‘Prostitute’ refused entry to Durban port

The recent barring of a female truck employee from Durban harbour has prompted an extraordinary response from the Durban Harbour Carriers’ Association (DHCA). For the first time in an over 100-year history the association has called for the removal of security manager Garth Apollis from his post at the Port of Durban. The last straw, said DHCA chairman Kevin Martin, was an incident last week where a female member of the twoman (although effectively in this case a one-man/onewoman) crew of an abnormal load escort vehicle was refused entry to the port. A refusal, said Apollis, designed to “curtail prostitution”. But this highly offended crew leader, Tim Cathcart James, who runs the abnormal loads escorting company, Escorts for Africa, and who was accompanied by his fellow crew member and wife of many years standing, Gail. They share the driving responsibilities and have fitted out their vehicle to be a home and office away from home. Some of his other vehicles also have husband-and-wife teams. “It is insulting, demeaning and a breach of fundamental human rights to imply that a man’s wife is a prostitute and the man her pimp,” said Martin. Abnormal loads normally only move during daylight and stop overnight. But because Point is situated in the town centre, they are normally moved out of the harbour between midnight and 4 am to cause the least disruption. And, because it is dark, the escort vehicles become even more critical to ensure public safety. They also normally move under the direct control of the Municipal Police to the start of the laid-down abnormal route out of the Province. “It is critical that the escort vehicles remain with the trucks awaiting collection,” said a DHCA memo, “so as not to waste Municipal Police resources. To this end they require entry into the harbour to await collection as the police will judge when the best time for collection and escorting is.” On this issue, Martin contacted Zeph Ndlovu, Transnet Port Terminals (TPT) GM for KZN coastal terminals, for assistance. “We tried for over three hours together – including speaking to the Point terminal manager who was willing to assist. But Apollis refused to budge,” said Martin. “He insisted he fell under Transnet National Ports Authority (TNPA), the landlords, and not TPT, the tenants. This despite appeals and assurances from senior personnel for the tenant, and myself representing industry.” Interviewed by FTW, Apollis said: “We do not allow people to sleep in the port. There are no facilities for anyone.” Queried about the reason being given to James that it was to curtail prostitution, he added: “We’ve had troubles in the past” – but wouldn’t supply any specific cases of such events involving escort personnel. There was also disagreement about the time this issue had taken place. Although all the others agreed that it had been at 13:00 hours, Apollis insisted: “They arrived at six o’clock and the move was for half past three the next morning. Everybody (the transporters and escorts) were (sic) all told that.” And, although Carl Webb, who represents the Road Freight Association (RFA) on abnormal haulage at the port, told us that it was common practice for the truck drivers and the escorts to sleep while they waited for the move-out signal, Apollis was adamant that “nobody was allowed to sleep in the port” and that this included the men as well as women. Also, although no one can identify anything that fits the bill, Apollis told FTW that there was a parking area just inside the security gates, and toilets, a shower and a kitchen that drivers and escort personnel can use. An investigation for FTW of this unknown facility was undertaken by one of Webb’s team. There was “a muckedup toilet,” he said, which the security guard told him they wouldn’t let the truck or escort drivers use “because they mess it up”. But, said our investigator: “I don’t know how they could mess it up more than it is.” However, no shower nor “anything remotely resembling a kitchen”, he added. “Anyway, I wouldn’t take food anywhere near that place.” All of which seems to give a lie to Apollis’ statement. A recent new security measure he was fully intending to implement – despite not having Municipal approval (as required by law) – was a road layout not approved by a roads engineer. This would have compromised road safety and would have effectively closed the southern half of the harbour." This was only prevented from being implemented after the intervention of the Port Consultative Committee (PPC) – which reports to two ministers and parliament. The association’s records also noted that, a month ago, his security effectively closed Pier 1 – a multi-million rand terminal operated by TPT – while doing security checks. “After vigorous meetings with terminal management,” Martin said, “he relented. This after he was shown a more effective way to achieve his objective – but only after costing the country millions of rands!