Felistowe Dockers

Felistowe Dockers

Thursday, 31 October 2013

Massive redundancies at London Thamesport


A large amount of redundancies have been announced at London Thamesport, this is due to the departure of Hapag Lloyd to the Port Of Southampton as from the first week in November 2013. Listed below is the revised shipping list for this Port. The Dockers here work for the same company as us here in Felixstowe so they should be offered the full support of the Dockers here at Felixstowe.



Estimated ArrivalIn PortVesselNationalityLineUVIVoyageEstimated Departure
Thu 31 Oct 13 09.00PAULAGBTET98321B BULK1Fri 01 Nov 13 00.01
Fri 01 Nov 13 22.00WASHINGTON EXPRESSUSHL3940864W44Sat 02 Nov 13 08.00
Sat 02 Nov 13 13.00LISA SCHULTECYHL3941006W44Sun 03 Nov 13 01.00
Sat 02 Nov 13 19.00LISAAGBGFR40113134389Sun 03 Nov 13 04.00
Sun 03 Nov 13ENFORCERNLMACA403330072ESun 03 Nov 13
Mon 04 Nov 13SOPHIACYMACA403344406SMon 04 Nov 13
Mon 04 Nov 13FLINTERCAPENLMACA403310071WTue 05 Nov 13

Most of this has been caused by London Gateway opening up with no new trade and due to the fact that their workforce will be non unionised casual labour.................. we live in a modern age but this new super port is going back to the 1940s






Wednesday, 30 October 2013

4 tugs to bring in Thalassa Hellas on 1st call Felixstowe October 27


Svitzer’s entire Felixstowe fleet of tugs turned out to bring Evergreen Line’s first 13,806 TEU container ship, Thalassa Hellas, for her 1st Felixstowe call on the blowy morning of 27th October 2013.




Antwerp set to score over neighbour Rotterdam as P3 prepares to set sail

Antwerp
Assuming that the P3 alliance gains international regulatory approval, Antwerp has been identified as one of the chief winners in the North European ports battle.
Antwerp gains, as its Benelux neighbour Rotterdam loses, in the fallout from the P3 network’s planned itinerary, first divulged by MSC last Friday and confirmed this week by partners CMA CGM and Maersk Line.
Although actual terminals within ports have yet to be specified, there are eight Asia-North Europe loops included in the P3 proposals. Rotterdam’s current four weekly Asian import calls would be reduced to two, and export calls would fall from five to just two.
Meanwhile, at Antwerp, under the P3 presentation, weekly import calls would remain at two ,while export calls would double to two.
Understandably, Antwerp has declared its pleasure at the announcement. Port authority chairman Marc Van Peel said: “Such a strong presentation in the P3 network proves that the three largest container shipping companies in the world are confident of the strength which our port has.”
And as if to rub salt in the wounds of its Dutch rival, a pay and conditions dispute at APM Terminals’ Rotterdam facility meant that the port lost an early opportunity to welcome a Maersk Line Triple-E ship last week when the 18,000teu Mary Maersk was diverted to Antwerp.
The dispute centred on the pay and conditions of workers who will transfer from APM Terminals’ existing Maasvlakte terminal to a new facility it is constructing on the Maasvlakte II, and saw boxes build up at the port and importers reporting difficulties in getting containers released.
However, today, the port operator and the FNV and CNV unions announced that a new collective labour agreement had been signed that will continue to the end of 2017.
On its maiden call at Antwerp, at the PSA Terminal on the west bank of the Deurganckdock, the Mary Maersk did not experience any navigational problems – as seen in this video – following the recent deepening of the River Scheldt, and its cargo operations were completed smoothly.
The Triple-Es will be deployed on the Albatross/FAL1/AE1 loop of the P3’s Asia-North Europe service, which has a scheduled call at Rotterdam, but with the unscripted call of the Mary Maersk, Antwerp has proved it can handle “the biggest ships the world has to offer”, enthused the port authority’s CEO, Eddy Bruyninckx.
Indeed, Antwerp’s inland position, once seen as a disadvantage compared with the seaport of Rotterdam, is now viewed in a positive light, according to Mr Bruyninckx. “Goods can not only be brought further inland once they are in port, they can be handled in various ways before efficiently being transported to their final destinations in the European hinterland,” he said.
Nevertheless, 15th-world-ranked Antwerp has a way to go to catch its Netherlands rival, handling 8.6m teu in 2012, versus 11th-ranked Rotterdam’s 11.9m teu.
The rivalry between the two ports is likely to be partly reflected internally among the P3 members as they discuss which terminals to call at. Maersk Line’s sister company, APM Terminals, is making a huge investment in its Maasvlakte II facility, which is expected to be the most technologically advanced in the world, and the design of which is in part predicated on servicing the Triple-E vessels. MSC has long centred much of its north European business in Antwerp, and the MSC Home Terminal, which it operates in conjunction with PSA Hesse Noord Natie, has an annual capacity of some 3.5m teu.
Its only drawback is that vessels have to pass through the Berendrecht Lock, which although the largest in the world has an operational draught limit of 13.5 metres.
A similar conflict of interest may also develop in Bremerhaven, which is set to receive six import calls a week from the P3. Both APM Terminals and MSC have competing facilities.



The Port of Antwerp has welcomed the news that the P3 network will be using the port as its European platform for trade, but where will the P3 shipping alliance of Maersk Line, MSC and CMA CGM, leave other European ports?
Unconfirmed rumours anticipate that APM Terminals and Hutchison Port Holdings will get P3 traffic in Rotterdam’s Maasvlakte. But if this proves to be the case questions have been raised on where this will leave the new DP World-led Rotterdam World Gateway Maasvlakte terminal in which CMA CGM is a share holder.
APM Terminals, HPH and DP World all refused to comment on the issue at this time.
All three P3 partners have connections with terminal operators: Maersk is connected to APM Terminals through the AP Moller-Maersk Group, MSC to Terminal Investments Ltd (TIL) and CMA CGM To Terminal Link, and each has its own favoured ports.
When the alliance was set up, the Global Shippers’ Forum expressed concern about the potential of the P3 alliance to eliminate effective competition in the world's main liner trades and the same applies to ports and terminals.
The question of who will win and who will lose is important because the alliance could reduce the number of terminal calls per port, which has significant consequences for the associated terminal operators.
The P3 alliance will operate a fleet of 255 ships with total capacity of 2.6m teu on 27 service loops in the Asia-Europe, trans-Pacific and trans-Atlantic trades. The alliance – which still has to be approved by regulatory authorities in Europe, the U.S. and China – is due to be launched in spring 2014.





Tuesday, 29 October 2013

Maersk Taurus outbound Felixstowe


Maersk Taurus outbound from Felixstowe, on the breezy morning of 26th October, 2013. Heading towards Suez and Singapore.



High cubes a growing phenomenon



Shipper demand for 40ft high-cube containers is still increasing, creating stowage problems for ocean carriers and analytical difficulties for trade forecasters using teu measurements.
The proportion of 40ft high-cube (9ft 6in high) containers in the global maritime container fleet is predicted to exceed 50% by the end of this year for the first time. According to Drewry’s 2013 Container Census, the equipment’s market share reached 49% in 2012, and is expected to grow by at least another 1% this year.
The number of high cube containers in the fleet grew by another 8% growth last year, up to 15.4 million teu, taking the rise in demand between 2007 and 2012 up to a remarkable 49% (see Figure 1). It meant that 40ft HC’s share of the total maritime equipment market increased from 41% up to 49%, or just over 1% per annum, almost entirely at the expense of normal 40ft 8ft 6in high boxes. On the other hand, the proportion of 20ft containers remained constant at around 33%.

Figure 1
Global Maritime Container Fleet (teu)


Source: Drewry Container Census 2013
The popularity of 40ft HCs is easy to understand. Being around 13% larger than ordinary 40ft boxes, shippers can load that amount of extra cargo at little to no extra freight cost. Moreover, inland transport is usually charged on a per container basis for light cargo, so there are no extra haulage costs too.
Although much growth in demand for 40ft high-cube containers has come from reefer shippers, with almost 92% of all refrigerated cargo being shipped in the equipment last year, it only took the sector’s volume up to 2 million teu. Dry cargo still accounted for the vast majority, as shown in Figure 2.

Figure 2
Growth of 40ft HC Containers, 2009-2012 (teu)


Source: Drewry’s 2013 Container Census
There are two interesting messages that come of this. The first is that the need to stow 9ft 6in containers below deck, which results in loss of cargo space for shipping lines, is reaching a critical junction. Whereas nearly all the equipment has been stowed on deck so far, particularly reefers, this cannot continue much longer, bearing in mind that just over 50% of a ship’s cellular capacity is located on deck. When under-deck stowage is required, as much as 7ft (2.1m) can be lost between the top of the last tier of a stack and the main deck, as ship holds are usually designed for 8ft 6in boxes. Line of sight (from the navigating bridge) rules will also prevent more containers from being loaded on deck.
The problem explains why Maersk, a strong supporter of 9ft 6in equipment, has recently been raising the bridge heights of its S class vessels, reportedly increasing capacity from 8,400 teu to 9,500 teu.
The second message is that containerised cargo growth measured in teu has increasingly been underestimated over time. This is because a 40ft HC container usually only counts as two teu, the same as 2 x 20ft (8ft 6in) boxes, or  1 x 40ft (8ft 6in) container, even though it is approximately 13% bigger.
So, in a major tradelane like the eastbound transpacific, where 40ft equipment is the norm due to light average cargo weights, although year-on-year growth in the first seven months of 2013 was only 1.856% measured in teu, it was over 2.2% measured in ‘constant’ teu. The difference may not seem much, but it makes a big difference to economists trying to make sense of the changes between GDP growth and cargo growth. It is also cumulative, so gets bigger over longer periods of time.
In conclusion, measuring trade growth purely in teu terms should only be seen as an approximation. A more exact method is to examine cargo measured in tons or cubic meters, although cargo mix can be a problem here, and customs data measured in both units rarely separates containerised traffic from break-bulk and bulk cargo.

Our View

The share of 40ft 8ft 6in high containers in the global maritime fleet will continue to decline over the next 10 years, thereby increasing the need for more high-cube friendly vessels. This could include the construction of wider – and hence slower – ships with greater deck capacity.




YM Unicorn inbound at Felixstowe


Yang Ming Unicorn arriving at Felixstowe on a beautiful October morning.


Monday, 28 October 2013

Haven Gateway: Take a fresh look at your supply chain

Lisa Brazier, haven gateway

By Lisa Brazier, project manager, Low Carbon Freight Dividend

Felixstowe’s position as the UK’s premier port was underlined last week with the arrival of the Majestic Maersk. One of Maersk Line’s new Triple E class containerships – the largest in the world – the Majestic Maersk can carry up to 18,000 standard 20-ft containers.
Around the world, ports such as Felixstowe are investing heavily in new berths, deeper water and larger quay cranes to handle these and many other very high capacity containerships entering service or on order.
The rationale behind Maersk’s 400-metre-long Triple E ships is clear – growing trade volumes on the Asia-Europe trade, at least in the longer term, and a design concept to produce 20% less carbon dioxide per container moved, compared with the 15,500 teu Emma Maersk.
But what about the ‘landside’ implications? 
Those 18,000 containers would fill Times Square in 
New York City – and while clearly not all of them would be coming off the ship at any one point, such mega ships will be unloading thousands of boxes in one ship call.
Those thousands of boxes then have to make their way from the port to their final destination, with the obvious potential for bottlenecks.
Rail and feeder/coastal shipping must play an increasing role in the mix of onward links between ports and their hinterlands – that was a key conclusion from the EU Port Integration project, of which the Haven Gateway Partnership was a member.
The alternatives to road transport will be ever more important in moving boxes swiftly to their destination in an efficient, cost-effective and low-carbon way, without adding to road congestion.
The Low Carbon Freight Dividend offers SMEs an opportunity to take a fresh look at their supply chains; the project provides financial and practical support to eligible SMEs looking to make the modal shift and move containers by rail or water where they would otherwise have gone by truck.
Still need convincing? Give us a call, or take a look at our website (www.lcfd.co.uk). Come along to one of our workshops and find out how we can help you make greener, cost-effective transport choices.
How does the project work? Eligible SMEs in the East of England can claim a 30% dividend when they make the modal shift from road to rail or coastal shipping; supported by the European Regional Development Fund, the project is offering SMEs a financial dividend for about 90 containers each, adding up to a maximum claim of £6,750.
The project also provides practical support and advice, including our freight optimisation and low carbon marketing workshops.
n Find out more by visiting www.lcfd.co.uk or by contacting Lisa Brazier: lisa.brazier@haven-gateway.org or 01206 713612.




Port Of Felixstowe Storm


Update/big storm: Orwell Bridge closed, no Greater Anglia trains until 10am as St Judes storm gets stronger


Greater Anglia have announced there will be no train services until at least 10am as St Judes becomes fiercer.
Travellers are asked not to attempt to travel before this as there are no replacement bus services.
People are being advised to allow extra time for their journeys this morning due to the effects of the storm.
The Orwell Bridge has been closed in both directions due to high winds for several hours now.
The closure is from J55 the Copdock Interchange to J58 in Bucklesham, the two junctions with the A12
This has already caused parts of Ipswich to become almost gridlocked as cars and container lorries try to rejoin the A14.
Diversions have been put in place through Ipswich, with eastbound traffic following the solid triangle signs and westbound the solid circle signs.
Both diversions take travellers along the A1214 Colchester Road, A1189 Heath Road/Bixley Road and A1156 Felixstowe Road.
This means there is alos likely to be delays through the county town as traffic picks up.
Additionally, fallen trees across the county are causing localised delays as more and more roads become blocked.




AIS user? interesting the see the number of large and small ships steaming at about 3 to 6 knots in the middle of the southern North Sea . . Reckon its a better risk that hanging on to your ground tackle sitting in the Sunk or other deep water anchorage with the coming storm . . .





Storm force winds are due to hit the region tomorrow morning prompting major road and rail disruption.

Winds of up to 70mph – or even faster in some places – are due to arrive atthe same time as the morning rush-hour, causing chaos for those trying to head to work.
The threat of high winds has already prompted the suspension of the region’s rail network and the closure of the Orwell Bridge.
The storm arrived across southern Britain after rushing across the Atlantic from Newfoundland over the weekend.
Jim Bacon from Norwich-based Weatherquest said this year’s gales are following a similar path to the Great Storm of 1987 – and there are similarities to that.
“It’s coming after a period of wet weather which has left the ground saturated, and come at the same time of the year when there are leaves on the trees.
“But the depression at the heart of the storm is not as deep as that in 1987. It has the potential to cause problems but I don’t think it will be on that scale.”
Speaking on tonight, Mr Bacon said he expected the height of the storm to cross Suffolk and north Essex between about 6am and 9am – and that the winds would ease significantly after that.
Another difference between this year’s storm and 1987 are the warnings that have been published before its arrival.





East of England

Forecast Summary

  • This Evening and Tonight

    Heavy and persistent rain will spread to the region during the evening, coupled with strengthening winds. Winds strengthening further towards dawn, with potentially damaging gusts and squally showers.

    Video/gallery: St Jude storm is fast approaching


    Heavy showers have been reported across the region and the winds have been whipping the crisp autumnal leaves around the streets of Suffolk and Essex. But despite the autumnal nip, families have been making the most of the relative calm before the storm.
    In Thorpeness, the Durrant family took to the beach for a bracing walk.
    And at Felixstowe, iwitness member Linda Bohea captured yachtsman making the most of the strong winds.
    The latest forecasts suggest we are in for heavy showers from around 10pm, with the wind taking hold in earnest in the early hours of the morning.
    Wind speeds tomorrow could top 40mph in parts of Suffolk and along the Essex coast.
    Are you prepared for the storm? See our websites for updates on storm damage, advice on emergency precautions and the very latest forecasts.





Sunday, 27 October 2013

Docks / Ports is a very dangerous environment to work in !!!!



 We all believe that it will never happen to 
us!!!!! this is dock work, it does and it will happen.


The majority of Dockers around the world are paid a good wage, the above pictures are one of the many factors for that good wage to be paid.
















Saturday, 26 October 2013

Discovery Channel About to Broadcast First Episode of Triple-E Documentary Series


The first episode of Discovery Channel’s 6-episode TV series about Maersk Line’s Triple-E vessel will be broadcast in Denmark on Thursday 24 October on the Discovery Channel.
The series will be broadcast throughout Europe and Asia in November and December followed by Latin America in February and March of 2014.
The series, titled “The World’s Biggest Ship,” will consist of six 45-minute episodes and give viewers the opportunity to see how the Triple-E was designed, the intricacies and challenges of building the ship and its eventual trials at sea and launch into operation. The episodes will also zoom in on the lives of many of the people involved in the different stages of the creation of these enormous ships, from the naval architect to the men and women putting it together in the shipyard to one of the Captains as he prepares and trains for his role.
To get some idea of what to expect, check out the embedded 10-minute video clip from the first episode. And be sure to keep an eye on your local TV programming guide when the series starts in your part of the world.



MAERSK
TRIPLE-E THE WORLD LARGEST SHIPTRIPLE-E THE WORLD LARGEST SHIP
Discovery Channel’s 6-episode TV series about building the Triple-E vessel premieres tomorrow night!
http://worldslargestship.com/wp-content/uploads/2013/03/Build_31.png
Coming to your TV: Discovery’s Triple-E Documentary Series
The series, titled “The World’s Biggest Ship,” will consist of six 45-minute episodes and give viewers the opportunity to see how the Triple-E was designed, the intricacies and challenges of building the ship and its eventual trials at sea and launch...
Read more
http://worldslargestship.com/wp-content/uploads/2013/10/ep1-280x157.jpg
Episode 1: Huge Hull: The Ships’ Skeleton
The Triple-E’s hull will have a unique U-shaped, boxy skeleton made from 40,000 tons of steel, erected by specially designed cranes. It must be large enough to swallow more containers than any ship before it, and sturdy enough to survive a pummelling...
Read more
http://worldslargestship.com/wp-content/uploads/2013/10/allepis-280x157.jpg
Episode overview
The Triple-E’s hull will have a unique U-shaped, boxy skeleton made from 40,000 tons of steel, erected by specially designed cranes. It must be large enough to swallow more containers than any ship before it, and sturdy enough to survive a pummelling...
Read more
http://worldslargestship.com/wp-content/uploads/2013/03/Discovery_launch-280x157.jpg
Discovery Channel to document build of Triple-E
Discovery Channel has exclusive access to film every part of the build; from the design of the vessels unique hull to the construction of the Triple-E’s enormous engines and propellers, from the environmental improvements and safety systems to the ship...
Read more