Sunday, 30 September 2018

When “Heads Up!” Really Means “Heads Down!



About a week ago at the Fraser Surrey Docks in Vancouver, British Columbia, the container vessel SM MUMBAI (see photo below) was being discharged and, consistent with normal operating procedures, semi-automatic twistlocks were being released in preparation for a container crane’s cycles to take cargo to the shore. In the particular case of one particular twistlock, we understand that it was at a 5th high tier and that a worker at or near the other end of the actuator pole; at deck level, was a seasoned, “A” list longshore worker with 35 years of experience under his belt.

Something went terribly very wrong, however. During that container’s discharge, a twistlock became unshipped from the container’s bottom corner fitting and began its quick drop down. A worker below spotted the twistlock coming away from the container, and reflexively shouted to all within earshot “Heads Up!.”
That “A” List worker did in fact quickly look up, and within seconds was smacked directly in the face with the interbox connector. Given its weight and the length of its fall, the impact was nothing short of tremendous…. And devastating.
Today, that longshoreman lies in a local hospital bed… the subject of an induced coma while physicians plan the next course of interventional action and the rest of us pray for the best possible outcome.
We know that most (but not all) semi-automatic twistlocks once released from below will function as they’re designed. In sum, they’ll release from the bottom stow and stay attached to the top container. Once the crane lowers the container to the shoreside apron, workers there will turn the locks, remove them from the containers’ bottom apertures and place them in the provided receptacle. 
In some cases, however, like this one, something unexpected happens… and once the top container is lifted the twistlock separates from the hoisted container’s bottom corner fitting anything can happen. Where that separation occurs is a matter of some conjecture; dependent upon a litany of factors. Moreover, why that separation occurs is also dependent upon another litany of factors. Generally, the latter’s factors are a function of maintenance (either of the semiautomatic twistlock or, alternatively, that of the container). Both, from the writer’s perspective, deserve a great deal more attention than they’re presently getting by the relevant parties.
Also, it must be recognized that working directly below a stack; in close proximity to a live container crane’s maneuvers, is not a very wise thing to do. And finally…. why can’t we get workers closer to the twistlocks they’re attempting to release? 
Please….Learn and Live from this experience!

We've been contacted by a close friend of the longshore worker who was injured in this accident, who relates that some of the facts set out above require amendment: To begin with, he's an "A Board Casual" with 8 years of experience; not a 35 year veteran. Next, just before the accident he was walking across one of the vessel's catwalks with an actuator pole in hand to work on a different twistlock that was stuck. The twistlock in the container being lifted at that bay simply fell out during the hoist and struck him directly on the forehead. We also understand that he is no longer in a coma, but is rather heavily sedated and awaiting what will likely be a series of surgical procedures in order to restore the many broken facial bones he sustained. We're very glad that he will be a survivor, and wish Dan all good things going forward!

Steve Ironside There should be standard twist lock that all shipping company use. Not that this is the case but I’ve had so many lashers or stacker personal that either unlock the levers wrong because of some semi automatic have a different process of unlocking or locking. They have been trained on some of them. Back twenty or thirty years ago we only had a couple of different stackers and bridge fitting. Now I’m sure because of economic the ship gets what a new engineer has developed. And yes we need a inspection or a time stamp on the stackers so they can be taken out of service

Ron Signorino




to Longshore Safety


HHLA FLOATING CRANE LOADS WORLD’S BIGGEST SHIP PROPELLER ONTO A VESSEL AT THE PORT OF HAMBURG


On Sunday, 16 September, Hamburger Hafen und Logistik AG (HHLA) loaded the biggest ship propeller in the world onto a vessel. The “HHLA IV” floating crane brought the gigantic 110-tonne object to the port of Waltershof, where it was hoisted onto the “Hyundai Supreme” container ship.

It was the most powerful ship propeller to have ever been lifted by the hook of a HHLA floating crane. Although HHLA regularly loads the specialised products of Mecklenburger Metallguss GmbH (MMG) onto ships in Hamburg, the latest propeller, with a weight of 110 tonnes and a diameter of 10.50 metres, surpassed anything that had ever been seen at the port before. 

MMG is a leading manufacturer of ship propellers. Around 100 MMG propellers are loaded onto ships at the Port of Hamburg alone every year before making their way to shipyards all over the world. Since they are usually transported by container ships, and container gantry cranes are generally unable to lift such large heavy loads, the “HHLA III” or “HHLA IV” floating cranes are nearly always involved in loading operations at the Port of Hamburg.

After being carefully transported by road from the production facility in Waren an der Müritz in Mecklenburg-Western Pomerania to Hamburg, the gigantic new propeller was temporarily stored at Hachmannkai quay close to the HHLA Container Terminal Tollerort until it was ready for loading. On Sunday morning, the “HHLA IV” floating crane, which can lift up to 200 tonnes, moved the world’s biggest propeller onto its transport platform and brought it to the berth of the “Hyundai Supreme” at the port of Waltershof. The jib of the floating crane raised the propeller from the transport platform and carefully lifted it over the towering side of the 300-metre-long container vessel. It was a delicate operation that involved lowering the heavy load centimetre by centimetre into the hold of the ship. 

The “Hyundai Supreme”, a 5,000-TEU container ship, departed from the Port of Hamburg again on Sunday, 16 September, at 6:30 p.m. and headed for the Far East. The 110-tonne propeller on board is destined for the port of Busan in South Korea. From there, it will be transported on to the Daewoo Shipbuilding & Marine Engineering shipyard, where the first of eleven new container ships are currently being built for the shipping company MSC. With a capacity of 23,000 TEU, the newbuilds will be the biggest container ships in the world.


Hybrid technology makes operations greener and cleaner for DP World

DP World has announced it will be investing in the latest green technology at its UK ports to cut emissions and reduce its carbon footprint.
 
The company has placed an order for 12 hybrid straddle carriers at its terminal in Southampton. Compared to the conventional diesel-electric machines, DP World expects these machines to use 20 per cent less fuel and reduce its emissions.


By constantly renewing and upgrading its fleet, DP World Southampton will have reduced its NOx emissions by over 50% by 2020.
 
The investment at Southampton is part of the global trade enabler’s role in making supply chains more sustainable. DP World is currently piloting the port industry’s first fast charging shuttle carrier solution at its other UK port, London Gateway, where the company already has 12 hybrid vehicles in its fleet.
 
Nick Loader, UK Chief Operating Officer, DP World, said:
 
“With this significant investment package on these new hybrid straddles we have achieved a significant milestone in investing in our environment and our future. 
 
“We believe that working in a sustainable and responsible way is essential to building a strong business for our customers, our people and the community in which we operate.”
 
The new hybrid straddle carriers use regenerating technology to charge modern Lithium-ion batteries.  The company has ordered nine 4-high and three 3-high machines from the manufacturer Kalmar.
 
The new machines will be in operation by spring 2019. 


Saturday, 29 September 2018

Old Photo's From The Port Of Felixstowe




 I have been given access to Lloyd Fentons Port Of Felixstowe collection of photo's by an old colleague / retired docker. Going to post them on Saturdays at 17.30pm. Superb history that belongs in the public domain rather than being locked away in a cupboard.

Full credit to all the past and present Dockers 

Maersk Overhauls Dangerous Goods Stowage Rules



The fire aboard the Maersk Honam, March 2018 (Indian Coast Guard)

BY MAREX 
In the wake of the deadly fire aboard the Maersk Honam, Maersk Line has revised its guidelines for the stowage of dangerous goods. The new policy is fine-grained in comparison with the existing IMO standard, and it contains new limitations on container placement. 
The new rule set - called Risk Based Dangerous Goods Stowage - is based upon an analysis of more than 3,000 UN numbered categories for hazardous materials, along with container fire statistics reported to the Cargo Incident Notification System (CINS). Based on these identified hazards, Maersk's rules divide each container ship into six different risk tolerance zones, depending upon the vulnerabilities of each area.
On Maersk's 750 boxships, cargo covered under the International Maritime Dangerous Goods Code (IMDG Code) will no longer be stowed next to the accommodations block and the engine room, which are defined as the zone with the lowest risk tolerance. Similarly, risk tolerance will be low below deck and in the middle of the vessel, and higher on deck fore and aft.
The rules are intended to fill gaps in the existing risk guidelines, which did not prevent the loss of life and extensive damage caused by the Maersk Honam fire. “All cargo aboard Maersk Honam was accepted as per the requirements of the International Maritime Dangerous Goods Code and stowed onboard the vessel accordingly. Despite this, as the fire originated in a cargo hold in front of the accommodation which held several containers with dangerous goods, it had an unbearably tragic outcome,” said Ole Graa Jakobsen, head of fleet technology at Maersk.
In conjunction with other members of CINS, Maersk plans to keep reviewing dangerous goods policies. It is convening a working group with ABS, Lloyds Register, the International Group of P&I Clubs, the National Cargo Bureau, the TT Club and Exis Technologies to develop new best practices. Once the project is completed, the results will be published and presented to the IMO.

On March 6, an intense fire broke out in the Maersk Honam's forward holds, forcing her crew to abandon ship. SAR efforts continued until March 12, when rescuers found three bodies and determined that one missing crewmember was likely deceased. 2M partner MSC confirmed that the Honam would seek refuge at the port of Jebel Ali, but the container ship remained in the Arabian Sea for weeks as salvors attempted to extinguish remaining pockets of the fire. She finally arrived at an anchorage off Jebel Ali in late April, and the last of the "hot spots" in her holds were put out in mid-May. 

Port of Antwerp ready for Brexit


New representative for UK and Ireland 
The UK is the third-largest maritime trading partner for the port of Antwerp. In order to be fully prepared for Brexit the Port Authority is taking various initiatives including the appointment of a new representative for the UK and Ireland. Justin Atkin has assumed this role as of 1 September 2018. 
Third-largest maritime trading partner
With an annual freight volume of around 15 million tonnes the UK is the port of Antwerp's largest maritime trading partner after the USA and Russia. Antwerp is also ideally situated as an investment location close to the European centres of decision-making, and as the gateway to Europe from where the continent can be served quickly and efficiently, given that 50% of UK production is bound for continental Europe.
"The actual impact of Brexit is still uncertain," says Jacques Vandermeiren, CEO of Antwerp Port Authority. "Last year there was a decrease of nearly 8% in trade with the UK, probably due to this uncertainty. But with Brexit rapidly approaching we want to concentrate on maintaining and even expanding our market position within the United Kingdom."
New representative
One of the initiatives being taken by the Port Authority to achieve this goal is the appointment of a representative for the UK and Ireland. Justin Atkin has taken up this position as of 1 September 2018. Justin lives in Goxhill and has more than 20 years of experience in transport, shipping and logistics. For the past two years he has been owner of Ragged Edge Consulting Ltd, a consultancy for companies operating in ports, transport and logistics.
"The UK was always a self-evident market for us" explains Wim Dillen, Regional Development Manager at Antwerp Port Authority. "Brexit brings new challenges for us, and our new representative will act as our eyes and ears, keeping us in touch with the economic situation and the impact of Brexit on Antwerp's business. We also count on Justin to place Antwerp even more strongly on the map for the UK and Ireland, and to attract new sources of cargo and investment."


Justin Atkin, representative for Port of Antwerp, Copyright David Lee Photography Ltd

"Brexit is a big challenge for the business world, not in the least for ports serving the UK,"
says Justin Atkin. "Fortunately, however, the links and connections with the port of Antwerp are very strong. I will be able to draw on my many years of experience to further develop and expand these links."




Other initiatives
In order to actively involve all other stakeholders in the initiatives, a Brexit taskforce has been set up with representatives of the port community, Customs & Excise and the Federal Agency for the Safety of the Food Chain. In addition to the appointment of a special representative a roadshow is being planned early next year with among others a Port Day in Birmingham and a stakeholders' meeting in London. At these events, local shippers will be able to find out more about the current range of services and connections in the port of Antwerp and will get to know Antwerp logistic service providers in person.
 
"Of course we are doing everything possible to be fully prepared for Brexit. But the most desirable situation for us post Brexit would be that trading conditions remain as close as possible to what they are now” says Jacques Vandermeiren, CEO of Antwerp Port Authority. “Any obstacle to the free movement of goods, whether tariff or non-tariff, would in our opinion be prejudicial to trade relations between our port and the British market."


Friday, 28 September 2018

Hutchison Ports Pakistan sets vessel handling record




Hutchison Ports Pakistan, the country’s first deep-water container terminal, has set a new vessel handling record for the port of Karachi, having handled 5,862 moves in just over 27 hours while servicing the 8,652 TEU Hyundai Brave. During the vessel’s stay, the terminal achieved a vessel operating rate of 212.16 container moves per hour and a gross crane rate of 35 moves per hour, informs Pakistan’s Daily Times.
Hutchison Ports Pakistan, a member of Hutchison Ports, is the country’s most high-tech container facility. Located within the Port of Karachi, a natural deep-water harbor west of the Indus Delta on the Arabian Sea, it offers a convenient access for containerships and is the only terminal in Pakistan that is capable today of berthing the world’s largest vessels.
The terminal boasts 4 berths with a total length of 1,500m and a draft of 16m. The vessels are handled by 8 STS cranes, which will be doubled at full development. When fully completed, the terminal’s annual capacity will reach 3.2 mln TEU.
The terminal started test operations just about 2 years ago, on 9 December 2016, and has been raising the national port productivity ever since. Today, Hutchison Ports Pakistan holds the current national vessel handling record, achieving 2,683 moves in just over 13 hours on the 8,562 TEU vessel Hyundai Courage in September last year. During the vessel’s stay, the terminal achieved a productivity of 203.4 container moves per hour and a gross crane rate of 32.3.
“When we started operations in Pakistan, our goal was to achieve world class productivity and quality. In just under two years of operations, we have not only successfully implemented global shipping standards in Pakistan, we have continued to improve and further enhance our operations,” said General Manager and Business Unit Head, Captain Syed Rashid Jamil. “Hutchison Ports Pakistan is one of South Asia’s most advanced container terminals, running on a state-of-the art operating system and the latest container handling equipment. This, coupled with our very capable team gives us all the right tools, to continue supporting the improvement of trade in Pakistan.”

CRANE COLLAPSING COMPILATION, EPIC CRANE OPERATING FAILS



Published on 30 Jan 2018





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Megaships Being Built in Shanghai


  • World’s largest container ships that can carry more than 23,000 standard containers
  • Vessel will be 400 meters long and 61.3 m wide, and can move 220,000 metric tons of cargo
  • First large container ships to be driven by the eco-friendly fuel
  • The maximum speed will be 22 knots, or about 41 kilometers per hour
China is building the world’s largest container ships, each of which will be able to carry more than 23,000 standard containers, which together can hold, for example, more than 1 billion units of the Apple iPhone X.

Who is building these Mega ships? 

The construction of the first two megaships started by late July. They’re being built by Jiangnan Shipyard Group and Hudong-Zhonghua Shipbuilding Group, both of Shanghai, according to China State Shipbuilding Corp, a State-owned giant that owns the two companies.
The ships are expected to be delivered to the customer, CMA CGM, a French container transportation and shipping company, in 2020.
The Marine Design and Research Institute of China, a CSSC research arm that designed the ships, said they will be the latest and biggest in its Heracles class-named after the hero of Greek mythology.
Each of the vessels will be 400 meters long and 61.3 m wide, and will be capable of moving 220,000 metric tons of cargo.

Eco-friendly fuel used

The institute said, the new ships will be propelled by liquefied natural gas, making these the first large container ships to be driven by the eco-friendly fuel and not diesel, the traditional propellant for large vessels.
Polluting emissions will be exponentially reduced, it added.

China ahead of world-class competitors

CSSC beat five world-class competitors-including Japan’s Imabari Shipbuilding Co and South Korea’s Daewoo Shipbuilding and Marine Engineering Co and Hyundai Heavy Industries-before signing a contract for nine 23,000 container-capable vessels with the French carrier.
Yu Lai, chief designer of the new ships at the Shanghai institute, said on Thursday that the design and construction of the gigantic vessels makes China a leader in the field of container shipping.
“In the past, we followed others; now we are running ahead of them,” he said. “Compared with its predecessors, this new class of container ship is larger, has a high level of automation and features better safety and environmental performance. Its construction requires state-of-the-art manufacturing techniques.”
Yu said the ships will require only about 30 crew members to operate. The maximum design speed will be 22 knots, or about 41 kilometers per hour.

How much more can the new build carry?

Currently, the largest container ships are the six vessels built by South Korea’s Samsung Heavy Industries for the Hong Kong-based container shipping and logistics service company Orient Overseas Container Line. They can hold 21,413 containers.
The second-largest is the COSCO Shipping Universe, which was designed and built by China State Shipbuilding Corp and which can hold 21,237 containers.
China‘s new World’s largest container ship, can carry more than 23,000 standard containers.
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Source: China Daily

Thursday, 27 September 2018

‘What are you doing to stop further deaths?’ Auckland wharfies plead for action on safety


 | Business Editor
News 



Following the death of a young wharfie there are claims Ports of Auckland is encouraging unsafe practices by paying bonuses for moving cargo faster, reports Maria Slade.
Last month 23-year-old wharfie and father Laboom Dyer suffered fatal injuries when the straddle carrier he was driving tipped over at the Ports of Auckland. The tragedy has prompted a member of another watersider’s family to speak out about the safety culture at the port.
The person, who does not wish to be identified, says the wharfie community feels changes need to be made to prioritise safety over productivity.
In an open letter to the port’s board and management (published below), they identify the ‘box move’ bonus system which rewards workers with a financial bonus for moving a higher number of containers in a month.
Wharfies can earn up to an extra $600 a month under this system, the person claims.
“A few of the old boys say as soon as that was brought in they noticed such a change in drivers. It really had people pushing boundaries… to get that extra money,” the person told The Spinoff.
However Ports of Auckland Ltd (POAL) says its commitment to safety is “genuine and deep”.
“Everyone at Ports of Auckland, including the board and management, have been deeply affected by this accident. We mourn the loss of one of our own,” it said in a statement. “We want to know more than anyone why this accident happened, so we can work to prevent anything like it happening again.”
Around 60% of POAL’s wharfies are members of the Maritime Union of New Zealand (MUNZ). Union secretary Russell Mayn says the box move bonus is port policy and not part of any workplace agreement. “The Maritime Union does not support a bonus that encourages productivity by speed,” he says.
POAL is the only New Zealand port operating such a system, and also allows the straddle carriers – the freight vehicles used to move containers – to be driven faster than anywhere else in the country, he claims. Top speed at Auckland is 25kms an hour, compared with between 20-23kms at other ports, he says.
Following the death of Laboom Dyer the union asked POAL to reduce the maximum speed to 22kms and put the box move bonus on hold but was declined, Mayn says.
The port company said it declined the request because there was no evidence that these factors contributed to the accident.  “All factors will be included in the investigation,” it said.
Ports of Auckland is carrying out its own investigation into last month’s fatal accident and is assisting the independent investigation by WorkSafe New Zealand.
Relations between POAL and MUNZ may not be as acrimonious as they were during the great port dispute of the early 2000s, but they remain tense to say the least.
The collective agreement finally hammered out following that protracted and bitter industrial battle has expired, and port and union are once again in facilitation trying to find common ground.
In the past year alone two disputes have ended up at the Employment Relations Authority – one over last-minute changes to shift times, and a second over breaches to rules preventing workers from being rostered on for more than 60 hours in a seven-day period. In both cases the authority found largely in the union’s favour.
The union is sensitive to publicity: It would not agree to an interview with The Spinoff without several members of its executive and its lawyer being present.
At Ports of Auckland there is a poor culture of safety and trying to maximise profit at the expense of workers, Mayn claims. “Before the last collective agreement I don’t believe there was a culture like that.”
The union’s main concerns in the current collective negotiations are around hours of work and fatigue risk management, he says.
“Really our main concern is there’s been three deaths [in our industry] in less than 18 months. We believe there should be an industry code of practice that is regulated.”
The full text of the open letter and Ports of Auckland’s response is below.

An open letter to the directors and management of Ports of Auckland, Aotearoa
Last week the unimaginable happened. A critical accident involving one of our young men that ended with us laying a brother to rest.
Following the accident that stripped a beautiful young lad from the prosperous life he was bound to live, what changes as a company have you made to ensure the safety of our whānau inside your million-dollar gates?
Your workplace is a high risk working environment. The men and women employed by you face such imminent risks as soon as they swipe into your front gates. Those men and women are our partners, our children, our siblings and our whānau. They’re more than just employees there to get a job done.
As someone whose life could have been affected in the same way this young man’s family has been now, I ask you, ‘what you are doing to prevent this from ever happening again?’
Those inside the wharfie lifestyle know far too well the pressures that can be placed on your workers. It is not only expected for them to do the long hours of their job efficiently and effectively, but to get that job done as fast as possible.
But will you rebut by saying that is simply not true? Well then why did you as management implement a ‘box move’ bonus system? This system rewards the drivers of your company with a financial bonus for the greatest amount of container box moves they are able to make within a month. 
Does that not seem to you like you are creating a culture that places productivity above the personal health and safety of your workers and their peers? 
I know many of those affected by this devastating accident just want to see appropriate culture changes made and better health and safety protocols implemented for the safety of our whānau.
For all those whose lives this has affected, it is something we will remember for a lifetime – but what happens in 10 years when a new bunch of young men and women think of this as nothing but a story?
I plead with you to take action. Do some reflecting on the state this company is in and make changes that will ensure this NEVER happens again. 
Your company is supposedly based on ‘family values’ – if that is the case then now is your time to show it.
We should have never had to lay our brother and a beautiful young father to rest last week. Rest in love Boom – a life taken far too soon.
Sincerely,
A devastated member of the wharfies’ greater community.

Response from Ports of Auckland
“We completely understand the feelings expressed in this letter. Everyone at Ports of Auckland, including the board and management, have been deeply affected by this accident. We mourn the loss of one of our own and our condolences continue to be offered to his family, all who loved him, worked with him, socialised with him and everyone his life touched.
“Our commitment to safety is genuine and deep. We want to know more than anyone why this accident happened, so we can work to prevent anything like it happening again. We are carrying out our own investigation and we are assisting the independent investigation by WorkSafe New Zealand.
“While these investigations are underway we can’t comment on what we think might be the cause.”