Tuesday, 28 February 2017

Container terminal in court after worker injured

London Container Terminal (Tilbury) Limited (LCT) has been fined after a worker was seriously injured when the ‘straddle’ carrier he was driving overturned at Tilbury Docks in November 2014.
Basildon Crown Court heard that on 16 November 2014 a worker inadvertently drove his straddle carrier into a large excavation at the docks.The court was told that looking down from his cab, the driver did not see the road cones, small flashing lights or the ticker tape around the excavation because it was dark and the weather conditions were poor.
The straddle carrier, a vehicle used in the port terminal for stacking and moving freight shipping containers, toppled over. The worker suffered life changing injuries, his head wound required 29 staples to close and he continues to suffer from post-traumatic stress disorder.
An investigation by the Health and Safety Executive (HSE) found the precautions taken by LCT were wholly inadequate to prevent the vehicle from being able to enter the excavation. The court heard that all of the straddle carrier drivers working in the vicinity of the excavation had been exposed to the risk for several days during the course of the excavation works.

London Container Terminal Limited of Northfleet Hope House, Tilbury Docks, Tilbury pleaded guilty to breaching sections 2(1) and 3 (1) of the Health and Safety at Work Act 1974 and have been fined £180,000 and ordered to pay costs of £73,296. London Container Terminal ceased trading in December the fine will be paid by the Port of Tilbury (London) Limited.
Speaking after the hearing, HSE Inspector Nicola Jaynes said: “This was a serious incident and that could have been much worse. This was preventable if LCT had the correct safety precautions in place.  This case serves as a reminder that suitable precautions are required to protect both pedestrians and vehicles from entering excavations.”
Further information on how to reduce the risks involved with workplace transport can be found at: http://www.hse.gov.uk/workplacetransport/index.htm

Notes to Editors: 
  1. The Health and Safety Executive (HSE) is Britain’s national regulator for workplace health and safety. It aims to reduce work-related death, injury and ill health. It does so through research, information and advice, promoting training; new or revised regulations and codes of practice, and working with local authority partners by inspection, investigation and enforcement. hse.gov.uk[1]
  2. More about the legislation referred to in this case can be found at: legislation.gov.uk/ link to external website[2]
  3. HSE news releases are available at http://press.hse.gov.uk


Media contacts

Journalists should approach HSE press office with any queries on regional press releases.

Port Of Felixstowe 50 Yeras A Container Port 1967 - 2017



















RECORDS BROKEN AGAIN AT IPSWICH AS SHIPS GET BIGGER AND CALLS SOAR




ABP Ipswich has broken records again as the port welcomed larger vessels and saw a surge in ship calls in 2016.
In total, 743 ships called at the port, up eight percent from 2015 figures. This increase aligns with an increase of gross tonnage – a measurement of overall ship capacity – which rose by 13 percent to 2.6 million gross tonnes last year. 

Ipswich, which is the UK’s leading export port for agricultural products, has had over £5.4m invested into upgrading facilities and replacing equipment over the last 12 months, including the construction of a new bulk store which is due for completion in April.
Planning and cooperation between the port and marine authorities saw the largest ship to ever call at the port in December. The Dijksgracht, which is 156.93 metres long, arrived at Ipswich with a shipment of 10,500 tonnes of rice from Texas, USA for the Ipswich Grain Terminal.
Since 2013, the port has been growing busier year on year, reaffirming the port’s ideal location for serving the Suffolk community and economy.
ABP Short Sea Ports Director Andrew Harston said: “Our 2016 figures are yet another positive indicator of the importance of the Port of Ipswich to the broader East Anglian economy.
“An eight per cent increase in ship calls is a testament to the efforts of our staff and customers who are striving to continually grow their businesses.
“We are now looking forward to improving this result again in 2017.” 

Monday, 27 February 2017

Out of trouble Indian driver riders forget to unlock result

Heavy lifting ship HHL Tokyo pictured alongside Tilbury Power Station where it will be removing old cranes in the coming days

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Maersk, Drawing stability into every delivery

Optimising Transpacific, Asia North Europe and Transatlantic networks
Over the last 100 years, Maersk Line has established itself as your trusted shipping partner to help get your products from origin to destination. You have relied on us not only to turn the promises you made into promises delivered but also to help you in propelling your business ambitions. Despite challenging times, we remain dedicated to serving all your shipping needs with stable, flexible, and direct services. In order to align our services with your business needs, we are Maersk, Drawing stability into every deliveryoptimising our Transpacific, Asia North Europe, and Transatlantic networks. The optimisation offers you best-in-class services with faster transit times, stable connections, and direct corridors to deliver your products where your customers demand it most.
Optimised Transpacific Network (Eastbound)
Laem Chabang, Kaohsiung and Xingang will now have direct coverage to Pacific South West.
We maintain our existing products to the Pacific North West – the gateway to Eastern Canada and U.S. inlands utilizing an extensive rail network.
Improved feeder product and transit times from Jakarta and Surabaya, Indonesia (to be finalised by mid-March 2017).
TP18 is now the dedicated US Gulf Service which will provide weekly direct service from China and South Korea into Houston and Mobile.
Our service through Panama now shortens transit time from South China into Savannah by eight (8) days, providing the fastest coverage into South Atlantic destinations.
Optimised Transpacific Network (Westbound)
We have gained coverage from the Pacific South West into North China (Xingang/Qingdao), Hong Kong and Laem Chabang.
Improved direct transit from Los Angeles/Long Beach and added coverage from Oakland into Kaohsiung.
There are now two (2) weekly direct calls into Japan.
We maintain stable coverage out of the Pacific North West with two weekly services
We provide superior overall coverage out of Baltimore and Miami.
We will continue to maintain direct coverage out of Wilmington.
We have the fastest products in the market for Newark – Singapore, US Gulf – Busan, South Atlantic (Charleston/Jacksonville) – Busan.
We have direct coverage out of the South Atlantic (Savannah/Charleston) to South China.
Optimised Asia-North Europe Network
Our stable and competitive services between Asia and Europe will remain.
Eastbound we have a reliable product from Hamburg and Le Havre to East China
Fast connection from Europe to Middle East markets
Westbound best-in-class transit times into Hamburg and Rotterdam from East China
Competitive Bremerhaven and Wilhelmshaven coverage
Optimised Transatlantic Network
We have enhanced our TA network with a new port of call in Wilmington, North Carolina and an additional call in Savannah, Georgia.
Our TA2 service is the ONLY direct connection from Bremerhaven, Felixstowe & Le Havre to Wilmington, North Carolina available in the market.
Services for our TA1 and TA3 remain unchanged.
You may refer to the following maps to view the new service rotations and reach out to your local Maersk Line representatives to learn more about the optimisations:
TRANSPACIFIC SERVICESASIA EUROPE SERVICESTRANSATLANTIC SERVICES
TP1 EastboundAE1 EastboundTA1 Eastbound
TP1 WestboundAE1 WestboundTA1 Westbound
TP2 EastboundAE2 EastboundTA2 Eastbound
TP2 WestboundAE2 WestboundTA2 Westbound
TP6 EastboundAE5 EastboundTA3 Eastbound
TP6 WestboundAE5 WestboundTA3 Westbound
TP7 EastboundAE6 Eastbound
TP7 WestboundAE6 Westbound
TP8 EastboundAE7 Eastbound
TP8 WestboundAE7 Westbound
TP9 EastboundAE10 Eastbound
TP9 WestboundAE10 Westbound
TP10 Eastbound
TP10 Westbound
TP11 Eastbound
TP11 Westbound
TP12 Eastbound
TP12 Westbound
TP16 Eastbound
TP16 Westbound
TP18 Eastbound
TP18 Westbound
Source: Maersk



Sunday, 26 February 2017

Cargo ship with 160 containers capsized on sandbar



The "Isla Bartolomé" ran aground on a sandbar in the afternoon of Feb 23, 2017, shortly after leaving Guayaquil off the northern coast of Isla Puna Island, while en route to Galapagos Island with 160 containers loaded with supplies and frozen goods. The ship started to list to starboard and capsized in shallow water between the buoys 7 and 8 in the channel of Cascajal cose to Posorja. Fishermeen saved the crew of the sinking ship. Helicopters were sent in order to try to track drifting containers which broke lose from the semi submerged ship's deck carrying all kinds of cargo. A small spot of fuel was observed which was expected to evaporate soon. Tugs were sent on Feb 24. The Governing Council of the Special Regime of the Galapagos (CGREG) and the Ministry of Transport and Public Works declared a state of emergency in the island region. In addition, the transportation of perishable food to the province by airlift was allowed by Eliecer Cruz, minister-president of the Galápagos Government Council. In the afternoon of Feb 24 President Rafael Correa ordered the start of aircrafts of the Ecuadorian Air Force (FAE), assisting small supply ships, to avoid shortages in the islands. Meanwhile, the government ruled out a shortage of liquefied petroleum gas (LPG) as the company Petroecuador dispatched normal gas of domestic use on all the islands, since there was enough stock. The "Isla Bartolomé" was used since 2015 by the National Navy to transport cargo towards the archipelago. 







Sinking feeling in Liverpool2



Earlier this month part of the quay at Peel Ports' new Liverpool2 terminal collapsed
It is not clear what caused the sinkhole, although Peel Ports told the Liverpool Echothat it had been "aware of a potential issue in the area for a few weeks...We have taken immediate action to ensure the safety of all port staff and visitors and have opened an investigation into the cause of the issue which we are looking to resolve as soon as possible. 
“The terminal remains open although the access to the area affected is restricted. The crane commissioning is continuing as planned." 

Professor Chris Hunt, a geologist at Liverpool John Moores University, is quoted in the Financial Times as saying: It may have happened when the cranes arrived. It is always a risk when you are loading. I don't think they have used enough piles. They have clearly got a major remedial job on their hands." 
Professor Hunt stated that building deepwater berths in a tidal estuary aways carries risks due to shifting geology. The riverbed has pockets of water-bearing sand squashed between layers of mud and heavy imposed loads could lead to "hydrocollapse." 
Speaking to WorldCargo News, Professor Hunt said Peel Ports will certainly be carrying out extensive evaluations. "A geophysical survey using, for instance, seismography on land and in the adjoining estuary would be at most a few days and be relatively cheap, while drilling a network of test boreholes and some soils testing by a geotechnic contractor would not be ruinously expensive either. The costs and nature of remedial work will clearly depend on what the investigation will find and is impossible to forecast at this stage." 

Professor Hunt points out that he has not been asked to carry out a detailed appraisal, but he says that "publically-available images in Google Earth’s historical imagery show that the structure of the dock is basically a big box with an outer cassion wall anchored by piling enclosing what looks like dredged mud, which seems to have been spread inside the structure. 
"The structure might have been more stable if there had been internal compartmentalisation, which is what I meant by 'not enough piling' [as]...most likely there are major support structures under where the cranes are situated to ensure stability, considering the loads involved." 
All the same, Professor Hunt adds that there is a feature in the google imagery that is consistent with "there being instability in the fill as the material was put into the dock, but I stress that this is a deduction without a site visit or other more detailed evaluation. And this instability, unless remedied, might have continued as loading of the sea bed materials under the dock progressed, thus perhaps eventually contributing to the collapse. 
"The exact weight of the cranes is unlikely to be an issue, but moving very heavy loads and vibration during their introduction to the site could have contributed - strong vibration could well have led to dewatering, which might have contributed to the collapse." 
Liverpool2, which opened last November, remains virtually empty although Peel Ports says it is in advanced talks with potential shipping line customers. Peel Ports contends that the cargo base of North West Britain, for which it is the natural deep sea port, is too big for shipping lines to ignore. 
The company claims that its Cargo200 initiative is now backed by shippers aggregating1.35M TEU/year of UK trade and that shippers could save 200M road and rail freight miles and £350M-400M in overland transport costs by switching ocean freight to Liverpool from South East ports. 
A containership calling North Continent/S England via Suez would need two extra days sailing to call at Liverpool (400 n/m x 2 @ 17 knots), with the extra bunkers at that speed costing around US$32,000 for a 10,000 TEU ship (current bunker prices). Peel Ports contends that in the context of the overall logistics chain the landside savings exceed the extra vessel costs. 


Watch: Liebherr Maritime Cranes’ Italian Job



Liebherr Maritime Cranes, a PTI Perffered Partner, has reported on its very own “Italian Job” after delivering a total of nine mobile harbour cranes, four reachstackers, three rail mounted gantry cranes and one ship-to-shore container crane to various ports in the country during 2016 and reaching breaking its record for maritime equipment deliveries.

The fleet of Italian units, some of which can be seen loaded onto a vessel in the video below, are mainly being used for container handling to cope with the constantly rising containerisation of goods. The company has seen the highest demand come from cranes designed for the handling of Panamax and Post-Panamax vessels.
Pieter Vuylsteke, sales manager for Liebherr’s European market, said: “The recent boost in LHM crane orders is probably the most impressive testimonial of our continuous market penetration via our regional sales office in Ravenna. With this number of deliveries, 2016 definitely is a benchmark for our future sales ambitions in Italy.”

New equipment all over Italy:
  • A LHM 550 was handed over to Compagnia Portuale based in Monfalcone (pictured below) in the Gulf of Trieste, an area of heavy shipping and high urban concentration
  • Two more cranes of the same type went to Apulia
  • Peyrani received two machines at the same time - one in the Port of Brindisi and the other in the Port of Taranto
  • The Bari based terminal operator Istop Spamat S.r.l. opted for a new multipurpose mobile harbour crane LHM 550, a used LHM 400 and two Liebherr Reachstacker LRS 545.
Video: Two Liebherr heavy lift ship cranes, type CBB 4700-450, are loading three Liebherr mobile harbour cranes, type LHM 550, destined for various Italian ports
In addition, the Port of Ravenna modernised and expanded its container handling fleet and TCR - Terminal Container of Ravenna S.P.A. received one new Liebherr Reachstacker LRS 545 and three rail mounted gantry cranes.
Romano Magnani, Technical Safety & Security Manager at TCR, said: “Like all new products, the specifications provide for the latest available technology, with many advanced features even compared to our 2014 model.
“Naturally, the new crane comes with the excellent environmentally friendly enhancements, fit for a 21st century industry, something that was high up on the list of priorities during the selection process.”
After placing an additional order for a Liebherr ship-to-shore container crane, Milena Fico, Director and General Manager of Terminal Container Ravenna, said: “The market is very positive about TCR’s customized approach to personal service and flexibility and the new investment both in yard and ship-to-shore crane equipment can only enhance this further for the longer term.
“We are really satisfied. Liebherr has proven to be a reliable and cutting edge supplier able to give fast and efficient responses.”
The terminal operator Sapir Group S.p.A. also took delivery of an LHM 600 to support its mobile harbour crane fleet of one LHM 550 and three LHM 400s with another reachstacker going to the Port of Salerno for the company Amoruso S.P.A.
Liebherr predicts that for 2017 “the positive trend shall continue” as an upcoming delivery of a gantry container crane is already secured and “additional projects” are in the pipeline with orders for mobile harbour cranes secured and more Italian customers discussing orders for reachstackers to perform toplift and intermodal operations.
Liebherr rounded off on the note that its Italian job was "not done yet" and it was still to continue...
Images: Two Liebherr heavy lift ship cranes, type CBB 4700-450, are unloading a Liebherr mobile harbour crane, type LHM 550, in the Port of Monfalcone, Italy