No.11 | May 2010

ISSUE NO. 11 | MAY 2010
CORPORATE INFORMATION OF F. LAEISZ GROUP
SOLAR ENERGY IN ITALY
GL SHIPMANAGER
COMPANY HISTORY
Photovoltaics harnessing the sun
see page 3
On board administration software
see page 6
Ferdinand Laeisz in his own words
see page 7
DIGITAL
FLEET
NEWS!
Electronic
version
available as
download at
www.laeisz.de
NAMING CEREMONY MV “PORTO”
EDITORIAL
DEAR FRIENDS
Good mood is in the air, and we are
grateful for that. But one swallow
does not make a summer. Market participants should bear that in mind,
because, yes, rates are increasing,
but, no, they are by far not anywhere
near levels owners can live on. Our
newbuilding programme is, at today’s market, a burden, but a burden we are able to carry. Regarding
financial shortcomings within the
fleet in water, we were able to find solutions. Strong waves demand clear
steering, that is what we have prepared for during the good years past.
So at Laeisz, even though in troubled waters, we concentrate on what
we know best: managing ships to the
full satisfaction of our charterers.
Yours truly
On 26 January 2010, the latest addition to our
modern container fleet was delivered from Wadan
Yards at Rostock-Warnemünde. MV “Porto“ left the
port of Rostock on 30 January 2010 heading for
Hamburg where the naming ceremony of this 225
meter long vessel was to be celebrated the following
week. MV “Porto” has a total capacity of 2.798
standard twenty foot containers (TEU) and an effective intake of 2.139 TEU based on 14 tons per
container. The container capacity includes 400 stowage positions for reefer containers. In today‘s environment with an ongoing discussion of greenhouse
emissions and high fuel costs, MV “Porto” meets
our full expectations with her modern design features. The main engine’s equipment offers a wide
flexibility with regard to economical voyage speed
and fuel consumption. It allows charterers to save
several tons of bunker per day compared to other
vessel types within this segment. The ship’s maximum speed is 22 knots. It can also be operated at
super slow steaming with a speed down to about 12
knots for very economical consumption. The propulsion power is transmitted from the main engine type
MAN 7L70MC to the propeller shaft. At maximum
108 revolutions the engine produces 21.770kw.
On full speed it consumes 81 metric tons per day.
Electrical power is provided by three Wärtsilä auxiliary engines with maximum power of 1360kw of
each unit and one Wärtsilä auxiliary engine with
maximum power of 1020kw. To ensure good manoeuvering capability a 1.100kw strong bow thruster is installed. The vessel meets all international
regulation requirements. Considering the current
difficult market situation and the high number of
unemployed tonnage within this size, we are happy
to have secured a charter with Hapag Lloyd for their
North Europe - Mediterranean - Australia Service
with round voyage frequency of approximately three
months. The maiden voyage took MV “Porto” from
Hamburg to Australia via the Suez Canal.
N. H. Schües
BOOK REVIEWS
Renewable
Energies –
Safeguarding the
Future with New
Energy
by Sven Geitmann
More book reviews on page 8
ISSUE NO. 11 | MAY 2010 | PAGE 2
CORPORATE INFORMATION OF F. LAEISZ GROUP
NAMING CEREMONY MV “PORTO”
Thanks to this year’s strong winter and persistent
frost, the christening of MV “Porto” on 5 February
2010 was an event to remember and clearly stands
out from other enjoyable naming ceremonies. It
took part with all traditional activities on the sea
side and not as one would expect at the pier. Owners and guests such as ship yard representatives,
bankers, charterers, insurers, ship’s register officials as well as Reederei F. Laeisz employees
gathered at St. Pauli Landungsbrücken, Hamburg’s
well-known pier area, for a warm welcome by the
Master of the tug “Bugsier 18”. With everybody assembled on the aft deck including the ship’s sponsor
Mrs. Helga Juniel, the tug left for Burchardkai Container Terminal. On this very cold and clear winter
day, the river Elbe was covered with ice floes which
made the scenic ride a truly remarkable experience.
During the approach of MV “Porto” berthing at
Burchardkai, the modern 2800 TEU Container vessel allowed for many great photo opportunities.
Slowly, the tug manoeuvred close to the bow where
the ship’s crew had installed a construction holding
the famous bottle of champagne. A trigger was connected to a long heaving line and then lowered close
to the water where it was picked-up by a tug crew
member and handed to Mrs. Juniel. The proud godmother then spoke the christening motto: “I name
this beautiful ship Porto, and wish you and your crew
always happy passages. May there always be enough
water beneath your keel, and may you return safely
at all times”. As Mrs. Juniel activated the release
mechanism, the bottle smashed against the starboard bow and burst under the applause of all present. The typhoon whistles of MV “Porto” and “Bugsier 18” confirmed a happy and successful
christening as the tug circled several times close to
MV “Porto” which was beautifully decorated with
Laeisz funnel, company flag and bow emblem.
Celebrations continued with festive speeches over
lunch at the Hamburg Harbour Club. Once again,
heartfelt thanks were addressed to Mrs. Juniel,
ship builders, financers, German Lloyd representatives and charterers. In the afternoon, Captain Kislov and Chief Engineer Zubkov returned to the vessel conveying very best wishes from everybody to
crew and ship. In keeping with tradition, the bottle
neck and brass plaque with christening motto were
delivered on board for good luck.
RV “POLARSTERN” AND THE ARTS
by him at request of the Alfred-Wegener-Institute for
Polar and Marine Research (AWI). In the following
conversation, Mr. Nikolaus W. Schües explained the
close connection between Reederei F. Laeisz, the
Alfred-Wegener-Institute (AWI) and RV “Polarstern”.
Professor Mack graciously presented the original
drawing as a gift to our company and acknowledged
its authenticity with his signature as shown below.
SETTING YOUR FOCUS
NEW PHOTO CONTEST
MV “Porto” on departure from Rostock harbour as seen by Sabine
Bremser, Personnel Department,
30 January 2010.
Following on from last year’s impressive results, we are happy to announce the 2010 Fleet News Photo
Competition! Once again, participation is open to all sea and land
based Reederei F. Laeisz staff as
well as our colleagues of subsidiary
companies, basically anybody with
enthusiasm and an eye for photography. For this exciting new contest
we want you to send us your favourite pictures of “Lighthouses and
Navigation Aides”. The lucky winners will be announced in the autumn edition. The three best entries
will be awarded valuable prizes. You
may submit up to three photos created by yourself. Please add your
name, address and e-mail address
as well as photo title, location and
date when it was taken. All published photos will credit your name
and the position you are holding.
Only digital entries can be accep­ted
(JPEG). Files must not exceed 5
MB. Closing date is September 1,
2010. Please send your photos to
wegener@laeisz.de or
ueckert@laeisz.de.
Good luck and have fun!
Towards the end of 2009, an exhibition at the
Chamber of Commerce in Hamburg showed the
work of the last 45 years by world-famous photographer Ulli Mack. In January 2010, on closing of the
exhibition, F. Laeisz group Chairman Mr. Nikolaus
W. Schües visited Professor Ulrich Mack in his
Hamburg studio. To his great surprise, Mr. Schües
saw a drawing of the well-known bow emblem of the
research vessel “Polarstern” on Professor Mack’s
desk, who explained that this emblem was designed
Professor Ulrich Mack at his desk during the visit
in January 2010.
ISSUE NO. 11 | MAY 2010 | PAGE 3
CORPORATE INFORMATION OF F. LAEISZ GROUP
SONNENSTROM ALPHA – A NEW STAR IS RISING
PHOTOVOLTAIC PLANTS DEVELOPED IN ITALY
HAMBURGISCHE ENERGIEHANDLUNG started to prepare investments in renewable energy
some three years ago and is now about to enter
the market. The Sonnenstrom investment line
was developed for private investors who wish to
invest in the forward-looking solar energy sector
while maintaining an extremely high degree of
investment security. HAMBURGISCHE ENERGIEHANDLUNG, who issues Sonnenstrom alpha, developed this investment line over a period of several years in order to guarantee the key
components for an exceptionally reliable investment in a solar energy fund.
meister AG, the largest mechanical engineering
corporation worldwide, the a+f Group has in­
stalled approx. 41 photovoltaic parks in five
countries with a rated peak capacity of around
45 megawatts to date.
based on the volume of solar energy paid for. As
a result, a high degree of earnings security is
combined with an equally high degree of cost
security since the earnings-cost ratio remains
constant.
Security Component 3:
SOLAR TECHNOLOGY BASED ON GERMAN
CRAFTSMANSHIP
Security Component 5:
APPLICATION OF THE P90 METHOD
Sonnenstrom alpha utilises the SunCarrier system produced by the Gildemeister Group for
generating power from sunlight. The SunCarrier
system relies on extremely stable mechanics
and enables the facilities to follow the sunlight
during the course of the day. Compared to static facilities, SunCarrier system offers up to approx. 30% higher energy production resulting
in higher yields for the investor.
Traditional solar funds assume a long-term average solar radiation and on this basis calculate
future earnings that may be attained or surpassed with a probability of 50% (“P50”). To
secure an above-average degree of investment
security for investors in Sonnenstrom alpha, the
p90 method was applied to earnings planning.
The p90 method means that the probability for
attaining or surpassing the planned power revenues is 90%.
Security Component 6:
EXPERIENCED ISSUING COMPANY WITH
LONG-TERM INVESTOR ORIENTATION
Security Component 1:
CLEAR INVESTMENT BASIS, EXISTING PORTFOLIO OF SOLAR FACILITIES, SUNNY LOCATION
Whereas conventional solar funds frequently do
not involve specific solar facilities, but track
them down only after placement of the
investor’s capital, HAMBURGISCHE ENERGIEHANDLUNG has secured investments in at
least five energy parks in southern Italy in advance. The facilities are already connected to
the grid. Each one of the five solar facilities offers peak power of approx. 1 megawatt, enough
to supply a total of around 2,000 households
with CO2-free electricity. The long-term earnings forecast for investors is clearly defined
and thus differs significantly from so-called
“blind pools”. It is carefully designed for investors who attach great importance to investment
security and hereby Sonnenstrom alpha is an
exception in the market of closed solar funds.
Security Component 2:
RELIABLE AND EXPERIENCED PARTNERS
Construction of the facilities is carried out by
the a+f Group, a 100% subsidiary of the German Gildemeister Group, while a company with
proven experience handles ongoing maintenance and support of the solar facilities during
the entire term of the fund. Fund management
is also provided for on a partnership basis by an
a+f managing director. As a subsidiary of Gilde-
Security Component 4:
FEED-IN TARIFFS SECURED ON A LONG-TERM
BASIS, STABLE EARNINGS-COST RATIOS
The feed-in tariffs for the power generated from
solar energy have been legally stipulated for
over twenty years in Italy. This means a clear
calculation basis. In addition, it is possible to
receive payment for the produced power at the
market price. This creates earnings potential.
The running costs for maintenance and support
of the facilities by the management partner are
HAMBURGISCHE ENERGIEHANDLUNG, the
company issuing the Sonnenstrom investment
line, is an affiliated company of HAMBURGISCHE SEEHANDLUNG, which has been active
on the market since 1995 and can present a
positive performance record to the investors.
HAMBURGISCHE SEEHANDLUNG follows in
the tradition of the Prussian Maritime Trading
Company established by Frederick the Great.
The owner-managed HAMBURGISCHE ENERGIEHANDLUNG, just like HAMBURGISCHE
SEEHANDLUNG, looks back on a Hanseatic
merchant tradition over decades. Through the
Sonnenstrom investment line HAMBURGISCHE
ENERGIEHANDLUNG issues well thought-out
solar funds for ecology and security oriented
private investors on a long-term basis.
ISSUE NO. 11 | MAY 2010 | PAGE 4
CORPORATE INFORMATION OF F. LAEISZ GROUP
CONTAINER MARKET REVIEW
2009 AND OUTLOOK 2010
For container shipping, 2009 was the most
challenging year in history. The general downward trend which started in September 2008
continued throughout the year. Whereas in
2008 on average “only” a single-digit growth
of worldwide container transport could be realized, in 2009 a market decline of -9.7% had to
be reported. The global economy also shrank
to -1.1% in 2009 compared to 3.0% in 2008.
Market evaluations for container vessels continued to fall during the course of the year. In
January 2009, a 2.500 TEU geared container
ship with a 24 months charter period was still
estimated at a charter rate of about USD 7.950.
By the end of the year, the estimated value had
dropped to USD 5.100. Normally, such a low
level of charter rates barely covers general ope­
rating costs. A comparable deterioration of rate
levels invariably affected all other vessel sizes.
NIKOLAUS H. SCHÜES RECEIVED
AT SCHLOSS BELLEVUE
On March 30, 2010 Bundespräsident
[Federal President] Horst Köhler invited
four merchants and three delegates from
different associations representing family
owned companies into Schloss Bellevue,
among them our Nikolaus H. Schües. The
Bundespräsident asked for information
regarding access to project financing as
well as shortage of skilled labour. We
have used this opportunity to explain the
difficult and dangerous situation of the
German maritime sector.
order to minimize costs or losses. Many try to
renegotiate existing contracts and offered so
called “less-for-longer” deals to ship owners.
Conversely, the contract will be extended prematurely for a lower charter rate. Redeliveries
took place at earliest possible dates.
In view of global developments hardly any newbuildings were ordered during 2009. Accor­ding
to analysts, a slight improvement of charter
markets is expected in 2010. The global container fleet is expected to grow by 9.12%, but
growth will manifest unevenly in different vessel sizes: a negative growth of 2-3% in the
2.000-4.000 TEU segment is predicted as
opposed to an average growth of about 8-10%
in the 4.000-7.500 TEU range. The biggest
growth is forecast for the VLCS (very large container ships of 7.500+ TEU) segment with an
estimated 26%.
DEVELOPMENT OF 24 MONTHS CHARTER RATES
60
1.000 USD
50
Federal President Horst Köhler,
Nikolaus H. Schües
40
30
20
10
0
2002
2003
2004
t/c rate 700 teu a 14 (1100 teu nom) -grd
t/c rate 1850 teu a 14 (2500 teu nom) -grd
For the first time in many years owners were
forced to lay up tonnage. In January 2009,
around 255 container ships were already without employment. At the end of the year, a new
peak level of 572 laid-up vessels was reached,
approx. 10% of all global container tonnage,
and a record number of 207 ships went to the
scrap yards. At the same time, the difficult employment situation for container ships is confronted with a copious amount of newbuildings.
Ship owners tried to cancel or postpone orders
of newbuildings because of lack of tonnage
demand. Contrary to these attempts, the global
container fleet grew by 268 vessels with capa­
city of approx. 1.07 million TEU last year.
With shrinking transport volume, charterers are
forced to shorten or abandon liner services in
2005
2006
2007
2008
2009
t/c rate 1200 teu a 14 (1700 teu nom) -grd
t/c rate 2800 teu a 14 (4250 teu nom) -gls
DEVELOPMENT OF IDLE TONNAGE IN TEU
1.600.000
1.400.000
1.200.000
1.000.000
800.000
600.000
400.000
200.000
0
0
11 08
.2
0
12 08
.2
0
01 08
.2
0
02 09
.2
0
03 09
.2
0
04 09
.2
0
05 09
.2
0
06 09
.2
0
07 09
.2
0
08 09
.2
0
09 09
.2
0
10 09
.2
0
11 09
.2
0
12 09
.2
0
01 09
.2
0
02 10
.2
0
03 10
.2
01
0
2001
10
.2
2000
At this moment, a growth in worldwide container transport of 5.5% is expected for 2010.
Because of current high bunker costs, many
charterers run vessels on reduced speed, so
called “slow steaming” and in order to maintain
the frequency of their services, additional ships
are employed. Market participants see this as
an indicator for a positive development of the
container market. As more tonnage is needed,
idle ships can be set afloat again.
ISSUE NO. 11 | MAY 2010 | PAGE 5
CORPORATE INFORMATION OF F. LAEISZ GROUP
ANNIVERSARIES 2010 | CONGRATULATIONS!
BIRTHDAYS 2010 | CONGRATULATIONS!
ASHORE
ASHORE
10 years
Tanja Bergunde, Thomas Kolb
60 years
Klaus Wunderlich, Manfred Strobach, Renate Panter,
Gertrud Hagemann
25 years
Christine Wichmann, Uwe Hauer, Annett Krüger,
Heike Dembeck
65 years
Heidemarie Grzybinski, Roland Pechstein
30 years
Manfred Strobach, Sylvia Koch, Hans-Jürgen Hesse,
Gritt Trahms
ON BOARD
45 years
Winfried Staker, Sigrid Pilch
50 years
Manfred Schroeder, Wolfgang Miess,
Norbert Schröder, Carsten Wendisch,
Mathias Häusler, Andreas-Steffen Löscher,
Ulrich Holz, Andreas Brehme, Peter Oertel,
Ralf Irrgang, Lars-Peter Rhau, Frank Völker,
Harry Schulz, Mikhail Makavchik, Alexander Zalutskiy,
Tagir Khamitov, Viktor Kasel, Vitali Rotzig,
Sergey Petrov, Boris Tsarev, Yury Nikotin,
Vladimir Novozhilov, Adonis Narciso, Arthur Macalinao,
Ramon Parana, Lope Gealon, Alfredo Mendoza,
Armando Martinez, Pio Inzision, Ronie Custodio,
Isias Caigoy, Raul Pangue, Richard Cube,
Roselito Timosa, Joseph Escudo, Domingo Salvador,
Takea Nabaruru, Tebao Tampon, Onotimo Kai,
Kaure Tekebo, Tataio Bauriri, Teaningo Nunaia
60 years
Werner Hampf, Norbert Roschkowski,
Frank-Ulrich Walter, Hartmut Göbel,
Theo Frey, Fritz Langner, Rainer Sachwitz,
Rainhard Kreis, Karl-Friedrich Plückhahn,
Heino Wendt, Mario Montevirgen, Peter Sädtler,
Bernd Haefke, Manfred Seyer, Heinrich Riedler,
Burkhard Clasen, Wolfgang Häkanshon,
Hartmut Holtz, Bernhard Merle, Siegfried Forster,
Kurt Wilke, Anatoly Mozhaev, Pavel Zubkov,
Nikolay Romanov, Gennady Zhigalov,
Evgeny Jakovlev, Pedro Nuneza
65 years
Claus Süßmann, Rainer Schütze, Willy Braatz,
Gert König, Hans-Ulrich Beyer
ON BOARD
10 years
Mike Fröhlich, Alexander Fiedler, Ralf Rachow,
Eckhard Puschmann
25 years
Jan Kahrs, Tom Kohler, Christoph Schröder,
Bernd Haefke, Michael Fölster
30 years
Frank Völker, Herbert Kotnik, Jens Redmer,
Erich Leonfeller
40 years
Hans Radloff, Dieter Klitz, Frank Oldenburg,
Lothar Gladow, Frank Handke, Georg Jasmand,
Lutz Klatt, Joachim Luckow, Peter Winter,
Bernhard Merle, Ernst Krabbe, Manfred Scholz
45 years
Hartmuth Eckardt, Klaus Rank, Burkhard Schütt,
Manfred Stolze, Michael Reiber, Helmut Völker
50 years
Wolfram Kiupel
APPRENTICESHIP
SUCCESSFULLY
COMPLETED
45 YEARS ON BOARD
Manfred
Stolze
Above from left: Arne Pluhar (Flensburg Polytechnic), Peter Schwisselmann (Baltica & Hanjin San Diego), Ina Geske (BW Herdis), Johannes
Junge (MSC Tanzania), Marlin Firek (CSAV Pyrenees), Christian Pufe
(Hanjin Haiphong), Willi Skibbe (Translubeca & CSAV Pyrenees), Ulrich
Warnecke (Hanjin Mundra).
Obviously proud and in a very good mood, our accomplished apprentices
Arne, Peter, Ina, Johannes, Marlin, Christian and Ulrich presented themselves after they obtained the vocational qualification as ship mechanic.
While Arne has already commenced his nautical studies at Flensburg
Fachhochschule [Polytechnic], the other seven set out for a temporary
working period on board our vessels. In due time, they will return home to
begin their undergraduate studies in the autumn term. We are confident
that they will enjoy future success on their chosen career path.
50 YEARS ON BOARD
Wolfram
Kiupel
45 YEARS SERVICE ASHORE
Winfried
Staker
Sigrid
Pilch
ISSUE NO. 11 | MAY 2010 | PAGE 6
CORPORATE INFORMATION OF F. LAEISZ GROUP
ON BOARD ADMINISTRATION SOFTWARE –
AN INDISPENSABLE TOOL IN SHIPPING TODAY
Reederei F. Laeisz’s
on board software
package does not
only cover maintenance and purchasing, but also a wide range of
administrative and technical tools which assist
command and crew in running the vessel safely,
efficiently and economically. It enables superintendents and shore staff to monitor processes
on board our fleet and exchange relevant data
on a regular basis.
fruitful cooperation with GL Maritime Software.
In particular during the 1990s, several programme features were created as a result of
constant dialogue between operational staff
and software developers.
Today we can rely on a state-of-the-art ship
shore integrated software package covering
diverse areas such crew administration, planned
maintenance, material management, budgeting,
safety drills, certificates, wages account,
master’s cash box, canteen, and further functionalities. The forthcoming version 2.1 will contain improved port information, port clearance
and eNOA/D modules. The GL ShipManager has
become one of the main pillars of our infrastructure. It enables us to fulfil the comprehensive
task of ship management to highest quality
standards at all times.
In accordance with the start of our
fleet renewal programme in 1996,
maintenance software of different companies
was evaluated and a decision taken in favour of
PMS (Planned Maintenance System) software by
Rostock based developers Marinesoft, later MS
Logistik Systeme. PMS continues to be the standard maintenance software in our fleet today.
In 1999, Reederei F. Laeisz took a quantum
leap forward with the fleet wide as well as shore
based introduction of the PMS’s sister product
MMS (Material Management System). Its implementation led to increased efficiency in our
purchasing process and as a result, streng­
thened our competitiveness considerably.
After the acquisition of MS Logistik Systeme by
Germanischer Lloyd in 2006, the MMS / PMS
and SAMS packages changed into GL Ship­
Manager (GLSM). Higher data transfer rates via
satellite technology became standard in 2007.
It allows users not only to send MMS order
requests but also to regularly synchronize PMS
databases between ship and shore. GL Ship­
Manager version 2.0 with its many improved
features was introduced in 2009.
Throughout the years, Reederei F. Laeisz has
enjoyed a very good working relationship and
When evaluating and deciding
for a software product, one
may think that the main work
lies in the decision-making
process. Experience, how­
ever, shows otherwise. The
real work only starts after a
particular software product
is chosen. Now hardware and
software have to be set up, responsibilities need to be defined,
users must be educated and trained,
structures have to be put in place, rules have to
be developed, instructions and manuals have to
be produced, processes have to be reviewed,
potential for improvement has to be detected.
The list of tasks goes on. In the final stages of
the implementation process, necessary human
s
tem
sys
er
Technical
nagemant
Ma
Inte
rfa
ce
t
Voyag
&
p
i
Sh nagema e
nt
Ma
Usage of PC based on board maintenance software started in the mid 1980s. Unfortunately,
the first products were not user-friendly. At the
beginning of the 1990s, more reasonable maintenance software became available which led to
the successful introduction of the MCW system
on a number of our vessels. However,
the lifetime of this product was liSoftware and
r GL
pa
he
rtn
t
mited as it was restricted to the
o
o
curement
o
r
P
DOS operating system. At the
same time, the administration software SAMS was
GL ShipManager
being developed and introBasic System
duced in part, but again to
limited success and therefore never gained wide­
Co m
ce
M a p li a n nt
spread acceptance.
nage ma
resources have to be allocated in order to administer the system not only from the IT, but also
from operations and engineering point of view.
The improvement of GL ShipManager system
usage with above mentioned modules presents a
new operational challenge for 2010. During the
last two years, we have improved the process
organization in purchasing and implemented
software enhancements including XML file based
data transfer to a selected supplier. Moreover,
our superintendents are now able to monitor the
budget of each vessel on a daily basis through
access of a tailor-made interface between our
book keeping software and GL ShipManager.
Among the next exciting projects are the transfer of aggregates’ maintenance life time files
into the GL ShipManager by using attachment
links and synchronized data file structures on
board and ashore, further development and implementation of a stock controlled on board
order management as well as integration of a
Shipserv adapter within the standard software
for easy access to the Shipserv network.
We are convinced that the GL ShipManager plays
a vital role in our business today and will do even
more so in future. Consequently, Reederei F. Laeisz has recently started to use GL FleetAnalyzer
in order to monitor and benchmark purchasing
and maintenance figures. The integration of data
will bring even more opportunities which can be
put to good use in today’s tough markets. The
development of the newly established software is
ongoing to support our crews in their daily endea­
vour: bring ships, cargo and crew safely and economically to their next destination.
ISSUE NO. 11 | MAY 2010 | PAGE 7
CORPORATE INFORMATION OF F. LAEISZ GROUP
GETTING TO KNOW EACH OTHER
COMPANY HISTORY
MEET OUR INSURANCE EXPERTS: ONE TEAM - TWO LOCATIONS
FERDINAND LAEISZ IN HIS OWN WORDS
The Rostock team’s primary focus lies on monitoring and fulfilling
insurance contracts for the Laeisz fleet and their employers. The distribution of the required insurance evidences and related certificates
to the fleet is another part of their role. Furthermore, they are tasked
with the handling of claims that have arisen on ships, any damages to
their cargo, crew or third parties which are covered under those policies. In case of damages, the team will collect all pertinent information and documents from the ship as well as technical or personnel
departments and prepare claim files. Depending on the extent of the
claim this may create a considerable workload. Claims proceedings
can last for several years in least favourable circumstances.
Starting with this issue, we are honouring the
memory of our company founder, Ferdinand
Laeisz (1801-1887) by printing a series of excerpts from the book “Reminiscences of an Old
Hamburg Citizen” published in 1891 by his
grandson Carl Ferdinand Laeisz (1853-1900).
Ferdinand Laeisz, one of ten children, who is
described as “a virtuous man with a warm heart
and open mind, an irrepressible sense of humour and talent for seeing
the cheerful side of life” and who “remained physically and spiritually
young to a very old age” portrays his life and times in vivid detail:
The Rostock Insurance Department: Roland Pechstein, Jens Oesau,
Katharina Rathay.
“I remember stories being told in my childhood about the loss of the
battle of Jena, about the captured Prussians who were marched off to
France by way of Hamburg, and how the French came to Hamburg in
1806. Two Frenchmen were billeted with us. That was the beginning
of a dismal time for our town and for all of us, also in private life.
Later on, Spaniards were lodged with us, friendly, good-natured people, but they could not get on with the French. The Spanish soldiers
used to let us boys ride down the street on their horses for a shilling
but they stopped our fun all too soon, for the “Andalusian” turned
back at his master’s whistle. Our standing phrase was “Muschü Carajo with the Cavallios, can we have a ride for a shilling?” In 1808, I saw
the Prince of Ponte Corvo with his general staff starting at the back of
our house from Admiralty Street to go for a ride in the State Gondola.
The Hamburg based department’s remit is to coordinate insurance
renewals for the vessels and other insurances on behalf of F. Laeisz
Group. Vessel insurances have to be placed with several insurers
around the world. In order to avoid unneccesarily lengthy discussions, robust statistical records are produced. In addition, the Hamburg team is responsible for the subsidiary companies F. Laeisz Versicherung AG and Nikolai Assecuranz GmbH. The former is a small
insurance company participating in Hull & Machinery policies by
German or international shipping companies. It proudly carries the
membership no. 1 of the German marine insurers’ claims organisation Verein Hanseatischer Transportversicherer e.V. [Association of
Hanseatic Transport Insurers]. Above all, Laeisz has acted as insurer
for more than 150 years and as such strongly supports the domestic
marine insurance market. It was also instrumental in its historical
development. Founded in 1984, Nikolai Assecuranz GmbH provides
insurance capacity with a pool of marine insurers to brokers. Nikolai
supports our fleet in securing insurance policies on best possible
terms. Nowhere else is our common effort made clearer than in risk
management: outstanding performance at sea leads to good terms in
policies and thus strengthens our position in difficult times.
Our Insurance Team at Trostbrücke (above from left): Michael Kampf,
Ruth Ohlrich, Andrea Kirst, Winfried Elson.
In those days, my parents used to have an ox slaughtered once a year
and all the family was invited to the feast. The part I liked best was
when the animal was hauled up the seven front-door steps. We were
sent to school at the age of five as it was difficult to supervise us at
home. At the age of six or seven, I learnt how to swim and skate and
soon I was fairly expert as I was always courageous and zealous as far
as physical training was concerned. On the other hand, I was always
afraid of the dark, probably due to the nursery stories my old nurse
used to tell me. Once, when I was a small boy, Spanish soldiers made
me get drunk on hot milk and liquor and I was brought back home
half-dead. From that day on, I have never, in my whole life, been
drunk again. When I was ten years old, I delivered letters on behalf of
the proprietor of the “Cuxhaven Cellar” Inn. They were letters which
had been smuggled in by Heligoland and Cuxhaven sailors. The letters only had a number and no address on them because the French
had imposed the death penalty for high treason such as this. Children, however, could not be punished and I still remember with what
secrecy and importance the old Mr. Johannes Schuback of Cremon
Street dropped everything when “the lad and the letters” came. Quite
often a large tip was my reward.
Three Cuxhaven sailors who had
been caught smuggling English
letters were arrested and sentenced to be shot. However, it is
said that one of them had a
beautiful sister who helped them
to escape during the night by
flirting with the French commander.” To be continued in
Fleet News no.12
Four-masted barque “Peking” at
Pier 17, South Street Seaport,
Manhattan, October 2009.
ISSUE NO. 11 | MAY 2010 | PAGE 8
CORPORATE INFORMATION OF F. LAEISZ GROUP
BOOK REVIEWS
Sven Geitmann,
Erneuerbare Energien – Mit neuer
Energie in die Zukunft
Helfried Weyer,
Nordwest- und Nordost-Passage –
Der Traum vom nördlichen Seeweg
[Renewable Energies – Safeguarding
the Future with New Energy]
[North West and North East
Passages – The Dream of the
Northern Sea Route]
Published by Hydrogeit Verlag,
Oberkrämer 2010
This is a very relevant book for anybody interested in the way forward for renewable energy supply. Written by graduate engineer
Sven Geitmann, it gives a factual and substantiated rundown of the
whole spectrum of renewable energies available today. Innovative
technologies in power engineering as well as alternative energy
carriers are clearly presented and explained in generally intelligible terms. At publication of its first edition in spring 2004, this
was the first book of its kind providing a comprehensive overview
of current developments in the sector for specialists and general
pu­blic alike. The text is easy to read with clearly structured paragraphs underpinned by practical illustrations.
Based on Geitmann’s long-standing research this title highlights
the urgent necessity for a fundamental reorientation of the energy
sector. The author elucidates different procedures of electricity
generation and heat production, describes various fields of application and paints the exciting picture of a new, sustainable energy
industry. Technologically or ecologically minded readers may find
the highly informative descriptions very helpful in gaining a good
understanding about the diverse subject matter. Whilst knowledge
of renewable energies and their technology is not essential, the
book offers many interesting details to curious students, technicians, engineers, energy providers as well as homeowners or wind
turbine operators.
Published by Koehlers Verlagsgesellschaft, Hamburg 2006
Since the end of the 15th century, the minds of European seafarers,
geographers and adventurers have been filled with the compelling
dream of a northern sea passage. Undeterred by deadly accidents
and repeated setbacks they restlessly searched on and on until they
finally reached the goal of their aspirations. Helfried Weyer, an adept
photographer and accomplished travel writer, tells the exceedingly
gripping story of the discovery and first exploration of both northern
sea routes. His narrative is complemented by quotes from diaries of
the dead and survivors of arctic tragedies as well as Nordic epics.
The writer’s authentic reports are illustrated by magnificent panoramic views of the polar landscape taken on both northern passages.
This spellbinding coffee-table-book is of double historical interest:
it depicts the forceful struggle of daring men against ice, storms and
bleak darkness of the arctic winter. It also shows the magical beauty
of the northern latitudes in the North West and North East Passages
which may no longer exist in a few years time because of the rapidly
progressing effects of global warming. In the words of renowned
arctic explorer Arved Fuchs: “Photos like these can only come about
when a deep love and well needed respect for the wild abound”.
PUBLISHED BY:
Reederei F. Laeisz G.m.b.H.
Tel: +49 381 6660 214 · Fax: +49 381 6660 212 · E-Mail: wegener@laeisz.de · www.laeisz.de
Design & Layout: www.matrix-design.com
DID YOU KNOW?
MANURE AND THE ORIGIN OF A COMMONLY USED WORD
In the 16th and 17th centuries, everything had to be transported by
ship and it was also before the commercial fertilizer’s invention, so
large shipments of manure were common. It was shipped dry, because
in dry form it weighed a lot less than when wet, but once water (at sea)
hit it, it not only became heavier, but also the process of fermentation
began again, of which a by-product is methane gas. As the stuff was
stored below decks in bundles you can see what could (and did) happen. Methane began to build up below decks and the first time someone came below at night with a lantern, boom! Several ships were
destroyed in this manner before it was determined just what was happening. After that, the bundles of manure were always stamped with
the term ´Ship High in Transit` on them, which meant for the sailors to
stow it high enough off the lower decks so that any water that came
into the hold would not touch this volatile cargo and start the production of methane. Thus the term ´S.H.I.T.` (Ship High in Transit) which
has come down through the centuries and is in use even today. You
probably did not know the true history of this expression.
Thomas Herbst (Hamburg, 1848 - 1915), “Kühe an einem Gewässer” [Body of Water with Cows]