Felistowe Dockers

Felistowe Dockers

Tuesday, 31 May 2016

Maersk Line improves Asia – North Europe network (Video)


The adjusted Asia-Europe network will offer a more reliable product and enhance transit times in key corridors.


  • Felixstowe will benefit from changes to the Swan service with direct services from Shanghai, Ningbo and Qingdao.
Maersk Line announces improvements to its network between Asia and North Europe, the world’s largest trade lane. The adjusted network will offer a more reliable product and enhance transit times in key corridors, while delivering operational cost savings.
Maersk Line will eliminate overlapping port pairs in order to reduce the number of direct port calls in the network. This enables increased reliability through slower network speeds while the reduction in port calls make it possible for Maersk Line to maintain competitive transit times.
Most significantly Maersk Line strengthens its products into Germany and the Netherlands. They will feature market leading transit times from main Asian markets to Bremerhaven and Rotterdam, where westbound transit times are improved by as much as four days. Eastbound transit time between Rotterdam and Shanghai is reduced by five days, providing a unique product in the market.
A key enabler for the improvements is Maersk Line’s more effective deployment of large container vessels across its five Asia – North Europe services in the network:
“We are utilizing our scale to deliver a better product. With the largest network and the deployment of an increasingly uniform fleet of ultra large container vessels, we maintain our extensive direct coverage while focusing each service towards best in class transit times to specific markets on the trade,“ said Vincent Clerc, Chief Commercial Officer in Maersk Line.
A stable and reliable product
Maersk Line has drawn on experience from the first year of operations of the 2M alliance when adjusting the network. Launched in the beginning of 2015, the 10-year agreement with MSC is the only global alliance not affected by the current shake up among global container shipping alliances.
“Our improved network is the result of a stable, maturing alliance seeking to address current customer-felt pain points. It strengthens our commercial offering and offers shippers a stable choice in times where other alliance networks await reshuffling,” said Vincent Clerc.
The improvements to the network are anticipated to be fully phased in during the third quarter of 2016.
Find service maps and transit times on this link

Source: Maersk Line



Gerd Maersk Arrival after Storm!! Many containers damaged.


Some containers were lost at sea. Many containers are damaged when arriving at the port.

Ship crew is ok.



Video: Top 10 Engineering Features of Singapore’s Pasir Panjang Terminal Phases 3&4


1) To construct PPT Phases 3&4, some 198ha of land (equivalent to 280 football fields) was reclaimed off the Pasir Panjang shore.
2) PPT Phases 3&4 add 15 deepwater container berths, which when fully developed, would have an annual handling capacity of about 15 million twenty foot equivalent units (TEUs)
3) This will increase the overall container handling capacity to 50 million TEUs in Singapore. The additional container handling capacity will help to ensure that Singapore retains its status as a leading container transshipment hub.
4) Instead of fully using sea sand, nearly half of the reclamation fill used were alternative materials.
5) These alternative materials included marine clay from deepening of fairway and basins as well as excavated earth from land construction such as road, MRT and building projects. This innovative engineering process is much more sustainable than traditional reclamation method.
6) An innovative way of making the caissons-large reinforced concrete structures that form the seal wall and wharf structure-involved pre-casting them using specialised machine and transporting the caisson into docking position using a floating dock. As the caissons were of standard sizes and fabricated in a factory-like environment at site, productivity and the quality of caissons were increased.
7) For PPT Phases 3&4, a total of 150 caissons were constructed. Each caisson measures 21m to 32m, and weighs between 8,800 tons to 12,000 tons, depending on the height. The caissons used in the PPT Phases 3&4 development are among the largest in the world.
8) In reclaiming the land for PPT Phases 3&4 development, MPA used the Reduce, Reuse & Recycle construction approach. This has reduced the reliance on sea sand reclamation and the need for more disposal grounds for waste dredged and excavated materials, leading to substantial cost saving of $470 million. More importantly, a more sustainable development is achieved.
9) To preserve Singapore’s marine biodiversity, live corals at Labrador Nature Reserve affected by the land reclamation process were relocated with the involvement of NGOs. The survival rate of the relocated coral is 80% which is considered to be very good.
10) An environmental monitoring and management plan was put in place during the reclamation works which allowed the reclamation activities to proceed in an efficient manner, whilst ensuring protection of the environment and stakeholders.



Monday, 30 May 2016

Fire Crews Called to Ship Fire in Southampton, UK (Video)

A number of fire crews have been called to a quayside in Southampton (UK) after a fire broke out in a 100m vessel.
Fire crews from St Mary’s, Hightown, Cosham ,Romsey, Gosport, Eastleigh and Redbridge were alerted just before 1.30pm on Friday to take control over the fire incident.
The incident at Ocean Quay in Southampton involves the 100-meter ship Karissa. According to reports the ship, which is docked in the Belvidere Road marina on the banks of the River Itchen is there in order to be converted into a dredger.
Workers on the ship had been carrying out hot works when scaffolding boards caught fire onboard. Approx 20 works had to leave the ship.
Due to the quick arrival of fire crews the damage has been contained to one area of the vessel.
The ship has been undergoing a refit when flames broke out on a section of scaffolding. Two Crews using two breathing apparatus and a high pressure water jet tackled the blaze.
South Central Ambulance service sent hazard area response team to the scene but no one was treated.
A spokesman for the Fire and Rescue service said “The cause of the fire is still under investigation”
Source: UKNIP



The Amazing Race to Save the Modern Express



Published on 18 May 2016
On 26 January 2016, a 164-meter-long Roll-on/Roll-off vessel lost stability in heavy weather and was drifting fast towards the French coast in the Bay of Biscay. A team of dedicated salvage experts of SMIT Salvage was on the scene within 24 hours and was able to prevent an environmental disaster from taking place. Watch the impressive video of this spectacular salvage operation.




Felixstowe port details container weighing service prices





The Port of Felixstowe, the busiest in the United Kingdom, has outlined pricing for its container weighing service, an option it expects roughly 70 percent of exporters to tap in order to meet the SOLAS container weight rule that takes effect July 1.
The port, which emphasized nothing will change operationally, will charge 20 pounds ($29.31) for the weighing service and an additional pound as an administrative fee, bringing the total cost of a Felixstowe-generated verified gross mass declaration to 21 pounds. Shippers must request this service via the port’s community system.
The port also said that it seriously underestimated the demand for port-provided weighing services, previously forecasting to weigh only 10 percent to 20 percent of exports instead of what it now expects will be closer to 70 percent. The heightened anticipation of shippers using the service suggests that U.K. shippers will be turning to ports to generate VGM data needed to meet the International Maritime Organization’s Safety of Life at Sea convention, instead of using Method 2.
Method 2 involves weighing each item and its packaging and securing material, and adding those figures together along with the tare, or empty weight of a container, to generate a VGM. The port had expected some groups of shippers, such as those moving food and beverage products, to rely on this method, but after further consultation and research the port discovered that most U.K. shippers would opt for in-port weighing.
Shippers who have generated their own VGM must use the port’s community system to submit the VGM 24 hours ahead of the declared vessel’s estimated time of arrival. If a shipper does not provide a VGM, the port will weigh the box and levy a charge of 20 pounds.
That charge will also apply to containers that are found to have discrepancies between the VGM and actual weight in excess of 5 percent, the enforcement threshold laid down by the U.K. Maritime & Coastguard Agency. Shippers will have the option of using the weight attained by the port, but they will also pay an additional 20 pounds.   
All containers entering the port by rail or road will be weighed. The facility’s rail-mounted gantry cranes have all been equipped with SOLAS-approved scales to weigh boxes arriving by rail, while all of the port’s rubber-tire gantries have also been outfitted with scales to generate VGM information for containers that arrive by truck. The port said 42 percent of its exports arrive via rail and 49 percent by truck.
U.K. exporter that opt to use Method 2 must pay the MCA a 94 pound fee to be certified for the legal use of Method 2 and meet a number of regulatory requirements.
Shippers seeking to use Method 2 themselves will need to fill out a checklist and provide documented evidence in order to receive MCA approval. Shippers must have documented evidence of a process control system such as an ISO 9000 certification, the weighing method used, detailed information of weighing equipment that will be used, equipment maintenance and calibration processes, record retention, training in equipment use and procedures for dealing with faulty equipment.
Contact Dustin Braden at dustin.braden@ihs.com and follow him on Twitter: @dustin_joc.


Sunday, 29 May 2016

CSCL Globe departing Felixstowe just after 5am 29th May 2016



Published on 29 May 2016
Just after 5am on a misty 29th May 2016 the Cscl Globe Departs Felixstowe berth 8 for her next port of Rotterdam with the assistance of 2 tugs. With her draft of 13.9 metres she departed on high tide and stacks of containers still 10 high.

Dean Cable



DFDS Signs Bareboat Charter for 2 RoRo Newbuilds with Siem Group


Danish shipping and logistics company DFDS has entered into an agreement with the Siem Group to bareboat-charter two RoRo freight newbuilds for a five-year period, with an option to buy the vessels. 
The two ships will be built by German shipyard Flensburger Schiffbau-Gesellschaft that previously delivered six Ro-Ro freight ships to DFDS.
The delivery of the two vessels is scheduled for May and September 2017, respectively. The freight capacity of each ship is 4,076 lane meters, equal to around 262 trailers.
Both newbuilds are to be deployed in DFDS’ route network in the North Sea, according to the company.
DFDS says the ships will add around 20 percent more capacity compared to the ships they are expected to replace.
Amid positive market trends on most routes in the network, DFDS said in its quarterly report for the first three months of this year that this was “the best Q1 result so far” for the company, having recorded an increase in revenue of 6 percent. In addition, the company expects further growth in 2016.

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APM Terminals Pier 400 Safety initiatives


Uploaded on 16 Feb 2016
New safety initiative at the world’s largest proprietary container terminal, APM Terminals Pier 400 Los Angeles, has resulted in the implementation of revised yard layout and procedures to enhance the safety of the 2,000 to 3,000 Over-the-Road (OTR) truck drivers who deliver and pick up containers at the terminal in any given 24-hour period


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DOCKERS of LISBON have WON a very important battle!


DOCKERS of LISBON have WON a very important battle!
We are very proud of YOU ALL, special thanks to António Mariano and our general of the IDC Jordi Aragunde Miguens.
Many batlles to win, all together we will win the war against the dockers wordwide!
Long live IDC!



LISBON DOCKERS have WON THE BATTLE after more than 32 days of STRIKE!! This is a very important VICTORY for all the dockers in Portugal and the rest of Europe.
IDC has proven that it will do what it can to defend the dockers !!!!
We will never walk alone!
IDC is here to stay!





Our general Jordi Aragunde Miguens back at work in Barcelona, after
winning an important battle for the DOCKERS in LISBON.
Dockers, rank and file, prove that we can make a difference!
Long live IDC : http://www.idcdockworkers.org/en/

The container shipping industry will see disruption in 2017

Vincent Clerc

Chief Commercial Officer at Maersk Line


Container carriers have for a long time been caught in a vicious circle of weak fundamentals. To lower their production costs, they may invest in ever larger assets, leading to periods of overcapacity and low utilization and corollary declining freight rates.
These crises typically eventually resorb themselves through tonnage rationalization to bring supply and demand back into balance. With the sluggish growth we have witnessed over the past years, this is increasingly achieved through increasing cooperation amongst carriers with the aim of taking out cost and managing assets efficiently.
The cycle we have observed over the past fifteen months is no different from the ones that preceded it. The global container shipping demand growth was about 1% in 2015 while the supply of tonnage increased by 7%. 2016 looks set to end up in approximately the same vein, everything else remaining equal. In an industry with wafer thin margins, such a gap between supply and demand creates extra costs that are not sustainable.
We can see in some of the measures that are being taken that the carriers are dealing with this waste in a decisive way. Currently 7% of the global fleet is idled. The industry is consolidating and the alliances operating in the major trades are reshuffling to assist with the aim of achieving the lowest possible production cost.
The industry will clearly benefit from these efforts. In the long run, every stakeholder benefits from having a cost efficient supply chain without waste. The goal of the alliances is to enable container shipping lines to optimize their networks and benefit from economies of scale and scope. This potentially allows individual alliance partners to market competitive services that are attractive to customers; more ports, more direct services, more frequency, produced effectively.
However, these economies of scale and scope typically will need some time to crystalize.
After a tumultuous and stressful period for customers which saw four major alliances come on-line at the start of 2015, we are now seeing indications that the alliance structure will again change.
When a container shipping line moves from one alliance to another both alliances need to redo their networks. There will in the beginning be shorter and longer periods with frequent changes to services and offered capacity, and fluctuating reliability. 
There are currently four large alliances – Ocean Three (China Shipping, CMA CGM and United Arab Shipping), CKYHE Alliance (COSCO, Evergreen, K-Line, Yang Ming and Hanjin), G6 (APL, Hapag-Lloyd, Hyundai MM, MOL, NYK and OOCL) and 2M (Maersk Line and MSC) in the Asia to Europe service, the largest trade lane in the world.
Of these, only 2M will not be undergoing major changes in 2017.
We know from experience how complex it is to implement a network of 200 very large vessels sailing around the world. 2M has been running stable and reliable for over a year – and has enabled Maersk Line to provide a wide range of services at a competitive price.
We will very soon announce a series of upgrades to eliminate the customer felt pain-points by balancing number of direct port calls with the need for buffer in our schedules and thereby continue to provide customers with a stable, enhanced alliance.



Vincent Clerc
Written by


TEMPORY SUMMER POSITIONS AT FELIXSTOWE PORT


We are advertising for temporary summer positions to provide additional cover during the peak holiday season. The positions available are for Temporary Labourers and Clerical Operatives, please refer to the attached job descriptions and overview for further information about the roles.
Contracts to run from July to September 2016



Saturday, 28 May 2016

Port Of Felixstowe 1970 - 72



Accident Report 05 3847 - Class B Failure of No.2 Crane, Tasman Mariner, 20 September 2005


This happened at The Port of Tauranga, New Zealand.. On a Tasman Asia ship about 10 years ago maybe even more.. No one was hurt but Prity shaken up.. I worked for the Stevedore company Independent Stevedoring LTD

Scary hey mate ! This is why we never load directly onto the forklift tines wich is slowly creeping back into the job. It HAS happened here before and it will likely happen again one bay




Anyone know where this happened



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1st call of MSC Maya arriving atThe Port of Felixstowe 28th May 2016


Published on 28 May 2016
The MSC Maya, at a staggering 396 metres long and 59 metres wide, can also hold an eye watering 19224 TEU full of cargo from the Far East destined for U.K shops and Europe. MSC Maya sails into The Port of Felixstowe around 4am with a draft of 15.3 metres, also with the assistance of two Svitzer tugs to go starboard side to berth 9. 

Dean Cable





How did he do this? Lot of speed I guess..?!


Good to hear the explanation, and of cause the driver was ok

Sander Klok Yep! And I was Driving it. 2 years ago on the 13th of march
LikeReply2218 hrs
Marco Santoro Sander. .please explain to us how this happened.. How did you do this...maybe the rest of can learn from it.
LikeReply117 hrs
Sander Klok I did want to drive out of the street, at the last row of containers, I lower my spreader with container to make my turn. But the spreader and container was reaching out of the Street and a colleague was Driving at that moment on that point. He hits the spreader and container with full speed. By the force of the collision I went down.
LikeReply17 hrs
Sander Klok but seven containers have cushioned the blow
LikeReply17 hrs
Sander Klok I only had some pain in my back. But I was fine. Only a scratch on my soul. Needed some counseling.
LikeReply217 hrs
Sander Klok But Im fine now. Don't do that kind of work anymore. Today i Only operating gantry cranes and reachstackers