Friday, 31 August 2012
The YM Ubiquity follows the YM Uniformity, delivered in June, and is assigned to the Asia-Europe CKYH Loop 2 (NE2), replacing the 8,236-TEU YM Uniform, which has been shifted to the CKYH Loop 4 (NE4) to fill a gap. Another ship, the 6,588-TEU YM Mobility, will leave the CKYH Loop 4 (NE4) as part of a capacity management programme, and will join MSC, which chartered the vessel until the next peak season, according to Alphaliner.
A previous series of five similar ships were delivered by CSBC to Yang Ming in 2008-2009. All Oceans Transportation Inc., the ship owning arm of Yang Ming Transport Corporation, owns all the ships.
According to the German ship manager Reederei NSB manager, the vessel was 40 nautical miles off Lands End, and once the go-ahead is given, will be towed through the English Channel into the North Sea to an anchorage off Wilhelmshaven.
The SMIT Salvage team said the fire was largely contained with high temperatures in only four containers within No 7 hold with the last container hot spot now extinguished.
Unifeeder has announced that it has reached agreement to acquire its smaller rival Feederlink
The tie-up between Unifeeder A/S and Feederlink Shipping & Trading bv (Feederlink), currently part of Irish Continental Group plc (ICG), will create "the most attractive feeder and shortsea operator in Northern Europe," said a Unifeeder statement.
"The combined entity will be able to provide very attractive feeder and shortsea networks between the major ports in Northern Europe through efficient operations, high frequency, competitive rates and a further strengthening of the well known service levels of the two companies. The joint network will improve the value proposition for inter-European cargo and thereby support initiatives to move cargo from road to sea."
Unifeeder is one of Northern Europe’s leading feeder operators transporting containers between main North Sea hubs and more than 35 regional ports across the UK, the Nordic Region, the Baltic States and Russia. Its feeder operations are complemented by its fast-growing door-to-door multimodal container transport business. In 2011, Unifeeder had sales of about €430M. Feederlink, based in Rotterdam, operates between the hubs of Felixstowe and Rotterdam and the UK ports of Grangemouth, South Shields, Teesport and Immingham, and had sales of around €22M in 2011.
The CEO of Unifeeder, Jesper Kristensen, commented: "This acquistion shows our commitment to improve continuously our Northern European network and provide customers with attractive transportation options throughout the region...customers will experience an improved Northern European feeder and shortsea network with better transit times, frequency and port coverage. Ensuring long term competitiveness through economies of scale is of great importance to both Unifeeder and our clients, especially in times like these."
Rob Mulder, CEO of Feederlink, said: “Feederlink and Unifeeder share a strong dedication to provide high quality services to our customers, and the combination of our companies will contribute positively to the further development of container transportation in Northern Europe.
Eamonn Rothwell, CEO of ICG, commented: “The Irish Continental Group has always managed Feederlink with a strong focus on very high customer service standards, and I believe that Unifeeder with its similar approach to quality and service is well suited to continue this tradition for the benefit of our customers.”
The transaction is expected to complete by mid-Autumn 2012 and is subject to customary closing conditions including regulatory approval.
Denmark’s Unifeeder has acquired Rotterdam-based Feederlink Shipping from Irish Continental Group in a $36 million deal that accelerates the consolidation of northern Europe’s short sea shipping market.
Unifeeder said it expects to close on the acquisition in the fall, subject to regulatory approval.
The Aarhus-based company said the acquisition was driven by the need to achieve operational synergies, boost its competitive position and improve frequencies and port coverage across its pan-European network.
“We will continue to look for options to participate in the necessary consolidation of the feeder and short sea sector,” said Unifeeder CEO Jesper Kristensen.
Feederlink transported 135,000 20-foot-equivalent units on time-chartered ships on services between Rotterdam and U.K. east coast ports in 2011. Revenue totaled nearly $28 million last year.
Unifeeder generated more than $540 million of revenue in 2011 transporting containers to more than 35 ports in the U.K., north western Europe, the Nordic region, the Baltic Sea and Russia.
Unifeeder was acquired in a management buyout supported by the U.K.’s Montagu Private Equity in 2007.
Thursday, 30 August 2012
The G6 Alliance and Maersk will suspend a number of Asia-Europe services during China’s national Golden week holidays in October, although one analyst claimed bearish demand could also be a factor in the service reductions.
“With demand so weak in Asia-Europe, lines are using this as an excuse to start their winter service program early,” the analyst added.
Four sailings from Asia will be suspended by the G6 Alliance on the Asia-Europe lane from October 3-13.
Maersk Line will drop five Asia-Europe sailings from October 1-14. The services affected are its AE5, AE6, AE7 and AE9 loops.
“We will be scaling back our network to manage decreased demand caused by low production output during National Day Golden Week in People’s Republic of China,” the carrier said.
“In order to ensure that we still cater for customer requirements, we will endeavour to cover requirements by shifting volumes to other services in our network that cover similar geographies.”
August 29: MSC Flaminia and tugs move due South at a speed of some 2.5 – 3.5 knots, straight to good old Atlantic again. MSC Flaminia is back on AIS system again. On August 28 I received a letter from an English reader of Maritime Bulletin who’s living in Mount’s Bay, southern tip of UK:
Just wanted to say a big thankyou from myself and behalf of all the concerned people who have been reading your information on the MSC Flaminia fire and the information on where she was etc. I’ve learned a lot about “boxships” and Insurance!
I live on the coast in Mount’s Bay and there was concern that if they brought her in too close we might have a “MSC Napoli” type disaster on our hands.
I notice that today the Inspectors seem to have been on board and at 3pm her AIS was on and Carlo Magno seemed to be alongside rather than towing as she moving NW doing around 1.3-1.7 knots – unless she is being towed by an “invisible” tug !
Do hope she the weather will be gentle as she makes her way back to Germany and that at least some of those with goods on board will eventually get them back !
So we may make out the way the situation was developing during last 24 hours. MSC Flaminia was taken to Mount’s Bay for inspection and then left the bay under own power escorted by the three tugs. Alas, they didn’t sail into English Channel, turning sharply to the South and heading due South since afternoon or evening August 28.
Anyone with a good memory may remember that I suspected MSC Flaminia of being able to sail under power from the very beginning, two times I assumed vessel was actually sailing under own power, but nevertheless, was mistaken both times. As it came out, MSC Flaminia is capable of sailing under own power, and it may mean only one thing – there was or still is something on board of the vessel, which prevents people presence on board.
As of morning August 29 MSC Flaminia seems to be sailing under tow again (though it can’t be said for sure), heading to Atlantic all over again. According to latest NSB press-release, authorities of all involved countries – coastal countries along whose waters MSC Flaminia is to proceed to refuge, and Germany as a host of distressed vessel – take their time for assessment of the results of the inspection. Inspection of the vessel by the specialist took place on August 28.
Amsterdam Container Terminals, is to close, capping a doomed decade-long bid to shake off its White Elephant image and attract deep-sea container ships to a port just an hour’s drive from Rotterdam, Europe’s top container hub.
The decision by the terminal’s owners, Hong Kong-based Hutchison Ports Holdings, to throw in the towel, leaves Amsterdam, Europe’s fifth largest port, without a presence in the fastest-growing cargo sector.
The terminal, originally owned by the New York-based Ceres group, opened for business in 2001 but didn’t attract any regular services for four years despite boasting a novel indented berth that allowed it to load and unload vessels simultaneously from both sides. Amsterdam’s bid to break into the big time container league appeared to be on track after NYK, a Japanese ocean carrier and member of the Grand Alliance shipping consortium, acquired a minority stake in 2002 and then bought out the original investor Christos Kritikos, in late 2006.
Amsterdam’s box traffic surged more than 10 percent in 2008 to 425,000 20-foot-equivalent units while Rotterdam’s throughput stalled.
Wednesday, 29 August 2012
Paul Blacklock, head of strategy and corporate affairs at Calor Gas, said: "Metal theft has become common practice everywhere in the UK, but it seems that we are now being specifically targeted because of the huge demand for cooking gas cylinders overseas.
"The problem for shipowners is that many of our stolen cylinders are being illegally shipped abroad, particularly to Africa, and if they are stowed badly, could cause an explosion."
Last month 1,500 gas cylinders were seized after being discovered in five containers, and a further container has just been discovered in Felixstowe following a spot check by the authorities.
Blacklock continued: "It is very dangerous if the cylinders are stowed on their side because our gas is heavier than air, so leaking gas can build up very quickly.
"It is difficult to give ocean carriers any tips over what they should watch out for when taking cargo bookings, other than the fact that West Africa seems to be the preferred destination, and if the maritime containers used are stuffed only with empty tanks, they will be very heavy.
"Also, Calor Gas currently only ships gas cylinders to the Falklands, so if any are found going elsewhere overseas, they will have been stolen."
China's exports to Europe have remained weak during the traditional peak season for shipping, but the country's trade with the US appears to have more traction, according to the chief executive officer of Maersk Lines.
Soren Skou, who took the helm this year of the container division of Denmark's A P Moller Maersk, said that his confidence in global trade has deteriorated since June, mostly due to recessionary conditions in Europe, but he said volumes world-wide are likely to expand four percent for the full year compared with 2011, reported Dow Jones Newswires.
August is a critical month for the containerised shipping industry, which depends on exports to the West from China for the bulk of its activity.
Skou said his customers appear to be positioning for satisfactory holiday spending in the US but not Europe. "The customers are expecting a Christmas season (in the US), which doesn't appear to be the case in Europe," he said.
The volume of Chinese exports to the US handled by Maersk is likely to rise two percent this year compared with 2011, he said, while its Europe-to-Asia volumes could slide three percent.
Skou said Maersk expects its world-wide container volumes to gain six percent in 2013, but that prediction hinges on a belief that Europe will rebound from recession.
Skou said Maersk volumes in China suggest structural changes for the No. 2 global economy, and that as a result the days of 10 percent annual growth in containerised shipping are gone.
"It's pretty clear China is losing competitiveness in a number of industries," he said, as production of shoes, toys and other labour-intensive goods moves toward countries like Vietnam and Bangladesh.
Maersk says it has seen weakness in Chinese exports creep up the coast, beginning in the country's south in the ports of Guangdong and increasingly to the eastern ports around Shanghai, though activity has remained stronger northward.
He said Maersk hasn't managed to hold rates at the highest levels of earlier this year but intends to pull shipping capacity off the market in coming months in an effort to underpin them.
MSC Flaminia is actually, a big chemical, toxic and miscellaneous dangerous substances floating bomb. No wonder crew fled the vessel, no wonder EU States fear MSC Flaminia just short of her being a nuclear device ready to explode. Below is the list of the dangerous goods which are (were) on board of MSC Flaminia. the good news are, there are no radioactive materials and no explosives there. The bad news are, nearly all the list of the International Maritime Dangerous Goods (IMDG) Code is present, with some exceptions.
Above Above deck, Bays 9 - 23 Fire damaged Above Bays 25 - 27 Hold 7, Immediately adjacent
Bay Slot Container Id Size POL POD Weight
(tonne) Carrier Class UN No PROPER SHIPPING NAME
5 50482 GLDU3537592 20 USMSY BEANR 22.6 MSC 3 1165 DIOXANE
5 50484 CRXU2215290 20 USMSY BEANR 6.9 MSC 3 1993 FLAMMABLE LIQUID, N.O.S.
5 50682 TCLU2585166 20 USMSY BEANR 20.9 MSC 6.1 2542 TRIBUTYLAMINE
5 50582 SECS2221800 20 USMSY BEANR 28.1 MSC 2.2 3159 1,1,1,2-TETRAFLUOROETHANE (REFRIGERANT GAS R 134a)
5 50684 BLKU2549917 20 USMSY BEANR 4.6 MSC 6.1 3384 TOXIC BY INHALATION LIQUID, FLAMMABLE, N.O.S. with an inhalation toxicity lower than or
9 90984 EBCU6190074 20 USHOU BEANR 6.1 MSC 8 1738 BENZYL CHLORIDE
9 90582 TASU1142076 20 USHOU BEANR 24.9 MSC 6.1 2261 XYLENOLS, SOLID
9 90584 TASU1149790 20 USHOU BEANR 24.3 MSC 6.1 2261 XYLENOLS, SOLID
9 90610 BLKU2522428 20 USHOU BEANR 26.5 MSC 3 2381 DIMETHYL DISULPHIDE
9 90612 BLKU2583001 20 USHOU BEANR 25.3 MSC 3 2381 DIMETHYL DISULPHIDE
9 90614 UTTU2536061 20 USHOU BEANR 22.2 MSC 6.1 2411 BUTYRONITRILE
9 90386 USPU1235792 20 USSAV BEANR 21.8 MSC 6.1 2522 2-DIMETHYLAMINOETHYL METHACRYLATE
9 90510 EXFU0577440 20 USHOU BEANR 25.3 MSC 8 2735 AMINES, LIQUID, CORROSIVE, N.O.S. or POLYAMINES, LIQUID, CORROSIVE, N.O.S.
9 90512 EXFU0565985 20 USHOU BEANR 25.1 MSC 8 2735 AMINES, LIQUID, CORROSIVE, N.O.S. or POLYAMINES, LIQUID, CORROSIVE, N.O.S.
9 90382 UTCU4666686 20 USSAV BEANR 23.7 MSC 6.1 3302 2-DIMETHYLAMINOETHYL ACRYLATE
9 90384 EXXU9997365 20 USSAV BEANR 21.9 MSC 6.1 3302 2-DIMETHYLAMINOETHYL ACRYLATE
9 90782 SUTU2641642 20 USHOU BEANR 24.6 MSC 8 3455 CRESOLS, SOLID
9 90784 SUTU2645740 20 USHOU BEANR 25.3 MSC 8 3455 CRESOLS, SOLID
9 90982 SUTU2642633 20 USHOU BEANR 26.5 MSC 8 3455 CRESOLS, SOLID
10 101382 TRLU4813541 40 USHOU BEANR 24.4 MSC 3 1133 ADHESIVES containing flammable liquid
10 100182 MSCU4657495 40 USSAV BEANR 18.9 MSC 3 1139 COATING SOLUTION (includes surface treatments or coatings used for industrial purposes s
10 100184 TTNU5538300 40 USSAV BEANR 17.8 MSC 3 1139 COATING SOLUTION (includes surface treatments or coatings used for industrial purposes s
10 101216 MEDU4125591 40 USHOU BEANR 23.8 MSC 3 1263 PAINT (including paint, lacquer, enamel, stain, shellac solutions, varnish, polish, liqu
10 101218 MSCU9002696 40 USHOU BEANR 23.3 MSC 3 1268 PETROLEUM DISTILLATES, N.O.S. or PETROLEUM PRODUCTS, N.O.S.
10 100286 MSCU9382786 40 USSAV BEANR 21.7 MSC 8 1760 CORROSIVE LIQUID, N.O.S.
10 101184 MEDU4203101 40 USHOU BEANR 21.1 MSC 6.1 1992 FLAMMABLE LIQUID, TOXIC, N.O.S.
10 101182 MSCU5833860 40 USHOU BEANR 25.6 MSC 8 2924 FLAMMABLE LIQUID, CORROSIVE, N.O.S.
10 100282 MEDU8941783 40 USSAV BEANR 15.3 MSC 9 3166 ENGINE, INTERNAL COMBUSTION or VEHICLE, FLAMMABLE GAS POWERED or VEHICLE, FLAMMABLE LIQU
10 100284 TRLU5754166 40 USSAV BEANR 12.6 MSC 9 3166 ENGINE, INTERNAL COMBUSTION or VEHICLE, FLAMMABLE GAS POWERED or VEHICLE, FLAMMABLE LIQU
11 110814 MSCU2703631 20 USHOU BEANR 18.8 MSC 3 1120 BUTANOLS
11 110984 MEDU2648593 20 USHOU BEANR 17.6 MSC 8 1760 CORROSIVE LIQUID, N.O.S.
11 110784 MEDU3196332 20 USHOU BEANR 11.5 MSC 6.1 1950 AEROSOLS
11 110614 TCLU2091986 20 USHOU BEANR 20.7 MSC 3 1993 FLAMMABLE LIQUID, N.O.S.
11 110582 MEDU6443082 20 USHOU BEANR 3.9 MSC 3 1993 FLAMMABLE LIQUID, N.O.S.
11 110782 MSCU6260953 20 USHOU BEANR 11.8 MSC 3 1993 FLAMMABLE LIQUID, N.O.S.
11 110608 HGTU4611037 20 USHOU BEANR 25.1 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
11 110610 HGTU4611633 20 USHOU BEANR 25.1 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
11 110612 HGTU4611757 20 USHOU BEANR 25.3 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
11 110508 HGTU4610241 20 USHOU BEANR 26.1 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
11 110510 HGTU4610257 20 USHOU BEANR 25.1 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
11 110512 HGTU4610581 20 USHOU BEANR 25.3 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
11 110382 UTCU4712098 20 USSAV BEANR 22.3 MSC 6.1 3302 2-DIMETHYLAMINOETHYL ACRYLATE
11 110384 UTCU4710686 20 USSAV BEANR 22.3 MSC 6.1 3302 2-DIMETHYLAMINOETHYL ACRYLATE
11 110386 SWTU2241364 20 USSAV BEANR 18.8 MSC 6.1 3302 2-DIMETHYLAMINOETHYL ACRYLATE
17 170482 MSSU8675499 20 USHOU FRLEH 6.6 MSC 4.3 1428 SODIUM
17 170204 TCLU9210238 20 USHOU FRLEH 25.2 MSC 9 3257 ELEVATED TEMPERATURE LIQUID, N.O.S. at or above 100єC and below its flashpoint (includin
17 170382 MSCU1988334 20 USCHS BEANR 18.5 MSC 8 3267 CORROSIVE LIQUID, BASIC, ORGANIC, N.O.S.
17 170384 CAXU6181506 20 USCHS BEANR 18.3 MSC 8 3267 CORROSIVE LIQUID, BASIC, ORGANIC, N.O.S.
17 170182 CHMU0003513 20 USCHS DEBRV 21.7 MSC 4.2 3394 ORGANOMETALLIC SUBSTANCE, LIQUID, PYROPHORIC, WATER-REACTIVE
19 190382 EURU1677296 20 USCHS BEANR 4.5 MSC 4.2 1381 PHOSPHORUS, WHITE or YELLOW, DRY or UNDER WATER or IN SOLUTION
19 190384 EURU1678013 20 USCHS BEANR 3.8 MSC 4.2 1381 PHOSPHORUS, WHITE or YELLOW, DRY or UNDER WATER or IN SOLUTION
21 210606 MEDU2387967 20 USHOU DEBRV 17.6 MSC 3 1133 ADHESIVES containing flammable liquid
23 230308 TGHU3806682 20 USMSY DEBRV 17.9 MSC 3 1261 NITROMETHANE
23 230310 MEDU3902613 20 USMSY DEBRV 22 MSC 3 1261 NITROMETHANE
23 230208 FCIU4484881 20 MXVER DEBRV 4.3 MSC 9 3077 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, SOLID, N.O.S.
25 251484 GESU8094314 20 USMSY GBFXT 18.6 MSC 3 1221 ISOPROPYLAMINE
25 251482 GESU8022720 20 USMSY GBFXT 25.1 MSC 3 1993 FLAMMABLE LIQUID, N.O.S.
25 251282 BLKU1200725 20 USMSY GBFXT 3.5 MSC 8 2922 CORROSIVE LIQUID, TOXIC, N.O.S.
25 251284 BLKU1232126 20 USMSY GBFXT 3.2 MSC 8 2922 CORROSIVE LIQUID, TOXIC, N.O.S.
25 251382 BLKU1231726 20 USMSY GBFXT 3.5 MSC 8 2922 CORROSIVE LIQUID, TOXIC, N.O.S.
25 251384 BLKU1200495 20 USMSY GBFXT 2.5 MSC 8 2922 CORROSIVE LIQUID, TOXIC, N.O.S.
25 251386 BLKU1201969 20 USMSY GBFXT 19.1 MSC 8 2922 CORROSIVE LIQUID, TOXIC, N.O.S.
25 250702 MSCU1613615 20 MXATM GBFXT 22.6 MSC 9 3077 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, SOLID, N.O.S.
25 251184 EURU5351230 20 USMSY GBFXT 30.7 MSC 2.2 3159 1,1,1,2-TETRAFLUOROETHANE (REFRIGERANT GAS R 134a)
25 251186 GRPU9800209 20 USMSY GBFXT 10.3 MSC 2.2 3163 LIQUEFIED GAS, N.O.S.
26 260582 GLDU7598868 40 USHOU GBFXT 19.6 MSC 2.1 1950 AEROSOLS
26 260584 TCLU5879858 40 USHOU GBFXT 16.2 MSC 3 1993 FLAMMABLE LIQUID, N.O.S.
26 260782 TGHU8594375 40 USHOU GBFXT 17.5 MSC 3 1993 FLAMMABLE LIQUID, N.O.S.
26 260784 GLDU7377065 40 BSFPO GBFXT 20.2 MSC 9 2211 POLYMERIC BEADS, EXPANDABLE evolving flammable vapour
26 260786 TGHU4738010 40 BSFPO GBFXT 20.2 MSC 9 2211 POLYMERIC BEADS, EXPANDABLE evolving flammable vapour
27 270402 MSCU6793844 20 USSAV DEBRV 13.3 MSC 3 1268 PETROLEUM DISTILLATES, N.O.S. or PETROLEUM PRODUCTS, N.O.S.
27 271182 SILU1003980 20 USHOU GBFXT 5.2 MSC 6.1 1846 CARBON TETRACHLORIDE
27 271482 GESU8016857 20 USMSY GBFXT 23.6 MSC 3 1993 FLAMMABLE LIQUID, N.O.S.
27 271282 BLKU1200685 20 USMSY GBFXT 3.5 MSC 8 2922 CORROSIVE LIQUID, TOXIC, N.O.S.
27 271284 BLKU1230930 20 USMSY GBFXT 3.2 MSC 8 2922 CORROSIVE LIQUID, TOXIC, N.O.S.
27 271186 BLKU1230490 20 USMSY GBFXT 4.8 MSC 8 2922 CORROSIVE LIQUID, TOXIC, N.O.S.
27 271382 BLKU1200540 20 USMSY GBFXT 3.5 MSC 8 2922 CORROSIVE LIQUID, TOXIC, N.O.S.
27 271384 BLKU1201130 20 USMSY GBFXT 3.4 MSC 8 2922 CORROSIVE LIQUID, TOXIC, N.O.S.
27 271386 BLKU1200598 20 USMSY GBFXT 19.1 MSC 8 2922 CORROSIVE LIQUID, TOXIC, N.O.S.
29 290408 UTCU4615210 20 USMSY BEANR 22 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
29 290410 BAFU8801794 20 USMSY BEANR 24 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
29 290208 BAFU8803478 20 USMSY BEANR 27.5 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
29 290210 BAFU8809558 20 USMSY BEANR 26.7 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
29 290108 BAFU8895113 20 USMSY BEANR 27.5 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
29 290110 GESU8017431 20 USMSY BEANR 22.8 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
29 290304 BAFU8804849 20 USMSY BEANR 28.1 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
29 290306 TCLU9006245 20 USMSY BEANR 26.2 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
29 290308 BAFU8801958 20 USMSY BEANR 28.1 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
29 290404 CCRU5040268 20 USMSY BEANR 30.8 MSC 2.2 3159 1,1,1,2-TETRAFLUOROETHANE (REFRIGERANT GAS R 134a)
29 290406 CCRU5040062 20 USMSY BEANR 28.1 MSC 2.2 3159 1,1,1,2-TETRAFLUOROETHANE (REFRIGERANT GAS R 134a)
29 290104 EXFU5440640 20 USMSY BEANR 28.5 MSC 2.2 3159 1,1,1,2-TETRAFLUOROETHANE (REFRIGERANT GAS R 134a)
29 290106 CCRU4350382 20 USMSY BEANR 30.8 MSC 2.2 3159 1,1,1,2-TETRAFLUOROETHANE (REFRIGERANT GAS R 134a)
29 290204 EURU5348853 20 USMSY BEANR 29 MSC 2.2 3220 PENTAFLUOROETHANE (REFRIGERANT GAS R 125)
29 290206 EURU5344626 20 USMSY BEANR 30.1 MSC 2.2 3220 PENTAFLUOROETHANE (REFRIGERANT GAS R 125)
30 300316 CLHU4559637 40 USMSY BEANR 12.3 MSC 9 3077 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, SOLID, N.O.S.
31 310304 SUTU2641196 20 USMSY BEANR 25.8 MSC 8 2051 2-DIMETHYLAMINOETHANOL
31 310306 SUTU1037371 20 USMSY BEANR 25.4 MSC 8 2051 2-DIMETHYLAMINOETHANOL
31 310308 SUTU2636498 20 USMSY BEANR 25.2 MSC 8 2051 2-DIMETHYLAMINOETHANOL
31 310310 GESU8026080 20 USMSY BEANR 24 MSC 8 2051 2-DIMETHYLAMINOETHANOL
31 310408 UTCU4733737 20 USMSY BEANR 21.3 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
31 310410 BAFU8804601 20 USMSY BEANR 31.2 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
31 310208 UTCU4597013 20 USMSY BEANR 22.7 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
31 310210 BAFU8806142 20 USMSY BEANR 27.4 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
31 310108 BAFU8894360 20 USMSY BEANR 26.8 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
31 310110 BAFU8902742 20 USMSY BEANR 27.3 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
31 310404 LOGU4311786 20 USMSY BEANR 28.1 MSC 2.2 3159 1,1,1,2-TETRAFLUOROETHANE (REFRIGERANT GAS R 134a)
31 310406 EXFU5697156 20 USMSY BEANR 28.9 MSC 2.2 3159 1,1,1,2-TETRAFLUOROETHANE (REFRIGERANT GAS R 134a)
31 310204 EXFU5697599 20 USMSY BEANR 31.3 MSC 2.2 3159 1,1,1,2-TETRAFLUOROETHANE (REFRIGERANT GAS R 134a)
31 310206 CCRU4350187 20 USMSY BEANR 30.7 MSC 2.2 3159 1,1,1,2-TETRAFLUOROETHANE (REFRIGERANT GAS R 134a)
31 310104 LOGU4311791 20 USMSY BEANR 27.6 MSC 2.2 3159 1,1,1,2-TETRAFLUOROETHANE (REFRIGERANT GAS R 134a)
33 330986 THPU1430100 20 USCHS BEANR 5.1 MSC 6.1 1809 PHOSPHORUS TRICHLORIDE
33 330982 SNTU4003074 20 USCHS BEANR 24.3 MSC 8 3265 CORROSIVE LIQUID, ACIDIC, ORGANIC, N.O.S.
33 330984 TASU2110216 20 USCHS BEANR 23.9 MSC 8 3265 CORROSIVE LIQUID, ACIDIC, ORGANIC, N.O.S.
35 350986 THPU1430184 20 USCHS BEANR 5.1 MSC 6.1 1809 PHOSPHORUS TRICHLORIDE
35 350982 CRXU8520732 20 USCHS BEANR 25.2 MSC 8 3265 CORROSIVE LIQUID, ACIDIC, ORGANIC, N.O.S.
35 350984 SNTU4002376 20 USCHS BEANR 23.8 MSC 8 3265 CORROSIVE LIQUID, ACIDIC, ORGANIC, N.O.S.
38 381384 MEDU4051307 40 BSFPO BEANR 19.3 MSC 2.3 1062 METHYL BROMIDE with not more than 2.0% chloropicrin
38 380414 GLDU0969735 40 MXVER BEANR 26 MSC 9 2315 POLYCHLORINATED BIPHENYLS, LIQUID
38 380416 MSCU5881154 40 MXVER BEANR 25.9 MSC 9 2315 POLYCHLORINATED BIPHENYLS, LIQUID
38 380382 CRSU6143941 40 MXVER BEANR 20.1 MSC 4.1 3234 SELF-REACTIVE SOLID TYPE C, TEMPERATURE CONTROLLED
43 430510 MSCU6790892 20 MXATM DEBRV 19 MSC 6.1 2291 LEAD COMPOUND, SOLUBLE, N.O.S.
43 430506 MEDU1488757 20 MXATM DEBRV 26.8 MSC 9 3077 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, SOLID, N.O.S.
43 430508 MEDU3010094 20 MXATM DEBRV 17.4 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
45 450704 TCLU9006369 20 USHOU BEANR 26 MSC 3 1148 DIACETONE ALCOHOL
45 450706 TCLU9031823 20 USHOU BEANR 25 MSC 3 1148 DIACETONE ALCOHOL
45 450708 TCLU9012401 20 USHOU BEANR 24.5 MSC 3 1148 DIACETONE ALCOHOL
45 450106 CAXU6274002 20 MXATM BEANR 10.1 MSC 3 1197 EXTRACTS, FLAVOURING, LIQUID
45 450206 MEDU2018038 20 MXATM BEANR 8.6 MSC 6.1 2810 TOXIC LIQUID, ORGANIC, N.O.S.
45 450204 INBU3857070 20 MXATM BEANR 26.7 MSC 9 3077 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, SOLID, N.O.S.
45 450104 CLHU2418347 20 MXATM BEANR 26.7 MSC 9 3077 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, SOLID, N.O.S.
45 450304 MSCU6219820 20 MXATM BEANR 22.6 MSC 9 3077 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, SOLID, N.O.S.
47 470704 SILU1004729 20 USHOU BEANR 24.4 MSC 3 1993 FLAMMABLE LIQUID, N.O.S.
47 470706 SUTU2631958 20 USHOU BEANR 25.6 MSC 3 1993 FLAMMABLE LIQUID, N.O.S.
47 470708 SUTU2631963 20 USHOU BEANR 24.5 MSC 3 1993 FLAMMABLE LIQUID, N.O.S.
47 470908 TASU1152855 20 USHOU BEANR 24.5 MSC 3 1993 FLAMMABLE LIQUID, N.O.S.
49 491004 HGTU4610658 20 USCHS BEANR 24.7 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
50 500518 TGHU4387575 40 USCHS BEANR 16.8 MSC 9 3077 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, SOLID, N.O.S.
50 500516 MEDU4109008 40 USCHS BEANR 18.7 MSC 9 3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, LIQUID, N.O.S.
50 501486 TCNU8984237 40 USCHS BEANR 7.5 MSC 9 3268 AIR BAG INFLATORS or AIR BAG MODULES or SEAT-BELT PRETENSIONERS
50 500986 MSCU8228349 40 USCHS BEANR 8 MSC 9 3268 AIR BAG INFLATORS or AIR BAG MODULES or SEAT-BELT PRETENSIONERS
65 651212 MSCU2682652 20 USCHS DEBRV 8.1 MSC 9 3166 ENGINE, INTERNAL COMBUSTION or VEHICLE, FLAMMABLE GAS POWERED or VEHICLE, FLAMMABLE LIQU
65 650182 BLKU1230165 20 USCHS GBFXT 27 MSC 8 3267 CORROSIVE LIQUID, BASIC, ORGANIC, N.O.S.
65 650184 BAFU8904703 20 USCHS GBFXT 26.7 MSC 8 3267 CORROSIVE LIQUID, BASIC, ORGANIC, N.O.S.
66 660284 MSCU8195137 40 USCHS GBFXT 16.5 MSC 3 1266 PERFUMERY PRODUCTS with flammable liquid
66 660286 TGHU7809170 40 USCHS GBFXT 14.3 MSC 3 1266 PERFUMERY PRODUCTS with flammable liquid
66 660382 MEDU8214470 40 USCHS GBFXT 12.7 MSC 3 1266 PERFUMERY PRODUCTS with flammable liquid
66 660282 CLHU8704991 40 USCHS GBFXT 18.7 MSC 2.1 1950 AEROSOLS
67 670182 BLKU1231496 20 USCHS GBFXT 27.7 MSC 8 3267 CORROSIVE LIQUID, BASIC, ORGANIC, N.O.S.
67 670184 BAFU8897219 20 USCHS GBFXT 26 MSC 8 3267 CORROSIVE LIQUID, BASIC, ORGANIC, N.O.S.
Container volume through North European ports will remain sluggish this year as the continent’s economy struggles, Hackett Associates and the Bremen-based Institute of Shipping Economics said in their Port Tracker report.
Containerized imports from European ports are projected to decline more than 2 percent this year, compared with a 3.8 percent increase last year. Exports are expected to rise 2.4 percent this year, compared with an increase of nearly 11 percent last year, the report said.
During the next six months, imports are expected to rise 2 percent, compared with a decline of 0.3 percent a year earlier. Exports are expected to inch up 0.1 percent, compared with a 7.9 percent increase during last year’s June-November period.
“The European economic data makes for depressing reading. A no-growth GDP in Q2 in Germany is interpreted as a major achievement. Austerity remains the policy,” said economist Ben Hackett, founder and principal of Hackett Associates.
He said virtually any economic gauge points to an economic downturn that will cause the eurozone to follow the U.K., Spain, Portugal and others into recession.
Hackett and Michael Tasto of ISL, the report’s co-author, said weak cargo volumes would affect terminals and pressure carriers to reduce rates. Hackett noted that carriers already are dropping voyages during what normally is the peak season.
Tasto said carriers have stretched their capacity by slowing vessel speeds and putting 11 ships on weekly Asia-Europe services. He said, though, that carriers cannot expect to squeeze more out of slow-steaming.
Hackett said carriers are likely to resume price-cutting, and that 2010 may turn out to be the carriers’ only profitable year in five years. “They profess to avoid a price war this time around, but we doubt that the habit of a lifetime can be avoided,” he said.
Tuesday, 28 August 2012
After adverse weather conditions on Monday prevented the boarding the MSC FLAMINIA, two teams of experts were able to take this action today. One team consists of international experts while another has been sent by the German Central Command for Maritime Emergencies. The results of the inspection are expected in the coming days. After a positive result it is still planned to tow MSC FLAMINIA through the English Channel towards German waters. There, the ship will be anchoring before it is transferred to Jade-Weser-Port in Wilhelmshaven.
Like during the last weeks already, the contracted salvage experts of SMIT Salvage have again boarded the ship today, too. Since assuming responsibility for the salvage operation in mid-July, they have taken every opportunity to evaluate the situation on site and actively engage in firefighting and salvage operations. Their additional inspection revealed that the final container in cargo hold 3 with a hot spot was successfully extinguished by SMIT. The temperature within the cargo hold matches the ambient temperature. In cargo hold 7, ten containers were declared to be extinguished. Currently, higher temperatures are measured only in four more containers. Overall, significant progress has been made in the containment of the fire.
Monday, 27 August 2012
The head of the CCME said that not everything is clear yet, but definitely there is no reason to be hysterical, hinting at media and public unrest and occasional alarming news. Nobody is hysterical though, except authorities and the owner of the vessel, who didn’t bother to explain what’s on and what’s behind such a unique salvage operation, until public unrest was clearly demonstrated. The questions many ask still remain unanswered, hysterics or not, and as the Head of CCME said, “not everything is clear yet”. Just one question – ok, you said there is nothing extremely dangerous on board, but why UK and then, all other States, refused a refuge in such a stern way? MSC Flaminia was under tow to UK until July 28, then suddenly she was turned away and began sailing around in a stormy Atlantic. Then there was a moment when definitely, salvage was at a loss as to where to sail next, keep near EU or move to some other place in other parts of the Atlantic. If Germany finally, found the vessel safe enough to be permitted to its’ waters, why UK refused to permit the vessel into a shelter even for a short time required for inspection – not into a port, just to some calm place, so that the team won’t have to wait for “weather to improve”, to board the vessel. Accidentally, half of the salvage time was spent on waiting for weather to improve.
Authorities don’t like public to go “hysterical”, but public has a right to know and don’t like the role of ignorant flock shepherded by flawless, never mistaken and never wrong, authorities and multinational corporations.
A safety inspection by two expert teams of the fire-damaged MSC Flaminia was scheduled for Saturday to determine whether the ship may pass through the English Channel.
- Aug 27, 2012
More than a month after a fire aboard the 984-foot container ship MSC Flaminia caused heavy damage and killed at least one member of the crew, its owner, Reederei NSB, announced plans to tow it to the German port of Wilhelmshaven. The company's Aug. 24 announcement said a safety inspection of the ship by dangerous goods specialists, chemists, and salvage experts would take place the following day to determine whether the ship may pass through the English Channel.
The condition of the ship is stable, and its hull, superstructure, engine room, stern section, and forecastle are intact. No leaks are occurring, and "the cargo -– including dangerous goods containers -– is in a state which allows the passage through the English Channel and her transfer to coastal areas and eventually an emergency port. Such dangerous goods containers are transported regularly on container ships and off-loaded in ports," according to the company.
"Dangerous goods are carried on all modern container ships," said Helmut Ponath, CEO of Reederei NSB. "Our ships carry up to 11,000 TEU, and it is a normal that dangerous goods, for example chemicals for the German industry, are among them. Everyone should be aware of that."
The company's headquarters are in Buxtehude, Germany. The Flaminia was bound for Antwerp, Belgium from Charleston, S.C., with 2,876 shipping containers aboard when itcaught fire more than 300 nautical miles off the British coast.
Saturday, 25 August 2012
This afternoon, MSC FLAMINIA and its accompanying tug boats FAIRMOUNT EXPEDITION (Fairmount Marine) and ANGLIAN SOVEREIGN (L.P. Knight) have arrived on the southwestern coast of the UK. The planned safety inspection will be conducted as soon as weather conditions makepossible a secure transfer of the experts onboard the vessel. So far, the transfer was not possible due to adverse weather.
Already on August 23, 2012, an oil monitoring airplane of the German Central Command for Maritime Emergencies has overflown MSC FLAMINIA. During this flyover it could be confirmed that no liquids are leaking out of the vessel.
The German Central Command for Maritime Emergencies and Reederei NSB continue to intensively work together to coordinate any further processes regarding MSC FLAMINIA’s salvage. For any decision, reports and assessments of international firefighting and dangerous goods experts, specialists for maritime salvaging, engineers and ship builders are taken into consideration. Results of the fact-finding team with respect to stabillity of the vessel and hotspots in cargo holds 3 and 7 remain to be seen.