He boasts a fruitful and varied career, which spans the Ports of Richards Bay, Mossel Bay and Saldanha over the last 26 years. “It has been a r various roles,” he said.

“In this new position I am looking forward to working with our local community and stakeholders to realise the potential of the Port of Saldanha to act as a strategic lever in countering the economic challenges prevalent here on the West Coast,” he added.
Miya said the port, the biggest and deepest natural harbour in South Africa and which serves predominantly bulk cargo imports and exports, had immense potential for infrastructure development that could effect business growth.

He said this could create economic opportunities and employment for the communities of the West Coast especially young people.
Captain Miya had his first foray into the maritime environment in 1985 as a shorehand and marine motorman at the then Railways and Harbours department in the Port of Richards Bay.

He then pursued studies in electrical and mechanical engineering before embarking on maritime studies at the then Technical Natal.
He had his first sea time during practical training with shipping line Safmarine.
He then obtained his class 3 ticket to serve as a deck officer in 2000 before proceeding to a marine pilot training programme in Rotterdam in the Netherlands and completing practical training and qualifying as a tug master the following year.

Captain Miya holds a Diploma in Maritime Studies from the then Technicon Natal and a Diploma in Port Management from Lloyd’s Maritime Academy in the United Kingdom. He is now pursuing a Diploma for Harbour Masters with the same institution and also intends completing a degree in Maritime Law in the future. He holds an Open Licence allowing him to navigate vessels of any size in and out of the Port of Saldanha. These range from the smallest to VLCC class and Cape size supertankers in excess of 250 000 metric tons deadweight, which regularly call at the Port of Saldanha and are two to five times the size of vessels one would find in other South African ports.

The MSC approved an MSC Circular on Interim guidance to shipowners, ship operators, and shipmasters on the use of privately contracted armed security personnel on board ships in the High Risk Area, and Interim recommendations for flag States on the use of privately contracted armed security personnel on board ships in the High Risk Area. Both sets of guidance are aimed at addressing the complex issue of the employment of private, armed security on board ships.

The guidance to shipowners notes that flag State jurisdiction and any laws and regulations imposed by the flag State concerning the use of private security companies apply to their vessels. Port and coastal States’ laws may also apply to such vessels.

The guidance notes that the use of privately contracted armed security personnel (PCASP) should not be considered as an alternative to the Best Management Practices to Deter Piracy off the Coast of Somalia and in the Arabian Sea area (BMP) and other protective measures. Placing armed guards on board as a means to secure and protect the vessel and its crew should only be considered after a risk assessment has been carried out. It is also important to involve the Master in the decision making process. The guidance includes sections on risk assessment, selection criteria, insurance cover, command and control, management and use of weapons and ammunition at all times when on board and rules for the use of force as agreed between the shipowner, the private maritime security company and the Master.

The interim recommendations for flag States recommend that flag States should have in place a policy on whether or not the use of PCASP will be authorized and, if so, under which conditions. A Flag State should take into account the possible escalation of violence which could result from the use of firearms and carriage of armed personnel on board ships when deciding on its policy. The recommendations are not intended to endorse or institutionalize the use of PCASP and do not address all the legal issues that might be associated with their use onboard ships.

An intersessional meeting of the Working Group on Maritime Security and Piracy will meet in the week commencing 12 September 2011, to develop recommendations to Governments (flag, port and coastal States) on the use of PCASP; review the interim guidance to shipowners, ship operators and shipmasters on the use of PCASP for any consequential amendments; agree an MSC circular for the promulgation of the recommendations to Governments on the use of PCASP; if necessary, agree a revised MSC circular on Guidance to shipowners, ship operators and shipmasters on the use of PCASP; and identify any necessary consequential amendments to the Recommendations to Governments for preventing and suppressing piracy and armed robbery against ships (MSC.1/Circ.1333) and the Guidance to shipowners and ship operators, shipmasters and crews on preventing and suppressing acts of piracy and armed robbery against ships (MSC.1/Circ.1334).

The MSC also adopted an MSC resolution on Implementation of Best Management Practice guidance, which strongly urges all parties concerned to take action to ensure better implementation of these important measures, recognising the urgent need for merchant shipping to take every possible measure to protect itself from pirate attack and that effective self-protection is the key to avoiding, evading and deterring pirate attacks.

The resolution strongly urges all those concerned to take action to ensure that as a minimum and as recommended in the Best Management Practices: ships’ masters receive updated information before and during sailing through the defined High Risk Area; ships register with the Maritime Security Centre Horn of Africa and report to United Kingdom Maritime Trade Operations (UKMTO) Dubai; and ships effectively implement all recommended preventive, evasive and defensive measures.

The MSC also agreed Guidelines to assist in the investigation of the crimes of piracy and armed robbery against ships, which are intended to be used in conjunction with resolution A.1025(26) Code of Practice for the Investigation of the Crimes of Piracy and Armed Robbery against Ships. The guidelines are intended to assist an investigator to collect evidence, including forensic evidence, to support the submission of written reports which may assist in the subsequent identification, arrest and prosecution of the pirates that held the vessel and crew captive. Formats for crew statements and logging of evidence are included, as well as guidelines on recovery and packaging of exhibits such as blood, clothing and weapons.

IMO Secretary-General Mr. Efthimios E. Mitropoulos welcomed the progress made by the Committee in addressing the piracy issue.

“I am pleased with the progress the Committee was able to make on all the piracy related items it had set out to consider during the session and, in particular, on the development of guidance to the industry and recommendations to flag States on the use of privately contracted armed security personnel on ships scheduled to sail through Indian Ocean areas exploited by pirates launching their operations from Somalia or mother ships. The decision of the Committee to convene an intersessional working group in September to draft guidance to flag, port and coastal States shows its determination to deal with this sensitive issue in the most expeditious and effective manner,” he said.

“I also welcome the Committee’s decision to promote wider compliance of merchant ships with the industry Best Management Practice guidance, as I believe that their diligent implementation will contribute substantially to keeping pirates at bay,” Mr. Mitropoulos said

The number of acts of piracy and armed robbery against ships reported to the

Organization and which occurred in 2010 was 489, against 406 during the previous year,

an increase of 20.4% from the figure for 2009. The areas most affected (i.e. five incidents reported or more) in 2010 were East Africa and the Indian Ocean followed by the Far East and, in particular, the South China Sea, West Africa, South America and the Caribbean. During the year, it was reported that two crew members were killed and 30 crew members were reportedly injured/assaulted, while 1,027 crew members were reportedly taken hostage or kidnapped. Fifty-seven vessels were reportedly hijacked, with one vessel reportedly still unaccounted for.

___

IMO – the International Maritime Organization – is the United Nations specialized agency with responsibility for the safety and security of shipping and the prevention of marine pollution by ships.

Web site: www.imo.org

The new Konecranes Boxrunner straddle carrier offers unique container handling performance to two distinct container handling operations. The first is represented by large container terminal operators that are adopting automation technology for greater efficiency. The second is represented by a potentially diverse range of companies that do not have container handling as a core competence, and yet handle incoming and outgoing materials in containers – often using trucks and trailers or custom-engineered, stationary gantry cranes. Boxrunner can be a much more effective solution for their container handling needs.

Boxrunner is the product of Konecranes’ long experience in the straddle carrier business and a deep understanding of the needs of container handling operations. The design process started by asking a number of key customers the question: “What are the characteristics of the perfect straddle carrier?” Their answers inspired the Boxrunner’s principle performance and ownership characteristics i.e. speed, outstanding handling, durability, operator friendliness , low maintenance with long service intervals, and a low total cost of ownership.

“We listened to our container handling customers and incorporated their feedback resulting in the launch of this special machine, the Boxrunner, a uniquely advanced straddle carrier,” says Jens Andreas, General Manager, Konecranes Straddle Carriers. “It provides the industry’s highest lifecycle value in the role it was designed for.”

The Boxrunner is a machine for professionals who care about long-term benefits based on lifecycle cost calculations that take into account performance metrics, fuel efficiency and maintenance interval length.

Quayside flexibility

The Boxrunner gives large container terminal operators a flexible and efficient means of moving containers from ship-to-shore (STS) cranes to the automated stacking cranes (ASCs). The key word here is flexibility. Boxrunner can deal with almost any requirement during this phase of the operation e.g. boosting STS unloading speed to maximum or handling containers of different ISO sizes. The Boxrunner is adapted to handle all ISO container sizes, stacking two-high at high speed.

“We have a very simple formula for delivering customer value,” says Andreas. “We maximize the productivity of uptime and minimize the cost of downtime with the Boxrunner, thus boosting the productivity of our customers’ operations.”

Konecranes designs and manufactures Boxrunner’s key components in-house to make sure they work together flawlessly. The new straddle carrier is built around a very rigid structure that provides excellent handling performance and direct steering. Powered by a diesel-electric (DE) drive and rope hoist system, the Boxrunner is offered as a 50 t twin twenty lift machine and as a 40 t single lift machine that can travel at 30 km/h with a 25 m/min hoist speed. “Boxrunner is a technologically advanced machine that is truly driver-friendly and maintenance-friendly,” says Jost Dämmgen, Sales Manager, Port Cranes. “We want to deliver high-performance, high-quality vehicles to our customers. The Boxrunner exceeds expectations for drive feel and performance, and meets expectations for reliability, safety and maintenance.”

Unique Konecranes technology

The Boxrunner uses Konecranes’ unique rope and drum hoisting system, a proven technology from the company’s popular rubber tired gantry cranes (RTGs) and rail mounted gantry cranes (RMGs). It also has an electronic-hydraulic system with four-cylinder steering for less tire wear, fewer spare parts, a greaseless gantry and very low maintenance. The driver’s cabin is a model of ergonomic design providing excellent visibility. Its simple controls and displays help to ensure safety, accuracy and speed.

“With space in short supply at ports and quays, the Boxrunner is an excellent choice because it can take on several roles, eliminating the need for other container transport equipment. It is very stable and has excellent straight driving characteristics thanks to its 4-axle steering system. Comparatively speaking, every operator that has tested the Boxrunner has been impressed by its superior drive feel and sense of control aided by innovative and intelligent displays. Moreover, we offer our customers outstanding service packages,” says Andreas.

As a major global player in the design, manufacture, delivery and servicing of container handling equipment, Konecranes is pleased to offer its new Boxrunner straddle carrier to demanding customers worldwide and expects to make the first delivery during Q1/2011. /ins

Text and images are available at http://ins-news.com/en_UK/100/832/2008, or request via e-mail from followup@ins.fi (enter “PROJ00217″ in the subject line).

Caption:

Konecranes Boxrunner – container handling flexibility, speed and safety at your fingertips.
© Konecranes Oyj Abp

About Konecranes

Konecranes is a world-leading group of Lifting Businesses, serving a broad range of customers, including manufacturing and process industries, shipyards, ports and terminals. Konecranes provides productivity-enhancing lifting solutions as well as services for lifting equipment and machine tools of all makes. In 2009, Group sales totalled EUR 1,671 million. The Group has 9,800 employees, at 545 locations in 43 countries. Konecranes is listed on NASDAQ OMX Helsinki Ltd (symbol: KCR1V).

Description of work Hull Painting and Mechanical Maintenance Work to Z Peller Tug “Impunzi” at the Port of East London.

Tender Deposit R300.00 (Incl. VAT)
Opening Date 19 November 2010
Closing Date 22 December 2010
Contact Person Mr.Frank Taylor – Marine Technical Manager Telephone Number +27 43 700 2303 Cell Number +27 83 668 2001

The rebate is intended to support the companies in their further recovery from the crisis and in this way to strengthen the competitive position of the port complex further. The agreements are valid for all sectors represented by the port employer’s organisation Deltalinqs in the “market consultation process harbour dues’. In 2011, the sea and inland dues will rise by 1% as had been agreed by PoR and Deltalinqs in 2009. On balance, these tariffs will go down by 2% in 2011.

Hans Smits, CEO of PoR: “We had an agreement for two years, but after the consultation of the market, it is agreed to give extra support. The crisis rebate of last year is now followed by a recovery rebate to enable our customers to land as smoothly as possible.” Wim van Sluis, Chairman of the employer’s organisation Deltalinqs: “The port authority shows an open eye for the fact that the companies are still recovering from the enormous crisis and that the revenues are not yet at the old level.” The Association of Rotterdam Shipbrokers and Agents is satisfied as well with the compromise negotiated for 2010. Chairman Piet Hoogerwaard: “This general recovery rebate offers our customers the possibility to retain the improved results or to limit losses. It also contributes to the consolidation of the improved market share of the port of Rotterdam”.

The attack took place on Tuesday night in the Moudi oil field close to the Nigerian border, leading to suspicion that the attackers may have been Nigerian militants, although no one has so far claimed responsibility.

In a statement, French oil and gas company Perenco SA confirmed that an attack had taken place. The company said “Perenco is currently lending all the support it can to the Cameroon authorities at this sad time and will provide further information as and when appropriate.”

The incident, which is currently being investigated, tragically led to the deaths of five Cameroonian personnel, three from the Bataillon d’Intervention Rapide (BIR), a national defence force involved in the security of offshore oil and gas installations, and two civilian security contractors.

Nigerian militant group MEND contacted Nigerian journalists recently to say that it intended stepping up attacks on foreign oil installations off the Nigerian Delta. Over the past week at least 14 oil workers have been taken hostage.

Sustainability is gaining traction as the world begins to take more notice of carbon emissions and its impact on the environment. The major players of every industry simply cannot afford to do business with those organizations which do not demonstrate a commitment to reducing their carbon footprint.

The supply chain is an obvious area to begin as 75% of South African companies’ carbon footprints are derived from their logistics systems. South Africa contributes to roughly 1% of the world’s annual carbon emissions and 13% of those emissions stem from the transport sector.

Recently, leading South African logistics players were interviewed by the Centre for Supply Chain Management. It was concluded that logistics service provision is becoming ever more prominent and that standards need to improve. Today, not only have South African consumers begun to give preference to those companies who adhere to strict sustainability principles but businesses are increasingly under pressure from their consumer-facing clients to do so too.

In the US and European economies initiatives to reduce carbon emissions have already been introduced, and the newly introduced tax on vehicles that is punitive to the high level polluters in South Africa is just the tip of the iceberg.

In America the Environmental Protection Agency (EPA) started SmartWay, a body that identifies environmentally cleaner, more fuel-efficient transport options. Many transporters and logistics providers are partnering with SmartWay to reduce their emissions.

emissions in all vehicles used in European Union states. These standards were set to define the acceptable limits for exhaust emissions, starting with the initial Euro 1 standard. Today, Euro 4 is the latest acceptable standard for large-load vehicles.
Cargo Carriers, a prominent logistics company in Southern Africa, has joined the fight against carbon emissions and has completed the first phase of an aggressive campaign to reduce its carbon footprint.

“Much of the trouble the world currently finds itself in is due to companies and governments paying scant regard to the concept of sustainability.” says Andre Jansen van Vuuren, Marketing Director of Cargo Carriers. “The fact is that at the heart of our current crisis is a short-term focus on profits, which overrides a long-term strategy for sustainability. The same thinking is allowing governments and corporates to pollute with the full knowledge that someone else will deal with the inevitable consequences.”

Cargo Carriers recently commissioned Global Carbon Exchange (GCX) to conduct an analysis on their operation’s carbon footprint in South Africa. GCX is a leading international carbon and energy measurement, management and reduction consultancy. GCX works with companies across the world in assessing and reducing carbon emissions.

GCX found that the Cargo Carriers fleet, unsurprisingly, was far and away the biggest contributor to Cargo Carriers’ carbon emissions. Their electricity usage was the next biggest contributor.

Cargo Carriers were told that a reduction of carbon emissions by just 10% would be equivalent to removing 753 cars from the road.

Excited by this prospect, and the fact that lower emission levels would position them well for future business, Cargo Carriers has proceeded to take steps to reduce their fuel emissions and electricity consumption. With a high commitment to Safety, Health, Environment and Quality (SHEQ), the company is determined to raise its standards and lower its emissions.

“The way we live our commitment to SHEQ should enhance our competitive advantage, as well as those of our clients.” says Andre Jansen van Vuuren. “Embracing a more environmentally friendly approach to transportation has become a non-negotiable.”

In an effort to reduce electricity consumption, Cargo Carriers set up a completely solar-powered depot in Evander. Sasol Synfuels, the major client serviced out of the Evander depot, places the highest importance on sustainable business practices and the depot is a big step towards ensuring responsible sustainability. The depot has been running successfully for six months and future Sasol projects that can make use of this energy-efficient hub are already in the pipeline.

Ezethu, sister company to Cargo Carriers, has introduced South Africa’s first fuel distribution Euro 4 compliant fleet in the battle against carbon emissions, raising the local status quo for sustainable transportation.

“In the fuel sector, companies such as Sasol and Total set high standards for sustainability.” says Jansen van Vuuren. “If carried out aggressively and constructively, you can build a solid business that wins in the short and long term. The big plus comes with the respect of employees and clients alike.”

As trucks account for 5% of the worlds carbon emissions, the reduction of CO2 is imperative for the transport industry.

There are numerous ways that a logistics company can cut down its carbon footprint. These methods differ from company to company depending on their supply chain design. CargoSolutions, a division of Cargo Carriers, is continually innovating solutions that reduce inventory levels, warehouse size, time spent on the road, fuel consumption and carbon emissions within green, service and cost optimised supply chains.

“The concepts of green, high service and lower costs are not mutually exclusive” asserts David Janse van Rensburg who heads up the CargoSolutions division. “Essentially it is about eliminating bottlenecks and taking out the waste, it is incredible what one can achieve.” He should know, his division recently received a “gold” award at the Annual Logistics Achiever Awards for their work within the footwear industry.

According to a recent survey conducted by consultancy firm Accenture, as many as 90% of businesses would be willing to switch suppliers if they can aid in the reduction of carbon emissions. As transport and logistics is one of the world’s fastest growing sectors, as well as one of its biggest polluters, it is crucial for companies like Cargo Carriers to set the bar high to boost their own competitiveness. Those players that do not adapt risk losing out on big contracts.

Although Supply Chains pose complex challenges with fuels, vehicle technology and infrastructure issues being just a sub-set, there is no business in a non-sustainable world anymore. Logistics providers need to embrace change in all areas of their carbon emissions if they are to win future contracts. Managers and CEOs across the board are asking themselves: Is my transport green enough? Am I?

The article details how high profile visitors such as the deputy assistant secretary of state for African affairs came to South Africa to have a closer look at the situation.

And there is no doubt about it, China’s economic influence on the African continent is on the rise. China is pouring money into Africa at a rate that Europe and the US simply cannot keep up with. With the recession having depressed spending in US and European economies, increased spending in Africa is not likely to happen in the near future. As China’s economy barely felt the effects of the recession, and has become the US’s financier, this is a trend likely to continue for some time.

China is involved in a number of infrastructure developments across the continent, such as the proposed high-speed rail link in South Africa, the Lamu port building project, and the recently bought majority share in Tin Can Island in Nigeria

The West Africa Explorer service will now connect Asia, the Middle East via South Africa, with four countries of West Africa: Ivory Coast, Ghana, Benin, and Nigeria.

The first ship to start the new service will be the MV San Adriano sailing from Durban on 12 December 2010.

Fully operated by CSAV, West Africa Explorer will deploy four vessels with 1 800 TEUs capacity with the following port rotation:

Durban – Abidjan – Tema – Cotonou – Lagos – Durban.

In the deal, ZIM will sell its stake in the terminal while signing a 10-year agreement with the terminal for calls in Lagos. In addition, ZIM will sell additional rights in connection with the terminal.

The ZIM stake has been sold to a joint venture between China Merchants, a company with a public listing on the Hong Kong Stock exchange, and the China-Africa Development Fund. China Merchants will own 60 percent of the venture, with China-Africa Development Fund (CADF) taking a 40 percent stake after obtaining approval from Chinese regulators.

The sale of the terminal to Chinese interests points out once again the growing Chinese interest in African commodities. With increasing Chinese involvement in African port development, one has to wonder if Africa is not selling itself off to China, and perhaps what we are witnessing is the voluntary colonisation of the continent.