Wharf Rat's Diary

04 Feb 2000 - by Staff reporter

I am saddened by the news that my old friend Anton Zietsman is due to start a well-deserved retirement in June. Anton has been with Highveld Steel since the Rinderpest, and space does not allow me to list the projects and schemes he has ably handled on behalf of Anglo over his many years involvement in shipping. Chatting to him recently I was reminded of his 8 year spell at the coast (4 in Dbn and 4 in Dick's Pond) during the dark ages when he was in charge of what we can now call, er creative
documentation which was so necessary in order to export
S African products. Those were the days when a shipping manager's skills were put to the test, and I agree with him that we can all look back at our efforts on behalf of our companies (and country) with an element of self-satisfaction. Life today is a tad boring by comparison, so in a way it's a good time to go, but it's a pity that we lose from the
industry yet another person with a wealth of experience...

The news of the introduction on 1st Jan of a EUR1 Form as a
requirement for exports to the EC was somewhat confusing (at least, it confused me) as I have been shipping cargo to Europe using the Generalised System of Preferences (GSP) Form A which has traditionally been signed by the DTI, and I wasn't sure if I now had to alter procedures; so, being a good shipping manager, I investigated. The GSPs (there are 7 in all linking SA with different countries) were introduced in 1994 to counteract our inability to benefit from the Lome Agreement, and importers receive either 0% or a reduced level of duty, but it only applies to a limited number of items. The Free Trade Agreement between SA and the EU, however, applies to all 97 chapters of Jacobsens to be phased in over 12 yrs, but the EUR 1 administration falls under Customs, not the DTI. Obviously items covered by the GSP are now covered by the EUR 1 (but not necessarily vice versa) and the GSP will continue to be used until 31 Dec 2001. At least, I think so...

A few years ago I seem to recall there were something like 12 or 14 stevedore licences floating around Dbn, which meant that a shipper had quite a wide choice of whom to employ. I was quite surprised, therefore, to find the other day that when I phoned around to get some rates upon which to base my year's business, the choice has somewhat diminished, either in theory or in practice. An old favourite of mine, AWS, was swallowed up last year by National who in turn have succumbed to overtures from P&O Ports, and both are now run under their banner. S African Stevedores (SAS) are owned by Rennies, as are Inkwazi Stevedores who are limited to the Ensimbini Steel Terminal at Maydon Wharf. Rennies falls under Bidvest, and maybe a sale could be on the cards in the future, with P&O again the most likely purchaser, McDonald Stevedores have gone to Greystones and Icon are now part of Roadcorp. This leaves only my old friend Jacko Pretorius at Pace Stevedores standing alone; best of luck, Jacko - in my view you're still the best...

I regretfully decline an invitation to attend a farewell at Bridge Marine's offices; much as I am fond of Dave Orchard, a drive to City Deep for a warm soda water does not excite. Dave leaves Jhb this weekend to take up a new position with Bridge in Dbn as line manager for MISC. I mull over his career to date, and am struck by two things; firstly he has turned full circle in that he commenced his career in shipping some 11 years ago in Dbn with Safmarine on the freight desk, and from there he progressed via JT Rennie (Cosco & K Line), Evergreen, through Safmarine Jhb and Bridge, and now returns to his home town. Secondly, his career path shows that the shipping industry is one of the few professions where a move every couple of years is not viewed with suspicion; indeed, it can be essential in order to obtain a broad spectrum of experience. I doubt if we have heard the last of Dave on the Reef, but I wish him well in the meantime. A word of warning, however; he has handed over his MISC Jhb portfolio to Blonde Bambi; caveat emptor...

I have often been accused by my colleagues of being cynical if not critical about most things in life, and I do admit that sometimes I follow the concept that if you can't say anything nasty, don't say anything at all. Having said that, I do believe myself capable of giving credit where credit is due, which is probably why you don't see much of it in a column dedicated to the shipping industry. There are however exceptions, and one such case springs to mind. Over the Xmas period I had a total disaster on my hands, in that 2 boxes (1 for Madras, 1 for Pt Kelang) arrived at the correct destinations (an achievement in itself you might say) but with the wrong cargo stuffed in each. This necessitated a swop-over between the 2 ports which is not an easy task at the best of times and was exacerbated by the involvement of Indian Customs, the holiday period and 100 other problems. I have to take my hat off to a certain rotund gentleman at Maersk Jhb who sat on the phone for virtually 2 weeks on my behalf to solve the problem; step forward Lars Greiner, and get a big thank you kiss...

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