The Madison Maersk departs Felixstowe after filling her holds full of cargo for the Far East to give her a maximum draft of 15.3 metres for Tanjung Pelepas, Malaysia via the Suez Canal. Space onboard East bound ships from Europe are at a premium with most of the ships heading back to Asia fully loaded.
After a slight delay with her departure cargo operations finished and cranes boomed up. Two Harwich Haven Pilots boarding the Madison Maersk, Jane Stone who was training to handle the largest container ships in the world under close eye of Senior pilot Ian Love. Weather conditions were perfect for training light airs and a fully loaded Triple E.
All ready to leave, the two Svitzer tugs Svitzer Deben and Svitzer Shotley made their way to assist the 194,849 tonne ship off the berth. They both took the centre leads, Deben aft and Shotley forward. Springs line were the last to come back onboard then the tugs began to bring the Madison off the berth. Expertly manueovered away from the berth and Express Athens berthed in Number 9 the Madison Maersk begins to come ahead on both engines as the Shotley eases up and comes dead ahed with a slack line to be released. Once released they peel off the Felixstowe side and reposition on the port quarter ready to push on the most aft tug marker. Svitzer Deben drops in astern but soon moves out onto the starboard side out of the wash from Madison's two huge propellers.
As they headed down the harbour the Deben was asked to go out on the starboard shoulder at full line load while the Shotley was aked to nose up at a 45deg angle and push full to help steer the Madison around the 90deg Beach End out of the harbour. Safely around the corner the tugs were released and the Madison headed for the Sunk where the pilots disembarks but before then they had to pass the 397 metre Eugen Maersk which was inbound for Felixstowe Berth 8.
The OOCL Kobe departs Felixstowe Berth 5 with the assistance of one Svitzer tug. The pilot edges the very light OOCL Kobe off berth and proceeds down the harbour out to the Sunk where the pilot disembarks for his next job. Unfortunately I missed which 3212 tug pulled her off the berth due to traffic to the viewpoint.
Emma Maersk has been upgraded to hold more capacity to prolong her life by 10 years. After doing her tour of Europe she finally make her way to the Port of Felixstowe. There was a bit of a backlog for the deep water berths due to Storm Aileen so the Emma Maersk anchors at the deep water anchorage until a berth became available.
The CSCL Globe finished cargo operations on berth 8 and the 2 tugs pulled her clear and out of the harbour.
The senior Harwich Haven pilot Mr Love boards the Emma Maersk at the Sunk Pilot Station and begins to head inwards via the deep water channel. As they approach the Walker Buoy the pilot requests two Svitzer tugs for berthing. Usual procedure, the first tug at 7&8 make fast starboard of centre aft and the second outside the harbour to push on the quarter then make fast starboard shoulder.
As Emma Maersk made her way through the south Shipwash Svitzer Deben leaves the berth where she went alongside after assisting the CSCL Globe a little earlier in the day. Shortly after the Svitzer Kent leaves the tug pontoon to be the quarter tug.
The pilot changes radio channel to channel 12 with the tugs and went through the plan for berthing. Plan A was for the Kent to push around the 90deg Beach End then use the Deben as a brake before doing a port swing off the berth to go portside to Felixstowe Berth 8.
Approaching the Platters the Kent pushes up to help Emma Maersk turn into the harbour. After coming onto a Northerly heading the Kent eases away from the ships side and paddle towards the bow where they are made fast. Deben is asked to go straight astern 50% to reduce her speed ready for a port swing.
Just as they pass the MSC Sveva on berth 9 the pilot gets the Kent to square up and build up to a push while the Deben moves out onto the starboard quarter and builds up their power to pull the stern around. Almost swung around the Kent comes away from the ships side into a check position while the pilot comes astern on the main engine as they edge closer to the berth.
CSCL Globe departs Felixstowe with the assistance of two Svitzer tugs. The Harwich Haven pilot Mr Johnson boards the Globe from the shore and heads up to the bridge to go through the plan of departure with the crew. The plan was to back her out into the tide and wind then swing the bow before letting go of the Kent and then come ahead keeping the Deben aster just in case a bit of help was required around the 90deg Beach End.
CSCL Globe had arrived earlier in the week, early hours of Thursday morning from Singapore with a maximum draft of 15.7 metre bow to stern. While in Felixstowe a number of holds were completly emptied leaving her with a draft of 14.2 metres at the stern and only just 8.7 metres at the bow.
The Damen ASD 3212 tugs Svitzer Deben and Svitzer Kent leaves the tug pontoon to assist Globe off the berth and out of the harbour. Svitzer Deben is made fast centre lead aft and Svitzer Kent made fast starboard quarter.
As the lines fore and aft were released the brisk North Westerly wind was pushing the CSCL Globe ahead so the pilot got the Deben to move right of stern at 50% to stop her drifting ahead in to MSC Sveva Berthed ahead in number 9 berth. Kent builds up her power to edge Globe off the berth. Once the headway was stopped, Deben repositions astern of the beam to pull her way from the berth while keeping headyway to a minimum.
The stern being pulled in to the channel, Kent eases up as the bow thrusters swing the bow into the channel. The pilot comes ahead on the main engine and then the pilot releases the Kent. Svitzer Deben is held for ther Beach End. As Globe begins the turn to port out of the harbour, the pilot says to the Deben that she is turning nicely but get ready just incase she needs a little extra help turning the corner.
MSC Maria Saveria is one of the first ships to take the three island design to hold more capacity but keeping increased visibility. MSC Maria Saveria was built in 2011 and was one of the largest container ships afloat but over the next 2 years she dropped down the world's largest list.
After a busy morning of arrivals and departures the pilot headed out to the Sunk Pilot Station where he embarks the Maria Saveria bound for Felixstowe 6. Once onboard he requests two Svitzer tugs for berthing, first outside the harbour to make fast starboard of centre aft and the second inside the harbour bow to bow.
With a draft of 13.6 metres she would be battling the still gusting winds. Svitzer Shotley leaves the harbour to be the first tug, Svitzer Deben finishes taking fresh water on Ro-Ro 3 they begin to head towards the Beach End to make fast centre lead forward for a port swing then back-up to Berth 6, portside to.
USA flag Maersk Sentosa arrives for Felixstowe Berth 7. The Sentosa sails as part of the 2M alliance with MSC, Hyundai and Hamburg Süd on the East Coast America Northern Europe route.
The Harwich Haven pilot boards about 12 miles out in the North Sea at the Sunk Pilot Station. Heading inbound via the deep water channel the pilot requests 2 tugs for berthing, first one outside the harbour to make fast centre lead aft and the second at the Beach End bow to bow. It will be a port swing in the middle of harbour.
As they head into the harbour MSC Ditte was preparing to depart berth 9. The pilot onboard MSC Ditte was waiting for the Sentosa to pass before coming off the berth.
New build Cosco Shipping Himalayas displaying the new Cosco/China Shipping colours arrives to the Port of Felixstowe on her maiden voyage to Europe. She sais as part of the Ocean 3 Alliance on the French Asia Line 7 (FAL7) which calls at Piraeus - Greece, Antwerp, Hamburg, Rotterdam, Felixstowe, Southampton and back to Piraeus in Europe before heading back to Malaysia via the Suez Canal on to other Far Eastern Countries to start her voyage over again.
Only a few months old the Cosco Shipping Himalayas was due in Felixstowe late Sunday night but as the winds were strong, gusting force 7 to 8 Felixstowe had shut down as the wind was above the save working limit. Shortly before 2000 Sunday night the Himalayas turned around and began to paddle around in the North Sea waiting for any news of a possilbe pilot boarding time.
As daylight beaconed the wind droped and the first of the delayed ships beaded in. The MSC Ditte still had 4 tugs to help her swing for Felixstowe Berth 9. Finally some good news for the Cosco Shipping Himalayas a pilot boarding time of 10:30 was confirmed so they began to head toward the Sunk Pilot Station and wait for the pilot launch to come alongside.
The pilot boards and they slowly makes their way inbound. The pilot radios Harwich VTS to confirm their draft and last port which was 13.2 metres from Rotterdam. VTS replies that there was a ready berth planned portside to Felixstowe number 6, wind speed and direction in the harbour, suprisingly the wind had droped a bit but still gusting 24 knots. The pilot orders 3 tugs for berth, first to meet 7&8 centre lead aft, second at the corner starboard quarter, and third also inside the harbour bow to bow for cetre lead forward. It will be a port swing in the middle of the harbour then edge onto the berth.
Svitzer Kent finished with the MSC Ditte heads back to the tug pontoon to drop off their passangers before heading out of the harbour to be the aft tug. Svitzer Deben does the same as the Kent but hangs close to the Beach End into the harbour. Svitzer Sky heads towards the corner to wait for the ship to come in the harbour.
As the Cosco comes into the harbour,Deben makes their approach to make fast starboard quarter while the Sky makes their approach to make fast centre lead forward. Tugs all fast, the pilot gets the Kent to go straight astern to help reduce the ships speed ready for the port swing. The Sky moves out on to the port shoulder and begins to build up to 75%. The Kent moves out onto the starboard quarter and builds up to a 75% pull to swing the ship around. Deben wasnt required at this stage but could put a little weight on their line to maintain position.
Almost swung around the Sky moves onto the starboard shoulder into check position. Steadily edging towards the berth, the tugs working their magic stopping the 150,000 tonne Cosco Shipping Himalayas against the gusty wind. The mooring gang makes her fast alongside Felixstowe Berth 6.
EDT Thursday 14th September AM Expected to change as an amber wether warning for tonight has been issued by the Met Office.
As Felixstowe had shut down cargo operations for a while last night due to high winds, 2 ships, the 400 metre MSC Ditte and the 366 metre Cosco Shipping Himalayas were waiting in the North Sea for a pilot to board so they could berth at Felixstowe. But as the winds picked up and the sea became rough it was deemed unsafe to board a pilot on to these ships. Even the Sunk pilot station was closed for a while.
As the sun rose over Felixstowe, the winds began to died down, enough for the Harwich Haven pilot to board the MSC Ditte A boarding time of 08:30 was confirmed and shortly before 8am the pilot launch headed out on the rather bumpy North Sea to the Sunk pilot station. Before the pilot headed out, he indicated that he would definitely require 3 tugs but would assess the winds when he got onboard if the 4th tug was needed. With winds still gusting around the 30 knots mark, the pilot and tugs had an interesting bit of work to do to bring the MSC Ditte safely alongside.
MSC Ditte heading inbound with the pilot @rascalmaster onboard, radios Harwich VTS to confirm they have a maximum draft of 13.2 metres from her last port of Tangier-Med. VTS replies that there is a ready berth planned portside to Felixstowe Berth 9, traffic information Stena Britiannica had given their 30 minute call before departure and finally the most important , wind speed and direction which was 250 degrees 25 gusting 29 knots. The pilot replies in that case he requires 4 tugs for berthing. The first one of the big ones centre lead aft to meet at 7&8, second outside the harbour push on starboard quarter then make fast as they swing, third tug the other big one at the corner on a bow to bow for centre lead forward and the 4th inside the harbour make fast starboard shoulder. Duty tug copied some of the conversation but to be sure he asked VTS to go over it again to make sure he got all the information for the other tugs.
As the MSC Ditte passed through the South Shipwash, Svitzer Kent leaves the tug pontoon heads out on the green side of the choppy harbour to be the first tug, shortly followed by the Svitzer Sky. As Kent was made fast aft, the 2 other tugs left the tug pontoon battling the wind and sea. Svitzer Sky makes their approach on to the starboard quarter ready for the push around the Beach End. MSC Ditte closing in to the harbour, the pilot gives the Kent the heads up that in a few minutes he will require them to the go out on portside at full line load and the Sky to push full at a 45deg angle to help steer her around the 90deg Beach End into the harbour. Kent moves out for an indirect and Sky begins to push up full. With a good rate of turn around the corner, the Kent radios to say they were catching up the Ditte and may have to reduce their power.
Safely around the corner Kent drops in astern and goes straight astern 50% to begin to knock off some of the headway. Svitzer Deben makes fast centre lead forward and begins to stretch their line ready for work. Kent increases to 75% as the wind pushes them up the harbour. Shotley makes their approach to make fast on the starboard shoulder. The ship taking a while to slow up, the pilot gets Kent to increase again up to full power as the ship's engine comes astern. Big ships tend to get a swinging motion when the engine goes astern so to counteract that Kent is asked to favour the port quarter and Deben to favour the starboard shoulder.
Headway down to a crawl of a knot or two the pilot gets the Kent to go out on the port quarter at a 90deg angle and slowly begins to pull the stern around and so the does the Deben moves out onto the starboard shoulder at 90deg building up to 75%. The Sky begins to push up at a 90 degree angle and builds up to a 75% push while Shotley makes fast on the starboard shoulder and when ready to go out at a 90 degrees and pull full. Kent increases to full but says they might have to reduce and shorten as the South Shelf Buoy was closing in on them. Swinging to starboard almost on the spot, the pilot gives a kick ahead to keep the ship moving soon kicking astern as they become parallel with the berth.
The pilot gets all 4 tugs to get into check positions to hold her back from the wind and ease her onto the berth. Metre by metre the Ditte closes in on the berth, blocking out the view of the current world's largest container ship the OOCL Hong Kong.
Mooring gang waiting for the heaving lines for the springs to come ashore off the MSC Ditte, they prepare to make her fast alongside Felixstowe Berth 9 with a final tie up of 6 and 2 each end with spring lines first.
ETD Thursday 14th September at 4am but expected to change as there is a Met Office weather warning out for strong winds gusting up to 60mph Tuesday evening into Wednesday.
The East Anglian Air Ambulance flies in to Elmsett model show. The helicopter is equipped with advanced life saving equipment to any incident in Norfolk Suffolk Essex or Cambridgeshire within the crucial golden hour after the incident occurred.
The East Anglian air ambulance charity has 2 helicopters and based at Norwich airport and Cambridge airport. H145 helicopters: G-RESU, code name Anglia One and located at Norwich Airport and G-HEMC, code name Anglia Two and located at Cambridge Airport.
The average cruising speed of the H145 is 137kts (158mph), which allows the critical care team to get anywhere in the 5,326 square miles within 25 minutes.
The helicopters rely on donations from the public to help give vital care to the most seriously ill people.
They were due to stay at the show for a couple of hours but duty calls, they had to lift off to attend an emergency.
Please watch this video.
The crew a few years back the critical care team saved my life so as a appreciation for their work I will be sending the views money to help save someones life. It may even be yours.
The Maersk Esmeraldas arrives to Felixstowe from Antwerp with a maximum draft of 12.4 metres. The weather was not the best as squally showers were predicted throughout the day.
A Harwich Haven pilot boards the Esmeraldas at the Sunk Pilot Station around 12 miles out in the North Sea. Once onboard the pilot requests 3 tugs for berthing, the first tug outside the harbour and make fast centre lead aft, second tug inside the harbour bow to bow and the third also inside the harbour and make fast on the starboard quarter. It would be a port swing in the middle of the harbour then back-up to Berth 7.
As she was in the main channel inwards a squall was passing through the harbour. The Svitzer Deben headed out of the harbour to meet the Maersk Esmeraldas and made fast centre lead aft. Shortly after the Svitzer Sky and Svitzer Kent heads towards the Beach End turn and waits for the ship to come around the corner. Kent makes fast and the Sky shortly after. Heading up the harbour the pilot gets the Deben to go straight astern 50% then increasing to 75% passing 8&9 berths.
Speed reducing the pilot begins to steer the ship onto a Westerly heading and gets the Kent to move out onto the port shoulder and build up to 75%, the Deben moves out on the starboard quarter and builds up to 75%. The Sky hangs around as they weren't required until they were backing up to the berth.
Once swung the pilot comes astern on the main engine and gets the Deben to reposition dead astern and lean back 50% to help her back up towards Berth 7. Fore and aft tugs were asked to get in check positions as the backed up. Sky comes alongside the Esmeraldas and pushes up towards the berth at 50% soon after reducing to 25 then minimum.
Final tie up 4 and 2 each end with spring lines first.
The first ship to be built in the record breaking Maersk Triple E Class, Maersk Mc-Kinney Moller, sets sail from Felixstowe fully loaded with a maximum draft of 14.3 metres for Tanjung Pelepas in Malaysia via the Suez Canal. While in Felixstowe she had been loading up with exports from the UK but mostly with fresh air (empties) and recycled plastic.
The Harwich Haven Pilot headed over to Felixstowe on a pilot launch from Harwich to board the Maersk Mc-Kinney Moller. Cargo operations were still continuing for some time but the pilot believed that they would load another 10 boxes and whatever was not loaded would be left behind as she was tide restricted due to her draft.
Finally finished cargo the two tugs were making their way over to pull the Triple E off the berth. The dockside crew wanted to roll 2 cranes off the stern to the MSC Mirjam on Berth 8 but the berthing master said it would take too long to boom up and roll across so they were told to boom up and make their way down to for safety as the Mc-Kinney Moller departs. As they preparing to depart the Svitzer Deben had finished a repair onboard and needed to test it out. The quay wall as a bit hard so they asked if they could test it by pushing up on a tug marker around midships while they singled up and then get out of the way when they departed. The pilot said it would be ok.
To make it easier for the tugs fast, the offshore lines were released. Svitzer Kent was made fast centre lead aft while Svitzer Sky was made fast centre lead forward. The rest of the lines were slackened and released as the tugs got in position. Last of the spring lines released, the pilot begins by getting the Kent to pull 25% then increasing to 50. Sky begins to pull 25% shortly increasing up to 50% then decreasing back to 25 as the bow was coming out quicker than planned. The Kent aft increases to 75% then full power to get the stern into the tide.
After a little while the pilot gets the Sky to build up power to start swinging the bow outwards, a steady pull building up to full power. Kent decreases and drops in astern as the bow swings into the channel, to get ready twith the usual proceedure for the corner . Positioned in the channel, head out, the pilot gets the Sky to go dead ahead to slacken down to be released. The line drops into the water and Sky peels off onto the Felixstowe side retreiving their lead as they go. Sky is asked to position on the portside most aft pushing point ready for a push indirect.
Passing the Fort Buoy the pilot gets the Kent to go out on the starboard quarter at full power indirect. The Sky just about lands on the tug marker and positions at a 45deg for a push as they round the 90deg Beach End out of the harbour.
Safely aroud the corner and heading outbound for the Sunk, Sky eases up and breaks away from the ships side while the Kent come up to the transom to retreive their line and heads back in the harbour.
MSC Elodie arrives from Valencia filled with anything and everything. This is the first time she has visited the Port of Felixstowe. Sadly there was no excitement from the tugs she was just another ship coming to Felixstowe.
Harwich Haven pilot boards the MSC Elodie at the Sunk Pilot Station about 12 miles out in the North Sea and radios Harwich VTS to say they were inbound with no defects and believed they were planned portside to Felixstowe Berth 5. VTS replies that is correct and gave the latest wind speed & direction followed by traffic information. The pilot replies that he copied that and would like one Svitzer tug for berthing outside the harbour. Duty tug copied the conversation.
Approaching the harbour Svitzer Sky leaves the tug pontoon and headed towards the corner to make fast centre lead aft as they come around the 90deg Beach End into the harbour. On a northerly heading the pilot gets the Sky to pull back 20% to reduce some of the headway before making a port swing in the middle of the harbour.
MSC Kleven deparst Felixstowe Beth 5 with assistance of Svitzer Kent. The MSC Kleven was a previously a Maersk ship, the Maersk Kleven, but had a name change when MSC joined up with maersk to create the 2M alliance. The ship sails as part of Maersk Trans-Atlantic Service 3 which calls at Veracruz-Mexico, Altamira-Mexico, New Orleans, Mobile-USA, Freeport-Bahamas, Savannah, Charleston then cross the Atlantic Ocean to Antwerp, Felixstowe, Rotterdam, Bremerhaven and then Le Havre before crossing the Atlantic Ocean again.
The 319 metre MSC Kleven finishes cargo operation late which pushed the departure time to just before midday. Svitzer Kent radios Harwich VTS for updates during the morning but finally the pilot radios Harwich to say there is only 2 gear bins to load and they were finished so he requires the services. The Svitzer Kent paddles up to the Kleven and makes fast centre lead aft while the mooring gang are getting ready to release the lines holding her alongside the berth.
Once fast the Kent moves away from the ship into a pull position with a slack line waiting for orders. The mooring gang begin to remove the lines slackened from the bollards. Springs let go the pilot gets the Kent to pull off the berth at 50%. Shortly after the Kent reduces to 25% to let the bow catch up with stern. The pilot uses the bow thruster swing the bow out into the channel.
As the pilot comes ahead on the main engine the Kent drops in astern. The pilot says to the Kent that he is going to pick up some speed to around 4 knots and then let go of the Kent to proceed out to the Sunk Pilot station where the pilot disembarks onto a pilot launch to his next job which was the Arklow Flair for Ipswich, Leaving the captain to steer his ship to her next port of Rotterdam.
Mega ship MSC Mirja arrives to the port of Felixstowe with a maximum draft of 12.5 metres from her last port of Port Said in Egypt.
The Harwich Haven pilot heads about 12 miles out in the North Sea to board the Mirja at the Sunk pilot station around 10:30UTC. Once onboard he radios Harwich VTS to confirm they were inbound with a draft of 12.5 metres from her last port of Port Said, Egypt and he would like 2 tugs for berthing. The first one centre lead aft made fast before the Platters and the second at the corner on a bow to bow. It will also be a port swing just north of the berth.
Svitzer Kent leaves the tug pontoon and heads out of the to be the first tug to meet the mega ship to make fast aft. A short while later the Svitzer Sky heads out to be the forward tug.
Approaching the harbour the pilot radios the Kent and says that he will be on channel 12 when they are a bit closer to harbour to go through the plan again. Both tugs and pilot change to channel 12 on the radio and goes through the plan again which was that Kent would be used as a brake then pass the Cape Kortia on Berth 9 before starting the port swing a bit north of the berth.
Kent made fast centre lead aft, they stretch their line ready for work as the Sky makes their approach to make fast forward. Rounding the 90deg Beach End turn Sky was made fast as they come onto a Northerly heading. The pilot requires the Kent to pull straight back at 50% to help reduce Mirja's speed as they head up the harbour. The pilot the comes astern on the main engine to bring her to a very slow crawl to begin the swing. Sky is requested to go on the port shoulder and keep an eye out on the Grisle Buoy if they get close to it. Kent moves out on the starboard quarter and begins to increase to full power to swing the stern around.
As they swing the pilot reduces the Kent to 50% to reduce the rate of the swing. Sky increases upto to 50% to help swing the bow. The pilot comes ahead on the main engine to keep the swing moving. Once swung the pilot comes astern to level up with the berth. Sky moves around on the starboard side. Both tugs get in check position to hold her against the wind for a soft landing alongside.
Final tie up 4, 2 and 2 each end with springs first.
CSCL Atlantic Ocean sails to Felixstowe on a lovely sunny Bank Holiday Monday. 10 days previous she had arrived full of anything and everything from the Far East for the U.K, Netherlands, Poland and Germany before sailing back to Felixstowe to load up with exports from the UK to the Far Eastern countries.
CSCL Atlantic Ocean had a maximum draft of 11.7 metres from her last port of Wilhelmshaven.
A Harwich Haven pilot boards out at the Sunk Pilot Station around 12 miles out in the North Sea. Once onboard he makes his way up to the bridge where he radios Harwich VTS to say they were inbound for Felixstowe Berth 8 and believed they were portside to. VTS replies that is correct planned potside to Felixstowe berth 8, wind speeds and direction, height of tide and traffic information. The pilot replies that he would require 2 tugs for berthing, the first at 7&8 centre lead aft and the second inside the harbour to push on the starboard quarter for a starboard swing off the berth.
As she was ultra large, for safety reasons ships of her size are required to have atleast two 60 tonne bollard pull tugs no matter the conditions to assist them in port or outbound.
Svitzer Stanford was the aft tug for this arrival and made fast centre lead aft. Shortly after the Svitzer Sky headed towards the Beach End corner.
The CSCL Atlantic Ocean was very light coming in and with calm weather conditions the pilot knew he could steer her around the 90deg Beach End turn into the harbour.
Rounding the Beach End and coming on to a Northerly heading the Svitzer Sky makes their approach to lay alongside on the starboard quarter ready to push around. Stanford goes straight astern to slow Atlantic Ocean down. The pilot comes astern on the main engine to also help slowing her to a crawl.
Svitzer Sky repositions bow on the ships side and increases power to begin swinging the mighty CSCL Atlantic Ocean around. Svitzer Stanford goes out on the port quarter to pull the stern but as the South Shelf Buoy was very close the Stanford waited for the gap to widen before going on full power.
Swung halfway the Sky comes away from the ships side to reposition midships and pushes up towards the berth. Stanford comes around from the portside to the starboard side and gets in a check position as they approached the berth.
