout Bay beach early one morning that convinced me that what I saw was wrong. Single-handedly I took action, against great opposition, but succeeded in getting protection for dolphins in what was then the Cape Province.

What is your current job title and job description?My current position is CEO/Secretary of

the Dolphin Action & Protection Group. The Group was founded on my initiative, with the support of the Cape animal wel-fare societies, in 1977 and I have held the position since then.

How did your career path lead you to your current position?Dolphins were being captured by animal

traders from Hout Bay beach and then

also by the Durban oceanarium for display. These captures by inexperienced people caused the deaths of some of these animals and others died after capture.

By then there was quite a bit of public support for my campaign. I realised that what we badly needed was an organisation that specifically conserved and protected whales and dolphins in South Africa. The Group was founded 38 years ago and is the oldest NGO in South Africa dedicated to the protection and conservation of cetaceans.

What does your job entail on a daily basis?On a daily basis I have to deal with a pleth-

ora of emails from different organisations internationally. I see to the administrative side of the organisation, consult and give advice, report strandings and entangle-ments when they occur and keep records. Apart from this I have to keep up with sci-entific research by reading scientific pa-pers. I also help with treasury work. I was

a founder member of the South African Whale Disentanglement Network (SAWDN) and do administration work for the Net-work as well.

What aspects of your job do you really enjoy?I enjoy all aspects of my work, especial-

ly relating to people and members of the public who are interested in whales and dolphins and our work.

What aspects of your job are more challenging?I really can’t say that I find any aspect of

the job challenging. I have 45 years of ex-perience learning about cetaceans and yet know very little. I deal with problems as they present themselves. It’s all part and parcel of the job.

Where does your passion for the environment come from?I come from two well-known families in

Cape Town. Both are animal lovers and lov-ers of nature and my paternal grandfather was an extremely sensitive man with fore-sight. In 1929, as a then Divisional Council-lor, he was responsible for reminding the Council to do something about the land at Cape Point which had been discussed but put on hold, as so often happens in gov-ernment. Eventually it became a reserve, thanks in many ways to his efforts. I believe the love of nature and animals is just as im-portant as that of people. You cannot love one without the other.

Where to for you now?Where to now is hard to say. It depends

on a number of factors and we shall have to take it as it comes. I have no intention of retiring as yet and when I do I shall make sure I hand over the Group to competent people who genuinely have the love of na-ture at heart and not money and self-inter-est.

Nan Rice is the founder and CEO of the Dolphin Action & Protection Group, a non-profit organisation operating under the policy of “dolphins should be free.” She has been championing the cause of dolphins and whales for over four decades and remains a key driver of their protection in South Africa. Over the years Rice has been the recipient of several awards for her work with sea animals. She has won the Cape Times Centenary Medal, The Star newspaper’s Woman of the Year, the MNET/SA Nature Foundation Award and the Audi Terra Nova Award. In 2006 she was the winner of the Molteno Gold Medal for the Cape Tercentenary Foundation for her efforts in marine conservation.

Natalie Janse asked her a few questions about her call to action and what she plans for the future.

Never giving up the fightGREEN WARRIOR

DEA dispels shark cage diving fears

The Department of Environmental Affairs (DEA) has dispelled reports

about a pending permit application for a white shark cage diving operation in Jeffrey’s Bay, St Francis Bay and Cape St Francis region.

According to a statement issued by the DEA, these areas don’t fall within the designated white shark cage diving areas under the regulations relating to the management of the activity. Current designated areas where white shark cage diving activity is permitted are:

�� Seal Island, False Bay;�� Dyer Island, Gansbaai;�� Quoin Rock, Quoin Point;

�� Seal Island, Mossel Bay; and

�� Algoa Bay, Port Elizabeth.In addition permits for shark cage diving are issued every five years with the current permits only due to expire in July 2016. As such invitations to apply for permits are still to be issued in via the Government Gazette.

“To date the Department has not enter-tained any applications on an ad hoc basis. Allegations of the Department considering any applications and being in the process of allocating a permit in St Francis Bay or Jeffrey’s Bay are there-fore false,” notes the statement from the Department.

Keeping our oceans alive with opportunity GREEN MARINE


The GloMEEP project, formally des-ignated “Transforming the Global Maritime Transport Industry towards

a Low Carbon Future through Improved Energy Efficiency”, will focus in particular on building capacity to implement techni-cal and operational measures in developing countries, where shipping is increasingly concentrated.

The International Maritime Organisation (IMO), the Global Environment Facility (GEF) and the United Nations Develop-ment Programme (UNDP) have signed an agreement to allocate US$2.0 million to a two-year global maritime energy efficiency partnership project, which aims to support increased uptake and implementation of energy-efficiency measures for shipping.

IMO will execute this GEF-funded GloM-EEP project in partnership with UNDP. Ten IMO Member States have signed up to the GloMEEP project as lead pilot countries: Argentina, China, Georgia, India, Jamaica, Malaysia, Morocco, Panama, Philippines and South Africa.

The aim is to promote a low-carbon mar-itime sector, in order to minimise the ad-verse impacts of shipping emissions on cli-mate change, ocean acidification and local air quality.

A particularly interesting aspect of the project is its expected role in catalysing an innovative public-private sector partner-ship within the project framework, through a new Global Industry Alliance (GIA) for maritime energy efficiency. Participation is anticipated from leading private sector companies, including classification soci-eties, ship builders, ship owners, ship op-erators, marine equipment suppliers, port operators, and marine consultancy and management system providers.

The lead pilot countries will be supported in taking a fast-track approach to pursuing relevant legal, policy and institutional re-forms, driving national and regional gov-ernment action and industry innovation to support the effective implementation of IMO’s energy efficiency requirements.

Besides the GEF financing for GloMEEP, other funds will be mobilised in the form of in-kind and financial donations, to a pro-jected total of some US$13.8 million.

A number of events related to the imple-mentation of the GloMEEP project are ex-pected to be held alongside the two-day inaugural Future-Ready Shipping 2015 Con-ference, the joint IMO-Singapore Interna-tional Conference on Maritime Technology Transfer and Capacity Building, to be held

in Singapore on 28-29 September 2015.

The conference will gather maritime lead-ers to discuss ways forward in encouraging the uptake of energy-efficient ship technol-ogies. It is envisaged that the official launch and commissioning of the GloMEEP project and associated global project task force and inception meetings will be held during and after the conference.

Mandatory technical and operational en-ergy-efficiency measures were adopted by Parties to Annex VI of the International Convention for the Prevention of Pollution from Ships (MARPOL) in July 2011 and they entered into force on 1 January 2013.

These regulations make mandatory the Energy Efficiency Design Index (EEDI) for certain types of new ships, and the Ship En-ergy Efficiency Management Plan (SEEMP) for all ships. Since the entry into force of the regulations on energy efficiency for ships in 2013, further work has been un-dertaken to extend the scope of application

of the EEDI to include several additional ship types, to further develop guidelines to support uniform implementation, and to promote technology transfer.

IMO’s third study on greenhouse gas emis-sions from ships (2014) estimates that in-ternational shipping emitted 796 million tonnes of carbon dioxide (CO2) in 2012, down from 885 million tonnes in 2007. This represented 2.2 percent of the global emis-sions of CO2 in 2012, down from 2.8 percent in 2007. However, the study’s “business as usual” scenarios forecast a growth in CO2 emissions for international maritime trans-port of between 50 percent to 250 percent in the period to 2050, depending on future economic and energy developments.

Building capacity for a low carbon future in developing countries

End to Great Barrier Reef dumping is imminent

The United Nations Educational, Sci-entific and Cultural Organisation

(UNESCO) World Heritage Committee voted to maintain pressure on Australia to deliver on its promise to restore the health of the Great Barrier Reef at a meeting in July.

The decision requires Australia to deliver “effective and sustained protection” of the reef from threats including reckless industrialisation and pollution. Australia is required to provide a first report on progress in just 18 months.

The committee welcomed Australia’s “commitment to establish a permanent ban on dumping of dredged material from all capital dredging projects within the property” and to restrict new mega-port expansions in and near the reef.

It is expected that a full ban on dumping in the reef’s World Heritage waters will come into force within months.

“Australia has promised to prioritise the

health of the reef over damaging activi-ties like dumping dredge spoil. UNESCO will be watching to ensure that the con-dition of the reef improves in coming years, as will the 550,000 WWF cam-paign supporters and millions of people worldwide who are deeply concerned and want to see a stop to industrial destruction of the Great Barrier Reef,” said Marco Lambertini, Director General of WWF International.

The WWF delivered signatures from people in 177 countries to the UNESCO committee asking it to firmly defend our shared natural heritage when it comes under threat.

In its final reef decision, the commit-tee expressed continued concern that habitats and wildlife populations have declined, and that the reef’s overall outlook is poor. The committee empha-sised that major long-term threats such as water pollution and climate change remain and require action.

IMO’s third study on greenhouse gas emissions from ships (2014) estimates that international shipping emitted 796 million tonnes of carbon dioxide (CO2) in 2012, down from 885 million tonnes in 2007.

The aim is to promote a low-carbon maritime sector, in order to minimise the adverse impacts of shipping emissions on climate change, ocean acidification and local air quality.



On the 21 June 2015, the northern hemisphere’s summer solstice, Lwandle, in partnership with the

University of the Western Cape, Lawhill Maritime School and the Cape Peninsula University of Technology, participated in International Ocean Sampling Day (OSD), a global initiative which aims to promote the simultaneous sampling of microbes in the world’s oceans. This is the second year that Lwandle has

participated in the campaign. Headed by the European research group ‘Micro B3’, it promotes the simultaneous sampling of microbes in the world’s oceans to provide a global set of samples that are all related in time, space and respective environments. “Micro B3” stands for “Microbial Biodi-

versity, Bioinformatics and Biotechnology”, and is a collaborative project that aims to address the current lack of marine microbe biodiversity research through the use of current sequencing technologies. Ocean Sampling Day is one of the initiatives pro-moted to increase global knowledge of marine microbe diversity and ultimately to provide a global reference dataset. OSD also serves to make the developments of Micro B3 transparent and accessible, by making results publicly available. With the aim of promoting South Africa’s

involvement in such initiatives, Lwandle be-lieves that such participation ensures that the lack of research is addressed and that the South African environment is repre-sented in the global data sets. Additionally on a more local scale Lwandle

believes in the promotion of marine sci-ence to South African school learners to ex-pand career prospects and encourage the

marine scientists of tomorrow. This year, the company conducted the sampling in partnership with Lawhill Maritime School, where four enthusiastic learners were se-lected to join Lwandle scientists in collect-ing and processing water samples. The sampling team, headed by Lwandle

marine scientists, collected six five-litre surface water samples from a site regis-tered on the OSD database near Robben Island. A CTD cast, to provide information about

the physical environment from which the samples were collected was also conduct-ed. Sampling was conducted from the Fathom 10, a vessel very kindly provided by CPUT. Despite a few bouts of seasickness, the

Lawhill pupils thoroughly enjoyed their day out at sea and returned to shore with smiles on their faces.The samples were then transported to the

University of the Western Cape’s Institute for Microbial Biotechnology and Metage-nomics for processing. Dr Bronwyn Kirby from UWC supervised the filtering of the water samples for the collection of micro-bial material, and even allowed the learn-ers to make slides to view what we were looking for in the water samples under mi-croscopes. Pupils were also taught about proper lab-

oratory protocol and scientific methods for DNA sampling. Once the samples were filtered, they were preserved for transport to Germany, where DNA analysis of each sample will take place at the Micro B3 labs.Following the success of the day, Lwandle

looks forward to participating on a similar level in 2016.

Decrease in African Penguin population in the spotlight

The Department of Environmental Af-fairs has responded to concerns over

the decline in African penguin numbers and confirmed that the plan to address the diminishing population that was gazetted in 2013 is producing results. According to their studies the numbers have stabilised over the last four years.“In South Africa, numbers of African pen-guins collapsed in the early 21st century. In 2001, an estimated 56 000 pairs bred, which were subsequently reduced to 19 000 pairs (65 percent) in 2012,” said Zolile Nqayi, Department of Environmental Affairs spokesman, adding that decreases in numbers had been particularly severe in the north region of Cape Town where numbers had decreased by 90 percent in the 11 year period 2004 –2015, with a loss of 30,000 pairs.

Heavy losses were also recorded at Dassen and Robben islands where adult sur-vival rates decreased substantially. These decreases are due to displacements to the Southeast of the main prey of the African penguins, particularly sardines and anchovy. This brought about a mismatch in the distributions of prey and the north-west breeding colonies, as well as a large decrease in sardine biomass. The impact of an altered distribution of prey may have been exacerbated by fishing in the vicinity of the Western penguin colonies.“In 2010, the Department of Environmen-tal Affairs, CapeNature (CN), together with South African National Parks (SANParks) and other interested parties, initiated the development of a Biodiversity Manage-ment Plan for the African Penguin (BMP-AP) in terms of the National Environmental

Management: Biodiversity Act of 2004.The apparent stabilisation of the popula-tion over the last four years is encouraging, but should not be interpreted as an indi-cation that the long term decline has defi-nitely ended.Nqayi added, “The department would like to stress that BMP-AP considers all threats to penguins, including food availability, and has several objectives that are being implemented in collaboration with relevant agencies.“Amongst these are securing the protected status of all extant African penguin colo-nies, including those not currently formally protected, considering establishment of new breeding sites closer to the present availability of food, and ensuring an ade-quate abundance of prey for penguins at existing colonies.”

By Natalie Janse

Conserving marine diversity on the high seas

The UN General Assembly (UNGA) recently adopted a formal resolu-

tion to develop a legally-binding treaty for the conservation of marine biodi-versity on the ‘high seas’.The new ocean regulations are pro-posed to include: area-based manage-ment tools, such as marine planning and marine protected areas; envi-ronmental impact assessment (EIA) requirements; the transfer of marine technology; and a regime for manag-ing marine genetic resources, includ-ing benefit-sharing. These developments have potentially significant implications for ocean economic activities, such as shipping, oil and gas, cruise tourism, fishing, marine mining, biotechnology, sub-marine cable, as well as for related sectors, such as maritime law, insur-ance and investment.The UNGA resolution identifies “the need for the comprehensive global regime to better address the conser-vation and sustainable use of marine biological diversity in areas beyond national jurisdiction.” The resolu-tion calls for a two-year preparatory process in 2016-2017 to develop the treaty elements.Industry involvement in this stage of defining a new ocean treaty is critical to ensuring that these new regula-tions are developed with full and bal-anced information, are based on good science and risk assessment, are prac-tical and implementable and engender the constructive engagement of the ocean business community.

Education institutions participate in International Ocean Sampling Day

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BUYERS’ GUIDE Products and services


Fax 021 511 7910Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� SlingsAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� Swell CompensatorsC & C Technologies: Tel 021 705 2741; Fax 021 705 2741Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

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

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

� Winches, Sales, RepairsCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

EMERGENCY AND LIFESAVING EQUIP-

MENT / REPAIRS

� Distress Signals, Flares (pyrotechnics)ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

List your company’s details here

� Emergency Locating EquipmentMarine Navigation Systems: Tel 021 511 1640SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886

� Escape Route SignsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

� Fire Equipment SignsCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

� Fire-Fighting EquipmentASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

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

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

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

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

� Safety EquipmentASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910Marine Navigation Systems: Tel 021 511 1640Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770Timeless Technologies: Tel 086 184 6383; Fax 086 527 5250 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

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

� Security CamerasTimeless Technologies: Tel 086 184 6383; Fax 086 527 5250

ENGINE ROOM AND PROPULSION GEAR /

SERVICING

� AnodesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

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

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

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

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

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

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



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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

� Pneumatic Engine Con-trol RepairsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Propeller Repairs, Sys-temsAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206ASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

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

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

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

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

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

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

FISHING GEAR

� Long Line Winches, Sales & RepairsHSE Supplies: Tel 021 511 8030; Fax 021 511 8009



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

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

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

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

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

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

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

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

FISH PACKAGING

� CartonsCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523

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

FISH PROCESSING EQUIPMENT

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

� Cannery EquipmentHSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� ChillersASI Offshore: Tel 021 527 7040; Fax 021 527 7050

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

021 511 8009

� Filletting MachinesHSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� FreezersASI Offshore: Tel 021 527 7040; Fax 021 527 7050HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Gutting MachinesHSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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

� Ozone EqauipmentgHSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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

NAVIGATION COMMU-NICATION AND ELEC-TRONIC EQUIPMENT /

SERVICING

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

� Automatic SteeringASI Offshore: Tel 021 527 7040; Fax 021 527 7050HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

� CompassesASI Offshore: Tel 021 527 7040; Fax 021 527 7050C & C Technologies: Tel 021 705 2741; Fax 021 705 2741Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

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

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

Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Electronic SurveillanceHSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South: Tel 021 508 4700; Fax 021 508 4888Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Fish Finding EquipmentASI Offshore: Tel 021 527 7040; Fax 021 527 7050HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886

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

� GyrosASI Offshore: Tel 021 527 7040; Fax 021 527 7050C & C Technologies: Tel 021 705 2741; Fax 021 705 2741HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Navigation Systems: Tel 021 511 1640SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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



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

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

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

� Precise DGPS PositioningC & C Technologies: Tel 021 705 2741; Fax 021 705 2741HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Radar Sales, RepairsASI Offshore: Tel 021 527 7040; Fax 021 527 7050HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610List your company’s details here

� Radio Remote ControlCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Radio Sales, RepairsASI Offshore: Tel 021 527 7040; Fax 021 527 7050C & C Technologies: Tel 021 705 2741; Fax 021 705 2741HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Satellite Phones and EmailUnique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Satelite Phones & EmailASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Navigation Systems: Tel 021 511 1640SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

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

� Weather & ReceiversASI Offshore: Tel 021 527 7040; Fax

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

PROFESSIONAL & SPE-CIALISED SERVICES

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

� Aluminium Technical In-formationHSE Supplies: Tel 021 511 8030; Fax 021 511 8009Hulamin (Pty) Ltd: Tel 021 507 9100; Fax 021 534 2469

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

� Bulk TerminalsSmit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885

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

� Consultancy & TrainingAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Allweld Solutions: Tel 021 510 1482; Fax 021 510 8082ASI Offshore: Tel 021 527 7040; Fax 021 527 7050C & C Technologies: Tel 021 705 2741; Fax 021 705 2741Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� ConsultantsAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206African Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Offshore Maritime Services: Tel 021 425 3372; Fax 021 425 3379Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885Subtech (Pty) Ltd: Tel 031 206 2073;

Fax 031 205 7772Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

� Consulting EngineersASI Offshore: Tel 021 527 7040; Fax 021 527 7050Crew Transport ServicesServest Marine Services: Tel 021 448 3500; Fax 021 447 0895HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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

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

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

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

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

� Hydraulic Design, Project & Engineering

� Inspection & Testing ServicesASI Offshore: Tel 021 527 7040; Fax 021 527 7050HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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



� LogisticsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910

� Marine SurveyorsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Offshore Maritime Services: Tel 021 425 3372 Fax 021 425 3379

� Maritime TrainingHSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 9845Sea Safety Training Centre: Tel 022 742 1297; Fax 022 742 1365Unicorn Training School: Tel 031 274 4770 Fax 031 5578Unique Hydra: Tel 021 534 4375; Fax 021 534 3610List your company’s details here

� Naval ArchitectsASI Offshore: Tel 021 527 7040; Fax 021 527 7050

� Net MonitoringImtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752

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

� P & I Club Representa-tivesBowman Gilfillan: Tel 021 480 7811; Fax 021 424 1688

� Personnel AgencyDCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

� Project ManagementASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302List your company’s details here

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

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

� Ship ManagementASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Smit Marine: Tel 021 507 5777; Fax 021 507 5885

� Ship RegistrationASI Offshore: Tel 021 527 7040; Fax 021 527 7050

� Spares ProcurementAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996Mares Shipping GmbH: Tel +49 40 37 47840; Fax +49 40 37 478446Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

� STCW 95TrainingUnicorn Training School: Tel 031 274 4770 Fax 031 5578

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

� Surveyors, Hull, Machin-eryASI Offshore: Tel 021 527 7040; Fax 021 527 7050Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

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

� Technical DocumentsASI Offshore: Tel 021 527 7040; Fax 021 527 7050

� TowageServest Marine Services: Tel 021 448 3500; Fax 021 447 0895Offshore Maritime Services: Tel 021 425 3372; Fax 021 425 3379

Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

� Vessel Purchase/SalesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523

� Vessel Management, Crew supplies, Mainte-nance PlanningASI Offshore: Tel 021 527 7040; Fax 021 527 7050HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885

PUMPS

� Ballast Water SystemsAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206

� Bilge PumpsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Fish Pumps & HosesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Fresh & Sea Water PumpsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Marine Pump SalesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009List your company’s details here

� Pumping ServicesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885Subtech (Pty) Ltd: Tel 031 206 2073;

Fax 031 205 7772SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

� PumpsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

� Pump Sales & ServiceASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Hytec Cape: Tel 021 551 4747; Fax 021 551 2575SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 0836

� Spare PartsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Mares Shipping GmbH: Tel +49 40 37 47840; Fax +49 40 37 478446SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

SHIP REPAIR & MA-RINE MAINTENANCE

& ENGINEERING SERVICES & EQUIP-

MENT

� Anti fouling systemsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� Battery Charges & In-vertersASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900



HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Battery ManagementASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Boat BuildersASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Hulamin (Pty) Ltd: Tel 021 507 9100; Fax 021 534 2469SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

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

� Cathodic ProtectionASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

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

� CleaningASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772List your company’s details here

� Cold Metal RepairsASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Corrosion PreventionASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

� Cutless BearingsAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� Diving Services ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138List your company’s details here

� DrydockingASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Electrical & Mechanical RepairsASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Electrical Cable Support SystemsASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

� Electrical InstallationsASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Electrical Motor RepairsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Explosion Proof Equip-mentASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Unique Hydra: Tel 021 534 4375; Fax

021 534 3610

� GritblastingASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Gritblasting EquipmentASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

� High (Ultra) Pressure Water JettingASI Offshore: Tel 021 527 7040; Fax 021 527 7050

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

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

� Hull CleaningASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

� Hydraulic Systems & EquipmentASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

� HydroblastingASI Offshore: Tel 021 527 7040; Fax 021 527 7050

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

� Marine AirconditioningASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty)



Ltd: Tel 021 552 9445; Fax 021 552 9523EBH South Africa: Tel 031 205 6391; Fax 031 206 0252E.R.A.S.E.: Tel 021 949 8955; Fax 021 946 3178HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Marine CoatingsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Marine UPS InvertersASI Offshore: Tel 021 527 7040; Fax 021 527 7050Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

� Pipe Fittings: PipesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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

� ROV ServicesMarine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 9845

� Rudder Repairs/SurveysASI Offshore: Tel 021 527 7040; Fax 021 527 7050EBH South Africa: Tel 031 205 6391; Fax 031 206 0252List your company’s details here

� Ship ConversionsASI Offshore: Tel 021 527 7040; Fax 021 527 7050EBH South Africa: Tel 031 205 6391; Fax 031 206 0252Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

� Ship Equipment RepairsHSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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

� Ship Repairs & Mainte-nanceASI Offshore: Tel 021 527 7040; Fax 021 527 7050EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

� Steel WorksASI Offshore: Tel 021 527 7040; Fax 021 527 7050EBH South Africa: Tel 031 205 6391; Fax 031 206 0252Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552

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

� Steering Gear, RepairsEBH South Africa: Tel 031 205 6391; Fax 031 206 0252List your company’s details here

� Stern BearingsAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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

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

� Subsea Electronic Engi-neerimgMarine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 9845List your company’s details here

� Tank Cleaning/Sludge Removal & DisposalASI Offshore: Tel 021 527 7040; Fax 021 527 7050EBH South Africa: Tel 031 205 6391; Fax 031 206 0252

� Tank Blasting & CoatingASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Thruster RepairsAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206ASI Offshore: Tel 021 527 7040; Fax 021 527 7050EBH South Africa: Tel 031 205 6391; Fax 031 206 0252Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

� Ultrasonic CleaningASI Offshore: Tel 021 527 7040; Fax 021 527 7050EBH South Africa: Tel 031 205 6391; Fax 031 206 0252Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Underwater Welding RepairsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

� Underwater SystemsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 9845SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Welding RepairsASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

SHIP SUPPLY

� BunkersASI Offshore: Tel 021 527 7040; Fax 021 527 7050Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� Crew ChangesServest Marine Services: Tel 021 448 3500; Fax 021 447 0895HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

� LubricantsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910

� Launches, HelicoptersASI Offshore: Tel 021 527 7040; Fax 021 527 7050Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885

� Offshore Rig SupplyAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038HSE Supplies: Tel 021 511 8030; Fax 021 511 8009J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Smit Marine: Tel 021 507 5777; Fax 021 507 5885

� Oil Pollution Abatement / CleanupASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

� Oil Pollution EquipmentASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

� Oil Spill Prevention KitsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

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

� Spare PartsAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Mares Shipping GmbH: Tel +49 40 37 4 7840; Fax +49 40 3747 8446Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

EASY CHOICE FOR TOUGH JOBSTough work on a tight schedule. With reliable, high-performance Cat® marine engines, maximum uptime is given - along with power, fuel economy, and emissions compliance. Barloworld Power supports you with expert service and genuine parts. The choice is clear.

For more information call Barloworld Power on 0860 898 000 or visit www.barloworldpower.com

© 2014 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, BUILT FOR IT™, their respective logos, “Caterpillar Yellow,” the “Power Edge”trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

0080 Marine Fishing.(A4) GAF.indd 1 2014/09/29 8:02 AM

For more than 90 years, Scaw’s Haggie® Steel Wire Rope has been a leading supplier to the marine and off-shore industries.

Experienced teams of qualified engineers with extensive experience in all aspects of steel wire rope and chain products are on call to provide on-site inspection to advise and support on the selection, handling, installation and maintenance of products vital to driving safety, productivity and profit.

A trusted industry leader

www.scaw.co.za

More than steel.

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