Sunday, 30 April 2017

BARBARA IMO 9437050 30/04/2017, arriving at the Port of Felixstowe.


BARBARA
IMO 9437050
30/04/2017, arriving at the Port of Felixstowe.
Maersk charter East Coast USA to NW Europe.
Built in 2010 by Zhejiang Ouhua Shipbuilding Co., Zhoushan, China (517)
52,726 g.t., 65,741 dwt. & 5,301 teu, launched as:
'Mederie', completed as
'CSAV Recife' to 2014,
'Amazonas Trader' to 2015 &





Liverpool aims to capitalise on new deepwater port and lure business from the south



Liverpool’s maritime community is confident in its ability to capitalise on its new deepwater terminal, but admits it will need to tempt shippers and carriers up from the UK’s southern ports.
Peel Ports opened its £400m deepwater container terminal, Liverpool 2, in November, with strategic projects director Gary Hodgson believing the rationale for shipping through Liverpool is obvious.
“90% of deepsea cargo lands at the UK’s southern ports, but 50% [some put this figure as high as 60%] is bound for the north,” said Mr Hodgson.
“Similarly, exports manufactured in the north or Midlands are shipped out through the south.”
Leader of Wirral Council Phil Davies said the region’s public and private sectors had forged strong links and a fantastic working relationship to drive positivity and promote Liverpool’s potential.
“There’s a real determination to put the past behind us and cast off the image Liverpool once had as a strike-prone city reliant on the public sector,” said Mr Davies.
“We are working with all our partners and there is a real positivity, with the new port facilities acting as our USP.”
Mr Hodgson said despite the habitual use of trucking for shipments between the north and the south, cargo owners were questioning both the reliability and carbon intensity of inland logistics.
“It is well documented that inland logistics is becoming less reliable, more expensive and more carbon hungry,” he continued.
“A significant number of cargo owners are demanding ‘less inland miles’ as part of their logistics solution, which in effect delivers a cleaner, more reliable and certainly more cost-effect proposition. Liverpool 2 offers such a solution.”
Group finance manager of Mersey Forwarding Dave Hale said while his company was more reliant on London, Southampton and Felixstowe, this was not due to any decision by the company.
“Indeed, the fact that we have our very own 40,000sq ft port logistics hub means we would prefer it if more of the cargo we routed came to Liverpool, so that we could handle it ourselves, in terms of destuffing containers, palletising, storing and distributing the cargo,” said Mr Hale.
“But the reality is that the manufacturers and importers we deal with are principally concerned with price and quicker transit times.”
Longer transit times from the east to Liverpool would always provide a competitive advantage to the south, said Mr Hale, but Liverpool councillor and assistant mayor Gary Millar said there was a solution.
“We need to attract the ships to come through Panama as opposed to the one-belt, one-road route,” said Mr Millar, who claimed this would save carriers 20% in costs.
Peel Ports’ chief operating officer Patrick Walters said the port operator had been talking to a number of shipping lines about “several” service options for Liverpool 2.
“When the initial business case as developed, we identified six or seven market scenarios that could involve Liverpool 2; for example, utilising the Panama Canal to capture products like wine, fruit, vegetables and meat from the US west coast, South America, Australia and New Zealand,” said Mr Walters.
“Another scenario was the introduction of mega-feeder vessels, including transhipment from southern Europe or India and so on.”
Mr Walters said the development of Peel Ports’ Cargo200 Initiative was demonstrating to carriers the strength of demand for Liverpool services from more than 200 local, regional and national businesses.
“Cargo200 represents 1.5m teu of trade, supporting the campaign for direct deepsea services at Liverpool, helping to remove 200 million unnecessary UK road and rail miles by 2020,” he added.
However, in the absence of a commitment from one of the world’s largest shipping lines, Mr Hale said it was slightly more difficult to promote the port of Liverpool.
“Our hope is that sooner rather than later one of the big lines follows in the slipstream of ACL and gives Liverpool a try,” he added.
Mr Davies believes the UK’s impending divorce from Europe, as well as the huge boost in infrastructural spending from the government, may also aid the city.
“Brexit, HS2 [the UK’s new high-speed rail link from London to the north] and the new port gives us the potential to lure those carriers up here,” said Mr Davies.
“We’ve lobbied for more freight on rail, and possibly the biggest boost to the northern powerhouse, with Liverpool acting as the gateway, would be high-speed connections between east and west.”
In March, Anglo-American partnership Direct City Networks submitted a proposal to Transport for the North – a governmental body aimed at boosting infrastructure – for an underground rail system that could connect Liverpool to Hull in just 29 minutes.
“This would be transformational for the north,” said Mr Davies. “And the Treasury has listened to the idea. The one issue after the election will be keeping the pressure on government for the big-ticket items and not letting Brexit force them to the back of the queue.”
Mr Hale said both the port and city of Liverpool were very much open for business, and described the city’s transformation since its 2008 nomination as European City of Culture as “staggering”.
“As a Liverpool forwarder based on the Mersey, we can only continue to spread the message that ‘Liverpool is back’,” said Mr Hale.
“Though we’d not actually gone anywhere in the first place – but now we are really going places.”


The true meaning of the catastrophe



 Gantry Cranes Group (Official) Facebook

HIT - MOL TRIUMPH 2017 / Pasir Panjang Container Terminal. Video



Due at The Port Of Southampton MOL TRIUMPH  11/05/2017 18:00  SCT5  Starboad  14/05/2017 

Saturday, 29 April 2017

Old Pics Of The Port Of Felixstowe From The Late Derek Swan's Collection



 All the above photo's come from Derek Swan's personal collection some of which have never seen the light of day. I have been given permission to copy and post these pics. R.I.P Swanny




Unlock your pins dude!






Maersk Line to Buy Hamburg Süd for USD 4 Bn


The Denmark-based shipping giant Maersk Line and German carrier Hamburg Süd, a part of the Oetker Group, have received an approval from their respective boards for the previously agreed sale and purchase deal.
Maersk Line said it will acquire Hamburg Süd for EUR 3.7 billion (USD 4 billion) on a cash and debt-free basis, adding that it plans to fully finance the acquisition through a syndicated loan facility which has already been established.
The acquisition still remains subject to regulatory approvals. The proposed acquisition received an approval from the US Department of Justice on March 23, 2017, while the the EU Commission approved the deal on April 10, 2017, subject to conditions.
Maersk Line A/S expects to close the transaction end 2017. Until then, Hamburg Süd and Maersk Line will continue business as usual as separate and independent companies.
The deal is expected to generate annual operational synergies of around USD 350-400 million as from 2019, primarily derived from integrating and optimising the vessel networks as well as utilising the terminal capacity in APM Terminals.
“Today, we have taken a decisive step towards the shared future of Maersk Line and Hamburg Süd,”Søren Skou, CEO of Maersk Line and A.P. Moller – Maersk, said.
“The acquisition is cementing our position as the largest and leading carrier in container shipping, and it will provide great opportunities for the employees of both companies,” Skou added.
The latest move comes on the back of an agreement reached between the Danish container carrier and the Oetker Group at the start of December 2016.

Under the combined network, the parties plan to offer an increased number of weekly sailings, faster transit times, more port calls, more direct port-to-port calls and less need for transhipment.
With the acquisition, Maersk Line and Hamburg Süd will have a total container capacity of around 3.9 million TEU (3.3 million TEU) and an 18.7% (16%) global capacity share. The combined fleet will consist of 743 container vessels.




16850TEU Elly Maersk sails to a wintry Felixstowe with a draft of 15.4 metres 260417



16850TEU Elly Maersk sails to a wintry Felixstowe with a draft of 15.4 metres from Colombo, Sri Lanka. 

The pilot boards the Elly Maersk at the Sunk Pilot Station around 12 nautical miles out in the North Sea. Once onboard the pilot radios through to Harwich VTS that they are inwards with no defects. VTS confirms a ready berth planned portside to Felixstowe Berth 9. With a brisk 18-24 knot northerly wind the pilot requests 3 tugs for berthing, the first centre lead aft at 7&8, the second outside the harbour to push on the starboard quarter for the corner then move around to the port quarter for the swing then make fast and the third in the harbour centre lead forward.
The typical British weather had been throwing everything at the port during the morning, heavy rain, sleet and hail but the skies darkened as Elly made her way towards the harbour.

The first tug Svitzer Kent leaves the tug pontoon to be the first tug shortly followed by the Svitzer Shotley. As the Elly Maersk approaches 7&8 Buoys the Svitzer Kent swings around to chase up astern to be made fast on the centre lead aft. In the meantime Svitzer Shotley makes her approach onto the starboard quarter for a push. 

The third tug Svitzer Sky leaves the tug pontoon and paddles slowly towards the Beach End. 

Approaching the 90deg Beach End turn into the harbour the pilot gets the Svitzer Kent to go out on the port quarter at full line load for a powered in-direct while the Svitzer Shotley pushes up full to help with the corner. The Beach End navigated the Shotley eases up and comes away from the starboard side to reposition on the port quarter to push for the swing. As the Shotley moves around, Svitzer Sky makes her approach for the centre lead forward but says to the pilot that he will be on starboard of centre to retrieve the heaving line to be made fast. 

Now on a northerly heading the pilot gets the Kent to go full straight astern to slow the Elly down enough for the swing.
Just as the pilot was about to initiate the swing the weather turned dark and a very heavy hail shower fell but as the bridge on the Elly was enclosed the pilot was kept warm and dry. Svitzer Kent comes out on to the starboard quarter and pulls while Svitzer Shotley pushes the stern. The Svitzer Sky positions out on the port shoulder and pulls the bow around. 

Almost swung around the hail shower stops and brightens up as the sun peaks through the clouds. Sky begins to run out of space and moves onto the starboard side in a check position. 
Easing alongside the Shotley pushes on 20% to hold her in position.

Final tie up 5 and 2 each end with spring lines first fore and aft.


Deano C






Friday, 28 April 2017

More capacity today as alliances set sail: World Liner Supply

In the first quarter of 2017, overall ocean carrier capacity witnessed a slight boost in three out of the four major east-west trades (transpacific, transatlantic, Asia-Europe and Asia-US east coast), as carriers reshuffled in a lead up to the dissolution of the CKYHE, G6 and Ocean3 alliances into the inauguration of the OCEAN Alliance and THE Alliance in the first week of April 2017.

Not to be left out, the remaining 2M Alliance took on Hamburg Sud and Hyundai Merchant Marine (HMM) as slot purchasers in their east-west service network, American Shipper reported.

The industry also saw new South Korean liner carrier SM Line acquire former Hanjin operated vessels with the intentions to enter the competitive transpacific market.

With the newly overhauled alliance structure, overall deployment in the first quarter was still higher at the end of first quarter 2017 in the transpacific trade lanes and lower in the Asia-Europe and transatlantic trades than that of first quarter 2016.

Weekly capacity from Asia to the West Coast of North America increased 5.5 per cent during the quarter, from 266,604 TEU at the end of Q4 2016 to 281,295 TEU at the end of Q1 2017.

Deployed weekly capacity from Asia to the east coast of North America also took an upturn, increasing 8.4 per cent, from 115,212 TEU at the end of the fourth quarter to 124,849 TEUs at the end of Q1 2017, after a 5.8 per cent drop the previous period.

BlueWater Reporting tracks the weekly TEU capacity of competitive direct liner services on 30 individual lanes operating between Asia, Europe and North and South America for the WLS report, taking into account skipped sailings and slow steaming, and estimates the allocation of that capacity within each specific trade lane.
Overall, weekly capacity in the eastbound transpacific trade lane increased 6.4 per cent to 406,144 TEU by the end of the first quarter after a fourth quarter in which weekly deployment stood at 381,816 TEU.

Market share for the former alliances at the end of Q4 2016 saw member carriers of the G6 Alliance in the lead at 29.73 per cent, CKYHE at 20.90 per cent, and the Ocean 3 at 9.79 per cent. The 2M Alliance also held an 18.01 percent market share in the trade by the end of the fourth quarter.

The new alliance structure sees the OCEAN Alliance with a 36.44 per cent in market share in the eastbound transpacific trade; THE Alliance with 27.86 per cent and the 2M Alliance at 18.94 per cent by the end of the Q1 2017.

Non-alliance affiliated carriers saw capacity drop significantly from 82,364 TEU to 68,055 TEU during Q1 2017, causing their combined market share to drop from 21.57 per cent to 16.76 per cent in Q4.

Unlike the transpacific, the highly competitive Asia-North Europe trade saw overall weekly capacity slightly drop from 221,195 TEU to 217,330 TEU.

Market share for the 2M Alliance took the lead with 39.70 per cent of the overall share, with the OCEAN Alliance at 34.11 per cent and THE Alliance at 25.48 per cent at the close of Q1 2017.

Non-alliance lines continue to have little involvement in the westbound Asia-North Europe trade with just 0.71 per cent of the total market share, with the exception of a few slot-purchasing agreements.

Overall, capacity in the transatlantic trade also dropped slightly, decreasing one per cent for the quarter, from 69,459 TEU to 68,768 TEU.

THE Alliance members maintained the top spot with weekly deployed capacity at 20,872 TEU and a 30.35 per cent market share. Non-alliance services claimed a large portion of the trade at 26.66 per cent by the end of Q1 2017.

The 2M remained fairly steady in the transatlantic trade with a market share of 22.81 per cent, slightly up from 22.71 per cent during the previous period. The OCEAN Alliance rounded out the grouping with a market share of 20.18 per cent.

Weekly deployed capacity remained marginally unchanged for members of the 2M Alliance at 15,683 TEU, while THE Alliance members deployed 20,872 TEU s and the OCEAN Alliance deployed 13,877 TEU.

Non-alliance affiliated carriers removed 14,231 TEU of weekly deployed capacity in the transatlantic trade, decreasing by 4,851 TEU at the end of Q4 2016 to 18,336 TEU at the end of Q1 2017.




Beneficial ownership - Hutchison Port Holdings looks for solace in the comfort of strangers


Conditions are picking up for container carriers, according to Hutchison Port Holdings chief Gerry Yim.
HUTCHISON Port Holdings is keeping an optimistic outlook for the year ahead, despite a 6% fall in throughput and revenues in 2016.
Speaking to reporters just ahead of the release of the trust’s 2017 first quarter results, chief executive Gerry Yim said he expected growth at the Pearl River basin terminal operator’s facility to be in the region of 2%-3% this year.
He also said tariffs, which had been knocked back by the trials and tribulations of the trust’s container carrier customers, would head in the right direction this year.
When probed on how easy this would be in the era of consolidation and liner alliances, Yim was optimistic.
“Conditions are picking up for container carriers and we are confident that container lines will share the bounty of their better performance,” he said.
Last Word wonders if he’s ever met a container line executive. He could be in for a shock.
See all our Singapore Maritime Week coverage here.

Only three out of 10 top ocean carriers posted a profit in 2016



Despite freight rate improvements that followed the bankruptcy of Hanjin last summer, only three carriers declared an annual profit while the rest posted losses.

Hyundai Merchant Marine (HMM) recorded the worst operating results among the main carriers in 2016, with its container business posting an annual operating loss of KRW692 billion (US$595 million).

HMM was forced to undergo restructuring exercise involving a debt-equity swap of KRW1.1 trillion, extension of the bond maturities of KRW800 billion and charter rate adjustments of KRW43 billion.

Taiwan carrier Yang Ming also had to rely on state support after posting operating losses of TWD15.1 billion (US$470 million). The Taiwan government's National Development Fund (NDF) took a 6.4 per centstake in Yang Ming under a recapitalisation programme in February 2017 that raised TWD1.69 billion from six investors headed by the NDF. The NDF is expected to continue to support Yang Ming's subsequent capital raising programmes.


Al Nefud departs Felixstowe Berth 8 with assistance of two Svitzer tugs 26 04 17

UASC's 400 metre Al Nefud departs Felixstowe Berth 8 with the assistance of 2 Svitzer tugs. The pilot was onboard for a 07:30 departure but radioed through to Harwich VTS shortly before 07:30 and gave an update that a twistlock was broken in a container under a stack. The tugs had left the tug pontoon heading to be made fast ready for the departure. The pilot suggested that the tugs to take a turn as they would be at least a 30 minute delay. The tugs decided to go back to the pontoon and wait for another update.

The crane driver had to remove containers on top of the faulty one and replace the broken twistlock and put the stack back together. After a 40 minute delay the crane driver had completed the task and began to boom up. Once the crane was booming up, the tugs make their approach to be made fast on the centre leads fore and aft. Svitzer Shotley aft and Svitzer Sky forward. As both tugs were made fast the pilot gives the orders to start singling up to the spring lines. The tugs got in to position to pull off the berth. All lines let go the pilot gets both tugs to pull straight off at 25%. Edging away from the fenders the tugs increase to 50% then up to 75%. As she comes away from the berth the pilot uses the bow thrusters to help the bow into the tide the increases both tugs to full power. 

Once in the channel the pilot gets the Svitzer Shotley on the aft to ease up and lay straight astern while the Svitzer Sky forward ease up and come in to let go. As the Sky's line was lowered and retrieved she breaks away to the Harwich side and makes her way back to the tug pontoon. 

The Al Nefud needs a little help to steer out of the harbour as her size limits Maneuverability around the corner. The Beach End turn out of the harbour is a 90° angle. The Svitzer Shotley performs a powered in-direct at full line load to help the stern around the corner.

As she rounds the Beach End turn and proceeds on to a easterly heading the Shotley eases up and comes in to be released and heads back to the tug pontoon.

The Al Nefud heads out to the Sunk where the pilot disembarks and leaves the ship in good hands of the captain where they head to her next port of Rotterdam with a draft of 13.6 metres.


Dean Cable




http://deanoc125.blogspot.co.uk

Thursday, 27 April 2017

Norwegian Transport Federation (NTF) sues Mosjøen Industrial Terminal AS.Employees claim the employer owe them big sums - now it will be a lawsuit.

Posting this on behalf of Dockers Hangarounds and Svein Lundeng

Norwegian Transport Federation (NTF) sues Mosjøen Industrial Terminal AS.
Employees claim the employer owe them big sums - now it will be a lawsuit.
"We can not let ourselves down and accept that they can only exclude people and that they remain without work and income," says Lars Morten Johnsen , Transport Manager.
On May 8, it is three years since the 16 dockworkers in Mosjøen were banned from the port of Mosjøen.
"We were at work when we were resigned according to our agreed order, but those at work laid down work and required a guarantee on outstanding pay so that the work could be resumed. Then they were told that a new order would come, but during the night, MIT and Alcoa launched the lockout, "said club leaders for the harbor workers in Mosjøen, Pål M Aanesto Transportarbeideren
The Mosjøen Industrial Terminal has previously claimed that this was done because the harbor workers refused to work.
By May 8th
"There is a collective agreement that MIT has signed, and they must relate to it," says Johnsen.
He says that the claim will be a replacement for financial loss for the dockworkers for almost three years.
"We have partially covered this with strike contribution, so part of the amount will fall back to the federation," says Johnsen.
The stew will be sent by May 8th. If not, the case will be out of date. The federation is now counting on how much the compensation claim will be, but based on sales before the conflict, it can quickly be between 35 and 40 millionNOK.
"Initially, it's a three-year turnover, but how much it would be and what it would be beyond the payroll costs, we must look at," says Terje Samuelsen, Deputy Director of NTF.
Considers labor law case
How quickly the case can arise, neither Samuelsen nor Johnsen dares to predict, but the NTF leader also says it is being judged whether only civil liability claims or a labor law case will be conducted.
- The compensation must nevertheless be taken in the civil court, but the case may also end in labor law in order to determine if the collective agreement is valid or not. Therefore, there may be labor law cases first, to clarify it, says Johnsen.
Transportarbeideren has been in contact with Mosjøen Industrial Terminal. They do not want to comment on the upcoming trial.
Original article:
http://frifagbevegelse.no/…/de-ansatte-hevder-arbeidsgiver-…
Meanwhile this is the situation in Mosjoen and Tromso:
Dear Friends,in December 2016 the Norwegian Supreme Court has ruled that a boycott of Holship with the aim of getting the company to sign a collective bargaining agreement with the NTF was in breach of the provision within the European Economic Area (EEA) agreement on freedom of establishment, as it prevented the company from using its own employees for loading and unloading cargo. The majority of the Supreme Court judges (10 out of 17) held that the EEA agreement takes precedence over ILO Convention 137 (the Dock Work Convention, 1973).
A consequence of this ruling that the union is no more able to support financially the 60 Dockers that were involved in the boycott and in the sympathy strikes and that are now out of the job.
The National Secretary of the NTF Dockers’ Section, Bjørn Steffensen , asked us to circulate the letter in, which requests the trade union movement to contribute to support financially the Norwegian Dockers. Please feel free to share it with your contacts. The details for making donations:
Bank name: Spareskillingsbanken, Festningsgt.11, 4611 Kristiansand, Norway.
BIC/SWIFT: DNBANOKKXXX
IBAN: NO0330603316947 acountnr: 30603316947
Picture by Danny Bossman

MSC Daniela Fire

At Colombo Port, Sri Lanka.