Richard Hardiman is using drones to rid the world’s seas of trash. He faced bankruptcy and depression before the project went from prototype to profit.

Rubbish in the world’s oceans has reached critical levels that threaten not only marine life but also our own future on this planet as we know it, as fragile eco-systems are eroded.
What is already out on the seas, estimated by National Geographic to be growing by almost a million tonnes per year, is lost, but South African entrepreneur Richard Hardiman has developed a drone to catch this waste at source – the harbors and ports of the world – before it hits the ocean.rubbish in the world’s oceans has reached critical levels that threaten not only marine life but also our own future on this planet as we know it, as fragile eco-systems are eroded.
The WasteShark has been in planning and product testing stages since 2015, but is now sold globally as a drone that can clear the water of waste and help halt what is a growing catastrophe on our seas.
It has been a long personal battle for Cape Town-based Hardiman, one that brought him to the edge of despair.
But with the product in the water in a growing number of countries, including South Africa, the United States, India, the United Arab Emirates, Netherlands, Germany and Sweden, his Rotterdam-based company RanMarine Technology is primed to be a leader in this niche field.
“The initial idea was not motivated by trying to solve environmental problems,” Hardiman tells FORBES AFRICA. “I was sitting at the Waterfont in Cape Town watching these guys out in boats with pool nets pulling the plastic from the water.
<blockquote>“It irritated me that there was a lot of trash and they were trying to solve the problem with a little net. In was inefficient and you could see trash being swept out into the open ocean.”</blockquote>
Hardiman, who worked as a radio host for much of his adult life, developed the idea for a drone that could mechanize the process, either controlled from the shore or on its own as a robot in the water.
“I built a prototype, literally in my garage, by sticking some PVC pipes together and did some research on the internet,” he says.
“I taught myself how to code on to my phone and came up with a small drone I put into my pool and started to drive around. It did what it was supposed to do.”
Hardiman had no luck finding early investors in South Africa though.
<a href="http://www.forbesafrica.com/focus/2015/12/01/diving-ocean-cash/" target="_blank" rel="noopener">READ MORE: Diving Into An Ocean Of Cash</a>
“The feedback was quite good, but if I’m honest my pitch was terrible,” he says. “In trying to raise money, the one thing I have learned is that your pitch needs to be perfect. If you cannot be precise with every answer to every conceivable question, it turns investors off.
“Although people love the environment, let’s face it, if they are putting money into it they want to see a return on investment.”
The ingenuity of the idea caught the attention of Accelerator though, a program to help start-ups based in Rotterdam. Hardiman began in the top 1,000 entries from around the world, eventually making it to the final 20 after an arduous series of interviews.
<div id="attachment_37257" style="width: 750px" class="wp-caption alignnone"><img loading="lazy" decoding="async" aria-describedby="caption-attachment-37257" class="wp-image-37257 size-large" src="https://www.forbesafrica.com/wp-content/uploads/2018/09/Copy-of-Copy-of-ranmarine-4690-1024x683.jpg" alt="" width="740" height="494" srcset="https://cms.forbesafrica.com/wp-content/uploads/2018/09/Copy-of-Copy-of-ranmarine-4690-1024x683.jpg 1024w, https://cms.forbesafrica.com/wp-content/uploads/2018/09/Copy-of-Copy-of-ranmarine-4690-300x200.jpg 300w, https://cms.forbesafrica.com/wp-content/uploads/2018/09/Copy-of-Copy-of-ranmarine-4690-600x400.jpg 600w, https://cms.forbesafrica.com/wp-content/uploads/2018/09/Copy-of-Copy-of-ranmarine-4690-768x512.jpg 768w, https://cms.forbesafrica.com/wp-content/uploads/2018/09/Copy-of-Copy-of-ranmarine-4690.jpg 2048w" sizes="(max-width: 740px) 100vw, 740px" />WasteShark is becoming a feature of a number of ports and harbors.</div>
He was then required to make the journey to the Netherlands for the finals and by this time had sunk so much energy, time and money into the project that the married father-of-three had nothing left to fund the trip.
“I was completely broke, I had no money left. I was taking any job I could get. I was penniless,” he admits.
Hardiman eventually found a local investor who took a punt on the project and lent him the money to get himself to the Accelerator finals.
“He gave me enough money to pay for the trip and to survive for about six months. But when I landed in Rotterdam, his cheque hadn’t cleared yet, my credit card had zero funds in it and I had five Euros in my pocket.
“Each day for a week I would walk from my hotel to the [Accelerator] event, which was about five kilometers away, sometimes in the rain and snow.
“Everybody else was so well-dressed and I would arrive in a soaking wet suit.”
But the response to WasteShark was overwhelming and he made it into the Accelerator program, which meant leaving his Cape Town-based family behind to live in Rotterdam for the next three months.
“After the three months we had done really well and we got a pilot with the Port of Rotterdam, which is the largest port in the world. They put 100,000 Euros into what would be a six-month project.”
But there would be more hurdles for Hardiman to face and the worst was yet to come.
“I fell out with the original engineering firm and brought on another partner that proved to be a disaster. It just wasn’t the right fit. By the end of 2016, I was completely out of money again and we were only halfway through development.
“I came back to South Africa licking my wounds. We had spent a lot of money and it had not really gone anywhere. In terms of investors, I found that the Dutch love innovation, but they hate risk, so nobody wanted to come into the project early.
“I went into a deep spiral of depression. I’d gone from having money to no money again. I had half a product that I needed to make work because I had a family to support.
“But I found I just couldn’t get out of bed, I really felt like I had screwed up and let everybody down.”
A chance meeting at a children’s party led to Hardiman finding a local South African investor who liked the idea of the project and could see the potential. He returned to the Netherlands.
<img loading="lazy" decoding="async" class="size-medium wp-image-37258 alignright" src="https://www.forbesafrica.com/wp-content/uploads/2018/09/Copy-of-IMG_2188-300x225.jpg" alt="" width="300" height="225" srcset="https://cms.forbesafrica.com/wp-content/uploads/2018/09/Copy-of-IMG_2188-300x225.jpg 300w, https://cms.forbesafrica.com/wp-content/uploads/2018/09/Copy-of-IMG_2188-600x450.jpg 600w, https://cms.forbesafrica.com/wp-content/uploads/2018/09/Copy-of-IMG_2188-768x576.jpg 768w, https://cms.forbesafrica.com/wp-content/uploads/2018/09/Copy-of-IMG_2188-1024x768.jpg 1024w, https://cms.forbesafrica.com/wp-content/uploads/2018/09/Copy-of-IMG_2188.jpg 2048w" sizes="(max-width: 300px) 100vw, 300px" />
“I just needed enough money to get through to June 2017 because by then we would have finished the product development stage. Then we could start selling.”
A little more than a year on and WasteShark is becoming a feature of a number of ports and harbors, and Hardiman has now moved on to the next stage.
“We sold one, then another, and suddenly it just started taking off,” he says. “We have been inundated with interest from all around the world. It’s a new position for us to be in, from the phase of trying to get a finished product out to going into production.”
Hardiman says that while they could have gotten carried away with technology on the WasteShark, the aim was actually to make the drone as simple as possible.
<blockquote>“I had this vision of a guy on Lake Malawi using our drone and when I sat down with the group of engineers to plan the product, there were many fantastic ideas about what we could do.</blockquote>
“But I was firm in my mind that we need to cater for that guy in Malawi. If a thruster is broken, he can fix it himself. It must be easy for him to operate, be simple and robust.”
Hardiman says they have numerous other versions of the WasteShark in planning and production including one that provides data on the quality of the water and another that can clean up oil in harbors. The next version will be ready September.
He adds he is most often asked what he hopes to do about the critical issue of plastic in the oceans, but the realistic goal for now is to stop the problem getting worse.
“My goal is not to solve the issue that is already out there, because that’s not realistic. It’s to stop the problem getting worse.
“If we can do that in a canal, river, marina or harbor, where most of the trash in the sea comes from, then you are starting to win the battle.”
&#8211; Nick Said

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The Man Who Sunk His Finances To Clean The Ocean

The São José-Paquete de Africa had been at sea for over three weeks when, just off Cape Town’s treacherous coastline, it was overcome by a bellowing storm. As gusty winds yanked at its sails, storey-high waves pushed the vessel closer to shore.
Captain Manuel João from Portugal refused to give in, after all was just a few sea miles away from Table Bay. The plan was to anchor there, stock up on food, water and other supplies, and sail on to Brazil to offload his precious cargo: 500 men, women and children from southeast Africa, packed like sardines in the dank belly of his ship. After delivering his load, João would return to Mozambique for a fresh shipment.
<img loading="lazy" decoding="async" class="alignleft size-medium wp-image-3998" src="/wp-content/uploads/2017/04/Ballast_Sao-Jose-300x200.jpg" alt="" width="300" height="200" />
Mother Nature decided otherwise. On December 27, 1794, the São José smashed against razor-sharp rocks, 100 meters off present-day Clifton, an affluent suburb of Cape Town. The vessel disintegrated into matchwood and sank to the bottom of the Atlantic – taking 212 slaves with it. Those who survived were captured and sold into bondage in the Cape, possibly to recoup the damages.
The São José was soon to be forgotten, until sports divers stumbled upon her remains in the 1980s – after which the ship ended up in the archives as the Van Schuylenberg. This Dutch merchant vessel had gone down off the Cape coast in the 1750s.
In 2011, South African marine archaeologist, Jaco Boshoff, came across an account by João, in which he described how the ship had left Lisbon on April 27, 1794, to purchase slaves from Mozambique. On the 24th day of the voyage to Table Bay, for an interim supply stop before crossing the Atlantic, the ship was overcome by bad weather and sank.
More information has since emerged from the archives in Portugal and Mozambique, as well as the bottom of the Atlantic, which suggested that the wreck off Clifton was everything except a Dutch merchant vessel. So, in 2014, the partners of the Slave Wrecks Projects – which includes Iziko Museums of South Africa, the South African Heritage Resources Agency, and the Smithsonian’s National Museum of African American History and Culture in Washington DC – began unearthing what was left of the wreckage.
<img loading="lazy" decoding="async" class="alignleft size-medium wp-image-3997" src="/wp-content/uploads/2017/04/shutterstock_237236926-300x200.jpg" alt="" width="300" height="200" />
“We found iron ballast blocks, which were often used to stabilize slave ships. Human cargo tends to move around and is therefore more unstable than dead weight, hence the blocks,” says Paul Tichmann, curator of the Iziko Slave Lodge, a museum in Cape Town.
He adds that Portuguese archival documents confirmed that the São José had loaded iron ballast before departing for Mozambique.
“We also found slave shackles, copper nails, and sheathing,” he says. “Tests have indicated that these date back to the 1790s. The timber remains we have found, was proven to be a type of Mozambican hardwood, also dating back to that particular time.”
Unearthing whatever was left of the São José was not easy.
“It is a very difficult area for diving. The waters are very turbulent, with strong currents. One of the divers described it as working in a washing machine. There were times, they could only dive three days per month,” says Tichmann.
The discovery of the ship – which was announced in June – has been hailed as an extraordinary find, making headlines around the world. It is one the few transatlantic slave ship wrecks ever recovered.
The São José’s significance goes beyond that, says Patrick Harries, who has been studying the role of the Cape of Good Hope in the transatlantic slave trade for decades. The wreck, he says, has once again proven that the Cape – generally known as a refreshment stop for ordinary merchant ships – was an important service spot for slave vessels en route to the Americas.
“It served as such from the mid-1700s to 1834, when the trading and owning of slaves was abolished in all British territories,” he says, adding that slave ships anchoring in Table Bay were transporting slaves who had embarked in Mozambique, southern Tanzania, and Madagascar.
<img loading="lazy" decoding="async" class="alignleft size-medium wp-image-3996" src="/wp-content/uploads/2017/04/no.-no.-Slave-Certificate-1829-202x300.jpg" alt="" width="202" height="300" />
“Many were brought to the coast after being captured in the deep interior, for instance where Zambia and Malawi are now,” Harries says.
“They were then loaded onto ships in Mozambique, which would then sail to Table Bay to refuel prior to sailing on to their final destination. Close to half a million slaves were taken from southeast Africa.”
While supplying slave ships with wood, food and water, thus making a profit out of the transatlantic trade, Cape Town also absorbed some of these slaves.
“Generally speaking, a ship owner would sell 10 percent of his slaves in Table Bay to pay for the fuel and supplies,” Harries says. “They would end up working on farms.”
While the Dutch shipped East Africans into the Cape, they didn’t play much of a role in the transatlantic slave trade. The trade in humans from southeast Africa to the New World started under the French in the 1770s.
“The French had been using African slave labour since the early 1700s to keep the sugar plantations on Reunion Island and Mauritius going. They started transporting East Africans across the Atlantic upon realizing that they were worth more in Saint-Domingue than in Reunion,” says Harries.
Situated in the Caribbean, Saint-Domingue used to be the sugar capital of the world.
“Sugar was the petrol of those days, making it the jewel of the French empire,” says Harries.
The tide turned in 1791, when slaves in Saint-Domingue staged an uprising and took control, renaming the region Haiti. This put an end to the French East African slave trade.
Like their French counterparts, Portuguese and Brazilian slave ships stopped in Table Bay for supplies before crossing the Atlantic.
“Particularly the months between October and March, known as the slave season, were busy. There could be as many as three ships in Table Bay, each carrying 300 to 400 slaves,” says Harries.
Cape Town continued to service slave ships until December 1, 1834, the year the trading and owning of slaves was outlawed. This prohibited any slave ship from anchoring in Table Bay and put an end to the Cape’s transatlantic slavery role. This didn’t end the influx of cheap African labor into the Cape.
“In 1834, the Brits had granted themselves the right to hunt down any slave ship within their waters. The slaves on board these captured vessels were brought to British controlled territories, the Cape included. Here, these so-called ‘Prize Negroes’ were sold on as apprentices, for up to 14 years,” says Tichmann.
The ‘Prize Negroes’ were often worse off than slaves.
“Apprentices were a prized and expensive commodity. Those who bought apprentices felt they had to get the most out of them as long as they could legally have them. Conditions were therefore very harsh. They would not get paid. It was another form of slavery, really. This happened until the 1880s if I am not mistaken,” says Tichmann.
Records show that 3,000 to 4,000 ‘Prize Negroes’ were imported into the Cape, on top of the previously mentioned 63,000 African, Asian and Indian slaves.
Both Tichmann and Harries hope that the São José discovery will trigger a greater level of awareness around Cape Town’s role in the slave trade.
“South Africa always thought it was safe from that particular history, but in fact, the transatlantic trade in Africans is very much part of it,” Harries says. “It is important that people in the Western Cape acknowledge this. A large part of its population, after all, are descendents from these African slaves. Their ancestors survived a month in a slave ship, and experienced the most awful conditions imaginable. We need to remember,” says Harries.

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