Monday, 31 December 2012

Feeder mishap in Algeciras 11 June




This happens when there is poor planning by the cargo ship's officer. Algeciras port




On 11 June the German-owned Antigua and Barbuda-flagged container feeder ship Deneb (1994/3,992gt, 508TEU) capsized in the port of Algeciras while loading containers alongside the Juan Carlos I Quay at the port’s AP Maersk Terminal.
Despite the extensive damage to the 101m long vessel, which normally sails between Algeciras and West African ports, there were no casualties, with three seafarers on board at the time suffering only minor injuries, caused when they  jumped overboard as the ship listed heavily towards the dockside. The incident occurred 12 hours after stability problems had stopped loading. Despite attempts by two tugs to hold the vessel’s position at the seaward port side, Deneb continued to heel, and two days later she had completely rolled over, being about 50 per cent submerged. Salvage Company Svitzer were hired to right her and began operations by removing containers from the vessel.



Hong Kong November trade increased 10.5pc after 2.8pc October fall



 HONG KONG's November import and export trade value, including re-exports, was up 10.5 per cent to HK$307.8 billion (US$39.7 billion) year on year after a 2.8 per cent fall in October, according to the Hong Kong Census and Statistics Department.

"Merchandise exports rebounded notably in value terms in November, after a modest fall in October. The performance of merchandise exports has been fluctuating, a continued manifestation of an unsteady external trading environment," said a government spokesman. 

The value of re-exports increased 10.7 per cent to HK$302.6 billion in November, whereas the value of domestic exports fell 0.6 per cent to HK$5.1 billion, said the department's latest report, "Hong Kong External Merchandise Trade". 

November import value increased nine per cent year on year to HK$351.8 billion, after and October increase of 3.3 per cent. 

For the first 11 months of 2012, exports value rose 1.9 per cent. Within that, re-export value was up 2.2 per cent, while domestic export value fell 11.7 per cent. Import value increased 3.2 per cent over the same period. 

November exports to Asia grew 14.6 per cent year on year, up 48.7 per cent to Thailand, 32.4 per cent to the Philippines, 19 per cent to mainland China, 13.3 per cent to Japan and 10.6 per cent to Singapore. But decreases were recorded in the values to India (-17.6 per cent), Taiwan (-16.5 per cent) and Vietnam (-9.6 per cent).

Increases were also noted to the United Kingdom (+1.2 per cent) and the US (+0.3 per cent), though a decreases was posted in November export value to Germany (-7.8 per cent).

Thai import value enjoyed an increase (+56.2 per cent) as from mainland China (+20.9 per cent) and from India (+6.2 per cent) while imports from the US fell (-22.9 per cent), Singapore (-7.2 per cent) and Japan (-5.3 per cent).

For the first 11 months, year-on-year export value increases were registered to Vietnam (+11 per cent), Japan (+6.2 per cent), mainland China (+5.3 per cent) and to the US (+1.5 per cent). But year-on-year decreases were posted in export value to India (-18.2 per cent), Germany (-14.4 per cent), Taiwan (-8.6 per cent) and the UK (-7.8 per cent).

Year-on-year increases were registered in import value from mainland China (+7.4 per cent), Taiwan (+1.5 per cent) and Korea (+1.2 per cent) while year-on-year decreases were registered in import value from Thailand (-8.2 per cent), Malaysia (-5.2 per cent) and India (-4.8 per cent).

"Looking ahead, the fragile fundamentals of the advanced economies will continue to weigh on demand in the near term. Although the mainland's recent faster growth momentum should render some support to regional trade down the road, our export outlook remains challenging. We need to stay vigilant," the government spokesman said.

Saturday, 29 December 2012

Orwell: The bridge residents hold dear to their hearts




AS the Orwell Bridge turns 30 this week, readers have been debating what the bridge means to them.
The much-photographed bridge is a vital link from the Port of Felixstowe, it is an impressive structure, iconic but also the bane of commuter’s lives because when an accident happens on the A1214 the effects are wide-ranging.
For Charlotte Potter it is symblic of home, after reading our anniversy piece online she posted on Facebook saying: “Charlotte Potter Even aged 33 and living in Essex crossing the bridge means I’m nearly home to my family and always makes me smile!”
Another admirer is Marion Fowler, who said: “I love to look at it but won’t use it. Too long and too windy for me.”
Remembering the construction of the bridge, Charlotte McBurney said: “I used to live on Luther Road at the top of the hill and we had. Perfect view of its erection, I even remember them blowing up the power station (or whatever those chimneys were!) got pictures of both somewhere!”
Chris White said: “I lived in Shotley and travelled under it all the time it was being built. Still got a photo album at my dads house with all the pictures taken during construction.”
And Tanya Lusher added: “My parents lived in the house that was closest to where the bridge was being built for 30 years and I grew up there. I used to play on the site and lay in deep trenches as earth movers were driving past literally a foot away, how stupid was that? Just didn’t see the danger then!
“Once they got the pillars up and then the first part of the actual bridge, my friends and I even went inside the hollow part of the bridge.
“It changed the landscape and caused a lot of noise, which has now been replaced with traffic noise. Unfortunately it’s brought with it many tragedies by people taking their own lives from it too but it does do the job of bypassing the town for a lot of traffic, which makes a huge difference as we all know when it’s closed for one reason or another.”
Linda Hall added: “I live in Florida and still have the photos my dad sent me of the Orwell bridge being constructed.”
Adam Burrows told us that his dad worked on the roads. While Jackie Calver said: “My dear dad used to work at Cliff Quay power station and watched it being built. We went over it on the day of the grand opening.”
Anotehr reader who had relatives who were involved was Laura Parker, who said: “My grandad and uncle helped build it, apparently my uncle wrote his name on the outer side of the bridge in the cement.”
There have been sponsored runs and walks across the bridge, including a half marathon, over the years. Louise French commented, saying: “We did a walk across it, I was 11.”



Thursday, 27 December 2012

London Gateway Construction





The most unusual view so far of DP World’s London Gateway, with a stunning high-speed view of construction work on their first berth, and one of the port office blocks . .




Crane Driving The Hard Way

Mega container ships requires investments in ports


In next three years, more than 100 mega box ships, each of the capacity of more than 10,000 TEUs, will join the world container fleet and the port and terminal operators all over the world are worried that such an influx might pose a huge challenge to them. 

The question which haunts most of them is — how are these mega ships going to benefit them?

 “We’re not sure about the benefits,” some terminal operators have been quoted as saying.

The reason for their worry is not difficult to find. 

They all will be required to invest heavily in creating additional facilities without being sure of the cargo inducement. 

A berth of 300 metre in length and 40 metre in width is enough to handle a 5000-TEU vessel. 

But a 10,000-TEU vessel will require a much bigger berth, both in length and breadth. Also, the channel has to be dredged to increase the draft to be needed for bigger ships and high capacity quay cranes and other handling equipment have to be installed to ensure faster turnaround of the vessels. 

All this will cost money. Yet, after making all the investments, the terminal operator would not be sure if the mega ships will really carry much larger volumes, at least the kind of volumes to be needed to guarantee a fair return on investment. Source: The Hindu Business Line

Cargo Vessel Wieniawski Docks at London Gateway Port





Early Christmas present for the DPWorld team at London Gateway Port, as the 170-metre general cargo vessel, Wieniawski, docked at around 8.00 am today (Friday, 21 December) to discharge a cargo of container crane parts as development of the new port continues.
Wieniawski, is the first vessel to dock on the London Gateway quayside, built as part of the £1.5 billion scheme to develop the UK’s first 21st Century major deep-sea container port and Europe’s largest logistics park. The first berths of the port are due to open in the last quarter of 2013; when fully developed the port will be able to handle 3.5m TEUs of containers a year.
PLA pilot, Simon Liley, guided the vessel from the North Sea to the berth. PLA pilots have already berthed at the port more than eighty times in the PLA’s ships’ bridge simulator as they prepare to bring the world’s largest container vessels to the new terminal.


THE UK’s new deep-water port celebrated the arrival of the first ship, which delivered an early Christmas gift of four new automatic stacking cranes.
The very first ship to dock at London Gateway was the Wieniawski, which began its journey in China several weeks ago and completed its journey today. The ship was guided from the piloting station in the Princes Channel safely to London Gateway by a Port of London Authority Pilot.
The historic occasion was marked with a ceremony where London Gateway CEO Simon Moore and Harbour Master, Colin Hitchcock, presented the ship’s captain, Capt. D. Musil and Port of London Authority Pilot, Simon Liley, each with a bronze model dhow to commemorate the significant event.
Mr Hitchcock said: “The Wieniawski arrived on time, on schedule and berthed safely. London Gateway will bring huge benefits to the UK’s shipping industry and this is a great big Christmas present for the whole team”.
Simon Moore, CEO of London Gateway, said: “Historically, London has played a major role in the world’s shipping industry and today marks the start of a return to former glories. Soon, London will once again be able to boast one of the world’s most advanced ports and have regained its place at the heart of the UK’s trade.
He continued: “By building a new port for the UK which is closer to the major population and distribution centres such as London, Birmingham and Manchester, we can make supply chains more efficient and reduce costs for shippers across the UK.”
The delivery of the ASC’s to London Gateway will mean the new port will deliver a step change in port reliability for the UK market. The automated cranes will operate consistently throughout the working day and night. The stacking areas for shipping containers will have dedicated landside and quay-side equipment which mean that road vehicles will always have equipment dedicated to their needs.
Port of London Authority pilot, Simon Liley, added: “It’s a great honour to have played a part in such an historic occasion. Everything went to plan and having undertaken numerous practice simulations for the berthing of the world’s largest ships at London Gateway, I’m now looking forward to their arrival when the port opens in 2013.”
London Gateway will open in Q4 2013 and will be able to handle the world’s largest container ships. It will be integrated with one million square metres of logistics and distribution warehousing, providing businesses with opportunities to reduce supply chain costs, time and CO2.

http://www.shippingtv.co.uk/?p=138
http://www.shippingtv.co.uk

Monday, 24 December 2012

Containerization



This is where the humble conatainer starterd its life in the UK in 1967. Landguard Terminal at The Port Of Felixstowe







New Rules on Shipping Cleaner Fuels to Benefit for Public Health


New environmental rules on marine fuels, entering into force on December 17, 2012, will substantially reduce air pollution and its impacts on human health. Air pollutants from maritime shipping are transported over long distances and as a result contribute increasingly to the air quality problems in many European cities. Without any action, sulphur emissions from shipping in EU sea areas would exceed those from all land-based sources by 2020.
The revised legislation will put an end to this trend reducing not only sulphur emissions but more importantly particulate matter, marking a clear step forward in protection of people’s health and the environment.
European Commission Vice-President Siim Kallas said: “Europe is now on track to implement the commitments unanimously taken by its Member States in the IMO back in 2008. We are also aware of the compliance costs affecting the industry which we are seeking to minimize through the framework of the “Sustainable Waterborne Transport Toolbox” presented in September 2011.”
Environment Commissioner Janez Potočnik said: “Improving air quality is a long-standing environmental challenge. It has taken some time but now the maritime sector is engaged. The big winners are the European citizens who will breathe cleaner air and enjoy a healthier life and industry supplying clean fuels and technology.”
The Directive entering into force today is guided by standards developed at the International Maritime Organisation (IMO). It progressively reduces the maximum sulphur content of marine fuels from the current 3.5% to 0.5% by January 2020. In some very fragile ecosystems such as the Baltic Sea and the North Sea including the English Channel, the maximum sulphur content will be reduced to 0.1%, already in 2015.
As an alternative to low sulphur fuels, ships can opt for equivalent compliance methods such as exhaust gas cleaning systems or LNG-powered ships. Current EU transport funding instruments, such as TEN-T and Marco Polo Programmes, as well as the European Investment Bank (EIB) give financial support to green maritime-based projects. Furthermore, the Commission has launched activities that encourage the use of marine LNG as ship fuel. It will also continue to implement medium- and long-term measures to promote green ship technology, alternative fuels and the development of green transport infrastructure in the context of the Sustainable Waterborne Transport Toolbox, jointly with industry and Member States.
This Directive is the latest element of the EU policy framework on air pollution which has been developed over the last 30 years. The European Commission is currently carrying out a comprehensive review of the policy framework with a view to updating it in 2013.
Next Steps
By 18 June 2014 at the latest, Member States will have to amend their existing legislation on the quality of marine fuels to align it with the new Directive. The Directive provides legal certainty for the required investments by ship owners, port operators and refineries.
From 2015 onwards, Member States are asked to ensure that ships use fuels with a sulphur content of not more than 0.10% in the Baltic Sea and the North Sea including the English Channel. Equivalent compliance methods, such as exhaust cleaning systems, are accepted.
From 2020 onwards, ships operating on all other European Sea areas will have to use fuels with sulphur content below 0.50%.
Background
Ships traditionally use heavy fuel oils for propulsion. Heavy fuel oils can have a sulphur content of up to 5 %. In comparison, the sulphur content of fuels used in trucks or passenger cars must not exceed 0.001 %.
Sulphur dioxide emissions cause acid rain and generate fine dust. This dust is dangerous for human health, causing respiratory and cardiovascular diseases and reducing life expectancy in the EU by up to two years.


Saturday, 22 December 2012

Maersk pays to retrofit chartered ships to save fuel, banker sees a trend



ENMARK's Maersk Line will pay owners of ships it charters to retrofit vessels with fuel-saving technology, having signed agreements in what may be a new trend in the industry.

Dutch bank ABN Amro's global transport chief Gust Biesbroeck told Lloyd's Loading List that owners were now looking for retrofit loans as it is appearing to the most sensible approach in today's lean market. 

"We are now faced with more than enough tonnage, so ordering more ships to get more fuel-efficient ones is not a good idea. The average remaining life of the fleet is about 15 years, so there is a lot of upside and so a lot of economic benefit that lead to investment," Mr Biesbroeck said.

Phase one at Maersk will involve 300 chartered ships now being retrofitted, including 50 with only two years in their contracts.

Most containerships are high-speed vessels, but with rising bunker costs the emphasis is now on fuel saving slow steaming, and charter owners have had little incentive to retrofit their ships to make them suitable for slow steaming as they gain no benefit from fuel savings.

One of the largest benefactors of this Maersk retrofit drive is Erck Rickmers-controlled ER Schiffahrt, one of the top tramp shipping companies and a large supplier of tonnage to Maersk Line.

Eleven of ER Schiffahrt's ships have had variable turbocharger cut-outs installed on Maersk's account, said company CEO Herbert Klein.

Dr Klein said it is natural that carriers take the initiative as they were the beneficiaries, but added: "We have a leaner market, every charterer is looking for a fuel-efficient vessel. So if you want to charter out a vessel, you need to do something with that vessel."

Friday, 21 December 2012

Cutting the cost





Maintenance dredging is Harwich Haven Authority’s biggest single expenditure; to ensure clear access to the ports of Felixstowe, Harwich and Ipswich, it costs the authority about £7m a year to remove up to 3m cubic metres of silt from Harwich harbour and estuary every year.
However, one important change could save HHA £500,000, or more, every year. The authority is looking to move its licensed dredging disposal site five miles closer to shore, something which it says could also reduce its carbon output by 1,000 tonnes annually. “We are looking to keep our maintenance dredging sustainable, in all aspects,” says harbour engineer John Brien.
HHA carries out maintenance dredging approximately every ten weeks, with each dredge lasting between ten days and a fortnight. But because of the distance to the current disposal site at Inner Gabbard, the majority of the time is spent getting rid of the dredged material rather than actually dredging it.
The contractor’s trailer hopper dredger generally has a full load after working for 30 minutes in the harbour. But then there’s a three-and-a-half-hour round trip to Inner Gabbard to get rid of the stuff before the dredging operations can begin again.
A UK disposal site must be licensed by the Marine Management Organisation (MMO), and seeking permission for a new site is a complex process. The MMO procedure for analysing, designating and licensing new disposal sites involves a series of studies, reports and consultations; bodies such as Natural England and the Environment Agency, alongside interested groups such as fishermen, are involved in the discussions. The earliest that HHA would be likely to get the go-ahead is mid 2013.

New site 
To identify potential new sites on behalf of the authority, consultant HR Wallingford considered areas with water depth of nine metres or more; other activities were then taken into consideration, including anchorages, wind farms, gravel extraction sites, fisheries, shipping channels, habitats and marine ecology. All of these ‘no-go’ areas were overlaid onto a detailed map, and the result showed a number of ‘green’ areas from which a location could be chosen.  
At present, the dredger’s shuttling back and forth between harbour and disposal site helps generate approximately 6,000 tonnes of carbon dioxide a year – the highest CO2 output of all HHA’s operations, by a huge factor.
But quite apart from the carbon footprint, the authority’s early studies showed that for every mile the disposal site was brought closer, £100,000 a year could be saved.
“Moving closer in is logical – if the MMO doesn’t approve this [particular site], they might let us move it somewhere else which is closer to the shore,” says Mr Brien. “For us, any distance nearer is good.”
The Port of London Authority is looking to reduce maintenance dredging costs when its new mooring maintenance vessel (MMV) is delivered in 2014.
The vessel, being built by Manor Marine in Portland, will replace the Crossness and Hookness. It will be equipped with two cranes and carry out salvage, maintenance and other works within the River Thames and the estuary. “But the most important thing of all is that it will have dredging capability, enabling us to undertake maintenance dredging in-house,” says Geoff Buckby, the PLA’s marine services manager. “The plough is being built at Manor Marine alongside the MMV.”
Adding the dredging element is a very cost-effective step and was part of the business case put forward for this major investment, he adds.


Thursday, 20 December 2012

The Meaning Of Port Package 3.






Next Tuesday 25 Semptember 2012, the European dockworker unions affiliated into the IDC will be organising a 1 hr work stoppage in all ports in solidarity with the Portuguese striking ports, against the new Port reform. This date is also the first day for the European Ports Policy Review conference that will be held in Brussels. The IDCE will be participating in this conference, dennouncing once more the anti-social politics led by Europe and opposing any attempt to liberalise port services, despite de failed attempts of Ports Package I & II in 2003 and 2006 seem to be on the way.


Source: IDC - 
The last few months the IDC (International Dockworkers Council) have been dennouncing the behaviour of the Portuguese government who is trying to implement a new port reform without any social dialogue with the main social partners. This reform would seriously affect the scope of the activities port workers would perfom in ports and would reduce the social benefits and rights workers have achieved over the years.

This unprecedented attack is clearly orchestrated by the Troika and the European capitalist lobbies, and it is totally unacceptable. 

Organisations representing Portuguese dockworkers have sent various proposals to the government agencies and bodies with no response.
Instead, the government has preferred to purchase agreements with unions representing less than 20% of the workers.

The IDC has also tried to contact the European bodies (DG-MOVE), with no succes either.

Following our meeting with the leaders of the ETF we decided to organise an Action Day in solidarity with the striking fellow workers in Portugal.

Here's the latest on whats happening in the UK regarding PP3.

We want to know what the UK employers position is so we are writing to the employers organisation UKMPG and also every Port employer asking them for their position on PP3. As with PP2 we are drawing up draft letters for all members to send to their MP's and MEP's as last time getting them to support the unions position was critical, we are also putting a briefing paper together for the politicians as they probably have no idea about what this directive means either. We are also putting together a newsletter for dockers to explain the EU directive, what it means and whats going on to oppose it. We are talking with other unions in Europe about a co-ordinated strategy of opposition involving ITF, ETF and IDC, also as soon as any demonstrations etc are called we want as much notice as possible so UK dockers can organise funding and travel so they can attend and be part of it. Unite don't want any specific info broadcast as it would assist any group or party who support PP3, especially until we know what the employers position is and how they are prepared to help. Once we have more information we will let you all no what is happening.

This will have a detrimental affect on our lively hoods if the bill is passed, it's now our turn to stand up to the EU and show them UK dock workers will never be defeated.

The meaning of Port Package 3.
The European Parliament alleges that every port and terminal operates a monopoly, because every ship wanting to unload cargo has to use the services of that port or terminal, it’s labour force, its cargo handling facilities and equipment. It argues that EU rules on the free movement of goods and services are being broken because other service providers cannot go into a port and unload ships.
So the EU proposes new laws which basically requires all ports and terminals to compete with other companies, like agency companies, can compete for the work which comes into our ports and terminals. The new laws will undermine every collective bargaining agreement as other employers could take our work. The competition for work would come down to the lowest price, meaning the company which offerred the lowest wage, terms and conditions wins, and we would lose.
Ports themselves would be forced to allow t
he use cargo handling eq
uipment (for which they could charge a fee) and facilities.
The unions and the employers all opposed this last time and we worked together to defeat it, and narrowly won.
This time the employers are keeping quiet which may mean that deals are being done behind the scenes, and that means we’re going to get screwed.
PP3 could mean the end of any type of good, secure employment, which is unionised and has good terms and conditions. It would mean the return of casual labour across the UK and Europe. We’d all be going back 100 years, this is the most important issue that faces us all.
We fight this or we all lose








http://www.youtube.com/watch?v=jcUxj9yVrxM
https://www.youtube.com/watch?feature=player_embedded&v=l5XsIo9U9ys





Commission's approach to port services
For many years, the Commission has tried to develop a specific EU policy framework for sea ports. On two occasions in the past 10 years, the Commission unsuccessfully proposed secondary legislation implementing the EU Treaty rules on the freedom to provide services in the port sector.
Today, there is no EU legislation on the provision of port services. There is a patchwork of national regulations, with striking differences from one Member State to another. Exclusive rights in favour of particular operators and market entry obstacles still exist in the port sector.
The most recent Communication on Ports Policy, from 2007, is based on the promotion of soft law measures. Since then, the economic context has changed dramatically. The divide in performance between ports in different regions has continued to grow. While some ports in the EU have been engines of economic growth sustaining the recovery from the crisis, other ports are lagging behind.
The absence of a level playing field for ports and port services in Europe will accentuate the differences between ports. For several European regions, this would represent a lost opportunity of economic growth and jobs' generation. At EU level, it would affect the performance of trans-European networks and negatively affect the overall competitiveness of companies. There is scope for considering that an appropriate, better focused regulatory framework at EU level could ensure a more systematic implementation of the Treaty rules on access to the port services market.
The Transport White Paper adopted by the Commission in 2011 foresees establishing a Single European Transport Area. A framework for ports is part of those initiatives. It is related to the "Blue Belt" initiative (simplification of administrative requirements in ports) and also to the implementation of the Transport Trans-European Networks (TEN-T). The smart pricing and funding proposals of the White Paper are related to the financing of port infrastructures. The White Paper foresees a social agenda for maritime transport, including social dialogue and training of port workers in different fields of port activities.
The impact assessment on the revision of the EU framework for ports services has been launched in 2011 and will take until the end of 2012. It will involve extensive consultation with all concerned stakeholders and the conduct of various fact-finding studies. It will also rely on dialogue with the social partners in the sector. The Commission will draw conclusions and come with fine-tuned proposals in 2013.

Comments from UK Dockers

Morning Brothers, as the attacks on dockers start to spread across Europe and we await our turn. We should prepare now in our workplaces and union branches to be ready to send as many dockers as possible to Brussells or Strasbourg to again show our strength. 
Strength Together

although a few of us at Felixstowe can see this, most are blinkered, cos we work at a thriving, expanding port, and seem untouchable! A reality check is needed!!!

All ports from around the UK are blinkered.. We need to wake up and act before it's to late..
It's good to see that it is starting to be talked about at NISC and a higher level but I personally think we should be going to the national papers and up to a political level. 
The EU is screwing us BIG time and the public need to no about it and we need a national campaign to stop it happening...!

today was a very busy day in Lisbon.... 4 longshoremen arrested and one injured in a protest in a forum impresarial sea, tomorrow the fight continues, and it'll strike again in protest....PROUD TO BE A DOCKER....

U.K. Maritime Services Seen Employing 635,000 People


The U.K.’s ports, shipping and maritime services industries employ 635,000 people, contributing 8.45 billion pounds ($13.71 billion) in tax revenues

The U.K.’s ports, shipping and maritime services industries employ 635,000 people, contributing 8.45 billion pounds ($13.71 billion) in tax revenues, according to a study for Maritime U.K. 

Maritime businesses generated 31.73 billion pounds, equivalent to 2.1 percent of the total economy, more than the restaurant and mobile food, and the civil engineering sectors in 2011, according to the study by Oxford Economics, an Oxford, U.K.-based forecaster. 



Jim Stewart, Chairman of Maritime UK said: 
“Shipping moves 95% of the UK’s international trade, so at a time of fierce economic challenges these figures paint a picture of remarkable resilience”. 
Mr Stewart reflected on the 20% increase in GDP contributions in just two years. “We all know that aviation and railways usually get the headlines, but maritime services are a much bigger contributor to the economy, and the whole country should be proud that one of its oldest industries is continuing to deliver for Britain. And at a time when the public wants confidence in the tax arrangements of industry, we are pleased to say the industry as a whole contributes £8.5bn to the Exchequer.” 

Mr Stewart concluded: 
“The maritime services sector is global by its nature.  The UK has always been seen as a centre of maritime excellence, but with competition emerging from maritime centres elsewhere, these massive economic contributions could be put under threat.  What we need is a consistent maritime strategy from Government that will protect and promote the industry, so that we can carry on creating jobs and playing our part in the country’s economic recovery.”





If Ports Package 3 goes through these figures will be reduced big time once the cheap untrained labour get a foothold in the Docks.


Feeling the pinch from void sailings


European ports and feeder operators are beginning to feel the pinch from voided sailings by liners operating on the overcapacity-plagued Asia to Europe trade lanes.

The strategic decision to blank voyages and stall vessels means fewer ships for ports and leaner pickings for feeder operators.

The CKYH alliance of Coscon, K Line, Yang Ming and Hanjin Shipping is the latest to announce voyage cancellations seeking to cut supply and shore up rates.

CKYH is to void seven voyages on the Asia-North Europe and Mediterranean service loops from the middle of January until the end of February.

However, terminal operators are not the only players that will suffer at the ports. 

The pilots, tugs, mooring gangs and port agencies that service behemoth ships will see their revenue depleted significantly as they handle fewer calls.

Meanwhile, the hard-working feeder operators will scramble for the reduced cargo that does come off at the hub ports and could be forced to idle their own tonnage if they are unable to off-hire.

Indeed, in its latest trading update, up to 8 December, Dublin’s Irish Continental Group said its container volumes for Eucon and Feederlink — which was acquired by Unifeeder in mid-December — fell 6.1% to 365,000teu.

Felixstowe: people remember the European Gateway disaster, 30 years on




COMMUNITY figures have today remembered the six people that died in the European Gateway ferry disaster 30 years ago.

The ferry was travelling from Felixstowe to Zeebrugge when it capsized off the coast of Felixstowe following a collision with the inbound Speed Link Vanguard on December 19, 1982.
Just a few hours before the disaster, which happened at about 11pm, the people on board had been enjoying a carol service and getting ready for Christmas.
Doreen Savage, Felixstowe Councillor, was on board for the service.
She said: “We had been on it in the afternoon and we left about 5.30pm - the next thing we knew at midnight there was a phone call to say it had gone down.
“It was awful from the point of view that the people you had just shared a joyous occasion with were no longer alive.”
A massive rescue operation took place with all available boats and harbour tugs being drafted in to help – a headcount later revealed that six people were missing.
Despite communications improving since the European Gateway some believe similar incidents, like the Costa Concordia disaster, could happen again unless lessons are learnt.
Ian Heeley, who was working at the port at the time of the European Gateway, added: “With the amount of ships that go in and out of Felixstowe, you can never say that it will never happen again.”

On the evening of Sunday 19 December 1982 the "European Gateway" collided with the "Speedlink Vanguard" on the approaches to Harwich Haven. The "Speedlink Vanguard" struck the "European Gateway" approximately amidships with her bulbous bow. The "European Gateway" started to capsize and ended up resting on a sandbank on her starboard side half out of the water. 
Survivors were rescued by two Pilot Launches and a lifeboat launched by the "Speedlink Vanguard". Another ferry "Dana Futura" provided light with her searchlights to assist the rescue boats with their search for six missing persons. The search was eventually abandoned once five bodies were recovered leaving one missing. 
The "European Gateway" spent some considerable time lying on the sandbank before being salvaged by Wijsmullers of Holland. By this time she had been severely damaged by North Sea storms but was rebuilt and named "Flavia". As far as I know she is still operating as a ferry around the Greek islands under the name of " Penelope".


Wednesday, 19 December 2012

Longshoreman / Dockers





This was written by an American Longshoreman / Docker. This applies to all Dockers worldwide.


To those of u that do not know what myself & my ILA brothers do.... We r called Longshoreman, we r workers who r trained on million dollar pieces of equipment to load and unload cargo from ships. We r workers who r also known generally as dockworkers. Longshoremen are an integral part of the shipping and receiving industry, working long hours in all weather conditions to move cargo containers. The workers with the most seniority are rewarded for this COMMITMENT through high & WELL DESERVED pay, an extensive benefits package, and a flexible schedule. Longshoremen are nearly always employed as part of a labor union, and gaining membership in this union is the crucial step in order to become a Longshoreman.
To sum this up, mostly everything u have in ur home... electronics,furniture,food,ur cars r shipped into the port of NY&NJ & unloaded by us.
Corporate greedy s!@#bags r trying to destroy our way of life by making unnecessary cuts to our salaries & hours to fill their bellies with more $$$$ & taking $$$$ out of our pockets. FYI u can google some shipping companies to c the billions of $$$ in PROFITS THEY HAVE MADE OFF OF OUR BLOOD & SWEAT..... Some of our brothers r no longer with us due to the fact of the DANGEROUS conditions we all work in.
Now u all know what we do & what we r fighting for.......
I can tell u this we will do what ever our Union agrees to....
But I can tell u this Our President Harold Daggett is a force to b reckoned with & we r all behind him 10000000 %.....
We will not go down without a fight !!!!!
STAY STRONG AMERICA !!!!!! WORK UNION !!!!!!!
ILA ALL THE WAY !!!!!!!!!
Come Onnnnnnnnnnnnnn!!!!!!!