Something strange in the sky... The beauty of Magellan ... - Seatrade

November 2009
Something strange in the sky...
The beauty of Magellan Strait
Helping out where we can

2
This issue
Cover
Index Regulars
Colofon
Editorial Team
Fiona Schimmel, Karin Staal, Yntze Buitenwerf,
Philip Gray, Pieter Hartog, Howard Posner and
Kor Wormmeester
Layout and Creation Sigmund
Simply Seatrade has been realised thanks to
the efforts of various contributors.
Simply Seatrade November 2009
Turn to pages 28-29 for the full story on the crossing of Magellan Strait, where the beautiful photos on this issue’s
cover were taken.
Seatrade worldwide 4-5
• My world is: going around
by Natalia Razumnoff
A short history of NZ fruit exports 6-8
by Dave Southwood
360 Quality 9
by Wout van Huijstee
In the picture 10-12
• mv Polarlight
Feature 13-17
• Ride for Kaibigan
by Joost Mes and others
Destination: High Seas… 18-19
by Erik de Graaf
Latest design USDA recorder 21
by Dale Rolfe
From The ediTors
Ideas, comments and input can be sent to:
Seatrade Reefer Chartering N.V.
Attn.: Editorial Team “Simply Seatrade”
Atlantic House (4 th fl.), Noorderlaan 147
PO Box 10.012
2030 Antwerp 3, Belgium
Phone (32) 3 544 9493
E-mail simply-seatrade@seatrade.com
Website
www.seatrade.com · Antwerp
www.seatrade.nl · Groningen
www.reedereitriton.de · Leer
Welcome back. We’ve missed you. Simply Seatrade took a
brief hiatus, but we’re back and better than ever before. We’ve
had time to recharge our batteries and take a long deep breath
before hurtling into the high season. Times are tough all over,
but that doesn’t mean we can’t take a moment to relax and
catch up on some interesting and enlightening news.
This issue of Simply Seatrade has a decidedly down under
twist, as we take a stroll down memory lane and learn about
Morning Glory, a strange phenomenon 21
The second life of an auxiliary engine 25
by Joost Mes
And in related news 26-27
by Howard Posner
Exloring 28-29
• Magellan Strait and its…
by Ruth Kümmel, mv Mexican Bay
A Volendammer returns home 30
by Pasquel Ootes
Tauranga Tsunami Project 2009 31
by Andre Marygold
From our readers 32
• Fighting back
by Gregory Sevilla
Ships in port 33
The information contained in this magazine
is intended solely for the use of the individual
or entity to whom it is addressed and
others authorised to receive it. If you are
not the intended recipient you are hereby
notified that any disclosure, copying, distribution
or taking action in reliance of the
contents of this information is strictly prohibited
and may be unlawful. The editor
cannot be held liable for the contents and/
or opinions expressed by writers of articles
taken up in this magazine.
the early days of the New Zealand fruit export trade. We’re
pleased to share the findings of New Zealand’s Lincoln
University in their study comparing the carbon footprint of
containers versus specialised reefers. We hope to reel you in
with an interesting story about the supplier of fishing nets to
the Dutch fisheries industry, while our feature has a charitable
focus. Don’t worry; we’ve included all your favourite features.
Enjoy.
This issue 2
From the editors 2
Management corner 3
Scales of Justice
• Rotterdam Rules, again…
by Patrick Balaresque
20
Clippings 22-23
Photo contest 24
Games & puzzle 34
Fleetlist 35
The crow’s nest
• Brother, can you spare a shirt
by Howard Posner
36

With the summer days still fresh in mind, days getting shorter
and leaves falling, we have to prepare for the Simply Seatrade
winter edition 2009.
Falling leaves and shorter daylight periods always remind us
of numerous wintry North Atlantic crossings, sometimes with
dreadful weather for days, challenging the crew, vessel and
cargo to the extremes. But also the fantastic blue skies with
freezing cold weather and calm seas near Flemish cap!
You will agree, every season has its challenges and beauties.
This Simply Seatrade issue also concludes the year, which
was least to say an exciting one, in which the world changed
significantly. Like the seasons, the world economy changed
within a matter of months from red-hot overdrive to an icecold
recession.
For months, the news has been dominated by negative reports
from the economy. In the container-shipping sector, the global
economic crisis has, above all, brought an enormous reduction
in cargo volumes. Freight rates have likewise experienced a
negative trend and remain at a level that is less than adequate
for basically all liner shipping companies. They are presently
trying hard to recover what was lost in order to survive.
As far as the reefer market is concerned we have seen a better
picture than the liner shipping industry, which is often seen
as the main competitor for the specialised reefer carriers. The
improved period fixtures portfolio within the modern segment
has partly neutralized the disappointing spot market.
The spot market was negatively influenced by the lack of fish
in the Falklands area and a depressed deciduous market in the
Northern Hemisphere. Moreover we have seen the collapse
of two Russian trading companies, which resulted in the
unexpected earlier redeliveries of vessels to two competitor
players in our industry. Last but not least some customers have
taken the opportunity to use dedicated container vessels at alltime
low daily rates to transport their fruit at favourable terms
compared to the high seasonal specialised reefer rates.
The 2010 Seatrade calendar is one of the finest yet.
The photo shoot was organised by Seatrade New Zealand on the sailing of mv Comoros
Stream laden to capacity with some of New Zealand’s finest produce.
Featuring the vessel sailing past Mount Maunganui, the extinct
vulcano towering over the port of Tauranga, it is hard to believe
the colours can be real, but they really are!
The calendars were recently sent out. If you did not receive a
copy and are interested to have one, please send a message to the
editorial team. We still have a few to spare.
managemenT
corner
So all in all, the crisis did affect our business. Fortunately,
we have not had to lay up ships in large numbers. Still, cost
cutting and belt-tightening are key issues. As a result, we were
forced to re-negotiate all our supplier contracts in a successful
effort to lower our expenses.
We are certain that our aim to give the best performance and
maintain a zero damage record will lead to success. In order to
achieve this success, we need strong partners, the best crews
and good, well-maintained vessels. Therefore, we appreciate
and are proud of our relationship with the various partners in
the pool as well as the various crew managers and their crews
that have been loyal to us for many years.
We have been active in the last year, to complete the engine
replacement project on four Spring type ships, we drydocked
32 vessels, continued with our integrated training
for both office and ship’s staff (the cadet training program is
more productive than ever), a new VIS@SEA version will be
launched shortly, the Quality ISM system will be re-written
this winter, and last but not least an e-learning website for
distant learning is under construction and will be launched
before the end of this year.
For 2010 and the future, our goals remain:
- to serve our customers in the best possible way
- to manage and operate vessels at the highest
performance standards.
- to educate the next generation of seafarers
- to perform safe voyages
- to carry cargoes perfectly
- to protect the environment
With Christmas on our doorstep we would like to take this
opportunity to wish you at sea and ashore Seasons Greetings
and a happy and healthy New Year!
The Management
Simply Seatrade November 2009
3

4
seaTrade worldwide
My world is: going around
Life of immigrants in the USA is as difficult as in any other
country. The story of my life is a story similar to many other
educated people who looked for a better, freer life abroad.
Like Americans would say: the grass is greener at the other
side of the fence. At that time it was true. The economic and
political situation in Russia was not easy, and many people
from former Russian Republics moved to the USA under
various circumstances.
After naturalizing in the US, I chose to attend a university and
suffer a little longer, instead of accepting any job. I pursued my
dream of having a professional career. My attitude was: we are
all for sale, but if I am treated with respect, I would do any job
with dignity. This included cleaning toilets.
One day I came across a job opportunity announcement on
the Internet. After applying, I could not believe it: I was invited
for an interview in Seattle. The day I met Neal Gordon turned
my professional life into a new direction as I was offered the
opportunity to work for a shipping company in Alaska. The
move to Alaska was a scary step but intriguing. The nature of
the job excited and frightened me at the same time.
Natalia enjoying some free time in Alaska
Simply Seatrade November 2009
My first test happened soon after my arrival. A fishing trawler
we were working with, was desperate to leave the port, so I
signed the cold store receipt based on the number the purser
provided. When I departed the bridge of the trawler, I had
a feeling of great accomplishment, as it was the first cargo
received into the Pacific Reefer Services coldstore under my
supervision. Shortly after, when I was finishing the receipts for
the coldstore, I realized that the numbers did not match; there
was a discrepancy (shortage) of 24 pallets. Realizing the error,
I ran back to the dock to try to stop the fishing trawler from
departing. I was screaming my head off at the purser to confirm
that this cargo never existed. My first assignment and I lost
track of fish - a bad way to start but it worked out okay.
Step by step, under tutelage of Arno Stokmans, I had to adapt
to a new environment and had to change personally as well.
Unalaska Island is a unique place with a beautiful shoreline
and magnificent mountains. The people are characters. You
have to fit in to succeed.

During five years Alaska, the office passed many agents but the
third year we finally had a strong team: Samad Khan, Jessica
Miner and myself. We worked hard, slept few and odd hours
but had some time for ourselves as well. For example, the
Tundra Classic golf tournament. It may be odd for an island
without a golf course to host a golf tournament, but it is held
every year with 20 cm long T’s on every shot to put the ball
above the grass height, and coffee cans as holes.
Natalia, Samad, Jessica and friend at the Tundra Classic
My experience culminated in accepting the company’s offer
to relocate to St. Petersburg, Russia, a new challenge. Since
May this year I occupy the Seatrade corner in the office of
our supporting agents Supermaritime Neva, who were so
kind to make room for me. Moving back to the opposite side
of the globe brought me new responsibilities and worries. It
also brought me to the opposite side of the logistics chain:
from shipping cargoes to receiving them. Ultimately I have to
deal with the same problems: weather, cargo care, shortages,
customs and cargo owners, the push to arrange the fastest
possible completion and departure of the ship and even the
disposal of foreign garbage.
In Alaska we mainly dealt with fish but here we receive frozen
fish, meat, poultry and fruit; new puzzles to solve. There is a
Seatrade vessel in the port of St Petersburg almost every day,
weekends not excluded.
Spending private time has changed as well, from a golf
tournament in the rain to the excitement of having the
possibility to wear nice shoes, stylish clothes; there are
unlimited opportunities to walk on concrete, the enjoyment
of movie theatres and plays. Of course, the proximity to my
family brings the most peace in my decision to move back to
my homeland.
When I moved out of Alaska, I understood that I enjoyed the
misery and tough life, but it was time to move on. Now I am a
homegrown Russian girl again!
Natalia Razumnoff
‘Back in civilisation’ where it is easy to join friends for a football match,
even if it is not my team...
Simply Seatrade November 2009 5

6
a shorT hisTory oF
new Zealand FruiT exporTs
So how did New Zealand, one of the most geographically
isolated countries on earth, become a major global player in
regards to fruit production and a leading global exporter of
fruit products? We’ll also explore how it came to be that New
Zealand can lay claim to two of the most iconic fruit brands
in the world!
The earliest origins of fruit production and exporting in New
Zealand were in the Central Otago Valley in the southern heart
of the South Island, and dates back to the mid 1800’s. In international
terms this is a relatively recent event but the reader
should consider New Zealand was not colonized by the British
until around the 1840’s.
Gold mining had not been in operation in the Roxburgh
district of Central Otago for many years before the great
majority of the miners began to realize that the chances
of fortune from the precious metal were remote! Alternate
income sources were sought and tree planting of various
fruit types began.
There are four main fruit groups that dominate the history of
New Zealand fruit exports. The older staples like stonefruit and
pipfruit and the relatively newcomers kiwifruit and more latterly
avocados.
Simply Seatrade November 2009
Stonefruit
Stonefruit, also known as summerfruit, are apricots, cherries,
nectarines, peaches and plums. None are native to New Zealand.
Peaches originated in China, nectarines in central Asia,
and apricots from China and central Asia. Cherries are native
to the Caspian-Black Sea region and as far east as China. The
Japanese plum originated in China and the European plum is
indigenous to middle Europe. These fruits spread into Europe
and northern Africa along the trade routes. European colonists
brought them to New Zealand.
Apples
Apples and pears have been grown in New Zealand since
Europeans first settled in the country. The missionary Samuel
Marsden introduced the first apple and pear trees in 1819, and
one pear tree from that original planting was still growing in
Kerikeri (Bay of Islands) in 2008.
Although the fruit was initially grown for domestic consumption,
pipfruit growers were quick to realise the export potential.
The first export apples were sent from Christchurch to Chile in
1888, and exports to the UK began in the 1890s, although
quantities were small.

In 1948 apple growers and the Government got together to
form a single export desk, called the New Zealand Apple
& Pear Marketing Board (NZAPMB). In 1992 the NZAPMB
evolved into a new company called ENZA and the single desk
rights lasted through until 2001 when apple growers elected to
abolish the ‘single desk’ selling approach.
The ENZA brand also was launched in 1992 and has become
one of the most recognized fruit brands in the world. ENZA continues
to invest in new variety development, and has exclusive
global rights to a number of new varieties, including Jazz.
Apple exports today from New Zealand are categorised by a
multi seller environment where approx 50-70 exporters compete
for volume. Approximately 90% of the exports however
are handled by 10 of the largest exporters with ENZA the largest
at around 25-30% overall market share.
Kiwifruit
New Zealand can thank Miss Isabel Fraser for its thriving
kiwifruit industry. More than a century ago in 1904, the Wanganui
teacher returned from a trip to China with some very
special black seeds. Horticulturist Alexander Allison sprouted
those seeds and in doing so, started the beginnings of growing
kiwifruit in New Zealand.
The person responsible for the start of ZESPRI® Kiwifruit however,
is Hayward Wright and his exceptional green thumb. In
1928, with the Bay of Plenty’s rich volcanic soils and mild
climate, Hayward’s first vines grew easily, and ever since that
point, the “Hayward” cultivar has been grown and exported
all over the world forming the Kiwifruit Industry as we know
it today.
The first exports made by pioneering kiwifruit growers were
in 1952, to England. Though its original name was “Yang Tao”
or the “Chinese Gooseberry,” proud Kiwis wanted to name
the fruit in recognition of New Zealand’s national symbol -
the special brown-feathered Kiwi; thus the origin of the name
‘Kiwifruit’.
In the years following, the Industry expanded with entrepreneurial
kiwifruit growers banding together to market their fruit
overseas. In the 1970’s, the Kiwifruit Marketing Board was
formed which later evolved to become ZESPRI International
Limited in 1997, a global marketing organisation. It was also at
this time that the ZESPRI® Kiwifruit brand was born.
Simply Seatrade November 2009 7

8
a shorT hisTory oF
new Zealand FruiT exporTs
Avocados
In regards to fruit exports the relative ‘new kid on the block’
is avocados. In the last 10 years avocado exports have really
blossomed and last year contributed NZ$59 million in export
earnings.
Phenomenonal ‘recent’ growth past 25 years
In historical terms, NZ fresh fruit export industry in regards to
export earnings is a rather recent phenomenon and categorised
by massive growth. In 1975 the total export earning of
all fresh fruit from NZ was only a rather paltry NZ$23 million
(US$16 million). By 1985 with a sharp rise in kiwifruit plantings
coupled with apple tree planting expansion, earnings had
jumped over 1000% in 10 years and broken through NZ$300
million (US$210 million) for the first time.
Since 1985, primarily with increased kiwifruit and apple
production, the numbers jumped a further 300%. Basis the
latest completed data in 2008 fresh fruit exports accounted
for NZ$1.4 billion (US$1.0 billion). The mainstay’s kiwifruit
and apple NZ were Fresh supported Fruit Exports strongly - NZ$ with Million, growth FOB in avocados,
cherries and berry fruit.
Shipping produce to the fruit bowls of the world
In the 1940’s and 50’s when fruit exporting became more
vogue, the various fruit types were shipped in a breakbulk
wooden box format in vessels’ refrigerated lockers. All the
same temperature and nothing very specialised. The refrigerated
locker era with the Conference Lines ended funnily enough
1975
1975
1985
1985
Kiwifruit
Apples
Other fresh fruits
NZ Fresh Fruit Exports - NZ$ Million, FOB
Kiwifruit
Apples
Other fresh fruits
1995
1995
Simply Seatrade November 2009
2005
2005
2007
2007
2008
2008
0
0
1125
750
375
375
1500
with the advent of containerisation into New Zealand around
1970. The NZAPMB rejected the Conference Lines’ ultimatum
to switch to containers and ship fruit only ex the containers
terminals that were being built and situated many hundreds of
kilometres from the apple orchards.
NZAPMB therefore fixed the first contract with specialised
reefer operators in 1971 with carriers Lauritzen and Maritime
Fruit Carriers. The success of the new specialised reefer vessel
system offering port-to-port direct coverage was hugely
beneficial for perishables and shipping flourished under the
new regime. More carriers were introduced and around 1977
Dammers & van der Heide (later taken over by Seatrade) first
carried for the NZAPMB. Around 1987 Seatrade started carrying
fruit ex New Zealand.
Today Seatrade with its NZ Liner Service is the foremost carrier
of fruit products to Europe from New Zealand. Seatrade has
a long and happy association shipping kiwifruit, apples and
other fruits too ex New Zealand. Seatrade can proudly attest
to being Zespri’s largest carrier to Europe and the sole provider
of specialised reefer tonnage for ENZA to Europe.
Seatrade and New Zealand fruits go together like bacon and
eggs: They are nice separately, but put them together and you
have a winning combination always!
1500
1125
750
Apples
344,9
Cherries
21,3
Avocados
59,3
Cherries
21,3
Avocados
59,3
Berryfruit
15,1
Others
31,9
Berryfruit
15,1
Others
31,9
Dave Southwood
Seatrade New Zealand
NZ Fruit Exports Earnings 2008 - NZ$ Million
Kiwifruit
870,7
NZ Fruit Exports Earnings 2008 - NZ$ Million

As the deadline for certifying all vessels in the Seatrade Pool
is getting closer, we take a look at another aspect of 360
Quality: the terminals where our cargoes get loaded and
discharged.
Shipping lines and terminals that subscribe to 360 Quality
have defined requirements for both vessels and terminals.
The aim of both requirements is to eradicate handling damage
from the supply chain and become an industry standard in
the reefer industry. The two are complementary and align the
working methods onboard the vessels and in the terminals.
Cooperation between all partners is the key to success.
The main topics for terminal certification are
- Management processes
- Staff training
- Rolling stevedore equipment in vessels *
- Fixed stevedore equipment *
- Rolling terminal equipment *
- Fixed terminal equipment *
- Maintenance of equipment
- Product contamination & hygiene
- Product quality
- Cargo intake & despatch control
A terminal can pass the certification if the overall score is
minimum 70% and 60% on the main four subjects (marked *).
Member terminals decided that fixed and rolling terminal
equipment is important to control. For example, weight of
forklifts used inside vessels is not allowed to exceed 5 metric
tons. This 5mt is the maximum allowable load for a grating
with a thickness of 33 millimetres. To support the cargo during
transport in the hold and on the quay, pallet protectors must
be present on the forklift and the tines may not pass the end
of the pallet base, to prevent handling damage on adjacent
pallets during stowage.
To keep all stevedore/terminal equipment in good condition,
a maintenance system should be in place. Regular inspections
and/or certification of forklifts, hoisting equipment (i.e. pallet
spreaders, wires, chains, hooks) ensures proper and safe
working. The same situation applies to staff. Crane drivers
and forklift drivers must be trained, certified and become
professional personnel and have to know the limitations of
their equipment.
360 QualiTy
To keep the cargo in good condition during storage in the cold
store, the racks are (mostly) certified and sensors need to be
calibrated.
These examples give you an idea about some requirements
and it is obvious that we have to implement these requirements
together, in order to reduce the damages and keep our
customers satisfied, especially in these difficult times.
On www.360quality.org Members as well as Affiliate
Members of the 360 Quality Association are mentioned. They
all support the aim of 360 Quality. At the moment three
terminals are certified: FPT Cape Town, Kloosterboer Flushing
and Seabrex Rotterdam.
As all Affiliate Members support the aim of 360 Quality,
it may be expected that they are preparing themselves for
certification. Seatrade is happy to support the terminals on
request by executing a test audit.
After all, it is in our common interest to stay in business,
keeping clients happy by supplying them with damagefree
cargo. Everyone in the 360 Quality supply chain will
contribute to achieve that common goal. Therefore, I expect
more terminals will be certified in the near future.
Keep yourself informed by checking out the list of endorsed
terminals and vessels on www.360quality.org.
Wout van Huijstee
Seatrade Antwerp
Seabrex Rotterdam was the third terminal to be certified in cooperation with
Seatrade, reason enough for a small party. F.l.t.r. Murat Matpanozer, Purchase
Department Seabrex Rotterdam, Jeroen van der Geest, Terminal manager
Seabrex, and Wout van Huijstee, Quality Assurance manager Seatrade
Simply Seatrade November 2009 9

10
in The picTure
In each Simply Seatrade we are
introducing one of the vessels managed
by any of the pool members; the ship’s
particulars, the trade it is operating in
at the time, and the origin of the vessel’s
name will be described, and of course
the present crew will be introduced. This
issue we turn to mv Polarlight, managed
by Triton Schiffahrts of Leer, Germany.
Ships Particulars
Call sign: A 8 I 0 5
Flag: Liberia
Port of registry: Monrovia
LOA: 154 metres
Beam: 24 metres
Hold capacity: 564,160 cubic feet,
6493 square metres
Keel laid: 06-05-1998
Delivered: 18-11-1998
Built at: Shikoku Dockyard
Comp. S.A., Japan
What’s in a name?
Auroras, sometimes called the northern
and southern (polar) lights, are natural
light displays in the sky, usually observed
at night, particularly in the polar regions.
They typically occur in the ionosphere.
They are also referred to as polar auroras.
In northern latitudes, the effect is known
as the aurora borealis, named after the
Roman goddess of dawn, Aurora, and
the Greek name for north wind, Boreas.
Simply Seatrade November 2009
The aurora borealis is also called the
northern polar light, as it is only visible in
the sky from the Northern Hemisphere,
the chance of visibility increasing with
proximity to the North Magnetic Pole,
which is currently in the arctic islands of
northern Canada. Auroras seen near the
magnetic pole may be high overhead,
but from further away, they illuminate
the northern horizon as a greenish glow
or sometimes a faint red, as if the sun
were rising from an unusual direction.
The aurora borealis most often occurs
near the equinoxes: from September to
October and from March to April.
While auroras can be spotted throughout
the world, they are most visible closer to
the poles due to the longer periods of
darkness and the magnetic field.
Its southern counterpart, the aurora
australis or the southern polar light, has
similar properties, but is only visible from
high southern latitudes in Antarctica,
South America, and Australasia.
(Source: Wikipedia)
The vessel’s trade
In early 2009 she was in service on the
New Zealand - Europe trade. Starting
mid-July the vessel went on time charter
to Isabella Shipping, where her loading
ports are Turbo and Moin. Her cargo
consists of fresh bananas, pineapples
and plantains, plus reefer containers on
deck. The discharge port is Philadelphia.
On the southbound voyages, the ship is
carrying general cargo and containers. A
complete round trip will take only two
weeks.
Meet the crew
Presently there are 18 crewmembers
on board the ship under command of
Captain Reoyan. The crew consists
completely of Filipino nationals.
We have asked the crew the following
questions:
1. What is your most favourite destination
and why?
2. When did you start sailing?
3. When did you start sailing on Seatrade
ships?
4. Best memory with Seatrade.
Captain Raul D. Reoyan
1. All ports and places interest me a
lot, because there are challenges and
always a new experience. But, the
best is going back home every end of
my contract, safe and in good health.
2. 4 March 1979 I joined as cadet
to a German registered ship and
command. Manning agent was Career
Philippines.

3. Early 2000 as master of mv Tama Star
4. Seatrade-Triton-Career Party in
December 2008 at the Shangri-la
Hotel Makati, Philippines. Able to
dance and imitate the sex bomb
dancers (Filipino version). The next
day my beloved wife allowed me to
get a massage and spa.
Chief Officer Renato M. Alamodin
1. Here, there and everywhere, just enjoy
travelling and seeing different places.
2. December 1984
3. 2001 as Second Mate
4. Best memory with Seatrade was in
2007 when both Capt. Smit and Capt.
Steensma on mv Holland Klipper gave
me a recommendation for promotion,
and I was actually promoted on my
next vessel assignment.
Second Officer Ariel M. Saliva
1. Aruba, in four years of spending time
at sea I’ve almost seen the whole
archipelagic region of the Caribbean,
but the one that captivated me was
the beach of Aruba, it truly described
the true art of nature at its finest, with
“hot babes”.
2. In 2005 as Deck Cadet on board the
mv Antigua
3. In 2005 as Deck Cadet on board the
mv Antigua
4. In Seychelles, met new people, white
beaches for free and hot babes, a
really nice place to stay.
Chief Engineer Cepriano M. Valenton
1. Philippines, I’m able to meet my family
frequently.
2. In 1988
3. Started sailing with Seatrade, since
1996 as 3rd Assistant Engineer
4. The best memory with Seatrade
comes at the right time when I bought
a car from the money earned via
Seatrade; I would like to convey my
optimum cordial greetings to the
owners and all staff of Seatrade/Triton.
I think it would be the most opportune
moment for me to express these things
in order to divulge my appreciation.
Second Engineer Ruben D. Ortigas
1. Philippines, there is no place like home
2. Started sailing 1979
3. Started sailing with Seatrade,
November 2001 as 1/ A/E
4. When I’m promoted as Chief Engineer
on Prince of Waves- 2008/2009.
Third Engineer Rogelio A. Achero
1. New Zealand is my favourite place, a
colourful flower garden, clean fresh
atmosphere, plenty of seafood, and I
very much enjoy eating tahong (Green
Cells) and kiwifruit.
2. Started sailing in 1979 as rating
3. 1994 as 3rd Engineer
4. My best memory with Seatrade always:
Grill Party.
Fourth Engineer Narlou S. Baoit
1. New Zealand, it is a pleasant place,
nice environment and it has been my
dream to visit New Zealand since I
was young.
2. 27 January 2004 as Engine Cadet on
board mv Prince of Tides
3. 27 January 2004 as Engine Cadet on
board mv Prince of Tides
4. Loading apples and kiwifruit from
New Zealand going to Belgium.
Officer Trainee (Deck) Rommel M. Garcia
1. Spain, because I like scenic views
from old times, like mountain ranges
with castles and fortresses, there
is charm and wonder in Spain, it’s
simply pretty.
2. In 1999-2000 as Deck Cadet on
Klipper Stream
3. In 1999-2000 as Deck Cadet on
Klipper Stream
4. Sailing with the Orange Klipper, we
had a tramping voyage, and some of us
were able to go to the great pyramids
of Egypt, and we had lots of fun riding
camels and horses, and touring parts
of the city.
Bosun Tomas C. Pereras
1. Valparaiso, Chile because the giant squid
is very tasty, I called it giant because one
piece weighs around twenty kilos.
mv polarlighT
2. Started sailing in 1977
3. In 1990 as AB
4. When I was promoted to Boatswain
by a Dutch Captain.
AB Raimond P. Sablan
1. New Zealand, it’s like a wonderful
paradise for me, very nice people,
beautiful place, and very peaceful.
2. In July 2003 for another company
3. 22 December 2007 on board Mexican
Bay as OS, but I promoted to AB 14
September 2008
4. Best memory when I am on board one
of your ships in good harmony with
every crewmember.
AB Jaime L. Balaba
1. My favourite place to go is Spain: I
like that country compared to other
places, because their customs are
similar to the Philippines.
2. Started sailing March 1996
3. Started with Seatrade April 2009
4. My best memory with Seatrade was
when given me chances to work on a
reefer vessel with Seatrade.
AB Erson J.C. Villaruz
1. Bremerhaven, Germany, many friendly
Filipinos and also a beautiful place.
2. In November 2005 for another
company
3. April 2006 as OS
4. Christmas and New Year on board the
Seatrade ships, lots of parties!
Oiler Francisco F. Rosales Jr.
1. Napier, New Zealand and the
Christmas party together with Dutch
Captain and crew.
2. April 1995
3. In July 2007 as Wiper
4. BBQ party
Oiler Danilo Jr. B. Tizon
1. ???
2. In June 1999 as Engine cadet
3. In June 1999 as Engine cadet
4. Playing football in the cargo holds
when empty
Simply Seatrade November 2009 11

in The picTure
Officer Trainee (engine) Romel Abdon
1. Malaga, Spain is my favourite place,
as it was a very nice place for me,
and Seychelles is my most memorable
place during my one and a half
month’s stay there for loading tuna.
2. 17 December 2006 as Engine Cadet
3. 17 December 2006 as Engine Cadet
4. Barbeque party together with the
all Filipino crew every first and third
Saturday of the month at mv Breiz
Klipper.
Chief Cook Antonio A. Aguilos
1. I love Ecuador because it’s very near
in the centre where you can buy
something for souvenir, and not only
that it was my first time in that place &
meet nice people and see some good
place.
2. I started sailing in 1997 in the Arabian
Gulf on board of a tugboat
3. 2005 as Chief Cook
4. My best memory is when I was in
Holland where I could not even
12 Simply Seatrade November 2009
imagine that I had reached the country
- I had just read about on the labels of
milk and beef. I will never forget my
entire life that I was there in the year
2005, my first year with Seatrade.
Deck Cadet Francis G. De Ramos
1. France, I’ve been in 12 countries
but France really astonished me, it
reminds me of childhood’s fantasies
because of the well preserved old
castles and mansions that others have
erected on the sides of the mountain
surrounded by flowers: “Thought I’m
with King Arthur”.
2. 16 April 2009 as Deck Cadet
3. 16 April 2009 as Deck Cadet
4. My best memory was when I
un-intentionally vomited right into the
hands of my bosun. “Peace Po”. It was
an overcast day and the waves were
almost on our main deck that tended
our vessel to roll heavily. It made me
feel so dizzy. “NGANIBAYA”.
Engine Cadet Daniel Orlino M. Valeriano
1. New Zealand, because it is a peaceful
place and a wonderful environment.
2. 13 March 2009 as Engine Cadet
3. 13 March 2009 as Engine Cadet
4. My best memory for Seatrade on
board this vessel mv Polarlight is
defrosting of cargo holds every two
days loaded with kiwifruit from New
Zealand going to Europe.
First row f.l.t.r. AB/OT Rommel M. Garcia, 3/O Ariel M. Saliva, C/O Renato M. Alamodin, Master Raul D. Reoyan, C/E Cepriano M. Valenton, 1AE Ruben D.
Ortigas and Oil/OT Romel F. Abdon.
Second row f.l.t.r. AB Jaime L. Balaba, Oiler Francisco Jr. F. Rosales, AB Erson John C. Villaruz, 3AE Narlou S. Baoit, D.Cadet Francis G. De Ramos, C/Cook
Antonio A. Aguilos, E.Cadet Daniel Orlino M. Valeriano, 2AE Rogelio A. Achero, Oiler Danilo Jr. B. Tizon, AB Raimond P. Sablan and Bosun Tomas C. Pereras.

ide For Kaibigan
“Pain is temporary, Quitting lasts forever” (Lance Amstrong)
When Triton Operations Manager Hans van Zanden launched
the idea to cycle the 400 kilometres from the Seatrade office
in Antwerp to the Triton office in Leer in support of a good
cause, many must have thought the fresh air in Leer had gotten
the better of him. But it took one crazy guy with a crazy idea
and the determination of a cyclist who never gives up for this
idea to develop into the RIDE FOR KAIBIGAN.
The 400 kilometres became 400 kilometres in two days to
bring the challenge within reach of other lesser immortals. The
good cause became the Kaibigan Ermita Outreach Foundation,
which supports the education of children otherwise destined
to end up on the streets of Manila. Within the weeks that
followed and through the involvement of Hans, Martijn
Mobach, Mark Jansen, Jan Jut and Karin Staal, the movement
gained momentum. A website was built, riders and volunteers
found, and the RIDE FOR KAIBIGAN was born.
In the end, eight riders took up the challenge and reported
to the starting point. Through individual sponsors pledging
an amount per kilometre completed there was a challenge to
ride as long and as far as they could. This is the story of their
attempt to complete the 400-kilometre journey from Antwerp
to Leer.
Day 1: Antwerp-Apeldoorn (205 km)
It was difficult to leave the warm and welcoming surrounding
of the Antwerp office that Saturday morning 5 September.
Outside it was like autumn with wind and rain while inside
riders and well-wishers were served coffee and cake.
However, after a speech by Yntze Buitenwerf the riders had
no other way to go than downstairs, out and onto their bikes.
Luckily by the time the bikers reached the Antwerp suburb of
Brasschaat the sun appeared and with favourable winds the
bikers progressed well until… 7km into the ride Stijn Vodde
decided it was time to shift gear… and CRAAAAACKKKK!!! The
ride came to a grinding halt. Inspection learned his gear shifter
was completely bent and beyond repair
even for the many superintendents
present at the scene. Bike and Stijn
were loaded into the support van in
search of the nearest bike shop. It was
not until 60 kilometres into the ride that
the repaired bike, Stijn and the other
riders were re-united in the Dutch town
of Gilze. In the meantime, Job van Zon
managed to grab victory in the first climb
to the top of the overpass of the high-speed
railway at Wuustwezel (altitude +12 metres)
and the riders managed to get lost three
times in Belgium before crossing the border
into Holland, one hour behind schedule.
This put the pressure on, and all went well until the riders
traversed the city of Tilburg or at least tried to do that. Getting
in was no problem, getting out at the right side was a problem…
It took more than an hour with both support vehicles being
separated from the group! After this experience all planned
breaks until lunchtime were cancelled and other cities avoided.
Through the forested lands of the ‘Loonse and Drunense duinen’
the riders crossed the river Maas at Hedel and arrived two
hours behind schedule in ‘t Smulhoekske’ for the necessary
replenishment of carbon hydrates. Not sure if ‘french fries with
mayo’ is on the menu of Lance Amstrong et all, but it tasted well
and certainly raised spirits. Reunited with the support vehicles the
riders entered the ‘Land of Maas and Waal’, which made for some
beautiful riding along the Waal river. With wind from behind, the
speed was kept well above 30 kilometres per hour without too
much effort, and the riders made up for some valuable time
lost. Via Ede, Wageningen and the Veluwe all arrived safely in
Apeldoorn’s Stay Okay Hostel just before sunset. After a well
deserved meal and shower most retired for the night.
Simply Seatrade November 2009
13

14
FeaTure
Day 2: Apeldoorn-Leer (200 km)
How difficult is it to get out of bed at 06:30 in the morning
with stiff muscles, knowing you have to make peace with your
hard saddle for another 206 km that day? …Very, very difficult
but giving up was NO option so the riders did, and planned
to leave at 07:30. In Apeldoorn super cyclist Jan Hulstaert was
relieved by super cyclist Ivo Ravelli flown in from Ecuador and
coming straight to Apeldoorn from the airport. The benefits
of his altitude training in Ecuador became negated by the fact
that he had to ride on regular jogging shoes without fixed
connections to his bike. It did not seem to bother him at all.
The riders left Apeldoorn 90 minutes behind schedule and
had an uneventful ride through the provinces of Gelderland
and Overijssel. The silence sometimes interrupted by ringring
(= Nokia ring tone) and a rider answering his phone
‘yes captain’… ‘no I am not busy….just biking a bit’, work
continued. The lunch stop was at a snack bar in Dalen, a
quiet town in Overijssel where locals seem to have the habit
of speeding up in front of the snack bar and the church and
roar to the other end of Dalen about 100 metres down the
road. Some speed bumps would do miracles in Dalen.
Before crossing into Drenthe the group was met in Hardenberg
by Mrs Mobach, mother of rider Martijn Mobach, with some
welcome and healthy replenishment options to negate the
adverse effects of the carbon loading session at the Dalen
snack bar.
Riding close quarters, trying to make up for time lost, the riders
roared into Drenthe with the stronger riders doing most of the
work. The narrow and turning cycling paths did not leave
much margin for error at that speed, and before the riders
knew the traditional pile up occurred. It was fast, ruthless and
unforgiving and within seconds six riders hit the deck. For a
moment it looked the ride was over and everyone was in a
Simply Seatrade November 2009
kind of shock. Then the patching up began as giving up was
no option…
Martijn needed stitches -> bandaged at a farm near the scene,
Hans’ damaged bike ->repaired,
Ivo’s dislocated pink -> put back in position himself.
Within 30 minutes the riders were on the road again, shocked
but convinced nothing would stop them now.
Crossing into Germany at Bourtange the riders arrived safe
and sound… sort of, in Leer where they were welcomed by a
large crowd and a real finish line which they decided to cross
as one.
After a speech by Mark Jansen and the presentation of a gift
from Kaibigan children for each participant and volunteer,
a sumptuous buffet was enjoyed in the presence of family,
friends and colleagues. That night the eight riders went to bed
with a big grin on their faces dreaming about Mont Ventoux,
Alpe d’Huez, Vuelta… The pain was temporary and worth it.

A great thank-you from the riders to the volunteers manning
the support vehicles. Keeping them safe, showing them the
way and being there when they were in need of spares,
food and some encouraging words (Ines Pruijsen, Lisa
Suren, Stefano Bini, Michiel Borghgraef, Dale Rolfe, Tilly
Timmermans, the team at Seatrade Antwerp and the team
at Triton Leer).
The total amount raised through sponsors ashore and on
the fleet exceeded € 39,000 (at the time of writing) which is
beyond even the most optimistic estimate…
The Riders:
Tienco de Vries Seatrade Groningen
Job van Zon Seatrade Groningen
Jan Tap Seatrade Groningen
Stijn Vodde Seatrade Groningen
Joost Mes Seatrade Philippines
Martijn Mobach Triton Leer
Hans van Zanden Triton Leer
Jan Hulstaert (day I) Seatrade Antwerpen
Ivo Ravelli (day II) Seatrade Ecuador
ride For Kaibigan
Many a little makes a mickle!
On 5-6 September, the Kaibigan Ride took place from Antwerp to
Leer. Triton Crewing Department, willing to participate, but not fit
enough for the long Antwerp-Leer tour of 400 kilometres, created
its own route within the surroundings of Leer.
So, we met at the Triton office on Saturday morning to start
our 100 kms tour from Leer to Dörpen and back to Leer. Well
motivated, despite the strong rain, we started our first section
at 09:30, not without having crammed Daniela’s Smart with
provisions and a repair kit before departure.
Our first stop was at Weener after a 12-kilometre non-stop ride,
where we found accommodation at a gas station to have a
breather and warm up again. Afterwards, we visited Stephan, one
of our colleagues at Triton, who lives in Weener.
When the sun appeared from behind the clouds, we continued
our tour for the next section. After having cycled just a few
kilometres, we had to make another -this time unplanned- stop. A
risky manoeuvre caused Mareike a flat tyre. Luckily, Kor managed
to repair it in next to no time and we could continue our tour
after 20 minutes.
The rest of the route went smooth and we arrived in Dörpen
at lunchtime. Being wet all over and wiped out, we enjoyed a
homemade soup in the warm living room at Martina’s house.
After a small round-trip on the farm of Martina’s parents to see
the cows and calves, pigs and cats, we started back for home.
Again rain escorted our way, but no reason to give up. So we
made the return way in less than four hours, even if we had to
wait for the escort car from time to time, which was delayed due
to navigational problems.
After a ten hours cycling tour in total, we reached Leer again at
19:00… tired but proud that we did it!
Crewing Department
Triton, Leer
Simply Seatrade November 2009
15
15

16
FeaTure
Kaibigan, the foundation that makes a difference
KAIBIGAN is short for KAIBIGAN ERMITA OUTREACH
FOUNDATION INC., which started more than 20 years ago
with providing support for 34 children living in the streets
of the Ermita red light district. With the years, the realization
came that once a child is living on the streets there is very little
that can be done to improve the child’s prospects for a better
life. Many of them eventually returned to the street once they
left Kaibigan’s program.
With this harsh truth Kaibigan’s main efforts are now directed
at children that are at risk of ending up in the street and
trying to avoid those children falling by the wayside and
end up there. At the heart of the program is the educational
assistance program (EAP), which ensures that 400 children
can stay in school. Academics is one thing, but non-academic
development is just as important for children to succeed.
Many of the children involved have very low self-esteem and
never had a tap on the shoulder. The Children’s Development
Program (CDP) helps children to regain confidence and
discover and develop their natural talents through arts, sports
and crafts. It shows children that if they want, they can achieve
something, no matter how trivial.
Another lesson learned is that giving things just like that will
create dependency, so in return for the help families are
receiving, they will have to subject themselves to various
lectures or support Kaibigan’s activities in the neighbourhood.
This can be a simple workshop on how to protect your
child from abuse, or take interest in and support your child’s
education and development.
Simply Seatrade November 2009
The final lesson learned is for children to succeed, their
families and communities around them should succeed.
The Community Organizing Program (COP) is helping those
communities to find solutions for the many problems around
them and to encourage them making a difference.
Finally there is the Livelihood Development Program (LDP),
which helps families to supplement their meagre income
In the streets of Manila Smiles in the mid of misery
through supporting small entrepreneurial activities such as
food vending, garment sewing, rug and candle making.
So, if one has to describe Kaibigan in a few lines it would be
as a down to earth organization without too many frills, that
has become wiser over the years but always, always at the
forefront to protect the many children in the poor urban areas
of Manila.
Joost Mes
Seatrade Philippines
Computer tutorials are one of many
Kaibigan initiatives
� Performances are one of the
activities of the Child Development
Program to restore self-confidence
and self esteem
Audience from the various Kaibigan
communities enjoying the performance

Presentation of Ride for Kaibigan donations
On 19 September, during the annual Seatrade party for seafarers and their families, Martijn
Mobach (MD Triton and Kaibigan rider) handed over a check of 2.5 million Peso to Ms Tess
Staub, chairperson of Kaibigan’s Board of Trustees.
In her word of thanks Ms Staub commended all the riders and thanked all those who have
donated and volunteered. The donations are very welcome to Kaibigan especially now that
donors are stretched due to the bad economic tides.
In the meantime Kaibigan has come up with a detailed plan on allocation of the funds over
a two-year period and from this it becomes clear what a long way these funds will go in the
Philippines.
- 400 elementary to high school students in the project now have funds to also take part
in school projects like other students
- An additional 12 students will be added to the scholarship program
- 30 additional high school graduates will now be given the opportunity to proceed to
get vocational training and learn a skill
- 30 additional families can be covered and supported to address their domestic and
livelihood problems
- 50 additional children can take part in choir/theatre groups, and take part in the
advocacy groups
- The number of computers for student projects will be increased from 2 to 6.
Kaibigan staff and volunteers
Registering at the beginning of the school year Waiting in line for school materials
ride For Kaibigan
Handover of cheque of PHP 2.5 million by Triton MD
and Kaibigan rider Martijn Mobach to Ms Tess Staub,
Chairperson of the Board of Trustees for the Kaibigan
Foundation during the Seatrade Seafarers party in
Manila on 19 September
Kaibigan choir performing during handover ceremony
The notorious but very friendly ‘MAD DOGS OF MANILA”
also support the Kaibigan cause
Back to school: Supply of school materials to
Kaibigan scholars
Simply Seatrade November 2009 17

18
desTinaTion:
high seas, The
Fishing grounds
A Seatrade reefer usually takes cargo from one port to
another. However, for a number of years now, the vessels
have also loaded their cargo of frozen fish straight from the
fishing vessels operating on the high seas, off the coast of
West Africa and even in the middle of the South Pacific,
sometimes more than 1,000 miles from the nearest land.
It takes a navigational partnership of the highest degree,
between the captains of the reefer vessel and the fishing trawler,
to safely approach each other, and maintain a steady course
at low speed during the time of transhipment. Sometimes it is
necessary to leave the fishing grounds and find an area where
the weather conditions are more favourable for the operation.
Other times, they just have to wait a while until a weather front
passes by.
Once the vessels are together, it is like they are not at sea
anymore, but alongside a jetty in some port. The derricks start
lifting, the forklifts start moving and pallets of frozen fish are
passed from one vessel to another. Before you know it, a few
thousand tons of frozen fish have been taken from the trawler
to the reefer. Within a short time, the reefer is loaded and ready
to leave the fishing grounds, en route to the destination port.
When you start to consider the logistics of this type of operation,
you will also start to wonder about the whole process of
catching the fish. How long does it take to fill the cargo hold of
a trawler with 6,000 tons of frozen fish? How is the fish caught
in the first place? Who produces the gear for these types of
fisheries?
Maritiem bv of Katwijk, The Netherlands, is a company specialising
in the design and production of the trawls and gear
used by many of the Dutch trawlers. At times, even far away
in the Pacific Ocean, representatives of the company join the
vessel in an effort to optimise the operation and the catch.
Simply Seatrade November 2009
The trawls produced for the Dutch fleet come in a wide variety
of sizes and shapes. They have one thing in common: they are
all Pelagic trawls. This refers to the fact that these trawls can
fish anywhere in the water column. In West Africa, these trawls
are used predominantly very close to the surface, in the Pacific,
mainly in the mid water, in other areas it can be close to the
bottom. The trawl designs are not only tried in actual fishing
operations, often a trawl is tested in one of the flume tanks,
either in Denmark, France, or Canada. Here a scale model is
towed in a large basin at a chosen speed of water flow, simulating
as much as possible the actual trawling conditions.
A typical trawl for one of the trawlers active in the Pacific,
may easily weigh 10 tons, will be approximately 600 metres
long and may have an opening at the mouth of up to 200 by
100 metres. At times catches of 200-300 tons can be achieved
within a short period. When the trawl is retrieved, the end section
of the trawl [the cod end] is brought back to the vessel,
a pump is connected, and the fish is pumped straight into the
processing factory.
Far away from his homeport, the captain has to be able to rely
on his crew to repair and maintain the fishing gear. There is no
store around the corner. Spare parts may be shipped from Holland,
but a few weeks will have passed by before these arrive
on board the trawler. An experienced crew of net makers on
board is almost full time occupied in the upkeep and repair
of fishing gear. However, sometimes the job is so extensive,
it becomes necessary to ask for some assistance from the producer.
Together with the crew, a technician from Holland may
rebuild or repair the trawl on board the trawler. This way loss
of fishing time is minimised.
The trawls are not the only tools the captain has to work with
to ensure a good catch. The bridge of a fishing trawler is very
different from the bridge of a typical reefer vessel. The con-

sole and the walls are lined up with screens, displaying all
the various electronic aids available today. The sonar, which
will look in the waters ahead of the vessel for signs of fish; the
echo sounder, which registers the exact depth of the schools
of fish and is often able to give an indication of the volume of
fish; the trawl sonar, to see the fish entering the mouth of the
trawl as it scans the profile of the trawl; and the various sensors
placed on the trawl itself, indicating temperature, door-spread,
volume of fish caught, current, speed, et cetera.
High quality fish on our plates, it is the result of a fruitful
collaboration between the different disciplines involved in
the operation. From fish finding to catching, from grading to
freezing, from the depths of the ocean to the destination port,
companies like Seatrade and Maritiem are amongst the trusted
partners of the Dutch trawler operators and play a key role in
their continued success.
Erik de Graaf
Maritiem bv
Erik de Graaf is manager of Maritiem bv and specialises in the design and
production of pelagic trawling gear. Trawls from Maritiem are not only used on
board vessels of the Dutch fleet, but also on board trawlers of most European
seafaring countries, Alaska, Russia, West Africa and other major pelagic fishing
regions around the world. For more info go to www.maritiem.com
Simply Seatrade November 2009
19

scales oF JusTice
Rotterdam Rules, again
This edition’s “Scales of Justice” article was inevitable - unless
someone can provide a convincing explanation for a Dutch
shipping company magazine to avoid referring to the most
important shipping convention of the last decades. If we add
that the new convention was signed in Rotterdam recently,
not referring to the Rotterdam Rules would have been almost
sacrilegious.
My first article mentioned some of the main changes compared
to the Hamburg and Hague-Visby rules and listed some of the
concerns of part of the academic world that was less than
enthusiastic with the new rules.
But, to be fair, it should be mentioned that a significant part of
the maritime industry does not seem to share these concerns
as the rules have been welcomed by institutions such as
CMI (Comite Maritime International) and ECSA (European
Community Shipowners’ Associations) to name a few.
The United Nations Convention on Contracts for the
International Carriage of Goods Wholly or Partly by Sea
-Rotterdam Rules- was signed in Rotterdam on 23 September
2009. Its goals are to replace the existing conventions (Hague,
Hague-Visby and Hamburg Rules) with the intention of
achieving international uniformity in the carriage of goods by
sea. It also seeks to regulate and provide a modern solution in
other areas of transport such as door-to-door carriage.
The following countries signed the convention on the first day
it became available for signature: Congo, Denmark, France,
Gabon, Ghana, Greece, Guinea, the Netherlands, Nigeria,
Norway, Poland, Senegal, Spain, Switzerland, Togo and the
United States of America. They were followed by Madagascar
on 25 September, Armenia and Cameroon on 29 September,
Niger on 22 October, and Mali on 26 October bringing the
total number of signatories to date to 21 .
Although this may be read as an encouraging start, the
signature of the convention is only the first step. Without
getting into too many details or a detailed explanation of
International Law principles, the simple signature of a treaty
only declares a general intention of being bound by the treaty
and obliges the signatory to avoid defeating the purpose or
20 Simply Seatrade November 2009
acting in contravention with the treaty until a final decision is
made. Ratification, Acceptance or Approval by the signatory
follows at a later stage if the country decides to become a
contracting party or a formal refusal if this is not the case.
Additionally, each country must follow its own internal
procedures (often approval by congress or that a law is passed)
before a treaty becomes binding.
The Rotterdam Rules (article 94) regulates entry into force
indicating that:
1. This Convention enters into force on the first day of the
month following the expiration of one year after the date of
deposit of the twentieth instrument of ratification, acceptance,
approval or accession.
In normal language this means it will probably be quite some
time before the Rules come into force -if at all- as International
Conventions are not immune to politics. As an example, the
Hamburg rules were signed on 31 March 1978 and only came
into force on 1 November 1992 more than a decade later.
The United Nations Convention on International Multimodal
Transport of Goods (the Multimodal Convention) signed on 24
May 1980 has accumulated only 6 signatories and 11 parties
in almost 30 years. Many believe the minimum of 30 parties
shall never be achieved and the convention will never come
into force.
The number of signatories to date -21 in little more than one
month- allow for some optimism amongst the supporters of
the Rotterdam Rules as the treaty only requires the Ratification,
Acceptance or Approval of 20 states. However, the initial
signature of the convention does not guarantee that it will
be ratified or accepted at a later date. As an example, both
Sweden and the United States signed the Hamburg Rules but
the rules never came into force.
Although significant steps have been taken, there is no need to
start drafting new Bill of Lading terms and conditions just yet
as - if the past is any reference - a decade may elapse before
the new rules come into force.
Patrick Balaresque
1 As per the United Nations treaties status website on 01-11-2009
http://treaties.un.org/Pages/ViewDetails.aspx?src=TREATY&mtdsg_no=XI-D-8&chapter=11&lang=en

Latest design USDA recorder
Morning Glory, a strange phenomenon
At the end of June the master and his crew on board of mv Atlantic
Reefer spotted a strange phenomenon. The images are literally and
figuratively blinding. Master K. Vereshchak and his crew encountered
this phenomenon during a Mediterranean eastbound leg: ‘It was a
long, rotating kind of horizontal cloud spout which extended across
the horizon. It came from the south (desert side), passed over the
vessel and continued north (direction Europe).’
Of course they asked themselves what is the story behind it and how
does it form? So, we asked the experts at the Dutch meteorological
institute, KNMI.
On the coast, in warm weather during the day, a sea wind develops
and brings with it moist air. At night air cools down. Then, when the
land starts to warm up again in the morning, air over land starts to
ascend whilst air over sea descends. Given high enough humidity, a
“Morning Glory” might appear.
The cloud seems to rotate heavily on its longitudinal axis, though
in reality the air around the front of the cloud roll is lifting up and
ascending whilst at the back of the cloud air is descending, making
the cloud seem to roll. At the front end of the cloud particularly high
updrafts occur.
The Gulf of Carpentaria (Australia) is particularly well known for its
Morning Glories, but they also occur in the Gulf of California and near
Sable Island in Canada. So, a Morning Glory in the Mediterranean
Sea seems to be unique, though explicable given the African coast to
the south. It mostly appears in the early morning hours, but might also
occur in the early evening.
Source: Het Weer, magazine voor liefhebbers, jaargang 8, nr. 5, okt/
nov 2007, p.8 t/m 11
In these troubled times of financial hardships and tight budget control,
we, at Seatrade are always searching for the cost effective, but high
quality solution to the replacement of dated equipment.
Captain Batluk of the Royal Reefer is shown here demonstrating the
latest concept for replacement USDA recorders. This design appears
to be quite ingenuous as it demonstrates the latest design in portable
and smart technology. Power consumption is quite low, however we
have yet to complete trials for reliability.
We understand that this design concept is being submitted to the
USDA for approval and Capt. Batluk will presumably be tattooed with
his USDA approval number shortly.
Dale Rolfe
Seatrade Groningen
Simply Seatrade November 2009
21

Stefan, son of Richard Tiggelaar, Accounting
Department Seatrade Groningen
In September a group of heroes cycled from Antwerp to Leer for
charity, but this was not the only cycling activity this summer. In
August Seatrade’s Port Captain Fokko Hulshof with sons Rutger
and Anton, aged 11 and 9, cycled from Breda to Stadskanaal in
the north of Holland during their summer holidays. In 4 days they
cycled some 350 kilometres to go and visit their grandparents, a
fabulous accomplishment, which started as a bet between father
and sons. Well done, boys!
mv Hansa Lübeck was visited by a group
of seven Panama Canal Inspectors on
16 July 2009, while anchored at Balboa
anchorage.
They carried out a thorough inspection
of the vessel’s safety and functional
arrangements, on the occasion of Annual
Safety Week in the Panama Canal.
We would like to congratulate Captain
Jan Cholewinski and his crew that the
vessel was found in a very good order
and received a prize for maintaining
exemplary high standards.
Anja, daughter of Arnold Wentzel of Anlin,
South Africa
Luuk, son of Paola Stevens, Accounting
Department Seatrade Groningen
Spotted in a regional newspaper distributed free of charge, sent to
us by Donex BV Shipping and Forwarding Rotterdam
Geraldine, daughter of Fiona Schimmel,
Executive Assistant, and Philip Gray,
Commercial Manager, both of Seatrade
Antwerp

12 year old Hessel Visser, of the well-known Frisian
shipping family, visited mv Arctic in December 2008,
inspecting the vessel inside out, loving every moment
of the visit. He wrote his final essay in primary school
on Seatrade; on the history, the changes over the
years and the cargoes carried. He was rewarded with
a nine (out of ten). Congratulations, Hessel!
Hessel now continues his education at the school for
bargees’ children in Lemmer and hopes to one day
sail onboard a Seatrade vessel.
Alexander, son of Connie Papageorge of
Direct Reefer of Cape Town, and formerly
with Seatrade Antwerp
Dick Quaak and Yntze Buitenwerf handing a model of mv
Santa Catharina to Vladimir Kekhman, the owner of JFC, at the
Mikhailovsky Theatre in St. Petersburg. The Santa Catharina is one
out of the three Ice classed Santa’s on long-term charter to JFC.
Tosca, daughter of Joana Berrebi of
Parlevliet & van der Plas of Katwijk
Duncan, son of Alexander Koeneman,
Technical Department Seatrade Groningen
Maxim, son of Jan Jut, Quality Assurance
Department Seatrade Groningen

1
2
Theme for the next issue will be:
BEST DESTINATION (REAL OR IMAGINARY)
Prizes:
1st place: 100 Euro
2nd place: 50 Euro
3rd place: 10 Euro
Criteria
- All readers of Simply Seatrade can participate
- When sending your picture, please mention; your name,
rank (if applicable), vessel or company
- Send a description about what we can see in your photo
- If you submit a photo taken by others, please obtain
permission from the photographer and clarify whose name
should be used for the photo credits
- Photos must be of good quality and a high resolution
(minimum 1200 x 800 pixels)
- Both paper and digital photos can be handed in.
- You allow Seatrade full use of the photo for printing in
24 Simply Seatrade November 2009
3
phoTo conTesT
We are very happy to see that every issue
we are receiving more and more photos for
this contest.
The winners within the theme “Health” are:
1. Crew of mv Hawk Bay
Just what a healthy seafarer needs!
2. Crew of mv Spring Tiger
Improve your health while keeping watch
3. Joggers Seatrade Groningen
Training after work hours
Congratulations!
calendars, brochures, presentations and publications on the
internet, etcetera.
Where to send your pictures?
Seatrade Groningen BV
Attn.: Karin Staal / Photo contest
Laan Corpus Den Hoorn 200
9728 JS Groningen
The Netherlands
or
karin.staal@seatrade.nl with subject: Photo contest
DEADLINE: 15 March 2010

The second life of an auxiliary engine
Imagine you are an old Daihatsu Auxiliary Engine that served her Masters well for over 20 years and now you are destined for...
the scrapyard, where some dealers will tear you up, recondition some of your parts and sell the remainder to the smelters. Well
that’s life for a regular auxiliary engine.
But not for one of the auxiliary engines on board the Spring Bok. Replaced by some brand new, young & eager generators, the
Grand Old Daihatsu lady was granted a peaceful retirement after she was released from her duties on board the Spring Bok in
Bremerhaven. From there she cruised in style, enjoying the sea view on deck of the Spring Bok to Davao. She was then trucked
1000 miles across the Southern and Central Philippines before she finally arrived at her new retirement home, the shortly to
be opened engine workshop of the Palompon Institute of Technology (PIT). Here she is destined to become one of the bestmaintained
auxiliary engines in the world through all the tender love and care of the future Seatrade engine cadets trained at PIT.
And maybe, who knows, when she roars back to life she might even supply Palompon Town of some electricity in times of
need. Life can’t be any better for a retired Auxiliary Engine, don’t you think?
Engineer cadets with the grand old lady at PIT
Lift off at PIT
Lift off at Davao
Arrival at PIT
Taking care of the grand old lady
On the truck in Davao
Lifting inside workshop, roof removed!
Spring Bok in Davao
Joost Mes
Seatrade Philippines
Simply Seatrade November 2009
25

and in relaTed news
Greenhouse Effect, Carbon Footprint and Food Miles: These
and other terms have entered the lexicon of the average
consumer over the past 25 years. Politicians, ecologists
and climate-change proponents have long debated the
implications of global warming. Is it really better for the
environment to buy products produced locally? Is this even
feasible in a global marketplace where production patterns
and consumption are more and more defined not by season
but by demand?
Even in the midst of a global economic crisis the impetus
for greener policies and practices is being pushed along by
powerful lobbying efforts, the news and entertainment media
and a growing concern over the shrinking polar caps, rising
sea levels and changing weather patterns. The European
Union and its member nations have been at the forefront
in aggressively implementing new protocols mandating
dramatic changes to the way companies deal with utilization
of fossil fuels and the resulting impact on the environment.
Environmental groups are pushing for food labels that show
how far food has travelled to get to the market.
The concept of food miles - a measurement of the
environmental impact caused by transport of food from time
of production until it reaches the consumer - originated in the
United Kingdom in 1990. While there are many good and
valid benefits for eating locally, none compare to the claim
that eating locally reduces fossil fuel consumption. By the
middle of this decade, rising fuel costs had the world giving
this concept serious thought, was it really more efficient to
send an apple all the way from New Zealand to the UK?
26 Simply Seatrade November 2009
In 2005, researchers at Lincoln University’s Agribusiness
and Economics Research Unit (AERU) began to analyze and
quantify the true cost of transporting food half way around
the world compared to the cost of local production. The
University, based in Christchurch, New Zealand, has a history
dating back to 1878 and is the oldest agricultural teaching
institution in the Southern Hemisphere. The University is well
respected in international agricultural circles. New Zealand’s
current Minister of Agriculture, David Carter, is an alumnus
of the school. AERU employs full-time researchers and it
also functions as a research coordinating body for staff of the
University involved in economic, social and environmental
research.
In a series of 2006 and 2007 reports entitled “Comparative
Energy and Greenhouse Gas Emissions of New Zealand’s
and the UK’s Dairy Industry,” Lincoln University scientists
undertook a comprehensive analysis of the total energy use
inclusive of production until final delivery - elaborating beyond
the simplistic “food miles” concept. In a 6 August 2007 op-ed
column in The New York Times, James McWilliams - author
of “A Revolution in Eating: How the Quest for Food Shaped
America” - writing on the subject of food miles widely cited
the Lincoln University reports. Mr McWilliams’ piece included
the following comments:
It all depends on how you wield the carbon calculator.
Instead of measuring a product’s carbon footprint through
food miles alone, the Lincoln University scientists expanded
their equations to include other energy-consuming
aspects of products - what economists call “factor inputs

and externalities” - like water use, harvesting techniques,
fertilizer outlays, renewable energy applications, means of
transportation (and the kind of fuel used), the amount of
carbon dioxide absorbed during photosynthesis, disposal of
packaging, storage procedures and dozens of other cultivation
inputs.
Incorporating these measurements into their assessments,
scientists reached surprising conclusions. Most notable, they
found that lamb raised on New Zealand’s clover-choked
pastures and shipped 11,000 miles by boat to Britain produced
1520 pounds of carbon dioxide emissions per ton while British
lamb produced 6280 pounds of carbon dioxide per ton, in
part because poorer British pastures force farmers to use
feed. In other words, it is four times more energy-efficient for
Londoners to buy lamb imported from the other side of the
world. Similar figures were found for dairy products and fruit.
The University’s scientists were able to provide empirical
evidence that local production isn’t always the best option for
the local environment in general and the world as a whole. Mr
McWilliams was a bit prophetic in his 2007 piece, when he
further stated, “Given these problems, wouldn’t it make more
sense to stop obsessing over food miles and work to strengthen
comparative geographic advantages? And what if we did this
while streamlining transportation services according to fuelefficient
standards?”
In what would appear as a reply to Mr McWilliams’ question
on streamlining of transportation services, Lincoln University
next took up the challenge of comparatively studying the
impact of the two main modes of shipping fresh produce
from New Zealand. In September of 2009, Lincoln University
scientists Caroline Saunders and Andrew Barber (who had
co-authored the 2007 study) working with colleague Lars-
Christian Sorensen released “Carbon Footprint of Transporting
Kiwifruit from New Zealand to Europe.”
Using the kiwifruit as an example the study focused on
shipping emissions and measured greenhouse gasses (GHGs)
on outward and return journeys, while accounting for different
shipping routes, ship utilization and the volume and weight of
cargo. In what could be considered a blow to the container
shipping industry, the study’s findings conclusively reveal
that containerships generate 27 percent more emissions than
specialised reefer ships. When factoring in emissions of port
activities, refrigerant losses and transport of fruit from orchard
to port, the study found that GHGs produced by container
shipping were even higher, exceeding those created by
specialised reefer shipping by 36 percent.
Seatrade’s own Walter Wildöer, chairman of the 360 Quality
Association, quoted in Lincoln University’s press release dated
6 October 2009 said, “This report clearly demonstrated that
shipping fruit in specialised reefer vessels creates a significantly
smaller carbon footprint than shipping with container lines.
The findings of the Lincoln University report have implications
for anyone involved in the fresh produce business wanting to
ensure their environmental impact is as small as is possible.”
Simply Seatrade November 2009
27

exploring
In each Simply Seatrade a group of crewmembers are
given the opportunity to explore the area around a port
where their vessel is calling; what is it like, where to go for
something to eat or drink, what can you do in the few hours
while the ship is in port, etcetera. Rather than a few people
visiting a port, in this issue the entire crew of mv Mexican
Bay got the chance to ‘visit’ the phenomenal Magellan Strait,
or as we will call it this time ‘explore’.
On the way from Bata (Equatorial Guinea) to Valparaiso
(Chile).
After discharging the last used cars loaded in Flushing, the
Netherlands at the tropical port of Bata, a major town in the
small Spanish-speaking country of Equatorial Guinea, we went
on a south-westerly course through the South Atlantic Ocean
to the entrance of the Magellan Strait. The voyage in ballastcondition
took us a little more than ten days, having nice
weather for almost the whole time.
In the early morning of 23 August we reached the entrance
and took on board two pilots, who were supposed to stay
on board until Ancud. Quickly we approached the first
narrow cutting through the endless desert of sand and stones
interrupted only sometimes by small lighthouses. But soon the
flat countryside became hillier and after a few hours the snowy
tops of some mountains appeared at the far horizon ahead,
28 Simply Seatrade November 2009
giving the expression of the end of the world. At noontime we
were passing Punta Arenas, the biggest town in the wilderness
of the southern part of South America, sheltered by some
wooded hills.
In the afternoon the mountains came closer and soon we
were surrounded by them. The whole crew was very excited
about the snow and almost everybody was taking pictures
and enjoyed the strange cold panorama. Eventually we came
across the ‘Cruz de los Mares’, the southernmost point of
South America’s mainland (ρ: 53°53.7’S; λ: 071°18.5’W)
reaching up in the sky on top of a mountain rising out of the
water. Slowly the - at first so nice and sunny - sky became
overcast, slight rain started, joined by mist, at times making
the mountains appear mystic in the starting twilight.
In the late evening we reached the exit on the pacific side of
the Magellan Strait, after 12 hours of transiting. Because of
heavy weather the decision had been taken earlier to continue
the voyage in the adjoining channels between islands and the
mainland.
Woken up in the morning by the sunrise we faced a beautiful
landscape: the mountains next to the narrow channel, all of
them very close, covered almost completely by snow; too bad
it was a normal working day. Later tiny parts of ice, as well as
a very tiny iceberg came in sight, which had broken off the

glaciers ending in the fjords connected to the channels. As we
approached, the first white colour of the ice changed into an
intensive, shiny light blue. Soon the glacier was visible in some
distance, but the usually bluish ice was covered by snow,
making it difficult to see the ‘frozen waterfall’.
By noontime it became so calm that the water looked like a
mirror reflecting the surrounding mountains, interrupted only
by the wake water of our ship.
In the afternoon we passed the narrowest part of the whole
voyage, the channel with a width of only half a cable and then
making a 90 degree turn just when the island Clio (named like
the Captain’s daughter) lays ahead with a statue of the Virgin
Mary on it. The story says that throwing a coin in its vicinity
makes one’s wishes become true as well as it giving good luck.
In the evening, light mist and rain started while the channels
were opening up and getting wider. On the second day the
weather became even worse and it stayed the same for the
rest of the day; fog, heavy rain and a strong breeze making it
almost impossible to spot the hills around.
The wish of the crew came true in the afternoon, when
the pilots handed everybody on board the certificate of
transiting Magellan Strait - even though most of the crew were
experienced sailors only a few had already passed the Strait.
Magellan Strait and its adjacent channels
Because of heavy seas
in the area of Ancud
pilot station the pilots
had to stay on board
for two more days up to
Valparaiso. Luckily a few
hours after we passed the
pilot station and leaving
the last channel, the
first quite heavy pitching
stopped but the swell still
made the empty vessel roll
quickly from side to side.
In the morning of 27
August we finally arrived at
Valparaiso after 15 days at
sea, and the crew that was
able to go ashore was very
happy.
Ruth Kümmel
Deck Cadet on mv Mexican Bay
Simply Seatrade November 2009
29

30
A Volendammer returns home
As line manager of Dammers Seamanagement Services I was
asked by our Rotterdam office to contact Mr Fred Ros, the
owner of the Volendammer Kwak VD 17. In 2005, when he
decided to emigrate to Bonaire, he took his ‘baby’ with him to
restore this sailing boat built in 1919.
While restoring his sailing boat in Bonaire, he organized some
trips for tourists making some extra money for new parts and
materials. During his stay on the island, friends from Holland
came to the Caribbean for holidays and gave him advice on
how to work. A few months ago he received an offer from
the village of Volendam, which he could not reject. They told
him that they wanted to buy this unique boat, since there are
only three of the 246 Volendammer Kwaks left worldwide.
With this in mind, it was very special for us to organise the
transport.
First they sailed the vessel from Bonaire to Curacao and waited
in the St. Anna Bay for the Spring Bob to arrive in Willemstad.
After the Bob arrived, we organised a meeting with Captain
Karelse, Fred Ros and two of his friends. The captain is a very
enthusiastic professional who contributed enormously to the
preparations of the operation. After our meeting we also spoke
with the operations manager of the local stevedore, Chilbert
Edwards, who agreed with our loading plan.
First, the gantry crane commenced with discharging all
full containers. Then, around 17:30, Fred Ros and his team
fastened the straps to the boat and 10 minutes later the boat
was lifted out of the water. This created a spectacular view to
see such a big sailing boat in the air.
Some five minutes later the Volendammer Kwak was
discharged onto the deck where Fred Ros and his team
positioned sleepers and scrap wood for stability. The vessel’s
crew did a great job assisting us with the lashing and securing
process. That’s what we needed since there was only one
gantry crane available, with the other gantry crane under
maintenance and the mobile crane out of order.
It was a very instructive and interesting operation and want
we want to thank the Captain and his crew for their kind
cooperation and professionalism!
Simply Seatrade November 2009
Pasquel Ootes - Line Manager
Dammers Seamanagement Services
As agents for Seatrade/StreamLines

29 September 2009, an earthquake
with a magnitude of 8.3 struck 190
kilometres south of Apia, Western
Samoa. The resulting tsunami had
waves of up to 3.1 metres hitting
Tonga, Samoa and American Samoa,
even New Zealand some 2700 kilometres away from the epicentre
recorded waves of up to 21 centimetres high, with the local offices
of Zespri in Tauranga being evacuated based on warnings issued by
New Zealand civil defence for the eastern side of New Zealand.
The tsunami left at least 149 people dead in Samoa, 34 people
in American Samoa and 9 in Tonga, with many seaside villages
completely destroyed leaving many thousands of people homeless
and terrified for the future.
Weeks on from the disaster many people are still seriously sick after
inhaling polluted seawater under high pressure causing pneumonia,
and others are victims of the “superbug” which will not respond
to commonly used antibiotics, so infected wounds are resulting in
gangrene which can actually mean amputations, as the medical
system is not setup to cope with this type of outbreak.
On the second of October, three days after the tsunami struck,
Seatrade NZ was approached by Aaron Pearson, a local Tauranga
resident whose wife is a Tongan national, in typical kiwi fashion:
Although he has himself never been to any of the islands he wanted to
do what that he could to help those in need.
Unfortunately, Seatrade NZ were not able to offer any shipping options
to the Pacific islands but what we could do was in partnership with
our local container depot NZL provide one of our sales containers for
use in the Project.
We were aware through the local chamber of commerce that one
of the local freight forwarding companies, Burnard, was also putting
together a consignment of aid goods and on
this basis we put Aaron Pearson
in touch with Wayne Robinson
of Burnard’s and the two became
the Tauranga Tsunami Project
managers.
Through some of our other industry
contacts we were able to put the
word out for donations to assist
with the shipping of the container,
our newly appointed Auckland
stevedores C3, whose head office
is based in Tauranga, came forward
with a substantial donation, and the
Port of Tauranga also assisted with
Tauranga Tsunami Project 2009
free port costs and a donation towards shipping costs, with many of
the Zespri staff also making personal donations of clothing, household
and food items.
The container was then filled to bursting point with donations from
other local Bay of Plenty businesses and residents with the target
goods being bedding, clothing, medical supplies and tarpaulins, in
fact the support was so strong that more shipments are planned for
the very near future. It is a generous community we live and work in
here in Tauranga!
The container left Tauranga at the end of October and will arrive in
Apia on 5 November. Upon discussing the project with Aaron and
Wayne it became apparent that the most difficult and time consuming
part was arranging for an aid agency to manage the distribution of
the goods and to obtain approval from the government of Samoa for
the goods to be recognised as aid goods meaning they would not be
subject to duty.
A New Zealand Christian aid group Youth With A Mission took on the
challenge and were successful in making all the arrangements.
At Seatrade NZ we were very pleased to be able to help those in need
and hope that our contribution, although small, will provide some
assistance to those who have lost so much.
Andre Marygold
Seatrade New Zealand
Simply Seatrade November 2009
31

From our readers
32 Simply Seatrade November 2009
Fighting Back
by Gregory Nick R. Sevilla, 2nd Of�cer
Fighting Back
by Gregory Nick R. Sevilla, 2nd Of�cer
There are times when life gets very complicated
Everything seems going wrong, even when your moves have been thoroughly contemplated
Times like these are very disturbing that makes a person agitated
But you should not rush things, you don’t want to end up saying, “I should have waited”
These times make us feel that things just don’t go the way we wanted it to be
We tend to be impatient, resenting everything that we see
But my friend, I believe that our existence has a purpose, would you agree?
And when you �nd it, you can live a life careless and free
Remember my friend that your greatest enemy to beat is you
Remember to be responsible in everything that you do
All must be considered, including consequences and woe
Remember that the enemy to beat, my friend, is inside you
Beat your self-doubts, your fears and keep an optimistic view
Have self-faith my friend, I have faith in you
Know that I believe in you and everything that you do
Bring out that hero that has been living somewhere inside you
Some say that they need a hero and they need it badly
They say that they need them to overcome their agony
But I say to you that this “hero” you seek is nobody
Know my friend that what you think becomes your reality
The problem my friend is your hero could never be free
Because the hero my friend is that in the mirror you see
Your hero is chained by self-doubts, fears and frailty
Because the “hero” is deep within who can bring out the best that you can be
Start believing in yourself and everything will follow
You’ll see that your doubts will fade, along with your sorrow
Strength to do this my friend you need not to borrow
Just remember my friend that you are reaping what you sow
That is when you plant fears and doubts in your heart
I tell you that your body and soul will soon fall apart
The spirit my friend is very powerful of our part
The spirit determines your purpose; colours your life like an art
So �ght back my friend when life seem so unfair
Know that you may lose a battle but not the entire warfare
After the pains and sorrows, VICTORY, my friend, will be there
And remember that when you go through this again, someone will care
There are times when life gets very complicated
Everything seems going wrong, even when your move
Times like these are very disturbing that makes a per
But you should not rush things, you don’t want to
These times make us feel that things just don’t go t
We tend to be impatient, resenting everything th
But my friend, I believe that our existence has a
And when you �nd it, you can live a life care
Remember my friend that your greatest enem
Remember to be responsible in everything th
All must be considered, including consequen
Remember that the enemy to beat, my frien
Beat your self-doubts, your fears and ke
Have self-faith my friend, I have faith i
Know that I believe in you and everythi
Bring out that hero that has been livin
Some say that they need a hero and
They say that they need them to ove
But I say to you that this “hero” yo
Know my friend that what you th
The problem my friend is your h
Because the hero my friend is th
Your hero is chained by self-d
Because the “hero” is deep with
Start believing in yourself a
You’ll see that your doubts
Strength to do this my frie
Just remember my friend
That is when you plant
I tell you that your bod
The spirit my friend is
The spirit determines y
So �ght back my f
Know that you may
After the pains an
And remember th

Catch of the Day: Halibut of 32 kgs with a length
of 1.35m. Compliments of Capt. Harry Brouwer,
mv Pacific
mv Spring Tiger discharging her cargo of mostly bananas
from Colombia and Costa Rica at Dover on 21 June 2009
photo by Jan Vuyk, Seatrade Rotterdam
Happy Ship, Healthy Ship
mv Buzzard Bay arriving at Hamburg, 21 July 2009 to
discharge her cargo of mostly bananas loaded in Ecuador
Received from mv Esmeralda
Ships in port
She posed for us, and we called her Mexicana
Received from Capt. S. Kraskovic, mv Mexican Bay
at Valparaíso, 27 August 2009
The Aruba, Antilla, New Takatsuki and
Arctic at Port Victoria (Mahe/Seychelles)
A recent business trip took Antwerp’s Torsten Loock to Mauritius
and the Seychelles, the area where some of the ships he is the
operator of are loading and discharging. Apart from visiting local
customers, agents and canneries, the Seatrade vessels in port
also were called upon - no less than four at the same time in Port
Victoria (Seychelles)!
Simply Seatrade November 2009
33

34
games & puZZle
Send in & win
Trivia
Did you read this Simply Seatrade?
1. How much smaller is the carbon footprint of a specialised reefer vessel than a container vessel on a round voyage
Europe-New Zealand?
2. Where was the Volendammer Kwak loaded on board a Seatrade vessel?
3. How many Affiliate Members of the association had been 360 Quality endorsed at the time of going to press?
Crack the code (Sudoku)
This puzzle is played over a 9x9 grid, in each row there are 9 slots, some of them are empty and need to be filled. Fill in the
grid so that every row, every column and every 3x3 box contains the digits 1 through 9. The number should appear only once
in a row, column or box. Below you find two Sudoku puzzles. In each of the below Sudoku puzzles three slots are coloured.
When you have found the numbers in one or both puzzles, you will have three-digit codes (composed by the numbers in the
coloured slots, starting top left and moving horizontally ending bottom right). Send us either one or both codes, and you
might be the lucky winner of an exclusive Seatrade watch!
Simply Seatrade November 2009
EASY
1 2 4 8 5 6
5 5 9
9 7 8
1 7 8
4 6 1 7 9
3 5 9 6
3 2 4
4 5 2
8 5 3 4 9 7
Join the competition: Send us the
Codes and/or the answers to the
Trivia by either E-mail or post, and
try to win one of three Seatrade
watches!
Deadline for your response is 20
March 2010. The names of the
winners will be published in the
April issue of Simply Seatrade.
HARD
7 9 6
5 3
8 6 5
4 1
1 7 9 5
2 4 9
8 1 5
3 6
4 8 1
The answers of the puzzle and trivia in the June 2009 issue were:
Puzzle: easy code = 497 / hard code = 285
Trivia: 1) Ride from Antwerp to Leer; 2) From the Moon;
3) The advent of AIS
Thanks for all the entries! The winners this time are Andrey
Soshnikov, mv Lake Phoenix (puzzle - easy), Marlon C. Trimañez,
mv Prince of Tides (puzzle - hard) and G. Patyrykin, mv Tasman
Mermaid (trivia).
They will all receive a beautiful Seatrade watch. Congratulations!
Send us your response to this issue’s puzzles and win yourself!
E-mail: simply-seatrade@seatrade.com
Address: Seatrade Reefer Chartering NV, Attn.: Editorial Team “Simply Seatrade”, PO Box 10.012, 2030 Antwerp 3, Belgium
Send us your response to this issue’s puzzles and win a beautiful Seatrade watch, which is exclusive to winners of the puzzles in Simply Seatrade!

Vessels operated by Seatrade Reefer Chartering N.V.
FleeTlisT
Vessel Cbft Sqm Built Vessel Cbft Sqm Built Vessel Cbft Sqm Built
Lombok Strait 626,011 7,341 2002 Spring Bob 460,895 5,540 1984 Nova Galicia 305,010 3,364 1983
Luzon Strait 626,011 7,341 2002 Spring Dragon 454,207 5,414 1984 White Dolphin 300,996 3,282 1988
Spring Deli 453,088 5,410 1984 Nova Florida 298,320 3,512 1989
Atlantic Reefer 600,558 6,870 1998 Damaco Francia 298,217 3,514 1989
Pacific Reefer 600,202 6,869 1999 Runaway Bay 516,227 5,852 1992 Nova Friesia 296,538 3,161 1987
Aconcagua Bay 512,361 5,894 1992 Rosa 264,452 2,875 1984
Hansa Stockholm 590,654 6,687 1991 Humboldt Bay 508,551 5,854 1990 Nova Caledonia 263,003 2,946 1986
Hansa Lübeck 590,654 6,687 1990 Himalaya Bay 502,586 5,857 1990
Hansa Visby 587,974 6,653 1989 Fuji Bay 502,514 5,858 1990 Fiona 272,314 3,209 1986
Hansa Bremen 587,974 6,653 1989 Wind Frost 495,343 5,852 1989 Nostalgic 265,245 3,209 1986
Nagoya Bay 490,178 5,608 1983 Neerlandic 265,245 3,209 1985
Royal Klipper 580,754 6,613 2000 Cloudy Bay 476,950 5,481 1984 Breiz Klipper 265,246 3,144 1991
Comoros Stream 580,754 6,613 2000 Storm Bay 476,278 5,484 1983 Holland Klipper 261,262 2,961 1989
Everest Bay 449,201 5,219 1989 Goyen 261,262 2,961 1987
Polarstream 564,280 6,495 1999 Whitney Bay 449,175 5,208 1990 Sierra Laurel 260,050 2,925 1998
Polarlight 564,160 6,493 1998 Changuinola Bay 440,365 4,862 1988 Sierra Leyre 260,050 2,925 1997
Koala Bay 438,802 4,917 1984 Sierra Loba 260,050 2,925 1997
Elsebeth 549,326 6,226 1998 Glacier Bay 435,491 5,047 1985 Sierra Lara 260,050 2,925 1996
Emerald 548,718 6,244 2000 Sable Bay 435,491 5,047 1983 Nova Zeelandia 238,985 2,684 1986
Elvira 548,666 6,244 2000 Kasuga Bay 433,013 4,804 1984 New Takatsuki 237,136 2,552 1991
Esmeralda 548,643 6,243 1999 Yasaka Bay 432,949 4,803 1983 Nova Bretagne 236,869 2,535 1990
Kashima Bay 432,831 4,805 1984 Nova Australia 234,651 2,656 1984
Pacific Mermaid 540,572 6,075 1992 Izumo Bay 432,756 4,803 1983 Polestar 233,432 2,561 1990
Atlantic Mermaid 540,026 6,066 1992 Atlantic Hope 412,215 4,677 1984 Nova Terra 230,014 2,535 1985
Tasman Mermaid 539,670 6,068 1993 Pioneer Bay 411,868 4,677 1982 Coppename 221,916 2,550 1990
Caribbean Mermaid 539,648 6,068 1993 Hudson Bay 409,295 4,794 1983
Coral Mermaid 539,634 6,066 1992 Antigua 199,618 2,213 1991
Humboldt Rex 439,741 4,942 1998 Antilla 199,618 2,213 1990
Timor Stream 535,112 6,004 1998 Season Trader 437,654 4,942 2000 Aruba 199,618 2,213 1990
Agulhas Stream 535,109 6,004 1998 Prince of Streams 428,618 4,613 1993 New Hayatsuki 192,443 2,298 1990
Benguela Stream 535,109 6,004 1998 Prince of Sounds 419,896 4,521 1993 New Hirotsuki 192,368 2,297 1990
Klipper Stream 535,109 6,004 1998 Prince of Waves 402,900 4,569 1993 Jarikaba 191,000 2,215 1986
Discovery Bay 534,246 5,922 1997 Prince of Tides 402,574 4,546 1993 Nickerie 190,525 2,213 1985
Marine Phoenix 400,884 4,544 1994 Asiatic 191,810 2,144 1986
Southern Bay 535,093 5,924 1997 River Phoenix 400,884 4,544 1993
Eastern Bay 533,899 5,915 1997 Summer Phoenix 400,884 4,544 1993 Sierra Cazorla 139,206 1984
Hope Bay 531,764 5,939 1996 Sea Phoenix 400,884 4,544 1992
Mexican Bay 532,061 6,351 1994 Lake Phoenix 400,884 4,544 1992 Non-Pool vessels managed by Seatrade Groningen B.V.
Fortuna Bay 532,061 6,351 1993 Pacific 398,470 4,736 1996 -Reefers-
Ivory Ace 527,511 5,861 1990 Pisang 378,055 4,487 1990 Vessel Cbft Sqm Built
Eagle Bay 527,422 5,853 1992 Prince of Seas 371,412 4,121 1993 Cala Pino 720,000 7,781 1999/2007
Condor Bay 527,401 5,856 1990 Cool Express 362,350 4,312 1994 Cala Pula 720,000 7,781 1999/2006
Buzzard Bay 526,909 5,852 1992 Cala Palma 720,000 7,781 2000/2007
Hawk Bay 526,764 5,851 1992 Royal Reefer 373,776 4,012 1987 Cala Pedra 720,000 7,781 2000/2007
Falcon Bay 525,925 5,839 1993 Wealth Reefer 372,951 4,008 1986 Joint Frost 139,335 998 1979
Frio Hellenic 499,546 5,898 1999 Tama Hope 350,922 3,802 1986
Tama Star 350,922 3,802 1987 -Container vessels-
Santa Catharina 463,986 5,140 2000 Vessel TEU DWAT Built
Santa Maria 463,963 5,140 1999 Bristol Bay 355,438 3,826 1984 Cala Pancaldo 2,700 37,212 2007
Santa Lucia 463,652 5,140 1999 Boston Bay 355,393 3,826 1983 Cala Pigafetta 2,700 37,274 2008
Cold Stream 456,785 5,217 1994 Barents Bay 354,958 3,814 1984
Tasman Bay 333,081 3,543 1989
Spring Tiger 470,494 5,569 1984
Spring Bear 466,871 5,543 1985 Cape Vincente 300,124 3,441 1991 all particulars believed to be correct but not guaranteed
Spring Panda 461,816 5,534 1984 Cape Passero 300,124 3,441 1991
Spring Bok 461,106 5,535 1984 Status 4 November 2009
Simply Seatrade November 2009
35

Packing for extended travel is always a dilemma. Do you squeeze
everything into a carry-on and hope you’re in one place long enough
to have your clothing laundered or do you check a bag and risk
having it end up as a chairman’s member of the frequent flier club as
it circles the globe?
I’ve gotten my share of incredulous stares from rail commuters in
Amsterdam as I struggle to haul a monster case into a passenger car.
I’ve also found myself packing a bag full of wet clothing, when the
hotel laundry “forgot” to put my clothes in the dryer and I had to
dash out to catch a flight to the next destination.
Invariably, I make the wrong choice and am never fully prepared for
what the road may throw at me. In fact, I’ve had enough thrown at
me over the past 25 years that I could qualify as a walking test lab for
the wrinkle and stain-resistant clothing industry.
The most recent trial was a few weeks ago. I’m on a 5-hour, crosscountry
flight. We’re thirty minutes into the flight and the lady next
to me is desperate for something to eat. She grumbled something
about being up at 03:00 for a flight that was supposed to leave at
06:00 and didn’t get off the ground till nearly 10:00. She assumed
the airline would serve a warm and hearty breakfast, so she didn’t
bother to grab anything in the terminal during the interminable wait -
obviously, the lady hasn’t flown in a few years.
This was a woman of Rubenesque proportions wedged into the
centre seat. Let’s just say that she commandeered the armrests
without even having to use her arms. By the time the flight attendants
made it back to row 35, the only edible item left on the cart was one
of those Ramen noodle soup cups. A lovely concept at ground level,
but imagine my dread as the flight attendant reached over me with
two cups of boiling water and the Ramen cup. Ding, perfect timing
for the captain to announce that we’re about to hit some turbulence
- get those seatbelts fastened. The lady was determined to have her
noodles and was shockingly adroit at getting the scalding water from
coffee cups into the Ramen container. She even did a very nice job of
stirring the contents without spilling a drop.
Patience - or lack thereof - was her (and my) unfortunate downfall.
The plane was into some heavy bumps as she stared longingly at
the cup... looking for her moment to strike. I edged further away and
closer to the aisle - twice getting wacked squarely in the head by
flight attendants coming by to check seatbelt usage.
The next 30 seconds went by in super slow motion. It was one of
those out-of-body experiences akin to watching a movie. For a
moment the plane levelled off and she made her move. She carefully
pealed back the lid, as an innocent puff of steam wafted from the
cup. Using both hands she brought the cup half way towards her
lips and craned her neck the rest of the way down towards the cup.
crow’s nesT
Brother, can you spare a shirt
She inhaled the aroma in that deep satisfying way one relishes the
smell of warm bread straight from the oven. She took her spoon
and dipped it delicately into the broth. She took a small sip from the
spoon, but clearly this wouldn’t suffice. She tore the lid halfway back
and brought the cup fully to her lips - BAM - just as we hit a huge
bump.
The scalding liquid poured down her cheeks as she screamed out
in pain. I yelled out in shock (OK, I screamed). The cup went flying
into the air and landed SPLAT on the tray, as the contents where
propelled into the air into two fountains of liquid and noodles.
She jumped from her seat, just as the first stream plopped into her
lap. Her motion forced me further into the aisle as the second stream
flooded down my entire left side. By this time, the turbulence was so
bad that the flight crew were restricted to their seats. It was a full 30
minutes before we were able to get out of our seats and attempt to
clean up.
Without saying a word or even looking at me, the lady forced her
way into the aisle, pulled her carry-on bag out of the overhead
storage and was back in her seat 10 minutes later in a completely
clean and dry outfit. Me, well I checked my bag. Three hours later,
I was still finding bits of noodle plastered to my side and down
the back of my shirt. By the time the flight landed, the smell was
overwhelming.
By the way, a few minutes after the lady had settled back in her seat
she hit the attendant call button. When the flight attendant arrived,
the lady asked - without hesitation - if it would be possible to get
another one of those soup thingies as she was famished. I burned a
stare through the flight attendant that could have ignited an ice cube.
Thankfully, the attendant said no and instead offered her a handful of
pretzel packages.
On the ground in LA, I made a beeline for the baggage carrousel.
Forty-five minutes later I was still standing there watching a lonely
tennis shoe taking laps around the belt. My bag, I was later informed,
had regrettably been misloaded on a flight to Las Vegas. I’m pretty
sure it had better luck than I did.
Simply Seatrade is the corporate magazine of the Seatrade group of companies, published in April, August and November