Saturday, 30 April 2016

DP World London Gateway Dockers win union recognition battle.

DP World London Gateway Dockers win union recognition battle.
Many people and federations will claim the credit for this win, but it was the Dockers inside London Gateway who fought and won this great victory

Andy Green

Click the link and search 'DP World'

Declaration of recognition
14. The Panel is satisfied in accordance with paragraph 22(1)(b) of the Schedule that the majority of the workers constituting the bargaining unit are members of the Union. The Panel is satisfied that none of the conditions in paragraph 22(4) of the Schedule are met. Pursuant to paragraph 22(2) of the Schedule, the CAC must issue a declaration that the Union is recognised as entitled to conduct collective bargaining on behalf of the workers constituting the bargaining unit. The CAC accordingly declares that the Union is recognised by the Employer as entitled to conduct collective bargaining on behalf of the bargaining unit comprising “All Terminal Operatives (excluding stores officials, engineering technical shift employees, operational supervisors, shift superintendents, technical team leaders & agency staff)” located at London Gateway, The Manor Way, Stanford le Hope, Essex SS17 9PD. 

10. A membership check carried out by the Case Manager for the purposes of the Panel’s decision on acceptance, the result of which was reported to the Panel and the parties on 14 March 2016, showed that 144 of the 205 workers in the bargaining unit were members of the Union, a membership level of 70.24%. In the absence of any evidence to the contrary, the Panel is satisfied that the majority of the workers in the bargaining unit are members of the Union. 

The views of the Employer
8. The Employer in an email dated 27 April 2016 confirmed that it had no further comment to make. 

Briggs supplies BAP with Felixstowe lifting service

Briggs Equipment has won a contract with BAP Group for the provision of lifting services at the Port of Felixstowe. Briggs’ has supplied the warehousing and distribution company’s Port Centric Services division with its Combilift straddle carrier.

“Other suppliers advocated a traditional container moving approach using a reach stacker,” said Sally Quantrill, key account manager at Briggs Equipment. “However, once we understood how the machine would be used, we concluded that, in view of the usage hours, the CombiLift straddle carrier offered the most cost-effective solution. What’s more, with our engineering capability, Briggs service and maintain this equipment to ensure maximum productivity at the port facility.”

Company Overview

BAP Group Ltd has been established for over 35 years as a major warehousing and national distribution company. The company has developed around supporting customers with a flexible quality service, helping improve supply chains to achieve the best results by using the Port-Centric operation at Felixstowe as part of their supply chain flow.
BAP has become the largest Independent Logistics Operator in the Felixstowe area operating over 800,000 sq. ft. of prime warehousing. The established operation handles high volume Fast Moving Consumer Goods, Aggregates, Fashion products, Beers Wines and Spirits all controlled through our Bonded Warehouse Management system, supported with a fleet of vehicles for palletised deliveries nationwide.
Working closely with the Port of Felixstowe, the Port facilities are ideal for handling and devanning urgent hot box containers and large promotional activity that has the potential to fast track and bypass normal inland RDC networks.
All of the On-Port facilities provide the opportunity of handling maximised weight containers as only the internal port areas are exempt from VOSA limits applicable on all UK highways, this includes full devan or  load lightening we also have the ability to ground and devan distressed containers whilst still on port.
BAP specialise in working with partners overseas in providing an origin pick and pack solution for major promotional launches, and have built up a large added value centre for building store merchandise display units and completing product quality inspections.
BAP have established export facilities at Felixstowe and have pioneered the dismantling of heavy plant machinery to achieve the reduction in the use of flat racks by packing machinery into standard 40ft containers, we also specialise in handling container packing of quality performance vehicles for export.
If you are looking to transform your supply chain and would like to know more about the Port-Centric operation, please call us today on 01394 612050 or Email

Just two ships & with a combined length of 800 metres & a whopping 37,370 teu at Felixstowe today, 29/04/2016.

Photo credits to Rick Vince

Just two ships & with a combined length of 800 metres & a whopping 37,370 teu at Felixstowe today, 29/04/2016.

IMO 9619945
29/04/2016, arriving in erratic weather conditions from Tanjong Pelapas, Malaysia.
Four Svitzer tugs required to berth her. Starboard side to, so no turning required. 

Built in 2014 by Daewoo, Okpo, South Korea (4254)
194,849 gt 194,394 dwt & 18,270 teu as ‘Madison Maersk’.
IMO 9695145

CC Built in 2015 Hyundai, Ulsan, South Korea (2698)
187,541 gt 184,320 dwt & 19,100 teu as ‘CSCL Atlantic Ocean’.

Friday, 29 April 2016

MSC Dhahran sailing from Felixstowe, breezy morning of 29 April 2016

MSC Dhahran sailing from Felixstowe, breezy morning of 29 April 2016

Off charter with Maersk Line, on to charter with MSC – 5,084 TEU MSC Dhahran is showing signs of a hard working life, as she sails in a 22 knot breeze:

Top 3 Ways Ports can prepare for the Future

Top 3 Ways Ports can prepare for the Future.

In an exclusive video interview with Stephen Abraham, COO of the Port of Felixstowe, he tells PTI that the installation of automated processes is very much dependent on whether the port can see a financial return on its investment.

Mr Abraham says that there are a lot of new terminals on greenfield sites that are either semi or fully automated, with brownfield sites seeing an incremental increase in automated practices, as well as giving three ways that its port can development for the future.

Large MSC container ship blocking the Suez Canal

Large MSC container ship blocking the Suez Canal 


A 12,500 teu container vessel from Swiss-based MSC, the MSC Fabiola, is currently blocking traffic at the southern end of the Suez Canal. "Groundings happen fairly often, but for the ship to run aground at such an unfortunate place is rare," says Jacob Guldager of Leth Agencies.

Published 29.04.16 at 11:12

Northbound convoys in the Suez Canal have been suspended following grounding of a 153,514 DWT containership on April 28, according to GAC Egypt.
The vessel ran into trouble due to engine problems and is still grounded at the same position.
According to GAC, the ship was the tenth vessel in the Southbound convoy of 20 vessels, while the rest of Southbound convoy of 8 vessels have been detained.
Today’s Southbound convoy started at 0800 hours local time and will stop and wait at Great Bitter Lakes,” the agency said.
GAC did not disclose the name of the ship to World Maritime News.
Nevertheless, based on the data from Marine Traffic, Portugal-flagged 153,514 DWT containership MSC Fabiola is aground in the Suez. The 2010-built ship was headed for Salalah, Oman based on its AIS data, which shows the vessel currently being maneuvered by two tugs Mosaheb 4 and Mosaed 4.
The boxship is chartered by the Mediterranean Shipping Company and operated by the Peter Döhle Schiffahrtsgesellschaft Gmbh und co.KG from Hamburg, Germany.
As informed, Suez Canal tugs are trying to assist the ship, but more traffic delays are expected until the grounded vessel is floated.
World Maritime News Staff

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Hanjin-HMM Look to Form Survival Alliance

Hanjin-HMM Look to Form Survival Alliance. Source: iStock

Following the expiration of its current alliance structures in 2017, Hanjin Shipping and Hyundai Merchant Marine (HMM) are looking to form a new alliance with other container shipping lines, according to IHS Fairplay.

A Spokesman for HMM said: "The current structure of G6 will remain until March 2017, and nothing has been decided yet on how the alliance will be re-organised afterwards. HMM has already started sharing relevant information with other members to discuss re-organisation of the alliance. We are afraid, however, that no details cannot be made public as of this moment."
A Hanjin Shipping Spokesman said: "Hanjin Shipping has been preparing for a new alliance and is in talks with some of the liners. However, we cannot disclose which liners we are talking to."
PTI previously reported that the two lines were in a troubling financial situation, with HMM looking to sell its stake in Busan New Port for more than US$69 million in order to pay off debts worth more than $300 million.
An alliance is likely to be the only way that the two South Korean carriers can survive in a weak market as it will allow them to consolidate resources and share capacity with other lines.
The recent signing of the new OCEAN mega-alliance between CMA CGM, China-Cosco Shipping, OOCL and Evergreen Line is an example of this type of agreement, since around 350 container ships will be integrated in order to bring increased service reliability.
Drewry Maritime Research recently gave its view that the new alliance will put the carriers in good stead to compete with 2M.
The remaining eight lines left behind from the mega merger could also benefit from consolidating resources and have a good chance of competing with OCEAN and 2M, however, it has been mooted that smaller alliances would be more likely in the near term.
It remains to be seen how the alliance will affect ports and terminals, particularly in terms of partnerships, as some terminals are in joint-ventures with select alliance partners.

Thursday, 28 April 2016

Margrethe Maersk departing Felixstowe 27th April 2016

Published on 28 Apr 2016

The mighty Margrethe Maersk at a length of 4 football pitches departs Felixstowe berth 8 with assistance of 3 Svitzer tugs for the starboard swing off the berth and heading out for Tangier Med. She left with a draft of 12.9m and a decent stack of empty containers on top deck to be filled again. The tugs work together to swing her around and heads out with the Svitzer Deben on centre lead aft ready for powered in-direct around the Beach end (90 degree turn out of the harbour.) Svitzer Stanford sits along the portside just incase she is needed around the corner to push out of trouble

Dean Cable

Cosco Netherlands departing felixstowe 27/4/16

365.9m x 51m COSCO NETHERLANDS departing felixstowe for Rotterdam 27/4/16

Paul Hiett

Four Wooden Cases Loaded as Break Bulk to Jebel Ali.

Tuscor Lloyds was called in to ship 300 CBM water treatment plant in 4 Wooden Cases from the Port of Felixstowe to Jebel Ali in Dubai. The cases were to be loaded as break bulk shipments across 11 flat racks, positioned below deck on the vessel. In sequence, 3 of the cases were lifted into the hold and positioned by the surveyor directing the stevedores. There was a short delay when the fourth case had been incorrectly fitted with steel reinforcing shoe adjacent to the nominated lifted position. The shoe was on the wrong side of the adjacent cross beam and un-usable. A temporary shoe was secured by the stevedores and this was used for the lift of this case.

Each of the Wooden Cases were positioned by heavy wooden chocks, nailed into the flat rack beds and positioned to give support in all directions. The cases were without suitable lashing points, and in fact although the base sections were relatively strong, the upper parts of the cases were quite weak and flexible. Securing was accomplished by using webbing straps, each tensioned by its own ratchet. These were attached to the lashing points on the flat racks. The positioning of the webbing straps gave sufficient support to the cases in all directions, meeting the requirements of the IMO Guidelines for Cargo Stowage and Securing. The lifting and securing operations throughout were conducted in a safe and professional manner and to the satisfaction of the ships’ Captain.
As the cargo had been held up the week before it was imperative all was loaded well and carried to destination on time. With the site presence throughout loading of Tuscor Lloyds own surveyor (and the constant contact with the company’s project managers during the small hours of a Sunday morning) problems during loading were overcome quickly. To the great relief of the shipper, this site coordination ensured the cargo was sent safely on its way on time.

Ocean Alliance leaves eight orphaned lines looking for a home

Betting on the troubled container shipping industry probably makes more sense than investing in it, and a bookmaker would be salivating at the permutations available to the eight shipping lines “orphaned” by the newly formed Ocean Alliance.

CMA CGM, China Cosco Shipping, Evergreen Line and OOCL plan to have their alliance operational in April next year, subject to the relevant regulatory approvals. But in coming together, Drewry said in its Container Insight Weeklythat they have created myriad possibilities in terms of what the partner lines left behind by the four Ocean Alliance carriers will do in response.

Only the 2M Alliance of Maersk Line and Mediterranean Shipping Co. remains untouched. The Ocean Three will lose CMA CGM and China Shipping Container Lines, G6 will lose APL and OOCL, and the CKYHE will lose Cosco and Evergreen.

Looking for a seat when the alliance music stops are Hapag-Lloyd and United Arab Shipping Company (reportedly discussing a merger), Korean lines Hanjin Shipping and Hyundai Merchant Marine, Yang Ming Line and the three Japanese carriers, NYK Line, Mitsui O.S.K Lines and “K” Line.

Drewry looked at what the start of the new alliance would mean for the key Asia export trades to North Europe and North America based on the division of market share on those routes. The maritime analyst said as of March 2016, the 2M carriers dominated the Asia-North Europe market with a nominal capacity share of about 36 percent, followed by the CKYHE Alliance at 25 percent and Ocean Three and G6 at 19 percent.

The four alliances were more closely matched in the Asia-North America trade that, unlike Asia-Europe, retained a small non-alliance capacity, with CKYHE coming out on top with a 30 percent share, followed closely by the G6 (26 percent) and 2M (23 percent), while the Ocean Three had 15 percent.

Based on current capacity shares, the Ocean Alliance will take over as the largest vessel-sharing agreement on the trans-Pacific with a share of just under 36 percent, while in Asia-North Europe it will be within 5 percentage points of the 2M with a nominal capacity share of 31 percent.

Drewry pondered whether the alliance orphans would join together to take on the 2M and Ocean alliances, or form smaller cliques to maintain the four-alliance structure. 

“A combined Hapag-Lloyd-UASC would give it a 7.6 percent share of the Asia-North Europe market and 6.5 percent of the trans-Pacific, based on current nominal capacity,” Drewry said. “To compete with 2M and Ocean in those routes they would need to bring in other carriers. Outside of those trades, UASC will be very keen to find a replacement partner to CMA CGM to help it fill its 13,000 TEU units on the Asia-Middle East route.”

At the beginning of 2016, there were four global alliances comprising 16 different carriers. By mid-2017, Drewry expects there to be only three main global alliances comprising at the most 13 carriers (following one or more mergers, one or more takeovers and a possible carrier failure, the analyst said). 

“In other words, the structural industry change is about fewer, larger alliances comprising fewer, generally larger carriers than ever before.”

Were all eight of the orphan lines to join together into a third alliance, they would be a match for 2M and Ocean in Asia-North Europe and the trans-Pacific. “However, we think it unlikely that all eight will agree to a new integrated alliance, because they have very varied interests and HMM in particular has serious financial problems,” Drewry said. 

The analyst also pointed out that there has always been a reluctance for the three Japanese lines to work together and if they did somehow find themselves in the same club it would add further pressure on them to merge their respective liner divisions. It is more likely that some could form a looser, smaller alliance while others will switch to service-by-service VSAs with the two main alliances, Drewry said.

So what do carriers hope to get out of this alliance merry-go round, Drewry asked. “It has created a clear divide between those carriers that are safely ensconced in a club and those that are not and are waiting nervously for an invitation,” the analyst said. 

“The lines with their futures sorted may temporarily benefit from any customer apprehension over those in limbo, but if this does occur it will only be a brief side-benefit. Ultimately, carriers’ end game will be to optimize their fleets and minimize costs. Alliances have thus far have failed to solve the most elusive conundrum of stabilizing freight rates, and we do not expect this to change.”

Contact Greg Knowler at and follow him on Twitter: @greg_knowler.

Wednesday, 27 April 2016

Ship Pilots Is A Very Skilled / Dangerous Job

Anybody that thinks being a ships pilot is a cushy job please think again. Next time somebody in a warm office moans that the pilots are not going out to pick up ships in bad weather !!!!! just look at what these people have to do to get on board a ship.

WATCH: Scary Footage Shows Ship Pilot Fall from Ladder

Some scary footage posted online shows the moment a ship pilot falls into the water during a boarding in rough seas.
The footage was posted by the facebook group Humans at Sea. The group provided no details about the accident, including when or where it happened or whether or not the pilot was rescued. Luckily you can see the pilot barely clear the stern of the pilot boat without being crushed between the boat and ship.
Comments online have been critical of the boat crew’s reaction to the incident, although you can clearly see the crewman immediately alert the pilot boat skipper before rushing over to the life ring. Still in the video you can see the pilot left swimming for at least 40 seconds with no sign of the life ring in the vicinity.
If you have any details about the video, please share on social media.

MERFORD Ergonomic Cabin: Gantry Crane Operator at work (Timelapse)

This timelapse shows the life of a gantry crane operator. Looking down needs to have good ergonomic comfort. Merford builds the best GC Cabins in the world, look at the great lower arm support to reduce lower back and neck pains.

Joris Cleiren

The Employers, NHO, and Nor Lines Want to Get Rid of the Dockers in All Norwegian Ports – THEY MUST BE STOPPED!

I am posting this on behalf of Svein Lundeng and Dockers Hangarounds

The Employers, NHO, and Nor Lines Want to Get Rid of the Dockers in All Norwegian Ports – THEY MUST BE STOPPED!
The Company, Hurtigruten Norge, Has Taken Active Part in the Employers’ and Nor Lines’ Fight against the Dockers.
Click on the links and tell them that this is NOT ok!


Tuesday, 26 April 2016

Productivity is declining at the world's biggest ports, 'but mega-boxships are not to blame'

Despite carrier pleas that port services need to improve in order to efficiently handle ultra-large container vessels (ULCVs), it seems productivity is falling.
According to new analysis presented by Andy Lane, partner at CTI Consultancy, at this week’s TOC Container Supply Chain conference in Singapore, berth productivity at some 20 of the largest ports in Asia and Europe is in decline.
Using data gleaned from the Journal of Commerce’s berth productivity survey, and comparing performance in the first half of 2014 with the first half of 2015, Mr Lane said terminal productivity, relative to average vessel call size, was dropping.
Mr Lane focused on 20 major ports: five Asia gateways, five Asian hubs, five Europe gateways and five European hubs. The data includes 45,722 calls across the 20 ports and more than 51 million container moves.
“As the size of the call is a major determinant of crane intensity, we might expect berth productivity to fall if the average call size decreases. What we observe, however, is that berth productivity has fallen further than call size.
“So whichever way you choose to measure it, productivity is in decline,” he told delegates.
At the five European hubs, average call size had reduced by 19% while productivity had reduced by 22%; at the five Europe gateway ports, call size had fallen 8% with productivity down 11%; at the five Asian hubs, average call size fell 4% while productivity had declined 11%; and at the five Asia gateways, average call size had gone down 18%, while productivity had declined by 27%.
Mr Lane found that average vessel call size had reduced by 12.5% in the first half of 2015, compared with the period the year before.
He speculated that this could either be due to the new alliances having more direct port-pairs, and thus more ports per service, or potentially due to lower utilisation levels; but he added: “Maybe we should not claim that increasing call size has been a major challenge.”
Instead, while in the first half of 2014, 7% of the calls at the 20 ports involved exchanges of 3,000 containers, by the corresponding period in 2015, this had dropped to just 6% of calls.
And as a percentage of total moves in the entire period, 23% of moves were in “batches” of over 3,000 in first the first half of 2014, a figure than remained the same in 2015.
This led Mr Lane to conclude that despite port operator claims that congestion was the result of influxes of large numbers of containers in single calls, “the era of the mega-call has not yet arrived”.