Tuesday, 31 July 2018

Des, Jackie, and I (Clive’s children) would like to kindly ask if you could PLEASE SHARE this post.

Des, Jackie, and I (Clive’s children) would like to kindly ask if you could PLEASE SHARE this post.
We would like to put out a fresh appeal for any information anyone may have, that could shed light on what happened to our Dad. 

I did ask the paper when I agreed to talk to them, that they put in the headline a fresh appeal for witnesses, but that’s the media for you isn’t it. However, as a family I cannot stress how important it is for us to find out what happened to our Dad, so please share if you can, as it may just reach someone that does know or saw something, and who is willing to come forward. 
Please, if anyone knows anything, it doesn’t matter how little or insignificant you think it is, please, we beg you, to contact the police. 

Please, also, anyone who has CCTV on their properties along Colchester Road and Valley Road, or any cars that may have been driving along with dashcam between 11:30pm on Thursday 19th and 1.30am on Friday 20th July please contact Ipswich CID. 
We are going to lose our Dad any day now, and our children are going to lose their much devoted Grandad. 
Our deepest thanks and gratitude, with love,
Des, Jo, and Jackie

Witness appeal to suspected Ipswich assault on retired Felixstowe Docker

Maersk Eindhoven arrives to Felixstowe in squally conditions 3 tugs assist with a port swing 29/07/18


Published on 30 Jul 2018


Monday, 30 July 2018

The challenges facing the UK’s biggest container port

The Port of Felixstowe's new Portmaster, Ashley Parker Picture: SARAH LUCY BROWN

If you gaze out over the water from Felixstowe Port, you might catch sight upon a ship so large, it would make Titanic look measly in comparison.

Freight traffic to and from the Port of Felixstowe Picture: HUTCHISON PORTS UK
The next generation of mega-ships to arrive at the UK’s largest container port of Felixstowe includes the Manchester Maersk, a ship that’s roughly the length of three football pitches and can hold a whopping 20,000 containers. 
Felixstore’s portmaster Ashley Parker says the increasing size of the ships is the port’s “biggest challenge” at the moment.
“The first dedicated container ships back in the 1970s were 70 metres long with a draft of 5 or 6 metres, and now they’re 60 metre drafts and 400 metres long. It means less traffic for us because you get more containers on each ship and therefore fewer ships, but as they’re carrying more containers, we need bigger cranes to handle them.” 
Two new gantry cranes were delivered to Felixstowe Port this month which can cater to the larger ships as they are able to unload containers stowed at 11-high and 24-wide on deck. 
Looking towards the sea, along the line of quays of the Port of Felixstowe Picture: MIKE PAGE
They’re also the first such cranes in the UK that can be operated by remote control. The sight of these giant cranes being shipped from where they were made in Shanghai on a ship in their built state was, Mr Parker admits, “very bizarre.” “Two cranes on a ship is not a normal sight!” 
The good news is that the newer, bigger ships are designed to be more efficient, which means less emissions for Felixstowe. 
“We’re also under a sulphur mission control area so they’re also low sulphur fuel. We are also quite mindful of the environment - we were monitoring particulates around the port and its decreased so much that there’s now no need to continue to monitor them. 
“Shipping is a very green means of transporting goods – much better than planes because although they’re quicker, you can’t move the same amount of cargo.”
The port is bustling with construction activity, as a new 13 hectare container yard is currently being built, reclaiming 3.2 hectares of seabed in the process. 
“We’re extending our yard to give us more space to store our boxes. We don’t have the space for any more ships, but we can process containers more efficiently.”
Looking ahead to the future, Mr Parker believes that the ships will keep on getting bigger, and much of his role will be spent liaising with the shipping companies and working out how to develop the port and its quayside, increasing the berth depths and enabling them to handle increasing numbers of container boxes. 
“Ultimately, it may be the insurance companies that halt the increasing size of the new-build ships, “ he explained. 
“Today one of the new mega-container ships costs $150m. Add the value of 22,000 containers on top of that, and there may come a point when the insurers simply say ‘enough.’”
He also predicts that ports will become increasingly automated, but not completely without human input. “The benefit will be that by removing the human element from port operations, you can increase safety,” he said. 
Felixstowe welcomes about 3,000 ships each year and 17 shipping lines operate from the Suffolk port, offering 33 services to and from 700 ports around the world.
While Brexit has been on Mr Parker’s mind of late, he says the vast majority of the container ships they receive come from China, “and that won’t change because of Brexit.” 
What it will affect is Felixstowe’s short sea traffic, their roll on-roll off freight ferries that go back and forth to Rotterdam. “Because of Brexit, there will be customs and borderforce paperwork involved in the future - it won’t be seamless anymore,” he explained. 
“Because of free trade, its currently very easy to move cargo from one country to another and obviously speed is of the essence. If Theresa May doesn’t get Brexit right, there will be all sorts of blocks and impediments in that. But that’s what we voted for – times have changed.”
Felixstowe Port employs roughly 2,000 people, and because of haulage and agency work, up to 10,000 people are dependent on the port for their livelihood. 
“Because so much cargo comes through the port, if we shut down for three days - because we are snowed in, for example, or there’s industrial action, and we can’t get our boxes to where they’re going, in three days, the government convenes Cobra (emergency council). 
“It reflects the fact that Felixstowe Port is a real lifeline to the British economy.”

Reports coming to Blueoceana Company indicate that a "Logistics Coordinator" working at Manzanillo International Terminal (Panama) was struck and killed by a company vehicle on Sunday

Reports coming to Blueoceana Company indicate that a "Logistics Coordinator" working at Manzanillo International Terminal (Panama) was struck and killed by a company vehicle on Sunday. Zoraya Vásquez died of her injuries in hospital later that day.
The story linked to below was available in Spanish only. Here's the translation via Google Translate:
07/15/2018 - 3:28 PM
The port of Manzanillo International Terminal in the province of Colón was the scene of an accident that resulted in the death of the worker Zoraya Vásquez.
According to a statement from the company, "the collaborator was working as a logistics coordinator in the terminal, when she was hit by a company vehicle".
Vásquez was transported in an emergency vehicle to Hospital 4 Altos, but the medical staff could not save her life and she died at 11:40 a.m. this Sunday, July 15.

Ron Signorino to Longshore Safety- Facebook

Sunday, 29 July 2018

Port Of Felixstowe Pics By Robin Pridmore

   Photo credits to Robin Pridmore    

Automated quay cranes on trial in Singapore

PSA International is currently testing automated quay cranes (AQCs) at its Pasir Panjang Terminal in Singapore to enhance efficiency of operations and improve working conditions for crane operators, Channel NewsAsia informs.
Instead of sitting in a booth of an STS crane 17 storey high, the operators will be monitoring the work of their cranes remotely from a control centre in an air-conditioned office through the AQC system. In total, 40 crane drivers have been trained to use the system since 2016 and the company plans to train all of its 500-600 operators to be able to use it.

The AQC system allows part of the container moving process – from a vessel to an automated guided vehicle (AGV) – to be done automatically, but the exact positioning of a container onto the ship or a vehicle still requires an operator using a joystick. However, the engineers are working to make the whole process automated with only minimal human supervision needed.
The AQC system has been piloted at Pasir Panjang Terminals 4,5 and 6 since the first half of 2018 on three AQCs produced by the Chinese equipment manufacturing company ZPMC. Besides, 30 AGVs are also presently on trial to be used alongside the automated quay cranes to transport containers between the berth and the container yard. Of these AGVs, 8 are hybrid and 22 are fully battery operated.
The new system is being implemented within the USD 3.5 bln development programme at Pasir Panjang, which will see the expansion of the terminal’s capacity up to 15 mln TEU on 15 berths with a 18m draft to cater for mega-containerships.
Mr. Eddy Ng, Managing Director of PSA Singapore, said that the automated yard system in Pasir Panjang Terminals has led to a 20%-25% increase in productivity: “In many sectors, we are seeing good results in better utilisation of equipment, higher labour productivity.”
PSA also plans to use the AQC system at the Tuas mega port. As we wrote earlier, the Tuas Terminal is the next generation container facility currently under development in Singapore. Targeted for completion in 2040, it will become the largest container terminal in the world, with a total capacity of up to 65 mln TEU, where all current Singapore container terminals will eventually be relocated and merged.
The AQCs will feature already at Phase 1 of the Tuas mega port scheduled to start operations in 2021.

Saturday, 28 July 2018

Loss of containers overboard involving YM Efficiency, off Newcastle, NSW, on 1 June 2018

Investigation number: 344-MO-2018-008

Sequence of events

On 1 June 2018, at about 0035 Eastern Standard Time,[1] the Liberian-flagged container ship YM Efficiency (Figure 1) lost 81 containers overboard in gale-force weather conditions. At the time of the container loss, the ship was about 16 NM east-south-east of Newcastle, New South Wales (NSW). The occurrence also resulted in damage to a further 62 containers and structural damage to the ship’s gangway, superstructure and lashing bridges. The ship was on a regular service, calling at ports in China, Taiwan and Australia.
Figure 1: YM Efficiency entering Port Botany, NSW on 6 June 2018
Figure 1: YM Efficiency entering Port Botany, NSW on 6 June 2018. Source: ATSBSource: ATSB

YM Efficiency

YM Efficiency is a 268.8 m-long, 4,250 TEU[2] container ship, registered in Monrovia, Liberia. The ship was owned by All Oceans Transportation, Liberia and operated by Yang Ming Marine Transport, Taiwan. At the time of the incident, the ship was classed with the American Bureau of Shipping.

Loading in Taiwan

On the afternoon of 13 May 2018, YM Efficiency berthed at the port of Kaohsiung, Taiwan. About an hour after berthing, the loading of containers on board the ship commenced and just before midnight, cargo operations were completed. Shortly after, YM Efficiency departed Kaohsiung for Port Botany, NSW, Australia, with a maximum draft of about 12.6 m aft. On departure, the ship’s passage was executed to achieve an expected time of arrival at the pilot station off Port Botany at midday on 1 June 2018.

Passage to Australia

During the passage south, the ship’s crew received regular weather forecasts and advice to assist voyage planning, as part of a commercial weather routing service. By the afternoon of 29 May, the ship was off the coast of Brisbane, Queensland making good an average speed of about 9 knots. By this time, the ship’s crew had also begun to receive weather data broadcast by Australia’s Bureau of Meteorology (BoM).
By 0930 on 30 May, YM Efficiency was off the coast of NSW, about 32 NM to the north-east of Coffs Harbour. Weather forecast information received on board predicted steadily increasing winds and seas into the next day. Between 0930 and 1130 that morning, in preparation for the expected heavy weather, the chief officer was charged with carrying out checks in accordance with the ship’s heavy weather checklist. This included a check to ensure that container lashings on deck were secure, which was subsequently completed. By 1200, the ship was off Coffs Harbour with the weather recorded in the ship’s logbook as being west-south-westerly winds at force four[3] (between 11 and 16 knots) with 3 m seas and 2 m swells.
At 1605 on 30 May, BoM issued coastal waters forecasts for the Macquarie and Hunter coasts of NSW. Both forecasts included gale warnings for the next day, 31 May, caused by a low-pressure system moving east over the Tasman Sea for the next few days.
By 1900 on 30 May, YM Efficiency was off Port Macquarie and the weather had deteriorated. The weather was recorded as being cloudy with west-south-westerly winds at force eight (between 34 and 40 knots) with 6 m seas and 5 m swells.
By 0800 the next morning, 31 May, the ship was about 32 NM east-north-east of Port Stephens. The weather was recorded as being cloudy with west-south-westerly winds at force eight (between 34 and 40 knots) with 7 m seas and 5 m swells. The ship’s main engine speed was set at 35 revolutions per minute (rpm), the equivalent of ‘slow ahead’. At about 0830, a second heavy weather checklist was completed, with the container lashings checked once again.

The incident

At about 1300 on 31 May, the ship received information that the pilot boarding time for the ship’s call at Port Botany had been delayed by 8 hours to 2000 on 1 June. At about 1400, the ship’s main engine was stopped and the ship commenced drifting off the NSW coast, about 30 NM east of Newcastle (Figure 2). The weather at the time was recorded as being overcast with west-south-westerly winds at force eight (between 34 and 40 knots) with 6 m seas and 5 m swells.
Figure 2: Section of navigational chart Aus 489 showing YM Efficiency's track
Figure 2: Section of navigational chart Aus 489 showing YM Efficiency's track. Source: Australian Hydrographic Service, modified by the ATSB
Source: Australian Hydrographic Service, annotated by the ATSB
The ship’s main engine was re-started for brief periods over the next few hours to maintain some control over the ship’s drift. The rough weather continued into the evening with the wind recorded as having increased to force nine (between 41 and 47 knots) at 2200.
At about 2330, the ship’s main engine was started with the engine speed set to 35 rpm and the ship’s head was slowly brought around to the south-west to resume the passage to Port Botany. At midnight, the third officer handed over the navigation watch to the second officer. By this time, the ship was on a heading of about 210° with a speed of about 4.3 knots. The weather at midnight was recorded as being overcast with west-south-westerly winds at force nine (between 41 and 47 knots) with 6 m seas and 5 m swells.
At about 0034 on 1 June, in a position about 16 NM east-south-east of Newcastle, the ship experienced a period of quick, heavy rolling for about 60 to 90 seconds. The rolling was estimated by the ship’s master as having reached angles of up to 30º to port and starboard. Shortly after the start of the rolling, several engineering alarms sounded and the main engine shut down with the rpm reducing to zero. The second officer reported hearing loud noises on deck and suspected that there had been some cargo damage. He turned on the ship’s deck lights and observed that containers had been damaged and possibly lost overboard from the bays aft of the accommodation.
By about 0036, the rolling had reduced and the ship’s motion had calmed. By this time, the master had arrived on the bridge and the chief engineer and second engineer had proceeded down to the engine room to assist the duty engineer with the main engine shutdown.
The master took over the navigation of the vessel and instructed the chief officer to conduct a damage assessment. At about 0040, the chief officer reported several containers damaged or lost overboard from bays 52 and 56, just aft of the accommodation (Figure 3).
Figure 3: Damaged containers on bay 52 and bay 56 on board YM Efficiency
Figure 3: Damaged containers on bay 52 and bay 56 on board YM Efficiency. Source: ATSBSource: ATSB
At about 0045, the main engine was successfully re-started and the engine telegraph[4] on the bridge was placed at ‘dead slow ahead’ and then, almost immediately, placed at ‘stop’ again. The ship continued to drift in the gale force winds and seas until about 0252, when the main engine was started and the ship resumed passage for Port Botany.
In the morning, the ship’s crew conducted more detailed damage assessments and attempted to stabilise the damaged and collapsed containers on deck. The container loss and damage was found to be limited to bays 52 and 56. The container loss was reported to the Australian Maritime Safety Authority (AMSA) who coordinated notifications to other involved stakeholders. AMSA also commenced modelling the drift of the lost containers and initiated safety broadcasts to warn shipping in the area of the hazard posed by the lost containers.
Over the next few days, AMSA, along with Roads and Maritime Services, NSW, continued to work with the ship’s owners and insurers to detect, identify and track containers and their contents on the NSW coast. Although there were a considerable number of damaged containers still on board the ship, no further containers were lost overboard after the container loss event on 1 June. The ship sustained damage to the gangway, superstructure and lashing bridges.
YM Efficiency eventually berthed in Port Botany at about 0936 on 6 June. Over the course of the following days, personnel representing several different stakeholders attended the ship including investigators from the ATSB, AMSA surveyors and the ship’s flag state - Liberia.
On 11 June, the first damaged container was discharged from the ship and by 21 June, all remaining damaged containers had been discharged. YM Efficiencydeparted Port Botany for Melbourne at about 2130 on 22 June.

Ongoing investigation

The investigation is continuing. The ATSB will follow any location and salvage efforts to identify any further evidence should it become available.
The investigation will include the following:
  • analysis of the ship’s container stow and lashing arrangement
  • analysis of the ship’s stability condition
  • actions of the ship’s officers and crew following the incident
  • analysis of weather conditions at the time of the incident.
The information contained in this preliminary report is released in accordance with section 25 of the Transport Safety Investigation Act 2003 and is derived from the initial investigation of the occurrence. Readers are cautioned that new evidence will become available as the investigation progresses that will enhance the ATSB's understanding of the accident as outlined in this report. As such, no analysis or findings are included in this update.

  1. Eastern Standard Time (EST): Coordinated Universal Time (UTC) + 10 hours.
  2. Twenty-foot Equivalent Unit, a standard shipping container. The nominal size of ships in TEU refers to the number of standard containers that it can carry.
  3. The Beaufort scale of wind force, developed in 1805 by Admiral Sir Francis Beaufort, enables sailors to estimate wind speeds through visual observations of sea states.
  4. An engine telegraph on a ship’s bridge is a device used to transfer orders for changes in engine speed or direction from the bridge to the engine room.
General details
Date:01 June 2018Investigation status:Active
Time:0035 ESTInvestigation phase:Evidence collection
Location   (show map):16 NM east-south-east of NewcastleInvestigation type:Occurrence Investigation
State:New South Wales
Release date:24 July 2018
Report status:PreliminaryOccurrence category:Serious Incident
Anticipated completion:2nd Quarter 2019Highest injury level:None
Vessel details
Operator:Yang Ming Marine Transport 
Vessel:YM Efficiency
Type of Operation:Cargo
Damage to Vessel:Nil
Departure point:Kaohsiung, Taiwan
Destination:Port Botany, New South Wales

The 380 at the ports - Fast-changing maritime technologies and work practices are the main challenges in port work

Photo: Matthew Mirabelli

Few know that port workers are regulated by Article 171 of the Port Ordinance Act enacted on March 1, 1950, and that at any one point, there can only be 380 registered port workers.
“There’s this image out there that port workers are an unruly lot. Truth be told, the job is a very strenuous one, as tough and raw as it gets,” says Ing. Ryan Fava, president of the Malta Dockers Union. “However, port workers today are an extremely organised group of workers, much more organised than what the impression out there could be. Indeed, we have come a long way.”
A mechanical engineer by profession, Ing. Fava ‘inherited’ his port worker job from his father in 2010. Although he chose to concentrate on his engineering career, being a licensed port worker remains a source of pride for him.
“Engineering is my passion but although I chose to work as an engineer, I consider port work a unique privilege and always felt that there was a lot I could offer to bring this profession forward. My colleagues here at the port saw this in me and pushed my nomination as a shop steward, which eventually led to my role as president of the Malta Dockers Union in July 2014, a post which comes with great responsibilities.”
The Malta Dockers Union was established in 2006 by the late Joseph Saliba and his committee.
“My job is to safeguard continuity for the great job done by those before me.”
During his term, Ing. Fava has managed to diversify and restructure the way the union operates and introduced a more professional outlook towards port work in favour of higher standards, which are now benefitting the local industry.
“The fact that we are a regulated body and that all our members are registered licensed port workers regulated by the Port Ordinance Act and other local legislation is an advantage, because it gives us the strength to push for reforms that make our job better, more efficient and, most importantly, safer.
“The port worker’s job is a very laborious one in a high-risk environment, always exposed to the elements, 360 days a year with no paid leave. It is a very strenuous job where commitment, hard work and attention to detail are the order of the day.
“Today, technology is increasingly shaping most industries and ours is no exception. Therefore, we have had to keep responding to these modern-day dem-ands to secure the two most important things for our workers: efficiency and safety,” says Ing. Fava.
Ing. Fava lists the fast-changing maritime technologies and work practices as the main challenges in port work.
“Modern equipment and better vehicles are important, but one of the union’s prime commitments is to invest more in workers’ training, especially if we can give port workers the opportunity to train on new technology.
When you are a port worker, you never forget your roots
“Therefore, we are currently carrying out works within our offices, where we will be soon inaugurating our new training centre for port workers. This will be an in-house, dedicated training centre for our current port workers, the young, aspiring ones in particular, where they can learn more about safe equipment handling and experience the advantages of new technologies through simulators.
“Training will remain high on the agenda. Besides for our 380 licensed port workers, the Malta Dockers Union is also responsible for another 235 self-employed truck drivers. These too will be benefitting from our training programmes.
In fact, as from this year, we are hosting courses recognised by Transport Malta for terminal operators and prospective port workers. These consist of an induction course, 40 hours practice and a final exam which leads to official certification.”
One of the union’s recent achievements was when a group of truck drivers received training that allowed them for the first time to work on ro-ro vessel operations. Currently, the union is collaborating with several oil and gas companies to organise training for those workers who are mostly involved in the handling and transport of oil and gas cargo.
“But the reality is that port workers today handle any type of cargo, from raw materials and conventional cargo, which constitute the daily bread and butter commodities, to huge capital projects. Such projects handled by Malta’s port workers include the Kappara project, power station, pipeline interconnector and oil drilling operations. A good portion of our workers are also deployed at the Malta Freeport.”
The MDU holds service level agreements with Valletta Gateway Terminals in Marsa and with the Malta Freeport Terminals, which agreements regulate and harmonise the work done by their respective workers.
The manner of how port workers are organised is evident from the management of the Port Workers Pension and Contingency Fund, which is managed by a board, set up directly by Cabinet in 1973, when the country started introducing the cost of living adjustment.
“Back then, port workers had no access to this system nor to the quarterly government bonus. This was when port workers decided to establish this fund to be able to cater specifically for port workers. In time, the fund started providing insurance in case of injury and medical cover. Today it also finances the purchase of safety gear and protective garments.
Port workers register every year in order to be recognised as part of the fund, which also supports them in case of sick leave and injury on duty.”
Today, the MDU is also affiliated with the International Dockworkers Council (IDC), where members share expertise on ongoing developments in the industry and assist each other on special projects.
“When you are a port worker, you never forget your roots. You think of the hardships of your father, and his father before him. And you want to live up to them. As a union, we have come a long way and achieved a lot. But the port worker’s biggest achievement happens every day when he goes back home to his family, having faced another day of tough work and huge risks.”
The opinion expressed in the interview does not necessarily reflect the position of the Malta Maritime Forum. www.mmf.org.mt

When you become a dock worker you take on a sense of pride and a family like community. When two tier wages are intrioduced in some ports it creates divivision & hatred amongst the workforce. That equates to low productivity and very low morale amongst all concerned.

A quote from a 40 + years seasond docker.....They are now paying the penalty for employing cheap labour all those years ago. No one to replace all the ones retiring.