08.31.07
TradeWinds
My favourite source of news about the shipping industry is the international shipping newspaper TradeWinds. It is published in Norway, and issued weekly. It has all the information about markets, trends, legislation etc. that I need to stay up to date.
There is an online edition as well at http://www.tradewinds.no/
Sand!
Sand! And in the desert of all places. Who would have thunk it? This fine warning sign is from Namibia.

08.28.07
History lesson
I was up early this morning, mainly because part of the ‘electrical system with Chinese characteristics’ in my house decided to go up in flames at 6am. I fled to the basement, and let the ‘electricians’ do their job. With a little luck they will finish this week.
I took the time to surf some of the blogs I follow, and stumbled on this little gem. Famous historian MyLaowai had me in stitches with his ‘A True History of the P.R.C.’
08.25.07
Sterling Hayden, great quote.
A friend passed this on to me today, a truly great quote:
“To be truly challenging, a voyage, like a life, must rest on a firm foundation of financial unrest. Otherwise, you are doomed to a routine traverse, the kind known to yachtsmen who play with their boats at sea… cruising, it is called. Voyaging belongs to seamen, and to the wanderers of the world who cannot, or will not, fit in. If you are contemplating a voyage and you have the means, abandon the venture until your fortunes change. Only then will you know what the sea is all about. I’ve always wanted to sail to the south seas, but I can’t afford it.” What these men can’t afford is not to go. They are enmeshed in the cancerous discipline of security. And in the worship of security we fling our lives beneath the wheels of routine – and before we know it our lives are gone. What does a man need – really need? A few pounds of food each day, heat and shelter, six feet to lie down in – and some form of working activity that will yield a sense of accomplishment. That’s all – in the material sense, and we know it. But we are brainwashed by our economic system until we end up in a tomb beneath a pyramid of time payments, mortgages, preposterous gadgetry, playthings that divert our attention for the sheer idiocy of the charade. The years thunder by, The dreams of youth grow dim where they lie caked in dust on the shelves of patience. Before we know it, the tomb is sealed. Where, then, lies the answer? In choice. Which shall it be: bankruptcy of purse or bankruptcy of life?”
- Sterling Hayden
08.21.07
Dear FutureMe
What if you could write yourself a letter, to be delivered in 1 year, 2 years, or 10 years time? A letter in which you could write down where you are, what you think you have achieved, or what has happened in the world up to that specific date in the future.
This is possible now thanks to FutureMe.org. Simply send an email to yourself or your friends, to be delivered in the future on the date of your choice. Cool!
08.19.07
Quality
08.18.07
Getting the Stranded Mariner afloat again.
After many months, if not years, of thinking and talking about it, I have finally made up my mind. I am going to have a sailing boat built. Big enough to live on, and use as my future home. But also not too big to handle by myself.
I have chosen for the Dix 43, with a steel hull and centre cockpit, designed by Dudley Dix Yacht Design. I like steel hulls, because they are easy to maintain and repair, without needing sophisticated tools and methods. I don’t mind the extra weight, as speed is not really an issue for the cruising that I have in mind. The centre cockpit allows for a good view in all directions, important when cruising and maneuvering alone. Also it lets me build a nice big cabin aft, in addition to the 2 possible double cabins ahead. I will sacrifice one of the cabins ahead to build a little workshop and storage room.
The Dix 43 is a radius chine steel cutter with the following main dimensions:
LOA 13.35m, LWL 11.87m, Beam 4.10m, Draft 1.80m
Displacement 14.3 tons, ballast 4000kg. Sail area (Main + Fore-triangle) 91.44 m2
I am still looking for a place to build her, preferably in China, Vietnam, or Thailand.
Also I am considering a number of modifications to the hull, and I am making a ‘wish list’ of how I want to do the outfitting. I hope to be able to start in the second half of 2008. I expect the hull construction to take about 3 months, and the outfitting another 9 -12 months. I will regularly report on the progress here.
North-East China trip
Last week I went to visit shipyards in North-East China, together with two of my colleagues from Shanghai.
On Tuesday, day 1 we flew from Shanghai to Yantai in Shandong province. Yantai is famous for its wine and fruit, like apples and peaches. It also has a small beach, which is very popular this time of the year. The weather is quite pleasant this time of the year, and not as hot and humid as Shanghai in summer. Above all, the air is much cleaner too. After arriving in Yantai we first looked for a place to have lunch. The Japanese restaurant in the ‘Machinery Hotel’ was closed unfortunately. Instead we went to one of the many good Korean restaurants in this town.
The first yard we visited was Penglai Zhongbai Jinglu Ship Industry. Originally this company used to be in the fishery business, and as many others tries to jump on the bandwagon of the booming shipbuilding industry in China. The yard itself is still under construction, but there already 20 vessels in the order book, of which 16 confirmed. The first two will be two 5,500 dwt product tankers for a Swedish owner. They will save about 30% by building the ships here, instead of Europe, and take the massive delays and substandard quality for granted.
On day 2 we went to Yantai Raffles Shipyard. The yard has been around for quite a few years, and has built up a name in the offshore industry. They are building semi-submersible drilling rigs, FPSO’s, pipe laying vessels, and specialized heavy lift and transport vessels, but also bulk carriers and mega-yachts like the 76 meter motor yacht ‘Nero’ for a Turkish owner. On the pictures the entrance of the yard with the nearly completed 20,000 tons gantry crane, and the nearly completed ‘Nero’. Also at this yard the projects suffer from delays due to incompetent management and workforce.
The next day we were supposed to be in Dalian. However plane tickets were sold out for the next two days. So we took the night ferry from Yantai to Dalian, which does the passage in about 7 hours. Our vessel was the ‘Bang Chui Dao’, built together with her sister vessel the ‘Hai Yang Dao’ by Van der Giessen-de Noord in the Netherlands in 1995.
In the morning of day 3 we visited Dalian Shipbuilding Industry, which is a fusion of Dalian Shipyard and Dalian New Shipyard. This is one of the top new building yards in China, with an impressive order portfolio. After an excellent seafood lunch (the seafood in Dalian is the best in China, and I believe the only that is safe also) and visiting some purchasing agents in the afternoon, we continued our trip by plane to Qingdao, the capital of Shandong province. On Friday, day 4 we visited Qingdao Hyundai Shipbuilding, a joint venture between a local yard and the famous Korean ship builder. Finally in the afternoon it was time to go back to Shanghai, and enjoy a well earned weekend.
China ship building. Will the boom continue?
It’s been a good week so far. Not as busy with new incoming orders as usual, because a lot of our customers are still enjoying their summer holidays. But our workshop and field service engineers did not have an idle moment the past 4 weeks. It looks that I will have to hire more staff.
That is something that is getting increasingly more difficult in China. First of all with the ship building and ship repair business still booming, everybody in the industry tries to get the best people. Salaries have been on the rise continuously in this business, with year on year increases between 10% to 15% rather the norm than an exception.
Next week I will be traveling again. First Shandong province where visits to ship yards (mainly new building yards) in Yantai and Weihai are on the program. Then to Dalian for a couple of days, before returning to Shanghai on Friday again. I will meet a lot of ship owners who are building ships on Chinese yards, and I am very interested every time in their feedback.
The feedback has been changing over time. 6 – 8 years ago there were only about 25 – 40 yards that mattered, and were reasonably ‘modern’. Owners talked about increasing quality and a trend to be able to build more complicated ships like chemical tankers, and offshore vessels.
Since that time there has been an explosion of new shipyards, and the number of yards that is building for export are close to 200. Traditional repair yards like the ones from the COSCO group, are more and more shifting to new buildings. Many have shifted to building rigs and modules for the offshore, and doing conversions of pipe laying vessels and dredgers.
A great future for the Chinese ship building industry seems a given in such a high demand market. Or did we overlook something? The feedback I have been getting in the past 6 months starts to sound different. Delivery schedules can not be met, prices are going up while quality is being compromised. Many of the new yards lack even the most basic competence or management skills. What’s not lacking is arrogance and limitless corruption.
The Chinese shipbuilding industry will have to do some massive rethinking, if they want to stay competitive. So far, shipowners have accepted inferior quality and delayed deliveries, because the prices were low. With increasing salary costs, inflated production costs due to kickbacks and ‘management fees’ from subcontractors, many owners are asking themselves what they are doing here. For some of them it seems just not worth the hassle.
I talked to a few big offshore contractors with many new building projects in China. They are fed up, and are seriously considering to move their half finished ships to Singapore or Vietnam to be completed. To some owners shipyards in Eastern Europe start to look interesting again for new buildings.
Over the next couple of years it will be interesting to see if China is able to maintain the growth in the ship building sector, or if it is going to price itself out of the market like we see in other sectors of industry. See the article ‘China’s boom too good to last’.
08.09.07
How to profit in China
Being half a year into my new job now, I have been able to do something about at least the most blatant corruption practices in the company I took over. There is more, I know it’s there. I just need to look in the right places, and in some cases more closely. One step at the time. And I have to move careful too. After all I have a family here, and the spitefulness and vengefulness of the people here, once they only feel they have been ‘wronged’, is unsurpassed. Mrs. Mariner’s family members have been spending most of their life pursuing family feuds, and senseless arguing about events that happened decades ago.
I looked in my archives, and this post from EastSouthWestNorth is as valuable and true now, as it was then. Only it is not limited to corrupt Hong Kong managers in Guangdong anymore. The overall situation everywhere in China now is worse than in the examples below. The greed and willingness to cheat and steal of the people here, has absolutely no limits. All face, and no shame.
Corrupt practice by Hong Kong people in mainland China: A Must-Read for small- and medium-sized entrepreneurs setting up factories in mainland China.
The author is a Hong Kong department manager assigned to work in mainland China and is a second-line manager in the electronics production industry for more than 10 years. During this time, the author has seen or heard about many repugnant behavior by managers from Hong Kong in mainland China and wishes to share those experiences. The electronics production industry, especially the smaller factories, do not have adequate internal controls and the owners seldom visit their factories.
Based upon the author’s experience, the best way to swipe a lot of money is to install one’s own trusted lieutenants. Ideally, the personnel manager should be one’s wife. The engineering department, the production department and the warehouse should be manned by one’s own people. In order to hide the secret dealings, it will be necessary to pay people off. Most people in these situations only want to swipe as much as money as possible within a couple of years, without worrying about being fired anytime. What they can make with the illegal and improper moves is ten times, or even a hundred times, more than their regular pay. The following 15 points serve to remind the Hong Kong entrepreneurs who set up small- and medium-sized factories in mainland China that they have to be wary about the ugly Hong Kong managers.
I know a Hong Kong manager named Chen. Two years ago, he was still living in a public housing estate. Today, he has bought houses in Hong Kong and China; he has BMW’s in Hong Kong and China; he has a mistress. His salary is HK$450,000 per annum, but his under-the-table income is HK$7 million per annum.
1. Wages
(a) Invisible wages
At peak season, the factory employs 4,000 people; during the off season, the factory employs 1,000. But there can be many invisible workers. For example, only 1,000 people show up to work, but the accounts (including the worker cards and personnel records) shows 1,500 people. All it takes is forging 500 worker cards. This is easiest with a company that pays with cash. As long as the personnel department and the electronic production department go along, it is easy to forge the worker cards and punch them in and out with a card puncher at a hidden location.
(b) Workers who resigned or leave before the probation period
Their worker cards are collected and then entered in full at the end of the month with the full pay going to oneself.
(c) Deposit
When new employees enter the factory, they have to put down a 30 yuan deposit. For various reasons, many people do not get the deposits back when they leave. This may add up to tens of thousands of yuan at the end of the year. These numbers do not appear in the accounting books, and one can therefore pocket the money at the end of the year.
(d) Fines
Fines when employees make mistakes can amount to tens of thousands of yuan at the end of the year. These number do not appear in the accounting books, and one can therefore pocket the money at the end of the year.
(e) Dismissals
When workers are dismissed for serious problems (such as theft), their wages are often withheld. One can forge their signatures and keep their wages.
(f) Hiring
When it is necessary to hire many people to expand production, one looks for an employment agency. For each new hire, 300 yuan is paid to the agency but one can receive a kickback of 100 yuan per head for more than 10,000 yuan per month.
(g) Uniforms
One speaks to the manufacturer’s sales person and get a 5 yuan kickback for each uniform. If there are 20,000 persons at a factory, and each person orders two, this amounts to 20,000 yuan.
2. Equipment purchase
There are many methods of mischief. In one method, one finds a friend to set up a shell company called A. When the factory wishes to purchase 20 communications machine, one asks companies A, B and C for quotes. Actually, companies A, B and C are all fakes. The contract is then awarded to company A. So company A goes to Guangzhou to buy the equipment and then sells it to the factory at twice the price. At delivery time, there are more tricks such as receiving 10 machines while signing for 20; at inventory time at year’s end, one can buy some second-hand used equipment in place. One can easily make 100,000 to 200,000 yuan. Good equipment can be reported as broken, irreparable or even stolen, and then sold to used equipment dealers. There are many more such tricks.
3. Outsourcing
One looks for other factories to outsource the work while asking for kickbacks. For example, one cent per item paid in cash. The small amounts accumulate over time as long as the boss does not find out. One applies pressure on the Quality Control and Supplier Quality Engineer departments to ignore the quality of these outsourced products.
4. Raw materials
(a) One gets the Production Material Control person to check on the computer to see if there is anything in excess in inventory and sell it immediately. I had once seen that the BOM list was incorrect and there was more than one million triodes in excess. Of course, that was sold off. The production department asks for the more expensive materials than needed and also use them frugally. Also, the computer is rigged to reflect a figure that is more than the actual amount used. This will yield 30,000 to 40,000 yuan per month.
(b) Using inferior material: for example, the client specifies that the aluminum lines must use Alpha metal, but one can use inferior local aluminum at half the cost with a faked invoice from the supplier and cooperation from the Incoming Quality Control (IQC) person. When the client conducts an audit, one switches back to Alpha metal just in time. This will yield 30,000 to 40,000 yuan per month.
5. Decoration
One must find one’s own company to do the work, so that there is room for negotiation. Ideally, the work should be exaggerated and the price inflated, so that it is neither cheap nor good.
6. Large equipment
On one occasion, a large piece of equipment was sent from Hong Kong to mainland China. During the unloading, it was damaged. So a friend was brought in to fix the equipment and the insurance company paid for the maintenance. This is a minor issue, but several days later, the machine came back as a piece of used equipment that is only half new. This was good enough to make more than 100,000 yuan.
7. Cafeteria
One must find one’s own people to manage the place. The food does not have to be too good; it is enough that no worker dies from starvation. From buying rice and salt to selling the leftovers, there are chances for kickbacks everywhere. A factory of 1,000 people can yield 70,000 to 80,000 yuan per month.
8. Residence
One rents from a friend or else one buys one’s own apartment and then leases it back to the company at a high price.
9. Maintenance
(a) Car maintenance. One sets up an arrangement with an outside auto repair shop owner and sends all the factory sedans, trucks and forklifts there every month for maintenance. There is obviously a kickback that is no less than 10,000 yuan per month.
(b) Equipment maintenance. Exaggerate the cost of maintenance, increase the number of maintenance visits and inflate the total amount as much as possible.
(c) Accessories. I know that there was an AI(auto-insertion)/SMT (surface mount) accessory company that offers a monthly kickback of 10% to Hong Kong managers. At the time, the factory needed AI/SMT equipment accessories worth more than 200,000 yuan per month.
10. Fuel sources.
(a) Diesel oil (for the electric generator): go out with the diesel oil supplier for dinner and see if there is any room for discussion.
(b) One then gets an agreement on padding the delivery quantity in return for a kickback. When the diesel oil is delivered, the quantity is padded up. At some factories, it is necessary to get the cooperation of the incoming material inspector to fudge the forms. This will yield 20,000 to 30,000 yuan per month.
(c) Another trick is to have the diesel truck deliver the correct quantity during the day. But in the middle of the night, a diesel truck comes to the factory to pump the diesel oil back out from the fuel storage tank.
(d) Automobile fuel: One sets up an arrangement with an outside petrol station, so that all the sedans, trucks and forklifts must go to that station to re-fuel. The kickback may be worth at least 10,000 to 20,000 yuan per month.
(e) Electricity and water are supplied to the food and convenience stores in front of the factory. Obviously, the big boss has no idea that the stores have to pay for these services.
11. Waste materials
(a) One assigns one’s trusted aide to deal with the garbage recycler, so that 100 pounds is written in as 50 pounds and so on. One can make more than 10,000 yuan per month.
(b) One can sell off perfectly good materials as waste. Certain items are re-usable, but the savings would benefit only the big boss. But if sold off, it will benefit oneself.
12. Car rental
One finds a friend or else one buys one’s own car and then leases it back to the company. The price is obviously set very high.
13. Fixed assets
Each time that the factory moves or re-decorates, there is the opportunity to sell off a lot of old and even new assets.
14. Side business
One can run one’s own business. For example, one can get projects from other factories to run during the night when the boss is sleeping. One uses the boss’s equipment and electricity, and the workers are paid for outside work. At my factory, the Hong Kong factory manager receives printed circuit boards from outside to do surface mounts between 0:00 and 5:00am. By 6:00am, everything is cleared away and all materials and products are trucked away. This went on for two years without the big boss knowing, earning several million yuan for the manager. The worst thing that he was using the boss’s solder paste, which is quite expensive material.
15. Be one’s own boss
One sets up one’s own factory outside to supply simple things (such as screws, iron sheets, A4 paper) to this factory. One makes up the invoice and does one’s own incoming quality control. Obviously, the quality is dubious and the prices are inflated.
China Ship Building Summit 2007
In the Sheraton Hotel, Shanghai on October 18 & 19. Quite interesting topics and speakers this time, and a good opportunity to meet new and interesting people in the maritime industry.
08.07.07
Shell Tankers, ss ‘Zafra’
I was surfing some maritime sites, trying to find some pictures and articles of vessels I used to sail on. I found three pictures of the very first ship I sailed on as an apprentice engineer from 1982 till 1983. It’s the ss (steam ship) ‘Zafra’, which used to be in service for Shell Tankers BV in Rotterdam.
She was built at N.D.M. in Amsterdam in 1960. Main dimensions L x W x H x D: 213.42m x 28.58m x 14.63m x 11.57m and 42,500 dwt.
The steam turbine propulsion plant, 16,000 hp Pametrada turbines, gave her a speed of 16 knots. She went to the wreckers in Chittagong in 1988.


When I sailed on the ‘Zafra’, she was serving as a shuttle tanker between Teesport (near Middlesbrough) and Auk field, a production platform in the North Sea.
08.05.07
gCaptain.com
I found this informative site, called gCaptain.com. Lots of nautical and technical information, an active blog, and a maritime forum. A ‘Must Read’ for anyone with an interest in the maritime business.
Here are some of the highlights of the site:
News Discoverer:
Discover, share and vote on breaking maritime industry news, video and
interesting websites.
http://gcaptain.com/maritime/discoverer
Google CSE – Focused Maritime Search:
Search for maritime information, jobs or sites and let us filter out
the non-maritime results.
http://gcaptain.com/maritime/search/index.html
gCaptain’s Tools and Links:
From viewing nautical pubs & charts online to navigational calculators
and real time weather charts we have all the tools you need free.
http://gcaptain.com/maritime/tools-links/LINKS-dashboard.htm
Blog (Edited Stories):
http://gcaptain.com/maritime/blog/
Forum:
http://gcaptain.com/maritime/forum/
Newsletter:
http://gcaptain.com/maritime/newsletter.html

