DAILY SHIPPING NEWSLETTER

DAILY SHIPPING NEWSLETTER 2004 – 109

Number 109***DAILY SHIPPING NEWSLETTER**Monday 05-07-2004 THIS NEWSLETTER IS BROUGHT TO YOU BY :

VLIERODAM WIRE ROPES Ltd. wire ropes, chains, hooks, shackles, webbing slings, lifting beams, crane blocks, turnbuckles etc. Binnenbaan 36 3161VB RHOON The Netherlands Telephone: (+31)105018000 (+31) 105015440 (a.o.h.) Fax : (+31)105013843 Internet & E-mail www.vlierodam.nl [email protected]

The PENTOW SERVICE operating in South Africa Photo : Alexander Gorter ©

PSi-Daily Shipping News

Page 1

7/4/2004


EVENTS, INCIDENTS & OPERATIONS North Sea market began upward trend in May says broker

Seabrokers says May "was the month that the (North Sea) market started to get off the blocks."

"Both the AHTS and PSV sectors showed signs of "motion" as thingsstarted to move," said Seabrokers in the latest issue of its monthly report, Seabreeze. Seabrokers said the large PSV sector in particular had been strong with vessels in general having good utilisation and rates have been more positive than previous months, with rates being in the £7,000 to £10,000 range for much ofthe time. Anchor handlers were "a little up and down" but in general the signs are strong. Several construction related charters have taken vessels out of the market, and this, combined with a pick up in rig move activities, will see this sector gain speed as we continue into summer, said the broker.

UW HULP IS NODIG !!!!!

The ANASTASIS arriving in Rotterdam 26-08-2003 – Photo : Bert Bot © Het hospitaalschip m.s. ANASTASIS van de organisatie MERCY SHIPS bezoekt deze zomer tweemaal Nederland. Het schip dat uitsluitend gerund wordt door circa 350 vrijwilligers ligt van 20 tot 30 augustus in Scheveningen en van 31 augustus tot 7 september te Rotterdam, dus ook tijdens de Wereldhavendagen. Van 17 juli tot 20 augustus ligt het schip voor een onderhoudsperiode in Pernis.


Page 2

7/4/2004

DAILY SHIPPING NEWSLETTER 2004 – 109 Foto´s : Piet Sinke © Voor dit onderhoud worden technische vrijwilligers gezocht, lassers, pijpfitters, loodgieters e.d. Wie tijd hiervoor beschikbaar heeft wordt verzocht contact op te nemen met : MERCY SHIPS HOLLAND, [email protected] of 010-410 28 77

Crowley to manage Nedlloyd ships

Marine Transport Corporation (MTC), a subsidiary of the Crowley group, is to take over management of two controversial US-flag ships on charter to Royal P&O Nedlloyd.

The 2,400-teu Chesapeake Bay and Delaware Bay (built 1985), owned by Nedlloyd affiliate First American Bulk Carrier Corp, will transfer to the management of MTC this month. The two ships are enrolled in the Maritime Security Program and receive more than $2m in government subsidies each year. P&O Nedlloyd bought the ships from bank trust Mechanical Engineers’Beneficial Association (MEBA) in April, prompting protests from some US interests at the encroachment of foreign owners into the MSP program. P&O Nedlloyd formed a US subsidiary to buy the disponent owners of the ships. Meanwhile, MTC admits it is pushing hard for more US-flag business. The company currently operates five US-flag container ships on behalf of Lykes Lines, part of the CP Ships group. It also manages 14 government ready reserve fleet ro-ros. “MTC, through its management company Marine Transport Management, is aggressively seeking additional ship management opportunities both commercial and government in particular with respect to those that are US-flag,”said Nick Orfanidis, director of Fleet Operations. The Delaware Bay was transferred to MTC on 1 July in New Jersey. The Chesapeake will follow suit on 22 July.

Malaysia and Indonesia retract joint patrol statement


Page 3

7/4/2004

DAILY SHIPPING NEWSLETTER 2004 – 109 SENIOR government Ministers from Malaysia and Indonesia have pulled their countries back from joint patrols of the Malacca Strait to simply co-ordinated patrols. On Tuesday chief of the Indonesian navy, Admiral Bernard Kent Sondakh, announced that Singapore, Malaysia and Indonesia, would launching joint patrols of the Malacca Strait allowing naval boats from one country to cross into the waters of another when pursuing pirates. He made the statements after a meeting with his Malaysian counterpart. Navy Chief Admiral Mohamad Anwar. However since then senior government ministers from both countries have back-tracked on the announcement saying that they will only conduct co-ordinated patrols of their own country's waters with no right of hot pursuit. "You plan and inform each other the coordinated practises; you don't enter others' territorial waters. No sharing of vessels, no hot pursuit. We have to respect the cardinal principle of national sovereignty," said Malaysian Deputy Prime Minister Najib Razak. Indonesia has since taken a similar stance. "We (the three countries) have our own sea territories in the straits. So we had better carry out coordinated patrols in our respective territories," said Indonesian Foreign Affairs Minister Hassan Wirajuda. The news will come as a disappointment to many of those involved in the fight against piracy who view joint patrols that cross territorial limits when in pursuit of pirates as an essential step forward. "We have the ridiculous situation now where the law enforcement agency will give chase to the pirate boat but when it comes to the border of the territorial limit, the law enforcement agency vessel stops and the pirate vessel goes across and escapes," Potengal Mukundan, director of the International Maritime Bureau said on Tuesday.

CASUALTY REPORTING

The cargo-lightening vessel, bulk Bandar, removed the first load, approximately 76,000 tonnes, of iron ore cargo from bulk Cape Africa earlier this week and is presently in Saldanha Bay discharging this cargo. Approximately 68,000 tonnes of cargo now remains on Cape Africa and, weather permitting, it is planned that this will be removed during the course of next week. Bandar is expected


Page 4

7/4/2004

DAILY SHIPPING NEWSLETTER 2004 – 109 to return to False Bay on Sunday (July 4). As with the first phase of the lightening operation, the second phase is weather dependent and will begin during the hours of daylight but can continue 24 hours a day, wind and swell conditions permitting. Photo : Alexander Gorter ©

ENA 2 (GERMANY) Non specific tanker Ena 2 that sank in the port of Hamburg has already leaked about half the 980 tonnes of sulphuric acid it had on board, its owner said today. The managing director of the vessel's proprietor Norddeutsche Affinerie, Werne Marnette, told reporters that more of the poisonous substance had spilled into the harbour than previously thought. The sinking late Monday (Jun 28) of Ena 2 after collision with c.c. Pudong Senator during docking has caused fears of a major environmental accident. Authorities have opened a criminal probe against the captain on charges of water polluting and endangering vessel travel after a blood test showed that he had been drinking heavily. Marnette said that water tests showed the effect on the Elbe to be "relatively small" and that fish in only a small part of the harbour had been killed by the leak. Some 430 tonnes of a mix of water and sulphuric acid are still in the hull of the stricken 62-metre vessel. Fire brigade spokesman Peter Braun said that it would now be "too dangerous" to pump out the tanks while the vessel is still underwater due to the potential for an explosion. A giant crane will be used to move the vessel before the extraction of the liquid begins.

INTERMAC 404 (U.S.A.) Barge Intermac 404 with deck load/offshore industry cargo, under tow by tug Gulf Rambler, finally sank in lat 39 47.57S, long 49 49.59W, at 1630, local time, Jun 16

SHIPYARD NEWS Cheoy Lee wins AHTS contract

Hong Kong's Cheoy Lee Shipyards has won a contract from Singapore's Lewek Shipping to build a 67m 8,000bhp anchor handler. The vessel is due to be delivered in the second half of 2006, Lewek parent company Ezra Holdings said.

Keppel wins Teekay conversion contract

Keppel Shipyard in Singapore has secured the contract for the conversion of two shuttle tankers from Teekay Navion Shuttle Tankers (TNST), a subsidiary of Canada's Teekay Shipping. Both newbuildings were completed in Korea early this year. Nordic Rio arrived at the Keppel yard "directly after delivery" and work should be completed next month. The second newbuilding, Nordic Brasilia, is expected to arrive for conversion immediately after.

Fairplay said both of the conventional Suezmax single-screw vessels will head for Brazil's Campos Field after conversion.

Another new yard planned in Brazil

With the recent increase in activity in Brazilian shipyards, plans are being hatched for a second new shipyard to be built in Rio Grande, in the far south of the country.


Page 5

7/4/2004

DAILY SHIPPING NEWSLETTER 2004 – 109 According to Fairplay, Aker-Promar is interested in building a $US100 million yard in Rio Grande and now a company has been formed, Estaleiro Rio Grande, which intends to open a second yard by 2006. The three partners involved in this yard - Raimundo Pessoa, Mauricio Carvalho and Daniel Birmann say works on preparing the yard will begin in three months time. "With Brazilian oil giant Petrobras's shipping arm Transpetro set to build some 53 new tankers in Brazilian yards, a flurry of FPSOs and Platform Supply Vessels (PSVs) either being built or about to be built, the Rio de Janeiro yards are close to capacity. Brazilian and foreign entrepreneurs are therefore seeking to develop new sites to cope with the surge in new orders, and Rio Grande has been pinpointed as a key one," said Fairplay.

Werven denken aan stappen na miljoenenstrop Een strop van 21,7 miljoen euro dreigt voor vier werven en onder die vier zijn twee noordelijke: de Volharding Groep uit Foxhol en Bodewes Scheepswerven Martenshoek (BSM). Dat beweert althans staatssecretaris Karien van Gennip van Economische Zaken (EZ). Maar voor beide werven ligt de zaak heel anders: ze hebben die strop al gehad en beraden zich op stappen. Het verhaal begint in 2002 als vier werven - naast genoemde twee nog Visser (Den Helder) en Merwede (Hardinxveld) - in de slag zijn over zes nieuwbouwopdrachten, waarvoor ook Spaanse werven zich hadden gemeld. De Spaanse scheepsbouwers kregen 9 procent steun vanuit 'Madrid' en konden zo lager offreren dan hun Nederlandse concurrenten. De Zuid-Europeanen zouden vervolgens aan de haal gaan met de opdrachten, maar toenmalig minister Jorritsma zegde 'matching' toe op voorwaarde dat de Europese commissie zou instemmen. Er werd een net zo hoog bedrag geparkeerd als 'Madrid' had toegezegd, de genoemde 21,7 miljoen, en op basis van kennis en expertise haalden de Nederlandse werven de opdrachten binnen. Maar Geert-Jan Bodewes van Volharding zag de bui al tijdig hangen en zag af van de order. Hij zag het niet zitten om op basis van een toestemming die moest worden afgewacht, te gaan bouwen. Daardoor viel er wel een gat in de planning en moest snel een alternatieve order worden gevonden. "De situatie was zo dat we voor de continuïteit van ons bedrijf snel iets anders hebben gezocht en dat is uiteraard niet tegen de beste condities gebeurd", zegt Geert-Jan Bodewes. "We willen daarom een vergoeding zien. Er wordt al gesuggereerd dat wij een van de partijen zijn die 21,7 miljoen moeten terugbetalen, maar daarvan kan geen sprake zijn." Herman Bodewes van BSM heeft wel twee schepen gebouwd. "We hebben de schepen niet onder de condities kunnen leveren zoals het er toen uitzag en dus hebben we de schepen moeten doorverkopen", zegt de directeur van BSM. "We hebben schade geleden." Beide werven zeggen niet waar ze met een eventuele claim heen gaan. Herman Bodewes: "We zullen in eerste instantie de uitspraak van de Europese Commissie afwachten en zien dan wel op welke gronden het eventueel wordt afgewezen. We zullen daarna juridisch reageren. Wij hebben ons in elk geval aan de regels gehouden."


Page 6

7/4/2004

DAILY SHIPPING NEWSLETTER 2004 – 109 Er staat bij EZ nog steeds 21,7 miljoen geparkeerd. Staatssecretaris Van Gennip heeft signalen gekregen dat de Europese Commissie vindt dat dit geld niet uitgekeerd mag worden, terwijl het fonds (Matchingfonds Zwaar genoemd) met toestemming van Brussel in 2002 is opgezet.

ROUTE, PORTS & SERVICES THIS SECTION IS BROUGHT TO YOU BY :

TOTAL VESSEL MANAGEMENT K.P. van der Mandelelaan 34 - 3062 MB Rotterdam (Brainpark) - The Netherlands Telephone : (31) 10 - 453 03 77 Fax : (31) 10 - 453 05 24 E-mail : [email protected] Telex : 24390 wosh nl

Star Cruises secures US$800m loan Star Cruises, the world's third-largest cruise line operator, said its United States unit NCL Corp has arranged US$800 million (HK$6.24 billion) in financing to purchase new ships, pay off existing debt and fund current operations. Nordea Bank Norge and DnB NOR Bank are the lead arrangers for the credit facilities which include revolving credit of US$500 million, Star Cruises said. The funds will be used to refinance debt on two cruise ships - the Norwegian Star and the Pride of Aloha - and to purchaseanother passenger vessel, the Norwegian Spirit. The financing marks the company's fourth fund-raising exercise since October. As at the end of March, chairman Lim Kok-thay and his family controlled about 86 per cent of the company's equity. Under the terms of the financing, that stake cannot fall below 51 per cent unless NCL wins a stock exchange listing. If NCL's shares are sold to the public, the Lim family should retain at least a 33 per cent stake in NCL, or enough to retain control. The company had planned to sell US$450 million in senior notes earlier this year, but scrapped the sale in May after bond yields rose on expectations that the US Federal Reserve would soon begin raising short-term interest rates. In April, Standard & Poor's and Moody's Investors Services assigned belowinvestment-grade, or ``junk'' ratings to Star Cruises' debt.


Page 7

7/4/2004


Torm buys products tanker from Vanguard Enterprises Danish owner Torm confirms it is the buyer of the 47,000-dwt products tanker Zorca (built 1999). Vanguard Enterprises of Japan was last week reported to have sold the ship for $32m The price is some $5m to $6m more than what Vanguard is said to have fetched for the ship in two separate deals last year. Both deals collapsed. Torm managing director Klaus Kjaerulff confirms the purchase but declines to comment on terms. Asked whether he is worried about buying while the market is high, Kjaerulff replied: "The market is the market. We feel the ship fits well into our fleet. It is built at Onomichi as are a few other ships in our fleet." The Zorca is scheduled to join Torm's MR (medium range) products tanker pool. Torm is primarily expanding its products tankers fleet with newbuildings but it has also been looking in the secondhand market. In February the company bought the 47,000-dwt products tanker Torm Alice (built 1995). Sources say the price was probably around $23m. The Torm Alice was also built at Onomichi. Kjaerulff returned from Asia this week where he took part in the christening of the 75,000-dwt tanker newbuilding Torm Ismini at Hyundai Heavy Industries in Korea. The LR1 (long range) products tanker is the eighth in a series of 10 sisterships the yard is building for Torm and its partners.

Bernd Sibum heads to China for boxship duo Reederei Bernd Sibum confirms it has a pair of 672-teu feeder containerships on order at Zheijang Yangfan shipyard in China. The family-owned company is searching for long-term time charters for the newbuildings, which are sisterships to a long series ordered by Leer-based owner Hermann Buss. It is unclear whether Sibum, based nearby in Haren/Ems, placed its order itself or has taken over contracts originally negotiated by Buss. A spokesman for Sibum says the matter is confidential, as is the price. Last year TradeWinds reported that Briese Schiffahrts-GmbH of Hamburg acquired three of the ships in the Buss series at Zheijang Yangfan, a facility on the island of Zhoushan south of Shanghai. Buss is also building a series of 900-teu containerships at the same shipyard. Sibum's deal was struck some time ago, which explains the early delivery dates of the first ship, the Maria Sibum in October 2004, and the second, the Katharina Sibum in December 2005. They have a fast service speed of 17.5 knots but, unlike some in the series, will not have cargo cranes.


Page 8

7/4/2004

DAILY SHIPPING NEWSLETTER 2004 – 109 The company has a fleet of three other boxships and three multipurpose vessels, all organised through KGs (limited partnerships). They are on long-term charters to European operators. The Sibums were originally shipbuilders but for the last 50 years have been in shipping.

Indian firm plans US$450m order for 10 vessels SCI's 2003 profit more than doubles to record 6.3b rupees Shipping Corporation of India Ltd (SCI), the nation's biggest shipping company, said it plans to order 10 vessels worth about US$450 million by March, as expanding trade by Asia's fourth-largest economy lifts demand. SCI may order two very large crude carriers, which can typically carry two million barrels of crude oil, and eight other ships, chairman and managing director P K Srivastava said from the company's Mumbai headquarters on Wednesday. Deliveries of these ships may take as much as two years, he said. Indian shipping companies need more tankers, container ships and bulk cargo carriers as record economic growth spurs imports of crude oil and items such as auto parts. The economy grew 8.2 per cent in the quarter to March 31. The energy sector continues to remain the focus of the company,' SCI said in a statement. The state-owned company, which has a fleet of 87 ships with a total capacity of 4.62 million deadweight tons, said on Wednesday its profit in the year ended March 31 more than doubled to a record 6.3 billion rupees (S$235.6 million). SCI is planning to buy the ships now that the government scrapped plans to sell a 51 per cent stake in the company, Mr Srivastava said. Freight rates are expected to 'remain firm' for six months, he said. 'But nobody can judge the rate after six months. It may start falling,' he said. The rising freight markets of last year and delivery of new ships helped the company boost earnings, the statement said. Last year, the company took delivery of three aframax tankers and one suezmax tanker.

NAVY NEWS

The British submarine HMS TURBULENT seen here arriving in Simonstown (South Africa) Photo : Alexander Gorter ©


Page 9

7/4/2004


USS John F. Kennedy, on four-day visit The American aircraft carrier John F. Kennedy sailed into Grand Harbour for a four-day visit. The carrier, one of only two conventionally powered carriers in the US fleet (the other being the Kitty Hawk), sailed slowly into Grand Harbour escorted, significantly, by three patrol boats donated by the United States - a Swift class boat donated to Malta more than 30 years ago, and two Protector Class boats, one of which arrived in Malta only a few days ago. The other was delivered some months ago. Marine pilots Anthony Chetcuti, Paul Galea and John Tua guided in the John F. Kennedy from the Malta Marine Pilots Co-operative. The carrier was tugged by four Tug Malta tugboats. A helicopter from the vessel flew low over Grand Harbour as "Big John" as the carrier is affectionately known, was nudged into harbour by the tugs. Sailors kitted out in white summer uniforms lined the deck, which was crammed with a wide variety of aircraft including F-18 fighter-bombers, electronic warfare and airborne early warning aircraft. Prime Minister Lawrence Gonzi flew out to the ship early in the morning. It was the first time a local helicopter landed on the flight deck of the John F. Kennedy. Although the John F. Kennedy entered service 38 years ago and eight boilers provide her propulsion, she has had extensive updates and is still regarded as a modern fighting machine, capable of operating up to 80 of the most modern carrier-borne aircraft and providing command and control to a carrier battle group. The ship, which can stay at sea for up to a year, has never been far from the headlines. In January 1989 she was at the heart of a US-Libya crisis after two of her F-14 Tomcats shot down two Libyan MIG-23s that, the US had then said, were approaching the carrier in a hostile manner. The ship was also heavily involved in operations off Lebanon, Kuwait, the former Yugoslavia, Afghanistan and Iraq. In Operation Desert Storm (the liberation of Kuwait) in 1991, the ship launched 114 strikes and 2,895 sorties, with aircrews flying 11,263 combat hours and delivering more than 3.5 million pounds of ordnance in the conflict. During Operation Enduring Freedom in 2002, Kennedy's air wing dropped more than 64,000 pounds of ordnance on Taliban and al-Qaeda targets over Afghanistan. The carrier is 315.6 metres long and is 23 storeys high. She is commanded by Capt. Stephen G. Squires and has a complement of just over 5,000, including 900 women. The size of the crew is reflected in the annual payroll, which totals $89 million, and in the ship's galley, which serves 1,862,000 meals daily. According to the ship's Website, 9,798 eggs and 880 gallons of milk are consumed daily. She has the same tonnage as the USS America but its flight deck is slightly shorter. The America, which visited Malta in the mid-1990s, has since been retired. In contrast to the past when capital ships entered harbour with their band playing on deck, the La Valette band on Pinto wharf, where it berthed, welcomed the John F. Kennedy. The band will also play on board the vessel during a reception for some 1,000 guests.


Page 10

7/4/2004


MOVEMENTS THIS SECTION IS BROUGHT TO YOU BY :

MULTRASHIP Towage & Salvage Scheldekade 48 4531 EH Terneuzen The Netherlands Tel : + 31 – 115 645 000 Fax : + 31 – 115 645 001 Internet [email protected] http://www.multraship.nl

The GEORGE WASHINGTON BRIDGE visited Rotterdam – Photo : Jan Verhoog ©

The tug Henric arrived with the Bogatyr 6 at Helsinki June 21st 2004 – Photo : Risto Brzoza ©


Page 11

7/4/2004


WW II – VICTIM OF THE DAY The PAULUS POTTER was assigned to convoy PQ17 ( this were the code´s for convoys to Murmansk or Archangelsk) and was enroute from Gourock via Reykjavik towards Murmansk / Archangelsk under command of Captain W.J. Sissingh, she was attacked by German JUNKERS 88 which damaged the steering gear room, the crew abandoned the vessel, but the ship stayed afloat , but was attacked on July 13th, 1942 by the German submarine U 255 commanded by Kapitänleutnant Reinhart Reche , and the ship sank in position 75.55N. 40.20E. The Paulus Potter was purchased by the Dutch Government but operated by Erhardt & Dekkers Stoomvaart Maatschappij . Her former name was “Empire Johnson" which was nuilt in 1942 and measured 7168 BRT. Info / photo : Hans van der Ster © Kapitänleutnant Reinhart Reche was born Dec 13th,1915 and began his naval career in April 1934, serving as training officer and on the light cruiser Emden. In April 1940 he transferred to the U-boat force. He made two patrols on U-751 under the command of Kptlt. Gerhard Bigalk before commissioning U-255 in November 1941. He led U-255 on nine patrols in the Arctic Sea and played a major role in the destruction of convoy PQ-17 (see PAULUS POTTER above ) Kapitänleutnant Reinhart Reche and his crew sank 10 ships for a total of 54.420 tons Reinhart Reche left U-255 in June 1943 and was then a member of the FdU Nordmeer staff until the end of the war. In 1956 he joined the Bundesmarine and was from 1959 to 1961 commander of the U-boat training unit. Later he served in several staff positions and retired in 1974 as Kapitän zur See. He was decorated with the Bundesverdienstkreuz (Federal Merit Cross), He died March 3rd, 1993.

OLDIE – FROM THE SHOEBOX

The coastal vessel HORST – Photo : Jan Meerbeek ©


Page 12

7/4/2004


… .. PHOTO OF THE DAY … ..

The FAIRPLAY 23 towed the MATADOR 3 from Rotterdam to Bremen photo : Capt. Jan Weerman ©


Page 13

7/4/2004


SMITWIJS TOWAGE B.V. Westplein 5b 3016 BM Rotterdam The Netherlands Telephone: +31 10 412 6969 Telefax:+31 10 436 9587 E-mail: [email protected]

RESPECT DWING JE NIET AF DOOR JE KAPITEIN TE LATEN NOEMEN De scheepvaart is een hiërarchische branche. Maar voor kapitein Peter Slobben (31) hoeft dat niet zo. “Respect dwingt je niet af door je kapitein te laten noemen.” “Ik ben een schipperskind. Mijn ouders hebben een binnenvaartschip en varen door Nederland en Duitsland. Tot mijn zesde heb ik aan boord gewoond. Daarna ging ik naar het schippersinternaat in Rotterdam. Ik heb dat nooit een probleem gevonden. Je groeit ermee op, je weet gewoon niet beter. Een binnenvaartschip heb ik nooit willen varen; ik zie dat mijn vader en moeder nauwelijks vrije tijd hebben, dat wilde ik niet. Maar de scheepvaart trok me wel. Na de havo ben ik naar de Zeevaartschool in Vlissingen gegaan, waar ik de opleiding voor maritiem officier heb gevolgd. Sinds januari van dit jaar ben ik kapitein. Dat word je niet zomaar. Je begint, afhankelijk van de grootte van het schip, als tweede of derde stuurman. Dan groei je door naar eerste stuurman en als je voldoende vaaruren hebt, kun je doorgroeien naar de rang van kapitein. “In het spreekwoord ‘ geen twee kapiteins op één schip’zit wel een kern van waarheid. De scheepvaart is een heel hiërarchische sector. Van oudsher geldt: ‘ de kapitein spreekt, en daarmee klaar’ . Vooral op grote schepen gaat het nogal om rangen en standen. Dat heb ik ervaren in een eerdere baan, toen ik met een grote tanker naar Zuid-Amerika voer. De hiërarchie was er heel sterk. Daarop heb ik besloten dat ik zelf niet op een groot schip wil varen. Een klein schip ligt me beter, dat


Page 14

7/4/2004

DAILY SHIPPING NEWSLETTER 2004 – 109 hiërarchische hoeft voor mij niet zo. Ik ben nog vrij jong en sommigen vinden mij misschien wat familiair. Aan boord ben ik gewoon Peter. Ik denk niet dat je respect afdwingt door je kapitein te laten noemen. Wel door je houding, door je doen en laten. Ik vind het belangrijk om teamspirit te kweken. Ik wil mijn mensen laten blijken wanneer ze iets goeds doen. Dat geeft plezier in het werk. “Eén keer in mijn leven heb ik een baan aan wal gehad. Als operator, belast met het laden en lossen van schepen. Ik vond het vreselijk geestdodend. Sinds een jaar of vier vaar ik bij rederij Clearwater Group uit Papendrecht. Het is een jonge club, het bedrijf is groeiende. In 1995 begonnen ze met één chemicaliëntanker, nu hebben ze er vijf in de vaart. Die jonge sfeer, dat ligt me wel. Ik vaar op de Clearwater, het oudste schip, met acht bemanningsleden. We varen een vaste route tussen Rozenburg, bij Rotterdam, en Tees in Engeland. Ons schip vervoert nylonzout, een grondstof voor de chemische industrie. “Als ik dienst heb, vaar ik zeven weken achter elkaar. Daarna ben ik zeven weken vrij. Op het schip zit je behoorlijk op elkaars lip. Het gebeurt wel eens dat er iemand bij is waar je een hekel aan hebt. Daar probeer ik dan zo professioneel mogelijk mee om te gaan. Je moet je persoonlijke gevoel kunnen scheiden van je werk. Veel privacy heb je niet op het schip. Je hebt wel een eigen kamer met een eigen tv’ tje en radio. Maar als de deur open gaat, dan zit je toch weer op het werk. Je kunt niet zomaar weg. Daar staat veel tegenover. Ik heb een uitstekende verlofregeling. Hoeveel mensen hebben zeven weken achter elkaar vrij? “Managen is eigenlijk maar een heel klein deel van mijn werk. Een kapitein is boven alles een vakspecialist. Ik ben verantwoordelijk voor de lading en de veiligheid van het personeel, ik loop wacht, ik geef aanwijzingen aan de loods, ik manoeuvreer het schip in de havens en ik doe al het papierwerk. Uiteindelijk ben ik wel de baas. Als je met acht mensen bent, heb je ook acht meningen. En iemand moet de beslissingen nemen. Maar echt met de vuist op tafel slaan, dat heb ik nog niet vaak gedaan.” CV Peter Slobben 1972 > geboren te Groningen 1989 > havo in Rotterdam 1995 > Hogere Zeevaartschool in Vlissingen 1996 > Theodora Tankers, 2e stuurman 1997 > Nerefco Pernis, oil movement operator Seatrend Shipping, 2e stuurman 1998 > Clearwater Group, 2e stuurman 1999 > Vroon BV en Marin Shipmanagement, 2e en 1e stuurman 2000 > Clearwater Group, 1e stuurman 2004 > Clearwater Group, kapitein The Clearwater Group is a young and dynamic organisation with 5 highly qualified chemical tankers in service. On the 24th of May 2002 their fifth ship, the Cliffwater, was added to the fleet. From the moment, in 1995, the Clearwater Group was established they are confronted with a growing demand to their modern fleet, with merely Dutch officers on board. For almost all of the well-known companies in the chemical industry Clearwater Group transport a large variety of chemicals across the European territory. That is not so surprising when you bear in mind the unique qualifications featuring their fleet. The ships meet the most heavily requirements and are able to transport a great variety of liquid chemicals at the same time. With their ships they serve the whole Northwestern European area.


Page 15

7/4/2004

DAILY SHIPPING NEWSLETTER

Recommend Documents