Felistowe Dockers

Felistowe Dockers

Saturday, 27 May 2017

Old Pics Of The Port Of Felixstowe From The Late Derek Swan's Collection

  All the above photo's come from Derek Swan's personal collection some of which have never seen the light of day. I have been given permission to copy and post these pics. R.I.P Swanny

Lashing Accident In The USA

With the permission of one of the finest ILWU foremen in the Pacific Northwest, I'm posting a post-accident photograph taken of my friend Gerry Collen just after a lashing rod extension fitting smacked him in the face on Tuesday night during vessel operations at Tacoma.
Gerry points out that the hard hat he was wearing deflected the fitting's trajectory, and that without that hard hat he would have likely been hit a lot closer to his left eye. 
We're pleased to be able to share this success story, and wish Gerry a speedy recovery and a complete mending of that handsome face.....

Important Points for Safe Container Lashing

The estimated value of the world’s sea-borne trade for container shipping industry is about 52 %, which is highest among all other types of trading means. Container or liner trade is one of the fastest and easiest modes of transporting cargo. With increase in size and technology in the shipping industry, the container ship is now able to carry more than 15000 containers, with around 8 or more containers stacks lashed together to form of long series.
However, container lashing, the process of securing containers together on board ship, is one of the greatest areas of risks in the marine cargo handling sector.
What is Container Lashing?
When a container is loaded over ships, it is secured to the ship’s structure and to the container placed below it by means of lashing rods, turnbuckles, twist-locks etc. This prevents the containers from to move from their places or fall off in to the sea during rough weather or heavy winds.
Credits: Danny Cornelissen/wikipedia.org
Credits: Danny Cornelissen/wikipedia.org
Who Does the Container Lashing?
Normally Stevedores are responsible for lashing and de-lashing jobs in port. However, due to less port stay and constraint of time, deck crew is also responsible for this operation.
Before arrival of the port, ship’s crew normally de-lashes the container so that time can be saved in the port and the containers can be discharged immediately after berthing.
The container Lashing is regularly checked by the ship’s crew so as to avoid any type of accidents due to improper lashing.
Important points to be noted for safe lashing and de-lashing operation
  • Stretch and warm up your muscles prior to working as it is a strenuous physical job.
  • Try using back support belt and always use your knee to lift.
  • Be cautious while walking around the ship as the ship structure can be a tripping hazard.
  • Be careful from slip, trip and fall while boarding or leaving ship from gangway with carrying loads like rod, clits etc.
  • Do not walk under suspended load i.e. gantry, hanging container etc.
  • Work platform, railings, steps, and catwalks must be inspected prior to the starting of operations.
  • All manhole cover or booby hatches to be closed while lashing.
  • Be careful while walking over the rods and twist locks while working. Always keep the lashing equipments in their assigned place or side of the walking path.
  • Understand the plan and order of lashing and unlashing.
  • The reefer containers require extra attention and coordination for plugging and unplugging when loading or unloading is carried out.
Credits: Danny Cornelissen/wikipedia.org
Credits: Danny Cornelissen/wikipedia.org
  • Beware of trip hazard due to reefer container power cord.
  • All the lashing and other materials must be removed and secured from the top of the hatch cover prior to the removal of the same.
  • Be careful of fall hazard when lashing outside container on the hatch cover or pedestal.
  • Fall arrester or safety harness must be used by workers when operating aloft.
  • Always be at a safe distance from co-workers during lashing or unlashing containers as the long rods can be hazardous if not handled properly.
  • It is a normal practice not to lash or unlash any closer than at least 3 containers widths away from other co-worker.
  • Always work in pair when handling rods and turnbuckles.
  • Always walk the bars up, slide them down and control the rods at all time.
  • Do not leave or throw the rod or other equipment until you are sure that it is safe to do so and no one is around the vicinity.
  • Do not loose a turnbuckle and leave the rods hanging. When securing a rod, turnbuckle must be tightened right away.
  • Always report defective lashing gear, defective ship’s railing, or any other inadequate structure or system involved in the operation to the concerned person or ship’s staff.
Several container lashing incidents have taken lives of seafarers in the past. Handing cargo containers is not an easy job and needs adequate safe practices to carry it out safely and adequately.
References: nmsa

Maersk Kotka departs Felixstowe Beth 7 using stern and bow thrusters 24th May 2017

Ultra large Maersk Kotka departs Felixstowe Berth 7 only using her stern and bow thrusters with a draft of 11.7 metres for Antwerp
The Maersk Kotka runs on the East Coast Ameria - Northern Europe route in the 2M Ship Share Alliance with MSC.
Her last port was Antwerp and her next port was Rotterdam
The pilot boards from the shore side, once onboard he radios Harwich VTS to say that cargo was complete and was ready for the services. The pilot also said that he requires no tugs for departure as he would use bow and stern thrusters edge away from the berth.

Thick plumes of black smoke poured from the funnel as the Kotka manouvered off the berth

Edging further away from the berth the typical yachts in the area was not giving space for the Kotka to leave so the pilot gives some blasts on the horn to make them aware he was on the move. Eventually the yachts got out the way and the pilot comes ahead on the main engine to proceed down the harbour.

Built 1996 at the Odense Steel Shipyard, Denmark
LoA 318.24m
Beam 42.8m
Gross tonnage 81488t
Capacity 6418TEU of which 703 for reefers

Deano C

CSCL Arctic Ocean departs Felixstowe For Singapore 24th May 2017

CSCL Arctic Ocean departs Felixstowe berth 9 with the assistance of 2 Damen ASD 3212 tugs
The Arctic Ocean sails from Felixstowe with a draft of 14.9 metres for Singapore.
The pilot boarded from the shore side, Once onboard he requests the services which included 2 tugs. The Svitzer Kent and the Svitzer Deben paddles from the tug pontoon to assist the CSCL.
Svitzer Kent takes the centre lead aft and the Svitzer Deben takes the centre lead forward. With the mooring gang in attendance the crew onboard begin to slacken lines fore and aft. 

Spring lines released the tugs begin to take the strain at 50% to pull off the berth. Increasing up to full power the pilot uses the bow thrusters to help Deben swing the bow out in to the channel.

Once in the channel the Deben slackens up and comes in to be let go. As the CSCL had a deep draft the pilot required the Deben to lay alongside the port quarter to push up for the 90deg Beach End turn out of the harbour.

As the Arctic Ocean approached the Fort Buoy the Svitzer Kent goes out on the starboard side at full line load to take her around. Svitzer Deben in position pushes up full to help her around the corner

After rounding the Beach End the pilot said that he needed the help of both tugs to get around the corner out of the harbour