Maritime Review Africa July Aug 2014

IN DEPTH

OPERATION PHAKISA 6The tide is coming in and the South African government and policy mak-ers seem to have grabbed their boards and baggies and headed down to the beach. They’re paddling out and are eager to catch every big wave they can. They ignore the ex-perience of the professional surfers at their peril, however, and should be cognisant that the smaller swells offer a good opportunity to stand up and get their balance before at-tempting the giddying ride of the big waves. We take a quick look at what the South African government has announced.

COLUMNS:

FISHY BUSINESS 10Shaheen Moolla highlights why more emphasis should be placed on the fishing sector in Operation Phakisa.

THROUGH THE LENS 13An initiative by the South East Coast Inshore Fishing Association (SECIFA) and its members to better manage the inshore trawl catch – which is characterised by relatively high vol-umes of retained bycatch – is the latest in a string of projects that have brought significant changes to the trawl fisheries over the past 10 years. Claire Attwood provides a perspective on the project.

MARITIME MEMORIES 40Even in modern times and, despite ships having the most sophisticated equipment, heavy swell and strong wind in Table Bay have led to disas-ter. In earlier times, the situation was much worse. Weather forecasting was not as accurate, leaving ships at anchor little warning to head for the open sea ahead of an approaching depression. Many had to ride out the storm in an unprotected roadstead and hope for the best. Brian Ingpen writes about the Cape of Storms.

FEATURES

BUNKER INDUSTRY 15 � Tinged with Green

� Managing energy to save on bunker costs

� Acquisition

� Bunker spills: an expensive mistake

� Ship owners urged to focus on fuel quality

� IBIA appointment

� Communication an essential tool for efficient bunker delivery

ENGINES & PROPULSION 21

� Ship energy and efficienty workshop held in Ghana

� Research vessel chooses engine for performance

� Meeting Tier III IMO requirements

� Donation ensures heartbeat of engines on floating hospital

� Engine monitoring system for integrated control

� Generation X engines for enhanced performance

� Propulsion systems for high eficiency and dynaimic positioning

� 50 shades of grey: is parallel purchasing worth the pain?

� Three million outboards in half a century]Big Foot’s big job

� New direction for 2 stroke engines

� 75 years

� Delivering troublefree operation of marine propulsion trains

� JV expands range of engines manufactured in China

MARITIME NEWS

AFRICAN NEWS 32 � Encouraging investment in Nigerian ports

� Abalone fishing rights exempted

� South African catamaran gets international nod

� MOU between World Maritime University and Nelson Mandela Metropolitan University

JULY/AUGUST 2014

CONTENTS

SHIPPING

FISHING

MARINE MINING

MARINE ENGINEERING

SHIP SUPPLY

STEVEDORING

EDITOR: Colleen JackaEmail: [email protected]

SUB-EDITOR Natalie JanseEmail: [email protected]

ADMIN & ACCOUNTS: Lesley JackaEmail: [email protected]

ADVERTISING SALES: INTERNATIONAL & NATIONALTel: 021 914 1157 Fax: 021 914 3742

WESTERN CAPE: Louise HyamEmail: [email protected]: 082 881 7099

NAMIBIA: Nelle du ToitEmail: [email protected]: +264 (081) 683 3542

CONTRIBUTORS: Steve Saunders, Brian Ingpen, Shaheen Moolla, Claire Attwood, Natalie Janse,

LAYOUT & DESIGN: Marilise Engelbrecht

EDITORIAL OFFICE: Tel: 021 914 1157 Fax: 021 914 3742

POSTAL ADDRESS:PO Box 3842, Durbanville, 7551

COPYRIGHT: No content published in Maritime Review Africa may be reproduced in any form without written permission of the editor. Inclusion of any products in features or 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 content for errors, omissions or inaccuracies, but the authors, publish-ers and contributors connected with the magazine will not be held liable for any of these or for conse-quences arising therefrom.

Published byMore Maximum Media

� New dredger for South African ports

� Merger consolidates maritime service offerings for legal teams

� Product news

� Committee established for port concession

� Maritime briefs

INTERNATIONAL NEWS 38 � Boosting marine traffic monitoring via satellite

� International educational support fund launched

� Connectevitiy contract awarded

� International briefs

� Statistics reveal seafarers still in need of assistance

� Cost reductions are the top priority for box carriers

PEOPLE AND EVENTS

NEWS 42 � Dutch Minister visits newly qualified welders at Cape Town shipyard

� New head for Shippers Council

� Oceana Group delivers food packages

� SAMSA ambassadors scoop wins at Durban beach extravaganza

� Africa charts course for integration

� Steel cutting ceremony marks shipbuilding milestone

� West Coast schools receive minibus

� SAMSA Board appointment

� End of an P&I era

� Community partnerships

� Celebrating a decade of service to Africa

� Boost for sea rescue activities

GREEN MARINE

NEWS & DEBATE 47 � Penguins continue to be at risk from habitat degradation

� On a quest for biodiversity and sustainability

� The global ocean – from decline to recovery

� New home for second hand fishing nets

� Refurbished containers put to good use

� Benguela ratification process completed

With an aim of being at the forefront of environmental development within the bunkering sector, Unical has initiated various programmes aimed at shrinking its carbon footprint over the last six years of opera-tional service. During this time they have delivered some 4.5 million tons of marine fuel to over 5000 vessels in the ports of Durban and Cape Town.

The words “bunker fuel” conjure up images of sticky black goo that is difficult and sometimes deadly to work with and always seems to some-how leave its mark on you or your clothes. As a supplier of bunker fuel in South Africa, Unical is well aware of the jaded view people have of bunker fuels. They are also aware of the fact that bunker fuel forms an integral and very necessary part of shipping, which is undeniably the world’s primary means of cargo transport and surprisingly also the world “cleanest” form of bulk freight transport.

Operationally, the use of pre-delivery plans and checklists coupled with sophisticated measurement devices and an efficient and well-trained crew ensures that all bunker deliveries are completed with precision and with the minimum chance of a spill or leakage occurring.

Full story on page:15

Tinged with green

ON THE COVER

EXPRESSIONS Comments from the editor

2 MARITIME REVIEW Africa: July/August 2014

COMMENT

With the government’s emphasis on four distinct areas there are, of course, sectors of the maritime industry currently not receiving the same level of attention. A conversation with a stakeholder, however, revealed that the full spectrum of opportunities within the blue economy is being considered. He said that more details will be announced during the course of the coming months and that a document would be released highlighting the recommendations made by industry experts at the conclusion of the Ocean Lab sessions held in Durban.

In fact this is one of the reasons this issue of the magazine was delayed. We were hop-ing that these recommendations would be re-leased into the public domain before going to press. Unfortunately they were not and those associated with compiling them are governed by non-disclosure agreements.

With a probable second South African Mari-time Industry Conference hosted by the South African Maritime Safety Authority due to be called before the end of the year, it seems likely that Operation Phakisa will take centre stage. One is not sure, however, to what extent the outcomes of the Ocean Labs will be set in stone and to what extent they will be flexible enough to accommodate further interrogation by other stakeholders omitted from the initial deliberations.

Not one to shrink from levelling criticism, Shaheen Moolla dedicates his column in this issue to addressing a shortfall or two he sees with what government has already revealed. You can read these on page 10.

I am choosing to remain cautiously optimis-tic, but am not so naive as to believe that the naming of an important sounding strategy within government will necessary provide the panacea that the industry is waiting for. De-spite adopting a “quick fix” strategy from Ma-laysia to churn out a blue economic policy in less than six weeks, the real work will require a lot more staying power and even some un-popular decisions.

President Jacob Zuma says that he will be monitoring the progress on a ongoing basis. Well, so will I. You will find a dedicated cate-gory on my blog - Maritime Matters - for analy-sis on the subject. In addition our website will carry all developments in this regard.

We also welcome any feedback from industry in this regard. Please drop me an email with your thoughts or complete the survey on Op-eration Phakisa by clicking on the link on our home page.

Another major development during the course of August was the start of the ship-building contract to manufacture nine tugs for Transnet National Ports Authority (TNPA) in Durban. It’s been a rather protracted period of contractual negotiations since the tender was awarded almost two years ago, but manage-ment and staff of SA Shipyards hosted the steel cutting ceremony recently and the contract is officially underway. We will be producing a special supplement on this contract that will be distributed with a future issue.

On the subject of special supplements: the offshore oil and gas one scheduled for distribu-tion with this issue has been delayed and will be published during September. It will be avail-able as a download from the website before the end of September and the physical copy will be distributed with the next issue.

A development closer to home which has already drawn positive comments from indus-try is the return of our former fisheries editor, Claire Attwood, to our list of contributors. We are extremely pleased to welcome her back.

In her regular column, Through the Fish Eye Lens, she will provide a wide angle perspective on the commercial fishing sector. In this issue she delves into the experimental threshold by-catch project. You can read more on page 13.

In addition we are also welcoming a dedi-cated Namibian representative to our team. Based in Walvis Bay, Nelle du Toit will be bring-ing us stories from the port and is available to meet with the industry there. Her details are listed in the publishing panel on our contents page.

Another new addition to our publishing panel is Marilise Engelbrecht who is just settling in as our designer. We welcome all these new addi-tions and feel as if we are contributing to the maritime industry’s ability to provide employ-ment opportunities.

We look forward to hearing from you about your company’s contribution to growing the blue economy.

Colleen Jacka, editor

�� EDITOR’S�CHOICE:RECOMMENDED�READS:Read�about�the�South�African�government’s�commitment�to�grow�the�blue�economy�under�Operation�Phakisa�-�see�page�6.�

�� ON�THE�WEB:

www.maritimesa.co.za:Industry news and headlines.

www.maritimematters.net:Our editor’s blog

�� CONTACT:

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

[email protected]

Since� I� started� reporting� on� the�maritime� sector� in� the�mid�1990’s� the� industry�has�been�complaining�about� the� lack�of�recognition�it�receives�from�government.�It�has�been�one�of�the�biggest�and�constant�gripes.�At�the�beginning�of�the�year�

when�the�African�Union�announced�the�maritime�decade,�it�was�clear�that�the�landlocked�mindset�of�the�continent�was�shifting�-�and�the�South�African�government’s�July�launch�of�Operation�Phakisa�affirms�that�strategic�thinking�is�taking�place�to�develop�the�“blue�economy”.

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EXPRESSIONS Quay Quotes


KEELHAULEDAPPLAUD

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

KEELHAULEDWe choose not to keelhaul anyone this is-sue, but we will be watching you!

APPLAUDThere is lots of applause for the in-dustry this issue. All maritime com-panies that celebrated MADIBA DAY by giving 67 minutes of their time to their communities. We applaud the developments around OPERA-TION PHAKISA, SPECIAL ECONOMIC ZONES and efforts to grow the BLUE ECONOMY.

QUAY QUOTES: who is saying what in the maritime industry

“There is massive untapped economic potential related to the oceans, in the areas of marine transport and manufac-turing, offshore oil and gas exploration, aquaculture and marine protection serv-ices and governance,” spokesperson Mac Maharaj says on page 07.

“We need cooperative governance. We need all the relevant role players to come to the table and shoulder its respective responsibilities in this regard. We need functioning harbours in order to access the riches the oceans offer us,” says MEC for Economic Development, Alan Winde on page 07.

“We are pleased that over 180 delegates from national Government departments; provincial Government departments, civil society, private sector, labour and academia are participating in the oceans component of Operation Phakisa. This in-cludes both full-time and part-time par-ticipants,” says President Zuma on page 08.

“It is regrettable Honourable Members, that while the Eastern Cape has one of the longest coastlines in the country, the marine (oceans) economy is a sector that has not received a lot of focus,” says East-ern Cape Department of Economic Devel-opment, Environmental Affairs and Tour-ism 2014/15 policy statement by Honour-able MEC Sakhumzi Somyo on page 09.

“The continual monitoring of operations and drive to improve their operational ef-ficiencies and reduce their environmental footprint have provided Unical with an excellent platform with which to show the world that, while ships bunkering is considered a dirty business, it is in fact far from that. With the number of initiatives already in place we can show that it can, in fact, be one of the most environmen-tally friendly forms of fuel transport and delivery in the world today,” says Russell Burns, CEO of Unical on page 16.

“The Master of the vessel will be asked to sign an admission of contravention of the relevant oil pollution legislation. Should they refuse to sign an admission they will be arrested and brought before the courts as the ship owner’s representative to be prosecuted. The offence is a criminal act under South African law,” writes Michael Heads of P&I Associates on page 17.

“The pressure to increase efficiency and reduce operating costs is bringing speeds down across the industry. But because few engines were built to operate at slow speeds, the result can be poor combus-tion and reduced efficiency. Such prob-lems are exacerbated by the decline in quality of blended marine fuel which often exhibits very poor stability,” says Jonas Östlund, Product Marketing Man-ager, Marine Chemicals, WSS on page 18.

“This downward trend suggests that the current stock levels would likely on be able to sustain one abalone fishing sea-son,” says Minister Senzeni Zokwana on page 34.

“The new dredger will ensure that we have capacity ahead of demand and pro-vide spare dredging capacity for neigh-bouring ports. This collaboration is in line with TNPA’s Africa strategy and results in a win-win situation for us and our neigh-bouring port because the mobilisation cost alone for sailing a European dredger to a southern African port is around R20 million to R30 million before any dredg-ing work is undertaken,” says Tau Morwe Chief Executive of TNPA on page 35.

“Penguins and humans often compete for the same food, and some of our other actions also impinge upon penguins. For example, the use of spatial zoning to re-duce the overlap of fisheries, oil rigs and shipping lanes with areas of the ocean used by penguins; the use of appropriate fishing methods to reduce the accidental by-catch of penguins and other species; and, the use of ecologically based fisher-ies harvesting rules to limit the allowable catches taken by fishermen, particularly where they target species that are also food for penguins,” says Dr Phil Trathan, Head of Conservation Biology at the Brit-ish Antarctic Survey on page 48.

“Never before have nations agreed to such a comprehensive and stringent set of rules to protect the marine environ-ment of a large marine ecosystem, which made it necessary for us to ratify the Con-vention to suit our domestic legislation,” says Minister Edna Molewa on page 52.

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IN DEPTH Operation Phakisa


The coastal glance began even before President Jacob Zuma’s official announcement of Opera-

tion Phakisa on 19 July and was evident in some of the budget speeches presented by government departments in early July. But the coastal conversation really started some time back and the trip to the beach has been on the cards for some time now and speaks to the objectives of the Na-tional Development Plan (NDP).

Operation Phakisa launchedHinted at in the State of the Nation

Address, Operation Phakisa officially launched in Durban in July and is mod-elled on a strategy adopted by the Malay-sian government to address key priority

SURF’S UP: Riding the rising wave of South Africa’s blue economy

The tide is coming in and the South African government and policy makers seem to have grabbed their boards and bag-gies and headed down to the beach. They’re paddling out and are eager to catch every big wave they can. They ignore the experience of the professional surfers at their peril, how-ever, and should be cognisant that the smaller swells offer a good opportunity to stand up and get their balance before attempting the giddying ride of the big waves.

areas such as crime, poverty and unemployment. The aim is to achieve results over a short time period.

According to the presidency, the initial phase of Operation Phakisa is being led by the Department of Environmental Affaris and will focus on unlocking the economic potential of the nation’s oceans. It is estimated that the country’s oceans have the po-tential to contribute up to R177 billion to GDP by 2033. The NDP identified ocean economy as one of the key drivers to eliminate poverty and reduce inequality by 2030.

“There is massive untapped economic potential related to the oceans, in the areas of marine transport and manufacturing, off-shore oil and gas exploration, aquaculture and marine protection services and governance,” spokesperson Mac Maharaj has said.

At the official launch of Operation Phakisa, which was also at-tended by representatives of the Malaysian government, Presi-dent Zuma acknowledged the borrowing of strategic methodol-ogy from the country highlighting that Phakisa was an adaptation of their Big Fast Results Methodology.

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Harbours a priority for Western Cape

The Western Cape Government has committed its support to President Jacob Zuma’s ambitious plan to create one million

jobs in key maritime sectors as part of Operation Phakisa, but be-lieve that the rejuvenation of the province’s 12 fishing harbours play a crucial role in furthering maritime objectives.

“We are working together with the national government to stimu-late growth and jobs from the oceans. The Western Cape Govern-ment has representatives in the aquaculture team. The Industrial Development Zone team is also participating in Operation Phakisa. I’m pleased that the National Government has decided to imple-ment some of the priorities contained in the National Development Plan,” said Alan Winde, MEC of Economic Opportunities

However, MEC Winde stressed that marine economic develop-ment depended on well-functioning harbours. “We believe that the province’s twelve small fishing harbours can play a crucial role in supporting fishing communities and providing them with access to other economic opportunities,” said MEC Winde.

Up to now the national department of Agriculture, Forestry and Fisheries has been managing these harbours and allowed them to fall into disrepair. A report commissioned by the national govern-ment in 2005 made a number of recommendations to address their dysfunctionality, but not much has changed nearly a decade later.

MEC Winde said the Western Cape Government has also done ex-tensive research in this regard. A study conducted by the provincial government found that the maintenance and development of the 12 existing designated fishing harbours along the province’s coast-line is of crucial importance for any strategy aimed at generating jobs and economic growth from our marine resources.

However, a lack of cooperation from some national departments to date has been a stumbling block that has prevented development from taking place in these harbours. This is despite the constitution-al mandate for harbours actually lying with local government.

MEC Winde therefore calls on the Presidency to assist in remov-ing blockages preventing development from taking place. “We need cooperative governance. We need all the relevant role players to come to the table and shoulder their respective responsibilities in this regard.”

MEC Winde said functioning harbours can act as a catalyst for fish-ing, aquaculture, processing and tourism. “We need functioning har-bours in order to access the riches the oceans offer us.”

IN DEPTH Operation Phakisa


After an analysis of nine maritime sec-tors, the government has identified four priority areas for initial development. These include:

� Marine transport and manufactur-ing activities, such as coastal shipping, trans-shipment, boat building, repair and refurbishment;

� Offshore oil and gas exploration;

� Aquaculture and

� Marine protection services and ocean governance.

Initial criticism levelled at the strategy revolves around the excluded sectors and, according to some sources, there is scope to address these within the strategy. Fur-ther communication around these initia-tives will unfold over the forthcoming months.

At the time of the launch, a select group of maritime experts from government, in-dustry, labour, civil society and academia were gathering in Durban for a five-week period to debate and chart a programme to “unlock the economic potential of our oceans”.

“We are pleased that over 180 dele-gates from national Government depart-ments; provincial Government depart-ments, civil society, private sector, labour and academia are participating in the oceans component of Operation Phakisa. This includes both full-time and part-time participants,” said President Zuma at the launch.

While a five-week period may be a short intense period to develop and col-laborate, it was evident from conversa-tions we had with some potential industry participants that it was more time than they could afford out of the office. This may mean that actual industry participa-tion may have been slightly more disjoint-ed than optimal.

These “Delivery Laboratories”, howev-er were meant to complete and sign off plans for presentation to Cabinet by mid August and at the time of going to press we were informed that progress had been made and that announcements would be made in the short term.

At the launch, President Zuma empha-sised the importance of the implementa-tion phase of Phakisa saying that commit-ment would be made to plans and that constant monitoring would take place.

“I will be taking a personal interest in monitoring progress with implementa-tion, and will receive regular progress re-ports from the relevant Ministers, with a view to dealing with any challenges that arise during implementation,” he said.

Budget Vote speech by the Minister of Transport, Dipuo Peters15 July 2014

South Africa has a coastline of over 3000km, and is a strategic hub for

international merchant ships, connect-ing the global East and West markets. Moving forward, we would implement the Maritime Transport policy to unlock South Africa’s maritime potential and support our country’s trade imperatives.

The legislative programme for the remainder of this year will include the introduction of the following pieces of legislation:

� Merchant Shipping Amendment Bill

� Adjudication of the Road Traffic Of-fences Amendment Bill

� National Land Transport Amend-ment Bill

Budget Vote Speech by the Minister of Agriculture, Forestry and Fisher-ies, Senzeni Zokwana 16 July 2014

The Fisheries sector forms an im-portant element of the Ocean

Economy Strategy, Operation Phakisa. We anticipate that Operation Phakisa, which is still in incubation, will place ma-rine resources central in the economy. Aquaculture development would ensure we close the fish protein gap that may be created by the declining marine capture fish resources. Under Operation Phakisa we plan to grow the aquaculture sector value from two billion rand, as accord-ing to our 2010 figures, up to six billion rand with a potential job creation of up to two hundred and ten thousand (210 000) by 2030.

The fishing rights allocation process (FRAP) of 2013 has been reviewed inde-pendently of the Department and I have received the final report. I am consulting with the State Attorney’s office on the

legal feasibility of the various options to institute corrective measures where weaknesses have been identified. I will make an announcement in due course on the path to correct these anomalies.

We need to ensure that the commer-cial rights allocation reflects the com-mitment of government and industry to transform the sector. The implementa-tion of the small scale fishing policy will be the second element of transforma-tion to ensure that coastal and fishing communities gain access to marine re-sources. This should contribute to their livelihoods.

We are calling upon the Fisheries sec-tor to proceed to develop its transforma-tion programme with the facilitation of our department.

Budget Vote Speech by the Minister of Environmental Affairs, BEE Molewa 17 July 2014

Last year we published a Green Paper on the policy for the National Envi-

ronmental Management of the Oceans – currently a White Paper approved by Cabinet.

This policy identified that South Africa has not fully exploited the economic, commercial, industrial or large-scale livelihood opportunities presented by the sustainable use and management of oceans surrounding our country.

We are coordinating a discussion be-tween all relevant departments, public entities and stakeholders to examine and assess the socio-economic opportunities of sustainable ocean use and manage-ment for South Africa as a basis for de-veloping a vibrant oceans economy.

Accordingly, the number of jobs linked to the ocean economy could rise to 0.8-1.0 million and possibly treble the cur-rent contribution of 316,000 jobs.

We are developing a five- to ten-year strategic plan to unlock growth in these

EXTRACTS FROM BUDGET VOTE SPEECHES

“I will be taking a personal interest in monitoring progress with implementation, and will receive regular progress reports from the relevant Ministers, with a view to dealing with any challenges that arise during implementation,” says President Zuma.

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sectors adapting a methodology used by Malaysia. We have named this Malaysian approach Operation Phakisa, to empha-sise its critical role in fast-tracking delivery on the priorities included in the NDP.

Eastern Cape Department of Economic Development, En-vironmental Affairs and Tourism 2014/15 policy statement by Honourable MEC Sakhumzi Somyo 03 July 2014

It is regrettable Honourable Members, that while the East-ern Cape has one of the longest coastlines in the country,

the marine (oceans) economy is a sector that has not received a lot of focus. In 2013 the National Department of Environ-mental Affairs released a study that indicated that South Af-rica’s marine resources could be optimised to realise an ad-ditional GDP of R129 to R177 billion and approximately one million jobs by 2033.

Some sectors in the ocean economy will achieve their po-tential through current policies and plans, however Honour-able Speaker, other sectors will require individual strategic and implementation plans to unlock their potential value.

For these sectors, the National Cabinet has approved the development of detailed implementation plans with the ob-jective of accelerated growth. The South African government has partnered with the Performance Management and Deliv-ery Unit (PEMANDU) of the Malaysian government to conduct and oversee ‘’LABS’’ in South Africa a ‘’LAB” is a methodol-ogy used by PEMANDU in Malaysia to achieve Big Fast Results (BFRs) though a structured approach and stringent deadlines.

We are pleased to announce, that the department has been selected as a partner in the development of these implemen-tation plans to unlock the potential of the Oceans Economy nationally. The department will be committing a full time re-source to this initiative.

Marine and aquaculture development are areas that war-rant attention as they have the duel benefit of environmental protection and economic development. There has been in-creased interest in aquaculture farming in the Coega and East London Industrial Zones and market potential is abound.

Aquaculture is but one area for development outlined in the Provincial Industrial Development Strategy. The department will seek to develop this and other identified sectors (e.g. ICT, petro-chemical, agro processing, green energy).

Our work, Honourable Speaker, compels us to collaborate with other organisations such as Transnet which has commit-ted to invest over R 21 billion from 2013-2020 in the province. Key projects include the expansion of the Port of Ngqura as a transshipment hub, relocating both the tank farm and man-ganese terminal, expansion of the Port Elizabeth port to be an automotive export hub, the extension of the Port of East London to include a coal terminal, expanded container termi-nal and operationalisation of strategic railway branch lines.

EXTRACTS FROM BUDGET VOTE SPEECHES There has been increased interest in aquaculture farming in the Coega and East London Industrial Zones and market potential is abound.

FISHY BUSINESS Shaheen Moolla discusses the fishing sector


Secondly, commercial fish farming can be an extremely capital in-tensive and risky venture, requir-

ing proper regulatory oversight to ensure farms are properly and safely managed.

Thirdly, South Africa barely has sufficient electricity to keep the current lights on. Large-scale fish farms may not only not have the electricity needed to run these farms, but given the substantial annual electricity cost in-creases, these farms may not be able to afford to keep the pumps running.

Then of course, we need to con-sider the types of fish that can be su sta i na b l y and profitably farmed. Our current over-reliance on aba-lone is unsustainable for a number of reasons, including the start-up costs of such a venture and the increasing lack of affordable coastal land. And our oceans are not kind to large-scale open-water fish farms.

But don’t get me wrong. Operation Phaki-sa must be credited with focusing this level of attention on the need to grow fish farming in South Africa. The trick will es-sentially be to ensure that we reduce cur-rent levels of red-tape to get fish farms operational and to increase small-scale commercial fish farming of high value-

fast-growing fish species in ponds, fishing harbours and other locales where electric-ity and related infrastructure may already exist or are not substantially required.

Fishing failureBut perhaps the most glaring anomaly of Operation Phakisa’s focus on the South African “oceans economy” is its failure to

address the parlous state of our ma-rine living resources, and more

particularly the appalling governance failures

at the Fisheries De-partment.

There is no ques-tion that fish-eries manage-ment in this country is in free-fall. The Fisheries De-

partment contin-ues to fail to im-

plement even basic fishing right allocation

processes.

First, eight fishing sectors fell victim to the maladministration of the

2013 FRAP. At the end of July 2014, the Department essentially admitted its fail-ure to prepare and plan a fishing rights

allocation process in the abalone fishery by allocating “exemptions” to right hold-ers for a further 12 months.

It is therefore hard to understand how Operation Phakisa can succeed if our fish-ing industry and the coastal communi-ties from Port Nolloth to Port Shepstone are deprived of proper and sustainable management. Operation Phakisa ought to redirect its focus from aquaculture to the broader function of responsible fish-eries management – of which aquaculture should be a component. We need to fix the serious policy and management fail-ures in our inshore fishery sectors.

If one considers the management prin-ciples underpinning our west coast rock lobster fishery, we are in serious trouble. This is a fishery that is 97 percent over-fished but is the mainstay fishery of coastal communities along the western and southern Cape coasts. It is subjected to massive levels of unsustainable effort – more than 2000 interim relief quota holders with annual catch allocations of 138kg worth no more than R20,000 each (at least for those who are not conned out of even these monies).

The recovery strategy aims to essentially reduce poaching while maintaining cur-rent effort levels and “anti-poaching” strategies that simply do not work and cutting the TAC on an annual basis. This will not work for obvious reasons. Be-tween 2004 and 2013, the annual TAC reductions cost the industry no less than R600 million.

Operation Phakisa – if it is serious about its lofty objectives – could start laying the foundations for long-term and respon-sible fisheries management practices that will not allow this type of economic and ecological disaster to continue.

A fishery such as lobster – but it could ap-ply to all the other small-scale fisheries along our coast from abalone to line fish – requires drastic and committed solutions to ensure that the many citizens of our coastal villages, towns and cities that rely on lobster whether for commercial or rec-reational reasons will be able to continue to do so for generations to come. For one, we need to reduce the number of right holders in the fishery with unsustainably small quotas.

Operation Phakisa’s focus on aquacul-ture to create jobs in the fish process-ing and marketing sectors should be tempered. We should be careful to punt fish farming as some sort of pan-acea – especially for South Africa. For one, fish farming does not necessarily result in huge employment and the employment that is generally required on a typical commercial fish farm is of the technical and high-skill type, par-ticularly if one considers our huge bias towards abalone farming.

Operation Phaki-

sa must be credited with focusing this level of attention

on the need to grow fish farming in South Africa. The trick will es-

sentially be to ensure that we reduce current levels of red-tape to get fish farms operational and to increase

small-scale commercial fish farming of high value-fast-

growing fish species

OPERATION PHAKISA: A fisheries fallout?

But perhaps the most glaring anomaly of Operation Phakisa’s focus on the South African “oceans economy”

is its failure to address the parlous state of our marine living resources, and more particularly the appalling

governance failures at the Fisheries Department.

FISHY BUSINESS Shaheen Moolla discusses the fishing sector


Understanding the optionsWe could instead re-direct current small-scale fishing activity and effort in the lob-ster and abalone fisheries toward high val-ue pond-based fish farms that grow tilapia for example; and demarcate mussel and oyster farming areas in local fishing har-bours and protected bays; and we need to focus increasing resources into expanding the number of current fisheries.

There are numerous options here such as finally formalising a commercial oc-topus fishery. What about a small-scale commercial alikreukel fishery? And what about a small-scale perdevoet (limpet) fishery? And there is a further new fishery option when it comes to targeting round-herring.

We could potentially allocate hundreds, if not thousands, of additional fishing and small-scale fish farming rights by adopting these creative strategies instead of only “redistributing” current quotas to more and more people, thereby exacerbating poverty, conflict and resource destruc-tion.

This would indeed result in substantive and sustainable transformation of our fishery sectors. We would create sustain-able employment and economic activity while ensuring the biological well-being of high-value nearshore species such as our linefishes, lobsters and abalone.

LOBSTER: UNSUSTAINABLE EFFORT

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THROUGH THE FISH EYE LENSA wide-angle perspective on commercial fishing

13MARITIME REVIEW Africa: July/August 2014

The “experimental threshold by-catch project” is the full name of the scheme that is to be tested

and monitored by SECIFA and its mem-bers over the coming two or three years. One of the major objectives of the project is to bring more of the species that are routinely caught by the inshore fishery into the management regime.

At present, the two target species – hake and Agulhas sole – are regulated by total allowable catch (TAC), while catches of kingklip, monk and horse mackerel are regulated by a precautionary upper catch limit or PUCL. (PUCL rhymes with knuckle: is a limit imposed when scientific knowl-edge is uncertain or inadequate, but there is a need to establish some kind of catch threshold to avoid harm to fish stocks or their environment.)

The problem is that there are at least an-other 15 species that make a substantial contribution to the inshore fishery’s total catch but which are not currently man-aged by TAC or PUCL. What concerns sci-entists and conservationists is that some of these species might be over-exploited, particularly those that grow more slowly than the target spe-cies.

And for some spe-cies, there are conflicts be-tween us-ers. Silver kob, for e x a m -ple, is a p o p u l a r l i n e f i s h s p e c i e s that is of-ten caught by inshore trawlers. Al-though strict regulations govern the catch of kob by line-fishers (both recreational and commercial) the rules for inshore trawlers are less exacting.

It is important to point out that, in the case of the inshore fishery, the term “by-catch” does not refer to unwanted or discarded catch. The bycatch species are landed, processed and sold and, because some are low value species, the fishery undoubtedly contributes to food security in the southern Cape region.

Accommodating bycatch SECIFA’s new scheme seeks to accommo-date bycatch species within the existing management regime, while causing as lit-tle disturbance to established fishing pat-terns and market conditions as possible.

Jessica Greenston, who did much of the legwork behind the experimental thresh-old bycatch project while completing her Masters degree at the University of Cape Town, told me that the scheme is built on the fact that right-holders in the inshore fishery have established quite distinct fishing patterns over time.

Jessica’s analysis of observer data showed very clearly

that some right-holders (and

even vessels) show a “hake

heavy” pat-tern where they catch predomi-n a n t l y hake and relatively small vol-

umes of bycatch spe-

cies, while others show a

“bycatch heavy” pattern where up to

60 percent of their catch is made up of species like

panga, horse mackerel, silver kob, white stumpnose, carpenter and kingklip, all of which have a market value.

Using fishing patterns as a starting point, the SECIFA scheme tries to encourage right-holders to stay within set catch lim-its for 12 species.

Hake and sole are regulated by TAC; king-klip, monk and horse mackerel are limited by PUCLs and “experimental thresholds” have been set for seven additional spe-

cies, namely carpenter, gurnard, panga, silver kob, skates, squid and St Joseph.

SECIFA will manage the allocation of the PUCLs and experimental thresholds be-tween individual right-holders. An es-sential element of the scheme is that it allows for the sharing or trading of PUCLs and thresholds between right-holders. That’s where the fishing patterns come in: a company with a hake heavy pattern would be able to “trade” its panga alloca-tion with a right-holder that is geared up to catch and market this and other by-catch species.

Individual PUCLs and thresholds can be traded either in advance of the fishing season, or later in the season once the overall catch composition is more evident. The point is that SECIFA monitors catches and ensures that limits are not exceeded.

If a situation arises where the fishery’s catches approach a PUCL or threshold, SECIFA issues instructions to individual members to reduce or avoid catches of the affected species. The system al-lows for a high degree of self-regulation. Technically the fishery is managed by the State, but in effect the right-holders take care of the details.

Meeting the challengesOn the whole, the inshore fishery is posi-tive about the new scheme. At the very least, it enables the fishery to address “the bycatch issue”, one of the biggest concerns raised in the last assessment of the hake trawl fishery by the Marine Stewardship Council (MSC). It also gives the industry a degree of wiggle room – the flexibility it needs to regulate bycatch and remain productive and profitable.

But, as Kobus Maritz told me “the devil is in the detail”. Kobus is managing director of SeaVuna, the largest right-holder in the inshore fishery and, as such, has been in-tricately involved in the design of the new system. “I don’t want to oversell it,” said Kobus, “its an exciting project but there

Bycatch issue reaches a thresholdAn initiative by the South East Coast In-shore Fishing Association (SECIFA) and its members to better manage the inshore trawl catch – which is characterised by rela-tively high volumes of retained bycatch – is the latest in a string of projects that have brought significant changes to the trawl fisheries over the past 10 years.

SECIFA will manage the allocation of the PUCLs and

experimental thresholds between individual right-holders. An essential

element of the scheme is that it allows for the sharing or trading of PUCLs and thresh-

olds between right-holders. That’s where the fishing patterns come in: a company with

a hake heavy pattern would be able to “trade” its panga allocation with a right-

holder that is geared up to catch and market this and other bycatch

species.

Claire Attwood provides wide angle perspective

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


are a lot of practical challenges ahead of us. We just have to give it a go and see how it works.”

One of these challenges is the need for regular and reliable stock assessments of the 10 species now governed by PUCLs or experimental thresholds. If the industry is to have faith in the system, then the PU-CLs and thresholds should be based on good science, rather than best guesses. Stock assessments need to be conducted properly and regularly, and the difficulty DAFF has had in conducting hake assess-ments in recent years does not inspire confidence.

In fact, a question that is growing in rel-evance is “what role does the State play?” And, is the move towards self regulation by the inshore trawl fishery an indication of DAFF’s failure to adequately monitor and control the major commercial fish-eries, or is it an organic development prompted by the fact that right-holders hold long-term rights and therefore a stake in the future of the fishery?

The move towards self regulation is un-questionably in step with global trends in fisheries management – stakeholder participation being a quintessential com-ponent of ecosystem approach – but the fact is that in this instance, self regulation may prove unsustainable unless the State plays its role.

Positive reactionsAs the inshore fishery prepares to embark on the experimental threshold bycatch project, SECIFA is winning praise from the scientific and conservation community. Jessica Greenston says SECIFA should get a lot of credit for being open to change and for coming up with a system that works.

If this is so, the association’s attitude is in keeping with that of its big brother, the South African Deep Sea Trawling Indus-try Association (SADSTIA) which has in-stituted a range of projects that together might be construed as the “greening” of the trawl fisheries.

For instance, the deep-sea trawl fishery has virtually eliminated interactions be-tween fishing gear and albatrosses – the latest statistics released by Birdlife South

Africa show that albatross deaths have been reduced by 99 percent in seven years.

Moreover, SADSTIA has moved to protect benthic habitats by containing the trawl footprint and supported wholeheartedly the excellent work done by the Responsi-ble Fisheries Alliance in training and edu-cating skippers, fishing crews, inspectors and observers in the ecosystem approach to fisheries.

Good for businessOf course, the cynical among us will point out that all these strides were taken fol-lowing the first certification of the trawl fishery by the MSC in 2004 and the new focus on sustainability issues has been very good for business. As I understand it, MSC certification has allowed the bigger

hake producers to make inroads into the more sophisticated markets of northern Europe (Germany, Switzerland) thereby making space in the market for smaller right-holders.

So, yes, MSC probably has been good for business, and not just big business. But it is worth noting that since 2008, the greening initiatives have been rolled out against a pretty tough economic back-drop, when the industry might well have been clamouring for more quota and few-er restrictions. Or paying lip service to the conditions set out by the MSC.

In my view, the SECIFA scheme and the changes that have gone before it rep-resent a significant effort on the part of the fishing industry to improve its envi-ronmental performance and the industry could have, and perhaps should be, boast-ing about the progress it has made.

By Claire Attwood

If the industry is to have faith in the system, then the PUCLs and thresholds should be based on good

science, rather than best guesses. Stock assessments need to be conducted properly and regularly, and the

difficulty DAFF has had in conducting hake assessments in recent years does not inspire confidence.

Of course, the cynical among us will point out that all these strides were taken following the first certification of the trawl fishery by the MSC in 2004 and the new focus on sustainability issues has been very good for business. As I understand it, MSC certification has allowed the bigger hake producers to make inroads into the more sophisticated markets of northern Europe (Germany, Switzerland) thereby making space in the market for smaller right-holders.

Acknowledgements: Thanks to Jessica Greenston, WWF-SA marine fellow, Marine Research Institute, University of Cape Town; Kobus Maritz, managing director, SeaVuna; Peter Sims, SECIFA; and Colin Attwood, University of Cape Town, for sharing their knowledge and time.

TAC PUCL Experimental Thresholds

The South African East Coast Inshore Fishing Association will manage the alloca-

tion of the PUCL’s and the experimental Thresholds between rightsholders.

Hake Kingklip

Monk

Horsemackerel

Sole

Carpenter

Gurnard

Panga

Silver Kob

Skates

Squid

St. Joseph

FEATUREBunker Industry Update


The words “bunker fuel” conjure up images of sticky black goo that is dif-

ficult and sometimes deadly to work with and always seems to somehow leave its mark on you or your clothes. As a supplier of bunker fuel in South Africa, Unical is well aware of the jaded view people have of bunker fuels. They are also aware of the fact that bunker fuel forms an integral and very necessary part of shipping, which is undeniably the world’s primary means of cargo transport and surprisingly also the world “cleanest” form of bulk freight transport.

While admitting that Unical has no con-trol over the characteristics and proper-ties of the bunker fuel that they deliver, CEO, Russell Burns emphasises that they do have control over the manner in which the fuel is delivered. He says that the desire to deliver bunker fuels to receiv-ing vessels in the most environmentally friendly manner is one of their core busi-ness philosophies.

Operationally, the use of pre-delivery plans and checklists coupled with sophis-ticated measurement devices and an effi-cient and well-trained crew ensures that all bunker deliveries are completed with precision and with the minimum chance of a spill or leakage occurring.

Efficient Barge Management combined with tools and processes such as a Ship Energy Efficiency Management Plan (SE-EMP) and tracking the amount of emis-sions generated per ton of fuel delivered, ensure that the impact of Unical’s op-erations on the environment are continu-ously and actively managed and kept to a minimum.

Burns explains that the active tracking and management of the bunker barge op-erational parameters has provided them with an exciting tool with which to review their various operational processes in detail. This allows them to consider and investigate methods to introduce real re-ductions in emissions and environmental footprint.

He says that this has allowed them to “step out of the box” and implement

world leading processes and procedures that are ensuring a real reduction of emis-sions and not simply the improved man-agement of emissions. Burns believes that this makes them one of the most environ-mentally friendly barge operators in the world.

Oil reduction programOne of the more unusual projects that

Unical is presently implementing is a lu-bricating oil reduction program. While used lubricating oil has traditionally been recycled and re-used as a fuel oil in boil-ers and as a fuel on ships Burns advises that the objective is to reduce the amount of atmospheric emissions ultimately re-leased by this oil when it is used as a re-cycled fuel by simply limiting the amount that they produce.

He explains that by using technology found on US Navy littoral class vessels in a more conventional installation aboard the barges, main engine and alternator engine oil changes have been extended to four times the present recommended interval period with good results.

The project has proved to be so suc-cessful that trials are presently underway to extend the oil change interval to eight times the conventionally recommended interval. If successful, the project will re-duce engine lubrication oil usage by ap-proximately 8,000 litres per vessel over a five-year period and indirectly reduce CO2 emissions by almost 25 tons per vessel for the same time period.

Fuel saving processesIn addition to its lubrication oil reduc-

tion program, Unical is also investigating a number of fuel saving options ranging from the use of fuel emulsification sys-tems that blend water and fuel to the use of biofuels.

Burns reports that, after considering a number of options, they have decided to partner with EDC who offer a tailor-made system that is robust, simple to operate and reliable.

Micro filtration of the fuel to remove impurities; the installation of a static air compressor in the engine air intake and the addition of a fuel conditioning agent

Tinged with Green Environmental initiatives with real resultsWith an aim of being at the forefront of environmental develop-ment within the bunkering sector, Unical has initiated various programmes aimed at shrinking its carbon footprint over the last six years of operational service. During this time they have deliv-ered some 4.5 million tons of marine fuel to over 5000 vessels in the ports of Durban and Cape Town.

The active tracking and management of the bunker barge operational parameters has provided them with an exciting tool with which to review their various oper-ational processes in detail. This allows them to consider and investigate methods to introduce real reductions in emissions and environmental footprint.

FEATURE Bunker Industry Update


all combine to improve the combustibility of the fuel injected into the engine. This improves the ratio of injected fuel that can be converted to energy during the com-bustion process thereby reducing fuel con-sumption and unburned fuel emissions.

While this project is still very much in its infancy, results from larger vessels pres-ently using the technology indicate that fuels savings in excess of 10 percent can be expected. Burns elaborates that this would typically reduce Unical’s CO2 emissions by approximately 300 tons per vessel over the next five years.

Painting a greener pictureMoving away from engine related emis-

sions, all ship operators understand the necessity of using large quantities of paint. Few, however, realise that that traditional solvent based paints, are a major source of Volatile organic Compounds (VOC’s), which can have detrimental effects on hu-man health by contributing to respiratory illnesses.

They also have harmful environmental effects when they chemically interact with oxides of nitrogen and sunlight to form ground-level ozone and have been linked to greenhouse gases, which cause climate change.

Eco-paints, which contain substantially less VOC’s than traditional solvent based paints, are now becoming available. By us-ing these paints, Burns estimates that they will be able to cut their maintenance based VOC emissions to approximately 15 – 20 percent of their present levels.

“The continual monitoring of operations and drive to improve their operational ef-ficiencies and reduce their environmental footprint have provided Unical with an excellent platform with which to show the world that, while ships bunkering is consid-ered a dirty business, it is in fact far from that. With the number of initiatives already in place we can show that it can, in fact, be one of the most environmentally friendly forms of fuel transport and delivery in the world today,” says Burns.

ACQUISITION

Wilhelmsen Marine Fuels, a subsidiary of Wilhelmsen Maritime Services, has been acquired by OW Bunker and was fully integrated as a wholly owned sub-

sidiary at the beginning of July. The company will continue as a separate business

within the OW Bunker group, while at the same time benefit from OW Bunker’s finan-

cial strength, scale of business, global network and infrastructure.

“Bunker brokering is not a core activity for us, and we believe that Wilhelmsen

Marine Fuels will benefit from and grow as part of an organisation mainly focusing

on distributing and reselling marine fuels,” says Dag Schjerven, president and CEO

of Wilhelmsen Maritime Services.

“Wilhelmsen Marine Fuels has a strong team and an interesting customer base that

fits well into OW Bunker’s integrated business model. Apart from strengthening our

position in Norway, Wilhelmsen Marine Fuel has the potential to support both our

reselling and physical distribution activities,” says Götz Lehsten, executive vice presi-

dent at OW Bunker.

Managing energy to save on bunker costs

When Imtech Marine was asked to supply a hybrid propulsion system to the first ever diesel electric, hybrid seagoing ferries to the Scottish state-owned ferry

operator, Caledonian Maritime Assets Ltd (CMAL) in 2011, fuel savings of around 20 percent were expected.

Following extensive trials it was discovered that the actual fuel savings using the hybrid system - consisting of diesel electric in combination with battery technology - were up to 38 percent.

Imtech Marine has now provided two CMAL ferries with the hybrid system. Jim Anderson of CMAL says: “With this achievement the CO2 emissions have been ef-fectively reduced so we also made a major step towards the reduction of the carbon footprint.”

Imtech Marine carried out two weeks of optimising trials on the MV Hallaig, which operates between the Isle of Skye and Raasay, an island inhabited by around 150 people. It was hoped that the tests could prove the value of hybrid technology and provide the foundation for future developments.

Alexander Breijs, Imtech Marine Consultant Energy Systems, who was one of those on board carrying out the tests, comments: “On closer examination of these fuel sav-ings, some 28 percent came from shore charging the batteries overnight, making the system more efficient, and the remaining 10 percent is the result of the fact that Im-tech Marine is using the battery energy in a “smart” way via our new Energy Manage-ment System (EMS).” Eventually, the batteries will be charged using the island’s own wind energy, making the system even more environmentally friendly.

The systems experts started on board by measuring the efficiencies of individual components under various conditions such as the fuel consumption of the diesel generators; efficiencies of the drive and propulsion motor. Then the team sailed for several days in diesel electric mode without the batteries; recording fuel and kilowatt-hour consumption. This was the ‘baseline’ measurement to which they would later compare all other results. Then the ferry sailed with its batteries in hybrid mode for the remainder of the fortnight.

Imtech Marine sees a considerable increase in interest in hybrid options from the shipping industry. Hybrid technology in combination with energy management sys-tems makes it possible to meet the European goal to reduce the carbon footprint by 40 percent in 2020 to a1990 level. Another advantage is noise and fuel reduction.

Imtech Marine provides systems and maintenance services around the world dur-ing the full lifetime of the ship.

For more information, please contact Imtech Marine South Africa.

FEATUREBunker Industry Update


NegligenceThere are a few recorded cases where

an oil spill has occurred due to equipment failure. Although some may consider these incidences to be non-negligent acts, one has to question whether the failure was due to either the vessel or the bunker barge failing to maintain their equipment. Failure to maintain equipment would, in my view, be negligent and would, there-fore, render the party involved guilty of an offence under the South African oil pollu-tion legislation.

As soon as a spill has occurred within any one of our ports, the various parties involved must notify Port Control as well as the South African Maritime Safety Au-thority (SAMSA).

FinesThe maximum fine that a vessel can

currently be penalised under oil pollution legislation is R500,000. Many would con-sider fine levels in South Africa far too low in comparison to fines issued for oil pol-lution incidents worldwide. In the United States, for example, an oil pollution fine can run into millions of dollars as well as imprisonment for the offenders.

SAMSA are currently looking at fine lev-els in South Africa, and the general view is that the level of fines should be adjusted in order to bring them in line with Europe and America.

Further costsA fine is not the only cost that a guilty

party will have to bear. The cleaning costs, depending on the amount of oil spilled and the extent of the spillage, can be very high. For example, if other vessels in the vicinity of the spill are tainted with oil then those vessels will also have to be cleaned. If any of those vessels were to sail with oil on them, then they themselves could be fined if they arrived at another port tainted with oil.

Should any of these stained vessels happen to be loading, then loading opera-tions may have to be suspended since the oil stain may disappear under water lev-el. These vessels could be taken off hire, which could result in claims from owners

or charterers for delays.

This occured in Richards Bay earlier this year when an oil pipe leaked into the port. As a result, a number of vessels in the port were oil stained, which required that they be cleaned even below the water line. Some vessels were taken off hire as a re-sult of the spill.

In the case of a vessel that causes a spill, the vessel itself could be taken off hire by charterers if it is proved to be the cause of the delay. The financial repercussions for a ship owner can quickly escalate.

Crew responsibilityIn another incident off Richards Bay,

SAMSA was of the view that crew should have spotted an oil leak during deck rounds. It is, therefore, important that the crew remain vigilant at all times.

In another reported case, the crew ig-nored an alarm thinking it to be faulty. Any alarm ringing on a vessel should be attended to immediately. Again SAMSA fined the vessel for the crew’s failure to respond.

SAMSA will always carry out a detailed investigation into the cause of any oil spill and will collect evidence in order to pros-ecute the guilty parties. Once they have completed their enquiry they may, de-pending on the circumstances, raise a fine against the vessel.

The Master of the vessel will be asked to sign an admission of contravention of the relevant oil pollution legislation. Should they refuse to sign an admission they will be arrested and brought before the courts as the ship owner’s represen-tative to be prosecuted. The offence is a

criminal act under South African law.

Depending on the circumstances, the Master will be granted bail. It will mean, however, that the owner of the vessel will have to secure a replacement in order to sail the vessel and this will further esca-late the costs incurred. SAMSA use their experience in handling oil spills and con-sider all mitigating factors surrounding a spill before issuing any fines.

We are aware of a case where the fine was increased by a South African court, as it is open to the court to impose a higher fine than the one contained in the admis-sion of contravention. The ship owner also had to pay all the legal costs as well as the costs of counsel.

If the crew on the vessel or barge are quick to respond to the pollution incident and handle the matter diligently, then these factors will assist in persuading SAMSA to be more lenient when consid-ering the fine to be imposed.

SAMSA will also consider the extent of the spillage and whether, by their actions, the crew were able to control it. Further, SAMSA will evaluate the clean-up pro-cedures. It is, therefore, imperative that each vessel carries anti-pollution equip-ment and that the crew are equipped and trained on how to react. The use of dis-persants is strictly controlled in South Af-rica and dispersants should only be used with prior authority.

The guilty vessel may also be detained by SAMSA pending the enquiry. Clean-up

BUNKER SPILLS: An Expensive MistakeWe have investigated a number of incidences where bunker fuel has been spilled into our harbours. Many of these cases could have been avoided had the various parties in the bunker transfer process exercised greater vigilance.

Tel +27 31 368 5050, Fax +27 31 332 4455

Mobile phone 24 hr number + 27 83 250 3398

Email: [email protected]

http://www.pandi.co.za

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OFFICES THROUGHOUT SOUTHERN AFRICA

Many would consider fine levels in South Africa far too low in comparison to fines issued for oil pollution incidents worldwide. In the United States, for example, an oil pollution fine can run into millions of dollars as well as imprisonment for the offenders.

FEATURE Bunker Industry Update


costs and detention fees are calculated on the tonnage of the vessel. The detention fee can easily exceed R50,000.

Clean-upIn many of the cases that we have seen,

the actual clean-up costs often exceed the level of the combined fine and the deten-tion fee. These costs can run into millions of rands.

One should bear in mind that, whilst South African harbours are commercial ports, they are also recreational areas that are used by fisherman and private boat owners. Some of our ports are close to sensitive marine wetlands and it is against this background that SAMSA is seeking to increase fine levels.

When a fine is levied by SAMSA, the funds are paid over to the state. Per-haps the time has come for these funds to be placed into an interest bearing ac-count and made available to cover costs that arise should an uninsured vessel run aground along our coastline. The Seli 1 and the Phoenix spring to mind. The South African taxpayer shouldered the costs of these incidents.

There are also a number of incidents where ships have dumped oil either in-tentionally or negligently along the South African coastline and the South African public has the right to expect that these vessels be heavily fined for their actions. The threat of heavy fines would serve as a powerful deterrent and, as a result, as-sist in combatting oil pollution along our coastline.

By Michael Heads

Ship owners urged to focus on fuel quality

Changes to refinery practices; increased slow steaming and controls on sulphur content mean fuel testing and treatment is critical to efficient op-erations. Wilhelmsen Ships Service (WSS) has responded to changes in the marine bunker market with a campaign that aims to help shipowners get the best from their residual and distillate fuels.

A consistent reduction in the quality of fuels available to shipowners, the need to comply with IMO and EU regulations on sulphur content and the adoption of

slow steaming have created a ‘perfect storm’ of operational and compliance require-ments, according to Jonas Östlund, Product Marketing Manager, Marine Chemicals, WSS.

Taken together, he says these changes will have a profound impact over the next 10 to 15 years as refinery output shifts towards new fuels and the next wave of pollution regulations begins to bite.

“The pressure to increase efficiency and reduce operating costs is bringing speeds down across the industry. But because few engines were built to operate at slow speeds, the result can be poor combustion and reduced efficiency. Such problems are exacerbated by the decline in quality of blended marine fuel which often exhibits very poor stability,” says Östlund.

At the same time, regulations are driving owners to use lower sulphur fuels. In four years’ time, the IMO will decide whether to apply a cap of 0.5 percent maximum sul-phur by 2020 or 2025. Inside the three existing Emission Control Areas (ECAs), maxi-mum sulphur content must be no more than 0.1 percent after 1 January 2015.

But even if owners accept the 50 percent price differential in switching from re-sidual fuel to cleaner distillates, these ultra-low sulphur fuels are no panacea, says Östlund.

“Quality problems when using distillate fuels are fundamentally different from those of residual fuels and focus around lubricity, storage stability and microbial con-tamination. Lubricity problems are most likely to happen in the fuels with a lower sulphur content than 0.1 percent,” he adds.

For owners who want to protect their investments, many of these issues can be solved by chemical treatment, which has proved to be an economical solution for improving the quality of fuel by increasing its stability to a more reliable level.

In a White Paper published by WSS, Östlund argues that testing and treatment are vital for owners who want to remain compliant and efficient.

Building on 30 years of experience delivering fuel treatments to the maritime in-dustry, the WSS Unitor FuelPower range applies the most advanced technologies to make certain today’s fuels can be used with confidence, regardless of fuel stability or slow steaming.

To help manage the challenges of distillate fuels, WSS has developed a new product range, Unitor DieselPower, specifically for this fuel type. A series of advanced formula-tions helps to keep fuels bright and stable.

WSS also provides a range of fuel testing kits that can help owners understand the quality of their fuels when problems are suspected, enabling them to detect issues early and take action that avoids the time and cost of remedial action later.

IBIA appointment

The International Bunkering Industry Association (IBIA) has appointed Stephen Hoare as its new events and membership manager at its Southampton office.

The role involves developing the association’s conferences, seminars and dinner as well as growing its global membership base.

The association currently has over 650 organisations within its membership rep-resenting companies across the marine fuel supply chain including bunker suppliers, buyers, traders and other service providers. It represents the industry in discussions and negotiations with international and national policy makers, legislators and other stakeholders. IBIA also helps develop and endorses industry methods, practices and documentation.

There are also a num-ber of incidents where ships have dumped oil either intentionally or negligently along the South African coastline and the South African public has the right to expect that these vessels be heavily fined for their actions. The threat of heavy fines would serve as a powerful deterrent and, as a result, assist in combatting oil pollution along our coastline.

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

FEATURE Bunker industry update


Operating in the competitive bun-ker barge market since 1996, Smit

Amandla Marine is meeting the challeng-es of delivering an efficient, safe and en-vironmentally responsible service to the shipping industry in Richards Bay and Dur-ban where attention to time-critical deliv-ery is achieved through careful scheduling and, most importantly, constant commu-nication.

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

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

Communicating for efficiencySingh, who joined the company as a

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

Discussing scheduling with the client and port allows the team to seek inci-dences where flexibility of delivery can be accommodated. “We aim to understand the client’s requirements and will pri-oritise accordingly,” says Singh explaining that scheduling is not undertaken accord-

ing to the size of the order. “No delivery is too small or too big – it’s not size that counts when meeting our clients’ needs.”

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

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

Communicating for safetyWorking with hazardous cargo under

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

He sees the strategy to communicate between barges and crews as an effective tool for improved safety in operations. Lessons learnt from Incidents, near misses and challenges along with initiatives and interventions implemented by one barge are communicated within the company structure for continuous improvement. “Simply because an incident may have only occurred in Durban, does not mean there is no chance of it repeating itself in another part of the business,” he says.

“We are confronted by different cul-tures and mindsets. We ensure that our operational checklist is signed and that all

measures are in place before starting any fuel transfer,” Pillay says adding that this ensures that the safety of people, assets and the environment are never compro-mised.

Mitigating against Loss of Product Con-tainment (LOPC) is key to this philosophy and a clear undertaking to ensure that technical equipment and hoses are main-tained. Planned and unplanned mainte-nance is communicated and these are continuously managed through proper handover between shifts and by the tech-nical management team ashore.

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

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

Communicating within the companyWorking in an inherently dangerous

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

“Creating a safety mindset on the bun-ker barge is key,” says Pillay. “New train-ees are given a thorough safety induction and a comprehensive training program to provide an understanding of our com-mitment to safety and to provide a firm grounding for new employees.”

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

Communication is key to safe and effective bunker delivery

Operation PhakisaWill it live up to the needs of our Blue Economy?

Durban’s Dig Out portDo you believe that the Dig Out port will go ahead?

ONLINE SURVEYS: www.maritimesa.co.za

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Research vessel chooses engine for performanceThe 8.5m aluminium research vessel currently under con-struction at Veecraft in Cape Town will feature a Volvo D3-170 Aquamatic engine. The engine was chosen to complement the needs of a the client.The vessel has been designed and custom built by Vee-craft to suit their customer’s requirements. The end client specialises in data capturing, ocean mapping and re-search. She has been designed to be stationed on a parent vessel to be launched and retrieved when necessary.The Volvo Penta D3-170 is a five-cylinder 2.4-litre engine used for commercial marine applications. The electroni-cally controlled common rail fuel system provides the performance required for applications requiring fast ac-celeration and high top speed. Various operating condi-tions made the Volvo Sterndrives with duo props the right choice. Operating at a crawling 4-5 knots or cruising at 20 knots the Volvo Sterndrives offer superb handling with reduced fuel consumption and easy maneuverability. Volvo Penta has a worldwide aftermarket infrastructure that ensures that genuine reliable Volvo Penta parts are freely available at all times.

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Tel: 021 511 0653

Ship energy and efficiency workshop held in GhanaRepresentatives from 11 West and Central Africa countries met in Accra, Ghana, to attend the first IMO regional workshop on “MARPOL Annex VI – Ship energy efficiency and technology transfer”, at the beginning of July.

The workshop, which was hosted by the Ghana Maritime Au-thority, was aimed at building capacity with regards to knowl-

edge about energy-efficiency measures, while also assessing the regional needs and barriers related to technology transfer.

The information gathered during group and plenary discussions on the third day of the regional workshop was forwarded onto the Ad Hoc Expert Working Group on the Facilitation of Transfer of Technology for Ships, which will meet for its second meeting from 9 to 10 October, at IMO Headquarters in London, United Kingdom.

The Ad Hoc Expert Working Group held its first meeting during the 66th session of IMO’s Marine environment Protection Com-mittee (MEPC) in March-April this year. A work plan, endorsed by the Committee, envisages: assessing the potential implications and impacts of the implementation of the energy-efficiency regu-lations in chapter 4 of MARPOL Annex VI, in particular, on devel-oping States, as a means to identify their technology transfer and financial needs; identifying and creating an inventory of energy-efficiency technologies for ships; identifying barriers to transfer of technology, in particular to developing States, including associated costs, and possible sources of funding; and making recommenda-tions, including the development of a model agreement enabling the transfer of financial and technological resources and capacity building between Parties, for the implementation of the energy ef-ficiency regulations.

The Ghana regional workshop is the first in a series that will as-sist in the implementation of the work plan. Three more regional workshops are planned to be held during 2014, in South Asia, Latin America and the Mediterranean, with additional regional workshops in other regions planned for 2015, in order to gather regional perspectives to further support the work of the Ad Hoc Expert Working Group.

FEATURE Engines and Propulsion


MTU advances SCR technology to meet IMO Tier III

“MTU is well-prepared for IMO Tier III, be it with SCR exhaust after-treatment systems for diesel engines or with gas engines,” explains Dr Michael Haidinger, Chief Sales Officer at Rolls-Royce Power Systems. Presenting an integrated con-cept for IMO Tier III, MTU offers a drive and SCR system that needs little space and offers an excellent power-to-weight ratio.

MTU’s Series 4000 gas engine is based on its 4000 M63 diesel engine. The first field-trial engine is scheduled to go into service in 2016 in a new environmentally-compatible tugboat. In addition, MTU’s natural-gas marine engine is due to be launched on the market in 2018. Deliv-ering some 2,000 kW, the 16-cylinder version of the engine meets IMO Tier III emission standards without resorting to exhaust after-treatment.

MTU’s made-to-measure eDrive sys-tems incorporate diesel engines and electric motors, storage batteries, power electronics, control systems and gearbox-es. Shipyards benefit from the numerous advantages offered by these integrated power packs: low emission levels, low fuel consumption and high performance.

Power density has also been apprecia-bly improved and MTU’s new unit for civil and naval applications based on the Series 1600 6-cylinder in-line engine is certified as IMO Tier II and EPA Tier III compliant. The unit aims to set new standards in cut-ting overall running costs with long main-tenance intervals and a specific fuel con-sumption of less than 205 g/kWh at full

continuous power. That apart, this enor-mously versatile engine also meets classi-fication rules for commercial applications and other requirements for demanding civil and military applications including noise, shock and magnetic signatures.

Doosan’s low temperature SCR system provides installation flexibility

Doosan’s newly developed low-temper-ature SCR system is an eco-friendly facility that removes more than 90 percent of the nitrogen oxide contained in emission gas, thereby sufficiently meeting the nitrogen oxide emission standard set by the Inter-national Maritime Organisation (IMO) and scheduled to take effect in 2016.

Conventional SCR systems can only be operated at high temperatures of 300 de-grees Celsius or more, which means they have to be installed near an engine emit-ting exhaust gases.

An official at Doosan Engine said, “As the new system reacts to emission gas at a lower temperature than conventional systems, it does not need to be installed by the engine. Because it can be installed at a distance from the engine or in a va-cant space, it can enhance the efficiency of space use and improve flexibility in the design.

MAN Diesel & Turbo ready to support Tier III maritime age

“We are ready for IMO Tier III,” said Dr Stephan Timmermann, MAN Diesel & Tur-bo Executive Board Member responsible for Marine Systems and After Sales. “We have the technologies in place to support our customers for this new era of environ-mentally efficient shipping,” he adds.

The company’s Chief Technology Of-ficer, Dr Hans-O Jeske, underpinned its technological readiness: “Exhaust Gas Re-circulation and Selective Catalytic Reduc-tion are technologies we not only have available, but have operational experi-ence with.”

In this respect, Danish vessel Petunia Seaways is equipped with a MAN SCR sys-tem that has reliably operated for 9,000 hours to date and follows the world’s first Tier-III-compliant, two-stroke engine that was built by Hitachi Zosen Corporation in Japan for a general cargo carrier in 2011.

Similarly, the company received its first commercial order for an EGR system, to be applied aboard a 4,500-teu Maersk Line container newbuilding, in 2012. The system will be fully integrated with the vessel’s main two-stroke engine, to be built by Hyundai Heavy Industries’ engine and machinery division.

MAN Diesel & Turbo has also met the Tier III challenge by introducing dual-fuel engines that can operate on clean-burn-ing gas. The two-stroke, high-pressure ME-GI and four-stroke, 51/60DF engines were introduced with success in 2013 and 2012 respectively and give shipowners and operators the option of using either HFO or gas, depending on emission and price parameters.

Experts at MAN reckon that emissions regulation will remain a key driver for maritime technology development. “We will see a rivalry of fuels. Versatility will be key. This is why we offer highly efficient, dual-fuel, two- and four-stroke engines, emission-control equipment and highly developed propeller designs,” says Jeske.

“While fuel prices remain high and emissions become ever more stringent, ship owners look for the most efficient solutions for newbuildings and existing ships,” said Ole Grøne, Senior Vice Presi-dent Marketing & Sales, for MAN’s Low-Speed business unit. “From an environ-mental point of view, low-sulphur fuels such as methane, natural gas and LNG are highly relevant – all the more reason for us to be pleased with the success of our ME-GI engines.”

Meeting Tier III IMO requirementsThe International Maritime Organisation (IMO) is instituting progres-sive reductions in NOx emissions from marine diesel engines installed on ships with a “Tier II” emission limit for engines installed on or after 1 January 2011; then with a more stringent “Tier III” emission limit for engines installed on or after 1 January 2016 operating in Emission Con-trolled Areas.

Prompt response, immediate mobilization and professional intervention. That’s our commitment as a salvor. This container vessel ran aground on the rocky coast of Norway in February 2011. A resulting oil spill had to be contained, and her load of containers discharged to regain buoyancy for refl oating. Within a week, the vessel was towed to a shipyard after any further environmental damage had been successfully prevented.

For further information please visit www.svitzer.com

CATASTROPHE CONTAINEDCONTAINER SHIP REFLOATED

SVITZER Salvage Africa (Pty) Ltd2nd fl oor, Safmarine Quay, Clocktower Precinct,V&A Waterfront, Cape Town 8001.Telephone: 021-4086710, Fax: 021-4086138.

WM0109714-ADV.indd 2 28-01-14 16:00



Donation ensures heartbeat of engines on floating hospital

MAN Diesel & Turbo has donated the equivalent of 116.000 Euro

in service, spare parts and training to keep the engines of the hospital ship Africa Mercy, operated by Mercy Ships, in top condition to continue its charity work in Africa.

MAN Diesel & Turbo continues its charitable support of the world’s larg-est civilian hospital ship, which provides medical care in African coastal areas to those who couldn’t otherwise afford it. In 2010, MAN Diesel & Turbo pro-vided four new 5L21/31 type on-board power generators to the vessel at a sig-nificantly discounted cost, to power the floating hospital’s medical equipment. Like doctors and staff aboard the ves-sel perform health checks and hand out medicine when needed, the four-stroke engines, with their characteristic fast pulse, need an occasional health check to ensure a healthy future.

The health check was done in the Las Palmas drydocks on the Canary Is-lands in July 2014. Three turbocharg-ers were overhauled – with spare parts from MAN Diesel & Turbo’s after sales business unit PrimeServ Four-Stroke Denmark in Holeby, Denmark – and the gensets are now ready to continue to power up the converted Danish rail ferry, built in 1980.

The fourth power generator is planned to be completely overhauled in September when the vessel will be in Benin and the hospital is in full op-eration. During the overhaul the su-perintendent from PrimeServ Academy in Holeby who will supervise the work will also conduct training for the engine crewmembers.

Africa Mercy has five operating the-atres, modern X-ray, computer tomog-raphy equipment, a dental practice, a pharmacy and much more. Approxi-mately 400 crew members and their families often live aboard for months at a time, so there are also recreational areas and a school for up to 60 children.

Two propellers drive the floating vil-lage around Africa. The spare parts for this came from PrimeServ Four-Stroke in Frederikshavn, the competence centre for our propellers. During the docking service technicians from the local PrimeServ hub in Las Palmas were performing part of the overhauls with the remainder performed by the Africa Mercy crew and dry dock staff.

Kongsberg Engine Monitoring Sys-tems consist of bearing monitoring

components covering bearing wear, water in oil, temperature of all bearings and ad-ditional measuring points such as cylinder liner and exhaust gas temperature.

Software and system components are common with the K-Chief 600 marine au-tomation system and the AutoChief® 600 propulsion control system, allowing inte-gration and joined support. Data trans-fer via CAN bus forms the bases for easy communication with other Kongsberg systems.

Available Engine monitoring systems

�� Bearing wear monitoring system

�� Crosshead & crank temperature monitoring - SENTRY®

�� Cylinder liner monitoring system

�� Main bearing temperature sensors

�� Torque & power measurement sys-tem for rotating shafts - MetaPower

�� Water in oil sensor

�� Engine performance system

Modular and scalable conceptSystems may easily be extended by add-

ing additional hardware units such as op-erator stations, input/output modules and

additional measuring points. Kongsberg System Technology offers signal acquisi-tion and processing units for installation in ER cabinets, ECR consoles or mounted directly on the engine. Processing algo-rithms are executed within the local ac-quisition units or in the powerful control-ler units. By distribution and segregation the consequences of a system fault are reduced and may even be eliminated.

The Kongsberg Engine Monitoring Sys-tems concept yields a modular design, where the various modules can be con-figured and combined to suit individual needs. The individualised Engine Monitor-ing systems can then be integrated with Kongsberg K-Chief and AutoChief 600 system.

Each module is fully compatible with each other and therefore provides seam-less information sharing and a consistent operation environment. Essential compo-nents such as bearing wear sensors and wireless temperature sensors yield the best results that technology has to offer in terms of reliability, accuracy and durabil-ity. By utilising the CAN field bus protocol for engine instrumentation, installation costs are reduced and the quality of data processing enhanced.

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

6AYM SeriesPower: 485 kW (659 mhp) -670 kW (911 mhp)


Purpose-built marine engines

Yanmar manufactured marine transmissions

Class-leading fuel consumption

IMO MARPOL emission compliance

call for Yanmar solutionsSeascape Marine Services (Pty) LTDSales & ServiceTel: + 27 (0) 21 511 8201www.seascapemarine.co.za www.yanmar.eu

500-hour service intervals

A5_Adv_liggend_seascapemarine.indd 1 27-8-2012 16:13:04

Engine monitoring system for integrated control

Doosan Engine recently completed the development of the Generation

X engine, which offers efficiency and fuel consumption performance to provide a favourable Energy Efficiency Design Index (EEDI). Furthermore, the improvement in fuel consumption, when compared to conventional marine engine options, re-sults in correspondingly reduced CO2 and NOx emissions.

The Generation X engine, which was developed jointly with Wärtsilä, is able to boost output as the moving distance of the pistons in the engine has been in-creased. The output of the Generation X engine is 15 percent greater than that of conventional engines. While conventional engines of its class can generate 25,000

horsepower, the new engine can produce 29,000 horsepower. This makes it suitable for a broad range of ship types, including Capesize bulk carriers, Suezmax tankers, and Feeder/Panamax container ships

Furthermore, the Generation X engine is designed to consume a smaller amount of fuel to produce the same output com-pared with conventional marine engine options in its class. In addition, the new engine is an ecofriendly engine that meets the International Maritime Organisation’s Tier II environmental standard.

Doosan Engine has announced that they will develop Generation X engines in diverse sizes, and expand its application to large container vessels.

Generation X engines for enhanced performance

Operation PhakisaWill it live up to the needs of our Blue Economy?

Durban’s Dig Out portDo you believe that the Dig Out port will go ahead?

ONLINE SURVEYS: www.maritimesa.co.za

FEATUREEngines and Propulsion


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



Purpose-built marine engines

Yanmar manufactured marine transmissions

Class-leading fuel consumption

IMO MARPOL emission compliance

call for Yanmar solutionsSeascape Marine Services (Pty) LTDSales & ServiceTel: + 27 (0) 21 511 8201www.seascapemarine.co.za www.yanmar.eu

500-hour service intervals

A5_Adv_liggend_seascapemarine.indd 1 27-8-2012 16:13:04

At this year’s SMM in Hamburg, Voith will be showcasing propul-sion systems and vessel concepts focusing on high efficiency and dynamic positioning even under challenging conditions. A Voith Schneider Propeller as well as the Voith Inline Thruster 850, which can also be used as a bow thruster, will be on display. The Voith Linear Jet, an electric con-trol stand, and various ship mod-els with Voith propulsion systems round off the trade stand presen-tation.

Offshore exploration and energy generation are gaining importance

worldwide. As a consequence, the num-ber of offshore wind turbines as well as oil and gas platforms is increasing. All of these must regularly be supplied with staff, fresh water and drilling material. In recent years, Voith has been equipping

an ever larger number of platform supply and installation vessels with propulsion systems. To ensure positioning accuracy to the metre, the Voith Schneider Propel-lers (VSP) used as main propulsion sys-tems are increasingly complemented by Voith Inline Thrusters (VIT) as bow thrust-ers on larger vessels.

With its new vessel concepts, Voith highlights the advantages of its propul-sion systems regarding dynamic posi-tioning (DP) and combines them with ideally suited designs. The “High Flow 4” offshore construction vessel, presented as a model, enables dynamic positioning in currents of up to ten knots and is set to transform the offshore market. The cata-maran is powered by four VSP, boasts an open deck space of approximately 1,000 square meters and is designed to install tidal energy turbines in high energy tidal streams.

The Maintainer vessel concept also on display as a model is similarly effective. It has been developed by Voith together

with NavConsult, a subsidiary of the SCH-

RAMM group.

The service vessel will close the gap be-

tween the catamarans that are currently

used and large offshore supply vessels for

the installation and maintenance of wind

turbines. The Maintainer concept boasts

DP2 and permits safe access to the wind

turbines in a weather window up to a sig-

nificant wave height of 2.5 meters. The

combination of two VSP and two VIT 850-

200 bow thrusters ensures precise dy-

namic positioning within the wind farm.

In addition, Voith will present a size

10 VSP. The versatility of this propulsion

system for offshore applications, tugs and

ferries is demonstrated by various vessel

models on display: the platform supply

vessel Edda Fides, the new Walk-to-Work

vessel owned by logistics provider Royal

Wagenborg and the Voith Water Tractor

(VWT) Shinano.

Propulsion systems for high efficiency and dynamic positioning



Most authorised dealers will caution against the temptation of seeking

this type of solution to managing initial purchasing budget by explaining that the long-term financial consequences of ser-vicing and maintaining these grey imports within the established network of service providers and warranties is likely to be higher as well as cumbersome.

It’s easy to see the temptation of ship-ping in one’s own outboard when you do a quick search on the Internet and com-pare the prices to locally available equiva-lents. Of course you have to factor in the shipping costs, but apparently duties do not apply. Having landed the product, the purchaser becomes the importer and is ultimately responsible for the servicing of the item. The original warranty that may have applied to that outboard is no longer valid in a new territory via local dealers.

Many dealers have been contacted by calls from those who have purchased out-boards in this way and who are experienc-ing problems. “The standards of storage and transport are highly questionable, and there is also the possibility that the item is refurbished,” cautions the Suzuki South Africa website. They specifically di-rect purchasers of these products not to contact them.

But the issue has been debated at length on some boating forums with some promoting buying from authorised deal-ers only while others highlight why there is a grey market. The general perception is that local importers and distributors are ripping off the market by overcharging and that this filters down to the dealer-ships.

Suzuki’s website acknowledges this is-sue and attributes the exchange rate and other economic factors such as holding excess stock as contributing to this. Im-porters and dealerships have all the ex-pensive trappings associated with running a business such as staff, stock, rental and the like – circumventing the system obvi-ously circumvents these costs.

It’s a reality that the industry needs to navigate and much has been done by industry associations and importers to emphasise the benefits of purchasing via authorised channels. In Australia, where a similar trend started to disturb the mar-ket, the Boating Industry Alliance of Aus-tralia (BIAA) went as far as to issue a pam-phlet detailing the dangers of going grey.

Their main arguments against purchasing parallel imports included:�� After Sales Support. Most Authorised

Dealers and Brokers are not permit-ted to provide after sale support such as servicing or spare parts to grey imports. This often means that any servicing and maintenance cannot be performed by factory-trained profes-sionals.

�� Resale. Grey and parallel imports often have very low or no value at the time of resale when compared to authorised products. Product li-ability for consumer advisories such as product safety recall and warranty support.

�� Authorised Dealers and Brokers pro-vide this support. Unauthorised chan-nels often do not.

�� Many insurance companies will not cover a claim if the product is found to be non-compliant against local standards. You could be uninsured.

�� Check the total cost of bringing the product into the country - you might be suprised to find there are costs and taxes in addition to the purchase price.

Ultimately each purchaser will have to decide whether the initial purchasing pleasure is worth any perceived pain of owning their grey import.

Grey products are available in every sector and a market exists for par-allel imports in the marine engine environment, particularly in the out-board motor sector where enticing deals are easily accessed via the Inter-net and shipped to any destination. African companies dealing in the con-tinent’s weak currencies are especially vulnerable to the apparent capital savings seen in these intoxicating deals – but are they worth the pain?

50 shades of grey: Is parallel purchasing worth the pain?

It’s easy to see the temptation of shipping in one’s own outboard when you do a quick search on the Internet and compare the prices to locally avail-able equivalents. Of course you have to factor in the shipping costs, but apparently duties do not apply.

DEFINING THE GREY MARKET

Generally, a manufacturer works with a single importer who can sell and support their products in a given region. The importer usually has local deal-ers and distributors who resell the imported products; this is called a “distribution channel”. Grey Market refers to merchan-dise that is imported and sold by methods other than these nor-mal channels.

For local safety regulations and certifications and government requirements a manufacturer provides special packaging (manuals in the appropriate language, emissions standards, electrical system compatibility etc.) and product engineering designed to meet local codes. Manufacturers also have service and support agreements with the authorised importer.

Grey Market items are not de-signed to be sold in a particular market and cannot be supported by the authorised importer be-cause they may not meet man-datory safety and certification codes. Because these items are not designed for a particular market they may not function properly, or the authorised im-porter may not be equipped to provide service, support or soft-ware.

SOURCE: Suzuki South Africa

WINNER: Supplier of the Year 2013 Africa Oil and Gas AwardsT: +27 (21) 552 9445

www.craig-international.com

CAPE TOWN | ACCRA | TAKORADI | ABERDEEN | HOUSTON | KRAKOW

GLOBAL SOURCING, WORLDWIDE SUPPLY

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it’s simplewe sourcewe supplyyou save...To offer significant savings in oilfield supplies you

need to purchase in bulk. Now there’s nothing new

here, it’s just simple ‘large order discount’ economics.

But in this present climate where everyone is looking

to make savings, using us for your global sourcing

and worldwide supply will give you access to a

leading purchaser of oilfield supplies in South Africa

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Multi-franchise suppliers of marine diesel engines and gear boxes as well as marine

and industrial generator sets.

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Three million outboards in half a century

Having developed their first outboard motor in 1962, Suzuki Motor Cor-

poration recently reached the 3 million mark. Since launching the 98cc 5,5 hp D55 over half a century ago, the company has continuously expanded its outboard range and now offers a line-up that in-cludes four-stroke motors ranging from 2,4 to 300 hp as well as two-stroke motors from 9,9 to 40 hp.

A key technology developed by Suzuki, and incorporated in a growing number of its outboard engines, is the Lean Burn Control System, which predicts fuel needs according to operating conditions, and ad-justs fuel mixture accordingly to achieve the highest possible level of efficiency un-der any given operating parameters.

The process demands a highly sophis-ticated fuel injection system that allows fuel to be injected at precisely controlled rates and volumes, allowing a more effi-cient combustion process, and resulting in more power for less fuel at reduced emis-sions.

Other technologies incorporated into Suzuki’s advanced outboard engines in-clude multipoint fuel injection, variable valve timing, and multi-stage induction, all of which contribute to enhanced per-formance and efficiency, as well as lower operating costs.

The brand’s outboard motors are mar-keted in 144 countries and regions world-wide.

Big Foot’s big job

Commercial fishermen in the West African nation of Senegal are using

a 60hp BigFoot engine to power their gi-ant fishing boats, which gross about 30 tonnes when fully loaded. The boats are 22-24 metres long, are built on the beach from local redwood and carry a crew of about 40. All those crewmen are needed to pull aboard the 800 metre fishing net which weighs three tonnes wet, and that’s before they trap any fish in it.

“It’s one of the most impressive appli-cations you’ll ever see,” said Jean-Louis Rekinger, Mercury’s General Manager, Middle East & Africa. “They carry up to 15 tonnes of fish, a tonne of pre-mixed

fuel and 2.5 tonnes of ballast.” Mercury Marine’s 40-60hp BigFoot FourStroke out-boards are designed specifically to deliver the power, thrust and control that wider, heavier boats demand.

The BigFoot gearcase is the same size as a standard 115hp Mercury FourStroke outboard, so the engine is capable of turning a larger-diameter propeller and providing additional power. A single over-head cam and long intake stroke increases torque output. The BigFoot’s longer de-sign puts the propeller deep into cleaner, less-aerated water and its low 2.33:1 gear ratio improves overall thrust and efficien-cy.

“These boats are built with a well at the very rear where the fishermen attach the engine before every trip,” Jean-Louis said. “They fish virtually every day of the year and stay out for eight or nine hours at a time.” That’s about 3,000 hours of work every year, pushing up to 30 tonnes a day. Despite that massive workload, the fisher-men get two years of good service out of each engine.

Mercury’s BigFoot FourStrokes were never designed for this sort of labour, but they’re certainly coping with the load.

FEATUREEngines and Propulsion


75 YEARS

Mercury Marine officially celebrated 75 years of production in January this year,

but sees 2014 as a year-long commemoration of this important milestone. Mercury, a division of Brunswick Corporation, designs, manufactures and sells a broad range of marine propulsion products for applications ranging from inflatable tenders and fishing boats to cruisers and yachts.

Mercury directs the activities of more than 5,400 employees in dozens of countries from its global headquarters in America and works hand in hand with more than 4,200 dealers and dis-tributors around the world.

A $2 billion division of Brunswick Corporation (NYSE: BC), Mercury provides engines, boats, services and parts for recreational, commercial and government marine applications. Mercury’s brand portfolio includes Mercury and Mariner outboard engines; Mercury MerCruiser stern-drive and inboard packages; MotorGuide trolling motors; Mercury propellers; Mercury inflatable boats; Mercury SmartCraft electronics; Attwood marine parts; Land ‘N Sea marine parts distribu-tion; and Mercury and Quicksilver parts and oils.

New direction for 2 stroke engines

Wärtsilä will divest its shares in the Qingdao Qiyao Wärtsilä MHI Linshan Marine Diesel Co. Ltd (QMD), the joint venture company established for

manufacturing large low-speed marine diesel engines. Wärtsilä’s shares in the joint venture will be transferred to the current majority shareholder, Qingdao Qiyao Linshan Power Development Co Ltd, a company fully owned by China Shipbuilding Industry Corporation.

The divestment comes as a result of the announcement made on July 18, 2014 regarding Wärtsilä and China State Shipbuilding Corporation (CSSC) join-ing forces to establish a new joint venture, which will take over Wärtsilä’s 2-stroke engine business. Through this agreement, CSSC will own 70 percent of the business through its affiliate CSSC Investment and Development Co Ltd, while Wärtsilä will hold a 30 percent ownership position.

The parties will co-operate in 2-stroke engine technology, marketing, sales and service activities. In this new context, the 2-stroke business currently owned by Wärtsilä will focus on its core activities, including technology de-velopment, licensing, product management as well as sales and marketing of 2-stroke engines. Manufacturing will be delegated entirely to licensees.

“The move to divest manufacturing assets will free up resources and in-crease our emphasis on accelerating the development of new engines and advanced technologies. In particular, Wärtsilä’s unique low-pressure dual-fuel two-stroke engine development, the further expansion of the environmentally friendly Generation X -engines, as well as emission reduction technologies will benefit from this increased focus,” says Martin Wernli, Vice President, Wärtsilä Ship Power, 2-stroke and Managing Director, Wärtsilä Switzerland Ltd.

QMD will continue to manufacture Wärtsilä low-speed marine engines un-der license from Wärtsilä via the new joint venture with CSSC.



Delivering troublefree operation of marine propulsion trains

More than 20 percent of all ma-chinery claims, as well as cata-strophic failure, off-hire and re-pair costs are caused by misalign-ment – the cause of almost all propulsion train damages. And it’s even getting worse as modern ship design pushes the envelope.

Recently, however, a Swedish and Dutch collaboration has been getting

attention. Their invention aims to provide a total elimination of misalignment and a complete modernisation of today’s obso-lete shaft alignment practice.

Dynaligner is marketed to guarantee troublefree operation of marine propul-sion trains, irrespective of ship operation condition or hull deflections. The propel-ler shafting is correctly aligned at all times during ship operation in order to avoid any mechanical behaviour causing inap-propriate bearing loads and wear/vibra-tions.

The patented device from Anders Rubin

and Willy Rantanen focuses on, protecting the engine/gear, intermediate bearings and the sterntube bearings.

Based in Sweden, Rubin from Propul-sion Software AB is a consultant in vibra-tion and alignment of ship’s propulsion machinery. He has an MSc from the Royal Institute of Technology, Stockholm, Swe-den. In The Netherlands, Rantanen of De Fin - Offshore & Hydraulics is a consultant in hydraulics in the offshore and shipping industry. He has a DSc in applied physics

Analytical problemsDiscussions on the analytical problems

of propeller shaft alignment have been ongoing for decades. Still, the same math-ematical models remain in use. According to the developers, it is obvious that the general and uncritical use of the single-support-point bearing model is one of the main reasons for the poor analyses.

They maintain that the simplified model is inappropriate for analysis of op-eration conditions as bearing length and clearance are omitted. “Only concentrat-ed bearing loads can be considered. It is not possible to analyse how the lubrica-tion oil film acts on the pressure distribu-tion in operation condition. The dilemma is traditionally evaded by assuming even distribution. The concentrated bearing load is simply divided by the supporting

area to obtain the pressure, indeed a very hazardous procedure,” they explain.

Sustainable and effective solutionRubin and Rantanen maintain that an-

other deficiency of the simplified model is its inability to reveal load peaks in the bearing edges in operation condition, which they describe as quite common. “They are often counter-directed, which means that an unloaded zone occurs in between. Unloaded zones may cause problems. They are typical vibration sources,” they explain.

According to the inventors, using tra-ditional and obsolete shaft alignment methods is a well-established practice in the shipbuilding industry, including class societies. They maintain, however, with the modern technology of today it is high time for a modernisation.

Rubin and Rantanen believe that an up-date with Dynaligners and the “multi sup-port point bearing model” will open a new chapter in shipping and ship’s shaft align-ment. The Dynaligner is designed to con-solidate sustainable and effective solu-tions to the problems of ship’s shaft align-ment. It replaces the traditional once-off procedure of manual shaft alignment at the shipyards. Instead, continuous and automatic adjustment of the bearings are performed during ship operation.

At the core of the invention is the abil-ity to keep the bearing house solid to the foundation structure during adjustments. Controlling software is included.

The Dynaligner solution aims to totally eliminate misalignment during ship op-eration. All problems related to misalign-ment will become history for the ship owning industry. A satisfactory operating alignment will become something to take for granted. The installation can be car-ried out on new builds as well as on exist-ing vessels in service when the vessel is in dock for propeller shaft survey.

JV expands range of engines manufactured in China

Wärtsilä and China State Shipbuilding Corporation (CSSC) have signed an agree-ment to establish a joint venture for manufacturing medium and large bore

medium speed diesel and dual-fuel engines. The CSSC Wärtsilä Engine (Shanghai) Co Ltd factory will be located at Lingang, Shanghai and is expected to have its first engine ready for delivery by the end of 2015.

The company will in particular target the growing offshore and LNG markets, as well as the market for very large container vessels. The Wärtsilä share of the joint venture is 49 percent and the size of Wärtsilä’s equity investment is approximately EUR 12 million.

The new joint venture company, CSSC Wärtsilä Engine (Shanghai) Co Ltd, together with two other already existing Wärtsilä joint ventures for medium speed engine production, will now be able to offer the most complete portfolio of Wärtsilä brand-ed medium speed engines in China. It will also be the first China-based company able to manufacture locally large bore medium speed diesel and dual-fuel engines. By being able to produce and deliver locally, the new joint venture will provide CSSC Group and other Chinese yards with closer access to the Wärtsilä range of engines with the benefits of faster delivery times and competitive pricing.

When in full production, the company will manufacture Wärtsilä 26 engines in V-configuration, Wärtsilä 32 main and auxiliary engines, Wärtsilä 46 engines and the Wärtsilä 34DF and Wärtsilä 46DF dual-fuel engines. With LNG becoming increas-ingly popular as a marine fuel and dual-fuel capability being of increasing impor-tance for both economic and environmental reasons, Wärtsilä’s dual-fuel offering is a major consideration for Chinese yards.

According to the inven-tors, using traditional and obsolete shaft alignment methods is a well-estab-lished practice in the ship-building industry, includ-ing class societies. They maintain, however, with the modern technology of today it is high time for a modernisation.

MARITIME NEWS Industry updates


Current South African abalone rights have been extended to allow fishers

to catch their uncaught 2013/2014 alloca-tions until 30 September and rights hold-ers have been exempted until July 2015. This follows extensive consultation with the abalone commercial sector in an ef-fort to establish a recovery plan to benefit coastal communities.

Minister Senzeni Zokwana considered options presented to him by the sector and reached this twofold decision in light of expiration of the rights. He said the de-cline in numbers in the abalone fishery was worrying and it propelled the deci-sion, based on the consideration of the

long-term conservation of the fishery.

“This downward trend suggests that the current stock levels would likely only be able to sustain one abalone fishing season,” said Minister Zokwana. He add-ed that the extensive consultations with abalone industry will also include a plan that will look at alternative livelihoods for those involved in the sector.

“Our decision has taken into consider-ation socio-economic factors that have contributed to hardships experienced in coastal communities, and particularly in communities that rely on abalone for their livelihood,” Minister Zokwana said.

Encouraging investment in Nigerian ports

The Nigerian Ports Authority is aiming to encourage prospec-

tive local and foreign investors in the nation’s seaports. According to Man-aging Director of Nigerian Ports Au-thority, Malam Habib Abdullahi, the Authority is collaborating with inves-tors through Public Private Partnership (PPP) Schemes to develop deep sea ports in Lekki, Badagry (Lagos) Ibaka (Akwa Ibom) Olokola (Ondo State) and Ogidigben (Delta State).

He added that the Authority has mapped out strategies to increase its present 1,500,000 TEU capacity per annum to five million 5,000,000 in the next four years.

He noted that the Authority’s invest-ment in capital dredging of channels has paid off as the port just accommo-dated a 4,500 TEU WAFMAX vessel – a first in Nigerian maritime history.

Executive Director, Finance and Administration, Olumide Oduntan af-firmed that Authority has increased its budgetary allocation to Capital Projects in order to improve infra-structural development in the Ports. Oduntan added that the Authority has equally invested in extensive training of manpower, technology, infrastruc-ture and processes.

Abalone fishing rights exempted

IMCI has certified the Leopard 51 Pow-ercat (PC) from Robertson and Caine

and Leopard Catamarans. The power cata-maran was built by Robertson and Caine and designed by Simonis Voogd Design.

Robert Caine, the quality assurance manager of R&C says: “The newest mem-ber of the power fleet brings with it a mul-titude of features: a new sleek and stable design, a large forward cockpit, additional lounging areas, an expansive flybridge and a completely redesigned interior upgrad-ed with modern appliances.”

Unlike traditional monohull power-boats the Leopard 51 Powercat, being a power catamaran, features exceptional stability, even in rough seas. According to Caine, this contemporary and economical-ly efficient catamaran uses less fuel than previous models. With standard engines this yacht has enough range to sail from Florida to New York without refueling. She also incorporates an ergonomic lay-out that makes maneuvering around the power yacht comfortable and easy.

South African catamaran gets international nod

In mid-June a South African party from the Nelson Mandela Metropolitan

University (NMMU) visited the World Maritime University (WMU) in Sweden to discuss collaboration between the two universities.

The visit resulted in the signing of a Memorandum of Understanding (MoU) on Academic Cooperation. The agree-ment is for a period of five years and is designed to allow for academic informa-tion exchange, executive and professional development courses to be offered by WMU in South Africa, faculty exchanges, and the potential for NMMU to sponsor

candidates to the WMU M.Sc. and Ph.D. programmes.

NMMU has recently developed the South Africa International Maritime In-stitute (SAIMI) and the MoU allows for further collaboration on the development of this project. Research and innovation collaboration between the parties will include maritime safety issues, particu-larly oil and gas development, environ-ment protection and management, effec-tive port and shipping development and management and aquaculture and other coastal economic development activities.

MoU supports academic cooperation

ABALONE BUST 1

One Chinese national and three Mo-zambican citizens appeared in court in early July following a raid on an illegal drying facility in Rynfield, Benoni which led to the discovery of more than 50,000 units of abalone. The joint operation, involving DAFF and SAPS led to the confiscation of 17,925 units of dry abalone and 36 500 units of wet abalone, as well as drying equipment.

ACCREDITATION

The GAC Corporate Academy (GCA) has achieved ISO 29990 certification in recognition of the learning op-portunities it offers. Only about 30 learning organisations currently hold ISO 29990 certification, which sets the international standard for learning services for non-formal education and training. The GCA is one of the first based in the Middle East and Africa region to be accredited.

PARTNERING AGAINST PIRACY

The Republic of Korea’s CTF-151 flag-ship, Munmu the Great, and Chinese navy units in the Gulf of Aden have fostered greater level of cooperation through joint activity over last few weeks. CMF’s Counter Piracy Force, CTF-151, and the Chinese People’s Liberation Army-Navy force in the Gulf of Aden, Escort Task Group 150 (ETG-150), have been increasing their level of cooperation to ensure greater security and freedom in the Gulf.

RELATIONSHIP BUILDING

Deputy President Cyril Ramaphosa concluded a working visit to Maurita-nia where he attended the inaugura-tion ceremony of President Mohamed Ould Abdel. In terms of economic relations, progress has been recorded between the two countries in the areas of fisheries and mining. An economic cooperation agreement, will also facilitate the opening of trade and investment opportunities for the two countries.



New dredger for South African portsTransnet National Ports Author-

ity’s (TNPA) Dredging Service’s new 750m3 dredger, the Italeni, sailed into the Port of Durban on her maiden voyage at the beginning of August. The Italeni, a grab hopper dredger (GHD), is part of Dredging Services just over R2 billion pro-gramme to renew its dredging fleet which handles approximately four million cubic metres of dredged material every year from South Africa’s ports.

The renewal programme began in 2010 with the delivery of the 4200m3 Isandl-wana, a trailing suction hopper dredger (TSHD). The contract for a third dredger, a 5,500m3 trailing suction hopper dredger, was awarded earlier this year.

The budget allocation for these three dredgers represents the largest single capital purchase by TNPA, said Tau Morwe Chief Executive Transnet National Ports Authority.

These new dredgers are fitted with the latest technology, which requires an intensive training programme including simulation training for the crew to ensure they understand the high-tech equipment and can properly manage the new vessel.

In the pipeline is a contract for a new plough tug to be awarded this year and a cutter suction dredger contact to be awarded in 2016. Earlier this year Dredg-ing Services replaced two hydrographic survey boats.

The replacement programme sees:

�� The 4200m3 TSHD Isandlawa re-place the 2800m3 TSHD Piper

�� The 750m3 GHD Italeni replace the 450m3 GHD Crane

�� The 5500m3 TSHD on order will re-place the 2800m3 Ingwenya.

Tau Morwe, Chief Executive Transnet National Ports Authority, said: “In line with our strategic objectives, the new dredger will ensure that we have capac-ity ahead of demand, and provide spare dredging capacity for neighbouring ports. This collaboration is in line with TNPA’s Africa Strategy and results in a win-win situation for us and our neighbouring port because the mobilisation cost alone for sailing a European dredger to a south-ern African Port is around R20million to R30millon before starting any dredging work is undertaken.”

The Italeni, which will be used mainly for maintenance work in various ports was named after the battle of Italeni, where the Zulu King Dingane defeated the Voortrekkers in 1838.

The vessel took 16 months to build and has been designed and built to achieve low maintenance costs and substantially improve productivity. She will run a 24-hour operation compared to the current 12hr operation and the hopper volume is 60 percent greater.

High-tech advancements include a fully unmanned machinery space; a fully in-tegrated dredging control system as well as a PLC controlled engine control sys-tem; alarm monitoring system and real time digital tank soundings. It also has a customised grab position monitoring sys-tem with an accuracy of 2cm that is much higher than that of the old craft.

Italeni specifications:

�� Gross Tonnage: 1791tons

�� Built by: IHC Dredgers

�� Length OA: 62m

�� Breadth (mld): 15m

�� Depth (mld): 4.50m

�� Summer Load Draught (extr): 3.9m

�� Deadweight (summer): 1494 tons

�� Navigation Area: Coastal waters

�� Service Speed: 11.5 Knots

Trailing suction hopper dredgers (THSD) such as the Isandlwana are used to dredge the sand traps, entrance channels and basins of ports, whereas the grab hop-per dredger (GHD) such as the Italeni and plough tugs are used mainly in areas that are confined and shallow such as berths and for material that is not free flowing.



ABALONE BUST 2

Abalone estimated at over R3 mil-lion was discovered in the Free State after a more than 100-km high speed chase on the N1, north of Kroons-tad resulted in the death of one of the smugglers. Free State MEC for Economic Development, Tourism and Environmental Affairs, Msebenzi Zwane, congratulated the officials for their swift and vigilant action and wished them well in the fight against environmental crime.

EBOLA WARNINGS

Three global shipping organisations have issued guidance to their mem-bers on the risks posed to ships’ crews calling in countries affected by the Ebola virus. These include the ICS (International Chamber of Shipping), IMEC (International Maritime Employ-ers’ Council), and the ITF (Interna-tional Transport Workers’ Federation) who aim to play a part in ensuring the safety of crews visiting the affected countries, and minimising the risk of the virus spreading further.

REFURBISHMENT FACILITY

Public Enterprises Minister Lynne Brown and Northern Cape Premier Sylvia Lucas officially opened Trans-net’s wagon refurbishment facility. This investment of more than R30 million is aimed at increasing TFR’s ca-pacity on the main corridor between Sentrarand and Cape Town, known as Capecor. This facility has employed 47 people, with 22 of them being from De Aar. It is estimated that about 300 direct and indirect jobs will be created through this facility.

ACCREDITATION

Nautic Africa has been successfully recommended for ISO 9001:2008 cer-tification. Quality has been a corner-stone of the Nautic Africa culture and the news that the company had been recommended for ISO 9001:2008 certification was celebrated by the entire Nautic team. Management Representative, Chris Brown and Quality Coordinator, Hermoine Manu-el, worked hard for several months to implement the quality management system, along with productivity and management consultants ABM.

Keeping your crew entertained

A crew infotainment system is vital. An informed, satisfied and motivated crew enhances efficiency and safety in your ship’s operations. Imtech Marine IPTV is a low cost entertainment system allowing the crew to relax just like they would in their own living room by watching television, a movie or listening to their favorite music.

With Imtech Marine IPTV, your crew can select live TV channels and zap their way through, as if they were at home. Each user can create a personal favorites file of their preferred music. Favorite movies, music and all information can be loaded, stored and played in any cabin at any given mo-ment. Imtech Marine regularly imports the latest Hollywood blockbuster movies and TV series fresh from the major studios in an automated way. Your crew can sit down and relax with a personal infotainment selection.

Additionally Imtech Marine IPTV provides a way to keep your crew up to date on all information concerning safety and life on board. This can include safety procedures, information regarding an upcoming fire drill or what’s on the menu that day. All this in-formation can be added easily and offered to the crew at their convenience on the TV.

Imtech Marine IPTV cuts costs by eliminat-ing the cable TV infrastructure and provides interactive services over a plug-and-play IP network, but the system can also be inte-grated into an existing coax network. The system can be linked optionally with the Imtech Marine Connect VSAT solution for easy remote access and troubleshooting.

PRODUCT NEWS

The maritime, transport and logis-tics practice at pan-African corpo-rate law firm Bowman Gilfillan has announced a merger with Durban-based maritime law firm Velden Pike Nichols with effect 1 August this year.

The merger aims to strengthen the company’s maritime offerings and

the firm will now have strong maritime and logistics teams in shipping hubs Cape Town and Durban (these also serving Sal-danha Bay and Richards Bay respectively), effectively covering the entire east and west coasts of South Africa.

Bowman Gilfillan’s Cape Town partners, Craig Cunningham and Jeremy Prain, will be joined in Durban by Velden Pike Nich-ols’s partners, Mark van Velden, Andrew Pike and Trudie Nichols, as well as one senior associate and four associates, all of whom will join the Bowman Gilfillan team.

“It was a natural progression for Bow-man Gilfillan to establish a strong pres-ence in the region,” said Craig Cunning-ham.

“Velden Pike Nichols brings to the group specific experience and expertise in the development of port, terminal and trans-port infrastructure to complement the

construction and infrastructural expertise of the Bowman Gilfillan Africa Group in the non-marine spheres. This ties in well with our expansion into Africa, where the fast pace of infrastructure development is being driven by rapid expansion in the oil and gas and mining industries.”

The partners at VPN believe that the merger will offer benefits to their core shipping and logistics clients, providing easy access to specialist maritime and transport lawyer in the South African ports. “This will, we believe, significantly enhance the effectiveness of the current Bowman Gilfillan Cape Town and VPN Durban shipping and transport teams. Our ports and terminals team will also be sig-nificantly bolstered, with strong support from existing Bowman Gilfillan experts on the construction, engineering, financing and environmental side,” they said.

Both firms share a pan-African vision and the synergies derived from this will greatly enhance the offering to clients.

Outside of South Africa, Bowman Gilfil-lan has offices in Kenya, Tanzania, Uganda, Madagascar and Botswana.

Merger consolidates maritime service offerings for legal teams

The Managing Director of Nige-rian Ports Authority (NPA), Malam

Habib Abdullahi, has established a five-man committee charged with responsi-bility of midwifing the entire concession of terminal B of the old ‘Warri Port in Delta State.

Tagged Project Delivery Team (PDT) the Committee, which was inaugurated at the beginning of August, has been saddled with the responsibility of en-suring a seamless transaction of the project in conjunction with the Bureau of Public Enterprises (BPE).

The committee has as its terms of reference the collation of submitted expression of interests by prospective companies and will be tasked with their evaluation as well as the preparation of request for proposals to explain the rules of engagement as well as devel-opment of information memorandum. Terminal B of old Warri Port, has re-cently undergone a comprehensive in-frastructural facelift that includes the reconstruction of quay wall, which was raised to the level of sustaining the ter-minal for operational efficiency.

Committee established for port concession“This will, we believe, significantly enhance the

effectiveness of the current Bowman Gilfillan Cape Town

and VPN Durban shipping and transport teams. Our ports

and terminals team will also be significantly bolstered, with strong support from existing Bowman Gilfillan

experts on the construction, engineering, financing and

environmental side.”

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INTERNATIONAL NEWS News impacting the global maritime industry sectors


Boosting marine traffic monitoring via satellite

The European Maritime Safety Asso-ciation (EMSA) will improve the iden-

tification and tracking of seafaring vessels anywhere on Earth from 2018 under a public–private partnership with LuxSpace of Luxembourg and exactEarth of Canada.

Existing marine traffic control, which is based on radio links, is limited to coastal areas and even near shore can still expe-rience signal gaps. The system was origi-nally developed to prevent collisions, but now also tracks ships to help prevent pol-lution, aids in the movement of danger-ous goods and offers routine surveillance.

Large vessels and all passenger ships ir-respective of size are mandated by the In-ternational Maritime Organisation (IMO) to carry Automatic Identification System (AIS) equipment. The system transmits the course and speed, as well as identifi-cation and position information to other vessels and shore stations.

While AIS has been deployed globally, it has one major limitation: the earth’s curvature limits its horizontal range to about 74 km from shore. This means that AIS traffic information sent out by ship beacons is available only around coastal zones or on a ship-to-ship basis.

Satellites are, therefore, the answer. The ship’s identity and position are re-corded by the satellite and then sent to ground stations for processing and distri-bution.

ESA is promoting SAT-AIS in partnership with the European Maritime Safety Agen-cy to meet the requirements of users, particularly those of government agencies such as coastal administrations.

Connectivity contract awarded

Imtech Marine has been awarded a three-year contract by Northern Light-

house Board to provide VSAT systems

with connectivity and value added ser-vices. The contract also includes mainte-nance services for the five vessels oper-ated by Northern Lighthouse Board and Trinity House in the UK. The five vessels maintain safe shipping lanes around the Scottish and English sectors of the British Isles coastline. The solutions provided by Imtech Marine will enhance the vessel operations and improve crew welfare by offering a reliable internet connection and communication. The value added services include a solution that efficiently sepa-rates business and crew usage.

Imtech Marine will also provide remote VSAT monitoring support on all five ves-sels. The on-board networks can be re-

motely accessed and supported by the customer’s IT department via the VSAT system. Next to this, the vessels will have a first line of fault reporting via the Im-tech Marine Global Technical Assistance Centers (GTAC). Through GTAC, Imtech Marine monitors the vessels’ systems re-motely around the clock, enabling early detection of problems and the remote correction of system faults.

In the port of Southampton the Trinity House vessel Patricia was the first of the five to have the connectivity solution of Imtech Marine installed.

Imtech Marine presently supports VSAT communication systems on over 300 ships operating worldwide.

International Educational Support Fund launched

Over £50,000 was raised at the International Marine Contractors Association (IMCA) Midsummer Charity Ball held in Aberdeen during June. This, and other

resources set aside by the international trade association, forms the launch pad for IMCAre, a new international educational support fund.

“The marine contracting industry constantly strives for ever-greater safety levels. This is, after all, what IMCA guidance, safety flashes and safety promotion material is all about, coupled with the industry’s determination to aim for “zero incidents,” explains IMCA’s Chief Executive, Chris Charman. “Regrettably, however, incidents do still occur around the world, and we believe the marine contracting sector should provide support and assistance to those affected, particularly for families and com-munities where accidents to breadwinners can have significant impacts and serious consequences.

“IMCA’s Council and Overall Management Committee decided that rather than sim-ply providing money, it would be much more in keeping with the aims and goals of our association to provide funds to support education – and thus the ability to add longer term value to those families and communities affected by a tragedy.

“IMCAre was born from this idea,” he says. “We are asking our Sections around the world - Asia-Pacific, Europe & Africa, Central & North America, Middle East & India, and South America - to identify deserving causes in their region and submit proposals to the IMCA Council and Overall Management Committee for an allocation of funds. Monies will then be passed to those Sections for distribution to the families, com-munities, schools, or training centres – wherever we believe we can provide the most educational impact.

“Naturally we will expect the relevant Section to remain involved with their projects to mentor, monitor and manage them in order to ensure the best outcomes.”

The Society for Underwater Technology, which already operates an educational charity, will be providing administrative and banking support, which means that IMCA does not need to incur the cost and overheads involved in setting up and running another educational charity.

STATUTORY SERVICES

IACS member classification society, Korean Register (KR) has been fully authorised to deliver statutory ser-vices by the Ministry of Transport and Communications in the Sultanate of Oman. . The Oman authorities have also authorised LR and BV - alongside KR – allowing each society to perform statutory services on the government’s behalf.

FIGHTING CORRUPTION

Wilhelmsen Ships Service (WSS) is now a full member of the Maritime Anti-Corruption Network (MACN) and will be joining the campaign to eliminate corruption across the maritime indus-try. Bjørge Grimholt, WSS President said: “Membership of a global body such as MACN means that we are able to make an impact in the fight towards eradicating corruption issues across our industry.”

LAUNCHED

The United Kindom’s new 283-metre long aircraft carrier HMS Queen Eliza-beth, approved and classed by Lloyd’s Register, was launched at the begin-ning of July, by the Queen, at Rosyth shipyard in Scotland. The vessel, which is the first of two new carriers to be built in the UK, is due to go for sea trials in November 2016, with delivery at the beginning of 2017.

PROMOTING SAFETY

Thirty countries and 72 organisations were represented at the third Inter-national Maritime Rescue Federation (IMRF) Mass Rescue conference held in Sweden. Presentations ranged from the background of the Costa Concordia rescue operation and the US Coastguard’s Black Swan mass rescue exercise, to an address from Dan- Sten Olsson, owner and CEO of Stena AB, and a moving account of rescue follow-ing 40 hours in the sea from Moham-mad Mobarak Hossain, 2nd Officer of the cargo ship Hope.

Final material will not be supplied for print/publication until such time as approval is received. Please return fax to: 086 509 4850

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MARITIME MEMORIES By Brian Ingpen


When inferior anchors dragged or the more flimsy cables parted in

wild weather, signal flags and later rockets were the only communication between a distressed vessel and the shore. And, apart from waiting for lifeboats to come ashore or dragging half-drowned crew-members from the surf, there was little the early folks could do to assist.

Tavern of the SeasIn the 1800s the growing trade be-

tween Europe and the orient shipping traffic at the Cape increased, and the Tavern of the Seas became even more im-portant. As more ships called, the number of casualties grew: seven ships and over 200 people were lost in July 1822, six in July 1831, and, during the night of 17 May 1865 – five years after the construction of the harbour had begun – the “Great Gale” wrecked 18 ships, including the Union Line mailship Athens. She was wrecked with all hands near Mouille Point. Her engine-top remains visible, a testimony to the quality of British steel.

Usually boatmen would take out extra anchors to ships in the roadstead, but of-ten the conditions were too hazardous. The early tugs would need to raise steam before heading out into heavy seas where they were also placed in grave danger. A swell breaking across the deck might flood the engine room and extinguish the fire in the boiler, disabling her.

The Great Gale“The night of August 14,” reads an ar-

ticle in the Cape Times of Saturday 16 August 1902, “will long be remembered by the residents of Cape Town as one of

the most disastrous in the records of Table Bay. One steamer and one sailing vessel were driven ashore during the tremen-dous gale which prevailed throughout the night, and another sailing vessel was carried into such violent collision with an anchored steamer that she sank immedi-ately, all her crew, with the exception of four men, being drowned…”

Inward bound with a cargo of Welsh coal for Cape Town, Highfields, had ex-perienced extreme weather for about a week prior to her arrival in Table Bay. By the time she was sighted off Sea Point, she had lost most of her canvas. With only a topsail and a sail at the mizzen, she was being driven helplessly when she struck the Deutsche Ost-Afrika Linien’s passen-ger steamer Kaiser that was anchored in the bay, and “sank like a stone.”

Her crewmembers grabbed whatever flotsam they could, but as the newspaper reported the story of a survivor, a group of about 12 men were clinging to some of the vessel’s timbers. However, “…every wave that struck it [their make-shift raft] turned it…so that the men had to struggle up once more to gain a safe position…one can only imagine the awful nature of the poor fellows’ sufferings, as, numbed by the cold of the water, their exhaustion was momentarily increased by the continual

efforts they had to make to keep their hold of the little raft…After as gallant a fight for life as has ever been recorded, the seamen dropped away, one by one…”

By the time the tug Alert arrived at the scene, only four men were left, clinging to the spar, and the tug’s crew hauled one man to safety, but the raft disappeared from sight. Fortunately, another crew-member was rescued by the Union-Castle steamer Raglan Castle and another by the freighter Surrey. Yet 23 of their shipmates perished in the disaster.

City of Lincoln (not to be confused with the Ellerman freighter that grounded at Quoin Point in 1947) had berthed in Cape Town 11 days earlier with a cargo of 4,100 sheep and 86 cattle which were landed. She then proceeded to anchor in Table Bay while machinery parts were repaired ashore.

Although the work had been complet-ed, the storm, which had been lashing the Cape prevented boatmen from taking the repaired parts out to the ship, lying in the bay with both anchors and full lengths of chain out. The storm seemed to be abat-ing when a squall of “hurricane force” hit the ship that began to drag her anchors and she was driven ashore.

The Salt River lifeboat put to sea and rescued those crewmembers who were

Even in modern times and, despite ships having the most

sophisticated equipment, heavy swell and strong wind

in Table Bay have led to di-saster. In earlier times, the situation was much worse.

Weather forecasting was not as accurate, leaving ships at

anchor little warning to head for the open sea ahead of an

approaching depression. Many had to ride out the storm in

an unprotected roadstead and hope for the best.

By Brian Ingpen

�� Sealand Express stranded on Sunset Beach in Table Bay in August 2003 after dragging her anchor during a storm that unleashed 13-metre swells and winds that gusted over 60 knots. She was refloated six weeks later following a complex operation by Smit Salvage involving a dredger removing sand banks that had developed around the ship. Photograph : Andrew Ingpen

TABLE BAY - STORMY ANCHORAGE

MARITIME MEMORIESBy Brian Ingpen


unable to come ashore via the Breeches buoy that had been rigged. The vessel that had been built as the trans-Atlantic liner Manhattan became a total loss.

Carrying general cargo for Cape Town, Brutus anchored in the bay and also be-gan to drag her anchor before the relent-less wind and swell that drove her ashore at the Salt River mouth. The harbour life-boat rescued all her crew. She was refloat-ed later, but because of damage incurred during her stranding, she did not resume trading and became a storage hulk in Ta-ble Bay.

In that role, she became extremely use-ful nine years later when, inward from Liverpool with a full cargo – including 350 tons of dynamite, the Shaw Savill steamer Aotea arrived in Table Bay. Because of her dangerous cargo, she was scheduled to coal from lighters in the roadstead and did not enter the harbour.

When going to her anchoring position, Aotea’s master mistook the reflection of the red light at the end of the breakwater for the light itself which, from the position of his ship, was shrouded in fog. Having erroneously taken a wrong bearing on that reflection, he altered course accord-ingly, a mistake that put his ship ashore near Mouille Point. Since the weather was calm, the ship was not in danger of break-ing up, but the dynamite cargo posed a major threat to the crew and the buildings along the coastline.

Among the first operations to bring

cargo ashore was the recovery of the dy-namite and, within hours of the stranding, a tug brought lighters into which steve-dores gingerly discharged the boxes of explosives that were then stowed in the holds of Brutus, then a hulk in the bay. This proved to be a wise move as a fire broke out in a coal bunker near the stern of Aotea a few days later and could have caused an enormous explosion had the dynamite still been aboard.

Aotea was refloated six weeks later and berthed at the Collier Jetty where survey-ors determined that she could be repaired

Other mishapsAmong other accidents and strandings

in Table Bay, the incident involving the war-built US steamer William Lykes in Oc-tober 1955 was indeed curious. She had discharged only a small amount of cargo in Cape Town, and was still loaded almost to her marks when she sailed for the coast in thick fog. Once out of the Duncan Dock, she altered course to starboard, possibly to anchor out of the fairway until the fog cleared. According to a contemporary report, Lykes Line was “opposed to radar apparatus, and its ships are the only US vessels on the Cape trade without it.” She grounded seaward of the Eastern Mole, on a mudbank.

On the rising tide, the Cape Town tug TH Watermeyer pulled for several hours, but the mud held the freighter. Salvors contracted all four harbour tugs; lashed them alongside the ship and used their propeller wash to clear the sandbank from which she was refloated four days later.

Despite their modern navigation equip-

ment, many other vessels have gone ashore in Table Bay in more recent times. Some have come to grief on Robben Is-land, along Table Bay’s beaches, and on rocks near Green Point. The latter claimed the Greek steamer George M Livanos (April 1947), laden with wool and nickel ore as well as the Safmarine freighter, SA Seafarer (July 1966), both the result of faulty navigation. Two years later, a near-miss involved the Shell tanker Siv-ella that touched bottom near the Green Point lighthouse, but swift action by the port authorities saw her refloated within hours, thus averting a pollution disaster that could have assumed the proportions of the Torrey Canyon accident off the south-west coast of Britain in 1967.

Who will forget the curious stranding on Whale Rock at Easter, 1986, of the fully-laden Korean ore carrier Daeyang Family, en route from Brazil to Korea? Nine other ships have hit that huge rocky outcrop over the years.

The two most recent casualties include the American containership Sealand Ex-press (ashore on Sunset Beach after her bridge team failed to act timeously when she began dragging her anchor during a wild storm in Table Bay in August 2003) and Seli 1, the Turkish collier that was wrecked on Table View beach in Septem-ber 2009 after a machinery failure.

From the early days of navigation to the Cape, Table Bay has seen a plethora of maritime dramas, many with serious loss of life, and testimony to the elements that led Bartholomew Diaz to describe the Cape as Cabo Tormentosa.

�� While en route from Australia to Antwerp with a cargo of wool and nickel ore, the Greek freighter George M Livanos was approaching Cape Town in fog on 1 April 1947 when she ran aground at Green Point, despite the booming foghorn at the lighthouse. She fractured almost im-mediately. Locals thought it was an April Fool’s joke when news of her stranding spread through the city. As she became tidal, the rising water brought fuel oil in contact with her hot furnaces and a major fire broke out, burning for 17 days. Photograph : Brian Ingpen/George Young Collection

PEOPLE AND EVENTS Appointments • launches • functions • announcements


The Dutch Minister for Foreign Trade and Development Cooperation, Lili-

anne Ploumen, and a Dutch Trade Delega-tion visited Damen Shipyards Cape Town (DSCT) during July where she presented newly qualified welders and boilermakers from the DSCT in-house Apprentice Train-ing Centre.

Minister Ploumen and the other guests were welcomed by Damen Shipyards Cape Town staff, including board mem-bers Sam Montsi, Friso Visser and Sefale

Montsi-Zuma.

With 20 apprentices on hand to re-ceive their certificates, the Minister con-gratulated them on their achievements. DSCT’s Apprenticeship Training Centre is accredited by MerSETA (Manufacturing, Engineering and Related Services Sector Education and Training Authority) for both the Welding and Boilermaking trades.

The Apprenticeship Training Centre invigorates the DSCT yard with new gen-erations of practitioners of up to 15 new

apprentices each year. In total there are 39 employees who have benefited from the Apprenticeship Training Centre, some of which have been apprentices and some are yet to qualify.

The Dutch delegation also took a tour of the DSCT yard, which included a view-ing of the ATD 2909 that is currently under construction for the South African Navy; a look at the FCS 5009 Patrol Vessel and a viewing of ‘Shed 6’ which is currently being constructed and is due to be com-pleted later this year.

The addition of Shed 6 to DSCT’s collec-tion of production halls will add 1280m² of invaluable production floor space to DSCT’s production portfolio.

DSCT aims to be a learning organisa-tion that attracts, trains and retains the best in the field. The company invites and encourages employees to improve their skills to get the maximum benefit from shared knowledge, competencies and talents. Training does not stop at artisan level and therefore the company offers its employees training in budgeting, safety, first aid, firefighting, scaffolding, crane driving and more.

“We believe in constant self-improve-ment for a healthy and competitive com-pany, and so various training courses are offered at all levels within the organisa-tion,” says HR manager Heather Dukas. These initiatives benefit the company’s employees as individuals and the shipyard as a whole.

New head for Shippers Council

Brenda Horne-Ferreira, previous CEO of the Maputo Corridor Lo-

gistics Initiative has been appointed to head the South African Shippers Coun-cil (SASC) and takes over from outgoing part time Executive Director, Dr Bever-ley Waugh.

A decision to create a full time secre-tariat was taken at the Board and Exco meeting in June where it was unani-mously decided to appoint Horne-Fer-reira as the CEO, effective 1 July 2014. Her mandate will be to open up a per-manent office for the SASC in Gauteng as well as raise membership, finance and support for the Council.

“After thorough research into the models of more than 60 shippers’ councils globally – every country with an economy of note has a shipper’s council with a permanent secretariat to drive and be an advocate for sup-ply chain efficiencies, communication and research with stakeholders for the benefit of the cargo owners, service providers and economy as a whole,” she says.

Oceana Group delivers food packagesPre-schoolers in Hout Bay and St Helena Bay will benefit from the Oceana Founda-

tion’s International Mandela Day food packaging initiative, as employees based at the company’s group offices did 67 minutes of service in honour of former Presi-dent Nelson Mandela.

Oceana employees got a head start by gathering at Oceana House in Cape Town on July 15 to pack 19 440 meals. These meals benefitted 310 learners at eight Early Child-hood Development Centres - four in Imizamo Yethu in Hout Bay and four in Laingville, near St Helena Bay.

In three sessions lasting 67 minutes each, Oceana employees packed 19 440 meals consisting of rice, soy, dehydrated vegetables and a mixture of 21 vitamins and min-erals. The Oceana Foundation will however provide the funding for 43 200 meals in total.

“Making a difference to the lives of others is vital in celebrating Madiba’s legacy. Last year our employees packed 17 496 meals, funded by the Oceana Foundation for Stop Hunger Now (SHN) and in 2012 we packed 14 688 meals. Our aim is to increase our contribution each year,” said Oceana CEO Francois Kuttel.

Dutch Minister visits newly qualified welders at Cape Town shipyard

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For more information on these and other events shcd-uled for 2014, please visit our website:

www.maritimesa.co.za.

PEOPLE AND EVENTSAppointments • launches • functions • announcements


SAMSA ambassadors scoop wins at Durban beach extravaganza

The South African Maritime Safety Authority’s (SAMSA) maritime sports

Ambassador Ntando Msibi scooped two wins on the final day of the 2014 Durban July Surfing Extravaganza, sanctioned by Surfing South Africa as a 2A Rated Pro Surf Tour event.

The event was supported by SAMSA, eThekwini Municipality and hosted by the KZN Central Surfriders Associationin conjunction with event organizer, Durban Stars. The contest offered over R50 000 in prize money across ten surfing divisions.

Msibi came third in the Under 20 divi-sion and took fourth place in the Under 18 division. Msibi was a recipient of a schol-arship award for the 2013 International Surfing Association competition in Ecua-dor from SAMSA.

The surfing and Jet Ski competitions are in line with SAMSA’s long-term strategy of developing marine tourism and leisure in-vestment for port cities.

Marine tourism and leisure, is one of the maritime sub-sectors currently receiv-

ing priority at SAMSA. The authority sup-ported Durban Stars last year when the festival was introduced for the first time and received resounding success.

SAMSA Corporate Affairs head Ayanda Mngadi said the authority’s support in the surfing contest over two years was because of its interest that marine tour-ism was a competitive player in the global market.

The surfing competition this week also provided platforms for SAMSA ambassa-dors such as surfers SifisoMhlongo and SandileMbuthoto train young enthusiasts in surfing. These were random visitors on the beach.

Other SAMSA ambassadors include Samelikiswe Cele, Wazir Surajlall, Jade

Metts, Olivia Brand, Olivia Izzard, Cana Foster, Tide Lee Ireland, Bevan Willis, Teal Hogg, S’celo Zondwayo, Dan Redman, Welcome Radebe, Jordi O’ Keefe, Msibi, David Van Zyl and Brandon Jackson.

Msibi said: “I am very excited that my hard work has paid off. SAMSA’s support has allowed me to realize some of my dreams. There is nothing that will stop me from achieving my goals to become a pro-surfer.”

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Africa charts course for integration

In mid-July African ministers in charge of integration attended a meeting in Ezulwini, Swaziland. The theme of the meeting was Infrastructure and Integration in Africa,�

and resulted in the adoption of a ministerial declaration highlighting strategies and ac-tions to speed up infrastructure development to support regional integration.

Integration has long been one of the key goals of the African Union and is central to the African Union Commission (AUC)’s strategic plan for 2014 – 2107. Infrastructure is regarded as the facilitator of this integration.

“If Mauritius can only use maritime as their economic benefactor, we have coastlines of thousands of kilometres. We can utilise this untapped resource,” says Mngadi.



End of an P&I era

Taking official retirement, Alan Reid of P&I Associates, celebrat-

ed his career with colleagues and in-dustry friends in Cape Town recently.

As a name that is synonymous with the P&I industry, Alan’s retirement will mark an end of an era in the sector.

Speaking at his retirement, Michael Heads of P&I Associates admitted that he accepted the offer of employment at the company because he wanted to work with Alan.

“He is so well respected that even P&I Club Managers contact him for advice. He has spoken at three inter-national group club conferences - no other P&I correspondent in the world has ever achieved this feat,” he said adding that he even received a stand-ing ovation.

As the son of a medical doctor, Alan first went to sea in 1967 as a cadet with the Brocklebank Line of Liver-pool. He obtained his masters’ certi-fication in 1977 and sailed the world before becoming a tug driver for 18 months in Durban in 1982.

In 1984 he joined Chetties as a ma-rine surveyor and on 1 July 1986 he joined P&I Associates where he was appointed as Managing Director in 1994 - a position he has held for 20 years.

Describing the work satisfaction they have achieved in the industry, Heads also lauded the support that Alan has received from his family who have understood the long hours and overtime involved.

Alan is married to Miriam and has a son and daughter with her.

He now retires, having been with the company for 28 years and says he is likely to pursue other maritime op-portunities.

SAMSA Board appointment

Vice Admiral Johannes Mudimu has been appointed as the Board

Chairperson for the South African Mari-time Safety Authority (SAMSA), effec-tive 1 August 2014. His appointment has been welcomed by the Transport Minister, Honourable Dipuo Peters (MP).

Other members of the Boards ap-pointed as Non-Executive Directors of the SAMSA are:

� Adv Motsehoa Brenda Madumise (Board Deputy Chairperson)

� Dr Michael Harry Hendricks,

� Mr Frederick Andrew Jacobs,

� Ms Nomsa Margaret Cele, and

� Mr Brett Naidoo

West Coast schools receive minibus

Two West Coast primary schools, Ma-siphathisane Primary School in Lou-

wville, Vredenburg, and Steenberg’s Cove Primary School in St Helena Bay are the recipients of two brand new Toyota Quan-tum minibuses donated by the Oceana Foundation. The combined value of the vehicles is R693 000.

The handover, which took place in early August, was attended by representatives from the Department of Basic Education, Saldanha Bay Municipality and represen-tatives from the Oceana Group, along with staff and pupils from both schools.

Some of Oceana Group’s employees who live in Laingville, St Helena Bay send their children to the school which is 30km away from their homes.

Steel cutting ceremony marks the start of tugboat production

Marking the start of a contract to build nine tugboats for Transnet National

Ports Authority (TNPA), Durban-based SA Shipyards recently hosted a steel cutting ceremony where TNPA Chief Executive, Tau Morwe officially pressed the button to kickstart the build process.

The contract, estimated to be worth over R1.4 billion will see SA Shipyards, un-dertake the largest shipbuilding contract in Rand value to be built locally in South African history.

The tugboats will replace aging ves-sels and increase the fleet in the ports of Durban, Richard’s Bay, Port Elizabeth and Saldanha Bay.

“To meet an almost unprecedented tar-get of building the nine tugboats in just 42 months, they will be built in tandem, with five tugs under construction at any given time, with varying launch dates,“ said Pra-sheen Maharaj, SA Shipyards Chief Execu-tive.

The first tug will be launched in Novem-ber 2015 while the last tug will be handed over in the first quarter of 2018.

In another move to meet the tight building programme, sub-contractors supplying technical expertise from the installation of electrical systems, engines and propulsion units, have established workshops in SA Shipyards premises. Subcontractors include well-known multi-national companies such as Barloworld/Caterpillar, Siemens and Voith Schneider.

Underpinning the contract is a large Local Supplier Development Programme which ensures local content is maximised and that black suppliers, women-owned and youth-owned businesses are included in the procurement process. In addition a number of national and international training and development opportunities will be created for local employees.

“The new tugs will be the most powerful ever to enter TNPA’s service. Compared to the older generation tugs currently in use, which have a bollard pull of 40 and 32.5 tons, eight of the new tugs will have a 70 ton bollard pull. At 31 metres long, 11.5 metres wide and 18 metres high, they are

slightly larger than the exist-ing ones,” says Rufus Lekala, TNPA Chief Harbour Master.

“More remarkably, the ninth and final tug to be built will be 42 metres long, 15 metres wide and have a bollard pull of 100 tons, making it the most power-ful tug in the world,” says Lekala.

�� Left:� Tau� Morwe� presses�the�button� to� set� the� contract�in�motion�at�SA�Shipyards.

PEOPLE AND EVENTSAppointments • launches • functions • announcements


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Your P & I Solution in AfricaWe are commercial correspondents and surveyors for the Protection and Indemnity industry and we represent all the International Group of P&I Clubs. We serve those interests throughout South Africa and along the East and West coasts of Southern Africa. To ascertain how we can help you or to �nd out what we do, go to our website and select one of the several topics. If you have any comments or questions select contact us to contact one of our specialist team members or email us at:[email protected]

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RETIREMENT FUNCTION: bidding farewell to Alan Reid



Celebrating a decade of service to Africa

Marine Data Solutions, guided by the leadership of their Managing Direc-

tor, Steve Nell, celebrated a decade of ser-vice to the marine industry at a gala event in Cape Town recently.

Nell, who saw an opportunity to turn a struggling division within Transnet into a flourishing business venture, has lead the company to develop service and product offerings for the continent. Marine Data Solutions (MdSol) now boasts some 65 installations across Africa and represents

some of the largest brands.

With input from some of their clients and suppliers such as Namport, Transnet National Ports Authority and the South African Maritime Safety Authority, the function demonstrated the level of com-mitment MdSol puts into creating long lasting relationships with their customers.

Speaking on behalf of Namport, CEO Bisey Uirab,highlighted the solutions that MdSol has provided that have ensured operational efficiency for the port opera-tor and added that their “technological foresight” was appreciated.

TNPA Chief Information Officer, Mole-batsi Lentle described their relationship with MdSol as a partnership that had grown over many years. “If you don’t function, we don’t function,” he said ex-plaining that the relationship was more than a customer/vendor one.

He added that future goals included re-ducing the complexity of working within the port system and managing data.

In his keynote address, Commander Tsietsi Mokhele of the South African Mari-time Safety Authority (SAMSA) explained the company’s humble beginnings and praised Nell for believing in his colleagues when he took over the company and be-gan his journey to steer it towards suc-cess.

Mokhele recalled challenging Nell to tackle the African market and remarked that MdSol’s success in this regard is re-warding to see. “MdSol stands second to nobody and can only get better,” he said.

Acknowledging the support of his fam-ily and wife as well as his staff, Nell said the company was poised to tackle the next milestones of delivering customer focused, innovative and technical services to Africa.

Boost for sea rescue activities

Nautic Africa’s donation of two innovative Major Incident Response Units (MIRU) trailers to the National Sea Rescue Institute (NSRI) will boost the volunteer body’s

ability to perform successful rescues along the coast.

The first-of-their-kind trailers are lightweight, multi-functional and extremely versa-tile. They can be used to provide a mobile base for rescue operations in remote loca-tions, to assist in improving VHF Marine Radio communications between the different NSRI rescue boats and rescue vehicles as well as provide quick and convenient access to pre-packed rescue equipment. They can also be used to provide flood and strobe lighting for night rescues (including emergency lighting for warning motorists) and can be equipped with on-board fresh-water systems and electrical power capabilities.

The two units, which are to be deployed at NSRI Station 26 in Kommetjie and the NSRI Station 31 in Still Bay, are being built by Metalian Trailers, who have contributed their su-perb trailer-building skills and creativity to this proj-ect. �� Johnathan� Bakker�

and� James� Fisher� of� Nautic�Africa�with�Mark�Hughes�and�Brett�Ayres�of�the�NSRI.

COMMUNITY PARTNERSHIPS 18 July is a date that Smit Aman-

dla Marine looks forward to each year with an eagerness to give back to the communities in which it operates. This year, teams in Durban, Cape Town, Mossel Bay and Port Nolloth got in-volved in some interesting initiatives.

In Durban the team assisted with repair work at the local Sea Cadets Headquarters. The Mossel Bay team also picked up tools and headed down to the Siyanithanda Disabled Childcare Centre to paint their premises and deliver food parcels. Team Cape Town embarked on a Sandwich Drive for the Haven Night Shelter, and in Port Nol-loth, the company hosted a Maritime Careers Expo.

Smit Amandla Marine also support-ed organisations to which employees devote their time and resources, by is-suing donations to these organisations throughout the month of July.

�� Suppliers�and�staff�at�the�gala�event�to�cel-ebrate�the�10�year�anniversary�in�Cape�Town.�

IN THIS SECTION>>

Penguins continue to be at risk from

habitat degradation

A major study of different pen-guin species by a group of 49 scientists, including the Depart-ment of Environmental Affairs’ Dr Rob Crawford, has found that birds are at continuing risk from habitat degradation, and recommends the establishment of more Marine Protected Areas (MPAs) to help mitigate against a range of effects including: food scarcity (where fisheries com-pete for the same resources), being caught in fishing nets, oil pollution and climate change.

Populations of many penguin spe-cies have declined substantially

over the past two decades. In 2013, eleven species were listed as “threat-ened” by the International Union for Conservation of Nature (IUCN), two as “near threatened” and five as “of least concern”.

In order to understand how they might respond to further human im-pacts on the world’s oceans the scien-tists examined all 18 species by look-ing at different factors where human activity might interfere with their populations.

The study considered all the main factors affecting penguin populations including: terrestrial habitat degrada-tion, marine pollution, fisheries by catch and resource competition, envi-ronmental variability, climate change and toxic algal poisoning and disease. The group concluded that habitat loss, pollution, and fishing remain the primary concerns.

They report that the future re-silience of penguin populations to climate change impacts will almost certainly depend upon addressing current threats to existing habitat degradation on land and at sea.

Continued on next page

There is one species of penguin in Africa – the African penguin, which breeds only in South Africa and Namibia and is classified as glob-

ally endangered. The South African population of this penguin has decreased by 65 percent since 2001, especially along the west coast

where sardine, a favoured prey item, has recently been scarce.

On a quest for biodiversity >> Dr Jean Harris currently heads the Sci-entific Services division of Ezemvelo KZN Wildlife, where she leads a team of scientists, planners and technicians that provide scientific advice for con-servation of biodiversity. >> page 48.

The Global Ocean - from decline to recovery >> The Global Ocean Com-mission has been relatively quiet since its formation over a year ago, but it would seem that the time has been well spent formulating a plan to rescue our endangered oceans. >> page 50.

New home for second hand fishing nets >> Thanks to the Oceana Group and the Western Cape Industrial Sym-biosis Programme, tons of discarded fishing nets have found a new home on the sports fields of several Western Cape Schools. >> page 50.

Benguela ratification process com-pleted >> South Africa recently com-pleted the ratification process of the Benguela Current Convention (BCC), a formal agreement between the three governments of South Africa, Angola and Namibia. >> page 52.

GREEN MARINE Keeping our oceans alive with opportunity


Natalie Janse asked Dr Harris a few ques-tions.

Give our readers a brief overview of your career path thus far.

After completing my doctoral in 1993, I joined the terrestrial Antarctic Pro-gramme of the Fitzpatrick Institute of Afri-can Ornithology for two years. I was keen to experience this amazing wilderness and took part in a four month research expedition to Dronning Maud Land where we lived in tents on the ice for six weeks to study the biota of the inland rocky out-crops (nunataks).

After this, for my post-doctoral study, I returned to marine research to study rocky shores along the east coast of South Africa. I soon became concerned about the human impacts on these intertidal ecosystems and the conflicts between us-ers of the shores. From this grew the two main thrusts of my research interests: marine biodiversity protection tools and ways to achieve equitable sustainable re-source use.

I was then employed by Ezemvelo as a Marine Ecologist in 1995 and based out of Hluhluwe-Imfolozi Game Reserve in Zu-luland for six years, before moving into a new regional position as Marine Ecologi-cal Advice Co-ordinator in Durban.

During this time I initiated two main projects, the first being the establishment of co-management arrangements for sub-sistence fishers living alongside the coast to provide access to intertidal resources in a sustainable manner within demarcated traditional zones. My second project set out to map the habitats and biota on the shores of the south-east coast of southern Africa, and to assess their state and pro-tection. This was then expanded to the east coast systematic conservation plan-ning project, called “SeaPLAN”.

This project was done in collabora-tion with other organisations such as the Oceanographic Research Institute (ORI), Universities and the South African Nation-al Biodiversity Institute (SANBI). It result-ed in a Marine Protected Area Expansion Plan for the province of KwaZulu-Natal, with four of the important areas identi-fied now being considered as sites for the establishment of new protected areas.

What does your job entail on a daily basis?

My job is very varied, involving both field-work and office-work, and a fair amount of travel both within South Africa as well as internationally. In most cases there is some problem-solving and man-agement decision-support, as well as en-

Penguins continue to be at risk from habitat degradation cont

The study further notes that protection of penguin habitats is crucial for their future survival. This could be in the form of appropriately scaled marine reserves, including some in the High Seas, in areas beyond national jurisdiction.

Dr Phil Trathan, Head of Conservation Biology at the British Antarctic Survey and the lead author of the study, said: “Penguins and humans often compete for the same food, and some of our other actions also impinge upon penguins.

“Our research highlights some of the issues of conservation and how we might pro-tect biodiversity and the functioning of marine ecosystems. Whilst it is possible to de-sign and implement large-scale marine conservation reserves it is not always practical or politically feasible. However, there are other ecosystem-based management meth-ods that can help maintain biodiversity and a healthy ecosystem.

“For example, the use of spatial zoning to reduce the overlap of fisheries, oil rigs and shipping lanes with areas of the ocean used by penguins; the use of appropriate fish-ing methods to reduce the accidental by-catch of penguins and other species; and, the use of ecologically based fisheries harvesting rules to limit the allowable catches taken by fishermen, particularly where they target species that are also food for penguins.”

The scientists believe their work will be of benefit to other studies of animal species, not just in the southern hemisphere, but the northern hemisphere too where human impacts on the environment is even greater.

There is one species of penguin in Africa – the African penguin, which breeds only in South Africa and Namibia and is classified as globally endangered. The South African population of this penguin has decreased by 65 percent since 2001, especially along the west coast where sardine, a favoured prey item, has recently been scarce.

The bulk of the South African population now resides in Algoa Bay. Four species of penguin (King, Gentoo, Macaroni and Southern Rockhopper) breed at South Africa’s sub-Antarctic Prince Edward Islands in the south-west Indian Ocean.

They have all been classified as Vulnerable or Endangered in a recent regional as-sessment conducted by BirdLife South Africa. In the last two decades Gentoo penguins have decreased by 52 percent at Marion Island (one of the Prince Edward Islands), macaroni penguins by 33 percent and southern rockhopper penguins by 68 percent. Scarcity of food is thought to have played a major role in the decreases of Gentoo and southern rockhopper penguins, whereas macaroni penguins suffered substantial mortality from disease.

The world’s largest penguin, the emperor penguin, breeds near South Africa’s base in Antarctica. Based on models of changes in climate parameters of the Southern Ocean, it has been predicted that colonies of emperor penguins at latitudes north of South Africa’s base are likely to experience decreases within the next several decades.

On a quest for biodiversity and sustainabilityDr Jean Harris studied Marine Biology at the University of Cape Town. She currently heads the Scientific Services division of Ezemvelo KZN Wildlife, the conservation agency on the east coast of South Africa. Here she leads a team of scientists, planners and technicians that provide scientific advice for conservation of biodiversity. Harris was awarded a Pew Fellowship in Marine Conservation, joining an inter-national group of individuals nominated for their contribution to ma-rine conservation. Harris also currently serves on the Marine Science for Management Programme Committee Western Indian Ocean Ma-rine Science Association (WIOMSA) which acts to promote research and capacity building for marine conservation and resource manage-ment. She is a qualified Offshore Yacht-Master Skipper and a Class IV Scientific Diver and Supervisor.

GREEN MARINEKeeping our oceans alive with opportunity


gagement with stakeholders and users of the marine environment.

I am often involved in strategy planning and asked to give input on the develop-ment of conservation policies. I also spend a fair amount of time securing funding and trying to provide an enabling environ-ment for priority conservation research and monitoring. In addition I supervise MSc and PhD marine ecology students.

What aspects of your job to you par-ticularly enjoy?

I particularly value being able to engage with passionate people who are working to protect our natural heritage. These folk include the scientists, students and the conservation managers I work with direct-ly, but also the many people outside of formal conservation and research agen-cies who are committed to making a dif-ference, and voluntarily give of their time and resources - like citizen scientist and technical deep diving legend Peter Timm.

A wonderful aspect of my job is the ac-cess it gives me to remote and unspoiled places, and the privilege it is to be given

an opportunity to work to protect them. Being a biologist has also given me great travel opportunities. For example, I have joined scientific teams diving in the Gala-pagos Islands and Great Barrier Reef, and participated in ship cruises aboard the SA Agulhas to Antarctica and Marion Island.

Please tell us a bit about your latest project.

The latest project that I am co-ordinat-ing is focused on poorly studied offshore areas of the ocean to collect new data about the presence and distribution of sea-floor habitats and species and their vulnerability, and to test the robustness of distributions of species and habitats identified by the SeaPLAN project on the east coast of South Africa.

It is funded by the African Coelacanth Ecosystem Programme (ACEP) and in-volves a number of research institutions including ORI, SANBI, South African Envi-ronmental Observation Network (SAEON), South African Institute of African Biodiver-sity (SAIAB) and the Universities of Kwa-Zulu-Natal, Stellenbosch and Cape Town.

We have just completed two months of offshore fieldwork using two research vessels, RV Ukwabelana and RV Angra Pequena, to study the seabed along the 60-100m depth contours of the conti-nental shelf between Richards Bay and Port Shepstone. Lead researchers that participated in these science cruises were Tamsyn Livingstone of Ezemvelo, Dr Kerry Sink of SANBI, Dr Fiona MacKay and her MSc student Skhumbuzo Maduna of ORI, Dr Shael Harris and ROV pilot Ryan Palmer from SAIAB. Fifteen students were also given the opportunity to experience and learn offshore marine science techniques as part of the project.

At each of 18 stations, we deployed oceanographic equipment; towed nets to sample fish larvae and plankton; conduct-ed ROV surveys to film the seabed; placed baited camera traps to study the commu-nities of fish, and used grab samplers to collect sediment to study the biota.

This investigation has yielded exciting first scientific images of the seafloor, such as rich biodiversity on mud and sand bot-toms and beautiful fragile reefs. We were, however, also concerned to find and film seafloor damage. The team is now start-ing to process all the images and samples we collected, which are likely to yield spe-cies not previously recorded here.

Where to now for you?In the immediate future I am keen to

promote and support more marine re-search that is aimed at encouraging and contributing to efforts to increase the protection of the marine environment. We now need to act swiftly, particularly in the offshore environment, to conserve these fragile systems as well as to com-municate the biodiversity priority areas to interested industries (such as oil and gas) so that they can plan their activities around them.

I also believe that it is important to stimulate the interest and support the involvement of students in this cause so as to build strong capacity for sound deci-sion-making into the future.

Where does your passion for the environment come from?

My father probably had the greatest influence on my passion for the outdoors and conserving the environment, and he particularly loved the ocean. My mother instilled in me a sense that it is possible to make a difference, and that it is impor-tant to strive to do so. I have also been very fortunate to have had great support and encouragement along the way, and in this I would single out Professor George Branch who has been an inspiring mentor.

green warrior:JEAN HARRIS



THE GLOBAL OCEAN – FROM DECLINE TO RECOVERYThe Global Ocean Commission has been relatively quiet since its formation over a year ago, but it would seem that the time has been well spent formulating a plan to rescue our endangered oceans.

The commission has released a report entitled: The Global Ocean – from

decline to recovery, offering an eight tiered rescue plan for the global ocean, focusing on the high seas.

The report focuses on addressing weaknesses in government, lack of eq-uity and sustainability with regard to the use of high seas resources and identify-ing emerging pressures that require pre-

empting before undue harm is caused.

The report identified five clear drivers of decline:

�� Rising demand for resources

�� Technological advances

�� Destructive fishing and other activities

�� Climate change, biodiversity and habi-tat loss and

�� Weak high seas governance.

This is not just another long winded re-port with no clear steps towards problem solving. The report goes on to provide eight proposals for action.

Each is clearly laid out with defined reasoning as to why it is important and, most importantly, what exactly needs to be done.

The report’s central message highlights the importance of the global ocean as an essential part of the life-support system of our planet. It is, therefore, our shared obligation to ensure that we leave future generations a productive and plentiful planet.

The commission is made up of 18 com-missioners and ten members of the sec-retariat and is chaired by Trevor Manuel, Minister in the South African Presidency responsible for planning; former Finance Minister; José María Figueres (Co-chair) President of Costa Rica from 1994 to 1998; President of the Carbon War Room and David Milliband (Co-chair) President and CEO of the International Rescue Com-mittee; former UK foreign secretary.

In the opening paragraphs of the re-port, the commissioners state that the evidence of decline in global oceans has “fired our conscience and concern. The Commission was determined to identify solutions that will directly and effectively put us on track to shifting from a vicious cycle of decline to a virtuous cycle of high seas recovery.

“Our drive to turn things round – our imagination and our commitment – has been fired by good and sometimes inspir-ing examples of sustainable and even re-juvenating practice.

“We are confident about and encour-aged by the availability of viable solutions stemming from the huge advances in ma-rine science and understanding; the grow-ing awareness and engagement of global citizens in ocean issues; and the new fo-cus on the ocean within the global climate change and UN post-2015 global develop-ment debates. We believe that the oppor-tunity and time.”

By Natalie Janse

New home for second hand fishing nets

Thanks to the Oceana Group and the Western Cape Industrial Symbiosis Pro-gramme, tons of discarded fishing nets have found a new home on the sports

fields of several Western Cape Schools.

The Oceana Group’s damaged and stretched hake and horse mackerel fishing nets from five vessels were piling up on the docks, with no recycling facility in South Africa available to reuse the nets.

Delegates from the Oceana Group, attending the Accelerate Cape Town Sustainabil-ity Forum earlier this year, were part of a presentation by the Western Cape Industrial Symbiosis Programme, which identifies mutually profitable links or “synergies” be-tween businesses, so that under-utilised and under-valued resources from one busi-ness (such as materials, energy, water, logistics, assets and expert knowledge) can be used by another for the benefit of communities.

Francois Kuttel, Oceana’s CEO, said, “We identified a synergy between Oceana and the Western Cape Department of Sport and we have now given the Department two tonnes of high density polyethylene nets which they are using to make netball and soccer nets.”

“These nets were surplus for us, so it has been fantastic to find a useful cause that will benefit from it and we are so pleased to be supporting school children in sport. This cements Oceana’s commitment to giving back to communities within which it operates.”

By Natalie Janse

PROPOSAL 1: A United Nations sustainable devel-opment goal for the ocean

PROPOSAL 5: Plastics – Keeping them out of the ocean

PROPOSAL 2: Governing the High Seas – Promoting care and recovery

PROPOSAL 6: Offshore Oil and Gas – Establishing bind-ing international safety standards and liability

PROPOSAL 3: No More Over-fishing – Ending harmful high seas subsidies

PROPOSAL 7: Global Ocean Ac-countability Board – Monitoring progress toward a healthy ocean

PROPOSAL 4: Illegal, Unreported and Unregulated Fishing – Closing seas, ports and markets

PROPOSAL 8: Creating a High Seas Regeneration Zone

“We are confident about and encouraged by the availability of viable solutions stemming from the huge advances in marine

science and understanding; the growing awareness and engage-ment of global citizens in ocean issues; and the new focus on the ocean within the global climate change and UN post-2015 global

development debates. We believe that the opportunity and time.”



Breadline Africa has been assisting ru-ral communities by supplying refur-

bished containers since 1993. In a country where housing is a problem and informal settlements pop-up rapidly, infrastructure is bound to be a massive problem and it becomes increasingly difficult for commu-nities to establish themselves and create a solid and sustainable life in their new settlement.

The reality is that infrastructure is an on-going problem in impoverished com-munities and shipping containers are readily available, and continue to be pro-duced even though they cannot be re-cycled.

Sometimes it is cheaper to retire con-tainers rather than to ship them back to their country of origin, resulting in con-tainers piling up in container graveyards. Refurbished containers seem to offer an ideal solution. Conversion of a container is not only a speedy process, but these containers are movable and can be refur-bished into pretty much any specification.

With Breadline Africa’s primary goal

of assisting community members to live above the poverty line, the refurbishment of containers into useable infrastructure seemed like a good fit with its core work of facilitating the improvement of the lives of rural people.

The programmes team, headed by Pu-leng Phooko, at Breadline Africa is respon-sible for identifying and selecting relevant South African projects in need, and to fa-cilitate the conversion and the delivery of the converted containers.

Unused containers are purchased by Breadline Africa as shipping container companies are reluctant to donate them due to the immense profit to be made from them.

The actual refurbishment is done by independent container converters. Bread-line Africa outsources a series of container converters throughout the country, work-ing only with converters that are already well established and have a good track record.

The location of the site or recipient of

the container dictates which service pro-vider is used. For example, a project that is located in Limpopo will require a service provider that is nearby as delivery costs can become burdensome.

The longest existing library is 11 years. A container with a corrugated iron roof structure will last longer as the rain water will then not settle and ultimately create rust, which leads to leaks. Breadline Af-rica maintains the containers for the first 12 months from delivery and from then onwards the project is responsible for its own maintenance.

CostsEach refurbishment will bear a differ-

ent cost, depending on delivery to the designated location, as well the specifica-tions for each container. For example, a kitchen, ablution block, classroom, library would each involve a different costing.

Breadline Africa fundraises to get the containers refurbished and also actively seeks South African corporates to sponsor the converted libraries for rural primary schools. Three offices in the United King-dom, Holland and Ireland are responsible for fundraising on behalf of the South Af-rican implementing office.

In terms of the Mandela Day container libraries, Volkswagen SA and the Public Investment Corporation have sponsored two libraries each. These four libraries were launched in Mandela month, July 2014, in the Eastern Cape, Gauteng, Free State and the Northern Cape provinces.

In addition, during Mandela Month 2014, Breadline Africa displayed a pop-up Early Childhood Centre Container at the V&A Waterfront Clock Tower Square where a host of activities for the general public and children took place to highlight the Early Childhood Development con-tainer project.

By Natalie Janse

New laws protect shores

The Merchant Shipping (Civil Liability Convention) Act and the Merchant

Shipping (International Oil Pollution Com-pensation Fund) Compensation Act have now been signed into law with effect from 31 May 2014.

These two Acts now stand together with the Merchant Shipping (International Oil Pollution Compensation Fund) Admin-istration Act and the Merchant Shipping (International Oil Pollution Compensation Fund) Contribution Act, both of which came into force on 1 May 2014.

Benguela ratification process completed

South Africa recently completed the ratification process of the Benguela Current Convention (BCC), a formal agreement between the three governments of South

Africa, Angola and Namibia that seeks to promote a coordinated regional approach to the long-term conservation, protection, rehabilitation, enhancement and sustainable use of the Benguela Current Large Marine Ecosystem, to provide economic, environ-mental and social benefits.

The three governments signed the agreement in March 2013, in Benguela, Angola. The convention has since undergone a process of ratification by the legislatures and executives of the countries.

The ratification was undertaken in terms of Section 231 of the Constitution of the Republic of South Africa and in relation to Article 22 of the BCC, which subjects the Convention to “ratification, acceptance and approval in accordance with the domestic law and procedures in force in the countries of the Parties”.

The objective of the ratification was to give legal effect to the Convention, as its articles are mandatory and legally binding to all signatory parties.

Minister Edna Molewa (Department of Environmental Affairs) highlighted that the Convention is in the government’s interest as its provisions advance South Africa’s goals of protecting the country’s marine environment and the large marine ecosystem.

“Never before have nations agreed to such a comprehensive and stringent set of rules to protect the marine environment of a large marine ecosystem, which made it necessary for us to ratify the Convention to suit our domestic legislation,” Minister Molewa said.

She added that the department is of the view that harmonising policies and prin-ciples of managing the environment between South Africa and neighbouring nations is beneficial to South Africa and the region.

This, she said, is simply because should one country develop and implement a bad management strategy, South Africa and the region could be adversely affected.

“It is therefore necessary for harmonious policies and principles that promote strong environmental protection regime in the region and the continent at large,” she said.

Refurbished containers put to good use

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� 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 9523Grindrod Marine Services: Tel 021 510 0042; Fax 021 511 1770HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Timeless 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 021 507 5879; Fax 021 5075878

� Safety SignsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523Grindrod Marine Services: Tel 021 510 0042; Fax 021 511 1770 HSE 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 021 507 5879; Fax 021 5075878

� 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 2900

Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411Raka 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 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 8723Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411SA 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 2900Grindrod Marine Services: Tel 021 510 0042; Fax 021 511 1770Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411 SA 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

� 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 2900Grindrod Marine Services: Tel 021 510 0042; Fax 021 511 1770HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411 MTU SA (Pty) Ltd: Tel 021 529 5760; Fax 021 551 1970Peninsula 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 8723



SA 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 3049

� 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 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900Grindrod Marine Services: Tel 021 510 0042; Fax 021 511 1770HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411 MTU SA (Pty) Ltd: Tel 021 529 5760; Fax 021 551 1970Peninsula 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 3049

� Engine, Gearbox & Oil CoolersASI Offshore: Tel 021 527 7040; Fax 021 527 7050Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411Seascape Marine Services: Tel 021 511 8201; Fax 021 510 0947

� Engine & Gearbox ControlsASI 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 8723Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411Seascape 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 2900Grindrod Marine Services: 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 9523Grindrod Marine Services: Tel 021 510 0042; Fax 021 511 1770

HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� 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 9523Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411Peninsula 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 2900Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411MTU SA (Pty) Ltd: Tel 021 529 5760; Fax 021 551 1970Seascape 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 2900MTU SA (Pty) Ltd: Tel 021 529 5760; Fax 021 551 1970Peninsula 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 2900Grindrod Marine Services: Tel 021 510 0042; Fax 021 511 1770HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411 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 0947SVITZER Salvage Africa : Tel 021 408

6710; Fax 021 408 6138

� 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 8009Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411

� 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 9523Grindrod Marine Services: Tel 021 510 0042; Fax 021 511 1770HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

� 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 Control 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,SystemsAfrican 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 8009Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411SA 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 2900Grindrod Marine Services: Tel 021 510 0042; Fax 021 511 1770HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411 MTU SA (Pty) Ltd: Tel 021 529 5760; Fax 021 551 1970Raka 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 3049ZF 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 8723Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411SA 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 8723Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411SA 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 7050



DCD 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 8009Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411Seascape 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 3530

� 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 � Cartons

Craig 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 COMMUNICATION AND

ELECTRONIC EQUIPMENT / SERVICING

� Antenna InstrumentsC & C Technologies: Tel 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 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 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 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 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 2886Unique 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 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 Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752

SMD Telecommunications: Tel 021 511 0556; Fax 021 511 2886Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� Electronic Charts & PlottersASI 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 Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752Unique 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 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 Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752Unique 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 Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752Unique 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 Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752GMDSS 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 8519Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� GyrosASI Offshore: Tel 021 527 7040; Fax 021 527 7050C & C Technologies: Tel 021 705 2741HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Imtech Marine South Africa: Tel 021 508 4700; Fax 021 508 4888 SMD 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 7050



Craig 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 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 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 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 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 3610Viking Life-Saving Equipment (SA) (Pty) Ltd: Tel 021 507 5879; Fax 021 507 5878List your company’s details here

� 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 021 507 5879; Fax 021 507 5878

� Precise DGPS PositioningC & C Technologies: Tel 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 Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752Unique 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 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

� 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 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 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 8009Unique 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 8723Novamarine a div of Novagroup: Tel 021 506 4300; Fax 021 511 8396Unique 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 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 Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752Unique Hydra: Tel 021 534 4375; Fax

021 534 3610

PROFESSIONAL & SPECIALISED SERVICES

� Acoustic SurveysC & C Technologies: Tel 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 7772

� Aluminium Technical InformationHSE 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 7050SMD 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 7050Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752Unique 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 7772

� Consulting EngineersASI Offshore: Tel 021 527 7040; Fax 021 527 7050Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411

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 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 4996HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772Unique 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 4996Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411

� Marine SurveyorsASI Offshore: Tel 021 527 7040; Fax 021 527 7050Offshore Maritime Services: Tel 021 425 3372 Fax 021 425 3379

� Marine InsuranceIDRS Industrial & Domestic Risk Services: Tel 021 685 0660; Fax 021 686 6363

� Maritime TrainingHSE Supplies: Tel 021 511 8030; Fax



021 511 8009Marine Radio Acoustic Devices: Tel 021 559 4003; Fax 021 559 2752Sea 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 3610

� 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 2900Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� P & I Club RepresentativesBowman 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 2752Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

� 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 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 7772

� 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 8723Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411SA 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 8723Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411Seascape 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 7050Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411

� Surveyors, Hull, MachineryASI Offshore: Tel 021 527 7040; Fax 021 527 7050

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

� Technical DocumentsASI Offshore: Tel 021 527 7040; Fax 021 527 7050

� TowageServest Marine Services: Tel 021 448 3500; Fax 021 447 0895Offshore Maritime Services: Tel 021 425 3372; Fax 021 425 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 9523Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411

� Vessel Management, Crew supplies, Maintenance PlanningASI Offshore: Tel 021 527 7040; Fax 021 527 7050HSE Supplies: Tel 021 511 8030; Fax 021 511 8009

Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885

PUMPS � Ballast Water Systems

African Marine Propulsion: Tel 021 801 0898; Fax 086 219 0206

� 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 8009Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411SA 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 8009Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411

� 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 8009Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411SA 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 8009Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411

� 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 2575Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411SA 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 2900Grindrod Marine Services: Tel 021 510 0042; Fax 021 511 1770HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Mares Shipping GmbH: Tel +49 40 37 47840; Fax +49 40 37 478446Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

SHIP REPAIR & MARINE MAINTENANCE &

ENGINEERING SERVICES & EQUIPMENT

� 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 2900Grindrod Marine Services: Tel 021 510 0042; Fax 021 511 1770 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411SA Shipyards: Tel 031 274 1848; Fax 086 580 4702List your company’s details here

� Battery Charges & InvertersASI 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 8009



Imtech 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 2900Grindrod Marine Services: Tel 021 510 0042; Fax 021 511 1770HSE 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 4702Unique 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 0252Grindrod Marine Services: Tel 021 510 0042; Fax 021 511 1770HSE 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 4702Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

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

� CleaningASI Offshore: Tel 021 527 7040; Fax 021 527 7050DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772

� 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 2900Grindrod Marine Services: Tel 021 510 0042; Fax 021 511 1770HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Industrial Shrinkwrap Solutions: Tel 021 885 2521; Fax 086 242 8327Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Subtech (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 0252Grindrod Marine Services: Tel 021 510 0042; Fax 021 511 1770 HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

� Diving Services ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772SVITZER Salvage Africa: Tel 021 408

6710; Fax 021 408 6138

� 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

� Environmental ProtectionIndustrial Shrinkwrap Solutions: Tel 021 885 2521; Fax 086 242 8327List your company’s details here

� Explosion Proof 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 8009Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

� GritblastingASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038Dormac (Pty) Ltd: Dbn Tel 031 274 1500; Cpt Tel 021 512 2900EBH South Africa: Tel 031 205 6391; Fax 031 206 0252HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Industrial Shrinkwrap Solutions: Tel 021 885 2521; Fax 086 242 8327SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

Gritblasting 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 7050



EBH South Africa: Tel 031 205 6391; Fax 031 206 0252

� Marine AitconditioningASI 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 8009Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411

� 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 0252Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411

� 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 8723Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411

� Ship Equipment RepairsHSE Supplies: Tel 021 511 8030; Fax 021 511 8009List your company’s details here

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

� Ship Repairs & MaintenanceASI 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 8009

Industrial Shrinkwrap Solutions: Tel 021 885 2521; Fax 086 242 8327Marine Industrial Electro Solutions: Tel 021 511 8499; Fax 021 986 8723Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411

� 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 0252

� 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 8009Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411

� 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

� 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 8723SA Shipyards: Tel 031 274 1848; Fax 086 580 4702Subtech (Pty) Ltd: Tel 031 206 2073; Fax 031 205 7772Unique 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 8009SA Shipyards: Tel 031 274 1848; Fax 086 580 4702

SHIP SUPPLY � Bunkers

ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Grindrod Marine Services: Tel 021 510 0042; Fax 021 511 1770Maritime Mechanicals Consulting: Tel 021 836 7643; Fax 086 295 2411Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885

� 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 9523

� Launches, HelicoptersASI Offshore: Tel 021 527 7040; Fax 021 527 7050Servest Marine Services: Tel 021 448

3500; Fax 021 447 0895HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Smit Amandla Marine: Tel 021 507 5777; Fax 021 507 5885

� Offshore Rig SupplyAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530ASI Offshore: Tel 021 527 7040; Fax 021 527 7050Craig International Supplies (Pty) Ltd: Tel 021 552 9445; Fax 021 552 9523DCD Dorbyl Marine Cape Town: Tel 021 460 6000; Fax 021 447 6038HSE Supplies: Tel 021 511 8030; Fax 021 511 8009Novamarine 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 021 507 5879; Fax 021 507 5878

� 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 021 507 5879; Fax 021 507 5878

� Ship ChandlersAfrican Maritime Services: Tel 021 510 3532; Fax 021 510 3530Novamarine 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 9523Grindrod Marine Services: Tel 021 510 0042; Fax 021 511 1770HSE 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 8723Unique Hydra: Tel 021 534 4375; Fax 021 534 3610

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