The South African Journal of Maritime Transport 2022

SOUTH AFRICAN JOURNAL OF MARITIME TRANSPORT

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WORLD MARITIME DAY PARALLEL EVENT DURBAN SOUTH AFRICA 12-14 October

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THE SOUTH AFRICAN MARITIME TRANSPORT JOURNAL

SPONSORS SOUTH AFRICAN MARITIME SAFETY AUTHORITY

TRANSNET NATIONAL PORTS AUTHORITY

HERON MARINE

MEDITERRANEAN SHIPPING COMPANY SOUTH AFRICAN INTERNATIONAL MARITIME INSTITUTE

SASOL

MOSES KOTANE INSTITUTE

AFRICAN MARINE SOLUTIONS

SOUTH32 HILLSIDE ALUMINIUM

LINSEN NAMBI

BP- SOUTH AFRICA

SANDOCK AUSTRAL SHIPYARDS

MNAMBITHI TERMINALS

ENGEN

SPILL TECH

SALDANHA BAY INDUSTRIAL DEVELOPMENT ZONE

PORTS REGULATOR OF SOUTH AFRICA

ETHEKWINI MARITIME CLUSTER

ETHEKWINI MUNICIPALITY

EASTERN CAPE MARITIME CHAMBER

NT OF ECONOMIC DEVELOPMENT & TOURISM (KwaZulu Natal)

DEPARTMENT OF INTERNATIONAL RELATIONS & COOPERATION

DEPARTMENT OF HOME AFFAIRS

DEPARTMENT OF EDUCATION (KwaZulu Natal)

NATJOINTS – PROVINCIAL JOINTS

SOUTH AFRICAN NAVY

PARTNERS

EXHIBITORS

AFRICAN MARINE SOLUTIONS

DANGEROUS GOODS MULTI-STAKEHOLDERS

DEP OF ECONOMIC DEVELOPMENT

DOT: MARITIME BRANCH

DURBAN UNIVERSITY OF TECHNOLOGY

EASTERN CAPE MARITIME CHAMBER

ETHEKWINI MARITIME CLUSTER

ETHEKWINI MUNICIPALITY

HELI-LAUNCH OPLSA

LINSEN NAMBI

MARITIME REVIEW AFRICA

MEDITERRANEAN SHIPPING COMPANY

MNAMBITHI TERMINALS

MOSES KOTANE INSTITUTE

PORTS REGULATOR OF SOUTH AFRICA

SOUTH AFRICAN NAVY

SALDAHNA BAY INDUSTRIAL ZONE

SANDOCK AUSTRAL SHIPYARDS

SASOL

SOUTH AFRICAN INTERNATIONAL MARITIME INSTITUTE

SOUTH AFRICAN MARITIME SAFETY AUTHORITY

SOUTH AFRICAN MARITIME TASK FORCE NETWORK

TRANSNET NATIONAL PORTS AUTHORITY

TRANSNET PORT TERMINALS

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CONTENTS

Contents 04

Department of Transport organogram

05

Ministerial Foreword

ç ç 07

Minister Fikile Mbalula Deputy Minister Sindiswe Chikunga

Defining Maritime SA

ç ç ç ç ç ç ç

Maritime Transport Fisheries Sector Marine Manufacturing and Repair Aquaculture Maritime Tourism and Leisure Rural Maritime Economy Offshore Oil and Gas

15

Future Technologies

20

Managing Maritime SA Government Departments

ç ç ç ç ç ç

Department of Transport Department of Forestry, Fisheries and the Environment Department of Minerals Resources and Energy Department of Defence and Military Veterans Department of Basic Education Department of Higher Education and Innovation

Port Management

ç ç

Transnet National Ports Authority Ports Regulator of South Africa

32

Maritime Milestones

38

Maritime SA on the World Stage

42

South African shipwrecks

48

Maritime Heritage

51

African Myth and Folklore

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THE SOUTH AFRICAN MARITIME TRANSPORT JOURNAL

DEPARTMENT OF TRANSPORT

MINISTER OF TRANSPORT Mr Fikile Mbalula

DEPUTY MINISTER OF TRANSPORT SOUTH AFRICAN MARITIME SAFETY AUTHORITY Ms Zama Chonco (Acting CEO) PORTS REGULATOR OF SOUTH AFRICA Ms Jowie Mlaudzi (CEO)

Ms Sindiswe Chikunga DIRECTOR-GENERAL DEPARTMENT OF TRANSPORT Mr Ngwako Makepea (Acting)

DEPUTY DIRECTOR GENERAL: MARITIME TRANSPORT Mr Mthunzi Madiya

CHIEF DIRECTOR: MARITIME LEGISLATION & POLICY

CHIEF DIRECTOR: MARITIME MONITORING & IMPLEMENTATION

Mr Dumisani Ntuli

Ms Tsepiso TaoanaMashiloane

CHIEF DIRECTOR: MARITIME INFRASTRUCTURE & INDUSTRY DEVELOPMENT Vacant

EDITORIAL STATEMENT We are delighted to bring to you this commemorative summarised South African Maritime Transport Journal. The journal is made up of articles written by Brian Ingpen who is the recipient of the National Order of the Baobab in Silver from President Cyril Ramaphosa in recognition of his contribution to maritime education in December last year; Colleen Jacka, editor of Maritime Africa Review and Sicelo Fayo, a communications specialist for the South African Maritime Safety Authority’s 10th Province news blog.

The journal was produced to mark South Africa’s association with the international maritime community demonstrated by the hosting by South Africa of the 2022 IMO World Maritime Day Parallel Day event.

It contains information about the South African maritime industry and its importance to our socio economic wellbeing as a nation. The essay entitled Managing Maritime SA provides an idea of who is responsible for what in the vast area of South Africa's ocean domain.

There is no ocean without relics and the essay on Shipwrecks confirms two things; firstly that the history of South Africa and that of the world is incomplete if it does not include that which the ocean has conquered and that lies buried beneath the ocean surface.

If South Africa is a global village, then read the article South Africa on the World Stage to judge for yourself whether we are truly contributing to international diaspora. Sit down relax and read the article on Myths connected with the oceans. Perhaps you have your own story to tell. This collection of short essays has been made possible by sponsorship received from Sasol, MSC Cruises and Mediterranean Shipping Company.

The views contained in the accompanying articles remain those of the authors and do not represent the views or policies of the Department of Transport or any organ of government of the Republic of South Africa.

Department of Transport Editorial team Editor in Chief: Dumisani Ntuli Tšepiso Taoana-Mashiloane, Sicelo Fayo, Tebogo Rankoe 2022

Layout and design: More Maximum Media Editing and content compilation: Colleen Jacka, Editor: Maritime Review Africa

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MINISTERIAL FOREWORD

Ministerial Foreword

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outh Africa's global strategic location - positioned at the gateway between the Atlantic and Indian Oceans as a fully-fledged maritime nation - is well positioned to serve the international maritime community. Our maritime history and heritage is rich, diverse and adaptive to the ever changing global maritime environment.

The governance as well as management of our maritime area extends beyond our desire to serve our national interests and brings with it a number of obligation emanating from international legal instruments governing, safety, security and the protection of the marine environment binding to South Africa. Our strategic objective is to become an International Maritime Centre offering a range of high standard maritime infrastructure and services by 2030.

This commemorative South African Maritime Transport Journal contains a summarised story of our maritime nation and was produced on the occasion of the historic hosting by the IMO in partnership with the Republic of South Africa the 2022 World Maritime Day Parallel event held from 12-14 October 2022 in Durban.

Minister Fikile Mbalula

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outh Africa’s maritime history spans social, economic and geopolitical spheres. This journal tells that story as it’s relates to our country. In very simple terms, South Africa’s maritime history has been written in such a way that, whether you live in a village or in a metropolitan area, you can relate to it. It is for that reason that I regard maritime education and training as a critical element that is required to be maintained to the highest level of competence and capability as this will sustain our maritime nationhood to become an International Maritime Centre by 2030. This journal, therefore, gives an account of where we have come from and are headed.

Happy reading.

Deputy Minister Sindiswe Chikunga

WORLD MARITIME THEME FOR 2022: NEW TECHNOLOGIES FOR GREENER SHIPPING The 2022 World Maritime theme provides a good opportunity for the IMO Secretariat, Member States and observer organizations to focus on the importance of a sustainable maritime sector and the need to build back better and greener in a post-pandemic world. It also allows for activities to delve into specific topics related to the promotion of inclusive innovation and uptake of new technologies to support the needs for a greener transition of the maritime sector.

This is especially relevant in the context of developing countries, in particular SIDS and LDCs. Thetheme allows for a coordinated outreach and communications campaign by all stakeholders to highlight IMO initiatives to make shipping greener.

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Defining Maritime SA: The Blue Economy

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By Colleen Jacka, Editor: Maritime Review Africa

to port B.

Understanding South Africa’s maritime or blue economy requires an understanding of the country’s full maritime domain.

Traditionally this has come to mean the Exclusive Economic Zone (EEZ) of a country. Statistics show that South Africa has the 23rd largest Exclusive Economic Zone in the world. Interestingly, it is the relatively small country of France that boasts the largest EEZ with the United States of America (USA) not far behind.

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ith a 3,924km coastline and an EEZ equivalent of 1,5523,00 km² South Africa has a significant opportunity to broaden its ocean economy by developing the maritime industry sectors required to govern, manage, exploit and sustain these territories.

South Africa’s legacy of economic growth has historically been more closely linked to our inland mining than it is to the opportunities presented by the ocean. For this to change, South Africans need to imagine our ocean acreage as our tenth province and be prepared for a mind shift that will properly unlock the economic and employment opportunities that exist in this ocean space.

While it would be quite acceptable to simply be awestruck by the mere magnitude and beauty of our ocean territory, the tenth province can become a powerhouse of economic development with

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strategic management maritime sub sectors.

of

our

Currently seen as an industry with growth potential, the South African government as well as many international governments are investing in infrastructure and training to develop the potential impact of the various maritime sectors. This will provide both business investment and more job opportunities for people interested in the maritime world.

Operation Phakisa (oceans Economy) was launched in 2014 to drive the development of the ocean economy with the objective of creating significant new employment opportunities for South Africans in the maritime sectors by 2030.

For this to happen, we have to dull the notion that the maritime industry is equal to just a mode of transport. The maritime industry is a diverse and complex engine that powers world trade; it is not simply a case of ships moving from port A

The maritime industry includes fishing, shipping, ship repair, shipbuilding, offshore mining (diamonds, phosphates, oil and gas), marine civils, marine tourism, marine law and a whole host of other professional services.

While the list of sectors in the industry is impressive, it should also highlight one of the key challenges the industry faces. The industry is so diverse that it relies on the interoperability of government departments and instruments to function efficiently.

While the EEZ provides many opportunities, it also comes with the responsibility to manage the competing interests of the various maritime sub sectors equitably.

We have already defined the extent to which a network of government departments, parastatals and state-owned companies oversee this process in the previous section.

So where do the opportunities lie and how can they be maximised to meet the needs of accelerating job creation and economic growth for South Africa? While all the sectors require attention and offer opportunities, the shipping sector, the offshore mining sector and ship repair/building sector, aquaculture and small harbours have recently been singled out as areas that demonstrate real opportunity for South Africa.

DEFINING MARITIME SA

The recent expansion of bunkering to include dedicated offshore bunkering and ship-to-ship cargo transfers in Algoa Bay to take advantage of the large fleet of ships traversing the country’s oceans is illustrative of the abundance of opportunities that exist.

Apart from the more industrial sectors associated with the ocean, our coastline also amplifies opportunities for water sports, leisure and tourism. This sector has recently become a focus area for promoting growth in the maritime domain.

Initiatives such as BlueCape are looking to build on existing strengths as seen in our boat building sector to actively develop the super yacht sector - particularly in Cape Town.

BlueCape was established in 2019 to support businesses and investors in the ocean economy, to remove barriers to entry and to support skills development and transformation for job creation. BlueCape works with its founding partners, the City of Cape Town, and the V&A Water-

front to support the local provincial and national government to build a resilient ocean economy.

The V&A Waterfront Development adjacent to the Port of Cape Town allows tourists and visitors to get a glimpse of a working harbour. The Waterfront section of the Port of Cape Town has also hosted a number of international events including the Cape To Rio yacht race as well as Triathlon World Cup events.

Maritime awareness is at the centre of promoting the growth of the blue economy and institutions such as the South African International Maritime Institute (SAIMI), SAMSA, the Moses Kotane Institute and the Port Authority have teamed up with industry stakeholders to ensure that the maritime message is broadcast beyond the existing participants.

The potential of the blue economy is a significant lever for economic growth for the country.

We have a rich maritime history and tradition. We live off the oceans. We owe it to the nation to develop this sector to be one of the leading socio-economic sector for the best interest of our country and most importantly and as a leading maritime nation in the continent to serve the continent and the global community.

[SOURCE: MINISTERIAL FOREWORD TO CMTP]

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Maritime Transport Sector

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outh Africa’s participation in global shipping and its position at the tip of Africa provides the country with direct and indirect opportunities within the port system, shipping and crewing. The current focus is on improving the efficiencies within the ports, re-establishing the South African Ships Registry, establishing a coastal shipping regime, training seafarers and developing the cruise sector.

Given the importance of sea-borne trade to both South Africa and its inland neighbours – there is also a focus on developing logistics corridors that move cargo from the ports to inland terminals via truck and train. The Port of Durban is the second busiest container port in Africa and an important entry-point for cargo destined for Gauteng.

The South African government, through the launch of the Comprehensive Maritime Transport Policy (CMTP) aims to see this sector reach its full potential.

“There exists scope to revive the maritime transport sector and enhance its contribution to the growth and radical transformation of the South African economy. Promotion and development of the sector is within the context of the

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broader agenda of contributing towards the global competitiveness of the country as a maritime nation alongside the leading maritime nations.” Ministerial Foreword of the CMTP. At the heart of the CMTP is the realisation of an ambition to resurrect the Ships Register. The document estimates that the impact of the loss of the country’s shipping capacity in a monetary context is over R40 billion per year. This is the amount paid for maritime transport services to foreign owners and operators. The goal is to see a more balanced scenario in a manner that engages South African ships for South African cargo.

The existing working of cargo and calling of ships within our ports, however, has allowed a number of other specialist and non-specialist companies to develop including:

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Bunker barge services (available in Richards Bay, Durban and Cape Town).

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Hull cleaning services (available in Durban).

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Crew changes (available in ports with a Department of Home Affairs).

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Ships agents.

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Maritime Lawyers.

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Forwarding and clearing agents.

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Ship chandlers.

Marine insurers and underwriters.

In addition to the services offered within the ports, South Africa also offers offshore bunkering in Algoa Bay as well as Off Port Limits (OPL) services to passing vessels from the ports of Durban, Cape Town, Saldanha Bay and Port Elizabeth.

“The future development and growth of the Maritime Transport sector will depend on whether South Africa is able to implement the CMTP and provide appropriate service to meet the needs of the national economy; customers and the general provision of excellent service to the global industry.

“As a maritime nation aspiring to become an international maritime centre is no simple task. We need to know who our competitors are; their policies; their perception of us and how we position ourselves; counter all the negatives; learn from the best and advance on our course. We must continuously strive to be ahead of our peers in thinking, innovation and in maritime entrepreneurship development.” (CMTP)

DEFINING MARITIME SA

SOUTH AFRICAN PORT SYSTEM

Richards Bay Durban

Saldanha

 East London



Cape Town





Mossel Bay

Ngqura  Port Elizabeth

















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THE SOUTH AFRICAN MARITIME TRANSPORT JOURNAL

South African Fishing Sector

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he exploitation of our diverse fisheries resources began well before the arrival of the first Europeans, but the industrialisation of fisheries only gained momentum in the early 20th century.

dustry was slow to develop in the 1700s due to restrictions in place from the Dutch administration.

But, when the British captured the Cape Colony in 1795, these restrictions were removed (DAFF 2014).

After 1950, advances in technology saw the quantity of fish caught, processed and traded increase dramatically and in the decades that followed this resulted in the overfishing of fisheries stocks, and their consequent decline.

Today, South Africa’s commercial fishery sectors include: abalone, demersal shark, gillnet and trek net fishing, hake landline, hake inshore trawl, hake longline, hake longline, hake offshore trawl, horse mackerel, large pelagics, oyster, patagonian toothfish, prawn trawl, seaweed, small pelagics, south coast rock lobster, squid, traditional linefish, tuna and swordfish longline, tuna pole, west coast rock lobster (inshore), west coast rock lobster (offshore).

While the public’s general perception of the industry is that there are only a few large players – the reality is the sector attracts more than 2,000 rights-holders across 22 fisheries. These range from small, traditional fisheries such as the net fishery for harders (mullet) to sophisticated industrial fisheries such as the trawl fishery for hake that supplies value-added products to markets around the world.

The fishing activities of the Khoekhoe, San and European seafarers show that linefishing was already prevalent in the region in the 1500s.

According to the history recorded

by DAFF (now DFFE) in its report on the Status of the South African Marine Fishery Resources, although the resource was abundant, the in-

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Further, for the benefit of large rural communities along South Africa’s coastline, fishing rights have been extended to thousands of people through co-operatives some of whom are now currently being associated to expand their fishing from existential to commercial enterprises.

Fleet of vessels The Department of Forestry, Fisheries and the Environment (DFFE) operates three research vessels – the

Africana, the Algoa and the most recent addition to the research fleet, the Ellen Khuzwayo, which was built locally by Farocean (now Damen Shipyards Cape Town) in Cape Town and launched in 2007.

The Africana, built in 1982, is tasked with the research and monitoring of fish stocks; and undertakes periodic stock surveys that have assisted the department set catch and effort limits.

These, as well as their patrol vessels, are operated by SAMSA's Maritime Special Projects on behalf of the Department.

Formed in 2009, the Responsible Fishing Alliance provides an important mechanism for South African fishing companies to work with conservation groups. The alliance includes the Oceana Group, Viking Fishing Company, Sea Harvest, I&J and Pioneer Fishing, working in partnership with WWF-South Africa and Birdlife South Africa. One of the most successful of the initiatives undertaken by the RFA is the training of skippers, fishing crews, inspectors and observers.

The Marine Living Resources Fund (MLRF) makes provision for observers to be placed on licensed vessels to collect data and take catch samples to record target and nontarget species that are captured.

DEFINING MARITIME SA

Marine Manufacturing and Repair Sector

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he development of the country’s marine manufacturing and repair sector was identified as one of the initial pillars of Operation Phakisa (Oceans Economy) and includes ship and boat building, manufacturing of floating structures, manufacture of marine equipment, vessel and rig repairs, ship recycling, specialist marine services as well as engineering and design. It is also included in the Ocean Economy Master Plan published at the beginning of the year.

With an existing base of skills and companies with a successful history in this sector, the focus going forward will be on addressing the need to incorporate green technology as well as autonomous elements.

Indeed, new international conventions and commitments to the reduction of greenhouse gases will impact directly on this sector. Existing companies that represent global brands as local sales and service agents will be compelled to adjust their skill sets to ensure that they continue to be of value to their principals.

Local building and vessel maintenance will similarly need to adjust as cleaner technology becomes a

reality for both propelling ships as well as drydocking them. In-water services such as hull cleaning are already undergoing a revolution.

Local companies have stepped up to meet the requirements of the International Maritime Organisation (IMO) to offer these services in an environmentally friendly manner.

South Africa’s ship and boat building sector may be relatively small, but it has a solid reputation. The designation of the sector by government as a direct outcome of Operation Phakisa means that all State-owned vessels need to be built locally.

The recent award of the contract to build a high-tech hydrographic vessel for the South African Navy underpins the skills and expertise that is available. The ship is currently under construction at the Durbanbased shipyard of Sandock Austral.

The country is also particularly proud to claim the title of the second largest builder of luxury catamarans in the global market.

Companies such as Robertson and Caine in Cape Town have solidified South Africa’s reputation as a reliable supplier of quality platforms within this market. Their factory has helped buoy several smaller

sub sectors within the maritime manufacturing sector locally.

The Department of Trade, Industry and Competition, in conjunction with the Council for Scientific and Industrial REsearch (CSIR), initiated a programme to strengthen the sector’s ability to meet stringent quality standards required to produce internationally benchmarked components. The Aerospace Industry Support Initiative was identified as a platform and a marine programme was launched.

Since the start of the initiative, more than 13 marine beneficiaries have been assisted. All of these are SMMEs with the bulk of them operating as Level 1 B-BBEE companies.

The support is specific to marine manufacturing and is provided though one of two interventions namely “Standards and Accreditations” and “Technology Enhancement”.

The technology intervention aims to support companies access new or existing markets and advancement in this area is seen as a critical aspect for growth The development and enhancement of new technologies, processes and manufacturing methods is seen as fundamental to becoming competitive on a global level.

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Aquaculture

Marine Tourism and Leisure

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peration Phakisa (Oceanns Economy) identified the development of the aquaculture sector as a vital strategy for enhancing the country's blue economy.

Significant gains have been made within this sector. Despite some natural challenges that limit large scale aquaculture development along the coastline, South Africa has focused on value-chain driven growth for a competitive advantage. The government's aquaculture development policy focuses on providing an enabling regulatory domain.

Although the country maintains a healthy trade surplus on aquaculture products, a trend of increasing imports of farmed and wild capture fish products indicates increased consumer demand as well as increasingly short supply of traditional fish products such as “line-fish” on the local market.

The range of farmed fish resources includes abalone, trout, catfish, oysters, mussels, finfish and tilapia.

Abalone’s dominance reflects the critical mass that has been achieved through advanced production technology, a market niche, an established service industry and coordinated public support.

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arine tourism and leisure have historically operated fairly organically by leveraging South Africa's position as a country with a spectacular coastline, marine resources and optimum conditions for enjoying what the ocean has to offer. Operation Phakisa, and the subsequent Ocean Economy Master Plan, however, aim to see the country’s economy capitalise on overlooked or under-exploited opportunities.

A 2019 study commissioned by Invest Cape Town estimated the value of the ocean sports sector to be about R1.4 billion. According to BlueCape, this sector is made up of small niche companies in kiteboarding, surfing, windsurfing, SUP, surfski, ocean kayaking, sportfishing, SCUBA diving and ocean safety sectors. This economy is dominated by the kite surfing sector that generates over R500m per annum.

These sectors offer a wide variety of opportunities across a broad skills base.

This represents just one region of the country, but a road trip along our coastline will readily reveal an ocean teeming with marine leisure and tourism opportunities including, shark cage diving, whale

watching, sailing, SCUBA diving, angling, swimming and bathing. All of these have direct and indirect opportunities, but rely on our ability to maintain a healthy ocean and clean coastline.

The Blue Flag has been operational in South Africa since 2001 and has municipal, marina and tourism boat partners in 18 coastal municipalities around the country. The adoption of Blue Flag principles is driven by the Wildlife and Environment Society of South Africa (WESSA).

The iconic Blue Flag is one of the world’s most recognised voluntary eco-labels awarded to beaches, marinas, and sustainable boating tourism operators.

The cruise sector has become steadily more important to South Africa and both the Port of Cape Town as well as the Port of Durban have responded by establishing dedicated cruise terminals. Also under consideration is the viability of pursuing the superyacht market.

The ocean may be what lures tourists to our shores, but by harnessing all the myriad of opportunities in the marine leisure sector, South Africa can benefit from direct as well as significant indirect economic windfalls.

DEFINING MARITIME SA

Developing the Rural Maritime Economy

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nitially launched in KwaZulu Natal to focus on the rural coastal areas, the South African Maritime Safety Authority’s Rural Maritime Development Programme (RMDP) was later expanded to include inland provinces. The aim is to assist rural communities benefit from the country’s coastline and Exclusive Economic Zone (EEZ).

Four projects were launched in the Eastern Cape including the Maritime Youth Development Programme (MYPD), which was undertaken jointly with the Eastern Cape government to equip rural youths with basic maritime skills. By 2020, the MYPD had placed in excess of 600 youngsters on international cruise ships around the world.

By promoting awareness of the opportunities in maritime-related industries the programme has pursued strategic partnerships with relevant stakeholders in both the public and private arenas with significant success.

A second project involved a coastal and marine tourism initiative undertaken jointly with the Eastern Cape Tourism Board. In addition, a youth skills development initiative to focus on boat building was also initiated.

The RMDP involves the three broad areas of basic maritime skills development, fishing and marine tourism

The programme was later expanded to the Mpumalanga Province.

SAMSA believes that the five inland provinces can also elicit significant economic and social value from participating in the sector.

The goal is to facilitate the training of rural youth with a host of maritime sector-related skills that will enable them to establish their own small enterprises or to assist them acquire employment within the country’s broad maritime sector.

The programme promotes education and skills development via bursaries. Pursuing a culture of education, training and skills development will have a lasting positive impact on job creation.

Despite their distance from the coast, many of the inland provinces host vast waterways and dams.

Mpumalanga is home to no less than 20 large dams – offering an opportunity to inculcate maritimerelated activities such water-based sports and tourism.

Indeed, SAMSA’s mandate to promote safety on all of the country’s waters means that the Author-

ity has a vested interest in training officials to monitor compliance.

Many of these dams attract small vessels that require inspection.

Opportunities in fish farming and aquaculture The Eastern Cape Rural Development Agency (ECRDA) has identified the development of its fishing and aquaculture industry as vital for economic growth.

The aim is to take advantage of the gap in global seafood demand and supply which project a gap of 29-40 tonnes per annum in South Africa alone and as much as 249322 tonnes per annum in southern Africa.

Marine tilapia farms have been developed in a five phase approach over a 12 year period in the Eastern Cape and KwaZulu Natal with the aim of producing as much as 100,000 tonnes per year in the next decade.

The five phased development is projected to yield about 4,736 direct jobs at fish farm and processing clusters and as many as 150,000 jobs for small scale farmers in the value chain across the region, with gross annual income of R3,4-billion against operations expenditure estimated at R1,24-billion.

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THE SOUTH AFRICAN MARITIME TRANSPORT JOURNAL

Offshore Oil and Gas Sector

T

he South African offshore oil and gas sector has a history that dates to the establishment of the offshore field near Mossel Bay and the development of Mossgas onshore. Further exploration activities have not been dominant, but the announcement of a significant gas find by Total in 2019 on the Brulpadda field has buoyed optimism that the country’s EEZ may be host to more such resources.

This upstream potential will no doubt be tempered by costs, investors, legislation and global sentiment towards fossil fuel extraction.

These factors notwithstanding, however, most studies indicate that oil will remain an important energy source and global resource within the foreseeable future – even as renewables and clean energy drive research and development.

Africa has championed the notion of a “just transition” – highlighting the positive impact that exploitation of these resources will have for the continent. The reality is that offshore exploration is likely to continue with significant pockets of investment being made in Mozambique, Angola and Nigeria.

South Africa’s aspirations can only be achieved within an enabling en-

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vironment. The imminent promulgation of the Upstream Petroleum Bill is seen as a necessary missing piece of the puzzle that will help create a better picture for international investors.

Skills and capacity development are also key foundational elements.

Bodies such as the South African Oil and Gas Alliance have analysed the training required and have supported companies operating within the support sector to meet stringent international offshore oil and gas quality and safety requirements.

A small number of OPITO accredited courses catering to sending locals offshore have emerged since 2015, but the bulk of OPITO courses are not offered locally. As such, it is an expensive undertaking to obtain the required OPITO accredited training to join rigs.

Midstream and downstream opportunities While the upstream opportunities face significant challenges, South Africa has been more active in the midstream and downstream sectors for many years. Ship repair yards have welcomed a significant number of oil platforms into the ports of Cape Town, Saldanha Bay

and Ngqura over the last two decades to offer repairs, maintenance and Class surveys. Advocacy groups have actively pursued avenues to increase the number of rigs and offshore vessels that use our facilities.

The Port of Cape Town’s A Berth was launched as a dedicated rig repair berth, but the downturn in the sector impacted on its functioning to the point that it now operates as a multi-purpose facility. The focus on the Port of Saldanha Bay and the development of the Saldanha Bay Industrial Development Zone also speaks to the desires of this sector.

Tenders to build and operate an Offshore Supply and Services Base (OSSB) within the port precinct reached an important milestone in 2017 when the Transnet National Ports Authority (TNPA) signed an agreement with Saldehco.

South Africa has a refining capacity that is reported to be the second largest in Africa. Prospects in refining are being driven by Sasol which has a strategy to develop green energy for the country.

Green energy development and the ability to balance exploration activities to ensure preservation of the environment will secure the viability of this sector as an important economic driver for the country’s future.

SASOL IS LEADING THE ENERGY TRANSITION IN SOUTHERN AFRICA

FUTURE TECHNOLOGY



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Sasol’s green hydrogen is set to transform the South African energy economy The Paris Agreement, an international treaty created by the 2015 United Nations Climate Change Conference (COP26), tasks the global community to support emission reduction roadmaps.

As a globally recognized and respected brand, Sasol has placed this call for greater ambition at the heart of its strategy to lead South Africa to a greener future.

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n support of the South African government and its climate change goals, this energy champion has developed a clear pathway for reducing greenhouse gas (GHG) emissions by 30% by 2030. As one of the largest providers of liquid fuels, chemicals, gas and electricity in Southern Africa, this company is harnessing green fuels and chemicals for a renewable, inclusive and sustainable energy future. “Sasol has committed to be net-zero by 2050, and we see green hydrogen as core to enabling this goal,” said Priscillah Mabelane, Executive Vice President for Energy at Sasol. “We have the capabilities, skillset, technology and solutions to co-create the South African hydrogen economy.”

South Africa’s transition to a lowcarbon future requires bold innovation and investment in transformative technologies. A green hydrogen sector holds promise for growth and development in the country’s primarily coal-based economy and will contribute to South Africa’s in-

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ternational climate mitments.

change com-

Sasol can support customers to make the energy transition by supplying both old and new energy products competitively. The company believes green hydrogen provides a credible decarbonisation solution and can support a just energy transition.

This decarbonisation strategy focuses on three key areas. These are, reducing emissions from operations by improving efficiencies; transitioning from coal to less carbonintensive feedstock, such as natural gas; and shifting the organisation’s portfolio to using sustainable feedstocks, such as renewable energy, green hydrogen, and sustainable carbon, to produce more environmentally-friendly products.

Transforming South Africa’s energy landscape with green hydrogen Sasol’s deep engineering and technical expertise, and globally pioneering production methods of

green fuels and chemicals, place this company in the lead in the race to tackle climate change in the Southern African region.

Today, Sasol is a leading producer and consumer of hydrogen, as well as the largest producer of synthetic fuels, globally. The company is also involved in the manufacturing and marketing of ammonia and methanol, albeit these are currently derived from fossil fuels.

Green hydrogen will transform South Africa’s energy landscape.

Sasol’s proprietary Fischer-Tropsch (FT) technology, in particular, will play a meaningful role in establishing a low carbon future.

This enterprise is the world leader in FT technology with demonstrated innovation and operational experience. Its unique FT technologies can be used to convert CO2 and green hydrogen into many sustainable chemicals and fuel products.

It also boasts the world’s largest capacity in FT technology, underpinned by a strong portfolio of FTrelated patents.

Sasol has launched an exciting new business to leverage the company’s 70-year-long expertise in FT technology to produce low carbon sustainable fuels and chemicals globally. While its technology will serve a range of sustainable product mar-

FUTURE TECHNOLOGY

kets, sustainable aviation fuel (SAF) is the application where this firm expects to make a substantial difference today.

Industry and others, including environmental groups, consider SAF the most significant contributor to reducing GHG emissions in the aviation sector, especially for medium and long-haul flights.

South Africa holds significant promise for renewables and low-cost green hydrogen production for its own use and export opportunities.

This will require national plans established by industry stakeholders and the government to develop and maximise localisation opportunities to create jobs and economic wealth.

The long-term inclusive growth of the green hydrogen market requires a strategic infrastructure and

an ecosystem anchored in localisation.

To support the incubation of local demand, Sasol is developing the supply capacity on net-zero feedstocks (such as renewables, hydrogen, and sustainable carbon) and managing its environmental impact.

This strategy incorporates stimulating the South African market for green hydrogen usage, establishing international markets for export demands, and creating sustainable supply chains.

Sasol’s deep engineering and technical expertise, and globally pioneering production methods of green fuels and chemicals, place this company in the lead in the race to tackle climate change in the Southern African region.

The company has also advanced several catalytic projects to foster the development of the Southern African hydrogen economy in partnership with public and private sector entities. These partnerships include the Central Energy Fund (CEF), Industrial Development Corporation (IDC), Imperial and Toyota

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South Africa (TSAM).

The green hydrogen economy in South Africa is expected to create over 370,000 jobs by 2050. By that same year, the organisation expects this sector to export more than 5 million tons of green hydrogen and derivatives to international markets. Similarly, local demand for green hydrogen, liquid fuels and sustainable chemicals is estimated to reach three million tons annually.

Green ammonia as marine fuel Green ammonia will be one of the first such growth opportunities for export demand. The company has launched several pilot projects to develop local and export opportunities. Today, ammonia is widely used in the chemical industry and is the key ingredient in the production of fertilisers.

Green ammonia will also be used as a hydrogen carrier, for power generation, but also as a marine fuel.

Global shipping accounts for approximately 3% of worldwide GHG emissions, and with the growth in global trade of goods the maritime emissions have been also increasing.

The International Maritime Organization (IMO) has set the ambition to, amongst others, at least halve the shipping industry’s GHG emissions by 2050, compared to 2008 levels. Green ammonia is widely seen as the most promising longterm low-carbon fuel alternative for shipping. Apart from advancing opportunit ies to develop large-scale green ammonia projects in South Africa, Sasol is also working with others, such as ITOCHU, to develop supply chain and market for green ammonia as a bunkering fuel. The company is also looking at production of green methanol, another scalable

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substitute to fossil fuels in marine applications.

Sasol plays a leading role in the cocreation and development of green hydrogen mobility ecosystems and hubs in South Africa. It has partnered with Toyota South Africa and Imperial, two automotive giants in the mobility market. The development of fuel cell (FC) vehicles freight and long-haul mobility applications will also boost supporting industries in South Africa, such as fuel cell manufacturing.

“To unlock green hydrogen opportunities, we are pursuing various demonstration opportunities and partnerships, as with Toyota, with the intent of enabling and taking advantage of technology developments and breakthroughs,” said Fleetwood Grobler, Sasol’s President and CEO. “One of the focus areas for Sasol in South Africa is to provide a comprehensive and sustainable mobility solution. Hydrogen and electric vehicles with refuelling and charging infrastructure form part of this sustainable future.

"We believe hydrogen mobility is a real opportunity for the country to decarbonise the sectors of longhaul and heavy-duty transport, mining and others and see the creation of hydrogen hubs, or ecosystems, as a practical and affordable way to scale the deployment of hydrogen in the transport sector.”

Boegoebaai: South Africa’s Flagship Green Hydrogen Project The race to tackle climate change goals sees multiple greenfield export-orientated project opportunities in Southern Africa, including Boegoebaai, Coega, Saldanha, Prieska and Namibia. To advance some of these opportunities, Sasol is working with partners such as The Industrial Development Cor-

poration of South Africa (IDC), The Central Energy Fund, CEF, Port of Rotterdam, Northern Cape Government, Haldor Topsoe and Mahlako Energy.

Boegoebaai has the potential to scale to a $10 billion investment bringing unprecedented economic growth and stimulating jobs in the Northern Cape Region. At full capacity, the Boegoebaai plant could drive the development of ~9GW of dedicated Renewable Energy capacity (twice today’s total national renewable energy capacity).

This and export sales from the facility could create up to 6,000 permanent jobs and more than 50,000 temporary jobs. Located in the Northern Cape, about 20km south of the Namibian border, Boegoebaai is ideally located to access the export markets by developing a new deep-water port, that will serve green hydrogen as well as the mining industries. The pre-feasibility studies currently underway will provide the correct potential of what can be achieved at Boegoebaai.

The high-level project concept entails the construction of a greenfield facility using the renewable energy generated from the worldclass solar and wind resources in the Northern Cape to produce green hydrogen and downstream processing for the production of green hydrogen derivatives. The 5GW electrolyser case would require renewable energy in excess of 9GW and could produce around 400ktpa of green hydrogen.

Establishing and operating the Boegoebaai Green Hydrogen Hub’s manufacturing, support industry, logistics, and social infrastructure will be transformational for the region and nationally.

An infrastructure project of this scale requires a partnership-based

FUTURE TECHNOLOGY

ecosystem that must be anchored on localisation to enable longterm, sustainable benefits for communities and skills development in the country.

As the lead project integrator, Sasol is working with the government to bring together strategic partners along the value chain and other enabling role players to drive the industrialisation of the Northern Cape province. These include potential customers, funders, investors, co-developers, technology suppliers and South African green energy providers.

To make this step-change as a country and region will require local and international cross-sector collaboration and advocacy for enabling climate change policy, regulation, incentives and financing.

It is necessary to advance a netzero future that supports the Paris Agreement’s intent, which also considers South Africa’s national circumstances.

Sasol is actively engaging various industry bodies, such as the Hydrogen Council, Energy Council, Global Alliance Powerfuels, South African Hydrogen Panel and other industry and multi-stakeholder associations, to contribute to the thinking, shaping and development of policies, regulations, incentives, funding and industry master plans.

With the Boegoebaai project, there is potential to create an ecosystem anchored on localisation to enable long-term, sustainable benefits for communities and the country. The project has the potential to provide a significant number of long-term sustainable jobs, infrastructure investment and skills development in the country, enabling a Just Transition.

While Sasol may be a global enterprise, its roots remain firmly planted in South Africa. Sasol is wellpositioned to lead the country’s energy transition given its history of constructing and operationalis-

Located in the Northern Cape, about 20km south of the Namibian border, Boegoebaai is ideally located to access the export markets by developing a new deepwater port, that will serve green hydrogen as well as the mining industries.

The pre-feasibility studies currently underway will provide the correct potential of what can be achieved at Boegoebaai.

ing complex energy related projects, its unique technology, iconic brand, experience of collaborating with multiple stakeholders, and track record of delivering in local communities.

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Managing Maritime SA The Tenth Province*

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By Brian Ingpen

South Africa’s long coastline with numerous major natural features that are popular tourist attractions; its position on a major global shipping route; its own international trade of which about 96 percent is sea borne; its rich fishing grounds, and its continental shelf that may hold vital reserves of oil and gas, combine to make the country a true maritime nation.

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ts position relative to Antarctic waters gives South Africa an extra responsibility for protecting this precious and pristine area, as well as ensuring the safety of vessels passing through the vast part of the Southern Ocean that lies south of the country. This is, of course, an area teeming with marine life, and vital to global meteorology.

About 80 ships a day round the Cape of Good Hope. This is more than the traffic passing through the Suez Canal.

To meet the requirements to develop, maintain and expand South Africa’s status as a maritime nation, programmes have been implemented to stimulate maritime awareness among South Africans especially targeting young people and the public at large.

More focused and vocationally orientated maritime education and training courses at secondary and tertiary levels are available at a number of institutions for those wishing to embark on maritimerelated careers ashore or at sea.

About 80 ships a day round the Cape of Good Hope. This is more than the traffic passing through the Suez Canal. With some of these being among the largest in the world - the country’s maritime responsibility increases, as does the need for standby salvage tugs, airsea rescue helicopters and aerial reconnaissance.

Given the volume of shipping off the coast, South African ports can

* The concept of a Tenth Province was first mooted by Jock Deacon.

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offer a range of services including ship repair, stores and crew change facilities. Bunkering is offered either alongside or via ship-to-ship transfers in approved areas. The ports’ main function, of course, is to provide import and export facilities for a range of cargoes, from containers and dry bulk commodities to liquids, reefer and vehicular cargoes.

The large number of ships on the Cape Sea route brings a number of environmental issues to the fore, requiring careful monitoring and, on some occasions, intervention to enforce international and national maritime regulations pertaining to fishing and pollution of the seas.

South Africa also needs to undertake continuous hydrographical surveying, meteorological observation, marine biological research and oceanographic studies within its maritime space – sometimes termed the country’s tenth province – to provide information to ships for the safe passage around the Cape and to understand as well as retain vital links in the maritime value chain.

For these ideals to be achieved, South Africa relies on several state departments and parastatal organisations to play important roles in maritime operations.

MANAGING MARITIME SA

Photo: Andrew Ingpen

South Africa' varied coastline provides both opportunities and challenges. From port development to beach rehabilitation and facilities for launching small boats the management of the country's maritime domain requires careful attention.

ABOVE: The fishing industry at Saldanha Bay and elsewhere along South Africa’s west coast and southern coast is an important employer, food provider and exporter for the region and the country.

LEFT TOP: Paternoster fishermen launch their boat from a beach.

Photo: SAMSA

LEFT: Beach and sand erosion management being undertaken in Durban.

Photo: Adobe Stock

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Government departments The National Department of Transport (NDoT)

within Africa.

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Other objectives include:

he National Department of Transport is tasked to research, analyse and develop maritime transport policies and strategies that promote efficient maritime transport, maritime safety as well as maritime security.

They are mandated to forward plan maritime infrastructure and to generally develop the South African maritime industry.

As the country’s representative at the International Maritime Organisation (IMO), the Department keeps abreast with modern maritime practices, trends and regulations, while implementing changes

to local regulations according to international requirements.

The Department is currently addressing necessary updates to national legislation regulating shipping, shipbuilding and related issues such as marine pollution as well as the South African Ships Registry.

The gazetting of the Comprehensive Maritime Transport Policy, which was launched in 2017, signified an important milestone for the Department and for the maritime industry as a whole. The policy aims to develop the country’s status as an International Maritime Centre

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Ensuring the competitiveness of South Africa’s international trade.

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Promoting the growth and broadened participation of local entrepreneurs in the shipping industry.

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Promoting marine transport, manufacturing and related services.

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Providing guidance to the maritime transport sector stakeholders and customers with regard to institutional arrangements, governance and regulatory interventions.

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Providing a clear framework around which operators, customers, investors and financiers can freely participate in the maritime transport market to improve growth, performance and competitiveness of the total sector.

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Establishing funding and financing mechanisms and solutions.

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Creating and enhancing viable and sustainable opportunities for historically disadvantaged entrepreneurs especially, women and youth.

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Ensuring efficient and effective regulation and clear separation between maritime operations and maritime regulation.

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Creating a conducive climate for South African perishable goods businesses to participate in the global market.

SOUTH AFRICAN MARITIME SAFETY AUTHORITY Acting CEO: Ms Zamachonco Chonco Established in 1998, South African Maritime Safety Authority (SAMSA) is housed within the NDoT and has a mandate to:

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To ensure safety of life and property at sea; To prevent and combat pollution from ships in the marine environment; and To promote the country's maritime interests.

The Authority is an essential entity within the South African maritime industry; providing Flag State Control over locally-flagged vessels and Port State Control for the wider shipping traffic in our waters.

SAMSA’s also monitors and approve official maritime training programmes to ensure compliance with the requirements of the IMO’s convention relating to the standards for training and certification of watchkeepers (STCW).

Operating the Maritime Rescue Co-ordination Centre (MRCC), SAMSA is key to successful incident response to mitigate loss of life and damage to the environment.

The Authority has also played an important part in establishing the National Cadet Scheme to help place cadets aboard foreign-flagged vessels to gain the necessary seatime.

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MANAGING MARITIME SA

SOUTH AFRICAN MARITIME LEGISLATION AND POLICY MARITIME LEGISLATION Merchant Shipping Act, 1951

The principal act in the maritime sector that provides overarching legislative framework for the shipping component of the sector

Marine Traffic Act, 1981

For the regulation of marine traffic and compliance with navigation charts

Carriage of Goods by Sea Act, 1986

This legislation regulates carriage of goods by sea by providing for documentation that is required for the movement of cargo from sellers to buyers.

Marine Pollution (Prevention of Pollution from Ships), 1986

This Act seeks to empower South Africa to be able to prevent pollution by ships within South African waters.

Maritime Zones Act, 1994

This Act, gives effect to the United Nations International Law of the Sea Convention and grants South Africa the responsibility to properly govern the ocean territory according to the international regimes applicable to the various zones including obligations such as providing safe navigation, search and rescue services, conservation of the marine environment, research and policing.

Shipping and Civil Aviation Laws Rationalisation Act, 1994

To repeal certain laws relating to shipping and civil aviation.

Wreck and Salvage Act, 1996

This legislation gives effect to the IMO International Convention on Salvage. It obligates the Minister to appoint Salvage Officers to manage salvage operations in our waters.

South African Maritime Safety Act, 1998

The Act establishes the SAMSA as a specialised agency for Safety, environment and promoting South Africa’s maritime safety and environmental interest.

South African Maritime Safety Authority Levies Act, 1998

This legislation empowers the Minister in concurrence with the Minister of the Treasury to set SAMSA levies required for SAMSA to carry out its legal mandate of Safety and Environment.

Ship Registration Act, 1998

This Act regulates registration of ships on the SA Register for the benefit of South Africa. It imposes obligations to ensure that our ships employ South Africans and comply with all safety and security measures.

Sea Transport Documents Act, 2000

The Act regulates documents required for carriage of goods by sea. It gives effect to applicable Rules governing sea transport documentation.

South African Maritime and Aeronautical Search and Rescue Act, 2002

This legislation gives effect to the International Convention on the Search and Rescue.

It establishes the Maritime Rescue Coordination Centre system funded by the Department; and establishes the South African Search and Rescue Organisation run by the Department.

National Ports Act, 2005

This Act seeks to define the appropriate industry structure and strengthen Government’s hand in driving sound economic regulation oversight over the port sector through an independent Ports Regulator.

Merchant Shipping (Civil Liability) Act, 2013

This Act imposes liability for oil pollution by ships. It makes it an offence for ships to pollute our waters. It also imposes reporting requirements for pollution incidents.

Merchant Shipping (International Oil Pollution Compensation Administration) Act, 2013

This Act provides for the system of reporting for imported oil products for submission and use by the International Oil Compensation Fund to determine South Africa’s contribution to the IOPC Funds.

Merchant Shipping (International Oil Pollution Compensation Contribution) Act, 2013

The industry is compelled through this Act to make contributions to the IOPC funds through SARS. This is giving effect to the IOPC Fund Convention which SA is party.

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Photo: AMSOL

Department of Forestry, Fisheries and the Environment (DFFE)

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isheries research and the enforcement of fishing regulations falls within the portfolio of the Department of Forestry, Fisheries and the Environment (DFFE).

The Marine Living Resources Act, 1988 (MLRA) effectively provides the groundwork for the allocation of fishing rights across the 22 commercial fishing sectors.

The Department’s fisheries research vessels collect data that is key to the calculation of the total permissible catch as well as to the allocation of quotas to registered fishing companies. In addition, a small fleet of Department-owned vessels undertake patrols to counteract poaching.

The tension between resources; the right to fish, and the management thereof arises from a history that allowed international interests access to fisheries that may have initially been outside of the country’s own ability to access.

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It is set against a global historic legacy of less-than-scientific management of stocks and the ability of better-equipped nations to access resources outside of their own borders.

The declaration of our Exclusive Economic Zone in 1977, allowed the country to phase out foreign fishing fleets that were over-exploiting the squid resource and helped to develop a South African trawl fishery for this resource.

The EEZ declaration also allowed South Africa to take direct management of the hake fishery and begin to exclude foreign vessels.

Fisheries science, bolstered by decades of catch records, along with a growing awareness as well as an ability to monitor and control (in some instances) fishing efforts has seen governments making more of an effort to manage their fisheries resources. It has also lead to the development of a number of

Regional Fisheries Management Organisations (RFMO) and regional programmes that provide input to management processes that aim to achieve sustainability.

As a one of the signatories to the original Antarctic Treaty, South Africa has maintained an Antarctic base for more than 60 years. The country also operates weather and scientific research stations on Marion Island and Gough Island.

DFFE took delivery of the sophisticated polar supply and research vessel SA Agulhas II in 2012 to replace the original SA Agulhas and continue to service the Antarctic and island bases.

Earlier this year a team aboard SA Agulhas II made an historic discovery. They located the wreck of the Endurance, the ship that took Sir Ernest Shackleton and his team to Antarctica in 1915. The vessel became stuck in the ice and sank.

The discovery of the wreck received worldwide acclaim, and was made possible by the involvement of the South African vessel and her South

MANAGING MARITIME SA

FAR LEFT: The sophisticated ice vessel, the SA Agulhas II enables South Africa's management of the Antarctic Base.

THIS PHOTO: The patrol vessels that were built locally to police the inshore resources.

OCEAN POLICY South Africa's Ocean Policy takes cognisance of the following principles articulated in international agreements:

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South Africa is responsible for implementing measures to address the sustainable use of resources in the marine area under its national jurisdiction [including the EEZ).

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South Africa is responsible for implementing measures to address the maintenance of biological diversity in the marine area under its national jurisdiction (including the EEl).

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South Africa is responsible for implementing measures to undertake research on and the monitoring of the marine area under its national jurisdiction (including the EEZ).

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South Africa is responsible for the integrated management of its ocean environment by pursuing sustainable development and adopting a preventative and precautionary approach (including the EEl).

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South Africa is responsible for implementing measures to respect international marine usage rules and to encourage research and monitoring of the High Seas, Southern Ocean and Antarctica.

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South Africa is responsible for implementing measures to address pollution of the ocean environment from land, sea and air-based sources.

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South Africa is responsible for implementing measures to ensure international and regional cooperation in respect of marine management.

Photo: Maritime Review Africa

African crew under the command of the highly experienced Antarctic Shipmaster, Captain Knowledge Bengu.

The vessel continues to engage with international expeditions.

SA Agulhas II and the oceanographic research vessel Algoa are managed by the South African company AMSOL on behalf of the Department.

Also falling under DFFE are the country’s fishing harbours. Recent upgrades to some of these have enabled more efficient usage and better access for fishing companies. Indeed, some of these colourful harbours have become tourist attractions in their own right.

Also falling within the Department,

the South African Weather Service provides weather forecasting for the areas off the coast that are prone to a variety of adverse conditions for shipping. They include fog, depressions, the occasional effects of tropical cyclones moving across the Indian Ocean, strong wind off the southern and southwestern regions, and the associated wild sea.

Using satellite images and data, as well as information relayed from coastal stations, the South African Antarctic base, islands to the west and south of the country, and weather buoys; the forecasts are generally very accurate. The dissemination of these forecasts to ships enables shipmasters to plan their voyages accordingly.

SOURCE: DFFE

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PETROLEUM BILL The Upstream Petroleum Resources Development Bill seeks to:

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Provide for orderly development of petroleum resources.

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Provide for equitable access to, and sustainable development of, petroleum resources.

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Provide for active State and black persons’ participation in the development of petroleum resources.

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Provide for a petroleum right that integrates the right to explore and to produce.

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Provide for the facilitation of acquisition of petroleum geo-technical data.

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Provide for a controlled application system through licensing rounds.

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Create an enabling environment for the acceleration of exploration and production of petroleum resources.

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Provide for third party access to upstream petroleum infrastructure.

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Provide for a petroleum right holder to sell a percentage of petroleum to the State for stock requirements.

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Designate a state-owned company as an entity responsible for managing the State’s interest in petroleum rights.

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Provide for the advancement of national developmental imperatives by the State-owned company through the development of petroleum resources.

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Provide for the holder of a petroleum right to retain its empowerment status after the exit of black persons under prescribed circumstances.

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Provide for local content as a development strategy to enable skills development, local recruitment and national participation through supply of goods and services.

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Designate the Petroleum Agency of South Africa as the regulatory authority for the upstream petroleum sector.

SOURCE: DMRE

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Department of Mineral Resources and Energy (DMRE)

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n 2019, the Department of Mineral Resources and the Department of Energy merged into one department, known as the Department of Mineral Resources and Energy (DMRE).

Falling within the DMRE, the Petroleum Agency of South Africa, promotes exploration for onshore and offshore oil and gas resources as well as their optimal development on behalf of South Africa.

The offshore gas production field at the South African-built FA Platform, south-west of Mossel Bay on the southern coast of the Western Cape Province falls within its mandate. Gas is piped from offshore to the Mossel Bay facility where it is refined.

The Agency also regulates exploration and production activities, and acts as the custodian of the national petroleum exploration and production database. The new legislation will serve to cement the Agency's mandate within the sector.

Recent surveys have discovered another gasfield – the Brulpadda field – slightly further offshore, and its production is currently under discussion.

The Upstream Petroleum Resources Development Bill closed for comments in July this year and is currently awaiting promulgation.

The new bill aims to strengthen the country's position as a petroleum producer by encouraging local content and managing the resource efficiently.

Also part of the DMRE, the Council for Geoscience runs a marine geoscience programme that aims to map the South African continental shelf in the highest resolution using modern technology, at various depth scales.

Late last year the Council launched a new survey vessel, the RV Nkosi, which is enabled for mapping up to a distance of 28 km offshore and/ or a depth of 100 m, within the limits of the equipment mounted onboard.

MANAGING MARITIME SA

Photo: Maritime Review Africa

Department of Basic Education (DBE)

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or any maritime venture to be successful and efficient, thorough education and training is necessary. A few South African secondary schools – under the auspices of the Department of Basic Education – offer the maritime-related subjects Maritime Economics (dealing with a broad spectrum of shipping operations), Nautical Science (navigation, seamanship, cargo stowage and ship stability) and Marine Science (a combination of marine biology and oceanography).

One or more of these subjects, pursued at High School level, opens important and interesting career options for school leavers. The initiative also provides the maritime industry with a pool of new entrants with some knowledge of its operations, its terminology and its requirements such as work ethics and timekeeping.

Department of Higher Education, Training & Innovation (DHETI)

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ertiary institutions offering courses in Navigation and Marine Engineering fall under the Department of Higher Education. Still other institutions offer specialised, mandatory courses for seafarers. Technical training is also available for the certification and training requirements of the fishing industry as well as in the marine engineering and boatbuilding sectors.

ABOVE: The Lawhill Maritime Academy is housed within Simon's Town High School and offers learners with unparalleled opportunities to become more familiar with the maritime sector. The Academy has pioneered maritime education and school level in the country and is supported by the industry.

In terms of government regulations, employers in the maritime sector contribute on a pro-rata basis towards the funding of the Maritime Chamber of the Transport Education and Training Authority (TETA). Employers may claim from this fund when providing bona fide training to their employees.

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Department of Defence and Military Veterans (DDMV)

fence operators and in administrative roles.

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Fleet renewal programme

he Department of Defence and Military Veterans oversees the South African National Defence Force (SANDF) which, of course, also includes the South African Navy. The Department’s mandate is to defend and protect the country, its territorial integrity and its people within the principles of the South African Constitution as well as of international law. With an extensive Exclusive Economic Zone (EEZ), the South African Navy provides an integral solution to satisfying this mandate at sea.

The South African Navy Chief of the SA Navy: Vice Admiral MS Hlognwane

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lthough the South African Navy’s history can be traced back to the 1860s, it only became formalised some years later in the 20th Century. The formalisation of the South African Division of the Royal Navy Volunteer Reserve (RNVR) in 1913 hints at the imminent establishment of a naval presence. At the outbreak of the First World War, these reservists served in the German South West African and German East African campaigns. South Africans served in the Royal Naval Air Service and contingents in British warships.

With the establishment of a RNVR base in Port Elizabeth during 1921, it was not long before the country established its first permanent SA Naval Service on 1 April 1922. As such, the South African Navy officially celebrated its centenary this year.

Soon, the fledgling fleet consisted of a hydrographic survey vessel, the HMSAS Protea, and two minesweeping trawlers. The advent of the Great Depression, however, decimated the small navy with all the ships returned and all but two officers and three ratings along with 10 civilians retained.

By 1940, the country was able to reestablish a presence on the oceans

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under the Seaward Defence Force.

This unit took over responsibility from the Royal Navy for operating the minesweepers, anti-submarine services, and other duties in South African waters.

South Africa’s ocean capability was demonstrated during the Second World War when the crew and ships that operated in the Mediterranean earned a solid reputation for discipline, morale and marksmanship. At the same time the navy’s vessels patrolled the local ports, escorted convoys, and monitored enemy mines. According to naval archives, they rescued more than 400 survivors from ships torpedo by the submarines active in the region.

During the time of the War, in 1942, the Seaward Defence Force and the Royal Navy Volunteer Reserve (South Africa) were amalgamated to form the South African Naval Forces (SANF) allowing 10,332 officers and ratings to serve during the outbreak. At the peak of the War in 1944, the South African fleet consisted of 87 vessels.

Women also began to play a role in the service with the establishment of the SA Woman’s Auxiliary Naval Services (SWANS) in 1943. Almost 300 women served as harbour de-

Over the years since then, the naval fleet has ebbed and flowed with the acquisition of a number of locally and internationally built vessels, but the substantial order of frigates and submarines that was made in the early 2000s marked the beginning of an ambitious fleet renewal programme. During 2003 and 2004, the South African Navy took delivery of four corvettes and three submarines from Germany.

The programme continues today under Project Biro and Project Hotel. The first of three Multi-Mission Inshore Patrol Vessels (MMIPVs), the SAS King Sekhukhune I, was handed over to the Navy in May and sailed proudly into the Simon’s Town Naval base the following month for commissioning.

The three vessels are being built by Damen Shipyard Cape Town. These multi-mission vessels will bolster the Navy’s patrol capabilities and further its capacity to protect South Africa’s Maritime zones. This is the first time since 1986 that a South African Navy warship is being built in South Africa for South Africa.

The country is also in the process of building a new hydrographic survey vessel to replace the 50-year-old SAS Protea. This is a significant milestone for the current hydrographic vessel, which has had a particularly active period of service.

The new vessel is being built at Durban-based Sandock Austral Shipyards – the same yard that built the SAS Drakensberg as well as six strike craft and two minehunters for the navy in the 1980s.

The new 95m vessel of approximately 4,000 tonnes is based on the Vard 9 105 design – essentially

MANAGING MARITIME SA

Photos: Maritime Review Africa

an evolution of the very similar Riyal Navy's hydrographic survey vessel, HMS Echo.

An active navy Despite fiscal constraints, the South African Navy has maintained a presence in the region. Vessels were deployed to the Mozambique Channel under Operation Copper to mitigate concerns of piracy and other illegal activity at sea.

The naval vessels have also responded to assist several fishing vessels in trouble in our water territories – successfully rescuing and returning grateful crew to the shore.

The Simon’s Town Naval Base also includes a dockyard with synchro lift and workshop facilities that are used both by the navy as well as private companies to keep the vessels afloat.

TOP LEFT: The SAS Saldanha Naval training base is the largest in the country.

TOP RIGHT: Unveiling the name of one of the newly acquired submarines.

MIDDLE RIGHT: The first of the MMIPVs ready to leave the Port of Cape Town earlier this year.

ABOVE: The delivery of the four frigates and three submarines in the early 2000s marked the beginning of two decades of vessel acquisitions.

WORLD MARITIME DAY 2022 Durban, South Africa

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THE SOUTH AFRICAN MARITIME TRANSPORT JOURNAL

Port management Transnet National Ports Authority Chief Executive: Mr Pepi Selinga

I

mportant for any littoral country are efficient ports that can adapt to the ebb and flow of shipping, and that can serve the needs of the country’s trade patterns. South Africa’s eight commercial ports fall under Transnet National Ports Authority, a para-statal entity. Its recent tug construction programme saw eight omni-directional tugs enter service, some to replace older vessels and some to supply additional tug services to meet the demands of increased shipping traffic at other ports.

Key basic infrastructure facilities (Berths and Channels):

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Transnet National Ports Authority and the Ports Regulator of South Africa were established through the National Ports Act 12 of 2005 which intends:

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to provide for the establishment of the National Ports Authority and the Ports Regulator;

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to provide for the administration of certain ports by the National Ports Authority; and

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to provide for matters connected therewith.

19 container berths; 36 dry-bulk berths; 29 break-bulk berths; 13 liquid-bulk berths; and 8 entrance channels with supporting breakwaters, turning basins, networks and utilities.

The cruise sector, driven largely by MSC Cruises, has seen the development of dedicated passenger terminals in both Cape Town and Durban.

The Ports Regulator of South Africa Chief Executive Officer: Ms Johanna Jowie Mulaudzi

T

he Ports Regulator of South Africa was established in 2005, mainly to monitor and control port tariffs, to monitor the activities of Transnet National Ports Authority to ensure that it performs its functions in accordance with the appropriate Acts of Parliament, and to hear complaints lodged against the ports. The chairperson and members of the regulatory committee are appointed by the Minister of Transport. Funded from the national fiscus, the Regulator is an independent entity with its office in Durban.

Photo: Maritime Review Africa

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WORLD MARITIME DAY 2022 Durban, South Africa

Photo: Brian Ingpen

Photo: Ma

aritime Review Africa

MANAGING MARITIME SA

Photos: Adobe Stock Photo

Photo: Brian Ingpen

Photo: Maritime Review Africa

WORLD MARITIME DAY 2022 Durban, South Africa

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Maritime Milestones The SOUTH AFRICAN MARITIME SAFETY AUTHORITY was established on the 1 April 1998, following the enactment of the South African Maritime Safety Authority Act No.5 of 1998. The establishment of a maritime authority marked an important milestone both for South Africa's new democratic dispensation as well as for the maritime industry as a whole. SAMSA, an agency of the National Department of Transport, lost little time in becoming an integral component of the country’s maritime sector – and established ties with international, continental as well as regional bodies aimed at developing and regulating maritime transport.

The PORT OF NGQURA celebrated the arrival of its first commercial vessel on 4 October 2009. The MSC Catania berthed Sunday, 4 October 2009, off-loading 275 containers at an average speed of 19 containers per ship working hour. The vessel stayed for 21 hours before leaving the port at 07h40 on 5 October 2009. By 2019, the deep water port’s container throughput had grown from 70,209 TEUs in the 2009/10 financial year to 744,660 TEUs in the 218/19 financial year.

The Port Ngqura is the newest and deepest container port on the South African coastline - a transshipment hub offering an integrated port service for containers in transit to global markets and within the Sub-Saharan Africa region. Today it is one of the fastest growing ports on the African continent.

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WORLD MARITIME DAY 2022 Durban, South Africa

The SA AGULHAS II made a grand entrance into the port of Cape Town at the beginning of May 2012 where she was welcomed in true South African style to her new home.

The contract to build the 134m long vessel was awarded to STX Finland in 2009 and the first plates were cut in 2010.

The decision to replace the older SA Agulhas was taken in 2005, but before National Treasury would sign off on the budget to purchase the vessel, a panel of international experts undertook a full review of the Antarctic programme.

The establishment of a working agreement between South Africa and the WORLD MARITIME UNIVERSITY has paved the way for dozens of South Africans to pursue and acquire post graduate education in maritime studies annually in Sweden.

This major initiative involved the South African Maritime Safety Authority, Department of Transport, Department of Higher Education as well as the Transport Training Education Authority.

Valuable research is being undertaken to bolster local knowledge.

MARITIME MILESTONES

Cape Town, South Africa played host to 58 maritime nations during October 2012 at the International Diplomatic Conference on the Safety of Fishing Vessels, with the aim of the adoption of an Agreement on the implementation of IMO’s other instrument relating to fishing vessel safety, the 1993 Protocol relating to the 1977 Torremolinos International Convention for the Safety of Fishing Vessels. The result was the launch of the 2012 CAPE TOWN AGREEMENT which sets minimum requirements on the design, construction, equipment, and inspection of fishing vessels of 24 metres in length and over or equivalent in gross tons.

Seen as perhaps the catalyst to the launch of Operation Phakisa two years later, the SOUTH AFRICAN MARITIME INDUSTRY CONFERENCE (SAMIC) of 2012 was seen as a watershed moment for the industry. �ith the speeches over, the industry headed into a number of panel discussions aimed at thrashing out some of the issues still plaguing the industry. From lack of finance to lack of transformation, delegates began to unpack the blockages that were identified.

Five FISHERIES PATROL VESSELS were launched by the Fisheries Department between 2004 and 2006 as part of a build programme to equip South Africa with the necessary vessels to patrol and protect its fisheries resources:

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Sarah Baartman (offshore patrol vessel): Built by Damen and launched in 2004.

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Ruth First (inshore patrol vessel): Built by Farocean Marine in Cape Town.

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Victoria Mxenge (inshore patrol vessel): Built by Farocean Marine in Cape Town.

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Lillian Ngoyi (inshore patrol vessel): Built by Farocean Marine in Cape Town and launched 2004.

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Florence Mkhize (chase boat): Built by Eraco Marine in Cape Town and launched in 2006.

WORLD MARITIME DAY 2022 Durban, South Africa

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Maritime Maritime Milestones Milestones In 2015, the Cape Orchid became the first commercial vessel to enter the South African Ships Register after the last vessel exited the flag in 2011. Owned by Vuka Marine, a South African joint venture between Via Maritime Holdings and Hong Kong based Japanese firm, K-Line, the vessel also became the first of several Vuka Marine vessels to join the flag.

Hosting of the WORLD MARITIME DAY PARALLEL EVENT this year marks an auspicious occaision for the country as it welcomes its international colleagues to celebrate the theme of New Technologies for a Greener Shipping in Durban from 12 - 14 October.

Championed by the South African Maritime Safety Authority, the first formal Heads of Maritime Administrations and Ships Registers Conference was held in 2012. the bulk of African countries are now represented within the ASSOCIATION OF AFRICAN MARITIME ADMINISTRATION (AAMA).

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WORLD MARITIME DAY 2022 Durban, South Africa

TRANSNET NATIONAL PORTS AUTHORITY (TNPA) undertook a R1.4 billion fleet renewal project deliver nine new tugs to South Africa's ports. The full fleet was built at Sandock Austral Shipyards in Durban. The stronger tugs feature Voith Schneider propulsion for improved manoeuvrability and included the latest available technology at the time. Following the launch of the tugs, TNPA placed orders for additional workboats, a dredger and helicopters with a number of suppliers in an effort to continue to boost efficiencies at South African ports.

The launch of OPERATION PHAKISA by the then President, Jacob Zuma, in July 2014 established an unprecedented focus on the maritime industry and its potential to deliver economic growth for the country. Industry stakeholders joined government departments and research institutions to deliberate on an accelerated programme of development that would improve investment in infrastructure, fast-track policy and create a maritime awareness within the country.

While the advent of the oil price crash as well as resultant economic downturn impacted on some of the focus areas, the blue economy agenda became firmly entrenched within top level conversations.

The Department of Forestry, Fisheries and the Environment took up the mantle to measure the gaps in delivery and, at the beginning of 2022, launched the Ocean Economy Master Plan for public comment.

The COMPREHENSIVE MARITIME TRANSPORT POLICY was a welcome addition to the maritime space in that it clearly sets out the goals and ambitions of Maritime South Africa to establish itself as an international maritime centre by 2030. Launched in 2017, the National Department of Transport held a mid-term review of the policy in April this year where industry stakeholders had the opportunity to debate the way forward.

Seen largely as the visionary behind the substantial document, Dumisani T Ntuli of the Department was generous in his ability to engage with concerns of the industry. The country and its maritime sector are now tasked with embracing the content of the CMTP to ensure that South Africa’s ambitions are realised.

MARITIME MILESTONES

MARINE PROTECTED AREAS

Acknowledging the need to address safety within the fishing sector, SAMSA hosted its first Fishing Safety Indabain the early 200s. As a result, the NATIONAL FISHING FORUM was constituted to create a permanent dialogue aimed at promoting the fishing sector and improving safety.

SAMSA and the Fishing Forum have continued to host the Fishing Safety Indaba with the most recent one being held virtually during 2020 at the height of the Covid-19 pandemic.

The National Fishing Forum has broad terms of reference and brings together the diverse role players in the sector.

The SOUTH AFRICAN INTERNATIONAL MARITIME INSTITUTE (SAIMI) should be seen as one of the outcomes of Operation Phakisa. It was established in 2014, through an effort championed by the South African Maritime Safety Authority (SAMSA) and Nelson Mandela University (NMU) in partnership with a broad base of stakeholders from universities, sector

SOURCE: Department of Forestry, Fisheries and the Environment

education and training authorities, further education and training institutes, the maritime industry, government, and representatives from the African maritime sector.

During its short history, SAIMI has become another integral and important stakeholder within the maritime domain – especially with relation to the development of education and training initiatives. The

South African Cadet Programme is housed within the Institute.

The dedicated team at SAIMI has hosted several strategic conferences and seminars in an effort to unblock the country’s maritime talent. The launch of their website Dive In in 2021 has provided South African youth with an asset to learn more about the career opportunities that exist within the sector.

WORLD MARITIME DAY 2022 Durban, South Africa

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Maritime Milestones A South African crew of 43 seafarers led by Captain Knowledge Bengu on board the SA Agulhas II successfully assisted a multi-national team of experts locate the wreck of Sir Ernest Shackleton’s ship Endurance, lost in 1915, in the Weddell Sea as part of the ENDURANCE22 EXPEDITION. The MARITIME INDUSTRY TRANSPORT DEVELOPMENT TASK FORCE was officially launched in August this year in an effort to bolster collaboration within the private sector for the purpose of growth and economic development.

The initiative, which is supported by the National Department of Transport (NDoT), is also one of the outcomes of the Comprehensive Maritime Transport Policy (CMTP). The initiative includes six task forces – each with a specific mandate and terms of reference to deliver tangible outcomes for the industry.

These include:

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The Maritime Value Chain Task Force The Maritime Human Resources Task Force The Maritime Ship Repair Hub Positioning Task Force The Maritime Collaboration and Growth Task Force The Maritime Sector Space Solutions Task Force The Maritime Decarbonisation Task Force

Each task force is headed by designated champions and includes up to seven volunteers from industry. The NDoT will act as the secretariat for the grouping, while Prasheen Maharaj of Sandock Austral has been identified to preside over the network. He is joined by two vice chairs; Lindani Mchunu and Captain Makhosi Mbokazi.

Recognising the potential of the CRUISE SECTOR for the country, the government and the Transnet National Ports Authority (TNPA) have celebrated two milestone developments.

The V&A Waterfront won the tender for a 20-year concession to operate a Cruise Terminal in the Port of Cape Town in 2015. Positioned alongside the multi-purpose terminal, the facility offers a lookout balcony, restaurants and offices.

After breaking ground on the Durban facility in 2019, KwaZulu Cruise Terminal (KCT) consortium, a partnership between MSC Cruises and Africa Armada Consortium, will operate a 25-year concession. The attractive new green and energy efficient terminal boasts a host of new features and facilities, with a retail component, as well as multi-purpose training, conferencing and events facilities.

The concessions have been awarded as part of the Section 56 initiatives identified

by Transnet.

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WORLD MARITIME DAY 2022 Durban, South Africa

ON LY T HE SE A

ON LY M S C

MARITIME MILESTONES

Book your cruise now, for next summer!

It’s never too early to start planning your next summer cruise at sea.

Our 2022/23 cruise season is now open and you can secure your booking with a R3000.00 deposi

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M

Y

CM

MY

Book your cruise now, for next summer!

It’s never too early to start planning your next summer cruise at sea.

Our 2022/23 cruise season is now open and you can secure your booking with a R3000.00 deposit.

CY

CMY

K

MSC Orchestra returns to operate a myriad of theme cruises and various

destinations out of Durban Cape Town, with a total 39 sailings. eturns to operate a myriad of and theme cruises andofvarious of Durban and Cape Town, with a total of 39 sailings.

MSC Sinfonia will be exclusively and permanently positioned in Cape Town for the duration of the with 23 sailings.

MSC Sinfonia will beseason exclusively and permanently

posit the duration of the season with 23 saili

Don’t delay! Take your pick between these two amazing vessels.

Book now on www.msccruises.co.za

Don’t delay! Take your pick between these two amazing vessels.

A WORLD Book now on www.msccruises.co.za OF DISCOVERY

T’s & C’s apply* Visit our Health & Safety website page to keep up to date with our travel requirements and vaccination policy.

A WORLD OF DISCOVERY

T’s & C’s apply* Visit our Health & Safety website page to keep up to date with our travel requirements and vaccination policy.

WORLD MARITIME DAY 2022 Durban, South Africa

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International recognition Maritime SA on the world stage

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By Colleen Jacka, Editor: Maritime Review Africa

By virtue of the nature of the maritime industry, South Africa has embraced the internationalism of its operations and understands the need to engage on the international stage. Our ambitions as a maritime nation cannot be separated from our position as a maritime player within the global context. In terms of the present maritime policy, the Comprehensive Maritime Transport Policy, South Africa aims to be an International Maritime Centre by 2030.

O

hosting of the World Maritime Day Parallel Event this year is testimony to the value we see in being a citizen in good standing amongst the member states of the International Maritime Organisation (IMO) and it is an honour to welcome dignitaries to glimpse our maritime pedigree.

In 2004 the country established permanent representation to the IMO for the first time and was represented by the High Commissioner, the late, Dr Lindiwe Mabuza and Mr Dumisani T Ntuli as the Permanent and alternate Permanent Representative respectively. Ntuli continued to serve as vice Chair of the IMO Council from 2005 to 2015 and chaired the IMO Risk Review Committee and the Ad hoc Council Working Group on the IMO Strategic Plan.

In 2019, South Africa was elected

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WORLD MARITIME DAY 2022 Durban, South Africa

to preside of the IMO at the 31st Session of the Assembly.

Ms Nomatemba Tambo, High Commissioner of South Africa to the United Kingdom took up the position of President of the Assembly.

Although not elected to a seat on the Council at the latest elections, South Africa supports IMO deliberations around expanding the number of seats and extending the term to four years. The consideration of an additional eight seats in Category C of the Council would serve to allow for wider representation from regions such as Africa.

As a member state of the IMO the country has ratified a number of important international conventions and is in the process of incorporating the adopted instruments into domestic maritime legislation.

Representatives on world bodies Many of South Africa's leaders in industry have also been recognised at an international level and have served on the committees and boards of other international maritime bodies.

Professor John Hare, on retirement as head of the University of Cape Town Maritime and Shipping Law Unit, was in 2014 elected as Secretary General of the Comite Maritime Internationale (CMI) and served until 2018.

Elizabeth Anderson of the Responsible Packaging Management of South Africa has represented the chemicals Industry as a dangerous goods expert in the meeting of the United Nations Dangerous Goods Committees for decades to this day.

Acknowledging his expertise as a salvor, Captain Nicholas Sloane was elected as the new President of the International Salvage Union (ISU) at their AGM during November 2021. Speaking after the election, Capt Sloane said; “I want to vigorously promote our industry and its benefits. In particular, I will emphasise that protection of the environment is such an important aspect of our members’ operations and so crucial in the world today which has rightly put the environment at the top of the international political agenda.”

INTERNATIONAL RECOGNITION

LEFT: In 2019, South Africa was elected to preside of the IMO Assembly at the 31st Session of the Assembly. Ms Nomatemba Tambo, High Commissioner of South Africa to the United Kingdom took up the position of President of the Assembly.

BELOW: The National Sea Rescue Institute's pink buoy rescue project received international recognition in 2018 when they won the International Maritime Rescue Federation's award for MRF for innovation and technology.

Photo: IMO

The South African salvage master attained international maritime celebrity status while overseeing the response to the stricken cruise vessel, the Costa Concordia and certainly made the country proud as the world’s eyes watched the protracted parbuckling efforts to remove the wreck from the coast of Giglio over a period of two years from 2012 to 2014.

South African, Judge Hoffmann took up the leadership position of the International Tribunal for the Law of the Sea (ITLOS) at the end of October 2020 for a term that will end at the end of 2023. As the president, he may be elected for an additional period of three years during which time he will preside over the Tribunal, direct its work and supervise its administration.

As the Regional Manager for the International Bunker Industry Association for Africa, Tahra Sergeant is also a representative on the international body’s secretariat.

Vanessa Davidson, who is actively involved in a number of local initiatives to grow the maritime econo-

my, was elected as the Chair of the International Marine Certification Institute in 2019. She has represented the industry on numerous committees both in South Africa and internationally and has extensive experience working in the non-profit sector, with a particular interest in training and skills development. In addition, she holds an MPhil from the University of Cape Town.

Another South African, Samantha Montes became the Membership Director on the Board of the International Association for Safety and Survival Training in June this year and will play host to members during October for the Association’s international meeting and seminar in Cape Town.

Awards and recognition South Africans and South Africa entities have also been recognised for their contribution to the greater maritime industry. The country is proud of these achievements that validate our status as a maritime nation.

WORLD MARITIME DAY 2022 Durban, South Africa

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THE SOUTH AFRICAN MARITIME TRANSPORT JOURNAL

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Last year the National Sea Rescue Institute (NSRI) walked away with two awards at the International Maritime Rescue Federation (IMRF) Awards Ceremony held during September. They received recognition for the development of the JetRIB – a craft that combines a four-stroke jetski with a hull extension and pontoons for rescuing people in the surf. Research into the concept was undertaken by Droomers, Yamaha, Admiral Powercats and the NSRI. The vessel is ideally suited for its intended purpose and is easily operated by a single person.

The second award recognised the contribution of Patrick van Eyssen of Station 3 who has been a member since the age of 19 – a timespan of over 50 years. He is still an active coxswain and mentors future crews.

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In 2018, the NSRI was also recognised by the IMRF for their deployment of the “pink buoys” around the coast of South Africa when they won the award for innovation and technology. The project aims to provide a simple solution at known drowning spots through the provision of bright pink torpedo buoy flotation devices.

Over 300 installations were made and, at the time of the award, 15 lives had already been saved due to their availability to civilian rescuers.

The

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WORLD MARITIME DAY 2022 Durban, South Africa

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INTERNATIONAL RECOGNITION

predominantly by volunteer crews, has also made the list of finalists and runners up at these awards over the last decade:

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2017: Outstanding Team Contribution.

WaterWise Project was recognised as a runner up in this category for teaching over 1.4 million children how to be safe around water.

2019: NSRI Plettenberg Bay volunteers were chosen as finalists and placed second in the IMRF Innovation and Technology awards for their purpose designed rescue stretcher which was designed for coastline rock and surf patient extrication.

In 2018, the Port of Durban scooped the prestigious title of Africa's Leading Cruise Port 2018 at the annual World Travel Awards.

Another stalwart of the maritime sector, Brian Ingpen, has also been instrumental in keeping South Africa’s future maritime generation in the world’s spotlight. He is largely recognised as the father of maritime education at high school level and was at the forefront of the establishment of the Lawhill Maritime Academy in Simon’s Town.

In 2012, the Academy won the International Seatrade Investment



in People Award at a ceremony in London. The award was presented to the doyen of education by the then IMO Secretary General, Koji Sekimizu. In 2018, the Academy again received international recognition when it scooped the Seatrade Middle East India Africa Education and Training Award.

Incidentally, Ingpen received the National Order of the Baobab Silver from President Cyril Ramaphosa in recognition of his contribution to maritime education in December last year.

One of the top three finalists in the local Blue Economy Awards, Captain Makhosi Mbokazi currently serving as vice president, of the newly established Maritime Development Task Force Network, is also the recipient of an award from Women offshore in America for promoting the industry and supporting young seafarers and aspiring seafarers while pursuing her career.

Cape Town-based NPO, I Am Water, won the “Sport for Climate Action Collective Impact Award”, supported by the Swedish Postcode Foundation, for sharing ocean conservation and snorkelling experiences with thousands of students in South Africa in 2019.

Also in 2019, Professor Douglas Butterwork, was presented with PHOTOS: Some of our international champions include: Vanessa Davidson (1), Samantha Montes (2), Brian Ingpen (3), Captain Nicholas Sloane (4), Clare Gomes (5), Dumisani T Ntuli (6) , Tahra Sergeant (7), Makhosi Mbokazi (8), Judge Hoffmann (9) and Professor Douglas Butterworth (10)

the Order of the Rising Son by the Ambassador of Japan to South Africa, Norio Maruyama. The award was conferred on behalf of the Emperor of Japan and was in recognition of Butterworth’s contribution to ensuring the sustainable use of marine living resources by Japan, in particular southern bluefin tuna, one of the world’s most valuable fisheries.

Maphefo Anno-Frempong, CEO of the Transport Education Training Authority (TETA), received an Honorary Fellow Award at the World Maritime University in Sweden at the institution's President Dinner in 2020.

Clare Gomes, Strategic Planning & Communications Executive at AMSOL, South Africa and WISTA South Africa President has also received international recognition.

She has been included on the Top 100 Women in Shipping List (international) published by a British media outlet several times including the 2021 list that was revealed at the beginning of the year. The list aims to recognise women who have made a significant change in the industry.

The South African film; Our Oceans: Shark Sactuary received international recognition on the film festival circuit - winning Best Feature Film at the Ireland Film Festival in 2019.

Another acclaimed locally produced ocean film, My Octopus Teacher won an Academy Award in 2021 for the Best Documentary Feature.

This list clearly demonstrates the valuable contribution that is being made by South Africans and South African entities on the world stage.

As a country we will continue to nurture and celebrate this talent.

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Shipwrecks Notable history in our waters

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By Brian Ingpen

Despite modern satellite technology and careful navigation, several maritime hazards await ships off the South African coast. Depressions moving from the South Atlantic Ocean, occasional tropical cyclones in or near the Mozambique Channel and isobaric conditions off the southern coast each generate strong winds that in turn cause heavy seas with the potential to damage ships rounding the Cape.

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aining attention after several vessels sustained serious damage off the Wild Coast, the notorious abnormal waves, documented by South African oceanographer Captain Professor John Mallory, are destructive in their own right.

In addition, along the east coast, inshore sets and counter currents attract Durban-bound traffic to an inshore route in order to benefit from favourable currents and to avoid the strong Agulhas Current flowing in a contrary south-westerly direction. Keeping inshore, however, requires very careful navigation as the rocky coastline increases the chance of a grounded vessel becoming a total loss.

Mixing of cold and warmer air over the respective currents causes frequent fog, especially off the southern coast, while advection fog is a frequent occurrence along the west coast, also increasing the

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WORLD MARITIME DAY 2022 Durban, South Africa

chance of groundings or collisions.

Over 2,600 ships are known to have been lost off the South African coast. Although the majority of accidents occurred during the era of sail and before the advent of modern navigation technology, total losses do still occur today.

Over the years, thousands of ships have been saved from grounding; have been refloated after going ashore, or saved from other danger.

Literally dozens of fishing vessels have been lost in local waters, some with dreadful loss of life such as the collision near Cape Recife involving the fishing vessel Lindsay and a Brazilian tanker in 2005 with the loss of 14 of Lindsay’s crewmembers. Off Plettenberg Bay on 29 July 1999, the fishing vessel Pallihja Mariannhu was lost with 29 of her 35 crewmembers, one of the worst tragedies in the local fishing industry.

South African merchant ships have also been lost as a result of

the dangers of the South African coast. Some have occurred due to the result of human error while, in other cases, weather conditions contributed to their loss. Short accounts of some of these incidents are provided.

Karin In October 1927, the coaster Karin loaded a cargo of drummed petrol and bagged sugar in Durban and sailed for Cape ports. When the tiny ship rounded Durban’s Bluff and set course for East London, she ran into a heavy south-westerly swell. In a worsening sea, the cargo shifted suddenly, and the ship took a heavy list. Realising that she could be overwhelmed by the swell, her Master wisely ordered the crew to abandon the vessel. She did succumb and sink as feared. All but one crewmember was rescued by passing ships.

Horizon In 1964, African Coasters of Durban (later Unicorn Lines) bought the smart 3,525-dwt Horizon (pictured on the right) for the company’s coastal service between Durban and Cape ports. With a winter depression following her along the coast, the ship was on passage from East London to Durban in May 1967. During the trip a major course alteration was not made as the second mate who had fallen asleep on watch, unaware that the

SA SHIPWRECKS

Photo: Brian Ingpen-George Young Collection

treacherous inward sets were taking his ship steadily to her doom.

In a calm seaway and with clear visibility, Horizon hit the reef metres from the shoreline at full speed, ripping her bottom plating, with the holds flooding immediately.

As there was no possibility of saving the ship, her Master sent the lifeboats away to the South African collier Johan Hugo that had stood by since the accident occurred.

Salvage teams went to the scene, but the vessel had already been

badly damaged by the sea and within weeks Horizon was smashed to bits.

President Reitz The Nomikos Brothers were Johannesburg-based Greek businessmen who entered shipping as an investment, registering two South African companies; Northern Steamships and Southern Steamships in 1947. They initially bought four Liberty ships and a T-2 tanker to take advantage of the shipping boom that prevailed in the

ABOVE: The 3,525-dwt Horizon was on passage from East London to Durban in May 1967 when a major course alteration was not made as the second mate who had fallen asleep on watch, unaware that the treacherous inward sets were taking his ship steadily to her doom.

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THE SOUTH AFRICAN MARITIME TRANSPORT JOURNAL

FROM LEFT TO RIGHT: The Frontier went aground near Kidd's Beach, south of East London on 27 September 1957.

The 43-metre Bechuana went ashore on 10 December 1950 south of Port Nolloth, the area where the occurrence of fog is highest.

Unable to enter port during a violent storm in May 1954, Basuto Coast suffered a fuel pump failure that immobilised the small coaster. Driven before the north-westerly gale and enormous seas, the tiny vessel came ashore at Sea Point.

immediate post-war period when the reconstruction of Europe and Japan was in full swing.

Cargoes of steel, cement, grain and a variety of minerals were available for shipment, and South African mining houses as well as agricultural bodies were keen to benefit from the export of these commodities.

South Africa was also importing significant volumes of scarce minerals, especially phosphates for the fertiliser industry as farming got back on its feet after wartime dislocations.

Their third Liberty ship for the fleet, President Reitz had a disastrous maiden voyage. She was renamed in a ceremony in Cape Town on 26 November 1947, but while steaming to Durban in ballast the following day to load coal for Malta, she entered a dense fogbank and was wrecked near Tsitsikamma Point, fortunately with no loss of life.

Photo: Brian Ingpen-George Young Collection

One of the ships engaged in the west coast guano trade was Thesen’s Otavi, a 1919-vintage steamer that began service along the South African coast in 1927. Soon after VE Day, she had loaded bagged guano at Mercury Island, about 800 metres offshore in Spencer Bay, north of Lüderitz in Namibia. An incorrect course had been laid on the chart, and once she got underway, she ran aground on the eastern side of Dolphin Head in Spencer Bay. Although a tug from Lüderitz attempted to refloat her, she became a total loss. Sheltered from the often heavy swell on that coast, the wreck remained intact for years, but more recently the old Thesen coaster has broken up.

In trying to facilitate the refloating operation, her crew and the island labourers removed most of her cargo, to no avail, and the leached bags remain on the beach at Spencer Bay.

Otavi Guano was a sought-after fertiliser until as late as the 1950s when artificial fertilisers entered the agricultural market on a large scale. Among the places where deep deposits of guano were worked are the small islands and rocky outcrops off the South African and Namibian coasts.

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Bechuana Until the early 1960s, few coasters operating along the South African coast had radar, making navigation in fog particularly difficult. At dead slow in dense fog, the 43-metre Bechuana – also a unit of the Thesen fleet on the west coast trade - went

ashore on 10 December 1950 south of Port Nolloth, the area where the occurrence of fog is highest.

Hard aground on the rocky coast, she developed a heavy list to starboard, and it quickly became clear that she was a total loss.

Thesen’s Marine Superintendent who had travelled from Cape Town in his own car organised the salvage of much of her gear and cargo, with teams clambering over the rocky coast to retrieve whatever they could from the tiny vessel that had started life in a Scottish shipyard, had assisted in the Allied invasion of France, and had ended her career on one of the most desolate coastlines. In the photograph, the ship’s lifeboat is shown lying on the rocks.

Among the items salvaged from Bechuana was a diesel engine that later was fitted aboard Pondo Coast to power that vessel’s reefer chamber in which ice cream and other perishables were carried from Cape Town to Walvis Bay and fish on the return voyage.

Basuto Coast Unable to enter port during a violent storm that lashed the southwestern Cape in May 1954, Basuto Coast suffered a fuel pump failure that immobilised the small coaster.

SA SHIPWRECKS

Photo: Brian Ingpen-George Young Collection

Driven before the north-westerly gale and enormous seas, the tiny vessel came ashore at Sea Point.

With the Cape Town harbour tug TH Watermeyer battling through the heavy seas to reach Basuto Coast, the Sea Point Fire Brigade hastened to the scene to begin a rescue operation. Firemen tried in vain to set up a Breeches Buoy to rescue the crew, but, since the ship was on rocks within metres of the local swimming pool, they put a ladder from the wall of the swimming pool to the ship, across which the crew scrambled to safety.

The only casualty was a fireman who tragically fell into the sea and drowned. The storm had driven the ship so far onto the rocks that salvage was impossible, and she was later cut up in situ.

Frontier Coasters operated from Durban to Cape ports, carrying cargoes of paper, sugar, detergents and tyres on the downcast voyage, returning with liquor, canned fruit and fish products. Among the coasters operating in the 1950s was Frontier.

The photograph (top left) shows her shortly after going aground near Kidd's Beach, south of East

London on 27 September 1957, the result of human error. A Beeches Buoy has been rigged to rescue the crew.

The East London harbour tugs ES Steytler and F Schermbrucker attempted to refloat her but since she had taken water when her hull was breached by rocky outcrops, she was abandoned to become one of many shipwrecks on the treacherous coast.

Ovambo Coast Owned by Thesens, the Dutch-built Ovambo Coast was running a shuttle service between Saldanha Bay and Cape Town, carrying fish oil.

On 23 July 1958 she had cast off from the old government jetty at Saldanha Bay when thick fog rolled in rapidly from the sea, blanketing the area.

Her Master anchored the vessel, which had no radar, until the fog lifted and then turned her to head for the open sea by passing between Marcus Island and the shore. The fog closed in again, and the tiny ship went aground on the island. The crew launched the lifeboat and headed for a naval vessel that had arrived at the scene. Although no lives were lost, the ship and her cargo were declared a total

Photo: Brian Ingpen-George Young Collection

loss.

SA Seafarer Approaching Cape Town in deteriorating weather on the night of 30 June 1966, Safmarine’s fully laden freighter SA Seafarer was inward from Liverpool. Being a South African-flagged and crewed vessel, she had escaped strike-related delays to other ships in British ports – and, with British shippers desperate to get their cargoes away, she had loaded as much cargo as possible.

Fire engines for the Germiston municipality, a large consignment of Hillman Imp cars, a variety of chemicals and other cargo comprised a record in terms of potential freight earning for the company.

Those vessels needed numerous ratings to operate and maintain non-automated steam turbines, to maintain 18 derricks and generally to chip and paint everything on board. Similarly, in the 1950s-style galley, a team of cooks and galley hands prepared food for the large number of people aboard – 63 crewmembers and 12 passengers.

Local crewmembers were looking forward to their ship berthing in her home port for they had been away for nearly three months, the length of a normal foreign voyage

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FROM LEFT TO RIGHT: SA Oranjeland suffered a serious power failure, and, immobilised, she drifted ashore to the east of Orient Beach.

An incorrect course saw the Otavi run aground on the eastern side of Dolphin Head in Spencer Bay. Huge seas battered the SA Seafarer, breaking her back while her engine room and holds became tidal, sealing her fate.

Photo: Brian Ingpen-Collection

in that pre-container era.

In command was the relatively young Captain Ian Branch. Cape Town port control had informed him that, as the port had been closed in the worsening weather, his ship should remain at sea until daylight. Branch decided to anchor in the wild wind-swept anchorage.

But something went wrong.

He became confused and brought his ship far closer to Green Point than she should have been. Receiving cautions from the bosun who, with other deck crew, was on the fo’c’sle preparing to anchor, and a report from a cadet - the bridge lookout – that breakers lay ahead, Branch ordered the helm hard to port, but it was too late.

When she hit the reef at 00:40 on 1 July, the heavy seas swung her beam-on to the swell. Almost immediately, her bottom plates were set in as the ship pounded on the jagged rocks and the boilers of the Greek steamer George M Livanos that had been wrecked there in 1947. Huge seas battered the stranded ship, breaking her back while her engine room and holds became tidal, sealing her fate.

Lifeline rockets proved useless,

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leaving anxious passengers and crew to wait for dawn before the helicopter squadron from Ysterplaat Air Force Base could show their exemplary mettle, airlifting everyone ashore in the first large-scale helicopter maritime rescue operation on the South African coast.

The ship broke up during the ensuing months and, apart from some cargo that drifted ashore, nothing was salvaged from the ship.

Griqualand Destined for Cape ports, calcium hypochloride and liquid chlorine were among the cargoes loaded by the coaster Griqualand in Durban in November 1970. When downcoast from Durban, the cargo caught fire with explosive consequences, forcing the crew to abandon ship.

The Durban harbour tug JD White and the British salvage tug Stateman stood by, unable to extinguish the fire. As the drifting, burning coaster had become a navigational hazard, the South African authorities requested the Royal Naval frigate HMS Dido (diverted to the Cape route due to the closure of the Suez Canal ) to sink the coaster, which she did as practice for her gunnery crew.

Zulu In dense fog, but otherwise calm weather, Zulu was feeling her way off Cape Columbine one winter’s afternoon in 1971. She had left Port Nolloth the previous afternoon and was due in Cape Town that evening, but as the fog had forced her to reduce speed, she would berth only the following morning.

Besides the usual complement aboard the coaster, three young naval cadets were making the trip for a taste of life at sea. Suddenly the noise of shrieking steel and an ominous lurch to port caused havoc on board.

Through the gloom of the fog, the crew of Zulu could see the bow of another of the company’s vessels, Ovambo wedged into Zulu’s starboard side. Quickly losing buoyancy, the 13-year-old coaster began to sink.

Ovambo, en route to Lüderitz and Walvis Bay, went astern to extricate herself and then began to rescue Zulu’s crew. There had been no injuries, but the naval cadets had experienced the extremes of life at sea. Ovambo had only plate damage as the stem had taken the full force of the impact. Within an

SA SHIPWRECKS

for the construction of an anchorhandling vessel. Soon thereafter, Unicorn had secured a five-year charter from SOEKOR for the new vessel to be named Voortrekker (2) that was delivered in 1983.

Photo: Bruce Dyer

Photo: Brian Ingpen-Collection

hour, apart from a few pieces of flotsam, there was nothing to be seen of Zulu, a vessel regarded as vital to the economic welfare of Port Nolloth and its environs.

SA Oranjeland In August 1974, the Norwegian tanker Produce hit Aliwal Shoal near Port Shepstone on the KwaZulu-Natal coast and sank. The German-registered but Safmarineowned freighter, SA Oranjeland, picked up most of her crew while two ski-boats in the area rescued the others.

En route to Cape Town, SA Oranjeland called at East London to land the tanker’s crew and left port soon thereafter. Having dropped the East London pilot on her departure, SA Oranjeland suffered a serious power failure, and, immobilised, she drifted ashore to the east of Orient Beach.

Although some cargo was salvaged from the vessel, she was declared a total loss.

Voortrekker In response to a growing need for support vessels for offshore oil exploration off the South African coast, Unicorn approached Durban shipyards in April 1981 to quote

While negotiations were being concluded to sell Voortrekker in September 1993, dreadful news broke. ”Unicorn's anchor-handling tug and supply vessel Voortrekker,” read a press release from the company, “has capsized in heavy weather close to the oil drilling rig Omega, 50 nautical miles south of Stilbaai. The vessel is floating bottom-up, but settling slowly by the stern. The tug [sic] Werdertor and the Department of Environmental Affairs vessel Africana are standing by. A Court Line helicopter is also in the area. Six divers have been sent to the vessel and the salvage tugs John Ross and Wolraad Woltemade are under way to the area. At this stage, there are no signs of survivors and the next-of-kin are being informed.”

During her normal operations at the rig, Voortrekker had turned, and the vessel was literally rolled over by an enormous swell. Those on deck at the time were probably washed overboard immediately, while some others had been trapped below in the upturned hull.

As the weather deteriorated later that night along the southern Cape coast, rescue operations were suspended, and by the following morning, Voortrekker had drifted 22 miles to the south-west, but conditions were still too dangerous for the divers to enter the vessel. An air force helicopter, the two large salvage tugs and two other rig tenders arrived to augment the searching capability at the scene, and the Navy ordered SAS Umgeni to the area.

Outstanding seamanship of the

highest quality was displayed by the Masters of the large salvage tugs as they manoeuvred their vessels close in heavy seas.

The Werdertor managed to attach a towing line to the hull of Voortrekker and turned her to minimise the effect of the swell. Then, as divers set off thunderflash explosives and hammered on the hull, their signals were answered, and three men, trapped for two days in an air pocket, escaped to the surface!

A helicopter rushed the Second Engineer and Greaser to the oil platform, where a doctor and a medical team were waiting. The Chief Engineer declined immediate evacuation as, with his knowledge of the layout of the ship, he wished to assist in the search. Sadly, the greaser died shortly after his arrival on the rig.

Adverse sea conditions prevented any further attempts to enter the ship. Werdertor towed Voortrekker to sheltered conditions where diving operations resumed. From Pentow Malgas the divers pumped air into Voortrekker's hull, but hardly had they entered the hull when she suddenly lurched and began to settle quickly by the stern, forcing the recall of the divers who, in the interim, had retrieved one body.

Within a few minutes, the vessel had sunk, and lay upside down deeply embedded in the soft mud on the seabed, where her constant rolling in the local currents effectively and tragically eliminated hope of further rescue.

The heroic yet tragically unsuccessful attempt to find the remainder of the crew was called off on 13 September.

A marine court of inquiry found there to be no human cause of the dreadful accident.

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A glimpse at South Africa’s maritime heritage: Why it matters!

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By Sicelo Fayo: South African Maritime Safety Authority

South Africa is located adjacent to arguably the greatest ocean water space on the African continent spanning three of the world’s largest oceans; the Atlantic to the west, the Southern to the south and the Indian Ocean to the east. The country has sovereignty over 1,5 million km² of an Exclusive Economic Zone and is, without a doubt, a maritime nation with a rich maritime heritage.

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t is for this reason that South Africa holds an important position on global maritime affairs and bears a proportionately great responsibility for the world’s maritime sector’s effective regulation and management corresponding with its State Membership of the International Maritime Organisation (IMO) dating back to 1948 – with full membership since 1995.

The staging of the IMO’s World Maritime World Day Parallel Event in Durban, South Africa from 12 to 14th October 2022 not only bears testimony to these facts, but adds a most welcome illustrious lustre to the country’s maritime heritage.

According to the South African Heritage Resources Agency (SAHRA) the country has “a rich and diverse maritime and underwater cultural heritage comprising shipwrecks,

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submerged prehistoric landscapes, pre-colonial intertidal fish traps, and sacred lakes to which oral traditions are attached.”

This suggests two main broad streams as characteristic of the country’s maritime heritage; water transportation and related instruments as well as artefacts on the one hand, and prehistoric landscapes, lakes and sea harvest tools on the other. Our history, therefore, draws on two distinct strands – prehistoric local inhabitants’ interaction with the seas and oceans, and interaction with the international community through mainly trade, involving shipping.

South Africa, being equidistant between the west and the eastern countries is witness to significant water transportation that is clearly illustrated by the active shipping lanes as well as the shipwrecks

which stretch around our coast.

The latter, which number at an estimated 2,400 to 3,000, are scattered wide and deep along the entire country’s 3,900 km coastline, from the Atlantic Ocean in the west, around the Southern Ocean south of the Cape Horn to the Indian Ocean in the east.

The history of shipping on South African waters remains contentious due to its origins for a variety of reasons. Chief among these is that it is largely sourced from foreigners’ documentation thereof. Local indigenous inhabitants recorded little in writing about their historical maritime related activity. Save for the findings of artefacts, rock art and related materials that depict these interactions with the country’s coastal space and the oceans, it is more difficult to document an accurate picture.

As it were, from a general Western European perspective of the colonial era, South Africa’s maritime transportation history got closely and strictly portrayed as limited to sea trade adventurers of European descent.

Notable among these were the Portuguese sailors, Bartolomeu Diaz in 1487 and Vasco da Gama in 1497 who, in successive stints, established a sea route between western

MARITIME HERITAGE

Europe and India via the Cape Horn.

Later, Dutch sailor, Jan van Riebeek (1652), along with some English as well as other nationalities and their respective descendants made contact with land at the tip of Africa.

Understanding the complete picture This, however, remains only part of the a fuller picture which needs to consider the historical accounts of Chinese sea adventures dating back two to the three centuries earlier.

By Gavin Menzies’ account - a veteran Chinese-born British Royal Navy Submarine Commanding Officer and author of the book ’1421 – The Year China Discovered the World’; wrecks around South Africa’s oceans are likely to include Chinese empire armadas that sailed the world’s oceans much earlier in the 15th century and possibly long before. The tally of wrecks is also likely to include Indian vessels carrying their countrymen on their own journeys.

African seamanship in the southern part of the continent, is coincidentally much less pronounced even as there is evidence, also by Menzies, of periodic travels by indigenous African people from countries including Kenya to the Far East, sometimes at the invitation of

successive Chinese rulers, among them Emperor Zhu Di (circa 1421).

In addition, besides very limited involvement during the First World War (1917) as depicted through the epic story of the sinking of the SS Mendi with more than 600 black South Africans on board, as well as during the later years of the black liberation struggle, South Africa’s indigenous people did not have a large stake in the ocean space. The reports of African National Congress (ANC) uMkhonto WeSizwe guerrilla army forces who unsuccessfully sailed through the Indian Ocean

TOP: South Africa marks the anniversary of the sinking of the SS Mendi annually by laying wreaths and holding a blessing at the memorial in Cape Town.

ABOVE: The sardine run along the KwaZulu Natal coast attracts locals to enjoy in the bounty of the ocean.

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from Somalia to South Africa as part of their offensive operations mark an interesting part of our maritime interactions.

But Dr Tlou Setumu’s account of the life of one of the cadres involved, Mr T.T Cholo as well as the discovery of ancient artefacts, firmly debunks a long-held notion that Africans – at least in the southern part of the continent were not involved in, or were averse to seamanship prior the entry of Europeans in southern Africa; and on the other hand, strengthens the universality of the country’s maritime heritage as all encompassing socially, politically and economically.

Discussing other archaeological aspects of South Africa’s maritime heritage, SAHRA states that: “The archaeological record that constitutes this heritage includes large numbers of coastal fish traps, submerged prehistoric landscapes, rock paintings, and archaeology associated with inland waters such as lakes and rivers.

“Acheulean hand axes which may be up to 1.5 million years old have been recovered from the seabed in Table Bay, Cape Town and are indicative of potential submerged prehistoric landscapes dating from when sea levels were considerably lower during past glacial periods.

“A handful of rock

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art depictions of sailing vessels believed to have been painted by South Africa’s indigenous San and Khoi populations’ hint at contact between local people and early European mariners. Stone walled fish traps are also often found along our coasts and, though there is some debate regarding their origin, they are an intrinsic part of our rich maritime heritage and provide a unique insight into the development of innovative fishing technology.”

The country’s maritime heritage is regulated through SAHRA under the National Heritage Resources Act (25 of 1999). In terms of the act, SAHRA is authorised and empowered to consider and decide what maritime archaeological matter or material is worthy of conservation Subsection 2(2)(c) of the Act defines “archaeological” to include “wrecks, being any vessel or aircraft, or any part thereof, which was wrecked in South Africa, whether on land, in the internal waters, the territorial waters or in the maritime culture zone of the Republic […], and any cargo, debris or artefacts found or associated therewith, which is older than 60 years or which”.

Most of all, the fabric makeup of the population of South Africa, especially along the coast, in itself reflects that historic rainbow of mixed and integrated cultures which arguably was in greater part created by the direct contact between the peoples and cultures of the visiting mariners who sailed along our shores. This became a mutual exchange of cultures as reflected in music, dance, religious practices and languages.

MARITIME HERITAGE

AFRICAN

MYTHS & FOLKLORE From the oceans and inland waters The ocean and other vibrant bodies of water have inspired many cultures all around the world.

The great mysteriousness of what lies beneath the surface has motivated the telling of tall tales across the globe about who or what lives therein. These range from beautiful mermaids to terrifying monsters – both extremes making sure that the deep waters are respected and revered. Africans and South Africans have also been inspired to make sense of the diverse waters along our coast and ashore by passing down stories to explain some of the great mysteries that these bodies hold.

Explaining the saltiness of the sea

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he very noticeable saltiness of the sea sets it apart from the freshwater found on land. This is not water that will quench a thirst or nurture a crop. It, therefore, stands to reason, that many cultures would attempt to explain this significant characteristic of the ocean.

One African tale introduces the story of Fuma, queen of the sea and her brother, Noka – prince of the lakes and rivers. The fable tells how the queen stole two magic millstones from her brother and how these millstones could grind out whatever the grinder wished for.

Sadly, for Queen Fuma, however, this magic ability did not extend to her. She tried and tried – but they would grind nothing but the ordinary flour from the corn she used. She cried and exclaimed that she would love to use the magic to grind out many nice things for her people so that they could be happy and rich.

One day she was visited by two strangers who were begging at the shore to see her. She allowed the two women an audience and asked them why they were so desperate to see her.

They said that they had come from a very far off land and had travelled to help her access the magic of the millstones. The queen was ecstatic and called for the millstones to be brought for them and immediately asked them to grind gold, happiness and rest for her people.

The women reached for the magic millstones and be-

gan to grind furiously – they were happy to create such good wishes for the queen and her people.

But the queen was so taken by the beautiful gold that she could not bear to give any of it to her people and she ordered the women to grind more and faster until they were exhausted by the effort.

Allowing them only a short rest, Queen Fuma ordered them to grind on and on. Eventually the two women grew tired of the queen’s greed and switched to grinding out hundreds and hundreds of strong warriors to fight the queen and punish her.

The strong army fought the queen and her men and killed them all. One of the strongest warriors claimed the crown for herself and put the two women, still grinding, on a ship and to head out to sea.

On the ship the other warriors chastised them to continue grinding while they begged for rest. Eventually, thinking it would be less effort to grind salt, they ordered the two women to grind salt. As night approached, they again begged to rest but the warriors would not agree.

They told the women they to continue to grind even if the ship sunk to the bottom of the ocean.

So, they kept grinding out the salt and it was not long before the ship sank to the bottom of the sea and carried the cruel warriors with it. To this day, at the bottom of the sea, the two women continue to grind out the salt for there is no one to tell them to stop. And that is why the sea is so salty.

The stories in this section are sourced from the compilation of various renditions found on the internet.

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MARITIME HERITAGE

The Legend of the Hole in the Wall

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outh Africa’s Wild Coast is steeped in history and stories. Those venturing along the coast will come across the impressive Hole in the Wall. This is where an archway appears in a rocky cliff outcrop. The hole or door through the cliff is a spectacular sight and has prompted some to try to explain its origin.

The local Xhosa call the place iziKhaleni, which means place of thunder to describe the thunderous clap of the waves heard during high tide. According to Xhosa folklore, however, the Hole in the Wall is the gateway to their ancestors. They claim that the Mpako River running through the Hole in the Wall once formed a landlocked lagoon as its access to the sea was blocked by the cliff.

Legend tells the story of a beautiful girl who lived near the lagoon. She would sit on the edge of the cliff and stare out to the sea. She was drawn to power and the motion of each wave as it hit the shore.

The story goes that one night she ventured down from the cliff to the shoreline where she encountered one of the people from the sea. He was tall and beautiful with silky flowing hair like the waves, and flipper-like hands and feet. Admitting that he had been watching her as she stared out into the ocean, he said he admired her and wished for her to be his wife.

But, upon telling her father this news, the old man became angry. He forbade her to see her suitor again and said that his people would never trade their daughters to sea people.

After dark, however, she again slipped away to meet up with her sea lover to tell him the news of her father’s response. Devastated, he vowed to prove his love to her and asks her to visit the shore at high tide.

Doing as he requests; the young girl made her way down to the shore at high tide – followed by the suspicious villagers who had become aware of the romantic entanglement.

Reaching the shore, they were confronted with the sight of thin willowy sea people on top of the cliff carrying a mighty fish. They proceeded to bash the fish against the rock – over and over until they eventually carved a hole through the centre of the cliff and created a gateway between the lagoon and the open sea.

As the tide continued to rise, a great spout of water gushed through the Hole in the Wall.

The torrent of water carried with it hundreds of sea people as they sang and shouted with joy. Riding the crest of the wave, was the young girl’s sea lover. He beckoned for her to join him. And, as the wave began to retreat, the girl moved with the foaming and frothing water to join the sea people. She vanished through the rock wall and was never seen again.

According to Xhosa people, on nights when the tide is high, the sea people can be heard above the roar of the waves as they rush through the Hole in the Wall in their search for a bride.

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The Flying Dutchman

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he ghostly tale of the Flying Dutchman begins with Captain Hendrik van der Decken offloading his ship of this name in the Port of Cape Town. He is anxious to get back to sea and continue his journey. His crew, however, beg him to consider staying in the harbour as they watch the storm beginning to brew off the coast.

They know how dangerous it is to sail the treacherous Cape waters in such conditions.

But the stubborn captain refuses to listen and orders his crew to board the vessel. They sail out of Cape Town and directly into the storm where they are tossed around by the powerful ocean for days. Van der Decken will not give up and even lashes himself to the wheel so as not to be swept overboard. The pleas of the crew fall on deaf ears, and, like a madman, he hangs on to his wheel aboard the lurching ship in the mighty storm.

Nothing will convince him to give in and return to the safety of the shore. Cursing God, he defies anyone to change his mind, swearing that he will sail on until he meets the end of the earth. At the sound of his cursing, the storm seems to quiet instantly. A ghost rises out of the eery stillness and comes aboard the ship.

The crew are stricken dead on deck, but the captain fires his gun at the figure. As the ghost is hit by the bullet, the ship glows red and disappears forever into the storm.

Legend has it that the Flying Dutchman continues to sail on for eternity as a ghost ship as it tries in vain to sail around the Cape of Storms.

Many have claimed to have spotted the mythical vessel off our shores, but no sensible captain will sail anywhere close to the ghostly ship. They believe that a similar fate will befall their vessel if they do.

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MARITIME HERITAGE

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ON LY T HE SE A

ON LY M S C

MARITIME MILESTONES

Book your cruise now, for next summer!

It’s never too early to start planning your next summer cruise at sea.

Our 2022/23 cruise season is now open and you can secure your booking with a R3000.00 deposi

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M

Y

CM

MY

Book your cruise now, for next summer!

It’s never too early to start planning your next summer cruise at sea.

Our 2022/23 cruise season is now open and you can secure your booking with a R3000.00 deposit.

CY

CMY

K

MSC Orchestra returns to operate a myriad of theme cruises and various

destinations out of Durban Cape Town, with a total 39 sailings. eturns to operate a myriad of and theme cruises andofvarious of Durban and Cape Town, with a total of 39 sailings.

MSC Sinfonia will be exclusively and permanently positioned in Cape Town for the duration of the with 23 sailings.

MSC Sinfonia will beseason exclusively and permanently

posit the duration of the season with 23 saili

Don’t delay! Take your pick between these two amazing vessels.

Book now on www.msccruises.co.za

Don’t delay! Take your pick between these two amazing vessels.

A WORLD Book now on www.msccruises.co.za OF DISCOVERY

T’s & C’s apply* Visit our Health & Safety website page to keep up to date with our travel requirements and vaccination policy.

A WORLD OF DISCOVERY

T’s & C’s apply* Visit our Health & Safety website page to keep up to date with our travel requirements and vaccination policy.

WORLD MARITIME DAY 2022 Durban, South Africa

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FIVE REASONS WHY YOU NEED TO EMBARK ON A CRUISE HOLIDAY If there’s one thing you need on your travel list this year, it’s a seascape. An extraordinary experience: world-class hospitality, luxury encounters, tailored itineraries, and an enchanting ambience. holiday, where you get the opportunity to sail away on MSC Orchestra from Durban or MSC Sinfonia which will be operating exclusively out of Cape Town.

2. THE GREATEST FAMILY ENTERTAINMENT ON OFFER Get ready for a memorable experience, unimaginable fun and unparalleled activities for the entire family. For the adults, the cruise boasts a wide range of options such as elegant bars and lounges, a theatre, disco and even a casino. So, whether you’re up for a night of dancing, or an ever-changing mix of stage shows, live music, karaoke or just want to try your luck at gambling, there’s something for everyone.

an excellent dining experience in elegant surroundings using prime ingredients to create mouthwatering dishes.

Other onboard facilities include an extravagant retail space, a charming library with a wide collection of books, conference facilities and meeting rooms for your business needs.

4. VISIT UNIQUE DESTINATIONS Discover the best cruise destinations, with a wide variety of itineraries designed to reveal the sights, sounds and

with the most diverse and quality dishes whether it’s breakfast, lunch, dinner or late-night snacks. whether you’re having a romantic dinner for two, brunch with friends, or an afternoon family feast.

From the moment you step onboard, you will be treated entertainment and wanderlust destinations. Guests will be spoilt for choice, all while savouring each moment, creating long-lasting memories and soaking in the warm African sun.

1. PHYSICAL THERAPY AND WELLNESS TO HELP YOU LOOK AND FEEL YOUR BEST If you are looking to relax and revitalise your mind and facilities and treatments that will pamper and indulge of aromatherapy, modern beauty treatments including exotic Balinese massages for individuals and couples.

You can also indulge in the onboard sauna, jacuzzi, and salt rooms for total relaxation at sea.

Amid the signature treatments is the hair salon and barbershop to keep you well-groomed and looking your best while on board. provides a fully-equipped Techno gym, lavish pool complexes, a jogging track and various other sports arenas.

Cruising is a particularly ideal holiday option for families with kids. MSC Cruises has combined fun with the know-how of world-famous partners to create play areas dedicated area for babies is designed in partnership with Chicco, while the Mini and Junior Clubs are in partnership with LEGO™.

There are separate areas for Teens which are intended to keep them social, happy and busy for hours. Whatever their age, the ship provides all kids with exciting activities, game arcades and sports centres to keep them entertained the entire cruise. Another bonus is that kids under 18 cruise for free.

3. EXCITE YOUR PALATE WITH QUALITY DINING Indulge in a wide choice of high-quality cuisine with a

the opportunity to experience exclusive beaches, visit historical sites, explore uncontaminated nature reefs and discover picturesque landscapes. With many exciting and tailored excursions to enjoy, there is no end to the fun and adventure.

5. ALL THE ESSENTIALS ARE COVERED MSC Cruise ships generate their own power so you’ll never be in the dark. The on-going Wi-Fi will ensure that you’re always connected; and because you’re not going anywhere, there’s no need for fuel. The ship produces its own water from the onboard treatment plant, so you can rest assured you’ll never run out.

Give yourself, your family, or your friends the best valuefor-money travel experience. MSC Orchestra and MSC cruises until April 2023, calling at both Cape Town and Durban.

by star chefs. Each of the onboard restaurants promise

For more information or to book a cruise, go to www.msccruises.co.za

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A WORLD OF DISCOVERY

WORLD MARITIME DAY PARALLEL EVENT DURBAN SOUTH AFRICA 12-14 October

Published by More Maximum Media on behalf of the Department of Transport