the bridge - RHL | Reederei Hamburger Lloyd

THE BRIDGE
N E W S L E T T E R
No. 3 1
HAMBURGER LLOYD SHORE TO SHIP
J U LY 2016
editorial
Dear readers,
Summer is slowly finding its way
to Hamburg. The
days are getting longer and
lighter, and the
summer holidays
are
stretched
ahead of us –
allowing us all
to step back
from our everyday tasks for a few days, maybe weeks.
“Summertime and the living is easy” – this
is how this season has been sung about.
Yet appearances are deceiving. In this editorial I must once again address how hard
the times still are for the maritime industry.
Over-capacities and a lack of demand remain a special challenge for the sector.
This year, we will have to expect a number
of ships to change ownership, and that
there will a lasting phase of consolidation
with noticeable effects on all submarkets.
However, when one door closes, at least
one other door opens. Hamburger Lloyd
is aiming at further expanding its position
as a medium-sized provider for the entire
ship management value creation chain,
with a focus on our defined values of professional, first-rate, transparent service.
“Our Business is your success” – this 31st
edition of our newsletter “The Bridge”
offers you an insight into our high-quality
work. Alongside interesting professional
articles, we learn, among other things,
about the challenges that the technical take-over of a bulk carrier fleet poses,
and about the history of that much-loved
drink worldwide: beer. And we would
like to celebrate a birthday together:
Maritime Risk Management
The box that has been dominating the
shipping world since the 1960ies and has
revolutionised global transport turned
60 this spring – so happy birthday, dear
container! … but why don't you find out
for yourselves?
I would like to wish you another fun and
interesting read, as well as a wonderful
summer.
Sincerely,
Hauke Pane
Charterers' liability for damage to vessels
During recent years, risk managers in other
industries have become more aware of maritime risks. The use of a vessel often gives
rise to incidents that physically affect it.
If the vessel is chartered, three different
points have to be established in order to
determine whether charterer's liability is
involved.
Wear and tear is unavoidable during the
operation of a vessel, but there are limits to
what a ship-owner has to accept as inevitable. Incidents that reduce the value of the
vessel and/or prevent the ship-owner from
using it as planned will normally give rise to
claims for compensation.
• Has any physical damage to the ship occurred?
• What is the extent of the damage?
• Is the charterer responsible for the damage
in question, either under the charter party
or in tort?
continued on page 2
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Maritime Risk Management
continued
Most charter parties stipulate that the charterer is liable to pay damages if, as a result
of a breach of any of his obligations under the charter, he redelivers the ship in a
worse condition than on delivery, ordinary
wear and tear excepted. Therefore, it is often necessary to decide which degree of
physical change constitutes “ordinary wear
and tear”, and what constitutes “damage”
in terms of charterer's liability. The nature
of the particular trade for which the vessel
was chartered and the purpose of the charter party are relevant factors.
Stevedore Damages
Whether the ship-owner or the charterer
bear the risk of damage to the vessel depends on who and/or what has caused the
damage, and on the terms of the governing charter party. In recent contracts, the
general liability and/or the provision of
evidence have been turned upside down.
In old contracts, the vessel simply had
to indicate that a damage had occurred,
whereupon the damage was repaired and
billed to charterers. In today's contracts,
the liability chain has been turned around.
The stevedore damage clause starts with
“Charterers are not to be responsible for
damages to the vessel or loss or damage
to its equipment caused by stevedores unless stevedore involved and Charterers are
notified by the Master in writing within 24
hours of the occurrence”. This new procedure lays the provision of evidence on the
shoulders of the crew. The time limit within
which a stevedore damage report has to be
successfully tendered varies from contract
to contract, and is mostly to be, at the lat-
est, upon sailing from the port in which the
damage occurred. So if a damage occurs,
please collect all available evidence such as
photographs and statements, issue a stevedore damage report, and forward it to the
Charterers. If the stevedores refuse to sign
such a report, have it signed by the agent.
We strongly recommend that if you foresee
difficulties obtaining a signature and the
damage seems to be costly, send out the
stevedore damage report unsigned (but
in time), keep trying to obtain a signature
and, if you are successful, resend the completed report.
Unsafe ports/berths
Sometimes a failure to nominate a safe
port/berth may result in dangerous situations for the vessel (and also a wide range
of other insurance-related liabilities).
Where a charter party orders a ship to go
to a safe port or berth nominated by the
charterer, in nominating the port or berth
the charterer warrants the port or berth
to be safe. It is possible that this warranty
is implied when the charter provides the
nomination of a port or berth, but is silent
as to its safety.
The classic definition of a safe port is that
it is unsafe unless, within a relevant period
of time, a ship can reach it, use it, and return from it without, in the absence of an
abnormal occurrence, being exposed to
danger avoidable by good navigation and
seamanship. If the charterers order the
ship to a prospectively unsafe port, they
are in breach of the charter. A port may
be deemed unsafe due to a wide range
of different circumstances affecting the
physical safety of the vessel. Examples of
circumstances which render a port unsafe
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are lack of adequate weather forecasting
systems, unavailability of adequate pilots
and tugs, lack of sea room to manoeuver,
swell, insufficient fenders, or simply the
draft at the berth. Although the reasons for
a port being classified as unsafe are usually
its physical features as well as a tendency
to climatic changes, it is nevertheless well
established that the obligations regarding
the safety of a port also extend to its political safety.
The owners are entitled to damages if the
Master reasonably obeys the charterers'
orders and the ship is lost or damaged as
a result of the unsafety of the port. The
ship may be physically damaged in numerous different ways, including incidents or
damage caused by dysfunctional loading
equipment at the berth.
We can only recommend that if you foresee
any kind of danger to the vessel prior to her
berthing – even if you decide at the very
last moment – to stop/abandon the berthing operation. The charterer or pilots may
put heavy pressure on you, but the Master
has the ultimate overriding authority, and
any decision to avoid an unsafe situation
will be fully supported. Usually, damages
to the environment, people, the vessel, or
the berth are much more serious for all parties involved than an abandoned berthing
operation.
Damage to hull caused by cargo
A charterer may also incur liability for
damage through cargoes carried during
the charter period. Depending on the
nature of the incident and what different
interests are involved, claims for compensation may be brought forward by the
ship-owner, other cargo owners, as well as
other third parties (for instance in connection with oil spills). There are numerous
cargoes that, depending on their character and other circumstances, may be more
or less “dangerous”. Some goods, such as
toxic chemicals or acids, are inherently
dangerous, but if packed and sealed in
accordance with the relevant guidelines,
will give rise to minimal risk. On the other
hand, there are categories of goods which
may never be described as having inherently dangerous carriage characteristics.
In between these two categories, however, there are many types of goods which
normally would not be described as dangerous, but which may cause damage if
not handled properly.
Some kinds of coal for instance may, depending on their particular properties, be
more prone to heating or explosion than
others. Sulphur cargoes can cause corrosion
to the vessel with which they are carried, although many such cargoes are carried without incident.
The word “dangerous”, when referring to
cargoes, has no exact legal definition in
the context of contracts. The International
Maritime Organization (IMO) has published
two codes, the International Maritime Dangerous Goods Code (IMDG) and the Code of
Safe Practice for Solid Bulk Cargoes, which
provide a categorization of potentially hazardous substances. The codes are not man-
datory and, as far as contractual responsibility is concerned, they only apply if the
terms of the contract stipulate that their
requirements are to be met. They are, however, often used by way of evidence in order to establish whether goods should be
regarded as dangerous, or whether appropriate packaging and segregation standards have been complied with. Whether or
not the shipper or charterer is aware of the
dangerous nature of the goods shipped, he
will generally be under an absolute obligation to notify the carrier.
The purpose of a notification of dangerous
cargo characteristics is to enable the carrier to take the necessary precautions to
Hamburg and its twin
cities around the world
2016: 30-year partnership with Shanghai
Hamburg has nine twin cities (or partner cities) worldwide. More than half of
the world’s population lives in cities, and
these all face similar challenges, wherever
they are. This is why the significance of
twin cities, with their possibilities of mutual exchange and study, is increasing.
Hamburg’s city partnership history
The history of Hamburg’s city partnerships
can be roughly divided into three phases.
The first two partnerships with St. Petersburg (then called Leningrad) in 1957 and
Marseille in 1958 were formed in Cold War*
times. In the beginning, developing relations with a Soviet as well as a French city
was mainly significant in terms of reconciliation with the neighbours.
Hamburg only entered into further partnerships in the late 1980s. These more or less
followed the two principles “Along the river
Elbe” and “Out into the world”. The cooperation with Dresden (1987) and Prague (1990)
belong to “Along the Elbe” – even though
Prague is not situated directly on the Elbe,
it is linked to the river via the river network.
The “Out into the world” partnerships include the Chinese seaport of Shanghai
(1986), the Japanese city of Osaka (1987),
León in Nicaragua (1989), Chicago (1994),
and Dar es Salaam in Tanzania (2010).
Twin city principles
Hamburg chooses its twin cities according
to clear principles. They are to be dynamic
metropolises with a significance, size and
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ensure safe carriage, or to reject a cargo if
he is not contractually obliged to carry it.
Prior to a possible fixture, you will usually
be contacted with the request to make a
proper stowage proposal, and we would
like to invite you to send us your comment
concerning your very own experience with
specific cargoes, enabling us to jointly take
all necessary steps to ensure a safe voyage.
A cooperation in all above matters, in any
respect, is always very much appreciated.
Such cooperation between the vessels
and ashore should been seen in the context of minimizing risks and improving
safety at sea.
Source: GARD
economic structure comparable to capital
cities. Promoting already existent intensive relationships between the inhabitants
of both cities, maybe in the form of associations or institutions (e. g. the “Hamburger
China-Gesellschaft e. V.”), is just as important.
Common ground is the foundation
Different Hamburg-based protagonists, e. g.
from the media and sciences, established
close ties with Shanghai as early as the 1980s.
The declaration which established the partnership between the two cities was eventually signed by Hamburg’s former mayor, Klaus
von Dohnanyi, and Shanghai’s former mayor
(and later president of the People’s Republic
of China) Jiang Zemin on May 29 1986. Both
cities agreed to cultivate their traditional
friendship, to intensify their cooperation, and
even extend it to many areas of social life.
During the signing ceremony, the similarities
between Hamburg and Shanghai – which
have been significant from the onset – were
emphasized: Both cities are seaports, can
claim the title of “gateway to the world”, are
centres of commerce and media, and, finally,
are administratively and politically independent from the provinces surrounding them.
“China Time”, in which – for the sixth year
running – many different cultural events
are organised around the relations with
China, highlights the importance of these
relations. Likewise, the “Hamburg Summit
– China meets Hamburg” has intensified the
economic and political dialogue between
Europe and China. In 2006, Hamburg named
a street in its new “Hafen City” quarter after
Shanghai, as a tribute to the partnership.
continued on next page
Twin cities around the world
continued
This friendship is fostered and deepened
with an intensive exchange on a cultural
and academic level. There is a regular exchange programme for schools, but also for
young managers or journalists.
Political tensions
After the violent repression of demonstrations on Tiananmen Square in 1989, Hamburg froze its city partnership relations with
Shanghai, thus conveying its disapproval
for Beijing’s approach. It took some time for
the relations to normalise; the cooperative
exchange only gradually went back to normal (1992).
As in the relations with St. Petersburg, the
human rights question is central to the cooperation with Shanghai. Apart from the
mentioned similarities, there are significant differences when it comes to human
rights or the treatment of minorities. By
now, however – thanks to the established
friendly relations – these differences can be
addressed directly.
Hamburg in Shanghai
Hamburg has maintained a representative office in Shanghai to represent its interests since
1986 – the Hamburg Liaison Office Shanghai.
Hamburg’s senate, the Hamburg Chamber of Commerce, the Port of Hamburg
Marketing portal, the Hamburg Business
Development Corporation, and Hamburg’s
Tourism Association are all supporting organisations of the Liaison Office. It aims
at being a gateway to Europe for Chinese
people, and vice versa for people from
Hamburg. It is a point of contact for Shanghainese companies and decision makers
who want to enter into contact with Hamburg, and also for Hamburg partners who
want to gain a foothold in Shanghai. The
variety of topics ranges from port, logistics
and economics, up to tourism, culture and
sport, as well as urban design, architecture
and the environment.
HAMBURG
SHANGHAI
Area
755.3 km2
6,340.5 km2
Inhabitants
1,814,597 (2012)
22,210,000 (2011)
Density
2,409 inhabitants/km2
3,503 inhabitants/km2
Hamburg: China's gateway to Europe
Hamburg is China’s gateway to Europe, and
Europe’s gateway to China. Hamburg and
China have been maintaining intensive business relations for more than 200 years. The
trading volume between Hamburg and China amounted to more than 10.5 billion Euro
in 2013. More than 500 Chinese companies
have representative offices in Hamburg. On
the other hand, 720 Hamburg-based companies have close economic ties with China.
And with more than 10,000 inhabitants of
Chinese descent, Hamburg is home to Germany’s second-largest Chinese community.
An unsolved problem is that there is no direct
air connection between the two cities, which
both parties would really like to have.
* The term “Cold War” describes the permanent state of tension
between the western Allies and the former Soviet Union (1947
– 1989) after World War II. These tensions lead to the division of
Europe, and of Germany in particular.
Source:
• www.hamburg.de
• www.welt.de
• www.hamburger-abendblatt.de
• www.german.china.org.cn
M/V “RHL Clarita”
RHL is taking over the technical management of further
five bulk ships
Dear readers,
It is my pleasure to once again write an
article for the next edition of our Newsletter “The Bridge”. This time I would like to
write about a new challenge for all of us:
Our company is taking over the technical
management of five bulk ships.
I was approached by RHL's Management
and asked whether I wanted to be a part of
this next demanding project. I agreed, and
for sure it was going to be a new experience
for all of us. My task was to first join the M/V
“Santa Clarita”, now under her new name
M/V “RHL Clarita”. My duty as owners' representative was to help and assist the crew
new to our company to adopt our working
policy, working procedures and system, to
implement the SMS on board, to harmonise
duties, administration, maintenance, etc.
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In short, to bring the ship up to operation
mode, as quickly as possible, with the crew
newly assigned by Abojeb Manila, who
are also our partners in the Container and
Tanker fleet.
When our company had finished preparing
for the trip, I travelled to Limassol (Cyprus)
on February 11 2016. The new crew from
Abojeb Manila also arrived in Limassol on
the same day. We joined the M/V “Santa
Clarita” on the following morning.
On the service boat to Limassol anchorage,
we met RHL DP/CSO Mr Joakim Franzen,
Supertintendent Mr Ronny Hartung, SEAIT
technician Mr Patrik Jensson, and Chief Officer Mr. Lopez Julius Rey Moleno. Also on
the boat were the new Master Mr Lumbo M.
Jabes, Chief Engineer Mr Tatal R. Francisco,
and a Representative / Superintendent from
the former management.
At about noon, we joined the ship. When
we were on board, the Liberian and ABS
Class surveyors joined us, and the formalities for management / flag / name change
commenced. The new RHL crew joined the
vessel with the next service boat, one hour
later, and took over the ship's duties from
the former crew. In the afternoon hours,
the formalities were completed, and the
new name and flag appeared.
In the late afternoon, the former crew left
the ship, only the Chief Officer and the
Chief Engineer remained on board to assist our new crew with the take-over of
the ship. During the next day, the ABS surveyor inspected the ship in the course of
an intermediate inspection; drills were also
conducted.
We did not find the ship in a very wellmaintained condition. Our crew is faced
with many important tasks and jobs in order to bring the ship up to a normal and
operational condition – to RHL's very wellknown standard. During anchoring time,
the vessel was visited by members of RHL's
Management who wanted to meet the new
crew and inspect the ship.
The Limassol ABS surveyor did not only
inspect the ship, but also issued certifi-
On the anchorage of Piraeus
RHL Clarita's crew in action
Entering Syros port alongside the “Neorion”
All crew spent a very nice time together, finally
shipyard
relaxing after working so very hard.
cates for a trip to Piraeus (Greece), so that
inspections could be continued there by
senior surveyors at anchor. This trip took
two days.
inspection remarks, while at the same time
cleaning the whole ship: the accommodation, galley, store-rooms, etc. Underwater
inspections were carried out by divers, and
based on the results, the vessel had to be
dry-docked in order to repair a few underwater issues.
On the anchorage of Piraeus, we were attended by two ABS surveyors who verified
the inspection report from Limassol and
continued the intermediate inspections.
After the inspection, they prepared many
remarks which had to be rectified by the
ship's crew and the new manager before
the new certificates could be issued.
The RHL Superintendent returned to the
ship to deal with the many open issues
of the ABS class inspection remarks. Supplies and spares were ordered via head
office and some local chandlers. The crew
worked very hard every day to rectify the
The next step was to move from Piraeus
anchorage to the nearby island of Syros for
dry-docking and completing repairs. We
arrived on Syros the next day in the early
morning and anchored on the position indicated by Syros Port Control. During the day,
all formalities for entering Syros port and the
“Neorion” shipyard were completed, and we
were informed to be ready for pilot boarding
on the next day in the morning.
Waiting for a free dry dock space at the
repair pier, the ship was once again attended by two ABS surveyors who completed their inspections and monitored
the ongoing repairs. Every day the crew
was very busy rectifying all the remarks as
fast as possible, accompanied by the RHL
Superintendent.
Capt. Marinko Milotic
Meanwhile Captain Milotic is signed on as
Accompanying Master on M/V “RHL Julia”,
in order to significantly support the takeover procedures.
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crew lists
CON TA I N E R
RHL C A LLIDITA S
Rank
Master
Chief Officer
Second Officer
Third Officer
Chief Engineer
Second Engineer
Third Engineer
Electrical Engineer
Electrical Cadet
Fitter
Cook
Bosun
Able Seaman 1
Able Seaman 2
Able Seaman 3
Able Seaman 4
Ordinary Seaman 1
Ordinary Seaman 2
Engine Cadet 1
Engine Cadet 2
Oiler 1
Oiler 2
Wiper
Messman
First name(s)
Zeljko
R HL CO NS C IEN T I A
Surname
Kogutov
Illia
Aleksej
Alexey
Cholak
Grecin
Rybakov
Igor
Sergii
Khytryk
Gudym
Bautista
Bautista
Franco
Endrina
Isais
Solis
Wenceslao Jr.
Virgilio Jr.
Mark Ian
Geamont Rey
Anacleto III
Jr.
Reyes
Tamayo
Ryan
Arnel
Erwin A.
Norman
Fagtanac
Macapar
Laspiñas
Yarte
Dehiwalage
First name(s)
Marinko
Dennis
Tabal
Rosauro
Albarracin
Edgars
Perez Armendariz Yuriy
Sergiy
Jujiet
Perera
Oleksandr
Surname
Milotic
David
Lajola
Vasilkovs
Galinsky
Sergyeyenko
Jumetilco
Shevchuk
Rolando Jr.
Albert M.
Richard Jr. D.
Yetti
Celdon
Lisondra
Carmona
Joseph
Debuque
Villaluz
Marvin
Noel
Roberto
Arnold
Nelson
Ramil
Joraph
Jeffrey
Ernesto
Tito
Fernando
R H L CO N STA N T I A
First name(s)
Mykhaylo
Surname
Asanovic
RH L AGILITAS
RHL AQUA
R H L CO N CO R D I A
First Name(S)
Borivoje
Robert
Elman Jett
Heinrich
Roman
Tung
Alemayehu
Volodymyr
Surname
Milinovic
Mazer
Taton
Noga
Romanov
Trinh
Sibane
Kondratiev
Regner
Laurea
Flores
Munta
Ram
Fernando Jr.
Henry
Jay
Robert
Edzel
Chauhan
Adriano
Cordova
Ballesteros
Limbo
Sapinosa
Andy V.
Ronnie B.
Mago
Villegas
Richard
Marvin
De Torres
Samson
Rogelito
Sheldon
Rogelito
Pagdato
Joe Eric
Salvador
Joevelito
Marvin
De La Cruz
Lapidez
Abrao
Labrador
RHL ASTRUM
RHL AUDACIA
RHL AUR OR A
Rank
Master
Chief Officer
Second Officer
Third Officer
Chief Engineer
Second Engineer
Third Engineer
Electrical Engineer
Fitter 1
Fitter 2
Cook
Bosun
Able Seaman 1
Able Seaman 2
Able Seaman 3
Able Seaman 4
Ordinary Seaman 1
Ordinary Seaman 2
Engine Cadet
Oiler 1
Oiler 2
Wiper
Messman
First name(s)
Ronald
Emil
Erwin
Alvin
Nicolae
Antans
Oleksandr
Mircea
Matias III
Surname
Grbac
Asenov
Dulce
Cortes
Copot
Ketlerjus
Shkolnyk
Capota
Misagal
First name(s)
Albert
Uladzimir
Ramon
Ryan
Andrei
Carlos Jr.
Julius Juveo
Liyana
Frenel
Surname
Zykov
Vakhomchyk
Mendoza
Ocampo
Shvyrkin
Torres
Suarez
Pathirane
Calangi
First name(s)
Weerasekara M.
Andriy
Emiliano Jr.
Joseph
Oleg
Raymund
Chris T.
Dammika
Patrocinio Jr. L.
Surname
Ranasinghe
Franchuk
Novo
Collado
Moroz
Fagtanac
Matarong
Nakandala
Viernes
First name(s)
Jenor S.
Regino D.
Neil Kent Pua
Teofiegil Tuastumban
Nathaniel C.
Jose Christopher Baillo
Winlove Deleonio
Wendel Carbonero
Edgar B.
Surname
Orteza
Gopez
Tenchavez
Cenas
Cosina
Saavedra
Piodena
Panebio
Tulale
First name(s)
Jovito
Peter
Rielly
Wilben
Magno Jr.
Aleksei
Robin
Alvin
Harry
Surname
Balabat
Batin
Dungog
Arbon
Fadrillan
Terekhov
Sumpay
Pabunan
Clamonte
Alano
Neil
Libby
Isabelo
Kim Dominic
Lumanao
Bucton
Gadudo
Pioc
Santillana
Petteres
Cornelio
Reynante
Jose Leo
Christopher
Fajardo
Carizal
Centino
Navarra
Christopher
Michael D.
Rosendo M.
Shane E.
Federico Jr. D.
John Lester B.
Veridiano
Rongcales
Sonogan
Borja
Albania
Edwin Juarez
Jaime Juachon
Pedro Melitado
John Wilbert M.
Jim Jason Q.
Cabral
Catindig
Piyao
Torres
Malto
Genaro
Troy
Chris Beruyn Ian
Timothy Simon
Brezhniev
Garciano
Diaz
Cantorne
Javier
Rosales
Michael
Michael
Fornea
Gillesania
Edmark
Antonio Jr.
Briones
Marcial
Jesrel Frank S.
Archimedez L.
Soriano
Saul
Michael B.
Clynton G.
Ebio
Catingan
Joenel
Christian
Biclar
Deloy
Rhian
Allan
Laurence R.
Joey
Distor
Marañon
Bautista
De La Roca
Ramon Nonato Jr.
Jesus Jr.
Ryan
Ramon II
Patricio
Robles
Reloz
Barrameda
Brian B.
Ronilo A.
Borja
Elmer Jr. L.
Devinosa
Capulla
Alfie
Aduca
Vincent A.
Efren Jr. Besana
Mark Lester
Geovanie Revilla
Flores
Libuna
Sabado
Cañete
Francisco
Rhey Salvador
Ariel
Rufino Rhys
Dioso
Villanueva
Divinosa
Magallano
Rank
Master
Chief Officer
Second Officer
Third Officer
Chief Engineer
Second Engineer
Third Engineer
Electrical Engineer
Fitter 1
Fitter 2
Cook
Bosun
Able Seaman 1
Able Seaman 2
Able Seaman 3
Ordinary Seaman 1
Ordinary Seaman 2
Ordinary Seaman 3
Ordinary Seaman 4
Engine Cadet
Deck Cadet
Oiler
Messman
First name(s)
Jurij
Alexey
Dimitar
Elina
Chaminda Kamal
Saranga
Andrey
Alejandro Jr.
Jennifer
Surname
Sackij
Afanasyev
Angelov
Strode
Wanniarachchi
Samarapala M.
Bakalov
Biago
Domingo
First name(s)
Milen Nedyalkov
Zhivko Velichkov
Deniss
Stanislav
Konstantin
Manoj D.
Yoseph Hailye
Adrian
Ronaldo
Surname
Yordanov
Bodurov
Dobrovenskis
Kuznetsov
Chomutov
Herath M.
Teferedegne
Lemnaru
Gamay
First name(s)
Viktor
Maksym
Nikolai
Janis
Alexander
Raivo
Michael Bautista
Alexander
Rey D.
Surname
Volkov
Sobol
Vishniakov
Miglans
Voronkov
Aljas
Yutiga
Kopanev
Delmo
First name(s)
Jurij
Igor
Richard
Mariss
Igor
Jorge
Lolindo
Ilmars
Renato
Surname
Savliukevic
Sukhoverkhov
Furton
Zigats
Ovsianikov
Alvarez Lepe
Rigodon
Kucins
Tornea
Melvin
Manuel Stanley
Manuel III
Gemer
Nomer
Reyal
Ardiel
Cristian
Fausto Jr. III
Sabino
Parondo
Barral
Bautista
Daroy
Candelario
Echin
Gracilla
Hernandez
Alvin P.
Jayson Penalosa
Arniel Watimar
Emmanuel Ron C.
Marvin Gantiga
Orly Tactac
Joan Dela Rosa
Jhunrie Lero
Noel Jr. Reyes
Stanislavs
Arosco
Cantimbuhan
Midel
Bruzola
Sundia
Unciano
Dela Cruz
Sarmiento
Yambao
Rinkevics
Darwin O.
Angelo Docor
Redon Tan
Hector Jr. D.
Albert Odtojan
Ronald Allan Ortega
Williard Castino
Ryan R.
Ronan Hilot
Lupena
Paye
Domingo
Balaan
Quintana
Bacaoco
Dela Peña
Dela Fuente
Lambus
Michael
Marlon
John Edward
Joerex
Melvin
Bonifacio Jr.
Daren Emmanuelle
Jayvee
Joey
Apetrior
Manalo
Loretizo
Ramillete
Ramos
Alima
Calma
Joyo
Marin
John Rodel
Paul Christian
Esguerra
Almario
Benhur Jr.Tugade
Edzel Palma
Buala
De Torres
Eden Andales
Christopher O.
Japal
Cortez
Rusty
Rowel
Orlanes
Abrigonda
RHL BARMBEK
RHL EILBEK
RHL FLOT TBEK
RHL REINBEK
BUL K C A R R I E R
RH L C ATA LINA
Rank
Master
Chief Officer
Second Officer
Third Officer
Chief Engineer
Second Engineer
Third Engineer
Electrical Engineer
Fitter
Cook
Bosun
Able Seaman 1
Able Seaman 2
Able Seaman 3
Able Seaman 4
Able Seaman 5
Ordinary Seaman 1
Ordinary Seaman 2
Ordinary Seaman 3
Oiler 1
Oiler 2
Oiler 3
Wiper
Messman
First name(S)
Arnold L.
Onesimo Minoras
Gabby Solatorio
Romeo Morala
Dominador R.
Warlito Dalaguit
Joel Largo
Rechie Limalima
Masiado
Ronaldo Austria
John Gonzales
Rene Pancrudo
Reynaldo B.
Jonathan Bravo
Mauro Pizon
Vicente Jr. F.
Aldin Oquendo
Jeremias Orias
John Paolo S.
Henry Ando
Jovic Quindor
Renato Jr. Berana
Licos
Arnel Fernandez
Surname
Villar
Nalzaro
Sontillano
Jauculan
Yara
Giron
Intac
Balbes
Diego Elao
Apostol
Salamaña
Ariente
Batulan
Chua
Gilo
Matulac
Cabug-Os
Leopardas
Ramirez
Adino
Espino
Prago
Reyvan Pelayo
Villacenda
R HL C LA R ITA
First name(S)
Jabes Manahon
Julius Rey M.
Jose Harrison II L.
Dexter Tan
Francisco R.
Aedan D.
Alex Amosco
Francisco E.
Flordelino C.
Christian M. Pida
Roberto Valino
Romer Vidad
Herbie Acero
Norman Artuz
Edgar Cojuangco
Marlon A.
Marvin Geraldo
Jesril Maligaya
Jeffrey Rupita
Roger Perlas
Joy Reyes
Severino S.
Quintin Jr. Yuzon
Calvin Jerald M.
RHL JULIA
Surname
Lumbo
Lopez
Batoctoy
Salazar
Talal
Licos
Agus
Chua
Flores
Paculaba
Ampo
Cabang
Dacuno
Gelilang
Navarrete
Quindag
Gabrang
Manalo
Tenebro
Cartagena
Nunez
Sierra
Abrigo
Sadsad
First name(S)
Rey Zara
Nonito Recote
Bernard Aliviado
Rozzini Bedio
Eleuterio Q.
Glenn Rabago
Wally Jr. Rasco
Percival Agriam
Jessie Barrientos
Regienante M.
Ferdinand Villa
Jonel Garupil
Ariel Alcalde
Apolonio Jr. R.
Marciano Roco
Russel Paul G.
Luther Salas
Oscar Jr. Doloritos
Karlo Maranan
Antonio Palay
Reynaldo C.
Luis Jr. Sanate
Arvin Menchavez
Lenwill Brugada
Surname
Pocpoc
Natad
Caballero
Manuel
Ceballos
Dona
Francisco
Nicolas
Traballo
De Vera
Maranan
Barabas
Dome
Libaton
Rocamora
Salhay
Amora
Calseña
Madulid
Loquinario
Melgar
Novela
Derder
Parde
R H L MA R TA
First name(S)
Onofre Jr. Villena
Archangel S. Uy
Jomar Henraule
Ryan De Leon
Joyril Lupo
Jeremias N.
Jose Marlon C.
Stephen S.
Virgilio Jr. P.
Melandro E.
Enrico Antonino
Mark Ariel M.
Noel Emocling
Marcelito Ragas
Eliseo Jr. Donio
Danilo Guevarra
Dennis Flores
Paul John L.
Brian Paclibar
Ricky Jaravilla
Nelson Artuz
Jim Acli
John Michael E.
Joshua Calinao
Surname
Valenzuela
Dabalos
Yangao
Libutan
Canuel
Nortiga
Robles
Sinloc
Enguio
Drew
Manuzon
Aquino
Basco
Marquez
Ramos
Umlas
Mancilla
Villamor
Tagle
Foerster
Gelilang
Lumasag
Estacio
Vale
RHL MONICA
First name(S)
Michael Repollo
Princeton Jan C.
Daniel Quiaoit
Jayme Arizo
Ranulfo Mira
Dante Jr. Trinidad
Fred Caeser D. C.
Roger R.
Jasper Catabay
Dominador Jr. M.
Danilo Lato
Alex Teomera
James Jesus P.
Gilbert Picardal
Rommel Bacal
Joel Roldan
Aries Dela Cruz
Archie Cuerbo
Bernard Tesoro
Randy Realon
Radito Dela C.
Jerome M.
Jacob Don A.
Ryan Llanos
Surname
Celeste
Abasolo
Agustin
Amazona
Tubog
Quinal
Malonzo
Fronda
Afroilan
Salazar
Dejito
Apelo
Corpuz
Interior
Jamer
Mariquina
Constantino
Nogra
Regondola
De Guzman
Garay
Serohijos
Montano
Apostol
TAN KE R
RHL AUGSBURG
Rank
Master
Chief Officer
Second Officer
Third Officer
Chief Engineer
Second Engineer
Third Engineer
Bosun
Able Seaman 1
Able Seaman 2
Able Seaman 3
Cook
Oiler 1
Oiler 2
Ordinary Seaman 1
Ordinary Seaman 2
Engine Cadet
Pumpman
Wiper
RHL DRESDEN
RHL FLENSBURG
RHL NUERNBERG
First name(s)
Krzysztof
Alexander
Jonas G.
Ariel F.
Marcin R.
Zbigniew
Surname
Lewicki
Savelyev
Yana
Gapuz
Michalecki
Worzala
First name(s)
Igor
Anatolii
Mamuka
Denis
Sergey
Viacheslav
Surname
Ralchenkov
Petrov
Tavartkiladz
Guruyev
Kononenko
Tel'nikov
First name(s)
Viktors
Aleksandr
Romydello O.
Alexey
Mikhail
Milivoj
Surname
Babics
Chusov
Tero
Kievskiy
Lyz
Segulja
First name(s)
Oleg
Stanislav I.
Jestoni C.
Artem Y.
Vladimir
Srecko
Surname
Smirnov
Kirkov
Balibat
Sagaidak
Pavlov
Godinovic
Jigger I.
Ronnie C
Ruselier D.
Boriss
Jayson R.
June S.
Isidor S.
Padayhag
Mendoza
Mangubat
Visockis
Volante
Hernandez
De Pablo
Mark Anthony F.
Gerson C.
Elland A.
Isagani D.
Allan B.
Wilson G.
Ryan Karl B.
Pascual
Barbajo
Villareal
Casiano
Evangelista
Acuno
Alagos
Teotimo Jr. D.
Alvaro E.
Christian D.
Renato B.
Benito D.
Semion L.
Vincent Lito D.
Gorgonio
Mozo
Dailisan
Dela Paz
Distor
Mier
Dolorfo
Laurence S.
Eduardo Jr. G.
Juvie R.
Anatolijs
Francis L.
Reynald T.
Argie D.
Conde
Nufable
Pascual
Ponomarjovs
Tala
Samande
Hinsoy
Jay A.
Lumasag
Marvin F.
Royo
Dettlaff
Tadeusz
Abdon M.
Gayacan
RHL Hamburger Lloyd Crewmanagement
GmbH & Co. KG
Raboisen 38
20095 Hamburg
Germany
Tel.: +49 40 380 881-300
Fax: +49 40 380 881-499
crewing@hamburger-lloyd.de
www.hamburger-lloyd.de
R H L NOVA R E
First name(S)
Leonardo Porras
Dominic Narido
Ronny Meralles
Jenefer Millama
Noel Suzara
Felino Mana-Ay
Ephraim Jr. A.
Bryan Longara
Claro Rusel
Michael Ross D.
Edgar Casulla
Regio Gonzales
Russell Suarnaba
Reagan Sencio
Surname
Racho
Ricario
Micarandayo
Miag-Ao
Lopez
Paren
Ramirez
Hanopol
Mozar
Bautista
Orbita
Castillo
Solito
Villanueva
Marc Ejoy B.
Eric Trinidad
Cairel
Correa
James Escalante Nogar
Ramon Ruazo Oraa
Kim Adrian C.
Edison Jr. M.
Guno
Ruance
Bulk Carrier
Ships for dry bulk commodities
The history of bulk carriers – also called bulk
freighters or bulkers – goes back to the 17th
century. Then, they were sailing vessels that
were employed for the transport of coal
from north-eastern England to London.
Bulk carriers as we know them today developed in the 1950s. They are ships designed
primarily for cost-efficient, large-scale
transport of dry bulk commodities such as
iron, coal, bauxite / alumina and ore concentrates. This type of cargo is poured directly
into the ship's hold by conveyor-belt-fitted
shore cranes or, in the case of very dusty
cargoes like cement or grain, by pneumatic
elevation to the receiving storage facilities.
Today, bulk carriers make up more than a
third of the entire worldwide merchant
fleet. They range from small vessels of under 500 DWT to huge carriers of 365,000
DWT. Presently there are about 8000 bulk
carriers sailing.
Bulk carriers are usually discharged by grabs
or by suction pipes. Loading happens by
feeding the cargo through a shooter or via
a conveyor belt. Bulk carriers have large upper and lower ballast tanks (“hopper tanks”)
that give the cargo hold an octagonal crosssection which facilitates automatic grain
stowage (eliminating free surface effects),
and to give the empty vessel sufficient
draught and better stability when in ballast.
Ships transporting ore have a special design. Ore is very heavy (its stowage factor is
approx. 0.5 m3/t) and therefore these ships
Size categories
Bulkers can be divided into these major size categories:
only need small holds to be fully loaded.
To prevent a too low centre of gravity, the
holds must not be situated too low or too
close to the sides of the ship. Some bulk
carriers can also function as tankers. This
kind of combination carrier is called an OreBulk-Oil (OBO) carrier.
To load, transport and unload dry bulk cargoes in a safe and efficient manner is the
primary mission of a bulk carrier. We have
seen bulk carriers suffering broken hulls at
the loading and unloading terminals due
to wrong cargo operations. In response
to alarming causalities during the late 80s
and throughout the 90s, additional safety
measures were defined in SOLAS (Safety
of Life at Sea), and the IMO adopted the
Code of Safe Practice for the Loading and
Unloading of Bulk Carriers (The BLU-Code)
in 1997, with the aim of minimizing the
likelihood of structural damage owing to
wrong procedures during loading and deballasting operations at terminals.
DESCRIPTION
Small vessels of less than 10,000 DWT. This category includes Mini-bulkers which can carry from
500 to 2,500 tons in a single hold and are designed mainly for river transport and for passing
under bridges. They have small crews of three to eight people.
Handysize, range from 10,000 to 35,000 DWT. These smaller Handysize and Handymax vessels are
the workhorses of the dry-bulk market, and they have the highest rate of growth. This is because of
new regulations coming into effect which add greater constraints on the building of larger vessels.
Supramax, range from 45,000 to 59,000 DWT. A Supramax vessel is typically 150 – 200 meters in
length and has five cargo holds and four cranes.
Panamax, range from 60,000 to 80,000 DWT. This size is restricted by the Panama Canal's lock
chambers, 32.26 metres in width, 320.0 metres long, and 25.9 metres deep. They mostly carry coal,
grain and minor bulk cargoes.
Capesize, from 100,000 to 200,000 DWT. These ships are too large to traverse the Suez or Panama
Canals and must go around the Cape of Good Hope or Cape Horn to travel between oceans.
Because of their size they can only dock at small number of ports.
Very Large Bulk Carriers, for ships over 200,000 DWT. The Berge Stahl, shown on the left, is
364,768 DWT and is the world's largest bulker. Bulk carriers of this size almost always carry iron ore.
T HE
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Bulk cargoes are divided into two categories:
• Liquid bulk cargoes: liquid gas, natural gas,
crude oil, liquid petroleum products etc.
• Dry bulk cargoes / granular (loose bulk
material): ore, bauxite phosphate, cement,
grains etc.
Dry bulk cargoes / piece goods (general
cargo): logs, paper, automobiles, steel coils
etc.
Source:
• “Ship Knowledge”, Klaas van Dokkkum, 3rd edition
• “Bulk Carrier Fit for purpose”, Christian Strobel
• http://maritime-connector.com/bulk-carrier
• “See-Schiff-Ladung”, Verband Deutscher Reeder
Riga
Home of our second crewing department – and always
worth a visit
Let me introduce you to Riga – the Capital
of Latvia, a small Baltic country located
where Northern and Eastern Europe meet.
Latvia is lucky enough to boast a large
stretch of coast on the Baltic Sea, whilst
the inland regions are predominantly
low-lying forested and fertile plains, with
many small lakes. Latvia is famous for its
beautiful coastline and pine forests. You
can find white sand beaches and extravagant rock beaches here.
over the centuries, all in one place. Many
medieval buildings have survived, among
them the 13th-century Riga Dom (cathedral), the 14th-century Riga Castle (1330),
and many merchant homes and warehouses. And nearby, the many elaborate Art
Nouveau facades testify to Riga's wealth in
the late 19th and early 20th centuries.
Contemporary European architecture from
all eras can be seen in the streets of Riga.
They complement each other perfectly and
a venue for cultural events with an international perspective, which is underlined by
the fact that it was the European Capital
of Culture in 2014 – hundreds of special
events took place during that year, cultural
and otherwise.
Riga has always been a young city, since
the majority of Latvian higher educational
institutions are located here. You could also
call Riga the Baltic capital of gastronomy –
Riga's restaurants offer fusion cuisine that
Latvia is located in a geographical zone
that makes the magic and the differences
of the four seasons enjoyable – summer
temperatures will occasionally peak at 30
degrees, winter temperatures can be as low
as -25. Latvia is a lush and green country for
a reason – it rains quite a lot.
Riga as Latvia's Capital is rich in architecture, culture, and a wide array of attractions;
it is a city well worth visiting. Although it
is not huge with its 700 000 inhabitants,
Riga is still the largest city in the three Baltic States. Riga is a fascinating mixture of
proud Latvian traditions and influences
from various other countries. Because Riga
developed at a trading crossroads, it has
become a multicultural city in which one
can always find a large number of interesting things to do. Riga is a great destination
for a weekend trip, a place for brand-new
impressions and relaxation.
Riga was founded in 1201 by Albert of Riga
as a port city. It developed as the major
trading hub in the region during the peak
time of the Hanseatic League in the 13th
to 15th centuries. Every century has left its
mark in the city's features. They can be seen
in the architecture of the Old Town and the
City Centre. This cultural heritage coexists
harmoniously with the quick pace of modern living.
Riga is known as the pearl of architecture
– a city in which you can see churches that
were built at the time of the city's origin,
the medieval buildings of the Old Town,
plus unique Art Nouveau examples, as well
as wooden architecture which has survived
Picture: Bildpixel/pixelio
create the feeling that many things are happening simultaneously – contemporary
fashion matches the medieval buildings and
narrow streets amazingly well. The historic
centre of Riga was designated a UNESCO
World Heritage site in 1997. The Old Town is
comprised mainly of rounded cobblestone
streets, so you should wear proper shoes for
walking here.
The areas which are usually most interesting to tourists are the Old Town and the
area around the nearby Freedom Monument. However, the Old Town is not the
only place worth visiting. There are many
historical buildings and monuments, viewpoints, museums, theatres, parks and gardens. Riga is more than 800 years old, being
a blend of a medieval centre surrounded by
a modern city. Mixed together so perfectly
it fits every taste, with the enchanting and
irresistible charm of old times. Riga is also
T HE
B RI D G E
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No. 31
combines both Latvian traditional meals
and modern, original meals, making for an
astonishing combination of flavours. Riga,
as the most vibrant and cosmopolitan city
of the Baltic States, offers countless opportunities to sample both local cuisine and
international favourites.
The geographically exclusive location of
Latvia has many benefits, because Latvia
and Riga are at the centre of Europe, allowing for every European city to be reached
very easily and fast.
You could call Riga a place for active recreation, beauty and wellness, unhurried walks,
business and relaxation. Take advantage of
Riga's many different offers. Welcome to my
country!
Marija Kaskure, Crew Operator
The box that changed the world
60 years of intermodal containers
The intermodal or shipping container was
introduced into commercial transport on
the US East Coast in 1956, when the shipowner Malcolm McLean first loaded the
vessel “Ideal X” with 58 containers.
Malcolm McLean was also the person to
come up with the idea to develop a single
large box, instead of transporting many
small ones. It took another ten years, however, until a ship with containers, the “Fairland” of Sea-Land Inc., berthed at the European port of Rotterdam on May 2 1966.
The vessel reached Bremen four days later,
where the intermodal container started its
triumphant advance through Germany on
May 6. 1966. This marked the beginning of
a regular container liner service. The containers were originally called “Transporters”
and were discharged onto the pier with the
ships’ own portal cranes. To mark the occasion, Bremen’s senator for shipping and
transport, Georg Bortscheller, attended the
event. “About 450 Transporters are to be
stationed in the Federal Republic of Germany before the middle of the year”, a report
stated. At that time, nobody could foresee
the development that would follow.
Malcolm McLean at railing, Port Elizabeth, 1957
Picture: Maersk Line/Wikimedia Commons
Today, 60 years later, the intermodal container is an established concept, and at the
same time the fundament of modern merchant shipping. It could be said that it is the
packaging of globalisation. More than 5000
container ships are in operation worldwide.
Every year, they transport about 130 Million
standard containers (TEU) around the globe.
Virtually anything can be containerised
End of 1950: first container transport
nowadays; exceptions are overlarge engines or automobiles that exceed the inner dimensions of the box, just like liquids
and gases, which are transported by tank
vessels.
What began back then on the US East Coast
changed the world. This is especially obvious in Hamburg. Before the introduction
of the container, sacks, barrels and boxes
had to be moved and stowed on board
one by one. Unskilled labourers performed
these tasks. Hamburg was a large trading
hub for fruit in the nineteen-sixties. Day labourers carried bunches of bananas ashore
from the ships, supervised by the so-called
tallymen. This changed with the introduction of the reefer container. Tallymen no
longer exist, and nor do many other jobs.
Today, unskilled labourers do not stand
much of a chance with container-handling
companies such as HHLA or Eurogate. Their
employees need a special qualification to
become lashers for securing the cargo, van
carrier drivers, or container gantry drivers –
the job is called “qualified stevedore”.
It took a while before the development
that began with the unloading of the “Fairland” and its 228 containers reached Hamburg. At first, the steel box did not have
many friends in the city on the river Elbe.
“This box won't ever make it into our port!”
said Ernst Plate, who was then Hamburg’s
senator of commerce, in the late nineteenT HE
B RI D G E
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No. 31
fifties. The attitude of the city assembly was
much the same: “If the container comes up
the Elbe, our port will die.” People feared
that many jobs would be lost. Besides, the
port had just been rebuilt from the WWII
ruins, with new warehouses like the “Überseezentrum” (overseas centre), and many
narrow piers – all of them buildings that
would not be needed for container handling.
But one man defied this general atmosphere and brought on a paradigm shift:
Helmut Kern, senator of commerce from
1966 to 1976, and then CEO of the port
company HHLA until 1991. When he saw
the container turnover in New York's Port
Elisabeth for the first time, he immediately
knew: This transport technology would
revolutionise the world. It made cargo handling operations much faster and more efficient than conventional methods.
Back in Hamburg, he demanded that the
senate permit the Burchardkai to be developed into a container terminal. “Mr Kern,
there are neither container ships nor container shipping companies here. Do you
even realise what you’re asking there?”
Hamburg’s mayor Herbert Weichmann responded. “We have to begin before the first
container vessel comes up the river”, Kern
answered, and he was proved right.
On May 31 1968, the “American Lancer”
of the shipping company United States
Lines was the first ever full container ship
to berth in the port of Hamburg. The first
container gantry already stood at the new
Burchardkai container terminal. The second one was being constructed. In order
to accelerate the development of the port,
Senator Kern changed the port regulations. From then on, he determined, the
city of Hamburg would only finance port
infrastructure. Suprastructure – gantries,
warehouses, vehicles – would lie in the
sole responsibility of the terminal operators. These new port regulations were the
basis of the port of Hamburg's growth,
which would soon overtake Bremerhaven
in terms of container turnover.
The steel box also changed many things
for shipping companies. At first they tried
to defy the container's advance. For this
purpose, the shipping companies Norddeutscher Lloyd and Hapag (who were
still separate then) formed an alliance with
United States Lines, the Norwegian Meyer
Linie, and Finnline. The lose association's
goal: an agreement with freight forwarders to transport freight at the same rates as
container shipping companies. Their plan
soon failed, however, and “the box” could
no longer be stopped.
Container traffic turned out to be a lot cheaper than transporting general cargo. Dock
workers used to take a whole day to unload
the amount of cargo that could now be lifted ashore with just a few container moves,
in just a few minutes. Ships and port facilities could be utilised more efficiently. Storage and transit time was reduced. The two
leading German shipping companies Norddeutscher Lloyd and Hambrg-Amerikanische Paketfahrt-Actiengesellschaft (Hapag)
gave in to the resulting cost pressure in
RHL CONCORDIA at the port of Manzanillo
1967 and decided to order two full container vessels apiece from the shipyards
Blohm & Voss and Bremer Vulkan (out of
business since 1997), with a capacity of 736
containers each. The North Atlantic routes
of both companies were united under the
name “Hapag Lloyd Container Lines”, with
corporate headquarters in Hamburg. This
was the basis for the final fusion to “Hapag
Lloyd AG”, which followed in 1970.
Many things have since changed in the
port of Hamburg. There are different sizes
and types of container, but the basic principle of the “Transporter” box has remained
unchanged.
„I was there when it all be
ga
the “Fairland” in some port n. I remember when we first saw
on
that conver ted monstrosity the US East Coast and laughed at
. About two roundtrips late
the first containers on boar
rw
d, and it wasn't long befor e had
e
container sockets were w
elded to our decks and ha the first
tch
Later, transverse rails wer
e welded into our tween dec covers.
ks, so that
we could haul the boxes in
to
hatchway trunk could fi the sides with a snatch block . The
t tw
they were kept apar t with o containers next to one another;
timber shores.”
U. Pane, contempo
rar y witness
T HE
B RI D G E
I
No. 31
This can be attributed to Kurt Eckelmann,
a businessman from Hamburg. The “Eurogate” founder was a member of the international commission to define the measurements of ISO standard containers, which
are still in place today. A container's measurements are standardised: A 40-foot container is exactly 40 feet long (12.192 m). A
20-foot container, however, is only 19 feet
10½ inches long (2.438 m), because two 20foot containers in a row have to be exactly
as long as one 40-foot container, allowing
for a gap of three inches (7.62 cm). The uniform width is 8 feet (2.438 m), the standard height 8½ feet (2.591 m). The common
abbreviation TEU stands for “twenty-foot
equivalent unit”; likewise FEU means “fortyfoot equivalent unit”.
It took almost another twenty years for
container turnover in the port of Hamburg
to exceed a million. 2015 it was a remarkable 8.8 million.
Source:
• Hamburger Abendblatt 03 May 2016
• www.statica.com
• www.hafen-hamburg.de
• www.wikipedia.de
Super trendy: Smart watches
Pros and cons of fitness trackers
They measure how may steps we take,
how much sports we engage in, how
many calories we burn. Fitness watches
are meant to keep us healthy.
F. Schumacher wants more information. For
five years he has been monitoring his daily
activities with small digital gadgets. First
he wore a fitness bracelet on his wrist, and
recently a smart watch. Via sensors it registers how many calories he burns through
exercise; it shows him his heart rate during
sports, und reminds him to stand regularly
in order to avoid damages during long periods of sedentary behaviour.
This is called “self-tracking”: Schumacher
monitors his bodily functions and his other activities, collects and compares data.
Whether he is climbing stairs, going for
walkies or vacuum-cleaning: With electron-
this technology in his job as a management
consultant. He claims that he is more athletic these days, eats more healthily, and
feels fitter; his doctor says he has better
laboratory values.
He is convinced: Fitness trackers can help
us develop healthier exercise habits. And
if, once in a while, he cannot meet his daily
goals, he does not have a guilty conscience:
“A healthy lifestyle is supposed to be fun,
and tracking devices should support and
not spoil this.”
“Humanity as a value is being exchanged
for the value of a human”, and whatever
cannot be expressed in the form of a database, such as feelings or the irrational, is left
behind.
According to a representative survey by
Bitkom Research among 1.236 people, as
many as 31 % of the German population of
14 years or older use so-called fitness trackers in order to record health data: 18 % use
fitness bracelets, 13 % smartphones with
fitness apps, and 6 % smart watches.
He fears that these devices will affect other
areas of life, saying that “our living environment is being flattened out, and we are
turning into Tamagotchis” – toy beings that
thrive on data and digital attention.
Selke warns us of a “delusion of efficiency”:
“Everything is over-controlled. It is a social
orientation programme which is promoted
to make everybody think they are profiting. But there are those that don’t: people
whose values deviate from the set values. It
increases social pressure.”
Also, many people ask themselves: How
exact and how trustworthy are the records
that form the backbone of our daily exercise programmes? “The measurements are
quite exact today”, says Sylvia Thun, professor for Information and Communication
Technology in the Department of Health
Care at the Niederrhein University of Applied Sciences.
Around 10,000 paces a day are considered
an average level of exercise. “But there is not
enough scientific research on the topic yet”,
Thun explains. How many paces younger or
older people should walk remains open.
Picture: Tim Reckmann/pixelio
ic measuring devices around his wrist or his
neck, he can permanently count his steps,
measure his heart rate, analyse his sleep
phases, or follow his lipid metabolism.
The data most frequently collected by fitness tracker users were body temperature
(99 % of users), body weight (75 %), step
count (62 %), and distance covered (57 %).
The man from Munich is one of the pioneers of this trend and the founder of the
German branch of the “Quantified Self”
movement, which began in the USA almost
ten years ago.
Yet the sociologist Stefan Selke holds the
view that fitness watches and similar lifestyle products have nothing to do with fun:
The book he wrote about the subject is titled
“Lifelogging: Digital Self-Tracking between
disruptive technology and cultural change”.
“The feedback from these devices helps
me gain a better understanding of my behavioural patterns and of my body”, says
Schumacher, who also has dealings with
“The human being gets dissected and reduced to its quantifiable aspects”, criticised
the professor from Furtwangen, Germany.
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Unified values carry a deceptive potential
because they are applied to healthy, ill, big,
and small people alike. “The values should
be adapted individually”, the scientist says.
Standard fitness watches are poorly suited
for seriously and chronically ill people, such
as pulmonary patients. But healthy people
must also take a closer look: “I, for example,
practise Karate, which is an athletic activity
that my watch does not measure.”
And the professor sees another danger: Fitness watches can become a constant drive
– physical activity may then be overdone:
“It is definitely possible to do too much; optimisation can become an addiction and no
longer be healthy.”
people’s health data during cardio training at the same time and displays them in
real time on a huge screen, which provokes
a kind of social competition: Whose pulse
is the slowest? Who has burnt the most
calories? When the studio members have
reached a certain goal, they are awarded a
T-shirt or a bottle. “In this concept, numbers
serve as a currency that boosts customer
loyalty”, a studio employee explains.
Moreover, there is cause for caution when
it comes to data security: “It is a good idea
to check where this information is transferred”, says Thun. Sociologist Selke has reservations regarding the storage of the data.
Health and other insurance companies are
extremely interested, he warns: “These large
data packages can be turned into predictions that may result in social sorting programmes.”
Because it does not want to be left behind
by the trend towards sporty gimmicks for
individual training purposes, one fitness
studio is trying to attract sports enthusiasts
with a modern form of group training. It has
developed sensors that measure several
So although this technical “motivation candy” wants to contribute towards overall better health, some fitness apps have the exact
opposite effect. An article in the IT magazine “Computer Bild” confirms this. Several
popular applications for smart phones and
other appliances were tested. Conclusion:
“Most beginners are at least partly overwhelmed with the recommended workout
levels; individual physical characteristics are
ignored, health issues are not considered at
all”, says “Computer Bild”. One app suggested 20 pull-ups for beginners – clearly an
excessive demand. Beginners should rather
let an expert show them the exercises before consulting an app. Because some of
these beginner plans could push even real
fitness professionals to their limits.
Sports scientists are of a similar opinion.
“It is true that health apps can help people
who have not had any contact with sports
before; they can give them an initial access
to fitness”, says Ingo Froböse, professor at
the German Sport University in Cologne.
Yet the programmes harbour the risk of
sacrificing one’s control to technology, of
losing one’s body awareness, and of going
into overdrive, he explains.
The body’s own reactions and sensations
remain the best control functions during
sports: “These programmes make us believe
that whatever we can measure is a precise
statement about our physical fitness”, says
Froböse. “But in actual fact these apps only
use a limited set of factors as a guideline,
everything else the technology cuts dead.”
Digital self-tracking – is it really the path towards a more healthy life?
Source:
• www.bitcom.org
• www.welt.de
• www.zeit-online.de
True or false? Challenging everyday wisdom
Do potato crisps contain addictive substances?
An article published by the magazine PNAS
by two scientists from the US-American
Duke University in Durham showed that
a certain chemical substance has similar
effects on the brain as cocaine and heroin.
And it is just this substance, sodium chloride, that food corporations routinely add to
products such as potato crisps and peanut
puffs. Could that be the reason why we just
can't stop snacking once the bag has been
opened? Is the food industry systematically turning us into potato crisp junkies?
Of course, sodium chloride is nothing
more than common table salt. Which is
a vital chemical compound of which our
Picture: Dirk Kruse/pixelio
body needs a few grams every day. Today
we tend to take in too much of it, but for
our ancestors it was a lot more difficult to
get their hands on some salt. Maybe this is
why evolution came up with a mechanism
that rewards the difficult search for salt.
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Dopamine, a “happiness hormone” which
is released in the brain, plays a central
part of this mechanism. Wolfgang Liedtke and Derek Denton found out that the
brains of rats that were fed a low-salt diet
showed the same hypothalamus activity
in a certain group of genes as the brains
of junkies with withdrawal symptoms do.
When these rats were given salt again,
their brains were flooded with dopamine.
The scientists assume that hard drugs “reuse” this age-old mechanism, i.e. they use
vitally important “switching circuits” in the
brain in order to create an addiction.
Christoph Drösser
Source: Magazine Die Zeit No. 37/2012
The history of beer
an accidental product became world-famous
The world’s first beer brewers were probably Sumerians who had settled in Mesopotamia (modern-day Iraq) around 6,000
years ago. It is thought that they discovered beer brewing by accident, while
handling fermented bread dough. Their
attempts to start off the fermentation
process themselves must have resulted
in the “nectar of the gods” rather than
bread, and was used as a divine sacrifice
from then on. But knowledge of the art
of brewing developed, and soon this new
drink was not only reserved for the gods.
Archaeological findings from around
2,000 BC testify of master brewers who
recorded their beer recipes for posterity
in cuneiform script. The records show that
a good dozen different kinds of beer existed even then.
In ancient Babylon (also modern-day Iraq),
not a lot later, documents mention more
than 20 different beers with different
tastes: There was small beer, dark rye beer,
and prime beer – the Babylonian version of
“Premium Export”. This beer was exported
as far as Egypt!
The history of beer has quite a few surprises
in store: The Babylonian king Hammurabi
took consumer protection very seriously
and would severely punish anybody who
did mischief with beer. One inn-keeper
who sold low-grade beer, for example, was
drowned in it as a way of punishing her.
It was from here that the drink made from
water and malt – which only contained the
grain barley at first – started its triumphant
advance all over the world. Hops, from the
family of plants called cannabacea (that
also include cannabis), only found its way
into the recipe in the middle ages. Beer
quickly became very popular with the
ancient Romans and Greeks, and the Germanic and Celtic tribes soon also came to
appreciate this delicious food. In the region around the town Kulmbach (situated
in modern-day Franconia, south Germany),
beer amphorae from the 8th century BC
have been found. They are the oldest evidence of a beer-brewing culture on German
soil. This region remains home to a number
of traditional breweries even today.
Picture: Wolfgang Floedl/pixelio
In the ancient Germanic tribes, brewing
beer was a woman’s job; it was a household
chore like cooking and baking. You would
only see women working in early medieval
breweries.
In the Middle Ages, a brew kettle was a part
of a woman’s dowry. And it was customary
for a woman who had just brewed to invite
her woman neighbours for a little “beer
party” where bread would be broken into
the beer and then eaten. (These gatherings
would later turn into the more bourgeois
tea parties.)
While “beer parties” were quite well-behaved and civilised affairs – the so-called
“women’s carousals” or “women’s schools”
were not. Because this is something that
also existed in the Middle Ages: pubs in
which only women were allowed.
The history of beer as we know and appreciate it today is inseparably linked to medieval monastery breweries. Especially the
Benedictines (who are thought to be the
oldest western religious Order) played an
important part. Beer was appreciated as a
source of energy during lent – true to the
motto “drinks don’t break the fast”. And the
monks did not only make it for their own
use: Every traveller would be given a freshly
T HE
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brewed beer as a refreshment. This service
was popular in the Middle Ages, especially
since monks were regarded as especially
talented brewers, passionately devoted
to improving the brewing process. It was
they who, in addition to water and malt,
first added hops to the brew. The grain of
choice remained barley throughout the
Middle Ages.
But the art of brewing was not practiced
in such an exemplary fashion everywhere.
Some ingredients that were supposedly
used over the course of the years are more
reminiscent of a witch’s kitchen from today’s point of view: belladonna, opium
poppy, or henbane were increasingly used,
some of them with psychedelic side-effects.
In order to keep these excesses in check,
and to guarantee a consistently high quality, the Bavarian Duke William IV enacted
a law in the 16th century (on April 23 1516,
to be exact) that decreed that beer should
only be made of barley, hops and water
throughout the country.
Today, “German Beer Day” on April 23rd commemorates this ground-breaking decree. As
does the imprint on almost every German
beer bottle “Brewed according to the purity
law of 1516”, regarded by beer connoisseurs
as proof of its exceptional quality.
In 1516, the purity law did not yet mention
yeast as a beer ingredient. Although it had
always been a part of the brewing process,
it was not visible to the naked eye. This was
not discovered until the year 1860 by the
French scientist Louis Pasteur: He found
out that micro-organisms were responsible
for converting the malt sugar into alcohol
and carbon dioxide.
After the invention of refrigeration systems
by Carl von Linde, it became possible for
breweries as from the late 19th century to
produce bottom-fermenting lager beers
(that need a low temperature for maturation) the whole year round. Before this discovery, this kind of beer had to be cooled in
deep cellars with ice bars collected in winter.
Many discoveries and inventions have
helped to improve beers further and fur-
ther, which have reached – and held – a
high quality standard today. The production of large batches is possible, the bottling process has been accelerated, and
shelf life extended.
Yet in spite of modern machinery and optimised processes, beer is still brewed according to the very same centuries-old
principle today.
Europe’s number-one beer consuming
country in 2014 was the Czech Republic
with 144 litres per capita, Germany ranked
second with 107 litres, and third place went
to Austria with 104 litres per capita.
Source:
• www.gefako.de
• www.statistika.com
3
Sudoku
7
1
8
5
One of the world's most popular number
puzzles: Sudoku! A Sudoku is made up of a
grid of 3 x 3 squares, each containing 3 x 3
sub-squares. The objective is to fill the grid
with digits in such a way that each subsquare, each row and each column contains
all the numbers from 1 to 9. We hope you
enjoy solving it! (Answer see further down.)
1
5
4
8
9
2
7
7
3
1
Container
• Mr. Mykhaylo Kogutov
has been promoted to Captain
• Mr Jenor Orteza
has been promoted to Captain
• Mr Aljas Raivo
has been promoted to 2/E
• Mr Kostiantyn Burnazaki
has been promoted to 2/O
• Mr Rielly Dungog
has been promoted to 2/O
• Mr Ramon Mendoza
has been promoted to 2/O
• Mr Noe Co has been promoted to 3/O
• Mr Janis Miglans
has been promoted to 3/O
• Mrs Elina Strode
has been promoted to3/O
9
4
3
5
Birthdays
1
9
7
1
Congratulations
∞ Inita & Janis Mel
∞ Oliver & N
Promotions
Tanker
• Mr Jestoni Balibat
has been promoted to 2/O
• Mr Mamuka Tavartkiladze
has been promoted to 2/O
2
8
6
4
crew ‘s corner
barde
k
icole Zepernic
We would like to extend our warmest congratulations to the
newly married couple Mrs Nicole Zepernick (ci-devant Schulz), Manager Administration)
and Mr Oliver Zepernick, who said “I do” on May 26th 2016.
Likewise, our very best wishes go out to Mrs. Inita Melbarde (Payroll Accountant Riga)
and her husband Janis Melbarde on the occasion of their marriage on October 03rd 2015.
We wish both couples a fantastic future!
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We would like to congratulate:
• Chief Officer Emil Asenov
on his 45th birthday
• Master Michael Celeste
on his 45th birthday
• Chief Engineer Lucian Gheorghe
on his 40th birthday
• Master Viacheslav Kuleshov
on his 40th birthday
• Master Oleksandr Makedonsky
on his 40th birthday
• Chief Engineer Igor Podvalnyj
on his 55th birthday
• Chief Officer Sergey Nikolaev
on his 40th birthday
• Master Vadim Shipilov
on his 50th birthday
staff ashore
Curious findings in the press
Holidaymaker swims
after cruise ship
for four hours
Nadja Draganova
Crew Operator
because it is never boring. I have the opportunity to learn something new all the
time, and I constantly communicate with
many different and interesting people.
Working in Human Resources is a very important and interesting job.
Hello everybody! My name is Nadja Draganova. I was born on February 1st 1987 in
the lovely and amazingly beautiful town of
Riga. My full first name is “Nadezda”, which
translates to “hope”. My nationality is a mixture of Russian, Latvian, and Armenian.
I started my higher education in 2006 and
graduated from ISMA University in 2012
with a Bachelor's degree in Tourism and
Recreation Management.
In 2007 I worked as an Office Administrator for a real estate company. In June 2008
I started working as a Crewing Assistant in
our Riga Crewing Office, and was promoted
to Crew Operator in 2011. I have gained a
lot of experience in shipping and crewing
over these years, and I must say I enjoy it
I like spending my free time with my family
and meeting friends. I enjoy fresh air walks,
especially with my little son; it gives me joy
and is such fun. We used to go for walks in
the forest and parks, but our favourite place
is of course the sea shore. It is a pleasure to
spend time there at any season of the year.
My absolute “must” in the mornings is a
physical workout which invigorates me and
puts me in a good mood for the coming day.
I do not really like watching feature films,
instead I prefer documentaries, scientific
movies, and political talk shows.
Like many other people I of course like
travelling; new unforgettable experiences
and the memories stay with you for a long
time. My most memorable trip was across
Mexico: the bright culture and cuisine, the
Gulf of Mexico and Pacific Ocean shores,
the Jose Cuervo tequila factory, and many
other interesting things. My second most
memorable trip was to the Meteora monasteries in Greece, where six monasteries are
situated on natural sandstone rock pillars.
The view from there is incredible.
A British holidaymaker tried to swim
after a cruise ship when it left Funchal,
Madeira.
According to the Portuguese port authorities, the 65-year-old was rescued from
the sea by fishermen four hours later.
As reported by the governmental news
agency Lusa, the woman and her 69-year-old husband had decided to cut short
their cruise on board the “Marco Polo” after their arrival in Madeira. But after a row
at the airport they went their separate
ways, says Harbour Master Félix Marques.
When the apparently mentally confused
Brit saw the ship passing, she thought
that her husband had returned on board.
In her desperation she threw herself into
the sea and tried to swim to the ship. According to media reports, however, her
husband returned to Britain by airplane
Source: THB Nr. 61
on Tuesday. Likes:
• listening to music while driving
• watching the sunset on the sea shore
• drinking coffee
• reading to my son
• when everybody is healthy
Dislikes:
• having insufficient sleep
• ill-mannered and arrogant people
• short daylight hours during winter
Solution Sudoku:
3
9
4
5
2
7
1
6
8
2
8
6
3
9
1
4
7
5
7
1
5
4
8
6
2
9
3
1
5
9
2
4
8
7
3
6
8
7
2
9
6
3
5
1
4
6
4
3
7
1
5
8
2
9
4
3
7
1
5
9
6
8
2
5
6
1
8
3
2
9
4
7
9
2
8
6
7
4
3
5
1
impressum
Editor:
RHL Reederei Hamburger Lloyd
GmbH & CO KG
Raboisen 38, 20095 Hamburg, Germany
Editorial Team: Wolfgang Görz,
Bettina Pane, Hauke Pane,
Margret Schindler
Layout: STILPUNKT3 Designbüro
Tel.: +49 40 380 881-300
Fax: +49 40 380 881-499
E-mail: thebridge@hamburger-lloyd.de
www.hamburger-lloyd.com
T HE
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Pictures: RHL Reederei Hamburger Lloyd,
pixelio, fotolia