CENTRE FOR POLICY AND REGULATION

SAMSA

VESSEL CONSTRUCTION & REPAIRS – INDUSTRY PROFILE

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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