neubau „westerland“, baunummer 8230/3westership news no. 9, march 2004 4 charter rates for many...

WesterShip News No. 9, March 2004

MV Cala Pinar del Rio

Reederei Hans Peterson & Söhne GmbH & Co. KG


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Introduction Dear seafarers and readers, We are pleased to provide you with the latest edition of our WesterShip News. As you might notice our journal has faced some cosmetical change as Mrs. Tanja Böckmann has taken over the editorial of our magazine in a very professional way. To highlight it once again, our journal lives from pictures and stories experienced by our seagoing staff and your news are highly appreciated. Recent months have been more than interesting related to our newbuilding activities in Poland and Korea as well as the execution of our office newbuiling. The officebuilding is growing and the inaugauration is expected by June 2004 – time now to prepare the move and also a good time for a “spring-cleaning”. Besides these company internals, the on-going year seems to be a success for shipping and markets are booming i. e. there is still a shortage of tonnage and especially China is not only growing by exports but also the chinese market seem to play a major role concerning its import activities and 90% of the goods imported is by waterway transportation. Despite these factors, there is a tremendous overbooking for ships of nearly all sizes to be delivered between 2005 and 2007.

This influence can barely be overseen and has to be closely overlooked in connection with the growth of the main economies. Presently, shipping is sailing under bright stars and hopefully this continues in order to overcome the previous bad years. Kind regards,


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2003 Record year?

Was 2003 another year of records

for container shipping? The year’s development, current figures and latest news point in this direction. On the demand side, container ports all over the world report growth rates for 2003 that are even higher than those unexpectedly realised in 2002. Almost each week, new

orders for containerships are published and already more than 60 of them have a capa-city in excess of 8.000 TEU. This massive order activity is driven not only by the surprisingly dynamic container traffic but also by the record levels of charter rates for almost all sizes of container ships. Continuing growth in demand in 2003 After a very positive and unexpectedly dy-namic year in 2002, demand in container shipping continued to grow strongly. Figures for 2003 collected from major con-tainer ports in several regions of the world indicate a further steep growth in port hand-ling and hence container traffic in 2003. This high growth can be found in Northern Eu-rope and Asia as well as in North America. The driver for this development again seems to be the Chinese market. The Chinese ports reported an average growth of more than 30 % compared to the same period one year earlier. And even Hong Kong has grown by about 15 % up to now. Ports in the U. S. and Canada, like Los Angeles, New York / New Jersey and Van-couver, also handled volumes which were 20% or more above 2002’s level. In Northern Europe, Hamburg and Bremerhaven an-nounced growth rates in the range of 15% and the other North European ports repor-ted between 11 % and 18%.

In summary, it can be stated that the current trend in major container ports indicates an even faster growth last year compared to 2002. Highest order volumes ever A remarkable number of container vessels had been ordered in January and February 2003, including many of the Post-Panmax- and Super-Post-Panmax-Class. During the past months, order activity reached new record levels. Up to the end of July 2003, according to Clarksons, as much as 240 ontainer vessels with joint capacitiy of more than 1 m TEU have been ordered and several additional un-its came into the order books during August. It is worth mentioning that more than 100 vessels to be buildt within the next two or three years are of Post-Panmax size and about 60 have a capacity of 8.000 TEU and above.

Record charter market levels Looking at the charter market, it can be con-cluded that the unforeseen dynamic increase in demand in 2002 and 2003 has already led to a shortage of capacity. The overall market index of Howe Robinson (HRCI) continued its steep growth and broke the historic limit of 1000 points in July 2003. Currently the upward trend has slowed down but is still unbroken. At the end of August 2003 an index level of 1.075 was reached.


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Charter rates for many segments have topped the high levels of the summer of 2000 and gained about 100% compared to the begin-ning of 2003, and more than 200% com-pared to January 2002.

Outlook As the foreseeable capacity growth in the next two years is below the likely market growth, large order books are still accetable. The current demand and the situation in the charter market justify the recent boom in or-der activity. However, self-restraint is now becoming necessary.


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Monster waves boost for sea perils defence SHIPS ate far more at peril from monster ocean waves than many experts have previously realised, according to new research. Growing evidence that waves of more than 30 m in height can occur randomly could increase the chances of shipowners in defending cargo claims, according to managers at North of England P&I Club. Efforts by protection and indemnity insurers to raise awareness of the scale of danger have been supplemented by a BBC television programme called Freak Wave. North of England claims executive Peter Scott said: “Shipowners and their P&I clubs have historically found it difficult to defend cargo claims after freak waves as they are impossible to prove with conventional linear wave modelling.” “We are now better placed to use a ‘perils-of-the-sea’ defence,” he added. A ship entered in the North of England was recently hit by a rogue wave in the middle of the Indian Ocean, but was able to reach port. The hull was breached and some cargo was damaged, but cargo interests alleged this was because the vessel was structurally unsound and therefore unseaworthy. Preparing to defend the claim, North of England officials commissioned a technical analysis of the hull damage, which revealed the water pressures experienced were significantly greater than the hull design pressures. Despite this, it soon became apparent that the costs required to test the technical evidence in court would be disproportionate to the value of the claim, so settlement was reached. “However, for a larger claim, we now feel confident we could assemble sufficient technical proof that a rogue wave did exist and was the primary cause of cargo damage”, said Mr. Scott.

During a three-week radar satellite data is right, it looks as if freak waves occur in the deep ocean far more frequently than the traditional linear model would predict.”

The BBC programme also added that the Schrödinger equation from quantum physics showed it was theoretically possible for an unstable, rogue wave to form anywhere in the oceans by absorbing energy from adjoining waves. “Shipowners attempting to defend rogue wave damage claims will need to show that structural maintenance has been carried out properly and carefully”, said Mr. Scott. “In particular they will need to prove that any diminution of steel is within both the classification society’s limits and the limit that would be adopted by a prudent owner.”


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How big a problem is ballast water? This is a question to which no one has a precise answer although there is no shortage of estimates. There is also a problem in trying to evaluate the possible extent using estimates of ballast water taken on board by the world fleet each year because many ballast voyages will be short distance and effectively no alien species will be transfered between ports already in the same ecosystem. And, where voyages start and end in different climatic extremes the chances of species surviving are limited. Add in the fact that estimates of annual ballast water loadings vary from 3Bn to 13 Bn tonnes and it is clear that most arguments are flawed because of a lack of hard facts.

Nevertheless it has been estimated that every nine weeks a foreign species will be able to establish itself somewhere it has no business to be, some even say, this could be happening on a daily or weekly basis. A leaflet produced by the West Coast Ballast Outreach Project in California claims that San Francisco Bay is the most invaded aquatic ecosystem in North America with 234 introduced species found there. Between 1961 and 1995 an average of one new species arrived every 14 weeks. Although the leaflet identifies the problem and suggest ways of preventing it, there is a definite lack of understanding of shipping operations as the illustration extracted from it below demonstrates.

What is not clear is, whether the one-species-per-nine-weeks claim is an historical average or a current trend. Ships have been using ballast for around a century and it might reasonable be thought that any action now is nothing more than closing the stable door after the horse has bolted because any species that could have successfully stowed away has probably already done so. However there is a counter argument that says some of the horses have bolted into another stable and they need to

be kept there before being allowed to escape altogether.

On the other hand, if the phenomenon is more recent – most of the scientific research has taken plac in the past 20 years or so – could the success of forcing shipping to clean up its act be to blame?

It used to be accepted practice to use the same tanks for carrying fuel oil and slops as well as ballast water and this would probably have made the ballast tanks a lethal environment for any creature unfortunate enough to be sucked in. Add in to the equation the fact that, simultaneously much work has been done on cleaning up decades of polluting activity in rivers and estuaries and alien species would have been arriving at just the point when conditions were ideal for establishing themselves before native species had recovered.

Well inteded advice but not very practical on most ships

Ballast water is almost certainly the culprit when fresh water species are transfered


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across oceans for the simple reasons that they would be unlikely to survive long term immersion in salt water. But ballast water is not the only means of transfer and many of the invading species could have arrived attached to ship’s hulls – something that may well increase now the most effective anti-foulings have been banned. Evidence to support that view has already been reported in the first quater 2003 issue of Ballast Water News (published by GloBallast) when it was stated that since the phase out of TBT began the number of Ascidian species (sea squirts) being introduced to non-native environments has increased. However the report does say that there may be a positive side to this because it has been found that some species of Ascidians secrete a chemical that prevents other fouling organisms from establishing themselves on free surfaces and that could provide an opportunity to develop a similar chemical for use in anti-fouling coatings.

The Legend of the

Sea Star Brilliant stars of the heavens were placed into the sea. When God blessed ocean creatures with their own astrology. As we gaze into the waters His wondrous plans unfold. The STARFISH sings his song of praise while spun in noble gold. The Lord created sea creatures and waters wherein they swim. Man and fish, on earth and in sea Owe their very lives to Him.

ISPS training on board of MV Westerdeich

In September 2003 Captain Meier attended a SSO (Ship Security Officer) course together with other masters of the fleet. After successfully having completed the ISPS training in our office in Rendsburg with our CSO (Company Security Officer) Mr. Mesecke, Captain Meier went full enthusiasm back on board.

Shortly after his return he could translate this newly won knowledge into action. In close co-operation with Mr. Mesecke a SSA (Ship Security Assessment) was carried out:

A “bombthreat” towards the vessel occured via E-mail. Apparently there had been four bombs placed on board, just before leaving Abidjan! So the crew was devided in four groups to search through the ship. All bombs were detected within 11 minutes whereas the first bomb was found after 4 minutes. All four bombs were dismantled by the ships experts (Ch. Mate and 2 AB’s). Well done!

- ! -


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Christmas at the Caribbean Sea – Interview with the „Landeszeitung of Rendsburg“

Like every year our local newspaper in Rendsburg is reporting about the trading areas of vessels trading on behalf of Rendsburg based shipowners as well as journalists are calling one vessel directly.

Near 1000 seaman were spending Christmas on 50 vessels of Rendsburger Shipping companies cross all seven Seas. “M.V. Cala Pinar del Rio” was on it’s way from Panama to Columbia. Mr. Harald Haase from our local “Rendsburger Landeszeitung” had an interview via satellite communication with Captain Thorsten Bahnsen.

Haase: In the Caribbean Ocean are 30 degrees Celsius at the moment – are you getting in a Christmas mood? Bahnsen: No, honestly not, especially since we walk around in Shorts and T-Shirts. Even when docked in ports, where Christmas decoration is all over – you just don’t get this special Christmas feelings. Haase: How many crewmembers are on board? Bahnsen: Alltogether 22, including 14 seamen from the Philippines, six Ukrainian, two Russian and two Germans - the Chief-Engineer and me. Haase: Do you come to terms with so many different nationalities, what will be served for Christmas Dinner? Bahnsen: Yes, of course we discussed this issue at full length! First we were going to have a suckling-pig barbeque, because it is the traditional philippine Christmas dish. But then we changed our minds and decided to have turkey. Haase: Are you going to be at sea or in port on Christmas Eve? Bahnsen: I hope we will be able to enter the port of Colon near the Panama-Chanel early enough, so that we are able to have our Christmas meal in peace and quiet. Haase: How do you celebrate Christmas on board, do you give also presents away?

Bahnsen: No, we don’t have any presents, but we bought in the last brasilian ports Christmas plates and for the officers- and crewmess we bought artificial Christmastrees. If we are in port, we might sit outside on deck and have a glas of beer together. Haase: Don’t you sing Christmas songs? Bahnsen: No, we don’t do that. Thoughour business is known as christian seafaring we are not that holy... Haase: The M.V. Cala Pinar del Rio is a container vessel - do you actually know, what kind of freight you are transporting? Bahnsen: We only know that with reefer containers, which are mainly filled with fruit or meat. Of course we are also informed about dangerous cargo, for example, which could be easy inflamed. Haase: How does your schedule look like for the next days? Bahnsen: Actually we are commuting between Columbia, the Dominican Republic, Cuba, Costa Rica, Venezuela and Brasil . Haase: These are almost all dream destinations for holidays. Are you able to take advantage of it during your berthing time to go shoreside and to the beach? Bahnsen: Rather not. Though one thinks of dreambeaches, speaking of the Caribbean Sea, it is often very much different in reality. In the ports the water is often polluted and doesn’t attract one to go for a swim. Haase: Do you know already, where you will spend New Year’s Eve? Bahnsen: Yes, we will be at sea on our way to Brasil – we are already looking forward to it because then we will have a suckling pig BBQ.

Captain Bahnsen


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Stowaways in Brazil... Owners are frequently reminded by their insurers of the importance of taking active steps to prevent stowaways boarding their vessels. Stowaways not only pose a serious inconvenience on board but can result in very significant losses for a ship operator. The situation which seems to exist in Brazil illutrates the point very well such that a ship with stowaways on board may be quarantined for around six days and costs related to repatriation can quickly escalate into very high levels. Very recently one Member arrived in a Brazilian port with four stowaways onboard and security in the region of US$ 350.000 had to be posted before the vessel was allowed to sail. The Master may also be exposed to criminal penalties if he does not properly declare having stowaways on board.

The ship is likely to be quarantined if it has arrived in Brazil from a Yellow Fever area with people on board without a valid certificate.

The immigration authorities / federal police will board the vessel and interview the stowaways. A fine will probably be levied for each stowaway and the authorities are likely to insist that the stowaways are kept ashore, usually in a hotel, under guard until their fate is decided. All this is done at the ship operators expense. The stowaways may seek political asylum – a request which can take a long time to process – and the accomodation, maintenance and guarding costs continue to be for the ship operator. Repatriation may be decided by the authorities – which will include the stowaways being escorted back to their home countries with two Brazilian escorts – who have to be engaged for a minimum period of six days, plus their two way airfares, and hotel expenses. Again the ship operator will be obliged to cover all these costs.

The Federal Police apparently require the ships local agent in brazil to sign a guarantee assuming responsibility and covering all these costs before the ship sails.

The only loss prevention solution to this problemwould appear to be for the ship operators, their Masters and crew to double their efforts and make sure that stowaways are not allowed to board their ships or to ensure that they are detected and put ashore prior to the ship sailing. Whilst Brazil has received special mention – the stowaway problem is global and getting worse – therefore the advice should be followed wherever the destination.

After two in-house trainings nearly all masters of our fleet have been trained as SSO. Also all SSP’S (Ship Security Plans) have been submitted to the flag state and DNV for approval. We anticipate to have the first approvals within the next few weeks. We would like to express our thanks to all parties concerned for the very good co-operation on board and on shore. Nevertheless the biggest challenge still lies ahead of us; the implementation and the verification of the plans onboard.


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IMO Numbers now permanently fixed

Funny Tale

A WOMAN was reading a newspaper, while her husband was engrossed in a magazine. Suddenly, she burst out laughing. “listen to this”, she said. “There’s a classified ad here in which a man is offering to swap his wife for a season ticket to Old Trafford to watch all Manchester United’s home games.” “Hmmm, “ her husband said, not looking up from his magazine. Teasing him, his wife, “Would you swap me for a season ticket?” “Abolutely not”, he said. “How sweet”, she said, “Tell me why not.” “Season’s more than half over”, he replied.

Little known facts

A cat has 32 muscles in each ear. A crocodile cannot stick out its tongue. A shark is the only fish that can blink with both eyes. A snail can sleep for three years. Al Capone's business card said he was a used furniture dealer. Almonds are a member of the peach family. An ostrich's eye is bigger than its brain. Babies are born without kneecaps. They don't appear until the child reaches two to six years of age. Butterflies taste with their feet. Cats have over one hundred vocal sounds. Dogs only have about ten.

One hand for the seamans live and one hand for

his ship! MV Westerland


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The tropical rainforest of the South Seas

There is no plant community on our earth, which is more manifold and diverse, a rich spectra of types of plants than our tropical rainforest.

The South Seas owes its ample growth of plants of the virgin forest to the consistent average temperatures of 24 to 27° C and the high rainfall of at least 1.800 mm per year. At the utmost of two to three months it lays below the mark of 100 mm.

Earmarking is the lack of the seasons rythm, for example the bloomage in spring as well as the foliage colouration and the fall of leaves in autumn in the mid latitudes.

The vegitation-, blossom- an maturitytimes are spread throughout the year. The overall impression of the rainforest is a rather consistent, unitary and monotonous acting green wilderness of foliage. There are trees which are in blossom, yield fruit, drop leaves and new leaves foliating!

Diversified is the cascade growth of the virgin forest trees. Clearings, which arose through overthrown trees, give range again for the new, towards the light striving offspring.

The tropical rainforest is devided by stories. The highest layer consists of the foresst giants. They draw out up to 50m in the tropic sky. The trees of the rainforest do not have annual rings because of the constant, steady growth. This circumstance and the hardness as well as elasticity make tropical woods so desirable.

The middle layer is grown over by young trees, treeferns as well as palms and lianas, which buildt up a thick scrub.

On the forest soil dominates crepuscular light. Grasses, herbs, bamboo, midget palms and other plantspecies try here to win their difficult struggle for existence.

The coconut palmtree as „Tree of Life“

Everything from the Coconut palm is used for preservation of life - it would be possible to life on only this palm tree.

These palmtrees carry only in their seventh year nuts. On the average on each tree are growing roundabout 20, up to 100 nuts in bunches.

The trunk and the palm fronds are used for building houses. But from the fronds are buildt also brooms, baskets, hats, cane chairs and fans.

The “milk” of the still unripe coconut is a refreshing drink and safes one of dying with thirst.

From the meat of the ripe coconut one gains copra (the oil containing seeds), oil (through mixture with aromatic plants also parfum), milk, butter, marmelade, soap and out of the arrears even forage.

In the early days the natives gained coconutoil right on the spot with basic means, which meant loosing a lot of it. Only when european merchants and planters got in the coconutbusiness, they developed a rich crop of pure oil. From the more soft outside shell they removed the fibers and used them for making ropes and such, which were needed for housebuilding because of the lack of nails and iron. Further on, they made mats, brushes, carpets etc. from it. The use of the hard inner shell, which encloses the meat is the most various. It is suited for making jars and bins, buttons, charcoal, even gunpowder.

Also the juice of the sliced bloom spadices is used. To absorb the juice they tie bottles to it.

Through boiling it down they gain palmsugar and palmwine from it.


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United by the language... The European Commission has just announced an agreement whereby English will be the official language of the European Union. But, as part of the negotiations, the UK government conceded that English spelling had some room for improvement and accepted a five-year-phase-in plan that will be known as “Euro-English”. In the first year, ‘s’ will replace the soft ‘c’. Sertainly this will make sivil servants jump with joy. The hard ‘c’ will be dropped in favour of the ‘k’. This schould klear up konfusion, and keyboards kann have one letter ewer. There will be growing publik enthusiasm in the sekond year when the troublesome ‘ph’ will be replaced by the ‘f’. This will make words like fotograf twenty per cent shorter. In the third year, publik akseptanse of the new spelling kann be e his will make words like fotograf twenty per cent shorter. In the third year, publik akseptanse of the new spelling kann be expekted to reach the stage where more deterent to akurate speling. Also, al will agre that the horibl mes of the silent ‘e’ in the languag is disgrasful and it should go away. By the fourth yer, peopl will be reseptiv to steps such as replasing ‘th’ with ‘z’, and ‘w’ with ‘v’. During ze fifz yer, ze unesesary ‘o’ kann be dropd from vords kontaining ‘ou’ and after ziz fifz yer, ve vil hav a reil sesibl riten styl. Zer vil be no mor trubl or difikultis and evrivun vil find it ezi tu understand ech oza. Ze drem of a united urop vil finali kum tru.

neubau „westerland“, baunummer 8230/3westership news no. 9, march 2004 4 charter rates for many...

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