Friday, 24 May 2019

Crew forced to abandon container ship as it tips over in dramatic Liverpool2 scenes

MSC Matilde was seen tilting in Liverpool2 dock on Friday (May 24).
By Rachael McMenemySenior News Reporter


The vessel is now reported to be back on an even keel following a ballast transfer with unloading due to commence later today." container ship crew were forced to abandon ship after it started tilting during the night.
The MSC Matilde docked at Liverpool2 which is reportedly carrying millions of pounds worth of goods,ran into trouble in the early hours of Friday morning (May 24). 
Pictures show the MSC Matilde from Panama, tilting dangerously to the right.
MSC Matilde was seen tilting in Liverpool2 dock on Friday (May 24). 
The coastguard sent lifeboats, tugs and a pollution response vesse l out to the scene after being contacted by Peel Ports who operate the dock at Seaforth. 
The crew from the 20-year-old ship, which sails under the Panama flag, reportedly abandoned the vessel at 2am this morning, one witness told the ECHO.
The same man said he thought the ship would "capsize" because of the way it was leaning over.
A spokesperson for the Maritime and Coastguard Agency said: "HM Coastguard was contacted by Peel Ports VTS at around 2.25am today (24 May) to report that a container vessel was listing just outside Gladstone Dock on the River Mersey."      
"Crosby Coastguard Rescue Team and the RNLI Hoylake all weather lifeboats have been sent to the scene, two tugs and a tier 2 pollution response vessel are on standby as a precautionary measure. MCA’s Duty Counter Pollution & Salvage Officer, Duty Surveyor and the Marine Accident Information Board have been informed. 
"All ship’s crew onboard are safe and well. "
The crew eventually returned to the ship at 8.30am once the vessel was righted.
The £400m Liverpool2 container terminal is part of the Port of Liverpool, owned by  Peel Ports .
Opened in 2016 it is best known for its giant red cranes and means Liverpool  can now handle the world's biggest container ships.

Maiden Voyage of COSCO SHIPPING GALAXY 23rd May 2019 - Video

Seaforth Dock Liverpool this morning


Ships of the Mersey Facebook

Christopher Triggs It's been corrected now. I think it was 42% list and I hear it was failed ballast pumps that caused it.



Thursday, 23 May 2019

ITF calls on Transport Canada to stop ships lashing on the St Lawrence River after seafarer’s death



The ITF today called on the Transport Canada to ban foreign-crew from undertaking dangerous lashing work while vessels are underway in the Saint Lawrence river after the death of a seafarer on Sunday, May 19.
The Sri Lankan second officer, Ravindu Lakmal Pieris Telge, fell overboard the Maersk containership Patras at approximately 9:30am and despite an extensive search and rescue operation his body has not yet been recovered.
Investigations by Transport Canada and the ITF indicate that the man fell overboard whilst lashing, and crew claim that he was the only crew member not wearing fall protection.
ITF Canadian coordinator Peter Lahay said today: “This is a tragic situation this seafarers’ family, friends and his fellow crew members on board the Patras, and sadly our worst fears about the dangers of seafarers lashing cargo on the Saint Lawrence have been realised.
“Early reports indicated that this incident occurred while dropping a pilot ladder, however after speaking to the crew and investigating further, we’ve determined that’s not the case. This seafarer was handling a 4-meter lashing bar, almost half his weight, when he fell overboard.”
“We will await the finding of official inquiry but from our initial investigations there are serious questions about crew fatigue and the safety procedures on board that need to be answered.”
The ITF has previously met with Transport Canada and advised of our concerns and given evidence of the risks to seafarers lashing vessels underway on the Saint Lawrence.
“We’ve previously urged the Canadian government to shut down this dangerous practice. It’s an undeniable fact that lashing is dangerous work, made more dangerous by terrible weather conditions and serious questions of crew fatigue,” said Lahay.
“The ITF position has been consistent: it’s time to stop putting seafarers lives at risk, the difficult and hazardous work of lashing and securing containers should only be performed by those with the training and experience to do it – dockers,” concluded Lahay.
Rob Ashton, President of the International Longshore and Warehouse Union of Canada also said today: “It’s curious and absurd that dangerous lashing work on containerships is done at the dock everywhere in Canada except Montreal. Really there is nowhere in the world where the dangerous practice of making ship’s crew lash and unlash containers while the ship is moving except Montreal.
“The port of Montreal should accept its responsibility to ensure safety to the seafarers and safety of the environment. When seafarers are tired accidents happen and people can lose their lives. Ravindu Telge is never going home to his family again. This has to stop,” urged Ashton.
The ITF invited Maersk to join the global union federation in calling on Transport Canada and the Port of Montreal to ensure that lashing is done by qualified dockers.

Contact: Luke Menzies +61 433 889 844

MSC sole bidder for Valencia CT 4



MSC’s port terminals division, Terminal Investment Ltd Sàrl (TIL), has presented the only offer for the Port of Valencia’s fourth container terminal

Despite TIL being the sole bidder, this is not a shoe in for MSC. It will be awarded the concession only if it meets terms and conditions set out in the original tender. The length of the concession could also fluctuate between 35 and 50 years, depending on how the company’s bid is structured.

In total, investment of €1.2B will be required, with the concessionaire having to contribute between €400M and €800M depending on the operating area opted for, with the port authority contributing €400M.

However, the exact dimensions will depend on the details of the proposal made by MSC. These will be made fully public on 30th May. If MSC opts to take on the maximum amount of operating area, the terminal could have a capacity in the region of 5M TEU. At present, Valencia can handle 5.5M TEU, but could potentially become one of the three largest box ports in Europe when all new works are completed.
The port authority (APV) will finance the deepening the draft within the terminal to 20m and in the fairway to 22.5m. It will also be responsible for infill work, involving the creation of a new dyke and the demolition of an existing counter-dyke, the latter built in 2012 at a cost of €200M. APV will also provide all necessary road and rail connections.
The terminal, which is scheduled to open in 2024, will be either fully or semi-automated as a means of establishing high levels of productivity, although local port unions have indicated an initial hostility towards this. €600M of the total investment made by the concessionaire will be in equipment.

Significantly, provisions within the tender did envisage bidders coming from within the port and these covered the possibility that they might then want to abandon their existing terminals, which they can do through negotiations with the APV.

At present, MSC vessels call at a dedicated terminal on the southern side of the port, which by far the smallest at Valencia and presently operating at near capacity.

Were MSC to abandon this facility, it is not beyond the bounds of possibility that Cosco, the adjacent container terminal operator, might request this as an extension of its existing facility. This would mean MSC, APM Terminals and Cosco would all have major operating areas in the port.

The success of Valencia in attracting at least one bid contrasts with the experience of Algeciras, which had to withdraw its own tender for a third container terminal for lack of interest. This was blamed on the uncertainty surrounding stevedoring reform in Spain, but this is still an ongoing issue.