Saturday, 30 November 2019

Knock down Matson STS gantry crane - Grúas y Transportes

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11/28/2019 Leave a comment
Knock down Matson STS gantry crane


It was not an accident.

This is part of Matson's great project to improve its largest port terminal in Honolulu. They have already knocked down a smaller crane used to operate with barges on dock 51. This is the second crane they knock down (oldest smaller).

I saw her this morning like this.

It must have happened last night.

Matson Navigation, Sand Island


This happened last night.

The new cranes are already assembled and the old cranes must leave.

If you met these great cranes, you must be impressed.

It is difficult to appreciate in the darkness of the night.

John Jacobs video credit.

Posted on Instagram by hicapted.

Matson Terminals

Translated by Gustavo Zamora.


Matson crane knock down (gz38),

201911 Matson crane knock down (gzph),

Gustavo Zamora



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Harwich Haven Pictures By John Cooper

   All the above photo credits to John Cooper

John Cooper


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


Peel Ports is celebrating a record-breaking month for its container operations at the Port of Liverpool. Quayside and landside throughput in October at its Liverpool container terminals exceeded all previous figures on record with year on year growth of 12%.
The cargoes were connected with a total of 16 shipping lines.
Peel Ports, the UK’s second largest port operator, has also managed to reduce the length of time trucks are spending at the port. The average truck turnaround time at the Port of Liverpool is now consistently below 40 minutes, a UK leading service standard.
David Huck, Peel Ports Managing Director. Ports, said: “More businesses are realising that it makes more sense to ship products closer to their end destinations. For much of the UK container market Liverpool is the port that offers the shortest supply chain, helping to reduce costs, congestion and carbon emissions. It’s testament to the efforts of our whole team that we’re able to significantly increase traffic at the port while also providing our customers with an excellent service.”
Jon Whitely, Managing Director of JWT Haulage, one of the biggest haulage companies in the North West, said: “The Port of Liverpool’s latest throughput figures prove that Peel’s focus on road haulage efficiency is working. Thanks to the infrastructure and processes in place at Liverpool, drivers are able to spend less time inactive and more time focusing on the safe, timely delivery of containers to customers across the UK.”
Peel Ports recently entered into an agreement with global terminal business, Terminal Investment Limited Sarl (TiL). The proposed joint venture involves the development of the Liverpool2 container terminal and will enable Peel Ports to accelerate its ambitious growth plans.
Work has already commenced on the second phase of the Liverpool2 project development to provide additional capacity for the expected increase in volumes.
The next phase of development at the Liverpool2 deep-water container terminal will see the arrival of STS cranes before the end of the year, with the overall project expected to be completed during 2021.
The multi-million project will significantly increase the footprint of the site and see the addition of ten cantilever rail mounted gantry cranes (CRMGs) and three ship-to-shore cranes (STS).

Report: Autonomous shipping adoption to take ‘decades’

By Beth Maundrill

Autonomous shipping is repeatedly touted as the future of the maritime industry and development of these technologies continues. Despite this, a new report by Kennedys law firm has suggested that the adoption of fully automated shipping will take decades. 
Polling 6,000 people across six territories (United Kingdom, United States, Australia, China, Singapore and Hong Kong) showed that Hong Kong had the least level of public comfort for autonomous shipping, at 17%, compared with China at 48%. 
A company release on the report highlighted the UK’s response to the study noting that fewer than one-fifth of respondents, 18%, said that they were comfortable with the idea of autonomous vessels. 
The general pattern is reflected in people’s broader opinion towards autonomous vehicles, ground and air, in which 48% in the UK support partially autonomous vehicles, and only 28% support full autonomy. 
According to Kennedys, the main reason for their concern is safety at 67%, with respondents specifically placing trust in human judgement over computers at 63%.
Kennedys also noted that there are some challenges being faced in the autonomous adoption including the International Maritime Organisation’s (IMO) regulatory standards and those of the Flag State where the ships are registered. 
Specifically, these challenges will present themselves when connecting ships to shore, particularly of the original equipment manufacturers (OEMs).
There are of course numerous benefits to introducing autonomy into shipping. 
Michael Biltoo, Partner at Kennedys, noted, “The benefits are clear and, ultimately, crucial: if shipping is to achieve the ever-tightening environmental standards set by a range of regulatory bodies, a far more data-driven approach to maritime logistics is absolutely necessary. 
“Furthermore, the opportunity to reduce time in dry-dock repairs offers a clear long-term financial incentive to market participants. Greater automation in the sector is inevitable: there now needs to be a clear call-to-action on governments to create modern legal frameworks providing appropriate protocols on the behaviours of vehicle technology.” 
Numerous OEMs are continuing the pursuit of unmanned shipping technologies including One Sea, part of the DIMECC group, which plans to have the world’s ‘first’ autonomous maritime system in operation by 2025. 
‘There is a clear path towards autonomy,’ said Päivi Haikkola, Ecosystems Lead at One Sea, speaking at Port Technology International’s Smart Digital Ports of the Future Conference in Rotterdam on 5 November. 
Haikkola noted that are many ‘things we can do today’ regarding the technology needed for autonomous shipping. 
During her presentation, Haikkola outlined some recent developments towards One Sea’s 2025 goal, including the first Maritime Autonomous Surface Ships (MASS) trial performed in accordance with the IMO’s Interim Guidelines in September 2019. 
One Sea also plans the launch of a new zero-emission cargo ship in 2020 (pictured). 
The IMO’s Maritime Safety Committee (MSC), 101 session, in June 2019 approved the interim guidelines for MASS trials. 
It has been noted by the IMO that most predictions are that autonomous or semi-autonomous operation would be limited to short voyages, for example from one specific port to another, across a short distance.
Typically unmanned vehicles are suited to ‘dull dirty dangerous’ work and a report by BMT published in January 2019 suggests feasible roles for complete unmanned operations include small open data gathering, MCM vessels and hydrographic survey. Meanwhile, short sea freight and offshore supply vessels would have reduced manning but not be fully autonomous. 
Meanwhile, fishing vessels and cruise ships are likely to maintain a high level of human involvement onboard for the foreseeable future. 
Other uses of autonomy, noted by Kennedys, look at ship design. The IMO’s anti-pollution measures and energy efficiency standards can be met through step-change in ship design with growing use of data-driven autonomous and connected vehicle technology. 
Autonomous vehicle technology can also help the gathering of additional data on engine performance, enabling ship owners to identify parts that may need repairing or replacing before they fail. This helps reduce time in dry-docks while improving performance and safety levels.

Friday, 29 November 2019

Spate of Fires Has Shipping Industry Looking at How Dangerous Goods Are Handled

Report follows a spate of fires on big vessels at sea that executives say aren’t fully investigated, undermining prevention efforts 

A large share of the dangerous-goods shipments on international cargo ships were mislabeled, improperly handled and carried other safety risks, according to an industry study undertaken after a spate of fires on big, ocean-going vessels.
Fires at sea have crippled several big cargo ships over the past two years, and shipping-safety experts say complicated rules and lax investigations are creating a roadblock to finding the causes of the blazes and taking safety measures.

Vessel owners believe many of the fires are caused by potentially dangerous shipments being loaded without notice, and the investigation by the independent National Cargo Bureau suggests there are significant gaps in how the goods are handled, from paperwork to onboard stowage.
More than half the containers NCB, a New York-based not-for-profit group that assists the U.S. Coast Guard with maritime safety oversight, targeted in a yearlong survey of shipping operations fell short of marine industry fire-safety standards, the group said.
“The figures on how much improperly stowed or misdeclared cargo was in the boxes were shocking,” NCB President Ian Lennard said.
The NCB probe was launched after a fire in March 2018 crippled the Maersk Honam, a giant container ship operated by A.P. Moeller-Maersk A/S, and killed five of its 27 crew in the Arabian Sea. The front third of the ship was torched in a fire that burned for weeks.

The undamaged stern portion of the Maersk Honam, an A.P. Moeller-Maersk container ship heavily damaged in a fire, is loaded onto a special heavy-lift cargo transporter after the heavily damaged forward section was sliced off. PHOTO: MAERSK LINE
“The Maersk Honam was a wakeup call,” Mr. Lennard said. “There is now more attention after the unprecedented ship fires this year and the disasters we saw.”
The NCB checked 500 boxes from around the world that moved on Maersk ships, along with vessels from France’s CMA CGM SA and Germany’s Hapag-Lloyd AG .
The study, undertaken at Maersk’s request, deemed 274 containers, or 55% of those examined, to be potential fire hazards. Checks on boxes with dangerous goods coming into the U.S. showed 69% were either not properly secured, warning signs on the boxes were missing or had fallen off, or the cargo was simply wrongly identified in shipping documents. The failure rate for containers that were declared moving nondangerous cargo to the U.S. was 51%.

Boxes from Latin America and India had the lowest scores, with 82% and 87% of them, respectively, deemed potential fire hazards.

The NCB report, which has been submitted to the International Maritime Organization, the global marine regulator, is part of efforts to identify gaps in dangerous goods transport and to improve safety.
Although there are dozens of fires on all kinds of ships each year, catastrophic fires on large oceangoing vessels are relatively rare. The NCB says there were nine major fires on big cargo-carrying ships this year, compared with one—the Maersk Honam—in 2018 and two incidents in 2017.
Cargo that could potentially ignite include charcoal, fertilizer, fish food, chlorine products and other chemicals, car batteries and electronic components. In addition, cargo that isn’t properly secured can shift at sea, creating heat from friction that can cause a fire.

Some shipping executives believe the rapid growth of e-commerce, which has led to more fragmented supply chains with more suppliers, and retailers with little experience in shipping regulations, contributes to the problem.
A recent survey by the International Air Transport Association, the trade body for world’s airlines, said some 40% of e-commerce shippers are unaware of dangerous goods regulations.
Marine underwriters say about half of all ship fires aren’t reported and investigations are infrequent.
“Few incidents make it into a report,” said Andrew Kinsey, a senior marine risk consultant at Allianz Global Corporate and Specialty, the commercial insurance arm of German insurer Allianz SE. “If the incident does not involve loss of life and doesn’t make headlines, it often goes unreported.”
Ships in international waters operate under a complicated regulatory framework that includes provisions for safety investigations. The U.S. Coast Guard and the National Transportation Safety Board investigate accidents of U.S.-flagged vessels because the flag-state for ships is primarily responsible for policing safety conditions for international vessels.

A big share of the international maritime fleet flies so-called flags of convenience from smaller, developing nations to keep costs down, however, partly by sidestepping labor rules in the owners’ home countries. Those countries providing flags for such ships generally don’t have the resources to fully investigate fires from their own waters.
“The flag state has to do a good part of the investigation, but there is no mandatory requirement to make any findings public,” said John Miklus, the president of the American Institute of Marine Underwriters. “If it’s a big incident involving passengers, then you will get a report. If it’s a fire on a ship in the middle of nowhere, you won’t.”

The Maersk Honam, which is being rebuilt and was given the new name Maersk Halifax, carried a Singaporean flag.
Write to Costas Paris at

About Evergreen Line

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Since its establishment in 1968, Evergreen Marine Corporation has continuously expanded its service network around the word. Through adoption of state-of-the-art technology in its operations and considerate customer service, we do everything we can to deliver on our promises to customers, ceaselessly connecting to a wider world, linking people to provide joy and making precious moments possible. Dedicated to enriching people’s lives, Evergreen Marine connects the world and sails full steam ahead into a brighter future with you.

ABP Invests £2.3m in New Crane to Enhance Operations in Newport

The new machine, a Mantsinen 120M materials handler, utilises the latest technology and is fitted with a HybriLift energy storage system that will decrease energy consumption by 35%.
ABP’s Port of Newport handles a wide mix of cargo for its customers, including steel, forest products, and bulk materials for the agricultural sector. The Mantsinen 120M is a perfect handling solution for Newport as it can easily be fitted with different attachments to safely handle these commodities.
Andrew Harston, Regional Director, ABP Wales & Short Sea Ports, said: “The Port of Newport plays a major role in supporting international trade. Our operations support a diverse range of customers and commodities and we are constantly evolving to accommodate dynamic market trends. The purchase of this adaptable and energy efficient crane will help us enhance the services we provide to our current and future port customers.
The Port of Newport is Wales’ leading general cargo port and the second largest conventional steel port in the UK.
The crane was purchased through Cooper Specialised Handling who are an exclusive UK distributor of Mantsinen hydraulic cranes.
Associated British Ports (ABP) has begun a £7.8 million project to replace and refurbish lock gates at its ports of Cardiff and Swansea.

The Port of Cardiff is currently having its outer lock gates replaced. The former outer lock gates are then being refurbished and installed into the middle position; as the existing middle gates are at the end of their life.
At the port of Swansea, the inner lock gates will both be replaced with new gates. Work will be completed at both ports in December 2019.
Andrew Harston, Director, ABP Wales & Short Sea Ports said: “The ports of Swansea and Cardiff are important pieces of infrastructure for both local and national trade. The engineering programme has been designed to allow ships to enter and leave the port during the works in order to ensure our customers experience minimal disruption.”
“This major investment will ensure the ports busy shipping programmes can operate as efficiently as possible for many more years to come and forms part of a wider project to ensure we’re constantly exceeding the needs of our customers.”
The seven estuary has the second highest tidal range in the world which makes port lock gates a vital piece of infrastructure. The gates support a chamber of water that helps control water levels and allows vessels to be raised or lowered between differing water levels for them to safely enter the port. It is vital that lock gates are watertight.
ABP Wales & Short Sea Ports own and operate 16 ports around the UK, which annually handle of 20 million tonnes of cargo.


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Thursday, 28 November 2019

China bought most of Greece’s main port and now it wants to make it the biggest in Europe

A view of COSCO owned dock and yard in Piraeus on March 4, 2015. China Ocean Shipping Company, known as COSCO (COSCO Group), is the company in charge of transportation services in the biggest Port of Piraeus in Greece. COSCO undertook handles those operations in 2008. The deal between COSCO and the Greek government is one of the most controversial among privatizations that happened during Greece’s debt crisis.
NurPhoto | NurPhoto | Getty Images

  • Since the Greek financial crisis, Beijing and Athens have deepened their links.
  • Greece announced in August of 2018 that it was formally joining China’s Belt and Road Initiative.
  • During a visit to Athens earlier this week, President Xi said: “We want to strengthen Piraeus’ transshipment role and further boost the throughput capacity of China’s fast sea-land link with Europe.”
  • China is looking to transform Greece’s Piraeus port into the biggest harbor in Europe — making it the most crucial transit hub for trade between Asia and Europe.
    In 2016, China’s shipping firm Cosco purchased a majority stake in Piraeus port. Situated in the Saronic Gulf, Greece’s largest harbor — and Europe’s seventh biggest — is at a strategic location between the Asian and European continents. Chinese President Xi Jinping and Greece’s Prime Minister Kyriakos Mitsotakis announced earlier this week that Cosco would be investing about 600 million euros ($660 million) to develop Piraeus further.
    “The objective is to transform it into the biggest transit hub between Europe and Asia and, potentially, the biggest port in Europe,” Kostas Fragogiannis, Greece’s deputy minister for foreign affairs, told CNBC Wednesday.
    Rotterdam’s port, in the Netherlands, is Europe’s biggest harbor. It saw more than 8.6 billion containers (incoming and outgoing by sea) in 2018 — an increase from the previous year.
    “The geographical advantages of Greek ports can be utilized for facilitating and increasing transfer flows from China and the Far East to the European Union, the Balkans and the Black Sea region, and vice versa,” Fragogiannis told CNBC.
    Since the Greek financial crisis, Beijing and Athens have deepened their links. Greece announced in August last year that it was formally joining China’s Belt and Road Initiative (BRI) — the ambitious investment plan of Xi that connects Asia, Africa and Europe.
    President of the Republic of China Xi Jinping (L) and Greek Prime Minister Kyriakos Mitsotakis (R) shake hands as they visit the cargo terminal of Chinese company Cosco in the port of Piraeus, Greece, on November 11, 2019.

    During a visit to Athens earlier this week, Xi said: “We want to strengthen Piraeus’ transshipment role and further boost the throughput capacity of China’s fast sea-land link with Europe,” according to Reuters.
    China has made different investments in Greece, including in energy and the real estate markets.

    “With his visit in Athens, the Chinese President Xi Jinping reaffirmed his commitment to strategic infrastructure investments in Greece, as part of the Belt Road Initiative,” Athanasia Kokkinogeni, Europe senior analyst at DuckerFrontier, told CNBC via email Thursday. 

    “Chinese investments have risen quickly, underpinning growth in the energy, telecommunications, and real estate sectors. Western firms should plan for intense Chinese competition in Europe in 2020 across most industries,” she added.

    Greece’s Fragogiannis also told CNBC that Greece and China could announce further investment deals.

    “The two parts should examine investment prospects for the Chinese companies in port development, operation and combined transport in Greece,” he added.

    China is the EU’s biggest source of imports and its second-biggest export market. China and Europe trade on average over 1 billion euros a day, according to the European Commission.


GCT Canada was proud to welcome the MSC Meline as the first vessel to use GCT Deltaport’s Shore Power system on November 14, 2019. Completed in early 2019, this transformative technology allows vessels to plug into the clean electrical power grid at GCT Deltaport and turn off their auxiliary diesel engines while docked. This eliminates up to 95 tonnes of air pollutants per vessel – equivalent to removing 20 vehicles off the road for one year.

This collaboration was enabled through the Government of Canada Shore Power Technology for Ports program and the Vancouver Fraser Port Authority, each contributing $3.4 million, for a total investment of $6.8 million. GCT provided auxiliary project implementation support as part of GCT Canada’s efforts to increase its competitiveness and deliver on its Global Commitment to sustainability.

“Through this collaboration, we are helping protect our environment and community by encouraging vessels with the newest and greenest technology to call on GCT Deltaport,” says Doron Grosman, President and Chief Executive Officer of Global Container Terminals Inc. “We are pleased to see our customers’ vessels utilize the shore power provided at GCT Deltaport and thank our partners, the Vancouver Fraser Port Authority and Transport Canada for helping make Port of Vancouver the most sustainable in the world.”

“Idling ships can contribute to air pollution and climate change, important issues for the marine transportation industry. As a Canada Port Authority, we’re mandated to protect the environment and consider communities that neighbour the port, while ensuring port infrastructure is in place to handle our country’s expected growth in trade. Shore power is one of the ways we’re taking action to reduce air emissions and promote the use of renewable energy for ships. This is the fourth shore power installation at the Port of Vancouver, and the second at a container terminal. We, along with our project partners, will continue to seek ways to reduce air emissions from ships, reduce ship noise and improve air quality for terminal employees and neighbouring communities.” Robin Silvester, President and Chief Executive Officer, Vancouver Fraser Port Authority

“GCT Deltaport’s shore power system benefits are far-reaching in reducing global carbon emissions. Locally the benefits include reduced ship idling and noise, and improved air quality. We appreciate the ongoing efforts of the port community to improve livability for Delta citizens.”  Mayor George Harvie, City of Delta

  • Each connection reduces greenhouse gases, equivalent to taking 20 cars off the road for one year.
  • Shore power reduces fuel consumption of container ships while at berth by allowing auxiliary engines to shut down and the ship to be powered by the electrical grid, predominantly hydroelectric based, resulting in lower greenhouse gas and air quality emissions
  • Over time, as more ships can connect to this technology, and as those ships grow in size and more terminals offer connections, the emission reduction benefits will grow.
  • Shore power reduces noise associated with ship engines.
  • Shore power is a clean technology that enables ships that are fitted with the necessary technical apparatus to shut down auxiliary engines and connect to the land-based electrical grid.
  • Shore power capability qualifies a ship calling at GCT Deltaport for the EcoAction program, providing discounted harbour dues rates charged by the Vancouver Port Authority and opportunities to be recognized with the Blue Circle Award.

About GCT Global Container Terminals Inc.
Headquartered in Vancouver, BC, GCT Global Container Terminals Inc. operates four Green Marine certified terminals in two principal North American ports. Through GCT USA on the East Coast, the company operates two award-winning facilities: GCT New York on Staten Island, NY and GCT Bayonne in Bayonne, NJ. On the West Coast, GCT Canada operates two gateway terminals: GCT Vanterm and GCT Deltaport in Vancouver and Delta, BC. Visit or follow us @BigShipReady to find out more about GCT.

For more information:
T +1 604 267 5102