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ivan burit

On todays look east, we have the continuing problems with Felixtow Port.
The wind, and today - much more with the crane falling over.

I`ve looked at the "opposition"

London Gateway (Shellhaven)
Pending government approval, there are plans for Shellhaven to become a world class container and multi-use port.

With a proposed quayside 2.3km long, and a 283 hectares (700 acres) commercial centre, London Gateway will be the largest of all the new container ports in the country capable of handling the equivalent of 3.5 million 20 foot containers each year.

The port and a logistics park, together with warehousing distribution and associated businesses will provide for some 16,500 new jobs by 2021.

A Master Plan for London Gateway will be prepared for consultation this year

Tilbury
Tilbury Port manages bulk cargoes such as paper and cars, but also provides a London terminal for international cruise liners. It is a major employer in the Borough and has the capacity to accommodate 500 new jobs.

The vision for Tilbury is still being developed. The Master Plan will be finalised later this year.

Grays
The vision is for the town to become a centre of specialised learning and to provide a focus for improved health and social care, resulting in 4,500 new jobs and 5,000 new homes.

more on:-
http://www.bbc.co.uk/essex/thamesgateway/maps_facts/

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amenity · Joined: 22 Nov 2006 Posts: 775 Location: Dovercourt

Teesport has just been granted permission too Ivan.

With a projected 1.5million TEU's per year all to go north of Birmingham somewhat puts the skids under the expansion plans around here.

63% of all Felixstowe's trade is north of Birmingham.

ivan burit · Posted: Tue Mar 11, 2008 12:44 am Post subject:

amenity, to quote a somewhat missused expresion..

Bathside Bay has "missed the boat",
i do belive..

I hope i am wrong, for the area is sadly lacking proper investment and expansion, but to compare it to Shell haven (thames gateway) or even Tilbury, both with good weather protection 24 / 7, it puts Felixtowe ? Bathside Bay well in the shade...
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amenity · Joined: 22 Nov 2006 Posts: 775 Location: Dovercourt

Absolutely Ivan, I think the key is in your words " for the area is sadly lacking proper investment"

Taking the area first, it must be clear to any and everyone that this is an extremely small peninsula less than half a mile wide and in extent no larger in area than the proposed port.

Ports by nature need to be balanced by a suitably large hinterland allowing for expansion, clearly without removing the residential properties here, an unlikely event, no room for expansion exists.

When this proposal was first mooted it may have had some financial logic behind it for at that time the applicants felt that government (taxpayers) would pick up the tab for the road and rail infrastructure improvements that such an undertaking would demand.

Since 1999 a lot has changed, boats have grown in size to such a degree that it would have been hard at that date to be taken seriously if you had suggested such increases in beam, lenght and draft were imminent.

Costs have risen expedentially for other things too, cranes are dearer, as are all the other requirements of a port. As yet the increases stacking up through oil price rises we await with baited breath.

One large ship if unloaded all at once requires up to 5000 HGV's to take the load to destination and diesel is getting no cheaper, hence the attraction of Teesport and Bristol to name but two that were not on the horizon in 1999.

Even Felixstowe itself only came about as a result of strife at the London Docks, so as night follows day it won't be strange to see it return to London sooner or later.

The jewel in the crown of Essex is Harwich with history devolving down from the Mayflower, Samuel Pepys, a Royal Naval connection going back beyond 1500 and about two hundred plus listed buildings. Surely something here for us to capitalise on?

I understand that a lightship is ready and waiting to be turned into a tourist attraction, wouldn't it be nice to visit that on Halfpenny pier?

We have a lovely radio museum in the old lighthouse, well worth a visit, great view from the top and among many other quaint and curious things the Ridout a stupendouse prize in our midst.

So I propose that your prophetic words come true, let us see the proper investment this area needs, let us find a way of getting some of those 1.5 millions people that come through Harwich port every year to muse over the nostalgic origins of this place.

Tourism even from our own countrymen would do the trick, let us capitalise on our assets.

ivan burit · Posted: Tue Mar 11, 2008 6:07 pm Post subject:

Tourism is a somewhat 2 sided sword, for any area.
As you rightly say amenity, the closing in of the existing hinterland, now with yet more housing, leaves very little room left for commercial expansion.
For tourism to grow, large areas are needed for tourist based enterprizes.

As i type this, the news of Stansted expansion tells of "swathes" of villages will go to make way for the airports expansion..

I see its very unlikely that "swathes" of the new built homes be bulldozed to make way for Bathside Bays expansion, however good the projected profits might be for years to come.....
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amenity · Joined: 22 Nov 2006 Posts: 775 Location: Dovercourt

The question must be was there ever enough room here for a port with huge needs, if in doubt what is required just look at the Rotterdam new proposals.

"The new port and industry area will measure 2000 hectares and offers room for expanding container activities, but also for the chemical industry and distribution. Industry has shown great interest in establishing itself on Maasvlakte 2. The first container terminals have been contracted. It is expected that the first terminal will be operational in 2013 and that around 2033 Maasvlakte 2 will be fully commissioned. Construction of Maasvlakte is estimated to cost EUR 3 billion."

http://www.eib.org/projects/press...rea-maasvlakte-2-in-rotterdam.htm

ivan burit · Posted: Mon Mar 31, 2008 11:01 am Post subject:

amenity, as your more local than me, how is the news being taken, that Felixtowe port expansion is now going ahead.
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amenity · Joined: 22 Nov 2006 Posts: 775 Location: Dovercourt

Last I heard was that Felixstowe was to be built in two phases with phase one starting this year and phase two in five years time. Other than that quite clearly if the port expansion can be built within its footprint then this is how it should be. The port were asked to do this first but they said they wanted even more room for expansion, but of course at that time the other ports had not been given approval and the other owners will be building (they say) straight away.

With the expected downturn in the world economy and the new appraisal of short sea shipping it may be that a major rethink is under way. It is now suggested that the 'expensive option' short sea shipping is actually likely to be the cheapest after all.

Just for the record short sea shipping can use smaller craft going into ports with shallower berthing and approach channels, which is less expensive to dredge and less erosion for people living on the coast. Also these ports are nearer the destination of the goods wich means less reliance on HGV's and the hard to find fully qualified drivers.

Ivan have a look at this quote.
Shippers' refusal to accept fuel cost increases is hurting supply side
26/Mar/2008

With the price of oil passing the $100 a barrel mark and still rising, the impact of increasing fuel costs on logistics companies is becoming significant.

In the past few weeks, some of the largest transport operators in the world have placed the blame for falling margins on their inability to pass on costs to customers. Prominent recent victims, as reported by Ti Logistics Briefing yesterday, include global express company FedEx ('FedEx's latest quarterly performance ...... negatively impacted by ...... consistently high fuel prices.').

Although all logistics markets around the world have been affected, transport operators in the UK may have the most grounds for their grievances. A succession of fuel duty rises (although the latest planned increase has been postponed), combined with the underlying growth in oil prices, have hit the industry hard. The UK Road Haulage Association (RHA), the body which represents much of that industry, estimates that in terms of euro cents per litre, the average cost of fuel duty is 46% less in mainland Europe than in the UK. That translates into an additional £20,000 (€26,000) in costs for each 100,000 miles driven.

The market environment has been made worse, according to the RHA, by the fact that customers are either refusing, or are willing but unable, to accept increased haulage charges for fear of the consequences to their own businesses. "Haulage is not a charitable business but increasingly a business of survival. We are not a cushion for British business and so must follow the example of the airlines by adopting a 'pay up or no haul' policy," said RHA chief executive Roger King.

Such a sentiment may be understandable but frankly is unrealistic. In an increasingly global market environment, UK manufacturers are unlikely to accept costs which would make them even less competitive on the international stage. The UK road freight market is still highly fragmented with few barriers to entry and exit, leading to cut-throat competition.

Fuel costs represent an important component of overall operating costs. An indication of the impact on rates for UK shippers is provided by a snapshot comparison of European freight tariffs. Moving a parcel between comparable city pairs on the same service level can cost twice as much in the UK as it does in France and Germany, and more than double the price in Spain.

Print this brief

amenity · Joined: 22 Nov 2006 Posts: 775 Location: Dovercourt

Ivan,
If this report is to be relied apon my strat date was optomistic, it has been put back further by the look of it.

New Port Cranes On The Move At Last
Nearly a month after arriving at Felixstowe from Shanghai in China, a ship carrying 5 new quayside cranes has now been moved from its temporary mooring at Landguard Terminal to Trinity Terminal to unload 3 of the cranes.

The 244-metre long Zhen Hua 23 was moved from its berth on Landguard Terminal earlier in the week, and one ship-to-shore container crane has already been unloaded at the north end of Trinity Terminal. The Port of Felixstowe has not made any comment about the operation, nor about the use of Landguard Terminal, following the crane crash incident 4 weeks ago and following gaining approval to start construction of Phase 1 of the Port's major redevelopment.

The 3 new ship-to-shore container cranes are believed to cost in the region of £4 million each, and are part of an order which will see another 2 arrive at Felixstowe later this year. It is understood that a row of 8 Rubber Tyred Gantry cranes (RTGs) currently on the quayside at the end of Trinity Terminal will be put aboard the Zhen Hua 23 once the other 2 ship-to-shore cranes have been unloaded. The RTGs will then be carried to Thamesport at the Isle of Grain, which is also owned by Hutchison Ports UK, the owners of the Port of Felixstowe. The 4th ship-to-shore crane on the ship, which is returning to the UK following repairs by the Zhen Hua Port Machinery Company in China, will also be unloaded at Thamesport. This crane had been damaged previously at Felixstowe. In March 2006, when it had only been at the Port for around 4 months, it was struck by the 367-metre Gunvor Maersk.

It has been reported that none of these 4 ship-to-shore cranes aboard the Zhen Hua 23 were damaged in the crane crash incident at the beginning of this month. The 5th crane aboard the ship at the time of the incident had damage to its boom and possibly to other parts of its structure. It is bound for the Port of Oxelösund, south of Stockholm in Sweden, although it is not currently known where repairs would be carried out. The buckled end of the boom has now been removed from the crane.

The cranes had arrived at Felixstowe's Landguard Terminal on 29th February 2008, following a 9-week journey from Shanghai in China. That night, gales of 60 mph blowing against the tall cranes, which were welded and strapped to the Zhen Hua 23, forced loose the ship's moorings. Despite reportedly being tied with 18 mooring ropes, the ship, still with the new cranes onboard, was forced south along the container quay. Between 1:53am and 1:57am in the early hours of Saturday 1st March 2008, the ship moved at up to 2.8 knots (roughly walking speed), before being grounded on the beach in front of the viewing area. In the process, the Swedish crane on board struck a crane parked on the quayside. The crane onshore, along with the one next to it, both collapsed, and are now a virtually unrecognisable mass of twisted steel. A third crane at the south end of Landguard quayside was not touched.

Insurance assessors and engineers have been inspecting the site, and the wreckage of the collapsed cranes is likely to take a number of weeks to be cleared by specialist contractors. In the meantime, the southern end of Landguard Terminal will remain out of action. Landguard's northern berth with one quayside crane can now be used for smaller ships. The Port has been looking at options to replace the two cranes that were destroyed in the incident, but a spokesman admitted these would involve cost and timing implications. Although Landguard Terminal is generally used for the smaller ships, the loss of the berths since the incident are estimated to have cost hundreds of thousands of pounds, and put even more pressure on Trinity Terminal, which has already reportedly been operating at 80-90% capacity.

The Port is due to start work on its 'Felixstowe South Reconfiguration' major £240-million redevelopment shortly, but the project is now due to be constructed in two distinct phases. This is due to delays with agreeing the necessary rail improvements, and the Port needing to increase capacity because of increasing competition. Phase 1, the northern part of the scheme, including the infilling of the Dock Basin and a new quay approximately 730 metres long, is due to be operational in 2010. However, the second phase, at the southern end of Landguard where the crane crash incident occurred, may not be finished for 6 years (2014). The whole scheme will see a 1,350-metre modern deep-water container terminal in the south part of the Port, with 13 quayside ship-to-shore cranes. Including the northern Trinity container terminal, Felixstowe will then have a total of over 4 kilometres of deep-water container facilities.

The 3 new cranes being unloaded at Felixstowe are to replace 1986 Morris cranes on Trinity Terminal. Once commissioned, each will be able to reach across 22 containers' width on the world's largest ships, and lift 85 tonnes.

amenity · Joined: 22 Nov 2006 Posts: 775 Location: Dovercourt

Having reread this report my first post today was near the mark. But there seems doubt over the second phase. Am interested to see that;

"This is due to delays with agreeing the necessary rail improvements, and the Port needing to increase capacity because of increasing competition."

In real life of course increased competition can as you say Ivan "be a double edged sword" leading one to the conclusion that there is enough provision, to provide excess supply may mean everyone can finish up earning nothing.

ivan burit · Posted: Tue Apr 01, 2008 11:56 am Post subject:

Thanks for all that amenity.
as you say, timinig has never been so important.
Chinas massive exporting capacity is beginning to falter because of two things i feel, 1 being the need for basic raw materials (look at how much UK scrap metal has shot up) also the massive iron ore mining boom in central Australia, and 2 the consumer confidance in not only the UK but other world wide countries also.
The programme i watched on tv spoke of Chinas ability to produce "now" not "ok, i`ll see if we can do it",
but like going shopping, you can only spend a pound coin once = when its gone, its gone.
The Uk at least is now feeling the pinch of that pound they spent not once, but twice, and so many consumers have no more pounds to "waste" or play with except for essentials on a daily basis.... = a downturn of cheap consumer goods = less goods being delivered to our shores in the long term = perhaps our ports expansion plans being "put back" a bit longer for various reasons, like the wrong snow, or leaves on the tracks....
I am very intrigued by the fact that 18 moring ropes fail just when the need for more new cranes is in doubt.
When logisticaly planning such large items in our modern go gettem world have to be designed, made, delivered in the space of years sometimes, from inseption to delivery, things often change........! ! !
Funny enough, comments made about chinas boom was said to last just ten years, with still 4 or 5 years left, but the start up and roll out of the next emerging booming country will be India.
India are rapidly becoming a quality export market, just look at TATA motors aquisition of both Jaguar & Landrover, and they own and run ex british steel @ corus.
The old ideas of a country going about on old bicyicles may still be true, but watch out for the modern world overtaking them bicycles fast.
So, ports..
Expansion requirements now, in there future ?
It will depend on how the world economy goes, or should that be grows i think.
If the modern world has run into a financial brick wall, not only expansion slows down, but UK infrastructure regeneration will slow also i belive...
Its down to that pound coin again, only spend it once, twice is ok if your credit is cheap, or plentyfull, but if not....whoooah neddy....put the coin back in your pocket for emergancies only.....

As an aside, who has been on a website -"alibaaba" i think its called..
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amenity · Joined: 22 Nov 2006 Posts: 775 Location: Dovercourt

The trouble with the UK is it's size. The hinterland is very small along with it's population and in spite of foolish attempts to increase size by having little control at the points of entry, it will soon become clear to all that don't yet live here that we import a huge amount of our food.

Food could be our stumbling block, what will help our children.

In Global terms our little country just will not count.

amenity · Joined: 22 Nov 2006 Posts: 775 Location: Dovercourt

Saw this in Lloyds List today,
By Richard Meade
Tuesday 1 April 2008
SHOULD any well meaning psychologist be fortunate enough to happen upon the shipping industry, he would find a rich seam of maladjusted neurotics sufficient to keep him in research projects for many years to come.
He wouldn’t even need to look as far as the “high risk” contingent of seafarers being probed on behalf of the German insurance industry, or the pathologically valiant adrenaline junkies of the salvage industry.
No, your common-or-garden shipowner will provide any strong-willed shrink with more than enough disorders to keep his couch warm well into the next tax year.
When one recent industry gathering decided to call a straw poll of delegates to gauge who had been convinced by an obstinately bullish assessment of where the markets were headed, the audience was inevitably split down the middle.
Interestingly, the division was not by sector, but by age. Was it wisdom or was it simply the psychological scarring won through witnessing one too many downturns?
Faced with the looming promise of overcapacity, a crippling dearth of qualified crew, global economic meltdown and the continued certainty of “known unknowns” that could scupper the most conservative of game plans, shipowners are grinning through the anxiety and assuring us and each other that it will all be OK. Is this the behaviour of a rational industry?
Possibly not, but as Aristotle once noted, presumably after his historically undocumented foray into the dry bulk sector, “no great genius has ever existed without some touch of madness”.

ivan burit · Posted: Wed Apr 02, 2008 9:02 am Post subject:

“no great genius has ever existed without some touch of madness”.

Ok, what 50 - 50 group do i go for then amenity..........lol..
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amenity · Joined: 22 Nov 2006 Posts: 775 Location: Dovercourt

From Lloyds List today.

Dear John

Here's one leader from Ll that i did enjoy reading!

BW

Jenni

PS funny how they still claim their 'experts' forecast accurately. If they are so expert they should be building in contingency for the unexpected. After all it seems from the list she cites that the only thing you can expect is the unexpected.

JMM

Déjà vu
By Janet Porter
Thursday 3 April 2008
THERE is a sense of inevitability about what is happening in the container trades.
The lines enjoyed a few bumper years as manufacturers outsourced to China and owners rushed to place newbuilding orders on an unprecedented scale. But just as those ships start to enter service, so demand begins to falter in the world’s biggest economy.
Few could have envisaged the sub-prime fiasco that is now denting confidence worldwide. But neither did most anticipate the Asian currency crisis, the September 11 atrocities, the Sars outbreak.
The unexpected always gets in the way of accurate forecasting, and yet the business community has to plan long-term when considering billion-dollar investments.
Imagine the outcry if world trade had been stymied by a lack of tonnage because shipowners had decided not to risk their fortunes on fleet upgrades and instead had put their money elsewhere — although hopefully not into the hands of incompetent bankers.
Now, though, they have the unenviable task of trying to phase in the biggest containerships ever built, just as two of the world’s largest east-west trade lanes (the Pacific and Atlantic) stutter. Worse, the mighty Asia-Europe trade also appears to be running into trouble.
This may be no more than a blip, but there will be some nervous folk out there if European import volumes slow and lines are forced to cut rates to tempt cargo. Now where have we seen that before?

amenity · Joined: 22 Nov 2006 Posts: 775 Location: Dovercourt

How will new ports or old for that matter compete with this??

Is Felixstowe South to be run by robot?

Robots to move London Gateway boxes

Robots are to run the container yard at the new London Gateway terminal to be developed by Dubai-based DP World.

Automatic stacking cranes (ASCs) will by remote control moves boxes from the quayside. This will be the UK's first yard to be run by robots.

DP World, which is developing the facility, has requested design proposals from technology companies to provide both the hardware and software for the terminal.

amenity · Joined: 22 Nov 2006 Posts: 775 Location: Dovercourt

An idea of how big these ships are, and they are getting bigger.

The vessel was named Emma Maersk in memory of Maersk Mc-Kinney Moller’s wife, who died in December 2005. His daughter, Ane Maersk Mc-Kinney Uggla, accompanied by her husband, Peder Uggla, named the newbuilding. As the world’s largest container vessel, Maersk said, it would set new standards for safety and impact on the environment. Environmentally-friendly silicon paint covers the hull of the vessel below the waterline, reducing water resistance and cutting her fuel consumption by 1,200 tonnes per year. She is powered by a 14-cylinder Wärtsilä RT-flex diesel engine which develops 110,000 BHP. After sea trials, she entered Maersk’s AE1 Europe-Asia service, making her first commercial sailing from Gothenburg in mid-September 2006. Emma Maersk is 398 metres long and 56.4 metres wide, 30.2 metres depth, 156,907 gross tonnage and 156,907 tonnes deadweight. She is able to carry rows of twentytwo containers across her decks. The widest ship until now, in service with Mediterranean Shipping Co., takes rows of eighteen.

With no chance of other lines taking delivery of tonnage that large at least until 2010, Maersk now has a huge lead time over competitors and the ability to gain considerable economies of scale and much lower slot costs, depending on how capital costs are allocated. With seven tiers stacked on deck, and allowing for visibility rules, the ship could carry around 13,500 TEU, the firm reckons. An eighth layer would bring nominal capacity to above 14,000 TEU. Emma Maersk is the first of Maersk’s E-class, and they have another ten E-class ships on order at the Lindø yard for delivery up to mid-2009. But later ships in the series could be stretched to as much as 420 metres, bringing nominal capacity to 15,000 TEU with seven tiers on deck. Leading propeller-maker Mecklenburger Metallguss is known to have delivered to Odense during 2006 two of the world’s largest propellers for container ships. The six-blade, 9.6-metre-diameter propellers weigh 131 tonnes each. The manufacturer’s previous largest propeller weighed 103 tonnes and was fitted to a 9,200 TEU capacity container ship. The large propeller is understood to feature specially-developed blade tips that help to mitigate cavitation.

ivan burit · Posted: Sat Apr 19, 2008 5:22 pm Post subject:

Harwich @ april 2003.....then...........and now ?

http://www.guardian.co.uk/society...apr/30/guardiansocietysupplement7
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amenity · Joined: 22 Nov 2006 Posts: 775 Location: Dovercourt

Sadly so many gullible people, some in high places thought that if they wanted something badly enough it would come about. They could not tell what was being said between the lines. They thought they had found the silver bullet.

Funny enough on the TV tonight a bit of newsreel from the fifties was being replayed and the same trick was worked then. Jobs.

The real motive for anything thease days seems to be simple old fashioned profit, but don't tell it that way sell it by way of reference to JOBS.

"They" always fall for that line.

Happy days are here again, tra la la la.

ivan burit · Posted: Sun Apr 20, 2008 3:04 pm Post subject:

ha..ha..ha....
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amenity · Joined: 22 Nov 2006 Posts: 775 Location: Dovercourt

Well this seems to be on the cards.

London Gateway port project gets final approval
12/May/2008
The UK Government has given the final seal of approval to the development of what it is claimed will be that country's most advanced container port at London Gateway, south-east England. The project also incorporates what is designed to become Europe's largest logistics park.
London Gateway's owner, Dubai-based global marine terminals operator DP World, said the UK Department for Transport (DfT) had now issued a 'Harbour Empowerment Order' to the organisation which provided official and statutory powers to the new port. Construction work would begin later this year on the 1,850 acre site, just 25 miles from central London, near Stanford-le-Hope, south Essex, stated DP World.
The group said it was investing more than £1.5bn (US$3bn) over the next 10 to 15 years. "The project is currently the largest capital investment initiative in the UK and will become the largest employment creation project in the country," it added.
DP World said London Gateway would become a national hub port for the UK and would accommodate the world's largest container ships. It would be the most fully automated and efficient in the country, adding an additional 3.5m TEUs to the nation's annual port capacity. "This will help meet recognised demand for extra capacity in the UK."
In addition to a major deepsea facility, stated DP World, London Gateway port would combine with Europe's largest logistics park, offering 9.5m sq ft for distribution, manufacturing and high-tech sectors. "The logistics park will offer individual units in excess of 1m sq ft," it added.

ivan burit · Posted: Mon May 19, 2008 7:59 pm Post subject:

Amenity,
It looks like not one single road improvement is now needed to roll into Parkstone.?

When you combine the todays statement, along with easy peasy to reach infrastructure improvements in London as we speak, (road up grades etc)
the only downside is the road traffic will need to meet modern day standards to be able to enter into looney Kens legacy of the new London Low Emission Zone..
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amenity · Joined: 22 Nov 2006 Posts: 775 Location: Dovercourt

From Lloyds list a super ship.

STX says it has developed world’s biggest boxship

By Mike Grinter in Hong Kong - Thursday 29 May 2008

Emma Maersk: currently the biggest container ship on the seas
SOUTH Korea’s STX Shipbuilding claims it has developed the world’s largest containership, which is capable of carrying 22,000 teu.

Measuring 460m long, 60m wide and 30m deep, the giant vessel leaves Samsung Heavy Industries’ attempt at a mega-box carrier way behind. SHI announced late last year that it had developed a 16,000 teu ship that would be 400m long and propelled by a 10,000 bhp engine.

STX spokesperson Ho-Jung Kim said the vessel could be constructed with either a single engine or with twin-engines. Capable of a cruising speed of 24-26 knots, the selling point is fuel efficiency.

Mr Kim said that the motivating force behind the new design was a belief that high oil prices are here to stay. The new ship would generate fuel savings of up to 40% in cost per transported teu, compared with existing containerships.

Mr Kim said that ports with a 14m draft would be capable of receiving the vessel if it had sufficient berth length. Unfortunately, this is rare today. The likelihood is that such a vessel would be limited to runs between Shanghai and Long Beach.

The largest containership currently plying the world’s oceans is the Emma Maersk, which is capable of carrying a maximum 13,500 teu.

Samsung Heavy Industries said it had yet to receive enquiries for its 16,000 teu design, but suggested the lack of enquiries reflected a thin market for containerships rather than a lack of interest in the size of the vessel.

“We expect interest in containerships will be on the rise again in the second half of the year,” an SHI spokesperson said.

ivan burit · Posted: Wed Jun 11, 2008 10:22 am Post subject:

News from 2003..
oh how time flies..

http://archive.echo-news.co.uk/2003/8/8/142574.html
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amenity · Joined: 22 Nov 2006 Posts: 775 Location: Dovercourt

Trouble is the MP at the time was a bit naive, fell for the old jobs patter.

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