maritime review africa september/october 2015

2015SEPT/OCT

SALVAGE

ON STANDBY PORT DEVELOPMENT

Update on projects off the African continent

The Smit Amandla responds to request from MRCC and mitigates potential incident

off South African coast

Africa’s port development is being tasked to sustain

increased trade and contribute to wealth

creation on the continent

ON THE COVER

EDITOR:Colleen Jacka [email protected]

SUB-EDITOR:Natalie Janse [email protected]

ADMIN & ACCOUNTS:Lesley Jacka [email protected]

ADVERTISING SALES:INTERNATIONAL & NATIONAL [email protected] 021 914 1157 021 914 3742

WESTERN CAPELouise Hyam [email protected] 082 881 7099

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

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

LAYOUT & DESIGN:Marilise Engelbrecht [email protected]

OFFICE: 021 914 1157 021 914 3742

POSTAL ADDRESS:PO Box 3842Durbanville7551

COPYRIGHT: No content published in Mar-itime 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 conse-quences arising from them.

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CONTENTSMARITIME REVIEW AFRICA

IN DEPTH

IMPLICATIONS FOR PORT DEVELOPMENT 06A recent decision by the Ports Regulator of South Africa to declare a concession awarded in the port of Saldanha Bay “null and void” could have far reaching repercussions for port development in the country.

COLUMNS

THROUGH THE LENS 10Claire Attwood discusses the complexities of managing the horse mackerel resource, which stands to be affected by changes based on a worrying decline in catch rates. She contends that the understanding of the resource is not as good as it could be.

FISHY BUSINESS 12Shaheen Moolla discusses how South Africa’s recent decision to accede to the agreements es-tablishing the Commission for the Conservation of Southern Bluefin Tunas and the Indian Ocean Tuna commission will impact on the local industry and its management.

CASTING THE NET BACK 16Dave Japp and Claire Attwood take an indepth look at the trawling sector and particularly at the orange roughy resource with regard to how it was perceived 100 years ago by Gilchrist and Cecil von Bonde.

MARITIME MEMORIES 44Brian Ingpen reflects on the importance of the South African drydock infrastructure and their strategic use since the early to mid 1900s, conclud-ing that there is a need for better facilities, which could improve the prospects of the ship repair industry.

FEATURES

MARINE CIVILS AND PORT DEVELOPMENT 18• Swaziland on the quest for a seaport• Providing strategic information for enhanced

port efficiency• Port development briefs• Port security requires early planning• Mauritius gears up to become global bunker hub• Multipurpose terminal contract awarded in Cameroon• Angola’s deepwater port under construction• Namibia gears up to develop new port• Nigeria seeks international investment in port development• First phase of Nacala port rehabilitation completed

SALVAGE AND TOWAGE 25• Helicopters a vital tool in coastal salvage and response• Cover story: Standby tug averts disaster on South African coast• Emergency response workshop• High cost salvage contract concluded• Smit Lombok and Niger Delta• Pollution threat to St Helena Island averted

MARITIME NEWS

AFRICAN NEWS 33• SA MP visits Cape Town shipyard• SHEQ achievment• South Africa to participate in global testing phase of new engines• Partnership boosts skills• The IMO interacts with Africa• Bulk liquid cargoes - to sample or not to sample?• Water barge aims to bring relief to drought stricken Morocco• Car carrier commits collusion• South Africa welcomes vessel to registry• Ensuring vessel safety and efficiency, 24/7• Marine inspiration buoys learner’s aquaculture aspirations• Extended competencies augur well for continued growth

OFFSHORE NEWS 40• Exploration and production updates

Standby tug averts disaster on South African coastAn alert eye on vessel traffic around the South African coast resulted in the Smit Amandla being dispatched to offer assistance to the Pentagon P5000, which was being towed by the MTS Indus from the port of Ngqura. Having noticed an irregular sailing course, SAMSA’s MRCC in Cape Town requested that the standby tug sail to the location of the rig near Port Alfred to ascertain if assistance was

ON THE COVER

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• Introducing learners to the oil, gas and ship repair sector• New agreement in Ghana forms strong partnership for future growth• Cameroon FLNG project set to go ahead

PEOPLE AND EVENTS

NEWS 46• Appointment: Hytec• Appointments: Ports Regulator of South Africa• Lawhill Maritime Centre• Appointment: Aker• Conferences this month• Getting behind teacher training• Lawhill students to set sail in Spain• Richards Bay port festival makes a welcome return• Empowerment accolade for fishing group• Navigating to the top• First African woman to command a navy vessel• Conference addresses challenges of tertiary education• Expanding skills base with highly qualified women

GREEN MARINE

NEWS AND UPDATES 51• Report highlights environmental progress in container shipping• Green Warrior: Becoming entangled in environmental challenges• South Africa completes MARPOL accession• Reducing onboard energy consumption• Blue Flag status extended to boats• Vessel donation will boost effectiveness of marine bird sanctuary• World Maritime University focuses on green courses• SA team to conduct research in Gough• Book review: When I was a Fish by Mike Bruton - Tales of an Ichthyologist• Port operators join forces for sustainability• Collaborating for sustainable coasts and oceans

necessary. On arrival at the scene, the Smit Amandla was assured that the MTS Indus had the situation under control and that there was no need for assistance.A decision, however, to remain in position proved fortuitous as the rig and tug parted tow early the following morning and the P500 started drifting with the current towards Mossel Bay and the FA Platform. (See page 26 for more information on this story)

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TEXPRESSIONS Comments from the editor

0202 Maritime Review AfricaSEPTEMBER / OCTOBER 2015

EDITOR’S CHOICE

RECOMMENDED READS:Read about Swaziland’s aspirations to build a seaport on page 18. Reports say that the Cabinet supports a scheme to dig a canal from the sea in Mozambique to the landlocked country.

ON THE WEB

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

CONTACT

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

South Africa has not seen such signifi-cant loss of life in one single incident since the MFV Lindsay, also a Viking

Fishing vessel, collided with a tanker and sank claiming 14 lives in 2005. Our condolences go out to the friends, col-

leagues and families of the deceased in the MFV Lincoln incident. Perhaps rather ironically Sea Harvest had

just launched their first television commer-cial in many years that romanticises the life of fishermen at sea – with the catch line at the end of the advert that has one fisher-men referring to the sea and the vessel as his “home”. Sadly 11 fishermen on the MFV Lincoln

did not make it home and the South Afri-can Maritime Safety Authority (SAMSA) has launched an inquiry into the incident. But the incident does highlight the treacherous nature of the South African coastline and underscores the necessity of maintaining the systems that are in place to respond to a maritime emergency. Recently the National Department of

Transport has twice called for interested parties to develop a salvage strategy for the South African coastline. The second adver-tisement in the Government Gazette effec-tively extended the deadline for submis-sions to mid-October. Time will tell whether they are able to successfully appoint a ser-vice provider or will extend the call further. One cannot help but wonder, however,

as to whether the task to develop such a strategy should not fall within the ambit of SAMSA. They are, afterall, the maritime safety experts and are on-hand in every major incident that the coastline faces.

Irrespective of who ultimately puts pen to paper in this regard, it will be interest-ing to see whether a new coastal salvage strategy will include the scope to appoint someone with similar powers to the United Kingdom’s SOSREP. The SOSREP has devel-oped a rather glorified position of notabil-ity amongst those involved in the salvage sector and the calls to fashion such a posi-tion within the Department of Transport or SAMSA have long been circulating in South Africa. It’s clear that the success of the stand-by

tug cannot be questioned, but a revamped salvage strategy may well call for an eye to be cast as to whether the State will pro-cure a tug for this function in the future or whether it will go out to tender again when the Smit Amandla’s contract ends. And, given the critical role played by helicopter services in salvage operations, thought may even be given to placing a helicopter on stand-by along the coast. From the award of potential tenders to

the SAMSA Maritime Industry Awards that were scheduled to take place in November. Some logistical challenges at the venue have seen us move the event back to Feb-ruary next year – giving the industry plenty more time to nominate worthy recipients. Nominations will now only close in mid-De-cember to allow for judging and the an-nouncement of finalists in January. It has been pleasing to see the caliber of nomina-tions that have already been made – and it is clear that the judges will have their work cut out for them.

Colleen Jacka, editor

The deaths of fishermen who lost their lives in an incident involving a Viking Fishing vessel towards the end of September will once again foist safety at sea into the spotlight for the fishing sector.

The Smit Amandla currently operates as a stand-by tug to respond to marine emergencies along the South African coast. The Department of Transport has called for input on the country’s coastal salvage strategy and

it will be interesting to see whether this function will be undertaken privately or by the State in the future.

QUAY QUOTES Who is saying what in the maritime industry

EXPRESSIONS Quay quotes


14 “Declining catch rates are a source of frustration, rather than concern for Oceana. The company argues there is no scientific evidence to suggest the resource is in trouble and that catch rates would normalise if the vessel was allowed to fish on the west coast,” writes Claire Attwood. 14 “Why has Japan volunteered to give away 110 tons of incredibly valuable Southern Bluefin Tuna worth an estimated R66 million annually?” writes Shaheen Moolla.

22 “This development could be a significant economic accelerator for the country, as ships that stop for fuel spend on other services, in fact, it is estimated that at current prices, for every $100 spent on fuel, an additional $100 is spent in the local economy, on direct and indirect services such as agency fees, port charges and deliveries to the ship and crew transfers, hotels, career development, finance bunker trading, to just mention a few,” commented Peter Hall, CEO IBIA.

24 “The information that it will produce is crucial for us to design and construct the best possible port that will benefit all Angolans through local job creation and serving as a gate-way to increased economic growth,” noted Brian Fuggle, CEO of Porto de Caio. 28 “It was important to SAMSA that the op-eration led to a skills transfer to South Africans, especially as operations of this magnitude are fortunately rare occurrences both internation-ally and domestically,” added SAMSA Executive Head: Centre for Ships, Captain Nigel Campbell.

30 “The challenge is always the unknown fac-tors, you never know what you are dealing with on any salvage job. You just have to go out there and find solutions,” said salvage master, Captain Ken Ellam.

34 “The exclusive agreement between Cim-co and Southern Power Products will make the engines available to the local shipbuilding mar-ket on their release,” says James Fisher, CEO of Nautic Africa.

36 “Many ships do have strict procedures when it comes to sampling, but often the sam-ples are not sealed. This leads to problems when trying to use the samples as evidence in a dis-pute. If the provenance of the samples cannot be verified then it is difficult to use the samples as evidence in defense of a claim. The same would apply if there were unsealed samples taken by the terminal and used as evidence in a claim against the vessel,” writes Byron Elkington from P&I associates.

39 “After that I was hooked. I started search-ing Google for marine life and conservation in-formation. I came across a site featuring aqua-culture farms with floating cages in the ocean. This interested me a lot and I started to read more and more. I also realised that the amount of fish in the ocean is getting lower and lower and I decided that I want to make a difference,” says Rikalize Reinecke, a Grade 7 pupil at Ka-meelfontein Primary School in Pretoria.

40 “These contracts are bringing direct and indirect benefits to the Nigerian economy through project spending and employment, consistent with project objectives,” said Neil W Duffin, president of ExxonMobil Development Company.

49 “Maintaining our status as a black owned and controlled fishing company and ensuring that we retain our credible empowerment cre-dentials will assist with the retention of our commercial fishing rights. This in turn will enable Oceana to remain Africa’s most efficient conver-tor of global fishing rights into shared value. We are proud that we have turned our fishing rights into human rights through empowering our workers and supporting communities in which we operate,” said Francois Kuttel, CEO of the Oceana Group.

52 “I have always loved working with marine mammals, but without a doubt the satisfaction of releasing a whale from a complicated entan-glement is the most satisfying. Whales don’t re-alise that we are trying to help them and in fact see us as predators and will try to avoid us at all costs,” says Michael Meyer, Control Technician for the Biodiversity and Coastal Research group of the Department of Environmental Affairs.

54 “A lot of onboard machinery constantly operates as though the vessel is under 100 per-cent load and having to cope with air tempera-tures of up to 50 degrees Celsius and sea water temperatures up to 32 degree Celsius. But those conditions reflect perhaps only one percent of a ship’s operating lifetime. The rest of the time, you might say, it’s like running the heating in your house at full blast with the windows wide open,” according to DESMI’s Michael Lassen, Segment Director for Marine & Offshore.

56 “One third of the world’s population lives in the coastal zone. Coastal seas are vital for transportation, food and energy production, tourism and leisure. I envisage that this new Institute will become an important internation-al centre for marine research, as well as a key player in helping find solutions for many of the key challenges that face our society today,” Says Professor George Wolff, Head of the School of Environmental Sciences.

ADVERTISERS’ INDEX

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Applaud We want to applaud achievers in the mar-

itime industry and seek your nomination of your colleagues and peers who have ex-hibited excellence in any of the maritime sectors. Visit www.maritimeawards.co.za to nominate before the December 15.

Keelhauled “Decommissioned pipelines disrupt

business in the port of Cape Town” is the headline of an article on Trade Ocean’s website as the company relays some of the frustrations it faces now that bunker fuel can no longer be supplied via pipeline in the harbour. A keelhaul goes to those responsible for abrupt disruption, lack of communication and lack of potential solu-tions.

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

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IN DEPTH Port development challenges


The decision taken by the Ports Regu-lator at the end of July against Trans-net National Ports Authority (TNPA)

and Sunrise Energy in favour of Avedia Energy is, however, being challenged in the Durban High Court. While this court has yet to make a ruling, it did overturn an earlier decision by the Regulator to dismiss Sunrise Energy’s application to join the pro-ceedings instituted against TNPA by Avedia Energy.

A reading of the July 2015 ruling by the Ports Regulator in favour of Avedia Energy carefully substantiates the decision and it seems unlikely that a different outcome could be argued for in Durban. One has to question the legal advice being given to Sunrise who are pursuing this action, but perhaps they have been buoyed by their victory in the same court a year earlier. In fact TNPA and Sunrise should be interrogat-ing the legal minds that came to bear on the initial concessioning contract which, if the Ports Regulator’s summary is accurate, is contradictory to the Ports Act and even within its own clauses.

The case raises a number of issues for port development and the Ports Regula-tor’s ruling certainly makes for interesting reading. The complaint issued by Avedia Energy against TNPA and Sunrise Energy relates to the concessioning of a Liquefied Petroleum Gas (LPG) facility within the Port of Saldanha Bay.

Sunrise Energy concluded this agreement to fund, construct and operate an LPG handling and storage facility in the port in June 2013 after successfully responding to a TNPA tender. In April of the following year Avedia Energy, who had not undertak-en to respond to the tender for a variety of reasons, sought to overturn the agree-ment and approached the Ports Regulator

to institute an urgent process in this re-gard. Avedia claimed that the agreement encroached on its rights as a port user and that the manner in which the concession was awarded was unlawful.

Given the current processes underway to work towards a Build Own Operate Trans-fer (BOOT) model for other developments within this port, the decision to declare this process of concessioning a LPG facility null and void should be triggering significant alarm bells for both the TNPA and any in-terested parties.

Booted outConsidering that the TNPA has on several

occasions at press conferences alluded to the fact that future development, particu-larly of oil and gas related infrastructure, in the port of Saldanha could be funded through a BOOT model – the issue of own-ership as challenged by Avedia in this case leads to speculation about the future of these developments.

Avedia contested that the agreement between TNPA and Sunrise made provi-sion for the operator (Sunrise) to “finance, construct, own, operate and maintain the facility for a specified period”. They further argued that the Ports Act does not provide latitude for the authority to grant conces-sions where the concessionaire owns land and port terminal infrastructure.

Avedia also maintained that the BOOT nature of the agreement between TNPA and Sunrise impacted negatively on TNPA’s ability to exercise effective control and reg-ulation over the port assets. “There is a risk that if the concessionaire is declared insol-vent this would compromise the transfer of the assets back to the TNPA,” it states.

In this instance both the TNPA and Sunrise argued that the concessioning agreement

did not provide for ownership and that the contract was similar to a BOOT model, but did not effectively transfer ownership of the facility.

The Ports Regulator’s ruling states: “A Section 56 agreement based on a BOOT model (whether in terms of the land/or the terminal infrastructure) is in contra-vention to the National Ports Act”. In the Regulator’s interpretation, the concession agreement for the terminal infrastructure is based on a BOOT model and is not simply similar to one.

Perhaps even more interesting are the claims that the agreement is unlawful sim-ply based on the fact that the TNPA entered into an agreement for the development of land that it does not currently own and that is actually situated outside of the port pre-cinct.

Although a separate agreement to pur-chase appears to exist between the current land owner (the IDC) and TNPA, this trans-fer had not taken place at the time of the concessioning and the approval to extend port boundaries as required by Section 10 of the National Ports Act that calls for Cab-inet endorsement had certainly not taken place.

Implications for port development in the spotlight after concession declared invalid

A recent decision by the Ports Regulator of South Africa to declare a concession awarded in the port of Saldanha Bay “null and void” could have far reaching repercussions for port devel-opment in the country – especially with regard to the ambitious plans in this specific port to gear up for the oil and gas sector and fast track development under Operation Phakisa’s aggres-sive timelines.

Given the current processes underway to work towards a Build Own Operate Transfer (BOOT) model for other developments within this port,

the decision to declare this process of concessioning a LPG facility null and void should be triggering significant alarm bells for both the TNPA

and any interested parties.

Section 10 of the Act States:Ports under jurisdiction of the Authority

�� 10.1 All ports fall under the juris-diction of the Authority

�� 10.2 The Minister may by notice in the Gazette determine ports in addition to the ports contemplated in subsection (1) which fall under the jurisdiction of the Authority.

�� 10.3 The Minister may, after consultation with the Authority, review, vary or extend the bound-aries of ports and must consult with the municipality concerned if such review, variation or extension affects municipal boundaries.

�� 10.4 When exercising the powers referred to in subsections (2) and (3), the Minister must:

a. follow an open and transparent process, which must include a via-bility study, and a strategic environ-mental impact assessment; and

b. obtain Cabinet approval.

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The Regulator was clear in its deliberation on this point and found that the TNPA must first own the land it intends to advertise for a Section 56 award and found that no evidence had been presented to prove that Section 10 of the Act had been adhered to.

“An invitation for, and the award of a concession by the Respon-dent (TNPA) on land not owned by the Respondent and outside of the port boundary, and therefore outside the Respondent’s ju-risdiction, is unlawful,” the Regulator found stating further that a Section 56 process may only commence in line with the provisions of the National Ports Act.

As an aside, although not part of the current port domain, the Saldanha Bay Industrial Development Zone (SBIDZ) has similarly been advertising for interested parties to occupy land within the Zone before officially taking ownership of the land from the IDC.

Acting in the best interests of the publicAnother noteworthy aspect of this case was the reference to pub-

lic interest. The entire LPG sector has been the subject of scrutiny by the Competition Commission since about August last year. The Commission has identified the lack of LPG import as well as storage facilities and the associated cost of importing the commodity as areas of concern.

LPG has been recognised by the South African government through the National Development Plan and National Growth Path as being of strategic importance to an economy that is struggling

THE PROPOSED SUNRISE LPG IMPORT FACILITY:

The proposed Sunrise Terminal will include a Multi-Buoy Mooring (MBM) system located in Big Bay, Saldanha, for

the mooring of LPG vessels. The product will be offloaded from ships via a subsea and overland pipeline to the onshore terminal, where product will be blended and odourised to specification, before being dispatched to customers via either road loading, direct cylinder filling, or via pipeline to downstream customers or storage facilities.

The Multi Buoy Mooring (MBM) will consists of four mooring buoys, two at either end of the vessel, each anchored to the sea bed by means of 400 ton gravity anchors. The onshore receiving storage is connected to the moored vessels via a subsea pipe-line, laid on the seabed, as well as a buried onshore pipeline. The moored vessel connects to the subsea pipeline via a flexible hose that connects directly to the vessel’s manifold. The flexible hose is connected to the subsea pipeline via a PLEM attached to the seaward end of the subsea pipeline.

The MBM is designed for pressurised, semi-pressurised and fully refrigerated LPG vessels, with sizes between 3,000 GT and 20,000 GT.

Phase 1 of Sunrise Energy Terminal, which includes 5,500 ton storage, will allow for the importation of up to 17,500 ton LPG per month. The project is designed in a modular way to re-spond to growth in demand, with an ultimate storage capacity of 16,500 ton, corresponding to a throughput capacity of 52,000 tons/month or 624 kilotons per annum.

SOURCE: Sunrise Energy website/licence application

“An invitation for, and the award of a concession by the Respondent (TNPA) on land not owned by the Respondent and outside of the port boundary, and therefore outside the Respondent’s jurisdic-tion, is unlawful,”

IN DEPTH Port development challenges


with rising energy prices and a strained electricity supply.

In a preamble to the inquiry into the in-dustry the Competition Commission states: “In order for South Africa to meet its stra-tegic objectives as far as sustainable energy is concerned, it is important that the LPG sector is functioning effectively with con-sideration given to how competition princi-ples may shape efficient market outcomes which will benefit the economy in general, but also low-income households in partic-ular”.

Both TNPA and Sunrise sought to high-light that the setting aside of the conces-sion agreement between the two parties would not be in the public interest and

would set back the process by several years – thus essentially further exacerbating the limited resources available for import and storage of LPG.

While this would seem to bear credence to the findings of the Competition Commis-sion and therefore add weight to their as-sertion that the concession was in the best interest of the public, Avedia’s contention is that the denial of access to the proposed pipelines is in contravention to competitive practices as well as to the licences issued to Sunrise by the National Energy Regulator of South Africa (NERSA) – and therefore not in the public’s interest.

In fact the Regulator turned the tables on the TNPA and Sunrise with regard to their

assertion of public interest saying that it was more important to the public interest that the ports authority be held to uphold the legality of the National Ports Act.

Access to port infrastructureAvedia claimed that their rights were ad-

versely affected by an exclusivity clause in the agreement as well as Sunrise’s refusal to allow a tie-in to its pipeline. It was ar-gued that this was in contravention of the Ports Act which states that the TNPA must act “fairly, with transparency, equitably, cost effectively and competitively in the best interest of the public and the South African economy”. The Regulator ruled that the agreement had “closed the door on port users”.

Referring to Clause 14.1 of the Conces-sion Agreement, the Regulator highlighted that it was in contradiction to the common user principal stipulated by the Ports Act and clearly gave Sunrise Energy exclusive rights to use the terminal infrastructure. In addition, Sunrise seems to have relied on

Both TNPA and Sunrise sought to highlight that the setting aside of the concession agreement between the two parties would not be in the public interest and would set back the process by several years – thus essentially further exacerbating the limited resources available for import and storage of LPG.

Port development challenges IN DEPTH

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this clause to deny access to the pipeline. The Regulator confirmed that Sunrise could have exclusive rights to operate the terminal, but not to use it and therefore found Clause 14.1 to be invalid.

It should be noted, however, that according to Sunrise Energy’s own published business model:

It is unclear, therefore, as to why Sunrise will not allow access to pipelines by Avedia Energy.

A twist in the taleAs a last aside to the facts as presented in the Port Regulator’s

ruling, it is interesting to note that there is an alleged connection between Sunrise Energy and Avedia Energy that dates back to the launch of the latter and involves a key player leaving to join Sun-rise. This article, however, does not intend to investigate the im-plications of this, but rather to highlight the repercussions of the Regulator’s findings in terms of future port development.

And, indeed, the outcome of the Durban court sitting will serve to either reinforce the weight of the ruling or, if in favour of Sunrise and TNPA, deliver a rather disturbing blow to the power of the Port Regulator to adjudicate port disputes of this nature.

By Colleen Jacka

“The Sunrise Energy NERSA Licence, as well as the TNPA Section 56 Terminal Operator agreement, is based on Sunrise Energy being an open access facility.

“Sunrise Energy, as a terminal operator, will not import or own stock, however will manage stock throughput, including blending and colourisation to specification, on behalf of throughput clients. Sunrise will blend special products (for propellant clients) or fuel grade LPG mix-tures, Commercial Propane and Commercial Butane in accordance with SANS specifications and specific cus-tomer requirements.

“The battery limit for the Sunrise operations, as well as the takeover point for stock received into the termi-nal, commences at the ship manifold and ends at the rail or road tanker loading connections or at the custody flow meters for the onsite 3rd party cylinder filling and future pipeline transfers to local industry or 3rd party operators.

“Qualifying distributors, traders or industrial users are able to make use of the Sunrise Energy facility to import and distribute product, with a throughput fee applica-ble per ton of product transferred through the facility.”

In the next issue:Fish crimes come under the spotlight as we report back on a

recent conference held in Cape Town to address issues related to fisheries crimes including illegal fishing, organised crime, tax evasion, labour law transgressions and the nature of trans-national criminal activites

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


In the late 1990s, when I first went to Na-mibia to write about the fishing industry, I visited the worst fish factory I’ve ever

seen. It was small and rather dark and, al-though it was a hive of activity, there was fish blood everywhere. The factory was processing horse mackerel; thawing and cutting the modest little fish into “butterflies” that were later transport-ed to the desert to be salted and dried. The company involved was trying everything it could to meet the Namibian government’s requirement that right-holders invest in job-friendly, land-based processing facili-ties, but in the end the filleting, salting and drying proved not to be worth the effort − it was far more efficient to invest in the catching and refrigeration capacity of the midwater trawlers that produce frozen-at-sea horse mackerel in large 10kg blocks. The memory of the worst fish factory in the world came flooding back as I considered the Policy on the Allocation and Manage-ment of Long-Term Commercial Fishing Rights in Horse Mackerel Fishery 2015, published in June along with policies for nine other fisheries that form part of the 2015/2016 Fishing Rights Allocation Pro-cess (FRAP 2015/16). One of the policy’s objectives is to “pro-mote landing, processing and marketing of Horse Mackerel in South Africa.” Why would government want to promote land-based processing of horse mackerel, I thought, imagining a proliferation of the worst fishing factory in the world? And, if it didn’t work in Namibia, where the midwa-ter trawl fishery is literally ten times as big as it is in South Africa, why would it work here?

A changing modelWhen I posed these questions to individ-uals with an interest in the South African midwater trawl fishery, the answers I got led me to understand that the fishery is changing in Namibia and this may have prompted a re-assessment of the catch, freeze and ship model − in spite of its un-questionable success. Over the past few years, Namibian right-holders have successfully tested a new model that involves catching and pre-serving horse mackerel with powerful RSW (refrigerated sea water) vessels and sorting and freezing the catch on land. Such a model frees the right-holder from acquiring a Moonsund-type supertrawl-

er that, because of their age and scarcity, need to be purchased and refurbished at a vast cost (about US$28 million or R364 million at last count). The new model also allows the right-holder to demonstrate in-vestment and employment by establishing land-based freezing facilities. So, it would seem that the policy’s promo-tion of land-based processing and mar-keting of horse mackerel need not involve the messy kind of value-adding I had envi-sioned, but is a change of model really nec-essary? Would a new model boost estab-lished markets or create more jobs and is it sensible to promote a new approach at a time when the fishery appears to be faring rather badly? So badly, in fact, that the Desert Diamond (the only dedicated midwater trawler in South Africa, owned and operated by the Oceana Group) has been withdrawn from the local fishery and is fishing in Namibia.

The not so humble horse mackerelNo one would argue that the horse mack-erel hasn’t played a key role in the dazzling success of South Africa’s biggest and most diversified fishing company, Oceana. Hats off to the Oceana Group (and the substan-tially larger Namsov) that invested in and plugged away at the midwater trawl fishery in Namibia when other companies were selling their rights and getting out of the game as fast as possible. Since the late 1990s, both companies have established a steady supply of Namibian

horse mackerel; built robust markets and dramatically upped their game with the installation of refrigeration systems that transformed the quality of their products. Oceana subsequently translated its Namib-ian experience to the South African fish-ery and made a huge success of it: Ocea-na’s premium Diamond brand of South African caught horse mackerel is today

Managing the complexities of the horse mackerel resource

In spite of its success and profitability, there could be

fundamental changes in store for the midwater trawl

fishery for horse mackerel, not only in Namibia where

the fishery is a mainstay of the local industry, but also

in South Africa where there has been a worrying fall off

in catch rates.

CLAIRE ATTWOOD PROVIDES A WIDE ANGLE PERSPECTIVE

South Africans presently employed by the Desert Diamond

120* Claire Attwood is a writer and edi-tor with a special interest in fisheries. She works with a number of fishing companies and consults to the South African Deep Sea Trawl Industry As-sociation, SADSTIA. She writes in her personal capacity.

RIGHT OF REPLY

In my last column, Large pelagic policy re-vives foreign fishing debate, I wrote that the participation of foreign vessels in the South African tuna longline fishery may not be helping South Africa to build a performance record because catches made by Japanese vessels fishing on a South African right will be reflected on Japan’s catch record. Judian Bruk contacted me to say this is not the case with ICCAT (the International Commission for the Conservation of Atlantic Tunas). Judian writes: “… catches from foreign vessels should accrue to a country based on the nationality of the authorisation and not the vessel flag state. This is the case with ICCAT and it is likely that the IOTC will follow the same approach.”

I have not been able to locate an IOTC policy or statement that clarifies this issue and would welcome further correspondence on this matter.

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


highly sought-after in Angola and (to give credit where credit is due) the company really worked hard to replace the Desert Diamond’s largely Russian crew with well trained locals. Today Desert Diamond em-ploys 120 South Africans.

Stock catchabilityHowever, despite Oceana’s commitment to the South African fishery, things have not gone exactly as planned. The total allow-able catch increased by 9 percent between 2014 and 2015, but catch rates have fallen alarmingly and some are suggesting that the Operational Management Plan (OMP) that was developed for the fishery in 2013, may be overly optimistic about the resil-ience of the stock. The total TAC for 2015 was 54,427 tons, of which 41,927 tons were allocated to the midwater trawl fishery. The remainder is reserved for bycatch in the hake trawl fish-ery. Declining catch rates are a source of frus-tration, rather than con-cern for Oceana. The company argues there is no scientific evidence to suggest the resource is in trouble and that catch rates would normalise if the vessel was allowed to fish on the west coast. At present, Desert Di-amond is restricted to fishing east of the 20°E line; Oceana believes that the drop in catch rates is a “catchability” rather than an availability problem. It has applied to the Department of Agriculture, Forestry and Fisheries for the vessel to operate on the west coast, but its application has been turned down three times so far. In actual fact, the 20°E line is somewhat ar-bitrarily drawn. It was established in 1977

when Polish fishers first discovered and began to exploit a horse mackerel resource offshore of Port Elizabeth.

Bycatch concernsOnly two years later, South Africa declared its exclusive economic zone (EEZ) and eject-ed the foreign fishing fleets, but the delin-eation of the fishing grounds remained. However, the essential rationale for the delineation is the same today as it was in 1978: the deep-sea trawling industry is deeply concerned about the risk of hake bycatch in the horse mackerel fishery. Whereas juvenile horse mackerel are pe-lagic by nature, aggregating on the surface of the ocean, larger fish are mesopelagic, feeding on or near the seabed during day-light hours and swimming higher up in the water column (where it is warmer) at night. Hake right-holders are understandably worried about the possibility of the Des-ert Diamond catching significant volumes of hake as incidental bycatch, but Oceana

counters this concern by pointing out that any hake it catches would come off its hake quota, and the fact that Desert Diamond is the only vessel in the South African fleet to carry two scientific observers at all times. In other words, if the vessel was to land hake (whether in large or small volumes) the catch would not go unreported or un-recorded, says Oceana.Clouding the company’s argument in favour

of opening up the fishing grounds to Desert Diamond are some negative perceptions. There’s no getting away from the fact that the vessel is huge − it dwarfs all the other vessels in fishing berths at the V&A Water-front and, unlike in Namibia where there are 15 similar vessels in operation, Desert Diamond stands out like a sore thumb. And, with a net opening of 80m, the vessel sweeps a very wide area. A skipper I met on the South Arm quayside told me that in one trawl, Desert Diamond catches the same amount of fish that a deep-sea trawl-er would catch in a month. That’s almost certainly true, but as some-body else pointed out to me, this argument is rather simplistic if you consider that the same could be said of a handline boat versus a wetfish trawler. Both the midwa-ter trawl and the hake fisheries are TAC controlled, so whether it takes a year or a month to land the TAC should be immate-rial.

Complex fisheryAlarmist and unfounded or not, such per-ceptions are difficult to counter, especially in the fishing industry where there is often a gap between the observations of scien-tists and the experiences of fishing crews.

Another factor that can-not be overlooked in the management of this fishery is its sheer com-plexity. Not only is horse mackerel a highly mobile species, it also interacts with other fisheries at different times during its lifecycle.

Adult horse mackerel occur, and are caught, over the hake trawl grounds, but juvenile fish commonly shoal with sardines and are routinely caught as bycatch in the purse seine fishery for sardine and anchovy. Catches of juvenile horse mackerel need to be carefully regulated so that the purse seine fishery doesn’t catch too many ju-

Hake right-holders are understandably worried about the pos-sibility of the Desert Diamond catching significant volumes of hake as incidental bycatch, but Oceana counters this concern by pointing out that any hake it catches would come off its hake quota, and the fact that Desert Diamond is the only vessel in the South African fleet to carry two scientific observers at all times.

>>Continued on p 14

Catch rates have declined significantly in the horse mackerel fishery and the sheer size of Desert Diamond, the only midwater trawler ac-tive in the fishery, has raised concerns about the vessel’s impact on the horse mackerel resource. In this picture, Desert Diamond dwarfs the long-liner Viking Ruby.

FISHY BUSINESS Shaheen Moolla discusses the fishing sector


This effectively means that South Africa will finally become a full member of these two important

regional tuna management organisations. South Africa had been a Co-Operating Non- Member to the CCSBT and IOTC since 2006 and 2003, respectively.

Parliament also acceded to the United Nations Port State Measures Treaty Agree-ment (PSM Agreement). South Africa be-comes the 16th member state to either ratify or accede to the PSM Agreement. Although Parliament adopted the Agree-ments with near unanimity, the Economic Freedom Fighters (EFF) inexplicably refused to support the ac-cession to the PSM Agreement but sup-ported accession to the IOTC and CCSBT Agreements.

Accession to these agreements – and especially to the PSM Agreement – did not receive the slightest mention in our daily news media. This is truly trag-ic given the critical importance of oceans governance and the impact illegal fishing has on the sustainability of our fish stocks.

Illegal fishing costs the global oceans economy many billions of dollars annually. Recent findings of a Greenpeace investi-gation into illegal fishing off Africa’s West Coast exposed the rampant and co-ordi-nated scale of illegal fishing by Chinese vessels in the Gulf of Guinea. In addition, illegal fishing fuels and supports a pletho-ra of other crimes such as drug and human trafficking and slave labour.

For the PSM Agreement to formally come into effect as an internationally binding hard law instrument, we require 25 UN member states to either ratify or accede to the PSM Agreement. Until the 25th mem-ber state deposits its Agreement with the UN-FAO, the obligation will continue to fall to individual Port States, such as South Af-rica, to implement the PSM Agreement and to ensure its proper codification into South African law.

This article will consider the possible ben-efits and challenges that South Africa faces now that we have essentially signed up to the CCSBT and PSM Agreements.

The PSM AgreementOn 1 September 2009, the Food and Agri-

culture Organisation of the UN announced that 91 member states agreed to adopt a treaty on port state measures (PSM). The adoption of the treaty agreement was in-deed an historic milestone in oceans gov-ernance and marine living resource man-agement, particularly for High Seas stocks, as it will be the first binding international agreement to combat illegal fishing by ef-fectively closing access to the world’s fish-ing ports and markets by IUU fishing and support vessels.

The PSM Agreement accepts that its success is substantially dependent on in-creased regional and inter-regional coordi-

nation; the effective use of communica-tion technologies and databases as well as the financial and technical sup-port for developing states.

The Agreement places significant emphasis on issues relating to transpar-

ency and information sharing. This will be the first hard law international agreement to be adopted by the world’s coastal and port states since the UN Convention on the Law of the Seas (UNCLOS). Between UN-CLOS and PSM, we have had a plethora of soft laws aimed at providing a non-binding regulatory framework for the international governance of fisheries and our oceans.

However, as the Global Oceans Commis-sion (GOC) recently confirmed, the current governance mechanisms available to man-age and police the High Seas are ineffective and require an overhaul. One of the GOC’s eight recommendations to advance oceans recovery is the adoption and implementa-tion of port state measures, including key PSM measures such as:

�� Countries should adhere to and comply with regional fisheries organisations and arrangements for High Seas fish stocks and monitor activities of their nationals and fishing vessels;

�� Regional fisheries organisations should share information on potential illegal activities with other organisations and with enforcement agencies and main-tain coordinated lists of suspected ille-gal fishing vessels;

�� Illegal fishing vessels should have their flags removed, be refused access to

On 3 September 2015, South Africa’s Parliament acceded to

the agreements establishing the Commission for the Con-

servation of Southern Bluefin Tunas (CCSBT) and the Indi-an Ocean Tuna Commission

(IOTC).

Agreements will challenge the status quo

Accession to these agreements – and especially to the PSM Agree-ment – did not receive the slight-est mention in our daily news media. This is truly tragic given the critical importance of oceans governance and the impact illegal fishing has on the sustainability of our fish stocks.

FISHY BUSINESS Shaheen Moolla discusses the fishing sector


ports and not be allowed access to markets for the fish that they have caught;

�� Countries should monitor all fishing vessels entering their ports and deny entry to suspected illegal operators and their catch;

�� Governments should collaborate with industry and affected stakeholders to create a global information-sharing platform able to monitor and exchange data on all fishing vessels movements in real time, and so deter IUU fishing; and

�� Retailers should commit to sourcing sustainable seafood and adopting effec-tive traceability schemes.

Although South Africa has begun imple-menting certain of the more rudimentary aspects of PSM such as prior notification for foreign flagged vessels, checking wheth-er vessels are IUU listed and the monitor-ing of landings and “in-port” transship-ments; the crucial el-ements pertaining to transparency, public records of real-time permit allocations to foreign-flagged vessels, real-time commu-nication and notifications of vessel entry and landings to RFMOS’s, member states, NGO’s and members of the fishing industry and the establishment of a national register of IUU fishing vessels and support vessels will now require urgent development and implementation.

The Commission for the Conser-vation of Southern Blue Fin Tunas (CCSBT)

South Africa has been a Co-Operating Non-Member of the CCSBT since 2006. With this status, South Africa was able to attend the annual meetings of the Commis-sion, but could neither vote on nor directly influence the setting, determination and al-location of southern blue tuna quotas.

At present, the Commission comprises six full members, namely Australia, Japan, Indonesia, Taiwan, New Zealand and South Korea. Australia and Japan are allocated the lion share of the annual global catch allowance. The European Union, Phillipines and South Africa are presently Co-operat-ing Non-Members with annual allocations of 10 tons, 45 tons and 40 tons of blue fin tuna, respectively. By comparison, Austra-lia’s 2015 allocation is 5,665 tons and Ja-

pan’s is 4,847 tons.

It is widely known that Southern Blue Fin tunas are incredibly valuable and highly sough-after by Japan’s top sushi restaura-teurs who pay incomprehensible amounts of money for a single exceptional fish.

South Africa’s current meager allocation of 40 tons has partly been blamed for the economic stagnation of the country’s tuna long line fishing industry. The tuna long line fishery was allocated 30 permits in 2004 af-ter years of being an experimental fishery and before that a fishery dominated by the Japanese in terms of a bilateral agreement between the two states which granted Japanese vessels access to South Africa’s tunas.

The intention was to allocate long term fishing rights to South Africans who could then partner with foreign vessel owners who would impart the necessary skills and resources, thus enabling South African

quota holders to be able to harvest and market tunas for their own account.

Instead, what emerged was a class of super-paper quo-

ta holders who simply sold off their fishing rights to highest foreign vessel owner and then demanded upfront quota-usage pay-ments. Today, some tuna long line fishing rights are active.

Should South Africa notify the CCSBT of its decision to formally accede to the con-vention before 31 May 2016, South Africa’s annual portion of SBT will increase from 40 tons to 150 tons. What should be of great interest – if not of national concern – is that Japan has agreed that 110 tons should be lopped off its annual quota and allocated to South Africa.

Why has Japan volunteered to give away 110 tons of incredibly valuable Southern Bluefin Tuna worth an estimated R66 mil-lion annually?

Accordingly, South Africa’s new large pe-lagics fishing policy scheduled for finalisa-tion later this year must definitively protect the industry from being reduced to a sat-ellite Japanese fishery. At the same time, the allocation of an additional R66 million in quota must be strategically used to em-power South African fishing interests, grow employment in the fishing industry and en-sure South Africa has a positive impact on the sustainable management and growth of the world’s Southern Bluefin fish stocks.

Continued from p 11

veniles, adversely impact re-cruitment and ultimately pre-

clude the potential of the midwater trawl fishery.

However, knowledge and under-standing of the horse mackerel re-source is also not as good as it might be, especially in light of the invest-ment that has taken place in the fish-ery since the deployment of Desert Diamond.

Stock assessments are not con-ducted annually and survey biomass estimates are, at best, educated guesses that are thought to have under-estimated the size of the re-source. That is why the TAC was in-creased last year − the OMP is being used to test the level of catch that the resource can sustain.

Added to these uncertainties are questions around the life history of horse mackerel. For instance, the recruitment of adult horse mackerel to the fishing grounds on the eastern Agulhas Bank is poorly understood.

Scientists generally believe that the fishery is “fed” by recruits from the west coast. But an alternative sce-nario is also possible − that recruit-ment is linked to the shallow bays and nursery areas of the south coast.

If this is the case, it is possible that the fishery for adult horse mackerel is being impacted by the interaction of juvenile horse mackerel with oth-er fisheries like the purse seine and inshore trawl fisheries.

With the publication of the Policy on the Allocation and Management of Long-Term Commercial Fishing Rights in Horse Mackerel Fishery 2015, and the fundamental shifts in the structure of the fishery that are taking place in Namibia, the spectre of change certainly hangs over the South African midwater trawl fish-ery.

However, in light of declining catch rates, the departure of Desert Dia-mond for northern fishing grounds and given the uncertainty around the size and resilience of the South African horse mackerel stock, the al-locations committee is going to have to consider very carefully whether a change in the status quo will be in the best interests of the fishery, or the industry.

>>

South Africa’s current meager allocation of 40 tons has partly been blamed for the economic stagnation of the country’s tuna long line fishing industry.

CASTING THE NET BACK 100 Years of fisheries management


In his report No 6 of 1928, Cecil von Bonde (who succeeded Gilchrist as government marine biologist in the early half of the

twentieth century) stated that the research vessel:

That would be about 550m. Currently the trawling industry targets deep-water hake at depths of up to 800m, although the aver-age depth trawled would be approximately 450m.

What is remarkable is that in the surveys carried out by the ss Pickle, trawls to depths of 470 fathoms (870m) recorded alfonsino (Beryx splendens) and deep-water dory (Cyttosoma verrucosum) in deep water off Lüderitz. At another station, at a depth of 220 fathoms (410m) a large number of hop-lostethus were recorded.

These fish, also known as orange roughy, are an aggregating species that occur in deep water and, in the 1990s, were the target of intensive exploratory fishing. In-terestingly, von Bonde’s orange roughy samples were taken in deep water off Kwa-Zulu-Natal, whereas most of the recent fish-ing effort for deep water species has been on the west coast.

Orange roughy were again recorded by von Bonde in September 1921 in 250 fath-oms (457m) off KwaZulu-Natal. Large vol-umes of sponges and other benthic flora and fauna were taken at the same time. Then, in November 1921, northwest of Cape Town, research trawls down to 600 fathoms (1,100m) recorded hoplostethus and numerous deep water dory species.

It is remarkable that trawls to such depths were possible at that time. In fact, on the same survey “reverse trawls” were used to

sample down to 1,800 fathoms − greater than 3,000m.

Orange roughy A viable orange roughy resource was dis-

covered off Namibia in the mid-1990s, but it quickly became overfished and today catch-es are small and exploratory.

In 1995, concerns about the impacts of fishing for deep water species such as or-ange roughy and deep water dory in South Africa resulted in legislation to strictly limit the catch of these species, although a small directed exploratory fishery for deep water dory did operate for a few years in waters south of Cape Point.

And, some established South African com-panies did, controversially, venture as far as the Tasman Rise south of Australia and the South West Indian Ocean in their ambition to target the potentially lucrative orange roughy resource on high seas seamounts, outside the South African EEZ.

Preservation measuresTwenty years later, such exploratory fish-

ing on the part of South African companies is far less likely to occur, partly as a result of increased awareness around Vulnera-ble Marine Ecosystems and pressure (both globally and within South Africa) to protect deep water ecosystems from the impacts of fisheries.

Specifically, there are moves to preserve at least a portion of unique types of sub-strates. In addition, as a result of growing concern about the adverse ecosystem im-pacts of fishing on the high seas, the 2006 United Nations General Assembly Resolu-tion 61/105 called “upon States to take ac-tion immediately, individually and through regional fisheries management organisa-tions and arrangements, and consistent with the precautionary approach and eco-system approaches, to sustainably manage fish stocks and protect vulnerable marine ecosystems (VMEs), including seamounts, hydrothermal vents and cold water corals, from destructive fishing practices, recognis-ing the immense importance and value of deep-sea ecosystems and the biodiversity they contain”.

No such pronouncements could have

An indepth look at the trawling sector

“the ss Pickle has however estab-lished the fact that on our coasts, and especially on the West coast, we have an immense asset, which must prove of great value to the Union, primarily in stockfish, kingklip, and other big bottom fish, which have been found in com-mercial quantities down to the 300 fathom line – which may be taken to be the trawlable limit”.

In this article we look to the deep sea and ask, how deep is too deep? Was probing the depths of the oceans off our coast one of Gilchrist’s objectives and how have fisheries changed since trawling began in the early 1900s?

Dave Japp and Claire Attwood collaborate to compare ideas

and understanding of fisheries management from

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

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

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

purchased by Japp at an auction recently.

100 Years of fisheries management CASTING THE NET BACK


been anticipated by Gilchrist and his suc-cessor, von Bonde, whose main objective with the ss Pickle was to establish the ex-tent of the trawl grounds and to determine the location of the best fish resources.

Things have certainly changed since then. For instance, in South Africa right-holders in the deep-sea trawling industry have vol-untarily agreed to “ringfence” the trawl grounds – to only trawl on currently used grounds, prevent damage to lightly trawled areas, and to preserve natural refuges for hake.

In a similar fashion, the European Union is currently debating the prohibition of trawl-ing on grounds deeper than 600m. But, of course the EU regulators are meeting re-sistance. Europeche, the European fishing industry representative body, referred to a report on the regulation of deep sea fish-ing as a “sexed up dossier” and slammed the finding that the levels of bycatch in commercial deep water fisheries outweigh the benefits derived from those fisheries as “bogus”.

Constraining the fishing industryAs Gilchrist and von Bonde’s surveys

demonstrated, fishing for deep water spe-cies was certainly on the agenda in the ear-ly part of the twentieth century. However, we seem to have gone full circle since then and we wonder whether a ban on fishing in water deeper than 600m (as is being con-

sidered by the EU) would be accepted by our own fishing industry, especially in the light of Operation Phakisa which many feel is squeezing the fishing industry out, in favour of oil, gas, aquacul-ture and seabed mining.

New Zealand has success-fully managed sustainable deep-water fisheries for orange roughy, but the Na-mibian fishery has all but col-lapsed and our own attempt at managing a deep-water resource would appear to be a thing of a past.

Perhaps it is time to rethink the potential of the deep sea and for DAFF to review the existing legislation for some of these species? Or would such a move simply be out of step with the global mindset and calls to protect deep sea ecosystems and biodiversi-ty?

Without a doubt, Gilchrist and von Bonde could never have foreseen an era when fishing would be thwarted by attitudes and opinions, rath-er than by the limitations of vessels and gear.

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

Top: Deep water gold? Does orange roughy offer opportunity for the bold?

Above: Juvenile deep water oreo dory from a west coast research trawl. Photo: Melanie Smith.

FEATURE Port development


Swaziland on the quest for a seaport

As coastal African states debate the extent of investment they

will make in port infrastructure, land-locked Swaziland made news head-lines in September with talk of con-structing a 26 km canal from the In-dian Ocean across Mozambique to a port in Mlawula.

Reports state that the Kingdom aims to build a 15 to 20 hectare harbour big enough to berth four ships at a time at a cost of R30 billion. Detractors have quickly pointed out that the nearest Mlawula gets to the sea is some 70 km as the crow flies with a significant in-crease in height above sea level.

The scheme is linked to the Swazi businessman, Moses Motsa who has hotel property in Durban, is a director of a Premier League soccer team and had shares in a local insurance com-pany. It is reported that he presented the idea to the Swazi cabinet who pur-portedly have given their support to the project.

Minister of Commerce, Industry and Trade Gideon Dlamini lent his govern-ment’s full support; “At government level, we are fully behind the project and we are giving it undivided sup-port,” he told the Swaziland Times. “The project owners have conduct-ed presentations to Cabinet and we interrogated it and found that it is a wonderful one. Following Cabinet’s realisation that the project is good and viable, Prime Minister Sibusiso Dlami-ni subsequently tasked the different concerned ministries to start work-ing together with the project owners straight away.”

With statistics that point to South Af-rica as Swaziland’s main trade partner, the notion to create a seaport seems rather fruitless and the added chal-lenges faced by consultation over land procurement from Mozambique for the canal would make the process ex-tremely difficult.

DURBAN CRUISE TERMINAL

Transnet National Ports Authority has issued a tender for the design development, financing, construction, operation, maintenance and transfer of a cruise terminal facility at the Port of Durban at A and B Berths. This comes after the announcement of the V&A Waterfront as the preferred bidder of a cruise terminal in the Port of Cape Town.

BOAT BUILDING CLUSTER

South Africa’s Operation Phakisa’s vision of a boat building cluster in the Port Elizabeth Harbour gained impetus recently when the Transport Minister Dipuo Peters received Cabinet approval to provide an urgent lease to Tag Yachts Ltd in the port.

PHOSPHATE EXPORTS

Porto de Caio, the company managing the development of the new deepwa-ter port in Angola, recently signed a Letter of Intent with Minbos Resources Limited to provide port capacity for the export of 800,000 tons of rock phosphate per annum. The Port of Caio is planned to be operational in the 3rd quarter of 2017 and at a 12.5m draft is ideally suited to the seaborne rock phosphate market.

MOBILE CRANE TENDER

The tender for the manufacture, sup-ply, testing and commissioning of two 50 tonne mobile cranes for the Kenya Port Authority will close in November. The tender calls for a complete set of special tools for the equipment for maintenance as well as comprehensive manuals and documentation. Delivery is required within eight months of award of contract.

Providing strategic information for enhanced port efficiency

Accurate data and intelligence about the maritime domain can make port planning more effective. Maritime domain awareness (MDA) solutions can provide this credible and relevant information relating to maritime traffic and statistics to port authorities.

“With the capacity to provide relevant and timeous maritime intelligence,

MDA brings together two critical re-sources: technology and people,” says Steve Nell, Managing Director of Marine Data Solutions (MDSol), a Cape Town-based provider of MDA systems and solutions.

MDA systems have the capacity to generate real-time maritime data and information, enabling ports authorities, shipping companies and all other re-lated stakeholders to predict shipping patterns, including coastal vessel con-centration, fuel requirements, services and repair, in order to make informed decisions.

With the ability to respond to the in-formation needs of port authorities, maritime authorities and many others, Nell emphasises the need to ensure that MDA systems are refined and developed to cater for everyone’s needs.

“The challenge, globally, is capacity and resources: maritime domain awareness solutions can be integrated with oth-er systems, creating different levels of awareness, and they can be designed and configured according to a custom-er’s resources and needs. Essentially, the solutions are building blocks towards an overarching goal: creating maximum visibility of the bigger picture,” he says adding that South Africa remains at the forefront of maritime awareness on the continent.

Contributing to economic stabilityHe believes that maritime technology

can further enhance the safety and effi-ciency of the maritime sectors in Africa to the benefit of the region’s economic

development.

“Coastal surveillance, vessel manage-ment and early warning systems, and the generation of specific, relevant data are becoming crucial to risk mitigation and ensuring safety at sea. But beyond safety and security, there are other, far-reaching benefits of a holistic and ef-fective maritime intelligence technology platform,” says Nell.

“MDA affords stakeholders enhanced control over their assets within the maritime domain. It is about protecting those assets, and also identifying the opportunities in terms of targeting new markets,” he adds.

MDSol, as a subsidiary of Norwegian technology company the Kongsberg Group, is able to provide solutions for the African maritime market. As special-ists in maritime, oil and gas technologies and defence systems, Kongsberg has de-veloped systems that are used in some of the world’s busiest and sophisticated ports, including Norway, the UK and Sin-gapore. Systems include Vessel Traffic Management and Information Systems (VTMIS), ports and coastal surveillance, automatic identification systems (AIS) and aids to navigation (ATON).

MDSol, driven by the needs of Africa’s maritime authorities and associated in-dustries, has among its key customers the Transnet National Ports Authority (TNPA), the South African Maritime Safety Association (SAMSA) and the Namibian Ports Authority (NAMPORT). MDSol has installed and upgraded VT-MIS systems in eight of South Africa’s ports, and has installed AIS base stations and associated systems for the maritime authorities in Kenya, Tanzania, Comoros, Madagascar and Mozambique.



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Port security has too often lagged behind the demands of ever more vulnerable facilities with new technology often being deployed as an after-market add-on, rather than a homogenous part of the port’s day to day working. With new ports being developed on green or brown-field sites across the globe, it is now possible to design-in security from the planning stage.

Dr Mark Yong, Business Development Director for BMT, outlines the scale of the challenge and explains how

port planners can help operational security.With the threat of international terrorism

looming, port security remains of para-mount importance, not only due to the di-rect threats to life and property, but for the potential economic damage that can arise from effects on supply chains.

Port security affects all stakeholders with-in the cargo operating and port logistics chain and beyond. Fur-thermore, ports are becoming more multimodal, introducing wider area concerns where cargo is being moved between a number of operators. There is also the additional risk of limited investment by terminal operators in security measures that do not directly protect their income streams, creating the potential for security gaps due to strained government security resources.

ISPS CodeWith the introduction of the International

Maritime Organisation’s (IMO) Internation-al Ship and Port Facility Security (ISPS) code in 2004, much work has been done to tack-le security issues. ISPS is a key element of legislation as it regulates security on-board ships, as well as inside ports and terminals

that receive seagoing vessels on interna-tional voyages.

To date, 148 flag or coastal states around the world have committed to the ISPS Code and now have a legal obligation to comply with its requirements and to submit infor-mation to the IMO. However, there may be disparity between member states and car-go operators and organisations, partly due to the way that European legislation has been deployed.

When considering port security during the master planning stage, ports need to factor in the necessary and sufficient se-curity level to satisfy evolving international regulations and standards, while efficiently supporting the complexity of the real port environment. This includes facilitation of efficient and, where required, real-time exchange of security related information within the supply chain and between ports, port stakeholders (agents, shippers etc) and authorities.

There needs to be a cost-benefit analysis to identify the main security gaps and mea-sures to maintain or augment the efficient and secure operation of the ports, com-bining creative and analytical techniques. Selection of the most appropriate IT infra-structure can help improve data security, as well as making critical information avail-able in real time.

Peer-to-peer communication and decision support can be helped by incorporating semantic technologies and using standard, open architecture software wherever pos-sible, which in turn will make upgrades and integration with new systems more man-ageable. The importance of keeping the port’s network secure while making it ac-cessible to all the port security stakehold-ers cannot be overstated.

Roles of key personnel and organisations

need to be clearly defined so that there is satisfactory interaction for freight trans-port to be as efficient as possible through a series of transport operations. Having the ability to adapt to change quickly when required due to security considerations and interactions is also key. Standardisation of training for port personnel, terminal opera-tors and stakeholders operating within the port authorities’ jurisdiction is another sig-nificant area that is often overlooked and can deliver significant benefits.

Planning for emergenciesIn planning for movement of cargo

through ports, emergency scenarios should be taken into account, especially emergen-cy evacuation involving large numbers of

people from passenger ves-sels in case of terrorist activity or fire for example. (the IMO MSC 1033 evacuation analysis protocol specifies an assembly time and congestion criteria for safe evacuation). How this will affect cargo operations

within the port area i.e. the need to redi-rect port traffic, should be considered.

New technology can be a key enabler in improving port security, but the additional time and physical space required for scan-ning and inspection must be built into the port’s logistical flow. The positioning and number of Optical Character Recognition (OCR) systems and other surveillance tech-nologies, transhipment security systems, as well as the interface with truck and rail transportation must reflect the volume cargo and ideal flow through the facility, to prevent bottlenecks or abortive move-ments.

Assets should manage security while mak-ing the best use of data which can benefit other parts of the ports operations, such as logging throughput, logjams and vessel traffic movements. This will help minimise delays and add to commercial understand-ing of port throughput and efficiency.

While there is no magic spell to deploying a port security system that is both rigor-ous and flexible enough not to disrupt the rapid through-put of cargo, intuitive and innovative port planning can help improve the intrinsic security of a facility. With port security climbing higher up both corporate and government agendas, can developers risk not addressing these issues at the plan-ning stage?

Port security requires early planning

There needs to be a cost-benefit analysis to identify the main security gaps and measures to maintain or augment the efficient and secure operation of the ports, combining creative and analytical techniques.



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Multipurpose terminal contract awarded in Cameroon

With a potential investment of 26.2 Euros, Necotrans Group and the Kribi Port Multi Operators (KPMO) con-

sortium have been awarded a partnership contract for the operation and maintenance of the multipurpose terminal at the deep-water port of Kribi in Cameroon.

While the precise terms of the contract are still under dis-cussion, it is estimated that the concession for the quay will be for a period of 20 years. The initial length of the quay with two berths is set at 265 metres, but is set to be expanded to include an adjacent quay of 350 metres after five years.

Located 150 km south of Douala, the new port at Kribi has a draught of 17 metres. The multipurpose terminal will be equipped with two cranes on rails and six truck mounted cranes.

“Kribi is the only deep-water port in Central Africa, and as such is destined to become the economic driving force of Cameroon and the sub-region, especially Chad and Central Africa,” explained Grégory Quérel, Chairman of Necotrans.

“Our investment will enable us to increase the pace of handling and the storage zones so that Kribi can be as com-petitive as possible, complementing the port of Douala,” he added.

The multipurpose terminal at Kribi will provide work for over 250 people. The main goods handled will be vehicles, wood, cotton, mineral ore as well as oil and gas equipment, together with the materials used for the construction of the industrial zone and the future power plant that will be right next to the Kribi port.

Mauritius gears up to become global bunker hub

Following the increase in the number of ships taking on bunker fuel in Port Louis, Mauritius, the government

aims to transform the port into a business friendly, industry leading petroleum and bunkering hub that will export one million metric tons of bunker fuel and ultimately employ 25,000 people across the marine industry. The bunker trade has been liberalised, with

government incentives provided through the reduction and removal of charges and duties and an improved quicker process for issuing bunkering licences and import per-mits.

The Minister of Ocean Economy, Marine Resources, Fisheries, Shipping and Outer Islands spoke at the International Bunker Industry Association (IBIA) conference held in Port Louis during October and outlined the government’s ambitions for this grow-ing business sector.

Last year the volume of bunker fuel sup-plied rose from 269,324 metric tons in

2013 to 287,546 metric tons, an increase of around 6.8 percent. However, this figure represents just 30 percent of the govern-ment’s short-term goal of 1 million metric tons of bunker exports per year.

The port limits have been extended to pro-vide for sites that would allow the anchor-age and furtherance of petroleum based activities, and a full feasibility study has been conducted and a master plan devel-oped.

IBIA’s one and a half day event, Mauritius: A Bunker Hub: Driving the Ocean Econo-my was proceeded by two days of tailored training, covering basic bunkering and the structure needed for bunker operations development. The training courses set a record for IBIA by attracting 53 delegates reflecting the widespread and very real in-terest in this new initiative.

As the Government of Mauritius acknowl-edges, a successful bunker port will need efficient cargo handling facilities, deep

shipping channels, adequate berth and quay capacity and of course a skilled work-force. The IBIA training courses are the first tailored coaching offered in the local region in preparation for this significant business growth.

Peter Hall, CEO IBIA commented: “The government has taken the strategic deci-sion to develop the petroleum industry as a core pillar of its economic plan. As a result, it has implemented new measures to en-sure a reputable, reliable high quality busi-ness-friendly environment with real oppor-tunities, as reflected in the attendance at this event.

“This development could be a significant economic accelerator for the country, as ships that stop for fuel spend on other ser-vices. In fact, it is estimated that at current prices, for every $100 spent on fuel, an additional $100 is spent in the local econ-omy, on direct and indirect services such as agency fees, port charges and deliveries to the ship and crew transfers, hotels, career development, finance bunker trading, to just mention a few”.

World Class Maritime Technology Solutions for Africa



Angola’s deepwater port under construction

The first phase of construction on the new deepwater port in Cabinda, An-

gola kicked off in June when Franki Africa Sucursal Angola mobilised key equipment

to be delivered from Europe for the drill-ing of between 20 and 60 boreholes into the seabed to provide information critical to the foundation of the port.

Over a period of about 10 weeks, a geo-technical barge, a modular self-elevating platform, using a jacking system drilled the ocean bed. This work is an important step to completing the first berth of the new port in the third quarter of 2017.

“This stage in the development of the port marks a key milestone for the proj-ect,” noted Brian Fuggle, CEO of Porto de Caio. “The information that it will produce is crucial for us to design and construct the best possible port that will benefit all Angolans through local job creation and serving as a gateway to in-creased economic growth.”

Since it was awarded the concession in August 2012, Porto de Caio has delivered on significant project milestones, includ-ing the announcement of Fuggle as CEO, launching of the port’s initial site camp in addition to the pre-selection of contrac-tors and sub-contractors for phase one of development.

Namibia gears up to develop new port

A number of tenders due to close during November show that Namibia is intent

on further port development that includes the potential construction of a new sea port in the north of the country.

Namport is calling for a feasibility study to be undertaken into a proposed new sea port in northern Namibia either at Angra Fria or Cape Fria. The study will undertake investigatory work into the onshore and offshore geotechnical and geophysical na-ture of the sites as well as environmental scoping and impact assessments. The main objective is to assess the feasibility of de-veloping a third large sea port in Namibia with regard to the engineering, commer-cial, environmental, operational, socio-eco-nomic and financial aspects.

With significant development already tak-ing place at its two other sea ports, some concern has been voiced as to whether a new port will attract the necessary usage to make it viable.

Existing portsNamport has issued a tender for the

re-construction of the small craft harbour quay wall. The work will include the con-struction of a 51 m long new quay wall in front of an existing reinforced concrete sheet pile retaining wall.

At the Port of Lüderitz, Namport is seeking interested parties to develop, operate and transfer a fuel storage facility as well as par-ties to upgrade and operate a cold/freezer storage facility.

Nigeria seeks international investment in port development

Managing Director of Nigerian Ports Authority (NPA), Mallam Habib

Abdulahi, has advocated for the provi-sion of adequate port infrastructure by the Federal Government and the pri-vate sector to facilitate export activities through the nation’s sea ports, stressing its importance in enhancing trade in the economy.

Abdulahi recently visited the High Cana-dian Deputy High Commissioner in Mari-na Lagos where he presented numerous investment opportunities for Canadian

firms.

He recounted that, even though the NPA has a contract relationship with a Canadian firm handling the proposed 25 years Port Master Plan and some ICT projects, he hoped that Canadian firms would show more interest in Green Field port development and capacity building in marine related courses to meet inter-national standards.

The 25 Port Master Plan is due for ur-gent conclusion and will chart the course of the country’s future port industry.

First phase of Nacala port rehabilitation completed

The first phase of the emergency re-habilitation of the Port of Nacala in

Mozambique was officially inaugurated at the end of September when Transport Minister Carlos Mesquita was on hand for a function to mark its completion.

A three phase project is being undertak-en to modernise the port which will also increase the container handling capacity by 80 percent and bulk liquid capacity by 30 percent. According to a statement by the Mozambique News Agency (AIM), container handling capacity could rise from 100,000 to 180,000 TEUs.

The first phase consisted of the reha-

bilitation of 310 metres of quay at the fuel and container terminals, and an area of 13,000 square metres for stor-ing containers. A firefighting system and container handling equipment were in-stalled. In addition, 75 Mozambican staff were trained in port management and in handling the new equipment.

The cost of phase one was US$32.6 mil-lion financed by the Japanese govern-ment. Preparations are now under way for the next two phases. These include improving the internal port roads, build-ing a new rail terminal and extending the quay. Work on Phase Two should begin in early 2016.

A. Commercial quay wall length: 775mB. Rig facility quay length: 360mC. Ship repair facility (200m x 200m)D. BreakwaterE. Access channel: 150m wide; -13.5m CDF. New access roadG. Reclamation for future developmentH. Turning circle: 400m diameterJ. Basin: 215m wide; -12.5m CD (deep section) -7.0m CD (shallow section)

A. Commercial quay wall length: 1,550m (total)B. New access road (extension)C. Basin: 270m wide; -12.5m CD (deep section) -7.0m CD (shallow section)

PHASE 1 PHASE 2 PHASE 2

A. Commercial quay wall length: 1,925m (total)B. New RTG operationsC. Potential for oil jettyD. Port servicesE. Access channel: 170m wide; -15.5m CDF. Turning circle: 450m diameterG. Basin: 270m wide; -14.5m CD (deep section) -7.0m CD (shallow section)

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Helicopters a vital tool in coastal salvage and response

Recent salvage and emergency response incidents off the coast of South Africa show that access to he-licopter services significantly increase the success

rate of salvors attempting to counter pollution or loss of life at sea. Commenting on the tender from the National Depart-

ment of Transport (NDOT) for a coastal salvage strategy to be revised for the country, Malcolm Pitcher, CEO of AAL-SA highlights the success of operations such as the Kianu Satu, the Smart and the most recent tow of the P5000 rig off the coast of Mossel Bay.

He says that the interaction between helicopter services and sea-response teams in all of these incidents clearly highlights the benefits that a dedicated standby helicopter service could have for coastal response. Highlighting the success of the standby tug programme, he believes that the addition of a helicopter service would augment the strategy.

Despite a quiet salvage season this year, memories of the complicated Kianu Satu operation still play an important role in motivating the team at AAL-SA to remain connected to the marine industry. Pitcher says it remains a classic case study of cooperation between all stakeholders on a salvage operation and highlights the importance of communication as part of a strategic response.

The role of the helicopters in this as well as other inci-dents such as the Smart wreck removal off the Port of Richards Bay, relate mainly to assistance with load light-ening of the vessel as well as the transference of equip-ment and crew to and from the casualty.

Referring specifically to the Kianu Satu incident, Pitcher highlights the need for helicopter services capable of carrying heavy loads and working in difficult weather conditions. “Our MI8s are particularly suited to this type of operation,” he says while emphasising the need for viable take-off and landing areas.

With a fleet of Daphne class and one MI8 in Cape Town, Pitcher says the team can be mobilised and airborne in two hours or less in an emergency response situation.

The need to respond quickly recently paid off when AAL-SA was contracted by Smit Amandla Marine to assist with tow attachments to a rig that had lost connection with a tug that was towing it from the port of Ngqura and drifting in a strong current in the vicinity of Mossel Bay.

“Our helicopter was used to fly a team and tow gear to the rig for connection to the Smit Amandla,” says Pitcher adding that two attempts to secure the connection had to be made during the response that ultimately averted any chances of the rig becoming another wreck for removal.

Offering a number of marine-related helicopter services including medical evacuations, off-port limits and crew changes, AAL-SA maintains their own fleet and ensures that a dedicated as well as specialised crew is available 24/7/365.

76 Marine Drive, Paarden Eiland PO Box 48, Paarden Eiland, Cape Town, 7420

FEATURE Salvage and towage


COVER STORY

Standby tug averts disaster on South African coast

A n alert eye on vessel traffic around the South African coast resulted in the Smit Amandla being dis-

patched to offer assistance to the Penta-gon P5000, which was being towed by the MTS Indus from the port of Ngqura. Having noticed an irregular sailing

course, SAMSA’s MRCC in Cape Town requested that the standby tug sail to the location of the rig near Port Alfred to ascertain if assistance was necessary.

On arrival at the scene, the Smit Amandla was assured that the MTS Indus had the situation under control and that there was no need for assistance.

A decision, however, to remain in posi-tion proved fortuitous as the rig and tug parted tow early the following morning and the P5000 started drifting with the current towards Mossel Bay and the FA Platform.

SAMSA immediately instructed the Smit Amandla to connect or assist the reconnection to the Indus. According to Dave Murray of Smit Amandla Marine, however, the Indus soon moved off loca-tion leaving the recovery of the tow to the local standby tug.

“We were unable to connect to the emergency gear which was entangled in the pontoon,” says Murray highlighting some of the initial challenges. He adds that an AAL helicopter was dispatched to help the team connect to the rig.

“The salvage team managed to make a plan using the emergency gear and the rig was reconnected. Unfortunately it did not hold and the rig began to drift freely,” says Murray describing the winches on the rig as being unsuitable for use.

The helicopter was once again called in to assist and the team managed to connect to column B of the rig as an emergency arrangement.

A decision to pull the rig wide of the current saw the Smit Amandla encounter massive swell and treacherous seas in her bid to return the rig to the port of Ngqura. Murray highlights the significance of the experienced salvage team attached to the Smit Amandla reporting that, with two salvage masters and a skilled team in place, a potential disaster was averted.

Almost three weeks after leaving the Eastern Cape port, the rig was once again safely moored in Ngqura. Murray says

that the success of the project was mainly due to the commitment by the Depart-ment of Transport, SAMSA, the rig owners and the skilled salvage crew.

He further reports that having recently undergone a survey by Braemer Marine, the Smit Amandla is “in good health”.

“She is the right vessel for the South African coast and is well maintained by the crew during her frequent port time,” he says adding that she has the engine hours of a 10-year old container vessel. “She has a good five years left in her still as she was built to last and has been upgraded with the latest navigation and communication systems.”

The Smit Amandla was dispatched to offer assistance to the Pentagon P5000 along the South African coast

Emergency response workshop

Smit Amandla Marine recently hosted an Emergency Response Workshop in Durban attended by delegates from the Depart-

ment of Transport, the Department of Environmental Affairs and PetroSA. A number of delegates from the private sector saw the marine industry being represented across the board.

With presentations from ships agents as well as a P&I Club perspective and information from the South African Maritime Safety Authority (SAMSA), the workshop aimed to strengthen the local industry’s ability to manage emergency response at sea.

Delegates benefitted from expert knowledge at the most recent Emergency Response Workshop in Durban.

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

www.smitamandlamarine.co.za

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PARTNERING FOR TOMORROW, TODAY

PORT SOLUTIONSHarbour Towage, In-Port Bunker Delivery

ENERGY SOLUTIONSOffshore Marine Services, Offshore Terminals &Subsea Services, Cargo & Fuel Transhipment,Marine Advisory

GOVERNMENT & SHIP OWNER SOLUTIONSVessel Management, Environmental Protection &Marine Emergency Response, Special Projects



High cost salvage contract concludedA salvage costing in excess of R420 million to remove the wreck of the MV Smart in Richards Bay was successfully concluded in Septem-ber when the last section of the vessel was buried and the rehabilita-tion of the seabed completed.

Titan Salvage, now a part of Ardent following completion of the merg-er of Titan and Svitzer Salvage, has

successfully completed the complex and difficult removal of the wreck of the cape-sized MV Smart coal carrier in South Africa. This was especially challenging given win-ter weather conditions that prevail on the South African coast.The removal of the vessel, which was

entered in The North of England P&I Association Ltd (North) by Owners Alpha Marine, has been accomplished on time and on budget due to a high level of collabo-ration with the South African Maritime Safety Authority (SAMSA), contractors Titan and North.

The 151,279 DWT bulk carrier ran onto a sand bar shortly after setting sail in August 2013 from Richards Bay coal terminal in a 7 m Indian Ocean swell. It was carrying 147,650 tons of coal, 1,769 tons of fuel oil and 129 tons of diesel. All 23 crew-members were safely rescued and, just a couple of days later, the 273 m long ship split into three parts.

According to North’s Senior Executive (Claims) Dev Lajmi, “As the vessel’s P&I insurer we immediately started working with SAMSA to ensure that the wreck was properly managed and moved according to their requirements. The priorities were to limit the risk to shipping and to protect the

marine environment of Richards Bay, which is home to the humpback dolphin as well as a popular surfing area.”

Dutch salvor Smit Salvage, part of Boskalis Westminster; Smit Amandla Marine and South African salvor Subtech Group removed the fuel first. This was achieved without spillage and was followed by the removal of 10,000 t of coal slurry in the ruptured no 9 hold.

The separated stern section was then refloated and scuttled offshore in October of the same year.

A tender process, which was won by Titan Salvage, followed to perform the lightening, refloating and scuttling of the partially buried bow section. The contract was unusual because of the extent to which Titan assumed the operational risks asso-ciated with the project so minimising the chances of a cost overrun.

The bow section was refloated and scut-tled in December 2014, with the remaining mid-section cut down and buried at the beginning of September 2015 and the rehabilitation of the seabed completed immediately thereafter.

North’s Deputy Global Director (Claims) Mike Salthouse commented, “The successful removal of this very large, high profile wreck highlights the benefits that flow from an open and early dialogue with the authorities responsible for managing a wreck site as well as all other stakeholders. The collaboration between North, SAMSA, the South African Department of Agricul-ture and Environmental Affairs, the Endan-gered Wildlife Trust, the international salvage team and the International Group of P&I Club’s reinsurers has provided clarity from the outset, enabling an accurate budget to be agreed and adhered to from an early stage.”

“The successful conclusion of the oper-ation is a tribute to all parties, govern-ment departments, the local municipality,

Transnet National Port Authority, insurers and salvors, who worked together as a team and reached agreement on sensitive issues through consensus without having to resort to the courts,” added SAMSA

Executive Head: Centre for Ships, Captain Nigel Campbell

“It was important to SAMSA that the oper-ation led to a skills transfer to South Afri-cans, especially as operations of this magni-tude are fortunately rare occurrences both internationally and domestically,” he said.

“Nobody benefits from incidents of this nature, but it has to be recognised that in excess of R420 million was spent in South Africa during the two years it took to reach completion.

Under the International Group pooling agreement, North retains the first US$9 million of the cost and the balance is shared by the 13 clubs through various reinsurance arrangements.

“Given the clubs mutually insure 90 percent of the world’s ocean-going tonnage, it is vital to the economic stability of the shipping industry to ensure that major incidents such as the MV Smart are managed as efficiently and cost-effectively as possible,” says Salthouse who adds that an important success factor was well-man-aged transfer of risk to the salvors.

“The collaboration in the MV Smart case has served as a benchmark for the Interna-tional Group’s large claims working group, which is currently concluding Memo-randa of Understanding with states on the protocols for proper handling of maritime incidents. Three major coastal states, of which South Africa is one, have now signed the document and more are expected to follow.”

“Given the clubs mutually insure 90 percent of the world’s ocean-going tonnage, it is vital to the economic stability of the shipping industry to ensure that major incidents such as the MV Smart are managed as efficiently and cost-effectively as possible,” says Salthouse who adds that an important success factor was well-managed transfer of risk to the salvors.

Smit Lombok and Niger Delta

The Smit Lombok recently completed a successful

tow from Walvis Bay to Cape Town. Connecting with the Niger Delta King at anchorage in Walvis Bay, the Smit Lombok encountered no problems delivering the dead ship to Cape Town where she was due to be drydocked.

Phone: +27(0)22 714 0614E-mail: [email protected]

Website: www.survivaloffshore.comprojectmaritimetraining

We are a World Class Training Facility with: • World Class Maritime and Survival Equipment

• World Class Training Staff

• World Class focus on delegate Wellbeing

SAFETY AT SEA IS OUR PASSION

At the beginning of 2015 we successfully obtained our first OPITO Accredited courses.

We now have the following OPITO Courses on offer: • BOSIET (Code 5700)

• HUET (Code 5095)

• FOET (Code 5858)

BOSIET: “Offshore Survival OPITO”. The OPITO-approved BOSIET (Basic Offshore Safety Induction and Emergency Training) course provides the delegate with a range of knowledge and skills relevant to travelling offshore by helicopter and working offshore, including safety induction, fire safety and basic firefighting; first aid; helicopter safety and escape; and survival at sea.

HUET: The OPITO-approved HUET training programme is designed for personnel travelling to offshore installations/vessels via helicopter. This course provides delegates with the necessary skills and knowledge in emergency response related to helicopter safety and escape using the emergency breathing system (EBS).

FOET: “Refresher Offshore Survival OPITO”. The OPITO-approved Further Offshore Emergency Training programme is a 1-day course which must be undertaken by individuals who have a valid FOET or TFOET, or BOSIET or TBOSIET certificate. The FOET certificate revalidates a delegate’s offshore emergency training for a further 4 years.

Project Maritime Training



Pollution threat to St Helena Island averted

It’s been 74 years since the Dale class fleet refueling tanker RFA Dark-dale was anchored just off Jamestown, St Helena Island in order to replenish passing British warships. Sadly she became the target of a German submarine, which fired three torpedoes into the ship on the 22 October 1941. The vessel sunk as a result of the attack and subse-quent fire and an explosion some hours later, taking 41 crewmembers with her.

The torpedoes were directed at the after part of the vessel, which was severely damaged during the attack

however the forward section of the vessel and tanks containing the oil remained in-tact. The following day the islanders were greeted with the sight of the bows protrud-ing at an angle out of the water. The Royal Navy sloop HMS Milford arrived two weeks later and Navy divers were used to scuttle the forward section, which finally came to rest invert-ed in about 45m of water where it remains to this day, a mere 600m from the little Jamestown harbour.Since then, oil has been

continually seeping from the wreck into the sea. A major storm in 2010 led to a discernable leak and the realisation of the dangers of a potential environmental disaster that the wreck now poses.

With no accurate records of how much fuel the vessel was carrying at the time of the incident the scale of the potential threat was not known. Various calculations and estimates placed the oil remaining on board at between 2,326 and 4,952 m³ - a significant enough amount of oil to pose a significant threat to any marine environ-ment.

Following underwater inspections and surveys of the hull in 2012 and the issu-ance of a detailed report in 2013, it was finally agreed by the British Ministry of Defence (MoD) to proceed with a salvage operation to remove the remaining oil from the wreck of the Darkdale. A British government tender for the oil removal was subsequently issued. Swire Salvage, a fully-owned subsidiary of Swire Pacific Offshore

were successful in their bid against six other companies who met the pre-qual-ifying criteria and were awarded the £6.8 million contract.

Mobilising from Cape TownThe Swire Pacific Offshore-owned vessel,

Pacific Dolphin, sailed from Table Bay harbour in late June. The 2013-built, 6,641 gt multi-purpose offshore vessel was also joined by the Pacific Supporter, a 1,360 gross ton anchor handling tug. Both vessels played a significant role in the oil recovery

operation.

“The challenge is always the unknown factors, you never know what you are dealing with on any salvage job. You just have to go out there and find solutions,” said salvage master, Captain Ken Ellam describing the mindset needed for projects such as that of the Darkdale.

“On this particular job we knew very little about the wreck. We had no significant drawings of the vessel and there were just so many unknowns to take into account,” he said adding that they were motivated by the knowledge that a successful salvage and recovery operation would avert the pollution threat to the islands coastline and the marine environment.

Swire chose to mobilise from Cape Town despite considering a number of other port options. “There is an ease of mobility at the port. It has the resources, the contractors and all the logistics support needed for such

an operation,” commented Ellam who confirmed that a number of skilled senior personnel including the master, chief mate, chief engineer of Pacific Dolphin as well as the project manager and salvage engi-neer were drawn from

South African personnel working for Swire Pacific Ship management and Swire Salvage in Singapore

In addition to the Pacific Dolphin and Pacific Supporter, the 8,505 gt products’ tanker Golden Oak was engaged to assist the salvage operation as a reception and storage vessel. The Pacific Dolphin carried a full crew of 17 plus a further 20 as the project crew. In addition, the British MOD had gone ahead to the island earlier with a team of Royal Navy divers, project manager and ROV operators.

With no accurate records of how much fuel the vessel was carrying at the time of the incident the scale of the poten-tial threat was not known. Various calculations and esti-mates placed the oil remaining on board at between 2,326 and 4,952 m³ - a significant enough amount of oil to pose a significant threat to any marine environment.

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Ellam reports that the salvage teams received excellent cooperation from the local authorities who handled all formal-ities efficiently. Interestingly, for the first time in the island’s history there were four large vessels anchored in James Bay (The fourth being the RMS St Helena).

Safe removal of munitionsThe first phase of the salvage operation

proved tricky and potentially dangerous as old munitions needed to be removed from the wreck site.

With the Pacific Supporter dealing with the mooring spread and acting in an anti-pollu-tion role with a full array of booms, disper-sants, skimmers and tanks in place, the first phase of the operation was able to get underway.

During the removal of munitions, some 38 shells were located and removed safely over a period of seven days. The Royal Navy divers employed for this phase operated at a depth of 45m using re-breathing appa-ratus. Interestingly, the caliber of munitions removed was not of the type carried on the Darkdale for its own defensive armament and must have been dumped on the wreck.

Surveying the wreckWith the wreck now declared safe,

the operation to recover the oil could commence.

Following an accurate survey, the vessel’s position was plotted in detail. Assisted by excellent underwater visibility and being positioned at the lee of the island and protected from the swell, the team was able to complete the survey in just two days.

Beacons were placed at the fore and aft ends of the vessel with eight transponders positioned around the wreck. With all the equipment in place and calibrated, it was possible to track the ROV and accurately determine where the necessary holes would be drilled into the hull to facilitate the oil removal.

Pumping the oilThe contract required the salvage team to

tap a total of 23 tanks that remained intact within the wreck. The tanks all had to be pumped and certified free of all oil to meet the contract deliverables.

Once surveyed, divers moved in to clean the identified sections of the hull in prepa-ration for the valves to be secured to the hull. A team of ten divers undertook the cleaning and fixing of valves to the hull prior to commencing the hot tapping process, this gave the salvage team access to the oil in the tanks.

According to Ellam it took two divers a

minimum of one dive each to set up one penetration. In some instances, however, the process was lengthened as there was a requirement to rig and operate from a platform secured to the side of the wreck.

Describing the diving operations as exhausting, Ellam highlighted that the water depths meant that divers could only spend approximately an hour in the water each day – a limit that included three decompression stops on the ascent. No major problems were reported from the diving team and there were no incidents during the operation.

The hot tapping process involves cutting a hole in the hull plating using a core cutting tool that is advanced into a valve assembly secured to the hull of the wreck. A hydraulic drill is used to drive the mecha-nism and create the 75mm hole in the hull plating. The diver is then; able to establish a connection between the valve assembly and the reception tank via a submersible

pump. This allowed for the oil to be pumped and collected within a receiving tank. For this operation, the oil was pumped first into the tanks of the Pacific Dolphin before being transferred to the Pacific Supporter and then finally to the Golden Oak. This method ensured a continuous pumping operation could be achieved.

In all, they recovered some 1,223 m³ of oil and about 69 m³ of avgas.

The final act of the diving team, and as a mark of the respect for the 41 crew that lost their lives on the RFA Darkdale, a Royal Fleet Auxilliary flag was positioned on the hull, which as a vessel sunk in wartime service remains an official war grave of the Royal Navy.

“Although we were dealing with many unknown factors, the salvage team completed the project within a week of our initial projected time frame,” reported a clearly satisfied Ellam.

By Steve Saunders

From the top: The Darkdale monment on St. Helena Island. Photo: Steve Saunders

The Pacific Supporter and Pacific Dolphin alongside and on site. Photo: ZD7VC Maitime Photo Collection

Industry updates MARITIME NEWS

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SA MP visits Cape Town shipyard

The South African Minister of Trade and Industry, Dr Rob Davies MP, recently

visited Damen Shipyards Cape Town (DSCT) to review some of the facilities that have received support from his department, and to present certificates to nine apprentices who have achieved Artisan status.

The DSCT Apprenticeship Training Centre operates a programme that gives young men and women the opportunity to learn the necessary skills in order to achieve Arti-san status in welding and boiler making, and at the same time provides valuable jobs. Apprentices benefit from high quality training with the possibility of long-term

employment at the end of the three-year programme either with DSCT or another organisation requiring their skills. As part of the international Damen Shipyards Group, the trainees also benefit from access to the entire group’s technical experience, knowl-edge base and skills transfer.

The Department of Trade & Industry (DTI) has supported DSCT in the expansion and improvement of its shop-floor facilities, as well as in the successful launch of its apprentice training programme. The dti provided financial assistance for the reno-vation of an existing production hall and for the replacement of obsolete lifting equip-

ment with two new units capable of lifting 10 tonnes each.

The minister’s visit was in recognition of the contribution that DSCT makes to creat-ing job opportunities in South Africa and its contribution to stimulating economic growth within the shipping sector. The most recently qualified Artisans of 2015 were honoured by Minister Rob Davies, Chairman of DSCT Sam Montsi and DSCT Training Officer Dederick Ross, during a certificate ceremony on the day. The cere-mony highlighted the hard work and dedi-cation required by individuals to reach Arti-san status. Since 2010, 52 young people, including 11 women, have benefitted from the apprenticeship programme.

SHEQ achievement

Smit Amandla Marine has achieved ISO 9001 and ISO

14001 certification following the completion of audits by DNV GL at their sites in Cape Town, Durban and Mossel Bay.

“We chose DNV as a Business Process Assurance Partner due to the comprehensive certifica-tion processes they follow, as well as their reputation for high auditing standards. Through the certification process, we have shown that our Quality and Environmental Manage-ment systems demonstrate the commitment and drive we have to provide quality marine solutions, to enhance client satisfaction and, in doing what we do every day, to protect our people, assets and equipment, and the environment,” they said.

Wärtsilä Year-end Technical and Client

Appreciation Day:

26 November 2015, 15:00, Lagoon Beach

Hotel, Milnerton, Cape Town.

For more information, kindly contact

Evert Malijana at

[email protected] / 021 686 1804.

MARITIME NEWS Industry updates


South Africa to participate in global testing phase of new engines

Following an exclusive agreement between Southern Power Products

and Cimco Diesel Marine AB, South Africa will join the focused worldwide pre-series testing phase of Cimco’s OXE Diesel S-BPU engines.

Southern Power Products has partnered with Cimco Diesel Marine AB to supply Sub-Sahara with OXE Diesel S-BPU engines – a new outboard motor conceptualised for the commercial market that powers off a horizontal instead of a vertical engine configuration.

“We are extremely excited to be part of the revolutionary OXE technology and to introduce a true diesel outboard solution to the marine industry,” says Jacque Brum-mer of Southern Power Products.

The engines will be fitted to a customised Nautic Africa vessel that will be earmarked to do a long range trip around parts of the African continent, with product demonstra-tions at key markets. Locally, a test inflat-able vessel will be outfitted with a single OXE configuration for customer demon-strations and will be tested once they arrive in December. Not currently in production or available to the market, the OXE engines will undergo real world testing internation-ally via Cimco’s global distributorship prior

to production finalisation.

The engines are due to enter into produc-tion in the second quarter of 2016, but the series is already attracting the atten-tion of international maritime media who anticipate that the combination of inboard diesel type power and outboard flexibility will appeal to the commercial market.

“The exclusive agreement between Cimco and Southern Power Products will make the engines available to the local shipbuild-ing market on their release,” says James Fisher, CEO of Nautic Africa.

The patented S-BPU (self-contained belt propulsor unit) technology is the key to the development of a unit that answers to the needs of the commercial sector for contin-uous daily operation. With the elimina-tion of bevel gears and transfer shafts, the belt technology provides increased torque transfer to the propeller.

Designed to meet the needs of US military and NATO with regard to Tier 3 emissions standards as well as refuelling in terms of the geographical availability of diesel, the OXE Diesel S-BPU – now in its seventh generation – has already undergone rigor-ous in-house testing.

The engine will be further validated over a variety of environments and applications as

Cimco distributes approximately 20+ units to collaborative partners worldwide.

The local industry will have the added opportunity to engage with the innovative outboard at the Cape Town Boat Show in October this year where Southern Power Products will demonstrate the OXE Diesel S-BPU ahead of its official commercial release.

Southern Power Products is anticipating the successful introduction of the engine and aims to establish sales and service network for the Cimco release in Sub-Sa-hara.

Southern Power Products CEO, Jaques Brümmer and Cimco Diesel Marine AB CEO, Andreas Blomdahl.

The IMO interacts with Africa

The International Maritime Organ-isation (IMO) engaged with Africa

during September, sharing expertise in a bi-lateral communications exercise and a workshop both held in Gabon during September.

Communication skills put to the test in Congo and GabonA two-day bilateral exercise between

the Congo and Gabon to test the lines of communication in case of a trans-bound-ary oil spill incident took place in Pointe-Noire, the Congo and Libreville, Gabon in mid-September.

This exercise was organised within the framework of the Global Initiative for West, Central and Southern Africa (GI WACAF Project), a partnership between IMO and IPIECA, the global oil and gas industry association for environmental and social issues.

The exercise, conducted in real-time with a prearranged script, simulated an oil spill incident impacting the Gabonese and Congolese coastlines. The objective

was to identify gaps in oil spill contin-gency plans in both countries and help improve communication procedures between the two countries in the case of a real trans-boundary oil spill incident.

The exercise also sought to encourage the sharing of technical information to better coordinate the response as well as to initiate discussions on topics such as mutual aid and allocation of resources.

Clean-up workshopIMO also hosted a workshop on effective

shoreline clean-up and waste manage-ment operations in Libreville, Gabon. Participants from ten French-speaking countries in the region, as well as the oil and gas industry, covered topics such as incorporating shoreline clean-up and waste management into national oil spill contingency plans, spill management and related decision-making processes, as well as waste management and shore-line clean-up techniques.

The workshop was hosted by Gabon’s Department of Environmental Affairs.

Partnership boosts skills

Elgin Brown & Hamer (EBH) Namib-ia’s partnership with Rolls-Royce has

recently been strengthened through a training opportunity which has seen four employees boost their skills in marine engine repair. The employees were chosen, along with three Rolls-Royce trainees, to undergo a training programme at Rolls-Royce’s engine factory in Bergen, Norway, from from August to September.“Our partnership with Rolls-Royce is of

significant strategic importance to EBH Namibia, and the training that our employ-ees have received is invaluable in terms of the transference of globally sought-after skills,” says Hannes Uys, Chief Executive Officer of EBH Namibia.“Serving the African market via our

Namibian service hub, is a key part of our strategy to provide a good service in every port, every day. To live up to our own set of high standards we need to invest in our relationship with our partners and invest in our employees,” says Patrick Adam, Service Centre Manager Africa: Rolls-Royce.“Together with EBH we now have seven

engineers trained who will be able to provide all required service and over-haul work on-board our joint customers’ vessels.”



Tel +27 31 301 1102, Fax +27 31 301 1290

Mobile phone 24 hr number + 27 83 250 3398

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OFFICES THROUGHOUT SOUTHERN AFRICA

Over the last two or so years we have noticed an increase in the num-ber of calls from Masters on tankers and their P&I Clubs asking for assistance with quality disputes regarding bulk liquid cargoes. This applied mainly to the import market, but there have been a few cases with exports from Durban as well.

In the majority of cases proper sampling procedures would have assisted, in no small part, in the investigations into the

cause of a cargo contamination and identi-fication of liability. The imports consist of everything from

vegetable oils to petroleum products and the ports of origin are just as varied as the cargoes themselves. With many ports of loading come many different cargo handling methods and quality control measures.

For instance, a vessel may load a base oil from a termi-nal in Rotterdam where strict sampling and analysis procedures are observed and, at the same time, load a sensitive solvent cargo from a barge where sampling is done, but where the only qual-ity control is a visual inspection by the attending surveyor. In many cases there are no samples given to the Master for reten-tion.

Whilst the vessel’s crew and officers might be diligent in preparing the tanks and lines for the cargo, the reality is that they do not have control over what the terminals are delivering to the vessel in terms of quality. Should there be an issue with the quality of the cargo once loading has started, the termi-nal will almost always claim that the cargo was delivered in good condition and that the vessel is at fault.

Sampling the deliveryThe most effective method of protect-

ing the vessel against possible claims is to take samples of the cargo at every point of the delivery once it crosses the ship’s rail. In some cases a simple manifold sample on the commencement of loading could detect a problem cargo very early on and the vessel can stop the loading and prevent any product entering the tanks.

It is not always the case that a problem cargo can be detected visually, but samples taken early can be useful in defending a vessel against claims. In Durban last year

there were at least three instances where sampling at the ship’s manifold detected a problem with the cargo being loaded and the issue was resolved with no action being taken against the vessel.

Samples taken at the pump-stack, when

the cargo is at the level of one foot and on completion of loading are always useful in defending a possible claim as they can be used to identify at which point the cargo became contaminated and thereby help in the investigations.

The process of samplingMany ships do have strict procedures

when it comes to sampling, but often the

samples are not sealed. This leads to prob-lems when trying to use the samples as evidence in a dispute. If the provenance of the samples cannot be verified then it is difficult to use the samples as evidence in

defense of a claim. The same would apply if there were unsealed samples taken by the terminal and used as evidence in a claim against the vessel.

Samples should be drawn jointly with the cargo surveyor or a terminal representa-tive and sealed in their presence. A sample receipt must be produced and a signature obtained. This is not always possible as the surveyor or loading master may not be willing to witness the sampling or sign a receipt.

We have also been involved with a case where the shipper’s surveyors sampled the vessel’s tanks after loading two differ-ent grades of cargo without a member of the crew being present. As it turned out the surveyors sampled the tanks in a sequence that caused cross contamination of the samples.

The laboratory reported that the cargo was off specification and this lead to an expensive investigation on behalf of the owners and their P&I Club. Only correct sampling at the eventual discharge port revealed that the cargo was indeed within specification and the problem lay with the loading port.

There is significant pressure on the Master and his crew to complete cargo operations

as quickly as possible. At times the vessel may be discharging, tank washing and loading all at the same time and it may not be feasible for the procedures to be adhered to.

So the answer of whether to sample or not is an emphatic

yes; if circumstances allow. It will save time and money in the unfortunate event that there is a cargo quality dispute.

By Byron Elkington

P&I Associates

Bulk liquid cargoes – to sample or not to sample?

Many ships do have strict procedures when it comes to sampling, but often the samples are not sealed. This leads to problems when trying to use the samples as evidence in a dispute. If the provenance of the samples cannot be verified then it is difficult to use the samples as evidence in defense of a claim. The same would ap-ply if there were unsealed samples taken by the termi-nal and used as evidence in a claim against the vessel.

There is significant pressure on the Master and his crew to complete cargo operations as quickly as possible. At times the vessel may be discharging, tank washing and loading all at the same time and it may not be feasible for the procedures to be adhered to.


Water barge aims to bring relief to drought stricken Morocco

The Royal Moroccan Navy, in response to the severe drought that is currently

affecting the country, recently awarded Damen Shipyards Group a contract to supply a Stan Pontoon 3011 Water Barge. Due to the urgent need for water in the region, Damen Shipyards Gorinchem, the Netherlands, aimed to deliver the barge before the end of September.

Combining a Stan Pontoon 3011 with water making technology is a first for

Damen. Bringing both technologies together in one unit represents an inno-vative solution to the current water short-age in Morocco.

Reverse osmosis Damen will install two high capacity

water makers and two air-cooled genera-tor sets on board the pontoon. The water makers use reverse osmosis technology to produce clean drinking water. The method is particularly attractive as it can

produce potable water from virtually any water source. It is also a relatively energy efficient process.

After delivery, the Royal Moroccan Navy will manage the deployment and opera-tion of the vessel. With its advanced logis-tics capacities, the Navy is well placed to provide such vital humanitarian support. They will transport the vessel to the worst affected areas to deliver a water making capacity of 1,500m3 per hour. The water can then either be stored on board the pontoon in bunkers or pumped ashore via a pipeline.

Car carrier commits collusion

The Competition Commission of South Africa has reached

a settlement agreement with Wallenius Wilhelmsen Logistics AS (WWL), a Norwegian shipping liner, for contravening section 4(1)(b)(i),(ii) &(iii) of the Compe-tition Act in the market for the provision of transportation of motor vehicles to and from South Africa by sea.

This settlement followed the Commission’s investigation of collusive conduct against ship-ping liners, including WWL, which allegedly fixed prices, divided markets and tendered collusively in respect of the provision of deep sea transporta-tion services.

Deep sea transportation services entail the transportation of motor vehicles, equipment and machinery by sea to and from South Africa. The Commis-sion found that WWL colluded on 11 tenders with its competitors for the transportation of motor vehicles by sea issued by several automotive manufacturers to and from South Africa.

WWL admitted to this collusive conduct and agreed to pay an administrative penalty in the amount of R95 695 529.00 if the settlement is confirmed by the Competition Tribunal.

In a statement from the car carrier, the company reported that they had cooperated fully throughout the investigation and will implement and monitor a competition law compliance programme as part of its corpo-rate governance policy.



South Africa welcomes vessel to registry

The Cape Orchid was recently welcomed to the South African ships’

registry after the last commercial vessel exited the flag in 2011. The Cape Orchid is an iron ore carrier and will sail between Saldanha Bay and Asia.

The ship is owned by Vuka Marine, a South African joint venture company between Via Maritime Holdings (South Africa) and K-Line and Hong Kong based Japanese firm, K-Line.

Speaking at a function attended by the Minister of Transport Dipuo Peters and her deputy Sindisiwe Chikunga at the deepwater port of Saldanha Bay to mark the milestone occasion, Tsietsi Mokhele, CEO of the South African Maritime Safety Authority (SAMSA), said: “This registra-tion is among the intended outcomes of BRICS (Brazil, Russia, India, China and South Africa) engagement to increase trade and co-operation. We are intent on

increasing the number of South African ships on the register.”

The SA government assisted to facilitate negotiations for acquir-ing the vessel.

The vessel has also taken on board three maritime cadets: Samkelo Ndongeni (25) a deck cadet from Ngqushwa near King Williams Town, Thembani Mazingi (24) an engine cadet from Cofimvaba, and Gordon Sekatang (26), also an engine cadet from Nelspruit in Mpum-alanga. All three will conclude their sea training on the vessel.

According to a statement issued by SAMSA another vessel, the Cape Enterprise will be admit-ted to the South African registry shortly.

The Cape orchid was recently welcomed onto the SA Ships Registry

Transport Minister Dipuo Peters with the three Ca-dets placed on the Cape Orchid. They are Samkelo Ndongeni, Thembani Mazingi and Gordon Sekatang

Ensuring vessel safety and efficiency, 24/7

To meet the demand for cost-saving solutions within the maritime industry, Radio Holland has

developed a new range of service products called Maintenance and Remote Support agreements. These agreements integrate on board maintenance and remote support to provide a solution to reduce vessel owner’s daily running cost and increase uptime.

A Shore Based Maintenance Agreement includes the SBM certificate and the GMDSS station compli-ant according IMO’s SOLAS GMDSS regulations and secured priority services.

The Annual Services and Health Check Agreement covers the annual services and mandatory certifica-tions of Nav/Com equipment on board vessels. Annual health check assessments can prevent malfunctioning and applicable preventive maintenance can be sched-uled.

Radio Holland’s Full Maintenance Agreement will ensure that all service and maintenance on your Nav/Com equipment is covered and includes equipment that is subject to mandatory annual certifications and inspections. Additionally, all applicable preventive and corrective maintenance will be scheduled with the objective of maximising availability of equipment and reduction of long-term maintenance costs.

For more information contact Radio Holland.



Rikalize Reinecke has big plans for her aquaculture business in the future.

Extended competencies augur well for continued growth

With expertise in subsea inspec-tion, repair and maintenance as

well as construction activities, support and survey services, Guerrini Marine Construction (GMC) is set to expand its business operations through constantly extended capabilities and assets.

The company’s portfolio has increased exponentially despite the current economic recession. “We have been looking ahead and thinking of ways to face the reality of a market under serious constraints by expand-ing our capabilities to each single sector related to the maritime indus-try,” says Adriano Guerrini.

Established in 1995, GMC contin-ues to invest in its assets. “We have recently refurbished our own tugboat, which will be used as a support vessel along the east coast of Africa,” says Guerrini, adding that they have received numerous requests in the last few months from international companies to charter this asset.

“This will allow us to make use of our expertise and broaden our horizons towards new challenging fields,” he says emphasising, however, that the South African market remains key to the future success of the company.

Highlighting the increased vessel traffic to South African ports, Guerrini says that GMC’s extended competen-cies now include in-water hull surveys and drydocking assistance to vessels.

“Two mobile diving units have been permanently positioned in the Cape Town harbour in order to assist any vessel entering the port facilities and a 24/7 support service is available for any diving-related activity at the request of the port authorities,” says Guerrini who has dedicated the last 20 years to building up the company.

“It has taken dedication, commit-ment and quality of services,” he says adding that he’s not yet ready to retire.

GMC is headquartered in Cape Town with operations in Durban, East London and Saldanha. Plans are to expand the company’s footprint in the national and international markets.

Marine inspiration buoys learner’s aquaculture aspirations

Rikalize Reinecke, a Grade 7 pupil at Kameelfontein Primary School in Preto-

ria, has made news headlines and a name for herself in the aquaculture sector by establishing her own farm while simultane-ously maintaining an A aggregate at school.

It’s not surprising that the young entre-preneur lists among her favourite subjects; technology, natural science and English.

InspirationAs a young child her bedtime stories came

from the book Mammals of Southern Africa – A Field Guide. “I could name at least 20 animals’ scientific names and identify their footprints before the age of four,” says Reinecke.

Not that many years later she was inspired by the film Dolphin Tale, about a bottlenose dolphin called Winter who lost her tail after becoming entangled in a rope attached to a crab trap. She was rescued off the coast of Florida in the USA and fitted with a pros-thetic tail.

“After that I was hooked. I started search-ing Google for marine life and conservation information. I came across a site featuring aquaculture farms with floating cages in the ocean. This interested me a lot and I started to read more and more. I also real-ised that the amount of fish in the ocean is getting lower and lower and I decided that I want to make a difference,” says Reinecke.

Getting startedFollowing a four-day course at Aquaculture

Innovations in Grahamstown, Reinecke set about getting her aquaculture farm up and running. Admitting to some initial chal-lenges, Reinecke says her biggest strug-gle was getting the water to stabilise, but after that was achieved, it was fairly easy to maintain.

The farm now employs two workers who assist with the day-to-day activities

required to ensure that the operations continue to run smoothly, especially while Reinecke is at school. These include clean-ing all the sieves in the mechanical filter each morning and flushing the system. This is important to ensure that there is no build-up of food or fish waste.

The testing of the water quality and keep-ing a record of the temperatures is also a daily task, along with feeding the fish and checking their growth rate, according to the expected weight and food given. It is also essential to constantly check that there are no leaks in the system.

Role modelsReinecke regards her father, Danie, as her

inspiration. “My father is a good inspira-tion. He keeps me going. No problem is ever too big for him to solve. We talk our own language: fish. I also have great respect for Lesley Thermoshuizen for all his knowledge,” says Reinecke.

Future plans“I have to complete my school career.

My grades are very important to me and I would like to maintain my “A” standard,” says Reinecke as she contemplates the future.

“Business-wise I would like to get off the electricity grid as soon as possible by going solar and implement a boiler system to help to maintain the water temperature. I want to get my own breeding stock to start breeding my own fry. I currently have to source from Fry and Fingerlings in Graha-mstown. In the next phase I will be putting up the 10 dams sponsored by Heunis Steel (Pty) Ltd.

“When I'm a grown-up I hope to see the world in a better state than it is now, and I'd like to make a difference,” says Reinecke.

By Natalie Janse

OFFSHORE NEWS Marine mining and offshore exploration


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1. Erha North Phase 2 project, Nigeria

Exxon Mobil Corporation’s subsidiary, Esso Exploration and Production Nigeria Limited, has started oil production ahead of schedule at the Erha North Phase 2 project offshore Nigeria.

The Erha North Phase 2 project is a deepwater subsea development located 60 miles offshore Nigeria in 3,300 feet of water and four miles north of the Erha field, which has been producing since 2006. The Erha North Phase 2 project includes seven wells from three drill centres tied back to the existing Erha North floating production, storage and offloading vessel, reducing additional infrastructure requirements.

The project is estimated to develop an additional 165 million barrels from the currently producing Erha North field. Peak production from the expansion is currently estimated at 65,000 barrels of oil per day and will increase total Erha North field production to approximately 90,000 barrels per day.

Neil W Duffin, president of ExxonMobil Development Company said the ahead-of-schedule startup was supported by strong performance from Nigerian contractors, which accounted for more than $2 billion of project investment for goods and services, including subsea equipment, facilities and offshore installation.

“These contracts are bringing direct and indirect benefits to the Nigerian economy through project spending and employment, consistent with project objectives,” Duffin said.

2. Blocks L27 and L28, Kenya

Erin Energy Corporation has obtained an 18-month extension of the Initial Exploration Period (IEP) of its offshore Kenya blocks, L27 and L28. The IEP on blocks L27 and L28 has been extended to February 2017.

The extension of the IEP of the Production

Sharing Contracts for blocks L27 and L28 is effective as of August 9, 2015. The required work remaining includes the acquisition, processing, and interpretation of 3D seismic data on both blocks. Erin Energy is the operator and has a 100 percent interest in both offshore blocks.

3. A2 and A5 blocks, The Gambia

Erin Energy Corporation has successfully completed acquisition of a new 3D seismic survey off the coast of The Gambia. Polarcus Ltd was contracted by the company to carry out the survey using the Polarcus Alima, an ultra-modern 12 streamer 3D/4D seismic vessel. The survey covered approximately 1,613 square kilometres on Erin Energy’s A2 and A5 blocks.

The company will now commence processing and interpretation of the data, with results expected to be available during the second quarter of 2016.

Erin Energy is the operator of the A2 and A5 blocks with 100 percent interest. The A2 and A5 blocks are located a p p r o x i m a t e l y 45 kilometres offshore The Gambia and are on-trend with the recent FAN-1 and SNE-1 hydrocarbon discoveries offshore Senegal by Cairn, Conoco and FAR.

4. OML 113 licence, Nigeria

Panoro Energy ASA has successfully completed the Aje-5 production well located on the OML 113 license, offshore Nigeria the reservoir has been perforated in the Upper and Lower Cenomanian Oil bearing zones. The subsea tree has been installed and the well has been suspended ready for connection to the oil production

facilities prior to commencement of production.

The Saipem Scarabeo 3 semi-submers-ible drilling rig has been moved to re-enter the existing Aje-4 well for completion as a second Cenomanian production well. All key equipment related to the Aje oilfield development has now been delivered to Lagos, including the FPSO moorings and turret buoy, the production manifold, the umbilical termination assembly, and the umbilicals and flowlines.

In addition, the ongoing refurbishment of the Front Puffin FSPO is on schedule and it is anticipated that the vessel will sail from Singapore approximately six weeks prior to its installation date. Panoro currently estimates the project timing and costs to be largely on track, although for planning

purposes, the Company is now projecting that first oil should

take place towards the end of

January 2 0 1 6 .

E&P Exploration and production updates

1 & 4

2

3

Marine mining and offshore exploration OFFSHORE NEWS

DCD Marine Cape Town Project Manager, Alroy Kannemeyer, conducted a work-shop tour with the LEAP school learners and gave them first-hand experience of fabrication processes in the ship repair and oil and gas industry.

YANMAR providing quality propulsion engine packages and auxiliary generator sets for over 60 years.

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New agreement in Ghana forms strong partnership for future growth

Belmet Ghana has signed an agreement with Subsea 7 in August to form Belmet 7 in which Belmet Ghana owns

a 51 percent shareholding and Subsea 7 has a 49 percent shareholding.

The agreement comes on the back of successful cooperation on the Subsea TEN Project.

It is anticipated that the joint venture agreement will help provide additional sustainability to the Ghananian entity.

Testament to this is the subsequent awarding of the first contract from Subsea 7 for a gas export manifold of about 100 tonnes. The work, which consists of structural and high-pressure pipes, will be completed in-country using in-house trained welders and fabricators.

“This represents additional work scope for the TEN Project and it will be compliant with all existing procedures that were done in Cape Town,” says Kroon who reports further that a number of tenders have already been submitted under the new brand.

Importantly the new venture includes vital facilities in the port of Takoradi including a yard, shed, equipment and mobile cranes, offices, training facilities and cloakrooms. “The full asset component of this facility reflects the 51/49 partnership. This is not an artificial joint venture shell agreement – it provides the company with quayside space and load out access that is very well suited for modular fabrication work,” says Kroon.

Introducing learners to the oil, gas and ship repair sector

DCD Marine Cape Town recently hosted a two-hour session for learners from the LEAP Science and Maths School in order to

promote career opportunities in the oil, gas and ship repair sector. Engaging with the school through Total E&P South Africa, DCD Marine introduced the youngsters to the “ins and outs” of project work in the oil and gas industry at large.

“We were keen to host the children to hopefully inspire as many of them as possible to follow a career in oil and gas and ship repair. This event formed part of our overarching corporate social investment (CSI) focus which is very much pro-education and skills development,” says Zayyaan Darries, PR Officer from DCD Marine Cape Town.

LEAP schools provide free education, which is focused on math’s and science, to economically disadvantaged and marginalised students from grades 8 to 12. The LEAP philosophy is to provide ‘self-liber-ating’ high school education that takes the children on a journey of learning of self-awareness, emotional intelligence and life skills.

OFFSHORE NEWS Marine mining and offshore exploration


A Joint Venture with Bosch Rexroth

73091_Hytec Holdings Advert.indd 1 2015/09/15 3:10 PM

Cameroon FLNG project set to go ahead

Following the official approval of the Gas Convention, Golar LNG Limited’s

floating liquefied natural gas project is set for commissioning in the second quarter of 2007.

At a signing ceremony in Yaoundé, Cameroon at the end of September, Cameroon's state owned oil and gas company Société Nationale des Hydro-carbures (SNH), Perenco Cameroon (Perenco), Golar Hilli Corporation and Golar Cameroon (together Golar) executed a fully effective and binding Gas Convention with the Republic of Cameroon which endorses

and governs the installation and operation of the GoFLNG vessel in Cameroon waters offshore of Kribi.

The Tolling Agreement between Golar and Perenco is due for approval from SNH, a 25 percent upstream partner in the project. This agreement establishes the terms under which Golar will provide lique-faction, storage, and off-loading services to SNH and Perenco as upstream joint venture partners.

The signing of the Gas Convention and the finalisation of the Tolling Agreement terms facilitates the financing structure

previously announced and will enable Golar to drawdown up to $700m from the facility to fund the ongoing conversion cost. It is estimated that no further direct funding from Golar will be required for the Hilli conversion, with the remainder of the conversion project being financed through this debt facility.

Golar, Perenco and SNH have for the past two years been developing a floating liquefied natural gas export project located near shore off the coast of Cameroon situated in an area of benign sea states and utilising Golar's floating liquefaction technology.

The project is based on the allocation of 500 Bcf of natural gas reserves from offshore Kribi fields, which will be exported to global markets via the GoFLNG facility Hilli now under construction at Keppel Shipyard in Singapore.

It is anticipated that the allocated reserves will be produced at a rate of 1.2 million tons of LNG per annum, representing approximately 50 percent of the vessel's nameplate production capacity, over an approximate eight year period. It is expected that production will commence in Q2, 2017.

Golar's CEO Gary Smith commented; “The achievement of this very significant milestone in the delivery of Golar's FLNG strategy is the result of many years of hard work and technical innovation by our employees and partners. We consider ourselves very fortunate to be developing our first FLNG project in a very professional partnership with Perenco and SNH who have provided a solid foundation to this ground breaking project. We genuinely believe the employment of this first speculatively ordered FLNG unit and the approval for development of the Kribi field sets a new standard for development of gas reserves. Golar's GoFLNG business model reduces the resource holder's capex and project execution risk, advance their cash flow and is flexible enough to develop smaller reserves."

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

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

SAMSA MARITIME INDUSTRY AWARDS PARTNERS & SPONSORS

SUPPORTED BY INDUSTRY ASSOCIATIONS:

South African Institute of Marine Engineers and

Naval Architects

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

SAIMENA

Thank you to all our industry partners and sponsors for making the event possible.

Nominations extended to 15 December 2015

Please note the rescheduling of the Awards evening to

February 2016

4444

MARITIME MEMORIES By Brian Ingpen

Maritime Review AfricaSEPTEMBER / OCTOBER 2015

A second dock, longer and with a greater lifting capacity (8,500 tons) was ordered and, under tow by

two Dutch tugs, arrived safely in Durban in 1904. As it was installed – curiously - near Salisbury Island, unconnected to the shore, a floating workshop had to be constructed and berthed alongside the floating dock that lifted its first customer, the British steamer Kent, in June 1904. Within months of its installation, the dock’s usefulness be-came apparent when the American vessel Maine hit Aliwal Shoal near Port Shepstone and needed urgent bottom repairs.Although the floating dock was adequate

for most ships calling at Durban, the giants on the South African trade, Arundel Cas-tle and Windsor Castle (about 193 m long and with a beam of around 22 m) were too large. Given the growing immigration to South

Africa and the increasing volume of cargo passing through South African ports, it was obvious that the size of passengerships en-tering service – particularly the Union-Cas-tle mailships – was bound to increase, an essential element for consideration when harbour engineers planned major con-struction projects. In addition, its experiences during World

War 1 had taught the British Admiralty the importance of having large drydocks avail-able at strategic points if a new global con-flict should ever arise. Thus, when a dry-dock was being planned for Durban, they

persuaded the South African authorities to build a large drydock to cater for any future exigencies. At the time of its completion in 1925,

Durban’s 352-metre Prince Edward Dry-dock was a megastructure that could easily accommodate the world’s largest ship of the time. Among the more interesting work carried

out in the drydock was the major repair to the American freighter Aimee Lykes that, on her maiden voyage, hit the Aliwal Shoal at full speed. An officer on a Royal Interocean Line vessel that had taken the passage in-side the shoal told me that he had watched the fast American vessel coming up astern of his slower ship. Aimee Lykes altered course to starboard, he believed to pass outside the shoal, but she suddenly slewed around, rose in the water, and stopped. It was then that he realised that she was aground on the shoal She was in the Prince Edward Drydock for months while exten-sive damage to her bottom was repaired, using over 500 tons of South African steel.Another major repair job involved Ben

Line’s Bencruachan that had been hit by an abnormal wave. The almost new freighter nearly broke in two, and was towed stern-first into Durban with part of her forward hull section at several degrees to the rest of the hull.

Sturrock DrydockCape Town’s Sturrock Drydock was de-

signed before World War 2 but during that war, the drydock’s designed length was increased to 360 metres on the dock floor to accommodate the largest warships on the drawing board. Sturrock Dry Dock was commissioned in 1945 by the South African Navy’s Loch-class frigates that had just ar-rived from Britain at the end of the war.Almost immediately, Carnarvon Castle,

then on the post-war repatriation and mi-grant service, needed a propeller shaft drawn and entered the drydock in 1946 for the dock’s first large repair job. Scores of ships followed, proving the usefulness of the drydock even in peacetime. In 1957, the Ludwig “supertanker”, Uni-

verse Leader (261 metres but the largest ship in terms of deadweight), drew hun-dreds of spectators as she entered Sturrock Drydock for a refit, and shortly afterwards, three sisterships also drydocked in Cape Town. These ships were a tight fit in terms of their beam, leaving less than five metres’ clearance on each side.Also turning heads was the arrival of the

Norwegian-owned “supertanker” Naess Spirit (65,000 deadweight) under tow from South America by the Smit tugs Ierse Zee and Tasman Zee. Her propeller had been damaged off Brazil and the Sturrock Dry-dock was the closest opportunity for re-placement. The estimated cost of the tow across the South Atlantic and the repairs was US$1 million which at the time was a mere R700,000!

Imagine the dismay in Durban shipping circles when news arrived that the first floating dock ordered from a Ty-neside shipyard had broken free from the towing vessel, the Bucknall steamer Baralong, and had become a total loss on the coast near Mossel Bay.

The South African Loch-class frigates, SAS Natal and SAS Good Hope, the first ships

to use the Sturrock Drydock in 1945. Natal carried that pennant number form her

days as HMS Loch Cree. Photograph: Brian Ingpen/George Young Collection

With a long history drydocks remain vital to the ship repair industry By Brian Ingpen

4545

By Brian Ingpen MARITIME MEMORIES

Maritime Review AfricaSEPTEMBER / OCTOBER 2015

Clockwise from the top:

Union-Castle’s Capetown Castle drydock-ing in the Prince Edward Drydock. Photo-graph: Brian Ingpen Collection

Universe Leader, one of the Ludwig tankers that used the Sturrock Drydock on many occasions for routine drydocking. Photo-graph: Brian Ingpen/George Young Collection

The whale factory ship Sir James Clark Ross that required extensive plate and rivet replacement in the Sturrock Drydock after springing several leaks while in the Southern Ocean in 1963. Photograph: Brian Ingpen/George Young Collection

Here Erica and Dalia are shown in the Sturrock Drydock, probably in January 1946. Photograph: Brian Ingpen/George Young Collection

Following her scrape with the concrete blocks in Durban harbour entrance, Uni-corn’s ro-ro ship Border required drydock-ing for damage to the paltes around her starboard bilge keel . Also in the drydock was the SD14 vessel Frontier that had hit a jetty in Durban. Photograph: Unicorn-Lawhill Collection

A significant contract went to Globe Engi-neering early in 1963 when the Norwegian whale factory ship Sir James Clark Ross sprung several leaks while operating in the Southern Ocean. For three weeks, Globe artisans replaced numerous plates and thousands of rivets before the ship could sail for Norway.Following a spell of ignominy ashore

on Robben Island after curiously drifting ashore in November 1970, the Kuwaiti tanker Kazimah spent weeks in Sturrock Drydock while repairers replaced extensive area of bottom plating, rudder and propel-ler.A major client of Sturrock Drydock is De

Beers whose diamond recovery vessels leave their operations off the west coast to enter the drydock for refits and surveys. From experienced and highly qualified en-gineers and artisans to unskilled workers, hundreds of folks are involved in these refits, undertaking complex electronic up-grades, pulling propeller shafts, painting or replacing carpets in the messes.Someone who supervised the docking of

all types of ship in the Sturrock Drydock was the late Chief Dockmaster Etienne Gouws who passed away recently. Look-ing after Cape Town’s two drydocks while keeping owners, agents and the shiprepair folks happy was a tough assignment that he handled with aplomb. Sometimes it was difficult, almost impos-

sible to accede to requests for drydock space, but that would be followed by his reassurance: “Moenie worry nie; ons sal ‘n plan maak!” (Don’t worry; we’ll make a

plan.) And he did make a plan, often work-ing late at night, and, sometimes calcu-lating that the only way to accommodate two ships simultaneously in the Sturrock Drydock was to put one in at an angle. That way, he made two owners, two agents and two shiprepair teams very happy, but sometimes filled the pilots with trepidation when they had to dock ships according to Gouws’s docking plan!

Accommodating larger vesselsAlthough the two drydocks can accommo-

date most of the ships calling at South Afri-can ports, vlccs, Capesize bulkers and most oil rigs are too wide to enter either. The viability and location of a drydock

to accommodate really large vessels have been discussed for years. Cornelius Verolme whose Dutch and Irish shipyards produced six Safmarine ships in the 1960s investigated the construction of a large dry-dock at Saldanha Bay which, with its deep water would be ideal. Similarly, Richards Bay would also be a good site, and reports have indicated Chinese interest in building a drydock with its extensive space and wa-ter depth.Alternatives have also been tabled that

include widening the Sturrock Drydock by 50 metres; building a new, drydock on the site of the existing yacht basin; locating a new drydock at Berth 500; or converting the larger basin at Port Elizabeth into two drydocks. Besides the dock gates, pump-ing equipment and workshops, only a large dividing wall needs to be constructed to make a pair of the largest drydocks imag-inable!

On the national level, the South African ship repair sector has already lost ground to the Namibian Port Authority who, while South African port authorities mulled for too long over several exciting proposals, stole a march by bringing not one but three floating docks to Walvis Bay. This has de-prived the Cape of many lucrative contracts to refit offshore support vessels and the Namibian fishing fleet.Each week about a dozen empty Capesize

bulkers pass this way to load at Richards Bay, Saldanha Bay or at several Brazilian ports. Tankers of all sizes make ballast voyages along the coast after discharging off Durban or in Saldanha Bay, while oth-ers return from the Orient to load at West African terminals. In the absence of local drydocks, these vessels need to drydock in Europe, Bahrein, or the east, although the availability of a suitable South African facili-ty would be an attractive proposition.There is also a wider market among oth-

er ship types. Since all South African ports import or export bulk cargoes, numerous Panamaxes or handy bulkers wait a few days for their next cargo, the perfect time to drydock. A large enough drydock could accommodate two smaller bulkers simulta-neously.A 450-metre drydock with a width of

around 80 metres along the South African coast would provide an essential compo-nent for the local marine engineering sec-tor. If the Egyptians could finance and build a new Suez Canal in one year, why can’t we just do it?

PEOPLE AND EVENTS Appointments Launches Functions Announcements


Appointment: Aker

Aker Solutions has appointed David Clark as regional president of the UK

and Africa to oversee expansion and sup-port operations in these key markets.

Clark, a UK national, has more than 30 years experience in the oilfield services, projects and contracting industry, most recently as vice president of production facilities for Schlumberger. He has also held leadership positions at Wood Group and Technip and has broad international experience in overseeing operations and new business developments.

Clark will be based in London and work on expanding Aker Solutions’ internation-al presence with a special focus on the African market. He will report to Chief Ex-ecutive Officer Luis Araujo.

“David is a true oil and gas professional with extensive experience in some of our most important markets,” said Araujo. “His strong track record in business devel-opment will be of major value as we grow in strategically important regions such as Africa.”

Appointments: Ports Regulator of South Africa

Six new non-executive Members to the Ports Regulator of South Africa

were formally announced in the Cabinet statement of 28 August 2015 and four existing non-executive Members whose extended three-year term of office ex-pired at the end of August 2015, have been reappointed.

The following Members have been ap-pointed for a three-year term with ef-fect from 1 September 2015:

Non-executive members appointed to the Ports Regulator:

�� Thaba Mufamadi – (Chairperson);�� Anjue Hirachund;�� Riad Khan;�� Lindelwe Mabandla;�� Gerdileen Taylor;�� Gugulethu Abigail Thimane;�� Patricia Ntombizodwa Mazibuko –

(re-appointment);�� Aubrey Bongani Ngcobo – (re-ap-

pointment);�� Thato Abegail Tsautse – (re-appoint-

ment); and�� Andile Mahlalutye – (re-appoint-

ment).

Professor Didibhuku Thwala (non-ex-ecutive member), whose first term has not expired and Mahesh Fakir (ex-officio member) remain Members, bringing the total number of Regulator Members to twelve.

CONFERENCES:AFRICAN PORTS EVOLUTION2 - 4 NovemberDurban, South AfricaAfrican Ports Evolution 2015 provides the

African maritime sector with an interactive conference and exhibition to focus on the challenges faced with ports and corridor development, as well as terminal manage-ment and service delivery to the port users, as Africa looks to boost its global profile as a trade partner.

A case study-led agenda where ports au-thorities, terminal operators and their key partners will showcase the steps they have made to increase port throughput and tackle operational inefficiencies. Hear in-sight into the development of new stream-lined processes, the appraisal and integra-tion of new technologies and improved coordination with external stakeholders, which have made a tangible difference to port operations

HYDRO 201523 - 25 NovemberCape Town, South AfricaThe conference aims at facilitating interac-

tion, discussion, collaboration and capacity building amongst the participants. It will provide a platform to share the latest de-velopments in the industry. The conference will also promote and showcase the latest products and services the industry has to offer.

MARITIME AFRICA23 - 25 NovemberCape Town, South AfricaMaritime Africa offers you the opportuni-

ty to learn about the latest developments and happenings by looking at unlocking the potential in the South African ocean econ-omy through Operation Phakisa. Meet with leaders from maritime security, marine manufacture and maintenance, commer-cial shipping, ports and offshore extractive industries at Maritime Africa to share knowledge and experiences and network for future growth.

Lawhill Maritime Centre

The Western Cape Minister of Education, Debbie Shaefer, visited Simon’s Town School’s Lawhill Maritime Centre that, for the past 20 years, has prepared young

South Africans for careers in the maritime industry. Ongoing investment in training and skills development is essential for the future growth of local shipping, sparking re-newed interest in Lawhill’s pioneering maritime programme that provides learners in Grades 10 to 12 with specialised knowledge and skills. Pictured with Minister Shaefer are, from left to right, Grade 12 learners, Lethabo Morovhi, Ngisitieseng Jama, Nino Mhlakoana, Bongane Mhlakoana, Lesego Mkhize and Philisande Gajama.

Appointment: Hytec

The Hytec Group of Companies has ap-pointed Adrian Smith as Regional Man-

ager, African Country Units, effective 20 Au-gust 2015. Smith assumes responsibility for four of the Group’s southern-African oper-ations – Botswana, Mozambique, Namibia and Zambia.

His more than 20 years’ experience in the mining industry includes managing director of a multinational engineering company and, subsequent to moving to South Africa in 2005, regional responsibility for after-market operations in the DRC, Ghana, Mali, Tanzania, Zambia and Zimbabwe.

“Smith’s career history in mining opera-tions stands him in good stead for the four Af-rican operations for which he is respons ib le ,” c o m m e n t e d Mike Harrison, Hytec General Manager.

www.maritimeafrica.co.za

INCLUDING:

23 – 24 November 2015CTICC, Cape Town, South Africa

Maritime Africa is the only event of its kind in Africa that will see navalcommanders, maritime safety and security authorities and the maritimeeconomy drivers - shipping, ports, fisheries, oil & gas, all together under oneroof this November.

We invite all stakeholders in the maritime and related industries to join us at theexhibition on 23 & 24 November at the CTICC in Cape Town. Expo entry is free.

YOUR FREE EXHIBITION TICKET ALLOWS YOU TO:

• Hear from leading maritime security experts in the conference opening session on 23 November

• Join the free to attend full day of programme activities about Operation Phakisa maritime initiatives on Tuesday 24 November

• Visit the expo and view the latest innovations in maritime safety, search and rescue equipment, next-generation communication and navigation systems.

• Engage with industry to understand maritime equipment procurement needs, management, maintenance, installation and training objectives.

• Take part in live product demonstrations.

• Collaborate with regional and international maritime experts and benefit from their expertise and insights to improve maritime security and develop the ocean economy

FREE WORKSHOPS!

Free to attend workshop sessions on Operation Phakisa – developing the ocean economy

MARINE TRANSPORT & MANUFACTURING | OFFSHORE OIL & GAS EXPLORATION | AQUACULTURE | MARINE PROTECTION SERVICES & OCEAN GOVERNANCE

Entry into the expo is free! Pre-register online at www.maritimeafrica.co.za/register

For more information contact Daniel Lyons on +27 21 700 3500

ENABLING A SECURE MARITIME DOMAIN FOR THE OCEAN ECONOMY TO FLOURISH

Sponsored by:

23 - 25 November 2015Cape Town | South Africa

23 – 25 November 2015Cape Town | South Africa

MARITIME & COASTAL SECURIT YAFRICA 2015

MCSA



Lawhill students to set sail in Spain

Two Grade 12 students from the Lawhill Maritime Centre in Simon’s Town have

been selected to participate in an interna-tional sailing regatta in Ibiza, Spain.

The two students, Xolani Jali and Mfundo Joseph, will be taking part in the event, which is being held in October. The trip marks the third time Lawhill students have been selected to participate in the Ma-rine Inspirations programme, an initiative that aims to give young maritime students hands-on seamanship experience and ex-pose them to possible career opportunities in the world of yachting and the maritime field.The Marine Inspirations programme,

which has attracted increasing support since it was launched in October in 2014, is currently supported by a number of

highly respected captains, yacht-owners, ship-managers and associated individuals and organisations in the international mar-itime industry.Supporters of the October 2015 event

include the organisers of the Ibiza Rendez-vous Regatta, Perini Navi USA Inc’s Bruce Brackenhof Jr and yacht manager, Captain Dan Jackson.The initiative is also strongly endorsed

in South Africa by the General Botha Old Boys Bursary Fund, which is supplying set-up funding and logistical support in Cape Town before the students embark on their adventure.

Getting behind teacher training

Developing people through ed-ucation is at the heart of Elgin

Brown & Hamer (EBH) Namibia’s corporate culture. CEO, Hannes Uys, says that the company recognises that it has a vital role to play within the social environment in which it operates.

“We feel strongly that education is an area which empowers people to create a better life for themselves, and thereby ultimately determines the future health and well-being of our country as a whole. This is why we have chosen to support a number of education and training initiatives in the region,” said Uys.One of these initiatives is the Eron-

go Reading Programme, which was launched in October 2014 by the Teachers’ Resource Centre (TRC) in Swakopmund. The campaign, under the slogan ‘Leave No Child Behind’, involves the training of teachers in a reading programme which aims to improve basic reading and compre-hension skills among learners.“A lack of infrastructure, insufficient

funding and a lack of trained person-nel are some of the problems facing the education system in Namibia, re-sulting in high failure rates in schools. We believe this problem can be meaningfully addressed through ongoing collaboration between gov-ernment and the corporate sector in initiatives such as this one,” says Uys.Katrien van Rooi, Senior Education

Officer at the TRC and co-facilitator of the Erongo Reading Programme said, “The project has been a great success thus far, thanks to our high-ly dedicated facilitators who have been tirelessly training the teachers throughout the region. During their visits to the various schools, they were struck by the dire shortage of readers, dictionaries and reference materials. Teaching aids are limited or non-existent in most rural areas in Namibia, and we believe this pro-gramme will go a long way to effec-tively addressing these issues.”“By developing the educator’s skills

and efficiencies, we can start to im-prove the reading ability of learners and help to build a more promising future for our youth in Namibia,” Uys concluded.

Xolani Hall and Mfundo Joseph will participate in an international sailing regatta in Spain.

Richards Bay port festival makes a welcome return

Transnet National Ports Authority (TNPA), in partnership with the Uthun-

gulu District Municipality, has revived the once popular port festivals, with the Port of Richards Bay playing host to a two-day celebration towards the end of September.

The Richards Bay Port Festival provided family fun, live entertainment, leisure ac-tivities, an arts and crafts market, children’s entertainment and numerous waterside events. An exciting feature was appearances and

displays by some of the South African Na-vy’s most impressive vessels, with all naval ships open to the public over the port fes-tival weekend. The festival included a careers exhibition

for learners to interact with some of the area’s leading businesses, including TNPA, Foskor, Uthungulu District Municipality, Richards Bay IDZ, Richards Bay Minerals and the South African Maritime Safety As-sociation (SAMSA).

TNPA Chief Executive Richard Vallihu said: “Port festivals were once regular events attracting thousands of visitors until the advent of the ISPS code of safety for ports, which placed limitations on public interac-tion with our ports. However, we as TNPA have a responsibility to re-integrate our ports with their cities and communities.”Port Manager, Preston Khomo, said: “The

regional importance of a festival such as this has been given renewed impetus with the launch of the South African gov-ernment’s Operation Phakisa initiative, in which TNPA is a key role player.”The Richards Bay Port Festival took place

in and around Naval Island, Tuzi Gazi Wa-terfront and the indoor cricket facility at the Port of Richards Bay. At the same time, Transnet is developing

its concept of ‘people centric ports’. Plans are in place to open the ports to promote tourism, leisure, recreation, sport, career and business opportunities and community engagement.

Appointments Launches Functions Announcements PEOPLE AND EVENTS


Navigating to the top

Steve Nell, Managing Director of Ma-rine Data Solutions, was recognised

as one of Africa’s most influential busi-ness leaders at the Titans – Building Na-tions breakfast during July.

The awards are aimed at celebrating the achievements of those who are advanc-ing African economies and communities. Nell was the South African winner in the ICT (Information and Communications Technology) category, as well as regional SADC winner for 2015.“To have the title ‘Titan – Building Na-

tions’ bestowed on me is an incredible honour. It is also an indication of the maturity of our ICT sector in this country and that our maritime surveillance sys-tems and software are aligned with the

best in the world,” said Nell.Marine Data Solutions, part of the

Kongsberg Group, has been servicing the requirements of the African mari-time industry and ports authorities since 2004. The company, with a nationwide footprint and based in Cape Town, spe-cialises in vessel traffic management and information systems (VTMIS) and coastal surveillance systems, among other mari-time software solutions. Under the auspices of CEO Global, the

Titans – Building the Nations awards was the first of eight events to take place in various parts of Africa. As both a country and regional winner, Nell has qualified to attend the final event on 21 October 2015, along with other regional winners.

Steve Nell of Marine Data Solutions has received recognition as an influential business leader.

Empowerment accolade for fishing group

The Oceana Group has retained the status it achieved in 2014 when it was recognised as the Most Em-

powered JSE listed company at a busi-ness dinner held during August.

For a South African company focused on transformation, there can be no greater recognition than leading the list of the top 100 empowered JSE-listed compa-nies in the Independents 100 Most Em-powered Companies ranking.

The research on empowered companies that underpinned the awards was un-dertaken by Empowerdex and the report was produced by Intellidex. The survey is aimed at raising awareness in society of Broad-Based Black Economic Empower-ment (B-BBEE) in South Africa.

Oceana had a total B-BBEE score of 98.39 points in 2014 (2013: 95.17 points). The company’s score improved due to tangible improvements in management control, skills development, preferential procurement and employment equity. It retained maximum points for own-

ership, enterprise development and socio-economic development. For the first time, in the 2015 assessment, the company scored maximum points in all scorecard elements save for employment equity. Oceana also came first among its peers in the Food and Beverage sector.“Where others saw potential for fishing

rights, we saw potential for converting our fishing rights into human rights,” said Francois Kuttel, CEO of the Oceana Group. “We are not just paying lip service

to transformation, as evidenced again last month when the seventh Oceana Empowerment Trust Distribution was paid out and a total of R7.5 million was shared out amongst 2,555 qualifying em-ployee beneficiaries. We truly are sharing the value the Oceana Group is creating and view this as what our country needs for socio-economic stability and the long-term sustainability of our business.”“Maintaining our status as a black

owned and controlled fishing company and ensuring that we retain our credible empowerment credentials will assist with the retention of our commercial fishing rights. This in turn will enable Oceana to remain Africa’s most efficient convertor of global fishing rights into shared value. We are proud that we have turned our fishing rights into human rights through empowering our workers and supporting communities in which we operate,” he concluded.

First African woman to command a navy vessel

Lieutenant Commander Zimasa Petro-nella Mabela became the first African

female to command at sea when she as-sumed command of the SAS Unhloti in a Change of Command parade during August.

The Officer Commanding SAS Umhloti, Commander Brain Eric Short, handed over command to Lieutenant Commander Ma-bela. This appointment reflects the prog-ress in the naval transformation.

Lieutenant Commander Mabela hails from Lady Frere, Eastern Cape. She joined the South African Navy (SAN) in 1999 as a rat-ing and completed military training for Rat-ings Part 1 aboard the SAS Saldanha. She also completed Telecommunications Radio Part 1. Lieutenant Commander Mabela was staffed at replenishment vessel on the SAS Drakenberg.

In 2004, Lieutenant Commander Mabela completed military training for Officers Part 1 in Gordon’s Bay. She then attended Com-bat Officer Qualifying Part 1 at Maritime Warfare Training Centre in December 2004.

She joined the frigate SAS Isandlwana in 2005 and was appointed as the Assistant Operations Officer, where she obtained an Officer of the Day qualification. In 2006 Lieutenant Commander Mabela obtained her Bridge Watch-keeping Certificate and was later appointed as the Assistant Weap-ons Officer.



Expanding skills base with highly qualified women

Condition monitoring specialists WearCheck recently announced

the following appointments:

�� Lea Bodenstein has been appoint-ed as a diagnostician. She will be based at the Middelburg laboratory.

�� Loshini Govender has been em-ployed as the manager for Wear-Check’s speciality laboratory (WSL) in Johannesburg.

�� Salisha Dhanasar has been pro-moted to laboratory supervisor for WearCheck’s Middelburg laboratory.

�� Annemie Willers has been appoint-ed as reliability solutions lubrica-tion consultant for WearCheck’s LubriGard division.

Conference addresses challenges of tertiary education

IMLA 23, under the theme “Challenges facing emerging MET Institutions – the need for collaboration” was hosted by

the Durban University of Technology at the end of July. Delegates were welcomed by Prof Suren

Singh, Executive Dean of the Faculty of Ap-plied Sciences, on behalf of Vice Chancel-lor Prof Ahmed Bawa, and also by Prof Jin, the Honorary Chair of IMLA and Chairman of the Shanghai Maritime University, on behalf of the association. The keynote ad-dress was delivered by Sindiswa Nhlumayo on behalf of Commander Mokhele of the South African Maritime Safety Authority.A total of 34 papers were presented cover-

ing the following themes: �� E-learning and Education Technology; �� Human Element;�� Specialised Training; �� Maritime Education and Training; �� Maritime English and;�� Employability and Regional MET Expe-

riences. Panel discussions were held after each

theme allowing delegates to engage with the presenters.Three workshops were also conducted:�� Maritime English facilitated by An-

namaria Gabriella, Chalmers University, Sweden

�� Building maritime research capacity and post-graduate qualifications facili-tated by Prof Suren Singh, Durban Uni-versity of Technology

�� Developing graduates that are cul-turally and socially aware within the global context facilitated by Dr Rubeena Partab, University of Kwa-Zulu Natal

A photographic exhibition, entitled Beyond

the Horizon and organised by members of the Hato-kai, was hosted in the main con-ference venue. The exhibition featured approximately 50 photographs capturing the sea’s wild natural beauty, bustling port scenes and village life as captured by the seafarers on their voyages.A total of 72 delegates from 14 countries

and representing 34 organisations enjoyed Durban’s hospitality. A number of social events were organised, including the wel-come cocktail at the Elangeni, Mayoral Re-ception at City Hall, Conference Dinner at the Maharani Hotel and the Game Drive at Tala Private Game Reserve. In addition spouses and children were ac-

companied by staff from the Department of Maritime Studies during the day as they explored the many tourist attractions eThe-kwini has to offer. This included uShaka Marine World, half-day city tour and a visit to the upmarket Umhlanga Rocks.The conference provided an ideal oppor-

tunity to showcase South Africa’s maritime education and training initiatives; partic-ularly the alignment of the curriculum re-newal at CPUT and DUT, to international trends. South African delegates were able to network with academics from some of the leading MET institutions from across the world. IMLA 23 has been regarded as a resound-

ing success. The department has received congratulatory messages from a number of very satisfied delegates. The success of the conference was a result of the support and sponsorships received from local and national stakeholders and a number of de-partments and individuals at the Durban University of Technology.

By Leon Govender

Delegates at the IMLA 23 Conference held in Durban, South Africa recently.

Keeping our oceans alive with opportunity GREEN MARINE


Becoming entangled in environmental challenges >> Natalie Janse asks Michael Meyer, Control Technician for the Biodi-versity and Coastal Research group (DEA), a few questions about his love of marine animals and the challenges that his work presents. >> read more on page 52

Reducing onboard energy consumption >> Pump solution manufacturer, DESMI, aims to offer solutions for the maritime industry to meet the demands of new environmental regulations by focusing on reducing the energy consumed by onboard equipment >> on page 54

Blue Flag status extended to boats >> Blue Flag International has been working on a set of criteria for eco-tourism boats to create a programme of the same sig-nificance as the one that bestows Blue Flag status on beaches and marinas. >> page 54

Vessel donation will boost effectiveness of marine bird sanctuary >> The Nautic group has stepped in to donate a 5.5m vessel that will greatly assist with the release of rehabilitated birds back into their natural environments.>> more on page 55

IN THIS SECTION

The report also highlights that 21 of 25 trade lanes show annual CO2 improvements and

that there has been a 29 percent decrease in CO2 emissions since 2009. The CCWG CO2 methodology is tailor-made

for container shipping. Based on actual fuel consumed, actual distance travelled, and the maximum capacity of the vessel, the CCWG CO2 methodology provides emissions data in grams of CO2 per container per kilometre. CCWG is comprised of 45 members represent-

ing 80 percent of ocean container cargo carriers and many customers. The group provides stan-dardised methodologies to measure key envi-ronmental performance indicators and easy-to-use tools to reduce environmental impacts. In the past two years, CCWG has engaged with

priority industry groups, published a report on its methodology, facilitated sharing of best prac-tices among members, and moved to an online reporting system. More recently, CCWG has been working to in-

tegrate their tools with procurement systems to streamline use by brands, and has been working with leading academics to analyse the data set for operational decisions that can improve envi-ronmental performance.Given the group’s industry recognition, CCWG

engages regularly with the World Shipping Council as well as regulatory bodies such as the European Commission, as they seek to develop a globally recognised legal framework for mari-time companies to measure, report and reduce carbon-dioxide emissions. The Group is now working to expand their reach

as a global initiative by considering a merger with the Clean Shipping Initiative that, if successful, will launch a single industry-wide platform for environmental performance measurement and reporting across more ocean goods such as oil, commodities and finished vehicles.

A report published by the Clean Cargo Working Group (CCWG) based on data com-piled from 3,000 ships indicates that the average CO2 emissions across all trade lanes has improved by 8.4 percent per TEU from 2013 to 2014.

Report highlights environmental progress in container shipping

GREEN MARINE GREEN TECHNOLOGIES FOR THE MARINE INDUSTRY

GREEN MARINE Keeping our oceans alive with opportunity


What and where did you study?In 1971 I completed a diploma in Ocean-

ography to become a Technician in the Ma-rine Mammal section of the Sea Fisheries Research Institute (SFRI). Later I completed a BTech at Cape Peninsula University of Technology and thereafter gained experi-ence under a number of marine mammal experts both locally and internationally.

What is your current job title and job description?I am the Control Technician for the Bio-

diversity and Coastal Research group of the Department of Environmental Affairs (DEA). My role has largely remained with-in top predators, which includes marine mammals, seabirds and protected shark species such as tiger and white sharks.In addition to research on top predators I

was largely responsible for the creation of the South African Whale Disentanglement Network (SAWDN) under the auspices of the DEA and I am the Operations Manager for this Network and lead the disentangle-ment of whales around the country and the training of disentanglement stations around South Africa. As a member of the Entanglement Expert Group of the Inter-national Whaling Commission I also advise globally countries with difficult entangle-ment issues. I am also the National Incident Controller for cetacean strandings in South Africa.

How did your career path lead you to your current position?When I joined the SFRI I was very fortu-

nate to be placed under the supervision of Dr Peter Best who was one of the leading cetacean researchers internationally. Con-sequently I received an extremely good grounding on cetacean research under Pe-ter and became involved in research proj-ects at the Durban whaling station (sperm

and killer whales) and attended interna-tional whale cruises to assess the popula-tion of whale stocks in Antarctica and local-ly the southern right and bryde whales in South African waters. I later led the capture, release and satellite

tagging of South Africa’s endemic heaviside dolphin’s and began seal research on Cape fur seals in Namibia, South Africa and An-gola running the annual aerial survey in all three countries for seals and seabirds. Later I assisted with satellite research proj-

ects on seals and seabirds at Marion and Prince Edward Islands and started specialis-ing in the development of capture, holding and release equipment for top predators such as seals, seabirds, sharks, turtles and dolphins to safely fit satellite tags in order to follow their movements and foraging be-haviour. I was fortunate in leading and develop-

ing procedures to use ship borne cradles to capture white and tiger sharks which led to the first successful deployment of a satellite tagged white shark that travelled from South Africa to Australasia and back. I was also part of the OCEARCH research team that satellite tagged over 40 white sharks along the South African coast. I now have some 44 years of experience in ma-rine mammal research that has placed me in the forefront of many marine mammal research projects

What does your job entail on a daily basis?While I might plan my day, I never know

quite know what to expect as I can get a call out at any time, quite often when one least expects it. In order to co-ordinate the response to

cetacean strandings in South Africa the DEA introduced the SA Stranding Network (SASN) which led to the creation of the Na-tional Response plan, which is spearhead-

ed by an Incident Controller. I am nationally responsible for dead and

live cetacean strandings or whale entan-glements that occur during the week or on weekends when I often have to drop what-ever I am doing and respond to or contact a team or provide advice if the incident is outside of my operational area. A large part of my work time involves per-

forming necropsies on stranded cetaceans at our dissection laboratory. I not only per-form post mortems, but also collect biolog-ical information from top predators. When I am not involved in research or field

trips I deal a lot with administration and management requirements for BBWW and shark diving and viewing ecotourism.

What aspects of your job do you really enjoy?I have always loved working with marine

mammals, but without a doubt the satis-faction of releasing a whale from a compli-cated entanglement is the most satisfying. Whales don’t realise that we are trying to help them and in fact see us as predators and will try to avoid us at all costs.Another aspect I enjoy is the successful re-

habilitation and release of wild animals. In order to evaluate the success of rehabilitat-ing vagrant seals such as a young, emaciat-ed, stranded elephant seals called “Selso” that had been rehabilitated at uShaka Ma-rine World, a group of researchers devised a project to evaluate the ideal release site and the suitability of such releases. The seal was initially released off the Port

Elizabeth continental shelf edge in January 2014 after being satellite tagged prior to his release. The sophisticated tag placed on the seals’ head reported on his position and foraging behaviour. Selso swam steadily south down to the

Antarctic ice edge and during his return journey landed on Marion Island where he

Michael Meyer is the Control Technician for the Biodiversity and Coastal Research group of the Department of Environmental Affairs (DEA) and was largely responsible for the creation of the South African Whale Disentangle-ment Network (SAWDN).

Natalie Janse asked him a few questions about his love of marine animals and the challenges that his work presents.

Becoming entangled in environmental challenges

GREEN WARRIOR



The SAWDN at work off the coast. Set up costs for each Disentan-glement Station is in the region of R25,000 and donations are welcome.

was photographed. He then continued his journey north feeding off the South Africa shelf edge for some time before returning to Cape Recife to moult in November 2014. The instrument was recovered and the

memory contained the entire diving history of the seal that can be directly linked to his foraging positions received during his jour-ney via the ARGOS system of satellites. The seal was slightly thin and it was decid-

ed to give it a second chance when it was once again released in early 2015 off the Port Elizabeth coast with the original refur-bished satellite tag. This time he foraged in sub-Antarctic wa-

ters before landing at Prince Edward and at Marion islands and in July 2015 he was once again photographed in excellent phys-ical condition at Marion and appears to have now been successfully reintroduced into the wild.

What aspects of your job are more challenging?I think for me one of the most challenging

aspect of my job occurred when a young humpback whale got confused in Cape Town harbour and, during the late after-noon, found itself stuck between a large university cruise ship and the quay. All attempts to try and get the whale to

back out failed and I was forced to request two harbour tugs from the Port Captain to pull the ship away from the quay, but the animal remained confused and was panic stricken avoiding all attempts to coax it out to sea. Fortunately I noticed that it had taken up

station next to one of the tugs and I real-ised that being a young animal, its natural reaction was to take up station next to a tug. The young whale obviously believed it was safe in the lea (in its confused state) and it sought consolation with what (I be-lieve) it assumed was an adult whale.

I took this opportunity to request the tug master to slowly steam out the harbour and I was delighted to see that the young whale swam obediently with the tug hug-ging the slip stream at its starboard stern. In the early hours of the morning once the

tug was well outside the harbour I request-ed the tug master to slowly speed up but continue offshore. Once he was well clear of the whale the master was requested to double back into the harbour and the whale continued on his journey up the west coast where he hopefully met the large group of humpback feeding on the west coast near Dassen Island. This rescue took some eight hours to achieve.

Where does your passion for the environment come from?I think I have always had a passion for

working with top predators and a connec-tion with the sea, which initially revolved around pollution (both plastic and oil). Ini-tially I became involved in removing plas-tic debris from Cape fur seals entangled in Cape Town harbour. In June 2000 I was given the opportunity

to lead the capture and removal of oiled Af-rican Penguins from Robben Island during the Treasure oil spill. Later it was decided to remove all the remaining penguins and to transport them to Port Elizabeth in the hope that the “clean up” would be com-pleted before the birds could return. In the process I satellite tagged the pen-

guins Peter, Pamela and Percy who were released off Port Elizabeth and captured the minds of people worldwide, as they watched their 560 mile journey back to their home islands on the internet. These successes motivated me further

and in 1976 after a particular bad year of whale entanglement in which untrained but well-meaning individuals attempted to disentangle whales by diving (which was a

recipe for disaster) the Department of Envi-ronmental Affairs gave me the opportunity with other partners to launch the SA Whale Disentanglement Network (SAWDN).

Where to for you now?I have no idea, but given time I am sure

something will inspire me in the near fu-ture. Fortunately I have had the support and the inspirational help of experienced colleagues at the DEA. Time will tell! My ul-timate ambition is to have a complete net-work of stations around the entire South African coast to successfully assist with any disentanglement that is reported.

Anything you would like to add?Since the cost of the equipment for a disen-

tanglement station is the region of R25,000 for each station and the specialised knives and equipment often get damaged, I would appeal to any possible funders to contact the Dolphin Action and Protection Group who are founder members of SAWDN and act as administrators for any funding to as-sist with training and running of SAWDN. I would also like to thank all our other

partners such as the NSRI, KZNSB, SAP, Na-tional Parks, Cape Nature, researchers, ec-otourism operators and all the individuals who have assisted me in my endeavours.

South Africa completes MARPOL accessionSouth Africa has completed its accession to all the annexes of IMO’s main pollution pre-vention treaty MARPOL, by becoming a Party to both Annex IV, concerning the discharge of sewage into the sea, and Annex VI, which addresses energy efficiency and air pollution from ships. Obed Thembinkosi Mlaba, High Commissioner of South Africa and Perma-nent Representative to IMO, deposited the instruments of accession.



Pump solution manufacturer, DESMI, aims to offer solutions for the maritime industry to meet the demands of wave after wave of new environmental regulations by focusing on reducing the energy con-sumed by onboard equipment in and around engine rooms.

The Danish-based company, which is represented locally by ASI, offers solutions for everything from sea-

water pumps to ventilation systems. With relatively short payback times, the annual savings in energy consumption offer com-pelling reasons to invest.

Optimising onboard energy Auxiliary systems in engine rooms and

their pump components are designed to cope with the worst possible foreseeable conditions. In reality, however, such sys-tems can be made to run at operating lev-els that better correspond to the vessel’s actual load at any particular time. And according to DESMI’s Michael Lassen, Seg-ment Director for Marine & Offshore, this is an excellent strategy for shipowners keen to comply with the new regulations. “A lot of onboard machinery constantly

operates as though the vessel is under 100 percent load and having to cope with air temperatures of up to 50 degrees Celsius and sea water temperatures up to 32 de-gree Celsius. But those conditions reflect perhaps only one percent of a ship’s op-erating lifetime. The rest of the time, you might say, it’s like running the heating in

your house at full blast with the windows wide open. Making control systems that closely match energy consumption to ac-tual requirements is something we’ve been focusing on for a number of years.”

Saving on pumping power DESMI’s seawater pumps are designed

for maximum efficiency. The company also offers optimisation solutions such as the OptiSave TM which is designed to save up to 80 percent of power consumption on a vessel’s seawater pumping tasks. The OptiSAVE TM can also control the fans

that push compressed air into the engine room to boost combustion effect. These systems usually run at full speed, regard-less of load, even when less air is required. The OptiSave TM system controls these components and reduces their speed to correpond to real needs. A key advantage of DESMI’s OptisaveTM is

the ability to install just one piece of extra onboard equipment to control the energy for seawater, condenser and engine room fans. With just one cabinet, ship designers can easily incorporate new energy savings without significantly adding to the deck-space headaches already caused by the

need to install additional systems for envi-ronmental compliance.

Positive cash flow Lassen claims that, apart from the benefits

of sheer regulatory compliance and contin-ued access to profitable sailing routes, the potential savings of onboard energy control systems have proven to be quite spectac-ular. “While it may be tempting to let tight

newbuild budgets dominate onboard equipment specifications, shipowners can do themselves a favour by focusing on the medium and longer term numbers behind high-end pumps combined with energy-op-timising systems like OptiSaveTM.” “Fuel is the most expensive component of

the maritime business model. So once such a system is installed, it’s quick to prove its worth. And with the initial investment re-couped, the shipowner actually earns mon-ey every single year until the vessel is de-commissioned, sold or scrapped.” Energy-optimising systems also help to

make sure shipowner business models don’t suffer from the additional fuel con-sumption associated with ballast water treatment systems and other new, manda-tory equipment. Here, optimisation pow-er-savings can balance the fuel equation to maintain vessel profitability.

Pumps-for-free Among DESMI’s innovative approaches

is ‘Pumps-for-free’: a cash flow-neutral investment concept for energy-saving solutions. It’s a unique financing package, enabling shipowners to energy-optimise their vessels while repaying the invest-ment through savings, typically in 14 to 18 months. The financing schedule is linked to the ROI/payback period, with quarterly payments. DESMI offers a wide range of energy-sav-

ing products under the Pump-for-free con-cept, including: �� Replacement of older low-efficiency

pumps with DESMI’s highly energy-effi-cient pumps

�� Retrofitting of Energy Savings Systems, also known as OptiSaveTM for Sea Wa-ter Cooling

�� pumps �� Retrofitting of Energy Savings Systems

for fresh water cooling pumps �� Retrofitting of Energy Savings Systems

for engine room fans.

Reducing onboard energy consumption

Blue Flag status extended to boats

Blue Flag International has been working on a set of criteria for

eco-tourism boats to create a pro-gramme of the same significance as the one that bestows Blue Flag status on beaches and marinas. Eco-tourism boats applying for the Blue Flag will be subject to the same proce-dures and control visits as for beaches and marinas. With this step Blue Flag intends to create a strong eco-label for tourism boats with the aim of certifying the implementation of environmen-tally friendly practices and the offer of responsible and sustainable tourism products.

Until now, Blue Flag has only provided guidelines for private boat owners and whale watching boats, which means that the boats were not subject to control visits or audits. The voluntary compliance with these guidelines was, therefore, mostly an opportunity for boat operators to demonstrate their environmental commitment.

In the same way as for the beaches and marinas, the certification period for eco-tourism boats is determined by the operating season of the boat. However, if the eco-tourism boat activ-ity is offered all year round the Blue Flag will be awarded for one year.

www.maritimesa.co.za



World Maritime University focuses on green courses

The World Maritime University (WMU) will launch two new special-

isations within the MSc in Maritime Af-fairs in Malmö. These include Maritime Energy Management as well as Ocean Sustainability, Governance and Manage-ment.Scheduled to be launched in September next year, the new additions are the uni-versity’s response to the new agenda as approved by the IMO Council in June of this year. “These two new specialisations will enable current and future maritime and ocean leaders to have the required education, skills and expertise for today and for the future,” said Dr Cleopatra Doumbia-Henry, President.

“They will be a key component of WMU’s response to Transforming our World: The 2030 Agenda for Sustainable Develop-ment, which builds on the UN’s Millen-nium Development Goals. Goal 14 con-cerns the conservation and sustainable use of the oceans, seas and maritime resources for sustainable development,”

she said adding that they will provide the knowledge and skills for stakeholders to implement the 2030 agenda.

Maritime Energy Management has been designed for professionals from the energy and environmental sectors, and offers a comprehensive understanding of different aspects of maritime energy management, from ships to maritime onshore facilities. It teaches the skills and provides the expertise needed to achieve a sustainable and energy effi-cient maritime industry.

Ocean Sustainability, Governance and Management has been designed for all those concerned with the economic, social and environmental health and sustainability of coastal and ocean envi-ronments. It provides a comprehensive understanding of the interconnected global economic-social-environmental coastal and ocean system, within the broader ocean context, and an under-standing of the complex UN system for ocean governance.

Vessel donation will boost effectiveness of marine bird sanctuary

Acting in response to the needs of the recently established African Penguin and Seabird Sanctuary in

Gansbaai, the Nautic Group, a Paramount Group company, has stepped in to donate a 5.5m vessel that will greatly assist with the release of rehabilitated birds back into their natural environments.

“I visited the sanctuary only three months ago and quickly realised what their needs were. So I went to the board, got their full support and went ahead with it,” said Keith Govender, CEO of Nautic South Africa.

The sanctuary has been in operation since February this year as a project of the Dyer Island Conservation Trust and has the strong support and input of local busi-nesses engaged in eco-tourism. In accept-ing the vessel from Nautic the co-founder and trustee of the sanctuary, Wilfred Chivell described how their modern facil-ity can provide rehabilitation to injured or oiled birds with a special emphasis on the endangered African Penguin.

“We have to plough back funds into con-servation of the animals as they provide us with a living,” said Chevell adding that their own local Dyer Island colony had

seen a reduction from 23,000 breeding pairs of Africa Penguins in 1979 to the present 800 in 2015.

Chevell explained that previously any injured seabirds had to be taken through to the SANCCOB facility in Table View or to a facility in Mossel Bay so the decision to open in Gansbaai was easy. The facility is staffed by eight people including two highly experienced workers from a similar seabird sanctuary in the Eastern Cape.

“We can also call on volunteers from all over the world should the need arise,” said Chevell as awareness of the sanctu-ary and its aims and objectives is being driven by a marketing team. The seabird sanctuary is a spin-off from the shark cage diving and whale watching activi-ties offered to tourists and enables boat owners to keep their doors open and boats full all the year round

The well-equipped facility presently con-sists of two pools, a cleaning section, a hospital for injured birds to recuper-ate, records and research rooms and an outdoor rocky, beach type area com-plete with artificial nests. Despite these resources, Chevell says that the facil-ity still has further needs including a

researcher that can assist with collating information to help with the manage-ment and protection of the birds.

Vessel donationGovender said that the 5.5m mono/rigid hull inflatable boat (RHIB) will be a very practical boat for the sanctuary to use. The present vessel the sanctuary uses to land on Dyer Island is too big and has difficulty in maneuvering into the island’s rocky inlets to get to injured birds.

The RHIB that has been donated is a scaled down version of Nautic’s highly robust ‘Guardian’ range of vessels with open deck space in front of the control console to accommodate cages or injured birds and seating aft to accommodate crew and personnel.

And of course its shallow draft will enable it to land personnel more safely on the island or along the difficult Gansbaai and surrounding coastline. “It’s a very solid boat,” said Govender adding that they hope Nautic’s donation will have a very real impact on the protection of penguins and seabirds that are in distress.

“We spend a lot of time and effort in doing what we can to protect the marine environment. If we don’t do something now then future generations will lose out,” said Govender.

By Steve Saunders

SA team to conduct research in Gough The Gough61 over-wintering team, which left recently from Cape Town onboard the SA Agulhas II, will spend 14 months on the island conducting research on weather forecasts that impact South Africa.

South Africa has maintained a meteoro-logical station on Gough Island since 1956. “Weather observation on Gough Island contributes significantly to the South African Weather Service’s (SAWS) ability to forecast and predict weather for South Africa,” the department said.

South Africa is one of the signatories to the Safety of Life at Sea (SOLAS) convention and SAWS is responsible for providing weather as well as warning services to the second largest Ocean area on the globe known as METAREA Seven.

The area spans from the Equator and extends to Antarctica in the South and from mid-Atlantic in the West to the mid-Indian Ocean in the East.

The weather station is permanently occu-pied by, on average, six South Africans, who are the only people on the island. The team consists of meteorologists, a medical orderly, a diesel mechanic and a communi-cations technician.



BOOK REVIEW

When I was a Fish by Mike Bruton: Tales of an Ichthyologist

When I was a Fish takes you on journey, along with its author, through a very

inspired and passionate life dedicated to a passion not only for all things coelacanth, but for all marine life, and leaves you won-dering if perhaps you should have paid at-tention in biology class all those years ago.Ichthyology, also called Fish Science, is

the branch of biology devoted solely to the study of fish, including bony fish, cartilag-inous fish and jawless fish. Approximately 250 new species of fish are officially de-scribed by science each year. There are more species of fishes in the oceans than the combined total of all other vertebrates: mammals, amphibians, reptiles and birds, so this is not an aspect of biology to be tak-en lightly.

About the authorMike Bruton is one of the leading fish biol-

ogists in Africa. He was born in East London and became obsessed with fish during his very early childhood. He studied at Rhodes University at the same time as the well-known ichthyologist, Professor JLB Smith.Professor JLB Smith became a prominent

figure in the world of science when he identified a specimen of coelacanth caught near east London in 1938. At the time the fish was believed long extinct. Bruton de-scribes Smith as a hero of science.Bruton ultimately became Director of the

Ichthyology Institute, which was estab-lished in Smith’s name, where he pioneered searches for the beloved coelacanth off the coast of southern Africa and in the Western Indian Ocean. Together with different col-leagues from all over the world, including the USA, Canada, Germany and South Afri-

ca he made many new discoveries on the biology of the coelacanth and was a passionate campaigner for its conservation. Through his research Bruton also made

significant contributions to the way in which we understand how fish are adapted to their environments and also their evolu-tionary transition from water to land.

About the bookBruton has now written a book entitled,

When I was a Fish – Tales of an Ichthyolo-gist. I am sure that most would agree that ichthyology does not immediately bring the words adventure and excitement to mind, but that it is exactly where this book takes the reader by surprise. When I was a Fish, is truly a fascinating read and goes as far as to make ichthyology sound cool and ex-citing. The author includes us in his anecdotes

and adventures from tangles with croco-diles, giant snakes, hippopotami and mil-itary operations to his tireless efforts to campaign for the conservation of wetlands and endangered species, not only in Africa, but around the world. In interviews Bruton has mentioned what

compelled him to write this biography. “Maybe it was a way of explaining to my family what I was doing when I should have been on family holidays. But I really feel I wrote this book because it is an extension of my passion for sharing my passion for science with scientists and non-scientists alike.”

By Natalie Janse

Collaborating for sustainable coasts and oceans

The new Institute for Sustain-able Coasts and Oceans (ISCO)

launched in the UK recently will bring together a variety of disciplines and experts to meet the challenges of a changing ocean and coastal popula-tion. Launched by the University of Liver-pool and the National Oceanography Centre as part of a new strategic part-nership, the ISO will see marine scien-tists, social scientists, engineers and economists collaborating for more sus-tainable use of the coasts and oceans. It will provide improved connectiv-ity between experts in these differ-ent fields and through world-class research will provide the knowledge needed to deliver sustainable man-agement of the coast and coastal seas.

Key challengesProfessor George Wolff, Head of the School of Environmental Sciences, said, “One third of the world’s popu-lation lives in the coastal zone. Coastal seas are vital for transportation, food and energy production, tourism and leisure. I envisage that this new Insti-tute will become an important inter-national centre for marine research, as well as a key player in helping find solutions for many of the key chal-lenges that face our society today.”The NOC and the University have col-laborated successfully for many years, particularly in the areas of ocean climate and sea level rise, observa-tions and computer modelling of complex sea shelf systems, and marine renewable energy.

Internationally recognisedISCO will further develop the partner-ships research base, building wider stakeholder collaborations to become an internationally recognised centre of excellence for joined-up research with an emphasis on societal impacts.

The NOC’s Kevin Horsburgh, who will head up the new centre, said, “The Institute for Sustainable Coasts and Oceans will build on our already strong partnership with the university to turn marine science into societal benefit, particularly at the coastline and in response to our changing climate.

“The wider collaboration will boost the quality of our science and will also strengthen both our relationships with industry and the blue economy.”

Port operators join forces for sustainability

Global marine terminal operators DP World, Hutchison Port Holdings Lim-

ited (HPH), APM Terminals, PSA Interna-tional and Shanghai International Port Group (SIPG), joined by the Port of Rot-terdam Authority (PRA), have launched the first ever joint industry initiative to promote environmental awareness and make a sustainable difference in the communities in which they operate. The campaign took place between 14 - 21 September this year and focused on three main themes: re-use and recycling,

climate change and the communities in which these companies operate. A range of activities covering all three themes was organised by the participating port operators’ local business units to tackle and raise awareness globally.

The campaign will also identify local part-ners in the effort to improve the envi-ronment. Creating and upgrading local green spaces, launching educational pro-grammes, adopting waste recycling mea-sures and community engagement are some of the activities that took place.

Products and services BUYERS’ GUIDE


DECK & ANCILLARY EQUIPMENT

� Anchors and CablesAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Sturrock Grindrod Marine Tech : Tel 021 510 0042; Fax 021 511 1770

� BellsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396

� Block & TackleAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400

� CablesAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� ChainASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552

9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� Chain & ConnectorsAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� Chain CouplingsAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� Deck EquipmentAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

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

� Hydraulic DrivesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Inflatable Buoys and FendersAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty)Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� Lashing SystemsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400

� Launch and Recovery SystemMarine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Lifting EquipmentAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400

� Mooring SystemsCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900Grindrod Marine Services Dbn: Tel 031 274 4700; Fax 031 205 9023HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Net Handling EquipmentCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552

9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� PortholesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Rock HoppersAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530

� Rope, FibreAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� Rope, WireAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� Rope, Wire GreasesAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� RopeAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523J&D Ship Services: Tel 021 511 1889;

ProductsServices+BUYER’S GUIDE

BUYERS’ GUIDE Products and services


Fax 021 511 7910Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� SlingsAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� Swell CompensatorsC & C Technologies: Tel 021 705 2741; Fax 021 705 2741Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

� Winch Control SystemsCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Winch CouplingsCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Winches, Sales, RepairsCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

EMERGENCY AND LIFESAVING EQUIP-

MENT / REPAIRS

� Distress Signals, Flares (pyrotechnics)ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

List your company’s details here

� Emergency Locating EquipmentMarine Navigation Systems: Tel 021 511 1640SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886

� Escape Route SignsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

� Fire Equipment SignsCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

� Fire-Fighting EquipmentASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

� Food Rations, Life jack-etsCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

� Lifeboat BuildersCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Liferaft ServiceCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

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

� Safety EquipmentASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910Marine Navigation Systems: Tel 021 511 1640Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770Timeless Technologies: Tel 086 184 6383; Fax 086 527 5250 Unique Hydra: Tel 021 534 4375; Fax 021 534 3610Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

� Safety SignsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

� Security CamerasTimeless Technologies: Tel 086 184 6383; Fax 086 527 5250

ENGINE ROOM AND PROPULSION GEAR /

SERVICING

� AnodesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Auxiliary GensetsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Barloworld Power: Dbn Tel: 031 000 0050; Cpt Tel 021 959 8200Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049

� Bow ThrustersAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

� Control CablesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

� CouplingsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

� Diesel Generator SetsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723MTU South Africa (Pty) Ltd: Tel 021 529 5760; [email protected] Shipyards: Tel 031 274 1848; Fax 086 580 4702Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� Engines ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038



Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723MTU South Africa (Pty) Ltd: Tel 021 529 5760; [email protected] Power Products: Tel 021 511 5061; Fax 021 511 5441Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� Engine, Gearbox & Oil CoolersASI Offshore: Tel 021 527 7040; Fax 021 527 7050Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

� Engine & Gearbox Con-trolsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Barloworld Power: Dbn Tel 031 000 050; Cpt Tel 021 959 8200Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947List your company’s details here

� Fresh Water GeneratorsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Fuel & Lubrication Oil TreatmentASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� Gearbox SalesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

� Gearbox Spares, RepairsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Barloworld Power Systems: Tel 031 000 0047; Fax 031 000 0051Craig International Supplies (Pty)

Ltd: Tel 021 552 9445; Fax 021 552 9523DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

� General Engineering RepairsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900Peninsula Power Products: Tel 021 511 5061; Fax 021 511 5441SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

� GeneratorsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723MTU South Africa (Pty) Ltd: Tel 021 529 5760; [email protected] Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770SVITZER Salvage Africa : Tel 021 408 6710; Fax 021 408 6138List your company’s details here

� GovernorsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

� NozzlesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Oil CoolersASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

� Oily Water GeneratorsCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523

HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� Pitch Propeller RepairsAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Pneumatic Engine Con-trol RepairsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Propeller Repairs, Sys-temsAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206ASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� PropellersAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

� Propulsion SystemsAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 021 959 8200Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Cummins South Africa (Pty) Ltd: Tel 021 945 1888; Fax 021 945 2288Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723 Raka Marine: Piet 082 658 1061; Gerhard 082 652 8221SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

� Spare PartsAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Barloworld Power: Dbn Tel 031 000 0050; Cpt Tel 02 959 8200Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Mares Shipping GmbH: Tel +49 40 37 47840; Fax +49 40 37 478446Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

� Steerable ThrustersAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702ZF Services South Africa: Tel 011 457 0007; Fax 086 647 1378

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

� ValvesASI Offshore: Tel 021 527 7040; Fax 021 527 7050 Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Water JetsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947Southern Power Products (Pty) Ltd: Tel 021 511 0653; Fax 021 510 3049

FISHING GEAR

� Long Line Winches, Sales & RepairsHSE Supplies: Tel 021 511 8030; Fax 021 511 8009



� Netting, TwinesAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Scaw SA (Pty) Ltd: Tel Cpt 021 508 1500; Dbn 031 450 7400

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

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

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

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

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

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

� Trawl Winches, Sales & RepairsHSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

FISH PACKAGING

� CartonsCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523

� Ice Packs / Chill WrapCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523

FISH PROCESSING EQUIPMENT

� Blast FreezersASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Cannery EquipmentHSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� ChillersASI Offshore: Tel 021 527 7040; Fax 021 527 7050

� Cutting MachinesCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax

021 511 8009

� Filletting MachinesHSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� FreezersASI Offshore: Tel 021 527 7040; Fax 021 527 7050HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Gutting MachinesHSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Ice MakersASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Ozone EqauipmentgHSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� ScalesCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

NAVIGATION COMMU-NICATION AND ELEC-TRONIC EQUIPMENT /

SERVICING

� Antenna InstrumentsC & C Technologies: Tel 021 705 2741; Fax 021 705 2741Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Automatic SteeringASI Offshore: Tel 021 527 7040; Fax 021 527 7050HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Autotrawl SystemsHSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752

� CompassesASI Offshore: Tel 021 527 7040; Fax 021 527 7050C & C Technologies: Tel 021 705 2741; Fax 021 705 2741Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Computer Systems & EquipmentASI Offshore: Tel 021 527 7040; Fax 021 527 7050C & C Technologies: Tel 021 705 2741; Fax 021 705 2741Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302Unique Hydra: Tel 021 534 4375; Fax 021 534 3610List your company’s details here

� Electronic Charts & Plot-tersASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 952Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Electronic EquipmentASI Offshore: Tel 021 527 7040; Fax 021 527 7050C & C Technologies: Tel 021 705 2741; Fax 021 705 2741Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Marine Navigation Systems: Tel 021 511 1640

Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Electronic SurveillanceHSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South: Tel 021 508 4700; Fax 021 508 4888Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Fish Finding EquipmentASI Offshore: Tel 021 527 7040; Fax 021 527 7050HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886

� GMDSS StationsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519Marine Navigation Systems: Tel 021 511 1640SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� GyrosASI Offshore: Tel 021 527 7040; Fax 021 527 7050C & C Technologies: Tel 021 705 2741; Fax 021 705 2741HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Navigation Systems: Tel 021 511 1640SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Maritime Communication EquipmentASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752



Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Navigation EquipmentASI Offshore: Tel 021 527 7040; Fax 021 527 7050C & C Technologies: Tel 021 705 2741; Fax 021 705 2741Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302Unique Hydra: Tel 021 534 4375; Fax 021 534 3610Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

� Navigation Light Fittings and Spare GlobesASI Offshore: Tel 021 527 7040; Fax 021 527 7050HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

� Precise DGPS PositioningC & C Technologies: Tel 021 705 2741; Fax 021 705 2741HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Radar Sales, RepairsASI Offshore: Tel 021 527 7040; Fax 021 527 7050HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610List your company’s details here

� Radio Remote ControlCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Radio Sales, RepairsASI Offshore: Tel 021 527 7040; Fax 021 527 7050C & C Technologies: Tel 021 705 2741; Fax 021 705 2741HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886 Satellite Phones and EmailUnique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Satelite Phones & EmailASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Navigation Systems: Tel 021 511 1640SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Smoke & Fire Detector SystemsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig Internationaljmhn Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Marine Navigation Systems: Tel 021 511 1640Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� TelecommunicationsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Data Solutions: Tel 021 386 8517; Fax 021 386 8519Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Weather & ReceiversASI Offshore: Tel 021 527 7040; Fax 021 527 7050HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610List your company’s details here

PROFESSIONAL & SPE-CIALISED SERVICES

� Acoustic SurveysC & C Technologies: Tel 021 705 2741; Fax 021 705 2741HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

� Aluminium Technical In-formationHSE Supplies: Tel 021 511 8030; Fax 021 511 8009Hulamin (Pty) Ltd: Tel 021 507 9100; Fax 021 534 2469

� Attorneys Maritime LawBowman Gilfillan: Tel 021 480 7811; Fax 021 424 1688Velden Pike Nichols Inc: Tel 031 265 0651; Fax 086 604 6318

� Bulk TerminalsSmit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885

� Classification SocietiesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Marine Navigation Systems: Tel 021 511 1640SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886

� Consultancy & TrainingAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530 Allweld Solutions: Tel 021 510 1482; Fax 021 510 8082ASI Offshore: Tel 021 527 7040; Fax 021 527 7050C & C Technologies: Tel 021 705 2741; Fax 021 705 2741Marine Navigation Systems: Tel 021 511 1640Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� ConsultantsAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206African Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Offshore Maritime Services: Tel 021 425 3372; Fax 021 425 3379Smit Amandla Marine: Tel 021 507

5777; Fax 021 507 5885Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

� Consulting EngineersASI Offshore: Tel 021 527 7040; Fax 021 527 7050

� Crew Transport ServicesServest Marine Services: Tel 021 448 3500; Fax 021 447 0895HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Equipment Selection & ProcurementAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206African Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050C & C Technologies: Tel 021 705 2741; Fax 021 705 2741Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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

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

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

� Heavy LiftASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

� Hydraulic Design, Project & Engineering

� Inspection & Testing ServicesASI Offshore: Tel 021 527 7040; Fax 021 527 7050HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Launch ServicesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Servest Marine Services: Tel 021 448



3500; Fax 021 447 0895Offshore Maritime Services: Tel 021 425 3372; Fax 021 425 3379

� LogisticsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910

� Marine SurveyorsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Offshore Maritime Services: Tel 021 425 3372 Fax 021 425 3379

� Maritime TrainingHSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845Sea Safety Training Centre: Tel 022 742 1297; Fax 022 742 1365Unicorn Training School: Tel 031 274 4770 Fax 031 5578Unique Hydra: Tel 021 534 4375; Fax 021 534 3610List your company’s details here

� Naval ArchitectsASI Offshore: Tel 021 527 7040; Fax 021 527 7050

� Net MonitoringImtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752

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

� P & I Club Representa-tivesBowman Gilfillan: Tel 021 480 7811; Fax 021 424 1688

� Personnel AgencyDCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

� Project ManagementASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772Underwater Surveys: Tel 021 709

6000; Fax 021 788 5302List your company’s details here

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

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

� Ship ManagementASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Smit Marine: Tel 021 507 5777; Fax 021 507 5885

� Ship RegistrationASI Offshore: Tel 021 527 7040; Fax 021 527 7050

� Spares ProcurementAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn: Tel 031 274 4700; Fax 031 274 4996Mares Shipping GmbH: Tel +49 40 37 47840; Fax +49 40 37 478446Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

� STCW 95TrainingUnicorn Training School: Tel 031 274 4770 Fax 031 5578

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

� Surveyors, Hull, Machin-eryASI Offshore: Tel 021 527 7040; Fax 021 527 7050Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302

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

� Technical DocumentsASI Offshore: Tel 021 527 7040; Fax 021 527 7050

� Towage

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

� Vessel Purchase/SalesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523

� Vessel Management, Crew supplies, Mainte-nance PlanningASI Offshore: Tel 021 527 7040; Fax 021 527 7050HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885

PUMPS

� Ballast Water SystemsAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206

� Bilge PumpsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Fish Pumps & HosesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Fresh & Sea Water PumpsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Marine Pump SalesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009List your company’s details here

� Pumping ServicesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax

086 580 4702Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

� PumpsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

� Pump Sales & ServiceASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Hytec Cape: Tel 021 551 4747; Fax 021 551 2575SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772 0836

� Spare PartsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Mares Shipping GmbH: Tel +49 40 37 47840; Fax +49 40 37 478446SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

SHIP REPAIR & MA-RINE MAINTENANCE

& ENGINEERING SERVICES & EQUIP-

MENT

� Anti fouling systemsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� Battery Charges & In-vertersASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty)



Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Battery ManagementASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Boat BuildersASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Hulamin (Pty) Ltd: Tel 021 507 9100; Fax 021 534 2469SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

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

� Cathodic ProtectionASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009 Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� CleaningASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772List your company’s details here

� Cold Metal RepairsASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Corrosion PreventionASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

� Cutless BearingsAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� Diving Services ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138List your company’s details here

� DrydockingASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Electrical & Mechanical RepairsASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Electrical Cable Support SystemsASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

� Electrical InstallationsASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Electrical Motor RepairsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Explosion Proof Equip-mentASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� GritblastingASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Gritblasting EquipmentASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

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

� High (Ultra) Pressure Water JettingASI Offshore: Tel 021 527 7040; Fax 021 527 7050

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

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

� Hull CleaningASI Offshore: Tel 021 527 7040; Fax 021 527 7050 EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

� Hydraulic Systems & EquipmentASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

� HydroblastingASI Offshore: Tel 021 527 7040; Fax 021 527 7050

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

� Marine Airconditioning



ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523EBH South Africa: Tel 031 205 6391; Fax 031 206 0252E.R.A.S.E.: Tel 021 949 8955; Fax 021 946 3178HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Marine CoatingsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Marine UPS InvertersASI Offshore: Tel 021 527 7040; Fax 021 527 7050Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

� Pipe Fittings: PipesASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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

� ROV ServicesMarine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845

� Rudder Repairs/SurveysASI Offshore: Tel 021 527 7040; Fax 021 527 7050EBH South Africa: Tel 031 205 6391; Fax 031 206 0252List your company’s details here

� Ship ConversionsASI Offshore: Tel 021 527 7040; Fax 021 527 7050EBH South Africa: Tel 031 205 6391; Fax 031 206 0252Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

� Ship Equipment RepairsHSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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

� Ship Repairs & Mainte-nanceASI Offshore: Tel 021 527 7040; Fax 021 527 7050EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723

� Steel WorksASI Offshore: Tel 021 527 7040; Fax 021 527 7050EBH South Africa: Tel 031 205 6391;

Fax 031 206 0252Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Steering Gear, RepairsEBH South Africa: Tel 031 205 6391; Fax 031 206 0252List your company’s details here

� Stern BearingsAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

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

� Stud WeldingASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Subsea Electronic Engi-neerimgMarine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845List your company’s details here

� Tank Cleaning/Sludge Removal & DisposalASI Offshore: Tel 021 527 7040; Fax 021 527 7050EBH South Africa: Tel 031 205 6391; Fax 031 206 0252

� Tank Blasting & CoatingASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Thruster RepairsAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206ASI Offshore: Tel 021 527 7040; Fax 021 527 7050EBH South Africa: Tel 031 205 6391; Fax 031 206 0252Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� TransformersCraig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Ultrasonic CleaningASI Offshore: Tel 021 527 7040; Fax 021 527 7050EBH South Africa: Tel 031 205 6391; Fax 031 206 0252Grindrod Marine Services: Tel 021 511 5504; Fax 021 511 1770: Dbn:

Tel 031 274 4700; Fax 031 274 4996HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� Underwater Welding RepairsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

� Underwater SystemsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Marine Solutions (Pty) Ltd: Tel 021 511 0843; Fax 021 511 0845SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772Underwater Surveys: Tel 021 709 6000; Fax 021 788 5302Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Welding RepairsASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

SHIP SUPPLY

� BunkersASI Offshore: Tel 021 527 7040; Fax 021 527 7050Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770

� Crew ChangesServest Marine Services: Tel 021 448 3500; Fax 021 447 0895HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

� LubricantsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910

� Launches, HelicoptersASI Offshore: Tel 021 527 7040; Fax 021 527 7050Servest Marine Services: Tel 021 448 3500; Fax 021 447 0895

HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885

� Offshore Rig SupplyAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038HSE Supplies: Tel 021 511 8030; Fax 021 511 8009J&D Ship Services: Tel 021 511 1889; Fax 021 511 7910Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Smit Marine: Tel 021 507 5777; Fax 021 507 5885

� Oil Pollution Abatement / CleanupASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885SVITZER Salvage Africa: Tel 021 408 6710; Fax 021 408 6138

� Oil Pollution EquipmentASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

� Oil Spill Prevention KitsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 514 5160; Fax 086 403 4211

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

� Spare PartsAfrican Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Mares Shipping GmbH: Tel +49 40 37 4 7840; Fax +49 40 3747 8446Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Sturrock Grindrod Marine Tech: Tel 021 510 0042; Fax 021 511 1770Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

EASY CHOICE FOR TOUGH JOBSTough work on a tight schedule. With reliable, high-performance Cat® marine engines, maximum uptime is given - along with power, fuel economy, and emissions compliance. Barloworld Power supports you with expert service and genuine parts. The choice is clear.

For more information call Barloworld Power on 0860 898 000 or visit www.barloworldpower.com

© 2014 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, BUILT FOR IT™, their respective logos, “Caterpillar Yellow,” the “Power Edge”trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

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For more than 90 years, Scaw’s Haggie® Steel Wire Rope has been a leading supplier to the marine and off-shore industries.

Experienced teams of qualified engineers with extensive experience in all aspects of steel wire rope and chain products are on call to provide on-site inspection to advise and support on the selection, handling, installation and maintenance of products vital to driving safety, productivity and profit.

A trusted industry leader

www.scaw.co.za

More than steel.

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