Felistowe Dockers

Felistowe Dockers

Monday, 29 May 2017

Ships At The Port Felixstowe

IMO 9251377

26/10/2009, Port of Felixstowe, England.
Posting this as a bit of history - I was surprised to just see that she went for demolition in 2016 when only 13 years old. The fate of many panamax ships as the new Panama canal opened :-(

Built in 2003 by Mitsubishi, Kobe, Japan (1247)
53,822 g.t., 63,096 dwt. & 4,646 teu, as:
'MOL Excellence' to 2016 &
'Seaspan Excellence' until sold for demolition and beached at Alang, India on 31/08/2016.

19/05/2017, sailing from the Port of Felixstowe, England.

Built in 2012 by Jiangsu Rongcheng, Rugao, China (1101)
75,015 g.t., 84,660 dwt., & 6,552 teu, as:
'HS Paris'.

CMA CGM Charter and deployed on their 'NCLEVANT' service - i.e. NW Europe to Eastern Mediterranean.

Port rotation: Felixstowe –Antwerp – Hamburg – Tangier Med - Marsaxlokk – Alexandria – Beirut – Iskenderun – Mersin – Port Said E – Salerno – Algeciras – Felixstowe.

IMO 9237151

19/05/2017, Port of Felixstowe, England. 

Built in 2002 by Samho Heavy Industries, Samho, South Korea (S151)
40,300 g.t., 52,086 dwt. & 4,132 teu, as:
'MSC Donata'

IMO 9630420

19/05/2017, Port of Felixstowe, England.

A better angle this time.

First call at Felixstowe. OOCL charter and deployed on their 'Asia Europe Service Loop 1'.
Built in 2015 by Jiangsu Newyangzi Shipbuilding, Jingjiang, China (YZJ2011-1005)
113,042 g.t., 117,500 dwt. & 10,100 teu, as:
'Hanjin Bosal' to 2016 &
'Seaspan Elbe' since


Here is the full version of our video about women and visible minorities who work as longshoremen at the Port of Montreal.
Association Employeurs Maritimes 

World’s First Zero Emission, Fully-Autonomous Containership Planned for 2020

Manned operation is planned to start in the latter half of 2018, with remote-operation beginning in 2019 and fully-autonomous operation starting in 2020. Credit: Yara/Kongsberg

Norwegian fertilizer producer Yara and maritime technology firm Kongsberg Gruppe are teaming up to build what they say will be the world’s first fully electric and autonomous container ship.
“The new zero-emission vessel will be a game-changer for global maritime transport contributing to meet the United Nations sustainability goals,” the companies said on Tuesday.
The planned autonomous container feeder ship, to be named YARA Birkeland, will cut emissions from road transport when it starts shipping products from Yara’s Porsgrunn plant to Norway’s Brevik and Larvik ports, the companies said. Brevik and Larvik ports are about 14 km and 26 km away from Porsgrunn respectively by road. The vessel is expected to reduce emissions and boost safety by removing up to 40,000 truck journeys per year.
YARA Birkeland will initially operate as a manned vessel before moving to remote operation in 2019, and later to fully autonomous operations from 2020 onwards.
Kongsberg will be responsible for the development and delivery the technology required for the vessel, including the sensors and integration required for remote and autonomous operations, in addition to the electric drive, battery and propulsion control systems.
“By moving container transport from land to sea, YARA Birkeland is the start of a major contribution to fulfilling national and international environmental impact goals. The new concept is also a giant step forward towards increased seaborne transportation in general,” says Geir Håøy, President and CEO of Kongsberg.
“Developing systems for autonomous operations is a major opening and natural step for KONGSBERG, considering our decades of expertise in the development and integration of advanced sensors, control and communication systems for all areas of ship operations. YARA Birkeland will set the benchmark for the application of innovative maritime technology for more efficient and environmentally friendly shipping,” Håøy added.
In 2016 Kongsberg teamed up with the UK’s Automated Ships Ltd to build what they claimed would be the world’s first unmanned and fully-automated vessel for offshore operations. If all goes as planned the offshore vessel, named Hrönn, could enter service as the world’s first full-size unmanned ship as early as 2018. 

The World’s First Zero-Emission, Full-Automated Container Ship

Sunday, 28 May 2017

Seaspan Elbe departs Felixstowe for Singapore 28th May 2017

Former Hanjin Bosal which was on charter from Seaspan has a new life with OOCL on undisclosed terms.

The Seaspan Elbe sails as on the Asia Northern Europe Loop1 which sailed straight from Singapore to Felixstowe then Rotterdam and then back to Felixstowe before heading back to Singapore.

She sailed from Felixstowe to Singapore with a draft of 14.1 metres
Loa 336.95 metres
Beam 48.2 metres
Gross tonnage 112967t
Deadweight 115297t
maximum capacity of 10100TEU 

The pilot radios Harwich VTS for the services. VTS replies that the mooring gang was still making fast the MSC Jade on Berth 8 and would be done shortly. Svitzer Deben headed back to the pontoon to collect someone then will come straight to the Seaspan, Svitzer Shotley slowly paddled from the MSC to make fast forward just starboard of centre. Svitzer Deben went astern to pick up the centre lead aft ready for departure.

The mooring gang in attendance lines began to be slackened and bought back aboard. VTS radioed the pilot to say that the Stena Britiannica had been clearance to depart and wanted to pass through the harbour as they were delayed. The pilot said it would be around a 15 minute delay for the departure. As the Stena passed the last head and stern lines were released from the bollards.

The pilot got both tugs, Svitzer Shotley and Svitzer Deben to pull straight off at 25% then the Shotley increased to 50%. Deben increased to 50%, the pilot wanted to get the bow out before the stern. 

Coming ahead on the main engine the pilot releases the Shotley from forward while the Deben comes astern of the Seaspan Elbe. 
Passing the Fort Buoy the pilot gets the Deben to go out on the starboard side at full line load to take her around the 90deg Beach End.

Deano C

MSC Renews Intermodal Contract with Rail Freight Operator

UK – Mediterranean Shipping Company (MSC) has awarded GB Railfreight (GBRf) a three-year contract extension of their intermodal freight agreement running container services out of the Port of Felixstowe. Building on their 15 year relationship, this new contract will see GBRf running 98 rail platforms daily. Dan Everitt, Managing Director of MSC UK, said: 
“MSC is delighted to be extending our contract with GB Railfreight as we enter our 15th year of working together. Rail is an integral part of our supply chain enabling us to move our customers’ containers closer to their final destination, while offering a reduction in CO2 emissions. Our decision to extend the contract for an additional three years is testament to our long-standing successful partnership with GB Railfreight that in turn allows us to deliver a reliable, seamless rail service to our customers.” 
Through 2015, GBRf and MSC worked towards running the longest Intermodal train on the network at 610 metres long. TEU capacity was increased by 52 on a round trip basis, removing an estimated 26,208 lorry movements per annum. GBRf currently runs three daily services for MSC UK, one to Newell and Wright in Rotherham, and two to ABP Connect in Hams Hall in the West Midlands. John Smith, Managing Director of GBRf, commented: 
“GB Railfreight welcomes the extension of our contract with MSC, and I am proud we get to continue playing such a significant role in supporting the Port of Felixstowe. The container market is an important source of growth for the industry, and it’s vital that we provide the terminal and network infrastructure that allows us to meet present and future consumer demand.” 
Picture: John Smith, Managing Director of GB Railfreight, and Dan Everitt, Managing Director of Mediterranean Shipping Company UK.

Top Lift Accidents

Port Of Felixstowe Next Door Neighbour

Been up to Levington creek several times in the last few weeks and seen herds of wild deer each time and many birds of prey.. but today watched a heron eating a snake..didnt get photo tho as was to far away but watched it through binoculars 
What a wonderful world we live in.

Saturday, 27 May 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

Lashing Accident In The USA

With the permission of one of the finest ILWU foremen in the Pacific Northwest, I'm posting a post-accident photograph taken of my friend Gerry Collen just after a lashing rod extension fitting smacked him in the face on Tuesday night during vessel operations at Tacoma.
Gerry points out that the hard hat he was wearing deflected the fitting's trajectory, and that without that hard hat he would have likely been hit a lot closer to his left eye. 
We're pleased to be able to share this success story, and wish Gerry a speedy recovery and a complete mending of that handsome face.....

Important Points for Safe Container Lashing

The estimated value of the world’s sea-borne trade for container shipping industry is about 52 %, which is highest among all other types of trading means. Container or liner trade is one of the fastest and easiest modes of transporting cargo. With increase in size and technology in the shipping industry, the container ship is now able to carry more than 15000 containers, with around 8 or more containers stacks lashed together to form of long series.
However, container lashing, the process of securing containers together on board ship, is one of the greatest areas of risks in the marine cargo handling sector.
What is Container Lashing?
When a container is loaded over ships, it is secured to the ship’s structure and to the container placed below it by means of lashing rods, turnbuckles, twist-locks etc. This prevents the containers from to move from their places or fall off in to the sea during rough weather or heavy winds.
Credits: Danny Cornelissen/wikipedia.org
Credits: Danny Cornelissen/wikipedia.org
Who Does the Container Lashing?
Normally Stevedores are responsible for lashing and de-lashing jobs in port. However, due to less port stay and constraint of time, deck crew is also responsible for this operation.
Before arrival of the port, ship’s crew normally de-lashes the container so that time can be saved in the port and the containers can be discharged immediately after berthing.
The container Lashing is regularly checked by the ship’s crew so as to avoid any type of accidents due to improper lashing.
Important points to be noted for safe lashing and de-lashing operation
  • Stretch and warm up your muscles prior to working as it is a strenuous physical job.
  • Try using back support belt and always use your knee to lift.
  • Be cautious while walking around the ship as the ship structure can be a tripping hazard.
  • Be careful from slip, trip and fall while boarding or leaving ship from gangway with carrying loads like rod, clits etc.
  • Do not walk under suspended load i.e. gantry, hanging container etc.
  • Work platform, railings, steps, and catwalks must be inspected prior to the starting of operations.
  • All manhole cover or booby hatches to be closed while lashing.
  • Be careful while walking over the rods and twist locks while working. Always keep the lashing equipments in their assigned place or side of the walking path.
  • Understand the plan and order of lashing and unlashing.
  • The reefer containers require extra attention and coordination for plugging and unplugging when loading or unloading is carried out.
Credits: Danny Cornelissen/wikipedia.org
Credits: Danny Cornelissen/wikipedia.org
  • Beware of trip hazard due to reefer container power cord.
  • All the lashing and other materials must be removed and secured from the top of the hatch cover prior to the removal of the same.
  • Be careful of fall hazard when lashing outside container on the hatch cover or pedestal.
  • Fall arrester or safety harness must be used by workers when operating aloft.
  • Always be at a safe distance from co-workers during lashing or unlashing containers as the long rods can be hazardous if not handled properly.
  • It is a normal practice not to lash or unlash any closer than at least 3 containers widths away from other co-worker.
  • Always work in pair when handling rods and turnbuckles.
  • Always walk the bars up, slide them down and control the rods at all time.
  • Do not leave or throw the rod or other equipment until you are sure that it is safe to do so and no one is around the vicinity.
  • Do not loose a turnbuckle and leave the rods hanging. When securing a rod, turnbuckle must be tightened right away.
  • Always report defective lashing gear, defective ship’s railing, or any other inadequate structure or system involved in the operation to the concerned person or ship’s staff.
Several container lashing incidents have taken lives of seafarers in the past. Handing cargo containers is not an easy job and needs adequate safe practices to carry it out safely and adequately.
References: nmsa