Tuesday, 31 October 2017

Strategy to get rid of the Dockers...

I have been asked to post this by Svein Lundeng & Dockers Hangarounds on behalf of the Norway Dockers

Strategy to get rid of the Dockers...
Oslo havn, Port of Convenience writes:
Secret strategy.
This is the secret, strategic document that NHO and Oslo Havn KF conspired to create. The purpose was to defeat the dockers in Oslo using all means possible.
-Joint strategy
It is agreed that we have to implement more strategies to run parallel if we are to reach our goal of a 24/7 operation and thus competitive and efficient terminals.

Strategy 1: Negotiation
Several negotiations have already taken place without having been thus far publicised. Based on previous experience, we don’t believe that a joint approach (negotiation) will lead to the desired outcome of a 24/7 operation. Nevertheless, we would like to take some action under the heading of this strategy.

a) Anne Sigrid Hamran (HAV) and Tom Rune Nilsen (NHO Logistics and Transport) to ask Terje Samuelsen for a meeting.
b) Oluf Mohn (Dampen) to continue his agreed strategy up to summer 2013, with the aim of negotiating a new Oslo CBA. Mohn will send out a proposal that will be presented to our counterparts in November.

Strategy 2: Influencing stakeholders and the community
A letter has been written that, in the most objective way possible, explains why the system of having registered dockworkers (and their right priority when it comes to work) makes it difficult to increase trade at sea. The letter will be sent, for example, to the LO and the Minister for Transport, amongst others. Tom Rune Nilsen (LTL) is writing a draft that will go to participants for review before it is sent out. The aim is to get as many stakeholders as possible to sign the letter to give it weight.
a) Anne Kristin Hjukse (HAV) is writing a proposal for an editorial based on the letter and will send it out to all participants. The aim is to get the editorial published in all the national newspapers.
b) Hjukse (HAV) will develop the proposal into a media strategy to build on the momentum that will hopefully grow if we get lots of stakeholders to sign the letter. The plan is to implement the strategy in new year, ahead of the NTP presentation.

Strategy 3: Obstruction- How can we block the dockworkers into submission?
a) Oslo Havn, with Anne Sigrid Hamran, is initiating a project to see how much of the work at the port can be automated going forward.
b) Oslo Havn can stop overtime for dockworkers to pressure them into a negotiated solution. This measure will be considered implemented at a later date.
c) Dampen can ensure less work for dockworkers (in the terminal at first) by varying the pricing of jobs. The workforce is already reduced by three men and another five will probably disappear in the future.
Strategy 4: Modernisation: How can we use operational restructuring in 2015 to make changes?
a) Kathrin Pedersen (HAV) is looking at whether future contracts with operators on Sjursøya can be formulated so that the obligation to give dockworkers the priority of work on the quay will not apply (in comparison to the dispute ruling that says that it is the use and not the ownership of the quay that defines whether or not it is public).
b) Thor Christian Hansteen (NHO) is preparing a note on the following theme: if the dockworkers are transferred to another operator, what needs to be done so that the new operator does not inherit the obligation of the dockers’ register and the right to the priority of work? What steps need to be taken before the actual transfer from one operator to another?

Please share with YOUR Union,other union sites and your profile!

Port of Oslo is declared a Port of Convenience (POC)
Norwegian Transport Workers’ Federation, published 16th Oct 2017
The Board of the ITF Coordinating Committee in Norway agreed unanimously today to declare the Port of Oslo a Port of Convenience (POC). Full powers to take such a decision was given to the Norwegian Coordinating Committee at an ITF meeting in Cape Town in June this year. At the time, the Norwegian unions asked that such a declaration was postponed until it had been discussed with the political authorities in Oslo.
The reason for the decision is based on the discovery of numerous cases of social dumping, disregard for seafarers’ collective bargaining agreements and a breach of ILO Convention 137 in the port. Despite having met with the port authorities in Oslo and Oslo Council several times, representatives from the Norwegian ITF Coordinating Committee say they have seen no change in practices in the port. The loading and unloading of ships is still being carried out by ships’ crew, often without agreement, ignoring the ‘cargo handling clause’ in seafarers’ collective bargaining agreements and without calling on registered dock workers, as per ILO Convention 137.
The Board of the ITF Coordinating Committee in Norway saw no other option than to declare the Port of Oslo a Port of Convenience. As a result, the Norwegian ITF unions are appealing for all ITF-affiliated organisations to make contact with their employer counterparts and ask them to stop using the Port of Oslo and/or implement all available national legal measures until the situation in Oslo port is resolved.

Port of Felixstowe viewpoints by John Cooper

Port of Felixstowe viewpoints 

Apart from aerial views from drones or aircraft up to a great height, there are views of The Port of Felixstowe to be had from up to 8 miles as the crow flies from land, and as far or further when on the sea

There are many angles that photos can be taken from plus access points, perhaps the best photographic angle on a front elevation is from Harwich from Ha'penny Pier through to the low lighthouse, the Harwich Foot Ferry gives good views if you know how to stitch a series of photos together. Shotley Point presents some fine angled views too. There are further points along the Stour and Orwell rivers

This first series is of a panoramic nature, the narrower the picture the more photos have been stitched together the most distant one is from the sixth floor of the maternity block of Ipswich Hospital in poor visibility and through tinted windows 

   All the above photo credits to John Cooper

John Cooper


John Cooper from Kesgrave, Suffolk. Photos and Forums on Suffolk here 


Tuscor Lloyds’ project management team have just completed a shipment of 8 heavy dump trucks from Antwerp, Belgium to Puerto Cortes, Honduras.

The 272 ton break bulk shipment consisted of 8 wheeled mining dump trucks weighing 34 tons each which were urgently required by a major mining company in Honduras. Tuscor Lloyds was called in to organise the port to port shipment between the port of Antwerp and Puerto Cortés Honduras.

The cargo was already located at the berth in Antwerp awaiting for departure but the client’s needs dramatically changed and they requested our assistance to source a fast sailing option. With this task completed the cargo was moved to our nominated berth under the shipper arrangement where we arranged for cargo to be loaded to our appointed vessel. Whilst such a job would not normally be news worthy this action was completed in a very short amount of time. The dump trucks were loaded under the supervision off our appointed Cargosuper with the last unit being loaded just shortly after 0100hrs Saturday morning allowing both the client and ourselves a restful weekend.

Tuscor Lloyds’ project management team used their knowledge and experience to assist our client in moving heavy awkward cargo to a destination not regularly served by the conventional or breakbulk sector. Of course we managed the process and having the support and working relationship with vessel owners and a first class stevedoring partner in Antwerp is crucial to delivering on our promises to our clients. If you think you may benefit from our assistance with your difficult shipment we’d be happy to talk over your needs and requirements.

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Freight via the River Thames Could Reduce Road Haulage Trucks in London says Chamber of Commerce

River Commission Should Investigate Possibilities of a Step Back in Time

UK – London Chamber of Commerce and Industry (LCCI) has suggested that London Mayor, Sadiq Khan, should establish a temporary River Commission to explore how to make better use of the River Thames, proposing that such a body could recommend that the waterway be used as a 'highway' to ease congestion on the capital's roads with particular focus on shifting freight and construction vehicles from the roads to the river. 
The call was made as part of the LCCI’s response to the Mayor’s Transport Strategy which proposes to move more freight off London’s streets and onto the River Thames. Chief Executive of LCCI, Colin Stanbridge commented: 
“In effect, the Thames is an underused superhighway which flows through the heart of our capital, surely we should look to maximise its potential. As London continues to grow and more infrastructure is built it makes sense to ease some of the congestion on our roads. TfL is already working with Network Rail and the Port of London Authority to move freight off the streets and a River Commission could take this work to the next level, inviting views from interested parties.” 
The LCCI believes that a River Commission could operate within an agreed time remit, taking evidence from all interested parties and producing a final report of practical recommendations. Currently 90% of all freight in the capital is moved by road although some major construction projects have already made use of the river, demonstrating further possibilities. These include the Crossrail development which has seen more than 3 million tonnes of excavated material taken away by river, saving half a million truck trips on London’s roads. 
Historically of course much of London’s wealth was built on use of the river for freight transport. At one time it was said you could walk across the Pool of London, adjacent to the site of Tower Bridge, crossing from barge to barge without touching the water. With the establishment of DP World’s London Gatewayport, and the re-establishment of barge services in construction projects it seems logical to investigate the possibilities of the extension of water borne services. 
The new generation of electrically and hybrid powered ferries and other craft suitable for short haul work make the possibility of the river returning at least some way toward its former glory days as an artery for trade of all sorts. 
Photo: A barge loaded with hay moves downriver heading east toward the Tower of London.

Monday, 30 October 2017

Maersk Line Awarded ‘Container Operator Of The Year’

Maersk Line has been named ‘Container Operator of the Year’ at the annual Lloyd’s List Asia awards in Singapore. Maersk Line received the award for continuous network advancements, market leading digital solutions and trade finance, which allows customers to expand their business and reach new markets.
Collecting the award on behalf of Maersk Line, Mr. Rupesh Jain, Maersk Line’s South East Asia Managing Director said “I am very honoured to accept this award on behalf of the Maersk Line. It is the recognition of the continued support we have seen from our customers and peers during a challenging time for Maersk Line, it is also great to take this back to our employees who really deserve this award.

“Maersk Line’s commitment to market leadership goes beyond the number of vessels in our fleet. Our highest priority is being the customer’s preferred container operator so we work hard to develop a network and provide services that resonates with our customers” said Mr. Jain, Maersk Line’s South East Asia Managing Director.
Throughout 2017, Maersk Line has introduced several improvements to its services and product offering. On the Asia-North Europe trade, Maersk Line established another service, improving the transit time for shippers. New services have also been established between Asia and the US East Coast and Asia and West Africa.
Trade Finance is another way Maersk Line is leading the industry and making shipping easier and more accessible for customers. Available in Singapore, India, Spain, the Netherlands, the USA and the UAE, Maersk Line is offering local customers easy access to capital at a lower cost for their global shipments, offering a single window to manage the flow of goods and the flow of capital to our customers.
Maersk Line’s industry leadership in the field of innovation was also noted, in particular for Remote Container Management and blockchain technologies. In Q3 2017 Maersk Line became the first shipping company to address reefer customers’ need for greater cargo visibility by giving real time data about the state of their cargo including location, temperature, humidity and other conditions. The data is valuable for our customers to understand and optimise their supply chains. When needed, Maersk and our customers can jointly plan contingencies to reduce wastage and costs.
Not only is RCM beneficial for our customers, but in the current tough market conditions, RCM is good business practice. In 2017 YTD we have detected more than 4500 instances of incorrect reefer setting. In more than 200 of these cases the cargo – collectively worth several millions to our customers – would have been lost without correcting the settings.

In addition to RCM, Maersk Line is collaborating with IBM to explore an end-to-end global digital trading network based on blockchain technology. The Organisation of Economic Co-operation and Development (OECD) estimates that 15% of the overall value of traded goods around the world is comprised of hidden costs, much of it a result of the manual processes underlying most transactions. This translates into losses of $100 billion per year. The network will enable the real-time exchange of supply chain events and documents. This will reduce the cost of goods for consumers, address important issues like fraud, and enable a greater supply of goods from small and medium sized companies around the world, especially those in emerging economies.
Maersk found in 2014 that containers of avocadoes and flowers from Kenya to Europe had to go through nearly 30 people and organisations, consisting of private companies and public authorities, including more than 200 different interactions and communications between them.
Reference: maerskline.com

From Hong Kong, but not clear about the details or how the driver is doing

5 high lashings in the park !!!!

MAERSK EMDEN inbound Southampton 28 Oct 2017

Photo credits 

Pam Massey shared Ships 'n More Ships's album to the group: All kind of ship photo's.

Report receieved today that Rickmers have sold 4 (possibly all 8 - needs to be confirmed) of their 13,492 teu Maersk Edinburgh Class ships to Maersk on or around 20/09/2017. 
Total crew replacements are imminent.

Vessels in this Class:
Maersk's Edinburgh, Emden, Eindhoven, Essen, Edmonton, Elba, Evora & Essex.
Maersk Evora already transferred to Danish flag, but Rickmers still showing as managers.

Indeed all eight have been sold to Maersk.
What I understand is that Maersk will only do the management of 5 of them (most probably also only 5 under Danish flag).
The remaining three will be managed by a German ship management company.

Good morning Roy, thanks for the confirmation & extra info. The slow demise of Rickmers :-(

MAERSK EVORA and MAERSK EINDHOVEN listed on Seaweb as sold 9/2017 by Rickmers to Hong Kong companies affiliated to Fortune Ocean Shipping Ltd, Dalian; management of EVORA now shown as A P Moller, though not yet for EINDHOVEN.

MAERSK EDINBURGH and MAERSK EMDEN to Hong Kong subsidiaries of Minsheng Financial Leasing Co Ltd, Beijing
MAERSK ESSEN, MAERSK EDMONTON and MAERSK ELBA to Hong Kong subsidiaries of Bank of Communications Financial Leasing Co Ltd, Shanghai

MAERSK ESSEX to Ocean Hun Shipping Ltd, Hong Kong, but parent not yet identified.

Only the one flag change noted so far.

The above infomation was sourced from http://forum.shipspotting.com/index.php/topic,15964.0.html

Sunday, 29 October 2017

MAID Points Blame in CMA CGM’s Vessel Grounding

The UK Marine Accident Investigation Branch (MAIB) has shared its findings from an investigation into why the 17, 859 TEU CMA CGM Vasco de Gama grounded on the western side of the Thorn Channel whilst approaching the Port of Southampton in the early hours of the morning on August 22, 2016.

Vasco de Gama, a 399-metre long ultra-large containership — the largest UK-flagged vessel at the time, had two of the port’s specialist container ship pilots onboard when it ran aground on a rising tide and on a flat shingle sea-bed.
A combination of tugs and ship’s engines enabled it to be re-floated soon after grounding.
The UK’s Marine Accident Investigation Branch (MAIB) found that the vessel’s bridge team and the port’s pilots had the "experience, knowledge and resources available to plan and execute the passage effectively", but that the standards of navigation, communication and effective use of the electronic charting aids onboard did not meet the expectations of the port or the company.
MAID added that a detailed plan had not been produced, the lead pilot had not briefed his plan for the turn round Bramble Bank, and the bridge team’s roles and responsibilities were “unclear”.

The authority also compiled a list of recommendations directed at ABP Southampton and CMA CGM to stop the incident happening again.
ABP Southampton was advised to improve its bridge resource management for its pilots, to consider the provision of provisional pilotage plans to vessels prior to pilot embarkation, and to review its implementation of procedures and to improve standards of communication.
MAID told CMA CGM to review the implementation of company procedures for passage planning and use of ECDIS and to include pilotage and bridge team/pilot integration in its internal audit process.

In its report, MAID said: “There was an absence of a shared understanding of the pilot’s intentions for passing other vessels, or for making the critical turns during the passage.
“Neither the ship’s Electronic Chart Display and Information System (ECDIS) not the pilot’s Portable Pilot Unit (PPU) functionality were fully utilized and resulted in each system not providing adequate cross checks or alarms.
“The increasing size of vessels within restricted waterways is leading to reduced margins of operational safety, and therefore the importance of proper planning and monitoring of the passage cannot be overemphasized.”

Read more: It was recently reported that Orient Overseas Container Line's new 21,413 TEU capacity containership had experienced a temporary grounding in the Suez Canal