Maritime Review Africa May June 2017

MAY/JUN

2017

COMMEMORATIVE ISSUE 2002 - 2017 15 years of reporting on the maritime industry

FOCUS | The South African Blue Economy

MARITIME REVIEW AFRICA EDITOR: Colleen Jacka editor@maritimesa.co.za SUB-EDITOR: Natalie Janse natalie@maritimesa.co.za ADMIN & ACCOUNTS: Lesley Jacka admin@maritimesa.co.za ADVERTISING SALES: INTERNATIONAL & NATIONAL admin@maritimesa.co.za 021 914 1157 021 914 3742 WESTERN CAPE Louise Hyam capesales@maritimesa.co.za 082 881 7099

CONTENTS FROM THE BRIDGE

THE BLUE ECONOMY

THE COMMANDER 10 Commander Tsietsi Mokhele pushed the maritime agenda and championed the potential of the industry. It would be disrespectful to applaud the government’s recent interest in the blue economy without a nod in his direction. We asked him a few questions about his involvement in addressing seablindness in South Africa and whether he was still involved in the maritime space.

MARINE TOURISM 36 With its lengthy coastline, sunny climate and scenic beauty South Africa should be the ultimate marine tourism destination, but the country’s tourism message has focused more on game drives and land-based animals. It’s time for a new campaign to establish the country as one with unparalleled marine experiences. Natalie Janse investigates the South African marine tourism industry; its role in the Blue Economy and the influence of Operation Phakisa.

STATURE AND PRESENCE 14 Prof Malek Pourzanjani is calmly going about his business as the first appointed CEO of the South African International Maritime Institute (SAIMI). It is an interesting position to be in, as he necessarily has to lead the establishment and prove the viability of the entity while it is being formally established within the South African maritime industry. Editor, Colleen Jacka, caught up with him over a cup of coffee in the Mother City.

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

COPYRIGHT: No content published in Maritime Review Africa may be reproduced in any form without written permission of the editor. Inclusion of any products in features or any product news does not indicate their endorsement by the publishers or staff. Opinions expressed in the editorial are not necessarily those of the publishers, editors or staff of the magazine.

Every effort is made to check the content for errors, omissions or inaccuracies, but the authors, publishers and contributors connected with the magazine will not be held liable for any of these or for consequences arising from them.

Published by More Maximum Media

A MARITIME NATION? 16 Dumisani Ntuli, Acting Chief Director: Maritime Transport Policy and Legislation at the Department of Transport asks and answers the question of whether South Africa can be considered a maritime nation.

MARINE SPATIAL PLANNING 20 Management of ocean space has traditionally been carried out through sectoral approaches, and in many cases this has led to conflict amongst sectors, or between sectors and the need to protect the marine environment. As the demand for ocean space and marine resources in South Africa increases, a more integrated and coordinated approach to management is required to ensure that ecological, economic and social objectives are balanced. Marine spatial planning (MSP) has emerged in many countries to date as an effective process to achieve greater integration of marine resource management and policy.

ON THE RADAR PEOPLE TO WATCH ~~ ~~ ~~ ~~ ~~ ~~ ~~ ~~ ~~ ~~ ~~ ~~ ~~ ~~ ~~ ~~ ~~

Aubrey Sosibo Pinky Zungu Abongile Makumsha Farhana Ismail Peter Lamb Khomotjo Mphahlele Kevin Flanagan Nomkhitha Mbele Thabile Lenry Mdeni Yvette de Klerk Leon Mouton Leon Eugene Govender Wilna Kapp Malibongwe Ndlozi Margaret Balungile Masuku Bokamoso Molale and Thamsanqa Hoza Sboniso Mwandla

26

SMALL HARBOUR DEVELOPMENT 42 Recognition is now gaining momentum regarding the significant role that small harbours could play in the socio-economic development of the areas in which they are located. This recognition, however, has been a long time coming. Some 20 years ago when, in response to the generally unsafe and deteriorated state of these harbours, the DPW initiated the Repair and Maintenance Programme (RAMP) but little seems to have changed since then.

SETTING THE LIMITS 47 From racing across massive swells to deliver stores and harrowing boarding attempts via ladders onto mammoth vessels – to the transport of dead bodies, miscalculations that have seen incidents and injuries and even allegations of bribery – there are certainly sufficient plot lines in the Off Port Limits (OPL) market to create a thoroughly absorbing mini series. It’s a market that can easily become over-traded; where costs are high and where clients can be fickle as well as very price conscious. But the South African OPL sector is fully functional, highly competitive and willing to define the limits of what can be delivered via small and medium-sized launches to meet the needs of passing ships and their crews.

FISHING A FISHING CRISIS? 54 No more than 10 minutes into this year’s FishSA conference, Claire Attwood heard the word “crisis” for the first time. She uses the conference to guage the status quo of the fishing industry in South Africa.

FISHERIES MANAGEMENT 58 South African fishing policy evolution since 2001 has generally attempted to carefully balance economic stability; ecologically responsible resource management and social transformation. A just, equitable and sustainable fishing dispensation in a developmental state, and especially one with a history such as South Africa’s, was always going to be fraught with problems. Shaheen Moolla gets to grips with the false starts, competing interests and historic distortions as he traces developments over the last 15 years.

42

74

AQUACULTURE COMES OF AGE 66 Significant government support for aquaculture sector development and investment, rising consumer demand for local and sustainable seafood, and a shift to a value-chain-driven growth strategy are key factors that have combined to create a competitive advantage and signal the coming of age of South African aquaculture. Peter Britz and Samantha Venter investigate market driven aquaculture growth.

MARINE ENGINEERING THESE ARE THE SHIPS THAT SA BUILT 74 Brian Ingpen wanders through the history of the South African shipbuilding industry. The establishment of the boatbuilding industry was the logical product of early Dutch craftsmen who repaired the hulls, masts and yards of East Indiamen’s vessels that had been battered by the frequent gales and wild seas off the coast. Indeed, the boatyards in Cape Town, and most of the fishing centres, built hundreds of typical Cape fishing boats over the years.

66 47

SAFETY AND SECURITY

36

EMERGENCY RESPONSE 84 South Africa is alive with many capable people and companies who have the necessary skills as well as expertise to deal with ships that are in difficulty when travelling through our waters and along our most treacherous coast. It is, therefore, imperative that under Operation Phakisa we continue to seize opportunities that present themselves to our industry.

58

CYBER SECURITY 86 As an industry that is highly dependent on computer systems, process, people and technology; the shipping industry is vulnerable to cyber security threats that threaten to disrupt the transport of goods to every corner of the world valued at trillions of dollars.

26

MAY | JUNE 2017

AT THE END OF THE LINE 62 Many traditional fishers were not recognised and accommodated in past fishing right allocation processes. This has led to animosity amongst fishers in traditional fishing communities whose survival is dependent on traditional small scale fishing operations in the nearshore. Mark Botha visits the plight of the small scale fishers who pioneered the origins of a commercial fishing industry in South Africa.

COMMENT

EXPRESSIONS

Comments from the editor

Looking back to look forward It was inspiring to compile the stories about young people aiming to leave a mark on the maritime industry for the ON THE RADAR feature in this issue. I believe that this group will become the team that the current maritime leadership should be getting ready to hand over command to. Reading their profiles and ambitions, I was reminded of how we felt when we launched the first issue of this magazine 15 years ago. I was in my early 30’s and remember the feelings of excitement, determination as well as a little fear. With almost eight years of experience reporting on the industry at that time, I felt I was ready for the new challenge.

T

he aim was to develop a media platform that could become part of the industry. I believe we have been successful in this regard. While we report on what is happening within the industry, we have also sought to add value to the industry through the establishment of the Maritime Industry Awards as well as the launch of the All Hands On Deck initiative.

It has been an interesting as well as rewarding journey. Things that have become commonplace topics in maritime discussions such as the National Cadet Programme, the South African International Maritime Institute and Operation Phakisa did not exist 15 years ago. Sea-blindness was pretty much the order of the day. When I spoke about being a maritime journalist many would ask what a merry-time journalist wrote about.

Well, a maritime journalist writes about ships, the ocean, ship repair, economics and marine resources.

But mostly - mostly we write about people. I have always said that the reason I never changed course in my journalism career was because of the

02

Maritime Review Africa MAY / JUNE 2017

genuinely passionate people in the maritime industry.

In the course of my 15 years working on this magazine as well as the years prior, I have had the privilege of meeting and interviewing many inspiring people. There are a few that really stand out as generous interviewees who were willing to express their views on record without the need to second-guess what I would write or sugar-coat reality - and who always maintained an open-door policy.

One of the first people I met in the maritime world more than 20 years ago was Richard Warnes of Safmarine. As a proudly South African brand, Safmarine was proactive and engaging in regard to their relationship with the media. A trip up the coast on one of their Big Whites, hosted by Richard, was the perfect introduction to shipping that I needed back then. The shipping company actively promoted the industry to the media in this way, but sadly became become less engaging as time wore on.

Later, when Peter Ehrenreich headed up the Maersk office in South

Africa, I would often walk past his door to visit someone else only to be invited in for a chat.

Salvo Cutino was another of the maritime executives with an open door policy. Heading up DCD Marine (Dorbyl at the time); he was frank and honest about what was going on in the marine engineering sector - and helped foster my early fascination with what was happening in the drydocks and shipyards.

More recently it was the likes of Tsietsi Mokhele who helped create a communication pathway to government thinking on maritime matters.

He remains open to questions even after leaving his position at SAMSA and I believe will soon become more visible in the industry again.

There have, of course, been many others who have helped shape the content of 15 years of articles and I am indebted to many hours of off-the-record chats that have provided indepth background understanding of some of the nuances of the maritime scene.

But we are far from done here at Maritime Review. The significant focus being given to Africa’s oceans economy will determine our course ahead.

My hope is that we can engage more meaningfully with more maritime personalities on the continent and play an integral part in formulating the maritime message.

I am looking forward to finding more of those open doors and engaging wider over the next 15 years.

Colleen Jacka, editor. editor@maritimesa.co.za

Air, Land and Sea. We’ve got you covered.

As Santam’s marine underwriting agency, we offer wider, flexible cover for all your marine insurance needs.

We provide insurance cover for: •

Marine cargo (includes imports and exports)

•

Hull (includes commercial, fishing and pleasure craft)

•

Transit and related liabilities (includes goods in transit, hauliers liability)

•

Marine liabilities (includes charterer’s, ship repairer’s, stevedore’s, warehouse, marina operator’s, container’s, boat building and freight forwarder’s liability)

For more information about our marine insurance products, speak to your intermediary or contact any of our offices across South Africa.

Cape Town 021 915 8000 • Durban 031 203 4000 • Johannesburg 011 912 8000 • Port Elizabeth 041 393 6200 • www.amua.co.za

CONTRIBUTORS TO THIS ISSUE

Biographies

Natalie Janse

36

COMPETING AGAINST THE BIG FIVE FOR A PIECE OF THE TOURISM ACTION: Highlighting the opportunities and challenges for developing a robust marine tourism industry in South Africa.

N

Colleen Jacka | Editor

C

olleen Jacka has been reporting on the maritime industry for over two decades after finding the industry “by mistake” while working for a large B2B publishing house in Cape Town. After a grounding in a number of industry titles, she settled on the maritime industry and has since received recognition for her work in this domain from the National Department of Transport when she received the Maritime Journalist of the Year Award in ???.

The launch of Maritime Review (as Maritime Reporter) in 2002 allowed her to focus all of her endevours on the maritime industry as a partner in the publishing company, More Maximum Media.

Since then she has worked at providing a number of platforms to recognise the work being undertaken in the maritime sectors including the establishment of the South African Maritime Industry Awards, which recognises excellence across the broad spectrum of the industry.

She also helps a number of industry players craft their maritime message and has contributed to a number of maritime publications including two Maritime Economics textbooks, Port Handbooks and a Maritime Digest.

In 2016, she was elected as the Vice President onto the e inaugural committee of the African Maritime Journalists Association. The Association aims to foster a greater understanding and awareness of the maritime domain within the media space and is currently planning to host a conference in Cape Town in the near future.

04

Maritime Review Africa MAY / JUNE 2017

atalie Janse is the sub-editor of Maritime Review Africa. She has been with the magazine since 2009. She completed her studies at Rhodes University in Grahamstown where she obtained a BA degree majoring in English and Psychology.

She is a regular contributor to Maritime Review Africa with a particular focus on environmental issues and enjoys tracking down candidates for the Green Warrior in each issue.

Natalie’s six years with the magazine have helped shape her interest in promoting the maritime industry via our events and social media platforms.

She admits to being frustrated recently when her daughter’s school content on the different modes of transport failed to make any mention of the shipping sector.

Natalie lives in Cape Town with her husband and daughter.

Claire Attwood

54

TAPPING THE BAROMETER OF THE FISHING INDUSTRY: The recent FishSA Conference helped provide an important snapshot of the current status-quo in the fishing industry.

C

laire Attwood has been working in the field of fisheries for 21 years. After a brief stint with the Department of Environmental Affairs and Tourism, as a communications officer, Claire began working as a freelance writer, contributing to both local and international fisheries publications. Her understanding of fisheries topics, issues and terminology has enabled her to produce technical documents and communications materials for a wide range of organisations involved in fishing and fisheries management − including a number of Large Marine Ecosystems projects and the Food and Agriculture Organization of the United Nations (FAO).

In-so-doing, Claire has gained insight into fisheries geograpically distinct systems.

Claire currently manages communications for the Deep-Sea Trawling Industry Association, and counts among her regular clients FAO and the Viking Fishing Group. She also contributes a column to Maritime Review Africa.

Claire holds an Honours Degree in Journalism and Media Studies from Rhodes University and remains fascinated by the unique mix of science, politics, industry and economics that make up a good fishing story.

Brian Ingpen

74

THESE ARE THE SHIPS THAT SOUTH AFRICA BUILT: An overview of the vessels that have been built in South African shipyards over the years.

F

rom an early age, Brian Ingpen walked the wharves and jetties of Cape Town harbour, stimulating his fascination with ships and cargoes. Time on tugs and aboard ships as a schoolboy made shipping a focus that naturally led him to the South African Navy for his national service and three years with Safmarine.

He moved into a 43-year career in education that included eleven years as Headmaster. Combining his interest in shipping with his profession, he is in his 21st year at the Lawhill Maritime Centre at Simon’s Town School where teenagers participate in a maritime education programme in preparation for careers at sea or in the shipping industry ashore.

He has published eight books on maritime history and shipping companies (Union-Castle, Safmarine, Rennies, Unicorn and Grindrod), and is working on a new book, Cape Town’s Dockland. He writes for Maritime Review Africa and publishes a weekly shipping column in the Cape Times. He holds a Master’s degree for which his thesis related to South African coastal shipping.

Biographies

CONTRIBUTORS TO THIS ISSUE

Mark Botha

62

AT THE END OF THE LINE: Mark Botha visits the plight of the small scale fishers who pioneered the origins of a commercial fishing industry in South Africa.

M Steve Saunders Shaheen Moolla

58

EVOLUTION OF FISHERIES MANAGEMENT: Shaheen Moolla gets to grips with the false starts, competing interests and historic distortions as he traces developments over the last 15 years.

S

haheen Moolla (BA, LLB – Wits). Shaheen has served as a Special Legal Adviser to South Africa’s minister responsible for fisheries and has also served as the head of South African fisheries management and compliance until March 2005. As managing director of Feike, Shaheen has provided a range of legal, regulatory, policy, management and institutional systems advice to organisations including the African Union, NEPAD, IUCN, FAO, UNEP, EUACP Fish II Programme & the Benguela Current Large Marine Ecosystem Programme and Commission. Shaheen has also advised private and public companies both in South Africa and abroad on legal compliance in the fields of commercial, fisheries, fish farming and general environmental law. Shaheen is an Advocate of the High Court of SA, serves on the IUCN’s Commission on Environmental Law: Oceans, Coastal and Coral Reef Specialist Group and is also the legal advisor to the Great White Shark Protection Foundation and the South African Boat-Based Whale Watching Industry. Shaheen is presently advising SA’s Fisheries Minister on legal and litigation strategy, law reform and policy.

33

SMALL HARBOURS - BIG OPPORTUNITIES: A renewed emphasis on developing the small harbour properties and infrastructure could provide big opportunities.

C

oming from a family “full of Royal Navy types” Steve attended presea training at the London Nautical School before joining Ben Line as a deck cadet.

In an “eventful career full of incidents” including numerous wars he then sought sanctuary elsewhere and eventually found it in marine photography, advertising and then journalism.

In pursuance of his career Steve was fortunate to have been in the right place at the right time as in the late 1980’s he was the only locally based correspondent reporting on the South African maritime industry to foreign media.

Over the next two decades he reported extensively on the transforming commercial fishing industry, the rebirth of the South African Navy and the resurgence of Cape Town and Durban as the premier seaports on the African Continent following the years of isolation. In more recent times the potential that the offshore industry offers our local economy has also been given prominence.

In describing himself as far too active to retire Steve now travels extensively but still remains fully in touch with maritime matters through a number of regular columns and occasional feature articles.

ark Botha is a lecturer at the University of the Western Cape and a PhD Candidate at University of Cape Town. His PhD research focuses on the Small-Scale Fisheries (SSF) sector with special emphasis on collectively ownership and SSF value chain.

He became active in the Fishing Industry dates from 2002. From 2002 to 2005 he managed the implementation of the Transport Education & Training Authority’s Small Boat Fishing Industry Project from Cape Town to Arniston. Subsequent to the project he implemented fishing community based learnerships and internship through his own organisation as well as in concert with other stakeholders.

Over and above, his education and training role within fishing communities, he engages with various small-scale fishers on the role and impact of fisheries legislation, trends within global fisheries sector, and on alternative economic activities to improve livelihoods of coastal communities, amongst others.

As consequence, of his background and expertise on fishing communities and scale-scale fisheries he serves on the South African Maritime Safety Authority’s (SAMSA) National Fishing Forum (NFF) as community cluster champion. The NFF was created to bring various fishing industry stakeholders together for improved efficiency. Through the NFF, concerns of artisanal fishers are raised to other fisheries stakeholders. Thus enabling the fishing industry players to assist in the development of the often forgotten small-scale fishers.

Peter Britz & Sam Venter

66

AQUACULTURE COMES OF AN AGE: Peter Britz and Samantha Venter investigate market driven aquaculture growth in South Africa.

P

eter Britz is a Professor in the Department of Ichthyology and Fisheries Science at Rhodes University. He is an aquaculture specialist and has made extensive contributions to aquaculture research and development, policy and sector planning in southern Africa. His research group has played a key role in the development of technology for the local abalone farming industry. Other research interests include in the development of marine finfish farming technology, abalone ranching, recycling of organic effluents for aquaponics and fishery and aquaculture value chain development.

He provides regular advice on aquaculture and fisheries sector development and policy to industry, government, and development agencies in the region. Pete has served as President of the International Abalone Society (IAS) and is progamme co-chair of the for the World Aquaculture Society 2017 Symposium in Cape Town. He was awarded the International Abalone Society medal for outstanding contributions to abalone research in 2012 and the Aquaculture Association of Southern Africa “Aquaculturist of the Year” award in 2013.

S

am Venter is project coordinator at the South African International Maritime Institute (SAIMI), based in Nelson Mandela Bay. As part of the team appointed to establish SAIMI, she has worked on laying the strategic and operational foundations for SAIMI since inception. Sam is also a freelance journalist on a wide range of subjects, with a growing portfolio in the maritime sphere.

She worked as a journalist on The Herald in PE; at NMU as communications manager, and as Operations Director at the Nelson Mandela Bay Business Chamber before opting to become a freelancer about four years ago as a corporate communications consultant, project manager and writer.

She has written throughout her career on a wide range of topics – local news, crime, higher education, scientific research, numerous different industries, socio-economic development, industrial development, business leadership, interesting people, also more lately food, travel and wine.

She also writes a weekly wine column for the Weekend Post in Port Elizabeth.

Maritime Review Africa MAY / JUNE 2017

05

CONTRIBUTORS TO THIS ISSUE

Biographies

Jodie Reed & Mandy Lombard

20

MARINE SPATIAL PLANNING: Jodie Reed and Mandy Lombard explore how the demand for ocean space and marine resources in South Africa will require a more integrated and coordinated approach to management

J

odie Reed is a PhD student at Nelson Mandela University studying Marine Spatial Planning. She is investigating spatial management options for fisheries in South Africa, that includes case studies on particular examples of conflict within specific fishing industries.

Jodie completed her Master’s degree in Applied Marine Science at the University of Cape Town in 2015. Her dissertation analysed the bycatch in the South African midwater trawl fishery for horse mackerel. Thereafter she completed an internship at the Marine Research Institute at the University of Cape Town in conjunction with the Institut de Recherche pour le Développement in France, allowing her the opportunity to spend three months at the University of Montpellier carrying out research on ecosystem indicators.

On her return to South Africa she made the decision to continue her studies and decided on Marine Spatial Planning, an important and newly emerging field in South Africa.

I

n January 2016, Professor Mandy Lombard was awarded the South African Research Chair Initiative (SARChI) Chair in Marine Spatial Planning at Nelson Mandela University.

Since 1991, she has worked on local, national and international conservation assessments and plans. She is a key member of the team that pioneered conservation planning outputs with the publication and implementation of the Cape Action Plan for the Environment, and South Africa’s offshore marine protected areas initiative. She also led the planning for the South Africa’s Prince Edward Islands Marine Protected Area, and has acted as a conservation planning advisor to the Commission for the Conservation of Antarctic Marine Living Resources. She is an editor of the international journal Conservation Letters, and serves as the Marine Welfare Science board member of the Marine Section of the Society for Conservation Biology.

Mandy’s recent work covers projects ranging from biophysical mapping of previously unsurveyed marine environments; to developing decision-support tools for trade-off analyses; to policy development for Marine Spatial Planning. Mandy works in teams, often as the coordinator or project leader. To date she has authored over 40 consultancy reports, and over 50 peer-reviewed scientific papers. She holds a C1 rating from the National Research Foundation and an H-index of 26. She has successfully trained many post graduate students drawn from multicultural environments. She is a Namibian by birth and conducted her PhD research off Namibia and South Africa’s West coast.

06

Maritime Review Africa MAY / JUNE 2017

Vernan Thaver

87

CYBER SECURITY: Vernon Thaver discusses the potential cyber threats to the shipping industry.

A

s CTO of Cisco South Africa, Vernon played an integral role in Ciscos’ strategic direction and development. As a pragmatist, he is concerned with ICTs’ value to create unique advantage through technology centric innovation that positively impacts bottom line growth and performance.

He has lead large engagements in various areas such as smart and connected communities (S+CC) and has been responsible for the design of several strategic government IP NGNs in South Africa.

His architectural expertise and interests includes Digitization, Internet of things (IoT), Cyber Security, high capacity core TCP/IP networks, SDN and nFV, next generation data center including application centric infrastructure (ACI), cloud computing, enterprise architecture (EA) and Fast IT models.

Michael Heads

84

EMERGENCY RESPONSE: Michael Heads reveals the opportunities associated with ships in distress.

M

ichael joined P&I Associates in 1997 and is an admitted English solicitor and he is also an admitted South African attorney. In May 2014 Michael was appointed as Managing Director. Michael manages the Operations and Claims teams and provides advice and assistance on all aspects of P&I insurance.

He is frequently asked to provide advice with regards to the arrest of ships and associated ships in South Africa. Michael has written numerous articles which have been published both locally and abroad on loss prevention issues. He is dedicated to the P&I industry and also lectures and teaches Marine Law and Marine Insurance at a local maritime school.

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

EXPRESSIONS

Quay quotes

&

KEEL HAULED

APPLAUD

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

Applaud Thank you to everyone who has contributed to the success of Maritime Review Africa over the last 15 years.

We applaud your valued support and look forward to bringing you more interesting reads over the next 15 years.

Associated Marine

03

AMSOL

07

C-Dynamics

09

Sturrock Grindrod

13

Durban University of Technology

19

Mvano Marine

21

P&I Associates

23

Radio Holland

25

Unicorn Training

27

SMD Telecommunications

29

MRAD

33

SAIMI

39

Southern Power Products

41

Seascape Marine

47

Atlatech

47

Viking Lifesaving

48

Servest

49

Offshore Maritime Services

51

Sachal

57

African Maritime Services

59

Tallie Marine

61

Subtech

65

SSTG

73

Cummins

77

Peninsula Power Products

79

Reintjies

81

Novamarine

85

Maritime Review Africa MAY / JUNE 2017

Who is saying what in the maritime industry

I was professionally and academically equipped and motivated to provide leadership to undertake this historic journey. I chose to do so in government 11 |“Isuchthought

where there would be adequate and effective levers to effect the transformation. I am person of great strength who does not belief in small steps and evolutionary change; I am too impatient for that. The magnitude of the challenge was so big it was a worthy undertaking to commit one’s life to.” Says Tsietsi Mokhele, previous CEO of SAMSA.

cannot look for solutions to problems we had ten years ago – we need to consider the problems we will face in the future. I do not believe that money can 14 |“We solve the problems we will face – we need individual and institutional champions to see this industry achieve its potential.” Says Prof Malek Pourzanjani, CEO of SAIMI.

are a maritime country and therefore by extension, a maritime nation. Our maritime nationhood was not created, but is natural – an undiluted truth that is 16 |“We

inseparable from us no matter how you look at the subject. The oceans are the means of our sustenance and survival. We depend on the oceans for up to 70 percent of our needs as a nation.” Says Dumisani Ntuli, Acting Chief Director: Maritime Transport Policy and Legislation at the DoT.

overarching Oceans Act, with guiding principles such as these, would have provided a very useful framework in which Marine Spatial Planning legislation could 21 |“An

fit. Without the Act, we must now make sure that our MSP legislation addresses the need to balance ocean use, with ocean health.” Write Jodie Reed and Amanda Lombard.

ADVERTISERS’ INDEX

08

QUAY QUOTES

a black female who is fearless. I do not back down if I believe in something, no matter how hard and how long it takes. I am self-motivated and tell myself that 26 |“I’m

nothing is impossible. I believe that I have a role to play in making sure that the next generation has footprints of success to follow. I believe that nothing is impossible.” Says Pinky Zungu, Deputy Harbour Master in the Port of Durban.

a maritime preacher, educator and a student at the same time. I believe the industry is my calling.” Says Thabile Lenry Mdeni of the Ports Regulator of South 30 |“I’m Africa.

major reason that marine tourism has not reached the levels that it should in South Africa is that it has never been properly quantified. This is extremely im37 |“The

portant as it impacts on tourism and infrastructure planning, policy formation, pricing, marketing, understanding expenditure patterns and ultimately provides a better understanding of the employment effects. This is where the role of government becomes extremely important.” Says Professor Melville Saayman.

must open the space for the private sector to invest in these properties.” Says Dhaya Govender, DG Department of Public Works (DPW) .

45 |“We spoke to local boat builders, but the reality of a depressed market in Europe means that highly suitable vessels are available at a more affordable cost of what 50 |“We it would take to set up the production of such a vessel locally.” Says Godfrey Needham of Offshore Maritime Services.

vessels need to meet a number of requirements and have essentially evolved to suit various niches. Some are more successful than others, but all conform to 52 |“OPL certain criteria.” Says Roger Brijlal of Albatross Marine Services.

MEETING THE NEEDS OF THE

COMMERCIAL

MARINE SECTORS Complete Power Management Systems with High Amp Chargers, Batteries and Power Conversion Products. are in some level of unprecedented crisis in the fisheries sector, I don’t think anybody will dispute that.” Says Edward Shalala at the FishSA conference.

54 |“We “We need to make sure that our policy makers understand those issues and that our domestic policy environment assists industry because the fisheries industry 56 | is particularly important from the broad development objectives of our country. To promote inclusive growth, grow small-scale fisheries and the representation of women in the industry are fundamental development markers for our country.” Says Trudi Hartzenberg, executive director at the Trade Law Centre (Tralac).

AC Shore Power, DC Power Connection and Accessories.

“Various false starts; competing interests; historic distortions and awakened expectations; overexploited nearshore fisheries; a deeply unimaginative commer58 | cial fishing industry as well as a poor working relationship between fishers and the government regulator all threaten the economic and ecological success of South Africa’s fisheries economy.” Writes Shaheen Moolla.

“But, it must be noted that whatever the fish species found along the coastline – traditional fishers were first to catch them. I would venture to say they were the 62 | original pioneering explorers of many inshore species, such as, West and East Coast rock lobster, prawn, abalone, oyster, linefish, netfish, mussels, squid, tuna and hake.” Writes Mark Botha.

Battery Management Systems, Connectors, Switches, Panels and Accessories.

“Despite these sub-optimal environmental conditions and the relatively low fish prices that have limited the development potential of aquaculture, a combina67 | tion of key market forces, coupled with government prioritising the growth of the sector, particularly over the past five years, has seen the emergence of a small but vibrant aquaculture sector producing high- value products including abalone, trout, mussels and oysters.” Write Peter Britz and Samantha Venter.

82 |

“These successes should be the rallying cry and should point to the potential for thriving shipbuilding and marine engineering sectors located on a strategically important sea lane to contribute most significantly to the government’s job creation plans.

One fears, however, that much of the expertise is no longer available; that procrastination surrounding the provision of suitable port facilities for these activities will retard growth, and that political energy, which should be focused on developing the industry, is more enthusiastic about trivia such as the demographics of the remnants of that once-vibrant industry.” Writes Brian Ingpen.

“It is, therefore, imperative that under Operation Phakisa we continue to seize opportunities that present themselves to our industry. Recently we had two cas84 | es where we failed to exploit the opportunity when it arose. Sadly both vessels went to neighbouring countries for assistance and they enjoyed the economic benefits rather than South Africa.” Writes Michael Heads of P&I Associates.

87 |

“Modern ships are considered a privileged target for hackers and pirates that are increasing their pressure on the industry. Ships that are monitored and controlled remotely from shore-based facilities thousands of miles away help create new platforms for hackers and pirates to conduct targeted cyber attacks on.” Writes Vernon Thaver of Bowline Security.

Navigation Lamps, Deck Floodlights, Utility Lighting and Switches.

ABSOLUTE RELIABILITY IN THE HARSHEST CONDITIONS Our brands and ranges are international leaders in their fields and comply with appropriate certification standards.

They are renowned for their high level of quality, advanced technology and robust construction. We offer a wide range of products to meet a variety of customer requirements.

All our brands are represented and distributed internationally, and thus offer a world-wide support structure.

Tel: +27 (021) 3232 Maritime Review555 Africa

09 MAY / JUNE 2017 info@c-dynamics.co.za

FROM THE BRIDGE

Charting the Course

THE

COMMANDER Irrespective of whether you are a fan or not – if you are a member of the maritime industry that once lamented the lack of government support for the ocean economy, then you will necessarily need to concede a debt of gratitude to the former CEO of the South African Maritime Safety Authority (SAMSA), Commander Tsietsi Mokhele. During his tenure at the helm of the government’s only dedicated maritime instrument, he pushed the maritime agenda and championed the potential of the industry. It would be disrespectful to applaud the government’s recent interest in the blue economy without a nod in his direction. We asked him a few questions about his involvement in addressing seablindness in South Africa and whether he was still involved in the maritime space

m M

ost were shocked at the news of the sudden resignation of Mokhele ahead of the end of his second contract in May last year.

Mokhele, who had been in the position since 2008 and thwarted attempts to have him replaced at the end of his first term, had been instrumental in raising the profile of the maritime sectors and ensured that SAMSA became one of the most visible proponents of championing the ocean economy. At the first South African Maritime Industry Conference (SAMIC) in 2012 in Cape Town he coined the notion of the tenth province of South Africa and layed down the gauntlet for government to provide the agency for it to be managed more effectively.

But the Authority was beginning to face serious financial difficulties and many questioned their steadfastness to concentrate on the mandate to “promote the Republic’s maritime interests” seemingly at the cost of the two more important objectives of ensuring safety and life at sea as well as preventing and combating pollution from ships in the marine environment.

At the time of his resignation, he told Maritime Review that he was leaving to pursue “bigger and better options”.

When we contacted him last month, he confirmed that he was indeed still banging the maritime drum.

“I am still pretty active in the industry: whereas in February I was delivering a paper in Dubai on the African Union Maritime Agenda 2050, this coming week I am in Abidjan invited by the UN Agency UNECA to participate as a panellist at a Conference on the Oceans Economy,” he told us.

10

Maritime Review Africa MAY / JUNE 2017

As we continue to wait for a permanent appointment to the position of CEO of SAMSA, we asked the Commander some questions about his time in the role and how he found the energy to drive the maritime agenda at national government level.

Looking back at your time at SAMSA, what stands out as the major challenges that you and the Authority faced when you first joined?

I

t is an interesting paradox that the major challenges that I and the Authority faced when I first joined are reasons that motivated me to take up the position of Chief Executive at SAMSA. They turned out to be much tougher than I anticipated to resolve and they took up the better part of my first term in office at the Authority. There were three strategic challenges at the time: The need to re-position SAMSA into the country’s apex Maritime Authority which had the capacity and adequate influence to shape and promote a futuristic sector agenda as well as provide inspirational leadership, whilst excelling in the technical compliance mandates of maritime safety and environmental protection.

The issue was that up until 2007, SAMSA was seen and accepted erroneously as a pure ‘’safety agency’’, not the ‘’maritime administration and authority’’ which the full interpretation of its legislated mandate prescribed.

The need to create and drive through the whole-of-society a coherent and transformative National Maritime Development Agenda, to encompass the sector (re)industrialisation, transformation and mainstreaming of the entire oceans industries as part of the national economic growth opportunity. The question was: How do we introduce into the economic calculus of the South Africa a

Charting the Course

notion of a significant national economy and real estate asset at sea?

The need to overcome the entire nation’s ‘’ocean blindness’’. We needed to bring into the consciousness that we are a country and an economy that is almost wholly dependent on the vicissitudes of the ocean environment and draws 70 percent of GDP from ocean transported trade. Our challenge was to develop a compelling business case to bring to the consciousness of the entire nation and its policymakers and legislators. They needed to realise that we are indeed a maritime country, with a maritime economy but with a nation lacking in ocean/maritime consciousness.

What drove your desire to push the maritime agenda in South Africa?

P

erhaps it is the fact that I must be one of the few Executives in our industry whose leadership career spans the entire maritime sphere: Maritime Security (Naval: 1987 – 1997), Ports and Shipping (Portnet/Ports Authority: 1999 - 2007), Maritime Administration (Maritime Authority: 2008 – 2016), and now as a maritime and shipping businessman.

I have had the privilege of studying and gaining insights into the history of how trading nations of influence as well as affluent city regions have harnessed the ocean space to drive their geo-strategic and economic interests, whilst owning not even half the ocean real estate we have nor having the high sea trade dependence that South Africa has.

Having had the privilege of studying in this sector in key markets abroad, I made a determination to endeavour to lead my country and continent into effective engagement and beneficial economic participation in the maritime sector. I thought I was professionally and academically equipped and motivated to provide such leadership to undertake this historic journey. I chose to do so in government where there would be adequate and effective levers to effect the transformation.

I am person of great strength who does not belief in small steps and evolutionary change; I am too impatient for that. The magnitude of the challenge was so big it was a worthy undertaking to commit one’s life to.

What were some of the disappointments along the way?

T

he disappointments were not anything unexpected. We were absolutely privileged to have made headway in such a short period of time.

Talking from a SAMSA organisational perspective, we had our times of frus-

tration with the myopic interpretation of the SAMSA objectives in the Act as constituting the final and last word on the subject. The complexity of the varied mandating instruments which direct SAMSA to carry out the safety and environmental mandates, evolved to include and enable promotional activities of broader national maritime interests that include maritime security, and also allowed us to in industrialisation, development and infrastructural initiatives.

What were some of the highlights along the way?

P

lease allow me a personal note here: the journey for me started in Angola in 1986, when the then President of the ANC, Honourable OR Tambo secured scholarships and challenged us (I was 22) to go out and study in the scarce skill sectors which the future democratic government would have no capacity in.

He predicted that one day in a time not too distant; ‘’your country will be free and in need of the skills you are going out to learn from other nations’’.

On my return to South Africa in 1993 I was given my first national maritime task of leading the process within the Transitional Executive Council to re-establish the new Navy. Coincidentally, in the same year, there was the ongoing JUDICIAL COMMISSION – the FLOOR COMMISSION, which was investigating the state of the maritime sector in the country and recommending future actions to be undertaken to protect and promote the country’s maritime interests in the face of the history of neglect, underinvestment, sanctions and general oblivion about the strategic nature of the maritime sector to the future of the security and economy of South Africa.

In just 20 years of sweat and blood the country has achieved a lot in our sector: The SA Navy and its supporting businesses such as Denel have seen massive investment flows, enabling them to renew their fleets, combat systems, train and transform their personnel.

The unprecedented investment flows into the ports sector has ensured that our ports are world class and able to accommodate the biggest ships in the world: the investment led to the total renewal and expansion of the port infrastructure and services, including building a new deep water port of Ngqura.

The trade volumes being shipped out of South Africa have shot through the roof since 1990, being handled efficiently.

At SAMSA the five key achievements were:

Improve the financial position of

SAMSA from a meagre income of

FROM THE BRIDGE

R48m in 2008 to R300m by 2011, enabling the Authority to self finance and fund its operations and promotional mandates. Operation Phakisa follows the SAMIC and other strategic industry promotion initiatives which resulted from that financial self sufficiency.

Ensure Technical and Operational Excellence, by building adequate human resources (increased staff from 108 to 240, mainly in key skills), infrastructure (including world class satellite and digital) and operations capacity, and motivating them to taking influential positions on a global stage.

Connecting the Authority to the National Development Agenda creating relevance and alignment with societal aspirations, thereby elevating the Authority as an agency of change and transformation. Our interventions with Careers Expos, Job Summits, Gender Programmes, Cadetship and Floating School (Agulhas).

Promoting the National Maritime Interests on a global stage, particularly in Africa. The country’s global maritime agenda and brand today is Operation Phakisa which is the outcome of our relentless efforts.

Positioning SAMSA into the country’s apex Maritime Authority, and building high SAMSA brand value that it is today considered as best able and trusted to lead and represent the national industry aspirations.

There is much that still needed to be done, but we realised that South Africa needed a humungous step if we were going to catch up and grow the entire sector ecosystem in an integrated fashion. This is the chapter which SAMSA championed with great difficulty during my tenure. There was inadequate traction in local cargo ship ownership and operations, marine manufacturing, as well as offshore resource industries. The country was being left out of the maritime/oceans innovation revolution such as clean energies, marine digitalisation, remote monitoring and surveillance as well as skills and jobs. The adoption of Operation Phakisa – Oceans Economy was a timeous response to the need to leap the sector forward.

Do you believe that Operation Phakisa is delivering on its mandate and is the correct vehicle to do so?

O

peration Phakisa – Oceans Economy is the most appropriate response to the need to industrialise, grow and transform the maritime sector into a sustainable and economically beneficial industry. There

“I thought I was professionally and academically equipped and motivated to provide such leadership to undertake this historic journey. I chose to do so in government where there would be adequate and effective levers to effect the transformation.”

“They needed to realise that we are indeed a maritime country, with a maritime economy but with a nation lacking in ocean/maritime consciousness.”

“It is an interesting paradox that the major challenges that I and the Authority faced when I first joined are reasons that motivated me to take up the position of Chief Executive at SAMSA.”

“I am still pretty active in the industry: whereas in February I was delivering a paper in Dubai on the African Union Maritime Agenda 2050, this coming week I am in Abidjan invited by the UN Agency UNECA to participate as a panellist at a Conference on the Oceans Economy.”

Maritime Review Africa MAY / JUNE 2017

11

are two specific areas of Operation Phakisa that will assist to propel the maritime industry forward: Firstly, it contains a programme made up of specific projects, investment targets and delivery commitment by specific individuals, companies and entities. Secondly, it is not a state programme, but represents a wholeof-country consensus on Maritime Priority Investment and Development interventions to unlock the potentials of the industry.

This is where a properly and adequately resourced and mandated Integrated Maritime Cluster with the institutionalised participation by stakeholder representatives would be one specific institution to consider putting in place without any delay. We have conducted studies and visited countries which have used this approach effectively.

What is missing, though, is the slow pace of institutional reforms which includes establishing bespoke facilities (such as investment and financing), innovative policy interventions (to expedite the rate of investment and reduce costs of participation) and speedy legislative changes.

There is a need to recognise the oceans sector as an economic sector which deserves focused political and administrative coordination.

Being a mere programme distracts; a specific Ministry and Department of Oceans and Maritime should not be precluded as we move forward with Operation Phakisa.

Can you identify any low hanging fruits in the industry that are still being ignored?

I

ndeed. On the knowledge generation fronts: the science, engineering, research technology and innovation areas, as well as the areas of maritime education and skills, are low hanging fruit to be pursued with vigour. Already, we had completed the Educations and Skills Programme drawn from the Maritime Skills Study (2009), as well as the Research and Innovation Programme, contained in the Maritime Road Map

12

Maritime Review Africa MAY / JUNE 2017

which we completed in 2016. The institution to lead these programmes is the South African International Maritime Institution (SAIMI), which we secured funding of about R300m for. SAIMI was expected to be a National Oceans and Maritime Centre of Excellence (Maritime CME) with representatives of industry, state, academia and civil society.

Then we must continue to promote local ship ownership in the South African and African regional coastal waters. 30 million tonnes of cargo is exchanged between and amongst the South African ports cities moving by road, local tankers and offshore support vessels. These vessels are 100 percent confined to South African and regional waters and can easily be integrated into the national transport and infrastructure network through an appropriate policy framework and incentive scheme.

The Small Harbours Development and Industrialisation Programme could be a large infrastructure investment roll out that unlocks the potentials of the coastal businesses such as small ship and boat manufacturing hubs.

Marine Tourism, Hospitality and Recreation is ideal to provide opportunities to small business operators and community based businesses. The emergence of the two passenger terminals in Durban and Cape Town, together with the need to do likewise in the Eastern Cape, presents key investments in this sector.

Finally Recapitalisation of the Fishing Fleet presents the biggest marine manufacturing opportunity that would benefit small and large yards across the country, creating scale and scope to become the export market on specific size and type vessel.

What are the major threats that still hamper the development of the 10th province?

The biggest threat would be an own goal by the industry; in other words, the industry failure to lead. In the nature of most of the opportunities, it is the

industry that can and must unlock the opportunities. The failure to rise and lead beats all other potential risks such as regulatory and legislative reforms.

The industry could lead the initiatives to ensure availability of special financing and investment vehicles.

The other potential risks are skills availability, sustainability of state support and market stability.

What should the industry be focusing on in the next five years?

T

o get on with the agreed package of projects signed off under Operation Phakisa:

provide leadership in cultivating

markets for products and bringing legislative reforms in line with the agreed investment package;

identify and adopt low hanging fruit projects with high implementation consensus by key stakeholders;

set up financing and investment

schemes and facilities in cooperation with the other specialised financing and funding bodies;

establish key institutions such as

Cluster Industry Bodies to canvass markets and drive supply lines;

promote medium and long term

projects not hampered by the current market slump.

Are we likely to see you back in the industry any time soon – and if so in what sort of capacity?

I

never left the industry. Since my departure from the Authority, I have been active largely with my maritime consulting and advisory, whilst setting up maritime enterprises.

I will soon be launching a venture or two; primarily the maritime logistics flagship project, a marine manufacturing venture. I may also be formally launching my Maritime Advisory Business which is already operational. That is all that I can reveal at this stage. âš“ By Colleen Jacka

What constrains and slows the delivery on the programme is the gap between the state, industry, academia and civil society. The private sector is acting hesitantly and is failing to provide the required leadership. The state may have initiated (Operation Phakisa), but the industry was expected to lead.

Weinvest investininour our We mostimportant important most asset,our ourpeople people asset,

Sturrock Grindrod Maritime (SGM) is one of the largest companies in the Sub-Saharan maritime industry and plays an indispensable role in the economic growth and development of the region. SGM is a market leader with deep South African and African roots, a solid track record and experience spanning several decades.

Our people are the reason for our continuing success.

As a people-centered company, with a training and skills development budget of more than R3 million per annum, SGM is continually striving to implement new and better ways to develop and empower our workforce.

With a level 2 B-BBEE certification, SGM is a sector leader in transformation, employment equity, diversity and corporate social responsibility.

Our people are our business and our business is serving the community.

SOLID LEGACY. FORWARD THINKING

SHIPS SHIPS AGENCY AGENCY + + MARINE MARINE TECH TECH + + OFFSHORE OFFSHORE www.sturrockgrindrod.com www.sturrockgrindrod.com

P

FROM THE BRIDGE

Charting the Course

P

“We cannot look for solutions to problems we had ten years ago – we need to consider the problems we will face in the future. I do not believe that money can solve the problems we will face – we need individual and institutional champions to see this industry achieve its potential.”

rof Malek Pourzanjani has found his feet over the last 18 months and steadfastly handpicked a number of experts and rising stars to join the team that is currently overseeing the ambitions of the Institute. Editor, Colleen Jacka, caught up with him over a cup of coffee in the Mother City.

Professor Pourzanjani has quickly had to learn the nuances of working within the South African institutional structures.

He is calm, enthusiastic, personable and respectful as we chat about the current status quo as well as opportunities for growth in South Africa’s maritime sector.

There is none of the bombastic approach one may expect from an outsider keen to leave their mark – just a simple wish to get things done while identifying partners for the country’s as well as the continent’s blue economic development.

“SAIMI has an African mandate,” he says explaining their role in supporting both the South African and the continental strategic plans. To this end he has recently returned from London where meetings with the International Maritime Organisation (IMO) aimed to introduce the Institute as a potential partner to IMO ambitions on the continent. “We are not looking for financial support from the IMO – we are simply extending a hand to help where we can to achieve the IMO mandate in Africa,” he said, conceding that there was probably more work required in building this type of relationship with the international body.

“We literally had ten minutes with the new Secretary General,” said Pourzanjani who is clearly not deterred from exploring this further.

A meeting with the Nautical Institute’s new president during the same trip to London yielded a more positive response as the professional body expressed interest in using SAIMI to help strengthen their local chapter. The Institute recently hosted a Command Seminar in Cape Town and has established ties with marine professionals in the country.

Uniting industry efforts Focused on these types of engagements

with international, continental and local stakeholders – it is clear why the initial call for applications highlighted the need for “stature, presence and excellent emotional intelligence”.

“We have developed a strategy of reaching out to understand the needs of the industry and to make friends. The majority of these engagements have been positive,” he says.

Perhaps one of the recent highlights of SAIMI’s short existence is the reestablishment of the South African Maritime Industry Conference (SAMIC) on the local events’ calendar. Last held in 2012; the first edition was convened by the South African Maritime Safety Authority (SAMSA) under Commander Tsietsi Mokhele’s watch and helped to ignite the maritime conversation at national governmental level.

Although much has been achieved in the five-year interim, the industry has also been frustrated by a number of roadblocks. SAMIC 2017 was a welcome opportunity to bring the industry sectors back into the same room to regroup.

“SAMIC was certainly a highlight. We put a lot of time and effort into organising it,” Pourzanjani says emphasising the endeavours of SAIMI’s new team to structure the content and maximise discussion around some of the maritime industry’s strategic ambitions.

Held in Port Elizabeth, the conference succeeded in giving voice to many of the industry’s challenges and the Professor confirms that a series of seminars are in the pipeline to follow on from this initial industry engagement.

“We aim to host six to seven seminars a year covering a variety of topics and industry sectors to reinforce discussion and momentum,” he says indicating that these are due to start imminently and will focus on areas such as seafarer training, fisheries and other topical issues.

“We should be proud of what is happening in the South African context,” he says pointing to the level of commitment, expertise and enthusiasm that can be found in the industry.

Prof Pourzanjani weighs in On policy development in Africa: “There is a lot of movement to develop maritime policy on the continent and in South Africa.

What concerns me is the timelines for implementation. I want to see these policies implemented before I die. We really need to get on with it. It is important to look for the champions to drive these initiatives forward; the others will follow their lead.

We owe people like Tsietsi Mokhele a debt of gratitude. The government woke up largely due to his efforts. It is important to keep

14

Maritime Review Africa MAY / JUNE 2017

these champions in the industry and not to lose them.”

On bureaucracy in the maritime environment: “While a level of bureaucracy is needed to avoid anarchy; we need to ensure that this is not overthe-top and does not serve to slow down systems that should respond to industry changes more adeptly.”

On Operation Phakisa and growing the blue economy: “It is certainly viable to grow the

Assembling an A team These are the characteristics he has sought for the establishment of the initial team to drive SAIMI’s progress in the short to medium term. “The right people are very, very important,” he says, enthusiastically indicating how highly he regards the crew that is currently being assembled.

“I am very proud of the people we have recruited. To have been able to attract these experts and potential young industry leaders is reassuring. SAIMI is like a young child going through growing pains and we need this type of input,” he says.

The current team is small, but systematically expanding to achieve the goal of establishing SAIMI representation within South Africa’s major centres. Presently situated within the Nelson Mandela University (NMU), SAIMI will look to the future by developing its own model to run as an independent Institute. “We will have to establish ourselves as a legal entity and are currently looking at existing models of other institutes to help shape our own,” says Pourzanjani.

With plans for an expanded team in Port Elizabeth, the Institute is also planning to relocate to the new NMU Ocean Sciences campus.

Currently receiving their core funding from the National Skills Fund (NSF), SAIMI will seek to develop initiatives to generate capital, but is also renegotiating with government to extend its funding beyond the initial three to six years.

“We cannot look for solutions to problems we had ten years ago – we need to consider the problems we will face in the future,” says Pourzanjani highlighting the vision that he and his team is aiming to rally around for the future development of the maritime industry. “I do not believe that money can solve the problems we will face – we need individual and institutional champions to see this industry achieve its potential.”

Motivated to be a part of the solution to the challenges that lie ahead, Pourzanjani says; “I am excited to go to work every morning. It is the journey forward that drives me.” ⚓

blue economy, but it may take longer than envisaged. It may take 10 to 15 years to see a real change, but I hope that the current momentum will continue. I don’t think that the revolution can be stopped – we cannot go back. It will take a major global financial crisis to again derail this progress.”

On developing the SA Ships’ Register: “The government agencies are saying all the right things, but we really need to get Treasury on board. Financial incentives are critical to get shipowners to bring their vessels. We need time to get it right, but there is a will. Sobantu Tilayi (acting CEO of SAMSA) is

advocating for this, but there is still a lot of work to be done.”

On becoming a supplier of seafarers: “The size of the international fleet is growing. The world population is growing at something like one billion per decade and world shipping needs to meet the needs of the trade associated with this.

While automated shipping may be a reality for short sea shipping – the need for seafarers will continue to grow for the foreseeable future.

There is, therefore, an opportunity for South Africa to supply seafarers into this market. We may, however, have to lower our expectations and

Charting the Course

FROM THE BRIDGE

Prof Malek Pourzanjani is calmly going about his business as the first appointed CEO of the South African International Maritime Institute (SAIMI).

It is an interesting position to be in, as he necessarily has to lead the establishment and prove the viability of the entity while it is being formally established within the South African maritime industry.

Bringing a global flavour to the position, Pourzanjani responded to a call for applicants in the middle of 2015 that asked for candidates that possessed “stature, presence and excellent emotional intelligence”.

Giving the industry stature and presence benchmark against countries such as the Philippines.”

On seafarer training: “Cadet training still remains a challenge. At SAIMI we are working with organisations such as the African Shipowners Association to identify training berths for our nationals and other cadets from the continent. We also need to explore the opportunities provided by simulation training. While simulation training already exists within the local training landscape, there is room for further technology to be deployed and used to provide critical situational awareness. We are aiming to establish a simulation centre in South Africa. It

needs to be recognised in lieu of some of the sea time required for certification. We are working closely with the Transport Education Training Authority (TETA) to address these and other challenges in seafarer training.”

On South Africa as a centre of excellence: “I believe that the country can be a leader in ocean science. South Africa could be a big player in this arena. Many countries are already surging ahead, but with the right partners and the local experts in science, the country could make a real impact in this sphere.”

Maritime Review Africa MAY / JUNE 2017

15

FROM THE BRIDGE

Charting the Course

“We are a fully fledged maritime nation that is ready to take our agenda forward,” Dumisani Ntuli, tells me during a break at the recent South African Maritime Industry Conference in Port Elizabeth. Ntuli, Acting Chief Director: Maritime Transport Policy and Legislation, has been the face of the Department of Transport’s (DoT) Comprehensive Maritime Transport Policy (CMTP) over the last few months as he presented it for comment at various centres around the country and positioned it in the maritime dialogue at a number of conferences.

SOUTH AFRICA:

f

A maritime nation?

By Colleen Jacka

F

ollowing comments from the industry and public, Cabinet has approved the Policy and the DoT will now be tasked to work towards implementation. According to Ntuli, most of the submitted comments revolved around education and training; building the country’s shipping portfolio in terms of coastal shipping; required legislation as well as empowerment and transformation issues. He acknowledges that the department is not the sole player in the maritime sphere and will need to collaborate as well as coordinate its efforts.

“It is clear that we are currently in a state of cooperation in government and I am encouraged by talks of more resources becoming available for the sector,” he tells me. I am surprised when he openly supports the concept of a Department of Maritime Affairs. “You never know. With the right political will – nothing is impossible,” he says adding that such an entity could help provide a maritime cluster within government.

Ntuli’s background as the South African representative at the International Maritime Organisation in London for ten years tempers his national ambitions with the international realities of a global

16

Maritime Review Africa MAY / JUNE 2017

industry, but it is clear that he is quietly passionate about claiming the country’s status as a maritime nation.

“South Africa’s maritime transport policy has not been developed as a purely domestic matter. It has taken cognisance of how the international industry functions, as well as the heightened international safety, security and environmental consciousness. The current low foreign investments in South Africa against the reported increase in regional foreign investments to neighbouring countries are also contributing factors that may not be ignored,” he says.

“We are a maritime country and therefore by extension, a maritime nation. Our maritime nationhood was not created, but is natural – an undiluted truth that is inseparable from us no matter how you look at the subject. The oceans are the means of our sustenance and survival.

We depend on the oceans for up to 70 percent of our needs as a nation,” he tells the conference delegates in his speech later.

It is this premise that informs the content of the CMTP. “Our maritime policy must create an atmosphere that will make economic sense for ships to stop over as opposed to passing by our coast. We need to continuously attract mariners to stop over in South Africa to have a

cup of coffee; get or discharge water; get bunkers; manage cargoes, attend to repairs; meet the locals; change crew; allow tourists they carry to tour and shop in the country; and most importantly entrust us with the cargo they carry to manage further. We cannot, however, create such an atmosphere in a state where we do not have maritime transport policy,” he notes.

The CMTP aims to create an enabling environment that facilitates the growth, development, transformation and effective governance as well as management of the sector. “It positions and equips the sector to perform optimally and efficiently in meeting its own needs; the needs of the national economy and provision of efficient service to the national and global shipping customers,” says Ntuli.

He points out that the DoT’s budget was being informed by its current policy and that the CMTP will be able to inform future budget considerations. “We should now begin to see some shifting and prioritising towards implementing the content of the policy,” he tells me explaining that there is new clarity within the department relating to its obligations towards the maritime transport sector.

“If the Department of Transport is to take the lead in implementing this,

Charting the Course

FROM THE BRIDGE

CMTP | Strategic Objectives to achieve Developing and growing South Africa to be an international Maritime Centre (IMC) in Africa Ensuring the competitiveness of South Africa’s international trade Promoting the growth and broadened participation of local entrepreneurs in the shipping industry

The Comprehensive Maritime Transport Policy aims to create an enabling environment that facilitates the growth, development, transformation and effective governance as well as management of the sector

Promoting marine transport; manufacturing and related services; Providing guidance to the maritime transport sector stakeholders and customers with regard to institutional arrangements, governance and regulatory interventions and Providing a clear framework around which operators, customers, investors and funders can freely participate in maritime transport market to improve growth, performance and competitiveness of the total Maritime Transport sector.

Establishing funding and financing mechanisms solutions Creating and enhancing viable and sustainable opportunities for historically disadvantaged entrepreneurs especially, women and youth Ensuring efficient and effective regulation and clear separation between maritime operations and maritime regulation then we must have the right structure; appropriate research, and people with an understanding to provide answers. We need the right leadership,” he says adding that the DoT is in the process of identifying appropriate champions and that the Department necessarily needs maritime acumen within its own structures and not only within its agency, the South African Maritime Safety Authority (SAMSA).

Echoing calls from industry stakeholders, most notably industry associations, to create a maritime brand under the Maritime SA platform – Ntuli says that the absence of such a structure has resulted in a fragmented industry with no common voice. “We need to work under the Maritime SA (brand) to position ourselves internationally. It is critical that we have a common vision to build skills in the sector that advances the policy’s direction,” he adds.

“We need a new type of maritime expert,” says Ntuli, who seems to be looking to rejuvenate the maritime wing of the Deparment and can only be described as consistent and dogmatic in his approach.

“As a maritime nation aspiring to become an international maritime centre, 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,” he said in conclusion at SAMIC.

Creating conducive climate for South African perishable goods businesses to take part in the global perishable products market either as producers or as consumers.

ABOVE: Maritime stakeholders attend the CMTP workshop in Cape Town with Dumisani Ntuli of the Department of Transport.

LEFT: Dumisani Ntuli tweets on the progress of the Comprehensive Maritime Transport Policy.

Maritime Review Africa MAY / JUNE 2017

17

FROM THE BRIDGE

Charting the Course

PICTURING A maritime nation

1. The design of the dolos is accredited to two South Africans in East London while considering the structure of the breakwaters.

They are now widely used internationally when constructing breakwaters for harbours.

2. The Port of Saldanha Bay in South Africa hosts one of only four oil well capping systems in the world. Managed by Oil Spill Response Limited, the system can be mobilised and deployed to mitigate pollution from a compromised offshore oil well.

1

2

3. The IMO hosted a diplomatic conference to consider the adoption of an Agreement on the Implementation of the Provisions of Torremolinos Protocol in 2012. This later became known as the Cape Town Agreement of 2012 in maritime circles.

4. Although now part of the Maersk Group, Safmarine is still considered to be one of South Africa’s great shipping success stories and inspires the current regime to consider a national shipping line and promote the South African Ships’ Register.

5

3

5. The SA Navy’s frigate in Mozambique during a mission to patrol the Mozambican Channel to deter piracy from spreading south.

6. South Africa has a well developed fishing industry comprising of 22 sectors. The hake trawling sector is MSC certified and considered to be benchmarked to international best practices for sustainable management.

18

4

Maritime Review Africa MAY / JUNE 2017

6

Charting the Course

7

9

FROM THE BRIDGE

7. The Port of Cape Town is iconic and home to South Africa’s second largest container terminal after Durban. Like Durban, it also has a well-established ship repair fraternity.

8. Southern African Shipyards in Durban is currently completing a building programme for Transnet to produce nine new tugs for use in South African ports.

8

10

9. South Africa leads the way in secondary maritime education through the establishment of the Lawhill Maritime Centre at Simon’s Town High School.

10. South Africa has its own unique way of launching new vessels that combines the traditional seafaring ceremony with a more traditional African blessing to keep the vessel safe at sea.

FEEL THE PULL OF THE SEA If you dream of working in the maritime sector, DUT’s Department of Maritime Studies is your ticket to success.

DUT is the only university in South Africa to offer maritime-related programmes aligned to the new Higher Education Qualification Sub-Framework (HEQSF). All our Maritime Studies programmes are accredited by the Council on Higher Education, and registered with the South African Qualifications Authority.

That means that our qualifications are recognized as top quality throughout the industry.

Apart from an excellent general and specific education, DUT offers all the benefits of a student-centred learning environment, putting your needs – and your future – at the heart of everything we do.

Visit www.dut.ac.za/faculty/applied_sciences/maritime_studies/ to find out more.

All applications via the Central Applications Office (www.cao.ac.za). Closing date: 30 September 2017.

DIPLOMA IN NAUTICAL STUDIES (DUD - NS - 3) Minimum Entry Requirements: English - NSC 4 Mathematics - NSC 4 Physical Science - NSC 4 DIPLOMA IN SHIPPING & LOGISTICS (DUD - SL - 3) Minimum Entry Requirements: English - NSC 4 Mathematics - NSC 3 Accounting, Business Studies or Economics - NSC 4 SAMSA ACCREDITED SHORT COURSES: Global Maritime Distress and Safety Systems General Electronic Navigation Systems at Operational Level Human Element in Leadership and Management (HELM) Electronic Chart Display and Information Systems (ECDIS) SHORE-BASED SHORT COURSES: Fundamentals of Shipping Administration of Imports and Exports Contracts of Carriage by Sea CONTACT: philaswad@dut.ac.za | selishar@dut.ac.za | 031-3736016 / 6017 | www.dut.ac.za

Educate - Develop - Engage

Maritime Review Africa MAY / JUNE 2017

19

FROM THE BRIDGE

Marine Spatial Planning

MARINE SPATIAL PLANNING

The role of civil society in supporting marine spatial planning

South Africa has jurisdiction over a large exclusive economic zone (EEZ) of approximately 1,5 million km2 of ocean, and, if successful, the extended continental shelf claim will double South Africa’s sea-bed rights. Management of ocean space has traditionally been carried out through sectoral approaches, and in many cases this has led to conflict amongst sectors, or between sectors and the need to protect the marine environment. As the demand for ocean space and marine resources in South Africa increases, particularly as a result of planning initiatives such as Operation Phakisa: Oceans Economy, a more integrated and coordinated approach to management is required to ensure that ecological, economic and social objectives are balanced. Marine spatial planning (MSP) has emerged in many countries as an effective process to achieve greater integration of marine resource management and policy.

By Jodie Reed | PhD candidate in Marine Spatial Planning, NMU Prof Amanda Lombard | South African Research Chair: Marine Spatial Planning, NMU

i

Contributors: Saul Roux – Legal Campaigner, Centre for Environmental Rights; Prof. Patrick Vrancken – South African Research Chair: the Law of the Sea, Nelson Mandela University; Dr Ken Findlay – CPUT Research Chair: Oceans Economy, Centre for Sustainable Oceans, Cape Peninsula University of Technology; Dr Louis Celliers – Principal Researcher, Coastal Systems, CSIR; Adnan Awad – Director, IOI-Southern Africa; John Duncan – Senior Manager, Marine Programme, WWF-SA

I

n July-August 2014 in Durban, Operation Phakisa brought together teams from government, labour, business, academia and other sectors to work together in experimental laboratories (labs), to explore possibilities to unlock the economic potential of the country’s oceans. These labs covered items 1 to 4 in Figure 1 (Box: Growing the Oceans Economy) and Cabinet designated the Department of Environmental Affairs

20

Maritime Review Africa MAY / JUNE 2017

(DEA) as the lead agency for the process.

Since then, other Government Departments have “inherited” labs 1 to 3, but the DEA has retained the Marine Protection Services and Ocean Governance lab.

This lab includes a number of initiatives, and MSP is one of these.

In March 2017, the Marine Spatial Planning Bill was published for approval

by Parliament and lists five “Objects of the Act”. These address the need for a “shared marine spatial planning system” to “promote economic opportunities” facilitated by “good ocean governance” while understanding “threats to the ocean” and giving “effect to international obligations”.

At first glance this would appear to be a legal instrument best suited to the Department of Economic Development, but it falls under the DEA, who’s legal mandate is to: “give effect to the right of citizens to an environment that is not harmful to their health or wellbeing, and to have the environment protected for the benefit of present and future generations. To this end, the department provides leadership in environmental management, conservation and protec-

tion towards sustainability for the benefit of South Africans and the global community”.

So how will DEA balance the need to grow the oceans economy, while simultaneously delivering on their core mandate of environmental protection?

There are two possible solutions. One would be an overarching Oceans Act that provides the framework for MSP legislation and conflict resolution.

Another could include guiding principles within the MSP legislation that call for well-managed, participatory and effective ecosystem-based MSP (defined here as an adaptive management process that can integrate and balance the provision of ecosystem services without compromising their ecological integrity).

The Integrated Coastal Management Act of South Africa (No 28 of 2008) is an example of how another such integrated policy was implemented by DEA. Ecosystem planning What, exactly, does ecosystem-based MSP entail? In 2009 the United Nations Educational, Scientific and Cultural Organisation (UNESCO) published a 10-step approach to ecosystem-based MSP, authored by C Ehler and F Douvere. The main authors, Ehler and Douvere, were asked: “Does MSP have to be ecosystem based? Must it be implemented in an ecosystem-based way to be effective even in cases where the main uses of a particular ocean area are purely industrial, such as shipping, oil drilling, or offshore wind farms.” Their response was: “…we strongly advocate that marine spatial planning is an ecosystem-based approach. No matter what kinds of activities are carried out in a particular area, they are going to have an effect on the ecosystem services that are provided by that area. And no matter how small or large a marine area is, there are ecosystem services that it provides.

It is particularly important that those natural services are considered and that an attempt is made to maintain and to sustain those services that are critical

Marine Spatial Planning

FROM THE BRIDGE

Growing the South African Economy: Nine Point Plan  Revitalisation of the agriculture & agro-processing value chain  More effective implementation of a higher impact IPAP  Advancing beneficiation (adding value to our mineral wealth  Unlocking the potential of SMME's, cooperatives, township & rural enterprises

 Growing the Oceans Economy  Resolving the energy challeng  Managing work conflict  Scaling up private sector participation  Cross-cutters (ICT, Transport infrastructure, Science & Technology, Water)

Growing the Oceans Economy OPERATION PHAKISA  Marine Transport and Manufacturing  Offshore Oil & Gas Exploration  Aquaculture

 Marine Protection Services & Governance

Marine Protection Services and Ocean Governance

 Coastal Tourism

Integrated Ocean Governance and Protection Integrated framework and governance

Ocean Protection

FIGURE 1: The Department of Environmental Affairs is coordingating the Marine Protection Services and Governance lab of Operation Phakisa which includes Marine Spatial Planning.

in terms of not only the ecosystem, but also the economy of marine areas. To add one point to that, a very important first step in any marine spatial planning process is the identification of biologically and ecologically significant areas.

That is the basis for spatial planning.

When you decide to create a wind farm or an oil and gas development area, the cumulative impacts on these ecologically and biologically important areas are considered and very well documented in MSP processes.”

Understanding the local context Although global good practice recommends an ecosystem-based MSP approach, during the Phakisa labs in 2014 it was noted that ‘global good practice’ must be treated carefully in South Africa’s national context, where there is an imperative to balance environmental considerations and transformational-developmental considerations.

Consequently, it was felt that South Africa should develop its own Oceans

Marine Spatial Planning

“…we strongly advocate that marine spatial planning is an ecosystem-based approach. No matter what kinds of activities are carried out in a particular area, they are going to have an effect on the ecosystem services that are provided by that area. And no matter how small or large a marine area is, there are ecosystem services that it provides. It is particularly important that those natural services are considered and that an attempt is made to maintain and to sustain those services that are critical in terms of not only the ecosystem but also the economy of marine areas. To add one point to that, a very important first step in any marine spatial planning process is the identification of biologically and ecologically significant areas. That is the basis for spatial planning.

When you decide to create a wind farm or an oil and gas development area, the cumulative impacts on these ecologically and biologically important areas are considered and very well documented in MSP processes.”

Act, under which MSP legislation would fit. In fact, the DEA had already started this process (before Phakisa began), with the publication of the White Paper on National Environmental Management of the Ocean (NEMO) which could form the basis of a future Oceans Act. NEMO has eight guiding principles for ocean governance, and one of these is the “promotion of an ecosystem and earth system approach to ocean management”, while another is “the identification of economic opportunities which contribute to the development

needs of the poor and vulnerable within the population ensuring human dignity”.

An overarching Oceans Act, with guiding principles such as these, would have provided a very useful framework in which MSP legislation could fit. Without the Act, we must now make sure that our MSP legislation addresses the need to balance ocean use, with ocean health.

Involving civil society So how do we as South African civil society (defined here as non-governmental organisations and individuals,

We do it with passion

P +27 21 831 7603 E ngazi@mvanomarine.co.za

www.mvanomarine.co.za

Mvano Marine supply, support and maintain all navigation and communication systems within the maritime industry. We promote preventative maintenance programmes offering our customers greater reliability and efficiency. By continually improving our product and service offerings, we create unmatched customer service.

Supply. Support. Collaborate. Partner Automation | Communication | Dynamic Positioning | Navigation

Maritime Review Africa MAY / JUNE 2017

21

FROM THE BRIDGE

Marine Spatial Planning

THE TEN STEP APPROACH TO ECOSYSTEM-BASED MARINE SPATIAL PLANNING STEP 1: Establishing authority STEP 2: Obtaining financial support STEP 3: Organising the MSP process STEP 4: Engaging stakeholders STEP 5: Analysing existing conditions STEP 6: Analysing future conditions STEP 7: Developing the plan STEP 8: Implementing the plan STEP 9: Evaluating performance STEP 10: Adapting the process ABOVE: In 2009 the United Nations Educational, Scientific and Cultural Organisation (UNESCO) published a 10-step approach to ecosystem-based MSP, authored by C Ehler and F Douvere.

BELOW: A renewed interest in the offshore oil opportunities off the South African coast may impact on other ocean stakeholders.

22

Maritime Review Africa MAY / JUNE 2017

including marginalised and previously disadvantaged segments of society) ensure that our own policies address this difficult balance?

A key aspect of the solution can be found in step 4 of the UNESCO 10-step process: engaging stakeholders (see box on left).

Another UNESCO publication describes different interpretations of stakeholder engagement (see pg 23).

The weakest form of stakeholder engagement is when an authority’s decision is simply communicated to stakeholders, without any active engagement. At the other end of the spectrum, the strongest form of stakeholder engagement involves negotiation, where stakeholders and authorities have equal powers for decision-making.

This is difficult to achieve, particularly when some stakeholders are far more powerful than others. Marine stakeholders tend to fall at both extremes of this spectrum, from marginalised coastal communities, to multinational corporates in mining and fishing.

Fortunately, South Africa’s MSP Framework (2017) document (which accompanies the MSP Bill) recognises that a transparent MSP process, including the compilation and collection of appropriate spatial data and associated decision-support tools and extensive stakeholder engagement processes, is essential for ensuring effective governance of a sustainable ocean economy.

As such, South Africa’s goals for MSP

include under “Goal 4: Contributing to good ocean governance”, the requirement for “relations to be built with non-state organisations and communities, that should be encouraged and enabled to contribute to planning processes as a means to enable effective ocean governance” (MSP Framework, 2017).

Workshopping solutions But how will these relations with “non-state organisations and communities” be developed in South Africa?

In order to support a National MSP process being led by the DEA, four institutions (the Centre for Environmental Rights (CER), the International Ocean Institute-South Africa (IOI-SA), Nelson Mandela University (NMU) and WWF-South Africa) hosted a two-day workshop on MSP in Cape Town in March 2017.

The objective of the workshop was to explore the supporting role of civil society in implementing the fledgling MSP legislation. The four hosting institutions were represented by Saul Roux (CER), Adnan Awad (IOI-SA), Amanda Lombard (NMU, and South African Research Chair in Marine Spatial Planning), and John Duncan (WWF-SA).

Prof Ken Findlay (CPUT, and Chair in Oceans Economy), Prof Patrick Vrancken (NMU, and South African Research Chair in the Law of the Sea), Dr Steve Kirkman (DEA, Oceans and Coasts) and Dr Louis

Marine Spatial Planning

Communication: Celliers and Nicolene Fourie (both from CSIR) were invited to give additional presentations.

Formal presentations during the workshop included the following: the roles of different sectors and civil society in MSP; MSP in the Benguela Current Large Marine Ecosystem and the role of Ecologically and Biologically Significant Areas; MSP research programmes at the Cape Peninsula University of Technology (CPUT) and NMU; integrated coastal management and MSP; and legal and governance aspects of MSP. In addition to these presentations, the workshop included group discussions and participant feedback. Discussions focused on issues that included: international best practice for MSP; a legal and governance framework for MSP in South Africa; identification of potential spatial layers; identification of research, knowledge and information gaps in relation to MSP; identification of knowledge products and MSP decision-support tools; opportunities for collaboration; resource requirements (including financial, research and institutional) for the integration of civil society

Authorities responsible for MSP want to convey a message to a target audience and obtain approval for what their message asserts, suggests, and decides. Communication does not involve the stakeholders in any active way.

Information: Authorities responsible for MSP want to keep a target audience informed about their intentions, decisions and attempts to provide a basis of understanding, but don’t expect any particular reaction. Unlike communication, the information is intended to be objective and represents a way to empower stakeholders to react to decisions or take a position with full knowledge of the facts.

Consultation: Authorities responsible for MSP collect the opinions of stakeholders you have consulted with no guarantee that the opinions expressed will be taken into account.

FROM THE BRIDGE

Dialogue: A form of ‘horizontal’ interaction among stakeholders who are positioned as equals. There is no precise purpose other than to know and understand one another better. Dialogue is intended to create a sense of proximity and mutual understanding about the problems and solutions for a particular MSP area.

Concertation: A form of ‘horizontal’ interaction among stakeholders that are positioned as equals. Unlike dialogue, the purpose is to develop a common position among a group of stakeholders that can be presented or defended before the authorities responsible for MSP. (“Concertation” is a French term referring to musicians playing an instrument with the purpose of creating a common outcome, e.g., a concert).

Negotiation: A form of ‘horizontal’ interaction in which both stakeholders and the authorities responsible for MSP have equal powers for decision-making.

RIGHT: An UNESCO publication describes different interpretations of stakeholder engagement.

We are commercial correspondents and surveyors for the Protection and Indemnity industry and we represent all the International Group of P&I Clubs.

We serve those interests throughout South Africa Claims and along the East and West coasts of Southern Africa. To ascertain how we can help you or to find out what we do, go to our website and select one of the several topics. If you have any comments or questions select contact Surveys us to contact one of our specialist team members or email us at: pidurban@pandi.co.za

Stowaways

Troubleshooting

OUR FOCUS:

Your P & I Solution in Africa

Crisis Management

www.pandi.co.za

EMERGENGY 24 HOUR: +2783 250 3398

Maritime Review Africa MAY / JUNE 2017

23

FROM THE BRIDGE

Marine Spatial Planning

Establish an MSP information portal

into MSP in South Africa; and in particular, the advancement of their effective contribution to national stakeholder processes.

South Africa's goals for Marine Spatial Planning

GOAL 1:

GOAL 2:

Unlocking the ocean economy

Engaging with the ocean

Sustainable development

Justice, equity and transformation

Spatial efficiency

Tabling the feedback Participants were asked to provide input to a possible national MSP. Feedback from participants highlighted two fundamental requirements of a national MSP process. First; that the MSP process should be participatory and based on extensive, meaningful engagement with stakeholders, similar to that prescribed by the National Environmental Management Act of South Africa (No. 107 of 1998), and second; that the process should be ecosystem-based to prevent degradation and collapse of marine ecosystems and the services they provide.

In order to organise civil society stakeholders so that they can contribute to government stakeholder processes sensibly and effectively, the following suggestions were tabled:

GOAL 4:

Ensuring healthy marine ecosystems

Contributing to good ocean governance

Ecosystem integrity

Cooperation & transparant governance

Precautionary approach

Adaptability

between the DEA and civil society to strengthen the MSP policy process; Constitute an institution of civil society to participate in the MSP policy process. This institution was proposed as an MSP stakeholder forum to be established alongside institutional structures established by the MSP Bill (i.e. the National MSP Working Group - NMSPWG) and the draft MSP Framework (i.e. the Marine Area Planning Group - MAPG). An alternative proposal is the development of a Community of Practice. The proposed institutions to implement MSP in South Africa are represented below;

BELOW: The proposed institutions to implement MSP in South Africa are represented.

National Consultation

For further information regarding the “Marine Spatial Planning Workshop: The Role of Civil Society in Supporting Marine Spatial Planning” discussed in this article, the Workshop Report is available online.

Ocean Economy Ministerial Management Committte

Oceans Economy Secretariat

Directors-General MSP Committee

National Working Group

National Stakeholder Forum or Community of Practice

(Technical analysis & Recommendations)

West South East PEI

Regional Consultation

24

Maritime Review Africa MAY / JUNE 2017

In conclusion, it is important to remember that one of the cornerstones of effective MSP is continuous and effective engagement with civil society, a critical actor in ocean governance. It is also the responsibility of civil society to ensure that international MSP best practice and guidelines are considered in order to ensure that the MSP process is ecosystem-based, area-based, integrated, adaptive, strategic and participatory.

In South Africa civil society holds much information and experience to support the MSP process. There is much research that can and should be used to inform MSP including research on the sustainable use of resources as well as trade-off analyses to measure the performance of various decision scenarios on different objectives. ⚓

Create opportunity for engagement

GOAL 3:

Decision making bodies

or platform to enable information-sharing and to create awareness of the MSP process; There is a need to align coastal and marine research efforts with the data and information needs of the MSP process. To achieve this, clarification is required from the DEA regarding the process that will be followed in the development of regional and national marine spatial plans. This will enable civil society to contribute better towards the milestones in this process; There are many existing decision-support tools available to support the development of marine area plans.

However, appropriate tools can be identified only once there is a clear understanding of the objectives of these plans.

Marine Area Planning Group

West South East Offshore Regional Consultation Forums

ON THE RADAR

People to watch

Aubrey Sosibo (23)

“I am an ambassador of the maritime industry as a whole... willing to learn and expand my knowledge of the industry.”

Unemployed but actively involved

I

t’s hard to believe that this young man, who obtained 31 distinctions while completing his studies and received the Dean’s Medal for being the top student in the faculty of Engineering, is currently unemployed.

Not content to sit at home and mope about his situation, how-

ever, he is teaching voluntarily at a High School in Durban and promotes the maritime industry in various high schools as well as communities where his passion for motivational speaking is welcomed.

Aubrey enrolled at CPUT in 2013 to complete his Maritime Studies (Navigation). He went to sea as a cadet with MSC containerships where

he obtained his seamanship skills. He has passed his Oral examination and qualified as a Deck Officer. After completing his S3 and S4, he undertook a stint on the Sarah Baartman as third officer.

“I grew up in a very poor community, poor family background raised by a single mother. Despite all that I have risen above it all, successfully completed my training, leaving a positive mark wherever I go.

I have obtained my Diploma with flying colors and have been living proof of the fact that one can achieve greatly despite your background. I do mentorship for current and upcoming cadets especially deck cadets within my circle of reach.”

Aubrey says that he is hopeful that Transnet National Ports Authority will be able to offer him a position in the near future – but in the meantime he will continue teaching voluntarily and spreading the maritime word. ⚓

Pinky Zungu (34)

“I’m a black female who is fearless. I do not back down if I believe in something, no matter how hard and how long it takes. I am self-motivated and tell myself that nothing is impossible. I believe that I have a role to play in making sure that the next generation has footprints of success to follow. I believe that nothing is impossible.”

Employed by: Transnet National Ports Authority (studying part time)

P

inky believes that one of the major challenges facing the maritime industry is a lack of skills; particularly in the field of marine engineers, marine pilots, marine lawyers etc She became one of only three females to obtain her open license in marine piloting in Africa in 2011 and was recognised for this achievement alongside her colleagues at the Maritime Industry Awards.

She recently became the first female deputy harbour master for the port of Durban. Despite these achievements, Pinky feels that the marine industry is still a white male dominated industry. She hopes to inspire and motivate more black and white females to become part of the industry.

26

Maritime Review Africa MAY / JUNE 2017

People to watch

Abongile Makumsha (29) Employed by: Unicorn Shipping (working full time)

A

bongile aims to move up the ranks at Unicorn Shipping and believes that one of the major challenges facing seafarers today is the lack of opportunity they face when coming ashore – especially in Africa.

He laid the foundation for his maritime career in the SA Navy where he served as a combat officer and says that this is where the values that he holds today were instilled. Drawn to the merchant navy in 2012, he was attracted by opportunities to earn well, travel, career flexibility, portable skills and the long-term prospects.

Since joining Unicorn Shipping he has successfully moved up the ranks from deck cadet to Chief Navigating Officer.

“I am a goal-driven individual who can fit into all environments.”

Abongile says that he has identified a set of key attributes that dictate how he runs his life. These include a hunger to learn and grow; a boldness to step out of his comfort zone; an adaptability to connect with many cultures; a need to think on his feet for independent working; leadership traits to thrive under pressure; an ability to be a team player and loyalty towards his company, his ship and his fellow crewmembers.

He hopes to help the current intake of junior officers by helping them prepare for promotion and seeks to mentor those coming up the ranks.

He has been leading by example since his time at University where he passed his subjects with distinctions and advocated for his classmates to make the most of their studies. ⚓

ON THE RADAR

Farhana Ismail (47) “I am a young, able and smart woman, who has used my international skills to mentor young minds and moreover brought my skills acquired as a journalist, a government communicator and now operating in the public sector to create a vibrant maritime economy.”

EMPLOYED BY: FBI Communications (majority shareholder)

F

arhana feels that rapidly advancing technology is passing people by and that media as well as public relations is approached in a very rigid manner.

She has spent time in both the United Kingdom and Nigeria highlighting the South African interest. Locally she has worked closely with civil society, the private sector and government in maritime related ventures and is a firm believer that more black people need to become involved in the sector.

She is also a strong believer that women should not be limited to becoming cadets and engineers; they should be in the boardrooms of maritime enterprises. ⚓

Peter Lamb (34) “I am fascinated by maritime law. By enjoying what I do, and being determined to work as a maritime law specialist I will have a positive impact on the maritime industry.”

Employed by: Norton Rose Fulbright South Africa Inc (working full time)

M

ember of associations: Peter is a committee member of the Maritime Law Association of South Africa (Durban chapter), as well as the Exporters Club of South Africa and the Durban Marine Insurance Association.

Following a recent promotion to a director at Norton Rose Fullbright, Peter says that he aims to continue to move up the ranks and obtain successful outcomes for his clients. He already has had some significant wins in dealing with admiralty and marine insurance matters for his clients and has also successfully litigated in other African jurisdictions such as Tanzania.

Hailing from the Highveld and having studied at the University of Pretoria, he acknowledges the fact that it may seem like an odd choice to have specialise in maritime law.

“I was decisive with my choice to specialise in maritime law.

When I completed my LLB, I went straight to do my LLM at the University of Cape Town. I then was given an opportunity to work at a maritime law firm, and I have worked my way up to be a director of one of South Africa’s leading maritime law firms,” he says.

Well aware of the tough economic conditions currently facing the shipping sectors, he notes South Africa’s challenge to encourage more ships onto the local ship register. “There is a risk of over regulation of the industry. To overcome this challenge, Africa must actively seek to develop its maritime arbitration capabilities otherwise it may lose the opportunity to deal with substantive, as opposed to mere procedural and enforcement, maritime legal issues,” he says. ⚓

Maritime Review Africa MAY / JUNE 2017

27

ON THE RADAR

People to watch

Khomotjo Mphahlele (38)

“My wish is to be counted as one of the people that effected a change and a difference in other’s lives.”

Employed by: Transnet Maritime School of Excellence (working full time)

K

homotjo currently runs an NPO focusing on mentoring and coaching learners at grassroots level to assist them in choosing a career that is best suited to them and their personalities within the maritime space and has further ambitions to launch her own company within the maritime space in the future.

Lucky enough to have never face unemployment since graduating, Khomotjo is concerned by the unemployment rate of seafarers.

“I have fulltime employment, and I’ve never spent a day at home unemployed ever since I started this maritime career. I remember telling my mother that once I’m qualified, I will never look for employment, employers will line up at

Kevin Flanagan (34) “I’m not sitting around waiting for opportunities within the industry to present themselves, I am seeking out the opportunities.”

Employed by: Flantrade Investments cc (majority shareholder)

A

fter shadowing his father, Brian Flanagan at his business, Flantrade for two years from 2008 and completing trips on commercial fishing vessels, Kevin found his feet on shore providing a range of services to the commercial fishing sector.

“I love planning and logistics, which is a huge part of commercial fishing. At Flantrade Investments, we spend enormous amounts of energy on fine-tuning our operations to run as efficiently as possible. When you work in a sector that is plagued with external factors you cannot control; the ability to plan ahead, anticipate bottle necks and develop creative solutions is critical,” he says.

Working with the seagoing crew, he is passionate about developing officers who are “out-of-the-box” thinkers that can adapt to changing business and fishing conditions.

my door. That has been true so far, and I have worked for a few shipping companies,” she says.

“But the unemployment rate of seafarers needs to be urgently addressed by forming partnerships with international crewing companies in order to market South Africa as the leading human resource hub for sea going staff,” she adds.

She is concerned by the number of her colleagues from university days, as well as all the cadets that have passed through her mentorship, that are still sitting at home without jobs.

“Operation Phakisa, through it’s Blue Oceans Economy, has paved a way for us to be able to participate in this space and make a difference,” says Khomotjo. ⚓

“Successful fishing operations have to be built around developing strong teams, a culture of development, sharing and no egos. The constant desire to challenge traditions and age-old methods, with new age thinking and creative solutions, from fishing gear to technological developments and investment in people, is a constant source of inspiration.”

Kevin has a keen interest in mentoring and promoting training. He is responsible for launching the Young Fishers Group, a networking and communication platform for the younger generation working within the South African commercial fishing sector, as well as successfully mentoring and driving a number of seagoing crew into training programmes aimed at furthering their careers.

Kevin has also launched the concept of live onboard at sea; real time data capturing, aided in the development of the South African South Coast Rock Lobster, responsible fisheries management programme – SAFE. He has also tirelessly worked at developing platforms to help sea-going commercial fishermen gain access to fishing rights and business channels previously beyond their reach.

Challenges and opportunities He identifies a lack of a skilled workforce to operate commercial fishing fleets, as well as the break down of communication between the industry, government and the Department of Agriculture, Forestry and Fisheries (DAFF) as two of the major challenges facing the South African maritime industry.

Kevin is concerned at the lack of clear guidelines and policy from Government and DAFF in order to drive the industry forward.

Citing the ever increasing red tape placed on businesses as one of the issues making it harder to run effective, efficient commercial fishing operations, he does, however, see strong opportunity for growth within his company through the development of new maritime products and services, diversifying into other areas of the commercial fishing business.

Associations: ÔÔ South Coast Rock Lobster Industry Association: committee member & Flantrade Investments provides secretariat services to the association. ÔÔ South African Patagonia Toothfish Association: Flantrade Investments provides secretariat services to the association. ÔÔ Amalgamated Fishing Employers Organisation: South Coast Rock Lobster sector chamber chairperson ÔÔ FishSA: Observer ÔÔ Young Fishes Group: Founder ÔÔ South Indian Ocean Deep Sea Fishers Association: Jointly represent ORFACO LTD, who is a member of SIODFA

28

Maritime Review Africa MAY / JUNE 2017

SMD IS THE SOLE AGENT FOR JRC IN SOUTH AFRICA

ALPHABRIDGE

From tugboats to patrol vessels, our technology makes bridge operation easier with seamless integration. The combined synergies of Alphatron and JRC provides quality and innovation; and redefines the future of ocean navigation.

The ergonomic design of AlphaBridge follows regulations and enables intuitive, comfortable operation, which enhances the safety of your vessel. A unique facility to adjust the height of monitors and the work shelf in eight increments means that AlphaBridge is the first system to enable navigation and communication equipment operation from both a seated or standing position. A flexible, modular approach provides the best solution for your vessel. sales@smd-marine.com www.smd-marine.com Cape Town Port Elizabeth Durban Richards Bay

021 041 031 035

511 001 205 789

0556 5020 1122 4696

DEEPLY DEVOTED TO THE MARITIME COMMUNITY

ON THE RADAR

People to watch

Nomkhitha Mbele (33)

“I am a young, goal driven and enthusiastic individual who is passionate about the marine industry.”

Employed by: Subtech SA (Part time studying and working)

L

isting her time as a contracts manager for the ETV (Emergency Towing Vehicle) contract as one of the highlights of her burgeoning career, Nomkhitha is also the first woman member of the General Botha Old Boys Association (GBOBA).

“Being part of a team that was responsible for protecting the South African coast was amazing. Working with the iconic Smit Amandla tug and her sister tug the Wolraad

Thabile Lenry Mdeni (26) “I’m a maritime preacher, educator and a student at the same time. I believe the industry is my calling.”

Employed by: Port Regulator of South Africa (part time studying and working)

W

ith future plans that include launching his own company within the maritime industry, Thabile is focused on spreading the maritime word to young South Africans, both in high schools and universities through workshops and roadshows.

Introduced to the industry during his final year of B Comm Economics and Supply Chain by his younger brother who took him along for a visit to SAMTRA (South African Maritime Training Academy) just three years ago, Thabile says he felt that he had a calling to pursue a maritime career and immediately sought to enroll in a post-graduate diploma in Maritime Studies at the University of KwaZulu Natal.

With no real funding opportunities available to him (the course is not funded by NFSAS), Thabile persevered to finish his course under the tutorage of mentors such as Sanele Gumede, Prof Jones and Mr Langa.

After loading his CV onto the eThekwini Maritime Cluster database, he was noticed by the Port Regulator of South Africa and called in for an interview. “The rest, as they say, is history,” he says as he admits that his interest in the industry is continuously developing and that he will jump at any chance to study further.

Challenges Thabile feels that a lack of skilled and educated personnel is one of the major challenges facing the industry, as well as a lack of maritime awareness by the majority of young South Africans.

“The opportunities in the industry are only known to the elite minority without reaching out to the young and growing number of individuals who might be more passionate and make successful careers creating faster economic growth,” he says.

30

Maritime Review Africa MAY / JUNE 2017

Woltemade - not many females in the industry have had that privilege.”

Nomkhitha attributes her success to her good fortune of having great mentors along the way. “Without them I would not have achieved half the things I have. It is for this reason that I am passionate about giving back by mentoring young students and helping them to succeed in the industry,” she concedes.

“I believe that not enough is being done to guide and mentor young adults entering the maritime industry,” she says, adding that, although the government has good intentions and is doing a good job in exposing the sector to the previously disadvantaged demographic, better planning and implementation is necessary.

She believes that training a large numbers of cadets in a vacuum without an end game is hurting the industry; while simultaneously crushing the dreams of hundreds of young South Africans who have no prospects post their cadetship.

For her the solution lies in the collaboration between industry and government.

Nomkhitha notes that Operation Phakisa, with its good intentions, has also complicated high school based maritime training. While KwaZulu-Natal (KZN) alone has over 20 schools that teach maritime economics; none of the educators have a background, let alone any knowledge or experience in the industry. This model of education is unfair to both the educators and the learners.

In response, Nomkhitha is scoping a short-term solution where she hopes to partner with the eThekwini Maritime Cluster (EMC) and KZN Department of Education in the introduction of a teacher mentor programme.

“Through the GBOABA I have access to Master Mariners, many of whom are retired but still want to add value to the industry, who I am hoping to rope in as mentors to the educators from the maritime high schools.

“The ultimate goal would be to improve the quality of the maritime subject teachings by helping the teacher understand the content in more depth and giving them access to an ‘industry specialist’ when they require assistance. I am hoping to implement this project in the fourth quarter of this year.” ⚓

Yvette De Klerk (34) “I believe in ethical work practices and getting the industry to work together to be able to successfully develop opportunities as well as train for the future competencies required 10 years from now to create long-term, sustainable employment opportunities.”

Employed by: South African International Maritime Institute (working full time)

H

aving already built up quite an impressive CV and, although currently working as the cadet manager at the South African International Maritime Institute (SAIMI), Yvette has also founded her own company (Maritime Training Enterprises) and is chair of the CPUT Industry Advisory Council for Non-Formal Courses.

With a National Diploma: Maritime Studies (Officer to Master level Academic Training), her past experience includes extensive knowledge of implementing, monitoring and reporting on training programmes for various clients, training management, marketing management and operations management.

She is an Honourary Member of the SATS General Botha Old Boys Association Bursary Fund, Secretary of the Tertiary Sub-Committee and a member and Secretary of the Nautical Institute Southern African Branch.

Bringing her voice to bear, Yvette recently chaired the 5th Annual Women in Maritime Conference, and participated in the SAMSA Syllabus Committee Meeting (Transas Conference in Malta and Industry Trends) as well as the Operation Phakisa Marine Transport Skills Working Group.

People to watch

ON THE RADAR

Leon Mouton (43) “I believe that you can teach the skill and knowledge, but the attitude comes from yourself. I am hoping to play a vital role in making entry routes available to all levels of qualifications.”

Employed by: Sea Safety Training Group (majority shareholder)

L

eon believes that the maritime education system has not grown with the changing needs of industry and that careful planning is required to align education in terms of the technology that is used to service the clients and ensure the recognition of maritime qualifications.

“The end result should be the suitable placement for work experience and ultimately finding employment for our seafarers. Our focus should always be the seafarer, making sure that we produce officers in all maritime industries and not just the merchant industry. They must be able to cope with the modern challenges on board our vessels,” he says.

Leon currently leads a large group of people at Sea Safety Training Group where his immediate aims are to expand the company’s geographical markets; develop new maritime products or services; seek additional maritime clients and even diversify outside of the maritime industry.

“In my position as CEO of Sea Safety Training Group I am now able to use the knowledge I gained through the years and the struggles I had when trying to qualify in different industries, to the advantage of others. “I firmly believe in providing equal opportunities to all.

This includes people with different academic backgrounds and achievements.

“I am hoping to play a vital role in making entry routes available to all levels of qualifications. I would love to make courses readily available via E-Learning that would make the courses cheaper and easier to attend. This should result in more people taking up the opportunity to study and up skill our workforce. Knowledge is the key to everything. Technology is the start of knowledge for us at SSTG and we intend making use of state of the art technologies that would assist the learner in his studies and ultimately prepare him/ her for work.” ⚓

Yvette also attends the following Industry Forums: CPUT Industry Advisory Council meetings for Formal Courses, DUT Industry Advisory Council meetings for Formal Courses, SAMSA Syllabus Committee and Operation Phakisa Marine Transport Skills Working Group.

Her other achievements include: creating awareness in terms of maritime training and the role of technology to enable South Africa to meet the international demand and ensuring the competence and employability of SA COC holders; restructuring the NCP model and getting SAMSA to record and analyse statistics not previously considered.

She aims to move up the ranks in her current company of employment and to increase employment opportunities in her own company.

Keeping her finger on the pulse of developments in the industry, Yvette believes that the challenge for South Africa will be to keep up with the advances in technology and ensure that the country can supply the competencies required in the future.

She also believes that the current economic downturn has a major negative impact, specifically on sea-going employment opportunities globally, as well as training berth opportunities. Identifying fragmentation as a major issue, she warns against everyone simply trying to cash in on Operation Phakisa.

Leon Eugene Govender (49) “I believe that we can produce responsive and resilient graduates through education, development and engagement. If an enabling environment is created, students will succeed. I am driven by success.”

Employed by: Durban University of Technology (working full time)

S

ince joining the Durban University of Technology (DUT) Leon has been instrumental in growing the department from under 100 to its current size of 446 students. Working on the curriculum renewal project at DUT, Leon has introduced a number of teaching, learning and assessment strategies that will ensure that graduates are employable.

With 14 years of lecturing experience and an MSc in Shipping Operations from Southampton Solent University, as well as Advanced Diploma in Shipping and Logistics accredited by the Council on Higher Education, Leon has represented the South African maritime academic fraternity at a number of international conferences.

In addition, Leon had the opportunity to host the 23rd International Maritime Lecturers Association Conference and also signed a MOU with Shanghai Maritime University.

Leon notes that attracting and retaining academic staff is a major challenge, along with the perceived quality of South African graduates.

“To grow the maritime sector of the economy requires a highly skilled and professional workforce. This cannot be achieved if universities, colleges and schools are unable to attract and retain academic staff,” he says. ⚓

“The result is that everyone is competing for the same resources, instead of collectively moving the South African maritime industry forward,” she says. ⚓

Maritime Review Africa MAY / JUNE 2017

31

ON THE RADAR

People to watch

Wilna Kapp (42) “I am extremely passionate about people who love to work at sea, and I have a great love and respect for the ocean and all seafarers alike.”

Employed by: Marine Crew Services (working full time)

W

ilna was previously the Manager of CPUT Survival Centre for the past eight years.

She has also led a varied team of staff as the Chief Operations Officer at Marine Crew Services.

She notes that discrimination against women within the industry is a challenge and works closely with female cadets in order to address the challenges that they face.

Margaret Balungile Masuku (42) “I am a pioneer of maritime education and a believer in the value of women – their confidence and their wisdom.”

Employed by: Durban University of technology

M

argaret regards the high rate of unemployment amongst graduates as the major challenge facing the South African maritime industry, along with the lack of maritime awareness amongst young South Africans.

These are issues that she aims to actively address through maritime education at high school level, maritime careers expos and maritime textbooks and is currently working on a project to create a maritime resource centre.

Margaret is a maritime educator. She is a Director of Maritime Careers and Skills Development, a maritime lecturer and the author of several maritime textbooks.

Regarded as an entrepreneur in the maritime space she is a member of WISTA (Women in Shipping and Trading Association), where she actively promotes and encourages women to join the industry.

Margaret has accomplished an impressive list of firsts. She is the first black female to hold a Masters of Science in Maritime Education and Training; the first author to publish an official maritime textbook in South Africa and the first black woman to teach maritime studies at high school level.

She is focused on assisting students from disadvantaged backgrounds by providing bursaries, uniforms, food parcels and tuition as they pursue a career in the maritime industry. ⚓

32

Maritime Review Africa MAY / JUNE 2017

Malibongwe Ndlozi

“I am one of those people that when I set my mind to something, against all odds, I make sure that I succeed.”

Currently unemployed

In 2015, Malibongwe was part of a team that managed eight studies conducted by the Human Resource Development Council of South Africa (HRDC), including a review of maritime skills in South Africa. The purpose of the study was to identify blockages and recommend solutions to the council.

It was during his involvement with this project that he developed a passion for the maritime industry.

He obtained a scholarship from TETA to do a Maritime Masters degree at World Maritime University (WMU) in Sweden, focusing on Shipping Management and Logistics. After completing his studies he returned to South Africa and co-founded Maritime Awareness South Africa (MASA). The organisation has since gained the attention of several key maritime players.

With the support of SAIMI and SAMSA, MASA will soon be able to kick-start its proposed programmes promoting the maritime industry in South Africa - in particular career and business opportunities.

He believes that the maritime industry in South Africa is not promoted enough. “A large number of South Africans have not been taught to love the sea or to explore the sea and more importantly, the career and business opportunities (that the sea offers). Broadly, South Africans are not aware of the significant contribution that the South African maritime sector makes to the country’s economy and to their lives,” he says.

“A lack of access to the country’s ports and harbours or the country’s maritime heritage arenas is a contributing factor to the lack of maritime consciousness by the South African public. I believe in myself and I also believe in the people I am working with at MASA. I have no doubt that MASA will deliver on its vision,” says Maligongwe.

Malibongwe holds an undergraduate qualification in Business Administration, Corporate Finance and Investment from CIDA City Campus in Johannesburg.

Bokamoso Molale and Thamsanqa Hoza Full time students

A

lthough currently studying outside of the maritime arena, Bokamoso and Thamsanga made a name for themselves last year when they were Grade 12 learners at the Lawhill Maritime Centre in Simon’s Town. The two learners invented a hot shower nozzle that heats water as it passes through the shower head. Tired of enduring cold showers at their hostel, the pair created the battery-operated device that can be attached to a shower head and were selected as one of the top 10 young African innovators by the African Innovation Foundation.

Bokamoso is currently studying medicine and says he would consider working as a ships’ doctor in future, but is still “finding his feet” in his health sciences career.

Thamsanqa, who is studying actuarial science says he aspires to work in the maritime industry somehow and is eyeing out a career in marine finance or insurance. ⚓

Sboniso Mwandla (26)

“I am inspired when I see people grow, develop and better themselves. I plan to break boundaries within the industry for both men and women.”

Employed by: African Marine Solutions (Formerly known as SMIT Amandla Marine)

D

espite an increase in training, Sboniso has noted a decrease in stable and secure employment opportunities within the industry. He also notes that more women are participating in what is largely regarded as a male dominated industry, but are remaining in one position for far too long. He sees unemployment as a major challenge facing the industry.

Sboniso’s current focus is interacting with students and exposing them to opportunities

[

within the maritime industry - particularly amongst schools where there is little knowledge of maritime opportunities.

“I have a passion for people more than my job because if you can motivate people, have them believing in you, have them accept being led by you, then your job becomes easier to do,” says Sboniso.

His goals for the future include developing new geographical maritime markets for the company’s products and services; seeking additional maritime clients and diversifying outside of the maritime industry. ⚓

Look out for our ON THE RADAR feature in every issue of Maritime Review Africa going forward. You can nominate rising stars in our industry by clicking on the link from our home page of the website: www.maritimesa.co.za.

]

TECHNOLOGY FOR SUSTAINABLE FISHERIES

SEARCH EVALUATE CATCH

SIMRAD SC90 SIMRAD SU90

SIMRAD SN90

SIMRAD PX TRAWLEYE SIMRAD ES80

www.simrad.com Marine Radio Acoustic Devices (MRAD) P.O.Box 12076, N1 City, 7463 Cape Town, South Africa · Ph.: +27 21 559 4003 · F.: +27 21 559 2752 · simradsa@iafrica.com

S The Maritime Industry Awards is a major event on the maritime calendar. Over the years the event has changed its focus in order to keep up with the changes within the maritime industry.

What started in 2010 as the SAMSA Seafarer of the Year Awards to acknowledge the IMO’s Year of the Seafarer has, since 2013, become the Maritime Industry Awards, recognising excellence across all disciplines within the maritime industry.

The April 2013 event was held at the Lookout in Cape Town and was focused on acknowledging those making waves within the maritime industry and helping the industry maintain a positive image to both onlookers and potential recruits.

The 2016 Maritime Industry Awards took place in April at the Gold Restaurant, also in Cape Town. The function was presented under the banner of All Hands on Deck, with an emphasis on industry involvement, collaboration and giving back through bursaries and CSI initiatives.

Category winners included:

Category winners included:

Maritime Student of the Year:

Maritime Student:

Maritime Media Award:

Maritime Media:

Maritime Newcomer of the Year:

Maritime Newcomer:

Seafarer of the Year:

Seafarer of the Year:

Recognising Commitment to CSI:

Maritime Employer:

Maritime Environmental Award:

Maritime Environmental Award:

Talente Ngema

Hanlie Gouws of Die Burger Wabona Group

Knowledge Bengu Safmarine

Kevin Kelly of Xtreme Projects

Recognising Maritime Innovation:

Tracy and Wayne Nettmann of Aqua-Tech Diving

Maritime Maestro: Okke Grapouw.

Tsoso Hanong and Sanele Khawula Eddie Edwards for Durban Beach Rescue Leon Mouton of the Sea Safety Training Centre Captain Zetta Gous-Conradie of Safmarine Smit Amandla Marine Michael Meyer of the South African Whale Disentanglement Network

Maritime Maestro: Brian Ingpen

The South African Maritime Industry will once again come together to celebrate excellence and acknowledge achievements in April 2018 when we present the Maritime Industry Awards.

Nominations for the above categories will open in July this year and finalists will be announced in February 2018.

We call on members of the maritime industry to once again be generous enough to take the time to highlight peers and colleagues.

BLUE ECONOMY

Developing Marine Tourism Opportunities

e

Most South Africans are quick to tell you the big five usually associated with South African tourism and none of them are related to the sea in any way, yet South Africa is a marine tourism gold mine.

With its lengthy coastline, sunny climate and scenic beauty South Africa should be the ultimate marine tourism destination, but it is a reality that the country’s tourism message has focused more on game drives and land-based animals. It’s time for a new campaign to establish the country as one with unparalleled marine experiences. Natalie Janse investigates the South African marine tourism industry; its role in the Blue Economy and the influence of Operation Phakisa.

36

Maritime Review Africa MAY / JUNE 2017

E

xtensive research shows that globally marine tourism generates more income than any other form of tourism. South Africa has, however, been slow to truly take advantage of this particular aspect of the tourism industry and the vast potential that it holds.

Marine tourism relates to tourists engaging in leisure and holiday pursuits that are connected to coastal waters, shorelines as well as the immediate hinterlands – and therefore hold much scope for development in coastal countries like South Africa.

With a 3,924km coastline and moderate climate, South Africa has been playing host to a number of marine tourism activities for many years.

This has, however, been on small scale and with minimal government backing or promotion.

Some of the marine tourism activities that the country has to offer include: beaches, fishing, shark diving, ocean

tours, ocean cruises, eco-tourism activities such as scuba diving, whale watching and deep sea fishing expeditions as well as ocean festivals.

Infrastructure needed Despite all these activities being readily available to tourists visiting South African shores, marine tourism is still lagging.

One of the issues that has hampered the industry is the narrow development of infrastructure. Marine and coastal tourism has tended to benefit areas with existing, well-developed infrastructure only.

A lack of basic tourism infrastructure in other areas has led to the exclusion of large areas of our coastline. The result is a catch-22 situation. These areas are not attracting tourists in any great numbers due to the lack of infrastructure and no plans are in motion to invest in these areas due to the lack of tourist activity.

At the South African Maritime Industry Conference (SAMIC), held recently in

Developing Marine Tourism Opportunities

BLUE ECONOMY

Competing against the big five for a piece of the tourism action

MARINE TOURISM

Port Elizabeth, Professor Melville Saayman pointed out a few of the other factors hampering the progress of the marine tourism sector as a whole.

Saayman says that there is a lack of any kind of integration between the marine tourism sectors, from beach and dam activities, to scuba diving and fishing activities, as well as restaurants and B&Bs. There is no cohesive strategy to allow these activities to inter-relate and feed each other within the sector.

“There is confusion as to which areas form part of the marine tourism sector. There is also confusion in the market place. Marine tourism is not only about people lying on the beach or doing some fishing, it encompasses all activities around those activities.

Tourists need somewhere to stay; somewhere to eat and other activities to participate in once they no longer wish to lie on the beach,” says Saayman.

Understanding the tourist So where does the solution lie? According

to Saayman the first step is to truly understand the enormous shift that has taken place in the tourism industry since the 1990s, particularly with regard to the needs and behaviour of tourists.

“The new tourist is seeking an experience, they are co-producers of their own experiences, independent and technologically advanced with a greater sense of their responsibility towards the environment.

“All this needs to be taken into account within the marine tourism industry as new strategies are put forward. Globally tourists are more critical towards marketing

campaigns. They expect to receive what has been promised,” says Saayman.

Looking at the economics of marine tourism in South Africa, Saayman emphasised the need for an accurate assessment of the actual monetary value of marine tourism in the country.

Saayman says, “The major reason that marine tourism has not reached the levels that it should in South Africa is that it has never been properly quantified.

“This is extremely important as it impacts on tourism and infrastructure planning, policy formation, pricing, marketing,

“The major reason that marine tourism has not reached the levels that it should in South Africa is that it has never been properly quantified.

This is extremely important as it impacts on tourism and infrastructure planning, policy formation, pricing, marketing, understanding expenditure patterns and ultimately provides a better understanding of the employment effects. This is where the role of government becomes extremely important.”

Maritime Review Africa MAY / JUNE 2017

37

BLUE ECONOMY

Developing Marine Tourism Opportunities understanding expenditure patterns and ultimately provides a better understanding of the employment effects.

This is where the role of government becomes extremely important.”

7.4%

Tourism accounts for 7.4 percent of all jobs in South Africa, making it a vital sector in the country’s economy. It is also one of South Africa’s fastest growing sectors.

Operation Phakisa Worldwide, tourism is regarded as a modern-day engine of growth and is one of the largest industries globally. With the establishment of Operation Phakisa, marine tourism in South Africa is finally being pushed to the forefront.

Emphasis is now being been placed on the huge potential that marine tourism has for the country’s financial growth in an attempt to grow the Oceans Economy.

The government-backed initiative has set about setting clearly defined goals targeting what is required to grow the marine tourism industry, initially by identifying high impact catalytic coastal tourism initiatives.

The Oceans Economy, which now includes marine tourism, is also focused on ensuring that our coastal areas

remain a holiday destination of choice.

Recreational facilities are to be upgraded to include boat-launching facilities, recreational fishing and mini retail areas within the beach precincts to further attract tourists to our treasured asset.

Marine tourism areas that have received focus under Operation Phakisa thus far include:

Adventures, shark diving, whale watching

Products for beach tourism, Blue Flag Development of tourism coastal nodes, penguin sanctuaries

River cruises Ports/harbour tourism Beachfront infrastructure Water based activities, fishing Community based tourism Youth programmes – paddling, diving Filming industry Valuing tourism properly

Cruising to prosperity

L

ocal infrastructure development could be the key to the South African tourism industry getting a bigger slice of the cruise industry pie and creating further opportunities for economic growth within the marine tourism industry.

In some ways the cruise industry seemed to have taken South African ports by surprise and vessels were traditionally accommodated within the commercial berths thereby subjecting tourists to a grimy harbour and not providing a suitable entry and exit point for its intended clientele.

Fortunately the announcement of the V&A Waterfront (Pty) Ltd as the preferred bidder to develop the Cape Town facilities has already resulted in significant improvements for the Mother City. It is hoped that the recent announcement in May this year of a joint venture between MSC Cruises SA and Africa Armada Consortium

to develop Durban’s facilities will result in similar improvements.

An understanding of how the cruise industry works is essential and government involvement, at both a provincial and a national level, is extremely important as the infrastructure used for cruise tourism sits within government.

The appropriate infrastructure needs to be in place to support visitors to our ports. With the possibility of up to 2,500 passengers docking at a port at one time, customs authorities need to be able to handle the processing of these visitors.

At the eThekwini Maritime Summit, held recently in Durban, representatives from the Mediterranean Shipping Company (MSC) revealed a major shift in the company’s operations policy over the next few months.

Up until recently, MSC has operated a two-ship policy with one

vessel operating along the west coast and a second along the east coast. Within the next few months, the company will be adopting a new strategy and introducing a one-ship policy as well as a new target market focused approach.

MSC has also committed to opening a fully operational Durban office, putting South Africa firmly on the map as a cruise liner destination, as well as marking a shift in the cruise liner industry with regard to South African clientele.

At present MSC trains and employs between 100 and 150 people from local communities within South Africa on six-month contracts. With an office in Durban, these numbers could increase.

In order to make the most of this new opportunity the South African tourism industry needs to be able to provide well-trained, experienced and properly-accredited tour operators readily available to overseas tourists. Aspects such as public liability insurance also need to be addressed. All of these issues point to the fact that some investment as well as education is required.

Integration For South Africa to truly take advantage of the cruise tourism industry, integration between the various stakeholders is essential.

Avenues of communication need to be set up between managing members of the cruise industry and SA Tourism in order to share information with regard to what is available to these tourists once they dock at a South African port.

Longer stays in port need to be encouraged in order to give tourists time to visit local South African cities. This would, however, result in higher port duties for the vessel and some engagement with Transnet National Ports Authorities needs to be undertaken in this regard. Communication and buy-in between all role players is, therefore, an important element in growing this industry.

Accessibility issues The mere presence of a mammoth cruise liner in a port often becomes a conversation point for locals.

Sadly the opportunity to visit such attractions is not an option as port and vessel security concerns take preference.

Before such limitations were imposed, however, there used to be opportunities for locals to engage with visiting vessels and even partake in a meal aboard.

Vessel tours could potentially open up more tourism opportunities with locals flocking to glimpse the interior of one of these luxury liners as well as engaging with other attractions in the vicinity.

LEFT: An artistic impression of what the new Cruise Terminal could like for the Port of Durban. The successful bidder to develop the terminal was announced in May this year.

38

Maritime Review Africa MAY / JUNE 2017

Tourism accounts for 7.4 percent of all jobs in South Africa, making it a vital sector in the country’s economy.

It is also one of South Africa’s fastest growing sectors. However, despite these figures, as well as all the existing plans and initiatives to boost the marine tourism industry, it would seem that tourism, and particularly marine tourism, is still not truly valued as the asset that it is.

In an article published in the Sunday Times late last year, South African Tourism CEO Sisa Ntshona stated that he believes that tourism in South Africa generally has not realised a fraction of its potential. He believes that this is simply because the government does not believe in it.

“South Africans need to be educated and informed about the impact of tourism on the economy, it’s ripple

effect on other sectors – how everyone’s wellbeing and economic prosperity can be linked to tourism,” says Ntshona.

He believes that the growth of tourism in South Africa lags behind global trends and the only way to over come this is for tourism to be properly prioritised by the government, as well as proper transformation. “Tourism needs to be at the forefront of everyone’s minds – especially government,” says Ntshona.

International benchmarks Countries worldwide have long realised that their marine ecosystems can be developed into lucrative tourism opportunities. Countries such as the United Kingdom, Canada, Australia and Japan have concentrated on continual assessment, re-evaluation; planning,

BELOW: Shark Cage Diving has become a one of those items that many include on their bucket list when visiting South Africa’s coastline. Operating permits are managed by the Department of Environmental Affairs.

Photo courtesy of www.WhaleWatchSA.com | Sandra Hoerbst

BLUE ECONOMY

Developing Marine Tourism Opportunities

be ignored and as South Africa moves forward with its plans to really capitalise on the potential of our oceans, we need to ensure that all plans include long term viable sustainable and responsible outcomes.

PHOTOS: The V&A Waterfront in the Port of Cape Town is arguably one of South Africa’s most successfuly waterfront developments and effectively allows visitors to view aspects of the working harbour as well as choose from a variety of vessel tours.

sustainability and protection to ensure that their marine tourism flourishes.

Balancing economic and conservation drivers

In South Africa we are in a unique position to involve all our local communities in the growth of the marine tourism industry. The potential for historically disadvantaged populations to tap into the tourism market and the opportunity to develop joint ventures with communities in a participatory manner, highlights the extent to which the potential of the tourism sector has been unrealised.

In Australia, which already has a well-established marine tourism economy, the emphasis is being placed on protection.

The Great Barrier Reef, which is one of the country’s main tourism attractions, has been the focus of a major protection plan. The Reef 2050 Plan is based on the best available scientific research, as well as lessons learnt from 40 years of co-operative management. The plan has concrete targets and actions, and everyone with a stake in the Reef has clear responsibilities. The Australian government is committed to delivering the best possible outcomes for the future protection and management of the Reef.

In the United Kingdom for example the government has pledged to continue to enhance marine tourism. The understanding is clear that tourism is in a unique position to benefit local communities as well as to raise awareness and support for conservation of the environment.

Here economic development and environmental protection can be pursued hand-in-hand as aspirations that can and should be mutually reinforcing. Policies and actions must aim to strengthen the benefits and reduce the costs of tourism.

This is an example that South Africa should be striving to imitate, especially as we are really only now in the process of establishing plans and strategies to boost this aspect of our tourism industry.

Operation Phakisa has to a degree embraced the idea of environmental protection and realised the value of conservation not only for tourism purposes, but also for the general well being and economic stability of the communities surrounding these areas.

Marine Protected Areas (MPAs) have been a major, and sometimes contentious, area of consideration when looking at ways to enhance the Blue Economy.

Sustainability and responsibility are aspects of the trade that simply cannot

“This cannot be done by government alone, but with the involvement of both communities and industry. In order to achieve real progress, those on the ground need to see how their enterprise fits into the bigger picture. This is not the case at present.

Training and capacity building also require immediate attention, with a focus on entrepreneurial opportunities, driven by a clearly defined marketing campaign that isolated maritime tourism form other types of tourism within the country,”

40

Maritime Review Africa MAY / JUNE 2017

A national strategy The Department of Tourism has recently put forward their final draft of the National Tourism Strategy (NTSS) 2017 for public comment. Tourism, as a whole, is obviously regarded as a large contributor to the South African economy. The institutional structures cover national, provincial, regional and local sectors. There is no major emphasis on the marine tourism sector as a separate area of focus – it still falls under the general tourism banner.

Input from Ithemeling Pooe of SAMSA (South African Maritime Safety Authority) at SAMIC highlighted that the Authority is driving the tourism agenda in collaboration with the Department of Tourism and the Department of Environmental Affairs. This integrated marine tourism strategy, focuses on five main areas including cruise tourism, inland waterways, lakes, rivers and dams, beach tourism, harbours and ports and recreational events; and resulted in the formation of the Coastal Marine Tourism Lab. “The Lab has produced an extremely detailed plan for projects to be put into action with the aim of achieving clearly defined objectives by 2030,” says Pooe.

Saayman believes that more dedicated research is required to build on the projects such as the Coastal Marine Tourism Lab. He advocates for university participation with the aim of developing a clearly defined marine tourism strategy.

“This cannot be done by government alone, but with the involvement of both communities and industry. In order to achieve real progress, those on the ground need to see how their enterprise fits into the bigger picture. This is not the case at present.

“Training and capacity building also require immediate attention, with a focus on entrepreneurial opportunities, driven by a clearly defined marketing campaign that isolated maritime tourism form other types of tourism within the country,” says Saayman.

Nodding in the direction of South Africa’s strong wildlife tourism campaign he says that marine tourism should be much bigger than wildlife tourism for the country.

“It is essential to involve all stakeholders

Developing Marine Tourism Opportunities within the sector and for those stakeholders to buy-in to the strategies and plans that are proposed in order for them to truly realised,” says Saayman.

At a Parliamentary committee meeting on tourism held on May, 5, the National Department of Tourism’s Annual Performance plan was discussed where the following was noted: “Among the challenges the Department was facing was expanding brand awareness, and identifying possible infrastructure developments for communities that had tourism

growth potential. The Department had been collaborating with municipalities to identify communities with the greatest tourism opportunities so that infrastructure and skills development for local enterprises could be established.”

The Oceans Economy and coastal and marine tourism is an area that has not been fully explored within the Department of Tourism and it is now being urged to boost this market.

Quite simply, it’s a low hanging fruit that should be grabbed by government,

BLUE ECONOMY

communities and entrepreneurs for the purpose of uplifting coastal regions that may have been previously ignored as the more traditional tourism hubs blossomed.

The way forward is to ensure that we concentrate on both the development of the marine tourism sector as well as promoting it effectively in order to match supply and demand. The success of realising the value of the sector will be determined in the success of balancing this equation. ⚓

Marine and coastal tourism has tended to benefit areas with existing, well-developed infrastructure only. A lack of basic tourism infrastructure in other areas has led to the exclusion of large areas of our coastline.

Emphasis is now being been placed on the huge potential that marine tourism has for the country’s financial growth in an attempt to grow the Oceans Economy. The governmentbacked initiative has set about setting clearly defined goals targeting what is required to grow the marine tourism industry, initially by identifying high impact catalytic coastal tourism initiatives.

This integrated marine tourism strategy, focuses on five main areas including cruise tourism, inland waterways, lakes, rivers and dams, beach tourism, harbours and ports and recreational events; and resulted in the formation of the Coastal Marine Tourism Lab.

The potential for historically disadvantaged populations to tap into the tourism market and the opportunity to develop joint ventures with communities in a participatory manner, highlights the extent to which the potential of the tourism sector has been unrealised.

Maritime Review Africa MAY / JUNE 2017

41

BLUE ECONOMY

Small Harbour Development

n 42

Maritime Review Africa MAY / JUNE 2017

BIG

Small Harbour Development

BLUE ECONOMY

In a series of articles we published almost 15 years ago our roving correspondent, STEVE SAUNDERS, undertook visits to all the 12 proclaimed fishing harbours of the Western Cape – the so-called Cinderella ports. The RAMP (Reconstruction and Maintenance Programme) was by that stage underway at these harbours and formed the basis of his reports. With these small harbours again coming into focus we thought it opportune to send him back into the field to revisit and attempt to establish what has changed in this intervening period.

i

OPPORTUNITIES FOR SMALL HARBOURS

I

s there at last recognition of the important contribution these harbours could make to regional economic growth and job creation?

“We have a beautiful coastline with many possibilities but which generally lies idle or in many cases not optimally used. From the Orange River to the Mozambique border we can create our own French Riviera. We have a beautiful coastline with many possibilities, which generally lies idle or in many cases not optimally used. The potential is there,” said Dhaya Govender, DG Department of Public Works (DPW) in his opening remarks at the recent South African Maritime Industry Conference (SAMIC) held in Port Elizabeth.

Govender also acknowledged the government’s previous commitments to redeveloping the country’s small harbours, but added that, with the impetus of Operation Phakisa, the opportunity had arisen to more fully develop the country’s small harbours and unlock their potential as a focus for local economic development and employment creation.

In 1998 the government proclaimed 12 harbours in the Western Cape as dedicated fishing harbours. These harbours, situated from Lamberts Bay in the west to Stilbaai in the southern Cape, were then under the management of the Department of Environmental Affairs and Tourism (DEAT). Along the approximate 3,000km of South African coastline there are also 50 potential and existing un-proclaimed harbours in the Eastern Cape, Northern Cape, Western Cape and KwaZulu Natal.

Recognition is now gaining momentum regarding the significant role these small harbours could play in the socio-economic development of the areas in which they are located. This recognition, however, has been a long time coming.

Some 20 years ago when, in response to the generally unsafe and deteriorated state of these harbours, the DPW initiated the Repair and Maintenance Programme (RAMP).

Proclaimed for development Engineering consortia were contracted to manage and implement RAMP at the 12 proclaimed harbours over a period of six years between 2001 and 2007. At a cost of R520 million, the much-needed work was undertaken at Hout Bay, Gordon’s Bay, Kalk Bay, Saldanda Bay, Lamberts

Recognition is now gaining momentum regarding the significant role these small harbours could play in the socio-economic development of the areas in which they are located.

Maritime Review Africa MAY / JUNE 2017

43

BLUE ECONOMY

Small Harbour Development

One of the first initiatives emanating from the focus on small harbours was the recent call for bids by the Coega Development Corporation, who is assisting National Department of Public Works (NDPW) with the Implementation of Infrastructure Development and Maintenance of Proclaimed Fishing Harbours within the Western Cape, to remove sunken vessels from selected small harbours in the Western Cape.

According to one potential bidder, the clarification meeting attracted significant interest from a number of parties and an extenstion to the April 10 closing date was subsequently granted.

The work has been divided into three Work Packages consisting of: 1. Hout Bay, Hermanus and Saldanha Bay. 2. St Helena Bay, Laaiplek and Lamberts Bay. 3. Gansbaai The concern is, however, that the contract, which has yet to be awarded, will only get underway during Cape Town’s winter months making the adherence to the timelines proposed for some of the harbours difficult.

44

Maritime Review Africa MAY / JUNE 2017

Bay, Laaiplek, Hermanus, St Helena, Gansbaai, Arniston, Struisbaai and Stilbaai.

tegic plan followed closely by plenty of development capital was needed.

It was at this time that Maritime Review Africa visited these harbours to observe the situation. Speaking to harbour officials, local fisherman and others connected to the harbours, a wide variety of responses to the situation were noted.

A lack of management

What was clear was the general dilapidation and poor state of infrastructure in most of the harbours.

Those that did manage to attract tourists appeared to have a degree of flourishing business activity in the harbour areas.

Security and poaching problems aside it seemed that all the harbours that we visited had development potential.

Sadly, however, most appeared to be struggling to support the traditional fishing communities. It was apparent, even at that time, that a workable stra-

Whilst the RAMP programme was a positive move towards addressing infrastructure issues, there remained a need to address problems relating to harbour management.

Maritime Review identified this issue back in 2003 when Guillaume De Villiers, then head of fishing harbours at Marine and Coastal Management (MCM), informed us that from a user point of view people would prefer to have a single point of reference.

De Villiers questioned if future planning should be the responsibility of the Department of Public Works, as custodian of the infrastructure or, with MCM, who, at the time, were responsible for operational matters at the harbours.

Complicating the issue was the involve-

Small Harbour Development ment of a third party: Treasury. At the time the harbours were run at a loss with no prospect of self-sustainability, De Villiers rightly maintained that the taxpayer would just have to continue to subsidise the harbours for at least the foreseeable future.

The unsatisfactory management issue was subsequently addressed by Cabinet and, around 2005, it approved the formation of a joint harbour steering committee, consisting of the DPW, Treasury and Department of Environmental Affairs and Tourism (DEAT). This interim arrangement provided better workable management of the harbours and was able to provide guidance on a more appropriate management model.

In the meanwhile Ernst & Young had been appointed to conduct a feasibility study on the fishing harbours.

Concluded in 2008, the study highlighted major operational and infrastructure challenges and human resources issues, particularly that of qualified staff at management level.

Inter alia the DPW was criticised for inadequate and poor infrastructure repairs, non-compliance with legislation on safety and inadequate security. Overall the report was damning and concluded that the harbours were in a state of crisis management.

BLUE ECONOMY

Whilst the wheels of government turn slowly it was recognised that through Operation Phakisa small harbours could have a significant role to play in the development of the communities where they are located and could contribute into growing the bigger maritime economy.

Poor management and a lack of clarity on the roles and responsibilities of various departments, a lack of skills regarding marine infrastructure and the perception that development of fully functional fishing harbours was skewed towards the Western Cape and that other provinces were being neglected were amongst the problems that needed to be addressed. Inefficient management of the leases of 333 harbours and coastal properties added to these problems.

nisms to implement the NDP. Launched in 2014, the results-driven approach of Operation Phakisa involves formulating plans and targets, monitoring progress and making results public. Private and public stakeholders collaborate in problem analysis, priority setting, planning and delivery with collative sessions, called labs. The results of the labs are detailed plans, together with targets and commitment to plans by the stakeholders involved.

Unlocking the potential For a country with many socio-economic problems and at the same time so much potential along its coastline, serious, out-of-the-box thinking was needed to unlock this potential. It was the National Development Plan (NDP) that finally provided the framework for small harbour development.

With the NDP as the country’s socio-economic development blueprint, Operation Phakisa emerged as one of the mecha-

Taking ownership Whilst the wheels of government turn slowly, it was recognised that through Operation Phakisa small harbours could have a significant role to play in the development of the communities where they are located and could contribute into growing the bigger maritime economy.

Accordingly, the DPW established a Small Harbours Development Unit to facilitate the development and modernisation of small harbours. In a report-back meeting in 2016, the department was able to to provide detailed clarification about the work being undertaken by the unit. It reported that the focus of the unit from 2015 to 2017 had been on capital and maintenance projects, which had been identified in the 12 proclaimed harbours; and that critical infrastructure and maintenance projects to the value of R400 million were to be completed by 2019.

Scope of work included repairs and upgrades of slipways, shore crane replacements, dredging of harbour basins, repairs to wooden jetties, removal of sunken vessels, security installation and infrastructure repairs.

All remaining small harbours were to be proclaimed and an audit of all state coastal assets falling under the custodianship of Public Works was to be undertaken. ďƒ° Continue on pg 46

ABOVE LEFT: Mariner’s Wharf at the Hout Bay Harbour is an excellent example of how formal business opportunities can evolve within the maritime-themed space of small harbour development.

LEFT: Informal trading markets can become attractions at harbours and draw tourists to the area.

Maritime Review Africa MAY / JUNE 2017

45

BLUE ECONOMY

Small Harbour Development

Land in both proclaimed and unproclaimed harbours was to be unlocked for aquaculture projects and 76 month-tomonth leases with associated businesses were to be renewed in three to five year leases in the 12 proclaimed harbours to ensure security of tenure.

It was also reported that the Department of Agriculture Forestry and Fisheries (DAFF) had developed a process and roadmap to undertake the proclamation of small harbours in conjunction with DPW, DEA and other government departments, which was expected to take between six and 12 months to complete.

Port Alfred, Cape St Francis, Hondeklip-

BELOW LEFT AND RIGHT: Establishing Fresh fish markets and a culture of buying straight-from-the-sea will assist fishing communities and boost economic development within communities close to small fishing harbours.

BOTTOM: The rejuvenation of slipways at small harbours can help boost the boat repair and building opportunities within the confines of these communities - creating employment and the opportunity to develop skills.

46

Maritime Review Africa MAY / JUNE 2017

baai, Port Shepstone, Port Grosvenor and Port Alfred harbours were identified as the first of the small harbours to be proclaimed.

Taking action Govender made it clear at SAMIC that the government’s aim was to encourage private sector participation in the development of these coastal properties. “We must open the space for the private sector to invest in these properties,” he said adding that the DPW was confident it could attract R20 billion in investments by 2020. He reported that development capital from China would be available within the next 18 months, presumably through government-to-government deals.

He also made it clear that anybody investing would need to be a broadbased empowerment entity and that it would be compulsory to make use of local businesses downstream and that quota holders would have to have a stake in the business.

He reported that DPW was in a position to start with investment conferences in June this year, which should provide an interesting barometer of business confidence due to the fact that the country has recently suffered a downgrade from rating agencies. This is regrettable as it is generally accepted that a sub-invest-

ment grade credit rating will dampen economic growth and adversely affect job creation, which in essence is the primary aim in developing the small harbours and coastal properties.

The reality of the situation now is that business confidence, cost of capital and the risk of investing in an uncertain financial climate are issues that cannot be ignored. For any investment decision, timing of that investment is all important and the upcoming investor conferences should better reflect private sector’s risk appetite for investing in these properties.

The issue of leases is still to be resolved and to what extent the small players are going to benefit from Operation Phakisa has yet to be clarified by the department.

There are positive developments underway reflected in the call for tenders - one being for the removal of wrecks at the proclaimed harbours, and another calling for contractors to manage maintenance and repairs.

An asset for the economic development What is apparent is that there is now a better understanding of how these assets could create opportunities and employment. This understanding was not apparent 15 years ago, but with proper structures in place, a strategic plan and the availability of investment capital, the long overdue development of these properties could be kick started.

“We must allow the private sector to be creative and innovative,” said Govender when describing possible ways to harness the economic potential of these assets.

President Zuma has stated that Operation Phakisa will be used to develop rural economies and that this will partly be achieved through small harbour development and coastal and marine tourism.

In the area of tourism there remains potential, but there is little information available to ascertain to what extent the department has had dialogue with tourism bodies in the coastal provinces where possibly small harbours could be seen as tourist destinations. Kalk Bay and Hout Bay are examples of what can be achieved through cooperation and investment.

With an already world renowned Garden Route and Wine Route, surely a Small Harbour Route should be on the cards.

Our tourism industry is reportedly already employing one in 25 people, and with the potential and expertise in place the requirement is for bold management and investors with vision.

In the meanwhile wheels are already in motion and must be allowed to turn.

Probably some progress will be made, but it can only be hoped that in the years to come we can report back on small harbour development with news of a more substantive nature. ⚓

COMMERCIAL MARINE

24/7 in control with Yanmar 350-1200 kW [500-1500HP] 180-375 kW [250-500HP]

20-180 kW [30-250HP] 800-1800 kW [1000-2500HP]

800-4500 kW [2500-6200HP]

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

Yanmar manufactures medium- and high-speed diesel engines for commercial duty. These are designed for low fuel consumption and easy maintenance to give ship

marine generator sets for all shipboard electrical supply needs. Yanmar also supplies after treatment systems for reduction of fuel consumption and exhaust gas.

124 Marine Drive, Service Road, Paarden Eiland, Cape Town, 7405 | +27 21 511 8201 jdejong@seascapemarine.co.za | www.seascapemarine.co.za

6579-Yanmar-AdvMarine_Seascape.indd 1

ATLATECH

09-12-16 09:30

SERVICES AND SOLUTIONS to the Shipping, Marine and Offshore Oil & Gas Industries SINCE 1978

It is the purpose of the group to continue to ensure efficient, ‘on time’ effective and cost effective SERVICES AND SOLUTIONS to the Shipping, Marine and Offshore Oil & Gas Industries in the Provision of salvage and underwater services, rapid response to crises, diligent attention during dry dockings, maintenance projects and refits by maintaining divers, marine crews and management, administration and equipment on a ready to assist basis 24 hours a day, all year round.

It is our duty to ensure that in achieving our purpose, we shall always give the highest priority to the well being, safety and training of all personnel, safe equipment, quality workmanship and procedures, whilst sustaining a due care for the environment.

Services • High Pressure Fresh Water Washing

• Pollution Control

• Abrasive Blasting

• Tank Cleaning

• Needle- scaling and Grinding

• Diving & Salvage

• Airless Spraying/Coating

• Propeller Polishing

• Pumping

• Maintenance & Repairs

Atlatech Marine • Atlatech Divers & Salvors

Tel. 021 425 4414 • Cell: 082 567 4914/5 or 079 728 2901 • email : info@atlatech.co.za • www.atlatech.co.za

BLUE ECONOMY

Off Port Limits

SETTING THE

LIMITS

OF SUPPLY AND DEMAND From racing across massive swells to deliver stores and harrowing boarding attempts via ladders onto massive vessels – to the transport of dead bodies, miscalculations that have seen incidents and injuries and even allegations of bribery – there are certainly sufficient plot lines in the Off Port Limits (OPL) market to create a thoroughly absorbing mini series.

It’s a market that can easily become over-traded; where costs are high and where clients can be fickle as well as very price conscious. But the South African OPL sector is fully functional, highly competitive and willing to define the limits of what can be delivered via small and medium-sized launches to meet the needs of passing ships and their crews.

o

By Colleen Jacka

O

PL operators are pushed to meet the schedules of agents, ships and suppliers as they face the harsh reali so o t r While it’s not exactly rocket science - the delivery of OPL services to passing ships is ot it o t its ris s s t is it i t is iro m t t t t s r i s o i o to o i to mor so is t -

s r o o o r tors it mor i i i t o o m i

it o t i t o r tors som 30 vessels, there is currently not much room in the South African OPL market or i o rs o ts it is t t ro t si ss r is t ori s i si ss str ms it stro o rom i immir o r o s or i omi r to ro imi o t oi is rri and transferred; operators literally have to o t ir to s r to r t

NEW

10 YEAR

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

www.ACRARTEX.com

48

Maritime Review Africa MAY / JUNE 2017

i t t to m s i

Defining the market to t s s r s o s to the closure of the Sueze Canal to service passing ships, the sector mushroom si i t t o t t s ms to st iis o r t st rs to its rr t si O st o r oi ts to t i troo o ss si st ss s s m or o tri tor to t s i r s i o r tors s ss s m t killed the helicopter delivery service to ssi s i s s t o off r m rs r i t om r simi r t r ro m s or t i r o sm r r s or r tt tr ts m ot o it s r st o i is o r ri t o r tor o st s to i t i t i ris iro m t o it m ssi r sist to t riff i r s s rom i ts o r i to o operator against another; the environment requires investment, commitment to s t stom r tri o s om i to m r i t r s o ot o st o r t o o orm m r i st s r rt t o service is reportedly not as cheaply ri s t os off r i m i t r -

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

Off Port Limits orts tt ri is i ri s m s s o t ri s o r o r i osi o o m or s i i ro t s s tor s ms to iff r t its i to r it m r ts off ri s rom t rio s orts o it its long history of servicing passing ship tr st is m ri m t ri s tor osts t o OPL s r i s r i o r s s o i t rms o OPL it t t is s i r t t offs or ri s r i s i o st o tsi Port i t or i to o r tors Port i t s ot o o m r t or OPL s r i s t so r t som o t m r t rom o r it s o offs or r ro i r r mo r to ois to t osio i Port i t most r i t ir ts t t t OPL so io rs i ri rt r sio o si ss rom t is ort t s it i t t i t is iro m t Port i t m s r o s osi o s t r mi r OPL ort i o t ri ossi i it o i m r t o r o s ot ss ri m o ort it or tr ts tr t r t t it o m or r o o so i o o m s r s ri rr t o m r t or s i

BLUE ECONOMY

r r rom is m r t s istor o sio o tr o it si i t sio o r t st rs it is m or som o r tors to s i o r r st o r

o

Port Elizabeth bunkering is driving investment i st i rs rom s rs i o so s t o orit to o t stor s or ff t r s st o t i t im t o t o o om is o r s t to t t rst t t is rr t i s t ts it t i to om i i r ort t t

Prior to t st rt o t offs or ri s r i t OPL m r t i Port i t om ris o s i t mt to r t o ss t t so t r Ot r operators dipped their toes into the st r t rs t it s o r t rri o t r ro r o t tt ort m i OPL o ort it or i o rs Li ri t st rt i t r o r ss it si i t om o s s t ir ss som r s t in the vessel sinking alongside – esseni im rom t i o o r tors i t ort or t s ort t rm is rr t r r is i t ss

ABOVE: The introduction of Servest’s Fast Supply Vessels has reshaped the industry and paved the way for the evolution of the OPL fast craft services.

Anecdotally one operator highlighted o s ort o rs i ri s marked decline in OPL requests for the ort t s i t st t r o t OPL o rtors r rr t i s or t i o ti s i s st r or i t o ro t o t o Port i t tr m Pro ts o r m r o t sm r ss s i t ort o rm t t st ss rom or o s o

MARINE Specialising in providing dedicated and reliable transport solutions to the marine industry on a 24/7 basis.

We provide offshore launch supply to vessels passing the ports of Cape Town, Port Elizabeth, Durban, Richards Bay, Beira and Walvis Bay. By not having to, vessels avoid expensive port costs, save time and minimise the diversion and delay from their transit voyage.

www.servest.co.za Servest Connect 0860 22 55 84

ONE SOLUTION FOR ALL YOUR FACILITIES

Maritime Review Africa MAY / JUNE 2017

49

BLUE ECONOMY

Off Port Limits

s ort oi i t ir t Offs or ri m r i s O too is m i si i t i stm t i t ort ri s i ss s t ro ti o t rom t st mo t rt sm conversions in order to deliver a rather i orm i to t m r t o s o r ss r om ort the OMS Shuttle is a vessel that Godfrey m t oro s r is or

r si it t i to s i it i to its s i Port i t st o ot t i simi r o s i i i t t o t ri s i r s o rm t t t o ot to ro ss to t s s i o s tt s m ost it i r so m r m s m o o ims i isio stoms to r tt im ort o t ss s s s t o t t r mo t s r s r i t s

There are a wide variety of vessels employed in the market. The nature and variability of the service means that no one standard platform would meet all the market requirements – but some are certainly more suitable than others. From rubber ducks and fast catamarans to mono-hull vessels with high payloads; all are required to be SAMSA (South African Maritime Safety Authority) certified and surveyed. Indeed, by all accounts, SAMSA surveyors are vigilant in their approach to ensuring the safety and suitability of boats offering OPL services.

There are a wide variety of vessels employed in the market. The nature and variability of the service means that no one standard platform would meet all the market requirements – but some are certainly more suitable than others.

i to i ro

o t m r t or i o t t st m r o o ts i t s o to o o t i rs tt r it o r ss m r t i ro m st t i s it ss s r i t mor ffor ost o t it o t to s t t ro o o s ss o s s o rmi t t is rmissio to ri the vessel into South Africa is condio o im ot r s i it it s o st t o i o ss s im ort Poi to t tr to r s sm r faster vessels on the OPL scene, Needham explains that he required t ss it som r to s m t is is to so r t t r i o s r i r m OMS Shuttle can reach speeds of 26 knots and carry a to o i o it s ts t t mo it t mo o o t ss on gas struts, the vessel is tr i t or om ort t i s s i ro s s ss it a decent load capacity, a ro i it i t r t t o s t t st ss rs s r i oo om ort s t s s t m s i stm t s o o t r s o ss O ss t i it to t r or o s is r s and trainees to ensure that their living expenses and s r m t t s t is investment that also helped is i st t i i r o isio to ri t ss i to t o tr r i i s s i r it ri s m o i i o o t ss s rri o t is it so is t and requires the experience of a dedit s i tr i s i r t t o s tt r oi s s i t t is s s t t s t ri t o or t o Employing the right vessel r r i ri t o ss s m o i t m r t t r ri i it o t s r i m st t o o st r orm o m t t m r tr ir m ts t som r rt i mor s it t ot rs rom r r s st t m r s to mo o ss s it i o s r r ir to o t

LEFT: Two of Offshore Maritie Services’ vessels berthed in Cape Town harbour.

ABOVE LEFT: The new OMS Shuttle features passenger and crew seats that move on gas struts with the motion of the vessel to reduce injuries in bad weather conditions.

50

Maritime Review Africa MAY / JUNE 2017

No Deviations - No Delays

LAUNCH SERVICES

CAPE TOWN | PORT ELIZABETH Crane equipped launches offer 24-hour year-round exclusive bay, harbour and off-port limit services.

Offshore Maritime Services cc Tel: +27 21 425 3372 Fax: +27 21 425 3379 Foregate Square Foreshore Cape Town South Africa

launch@marineservices.co.za

|

www.marineservices.co.za

BLUE ECONOMY

Off Port Limits

ri ri m t t orit r s r o ts s r ors r i i t in their approach to ensuring the safety s it i it o o ts off ri OPL s r i s OPL ss s to m t m r o r ir m ts ss o to s it rio s i s om r mor s ss t ot rs t o orm to rt i rit ri o r o r o t o s is o s t im to ot o om it r ir m ts t to t s s t o i o s s o r ri P o tross ri r i s r s istori t o s so r r s o r ss s t r o t st r s r i tro r st ri rtoo to ommissio s ri s o i s s m r ss ss s t or t o o o t OPL st r s r i s r st s s tt or ro t o i o o s i im to r s t m r s for the launch industry in order to o tri t to r s m i o t ri r o it i t m ri m s tor st rs o i t r s t i troo o o r st ss s s r s t i str s s mi irs o st tt i o to stri to r i t s tor o t s st ss s omi t t s tor t t r r s r r ss s i or i r o s ost o r tors r to off r t st o ss it r r rr i it it i t o sm r ss s i o m ro i t r s orms r i m o i i t L m r os mo r or o t t t s i tro to t m ri m i str st r s or ors or t o is s s i s tors o ri Limit it s o os i rs r o s to to s t ss s it r s i ist mi i m i r is i o r t o t o Port i t tr m Pro ts i o r ss s off ri larger payload can accommodate up to to s or m t m OMS Dominant i Port i t s tonne load capacity and includes a deck r is t r st o t O t o ss s i oi t OMS Shuttle i t ort o i O to off r ot st s r i s s i r r o i r it t r i it it t o ss s i o o i Port i t tross ri r i s s t ir st r

The immediate outlook for the sector can only be described as positive. With operators that agree that they need to present a world-class service to the passing maritime fraternity; safety is a key driver of investment by the established players. It is not a space for fly-by-night operators as the stakeholders inherently provide healthy competition that continues to foster a trend towards sophistication and efficiency.

52

Maritime Review Africa MAY / JUNE 2017

ots i Port ot r m r ts o t r o m ts om st rt it o sm ss i o to om m t t ir ot r m ri s r i off ri s has since added a larger cargo-carrying ss to t ort s st st r o t or Port i t sm st vessels are very useful for medi-vac s r i s or m s s ri i t tt om ims to off r one-stop-service to the OPL market that i s m ri r tr s ort o m t r ts r i s s s rit sto s ort s r i s i it

t

o s

is

so

Driving the OPL business It is important to note that the existence o ff OPL s r i o r out of a port does not necessarily drive t o m t o ot r m ri m o ort i s o rs is i to mor r t o m to m ri m o ort i s i t ri s i o s o it i t OPL m r t s t s tor r s o s to i s s t is to t s i Port i t t s so tr or OPL s r i si r t tr s o the shipping industry acted to counter ir t r ts t i o rm r s o s ssi t ro ris t rs r m im ort t or s i r s o i s to m to o o s i to o to t ort t o t m s off s ir s ro t r o tro o t st o st o ri r ti i ts m r t is m oi or r o O r o P is st o t m t o oos t o s o om isio s m o r m t to romot s o oi si ss it i t m ri m s tors mmi r o s to r o isio s t t o i t o t rt t r si ss ort t ori s to understand that service launches require s m ss iro m t to m o s m tt so ssi s i s i o ot r stro m ri m s ort s tors s s st lished engineering sector also foster o ort i s or i o OPL i ri s i r o to s r rts or t i r o ri o r o r ro st m ri m o t r or promotes further prospects for the OPL s tor o r m t s to m s r that South Africa creates an appealing si ss iro m t or i stri s t m st si r to o si ss it ss r r s s O o rs t o s i i i str is t ri s t or OPL s r i s t s r ort t t t tot to o s tr s ort i o i t t rs i im ts t OPL m r t osi s s irs i t tt shipping industry is currently facing o r it or ro rs m t to r ss t o rs in the market and some of these are to reduce vessel speed and taking longer ro t s i o tri t s osi to

t

OPL m r t it i s

o t

ri

A changing environment t oo i is o iro m t o si r o s r t the heart of change in every industry and t OPL s tor is rt i ot imm m i is i r o o o is its to rs s i si ro i r st r s i to t s t rst ro i r to s i tt m rs it m ssi ot ost savings for this type of delivery and highi t o sm i t ss s o m ts m i i o tr sort i t is Locally the concept may not gain much i t t o r tors mit to i i s t t i i it o i t is to t ir r rtoir o tross s st tt t r o rt i imi tor or m o i t is t oo o s i o i t t s im t r t ro s o o r t O o rs mo to r s to omo s s i s o m or isr tor to t s tor t s o r s i sr ir m ss i t o stor s or oo s r s o om s r o s t o ot currently a major threat, the shipping i str is s i to mo i t is ir o it o im t directly on the nature of shipping routes mo s it r r m s i s i to i r to orts r smaller unmanned vessels could undert s ort s s i i Perhaps a more present and looming t r t is t t o ri o sorm o sis o m L Prom ri to s r rit s announced just last month their goal o o i t or s rst ss ro ri t s i s ro r technology is in existence and could si i t imi is t or t i r o sm rts to s i s it ri t r o o r ss o sim to ro t rt t i i tr sit t orts t m m OPL o r tors i necessarily have to consider their impact on the environment as part of the r t r m ri m omm it i i is focusing on increasing their green im t r or t r i o r ss o r s t r r oot ri t i i s im ro m t to t i s r ro r r orm i t si s s s irs i i r st s o si r o s or t r i stm ts imm i t o t oo or t s tor o s ri s osi it operators that agree that they need to r s t or ss s r i to t ssi m ri m r t r it s t is ri r o i stm t t st is rs t is ot s or night operators as the stakeholders i r t ro i t om o t t o s to ost r tr to r s so is o i âš“

Celebrating 15 years of reporting on the maritime industry

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

FISHING

Overiew

Tapping the barometer of the fishing industry

n

Reflections from the FishSA conference

N

By Claire Attwood

o more than 10 minutes into this year’s FishSA conference, I heard the word “crisis” for the first time. It was spoken by programme director, Edward Shalala, whose profound knowledge of the fishing industry became obvious as the day progressed and he cleverly summed up each presentation and linked one to another.

Later, he chaired the panel discussions. But it was Shalala’s opening comments, coupled with the very sombre welcome given by FishSA executive secretary, Jeremy Marillier, that made me sit up and take notice.

“We are in some level of unprecedented crisis in the fisheries sector, I don’t think anybody will dispute that,” said Shalala. This after Marillier had gloomily observed that the continued fragmentation of fishing rights (the allocation of smaller and smaller rights to a growing pool of right-holders) doesn’t aid the competitiveness of the South African fishing industry.

Halfway through the day’s proceedings, when the word crisis was used once more – this time by University of the Western Cape academic, Moeniba Isaacs in an informal discussion – it became clear that Shalala’s earlier observations were neither alarmist nor exaggerated.

54

Gauging the crisis Really? I thought. An unprecedented crisis? And I cast my mind back to the late 1990s when the emerging hake longline fishery was effectively stymied by litigation: each time an allocation of rights was made to the sector, disgruntled applicants went to court to interdict the allocation – until all the interdicts seemed to blur into one and fishing effectively ground to a halt.

That was a crisis, I thought. But then I considered the fact that fishing in the inshore trawl fishery has been suspended since January owing to litigation around the fishing rights allocation process of 2015/2016 (FRAP 2015/16) and I had to concede that Shalala had a point.

Halfway through the day’s proceedings, when the word crisis was used once more – this time by University of the Western Cape academic, Moeniba Isaacs in an informal discussion – it became clear that Shalala’s earlier observations were neither alarmist nor exaggerated.

Isaacs, who has studied and written about small-scale fisheries for at least two decades, was visibly disturbed after listening to the presentation of Craig Smith, director of small-scale fisheries in the Department of Agriculture, Forestry and Fisheries (DAFF). In his presentation, Smith had mapped the process of allocating rights to small-scale fishers and had suggested that rights would be allocated in the Western Cape by March 2018.

“But the crisis is in the Western Cape!” observed Isaacs, wondering aloud

Maritime Review Africa MAY / JUNE 2017

whether small-scale fishers would continue to receive “interim relief” until they finally receive long-term rights.

Isaacs talked to me about the high levels of frustration that exists in fishing communities in the Western Cape and it’s not difficult to understand the reasons why. The Small-Scale Fisheries Policy was adopted by Cabinet in June 2012 and an amendment to the MLRA, giving formal recognition to small-scale fishers, followed.

However, the roll-out of the policy has been cruelly slow. Smith’s presentation gave some insight into the reasons for the snail-like pace of implementation (a total of 22,601 fishers in 316 communities in remote areas of the country have been registered) but it is 10 years since the Equality Court ordered the DAFF to accommodate small-scale fishers within the ambit of the Marine Living Resources Act and poor coastal fishers continue to wait for access rights. No wonder Isaacs spoke of a crisis.

Policy uncertainty Even though this year’s FishSA conference took place against the backdrop of the Viking Inshore Fishing court case and the subject of policy uncertainty cropped up in many of the presentations and panel discussions, the organisers did well to deflect attention from this issue.

They did so by defining the conference theme as “Promoting the trade competitiveness of South Africa’s fishing industry”. As a result the speakers offered fresh content and very useful information about an aspect of the fishing industry that probably gets less attention than it should.

For example, Massimo de Luca, Trade and Economic Counsellor with the EU Delegation to South Africa, explained the benefits of the recently negotiated Southern African Development Community−European Union Economic Partnership Agreement and Michael Marriott, commercial and communications manager at the Marine Stewardship Council (MSC), talked about the economic advantages of MSC certification, and presented some interesting information about consumer awareness of ecolabels.

However, for me, the most insightful and useful presentation of the day was given by Peter Edwards of maritime law firm Dawson, Edwards and Associates.

Edwards was upfront about the fact that his firm is involved in the Viking Inshore Fishing matter and although his presentation touched on the litigation at times, the subject under discussion was “The need for legal review of the Marine Living Resources Act”.  continue to pg 56

Overview

FISHING

Maritime Review Africa MAY / JUNE 2017

55

FISHING

Overiew

While Khumalo was talking, I cast my eye around the room and considered what he and Edwards were saying about the importance of collaboration and consultation. “What a pity,” I thought, “the knowledge, experience and unequivocal goodwill exists in this very room to take the industry forward.”

In his presentation, Edwards gave a comprehensive perspective of the MLRA − from both a historical and a technical perspective − and questioned whether the legislation is business enabling or an economic impediment.

The Consultative Advisory Forum, said Edwards was last constituted more than 15 years ago, in spite of the fact that the minister is legally obliged to convene a CAF that is broadly representative and multi-disciplinary.

Many of the issues currently impacting the fishing industry and contributing to a climate of uncertainty, might easily be resolved through consultation − not only with the industry, but with a broad spectrum of stakeholders.

56

Unmet obligations In the course of his presentation, Edwards talked about Sections 5 to 8 and Regulation 2 of the MLRA that speak to the subject of consultation and, specifically, a Consultative Advisory Forum (CAF). The Forum, said Edwards was last constituted more than 15 years ago, in spite of the fact that the minister is legally obliged to convene a CAF that is broadly representative and multi-disciplinary.

Edwards said that many of the issues currently impacting the fishing industry and contributing to a climate of uncertainty, might easily be resolved through consultation − not only with the industry, but with a broad spectrum of stakeholders.

“I believe that bodies such as the CAF could go a long way to rectifying current transparency issues,” he said.

Edwards also pointed out that a rights register, prescribed by Section 12 of the MLRA but never established, would provide a wealth of information that could assist DAFF with the arduous task of allocating rights to deserving applicants and weeding out paper quota holders. Also on Edward’s list of bureacratic shortcomings is the failure by the DAFF to adhere to Section 14 of the MLRA that prescribes that regular consultation should take place around the determination of total allowable catch (TAC) and total allowable effort (TAE).

“These are all obligations that are not being implemented,” he noted.

Seeking stakeholder collaboration Madoda Khumalo, strategic services executive at Sea Harvest, but representing the Responsible Fisheries Alliance (RFA) at the FishSA conference, followed Edwards at the podium and his presentation, titled “Multiple Stakeholder approach to sustainable fisheries management – is it the best way forward?” dovetailed beautifully with that of Edwards.

He began with this quote: “Collaboration, it turns out, is not a gift from the gods but a skill that requires effort and practice”, a statement that resonated strongly with what Edwards had just said about the failure of successive ministers of Environmental Affairs and Tourism, and Agriculture, Forestry and Fisheries, to convene a CAF. Khumalo made a number of pertinent

Maritime Review Africa MAY / JUNE 2017

observations about the importance of stakeholders and their roles in ecosystem-based fisheries management. He also demonstrated how environmental groups, fishing communities and seafood consumers have generally become more legitimate and powerful since 2000.

A room full of expertise While Khumalo was talking, I cast my eye around the room and considered what he and Edwards were saying about the importance of collaboration and consultation. “What a pity,” I thought, “the knowledge, experience and unequivocal goodwill exists in this very room to take the industry forward”.

For example, sitting nearby was Dave Japp who has unparalleled knowledge of regional fisheries management organisations and a detailed understanding of the major scientific questions that pertain to the management of many commercial fisheries.

Just across the aisle was Moeniba Isaacs who, I have already observed, has worked with, and continues to lobby for, the rights and interests of small-scale fishers. Madoda Khumalo himself has a deep understanding of the complex economic issues that impact the deep-sea trawling industry − South Africa’s most valuable commercial fishery − and the RFA. Junaid Francis of WWF could capably represent the conservation community on a CAF; the RFA’s sponsorship and management of a number of important studies have substantially improved the environmental performance of the industrial fisheries, and RFA-supported studies will likely influence South Africa’s approach to bulk sediment mining, an issue that looms large as a threat to the economic and ecological sustainability of South Africa’s fisheries.

Also sitting in the audience were Celeste Diest of Impala Fishing, who might easily represent the SME sector, and Arthur

Focusing on international trade At this year’s FishSA conference, there were two presentations focused purely on the subject of international trade. Both were packed with information and insights and, I would think, were especially useful to members of the audience looking to expand their horizons and pursue new market opportunities.

M

assimo de Luca, Trade and Economic Counsellor with the EU Delegation to South Africa, talked about the newly signed Economic Partnership Agreement (EPA) between the members of the South African Customs Union (South Africa, Botswana, Lesotho, Namibia, Swaziland and Mozambique) and the European Union. The agreement came into effect in October 2016.

De Luca opened his presentation with the statement “fisheries is at the heart of” the EPA. Anyone who remembers the aggressive way in which the EU tried to secure access to South African fisheries in 2002 while negotiating a free trade agreement, would have bristled at this statement, but if de Luca’s presentation is anything to go by, the EPA is good news for the fishing industry, especially hake producers.

This is because the EPA gradually liberalises tariffs on all hake products so that by 2021, hake fillets will attract no tariffs and by 2025, fresh hake exports (the backbone of the hake longline industry and an important earner for the trawl fisheries) will enter the EU tariff free.

Duties on squid exports will also be

relaxed, although these were already relatively low at 2.8 percent.

“Half of all fish exported by South Africa goes to the EU, with hake being the most traded fish, followed by cephalopods,” said de Luca, adding that that EPA will have the effect of making hake exporters more competitive in the EU market.

Interestingly, over the coming years the EPA will level the playing fields between South African and Namibian hake producers.

Namibian producers currently pay no tariffs on hake exports to the EU because their country is a member of the Lomé Convention, a “trade and aid” agreement between the European Economic Community and 71 African, Caribbean and Pacific countries − but not South Africa.

De Luca also pointed out that the South African aquaculture industry “holds enormous potential.” A lowering of tariffs on abalone from 7 percent to zero might encourage the trade of more farmed abalone from South Africa into Europe, although this seems unlikely given that demand from China far exceeds supply at present.

Overview

Shipalana whose company, Basani Fishing, has also made a success of a relatively small quota in the deep-sea trawl fishery. And, who better than Peter Edwards to provide a legal perspective on the many issues that the CAF is expected to deliberate and advise on?

And, Jeremy Marillier, who has successfully led the industry body FishSA for several years, and has a profound understanding of the diverse sectors that make up the commercial fishing industry as a result, is another obvious choice.

“There you are, Mr Minister,” I thought. “There’s your CAF, representative and multi-disciplinary. All these people would serve you extremely well, if only you would ask.”

This year’s FishSA conference was the best yet. The speakers were well informed and their presentations were well thought out and very useful. The

conference is always a good opportunity for catching up with people and finding out about the hot topics of the day.

However, there are two improvements I would like to see. Firstly, I think the “captains of industry” should be there.

The leaders of Oceana, Sea Harvest, Premier Fishing, I&J and Viking Fishing should attend the conference. Their knowledge and perspectives would contribute enormously to the panel discussions and informal discussions that are a hallmark of this event.

Secondly, the leadership of the DAFF should attend FishSA; it is an excellent way to hear and better understand the concerns of stakeholders.

If this could be achieved, I have no doubt that next year’s FishSA conference would be packed with eager participants. ⚓

Brexit and Trump

access to the UK market?”

On the subject of the Trump presidency, Harzenberg explained that the Africa Growth and Opportunity Act − which allows 6,000 products to enter the US market duty free and quota free − will come to an end in 2025 and a new trade agreement will have to be negotiated. At this point in time, there is very little indication of what to expect from these negotiations, said Harzenberg.

In her presentation, Trudi Hartzenberg, executive director at the Trade Law Centre (Tralac), provided some fascinating insights into the geopolitical shake ups that occurred in 2016, specifically Brexit and the United States election that delivered a new administration under the leadership of Donald Trump. Hartzenberg provided an interpretation of what these developments mean for southern Africa and the fishing industry in particular.

She noted that neither the US nor the UK are particularly important markets for South African seafood producers, but both markets have potential.

A new trade relationship with the UK will have to be negotiated after the UK has left the EU − in other words, once Brexit has actually taken place. A trade agreement would be negotiated in terms of South Africa’s membership of Southern African Customs Union and Namibia, also a large producer of fish, would be a negotiating partner, said Hartzenberg.

“It’s important for an industry like the fisheries industry, the wine industry and others that have an interest in the EU market, but also in the potential of the UK market, to be engaging with our policy makers to identify particular issues that should be on South Africa’s negotiating agenda,” she said. “At this point the fisheries industry is not exporting in large quantities to the UK, but there is potential in that market.

And what do we need in terms of

FISHING

VACUUM INFUSION TECHNOLOGY

FOR IMPROVED STRENGTH IN GRP VESSELS

sachal@iafrica.com +27 022 713 1324 19 Veldrift Rd, Vredenburg, South Africa With over 1,000 boats to its name Sachal is synonymous in the boating industry for strong and reliable GRP vessels, with fantastic sea keeping abilities in light ship and heavy load condition with low fuel consumption.

Sachal has a comprehensive in house facility that designs, builds and launches all of its vessels. The Sachal facility comprises of a design office, CNC machining, carpentry, metal work and composites divisions.

With the aim of applying new technology and ideas in every vessel from advanced electronics to the newest composite methods in order to produce the ultimate in quality and performance for each and every build.

Commercial fishing boats, navy vessels, high speed craft, diamond recovery vessels, private bespoke designs

“We have about a 10-page document that outlines in broad brush strokes the trade policy or strategy of the US and it says nothing about Africa,” she said.

The key message from Hartzenberg is that, in a time of global uncertainty, it is important for the fishing industry to ensure that policy makers are well informed about the issues that affect its competitiveness.

“We need to make sure that our policy makers understand those issues and that our domestic policy environment assists industry because the fisheries industry is particularly important from the broad development objectives of our country. To promote inclusive growth, grow small-scale fisheries and the representation of women in the industry are fundamental development markers for our country,” she said.

Maritime Review Africa MAY / JUNE 2017

57

DESIGN | COMPOSITES | ENGINEERING

FISHING

Fisheries Management

a

Understanding the evolution of fisheries management in South Africa

By Shaheen Moolla

A just, equitable and sustainable fishing dispensation in a developmental state, and especially one with a history such as South Africa’s, was always going to be fraught with problems. Various false starts; competing interests; historic distortions and awakened expectations; overexploited nearshore fisheries; a deeply unimaginative commercial fishing industry as well as a poor working relationship between fishers and the government regulator all threaten the economic and ecological success of South Africa’s fisheries economy.

A

s the current fishing rights allocation process currently unfolds, a deeply depressing narrative has emerged. It seems to suggest that the social and economic diversification and growth of the fishing industry, coupled with its sustainable exploitation, is the exclusive domain of those who have historically held fishing rights. New entrants cannot be allowed. To do so will result in fisheries economic and ecological collapse.

Rational and sustainable fisheries management cannot mean that one must sacrifice socio-economic growth and diversification of fisheries in favour of ecological conservation. Instead, South African fishing policy evolution since 2001 has generally attempted to carefully balance economic stability; ecologically responsible resource management and social transformation.

First steps for growth The most significant and, arguably, controversial intervention made by post-apartheid fisheries policies and governance was that between 1994 and 2005, the number of quota holders that were allowed to harvest fish on a commercial and small-scale commercial (or artisanal basis) grew almost ten fold despite the size of the South African commercial fisheries biomass having stagnated or contracted in certain cases.

Having been almost exclusively been controlled by white South Africans, the small and large-scale commercial fisheries of South Africa were more than 60 percent black owned and managed by 2005. The quota allocations process also produced a compromise between the historically so-called coloured communities of the Cape, who were involved in small-scale or artisanal fishing for centuries, and the African communities that were denied access to the Cape’s fishing

grounds, but who rightly began to lay claim to their right to participate equitably in the fishing industry after 1994.

By 2005, fishing rights in seven of South Africa’s most valuable inshore fisheries were exclusively allocated to artisanal fishers – men and women. It saw the strong emergence of Broad Based Black Economic Empowerment in the fisheries sector without the need of an empowerment charter.

In addition, post apartheid fisheries governance saw the design of regulatory systems that ensured that South African fisheries management complied with global norms, standards and rules; including those of the United Nations Food and Agriculture Organisation.

Comparisons with the apartheid era are often misguided as they deal with an era that pre-dates the development of global fisheries regulatory frameworks, such as the UN Fish Stocks Agreement, the FAO Code for Responsible Fisheries, the FAO Compliance Agreement and Port State Measures.

The maturing fishery: 1994 to 2005 In 2005, the Government of the Republic of South Africa, through its Department: Environment and Tourism, Branch Marine and Coastal Management, recorded a watershed in the management of South African commercial fisheries by allocating fishing rights or quotas for periods of up to 15 years.

The first decade of post Apartheid fisheries reform in South Africa has been covered in a number of articles outlining the process of introducing new policies and laws; the introduction of the Marine Living Resources Act of 1998 and the redistribution of fishing rights or quotas in a bid to redress the imbalances caused by decades of apartheid policy.

In early 2000, the South African Government decided that it would no longer allocate fishing rights on an annual basis. Annual fishing rights allocations only increased economic uncertainty for established rights holders and did not provide new black fishing entrepreneurs with the security needed to raise capital to fund start-up small-scale fishing businesses.

It was accordingly decided to initially allocate fishing rights for a four-year “test” period across all fishing sectors.

In July 2001, the Department invited applications for commercial fishing rights from the industry and fishers. Applications had to be submitted by September 2001. More than 5,000 applications were received.

Between September 2001 and January 2002, some 3,000 fishing rights were allocated. The Minister of Environmental Affairs and Tourism allocated a further 900 fishing rights by way of administrative appeals lodged against the initial set of decisions. continue to page 60 LEFT: Then Minister of Agriculture Forestry and Fisheries, Tina Joemat-Pettersson called a meeting with the heads of the major fishing companies in 2014 to discuss fisheries management matters before jointly hosting a press briefing in an effort to stem the flow of negative publicity at the time.

58

Maritime Review Africa MAY / JUNE 2017

SOUTH AFRICA 1 Kempenfelt Road Paarden Eiland 7405 Cape Town PH: +27 (0)21 5103532 info@africanmaritime.co.za NAMIBIA 2003 Ben Amathila Avenue Walvis Bay PH: +264 (0)64 209469 info@africanmaritime.com.na

www.africanmaritime.co.za

AFRICAN MARITIME SERVICES (PTY) LTD.

LIFTING MOORING

TOWING FISHING

FISHING

Fisheries Management

The allocation of the medium-term (or four-year long) commercial fishing rights marked a significant leap forward in fisheries management and the empowerment of black South Africans, previously excluded from the lucrative fishing economy.

In late December 2013, the department hurriedly completed the allocation of commercial fishing rights in eight fishery sectors on the eve of the expiration of fishing rights. The mismanagement of the fishing rights allocation process has been well-documented and confirmed by two separate departmental investigations

That applicants were granted fishing rights even in cases when they did not have access to fishing vessels.

Applicants were not required to even demonstrate any knowledge of fishing. A consequence of this has been that hundreds of fishing quotas remain unutilized in the traditional line fish,

Members of the industry and unsuccessful applicants brought more than 45 review applications. Every application that was brought to a court of law to halt the allocations process or set it aside, failed. This was a unique achievement in South African fisheries management history.

In 2004, South Africa’s Constitutional Court ruled in the matter of Bato Star Fishing (Pty) Ltd v The Minister of Environmental Affairs and Tourism & Others, that the process of allocating fishing rights was constitutionally sound, being fair, equitable and just.

The allocation of the medium-term (or four-year long) commercial fishing rights marked a significant leap forward in fisheries management and the empowerment of black South Africans, previously excluded from the lucrative fishing economy. By the end of 2002, more than 3,900 commercial fishing rights were allocated to fishing companies and individual fishers in South African waters. Of these, 66 percent were allocated to black South Africans (either individuals or entities controlled by black persons).

No fishery was immune to the transformation, albeit that certain fisheries transformed at a greater rate than others.

The allocation of medium term fishing rights for the period 2002 to 31 December 2005 was always considered an initial step before allocating long-term commercial fishing rights to consolidate black empowerment, and the biological and governance successes that came to define the medium term rights allocation process.

The political decision to allocate longterm fishing rights was ultimately taken subsequent to the unanimous Constitutional Court decision in the Bato Star matter, which confirmed that the processes and systems adopted to allocate the medium term fishing quotas passed Constitutional muster; and that transformation and the empowerment of black persons necessarily involved a process that could not be undertaken in a manner that failed to achieve a reasonable equilibrium of the factors listed in Section 2 of the Marine Living Resources Act.1 2005: The allocation of long-term fishing rights

By July 2005, the South African government had issued 20 stand-alone commer-

FOOTNOTES In Bato Star Fishing (Pty) Ltd v Minister of Environmental Affairs and Tourism and Others 2004 (4) SA 490, paras 50 to 54.

The consultation process comprised an informal consultation process that commenced in January 2004. Fishery industrial bodies and registered interest groups were consulted on key issues that were to lay the foundation upon which the initial draft policies were to have been drafted. The key issues consulted on included the fishing industry’s views on duration of rights, perceptions about resource sustainability, economic demands and what the industry expected from a rights allocation process. The informal process continued for most of 2004 while the initial draft policies are being compiled and discussed with the Minister of Environmental Affairs and Tourism. The Minister in turn briefed his colleagues in the national Cabinet and on numerous occasions made presentations to the Provincial Ministers and MEC’s responsible for Environmental Affairs on the development of the draft policies and their content. In March 2005, the draft policies for each fishery were published for public consultation in four languages. During March 2005 and again in July 2005, more than 53 coastal communities and cities were visited and consulted on the draft policies. In the case of the traditional line fish policy and application form, the consultations resulted in near wholesale changes to the criteria, application form and policy.

60

Maritime Review Africa MAY / JUNE 2017

cial fishery policies complimented by an over-arching General Fishery Policy.

These policies were the product of an extensive consultation process with constituencies that spanned some 12 months.2 These policies were the principal tools that guided the allocation of long-term commercial fishing rights in 2005 and 2006 for periods that ranged between eight to 15 years.

The broad policy frameworks, processes and systems that were developed for the 2005 rights allocation process set the framework precedents for the 2013 and 2016/2017 allocation processes as well.

The 2005 General Fishery Policy, which served as the framework management policy tool, was premised on four overarching policy objectives aimed at guiding the management of the South African commercial fisheries. These overarching policy objectives are –

Transformation: The commitment to

redressing past imbalances was and remains a key criterion against which all applicants for fishing rights would be evaluated.

Biological: The allocation of fishing rights must be subject to scientifically determined annual catch allowances and/or effort controls.

Ecological: In addition to the biological policy consideration, this consideration necessitates the adoption of an ecosystems approach to fisheries (EAF) management and requires rights allocations to be subject to EAF. Socio-Economic: The allocation of fishing rights has an important socio-economic impact in a developmental state such as South Africa. It is able to provide important sources of income for people along the South African coastline, which in turn sustains various local and regional authorities.

As far as the large scale commercial fisheries are concerned, they directly and indirectly sustain many thousands of jobs and contribute substantially to regional and local economies.

However, the socio-economic benefits will only continue if the biological and ecological health of the fisheries and the ecosystem in which they thrive are sustainably managed.

The final core allocation and management consideration provided for in the General Fisheries Policy of 2005 was that of performance. Rights holders would have to prove their financial well-being, job creation, fishing performance and compliance with fisheries laws. This was crucial to ensuring that rights holders who failed to perform or who were fronting for third parties were identified and their fishing rights terminated.

These core policy objectives codified in 2005 have remained part of the South African fisheries policy architecture ever since.

The Equality Court and Interim Relief: 2008-Present The intervention of the Equality Court in 2007 and the introduction of “interim relief” exemptions that have subsequently morphed into a parallel small-

scale fishery to the 2,200 small-scale commercial fishing rights allocated to individuals in 2005 has had the most profound impact on inshore fishery policy development in post-Apartheid South Africa.

Its growth has emerged from a repeatedly told myth that small-scale fishers were never accommodated by fishing rights allocations in 2001 and 2005. This despite the obvious and glaring existence of 2,200 artisinal or small-scale fishing rights having been exclusively allocated to nearshore fishers in the west coast rock lobster, abalone, hake handline, traditional line fish, mussel, oyster and net fisheries.

The most damaging consequences of the Equality Court intervention and the introduction of interim relief have been the decimation of rock lobster stocks, which had recovered to historic highs by 2004, as well as the social conflict and economic turmoil it has foisted on coastal communities.

In 2004, fisheries policy-makers had recognised that on going migration to coastal communities and increasing demand for access to marine resources could not be ignored or deflected with statements that current resources were fully exploited (which they were).

Parliament was advised that a process of expanding the fisheries economy had commenced and 12 identified additional fisheries would be systematically developed for commercial and artisanal exploitation.

At the heart of this policy architecture was that there was an ecological and economic tipping point for the redistribution of fishing quotas (as recognised in Chapter 6 of the National Development Plan). The time had come to focus on growing the fisheries economy and expanding the resource base in order to accommodate additional and new fishers.

Unfortunately, new fisheries development was abandoned and 13 years later we remain with 22 commercial fishery sectors as opposed to 34 or more. As a consequence, the ongoing system of quota redistributions has meant that more and more small-scale fishers in particular are getting smaller and smaller quotas; and getting poorer with each passing season.

2013: The [mis]allocation of fishing rights In late December 2013, the department hurriedly completed the allocation of commercial fishing rights in eight fishery sectors on the eve of the expiration of fishing rights. The mismanagement of the fishing rights allocation process has been well-documented and confirmed by two separate departmental investigations; firstly by Harris, Nupen & Molebatsi Attorneys and then by Emang Basadi Forensic and Legal Services (Pty) Ltd. The initial allocation of rights by the department’s Acting Deputy Director-General at the time could at best be described as being haphazard and unlawful. Two of the key policy failures of this allocation process that have had an enduring negative effect on the fisheries

Fisheries Managament

FISHING

socio-economy were: The inexplicable abandonment of the policy of reservation of small-scale fishery sectors for small-scale fishers. A consequence of this policy failure meant that large corporate fishing companies were able to secure multiple hake handline fishing rights to the exclusion of individual small-scale fishers.

That applicants were granted fishing rights even in cases when they did not have access to fishing vessels. Applicants were not required to even demonstrate any knowledge of fishing. A consequence of this has been that hundreds of fishing quotas remain unutilised in the traditional line fish, hake handline and tuna pole fisheries for example.

Conclusion The current 2016/2017 fishing rights allocation process is presently unfolding.

However, the allocation of high value commercial fishing rights in the Patagonian toothfish, horse mackerel and hake inshore trawl fishery sectors have already confirmed a policy commitment to substantial change to the historic structures of these fishery sectors.

In 2001 and again in 2005 new entrants were not granted access to the flagship hake trawl and horse mackerel sectors on the understanding that the historic right holders would transform these sectors not only in terms of black empowerment, but also socially as well as economically.

Fifteen years later, black right holders in these sectors remain largely beholden to the historic pioneer companies. Commercial relations are fundamentally feudal in nature – and there is little to no regard given to the socio-economic impacts of traditional fishing, processing and marketing systems.

It is hoped that once the 2016/2017 rights allocation process is concluded later this year, government’s fishery managers and rights holders in each of the fishery

ABOVE: Members of the fishing industry attend a Department of Agriculture Forestry and Fisheries (DAFF) roadshow where the Department attempts to explain the legitimacy of their rights allocation process and timelines in 2013.

sectors commence an urgent process of developing detailed fishery sector management plans to guide the management, administration and socio-economic development of each fishery sector over the near-, medium- and long-term periods. âš“

Maritime Review Africa MAY / JUNE 2017

61

FISHING

Small Scale Fishers

The origins of South Africa’s multibillion Rand fishing industry can be traced back to the efforts of traditional artisanal fishers who started harvesting fish centuries ago as a means of food security.

t T

By Mark Botha

he origins of South Africa’s multi-billion Rand fishing industry can be traced back to the efforts of traditional artisanal fishers who started harvesting fish centuries ago as a means of food security.

The total income from South African fisheries in 2015 was R8,9 billion. In 2015 the fishing industry employed 15,197 workers and contributed approximately 0.1 percent to SA’s Gross Domestic Product (StatsSA, 2017; DAFF Annual Review, 2015/16). Up to 87 percent of all income generated annually from the country’s fisheries accrues in favour of large fishing companies in the industrialised sector.

But, it must be noted that whatever the fish species found along the coastline – traditional fishers were first to catch them. I would venture to say they were the original pioneering explorers of many inshore species, such as, West and East Coast rock lobster, prawn, abalone, oyster, linefish, netfish, mussels, squid, tuna and hake.

Notwithstanding this, many traditional fishers were not recognised and accommodated in past fishing right allocation processes. This has led to animosity amongst fishers in traditional fishing communities whose survival is dependent on traditional small scale fishing operations in the nearshore.

In addressing this impasse, a few traditional artisanal fishers with assistance from the NGO sector decided to elevate the plight of small-scale fishers before the judiciary.

Their action resulted in the equality court order of 2007 which gave birth to an Interim Relief (IR) dispensation for those fishers not accommodated through fishing right allocation processes.

62

Fighting back In addressing this impasse, a few traditional artisanal fishers with assistance from the NGO sector decided to elevate the plight of small-scale fishers before the judiciary. Their action resulted in the equality court order of 2007 which gave birth to an Interim Relief (IR) dispensation for those fishers not accommodated through fishing rights allocation processes.

The equality court stipulated that the IR system ought to be a transitional measure to address the immediate socio-economic needs of small-scale fishers whilst a proper duly constituted long term strategy was devised. Hence, the development and promulgation of the Small-Scale Fisheries Policy (SSFP) in June 2012.

The SSFP sketched the framework of what is needed, but it lacked detail. With this in mind, the custodians of fisheries management, the Department of Agriculture, Forestry and Fisheries (DAFF) developed an Implementation Plan for Small-Scale Fisheries (SSF) detailing the resources needed to give effect to the provisions of the SSFP. The premise of

Maritime Review Africa MAY / JUNE 2017

Small Scale Fishers

FISHING

PHOTO | P Garcia

Many traditional fishers were not recognised and accommodated in past fishing right allocation processes. This has led to animosity amongst fishers in traditional fishing communities whose survival is dependent on taditional small scale fishing operations in the nearshore.

PIONEERS at the end of the line

Maritime Review Africa MAY / JUNE 2017

63

FISHING

Small Scale Fishers

THE GOOD

O

n the 16 November 2016, DAFF released a media statement indicating that 39 tons of West Coast Rock Lobster would be allocated to small scale fishers in the Northern Cape.

This is significant as there are 67 fishers provisionally verified in the Northern Cape (47 in Port Nolloth and 20 in Hondeklipbaai). Given this, the per capita allocation ought to be 582kg.

Within the IR dispensation Northern Cape fishers were allotted 138kg per person. This is an increase of 321%.

Even though, this is on the provisional verified list, it is substantial.

DAFF Small-Scale Fisheries Unit has already entered into Service Level Agreements with the Department of Trade and Industry and private service providers to assist in the establishment of cooperatives within the designated fishing communities.

These include vis-à-vis:

Cooperative development assis-

tance grant programmes for both capital and operational requirements.

Fostering partnerships with retailers and the setting up of fish markets to create a small-scale fisheries value chain.

Developing the business acumen of small scale fishers through active mentoring and coaching initiatives with the industrialised fisheries sector. There needs to be more of a balancing effort between large and small fishing enterprises.

the SSFP and Implementation Plan for SSF is to advance the livelihoods of smallscale fishers and foster local economic development and growth within fishing communities.

According to the SSFP this would be achieved through:

Collective ownership of fisheries

[ 64

resources within designated fishing communities; Giving small-scale fishers preference in the allotment of fishing resources found within their coastal zones; Allocating a basket of species to small scale fishers instead of a single species as is the case with the nearshore commercial fisheries; Co-management of fisheries resources within local communities; and Applying sustainable fisheries practices and redressing gender imbalances.

THE BAD

T

he constitutionality of Cooperatives as vehicles for small-scale fisheries rights holding is questioned.

This against the background of freedom of association and whether the Cooperative rights holding regime is consistent with the South African Constitution Fisheries resources allocated for small-scale fisheries in terms of species and quantity is still to be determined. This is particularly relevant for the Western Cape where approximately 2,000 fishers were verified as SSF. On the 28 April 2017, the General Published Reasons (GPR) on the allocation for 2016/17 WCRL Commercial Nearshore Fisheries was provisionally approved. The GPR notes a reduction in the Total Allowable Catch (TAC) allotment to WCRL Commercial Nearshore Fisheries from 19.54% to 4%.

The participants in this sector came down from 822 to 75 rights holders.

However, the GPR states that the SSF proportion of the global TAC effectively increases from 14.26% (12.26% Interim Relief + 2% Northern Cape SSF) to 36%. The GPR clusters the WCRL SSF and commercial nearshore together as Nearshore Fisheries. Furthermore, it speaks of two sub-sectors only, that is, Near Shore (40%) and Off-Shore (60%).

No mention is made of Recreational Fishing, which in the past received approximately 3.59% of the WCRL TAC. Initial observations reveal that this trade-off between WCRL commercial nearshore and small— scale fisheries resulted in increased acrimony amongst fishers within coastal communities.

Restoring dignity It could be suggested that the ultimate aim of the SSFP is to restore the dignity, custom and traditions of small scale fishers in coastal fishing communities – many fishers felt demoralised and dehumanised as result of past fishing rights allocation processes. Hopefully through the SSFP, the pivotal role of this sector will be recognised and be regarded as nucleus fisheries. Within the context of a fully-fledged Small-Scale Fisheries Sector, its historical value and importance would be restored.

Moreover, the policy aims to address value chain constraints by creating an enabling environment for fishers to maximise the catch, process and marketing efficiencies of their harvest with minimal legislative requirement. The Marine Living Resources Act (MLRA) of 1998 was amended accordingly in 2014 as it previ-

Mark Botha will continue to bring more to light on the small scale fishers in future issues in our new feature: THE END OF THE LINE where he will investigate success stories; analyse the status quo and explore notions of alternative economic activities for small scale fishers and communities.

Maritime Review Africa MAY / JUNE 2017

THE UGLY

]

T

he verification process is being disputed by several SSF stakeholders. On Freedom Day this year, Radio Sonder Grense (RSG) held an engagement with a panel of key informants and general public. The panel comprised Chris Nissen (Human Rights Commissioner and former chairperson of Sea Harvest), Professor Muniebah Isaacs (Academic and Researcher at the Policy for Land Agrarian Studies at UWC), Pieter van Dalen (DA Member of Parliament) and Pedro Garcia (chairperson of the United Fishing Front).

The gist of the discussion was on challenges within the SSF sector.

Most participants noted serious concerns with verification. It has been suggested that a number of bona fide fishers were not properly vetted.

Industry experts argue that past experience shows that those fishers who were unsuccessful in receiving allocations generally resort to illegal fishing for survival or as commonly referred to “vir die pot” (for the pot).

Continual transparent dialogue between the various stakeholders is essential if we are to a avoid erring towards an ugly scenario that continues to disenfranchise the small scale fisher and criminalise efforts to live off the sea.

ously limited pre-and-post harvesting activities and, in 2016, the MLRA was amended to legislatively recognise the rights of small scale fishers. Given this, a brief review of the potential assenting and dissenting views is warranted.

The way forward DAFF ought to constitute the Consultative Advisory Forum (CAF) which is part of the Marine Living Resource Act (MLRA).

In doing so, expertise could be drawn from the civil society, the NGO fraternity and academia. Moreover, the prevailing challenges within the SSF could lead to opportunities for growth.

Furthermore, within the context of SSFP, local markets could be established. In doing so, the SSF value chain ought to benefit current marginalised fishers. This will not only improved the livelihoods of SSF communities through greater levels of employment and higher income levels, but also improve the morale of fishers who are currently extremely demoralised.

This gives us hope! ⚓

Specialists in the provision of world class marine services since 1995

www.subtech.co.za | info@subtech.co.za

FISHING

Aquaculture

Market-driven Aquaculture Growth Prof Peter Britz | Samantha Venter |

n

Department of Ichthyology & Fisheries Science, Rhodes University, Project Coordinator, South African International Maritime Institute

South Africa has a limited suitable natural environment for aquaculture but this has not hampered the country’s drive to develop the aquaculture sector to supplement the productive marine fisheries that are its main source of seafood. Although the country has well-developed infrastructure, supply chains and business institutions; a highly exposed coastline on the southern tip of Africa and a water-scarce interior limits the environment for aquaculture production.

N

onetheless, significant government support for sector development and investment, rising consumer demand for local and sustainable seafood, and a shift to a valuechain-driven growth strategy are key factors that have combined to create a competitive advantage and signal the coming of age of South African aquaculture.

Heavy wave action from Southern Ocean frontal systems and cyclones in the Indian Ocean, and a coastline with few sheltered bays of sufficient size, limit the potential for large-scale marine aquaculture, such as sea-cage farming. South Africa has thus focused on the development of shore-based marine aquaculture. Technology has successfully been developed for the culture of abalone (Haliotis midae) and dusky kob (Argyrosomus japonicas), but pump-ashore production costs are high, making this technology suitable only for high-value products.

Inland, water-scarcity and wide temperature variation from summer highs to

LEFT | Small-scale farmers sorting mussels, Saldanha Bay.

66

Maritime Review Africa MAY / JUNE 2017

Aquaculture

FISHING

winter lows render large areas of the country unsuitable for either coldwater or warmwater species. Commercial aquaculture is so far limited to the production of trout (Oncorhynchus mykiss, Salmo trutta) in the headwaters of mountains, and warmwater species such as African catfish (Clarias gariepinus) and tilapia (Oreochromis mossambicus, O. niloticus) in recirculating systems.

Despite these sub-optimal environmental conditions and the relatively low fish prices that have limited the development potential of aquaculture, a combination of key market forces, coupled with government prioritising the growth of the sector, particularly over the past five years, has seen the emergence of a small but vibrant aquaculture sector producing high- value products including abalone, trout, mussels and oysters. Off the back of a well-established abalone export industry, recent growth and diversification in aquaculture has been stimulated by rising consumer demand for local, fresh, authentic and sustainable seafood.

At the same time, the government’s aquaculture development policy has shifted from a production-driven to a value-chain approach where start-up projects are integrated into existing commercial value chains and government support is focused at the policy and enabling regulatory level, while the private sector drives the actual production and market-related aspects.

Market-based incentives, such as aquaculture sustainability labelling and enterprise development partnership schemes created by national retail chains, offer a real opportunity for emerging aquaculture producers to develop value-chain orientated production from the outset.

This has led to encouraging and significant growth in aquaculture’s contribution to fisheries production value and employment and aquaculture now ranks as South Africa’s third largest fishery sub-sector [see Box – South African Aquaculture By the Numbers, page 45].

Job creation is a vital statistic in a country with a 26 percent unemployment rate.

In contrast to shrinking fishery employment, direct and indirect jobs in aquaculture have shown consistent growth since 2000.  Continue to pg 68

RIGHT ABOVE | Small-scale mussel farmer with newly prepared rope of seed mussels.

RIGHT | Shore-based abalone farm in Hermanus, South Africa.

Maritime Review Africa MAY / JUNE 2017

67

FISHING

Aquaculture

Consumers are increasingly focused on healthy eating too, with fish seen as a healthier protein option. Interest in environmental sustainability, local sourcing and organic production is moving from the fringe into the mainstream. These trends all bode well for aquaculture production and public acceptance of high-quality, sustainably farmed fish products.

Although the country maintains a healthy trade surplus on aquaculture products, almost exclusively due to abalone exports, 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.

South Africans consume a relatively small 7.5 kg/capita of fish products a year (compared to the global average of 17 kg), but are beginning to consume more fish. While the market for red meat and poultry is considered saturated at around 40 kg/capita, there is considerable scope for growth in fish consumption with aquaculture well positioned to exploit this market gap. The challenge to local producers is to produce fish at a price that is competitive with imports.

Growing a Fish-eating Nation Like the rest of the globe, South Africans are becoming a nation of “foodies.”

Eating-out options have exploded over the past decade into diverse cuisines and ingredients, helping to move seafood into the mass-market with an ever-widening array of fish-focused restaurant franchises and fast-food outlets competing on equal footing with more traditional red meat, fried chicken and pizza offerings. A delicacy such as sushi, unheard of in local restaurants 20 years ago, has moved rapidly from upmarket and exclusive to widespread availability at the average supermarket food counter.

Consumers are increasingly focused on healthy eating too, with fish seen as a healthier protein option. Interest in environmental sustainability, local sourcing and organic production is moving from the fringe into the mainstream. These trends all bode well for aquaculture production and public acceptance of high-quality, sustainably farmed fish products.

While the move to greater fish consumption has mostly happened in the eating-out and fast food sphere, a critical success factor stimulating demand and creating a mass consumer market for seafood — which in turn supports aquaculture production — is encouraging consumers to buy more fish for home consumption. South African consumers in general, apart from small communities where fish forms part of their cultural traditions, tend to know very little about fish as a food source and are wary of buying and preparing fresh and especially whole fish.

Here, the retail chains are playing a

68

Maritime Review Africa MAY / JUNE 2017

key role by actively marketing and expanding their range of fresh, quality seafood (where previously they mainly stocked tinned and frozen industrial fishery products), both encouraging and responding to growing consumer awareness and receptiveness to eating fish. In-store promotion and stocking of new products is complemented by own-branded, food-related magazines; consumer engagement on social media platforms; customer educational events, and presence at consumer-focused lifestyle and food expos – all serving to educate consumers on new food trends, including fish.

Aside from trout, which is a well-established locally farmed fish with products packaged and sold in a wide range of formats, South Africans have not traditionally consumed much freshwater fish.

The seafood chain restaurants have changed this, with farmed, freshwater fish such as Vietnamese pangasius (or basa) catfish and Nile perch readily accepted on menus. Retailers have followed suit, presenting farmed tilapia, for example, in filleted, seasoned, readyto-cook packaging, offering consumers an easy way to try a new product.

The big opportunity for South African aquaculture is to replace imported with locally produced fish. The growth in eating-out fish consumption has largely been fed by imports, most of which are aquaculture products. Thus, the potential for South African aquaculture is to replace prawns from Vietnam and India, salmon from Scotland, Chile, and Norway, pangasius from Vietnam and greenlip mussels from New Zealand on local shelves.

Producers are already making inroads in this regard. For example, locally farmed mussels from Saldanha Bay are increasingly preferred by restaurants and consumers over the New Zealand greenlip mussels that previously dominated the market due to their large size and lower price.

The local product has the advantage of better quality and flavor, freshness, authenticity, locally sourced, and not being frozen and transported over thousands of kilometres.

Trout from South Africa and Lesotho is an outstanding product and preferred by many over imported fresh salmon. As a result, the market is undersupplied with local trout and production is expanding into new waters, including sea trout in Saldanha Bay and the Lesotho Highlands dams.

Sustainability Holds the Key The South African market is increasingly demanding environmentally sustainable seafood, which has created a competitive advantage for aquaculture products that are sustainably produced. The World Wildlife Fund’s South African Sustainable Seafood Initiative (SASSI) has been highly successful in changing consumer behavior and seafood supply chain procurement through awareness campaigns and easily accessible information for consumers on the sustainability status of fish species.

Launched in 2004, SASSI has significantly changed the way that South African suppliers, restaurants and consumers view fish, generating widespread buy-in and shifting demand from overexploited fisheries to more sustainable species. SASSI works across the entire supply chain: with producers to improve harvesting and production methods and with retailers on setting and measuring sustainability goals. Its most significant success, however, has been in raising public awareness, stimulating consumer demand for sustainable fish and creating a ripple effect back down the supply chain.

SASSI’s easy-to-understand ‘traffic light’ system which categorises fish as green (best choice), orange (think twice) or red (don’t buy) has been widely accepted and is the main driver of the trend to sustainable seafood procurement and consumption. These categories are widely used on seafood labelling by retailers, by some restaurants on menus, and are easily accessed by consumers online, through SMS and a smartphone app, as well as posters and pocket-cards.

Although SASSI encourages producers to achieve certification by the Aquaculture Stewardship Council (ASC) or other certification schemes, the SASSI green-orange-red listing system is currently the main driver of the trend to sustainable fish procurement in South Africa. SASSI ‘green-listing’ is sought-after by fish producers and regarded as a major boost for sales in the local market. Recently, abalone farms have begun applying for certification through the ASC abalone standard and Friends of the Sea, with the trout and shellfish sectors set to follow.

The advantage for aquaculture as a relatively new industry is that sustainability can be built in from the start and a premium attached to the price. For example, while dusky kob is ‘red-listed’ for line fishing and inshore demersal trawl, it is “green-listed” for aquaculture production. A local producer of dusky

Aquaculture

FISHING

South African Aquaculture

By Numbers Production  4,802 t in 2013 (excluding

seaweed and ornamentals)  18% increase in production

over 2012  Marine aquaculture produc

tion increase by 30% Abalone increased by 32% Mussels increased by 30% Oysters increased by 15% 



8.7% overall sector growth rate (2005-2013) Aquaculture contribution to total SA fish production (2012): 0.8%

Employment  2,831 employed in 2013  604 new jobs in 2013, of which

500 in abalone —27% increase Farms  36 marine  193 freshwater  Total 229 (34 new in 2013) Operation Phakisa targets (2030)  Revenue increase from US$ 48.2 million to US$ 207.7 million (R696 million to R3 billion)  Production increase by 20,000t  Jobs increase to 15,000

TOP | Newly seeded abalone on a reef at Port Elizabeth. Experimental abalone ranching rights have been issued to commercial companies.

ABOVE LEFT & ABOVE RIGHT | Abalone spat at weaning from diatoms to pelleted feed.

LEFT | Hatchery reared perlemoen abalone (Haliotis midae) being seeded into depleted reefs, Port Elizabeth.

Maritime Review Africa MAY / JUNE 2017

69

FISHING

Aquaculture

The foundation for an enabling environment to support growth of the aquaculture sector is in place, with the South African government prioritising aquaculture in its National Development Plan (NDP) to 2030 as a sector with high growth potential and a route to alleviating poverty, unemployment and inequality through enhanced food security.

kob has built its brand image on sustainability and green-listing, resulting in its farmed product being bought in preference to the wild-caught fish and at a higher price.

The wide acceptance of the SASSI listing system by national retailers and restaurants opens the door for the sustainably produced, traceable value chain, greenlisted products of local aquaculture producers. Locally-farmed fish is also seen to offer positive product attributes of reliability of supply and consistent quality.

While seafood restaurant franchises are adopting sustainable seafood sourcing policies, and top chefs are making sustainability and green-listing a non-negotiable sourcing condition, aquaculture also stands to benefit significantly from the sustainability commitments made by major national retailers and particularly their interest in partnering to develop seafood value chains and assist emerging producers to meet their quality and sustainability criteria.

These retailers want to work with producers to develop the value chain, not only to secure their supply and product quality but also in line with overall commitments to sustainability, social responsibility and black economic empowerment The opportunity for aquaculture is there to be taken, but the challenge for this new industry is

Aquaculture in the African context: Rising from a slow start, aquaculture production in Africa is poised for sustained growth over the next two decades. The intersection of market opportunities, economic factors and environmental conditions positions the continent as arguably the “last great frontier” for aquaculture development — set to be a focal point of discussions at the World Aquaculture Society meeting in Cape Town, South Africa, at the end of June 2017.

The untapped potential of the continent’s extensive inland waterways and coastlines, together with an increasing shortfall in fish supply, creates a significant opportunity for aquaculture to meet the rising demand for fresh fish from a growing and rapidly urbanising consumer population.

The World Bank forecasts the fish supply shortfall for Africa to rise to 1.8 million tons by 2030, with capture fisheries under pressure and increasingly unable to meet demand. While per capita fish consumption is declining in general, this is largely due to lack of supply to meet population growth.

Moving from a historical focus on subsistence aquaculture, commercial aquaculture is taking off in several African countries, supported by increasingly formalised urban economies, modernisation of the retail sector and a move to consumption of commodity products. This is coupled with African governments’ investments in infrastructure and logistics, and supportive policy regimes that facilitate growth of the sector.

Any analysis of aquaculture activity and potential in Africa thus needs to be taken down to the regional or country level to develop a clear understanding of the diverse opportunities and challenges.

70

Maritime Review Africa MAY / JUNE 2017

to reach sufficient production volumes, reduce input costs and establish economies-of-scale along with integrated, mature value chains.

Enabling Aquaculture Growth The foundation for an enabling environment to support growth of the aquaculture sector is in place, with the South African government prioritising aquaculture in its National Development Plan (NDP) to 2030 as a sector with high growth potential and a route to alleviating poverty, unemployment and inequality through enhanced food security.

The National Aquaculture Policy Framework, an ambitious and comprehensive sector development plan regarded as central to achievement of the goals of the NDP, is supported by the National Aquaculture Strategy and Action Plan, which sets clear targets towards doubling production by 2020. These strategies are given substance and the development of commercial-scale aquaculture supported in the country’s Industrial Policy Action Plan through investment incentives and grants offered by the Department of Trade and Industry under the Aquaculture Development Enhancement Programme.

The inclusion of aquaculture in the Presidency-led Operation Phakisa initiative to stimulate growth of the blue economy has lent further impetus to these policies and support measures through its approach to fast-tracking development by driving integrated activity by stakeholders and government departments accustomed to working in silos, cutting through red-tape and focusing on implementation at a detailed, action-step level.

The targets for the aquaculture sector are to more than treble production to 20,000 tons by 2019, growing current production value of US$ 48.2 million to US$ 208 million and creating 2,500 new direct jobs (with an additional 15,000 new jobs forecast for the value chain).

This is to be achieved by supporting expansion of existing operations and assisting the establishment of new operations in some 32 identified catalytic projects, mainly in high-value species abalone and oyster as well as a handful in dusky kob, trout and salmon.

These interventions are complemented by measures to address legislative and regulatory constraints that hamper growth and investment in the sector, such as fast-tracking environmental impact assessments and land transfer,

as well as setting monitoring and certification standards, providing access to markets, access to state land, support to producer organisations for value chain development, and training of people for careers in aquaculture.

The aquaculture sector benefits from a close working relationship and cooperation between industry and government on sector development and management, enabled by government’s investment in developing a dedicated aquaculture support team within the lead agency, the Department of Agriculture, Forestry and Fisheries (DAFF). The aquaculture industry is well-organised through representative producer associations and the overarching AquacultureSA commodity group is recognised by DAFF as a representative body with which it can formally engage on implementation of the aquaculture development policy and diverse issues such as trade, market development, research, development interventions and veterinary services.

The Size and Shape of South African Aquaculture Marine aquaculture in South Africa is dominated by molluscs — abalone (Haliotis midae), Pacific oyster (Crassostrea gigas) and mussels (Mytilus galloprovincialis and Chromomytilus meridionalis) — with finfish an emerging industry. Dusky kob (Argyrosomus japonicus) is currently the only finfish being grown commercially, although other species such as yellowtail (Seriola lalandi) are being researched for production potential.

Seaweed (Ulva spp. and Gracilaria spp.) is farmed as abalone feed. Although the marine sub-sector operates across just 36 farms, compared to 193 freshwater operations, it accounts for approximately two-thirds of production volume and more than 80 percent of value, due mainly to the contribution of the well-established, high-value abalone sub-sector.

Trout (Onchorynchus mykiss and Salmo trutta) leads overall aquaculture production in terms of volume, narrowly overtaking abalone, although abalone far outstrips it on value. It is the most established freshwater sector, while increasing attention is being paid to growing the emerging tilapia (Oreochromis mossambicus, O.niloticus and Tilapia rendalli), catfish (Clarias gariepinus) and marron crayfish (Cherax tenuimanus) sub-sectors. Ornamental species, mainly common and koi carp (Cyprinus carpio), are also cultivated on a small scale, but are not discussed in the profiles below, which focus on species cultivated for human consumption.

Aquaculture

FISHING

Abalone The power-house of South African aquaculture, abalone is produced primarily for export to Asia and outshines all other aquaculture products with a 76 percent share of the overall value generated by the sector, as well as leading in product value (US$ 30- 50/kg), employment, and production volume. Production increased by 32 percent year-on-year in 2013 to a record 1,470 t, accounting for almost half of marine aquaculture production and about a third of the sector in total.

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.

Commercial cultivation of the species is based on locally-developed technology, the result of a sustained research and development partnership between industry, government and universities.

The most recent innovation to come out of this collaboration is a novel approach to undertake abalone ranching in fishery areas depleted by poaching and in the west coast kelp beds where abalone do not naturally occur. The DAFF has promulgated abalone ranching guidelines and issued experimental permits to companies to seed hatchery-reared abalone into defined areas where they have the right to guard and harvest the abalone resource.

South African abalone has a reputation for quality due to its superior flavor, texture and size, securing it a market position as a niche, premium product in Asia. Strong demand from China for farmed South African abalone is stimulating new investment in farms, with production expected to quadruple within the next decade. Meanwhile, competition is increasing from massive growth in Chinese and Korean farmed abalone (estimated 100,000 t of mainly Haliotis discus hannai), pressuring prices downward. These trends require the South African abalone industry to explore new markets, strengthen economic value and diversify their product ranges and formats, and cooperate in developing a brand strategy to distinguish South African abalone on global markets and reinforce its position as a premium, luxury product. ďƒ° Continue on pg 48 ABOVE | Oyster baskets, Saldanha Bay. LEFT | Hatchery reared perlemoen abalone (Haliotis midae) being seeded as part of an experimental ranching project in Port Elizabeth.

Maritime Review Africa MAY / JUNE 2017

71

FISHING

Aquaculture

South African mussels are starting to be preferred in the local market to their main competition, frozen imported New Zealand ‘greenlip’ mussels, which are cheaper but of lower quality.

Educating consumers about the quality, freshness and local origin of South African mussel products has the potential to further grow the value chain.

Of 20 operational abalone aquaculture farms, 12 are land-based with independent hatcheries, while four operate grow-out facilities only. There is one sea-cage farm and two ranching operations.

Trout South African trout producers are typically small, family- owned operations, with only a handful of the 47 operational farms producing more than 20 tons towards the 1,522 tons recorded for the species in 2013. Technology used for cultivation includes raceway, pond, cage and recirculating systems. Trout farming is restricted to cool mountain catchment streams in the coastal Western Cape and inland Mpumalanga provinces, but fish growth and production are limited by water availability.

The game is changing, though. Two new large-scale trout operations on the Katse Dam in neighboring Lesotho produced approximately 1,800 tons in 2014, with growth capacity projected at 6,000 tons.

An additional operation on the Mohale Dam, also part of the Lesotho Highlands Water Project, has yet to come on stream. Two dams in South Africa with the potential for large-scale production (5,000-10,000 t/yr) have also been identified for development in the Operation Phakisa programme.

The Lesotho farms are expected to double the supply of trout to the local market over the next five years and replace imported trout. This is positive for the currently under-supplied local market, where processors are forced to supplement their supply with imports to meet demand. Processors and retailers prefer the local product for its superior quality, reduced price uncertainty from currency fluctuations, and long-term business relationships. Many restaurants and consumers choose the SASSI green-listed local product over imported orange-listed salmon.

The trout value chain is well-established, with a number of processors producing premium smoked, cured, frozen and fresh products, and the sector is well-positioned to grow organically by taking advantage of a favourable local market, its established product range, reputation for quality, upmarket products and its SASSI green- listing.

Mussels Three large-scale producers, together with a new farm established in 2013, operate in Saldanha Bay on the west

72

Maritime Review Africa MAY / JUNE 2017

coast, producing both fresh product for the restaurant trade and a range of value-added mussel products in cooked and frozen forms for retail and catering.

South African mussels are starting to be preferred in the local market to their main competition, frozen imported New Zealand ‘greenlip’ mussels, which are cheaper but of lower quality. Educating consumers about the quality, freshness and local origin of South African mussel products has the potential to further grow the value chain.

Both the indigenous black mussel (Choromytilus meridionalis) and the exotic Mediterranean mussel (Mytilus galloprovincialis) are cultivated, with production increasing by 30 percent in 2013 to a highest-ever 1,116 ton, making mussels the third-largest aquaculture sub-sector overall.

A small portion (63 tons) of overall production is exported, mainly to African countries and island states. An export growth opportunity exists if South Africa’s shellfish water-quality monitoring programme can be brought up to European Union standards.

Oysters Oysters have a similar value chain to mussels, except that only a fresh product is produced for the local restaurant trade and specialised seafood retail outlets.

The production operation is relatively simple, requiring no feed inputs. Oyster spat are imported from overseas hatcheries and locally-cultivated oysters have a reputation for quality and flavor as a result of the favorable growing conditions in Saldanha Bay. Production is growing, albeit off a low base, with 277 tons produced in 2013, and producers (nine operational in 2013) move their product to market through a network of well-established relationships. Although no oyster processing currently occurs, there are export possibilities for frozen oysters. As with mussels, the monitoring and certification of local oysters would need to be brought up to international standards.

Marine Finfish South Africa has not yet successfully moved much beyond the pilot stage in marine finfish aquaculture. A number of species have been trialed for feasibility and market access over the years, with dusky kob currently the only species cultivated commercially. Pilot farms for dusky kob included three recirculation and one pond culture facility in 2013,

with production increasingy dramatically from 48 to 147 tons, but viability has been challenged by recirculation technology issues and the high operating costs of land-based recirculation systems.

Catfish While the technology is available for intensive catfish production and the species is ideally suited for production in indoor systems in the temperate South African climate, the value chain — specifically a clear market for the product — remains undeveloped. Catfish suffers from negative market perceptions as an inferior ‘poor man’s fish’, also due to its ‘ugly’ appearance and its meat characteristics (red color, meaty texture and distinct flavor) which differ from traditional white fish fillets.

Despite ongoing attempts to develop catfish farming — due to the species suitability for production and for its perceived potential as a low-cost protein source — there is currently no commercial-scale catfish production in South Africa. The only commercial operation, which had been producing since 2001, with a 200 tons per year capacity, has recently suspended operations so as to revise its business model, illustrating the difficulties around value chains and markets for catfish. On the one hand, extensive product promotion and development of value-added products such as smoked catfish were positively received by chefs and upmarket restaurants, but the distribution logistics for small volumes were uneconomical.

On the other hand, a large West African expatriate community provided a steady market for live and traditionally smoked dried fish, but rising input costs priced the fish out of the market.

A number of un- or under-utilised small-scale production facilities are the focus of government-sponsored catfish farming projects, motivated by policies to promote small farmer development and improve livelihoods in rural areas.

The projects are funded by government with goals of poverty alleviation, creation of employment and the supply of an affordable source of nutrition, but their economic viability and potential as sustainable business enterprises without government support remains questionable.

New production and market strategies are required to establish catfish aquaculture as an economically viable and competitive sub-sector, including addressing the high costs of doing business for pioneer farmers, developing

Aquaculture realistic product pricing and distribution logistics, as well as product development, promotion and marketing.

Tilapia Although tilapia does not have the image problem of catfish, it has similar challenges of an unsuitable environmental temperature regime, undeveloped value chain, high production costs and the need for product development and marketing strategies to position it

competitively against imported tilapia products.

The fresh product is positively received in upmarket retailers and restaurants, but access to markets is constrained by the sector’s size and low volumes averaging less than 10 tons per producer.

Achieving a premium price will require greatly increased volumes and competitive advantages such as quality, freshness, value-added products and/or sustainability certification. After several years of no production, a resurgence of

086 137 0206

interest in tilapia production has seen the formation of a producer association and production of 290 tons in 2013.

Notes | �mounts in US dollars are based on

an exchange rate of 14.44 South African Rand (ZAR) per US$ on 21 November 2016.

This article first appeared in World Aquaculture; December 2016 Edition on pages 19 - 28 and is reprinted here with permission.

infocpt@sstg.co.za

www.sstg.co.za

FISHING

References Britz, P. 2014. FAO Technical Support to the Department of Agriculture, Forestry and Fisheries (DAFF) in the Overall Development of the Aquaculture Sector in South Africa. Report TCP/SAF/3401/2.

Britz, P, L. Brenner, R. Krohn, and G. Chigumira. 2015.

Development of a medium-term branding strategy for South African abalone exports.

Report for TIPS (NPC) and Department of Trade and Industry.

Britz, P., T. Shipton, G. Johnson, W. Schoonbee and J. Rutaisire. 2015.

Market Study Aquaculture (South Africa, Kenya, Uganda, Tanzania). Unpublished report for Innovation Norway South Africa.

STCW approved training

FULL CAREER DEVELOPMENT SERVICES SSTG is more than a training centre and offers a full range of services to keep your vessels and crew safe MARITIME TRAINING:

CORPORATE TRAINING:

We focus on providing quality STCW approved training that will assist you to legally comply and acquire the required competency to perform your duties at sea. We offer a full range of qualifications and ancillary courses including Small Vessels, Fishing.

SSTG is launching a Corporate Training division that will focus on the baseline soft skills required to effectively perform your job, such as Leadership and Management, Problem Solving, Interpersonal skills, Professional Ethics, and others.

CREW RESOURCE MANAGEMENT: Our all-encompassing service manages career paths, projects, accelerated training programs and much more.

Step-by-step guidance is offered from completing training record books to applying for CoC’s and providing additional services like bookings, doctors’ appointments etc.

FIRE WATCHING & TANK GUARD SERVICE:

MERCHANT FLEET TRAINING: Our maritime training extends beyond the fishing sector and includes STCW approved training for Master Coastal, Deck Officers and Marine Motorman. Our team offers full career guidance within the maritime qualifications.

TASK AND OPERATIONS MANAGEMENT:

We provide a professional service of ‘fire watching’ on board fishing vessels, oil rigs or merchant vessels to protect your vessel during any hot work done on board. As an extension to Fire Watching we recently introduced a Tank Guard Service that provides you with certified Tank Guards to take charge of enclosed space entries.

This is an Internet based proactive e-mail notification system. Our Task and Operations Management System (TOM) will help you to keep track of all the tasks that have been allocated to staff on a daily basis, per division and individual; reminding staff of outstanding tasks and elevating problem areas to your management team.

MARITIME CONSULTANCY:

SAFETY MANAGEMENT:

We offer a consultancy service to assist with Maritime queries. We can assist with transitional arrangements to STCW-F and can help with most maritime law queries.

We are not maritime law attorneys, but have in-depth practical knowledge pertaining to such.

SSTG offers a Safety Management System that is easy to implement with a proven track record. It is easily understood by your crew and addresses the needs to ensure that your vessel is operated safely and effectively.

FLAGS:

COMPLIANCE AUDITS: Our Risk Audit will determine the state of your vessel and provide you with a detailed report to ensure that all aspects of your vessel’s maintenance and safety are covered in accordance with current legislation.

Our Fleet Legislative and Guidance System (FLAGS) was designed to fill a gap in the marine industry with the ojective of saving lives. When a vessel is in good shape and crewmembers are all certified, it reduces the risk of accidents and fines.

St Helena Bay

Mandela Bay

Cape Town

21 Ocean View Avenue, Stompneus Bay, 7382 Tel: 086 137 0206 Fax: 086 441 9163

2nd Floor Fleming Building, Fleming Street Central, Port Elizabeth, 6100 Tel: 086 137 0206 Fax: 086 441 9164

10 Section Road, Paarden Eiland, 7420, Cape Town Tel: 086 137 0206 Fax: 086 441 9148

DAFF, 2015. Aquaculture Yearbook 2014. Department of Agriculture, Forestry and Fisheries (DAFF), South Africa.

FAO. National Aquaculture Sector Overview: South Africa. www.fao.org/fishery/ countrysector/naso_ southafrica/en.

IMF World Economic Outlook Update. www.imf.org/ external/pubs/ ft/weo/2016/ update/02/. July 2016.

Operation Phakisa: Oceans Economy progress reports.

Oceans Economy Secretariat, Department of Environmental Affairs, South Africa.

World Bank Africa Overview. www. worldbank.org/en/ region/afr/overview.

Last updated 21 September 2016.

WWF-SA 2016, Oceans Facts and Futures: Valuing South Africa’s Oceans Economy. WWF-SA, Cape Town, South Africa.

WWF-SASSI. www. wwf-sassi.co.za.

We offer affordable accommodation and an airport shuttle service at our St Helena Bay premises

Maritime Review Africa MAY / JUNE 2017

73

MARINE ENGINEERING

These are the ships that South Africa built

These are the ships that South Africa built

A rallying cry for the local shipbuilding industry

By Brian Ingpen

Many old paintings of scenes along the South African coast show small wooden craft from schooners to rowing boats, in various anchorages or in the midst of the Cape rollers, with the boats’ occupants fishing. These are testimony to an early boatbuilding industry that produced stout craft to carry sealers, guano-gatherers and fishermen to the west coast.

t T

he establishment of the boatbuilding industry was the logical product of early Dutch craftsmen who repaired the hulls, masts and yards of East Indiamen’s vessels that had been battered by the frequent gales and wild seas off the coast. Indeed, the boatyards in Cape Town, and most of the fishing centres, built hundreds of typical Cape fishing boats over the years.

An early craft Among the leading boat builders was Louw & Halvorsen, whose boatyard was an interesting place to visit with its aroma of freshly cut timber filling the air.

Shipwrights cut planks from huge oak logs, and bent them to fit the frames, and gradually, the sturdy fishing boats took shape.

A glance across fishing fleets at the west coast harbours will show that many of those original clinker-built hulls have survived umpteen winters as their crews harvest snoek, anchovies or pilchards from the once-rich west coast fishing grounds. Under wartime conditions, the company built the Robben Island ferry Isie, named after the wife of Prime Minister Jan Smuts. The vessel lasted for

74

Maritime Review Africa MAY / JUNE 2017

nearly 40 years. A second ferry, Dias, was built by James Brown in Durban in 1957, and is still operating.

When launch operator Larry Ruddy and his opposition, Robert Quine, extended their respective off-port-limits services during the initial phase of the Suez Canal closure in 1967, they each bought Louw & Halverson-built fishing boats; converted their fish hold for carrying stores, and used them to service ships for years. The two companies amalgamated, and, besides its fast, modern

launches, the current descendent of those pioneers of the off-port-limits service, Servest Marine, still operates Tygerberg, one of those wonderful original launches to ferry stores to vessels off the coast.

Steeling the shipbuilding tradition From the mid-1950s, shipbuilding in Cape Town was focused on the Globe Engineering yard next to the yacht basin.

As far as I can recall, the small cargo ferry, Blouberg, was the first sizeable

These are the ships that South Africa built

steel ship built at that yard in 1957. She was built originally for the Navy in 1957 before her hand-over to the Prisons Department who operated her to the island from 1963 until she was scrapped in the early 1980s. Dorbyl in Durban built a replacement of the same name that is still in service.

From the Globe yard came Jack and Sheila, the prototypes of the very successful Cape-class inshore sidetrawlers built in numbers for Irvin & Johnson. They had pleasing lines and

were good sea-boats, powered by reliable, imported Burmeister & Wain Alpha diesels.

A number of pilot launches and the fisheries research vessel Sardinops were also built there, as were several curious looking diamond recovery barges and the small tug Chameis. The owner of Chameis was the flamboyant American, Sam Collins, who had set up Marine Diamond Corporation to exploit the diamond fields off the South African and South West African (Namibian) coasts.

MARINE ENGINEERING

ABOVE: The 1976-vintage salvage tug Smit Amandla (ex SA John Ross and now known colloquially as Amandla) is still operating, a testimony to her Durban builders (James Brown and Hamer) and the maintenance programme undertaken by those who have served aboard this remarkable ship, now owned by Cape Town-based African Marine Solutions (AMSOL). She is seen here holding a rig while the towing tug bunkered in Cape Town. Photograph: AMSOL.

Maritime Review Africa MAY / JUNE 2017

75

MARINE ENGINEERING

What enabled Globe to produce such good designs and high-quality vessels was their competent shipyard design office, populated by experienced marine draughtsmen and headed by a highly experienced Dutch naval architect who had at his disposal a team of highly skilled artisans. A former Union-Castle chief engineer, Harry Smith, was the respected managing director of Globe in those days.

These are the ships that South Africa built

TOP: The first containership to be built in South Africa was the 408-teu Berg, seen here shortly before her launching in 1977. Her sistership, Breede, came out the following year. Photograph: Unicorn Collection

ABOVE: Built at the Sandock-Austral yard in Durban in 1987, the naval 146-metre logistics support ship SAS Drakensberg is still in service and remains the largest vessel built in a South African yard.

Photograph: Brian Ingpen.

ABOVE RIGHT: The small Unicorn coaster Oranjemund was completed by Dorbyl in Durban in 1976 for the Cape Town – Port Nolloth trade in 1976. She underwent major modifications in 1986 and 1992, emerging form the latter as a tanker to carry high flashpoint liquid cargoes.

Photograph: Unicorn Collection

76

Maritime Review Africa MAY / JUNE 2017

As the Navy began to expand after its takeover of the Simon’s Town naval base from the Royal Navy in 1957, Globe was commissioned to build two harbour tugs – De Noorde, a conventional twin-screw tug (completed in 1961) and De Neys, the first Voith-Schneider-propelled tug to be built in South Africa (completed in 1969). A steel harbour launch DL5 also came from the Globe yard for the navy.

Dorbyl’s Durban yard delivered another Voith-Schneider tug, De Mist, for the navy in 1978. The tugs operated until 2016 when they were replaced by a pair of multi-directional tugs, built in the Cape Town yard of Damen.

Skilled for success What enabled Globe to produce such good designs and high-quality vessels (Sardinops operated for the sea fisheries department for over 50 years) was their competent shipyard design office, populated by experienced marine draughtsmen and headed by a highly experienced Dutch naval architect who had at his disposal a team of highly skilled artisans. A former Union-Castle chief engineer, Harry Smith, was the respected managing director of Globe in those days.

Limitations on space; the growth in yacht ownership that required more moorings for leisure craft, and the growing need for marine repair and maintenance work led Globe to close its shipyard to focus on other forms of marine engineering.

The fulcrum of shipbuilding moved to the Bayhead in Durban. However, the last significant shipbuilding project in Cape Town at the time was based on the western side of the Victoria Basin on the site of the old block yard that had built concrete blocks for the breakwater.

As the newly invented dolosse could be made using less space and did not need the huge gantry crane to lift them; they were being produced closer to the breakwater. The block yard site was turned into a temporary ramped shipyard to build a new floating crane for Cape Town.

First the barge section was built and launched. Later her huge boom with

a lifting capacity of over 230 tons was fitted, and the crane Inkunzi entered service in 1977, the year that containerisation was formally introduced to South Africa. With no cargo gear and the container gantries limited to 40 ton-lifts, the containerships had to rely on the floating crane to handle heavier containers or occasional heavy lifts.

A similar crane, Indlovu, was built in Durban.

Government backs local shipbuilding In February 1967, Unicorn Lines called for tenders to build two vessels to carry newsprint rolls and sugar from Durban to other ports. The company was keen to support local shipyards interested in building the ships, although the costs of imported machinery and electronic equipment would probably militate against South African yards achieving competitive prices.

For its part, the government wanted to promote local shipbuilding for job creation as well as import replacement.

But there was a strategic imperative too as it became apparent that the French shipyards due to deliver three frigates to the South African Navy were being placed under pressure from international lobbies not to honour their commitments. As it turned out, the frigates were not delivered.

The country should promote shipbuilding, senior naval officers told the government, so that yards would have the expertise and capacity to build warships. Their point was taken and, despite foreign tenders being lower than the price submitted by a local shipyard for the construction of the Unicorn coasters, the government agreed to a 20 percent subsidy for a local yard to undertake the work.

Consequently, in June 1967, Barens Shipbuilding and Engineering Corporation in Durban was awarded the contract to build the two 4,540-deadweight ships, Tugela and Pongola, for which two Sulzer engines were ordered.

The entry of the first, Tugela, was a

Have you been considering repowering your vessel?

Cummins offers a full range of EPA Tier 3 propulsion and auxiliary solutions from 6.7 to 60 liters ideal for repower or replacement. Cummins Tier 3 product line applies advanced combustion technology to reduce emissions in-cylinder without the need for aftertreatment. These engines run cleaner and stronger, with exceptional dependability and durability. Take advantage of our “Repower with New� factory discount program on our QSB6.7, QSC8.3, QSL9 & QSM11 from 230 hp to 610 hp.

www.cummins.com

MARINE ENGINEERING

These are the ships that South Africa built

major milestone in the company’s technological progress. It was the largest ship to be built in a local shipyard at the time. Within a few weeks Unicorn began negotiations with Barens for a third similar vessel, Sezela, but with a heavy lift derrick for containers.

Media fanfare hails success Considerable media interest followed Tugela during her maiden voyage along the coast, and newspapers along the coast ran full spreads, extolling South African shipbuilding prowess. Similar coverage was given to the second Barens-built ship, Pongola, that entered service only a few months later.

The ships had some remarkable features for their time, including bridge-controlled engines and the latest navigation equipment. Designed for the carriage of newsprint and sugar bags, they had flush tweendecks and squared-off sides to the holds, making paper stowage easier. In the holds, there were no rivets or other protrusions that could damage the paper or sugar bags. Side ports facilitated the

BELOW: The naval tug Imvubu and her sistership were completed by Damen Shipyard in Cape Town in 2016. They operate in Simon’s Town naval base.

Photograph: Damen.

78

Maritime Review Africa MAY / JUNE 2017

handling of palletised sugar. They also had container capacity, especially for 20-foot reefer containers that had their own refrigeration equipment powered by diesel engines. The wine tanks that African Coasters had used to ship Moni’s products from Cape Town were modified to conform to the standard 20-foot units.

Some of the media hype about the shipyard omitted mentioning problems that had been experienced during the vessels’ construction. While inexperience on the part of the shipyard accounted for some of the difficulties, the late arrival of machinery from foreign manufacturers was a major factor in delaying the construction project.

The ships’ Paxman generators ran too fast and, after failing to locate new replacements, a company staff member found replacement generators in Saldanha Bay, discarded as scrap by Dutch dredgers that were deepening the bay in preparation for the new iron-ore export terminal. During the coasters’ subsequent calls in Cape Town they were fitted with the discarded generators, saving the company a large sum.

Overall, it was evident that the local yard had excelled in its first major shipbuilding project, a fact that was confirmed by the careers of the three ships. Although sold out of the Unicorn fleet to Asian owners, they all lasted for over 30 years, a phenomenal success. During their time with Unicorn, and with their other owners, these ships worked hard, making numerous port calls, all of which would have exacted considerable wear and tear on any ship. That they lasted so long is testimony to the quality of their design, construction and subsequent maintenance.

Despite some difficulties in the construction programme of the three vessels, the evident quality of the finished product paved the way for the construction by Durban yards of other ships for Unicorn.

delays, which were most frustrating at a time when cargo volumes were increasing at a most agreeable rate.

Unicorn needed their ships to take advantage of this profitable growth in trade, and invoked a penalty for the late delivery of the second pair of vessels.

Unicorn needed to augment its capacity for the anticipated boom in feeder cargo generated by the switch to containers that was expected in 1977, when containerisation of deepsea trades occurred. Early in 1976, Unicorn decided to build two 380-TEU coastal container ships for the local feeder services.

At the time oriental shipbuilding prices were plunging. The reopening of the Suez Canal and high insurance premiums had led to a drop in demand for large tankers and bulk carriers, once the lifeblood of Japanese builders, who were now touting for contracts at remarkably low prices that would simply keep the yards open and act as a counter to increasing competition from Taiwan and eastern Europe. Although Unicorn management had noted these factors, they opted for Dorbyl to build the two small containerships, Berg and Breede.

Again problems dogged the construction programme – both ships were delivered late and, until the shape of their sterns was modified and new propellers were fitted, they suffered remarkable vibration. Nevertheless, the ships enjoyed a long career in service for Unicorn and subsequent owners.

When the Unicorn coaster Zulu sunk following a collision off Saldanha Bay, it left a gap in the specialised trade between Cape Town and Port Nolloth on the west coast. In July 1974, Unicorn contracted Dorbyl to build a replacement for Zulu, and 16 months later, Oranjemund was commissioned. She ended up serving along the west coast for more than 28 years, initially to move general cargo, and, after modification, to carry high flashpoint fuel to west coast ports.

Gearing up for containerisation With containerisation looming, Unicorn had to plan ahead quickly. The Coastal Conference had agreed that there would be no container crane at the coastal container terminal in Port Elizabeth and that East London would have no container cranes at all. Accordingly, Unicorn’s marine department proposed the construction of two geared Trampco vessels for the coastal trade.

Again Unicorn went for a South African yard, Dorman Long, which, with government subsidies, was able to match tenders offered by foreign shipbuilders.

The 7,400-deadweight Verge and Ridge entered service in 1973. They began carrying containers on deck immediately, although the height of the main deck was too low for an additional tier of containers to be loaded below deck.

The problem was rectified when their two slightly larger consorts, Gamtoos and Gouritz were designed. In addition to improving the ships’ container capacity, naval architects included a special deep tank to carry fish oil from Walvis Bay and Cape Town.

All four ships suffered from construction

Emergency response The grounding of the laden tanker, Wafra off Cape Agulhas in 1971 prompted the country to assess its capacity to deal with potential incidents and pollution along its coastline. With no real local capacity, South Africa had to rely on the services of foreign tugs to conduct salvage and ocean towage operations.

After discussions with Safmarine, then South Africa’s leading shipowner, the standby salvage tug concept was developed. Recognised as the first ever standby service in the world, the concept has been adopted by a number of other countries. For the South African operation, two fast, powerful salvage tugs were ordered, one from Scotland and one from James Brown and Hamer in Durban.

Safmarine’s heavylift ship, SA van der Stel, brought the Mirrlees main engines from Britain to Durban, and came alongside the completed hull of the tug into which she discharged the engine directly.

The end product of the combined input of local and foreign naval architects and seasoned salts was SA John Ross, one of the world’s salvage legends. She was fast

These are the ships that South Africa built and excellent in heavy seas. She also had a powerful bollard pull, and pleasing lines.

Although restructuring of her ownership has occurred four times, the tug known now as Amandla, and owned by the newly-formed African Marine Solutions (AMSOL), has outlived her foreign-built sistership and continues to operate most effectively after 41 years of service that has involved some momentous salvage operations and numerous ocean towage contracts.

Another old-timer that came from the Durban yard of Dorbyl in 1982 is the fisheries research vessel Africana that was built to replace her 1950-vintage predecessor from Scotland. The third vessel of that name, the 77-metre Africana came out with the latest in equipment for her role, and had a stern ramp and trawl deck to bring up samples of fish for analysis in laboratories on board. After a recent two-year lay-up period in Simon’s Town during a time when the minister of Agriculture, Forestry and Fisheries unwisely and illogically put the ships under the control of the navy, Africana has subsequently undergone a thorough refit and continues to serve the country.

Meeting the Navy’s needs After facing the reality of the reneged deal for frigates from the French shipyards, the SA Navy turned to Israel for assistance in the modernisation and upgrading of its fleet. Instead of building frigates, they decided that they needed a manoeuvrable, vessel, known in the industry as a strike craft, that could deliver a seriously bloodied nose to any potential seaborne aggressor.

The Israeli Navy had developed such a vessel from a German prototype, except that they had lengthened their strike craft to enable them to round the Cape should the ships be moved from the Mediterranean coast of Israel to the Gulf of Aqaba. In the wild seas and long swell experienced off the South African coast,

the lengthened vessel would certainly fare better than a shorter version.

When the South African Navy ordered three of these vessels from Israel in 1975, they came with a licence to build six similar ships in the Sandock-Austral shipyard in Durban. The Israeli-built trio entered service between July 1977 and April 1978, and eight months later, the first Durban-built craft, SAS Jim Fouche, commanded by the amiable Commander Johan Retief (later Vice-Admiral and Chief of the Navy), sailed for Simon’s Town. The ninth and last of the class slid down the ways at Sandock-Austral in March 1986 and arrived in Simon’s Town in July.

Apart from powerful engines that could drive them along at 32 knots, the vessels were equipped with eight anti-ship Skerpioen missiles, a remote-controlled 76mm gun, fore and aft, and Oerlikon guns.

Of the nine vessels, only two, SAS Isaac

MARINE ENGINEERING

ABOVE: Africana, the third dedicated fisheries research vessel bearing that name, slid down the ways at the Dorbyl yard in Durban in 1982. She is still in service. Photograph: Mike Lumb.

Dyobha (ex SAS Frans Erasmus) and SAS Galeshewe (ex SAS Hendrik Mentz) remain as offshore patrol vessels, with their missile-launching systems now removed and their armaments substantially reduced in firepower.

The navy also used the Durban yards to build a small training vessel Navigator, a patrol vessel (P1558, completed in 1976) and the torpedo recovery vessel, SAS Fleur (1969) that later became a utility vessel to be used for a variety of interesting assignments, including occasionally taking water to Robben Island.

Sandock-Austral stepped up several gears

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

MARINE & INDUSTRIAL: DIESEL ENGINES • GEARBOXES • GENERATORS

Maritime Review Africa MAY / JUNE 2017

79

MARINE ENGINEERING

These are the ships that South Africa built LEFT: Seen here assisting SAS Spioenkop to sea in 2012, the naval tug De Neys was built by Globe Engineering in Cape Town in 1969, and was the first Voith-Schneider tug to be built in South Africa. Photograph: Brian Ingpen.

when they were commissioned to build the 146-metre naval support ship SAS Drakensberg, an ambitious project that took a bit longer than anticipated. During this project, several positive spin-offs emerged. It widened the pool of naval architectural practices in the country; it boosted local shipbuilding at a time when the industry was needing business, and it continued the training of essential artisans such as shipwrights, boilermakers, heavy current electricians and specialist welders.

The largest naval vessel designed and built in South Africa, SAS Drakensberg remains in service, 30 years after her commissioning in November 1987.

During the period of trade sanctions and the arms embargo placed on South Africa, the Simon’s Town naval dockyard completed numerous remarkable projects to convert existing ships for new roles. Some projects were enormous in their extent.

Destroyers were fitted with helipads; the three President-class frigates were given vastly different profiles during major conversion jobs; the Daphne-class submarines were virtually rebuilt by skilled local artisans, and, in another major project, a former Danish tanker was converted to the fleet replenishment vessel SAS Tafelberg. To meet logistics requirements during the Angolan war, a subsequent modification project, which clocked up over 300,000 man-hours, saw the ship transformed again to carry helicopters and a large number of marines.

That project added over 350 tons to the ship’s displacement.

In an arguably short-sighted move by the post-apartheid government, subsidies for shipbuilding were withdrawn or reduced and the shipbuilding sector virtually collapsed as it could not compete with foreign shipbuilders.

Besides the Japanese yards that had captured the international market from their European counterparts, Korea had suddenly broken into shipbuilding to become the world’s leader in the field.

ABOVE CENTRE: AMSOL’s tug Save River was one of four small vessels built by Damen Shipyard. Two Damen-built offshore supply vessels are operated

by AMSOL to serve diamond recovery vessels off the west coast. Photograph: AMSOL.

ABOVE: JH Botha (later renamed Ibhaku) was the first Voith-Schneider-propelled tug completed by James Brown and Hamer in Durban in 1974 for service in South African ports. Photograph: Brian Ingpen.

80

Maritime Review Africa MAY / JUNE 2017

Meeting the needs of the ports Back in the early 1970s, the port authorities needed to finalise their programme to replace the old steam harbour tugs, some of which were over 40 years old.

Several factors had to be considered.

The Suez Canal was closed and, at that time, there seemed no prospect of it reopening in the foreseeable future.

Large ships, especially VLCCs and Capesize bulkers, would continue to call when in ballast. In windy conditions, however, these high-sided ships presented difficulties for the pilots. The old steam tugs required considerable time and seamanship on the part of the tugmasters to get their tugs into position to assist these huge ships entering or leaving harbour.

With containerisation of the South Africa-Europe trade set to occur in 1977, large, high-sided containerships would also present enormous challenges to pilots in the windy ports, and a new type of tug was becoming essential.

Captain Dave Powell, the Nautical Advisor, and his team drew up specifications for a new type of tug for South African harbour operations. The old tugs had performed a dual role of harbour work and ocean towage, and they were not entirely suited for either role. In addition, news had also broken that, with government help, Safmarine was to build two powerful salvage tugs that would operate as standby towing vessels along the coast. Thus a radical re-assessment of the type of harbour tug was needed. With large salvage tugs on station in South Africa, the new harbour tugs would not need to conduct ocean towage or salvage operations, needed to be highly manoeuvrable for harbour work.

After thorough and wide-ranging research, Powell and his team concluded that multi-directional tugs would be ideal. Orders were placed with a Durban yard for four such tugs with the widely used Voith-Schneider propulsion system.

This made them ideal for the principal work, assisting ships within the narrow confines of the harbours where frequent wind complicated berthing and sailing procedures.

The first of the new tugs entered service in Durban and Cape Town in 1974, and later orders for additional tugs included several variations in design, notably improved visibility from the wheelhouse (especially of the towing deck) and greater power. Some had the Schottel propulsion system. The tug replacement programme was completed in 1986, by which time the Durban yard had built 15 tugs.

Prospecting for oil and gas off the South African coast had yielded promising results, and a gasfield southwest of Mossel Bay was to be put into production. Parts of the so-called FA Platform for the gasfield were built in Durban, Saldanha Bay and Port Elizabeth. In succession, each part was taken to the site and installed in one of the greatest and most difficult projects undertaken by local engineers.

A new era in shipbuilding In an arguably short-sighted move by the post-apartheid government, subsidies for shipbuilding were withdrawn or reduced and the shipbuilding sector virtually collapsed as it could not compete with foreign shipbuilders. Besides the Japanese yards that had captured the international market from their European counterparts, Korea had suddenly broken into shipbuilding to become the world’s

These are the ships that South Africa built

MARINE ENGINEERING

RIGHT: The heavylift floating crane Inkunzi was built on the site of the old block yard, now part of Cape Town’s Victoria & Alfred Waterfront. A simlar floating crane was built in Durban and named Indlovu. Photograph: Brian Ingpen.

leader in the field. At the time, Chinese yards were also making huge inroads into the market, placing even Japanese and Korean shipbuilders under pressure.

If the relatively small local shipbuilding sector was to survive, it would need a major injection of capital and, of course, substantial orders.

In addition, procrastination by the port authority in concluding another much needed tug renewal programme put the remaining Durban shipyard on the brink of collapse. Fortunately, 14 years after the initial tug replacement programme had been concluded, South African Shipyard in Durban began another tug-building programme, three of the new 50-ton bollard-pull vessels going to the new port Ngqura, two to Cape Town and the sixth to Durban. The shipyard has currently almost completed the programme to build nine tugs to replace ageing vessels in Port Elizabeth, Richards Bay, Saldanha Bay and Durban.

Improved specifications for the new tugs include excellent visibility from the wheelhouse and either a 60-ton or 70-ton bollard pull capacity, essential

REINTJES Gearboxes The best choice for your vessel!

REINTJES gearboxes of the WAF/LAF, SVA/SVAL and DLG have been specially designed for heavy-duty applications in work boats such as tugs, trawlers, inland waterway vessels, ferries, tankers, offshore and container vessels as well as special-purpose ships with comparably high demands.

In the entire power range from 250 to 30,000 kW their outstanding features are optimal efficiency, high reliability and a long service life.

Call us today!

We have the ideal solution for your vessel, too!

WAF 790 1764 kW at 1800 rpm

REINTJES Middle East LLC. | W119A, Dubai Maritime City | Dubai, UAE | Phone +971 4 360 4814 | www.reintjes-gears.com

Maritime Review #1_7.02.17.indd 1

07.02.2017 14:10:26

Maritime Review Africa MAY / JUNE 2017

81

MARINE ENGINEERING

These are the ships that South Africa built

when one considers the increasing size – and therefore windage - of containerships calling at South African ports. A high degree of automation means that the number of crewmembers has been reduced.

Earlier South African Shipyard had completed the hulls and superstructures of 14 luxury yachts between 23 and 94 metres in length for European owners,

BELOW TOP: Piet Aucamp, (now Inyalazi) one of the tugs built in Durban during the second major tug replacement programme for South African harbours in the 1980s. Photograph: Brian Ingpen.

The global economy and the parlous state of the local economy work against any major developments in the South African shipbuilding industry. However, some construction projects may go ahead, including a salvage tug to replace the aging Smit Amandla, new research vessels for the Department of Environmental Affairs and also for fisheries, a new hydrographic research ship for the Navy, as well as new naval patrol vessels.

It makes perfect economic sense, however, to build these ships locally rather than accept cheaper foreign tenders. Every ship built locally will have create positive spin-offs.

82

BELOW CENTRE: Unicorn’s first South African-built ship, Tugela. She and her sistership Pongola and a near-sister Sezela, were built by the Barens yard in Durban and, despite having several owners over the years, all three lasted more than 30 years. Photograph: Unicorn Collection.

BOTTOM: Cape Town shipbuilder, Nautic Africa, celebrated a significant project milestone to deliver 19 vessels to Abidjan in the Ivory Coast this month with the launch of six ferries for their client’s Presidential infrastructure project to help alleviate traffic congestion for the 4,7 million inhabitants of Abidjan.

Maritime Review Africa MAY / JUNE 2017

encouraged to order from South African yards by the quality of the product and by the favourable foreign exchange rate.

The yachts’ engines, steering gear and air-conditioning had been installed prior to delivery.

Meanwhile in Cape Town In a corner of Cape Town harbour, the small shipyard Farocean built a ferry for the Robben Island service, and, in 2007, the Norwegian-designed 43-metre Ellen Khuzwayo for inshore fisheries and oceanographic research work, although she has the capacity to operate within 200 nautical miles offshore.

The Dutch company Damen took over the yard and quickly established a reputation for building a number of classes of small ships, ranging from small service craft to larger multi-directional tugs. The company found a niche market in west Africa, where the offshore oil industry requires crew transfer vessels to service rigs and oil-related platforms.

In addition, frequent piracy in that region required fast patrol vessels to protect offshore oil installations and ships, and Damen began a concerted and successful effort to market their vessels to governments and private security companies.

Orders came from East and West Africa for the company’s small, shallow-draught tugs.

The South African Navy also ordered two small tugs from them, specially designed to manoeuvre the Germanbuilt submarines, as well as two larger multi-directional tugs to replace the 40-year-old tugs that were still in service at Simon’s Town. Smit Amandla Marine (now AMSOL) were also good customers for small tugs for operation in East Africa and also for two supply vessels, based at Port Nolloth, to service offshore diamond recovery vessels operating off the South African west coast and Namibia. The Damen yard has built over 40 vessels, mainly for African customers.

Another small yard, Nautic South Africa, was founded by James Fisher in 2008 and has grown to three facilities close to Cape Town harbour – also acquiring niche aluminium builder, Veecraft, during this time. Like rivals Damen, Nautic specialises in designing and constructing customised vessels for the security services, fisheries patrols and defence forces. In view of piracy threats in the

west African offshore oilfields, that region provided a successful market for the company. However, the recession in the oil industry has dented the market for both Cape Town-based shipbuilders.

Looking ahead The global economy and the parlous state of the local economy work against any major developments in the South African shipbuilding industry. However, some construction projects may go ahead, including a salvage tug to replace the aging Smit Amandla, new research vessels for the Department of Environmental Affairs and also for fisheries, a new hydrographic research ship for the Navy, as well as new naval patrol vessels. The weak value of the rand will increase the costs of the construction of those ships for which most major parts, machinery and electronic systems, will need to be imported.

It makes perfect economic sense, however, to build these ships locally rather than accept cheaper foreign tenders. Every ship built locally will create positive spin-offs. Local people will be employed, trained and gain experience in a strategically important industry; local steel mills will provide thousands of tons of steel; a range of sub-contractors will obtain work; local taxes will be paid on materials and services involved in the various projects, and, with the shipyards tooled for particular classes of ship, foreign tenders can be chased.

South African shipbuilders have achieved remarkable success, often against the odds. Conversion projects that the Simon’s Town naval dockyard undertook in former years, and the equally excellent work done by private marine engineering workshops brought together teams of extremely competent naval architects, engineers and highly skilled artisans who achieved success in a wide variety of major projects that also gave the dignity of employment to thousands. The quality of locally built ships is undisputed.

These successes should be the rallying cry and should point to the potential for thriving shipbuilding and marine engineering sectors located on a strategically important sea lane to contribute most significantly to the government’s job creation plans. One fears, however, that much of the expertise is no longer available; that procrastination surrounding the provision of suitable port facilities for these activities will retard growth, and that political energy, which should be focused on developing the industry, is more enthusiastic about trivia such as the demographics of the remnants of that once-vibrant industry.

In addition, the current climate in South Africa, especially in the wake of political shenanigans that have destroyed investor confidence, has devastated hopes for an expansion of shipbuilding – potentially an on-going provider of jobs and a significant potential source of foreign earnings. ⚓

S15197

A trusted industry leader For more than 90 years, Scaw’s HaggieŽ Steel Wire Rope has been a leading supplier to the marine and off-shore industries.

Experienced teams of qualified engineers with extensive experience in all aspects of steel wire rope and chain products are on call to provide on-site inspection to advise and support on the selection, handling, installation and maintenance of products vital to driving safety, productivity and profit.

www.scaw.co.za

More than steel.

SAFETY & SECURITY @ SEA

Emergency Response

EMERGENCY An opportunity for RESPONSE maritime response

S

South Africa is alive with many capable people and companies who have the necessary skills as well as expertise to deal with ships that are in difficulty when travelling through our waters and along our most treacherous coast.

S

By Michael Heads, P&I Associates outh Africa was the first country to introduce Emergency Towing Vessels (ETVs) and our success established a blueprint for other nations to follow suit. Since the inception of the ETV service, these vessels have successfully saved and salvaged many casualties along our coast.

We are able to respond to marine accidents swiftly. The recent case of the APL Austria is a fine example of our country’s approach to dealing with marine incidents. The containership had a major cargo fire on board whilst sailing along the east coast of South Africa. The fire broke out in the vessel’s number 4 cargo hold and quickly spread to the containers stowed on deck threatening the lives of the crew and the safety of the vessel. The crew fought the fire valiantly, but it was clear that they required help.

Transnet National Ports Authority (TNPA), the South African Maritime Safety Authority (SAMSA) and P&I Associates were instrumental in bringing the ship to safety. TNPA permitted the vessel to berth in Ngqura where the fire was successfully extinguished.

This positive approach from our port operators has allowed South African companies to showcase their skills in dealing with marine incidents and casualties. The economic benefits as a result of these incidents has had a positive impact on our economy.

In the past TNPA has been criticised for not assisting vessels in distress, but the same cannot be said today. In recent times, TNPA have assisted in allowing vessels into Cape Town, Ngqura, Durban and Richards Bay. This positive approach from our port operators has allowed South African companies to showcase their skills in dealing with marine incidents and casualties.

The economic benefits as a result of these incidents has had a positive impact on our economy.

The APL Austria provided income and work opportunities for the port, terminals, transport, marine surveyors, ship repairers, marine hazmat companies, stevedores, ships agents, marine lawyers and launch boat operators etc. There were also spin-offs for hotels, car hire companies and restaurants. All of this was a windfall for these companies, as such income is never budgeted for.

It is, therefore, imperative that under Operation Phakisa we continue to seize opportunities that present themselves to our industry. Recently we had two cases where we failed to exploit the opportunity when it arose. Sadly both vessels went to neighbouring countries for assistance and they enjoyed the economic benefits rather than South Africa.

I do understand that we need to safeguard our coast and not every vessel travelling through our waters has insurance in place from reputable insurers.

However, when these vessels do have such insurance in place and their insurers are willing to stand by the owner, we must look to use the opportunity for South African companies.

We must not be overly heavy handed and we must be creative in our approach when weighing up the potential risks so that when opportunity does come knocking we are able to benefit from it and allow companies to once again show case their skills to the worldwide maritime community.

South Africa has always been praised for its positive approach to marine casualties and incidents and we must never lose this positive framework.

Operation Phakisa is about using the blue economy for South African companies so that they can grow and create employment opportunities through marine incidents and casualties.

The last 15 years has seen South Africa grow as a leader in this sector of the industry and I am sure that the next 15 years will continue to see us go from strength to strength provided we maintain our positive attitude to marine incidents. ⚓

Tel: +27 31 301 1102 | Fax: +27 31 301 1290 Mobile phone 24 hr number: +27 83 453 4899 Email: pidurban@pandi.co.za

www.pandi.co.za Listed with SABS to ISO 9001:2000

OFFICES THROUGHOUT SOUTHERN AFRICA

84

Maritime Review Africa MAY / JUNE 2017

Cape Town - Head Office

Telephone: +27 (21) 506 4300 Fax: +27 (21) 510 7581 www.novamarine.co.za Verbena Street, Paarden Eiland, P.O. Box 390, Paarden Eiland, 7420

Branches in Durban, Beira, Walvis Bay (Namibia), Luderitz

nmservice@novamarine.co.za Lifeboats

We supply, maintain and service the following equipment: Lifeboats Inflatable rescue boats Rigid rescue boats / fast rescue craft Work boats On and Off load release hooks on rescue boats and life boats Free fall davits Gravity hinge davits Our scope of service includes: Annual inspections 5 yearly overhauls 1.1 Dynamic winch brake testing 2.2 Static load testing NDT testing GRP repairs Refurbishing of interior and exterior Pressure testing / overhaul of air supply cylinders

Liferafts

Fire

Our Liferaft Service Division is qualified to service liferafts, lifejackets and immersion suits of all brands. The testing is done in accordance to various international regulations and standards.

Our Fire Fighting Division is well furnished with Hi-Tech equipment that enables us to service various types of fire fighting products.

We have well trained staff with the technical knowledge needed to attend to your equipment to the highest standards.

All our work is performed under the SABS mark of approval.

We are the sole service and distribution agents for Sea-Fire and offer a wide range of their products, which are approved by various Marine Classification Societies. Most Sea-Fire products are filled with FM200, which is harmless to humans on intake, unlike most other gasses currently used in fixed fire installations and portable fire extinguishing units.

Our Life Raft Division is equipped with all the necessary requirements to service and repair a large variety of commercial and leisure life rafts, life jackets and immersions of various makes and types. As life rafts are to be serviced at specific intervals, the maintenance is very important, as safety equipment must be 100% failsafe and reliable. To ensure that your life raft is properly serviced, a strict quality procedure is followed. Testing is done in accordance with the manufacturer’s specifications and to various international regulations and standards.

Equipment Sales We supply an extensive range of equipment, including anchors, chain, clocks, motor cables, aerials, fish finders, GPS / global positioning systems, radios, marine fenders, marine floats, hooks, knife, chainblocks, life rafts, alloy chain, compasses, marine lights, nets, shackles, thimbles, turnbuckles, pilot ladders, Jacobs ladders, rope, flares and pyrotechnics, steel wire rope, oars, pumps.

Chandling / Supply Chain

Novamarine Chandling acts as a supplier to the shipping industry of provisions and related supplies. We do not only supply our own company vessels, but ships from all continents of the globe. We pride ourselves with our reliability and efficiency of our experienced staff, who are here to make the Chandling experience a pleasant “hassle free” one. We collect and deliver to and from vessels in port and we also have our own crane services. Situated in Paarden Eiland, the company is close to the harbor and we can provide fast and reliable service

Contact our Sales Team for more information or any help that you may require.

Marine Safety Solutions

COVERING AFRICA

www.novamarine.co.za

CYBER SECURITY ONBOARD SHIPS Cyber security is everybody’s responsibility.

The information provided here gives advice on how your actions can help to avoid cyber incidents.

POTENTIAL THREATS

KEEP UNAUTHORISED SOFTWARE AWAY FROM SHIP SYSTEMS!

• Scan for viruses and malware before you connect authorised USB memory sticks to onboard OT and other networked systems.

• Personal laptops, tablets, USB memory sticks or phones must not be connected to onboard operational systems.

INCIDENTS

BE PREPARED! • Keep your crew and any passengers safe – train for what to do if important OT systems do not work.

• Know where to get IT and OT assistance.

• Report suspicious or unusual problems experienced on IT and OT systems.

PASSWORD PROTECTION

BE IN CONTROL! • Use new passwords every time you sign on to a ship.

• Choose complex passwords with num6er5s, $ymbo!s, and some CaPiTaL letters. Be careful, you have to be able to remember them.

• Keep your user names and passwords to yourself.

• Change default user passwords and delete user accounts of colleagues who have left the ship.

SUSPICIOUS ACTIVITY

BE VIGILANT WHEN YOU COMMUNICATE! • Only open emails or open attachments from senders that you know and trust.

• Know what to do with suspicious emails.

• Think before you share information on social media or personal email about your company, job, ship or the crew.

2.1

MPA Corporate Identity Manual

Corporate Signature

Symbol

Signature

Logotype

OT: Operational Technology is the systems which are used to operate the ship.

IT: and web-browsing.

Cyber Security

SAFETY & SECURITY @ SEA

The coming storm and how to walk on water As an industry that is highly dependent on computer systems, process, people and technology; the shipping industry is vulnerable to cyber security threats that threaten to disrupt the transport of goods to every corner of the world valued at trillions of dollars.

t

By Vernon Thaver, Chief Security and Strategy Officer, Bowlinesecurity

T

oday our modern ships are completely computerised.

Everything is connected to networks. Modern ships have complex cargo operations that are entirely connected through cyberspace. Multiple studies and security incidents prove that the maritime industry is facing a major cyber security risk.

Cyber security refers to the technologies and processes designed to protect computers, networks and data from unauthorised access, vulnerabilities and attacks delivered via the Internet by cyber criminals who are becoming more sophisticated and collaborative every year.

Modern ships are considered a privileged target for hackers and pirates that are increasing their pressure on the industry.

Ships that are monitored and controlled remotely from shore-based facilities thousands of miles away help create new platforms for hackers and pirates to conduct targeted cyber attacks on.

Identifying vulnerabilities Software updates often occur while the ship is underway – often without the knowledge of the master or crew.

Hackers could interfere with the control of a ship, disable navigation systems, cut off communications or steal confidential data, according to Allianz Global Corporate & Specialty SE’s 2015 Safety and Shipping Review.

“Crews are becoming smaller, ships becoming larger, and a growing reliance on automation all significantly exacerbate the risks from hackers disrupting key systems,” the report warns.

Security vulnerabilities in software used by the maritime industry could be exploited to cause ships to malfunction or run aground, according to research

from the global information assurance firm, NCC Group. They have even revealed security vulnerabilities in ECDIS (Electronic Chart Display and Information Systems).

The increased use of computer systems for navigation, container inspection, rapid unloading, distribution of goods and handling goods at ports is easily exposed to cyber threats, if no proper security controls are implemented.

Cyber threats in the shipping industry can be divided into five major types, Threats to:

Ships and safe navigation Satellite communication Cargo tracking systems Marine radar systems Automatic identification systems Information and Communication Technology (ICT) systems used by ships, ports, and other facilities are frequently controlled remotely from locations both inside and outside a country. They also possess the risk of an Advanced Persistent Threat, designed to gain access to a network; acquire data and secretly monitor the targeted computer systems over long periods of time.

Some security experts warn that many cyber attacks in the maritime industry go undetected as businesses do not want to reveal them to the public.

Many in the shipping industry are not properly conducting regular security assessments on evaluating their vulnerability to a cyber attack. Studies report that none of the maritime industry had developed the proper security response plan to handle such attacks.

“Security and attack scenarios against these technologies and protocols have been ignored for quite some time in the maritime industry,” said Rapid7’s Schloesser.

Developing a strategy Now that we understand that the maritime industry is clearly not immune and potentially an attractive and lucrative area for cyber criminals, let us consider what can be done strategically.

There are many facets to developing an effective cyber security strategy and here are few areas to consider:

The maritime industry must ensure that suppliers of their vital systems engineer trust and resiliency into connected products.

The industry should develop contextualised threat models by establishing a process by which potential threats; particularly those that are unique to the maritime industry and the systems and processes used; can be identified, enumerated, and prioritised.

Security should be integrated into all business processes, whether they be internal or cross over to partners and customers.

The adoption of a new operational mindset that has cyber security as a predominant focus in all activities is an imperative.

The industry should avoid proprietary and bespoke solutions by ensuring that critical systems and processes comply with global standards and follow best practices.

The industry should ensure cyber security astuteness across all employees, partners and customers and other system users through ongoing cyber security awareness and training programmes.

Responsibility for end-to-end security in maritime belongs within the industry.

The more the maritime industry emphasises and demands a trusted and resilient strategy within its ecosystem; the greater the assurance of a secure sector. The concept of a state of perfect security is not tenable, hence cyber security is perpetual. ⚓

Maritime Review Africa MAY / JUNE 2017

87

1. Measuring perceptions of maritime reporting 2. Will the Durban (South Africa) dig-out port become a reality?

3. What are Africaโ s biggest maritime challenges?

4. What are your views on Operation Phakisa?

Follow us on social media And subscribe for your FREE one-year trial subscription:

)5(( 5($'(5 5(*,675$7,21 ^/'E hW &KZ zKhZ &Z KE อฒz Z dZ/ > ^h ^ Z/Wd/KE EKtอ Eฤ ลตฤ อ อบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบ Wลฝฦ ล ฦ ลฝลถอ อบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบ ลฝลตฦ ฤ ลถว อ อบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบ tฤ ฤ ฦ ล ฦ ฤ อ อบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบ Wลฝฦ ฦ ฤ ลฏ ฤ ฤ ฦ ฤ ฦ ฦ อ อบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบ Wลฝฦ ฦ ลฝฤ ฤ อ อบอบอบอบอบอบอบอบอบอบ ลฝฦตลถฦ ฦ ว อ อบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบ dฤ ลฏฤ ฦ ล ลฝลถฤ อ อบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบ ลตฤ ล ลฏ ฤ ฤ ฤ ฦ ฤ ฦ ฦ อบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบ W> ^ WZKs/ DKZ /E&KZD d/KE Khd zKhZ KDW Ezอ ^ /EsK>s D Ed /E d, D Z/E /E h^dZzอ ย K d KtE Z^อ &ล ฦ ล ล ลถล

^ล ล ฦ ฦ ล ลถล

dฦตล ฦ อฌว ลฝฦ ลฌฤ ลฝฤ ฦ ฦ

Wฤ ฦ ฦ ลฝลฏ ว ฤ ฦ ฦ ฤ ลฏฦ

^ฦตฦ ฦ ลฏว ว ฤ ฦ ฦ ฤ ลฏฦ

'ลฝว ล ฤ ลถฤ ว

Eฤ ว ว

Wลฝลฏล ฤ ฤ

^ฦ ฤ ฦ ฤ Kว ลถฤ ฤ ลถฦ ฤ ฦ ฦ ฦ ล ฦ ฤ

Kฦ ล ฤ ฦ

ย Z/' KtE Z^อฌKW Z dKZ^ ย 'Ks ZED Edอ 'ลฝว ฤ ฤ ฦ ฤ ฦ ฦ ลตฤ ลถฦ

ย WKZd hd,KZ/dzอฌKW Z dKZ Wฤ ฦ ฤ ฦ ฦ ฤ ฦ ฤ ลฏ

Wฦ ล ว ฤ ฦ ฤ

ย WKZd ^ Zs/ ^อ ย ย ย ย ย

ลฏฤ ฤ ฦ ล ลถล อฌฤจลฝฦ ว ฤ ฦ ฤ ล ลถล ^ฦ ฤ ว ฤ ฤ ลฝฦ ล ลถล ฦตลถลฌฤ ฦ ฦ ล ฤ ลถฤ ลฏล ลถล ^ล ล ฦ ฦ ล ลถล ล ฤ ลถฦ >ลฝล ล ฦ ฦ ฤ ฦ อฌฦ ฦ ฤ ลถฦ ฦ ลฝฦ ฦ ฤ ฦ ฤ ฤ ลถฤ ลฏว ฦ ล ฦ WZK& ^^/KE > ^ Zs/ ^อ >ฤ ว ว ฤ ฦ อฌลฏฤ ล ฤ ลฏ /ลถฦ ฦตฦ ฤ ลถฤ ฤ &ล ลถฤ ลถฤ ล ฤ ลฏ ลฝลถฦ ฦตลฏฦ ฤ ลถฦ Eฤ ว ฤ ลฏ ฦ ฤ ล ล ฦ ฤ ฤ ฦ ฦ ^ฦตฦ ว ฤ ว ลฝฦ ฦ dZ /E/E'อ ^ฤ ล ลฝลฝลฏ dฤ ฦ ฦ ฤ ฦ ว Wฦ ล ว ฤ ฦ ฤ >ล ฤ ฦ ฤ ฦ ว E'/E Z/E'อ ลฝฤ ฦ อฌฦ ล ล ฦ ฤ ฦตล ลฏฤ ฤ ฦ &ฤ ฤ ฦ ล ฤ ฦ ลฝฦ ^ล ล ฦ Zฤ ฦ ฤ ล ฦ ล ว ล ลฏ ฤ ลถล ล ลถฤ ฤ ฦ ล ลถล ^hWW>/ Z^อ Dฤ ฦ ล ลถฤ ลฏฤ ฤ ฦ ฦ ลฝลถล ฤ ฦ ลถล ล ลถฤ ฦ อฌฦ ฦ ลฝฦ ฦตลฏฦ ล ลฝลถ ^ฤ ฤจฤ ฦ ว ฤ ฦ ฦตล ฦ &ล ฦ ล ล ลถล ล ฤ ฤ ฦ Wฦ ลฝฤ ฤ ฦ ฦ ล ลถล ฤ ฦ ฦตล ฦ ลตฤ ลถฦ ฤ ฤ ลฌ ฤ ฦ ฦตล ฦ ลถล ล ลถฤ ฤ ฦ ล ลถล ฤ ฦ ฦตล ฦ ลฝลถฦ ฦ ฦ ฦตฤ ฦ ลฝลถ ฤ ฦ ฦตล ฦ ลตฤ ลถฦ

Kd, Zอ ฦ ฦตฤ ฤ ฦตลฏฦ ฦตฦ ฤ Zฤ ฦ ฤ ฤ ฦ ฤ ล Zฤ ฦ ฦ ฤ ฤ hลถล ลฝลถฦ WZอฌลตฤ ฤ ล ฤ ฦ ฦ ลฝฤ ล ฤ ฦ ลฝลถอฌ^ลฝฤ ล ฤ ฦ ว Kฦ ล ฤ ฦ อพฦ ลฏฤ ฤ ฦ ฤ ฦ ฦ ลฝว ล ฤ ฤ ฤ ฤ ฦ ฤ ล ลฏฦ อฟ อ อบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบอบ

)$; <285 )250 72

Products and services

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

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

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

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

◊ Chain ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

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

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

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

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

BUYERS’ GUIDE

Products

Services +

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

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

◊ Lifting Equipment African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

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

◊ Net Handling Equipment

◊ Inflatable Buoys and Fenders

List your company’s details here

African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

◊ Lashing Systems

◊ Rock Hoppers

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

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 List your company’s details here

◊ Portholes

◊ Rope, Fibre African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400

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

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

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

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

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

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

◊ Winch Control Systems

Maritime Review Africa MAY / JUNE 2017

89

BUYERS’ GUIDE

Products and services

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

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

◊ Winches, Sales, Repairs DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

EMERGENCY AND LIFESAVING EQUIPMENT / REPAIRS ◊ Distress Signals, Flares (pyrotechnics) ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 List your company’s details here

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

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

◊ Fire Equipment Signs Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 List your company’s details here

◊ Fire-Fighting Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Novamarine a div of Novagroup:

90

Maritime Review Africa MAY / JUNE 2017

Tel 021 506 4300; Fax 021 511 8396 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 List your company’s details here

◊ Food Rations, Life jackets Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

◊ Lifeboat Builders List your company’s details here

◊ Liferaft Service Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

◊ Rescue Craft Davits Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com List your company’s details here

◊ Safety Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Unique Hydra: Tel 021 534 4375; Fax 021 534 3610 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

◊ Safety Signs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211 List your company’s details here

◊ Security Cameras Radio Holland: Tel 021 508 4700; Fax 021 508 4888 List your company’s details here

ENGINE ROOM AND PROPULSION GEAR / SERVICING ◊ Adjustable Mounting Chock Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za

◊ Anodes ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

◊ Auxiliary Gensets ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel: 031 000 0050; Cpt Tel 021 959 8200 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

◊ Bow Thrusters African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

◊ Control Cables ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 List your company’s details here

◊ Couplings ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Alignment with Laser: Tel 031 765 1539; email david@awlaser.co.za Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900

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

◊ Diesel Generator Sets ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online. co.za SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

◊ Engines ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online. co.za Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

◊ Engine, Gearbox & Oil Coolers ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

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

Products and services ◊ Fresh Water Generators ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

◊ Fuel & Lubrication Oil Treatment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

◊ Gearbox Sales ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

◊ Gearbox Spares, Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

◊ General Engineering Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

◊ Generators ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900

J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 MTU South Africa (Pty) Ltd: Tel 021 529 5760; info@MTU-online. co.za SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com SVITZER Salvage Africa : Tel 021 408 6710; Fax 021 408 6138

Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049

◊ Propulsion Systems

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

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

◊ Oily Water Seperators

◊ Spare Parts

◊ Governors ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

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

◊ Oil Coolers

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

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

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

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

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

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 02 959 8200 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

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

BUYERS’ GUIDE

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

◊ Water Jets ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049

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

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

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

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

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

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

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

◊ Trawl Repairs

◊ Spur Net Cutters

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

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

◊ Trawl Winches, Sales & Repairs

◊ Turbochargers ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

◊ Valves

FISH PACKAGING ◊ Cartons List your company’s details here

◊ Ice Packs / Chill Wrap List your company’s details here

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

Maritime Review Africa MAY / JUNE 2017

91

BUYERS’ GUIDE

Products and services

◊ Cannery Equipment List your company’s details here

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

◊ Cutting Machines List your company’s details here

◊ Filletting Machines List your company’s details here

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

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

◊ Gutting Machines List your company’s details here

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

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

◊ Scales List your company’s details here

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

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

◊ Autotrawl Systems Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752

92

Maritime Review Africa MAY / JUNE 2017

Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 List your company’s details here

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

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

◊ Electronic Charts & Plotters ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

◊ Electronic Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559

2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

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

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

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

◊ Maritime Communication Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Marine Data Solutions: Tel 021

386 8517; Fax 021 386 8519 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

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

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

◊ Radar Sales, Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

Products and services Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

◊ Radio Remote Control List your company’s details here

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

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

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

◊ Telecommunications ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559

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

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

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

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

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

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

◊ Classification Societies

2752 SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 TETA: Tel 021 531 3064; Fax 021 5313063 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

◊ Consulting Engineers ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 List your company’s details here

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

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

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

◊ Enviromental Services

◊ Consultancy & Training

◊ Ferry Services

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Allweld Solutions: Tel 021 510 1482; Fax 021 510 8082 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 C & C Technologies: Tel 021 705 2741; Fax 021 705 2741 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559

Anchor Envitonmental: Tel 021 701 3420; admun@anchorenvironmental.co.za African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

◊ Fisheries Research African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 Anchor Envitonmental: Tel 021 701 3420; admun@anchorenvironmental.co.z

BUYERS’ GUIDE

Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752

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

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

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

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

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

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

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

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

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

◊ Net Monitoring Maritime Review Africa MAY / JUNE 2017

93

BUYERS’ GUIDE

Products and services

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

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

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

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

◊ Project Management ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

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

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

◊ Ship Management African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

94

Maritime Review Africa MAY / JUNE 2017

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

Fax 021 508 4888

◊ Ship Registration

◊ Ballast Water Systems

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

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

◊ Spares Procurement African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

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

◊ Superintendent (Marine) ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 List your company’s details here

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

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

◊ Technical Documents ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 List your company’s details here

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

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

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

PUMPS

◊ Bilge Pumps ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

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

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

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

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

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

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

◊ Spare Parts

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

SHIP REPAIR & MARINE MAINTENANCE & ENGINEERING SERVICES & EQUIPMENT ◊ Anti fouling systems ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com List your company’s details here

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

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

◊ Boat Builders ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 Hulamin (Pty) Ltd: Tel 021 507

Products and services 9100; Fax 021 534 2469 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

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

◊ Cathodic Protection ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

◊ Cleaning ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

◊ Cold Metal Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town:

Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

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

◊ Diving Services African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

◊ Drydocking ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

◊ Electrical & Mechanical Repairs ASI Offshore: Tel 021 527 7040; Fax 021 527 7050

DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Radio Holland: Tel 021 508 4700; Fax 021 508 4888 SAMD (Beele Engineering): Tel 021 788 2212 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

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

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

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

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

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

BUYERS’ GUIDE

Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

◊ Gritblasting Equipment ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

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

◊ Hold Tank Cleaning ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

◊ Hull Blasting & Painting ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 List your company’s details here

◊ Hull Cleaning ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

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

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

◊ Insulation ASI Offshore: Tel 021 527 7040;

Maritime Review Africa MAY / JUNE 2017

95

BUYERS’ GUIDE

Products and services

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

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

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

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

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

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

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SAMD (Beele Engineering): Tel 021 788 2212 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

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

◊ Steel Works

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

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

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

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

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

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

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

◊ Tank Cleaning/Sludge Removal & Disposal

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

African Bunkering and Shipping: Tel 031 579 2532 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

◊ Ship Conversions

◊ Tank Blasting & Coating

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

◊ Rudder Repairs/Surveys

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

◊ Ship Equipment Repairs List your company’s details here

◊ Ship Painting ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 SA Corrosion Control: Tel 021 510 1659, Fax 021 510 1481 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

◊ Ship Repairs & Maintenance

96

Maritime Review Africa MAY / JUNE 2017

◊ Underwater Welding Repairs

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

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

SHIP SUPPLY ◊ Bunkers

1889; Fax 021 511 7910

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

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

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

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

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

◊ Ship Chandlers

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

African Maritime Services: Tel 021 510 3532; Fax 021 510 3530 J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com

◊ Crew Changes

◊ Spare Parts African Marine Propulsion: Tel 021 801

◊ Transformers

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

List your company’s details here

◊ Lubricants

◊ Ultrasonic Cleaning

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

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

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

◊ Thruster Repairs African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

ASI Offshore: Tel 021 527 7040;

African Bunkering and Shipping: Tel 031 579 2532 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 African Marine Solutions: Tel 021 507 5777; Fax 021 507 5885

0898; Fax 086 219 0206 ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Mvano Marine: Tel 021 276 1249; Fax 035 709 5231 Sturrock Grindrod Maritime: Tel 021 405 8200; info@sturrockgrindrod.com Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

Keep your vessel on the water for longer.

You can rely on a Cat® Marine expert near you, thanks to our worldwide dealer network of support. Help maintain a successful business starting with your engine through scheduled services and genuine Cat Parts.

For more information call 0860 898 000 or visit www.barloworldpower.com

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

Celebrating 15 years of reporting on the maritime industry