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MAERSK TANKERS (продолжение)

WTYPMAN: Предлагаю открыть отдельно тему для танкеристов. LR2 Pool - Aframaxes P-type (109000 dwt); Nova Tankers Pool - VLCCs type (308000-320000 dwt) ; Handytankers - handy/MR type (25000-51000 dwt); Brostrom (куплен в 2009г) - всё, что меньше 25000dwt. ========================== 2nd floor, 18A Armeyskaya street, Odessa, Ukraine tel +380 48 73 42 270 e-mail: UKRCRWJOB@maersk.com www.joinmaerskfleet.com www.maersktankers.com www.maersk.com www.maerskfleet.com Архив - начало темы

Ответов - 253, стр: 1 2 3 4 5 6 7 8 9 10 11 12 13 All

Серега1985: Господа, кто располагает информацией о газовозах этой компании?

androxr: Танкеристы ! Как перейти с контракта 5/2.5 на что-то более лучшее????

Ales: Может кто-то найдет ответ почему люди уходят и что не нравитса,а также проблемы,вопросы... G’day to all, This mail is intended to highlight the problems faced by the crew in general with regards to the present crewing conditions which have worsened over the years, to say the least. I am sure this is a unanimous opinion fleet wide. I would like to highlight problems that I personally faced onboard. 1. Would like to begin with planned sign off dates. The trend lately is that unless the officer does not ask for his relief repeatedly, there is no relieving officer planned for him. At times, courses have been booked ashore with the consent of the crewing dept., and at the time of planned sign off, relief process has not even been initiated at the crewing end. 2. My assignments have been ‘’Emergency’’ embarkations for the past couple of times. Whereas, it has been learnt from the relieved officer that he was just overdue for sign off. It must be noted that, we do not mind sacrificing our planned vacation once in a while for an authentic emergency onboard. But, projecting fake emergency scenarios is not ethically correct. Such ‘’Emergencies’’ are normally conveyed to us by telephone and not by email. 3. Promotions: It has been sadly observed, that promotions are painfully slow for Maersk officers who have been brought up in Maersk since cadetship. I am a Maersk cadet and in my career I have noticed that lately many officers have been employed from other companies. Now, the appraisal system in Maersk is excellent and effective but what measures have been taken to check the performance of officers hired from outside? We have rules that we need at least 2 recommendations, 30 months sea time and many additional criterions. But, since promotions are faster outside, officers who are newly hired have effectively jumped the line, and eventually even if we have fulfilled all the required criterions like TOPs, recommendations, there are no slots available for us. I must point out that some of the experienced officers hired from other companies are excellent, nevertheless, our opportunities are minimised. If you carefully analyse, you will notice that very few loyal Maersk International employees are left and most of them have quit primarily due to lack of promotion opportunities. 4. Coming to the latest ‘’Cost saving initiative’’ of 1 crew change per month. Let me just summarize the latest changes made in the contracts. I was on 4 months contract, with 0.65 day of leave for every working day. Then most junior officers were forced to change to ‘’New International Contract’’ which states 5 months contract +or-1 month and the latest ‘’Cost saving initiative’’ emails clearly state that we might have to sail for an extra month due to these measures. That means, an officer who was sailing for 4 months, now might have to sail for 6 months. Today, where companies worldwide are reducing the sailing tenure, Maersk sailors are on a downward trend. 5. Would like to point out the communication between us and the crewing dept. or rather the lack of it. It has been noticed repeatedly that we have to resend a particular mail several times to get some response from the crewing side. The reasons are varied from leaves to complete silence. Would like to suggest that a prompt reply just stating that our emails will be replied to later on would suffice if the crewing is busy or on leave. It is imperative that these suggestions are not taken as pointing fingers and are taken in the same spirit as how all the previous ‘’Cost saving initiatives’’ with regard to crewing have been accepted and implemented by the sea staff. # The mandatory flag state courses required prior joining a vessel should be planned well in advance, it has been observed that there is no proper follow up between the crewing and training department. The required courses have been planned at the last moment prior joining causing delay in joining and thus resulting in a delay for being relieved. # Nowadays, to obtain a Schengen visa it almost takes 15days, even after being aware of this fact on several occasions it has been experienced that the relief has been delayed due to same, the reason being improper planning!! Why is it that the procedure for obtaining the visa has to be started only when a crew member is about to finish his contract tenure onboard???? During seminars it was discussed that the crewing was facing challenges in most of the crew changes carried out in Europe and that was only because of the time factor in obtaining the Schengen visa, hence we were informed that the crewing would be asking all crew members to apply for a multiple entry visa with a validity of 3-4 years. It has been more than a year and we are still waiting!!!! # To cut down on the hotel expenses during transit flights, the travel department nowadays have been advising connecting flights which are exactly in the opposite direction of the destination port, we understand the cost saving factor but does it really justify in increasing not only the transit as well as travel time but also the fatigue prior joining a vessel !!!!! Often when I write to the crewing department they never reply at all, and when they do it’s not right away its after days sometimes weeks. And I don’t receive phone calls with updates, only e-mails, and it has been like that for some years now. And when I actually receive something from them the tone in the e-mails is often angry or threatening tone. And I truly believe that the only reason why I’m roughly been relived on time, is that I write the crewing department when there is about 2 weeks left, if there is any news about my reliever. It the same when I have to join a vessel, last time I got due notice was the summer of 2009, with the exception of the one year, were I was, in cooperation with another MO, allowed to come up with our own plan for relieve on that vessel. But even then If I had not been in close contact with the vessel I would not have come to know the exact day for relieve. After returning home for some vacation, middle of July, been home for about 2 weeks I was trying to write crewing, and only reply was that the mail did no longer exist. After writing to another department I got the right e-mail address. Makes you wonder why they don’t send it out to all crew when it is changed. I’m sure they would not like it if I changed my e-mail and did not tell them. But then I wrote them and asked if they could tell me when they were planning me to join a vessel. Then the reply was if I could tell me some more about myself, because they could not find me. So I gave my name and A.P.Møller id again. After about one month they came back they found me thru payroll. Middle of august I received reply from crewing that I had 33 days compulsory days on the 31 august. Then of course I started to forward going out in September. And the possibility of being home for Christmas, I had not been home the previous 2 Christmas’s. But I heard nothing from crewing. Finally the 24th of October receiving an e-mail if I could join a vessel as 2/O, not an MO as I was that the time, on the 27th October, and stating that I would sign off around the 11 January. Making me miss out on Christmas and New Year’s again. But saying that sins I knew that I did not have any more days’ vacation, I felt that I had to go. Crewing told me in not so nice words, that I could stay at home, I just had to pay for it myself and that if I had not told them when I would be ready to join a vessel. The thing is that my agreement clearly states that crewing is responsible for planning my tours on vessels. Then I did not hear anything from them for more than one week, and then I got an e-mail saying that I should join on the as an 3/E and not the 2/O they started to plan me as, then on the 10th of November, flight details came on the 11th for the flight on the 12th. Then just a few days after joining, came the advanced crew change plan excel file. Stating that I should do 3 months on the vessel even my agreement says only 11 weeks, and every time I have spoken with people form the Copenhagen office they say that the goal is 10 weeks, to keep the last week as reserve if there is no reliever or port. After writing the crewing department again, to tell them this, it was changed. But leaves you wondering if they even have the slightest ideas of the agreements we have. And again this last vacation I heard nothing form crewing for a long time, and finally they send me an e-mail on a Wednesday asking if I could join a vessel on the coming Saturday, that vessel being Ribe Mærsk I could easily see that they would want me to fly out the next day or early Friday. As I was on vacation away from my home, I told them that I could not, make it home in time. The next day they asked if I could join Rita Mærsk the following week. I could but cutting my planed vacation trip short. Now because of the long periods at home, which I did not ask for, I now owe the company a lot of vacation. As I did not as for the longer vacations I’m not that much happy about that, it makes me think that eventually they will write to me after a very short time home to send me out again, not giving me time to rest, recover and spend some time with friends and family. Not knowing anything about how long time I could expect to be at home, planning of vacation trips with friends and family have become next to impossible. And now this new thing where they want to extend me with up to a month without asking us before, if it would be okay, is just adding unnecessary stress to our lives. Again making me doubt that the crewing department know the Danish agreement, with us gaining extra days leave for overdue signoffs. Furthermore at a briefing in Svendborg we were told that after getting one recommendation to promotion we would be promoted from MO4 to MO3, I got that, on 2 separate vessels, then upon joining the 3ed vessel with still no promotion to MO3 I wrote crewing to ask, the reply was they had forgotten to inform me but that I was MO3 from beginning of that assignment. At the same briefing in Svendborg, we were told that when we were MO3 we needed 2 recommendations to become MO2, after earning my 2 recommendations. I again wrote the crewing department why I did not hear anything from them, they replied that there were no longer using MO2’s. Why was this not informed to us in the fleet. More and more it feels like that we are on a need to know basis in the fleet, and apparently we never need to know anything. Coming to appraisals, I’m having serious doubts that they are actually been looked at. I have more times over been writhing requests for further training and courses, amongst other things. But nothing happens, even with ones been highlighted for the office by my senior officers. There is no doubt that if I had performed, at the same level, as the crewing department the last couple of years I would have been sacked a long time ago. Just to summarize on above. No action is initiated from crewing regarding relieving of crewmember unless reminder from vessel or on signer. Not according to procedure. No timely information forward to off signer / on signer about approximately relieving date. Not according to procedure. No or very late reply to mails forwarded to crewing. An often reply receives after several remainders. Not according to procedures. Now when crewmembers are invited to seminars then they are allowed to bring with them spouse and children. Cost saving? When cubing crewmembers they often arrive at the final destination airport with several hours between first and last arriving. If the vessels have been operated in this manner the crewmembers would have been given several written warnings. The performance of the crewing department has become worse in the last couple of years. From talks with other vessels/crewmembers we have learnt that above are very common problems for all vessels. To make it very short. SHAPE UP!

Kuleziba: Ales пишет: Может кто-то найдет ответ почему люди уходят и что не нравитса,а также проблемы,вопросы... На этот вопрос я ответ не дам, но дам ответ по вашему пункту 5 и всё что к нему привязано. Вы пишете, что паршиво реагируют на письма, господа и дамы из крюина. Скорее всего, вы пишите письма в украинский офис на английском - ну судя из такого внушительного текста. Ну вот в этом как раз и проблема. Постарайтесь, в следующий раз, найти возможность написать на русском. Дело в том, что в нашем офисе компании, сломалась программа переводчик, которая была установлена для использования по внутренней сети. Другими программами, в том числе и онлайн переводчиками, работникам пользоваться запрещается, а новую версию или восстановить работу старой -всё как то не получается.. Кстати, программа называется Промт. Заготовленными заранее ответами, путем копирования с одного тело в другое - делу не поможешь, а что бы ответить на нежданный вопрос, для этого надо каждое слово по бумажному лицензионному словарю переводить - как in так и out mail - а на это, сам должны понимать, времени нет. Вот и приходится тупить или просто инорировать. Вы просто должны войти в положении компании, не все могут оперировать так чуждым языком, как вы... Затянувшаяся шутка. Но по факту, тормоза, на которых работает наш офис, касательно связи (communication) с моряками, ничем пока объяснить нельзя.

Ales: Kuleziba пишет: Вы пишете, что паршиво реагируют на письма, господа и дамы из крюина. Скорее всего, вы пишите письма в украинский офис на английском - ну судя из такого внушительного текста. Ну вот в этом как раз и проблема. Уважаемый,перчитайте еще раз полностью-каким боком наш крюинг относитса к сменам и к повышению в должности? Это письмо пришло от экипажа другого судна,кому-то там "урвався терпець",подозреваю что индусу,2му помохе или же нашему...

Kuleziba: Ales пишет: Уважаемый,перчитайте еще раз полностью-каким боком наш крюинг относитса к сменам и к повышению в должности? Это письмо пришло от экипажа другого судна,кому-то там "урвався терпець",подозреваю что индусу,2му помохе или же нашему... Да - нет, начитался. Это вы немного не поняли. Я сделал акцент на пункт 5 (и всё) по поводу отзывчивости НАШЕГО офиса - используя момент и возможность, данную вашим постом. -:) Ключевое предложение: Но по факту, тормоза, на которых работает наш офис, касательно связи (communication) с моряками, ничем пока объяснить нельзя. Ну где только берут этих девиц для работы вофис? Такое ощущение, что они дик в руках не держали. Тормоза на каждом шагу. А по всему остальному по тексту - без комментов - этож субъектив, так сказать... Я может и не со всем согласен... Нос по ветру!

androxr: Наш Крюинг к этой переписке не имеет никакого отношения. От кого Rita Maersk - Master <master@rita.maersktankers.com> Кому crewopshandy1mt@maersk.com, Eric.Von.Livonius@maersk.com Копия opssin@handytankers.com, CREWTANKMTIND@maersk.com, maropsmt@maersk.com, tecmtcph@maersk.com, MCMMNLTNK, wulff@turbopost.dk, Tommy.Thomassen@maersk.com Когда 1 июн. в 08:20 G’day to all, ---------------------------------------------------------------------------------------------------------------------- This mail is intended to highlight the problems faced by the crew in general with regards to the present crewing conditions which have worsened over the years, to say the least. I am sure this is a unanimous opinion fleet wide. I would like to highlight problems that I personally faced onboard. 1. Would like to begin with planned sign off dates. The trend l ately is that unless the officer does not ask for his relief repeatedly, there is no relieving officer planned for him. At times, courses have been booked ashore with the consent of the crewing dept., and at the time of planned sign off, relief process has not even been initiated at the crewing end. 2. My assignments have been ‘’Emergency’’ embarkations for the past couple of times. Whereas, it has been learnt from the relieved officer that he was just overdue for sign off. It must be noted that, we do not mind sacrificing our planned vacation once in a while for an authentic emergency onboard. But, projecting fake emergency scenarios is not ethically correct. Such ‘’Emergencies’’ are normally conveyed to us by telephone and not by email. 3. Promotions: It has been sadly observed, that promotions are painfully slow for Maersk officers who have been brought up in Maersk since cadetship. I am a Maersk cadet and in my career I have noticed that lately many officers have been employed from other companies. Now, the appraisal system in Maersk is excellent and effective but what measures have been taken to check the performance of officers hired from outside? We have rules that we need at least 2 recommendations, 30 months sea time and many additional criterions. But, since promotions are faster outside, officers who are newly hired have effectively jumped the line, and eventually even if we have fulfilled all the required criterions like TOPs, recommendations, there are no slots available for us. I must point out that some of the experienced officers hired from other companies are excellent, nevertheless, our opport unities are minimised. If you carefully analyse, you will notice that very few loyal Maersk International employees are left and most of them have quit primarily due to lack of promotion opportunities. 4. Coming to the latest ‘’Cost saving initiative’’ of 1 crew change per month. Let me just summarize the latest changes made in the contracts. I was on 4 months contract, with 0.65 day of leave for every working day. Then most junior officers were forced to change to ‘’New International Contract’’ which states 5 months contract +or-1 month and the latest ‘’Cost saving initiative’’ emails clearly state that we might have to sail for an extra month due to these measures. That means, an officer who was sailing for 4 months, now might have to sail for 6 months. Today, wh ere companies worldwide are reducing the sailing tenure, Maersk sailors are on a downward trend. 5. Would like to point out the communication between us and the crewing dept. or rather the lack of it. It has been noticed repeatedly that we have to resend a particular mail several times to get some response from the crewing side. The reasons are varied from leaves to complete silence. Would like to suggest that a prompt reply just stating that our emails will be replied to later on would suffice if the crewing is busy or on leave. It is imperative that these suggestions are not taken as pointing fingers and are taken in the same spirit as how all the previous ‘’Cost saving initiatives’’ with regard to crewing have been accepted and implemented by the sea staff. < /span> ------------------------------------------------------------------------------------------------------------------------ # The mandatory flag state courses required prior joining a vessel should be planned well in advance, it has been observed that there is no proper follow up between the crewing and training department. The required courses have been planned at the last moment prior joining causing delay in joining and thus resulting in a delay for being relieved. # Nowadays, to obtain a Schengen visa it almost takes 15days, even after being aware of this fact on several occasions it has been experienced that the relief has been delayed due to same, the reason being improper planning!! Why is it that the procedure for obtaining the visa has to be started only when a crew member is about to finish his contract tenure onboard???? During seminars it was discussed that the crewing was facing challenges in most of the crew changes carried out in Europe and that was only because of the time factor in obtaining the Schengen visa, hence we were informed that the crewing would be asking all crew members to apply for a multiple entry visa with a validity of 3-4 years. It has been more than a year and we are still waiting!!!! # To cut down on the hotel expenses during transit flights, the travel department nowadays have been advising connecting flights which are exactly in the opposite direction of the destination port, we understand the cost saving factor but does it really justify in increasing not only the transit as well as travel time but also the fatigue prior joining a vessel !!!!! ------------------------------------------------------------------------------------------------------------------------ Often when I write to the crewing department they never reply at all, and when they do it’s not right away its after days sometimes weeks. And I don’t receive phone calls with updates, only e-mails, and it has been like that for some years now. And when I actually receive something from them the tone in the e-mails is often angry or threatening tone. And I truly believe that the only reason why I’m roughly been relived on time, is that I write the crewing departme nt when there is about 2 weeks left, if there is any news about my reliever. It the same when I have to join a vessel, last time I got due notice was the summer of 2009, with the exception of the one year, were I was, in cooperation with another MO, allowed to come up with our own plan for relieve on that vessel. But even then If I had not been in close contact with the vessel I would not have come to know the exact day for relieve. After returning home for some vacation, middle of July, been home for about 2 weeks I was trying to write crewing, and only reply was that the mail did no longer exist. After writing to another department I got the right e-mail address. Makes you wonder why they don’t send it out to all crew when it is changed. I’m sure they would not like it if I changed my e-mail and did not tell them. But then I wrote them and a sked if they could tell me when they were planning me to join a vessel. Then the reply was if I could tell me some more about myself, because they could not find me. So I gave my name and A.P.Møller id again. After about one month they came back they found me thru payroll. Middle of august I received reply from crewing that I had 33 days compulsory days on the 31 august. Then of course I started to forward going out in September. And the possibility of being home for Christmas, I had not been home the previous 2 Christmas’s. But I heard nothing from crewing. Finally the 24th of October receiving an e-mail if I could join a vessel as 2/O, not an MO as I was that the time, on the 27th October, and stating that I would sign off around the 11 January. Making me miss out on Christmas and New Year’s again. But saying that sins I knew that I did not have any more days’ vacation, I felt that I had to go. Crewing told me in not so nice words, that I could stay at home, I just had to pay for it myself and that if I had not told them when I would be ready to join a vessel. The thing is that my agreement clearly states that crewing is responsible for planning my tours on vessels. Then I did not hear anything from them for more than one week, and then I got an e-mail saying that I should join on the as an 3/E and not the 2/O they started to plan me as, then on the 10th of November, flight details came on the 11th for the flight on the 12th. Then just a few days after joining, came the advanced crew change plan excel file. Stating that I should do 3 months on the vessel even my agreement says only 11 weeks, and every time I have spoken with people form the Copenhagen office they say that the goal is 10 weeks, to keep the last week as reserve if there is no reliever or port. After writing the crewing department again, to tell them this, it was changed. But leaves you wondering if they even have the slightest ideas of t he agreements we have. And again this last vacation I heard nothing form crewing for a long time, and finally they send me an e-mail on a Wednesday asking if I could join a vessel on the coming Saturday, that vessel being Ribe Mærsk I could easily see that they would want me to fly out the next day or early Friday. As I was on vacation away from my home, I told them that I could not, make it home in time. The next day they asked if I could join Rita Mærsk the following week. I could but cutting my planed vacation trip short. Now because of the long periods at home, which I did not ask for, I now owe the company a lot of vacation. As I did not as for the longer vacations I’m not that much happy about that, it makes me think that ev entually they will write to me after a very short time home to send me out again, not giving me time to rest, recover and spend some time with friends and family. Not knowing anything about how long time I could expect to be at home, planning of vacation trips with friends and family have become next to impossible. And now this new thing where they want to extend me with up to a month without asking us before, if it would be okay, is just adding unnecessary stress to our lives. Again making me doubt that the crewing department know the Danish agreement, with us gaining extra days leave for overdue signoffs. Furthermore at a briefing in Svendborg we were told that after getting one recommendation to promotion we would be promoted from MO4 to MO3, I got that, on 2 separate vessels, then upon joining the 3ed vessel with still no promotion to MO3 I wrote crewing to ask, the reply was they had forgotten to inform me but that I was MO3 from beginning of that assignment. At the sam e briefing in Svendborg, we were told that when we were MO3 we needed 2 recommendations to become MO2, after earning my 2 recommendations. I again wrote the crewing department why I did not hear anything from them, they replied that there were no longer using MO2’s. Why was this not informed to us in the fleet. More and more it feels like that we are on a need to know basis in the fleet, and apparently we never need to know anything. Coming to appraisals, I’m having serious doubts that they are actually been looked at. I have more times over been writhing requests for further training and courses, amongst other things. But nothing happens, even with ones been highlighted for the office by my senior officers. There is no doubt that if I had performed, at the same level, as the crewing department the last couple of years I would have been sacked a long time ago. Just to summarize on above. No action is initiated from crewing regarding relieving of crewmember unless reminder from vessel or on signer. Not according to procedure. No timely information forward to off signer / on signer about approximately relieving date. Not according to procedure. No or very late reply to mails forwarded to crewing. An often reply receives after several remainders. Not according to procedures. Now when crewmembers are invited to seminars then they are allowed to bring with them spouse and children. Cost saving? When cubing crewmembers they often arrive at the final destination airport with several hours between first and last arriving. If the vessels hav e been operated in this manner the crewmembers would have been given several written warnings. The performance of the crewing department has become worse in the last couple of years. From talks with other vessels/crewmembers we have learnt that above are very common problems for all vessels. To make it very short. SHAPE UP! TO ALL: Feel free to comment on above Brgds Crew RITA MAERSK

James Bond: Доброе Утро! Скажите кто сталкивался с такой проблемой:на судне установлен сервер,есть два сокета для дисков -HYP 1 и HYP 2,когда нужно установить софт-E-book к примеру,или E navigator, звоню в vesselitsupport.Сейчас,они не понимают как сделать import book,с расширени ebk,через софт.Короче уже долго это продолжается.Вопрос вот в чем-Кто знает как с сервера получить доступ к этим дискам и самому все установить? Спасибо заранее!

temic88:

HighLander: Господа! Какой оклад у С/О на продуктовозах в вашей прекрасной компании?

wartist: И мне по-секрету можно!)) Я про оклад...

Namtar: А темы маерские как-то заглохли последнее время. Но раз у нас о родных компаниях либо плохо, либо ничего - то это добрый знак) HighLander пишет: Какой оклад у С/О на продуктовозах в вашей прекрасной компании? выйдет где-то 11 на круг, в зависимости от сеньорити, кэповской лицензии и прочих мелочей

Ales: Может кто из форумчан работает в Бросторме? Желательно 2мехи-деды? Хотелось бы услышать мнение,желательно 2мехи-деды,действительно ли так все запущено и мрачно,как "даки" поют об этом? Или это напускное???

Namtar: Под брендом бростром сейчас 14 судов, все 15 тысячники, 5 судов N-класса (бывший маерск, Китай), 5 судов А-класса (Турция), еще 3 D-класса и Bro Juno. А и N-классы - один и тот же проект, но строились разными шипярдами для разных компаний. По инженерной части на них особых проблем нет, единственное, что большинство работает в Северной Европе на очень коротком плече. Кильским каналом можно любоваться практически еженедельно). Про остальные четыре (D-класс и Juno) сказать ничего не могу. Разве что вижу что на D-классе портов захода поболее, чем у нас. Есть еще 8 тысячники (их 3) G-класса но их сейчас пытаются продать, и как все надеются, удачно. Там больше сотни портов захода в год. Слухи об ужасных Бростромовски судах идут скорее всего от тех, что передали в handytankers вроде Christianbro, Edgar, Erin и прочих. Но теперь это уже Maersk. Он старые и были совершенно убиты внешним менеджментом на момент продажи. Информацией о том как там сейчас ситуация не обладаю.

SegundoPiloto: Если кто владет какой инфои о газиках маерска отпишптесь пожалуйста в лч интересует 2 ПКМ, что возят , скока лет

Namtar: Продали Bro Gothenborg, Bro Goliath, Bro Gothia Maersk Tankers sells small European fleet (Oct 26 2012) Maersk Tankers is to sell its small Northwest Europe fleet to Swedish-based shipowner Erik Thun. Some 12 of the 13 tankers in this segment are already owned to 50% by Thun and 50% by Broström, while the remaining vessel is fully owned by Broström. The fleet comprises 1.7% of Maersk Tankers invested capital. Hanne Sørensen, CEO Maersk Tankers, said: ”It is part of Maersk Tankers strategy to constantly look at how we can optimise our portfolio and our business. We are now in a process of simplifying and streamlining our business, which includes focusing on fewer segments going forward and this divestment opportunity comes at the right time and under the right conditions. “Thun has extensive experience in this segment and we are confident that they will continue running the business successfully. We are passing our customers on to very capable hands,” she said. The current employees will all be offered positions with the new owner, in the Gothenburg area. Maersk Tankers said that it was working closely with Thun to ensure a smooth transition of the vessels and to support the employees in the period of transition. Anders Källsson, CEO Erik Thun, said: “It is a natural step for Thun to invest further in the small tanker segment by taking over Broström’s 50% share in the vessels. It will keep this fleet together and we will continue to offer high-quality service to the customers without any interruption. Our co-operation with Broström has been very successful and we are determined to continue running this segment, under the name Thun Tankers, with the highly qualified employees from Broström.” The sale is subject to approval by competition authorities. Both parties have agreed not to disclose the terms and conditions of the sale. The divestment has no implications for other segments operated by Maersk Tankers, the company said. As announced in August this year, Broström’s remaining Gothenburg activities will be moved to Copenhagen. Most of the functions will be fully or partly relocated to Denmark by the end of this year, a Maersk Tankers’ spokesperson told Tanker Operator.

bizon: HighLander пишет: слышал 12000 зеленых

papazol: А что это за распродажа? Продают handyгазовозики 11 штук Maersk Nautilus и Maersk Nucleus направляются на "cold lay-up in Brunei Bay" народ походу перебрался сюда Maersk-Tankers

Namtar: По поводу продажи газовозов Maersk quits handysize gas carrier sector (Nov 23 2012) Maersk Tankers has sold all 11 vessels in its Handygas segment to Navigator Gas. The divestment allows the AP Moller-Maersk subsidiary to focus on fewer segments and releases capital for future investments, the company said. Hanne Sørensen, CEO Maersk Tankers explained: “Navigator Gas presented us with a great business proposition that supports our aim to simplify and release capital for future investments. Navigator Gas is an experienced and well-renowned player and I am confident that they will deliver the same first-rate service to our customers as we have.” David Butters, chairman, president and CEO of Navigator: “We are pleased to be able to acquire Maersk Tankers modern fleet of handysized vessels and based on our shared views of maintaining the highest operating standards, we are certain that we can continue to deliver excellent service to all stakeholders within our industry.” The sale affects around 300 seafarers on the Handygas vessels. It is expected that all seafarers will be transferred to other vessels in the Maersk Tankers fleet, or be offered employment by Navigator Gas. Maersk Tankers said that it was working closely with Navigator Gas to ensure a smooth transition of the vessels and to support the employees in the period of change. The company said that it will fulfill all existing contractual commitments and the vessels will be delivered individually to Navigator Gas during the period 31st January through the fourth quarter of 2013. Избавляются от непрофильных активов,. Сначала малыши, теперь остатки газового сектора. Ну и еще с конца года Maersk Tankers будет отдельной компанией, а не частью A.P. Moller-Maersk. Официально - для упрощения финансовой структуры.

papazol: Namtar пишет: Maersk Tankers будет отдельной компанией, а название какое будет? Маерск Танкерс?



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