Thursday, 31 March 2016

Ridiculously overloaded vessel leaving Turkey

Ridiculously overloaded vessel leaving Turkey, must be breaching every regulation there is...PIC CREDIT

Not the first time LORD JOY has been loaded this way, pic from 2014 shows similar thing.

Curious to Know and See: Living on a Container Ship (Video)

Curious to Know and See: Living on a Container Ship (Video)

For all of you who are curious to know what is to be on board a containership, to see different glimpses from the working process and the hours off duty, please see this beautiful video:

The video was recorded on board the containership CMA CGM Vela by a naval architect who was part of a special project.
The CMA CGM Vela is a 131,831-dwt container ship, sailing under the flag of Germany. The vessel is built in 2008 in Daewoo Shipbuilding & Marine Engineering Co., Ltd. Okpo Shipyard.

Wednesday, 30 March 2016

Biggest in world ZPMC GANTRY QUAY CRANE loading two 40ft containers at once

Published on 2 Feb 2016

Drewry Study Warns of Diminishing Economies From Megaships

Global shipping consultancy, Drewry, has carried out a simulation study of the operational and financial impacts on lines, terminal operators, ports and other supply chain stakeholders as vessel size increases up to and beyond 18,000 teu (twenty-foot equivalent units, the standard metric used to measure a ship’s cargo carrying capacity). The study results suggest that the economies of scale, that have been a key feature of the liner industry, may be running out.
Since 2009, leading container shipping lines have engaged in a new-build ‘arms race’ with vessel sizes increasing at breakneck pace to drive down unit costs and improve profitability. This race-to-scale is set to continue with a further 53 megaships expected to enter service in 2016. While bigger ships help carriers reduce voyage costs, these savings are increasingly offset by higher port and landside costs meaning that total system cost savings are small and declining.
Larger vessels place greater demands on ports, where channels have to cater for deeper draughts and on terminals, which need to upgrade equipment, yard facilities and manning levels to effectively handle increased peak cargo volumes. On a total ‘system cost’ basis the study found that the upsizing of vessels provides only modest savings for the overall supply chain with efficiency gains being further eroded as vessels size increases beyond 18,000 teu.
Drewry expects that even with no further increase in maximum vessel size, the sheer number of mega vessels expected to be delivered in 2016 will strain terminal resources, as the average size of ships increase the amount of cargo that has to be handled at times of peak container activity.
Key findings from the Drewry study:
• Combined shipping line and port ‘total system’ cost savings peak at only 5% of total network costs and economies of scale diminish as vessel sizes rise beyond 18,000 teu
• Terminals will incur significant capital expenditure to handle larger vessel sizes and terminal yard areas will need to increase by one third to avoid congestion, even with no growth in volume
• Scale economies from megaships only work for the total supply chain if terminals can increase productivity in line with increases in vessel size
• Continued vessel upsizing risks, leading to:
– No significant cost benefit, lower service frequency and/or less choice for shippers
– Higher supply chain risks as volumes are concentrated in fewer vessels
– Environmental effects arising from dredging deeper channels and expanding yard area
“As more megaships enter service the industry is rapidly approaching a critical stage,” said Tim Power, managing director of Drewry. “To ensure the economics of vessel upsizing continue to benefit the entire supply chain, lines and ports need to work in a more coordinated manner if further productivity improvements from the transport system are to be realised. Addressing the operational and cost effects at port facilities caused by the challenging load and discharge patterns of these larger ships requires a cross-industry effort. All stakeholders in the supply chain must recognise the need for dialogue and collaboration if the maritime transport system as a whole is to benefit. If these benefits cannot be delivered and economies of scale in this industry really are running out, the implications are profound.”
There is a wider possible implication of these findings for the industry: if economies of scale in liner shipping have finally run their course, future vessel ordering will no longer be driven by the need to secure economies of scale but will instead be based on lines’ assessment of future demand growth.
“When this happens, the tendency to structural overcapacity that has plagued the industry will be much reduced,” added Power. “If this were combined with a process of continuing industry consolidation, liner shipping might at last be in a position to generate sustainable profitability.”

Very lucky driver!

In the ports always the danger around you

Gantry Cranes Facebook

Tuesday, 29 March 2016

Crane collapsed over container ship Zhong Hai 016 in Huangshi Port, China.

Shore crane collapsed over container ship Zhong Hai 016 during cargo handling operations at Huangshi Port on Yangtze River. The crane was offloading containers from the vessel, when the arm of a crane subsided and the whole facility fell over the ship. The crane operator fell from 20 meters height and suffered severe and life-threatening injuries. The port authorities dispatched medical team and ambulance immediately and transported the injured men to the hospital. The container carrier Zhong Hai 016 also suffered sufficient damages, but fortunately there were no injured people from the crew. The ship will return in operations just after repair and full inspection for seaworthiness.

The local authorities started investigation for the root cause of the accident. Also the port will be inspected if all the safety regulations were followed during cargo handling operations.
The container ship Zhong Hai 016 is operated by China Shipping and during the accident the vessel was on voyage from Huangshi Port to Shanghai.

Containerization In The UK

This is where the humble conatainer starterd its life in the UK in 1967. Landguard Terminal at The Port Of Felixstowe

Monday, 28 March 2016

MacGregor delivers optimised cargo system upgrades for CSCL in China

MacGregor, part of Cargotec, has carried out optimised cargo system upgrades for two 14,000 TEU container vessels owned and operated by China Shipping Container Lines (CSCL). The vessels have re-entered service following the upgrades, which have been designed to increase their actual payload capacity. MacGregor and CSCL have signed a letter of intent for similar modifications for five more vessels.

The MacGregor Cargo Boost upgrade allows the ship's payload capacity to increase by 300 high cube FEU on deck and increases cargo system flexibility Image: MacGregor
The vessels were built by Samsung Heavy Industries in 2011. Their MacGregor Cargo Boost system upgrades include modifications to the lashing system along with lashing bridge enhancement and the provision of Lashmate software. 
Planning for the upgrades was conducted in close cooperation between CSCL, China International Ship Management, CIC shipyard and MacGregor, whose involvement started at a very early stage in the project. 
"We have been able to maximise the overall efficiency of the upgrades by carrying them out in combination with the ships' regular five-year dockings," says Captain Lu, General Manager at CSCL Stowage Planning Centre. "The Cargo Boost will enable an additional payload capacity of 300-high cube FEU (670 TEU) and will give the vessels more operational flexibility. This helps us to adapt to changing markets."
Since re-entering service the vessels have been using MacGregor's Productivity Care concept, which is designed to support CSCL in achieving the upgraded cargo systems' full potential. Their smooth re-introduction to the service includes a training programme for crew and shore-based personnel, as well as cargo system performance analysis with related guidance. 
"Taking full advantage of the latest route-specific rules and incorporating the lashing calculation software Lashmate in this upgrade means that CSCL is able to secure more payload capacity on these vessels," says Atte Virta, Naval Architect at MacGregor.
Source: MacGregor

Felixstowe: people remember the European Gateway disaster, 33 years on

COMMUNITY figures have today remembered the six people that died in the European Gateway ferry disaster 30 years ago.

The ferry was travelling from Felixstowe to Zeebrugge when it capsized off the coast of Felixstowe following a collision with the inbound Speed Link Vanguard on December 19, 1982.
Just a few hours before the disaster, which happened at about 11pm, the people on board had been enjoying a carol service and getting ready for Christmas.
Doreen Savage, Felixstowe Councillor, was on board for the service.
She said: “We had been on it in the afternoon and we left about 5.30pm - the next thing we knew at midnight there was a phone call to say it had gone down.
“It was awful from the point of view that the people you had just shared a joyous occasion with were no longer alive.”
A massive rescue operation took place with all available boats and harbour tugs being drafted in to help – a headcount later revealed that six people were missing.
Despite communications improving since the European Gateway some believe similar incidents, like the Costa Concordia disaster, could happen again unless lessons are learnt.
Ian Heeley, who was working at the port at the time of the European Gateway, added: “With the amount of ships that go in and out of Felixstowe, you can never say that it will never happen again.”

On the evening of Sunday 19 December 1982 the "European Gateway" collided with the "Speedlink Vanguard" on the approaches to Harwich Haven. The "Speedlink Vanguard" struck the "European Gateway" approximately amidships with her bulbous bow. The "European Gateway" started to capsize and ended up resting on a sandbank on her starboard side half out of the water. 
Survivors were rescued by two Pilot Launches and a lifeboat launched by the "Speedlink Vanguard". Another ferry "Dana Futura" provided light with her searchlights to assist the rescue boats with their search for six missing persons. The search was eventually abandoned once five bodies were recovered leaving one missing. 
The "European Gateway" spent some considerable time lying on the sandbank before being salvaged by Wijsmullers of Holland. By this time she had been severely damaged by North Sea storms but was rebuilt and named "Flavia". As far as I know she is still operating as a ferry around the Greek islands under the name of " Penelope".

 Thanks to Raymond Gamble for this collection and also to Stuart Frith for taking the pics

On this day 1982,
the European Gateway was outbound from Felixstowe to Zeebruge and collided with the inbound Speedlink Vanguard in the approaches to Harwich Harbour. 

The bulbous bow of the Speedlink Vanguard tore a 70m hole in the side of the European Gateway below the waterline and she quickly started taking on water and listing. Within minutes European Gateway had capsized. Fortunately the depth of water was shallow, and although on her side, half of her remained above the water.
A major rescue operation was started but unfortunately, out of the 36 crew members and 34 passengers, 6 people lost their lives in this tragic accident.
After the incident, the Speedlink Vanguard remained on the Harwich to Zeebruge route until the service ended in 1987.

Photo (c) Derek Sands

Sunday, 27 March 2016

Liverpool2 will be one of Europe’s most modern and advanced semi-automated terminals.

UK Shipping Minister Robert Goodwill MP has welcomed the investment being made by Peel Ports during a visit (10 March 2016) to the company’s Liverpool2 container terminal. 
Once open later this year, Liverpool2 will be one of Europe’s most modern and advanced semi-automated terminals, able to accommodate virtually all of the world’s deep sea container vessels.
Marine trials are due to begin later this month, with other elements of the build coming online throughout Q2. The Liverpool2 development is part of a £650m investment by Peel Ports in the region and will add to a previous £125m investment in the National Import Centre at Port Salford, the UK’s first tri-modal inland port facility and national distribution park. 
Shipping Minister Robert Goodwill said: “Merseyside has a rich maritime history and the future is looking bright thanks to major projects such as the Maritime Knowledge Hub and the deep water container terminal Liverpool2 at the Port of Liverpool. The Government will continue to offer its full support to the maritime industry, a sector which is vitally important to the UK economy.”
Speaking after the Minister’s visit to Liverpool2, Gary Hodgson, Chief Operating Officer at Peel Ports, said: “It was an honour to host the minister and to show him how construction is progressing at Liverpool2. We very much welcome his interest in how developments at and around the Port of Liverpool are attracting strong backing from cargo owners who are increasingly looking to the North-West gateway as a more efficient route to market.”

Later during his visit to Liverpool the Minister formally opened the first phase of the new Maritime Knowledge Hub in Wirral. Operated jointly by sector development organisation Mersey Maritime and Liverpool John Moores University, the new facility will be a global centre of excellence within the UK, generating knowledge-led growth and innovation.
Targeting an increased share of a global maritime industries market worth more than £3000 billion, the Hub will create a focal point for the Liverpool city region’s strengths and will ultimately include serviced business start-up space and support, an offshore survival centre and marine simulation centre, and a state-of-the-art facility to help manufacturers design, test and build products or services. 
The Port of Liverpool is connected to other parts of the UK by 10 motorways within a 10 mile radius, numerous rail connections and the Manchester Ship Canal. The largest volume and density of large warehousing (over 97k sq ft / 9k sq m) of any UK region is located within a 70 mile radius around Liverpool. The Port provides direct connections to Southampton, Rotterdam, Antwerp and Le Havre via Peel Ports’ own and third party feeder operators. 
All enquiries to Peel Ports Group Limited:
Laura Berry on or 0151 600 5126

Driver is ok!

Gantry Cranes Facebook

Saturday, 26 March 2016

A tour of the largest container ship to enter Puget Sound

Shot from Sunset Hill, the Benjamin Franklin steams south towards Seattle
At 2130 hours on Sunday night, the largest container ship ever to enter the Salish Sea rounded Cape Flattery and began her first ever trip down the Strait of Juan de Fuca. She loafed down the straits well under normal cruising speed and on Monday at 0630 passed by Shilshole Bay Marina. Ninety minutes later, the UK flagged CMA-CGM Benjamin Franklin berthed at Seattle’s Terminal 18.
She’s 1,309 feet long, 177 feet wide and draws 53 feet. Fully loaded she can carry 18,000 TEU’s (twenty foot container equivalents). For comparison, that’s roughly the entire annual volume for Limited Brands. In three trips she could hold all of Gap’s annual product. She burns 330 tons of fuel each day. Within 200 miles of the U.S. coast she burns low sulphur fuel and while docked the engines are turned off and city power is utilized.
Not only was she the largest container ship to enter Puget Sound, she is currently the largest container ship to ever dock in North America. Launched last December, this was her second trip and at the moment, she can’t be filled to capacity to call on any West Coast port. The cranes at the Port of Los Angeles can only lift to 133 feet high. Seattle has cranes that can lift to 145 feet. If the Benjamin Franklin was fully loaded, she’d need cranes that could lift to 170 feet high.
This ship is only the first in a wave of mega-container ships. By way of comparison, many of the larger container ships calling into Seattle are 8 to 10 thousand TEU’s (20 foot containers). At 18,000 TEU’s, the Benjamin Franklin is a quantum leap larger.
While they are more economical for carriers to move freight and they appear to be more efficient to unload (according to data from the Journal of Commerce) they do create challenges for terminals. Harbor depth is not an issue in Seattle, but depth in the berth is. Considerable infrastructure would be needed to maximize the usage of these ships.
I was lucky enough to be invited aboard the Benjamin Franklin on Monday. Just getting to the main deck requires a very long gangplank and the bridge is seven stories above that. The sense of scale is off the charts.
Approaching the ship
Approaching the ship
The gang plank
The gangplank
How about that freeboard!?
How about that freeboard!?
After being herded into a very small elevator (I don’t think they thought we could climb seven stories) we arrived at the bridge where the captain held court answering questions. He mentioned that this ship was a little easier to handle than the “smaller” container ships, owing to the Benjamin Franklin’s massive rudder. That, and the two 5,000 horsepower bow thrusters. Each.
Unloading operations were being monitored from an office just off the main deck
Unloading operations were being monitored from an office just off the main deck
Looking forward from the bridge
Looking forward from the bridge
And what a pilot house!
And what a pilot house!
After touring a recreational lounge and a cabin for guests, we descended into the bowls of the ship to view the engine “room.” Call it an engine cavern. Rated at some 64,000 Kilowatts, the engine could power a town of 16,000 people.
To get a sense of scale, look at the folks on the rail at the other end of the engine
To get a sense of scale, look at the folks on the rail at the other end of the engine
From the other end of the cavern
From the other end of the cavern
This visit was a test and the initial (and very preliminary) perception was that the Port of Seattle is rising to the challenge.  The ship took a little longer to dock than usual, so while the unloading started a little late, the productivity was reported as “good.” This was merely an informal assessment, but there didn’t appear to be any major issues as the cranes did their work.
The tour was all too brief, but it offered a glimpse into the future of global shipping as the larger ships become more the norm.

The Daily Hazard Of Being A Docker

To all you employers out there thinking about out sourcing / having casual labour within your Port. This is what skilled Dockers deal with every day somewhere in the world.
Zero hours contracts do not clean this lot up.
We all believe that it will never happen to 
us!!!!! this is dock work, it does and it will happen.

The majority of Dockers around the world are paid a good wage, the above pictures are one of the many factors for that good wage to be paid.

There is a reason, why we are proffesionals, there is a reason why we don't get killed every day... The reason is we KNOW what we are dealing with here...
So EU Troika and employers WHO think selfservicing and casual untrained Labour is the way forward, forget it.

Friday, 25 March 2016

Hoegh Osaka Grounding Blamed on Shortcuts

By MarEx 

The U.K. Marine Accident Investigation Board’s investigation of the listing, flooding and grounding of pure car and truck carrier Hoegh Osaka on January 3, 2015, is now published.
The Singapore registered pure car and truck carrier (PCTC) Hoegh Osaka was departing Southampton, U.K., and turning to port around the Bramble Bank when the ship developed a significant starboard list. As the list increased in excess of 40ยบ, the ship lost steerage and propulsion and subsequently drifted aground on Bramble Bank. A cargo shift as the ship listed resulted in a breach of the hull and consequent flooding. 
Stability modelling and analysis following the accident show that Hoegh Osaka listed heavily to starboard while turning around Bramble Bank as a result of having inadequate stability, which had not been identified prior to departure.
In his statement to the media, Steve Clinch, The Chief Inspector of Marine Accidents stated:
“The MAIB’s investigation found that Hoegh Osaka’s stability did not meet the minimum international requirements for ships proceeding to sea. The cargo loading plan had not been adjusted for a change to the ship’s usual journey pattern and the number of vehicles due to be loaded according to the pre stowage plan was significantly different from than that of the final tally. The estimated weight of cargo was also less than the actual weight. Crucially, the assumed distribution of ballast on board, bore no resemblance to reality, which resulted in the ship leaving Southampton with a higher centre of gravity than normal.
“This accident is a stark reminder of what can happen when shortcuts are taken in the interest of expediency. It is therefore imperative that working practices adopted by the car carrier industry ensure that there is always sufficient time and that accurate data is available on completion of cargo operations to enable the stability of such vessels to be properly calculated before departure.”
The MAIB report is available here.