Post on 20-Apr-2018
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OVERVIEW OF THE INDUSTRY
In South Africa like many other coastal countries, vessel construction and repairs is one of the oldest
industries. However, the South African ship-building industry has progressively gone into decline since
the 1990‟s when government discontinued subsidizing this sector. The industry now focuses on the niche
vessels that include fishing vessels, patrol, search and rescue vessels, tugs and similar vessels. Its future
aggressive expansion and sustainability is tied to positive policy intervention and relevant support from
government.
In contrast, the boat-building industry has a high degree of international credibility. Numerous reports
have shown that the industry has undergone an efficient industrial restructuring that makes it internationally
competitive with respect to price, quality (both in finish and sailing abilities) and durability. Its products are
highly acclaimed and have won a number of international awards. It also has a fine reputation among
international boat designers, who often allocate orders and refer clients to South African boatbuilders. Cape
Town (and to a lesser extent Kwa-Zulu Natal) is the most important manufacturing base for South African
boat builders.
The vessel construction and repairs industry is characterised by, among other issues:
Heavy competition. Part of the reason for this is the shortage of the facilities in the common user
process.
Contract labour. The use of contract labour is typical of the industry worldwide, and is exacerbated
by the uncertainty of dock bookings and certainty of obtaining contracts.
Lack of black and women owned firms. The industry has not responded to empowerment charters.
Lack of policy direction. Government has largely ignored the industrial capacity of the industry.
THE STRUCTURE OF THE INDUSTRY
Diagram 1 show that the value chain of vessel construction has nine equally important steps starting from
designing the vessel, and then procurement until the vessel is delivered to the buyer. Most of local
companies are vertically integrated in the value chain process, with some companies undertaking design,
assembly as well as repair activities.
Diagram 1: Vessel construction value chain
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SHIPBUILDING
Ship building includes all business units mainly engaged in the manufacturing or repairing of vessels of 50
tons displacement and over, and the manufacture of major components of ships. These vessels require a
higher degree of labour and skills.
The South African shipbuilding segment of the industry almost completely ceased building large
conventional steel vessels in the early 1990s and turned to manufacturing deep-sea patrol vessels, fishing,
offshore supply, harbour and maintenance vessels for niche and export markets. Hence, the country is a
minor player in the world market in terms of gross tonnage produced and does not have a market presence
in terms of the numbers of ships completed. Consequently, local shipbuilders are dealing primarily in
domestic and regional markets where business is being sourced from government contracts (SA Navy, law
enforcement, fisheries patrol, harbour services and maintenance, etc.), the offshore fishing industry, the
commercial diving sector, and the offshore natural gas and diamond mining industries.
South Africa‟s shipbuilding and support segment of the industry is largely dominated by five companies that
includes South African Shipyards (which builds tugs and deep-sea patrol vessels and undertakes repairs),
Damen (specializing in tugs, patrol vessels, research vessels, barges and pontoons), DCD-Dorbyl
(provides turnkey ship repair solutions to the marine and oil & gas sectors), Dormac (specializing in double
hulled bunker barges, harbour, pusher tugs and dumb barges construction and providing ship repair
solutions to the industry) and Elgin Brown and Hamer (which provides the international ship industry with a
full in-house service in all aspects of ship repair).
Shipbuilding and repairs facilities in the ports such as graving docks, quays and floating docks or slipways
are owned and operated by Transnet National Ports Authority (TNPA). Only one floating dock is under
private sector undertaking, i.e. Elgin Brown and Hamer floating dock in Durban. Further details are given in
Table 1:
Table 1: Vessel construction and repairs facilities
Facility Capacity
(tons)
Length
(m)
Beam
(m)
Draft
(m)
Richards Bay None exists Durban Graving Dock 80 000 352 33.0 12.6 Floating Dock 4 500 109 23.0 6.0 EBH Floating Dock 8 500 155 23.5 6.3 Slipway 50 20 5.0 2.7 East London Graving Dock 30 000 200 24.8 10.0 Ngqura None exists Port Elizabeth Slipway 1 200 60 12.0 4.5 Mossel Bay Slipway 200 30 12.0 3.0 Cape Town Sturrock Dock 120 000 369 45.1 13.7 Robinson Dock 17 000 161 20.7 7.9 Synchrolift 1 800 61 15.0 6.0 Saldanha Bay Slipway 1 200 n.a n.a n.a
Source: Transnet National Ports Authority
There are also smaller slipways in fishing harbours under the control of the Department of Environmental
Affairs.
BOATBUILDING
Boat building includes all business units mainly engaged in the manufacturing or repairing of vessels of
under 50 tons displacement. The main products supplied by this industry include boat repairing, boat
building, sail boat manufacturing, and the construction of yachts. Table 1 shows the number of companies
operating in a subsector activities.
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Table 2: Number of registered boatbuilders
Subsectors Totals
Commercial Craft 21
Leisure Craft
Inflatable‟s and RIB‟s 3
Recreational Power Boats and motor Yachts 10
Recreational Light Sailboats 2
Recreational Monohull keelboats 6
Recreational Displacement Multihulls 19
Other recreational craft 14 TOTAL 75
Source: Marine Industry Association of SA
The 2012 South African Boat building Industry Guide lists some 75 boat builders of which approximately
70% of vessel builders reside in the Western Cape and about 18% in KZN and 12% in the rest of the
country but particularly in the Eastern Cape. Table 2 shows that the industry is primarily dominated by boat-
builders who tend to manufacture commercial and recreational multihulls and other craft, and power boats,
with few companies building rubber inflatable boats, sailboats and recreational monohull keelboats. Most of
the companies in the industry are vertically integrated, whereby the company is directly involved in the
design, the manufacturing, sales and marketing of its products, the export process and ultimately, after
service for its clients.
Barriers to entry are low and industry turnover has grown tremendously in recent years, with the focus being
almost exclusively on the foreign market.
Key commercial craft manufacturers include Eraco Boat builders, Damen Shipyards, Tallie Marine and
Veecraft. Both Cape Town and Durban have a number of sail boat manufacturers with brands such as
Pacer, Leisure, Fast and Gwind. Key industry players in this segment of the industry include, inter alia,
Jacobs Bros Boatbuilders, Dean Catamarans, Robertson and Caine, Voyage Yachts, Royal Cape
Catamarans, Proud Catamarans, Knysna Yacht Company Southern Wind Shipyard, Pacer Yachts, Matrix
Yachts, Maverick Yachts, and Tru Yachts SA. The small power boat manufacturers include Ace Boating,
Afri-Cat Marine, Boating World, Cruiser Cats, and Two Oceans Marine Manufacturing.
In the last fifteen years, a successful world class yacht building industry has been developed in Cape Town
and Durban. Today, South Africa is the world‟s second largest producer of catamarans, after France.
The industry has a total number of 65 building and repair yards with 45 located in Western Cape, 12 in KZN
and 8 in the rest of the country. All these yards are privately owned and managed.
INDUSTRY PERFORMANCE
EMPLOYMENT AND TURNOVER
Due to the nature of the industry it is impossible to have fixed numbers as some employees are casuals and
others temporary. Nonetheless, the total South African vessel construction and support industry employs
approximately 23 750 people and produces goods and service valued at R5.1 billion. About 2% of the
workforce is in the vessel design, over 80% vessel construction, over 8% repairs and 5% components
manufacturers.
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Table 3: Employment and turnover of the repairs industry
Employment Turnover
Boatbuilding 4,500 R1.2 billion Shipbuilding 4,250 R1.8 billion Components manufacturers 15,000 R2.1 billion
TOTAL 23 750 R5.1 billion
Source: SA Shipbuilding and Repairs Association and Maritime Industry Association of SA
PRODUCTION AND CONSUMPTION
Boatbuilding
South Africa‟s boatbuilding segment of the industry manufacture over 330 vessels per year and in mid-2010
about 225 boats had been built. Statistics shows that on average 120 yachts over 40 foot are on order per
annum.
The sector is more export oriented with about 85% of their goods and services destined for exports market
and only about 15% for local consumption. Excluding other sectors the catamaran sector earned R1bn in
exports in 2010. Small craft of less than 10m long and multihulls are predominantly for local consumption.
Shipbuilding
According to the South African Association of Shipbuilders and Repairers 28 vessels were built in South
Africa in 2011. Newly-built vessels were dominated by harbour craft such as tugs and deep sea patrol &
security vessels.
Table 4: Number of vessels built in 2011
Source: South African Association of Shipbuilders & Repairers
South African shipbuilders are catering specifically for the local market where business is sourced from
government contracts such as SA Navy, law enforcement, fisheries patrol, harbour services, inshore fishing
industry, the commercial diving sector, and the offshore gas and diamond industries. There is also a strong
likelihood of significant demand emerging from other African markets.
POLICY AND REGULATORY ENVIRONMENT
POLICY FRAMEWORK
The National Industrial Policy Framework and its Industrial Policy Action Plans governs the vessel
construction and repairs industry. The Policy Framework‟s vision for South Africa‟s industrialisation
trajectory is to facilitate diversification beyond the country‟s current reliance on traditional commodities and
non-tradable services. Moreover, the Policy document aims to promote a more labour-absorbing
industrialisation path with a particular emphasis on tradable labour-absorbing goods and services and
economic linkages that catalyse employment creation.
The propensity to export high value-added products, coupled with the fact that boat building is a labour-
absorbing process, culminated in the inclusion of the boat-building industry in the Industrial Policy Action
Plan-2 2011/12-2013/14. A glance at the Policy Framework and associate Action Plans shows that efforts to
date in advancing the interests of the industry have been biased towards the boatbuilding and ship/rig
repairs industry in Cape Town.
Vessel type No.
Tugs 13 Fishing vessels 2 Patrol vessels and other security vessels 9 Barges and others 4
TOTAL 28
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REGULATORY FRAMEWORK
The legal and regulatory framework for vessel construction and repairs is contained under the following
pieces of legislation:
Merchant Shipping (Small Vessel Safety) Regulation 2007
Merchant Shipping (Notification of Building of Vessels) Regulations 2002
Merchant Shipping Act, 1951
Maritime Occupational Safety Regulations, 1994
Occupational Health & Safety Act, 1993
INSTITUTIONAL GOVERNANCE
The nodal responsibility of the entire vessel construction and repairs industry vests with the Department of
Trade and Industry. The Ministry is supposed to render technical advice and formulate policies on matters
relating to the development of the industry. However, its involvement and efforts to date in advancing the
interests of the industry the Department have been biased towards the boatbuilding and ship/rig repairs
industry in Cape Town.
The South African Bureau of Standards (SABS) is the custodian and enforcer of construction standards in
the industry. To this end, SABS has published relevant ISO standards as South African national standards.
The institution has since set up a Technical Committee on Boatbuilding Standards task to review industry
standards.
INDUSTRY CHALLENGES
The following problems and constraints impede the growth of the industry:
FINANCING
Vessel construction is a capital intensive operation characterised by the high costs of components and
considerable infrastructure which is taken up at shipyards for long construction periods. Securing financing,
both for the construction phase (pre-delivery) and the operational phase of the vessel (post-delivery), is
crucial for shipbuilding projects to come about. Financing almost always includes guarantees, either issued
by private banks or state institutions.
Three issues are crucial for the financing needs of South Africa shipyards: guarantees covering the gap
between the post-delivery financing schedule and the standard mortgage based loans of commercial banks;
guarantees for the pre-delivery financing of the project, covering the working capital and the refund
guarantees issued by the builder‟s banks; and, a hedging instrument for the currency risk.
Unlike their competitors, South African companies are unable to raise capital using the “work-in-progress”
as collateral. South African banks do not accept yachts which are in the process of manufacture as
collateral. This is major impediment to capital investment.
RESEARCH AND INNOVATION
Most South African vessel construction companies operate in, and depend on, high-tech market niches,
requiring continuously growing investments in research, development and innovation (RDI) in order to
maintain the leadership position currently held. Competitor countries are driving the technological growth of
the sector and there is a threat that South African manufacturing will be left behind.
In the absence of a regulatory framework that can be applied, South African vessel construction companies
have less means to offer highly developed technological solutions with the remit that the development of
new types of vessels would no longer be cost efficient. Given the risk connected with RDI activities in
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general and the increasing unwillingness of financial institutions to finance innovative projects in such
circumstances, manufacturers may not be able to respond to ever-higher demands coming from their
customers. This poses a serious danger in that South African vessel construction technologies could be
caught in a downward spiral in the absence of appropriate measures to foster RDI investment. This will start
to have its impact felt on the export market. Therefore vessel construction should, in substance, enjoy the
same conditions as other industries that engage in similar RDI activities.
SKILLED PERSONNEL
For any manufacturing sector, but for vessel construction in particular, it is of high importance to retain
qualified staff and attract young people. Vessel construction is not a sexy industry and, like other maritime
sectors, suffers from a negative image that creates serious problems in this respect. South Africa has a
disparate maritime education and training base covering portions of the industry from sea going sailor
training to transport economics (often under different SETA‟s). There is little focused education and training
in ship- and boat-building management, design and project control. There is therefore a need to develop
centers of excellence in vessel design and building to become the vessel construction hub in Africa.
Accredited short courses for ship/boat building specific skills, for example, laminating, welding, marine
electrical etc. are not currently catered for and this is needed to up-skill the existing workforce. Recognition
of prior learning is also a priority. In-house training continues to be the back-bone of skills training in the
ship/boat building workplace. This is due to the pressures of production, the lack of technical short courses
and the red tape involved in accessing Skills Development Levy funds for training. In particular:
There is a need to promote equity positions at middle and upper management levels to address
transformation in the industry. There is a need for supervisory and management skills to create
better articulation between the large number of entry level employees and middle/upper
management. The identification of “mentors” in this group will aid the “on-the-job” skilling of lower
level workers.
There is a gap between schooling/formal training structures and what is being demanded in the
workplace.
There is a significant need for artisans and technical experts to meet the rigorous demands of new products and innovation and technological developments.
The largely “un-skilled” laminating work force need training to be able to embark on a career path in
the industry and to address some of the quality issues encountered in production. In addition the
skills needed for high level composite technical work are lacking.
PORT DUES AND CHARGES
Port charges and dues, docking and dry-docking fees are perceived to be excessively high and are not in
line with international levels. This creates problems for the competitiveness of the industry as these fees
are regarded as an impediment to the promotion of South Africa as the preferred location for the region for
major upgrades and refurbishments. For example, in Durban more than 85% of all ship repair work carried
out is for international ship owners and as such, it is a highly competitive industry internationally. However,
with high port dues and charges, the industry will continually lose its market share to price-competitive
countries.
INFRASTRUCTURE
The condition of South Africa‟s facilities for ship repair is not good, leading to low efficiency due to docking
times, lack of cranage, poor access to the vessel, and high level of environmental hazards. Moreover, the
size of vessel repairs facilities is becoming too small for the increasing number of larger vessels, which are
being lost to other repair areas worldwide. Most of the key facilities are owned and operated by TNPA. For
TNPA this is not their core business and it does not generate sufficient funds for these operations (docks,
quays, repair facilities) to justify proper maintenance yet alone modernizing and upgrading.
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At this stage it does not appear that TNPA, are prepared to expend large amounts of capital in bringing the
equipment up to standard as the return to them for such capital expenditure would be limited. In fact it is
understood that the Authority is considering divesting themselves of ship repair facilities, including the
graving docks, synchro-lifts, slipways and workshops to focus on their core business in the ports. Some of
the recent port development proposals have indicated that most of the ship repair area would be lost to
cargo operations as TNPA concentrates on port development to increase the cargo throughput in each port.
As a result any private initiatives to put in additional facilities will not be considered feasible due to the
potential lack of tenure. This structure misalignment in respect of the TNPA facilities and the ship repairers
has resulted in a serious barrier to the industry meeting its potential.
GOVERNMENT SUPPORT
The lack of a co-ordinated national approach and support to policy making in the sector has had the effect
that red tape is stifling the domestic market and amongst other things, leading to monopolistic behaviour
amongst the larger players.
INDUSTRY OPPORTUNITIES
OFFSHORE OIL AND GAS INDUSTRY DEVELOPMENTS
It is anticipated that the oil and gas exploration currently being undertaken on the East Coast will result in
the establishment of a large oil and gas industry which the ship repairers will service. On the West Coast
this has resulted in substantial work for the oil and gas and ship repair industry all along the West Coast,
including Cape Town, Saldanha Bay and Walvis Bay. Over the medium to long term this has huge potential
for Durban. Moreover these new developments will constantly require a variety of support vessels to service
the industry.
RECAPITALISATION OF THE SOUTH AFRICAN FISHING FLEET
South African registered fishing fleet totalled 1 747 in 2011. Most are generally reaching the end of their
working life. As a general rule, efforts should be made to replace existing ageing vessels in any sector, with
replaced vessels not permitted back into the specific sector from which they came.
Table 5: Age profile of fishing vessels
Sector No vessels Average Age
WCRL (offshore) 108 51 SCRL 11 40 KZN prawn trawl 9 38 Hake longline 81 33 Large pelagic 16 31 Tuna pole 128 31 Hake inshore trawl 18 26 Horse mackerel 5 32 Small pelagic 52 29 Hake deepsea trawl 60 26 Dermesal shark 4 20 Abalone 86 18 Squid 124 17 WCRL (nearshore) 517 16 Hake handline 74 15 Linefish 326 15 Net fisheries 73 15 KZN sardine beach seine 21 13 Patagonian toothfish 2 7
Total/Average 1715 25.2
Source: SAMSA, Centre for Fishing
Table 5 shows that 28% of the vessels are more than 30 years old, 8% between 20 and 30 years old and
69% between 15 and 20 years old.
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RESEARCH, DEVELOPMENT AND INNOVATION
A competitive vessel construction industry cannot simply depend on low labour cost. Experience around the
world has shown that yards also need to adopt new technologies in order to improve productivity and retain
their competitive edge. This also resonates with the South African vessel construction industry.
Having recognized this, the transfer of technology in order to improve efficiency, technical capability and
productivity is one of the cooperative arrangements the South African government can facilitate between
South African shipyards and foreign partners. In particular, the government has bilateral Merchant Shipping
Cooperation Agreements with foreign partners such as China, France, Germany, India, and the
Netherlands. These agreements should be fully optimized in order to encourage knowledge transfer on
vessel design and new technologies.
At present, there are no statutory local content (labour, secondary materials and other equipment)
requirements in the industry. As a result most engines and other capital equipment are imported. The
country could stimulate local manufacturing of imported equipment through the introduction of progressive
statutory local content requirements in the industry. In this regard, current Special Economic Zones (see
below) could serve as a platform to target and attract potential investors to establish plants to manufacture
currently imported capital equipment.
INDUSTRIAL DEVELOPMENT/SPECIAL ECONOMIC ZONES
In an effort to reposition itself in the world economy, the South African government established the Industrial
Development Zones (IDZ) Programme in 2000. The aim of the programme was to accommodate both
foreign and local companies, targeting both domestic and export markets, with the idea of providing better
infrastructure and easier routes for procedural approvals. To date the programme has not been a success,
with a total of 40 investors attracted into the three IDZs with more than R11.8 billion investments generated
and more than 33 thousand jobs created. The recently minted, more inclusive industrial facilitation model in
the form of the Special Economic Zone (SEZ) Programme could serve as a vehicle to attract foreign vessel
construction and repairs investors willing to locate their production base in South Africa while exporting
100% of their production. Subject to specific provisions, manufacturing companies operating in SEZs can
take advantage of exemptions from customs duties for equipment, raw materials, commodities imported into
the zones and for finished goods and products exported from the zones.
MARKET DIVERSIFICATION
Global economic and political shifts necessitate a fresh approach to the export landscape and the need for
new markets for South African products to be identified. The challenge within the luxury yacht and
commercial boat sector is the lack of knowledge and information on the global market opportunities for SA
exporters. No in-depth research has been done on the opportunities and gaps within the global marketplace
and subsequently the export agenda of most manufacturers are merely a continuation of their strategy from
the early 2000s.
The immediate market for diversification is sub-Saharan Africa. For example, there is an increasing
Angolan and Namibian focus on tourism development which could see the emergence of a charter market
requiring quasi-commercial boats such as large monohull sports fishing vessels. Moreover, increasing
demand for passenger ferries throughout the African lakes regions as continuing degradation of the road
infrastructure makes road transport increasingly difficult. For example, as the Democratic Republic of
Congo emerges from decades long conflicts there will be a need for the country, with 1 700 navigable
kilometers of the Congo river and virtually no serviceable vessels, to replace its entire fleet of river craft.
These are likely to include lighters, barges, tugs, patrol and escort boats, hospital vessels, and ferries.
Lastly, with the proliferation of Free Trade Areas in the continent and the movement of goods getting worse
because of roads in bad condition due to heavy trucks, the use of coastal shipping becomes very
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paramount. While container vessels are used between the larger ports, intermediate ro-ro landing craft
could be used between regional ports.
DEEP SEA PATROL AND COASTAL PROTECTION
The African coastline has an approximate length of 31 000 km, including North and sub-Saharan Africa. The
latter accounts for approximately 18 000 km. Given the naval resources at the continent‟s disposal, it is
impossible for the entire coastline to be permanently patrolled, but the littoral nations‟ lack of coastal patrol
vessels means that vast stretches of Africa‟s coastline are, in effect, ungoverned spaces.
In general, to patrol the 7.8 million km² of Exclusive Economic Zones south of the Sahara, there are
currently:
5 frigates;
7 medium-range patrol aircraft;
18 coastal patrol vessels;
approximately 60 craft capable of conducting limited offshore patrols; and around the same number of inshore patrol craft.
A lack of specific domain vessels means that Africa‟s coastlines are vulnerable to criminal activities,
plundering of fishery resources and environmental degradation
However, a few of the African nations can afford the capital investment of new small warships. While
countries may not able to afford to purchase a new vessel, they could afford to lease-in a vessel. A recent
commercial proposal by the Brenthurst Foundation study has been the concept of “Avis” patrol vessels. It is
conceived that there could be a fleet of such vessels, all identical, and Nations or Navies could charter one
in for a period of say 2 years. After training, that Navy sails away in its leased vessel. After two years it
returns it and takes over a replacement. The one that is returned gets taken through a refit and
refurbishment and is then put back into the „hire‟ fleet, ready for the next Navy to take it over.
A project like this could have the advantage of being able to produce a credible patrol presence against
piracy and fish poaching, with common training and lower logistics and though life costs. Such projects
would present the domestic vessel construction and repairs industry to manufacture high-speed patrol and
policing boats, particularly.
INTERNATIONAL TRADE AND CHANGING ROUTES
Major shipping lanes passing to the North and South of the African Continent are shown in Map 1. These
routes are very established but there are growing indications that more and more traffic could be deviated
from passing to the North, to passing to the south of Africa as security and other economic factors affect the
traffic. This would benefit South Africa and the country‟s ship repair industry significantly.
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Map 1: Major Shipping lanes passing to the North and South of the African Continent
Significantly, although presently only a minor ship building and ship repair area, the country is strategically
positioned on a major shipping route.
INDUSTRY ASSOCIATIONS
The Industry is busy restructuring from being three grouping association i.e., Cape Town Boatbuilding
Initiative; South African Boat-builders Export Council and Boating Industry Association of SA) into one
association – MIASA (Marine Industry Association of South Africa). The broad goal of the newly established
boating industry association is national representation for the entire boating industry, including the
manufacturers, importers, retailers and allied services.
Table 6: Vessel construction and repairs industry associations
Association Objective Membership
South African Institute of Marine Engineers and Naval Architects
Advances the science and practice of marine engineering and naval architecture, ocean engineering, shipbuilding and ship repair.
435
SA Association of Shipbuilders and Repairers
Promotes the interests of the shipbuilding and repairs companies 20
Marine Industry Association of South Africa
Promote the entire boating industry through marketing and advocacy Deals solely with exports and is tasked with assisting its members to gain access to international markets. This includes, among other things, facilitating and coordinating South Africa‟s presence at major international boat shows
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SKILLS DEVELOPMENT
INDUSTRY CAREERS
Within the vessel construction and repairs industry training and education structures are formalised through
the various SETA‟s including TETA, CHIETA, W&RSETA, THETA, MERSETA and INSETA The South
African government has, via with its various SETA‟s, made a vast pool of funds available for training
purposes; but these funds are not being utilised due to a dire shortage of suitably structured and accredited
training programs.
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Table 7: Industry career mapping in the vessel construction & repairs industry
Career Path Level Specialisation Qualifications NQF
Strategic Management Research Professional Director PhD 10
Senior Management Naval Architecture Master‟s Degree 9
Master Builder Post Grad Diploma 8
Middle Management
Support Professional
Bachelors Degree 7
Composites Engineer
Operations Manager
Mechanical Engineer
Designer
Technician/Artisan Diploma 6
Supervisory
Carpenter
Higher Certificate 5
Plumber
Electrician/Electronics
Sail Maker
Rigger
Procurement Manager
Trades & technical Certificate Yacht Boatbuilding L4 Grade 12
4
Slipway operator
Workgroup
Boiler maker/Welder/Cabinet Maker/Joiner/Metal Fabrication/Painter
Certificate Yacht Boatbuilding L3 Grade 11
3
Assistant Plumber/Pre-Finisher Certificate Yacht Boatbuilding L4 Grade 10
2
Laminator/Grinder/Polisher/Sander ABET Numeracy & Literacy Grade 9
1
Source: MIASA
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CONTACTS AT SAMSA
Centre for Policy and Regulation
Office: +27 12 366 2600|Fax: +27 12 366 2601
161 Lynwood Road | Cnr Duncan Street and Lynnwood Road | Brooklyn 0181
www.samsa.org.za