MSC Geneva resumes normal service after her major transformation in China. MSC Geneva arrives to the Port of Felixstowe on a lovely sunny, Yes I said SUNNY Bank Holiday Monday.
To keep up with the changing container market, the MSC Geneva was dry docked at the Huarun Dadong Dockyard in China and cut in half. She is the first container ship ever to be cut bow to stern to be widened her by 7 metres and her length by 16 metres to hold an extra 1300 odd TEU.
The vessel which was on her berth, Maersk Shams was behind on cargo operations and their ETD was changed to 10am so the pilot boarding time for MSC Geneva was delayed to 9:45am. Maersk Shams EDT offically confirmed at 10am, the pilot for Geneva headed out to the Sunk Pilot station to board for the inbound passage into Felixstowe.
The pilot boards the MSC Geneva and radios Harwich VTS to ask whats the current situation was with the Maersk Shams. VTS replies that the Shams was off the berth and proceeding. The pilot replies in that case he would begin to proceed inwards for Trinity 5 and would like one Svitzer tug for berthing to meet just outside the harbour.
The Svitzer Shotley heads out of the harbour to make fast aft of the Geneva. Once inside the harbour and on a Northerly heading the pilot requires the Shotley to pull straight back 20% then to increase to 40% to slow her down as they head down the harbour. Passing Berths 8&9 the Geneva steers to port onto a Westerly heading before getting the Shotley to move out onto the starboard quarter to take the stern around. Almost swung the pilot gets the Shotley to come in for a push to help her alongside the berth.
The Moscow Maersk a 2nd generation Triple E, sails to Felixstowe during her European debut. As all of these big ships start their voyages in the Far East, Moscow Maersk was a brand new ship straight from shipbuilders in South Korea and began her maiden voyage in Russia to recieve bunkers before heading for Xingang, China.
Finally handed over to Maersk Line, the Moscow Maersk is the third ship to be built in the class out of 11. With a capacity of 20568TEU she is ranked as the 2nd largest container ship by capacity but gross tonnage she overtakes the OOCL Hong Kong by 4,000 odd tonnes.
Calling at verious Far Eastern port such as Qingdao, Shanghai, Ningbo in china, Busan in South Korea, Tanjung Pelepas in Malaysia before transiting the Suez canal with a maximum draft of 15.9 metres. Once in Europe she called at Tangier-Med in Morocco to unload some of her cargo for the sourounding area. 1.9 metres lighter now at 14 metres, she made her way up the Atlantic Ocean and through the Bay of Biscay into the English Channel, into the North Sea then heading via the Sunk to the Port of Felixstowe. After Felixstowe she will call at Antwerp, Rotterdam and Algeciras before pasing through the Suez Canal to Singapore.
The Moscow Maersk was meant to board a pilot at the Sunk Pilot Station at 09:00UTC but delays with Moscow's pilot was going to be delayed as he would be on the outbound ship Maersk Shams that was behind with cargo operations. At 0900UTC the Maersk Shams was ready for departure. Off the berth and steaming down the harbour out towards the Sunk where a Harwich Haven pilot launch would land the pilot off the Shams and take him to his next job which was the Moscow Maersk.
Once onboard the pilot goes through the plan with the captian then radios Harwich VTS to confirm that they were inbound with a maximum draft of 14 metres from last port of Tangier- Med for Felixstowe Berth 9 and believed they were portside to. He also requests 2 tugs for berthing, the first at 7&8 and the second outside the harbour and push on the starboard quarter.
Making their way inbound via the deep water channel, Svitzer Stanford radios VTS to say they leaving the tug pontoon to be the first tug for the Moscow Maersk. Shortly after the Svitzer Sky leaves the pontoon aswell.
Stanford all fast, they stretch their line ready to work. Sky makes their approach to lay alongside on the starboard quarter. Closer to the harbour the pilot required both tug to help the Moscow Maersk around the 90deg Beach End turn into the harbour. Stanford goes out on the portside at full line load while the Sky pushes up on the starboard quarter at a 45deg angle to help steer her into the harbour.
Once inside the harbour the pilot gets both tugs to ease up and stanford when they were ready to go straight back 25% to slow her down for the starboard off the berth. heading down the harbour the speed needed to be reduced even more so the pilot got the stanford to increase to 75% as he came astern on the main engines.
Speed reduced to a crawl the pilot gets the Sky to push up on the quarter at 50% with the Stanford to move out on the port quarter and begin to pull the stern around with an easy weight then increase upto full as the swing progresses. Sky increases to full power aswell.
The pilot radios the berthing master on the berth to find out where the bridge position is situated. After finding where position was he says that the final tie up would be 6 and 2 each end with springs first then offshore lines. Crew onboard throw a heaving line to the mooring gang so athe springs could be made faast on the bollards. Slowly edging into position the Stanford moves around onto the starboard quarter in a check position with a slack line to wait for orders. While the Sky pushes up so the Moscow Maersk can be made fast alongside Berth 9.
ETD Wednesday 30th August 2017 at 10am Local time or 09:00UTC
The 32nd East Coast Truckers Convoy makes some noise as they parade along Great Yarmouth seafront. The charity is for kids with disabilities to have a trip in a lorry in a convoy from Norwich County Hall to Pleasurewood Hills theme park in Lowestoft before heading through Great Yarmouth where thousands of people wave as they go past.
To help the charity reach the 33rd convoy lots of fundraising will take place so as I would like to do my bit, the views monies from this video will go to the charity to keep the convoy going.
The Express Rome sails as part of the Ocean Alliance with CSCL and CMA CGM on the Asia - Europe Loop1 (LL1). The smaller ships on this route only call at Felixstowe, Rotterdam and back to Felixstowe before making their way to the Far East.
Express Rome arrived to Europe on the 10th August and headed to Felixstowe on a discharge only before heading to Rotteram. After departing Rotterdam with a draft of 10.2 metres, the Express Rome sailed to the Deep water anchorage off the East Anglian coast waiting for a berth to become available.
20th August Felixstowe Berth 8 became available and the Harwich Haven Pilot went out to the Sunk Pilot station to board her for the inbound passage.
Once onboard the pilot orders just one Svitzer tug for the starboard swing off the berth.
Svitzer Shotley headed to the Beach End where they are made fast centre lead aft. As they come into the harbor the pilot uses the Shotley as a brake by getting them to go straight astern 50%. Once past the South Shelf the pilot comes astern on the main engine to help reduce the speed some more. At a crawl the pilot gets the Shotley to move out on the port quarter and when they were ready to increase to full power. The pilot gives a kick astern to keep the swing moving.
Closer to the berth the pilot said to the Shotley it would be easier to move onto the starboard side and push them alongside the berth.
Final tie up 5 and 2 each end with springs first and then the offshore lines.
ETD Tuesday 22nd at 19:15 with a draft of 13.25 metres for Singapore via Suez Canal.
After Hyundai found themselves in finacial trouble the only way to keep them afloat was to be aquired by Maersk Line. Some of their ships have been renamed by Maersk and are running on the 2M Alliance.
The 366 metre ex Hyundai Smart was renamed Maersk Enping. As part of the Alliance this is one of the first Hyundai ships to call at Felixstowe in quite a few years.
The Maersk Enping sailed from Antwerp with a draft of 13.55 metres. While in Felixstowe her drafft increased to 14.6 metres making her draft restricted. She had to leave by midday or have to wait for the next flooding tide.
They made it but only just. The pilot had just bought in the second largest conainer ship Madrid Maersk and his next job was this one. He managed to get a lift from the Madrid up to Trinity 6 where the Maersk Enping was berthed. The tugs had also finished with the Madrid and paddled up there.
Once onboard the pilot says that there was a gear bin and 3 containers to go onboard then they were ready to depart. Svitzer Kent was made fast centre lead aft and the Svitzer Shotley was made fast centre lead forward. Tugs in position the lines fore and aft were relieased and the pilot gets both tugs to begin to pull off at 50%.
Slowly edging away from the berth the Shotley is asked to go all easy and let the stern come out befor the bow. In the channel the pilot comes ahead on the main engine or so he thought but the engine wouldn't start up. The Shotley is asked to pull 50% straight ahead and hope for the best. Engine started, the pilot releases the Shotley and they break away onto the Felixstowe side.
The pilot holds onto the Kent just incase the they are needed around the 90deg Beach End turn out of the harbour.
The 2nd largest container ship Madrid Maersk arrives to the port of Felixstowe with a draft of 13.6 metres.
Shortly after 08:15, a Harwich Haven pilot boards the Madrid Maersk at the Sunk Pilot Station around 12 miles out in the North Sea.
Once onboard he radios Harwich VTS to say they were inbound with a Maximum draft of 13.6 metres from Algeciras. VTS replies that there is a ready berth planned portside to Felixstowe Berth 9, wind speed and direction and the height of tide. The pilot replies that he require 2 tugs for berthing, the first an escort tug at 7&8 make fast centre lead aft, the second tug at the at the Platters lay alongside the starboard quarter. I will be a starboard swing off the berth. Duty tug copies the conversation. As the forth tug was still manned they asked Harwich VTS if they could stand down. VTS replies that as the Madrid had ordered 2 tugs they couldn't see why not. The tug skipper replies that they will be on a 90 minute call if required.
Madrid Maersk making her way inbound via the deep channel, the Svitzer Kent and Svitzer Shotley leaves the tug pontoon and makes there way out to meet the the giant outside the harbour. Svitzer Kent is made fast on the centre lead aft while the Shotley gets in position on the starboard quarter. Approaching the 90deg Beach End the pilot gets the Kent to go out on the port side for a powered indirect to help the Madrid to steer around the corner into the harbour.
Once in the harbour the the Kent eases up and goes right astern at 50% as a brake. Shortly after the pilot comes astern on the main engines and gets the Shotley to get in position for a push. In position the Shotley increases to 50% to start the swing. Some black smoke pours from the funnels as the pilot uses the bow thrusters to help the swing get mommentum. The Kent moves out onto the port quarter and begins to increases up to 50%. The pilot increases the tugs to 75% then up to full power. Swinging around the berthing master comes on the radio and says that the car is in the bridge position. The pilot says that he sees them there and the final tie up would be 6 and 2 with springs first each end.
The pilot gets the Kent o come around onto the starboard side in a check position until they were alongside Felixtowe Berth 9.
The 2006 record breaking Maersk E class ship, Ebba Maersk the fith to be built out of eight arrives to the Port of Felixstowe straight from Colombo, Sri Lanka with a maximum draft of 14.4 metres.
The Ebba Maersk has not been upgraded like some of her sisters yet. The upgrades consist of heightening the bridge and lasing platforms also reshaping the bulbous bow and a new propeller. They will also fit an anti-roll tank behind the accommadation block.
At 07:00 the pilot boards the Ebba Maersk at the Sunk Pilot Station around 12 miles out in the North Sea. Once onboard he radios Harwich VTS to confirm that they are inbound with a maximum draft 14.4 metres from her last port of Colombo and he believes Ebba was going portside to Felixstowe Berth 9. VTS replies that is correct planned potside to Felixstowe berth 9, wind speeds and direction also traffic heading out towards the south via the main channel was the Capucine and there were the 2 ferries to order up to leave within the time of her arrival. The pilot replies that he would like 2 tugs for berthing the first tug at the normal place fast aft for an indirect and the second inside the harbour on a bow to bow heading. He also said as the wind was due to pick up he may require a third tug but will make a decicion closer to the harbour. Duty tug Svitzer Sky comes on the radio to say he copied the conversation.
A little while later the captain of the DFDS ferry Suecia Seaways radios Harwich VTS to give them a 30 minute from departure time but as he knew the Ebba was inbound and had to have a clear run to 5&6 Buoys. VTS replies that they would stay alongside until the Ebba had swung and was pushing onto the berth also the Stena Britiannica was hoping to depart from Parkeston Quay at 09:00.
Svitzer Deben leaves the tug pontoon and heads out of the harbour to meet the Ebba near 7&8 Buoys. As the Ebba Maersk gets closer to the harbour thew pilot radios Harwich VTS and asks for the wind speed. VTS says that the wind hadn't increased much so the pilot sticks with the 2 tugs as requested.
Deben all fast starboard of centre streches their line ready for work. Svitzer Sky leaves the pontoon and heads toward the Beach End. As the Ebba is a over 395 metres and deep drafted to help them around the 90deg Beach End the aft tug normally performs an indirect to steer them into the harbour.
The pilot requests the Deben to go out on the portside for an indirect. As they come into the harbour the pilot radios the Deben to say that the Ebba flew around the corner more than he thought as he was used to the bigger Triple E's. The Sky makes her approach to make fast forward ready for the port swing off the berth.
The pilot comes astern on the main engine to reduce her speed ready for the swing. A short moment later the pilot gets the Deben to move onto the starboard quarter at 50% and the Sky to go on the portside at 50% to start taking her around. Swinging to port nicely the Deben increases upto 75% then up to full. Sky does the same but later into the swing.
The berthing Master radios the pilot to says the truck is in the bridge position and the cran is moving up to give the bridge more space. The pilot says he can see where it is and the final tie up will be 5 and 2 each end.
Almost swung the pilot uses the stern thruster to get her closer to her position,the pilot also tugs reduce their power, Deben gets in a push position on the starboard quarter while the Sky moves around from the port shoulder onto the starboard shoulder. Maneuvering on to the berth Sky comes in to hold the Ebba alongside while she is made fast.
ETD Saturday 19th August 13:00 bound for Rotterdam.
The drilling Platform Paragon B391 sails to Harwich after her latest contract with Centrica, a subsea plug and abandonment finished in June off the UK Coast in the North Sea. In 2016 the Paragon B391's last contract was with Centrica for just about a month end of October to end of November 2016 at a cost of $53,000 a day but previous to that she was also contracted with Centrica from March to May 2016 at a day rate of $85,000.
The Paragon B391 was built in 1981 to explore for natural gas in the world's seas and oceans. Now in 2017 she has been used to plug a wells off the coast of Norway and off the UK coast. The contract off the UK coast finished and as she is not self proppelled 3 ocean anchor handling tugs were sent to tow her from her last place of work to Harwich International Port.
The UOS Voyage was the lead tug with the Union Lynx being the port tug and the Thor being the starboard tug. Slowly making her way towards the North Shipwash 2 pilots, Senior pilot @rascalmaster and the other unknown at the moment, headed out on a pilot launch to meet the tugs and to at the Cork Pilot Station. The pilot boarding time was delayed by an hour, this could have been due to that she was only going a maximum of just 3.9 knots over the ground or it could have been to let the DFDS ferry Selandia Seaways to pass before the channel narrowed.
The pilot estimated that it would toake around 2 - 2 and a half hours to reach the Beach End turn into the harbour. He also requested that a Svitzer tug preferably one of the smaller tugs to meet them inside the harbour at the Fort Buoy to be fast aft before the Guard/ Shotley Spit to help with getting her in position close to the quay. Svitzer Sky came on the radio to ask the pilot if he minded if the Svitzer tug could be the Svitzer Kent. The pilot had no problem with that. The pilot also said that the 2 big tugs UOS Voyager and Union Lynx would be no help with getting her close to the final position due to their size.
Slowly but surely the Paragon made her way inwards, you could see her legs for miles before you could see the tugs. As she begins to round the 90deg beach End the tugs were changing course by 5deg at a time before she was on a northerly heading inside the harbour. It is not very often that Harwich get anchor handling ships but the Paragon had 3 of them.
Passing the Viewpoint at Felixstowe loads of people stopped to take photos of her arrival. The pilot began to get the tugs to steer to port to get around the Guard and Shotley Spit into the River Stour. Close to her final position the plan was to jack her up to then get a few lines onto the quay side.
It is unknown at his stage if she has been dumped for a while or she has come to Harwich for stores and maintenance.
The 19224TEU MSC Zoe arrives to the Port of Felixstowe with a maximum draft of 12.6 metres from her last port of Algeciras.
The pilot boards the Zoe at the Sunk around 12 miles off the East anglian coast. Once onboard he radios Harwich VTS and says they were inbound for Felixstowe via the deep water berth. VTS replies that there was a ready berth planned portside to Felixstowe Berth 9. The pilot replies that he would like 2 tugs for berthing, the first at the usual place 7&8 Buoys to make fast centre lead aft and the second tug ouside the harbour to position on the starboard quarter then move further forward to push by the funnel for a starboard swing off the berth.
The Svitzer Deben leaves the tug pontoon to be the aft tug shortly followed by the Svitzer Sky.
Rounding the Beach End the MSC Zoe begins to drop off some of her speed with the help of the Deben going straight astern. The Pilot comes astern on the engine while slightly using port rudder and bow thrusters.
Once the ship has come to a crawl the pilot begins the starboard swing by getting the Sky to push up full by the funnels and the Deben to move out on the port quarter and go on full power when they were clear of the North Shelf Buoy.
Swung around the Pilot radios the Berthing master to find out where the bridge position was. As normal the bridge was marked by the master's car. Pilot spotting it he confirms that it will be a final tie up of 5 and 2 each end springs first.
Deben running out of shace on the portside moves on to the starboard side in a check position. Sky pushes up most of the way to the berth then stops as the stern was heading for the berth before the bow so the Deben starts off with an easy check increasing to 25%. Once alongside the Sky pushes up to hold her alongside while she was made fast on the berth.
ETD 1900 Tuesday 15th August 2017 bound for Antwerp.
The 366 metre 13396TEU CSCL Jupiter has ran aground after experiencing some issues. A back-up system was kick started but was not powerful enough to steer her around a tight corner subsequently grounding. She was sailing from Antwerp to Hamburg when the incident happened this morning 14th August. Shortly after grounding some tugs were sent to assist but they were fighting a ebb tide. The operation has halted until a plan was drawn up to free the ultra large ship.
Reports going around has suggested that she suffered rudder failure.
CSCL Jupiter which sails on the French Asia Line 7 (FAL7) had a draft of 13.7 metres bound for Hamburg and due to Felixstowe on the 21st August. At least 8 tugs have been sent to assist the Jupiter which hopefully will refloat on the next high tide which is around 8pm tonight.
At present some commercial traffic can pass but large shipping has been suspended until further notice.
In the last 2 years there has been the 400 metre 19100TEU CSCL Indian Ocean in February 2016 ran aground on the Elbe River enroute to Hamburg where it took several attempts to refloat her including a spring tide. Her bunkers were removed to lighten her draft and with 12 tugs including x2 120 tonne bollard pull ocean tugs to pull her free. Also in February 2016 the 368 metre APL Vanda was deliberately ran aground on the Bramble Bank in the Solent near Southampton after she suffered complete loss of power. 8 tugs were successful in pulling her off the sand bank.
Sadly grounding or cargo shifting causing major listing is not a something taken lightly. With orders for even larger ships insurers are getting twitchy with insuring such vessels. Ship yards in South Korea and China getting orders for even larger ships, incidents like this will happen a lot more often.
New build Cape Tainaro which is on charter to OOCL for US$18,000 a day from Costamare, arrives to the Port of Felixstowe with a maximum draft of 9.9 metres.
A week previous she had been in Felixstowe staright from Singapore fully loaded. While she was berthed last week she was on a discharge only then headed off to Rotterdam before making her way to the Deep water anchorage around 14 miles off the East anglian coast to wait to come in to Felixstowe for the UK exports to the Far Eastern Countries to then head of Singapore via the Suez Canal.
A confirmed pilot time was made this morning 10:30 UTC but there was a delay at some point so he time was put back to 11:45UTC.
Once the pilot had boarded at the Sunk Pilot Station he informed Harwich VTS that they were inbound with a draft of 9.9 metres from her last port of Rotterdam. VTS replies that a ready berth planned portside to Felixstowe Berth 8 and 40 metres from the end of the quay, wind on the Landguard 305° 2-6 knots and the tanker Stenstraum outbound in the main channel out for the Sunk. The pilot replies that he would require 2 tugs for berthing, the first one outside the harbour centre lead aft and the second tug bow to bow inside the harbour. I would be a starboard swing off the berth.
Approaching the harbour, Svitzer Deben leaves the tug pontoon to head out to be the first tug followed a short while later the Sky. The one of the tug called up the pilot to ask how he would use the bow tug. He replied that he would like them on a bow to bow then once they have swung to let go and push up midships onto the berth.
Rounding the Beach End the pilot comes on the radio and says to the Sky that speed is 6 knots through the water and 7 over the ground and when they are ready the crew are waiting with a weighted heaving line. Speed reducing the pilot comes astern on the main engine producing a plume of black smoke.
Just off Berths 8&9 the pilot get the Deben to go out on the port quarter and pull full while the Sky moves out on the starboard shoulder and pulls full on the bow to swing her 180°. As she swings the pilot comes ahead on the main engine releasing another plume of thick black smoke. Swung 3/4 of the way around the Sky comes in to be released and repositions on the starboard side midships to push alongside the berth.
The Deben running out of space on the portside moves around to the starboard side into a check position. Once on the fenders the crew and mooring gang made the Cape Tainaro fast alongside Felixstowe Berth 8 with a final tie up of 5 and 2 each end.
The 10114TEU Express Rome is on a 9-12 month fixed charter at $13,000 a day to OOCL. Previously some of the ex Hanjin ships had been on charter up to $45,000 a day but as they were in massive finacial trouble they were liquidated with debts running into $billions the courts forced Hanjin to give the chartered ships back to their owners.
As the pilot boards the Express Rome at the Sunk in the North Sea, Once the pilot was on the bridge he gets in contact with Harwich VTS to confirm that they were inbound with a draft of 13.7 metres from Singapore. VTS replies that there is a ready berth planned portside to Felixstowe Berth 8, wind speed and direction and lastly traffic information the Ultra Large CSCL Arctic Ocean had just left her berth proceeding out of the harbour at the Beach End. The pilot replies that he requires 2 tugs for berthing the first to be fast by the Platters and the second indide the harbour on a bow to bow and it would be a starboard swing off the berth.
The Svitzer Kent which had finished with her last job the CSCL Arctic Ocean was hanging around near the Beach End waiting for the Express Rome to get closer to be the first tug. As Express Rome passed through the South Shipwash heading for the HA Buoy Kent headed out and made fast centre lead aft. A little while later Svitzer Shotley makes her way towards the Beach end to wait for Rome to round the 90deg Beach End.
Approaching the Platters the pilot blows the ship's whistle at a yacht that was in the main channel into the harbour. The pilot radios the Kent to say that the ship was handling very well and would turn nicely around the 90deg Beach End turn into the harbour.
Safely in the harbour the pilot gets the Kent to go straight astern 50% to start taking some of the speed off. Up the bow Shotley is made fast and begins to stretch their line ready to work. Engine stopped on the Express Rome the tide and forward momentum took her to the middle of the channel and berth where the pilot gets the Kent to move out onto the port quarter and the Shotley onto the starboard shoulder to take her round.
Half way around the pilot gives a kick ahead on the main engine to help keep the swing going. After a little while the pilot radios the Shotley and see what the best plan was to get her alongside. After a little chat on the radio a plan was made that the Shotley would come in to let go and push up midships as the flare on the shoulder would be an issue to land on.
Kent still pulling towards the berth runs out of space so the Kent moves around the othe side into a check position. Shotley pushes her alongside while the springs and forward and aft lines were made fast on the berth.
Harwich Haven pilot boards the heavily laden CSCl Arctic Ocean for her departure from Felixstowe bound for Singapore via the Suez Canal. The pilot orders 2 tugs for departure both to make fast on the centre leads. Svitzer Kent goes aft and Svitzer Shotley goes forward.
The CSCL Arctic Ocean had a maximum draft of 14.2 metres, although she has a capacity of 19100TEU there wasnt much space left but a large amont of the boxes onboard were probably filled with fresh air (empties).
The Shotley was made fast first, The kent was made fast after a few of the offshore lines were slackened and bought back onboard. The last of the lines bought back onboard, tugs all fast and in position to pull off the berth. With the NNE 12-15 knot wind helping the CSCL drift steadily off the berth, after a while pilot gets the Kent to increase to a 25% pull away from the berth shortly followed by the Shotley going on 25%. Steadily the tugs increase to 50%. As the pilot wanted to get the stern out first he gives a kick astern on the main engine and gets the Kent increase to full while the Shotley goes all easy and stops pulling. After a while the Kent stops pulling and the Shotley increases to full power to swing the bow out into the channel.
As the pilot comes ahead on the main engine a yacht or to what the locals call them 'clothed engined twot' comes in the channel. The pilot gives a long blast on the whistle to warn that they were in the channel and a lot bigger than them. Slowly the yacht makes their way out of the channel. The Shotley comes in to be released. Shotley peels off to Felixstowe side and heads back to the tug pontoon. The CSCL proceeded towards the 90deg Beach End turn out of the harbour still with the Kent fast aft just incase she is needed for a powered indirect sround the corner.
Once around the Beach corner the Kent is released and hangs around the Beach End waiting for the Express Rome which was at the South Shipwash inbound for the berth that the CSCL had just come from.
The Majestic Maersk departs Felixstowe with the help of Svitzer Kent and Svitzer Sky. The 399 metre ship had been around Europe before calling at Felixstowe to load up with the UK exports and fresh air (empties) for the Far East to be refilled and head back through the cycle again and again.
After her 2 days in Felixstowe she was almost fully loaded and ready to depart.
As the tide rose, the pilot boarded from the shore side. Once on the bridge he goes over the plan for departure with the captian and then radios Harwich VTS and orders the 2 tugs for departure. The Svitzer Kent and Svitzer Sky switches onto channel 12 and so does the pilot. The Kent takes the centre lead aft while the Sky takes the centre lead forward. As the lines were slackened both tugs were in position to pull the Majestic off the berth. A problem with a one of the spring winch delayed the departure for a few minutes. Electrician working to solve the issue manages to reset it and and the last of the lines were bought back onboard.
The pilot comes on radio and gets the Kent to pull straight off at 50% with the Sky following a few seconds later. Slowly edging away from the berth the pilot comes on the radio again and increases both tugs to full power. The pilot gives a kick ahead on the port engine to help with the departure. The Kent reduces power to help the Sky bring out the bow into the channel. As the pilot comes ahead on both engines he gets the kent to drop in astern and then gets Sky to pull full ahead to help pick up some knots. After a few minutes the Sky is released and repositions on the port quarter just incase the Majestic needs a little more help around the corner.
As the Majestic Maersk approaches the Fort Buoy the pilot gets the Kent to go out on the starboard side for a powered indirect around the 90deg Beach End turn out of the harbour. Kent increasing power the to help the stern turn. The pilot asks the Kent if the speed is ok, the Kent replies it was perfect also asked if she was turning ok, the pilot replies that she was turning nicely and was about to turn hard to port.
Safely around the Beach End the pilot releases the Sky and gets the Kent to close up to let go. The Majestic follows the main channel to the Sunk where the pilot disembarks onto a pilot launch and on to the next job of the Thalassa Pistis inbound for Felixstowe Berth 7. Majestic then heads south towards the Suez canal for Malaysia.
The Marie Maersk one of the largest container ships afloat sails to Felixstowe full of anything and everything from the Far East.
Before the Harwich Haven pilot @rascalmaster left the harbour he suggested he would require 3 possibly 4 tugs for berthing so the 4th tug was held until he was onboard and the plan was clear. As the winds began to pick up strength to 27 knots the pilot launch left the harbour outbound to the Sunk. The pilot boards the Marie Maersk and slowly makes their way inbound.
The pilot radios Harwich VTS to say they were inbound for Felixstowe Berth 9 portside to, with a maximum draft of 14.6 metres from Colombo. VTS replies that there was a ready berth and planned portside to Felixstowe Berth 9, there was 2 tugs available and the other 2 will come from the MSC Cordoba which was inside the harbour and swinging for her berth, traffic information the CMA CGA Rebelais outbound heading for the sunk and the Stena Britiannica given permission to depart from Parkeston Quay and the winds strengthening south westerly 24 to 27 knots. The pilot replies that he would like 3 tugs for berthing the first at 7&8 centre lead aft, the second at the Platters on the starboard quarter for a push indirect then make fast on the quarter and the third tug inside the harbor on a bow to bow. Plan A is for a port swing off the berth but will re-evaluate the situation when closer to harbour.
As they were heading inbound in the South Shipwash the wind increased to 30 knots so the pilot orders the fourth tug to push on the portside by the funnels then move around to make fast on the starboard shoulder.
The Svitzer Deben left the tug pontoon to be the first tug to head out shortley followed by the Svitzer Sky. The Deben all fast and the Sky positions on the starboard quarter. The pilot gives the heads up that in a few minutes he would require a powered indirect around the corner.
The Deben goes out on the port side at full line load while the Sky angles at a 45deg angle at full power to help the Marie steer around the 90deg Beach End turn into the harbour. The pilot enquired if the tugs were on full power as she was understeering around the corner. Once around the Beach End the Deben eases up to drop in on the centre line while the Sky comes away from the ships side to make fast on the quarter. Shotley positons on the portside ready to push while the Kent makes her approach to make fast centre lead forward on a bow to bow. Deben goes astern to slow the Marie down. A few minutes later the pilot comes astern on both engines ready for the port swing. Shotley begins to push 75% on the port quarter as the Deben and Sky move onto the starboard quarter at 75% to pull the stern around while the Kent pulls on the port shoulder at 75%.
Almost swung 180 degrees the Shotly comes away from the port quarter to make fast on the starboard shoulder. Sky comes in for a full push as the stern carries on swinging, Deben moves onto the portside to start bringing her towards the quay. The bow needed a little pull aswell so the Kent carries on pulling towards the berth. As she approaches the berth all 4 tugs get in check positions to bring her alongside carefully in the gusty 32 knot south westerly winds. The pilot varies the tugs power to straighten her for the soft landing. Once alongside the Sky and Shotley pushes up to hold her in position while the lines are made fast on Berth 9.
Final tie up 6 and 2 fore and aft with the springs first.
As the pilot said to the skipper onboard the Sky "It takes a conductor to run an orchestra."
ETD Saturday 5th August 10am but expected to change.
Ultra large Majestic Maersk makes an early morning call to the Port of Felixstowe.
The Majestic Maersk sails from Bremerhaven with a draft of 13.4 metres for Felixstowe. While in Felixstowe she will unload some cargo from Europe then completly load up with a combination of cargo and empties from the UK.
The pilot boards the Majestic Maersk at the Sunk which is arund 12 nautical miles off the East Anglian coast. Once the pilot has made his way up on to the bridge he radios Harwich VTS and says that they were inbound with a draft of 13.4 metres from Bremerhaven. VTS replies that there is a ready berth planned portside to Felixstowe Berth 8. The pilot then replies that they would like 2 tugs for berthing, the first at 7&8 for an indirect then a brake ready for the swing, second tug inside the harbour on a bow to bow The plan was to swing to starboard off the berth to go portside to Berth 8.
As the Majestic approaches the HA Buoy the Svitzer Deben heads out of the harbour to be the stern tug. The crew onboard Majestic makes fast the Deben. In the mean time the Svitzer Sky leaves the tug pontoon and makes her way to towards the Beach End. Approaching the Platters the pilot gives the orders for the Deben to go out on the portside at full line load for a powered indirect to help steer around the 90deg Beach End into the harbour.
Once around the corner the Sky makes her approach on a bow to bow to get the centre lead forward. As Sky makes fast, the Deben eases up from the indirect and drops in on the centre line before coming astern as a brake down the harbour. Speed dropping off the Deben moves out onto the port quarter while the Sky moves onto the starboard shoulder.
Swinging to starboard smoothly even with a strengthening wind the tugs carefully rotate the Majestic 180 degrees before the Deben moves from the portside to the starboard side and get in check position along with the Sky to hold The Majestic Maersk back from the wind for a gentle touch onto the fenders on the berth.
The Toledo Triumph sets sail on her maiden voyage and calls at the Port of Felixstowe. The 365.9 metre Toledo Triumph was built in the Imabari Shipbuildingshipyard in Hiroshima, Japan. The vessel runs on the French Asia Line 6 (FAL6) which calls at Rotterdam before a call at Felixstowe.
A Harwich Haven pilot boards the Toledo Triumph and begins to head inwards via the deep water channel to Felixstowe. The pilot orders 2 Svitzer tugs for berthing, the first by the Platters to make fast for a powered indirect and then a brake down the harbour, the second inside the harbour to make fast on a bow to bow. The plan was for the Kent to be a brake down the harbour then to a port swing off the Guard and back up to Berth 7.
Also heading inbound was the Lyubov for Ipswich which was only going around 5-6 knots due to a defect with the engine. The pilots on both ships came to an agreement that they would pass each other around 5&6 buoys as the Lyubov was going so show.
The pilot radioed the tugs and said the full speed ahead was only 10 knots so it would take a little while to approach the harbour.
Svitzer Kent was the first tug and was made fast starboard of centre aft ready for a powered indirect around the 90deg Beach End into the harhour.
As they approched the Beach End the pilot came on the radio and got the Kent to go out on the portside at full line load to help the stern around the corner. Once around the corner the Deben makes their approach to make fast on a bow to bow. As the Deben made their approach a canoeist with a death wish was in the channel which the pilot gave 2 short blasts then a long blast on the horn to warn of their arrival. The pilot said to the Deben he can abort if they felt it was unsafe for them to carry on. All fast forward the Deben strectches their line ready to work.
The pilot gets the Kent to go straight astern to take off the knots for the port swing. On a westerly heading the Kent moves onto the starboard quarter and begins to take the stern around. The pilot gets the Deben to move onto the port shoulder and takes her round.
Slowly entering the harbour the Lyubov smoking heavily makes her way up the harbour, the pilot onboard radios the Toledo to check if it was ok for them to slip past them. The Toledo swung the pilot said go for it as they were about to back up towards the berth.
Once they touched the fenders on the berth the crew began to make her fast alongside Felixstowe Berth 7. Tugs were released and the pilot disembarked down the gangway onto the quayside.
