Tuesday, 30 September 2014

Docks And Ports Are A Very Dangerous Environment To Work in !!!!



To all you employers out there thinking about out sourcing / having casual labour within your Port. This is what skilled Dockers deal with every day somewhere in the world.




Zero hours contracts do not clean this lot up.




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.





There is a reason, why we are proffesionals, there is a reason why we don't get killed every day... The reason is we KNOW what we are dealing with here...
So EU Troika and employers WHO think selfservicing and casual untrained Labour is the way forward, forget it.
WE WILL NOT ALLOW YOU TO KILL LABOUR, AND WE WILL NOT LET YOU KILL OUR JOBS, NEVER SURRENDER ! 


Maersk hopes MSC alliance can fill the Triple-Es, while SeaLand is set for revival

maersk
Maersk would appear to need its new alliance partner MSC to help fill its 18,000teu Triple-E containerships.
At the Maersk Group Capital Markets Day on Wednesday, Maersk Line chief executive Soren Skou conceded that without the east-west 2M vessel-sharing agreement (VSA) with MSC, it would have to reduce the number of strings between Asia and Europe.
“Commercially that would be a problem for us,” admitted Mr Skou, giving the first indication of how critical the 2M was to the carrier’s long-term strategy.
Indeed, there is evidence that, in the past year, Maersk has increasingly had to rely on the spot market to fill its ships, with Mr Skou recently indicating that the carrier’s business was now roughly split 50:50 between contract and spot cargo – compared with a 25% share for spot cargo a year ago.
Mr Skou said the 2M VSA would, “hopefully”, gain authority approval and advised that, in line with analyst expectations, Maersk Line should be able to trim $350m a year from its bottom line with the optimisation synergies gained in the co-operation with the Geneva-based carrier. However, in 2015, this was likely to be only around $250m, given the phase-in costs.
Maersk Line has produced nine consecutive quarters of profit after the painful root and branch strategy changes that followed the disastrous $600m loss in the first quarter of 2012, and it is now recording EBIT levels 9% above the industry average. But Mr Skou wanted to dispel the notion that its success was entirely due to the deployment of big ships.
He claimed it was a myth that Maersk Line had adopted an aggressive expansion strategy, and argued that 3% fleet growth over the past two years was a “responsible reaction” to market growth of 7% and stood in contrast to the industry’s 11% capacity increase.
He said the focus would remain on cost reduction, and expected freight rates to remain under pressure for the foreseeable future, with little likelihood of top line revenue growth.
Bunker savings continue to be the main ingredient of the company’s unit cost reduction programme, and the innovation of slow- and super-slow-steaming was constantly being advanced, with “speed equalisation” a further tweak in the fuel-saving strategy.
For example, Mr Skou explained, on the Asia-Europe trade, where the strategy was originally to operate ships at designed service speed on the westbound headhaul and super-slow-steam backhaul, it has been found to be more economic to slow-steam on both legs.
Moreover, Mr Skou said, Maersk had a “vast tool box” of cost-cutting options and still had scope to further improve “container efficiency”.


Subject to regulatory approval of the 2M VSA, the challenge of the east-west trades had largely been met, he said, but in regard to north-south routes he added: “We want to be very clear; we want to defend and grow our north-south trade.”
He said Maersk’s strategy for those routes was cost leadership  – using the biggest vessel possible for each particular trade; selling the best product; and having “more boots on the ground” in local markets.
Meanwhile, Mr Skou acknowledged that based on current growth, Maersk Line would need around 425,000 slots of extra capacity by 2017 – some of which could be temporarily covered by attractively priced charters, but in the longer term he saw a need for around 30 newbuilds for delivery between 2017 and 2019.
Given the time frame from planning to receiving a newbuild, he said decisions would have to be reached on its fleet strategy within the next year.
Mr Skou also confirmed reports that Maersk would re-establish the SeaLand brand in the intra-America trades between North and South America, where Maersk Line was currently “underweight”.
Around 250 staff will be employed at the SeaLand headquarters in Florida, from where the company would operate with the same autonomy as its intra-Europe and intra-Asia arms, Seago Line and MCC Transport



Analysts warn of potential rate war between new alliances

In the wake of the 2M partners announcing plans for the 22 strings they plan to operate on east-west routes this winter, industry analysts have warned that the schedules from Maersk Line and Mediterranean Shipping Company (MSC), could lead to a fall in freight rates as competing alliances battle it out in key trades.
Alphaliner said that the first of these battleground trades could be Asia-Mediterranean services, where 2M and the competing Ocean 3 alliance of CMA CGM, United Arab Shipping Company (UASC) and China Shipping will jostle for supremacy.
Analysts argue that Maersk and CMA CGM will try to retain their current coverage, which could lead to an 11% increase on the trade, or an extra 14,000 teu per week.
Alphaliner said that capacity will be felt as nine new loops are implemented in place of the seven strings being operated by members of the two alliances. The Adriatic and Black Sea sectors are likely to be hit hardest.
“The increase in trade capacity could tilt the supply-demand balance against the carriers’ favour and threaten the fragile recovery in freight rates that could be observed so far this year,” said the analyst.
It notes that the Asia-Mediterranean trade has enjoyed growth of 7% year to date, while weekly capacity contracted 6%.
“Another price war could thus be triggered on the trade, as the tentative demand recovery on the Far East to Meditteranean routes will not be sufficient to absorb such a large increase in capacity,” said Alphaliner.
The latest vessel sharing agreement between Maersk and MSC was announced on 16 July, just weeks after the proposed P3 Alliance was scuttled by Chinese competition authorities. 2M, still dependant on regulatory approval from various bodies itself, will provide around 185 vessels with a capacity of 2.1 million teu.

Monday, 29 September 2014

Update: Colombo Express collides with Maersk Tanjong


The Suez Canal Authority are now trying to pick up the containers dropped from the 8,749-TEU Hapag-Lloyd container vesselColombo Express following a collision with the Maersk Tanjong early this morning in the Suez Canal.
The traffic in the area is delayed due to the impact between the twohuge container vessels. The port authorities have launched an investigation into the exact course of events.
Inchcape Shipping Services, a ship agent, said:
“The Suez Canal Authority is currently trying to pick up the dropped containers from the eastern channel and both vessels will be moored at the canal lakes until the required investigations, paper work and maintenance have been completed.”
There were no reports of injuries or pollution. The press officer of Maersk Line, Michael Storgaard, said:
"There is no pollution. Unfortunately, perhaps smoked a couple of containers overboard. Both ships are seaworthy, and as it looks now, the most cosmetic damage."
Videos and more photos of the collisionColombo Express collides with Maersk Tanjong in Port Said


Colombo Express collides with Maersk Tanjong in Port Said


The 324-metre container vessel Colombo Express has collided with the 332-metre container vessel Maersk Tanjong in the Suez Canaloff Port Said. The accident occurred today at 5:33 UTC.
The Maersk vessel was clearing the Suez Canal Container terminal to join the second convoy, whilst the Colombo Express was proceeding through the convoy. The collision resulted in a 20-metre dent to the left side of Colombo Express and three fallen containers.
The second southbound convoy has been interrupted. The container ships will be moored at the canal lakes until the investigation and the repairs are completed.
Colombo Express (IMO number 9295244 and MMSI 211433000) was built in 2005 and is registered in Germany. The container ship has a deadweight of 103,800 DWT.
Maersk Tanjong (IMO number 9332511 and MMSI 565510000) was built in 2007 and is registered in Singapore. The vessel has a deadweight of 107,266 DWT.

Videos of the collision between Colombo Express and Maersk Tanjong

Data provided by VTExplorer
Video by: PortsaidAlyoum
Stay tuned for more information on the collision between Colombo Express and Maersk Tanjong.


The post-Golden Week container shipping capacity conundrum: lines play it cautious

goldenweek
None of the major ocean carriers serving the Asia-Europe and transpacific trades have given any indication of their plans for the traditional withdrawal of services over the winter slack season.
They would not normally be in a position to gauge expected demand until the impact of the Chinese Golden Week holiday has been played out by late October. But the supply and demand winter programme equation this year could be particularly difficult to call, given the better-than-expected load factors and peak season enjoyed by carriers plying these two tradelanes.
Moreover, the established east-west trade alliances of the G6 and CKYHE will no doubt be reluctant to blink first, with the proposed Maersk Line and MSC 2M vessel-sharing agreement and the newly-configured Ocean Three co-operation between CMA CGM, UASC and CSCL looking for any weakness in a rival alliance.
Despite the reported 90% load factors enjoyed by Asia-North Europe carriers, the September general rate increases have failed to stick, with last week’s Shanghai Containerized Freight Index shedding another $74 per teu, where it was before the current round of GRIs.
Furthermore, the recently announced and bullish GRIs for October will be even more difficult to sustain if, post-Golden Week, cargo flows are subdued and the ultra-large containership operators become desperate to fill holds.
It follows that there will be much burning of the midnight oil in the boardrooms of ocean carriers when the item of adjusting capacity for the slack winter months appears on the agenda.



boxshipstern.
Ahead of the Chinese Golden Week holiday in early October, the number of open containerships has fallen across most sectors.
A spate of “brisk fixing activity” has reduced Alphaliner’s idle fleet bi-monthly report to 120 ships, totalling 228,000 teu, as of September8. This is the lowest number of laid-up container vessels recorded by the analyst since the summer of 2011.
Moreover, the redundant tonnage includes just 12 carrier-controlled ships, of which only three are owned by top 20-ranked lines – APL, CSAV and NYK – as they deploy hitherto surplus tonnage to cope with better-than-expected peak season demand and are forced to compensate for vessel delays in the congestion-afflicted ports of Europe and Asia.
Alphaliner says it expects the reduced vessel availability to result in a “much needed boost to charter rates”  – albeit that the strong demand could prove shortlived after the Chinese holiday and the expected winter slack season capacity culls.
Although the market will probably weaken again in the final quarter of the year, Alphaliner suggests that owners of post-panamax ships of 8,000teu and above could still look forward to a rates boost courtesy of the newly announced Ocean Three alliance.
The vessel and slot-sharing partnership of CMA CGM, UASC and China Shipping Container Lines will, according to Alphaliner, need to fill gaps in its service network in the short term, while it awaits delivery of a substantial number of ultra-large containerships.
Indeed, early evidence of the intent of the Ocean Three partners – particularly the aggressive expansion of UASC – came in a fixture last week by the Dubai-based carrier for two 9,034teu newbuildings from Singapore-based Asiatic Lloyd, chartered for three years at a daily rate just shy of $40,000.
Meanwhile, Alphaliner reports that there is some good news for boxship owners in the geared high-reefer intake 2,500teu sector, with several of these ships having been recently fixed at sharply increased daily rates due to a surge in demand linked to the impending launch of new reefer-intensive services.
Hamburg Sud has been particularly active in this market, noted the analyst, fixing four Hyundai 2500-designed vessels, equipped with 600 reefer points, for 12 months at $9,500 per day for deployment on the German carriers’ EMCS (Europe-Mexico-Caribbean) service slated to commence in November.
On the debit side, however, the merging of CSAV’s container business into Hapag-Lloyd – which has now been given the green light by regulators and is expected to be complete by year end – could result in more chartered ships being off-hired as the new entity seeks to rationalise its business and reverse the tide of loss-making operations suffered by both companies prior to the deal.
Add these as yet unknowns to the potential supply and demand impact of a further 50 containerships (300,000teu) stemmed for delivery by the end of this year, and containership owners can have virtually no idea what the industry will look like in a few months’ time.

Hyundai Skybench innovation can increase container ship capacity



HHI's new Skybench concept

Hyundai Skybench innovation can increase container ship capacity

South Korean shipbuilder Hyundai Heavy Industries (HHI) presented a new design feature for container vessels at Hamburg’s SSM, increasing the box intake of large carriers.
The patented concept called “Skybench” can extend cargo capacity by 450 teu on a 23-row wide 19,000 teu ship and by 350 teu on a 20-row wide 14,000 teu vessel.
While applicable to any large twin-island container ship in principle, Hyundai proposed that the innovation could compensate for the capacity lost by gas-powered ships compared to heavy fuel oil (HFO-fuel) vessels, due to the large size of liquefied natural gas(LNG) tanks.
The design works by sliding the upper three decks of the accommodation block on a container ship, allowing for containers to be loaded and discharged from the otherwise unused space.
The mechanism takes ten minutes to operate, sliding the block from its normal position to a temporary port position, using four electric-driven train units.
Sliding can be minimised to a single port at each end of a rotation since extra containers can be grouped adequately when preparing a cargo plan.
There are potential safety benefits because in the case of an emergency, the sliding block is detachable and would continue to float if a vessel sunk.
The accommodation block rests on top of two side casings on a ship, which stretch the length of two 40 ft bays and where lifeboats, provision cranes and utility rooms are located.



Hyundai SkyBench(TM) Container Carrier


Published on 15 Sep 2014
SkyBench Container Carrier, Hyundai Heavy Industries' world first innovative desing for maximizing cargo capacity(cargo intake).

Hyundai SkyBench container carrier overcomes the limitations of space utilization by using mobile concept at accommodation section in 2-island type

Sunday, 28 September 2014

Hanjin Shipping to issue $9.2M in convertible bonds


Hanjin Shipping, South Korea's biggest shipping company, announced on 26 September that it would issue convertible bonds to raise KRW9.6Bn ($9.2M) for working capital.
KDB Daewoo Securities, Samsung Securities, Woori Investment & Securities, Mirae Asset Securities, and Hyundai Securities will each pay KRW1.92Bn to subscribe to the bonds.
Coupon rate of the convertible bonds will be 5.93% and the maturity interest rate will be 7.43%.
The bonds will mature on 30 September 2017, at which point Hanjin Shipping would repay the holders 104.9894% of what they had paid. The conversion period will be from 30 September 2015 to 30 August 2017.
From 20 August 2016 to 30 May 2017, if the bond holders wish to redeem the securities early, they may exercise options that oblige Hanjin Shipping to repurchase the bonds at 103.2025%- 104.5303%.
Hanjin Shipping told IHS Maritime that this bond issue is solely for working capital purposes and is not tied to its ongoing financial restructuring.
On 27 June, Hanjin Shipping issued KRW3.2Bn worth of convertible bonds as part of measures to improve its liquidity.
Three years of consecutive losses have led Hanjin's loans snowballing to over KRW9Trn and it is due to repay about KRW1.25Tn this year.
On 11 June, Hanjin's affiliate Korean Air Lines became its biggest shareholder through a KRW400Bn purchase of additional shares, giving it a 33.2% stake.
Related news:


PORT OF FELIXSTOWE RECEIVES FULL AEO STATUS


The Port of Felixstowe Achieves Full AEO Status
The Port of Felixstowe, the Port of Britain, has become the first UK port to receive full Authorised Economic Operator (AEO) status.
The AEO initiative was introduced by the European Commission through the Union Customs Code to help simplify customs procedures and secure international supply chains.
Commenting on the accreditation, Clemence Cheng, Chief Executive Officer of Hutchison Ports (UK) Limited, owners of the Port of Felixstowe, said:
"Being the first port in the UK to achieve full AEO status demonstrates our commitment to providing the best possible level of service to our customers. It recognises the robustness and consistency of the port's procedures, giving customers and UK Customs comfort that the high standards required to achieve accreditation are maintained.


"It is becoming increasingly important to cargo owners that everyone involved in the international supply chain is able to demonstrate the highest standards of customs simplification, safety and security. Ports play a vital role in this regard and this designation gives them that assurance."
The AEO certificate is an internationally recognised quality mark issued by Her Majesty's Revenue and Customs giving surety that the holder's role in the international supply chain is secure, and that their customs controls and procedures are efficient and compliant.


Saturday, 27 September 2014

ASN / Townsend Thoresen / P & O Ferries. Port Of Felixstowe


How many Felixstowe Dockers worked on this terminal and had some good times.


And here is the end of ASN

And now we have…...
















Friday, 26 September 2014

Hamburg Süd and UASC Forge Shipping Coalition


United Arab Shipping Company (UASC) and Hamburg Süd, have signed a global cooperation agreement. The agreement came after a series of discussions focused on the companies’ respective customers’ business needs, key growth areas, and operational requirements.


Hamburg  Süd and UASC Forge Shipping Coalition


The need to address logistical imbalances was also a key driver behind the agreement, according to Hamburg  Süd.
“This cooperation with Hamburg Süd enables access to the South America trades and illustrates our ambitious approach to enhance geographic coverage”said Jørn Hinge, President and Chief Executive Officer of UASC. “In today’s challenging marketplace our customers deserve more opportunities, better services and improved efficiencies. Through partnerships with leading operators such as Hamburg Süd, and investment in some of the largest and most eco-efficient container vessels ever built, UASC ensures that customer service remains at the very heart of our operations.”
Hamburg Süd and UASC have agreed to initially cooperate on several of their respective core trades. Hamburg Süd will enter the Asia – North Europe and Asia – US trades in December 2014 and January 2015, respectively, while UASC will enter the Europe – South America East Coast and Asia – South America East Coast trades effective from mid-2015.
Hamburg  Süd and UASC Forge Shipping Coalition
Initially, the cooperation will be in the form of slot exchanges; vessel deployment opportunities will be explored in due course. Further geographic scope for cooperation is currently under discussion. Both carriers also intend to explore other areas of cooperation going forward. Detailed service announcements will be provided by Hamburg Süd and by UASC shortly.
Dr. Ottmar Gast, Chairman of the Executive Board of Hamburg Süd, said:“This cooperation will enable Hamburg Süd and UASC to complement each other’s core services and networks, offering both lines’ customers a more comprehensive global reach and reliable services without incremental investment in new tonnage.

Hamburg Süd and UASC customers will benefit from the companies’ deployments featuring highly efficient and environmentally friendly vessels.”

Earlier this month, UASC formed a trading pact called the Ocean Three along with CMA CGM and China Shipping Container Lines (CSCL), covering a combination of Vessel Sharing Agreements, Slot Exchange Agreements and Slot Charter Agreements on global maritime routes.



Another Container Freight Shipping Lines Alliance Takes to the Water  


Box Lines Join Forces on Yet More Trades

Shipping News FeatureWORLDWIDE – With mega container shipping alliances all the rage of late, it really comes as no surprise that a new cooperation agreement has been signed, this time between United Arab Shipping Company (UASC) and Hamburg Süd, the twelfth and nineteenth largest box freight lines in the world. This is the second such announcement from UASC which earlier this month signed an agreement with CMA CGM and CSCL to form Ocean Three, which is currently seeking approvals.
Initially, Hamburg Süd and UASC have agreed to cooperate on several of their respective core trades. Hamburg Süd will enter the Asia-North Europe and Asia-US trades in December 2014 and January 2015, respectively, while UASC will enter the Europe-South America East Coast, and Asia-South America East Coast trades effective from mid-2015. At first the cooperation will be in the form of slot exchanges; vessel deployment opportunities will be explored in due course. Further geographic scope for cooperation is currently under discussion. Both carriers also intend to explore other areas of cooperation going forward. Jørn Hinge, President and Chief Executive Officer of UASC, said:
“As a customer-focused and emerging global operator, UASC is committed to continuously delivering new and enhanced service patterns. This cooperation with Hamburg Süd enables access to the South America trades and illustrates our ambitious approach to enhance geographic coverage. In today’s challenging marketplace our customers deserve more opportunities, better services and improved efficiencies. Through partnerships with leading operators such as Hamburg Süd, and investment in some of the largest and most eco-efficient container vessels ever built, UASC ensures that customer service remains at the very heart of our operations.”
The agreement came after a series of discussions focused on the companies’ respective customers’ business needs, key growth areas, and operational requirements. The need to address logistical imbalances was also a key driver behind the agreement. Referring to the agreement, Dr. Ottmar Gast, Chairman of the Executive Board of Hamburg Süd, said:
“This cooperation will enable Hamburg Süd and UASC to complement each other’s core services and networks, offering both lines’ customers a more comprehensive global reach and reliable services without incremental investment in new tonnage. Hamburg Süd and UASC customers will benefit from the companies’ deployments featuring highly efficient and environmentally friendly vessels.”


Maersk Line to Spend USD 3 Bn a Year on Newbuildings


Maersk Line plans to set aside close to USD 3 billion a year for the period 2015-2019 to finance shipbuilding projects, in an effort to further solidify its position of the shipping company with the largest operating fleet, Reuters reports.



Maersk Line to Spend USD 3 billion a Year on Newbuildings


“The current orderbook (is) not sufficient to grow with the market,” was stated during a presentation for Maersk Line’s analysts held in Copenhagen.
“Vessels will support a low cost position by being the largest possible in each trade.” 
It was not said how many ships will be added to the existing 500 strong fleet.
The presentation can be interpreted as a strong signal to the shipping industry, as well as Alphaliner consultants, who earlier this month predicted that the Swiss MSC is in a good position to take the number one spot by 2016, based on the current orderbook.
Maersk Line controls about 15% of global shipping market share, with a 20% share in transported cargo on the most frequent Asia-Europe route.
The industry has been battling overcapacity since the financial crisis because new vessels ordered before the downturn have flooded the market. This has driven rates on the main route between Asia and northern Europe to loss-making levels.
Four out of fifteen biggest shipping companies, including Maersk Line, scrambled to profit in the first six months of 2014, which is mainly attributed to the overcapacity caused by the financial crisis. The new ships ordered prior to the crisis overcrowded the market, sending the freight rates to loss-making levels.

Maersk to Spend $3bln Annually on Newbuilds

Posted by Joseph Keefe
Wednesday, September 24, 2014, 8:41 AM
File File photo: Maersk Containership underway.
File photo: Maersk Containership underway.
Denmark's Maersk Line will spend around $3 billion a year from 2015-19 on new ships to butress its position as the world's biggest container shipping company, it said on Wednesday.

"The current orderbook (is) not sufficient to grow with the market," Maersk Line, the world's largest shipping company by number of vessels, said in a presentation for analysts at the company's headquarters in Copenhagen.

"Vessels will support a low cost position by being the largest possible in each trade," it said in the presentation.

It was not immediately clear how many ships the company would order. It currently has 500 in its fleet.

Consulting group Alphaliner predicted this month that world No. 2 Switzerland-based MSC Mediterranean Shipping Company could overtake Maersk Line by 2016 based on the industry's current orderbook.

Maersk Line, a unit in the Danish conglomerate A.P. Moller-Maersk, controls around 20 percent of transported goods on the world's busiest route between Asia and Europe. Globally, its market share is around 15 percent.

The industry has been battling overcapacity since the financial crisis because new vessels ordered before the downturn have flooded the market. This has driven rates on the main route between Asia and northern Europe to loss-making levels.

Of the 15 biggest container shipping companies in the world, only four managed to make a profit in the first half of 2014. Maersk Line, the most profitable, reported an earnings gap of five percentage point above peers for seven consecutive quarters.