Friday, 23 March 2018




Container Division

circa £28,000 including bonus and shift pay.

The Port of Felixstowe is Britain's biggest and busiest container port, and one of the largest in Europe. The port handles over 4 million TEU (Twenty-foot Equivalent Units) and welcomes over 4,000 ships each year, including the largest container vessels afloat today. 
Container Operations is our core business where we receive vessels and load and discharge containers. We also offer our customers excellent Rail Operations, Examination facilities and Roll-On, Roll-Off facility. 
To support the continued growth of the business we are looking to recruit a number of Port Operatives to drive our internal movement vehicles (IMV) transporting containers to different areas across the Port. As a 24hr/7 day operation we are looking to increase our resource to service the peaks and troughs we experience as a business. Please see the attached advert and job description for more information and click on the links below to have a 360 tour of the Port of Felixstowe:
Please note that applicants must be aged 19 years and over at the point of application and hold a full UK valid driving licence.



Engineering - MechElec

Circa £240 per week

The Role
Hutchison Ports Port of Felixstowe is investing in the future by offering a number of multi-disciplined advanced apprenticeship opportunities within its Engineering Department. During the four year Apprenticeship, the role will provide excellent opportunities to work on live projects and state of the art operational equipment as well as being introduced to the engineering requirements of the largest container port in the UK.
Key Requirements
  • To develop practical skills and academic learning to successfully complete the requirements of an Engineering Apprenticeship together with selected Engineering pathway(s) to become a qualified engineer within the HPUK engineering team. 
  • To learn the skills expected of a qualified /trained Mechanical/Electrical Technician.
    • To successfully gain a professional qualification at NVQ level 3.Collect comprehensive evidence of the work experienced and map these to employer specification requirements. 
    • Attend day release to achieve a BTEC level 3 qualification. Comply with all relevant policies, procedures and standard operating practices.
For full details, please refer to the Job Description.
Who we are looking for?
Suitable applicants will have:
  • Minimum of 4 GCSE’s grade A*- C (‘4 – 9’) or equivalent in Math’s, Science, English
  • A keen and demonstrable interest in Mechanical/Electrical Engineering
  • Full Driving Licence or ability to attain prior to the completion of the apprenticeship It would be advantageous to have:
    • A relevant engineering NVQ or VRQ level 2
    • Work experience gained in an engineering discipline
The apprentice will need to attend Day Release at West Suffolk College and will be responsible for their own travel arrangements.
In line with Industry Code of Practice, the successful applicants must be a minimum of 18 years old prior to the apprenticeship commencing in August/September 2018.
To apply, please login in to the Port-al and complete the application process. Successful applicants may be required to complete online assessments and the selection process will include an Assessment Day and Interview.

Maersk Honam’s Fire Highlights Importance Of Cargo Insurance – iContainers

Ill-Fated Maersk Hanom

The major fire that broke out on the Maersk Honam in the Arabian Sea earlier this month serves as a reminder of the importance of cargo insurance, says 100% online freight forwarder iContainers. The blaze, which started on March 9, claimed the lives of at least four crew members and caused damage to hundreds of containers.
“Given that Maersk has now declared general average, which means that the surviving cargo has to pay a share of the cost for the vessel damage, the tow, clean up, legal settlements, etc,” says Klaus Lysdal, Vice President of Sales and Operations at iContainers.
According to iContainers, the Honam fire underscores the importance of always investing in cargo insurance. By law, all shipping carriers are obliged to offer a minimum amount of insurance, but it offers limited coverage. iContainers says its general advice to its clients is always to purchase additional coverage to protect themselves from worst-case scenarios.
“As a shipper, you can and should always buy extra cargo insurance to further protect your merchandise and cushion your damage. Given the uncertainties of mother nature, it’s a worthy investment as it would cover your cargo while it’s in storage and in transit until it reaches the safe hands of your buyer.”
It’s been more than two weeks since the fire started, and the Danish shipping line has yet to confirm to which port the Honam will eventually be headed. It will still be awhile before the 2017-built vessel can be allowed to berth. Port authorities will want to make sure that all fire on board have been extinguished and determine the condition of the Honam, which is a process that could still drag on. In such a situation, having cargo insurance not only facilitates the post-shipping processes financially, but also logistically.“For clients who have insurance, filing the claim with their insurance will help speed up the process of releasing their cargo,” explains MrLysdal.
“Plus, claims are generally processed quicker through insurance companies. Without insurance, you may be stuck with the carrier’s liability which is listed on the back of the Bill of Lading: $500 per unit.”
The Danish shipping giants have since declared general average, which means that all losses will now be split among surviving cargo. Unless shippers have purchased a general average coverage insurance, they are all liable to pay a proportional portion of the damage.
“Without cargo insurance, your cargo is likely to be held hostage for payment of those charges. Simply said, without insurance, you stand to gain nothing or next to nothing at most.”, says MrLysdal.
Press Release: iContainers

Fire-Ravaged Maersk Honam to Be Towed to Jebel Ali

                                                               Image Courtesy: Indian Coast Guard

Maersk Line’s ultra large containership Maersk Honam, which was hit by a major fireon March 6, will be towed to Jebel Ali, the UAE, where its cargo will be off-loaded.
The estimated time of arrival (ETA) is still to be confirmed, and may be approximately two weeks from now, Mediterranean Shipping Company (MSC) said citing its 2M alliance partner. The salvage operation is led by Smit Salvage and Ardent.
“Based on a limited amount of information to hand, MSC reasonably expects that a substantial proportion of the cargo located after, behind the ship’s accommodation area should be in sound condition. Unfortunately, we must assume, based on the details to date, that most containers located in front of the accommodation area are damaged by fire, heat or the water used to fight the fire,”MSC said in a customer advisory.
“We will only be able to clarify the situation once the cargo has been discharged at the port of refuge and inspected.”
Maersk Line said earlier that the berthing and discharging operations of the fire-ravaged boxship would result in high extraordinary costs.
The company has therefore decided to declare General Average, under which all parties with a financial interest in the voyage are to proportionally share the losses resulting from the incident.
The Danish carrier appointed Richards Hogg Lindley (RHL), London as the General Adjuster and they will keep all containers under their control until security arrangements have been made with the Average Adjusters, both for General Average and Salvage.
The fire has claimed the lives of five of 27 seafarers that were manning the ship prior to the incident.
A full investigation into the case is expected to determine the cause of the fire and the impact to the vessel and cargo.

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What to watch
Lawyers and insurers appear to be behind moves to take the still-burning Maersk Honam tto DP World's Jebel Ali container terminal, rather than to Maersk's own closer terminal at Salalah, industry sources say. One source said that while operationally it would make more sense to berth the vessel at Salalah, the fact that Maersk had declared general average on the losses from the casualty meant that control was now effectively out of Maersk's hands. The case shows that unless shippers have purchased ‘general average’ coverage, they are liable to pay a proportion of the vessel’s damage, clean up and legal settlements, iContainers notes. Meanwhile, Maersk's goal to become a global integrator in the container shipping industry and gain more direct customers will be “very difficult” to achieve, according to Drewry’s managing director Tim Power.

Understanding the Autopilot System on Ships

Autopilots have evolved from simple course holding systems to adaptive computer systems that offer reduced fuel costs and increased transit times. These new systems learn the characteristics of the vessel’s handling and minimize rudder movement reducing drag on the vessel. Increased speed and lower fuel consumption can result in tremendous savings offsetting the cost of new systems within a year.
Marine navigation equipment and steering systems are generally comprised of several subsystems. In a follow up system, when the wheel is turned to a specific angle the rudder responds by moving to the requested angle, hence it follows the helm. A follow up system is spring activated to return to zero when released by the helmsman. Non-follow up system uses a three-position actuator where the center position is neutral. Moving the actuator left or right moves the rudder left or right. The rudder remains in that position and does not return to center when the actuator is centered.
Ship steering systems are comprised of two independent electrical and/or hydraulic systems in the event of a major failure. The last line of defense for steering systems is a device called the Trick Wheel. It is a simple mechanical or hydraulic actuator located on the steering flat that bypasses the helm. This is generally never used except in extreme emergencies. One misconception about steering systems is that failure of the autopilot is treated as a steering failure. Autopilots are not required carriage and therefore not mandatory for the sailing of the vessel.
Autopilots do not replace a human operator, but assist them in controlling the ship, allowing them to focus on broader aspects of operation, such as monitoring the trajectory, weather and systems.
The settings of an autopilot system are as follows:
  • Permanent helm: To be used only if a constant influence, like cross wind or beam sea is experienced. If there is a very strong beam wind from starboard side then a permanent 5 degrees starboard helm may be set.
  • Rudder: This setting determines the rudder to be given for each degree of course drifted. Eg. 2 degrees for every 1 degree off course.
  • Counter rudder: Determines the amount of counter rudder to be given once v/l has started swinging towards correct course to stop swing. Both rudder & counter rudder to be set after considering condition of v/l (ballast, loaded, etc.). Eg. Laden condition full ahead, not advisable to go over 10 degrees rudder.
  •  Weather: The effect of weather & sea conditions effectively counteracted by use of this control. This setting increases the dead band width. Comes in handy if vessel is yawing excessively.
Autopilot on Autonomous Ships
VTT Technical Research Centre of Finland is developing safe steering for the remote-monitored and controlled autonomous ships of the future. The new technology has been developed for navigation systems and ship autopilots, which steer ships automatically.
The ships of the future will largely be controlled by artificial intelligence. However, these autonomous unmanned vessels must be monitored and controlled on demand by land-based professionals. This trend sets new challenges also for autonomous ship navigation systems, which must be able to control ships in various situations.
“VTT has deep knowledge of autonomous ship research concerning especially reliability and safety topics. Such special expertise has now led to the development of navigation systems for autonomous ships,” says Jussi Martio, a Senior Scientist at VTT. This requires an autopilot, which is used to control a moving vessel, including during evasive manoeuvres according to COLREGs (International Regulations for Preventing Collisions at Sea).
Apilot autopilot
The Apilot autopilot under development by VTT has three modes: track, heading and slow joystick control e.g. for docking situations.
In the ‘track mode’, Apilot steers the ship along a previously agreed route.. If the ship detects another vessel, which must be avoided, the autopilot switches to ‘heading mode’. This enables Apilot to avoid the other vessel with a small change in the ship’s heading. Autopilot returns to track mode after the other vessel has been avoided.
In the ‘joystick mode’, control and propulsion equipment are adjusted to low speeds manoeuvrings. Apilot puts the ship into the desired operating mode, for example to manoeuvre sideways into a dock.
In all situations, the autopilot ensures that the ship remains within a set distance from the planned route. If the limits in question are exceeded, the autopilot gives a warning and remote control must be taken of the ship.
User-oriented navigation
Human factors must be taken of account when designing the remote monitoring and control systems of vessels. VTT has studied interaction between humans and technology in maritime transport and has developed new concepts for the bridges and remote shore control centres of the autonomous ships of the future. In such design activities, the aim is to make operations more safe, efficient and comfortable by seeking new solutions that enhance operating methods, as well as the usability and user experience of technologies.
References: Rice Electronics, Marine Gyaan, Science Daily
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