01 November 2007 - Speech
- SPEECH BY MARTHINUS VAN SCHALKWYK, MP,
MINISTER OF ENVIRONMENTAL AFFAIRS AND TOURISM
AT THE NATIONAL SUMMIT ON SUBSISTENCE AND
SMALL-SCALE FISHERIES, PORT ELIZABETH, 1
NOVEMBER 2007
I am certainly delighted to address this
very important first ever National Summit
on Subsistence and Small-scale Fisheries
in South Africa. I wish to welcome you all.
This Summit ladies and gentlemen marks
a milestone in the process to craft a policy
and management regime for subsistence and
small-scale fishers. What is therefore gratifying,
is that we have gathered here, most importantly,
the communities who are directly affected,
together with the different spheres of government
to deliberate on issues that would inform
our policy development.
We acknowledge that this sector of the
fisheries has not received the attention
it deserves, as we have in the past not
had a dispensation for small scale fishers.
I am proud of the partnership that has been
developed between our department, communities
and NGO’s. The first fruits of this partnership
was the interim relief measure we announced
in May this year. This measure was to accommodate
1000 bona fide subsistence fishers, who
did not hold a commercial fishing right
and who could demonstrate both historical
dependence and reliance on fishing along
the Cape west and south coast between Port
Nolloth in the north and Arniston in the
south.
These partnerships will have a stabilizing
effect on the fishing industry and will
ensure that no communities are regarded
as second class citizens in this industry.
Today, I want to pledge my personal commitment
and that of my Department to elevate this
sector as part of our core business. We
would like to engage with this sector more
intimately in respect of the management
of our marine resources.
As you are aware the Department published
two draft policies on Subsistence and Small-scale
Fisheries last year and embarked on a consultative
process to elicit comments on these polices.
However, it was felt that we need a more
structured and intimate engagement with
our communities, hence this Summit. We are
here to listen and obtain first hand information
on the views of the communities in respect
of policy and the management of marine resources.
Subsistence fishers and communities have
and still do in some parts of our country
add to the spectrum of diverse community
livelihoods. I am aware that this livelihood
opportunity is fraught with physical danger
as well as uncertainty. As employment opportunities
are limited, more and more people are turning
to fishing for a livelihood, exerting pressure
on the resources to the extent that in some
cases the stocks cannot sustain the level
of harvesting. Just as land-based resources
cannot be accessible to all, these resources
have to be managed in a way that is for
the greater good of all. That means responsibility
and equitability.
Our department takes the view that, in
consultation with the affected communities,
it should assist by initiating and supporting
interventions to make a difference to the
lives of the people adversely affected by
these developments within its available
resources. In this regard I believe that
there are huge opportunities in marine aquaculture,
which will not only reduce the pressure
on wild stocks but provide new economic
opportunities.
The global demand for fish products has
increased in recent years while the supply
from capture fisheries has been decreasing.
In contrast, aquaculture production has
increased by an average of 9% globally.
Following the global trends, capture fisheries
in South Africa are in decline affecting
some 28 000 direct jobs that are located
in areas characterized by high unemployment.
It is in these areas that a growing marine
aquaculture industry could provide additional
economic activity.
It is also significant that South Africa
imports more fish products than it exports.
According to studies, on average 200 000
tons of fish, valued at R0.7 billion, was
imported per year during the period 2000
- 2004. In this context, aquaculture presents
a good opportunity to diversify fish production
to satisfy local demand, export opportunities,
and the creation of new jobs. Currently
the marine aquaculture industry in South
Africa contributes 0.005% to the country’s
GDP and provides 1 200 direct jobs. This
is modest compared to countries like Chile
with a GDP contribution of 1.4% and 60 000
direct jobs; a GDP of 1% and 4 200 direct
jobs in Norway, and a GDP of 0.06% and 670
000 jobs in Vietnam.
I am proud to announce that we have allocated
R100 million in the next financial year
to make the following second economy marine
aquaculture interventions.
Six Marine Aquaculture Projects, for our
4 coastal provinces will be initiated in
the 2008/2009 financial year.
These projects will be the following:
The establishment of a abalone farm in
Gansbaai, Western Cape
The establishment of a finfish farm for
silver cob or yellow tail in Saldanha Bay,
Western Cape
abalone ranching in Port Nolloth, Northern
Cape
the establishment of a finfish farm in Qolora,
Eastern Cape
the establishment of a finfish farm in Sokhulu,
KwaZulu-Natal and
the development of a state hatchery
Our Department will explore with you how
communities could be involved in such activities.
In addition to these amounts that will
be spent on marine aquaculture projects
our department will be spending a total
amount of R50,6 million rand in the current
financial year on our working for the coast
social responsibility projects. I can also
announce that we have allocated a further
R240 million for these projects starting
in the next financial year.
In your deliberations over the next two
days I urge you to consider the coasts and
oceans opportunities as more than just fish.
Our people and environmental diversity are
our greatest assets. I would imagine that
while there are general basic requirements
that policies must have, provinces, and
even within provinces it would require different
solutions for subsistence fishers.
In conclusion, the Department recognises
that we need an engagement on solutions
for subsistence and small-scale fishing
and coastal livelihoods. In undertaking
these engagements we must include other
users of our ocean resources. This is where
our work is defined, in finding a place
for all our people who are using coastal
and ocean resources and services.
I wish you well over the next two days
and I thank you for your time.
Riaan Aucamp (Minister's Spokesperson)
+ More
Keynote Address at the National Tourism
Conference by Minister of Transport: Mr
Jeff Radebe, MP
Speech - Sandton Convention Centre, 29th
October 2007 - It is indeed a great pleasure
for me to be here amongst the top leaders
of the tourism and aviation industry. I
am most honoured to join all of you at this
august event. Ladies and Gentlemen, it is
very clear that the tourism industry by
far has grown to such a proportion that
its impact on our economy is clearly evident
and as such government, and industry stakeholders
will have to work in tandem to harness the
progress thus made and to continue to make
every concerted effort in strengthening
and growing this wonderful sector of our
economy. I can assure you that Government
is hundred percent in support of this sector.
It is indeed a fact that people from abroad
really want to see this spectacular country
and as such the demand to come to South
Africa continues to grow. On the other side
of the coin, we have you, our partners and
the most important stakeholder in this industry
who demands that people do come to South
Africa, and there’s absolutely nothing wrong
with this. We also have the airlines who
in their own right make demands on the routes,
which they would like to fly.
This therefore points to the importance
of aligning the aviation requirements with
that of the tourism market.
Aviation in South Africa has an extremely
important role to play in achieving sustainable
growth and development for the industry
and economy at large. The expansion of air
services both domestically and internationally
is a necessary condition for the development
and growth in tourism, business focused
traffic and trade enhancement.
Air travel in South Africa has grown above
10% per year over the past three years,
due largely to the proliferation of low-cost
airlines following the deregulation of the
industry in the early Nineties and the increased
volume of international traffic flowing
into the country. This can be evidenced
by the fact that, in 1993, fewer than 12
international airlines flew into South Africa.
However, this number increased to 20 by
1995 and, today, more than 70 international
airlines fly into the country on a regular
basis.
In terms of passenger growth, between 1994
and 2000, the rate of domestic growth was
pinned at 7, 5% compared to the global rate
of 3%. Similarly, while global international
traffic grew at an average of 7% during
this period, South Africa experienced an
international passenger growth rate of approximately
8, 5% and as it can be seen in recent figures
passenger growth has now surpassed the 10
percent mark per annum. In particular, ACSA
is handling 16.8 Million departing passengers
annually and is currently experiencing an
annual growth of 10.8 percent. We have seen
a huge growth in smaller airports - such
as Port Elizabeth, Kimberly and Bloemfontein
Airports – which grew by 10.4 percent on
average, reaching total passenger volumes
of 1.4 million passengers for the year.
The current consolidated terminal capacity
for smaller Airports is 2 million passengers.
The positive growth in passenger numbers
is largely as a result of the domestic passenger
market, which was powered by a stable economy
and growth in GDP levels to around 4 percent
It is precisely for this reason that we
had to develop a five-year Airlift Strategy
which was approved by Cabinet, in July 2006.
The aim was to put in place effectively
structured regulatory measures in order
to increase tourism growth for South Africa.
In particular, this Strategy was developed
on the basis of aviation policy directives
and as a specific contribution to ASGISA
through;
Greater alignment with the Tourism Growth
Strategy and industry;
Prioritisation of tourism and trade markets;
and
unblocking obstacles to growth through regulatory
mechanisms and bilateral and multilateral
air services negotiations. In particular,
the Strategy supports the Millennium Development
Goals and the objectives of NEPAD to increase
African connectivity and access through
the accelerated implementation of the Yamoussoukro
Decision.
The overall objective of the Airlift Strategy
is to increase aviation's contribution towards
sustainable economic growth and job creation.
This required the creation and maintenance
of an enabling framework within which both
suppliers and consumers of air transport
services may exercise reasonable flexibility
and choice.
In particular, the Strategy will enhance
the prospects of South Africa as a preferred
air travel destination and to synchronise
the basis for bilateral air services negotiations
with other priorities.
It also provides specific guidelines for
various unique markets with emphasis on
the needs of intra-African air services
and aims to improve the regulation of particularly
the supply-side of air transport services
My Department also went on to develop an
Airlift Implementation Plan, which provides
a clear framework and capacity targets to
be met. It is prudent to note that whilst
this plan was being developed that work
continued and the Department of Transport
continued in having bilateral discussions
and negotiations in order to address increasing
capacity demand. We therefore believe that
the Airlift Strategy will promote the provision
of adequate air service capacity and infrastructure
to cater for the projected growth in air
movements within South Africa and between
South Africa and its key international partners.
The demonstration of this fact has been
the entry of new foreign carriers including
Delta, Thai Airways and Virgin Nigeria buoyed
international passenger arrivals. Last week
Singapore Airlines successfully launched
the first A 380 commercial flight from Singapore
to Sydney. In line with the anticipated
demand and large volume of passengers, which
the A380 Airbus carries, ACSA has already
put in place the infrastructure in the form
of five A380 parking bays located on the
Echo Apron at O R Tambo International Airport.
The demand in international traffic is
set to continue at South African airports,
with the Department of Transport actively
engaged in dialogue with Canada, the Republic
of Korea, the United Kingdom and a number
of other key countries as identified by
Airlift Strategy and the implementation
plan.
The implementation of our strategy will
yield a significant increase in the number
of passengers moving through ACSA network
of Airports. With passenger traffic estimated
to be in excess of 45 million passengers
a year by 2012, Airports Company South Africa
(ACSA) will be spending R19,3 billion on
infrastructure developments at its network
of ten airport over the next five years.
This investment is also meant for the new
Airport at La Mercy as part of the Dube
Trade Port in Durban. It is our intention
to ensure that we provide infrastructure
capacity ahead of demand.
The Air Traffic and Navigation Services
Company (ATNS) has also worked tirelessly
to improve our airspace safety management.
This has included the investment of more
than R 200 million for the renewal of terrestrial
aeronautical navigation systems and the
replacement of existing older radar systems
in certain areas of South Africa.
Efficient airports and effective airspace
management are also critical to future development
of air transport. Three projects aimed at
addressing air transport infrastructure
are currently underway, namely: The Air
Freight Logistics Project, the creation
of a National Airports Development Plan
and a project aimed at the possible establishment
of an independent slot-coordinator for South
Africa.
The principle of "fair and equal opportunity"
enshrined in Bilateral Air Services Agreements
will be applied in cases of slot-constrained
airports with a view of achieving maximum
economic benefits within a pro-competitive
environment.
We therefore believe that the Airlift Implementation
Plan will respond effectively to the challenges
faced by various economic regions of the
world. In order to achieve the best fit
per region, the Department of Transport
will continue to seek the input of all major
stakeholders. This will include all relevant
governmental departments, South African
registered airlines and the foreign operated
airlines prior to seeking a mandate for
the engagement of all bilateral negotiations.
Given the importance of this process, the
span of discussion engaged upon includes
the tourism bodies and other aviation participants.
We firmly believe that we have to work together
in other to achieve a tacit and sustainable
result for this industry.
The window of opportunity is now, whilst
we are triumphant in the sporting arena,
the country engaged in what could be perhaps
the largest construction boom ever experienced,
strong economic growth and the 2010 FIFA
World Cup event in sight. We have to take
advantage of the current situation and maximise
the results. In particular, I’m glad to
announce that the Department has formed
a task team to coordinate an air transport
operational plan specifically for the 2010
World Cup.
For the past 5 years, we have also embarked
on the implementation of a comprehensive
aviation security strategy. The nucleous
of this strategy was the development and
approval of the National Aviation Security
Plan ( NASP) , a requirement by the International
Civil Aviation Organisation ( ICAO). We
have been able to use this plan to ensure
that we comply with international aviation
security standards.
Distinguished guests, let me implore upon
all in the aviation fraternity to engage
on an expansionary strategy. Expand your
routes. It’s the only way in which we can
achieve any tangible growth. So in essence
perhaps it would be incumbent to capture
the more salient points derived out of the
Airlift Implementation plan and categorically
state that we are going to be extremely
robust in our approach towards ensuring
that airlines make use of frequencies already
allocated.
Historically, and the analysis conducted
whilst drafting the plan, found that a number
of airlines who have previously been awarded
route rights, have as yet not really utilised
such capacity. The fact is that we have
at least a fifty percent under utilisation
of available capacity, which is contained
within the formal framework of bilateral
air service agreements. If indeed we believe
that we have a tourism boom, it really is
only half of what we could in theory be
experiencing.
In order to address part of this problem,
the principle of ‘Use it or Lose it’ will
apply. Hence we have already commenced within
the ambit of the International Air Services
Licensing Council to hold hearings and where
deemed appropriate the Council is withdrawing
unused frequencies from airlines. These
frequencies are then made available to other
airlines that wish to make use of them.
The same applies to airlines who withdraw
from routes, as per the International Air
Services Licensing Act, should such frequencies
go unused, then the process of holding a
hearing will proceed.
And based on the outcomes of such hearings
these frequencies may be withdrawn. The
message is clear, if you are in possession
of frequencies, Use it.
The markets identified by both the Department
of Transport and DEAT have been included
in the Airlift Implementation Plan and I
am pleased to announce that we are in discussions
with a number of countries, with a firm
view of reaching an agreement, which in
effect would provide newfound capacity.
I have alluded to the world cup event, and
as we all know that the South Americans
are a soccer fanatical continent, yet we
only have one South African carrier flying
to Brazil. Why not Argentina, Paraguay,
Chile, Uruguay? I am most certain that we
have an untapped market here.
We are serious about increasing airlift.
Such a move, of having entry points at other
parts of the country will inevitably require
an increase in domestic connectivity and
I am sure we all can once again applaud
the tremendous job well done by the low
cost carriers in our country. The positive
growth in passenger numbers is largely as
a result of the domestic passenger market,
which was powered by a stable economy and
growth in GDP levels to around 4 percent.
Passenger demand, on the back of strong
economic performance, is largely driven
by the entry of low cost carriers into a
market where a growing proportion of the
population can now afford air travel.
There is still scope for more growth in
South Africa’s low-cost airline industry.
This is despite the launch of South Africa’s
third low-cost carrier, Mango, during the
peak holiday season last year. South Africa’s
three low-cost carriers, Mango, kulula.com
and 1time, enjoy about 30 percent market
share. They are vying to increase this figure
and South Africa is swiftly joining the
global community in offering options for
cheaper flights. My Department views the
low cost carriers’, as an important part
of the air travel model and as such have
included in its current strategic plan the
objective of enhancing low cost carrier
infrastructure and support supply. I believe
that we have to tailor the infrastructure
for the market.
In line with our Airlift strategy, we will
also continue to manage the liberalisation
of our skies to South Africa, in order to
enhance growth within the aviation and trade
sectors of the economy. Liberalisation of
air transportation is one of IATA’s major
campaigns around the world and Africa is
coming behind in this area.
Globalisation is moving the industry from
bilateral agreement to multilateral and
open skies agreements. The Yamoussoukro
Decision, which we all know has not really
materialised into a tangible result and
still to liberalise the African Airspace
and integrate African carriers.
This decision is yet to be fully implemented
even when African States claim they all
subscribe to the treaty. At the African
Union Ministers of Air Transport meeting
held earlier this year, the Ministers have
passed a resolution, which makes the African
Civil Aviation Commission (AFCAC) the Executing
Agency for the Yamoussoukro Decision. The
underlying intention here is to ensure that
this body expedites the process in a structured
way and ensures that all States subscribe
to implement the Yamoussoukro Decision.
South Africa is fully supportive of AFCAC
and will do everything within its power
to assist AFCAC in achieving its objective.
To expedite the implementation of this
very important element of our air transport
system, the SADC Ministers for Transport
tabled this matter for discussion at the
recent SADC Transport Ministers Meeting.
SADC States are aware of the vast liberalisation
of aviation policies globally, and I am
sure that these countries will work in the
best interest of the industry and in a managed
process adapt to the implementation of the
Yamoussoukro Decision.
Whilst we are jointly focussed on utilising
aviation as a catalyst to economic growth,
it is equally incumbent on all of us to
recognise that a new dynamic challenge has
approached this industry in the form of
aircraft emissions. Air Transport is currently
in the world spotlight with regards to environmental
impact issues flowing out of aircraft engine
emissions.
The environment is a critical issue and
the aviation industry has been working on
progressive improvements, especially in
the design of aircraft power plants.
The fuel efficiency of a modern commercial
aircraft is similar to that of a small sized
motor vehicle, in that the fuel efficiency
is three comma five litres (3, 5) per 100
passenger kilometres. This level of consumption
is set to decrease with the introduction
of the new generation of aircraft being
currently produced. It is estimated that
these aircraft will consume less than three
litres per 100 passenger kilometres. Irrespective
of the advances being made by the aviation
sector, the fact remains, aviation indeed
does account for 3 percent of total emissions
generated.
It is widely known that the European Union
is quite inclined to implement an emission-trading
scheme – which seeks to impose a certain
amount of taxes to the polluting airlines.
If this action is taken, it basically implies
that so long as the airlines have the money
to pay for taxes, they can continue to pollute.
This is certainly not a solution, and as
such has been rejected by the majority of
contracting States - at ICAO General Assembly
-on the grounds that a sustainable solution
was necessary rather than imposing taxation.
It is my view and I am sure that you all
will concur, that it is unreasonable to
believe that the right way to limit emissions
is to discourage flying! Or by simply imposing
punitive taxes or constraints on industry
growth.
South Africa like the majority of contracting
States believe that the inclusion of air
transport under the banner of emissions
trading within a broader international solution
is the most effective and economically efficient
mechanism for dealing with carbon dioxide
(CO2) emissions from air transport.
We support a long-term strategy driven
by ICAO to limit air transport’s climate
change contribution based on robust science,
sound economics and well-developed policy
instruments.
I assure all of you that in advancing South
Africa’s aviation interest, which has a
direct correlation to the growth and expansion
of tourism, the Department of Transport
will apply a balanced approach in air transport
development for the country. We are all
Ambassadors of this great country and I
am sure that our every action is in the
best interest of our beloved land. Let’s
together ensure that we push the window
of opportunity wide open.
I wish this conference a great success.
I’m sure that you will all benefit from
the discussions and find new opportunities
for cooperation, which will further strengthen
and advance both the aviation and tourism
industry in South Africa.
I Thank You
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Key Marine Issues to be Discussed at Joint
Conference of Parties (COP) for Abidjan
and Nairobi Conventions in Johannesburg,
South Africa
02 November 2007 - Media Statement - Department
of Environmental Affairs and Tourism - THURSDAY,
01 NOVEMBER 2007: Environment Minister’s
from nearly 30 African countries will converge
in Johannesburg , South Africa next week
to discuss continental marine issues for
both the west and east coast of Africa.
Ministers from Namibia, Kenya, Mozambique,
Tanzania, South Africa, Nigeria and Ghana
amongst others will participate in the joint
Conference of Parties (COP)for the Abidjan
and Nairobi Convention from 05 - 08 November
at the Indaba Hotel, Fourways, Johannesburg.
South Africa is the host country for COP
8 of the Abidjan Convention alongside the
COP 5 of the Nairobi Convention. The joint
Cop is organised in collaboration with the
New Partnership for Africa’s Development
(NEPAD), under the umbrella of the African
Union.
The purpose of the Nairobi Convention is
the Protection and development of the Marine
and Coastal Management of the Eastern African
region, South Africa joined the Nairobi
Convention in 2001 and ratified in November
2002. (See Note 1)
The current programme 2004-2007 adopted
at the COP4 in Madagascar in 5-8 July 2004
is co-chaired by South Africa as the vice
-chair. Madagascar was elected as the Chair
for the Nairobi Convention for the period
2004-2007 when the next COP5 will take place.
In the last four years (2004-2007), the
Nairobi Convention has been able to leverage
resources from various sources, including
US$3.4million from the Norwegian government
and US$4.2million from the GEF. Sida has
been a very consistent partner in the Western
Indian Ocean region and in the last four
years has supported the Convention with
US$1.3million. Five governments from the
eastern African region have consistently
contributed to the Nairobi Convention’s
Trust Fund.
The purpose of the Abidjan Convention is
the Protection and development of the Marine
and Coastal Management of the Western and
Central African region, South Africa joined
the Abidjan Convention in 2001 and ratified
in November 2002. (See Note 1)
The Abidjan Convention region has some
of the largest and most ambitious Large
Marine Ecosystems projects, namely: the
Guinea Current project implemented by UNEP
and UNDP (USD21.49 million) ; the Benguela
Current project implemented by UNDP (USD15
million); and the Canary Current project
implemented by FAO and UNEP (USD12 million).
The joint COP will focus on ecosystems-based
management approaches, especially in the
context of the connection between land and
sea. It will also review the Convention
to recognise the importance of fisheries
and of the ecosystems that support fisheries
and related livelihoods, and to clarify
how fisheries issues relates to the Convention
and its implementation, in so far as it
impacts on habitats and livelihoods.
The key direct outputs from the Joint COPs
will be decisions from each of the Convention’s
Conference of Parties, a recommendation
to adopt the protocol for land based activities
and sources of pollution for each Convention
area as well as the adoption of work programmes
for 2008 - 2012 for each Convention. The
work programmes will be action oriented
agendas that give a holistic overview for
ecosystem based coastal and marine management
in sub-Saharan Africa, to be implemented
by governments and partners from civil society,
intergovernmental agencies, projects and
the private sector.
In addition, there will be a Joint Declaration
issued to NEPAD from the Joint Heads of
Delegations. This declaration will cover
the common thematic areas that were discussed
during the Conferences and will assist in
renewing and maintaining governments’ commitment
to the implementation of the two Conventions
in the context of NEPAD.
The COP will be organised in segments:
Stakeholder workshops, Heads of Delegation
meetings and a Joint meeting of the Heads
of Delegations for Abidjan, Nairobi and
NEPAD.
The COP will take place under the theme,
“Building on Success,” focusing on the progress
made from the multiplicity of programmes
and projects that have been implemented
since the adoption of the two Conventions
and to build on this momentum with increased
political resolve and commitment to preserve
and sustainably develop the marine and coastal
environment by governments, key partners
and stakeholders towards objectives of the
two Conventions.
The WIO-LaB (West Indian Ocean Land Based
Activities) project steering committee will
also take place on 05 November. WIO-LaB
was launched in Madagascar in 2004 and deals
with the protection, prevention and management
of marine pollution from land based activities.
It aims to determine the extent and magnitude
of pollution of coastal waters due to sewage,
industrial effluents and river run-off.
South Africa occupies a unique position
as the only country on the continent to
inhabit both the west and east coast of
Africa. At the culmination of the Joint
COP, South Africa is expected to take the
chair of one of the COPs.
Carol Moses
