Felistowe Dockers

Felistowe Dockers

Thursday, 27 April 2017

MSC Daniela Fire

At Colombo Port, Sri Lanka.















ACCIDENT:CRANE OPERATOR CAN'T CONTROL SWING. Never lift small loads under a heavy container spreader



Wooden chest falls out of the crane! No one injured LUCKY!

The operator was not able to ged rid of the swing. He could at least go further above the hatch away from the dockers in the shiphold for their safety!


Joris Cleiren 

Abandoned ferry sinks in Algeciras

A ferry abandoned in the port of Algeciras took on water in heavy winds last night and began sinking.
No one was injured and emergency services in the Spanish city sealed the vessel off with a boom, insisting there was no risk of pollution.
The vessel, Panagia Parou, was abandoned several years ago and is docked in a small harbour basin deep inside the port.






Juan G. Mata‏– 

@JuanGMata

Wednesday, 26 April 2017

Inquest told sailor at Felixstowe Port was struck by debris from explosion in boiler room


PUBLISHED: 13:09 26 April 2017 | UPDATED: 13:18 26 April 2017
A sailor hit by an explosion aboard a ship docked at Felixstowe Port died of multiple injuries, an inquest opening heard.
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Celso Banas, 35 and from the Philippines, was working on the Manhattan Bridge ship container terminal when he was killed on January 19 this year.
During the hearing in Ipswich today, Assistant Suffolk Coroner Kevin McCarthy said: “At some point during his shift he was working in the boiler room when an explosion of steam caused debris to fly all over the place and Mr Banas was struck by debris. 

“He was pronounced dead by paramedic Peter Simpson at approximately 11.30pm.”
A post-mortem examination gave the medical cause of death as multiple injuries.
A Suffolk Constabulary investigation is ongoing, with officers working alongside the Maritime and Coastguard Agency and other agencies

Another man was reportedly severely burned during the explosion, which happened shortly after 11pm and could be heard as far as 10 miles away.
The inquest was adjourned to July 28 for further review.

Top 20 carriers: Changing of the guard


by Rebecca Moore


Maersk will control 3.86 million teu of capacity across its fleet after it completes the Hamburg Süd acquisition

With consolidation changing the face of the industry, the rankings of the top 20 carriers are set to change dramatically
The events of the last year have been so tumultuous that it is likely to go down in the history of the industry as one of its major turning points. The list of the top 20 carriers looks unlike any before it – and this time next year the rankings are likely to look more different still.
Taken in chronological order, 2016 saw China Ocean Shipping (Group) Co (COSCO) and China Shipping Group complete their merger in the first quarter of the year. CMA CGM completed its acquisition of Singapore’s Neptune Orient Lines in July, Hanjin Shipping Co went into administration in September, and the three Japanese lines Mitsui OSK Lines (MOL), Kawasaki Kisen Kaisha (K Line) and Nippon Yusen Kaisha (NYK Line) announced they would merge their box businesses in October. In December Maersk Line and Hamburg Süd came to a sale and purchase agreement that will see Germany’s second carrier sold to the Danish giant.
In the background has been the ongoing merger of Hapag-Lloyd and United Arab Shipping Co (UASC), which has taken far longer than expected to complete but should be finalised by the middle of this year.
The process of consolidation that began with CMA CGM’s offer to buy Neptune Orient Lines has escalated rapidly, and means that the select group that leads the market will become much bigger than the mid-sized and smaller carriers. The gap between the top and the bottom is set to widen considerably.
That might not be a bad thing, according to many who have argued for consolidation during the extreme rate volatility that has been a central feature of the global container shipping market since the financial crisis broke in 2009.
“Consolidation is a sure sign of an industry that is not healthy and cannot continue unless there are some fundamental changes on the part of the shareholders,” says David Arsenault, former president of Hyundai Merchant Marine America.
Jim Blaeser, senior partner at consultancy firm AlixPartners, adds: “We have long argued for consolidation amongst carriers if the industry is to recover, and we think there could be a lot more than is currently on the table.
“Consolidation is certainly the first step on the road to recovery, but there will continue to be some hard decisions for some liner executives to make. Mergers and acquisitions activity does not make the excess ships go away. The market is going to remain out of balance because all that capacity is still there.
“While there may be a market correction to a degree, there will continue to be impediments. There is still a vast amount of debt and there has been a huge erosion of balance sheets.”
This is not down to low freight rates alone. It is also due to the declining value of container vessels, leaving bankers and other investors such as state-owned investment funds with the rising risk of widespread defaults.
Maersk will control 3.86 million teu of capacity across its fleet after it completes the Hamburg Süd acquisition, which took another step forward following a recent green light from the European Commission’s competition regulators in early April. However, it still has to clear Brazil’s competition regulators and Maersk has offered to sell its Brazilian cabotage operation Mercosul Line, which operates four 2,500 teu Mercosul class vessels. That loss will, however, barely dent its global fleet capacity numbers.
After the UASC merger, Hapag-Lloyd will have a total capacity of 1.52 million teu. And once the three Japanese carriers have merged their container businesses the combined capacity will be 1.45 million teu.
But the consolidated companies will not simply leapfrog their competitors in the global rankings, because two of the largest carriers, China Cosco Shipping and Evergreen Line, also have very large orderbooks. The Taiwanese carrier will grow its fleet capacity by 310,000 teu, representing a 30 per cent increase, as it seeks to keep pace with the industry leaders in terms of scale. Its fleet expansion programme will largely come about through the delivery of 11 vessels of 18,000 teu for which it has paid US$140 million each and five 14,000 teu vessels that are costing it US$100 million, as well as another 20 vessels of 2,800 teu that are destined to operate the intra-Asia trades.
Without a suitable acquisition target, fleet growth was the only way for Evergreen to maintain similar economies of scale as its larger competitors and alliance parties. However, with the units due to be delivered over the course of 2018 and 2019, they bring with them the risk of renewed overcapacity, especially to the Asia–Europe trade where the bulk of the larger vessels are expected to be deployed.
And it is dwarfed by the plans of its Ocean Alliance partner China Cosco Shipping. This, too, is set to increase its fleet by around 30 per cent – but in its case this will amount to 540,000 teu across just 33 ships. This means that the vast majority of them will be ultra large container vessels (ULCVs). The new additions will take its entire fleet up to 2.25 million teu capacity.
In fact, every deepsea carrier will be operating ULCVs by next year, as the remaining medium-sized carriers take delivery of their first mega units which have effectively become the price for being a member of one of the three main deepsea alliances. MOL recently took delivery of MOL Triumph, a 20,170 teu vessel which is technically the largest box ship in the world and the first in a series of six.
Orient Overseas Container Line (OOCL) will take delivery of six 20,000 teu vessels over the next couple of years, which cost it just shy of US$1 billion.
Even Hyundai Merchant Marine, which veered perilously close to bankruptcy last year, plans to place an order for a series of ULCVs. Indeed, its ability to do so was one of the core drivers of its financial restructuring.
At the other end of the scale, the gap created by consolidation means that a number of regional carriers and feeder operators now find themselves in the top 20 rankings. The X-Press Feeders group has evolved over the years to become the largest feeder operator in the world, effectively replicating the global networks of its deepsea carrier customers as these have gradually exited from serving second and third tier ports. Its feeder services now cover most of the main markets and it claims to annually carry 5.3 million teu.
Agility and flexibility are the key weapons of the feeder operator and as a result X-Press Feeders has a very high proportion of chartered-in tonnage – 75 per cent of its fleet– which in recent times has enabled it to take advantage of some very cheap daily hire charter rates.
The other two lines which have joined the top 20 – South Korea’s Korea Marine Transport Co (KMTC) and Chinese carrier SITC – are both intra-Asia regional carriers, reflecting the strength of a trade which is now similar in size to the Asia–Europe and transpacific deepsea trades.
However, this trade also has its idiosyncrasies. Traditionally rates have been far more stable, as have volumes which have increased steadily. This has previously allowed the growth of Taiwanese line Wan Hai Lines and Singapore’s Pacific International Lines to grow their core business on the trade before expanding to others.
There are also restrictions at numerous intra-Asia ports that limit the vessel sizes that can be deployed, so insulating the trade from the sort of upsizing that has lowered rates on many deepsea trades. While many Panamax ships may technically be able to call at a certain number of second-tier Asian ports, the sailing distances between destinations as well as the need to maintain weekly rotations have largely meant that the ideal intra-Asia vessel has remained at around 2,500 teu.
And once UASC, Hamburg Süd, and two of NYK Line, MOL and K line disappear as separate names, the next four lines to enter the top 20 – Iran’s national shipping line IRISL Group, Turkish regional operator Arkas Container Transport (Arkas Line), UAE-based feeder operator Simatech Shipping and Chinese cabotage line Quanzhou An Sheng Shipping Co – will make the top 20 even more diverse.

Old Pics Of The Port Of Felixstowe By Peter Westcott‎


The nearly new when photographed Turkon Line SEDEF KALKAVAN 2006 10308gt at Felixstowe. Turkon Line long gone from the Felixstowe scene.


The MSC BALEARES 1962 17618gt on the approach to Felixstowe. Sadly this old girl broken up in 2009.


Its been several years since The Islamic Republic of Iran Shipping Lines vessel's visited the Port of Felixstowe. The IRAN KERMAN 2000 36014gt on the approach to the Port.


Long gone from the Felixstowe scene the CONTAZ ISTANBUL 1991 11998gt 1167teu's on the approach to the Port.


Lovely old girl MSC JEANNE 1979 33113gt 2959teu's on Trinity Berth Port of Felixstowe.

All the above pic credits to Peter Westcott‎

Shanghai's Yangshan Port suffers massive delays



In addition to bad weather conditions, rampant overbooking by carriers in the wake of newly restructured vessel sharing alliances is at the root of the delays, according to Nicolas Vittori, overseas network manager at France-based Setcargo.


   Bad weather and shrinking capacity following a recent realignment of shipping alliances have created a perfect storm of port congestion that has caused a virtual gridlock in traffic at the port of Yangshan in China.
   Very foggy conditions, which can last for several days along the affected region in China, is the most immediate cause of the delays, as ships are unable to reach port and are being rerouted.
   “We can confirm that some of our vessels have been impacted by the congestion at the Yangshan Port due to seasonal bad weather,” a spokesperson at Maersk told American Shipper. “We are closely working with Chinese ports to address any operational challenges, and we have been able to maintain a very constructive dialogue with our terminal partners.”
   The Maersk spokesperson added that four of Maersk’s ships were affected, all of which have been rerouted.
   Many ships from other carriers remain at sea, however, waiting for conditions to improve before attempting to enter the port, according to the spokesperson.
   In addition to the more immediate impacts of the fog, rampant overbooking by carriers in the wake of newly restructured vessel sharing alliances is at the root of the massive delays at the port, Nicolas Vittori, the overseas network manager for France-based Setcargo, told American Shipper.
   “Carriers are overbooking vessels and continue to accept reservations,” Vittori said. “Meanwhile, containers Chinese exporters deliver are left stranded at the port without being loaded onto ships.”
   Shippers and logistics providers said the information about when the port’s congestion problems will be resolved remains murky at best. And poor communication by the port authorities are exasperating the problem, Vittori said.
   “The port operators aren’t saying anything because they don’t know what needs to be done yet,” he said.
   The congestion is also reflective of a recent shortage in container capacity in the eastbound Europe-Asia trade, which prompted the European Shippers’ Council (ESC) to issue a warning in March of more potential trouble ahead.
    Starting April 1, the number of large-scale carrier alliances was reduced from four to three - "THE" Alliance, the OCEAN Alliance and the 2M Alliance - and members of the east-west VSAs are still in the process of rationalizing their service networks in an effort to better bring them in line with demand.
   “The disorder has a significantly more serious impact than the one caused by the installation of the previous alliances two years ago,” the ESC said in a statement. “It also comes only eight months after the very severe consequences of Hanjin bankruptcy.”
   Europe-to-Asia shippers are faced with being unable to meet their contractual obligations or to offer boarding slots before May, the council said. Container booking prices have spiked as much as 45 percent in the trade, and 2M alliance members have stopped accepting orders due to the capacity shortfall.
   “This translates into missed sales, stock failure and significant extra costs as some exporters are trying to circumvent these obstacles by using other modes,” the ESC said.

Tuesday, 25 April 2017

Team Working Together



First official shift in the crane#bnfw#Zeebrugge

Yang Ming Financial Status Update

YML Customer Advisory dated 24th April 2017


Customer Advisory-Yang Ming Financial Status Update
Dear Valued Customers:
At this juncture in our industry, Yang Ming understands our customers expect carriers to provide not only dependable service, but also a sense of assurance. While Yang Ming also understands our customers have access to opinions and news from a variety of 3rd party sources, we hope our customers will appreciate and continue to rely on our candidness and transparency for the complete facts. 
On this occasion, Yang Ming wants to make clear certain developments in our recapitalization plan. 
In compliance with the regulations of the Taiwan Stock Exchange and subject to the exchange’s pre-approval, Yang Ming has voluntarily suspended the trading of its stock on the exchange from April 20th to May 3rd. This brief pause in trading is a necessary step taken in furtherance of and consistent with Yang Ming’s recapitalization plan which was announced in early 2017. For the avoidance of doubt, the suspension is simply a standard procedure that is routinely carried out in the Taiwan Stock Exchange when a company implements a recapitalization as in the case of Yang Ming.
Our recapitalization plan will initially allow Yang Ming to reduce its equity capital, after which infusion of new capital is then obtained from various private and public investors. At the appropriate time, we will also announce the identities of those new investors. During the pause, Yang Ming’s outstanding issued shares will be reduced to an approximate 1.4 billion shares, with a new share value anticipated to be about two times the share price prior to April 19th. The recapitalization plan is one of several components of Yang Ming’s comprehensive plan to improve the company’s financial structure.
Other components of Yang Ming’s plan include measures to improve the company’s operational efficiency and reduce its cost. Greater emphasis is being placed on increasing the proportion of higher-revenue cargoes. In addition, Yang Ming has effectively revamped its operational flowchart and optimized its financial structure and management. Recent improvements in the shipping sector, along with increased cargo volumes, have helped Yang Ming minimize its business loss for the 4th quarter of 2016 to NTD 1.88 billion (US$62 million), which is a sharp reduction from its loss in the previous quarter. We remain optimistic for continued improvements into the 1st quarter of 2017.
Through our Customer Advisories, Yang Ming has been transparent in providing our customers with straightforward information about our comprehensive plan to maintain competitiveness. Yang Ming has presented our customers with the details of our recapitalization plans, such as the identities of our recent investors, an update on the level of public investment in our company, and the access Yang Ming has to government-backed funding of US$1.9 billion. 
When customers book their shipments with Yang Ming, we are proud that they have put their trust in us. We are privileged and committed to guarantee the delivery of your shipment.
Thanks and best regards,
Yang Ming Marine Transport Corp.

Source: YML


MSC Announce New Israel Express Service

MSC is delighted to announce improvements to its Israel Express service.  MSC will operate three out of five vessels on the service, which is part of a vessel sharing agreement with ZIM Integrated Shipping Ltd.
The new rotation will take effect from late April 2017 and will be: Felixstowe – Rotterdam – Hamburg – Antwerp – Le Havre – Limassol – Ashdod – Haifa – Ashdod – Valencia – Felixstowe
The updated service will provide customers with:
  • A regular and reliable service all year round, both on Southbound and Northbound routes
  • Direct service from all NWC ports to Limassol
  • Direct call from Israel to Valencia and NWC ports, further improving the transit times to Valencia and NWC ports.
  • The new set up will maintain the current days of call at Israeli ports
  • The second call from Ashdod is entirely dedicated to reefer cargo and enabling the opportunity to ship/export cargo at the end of the week and offer better transit times to NWC ports
The first sailing dates following the implementation of these changes, are scheduled for:
  • Southbound  MSC Tokyo 717A, Felixstowe, ETA 24th April, 2017
  • Northbound  E.R. PUSAN 044W,  Haifa, ETD 26th April, 2017
Source: MSC


MSC: Enhancement of Levante Express Service

Levante Express service
The new rotations will take effect from the end of April 2017 and will be: Felixstowe – Antwerp – Rotterdam – Valencia – Beirut – Alexandria – Mersin – Iskenderun – Naples – La Spezia – Felixstowe
The new rotation will offer:
  • A regular and reliable service all year round, both on Southbound and Northbound legs
  • New direct service to Beirut both on Southbound and Northbound
  • Scheduled connections via Beirut to the Syrian ports of Lattakia and Tartous
  • Regular service from Naples to NWC ports
  • Improved transit times from La Spezia to NWC ports
  • The new set up will maintain the current days of call at NWC port, Egypt and Turkey
The first sailing dates planned for this service following the new implementation are:
  • Southbound, KATHERINE 717A, Felixstowe ETA 27th April 2017
  • Northbound, MSC LORETTA 716R, Alexandria ETD 25th April 2017
Source: MSC