Page 11 - Navigator 2021

SALT WATER COURSES THROUGH THE VEINS OF ROBERT DE JONGE, THE NEW CHAIRMAN OF THE PILOTAGE REGION AMSTERDAM-IJMOND. HIS GRANDFATHER WAS A CAPTAIN, HIS FATHER WAS A CAPTAIN AND HE HIMSELF WAS ALSO A CAPTAIN BEFORE JOINING THE DUTCH MARITIME PILOTS’ ORGANISATION. IN EARLY 2022, DE JONGE WILL TAKE OVER THE GAVEL FROM JOHAN VAN DER LAAN. THE TIMING
IS SIGNIFICANT, AS THIS IS WHEN THE NEW SEA LOCK AT IJMUIDEN - THE LARGEST IN THE WORLD WITH 500 METRES - WILL BECOME OPERATIONAL.
“I worked my way up from the bottom,” says De Jonge (53). “I started my career as a sailor and then advanced to the position of captain on a dry cargo ship until I switched to the Dutch Maritime Pilots’ Organisa- tion at the age of 36. That was quite late – most pilots start around the age of 32 - but I first wanted to sail as captain for a few years. By the way, 32 is a good age to make the switch. A pilot must radiate a certain degree of maturity when standing next to a captain on the bridge; at that age, this maturity is usually present. I also have lots of experience in administrative functions. In addition to my work as a pilot, I served on the board of the pension fund for registered pilots for fourteen years, the last six of which as chairman. And similar to my new, current position as chairman of Amsterdam-IJmond, I was surrounded by an excellent team at the pension fund.”
IMPORTANT DUTIES AS CHAIRMAN
“In our capacity as professional pilots, we must ensure that we remain relevant to everyone who relies on our service provision: captains, fellow nautical service providers, port services and terminals,” sum- marises De Jonge. “That means combining the safety of ship, crew, cargo and environment with the smooth, safe and efficient handling of shipping traffic to optimally serve the economic interests of all stake- holders. Since ships are legally obliged to make use of our services, our added value within that process must be unequivocally clear.”
“Team play is crucial to achieve that. How do you build a good team?
‘SINCE SHIPS ARE LEGALLY OBLIGED
TO MAKE USE OF OUR SERVICES, OUR ADDED VALUE WITHIN THAT PROCESS MUST BE UNEQUIVOCALLY CLEAR‘
Who do you work with? How do you get the most out of people and their environment? Can you ensure that we complement each other by making even better use of everyone’s specific knowledge and skills? This means you also need to know what people can and want. After all, this is not about the individual, but always about the collective. This applies to us internally within the Dutch Maritime Pilots’ Organisation, but equally also to partners such as mooring crews, towage services, traffic controllers, lock masters, harbour masters and anyone else who I may have forgotten but who is committed to the greater goal. A good relationship is important, but frustrations should be discussed as well. After all, there is no polish without friction. All the stakeholders serve
a higher interest here: ensuring that the port of Amsterdam is and will continue to be relevant. This now also includes the new lock, which we will need to learn to use optimally. I can assure you that is not easy.”
NEW LOCK, NEW CIRCUMSTANCES
“The lock constitutes a barrier between ‘heavy’ salt water and ‘relati- vely light’ fresh water,” explains De Jonge. “For example, if the gate slides open on the landward side, salt water enters the North Sea Canal at the bottom and fresh water flows into the lock at the top. Due to the size of the new lock, enormous forces are released – you need to be prepared for that. Everyone involved must know what is happening and anticipate this. Tugboat captains, sailors and crews. Careful com- munication is key. Here, the pilot has to act like a conductor in a choir to guarantee everyone’s safety and interests.”
“Furthermore, the North Sea Canal must remain a freshwater canal, if only because of the surrounding agricultural areas and the supply of drinking water. Every time the lock is opened, 12,000 tonnes of solid salt enters the canal and that has to be pushed back to sea via the drai- nage canal. The most optimal approach of course is to only open the lock if it is completely filled with ships. But waiting for that large lock to fill up can take several hours. That means long waiting times, with all the practical and economic consequences that entails. It is important to reach consensus with the stakeholders as to what constitutes an op- timum occupation of the lock, economically and in terms of salt load,” says De Jonge. “Here too, communication is key.”
RELEARNING TO NAVIGATE
If it were up to De Jonge, the old Noordersluis would – following re- novation, of course – remain operational. Besides serving as a backup, this offers another major advantage: in many cases, inbound and out- bound traffic flows can be better separated and planned. In conclusion, he says: “Through the commissioning of the new lock, completely new, sometimes very powerful currents and water movements will occur in the port entrance. We will have to anticipate that. This requires a lot
of study, research, sharing of knowledge and good communication bet- ween all parties involved. As pilots, we will need to relearn to navigate the waters at and surrounding the lock which we have been highly familiar with for more than a hundred years. And mark my words, we will succeed in this.”
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