Maersk Mc Kinney Møller swings for Felixstowe Berth 9 with two Svitzer tugs. 29th November 2017

The 18270TEU Maersk Mc-Kinney Møller arrives to the Port of Felixstowe during a very busy morning.
The vessel, first to be built of a family of 20 was named after the late Maersk Mc-Kinney Møller, the son of A.P. Møller group's founder, who sadly passes away at the age of 98 in 2012.

Firstly around 6:30am, the 19437TEU MSC Ditte was being pulled from Berth 9 but she had to swing before she could leave the harbour. The two ferries, Gardenia Seaways and Severine were the next to leave, followed by the 19100TEU CSCL Indian Ocean which was berthed on number 8 and finally the Stena Britiannica departed. As the Indian Ocean was 400 metres they had to have a clear run out to 5&6 Buoys as the channel begins to widen around there.

Mc-Kinney Møller heads inbound and request two tugs to swing off the berth to go portside to Felixstowe Berth 9. The pilot wanted the first tug to meet at 7&8 Buoys and make fast centre lead aft, the second tug outside the harbour on the starboard quarter then move around to the port quarter for a push around and then move back onto the starboard side to push up to the berth.

The Svitzer Kent finished with the CSCL Indian Ocean waits for the Mc-Kinney Møller to get closer before making their approach to make fast aft. The Svitzer Shotley heads out of the harbour to be the second tugs and positions on the starboard quarter. Passing the Platters the pilot gets the Kent to go out on the portside for a powered indirect around the 90 degree Beach End turn into the harbour. Shotley sits alongside just incase the Maersk Mc-Kinney Møller needed a little more help turning into the harbour.

Turning nicely, the pilot gets the Shotley to come away from the ships side and move to the portside ready to push up for the swing.Kent eases up and drops back in astern as they go up the harbour on a northerly heading. The ships engines go astern to slow her up more before Shotly squares up and pushes up full to start the swing. Kent moves out to the starboard quarter and builds up to a full pull while the bow swings with the use of bow thrusters. Almost swung the Shotley comes away from the portside and heads around the stern to the starboard side around midships to push her alongside Felixstowe Berth 9.

Final tie up 6 and 2 each end.

Ultra large CSCL Indian Ocean arrives to the Port of Felixstowe 27th November 2017

The ultra large CSCL Indian Ocean arrives to the Port of Felixstowe with a maximum draught of 12.8 metres from her last port of Wilhelmshaven in Germany.

Overnight, winds picked up to a fresh 30 knots for a time before easing off as the sun rose behind the clouds.

The CSCL Indian Ocean approaches the Sunk where a Harwich Haven Pilot launch goes alongside to board a pilot for the inward passage.  As the Indian Ocean was a 400 metre vessel and there was a brisk NWN wind the pilot requested three Svitzer tugs to help berth her port side to Felixstowe Berth 8. The first tug preferably a one of the larger 3212 tugs to make fast centre lead aft before 7&8 Buoys, second tug to meet outside the harbour and position on the starboard quarter then once inside the harbour to make fast on the quarter and finally the third tug to make fast inside the harbour on a bow to bow.

Svitzer Deben leaves the tug pontoon shortly followed by the Shotley to head out the harbour to be the first tugs. A little while later the Svitzer Kent leaves the tug pontoon and waits between the Fort Buoy and the Beach End for the CSCL to come onto Northerly heading. As the ship approach the harbour there is a 90 degree turn into the harbour called the Beach End. Most 400 metre vessels that arrive or depart Felixstowe have a little helping hand turning in or out of the harbour by the aft tug assisting with powered indirect and sometimes a tug on the quarter pushing on the most aft tug marker.


The Deben and Shotley in position ready to assist around the Beach End, Deben moves out onto the port side for at full line load to help her turn the corner. Almost around the corner Deben eases up and Shotley comes away from the ships side to make fast. Speed dropping off Kent makes their approach under the bow to retreive the weighted heaving line. Gear going up from the Kent, Deben is used as a brake as they head up the harbour.

Passing the MSC Ditte which was berthed starboard side to Felixstowe 9, the tugs get ready to swing the CSCL Indian Ocean around to port.  Almost swung the Kent moves from the port side to the starboard side to hold the ship against the wind for a soft landing alongside the berth.

Stolt Razorbill passes through Harwich Haven and swings for Parkeston 6. 24th November 2017

The Stolt Razorbill boards a pilot at the Cork Pilot Station and proceeds inwards through the Harwich Haven into the harbour passing Felixstowe and then turning to port at the Shotley Spit to head up the River Stour.

Passing Parkeston Quay, the pilot readies the ship for a port swing off the tanker berth to go starboard side to Parkeston 6.

Dali arrives from Tangier Med, port Swing for Trinity 6 with Svitzer Sky 24th November 2017

The 300 metre Dali arrives from her last port of Tangier-Med. The 9962teu Dali sails as part of the ME1 Europe - Middle East route which calls at United Arab Emirates, India, Saudi Arabia, Jordan and Morocco before calling at Northern Europe ports.

With a maximum draught of 12.6 metres from Tangier-Med in Morocco the crew slow down to about 6-7 knots to board a pilot at the Sunk Pilot Station which is around 12 miles out in the North Sea.

Once a pilot is onboard they begin to pick up speed and follow the deep water channel into the harbour.  Only one tug was ordered to help swing her around in the harbour to go portside to Felixstowe Berth 6.

Svitzer Sky finishes off with the MSC Fillippa which had just about made fast alongside the berth on Trinity 7 and begins to charge down the harbour towards the 90 degree Beach End turn to make fast centre lead aft on the Dali.

Entering the harbour the Dali requires a little helping hand to slow down so the Sky acts as a brake before moving out onto the starboard quarter and builds up power to swing her stern to starboard. 

Once swung the Dali comes astern on the main engine to back her up towards her berth.  Sky comes into a push position to push her close to the berth then hold her alongside while the springs were made fast on the bollards.

Haven Hobby approaching Shotley Marina 24th November 2017

Harwich Haven Authority's patrol vessel Haven Hobby approaches Shotley Marina.

The Haven Hobby is a vital part of the harbour safety. During the summer season the Hobby is used for yacht patrol to keep small crafts out of the main channel while some of the world's largest container ships swing in the harbour.

MSC Fillippa swings for Felixstowe Berth 7 with two Svitzer tugs. 24th November 2017

MSC Fillippa wich sails on the  Himalaya Express route which calls at Sri Lanka, India, Saudi Araba before entering the Mediterranean to European ports. The 366 metre MSC Fillippa sails from Barcelona laden with cargo and a draught of 14.1 metres before making her way West towards Northern Europe.

As there wasn't a berth available due to high winds Wednesday into Thursday, the Fillippa had to wait at the Deep water anchorage for the MSC Vega to vacate the berth deep water berth before she could head inbound.

Felixstowe Berth 7 vacated,  a Harwich pilot boards the MSC Fillippa at the Sunk pilot station for the inward passage to the harbour.

 Making her final approaches to the Port of Felixstowe, Svitzer Sky leaves the tug pontoon to be the first tug and makes fast centre lead aft. Svitzer Deben leaves the pontoon to paddle towards the 90 degree Beach end at the enterance to harbour. As they come onto a northery heading the Deben  makes fast centre lead forward.

Approaching the middle of the harbour, the engines go astern and the tugs move out to swing the Fillippa to port. Swung around and Sky pulling her backwards toward the top of Trinity Quay. Deben comes in to let go so they could push up on the starboard quarter to safely land the MSC Fillippa alongside Felixstowe Berth 7

318 metre Maersk Sentosa swings to port with three Svitzer tugs in a brisk SW 28 knot wind. 22nd November 2017

The 318 metre Maersk Sentosa makes an appearance at a wind swept Felixstowe during her Eastern leg of her Noth Europe-East Coast America TA2 service.

The Harwich Haven Pilot boards the Maersk Sentosa at the Sunk which is around 12 nautical miles off the East Anglian Coast. With a brisk 28 knot South-Westerly wind the Maersk Sentosa would be up against the wind so three Svitzer tugs were ordered to safely to go portside to Felixstowe Berth 6.

Svitzer Kent which had finished her last job with the OOCL United Kingdom was waiting close to 7&8 Buoys for the Sentosa to pass so they could be the aft tug and made fast centre lead aft. Svitzer Shotley paddled out of the harbour to be the quarter tug and makes fast on the starboard quarter. Svitzer Deben slowly made their way towards the Fort Buoy as the Sentosa rounds the Beach End  before making their approach for the centre lead forward.

Slowing down as they head up the harbour the tugs move out into pull positions ready for the port swing just off the Shotley Spit. As they swing the ro-ro ferry Britiannia Seaway entres the harbour for the Ro-Ro berth. Safely swung the Maersk Sentosa backs up towards the berth with the tugs holding her back from the wind for a soft landing alongside.

Strong SW winds batter Felixstowe as the OOCL United Kingdom departs with 3 tugs. 22nd November 2017

As another Atlantic storm begins to batter Britain, the World's Largest Container Ship OOCL United Kingdom prepares to departs Felixstowe Berth 9.

The Met Office had issued a yellow weather warning for a 24 hours period for high winds which covered much of England and Wales. With the sun glittering on the choppy water, you could feel a noticeable presence of a storm brewing in the harbour. The South Westerly wind had been steadily increasing over the morning to a brisk 25-28 knots with stronger winds expected. 

The Harwich Haven pilot had ordered three tugs for departure with a fourth on standby just incase the British weather throws an unexpected punch. The 3 tugs leave the pontoon and head to Berth 9 where they find out where to make fast. 3212 tug Svitzer Kent slips between the bow of the Magleby Maersk and the stern of the OOCL United Kingdom to make fast centre lead aft. 2411 tug Svitzer Sky makes fast starboard quarter and the 3212 tug Svitzer Deben goes under the bow to pick up the heaving line for the centre lead forward.

The first of the 10 lines each end were slackened and winched back onboard leaving springs still tensioned on the bollards. The last of the lines were slackened and bought back onboard. Steadily the tugs increase their power to pull the OOCL United Kingdom away from the berth into the channel.

Once inside the channel Sky and Deben were released as the United Kingdom comes ahead on the main engine. Deben peels off onto the Harwich side and positions off the port quarter. Approaching the 90 degree Beach End turn out of the harbour, Svitzer Kent goes out for a powered indirect to help the OOCL around the corner.

CSCL Indian Ocean eases off Felixstowe Berth 9 then Swings to port with 3 tugs. 17th November 2017

400 metre CSCL Indian Ocean starboard side to Felixstowe Berth 9 prepares to sail for her next port of Rotterdam.

The Harwich Haven pilot boards from the shore side up the gangway. The last of the lashing gang disembarks and the gangway is lifted and secured.

Once onboard the pilot requests the three tugs and the mooring gang. As the last crane booms up the tugs are made fast. Svitzer Shotley makes fast on the port shoulder, Svitzer Deben makes fast on the port quarter and Svitzer Kent makes fast centre lead aft.

The pilot radios the aft tugs to say they were going to tick over the engine ahead and astern again before they single up.

Engines tested the crew begin to single up and the mooring gang releases them from the bollards one by one. The last lines to go was the springs fore and aft.

The pilot begins with the Shotley on the port bow to pull off at 50% with the Kent and Deben aft increasing to a 50% then Kent increasing further to 75% releasing black smoke.

The Shotley increases to full power as the Deben goes all easy. Steadily edging away from the berth the pilot comes ahead on the engine up the harbour towards the Guard/Shotley Spit. In the meantime the Deben shortens their line to let go. They reposition on the most aft tug marker and waits for further instructions. 

The pilot gets the tugs in position for the port swing. Kent moves out on to the starboard quarter and builds to full power. Deben increases to full power and the Shotley increases to full power on the port shoulder.

Almost swung the Deben comes away from the ships side and heads back to the tug pontoon. Shotley comes ahead to let go, while the Kent drops in astern.  Coming ahead on the main engines a small craft and yacht decided to cross the channel. The pilot was not happy about this so he blew the whistle at them. They soon vacated the channel after that. Approaching the Beach End turn out of the harbour the pilot gets the Kent to move out onto the starboard quarter for a powered indirect and give what they could as the CSCL Indian Ocean was going 7 knots, steadily increasing.

Fred Olsen's Black Watch departs and swings from Harwich International 13th November 2017

Fred Olsen's 205 metre Black Watch departs Harwich International Port with the assistance Svitzer Shotley.

The Black Watch had been on a 3 night France and Belgium break to and from Harwich. The ship made their way from Boulonge in France to the Sunk where a pilot boarded to bring her portside to Parkeston Quay.  All of the Passengers disembarked the ship after their mini cruise. With just crew and pilot onboard they prepare to depart for their next port of Tilbury. 

Svitzer Shotley with Captian Good at the helm, leaves the tug pontoon at Felixstowe and paddles up the River Stour to the stern of the Black Watch.  The Shotley radios the Black Watch to go onto channel 13 to go through the plan of departure.  The pilot wanted the Shotley to make fast on the starboard quarter then a gentle pull away from the berth and then let go as they swing.

The last of the lines released, the pilot comes astern on the main engine while the Shotley pulls at between minimum weight and 10%. Steadily edging away from the berth the pilot comes ahead on the main engine then gets the Shotley to close up as they begin the starboard swing. Shotley breaks away and begins their way back to the tug pontoon.

The pilot continues the swing to starboard before coming ahead down the Stour passing the light ships moored off Shotley. The Black Watch swings to starboard to follow the channel out of the harbour past the second largest container ship Moscow Maersk which is twice as long as the Black Watch.

Moscow Maersk swings for Felixstowe Berth 8 with 3 tugs in a brisk NW wind 12th November 2017

The Moscow Maersk is the 3rd to be built in the Second Generation Triple E Class which has a capacity of 20568teu. The first port on the European leg of her journey was Algeciras where she discharged a lot of cargo bringing her draught to 13 metres.

Steadily she made her way to the Sunk Pilot Station were a Harwich Haven Pilot Launch went alongside to board the pilot. Once onboard he radios Harwich VTS to say they were inbound for Felixstowe Berth 8. VTS replies there was a ready berth planned portside to Felixstowe Berth 8. Wind on the Landguard was a fresh North-Westerly 25-27 knots. The pilot replies he would like three Svitzer tugs for berthing, the first at 7&8 make fast centre lead aft, second also near 7&8 to lay alongside the starboard quarter then make fast once inside the harbour and the third tug inside the harbour centre lead forward. 

Svitzer Deben left the tug pontoon to be the first tug shortly followed by the Svitzer Sky. The Deben makes their approach and made fast on the centre lead aft while the Sky positions on the most aft tug marker on the starboard quarter.  Svitzer Kent leaves the pontoon and paddles towards the Beach End.  The pilot believed the Moscow Maersk would turn around the 90 degree Beach End ok but had the Deben on standby just incase he requires a little help. 

Safely in the harbour Sky breaks away from the ships side and makes fast on the starboard quarter.  Kent makes their approach as the speed drops off to around 6 knots.

The Deben goes straight astern 25% to help reduce the speed. Passing the MSC Rifaya alongside Berth 9, the pilot comes astern on the main engines to take the weight off as they steer to port at the Guard Buoy.

The pilot gets the Kent to move out onto the port shoulder while the Deben and Sky moves out onto the starboard ready to take her round. Once in position  the pilot increases all three tugs to 50%. Swinging around the pilot uses the bow thruster to port releasing thick black smoke from both funnels. 

The stern tugs were reduced to hold her against the wind while the Kent moves from the portside onto the starboard for a check as the bow was still swinging towards the berth. Sky comes in for a push to get her closer to the berth before all three tugs check to slow her for a soft landing onto the berth.

Final tie up 6 and 2 each end with springs first.

EDT 04:00 Tuesday 14th November 2017

World famous Flying Scotsman passes through Suffolk 11th November 2017

As seen on ITV Anglia news.


As hundreds of train enthusiasts stood along the Great Eastern Main Line waiting to get a glimpse of the world famous Flying Scotsman as she passes through Norfolk into Suffolk after rescheduling due to a breakdown last month.

The week running up to her East Anglian trip she suffered a mechanical issue which one of the axles was over heating so the Flying Scotsman limped to the Nene Valley railway near Peterborough where engineers worked tirelessly to get her ready but they were unable to fix her in time. To everybodys disappointment, organisers cancelled the trip and rescheduled for the 11th November.

10th November, reports coming out in the evening that she had suffered another fault and there was a possibility that she might not be traveling down to Ipswich but engineers managed to fix her so she would not disappoint this time.

The Flying Scotsman departed Norwich at 08:04 and steamed down to Westerfield via the Ipswich chord or known to many as the Bacon factory curve before reversing into Ipswich station by a diesel loco at the stern of the train.

A few minutes later than planned she made her way back towards Norwich with around 250-300 passengers. As she came in to sight at Stowmarket train station with smoke billowing from her funnel spectators got their camera out taking many photos of the magnificent locomotive.

After arriving in Norwich she had a break while reloading she took the Thetford line via Ely and to Kings Cross in London.

Latest world's largest OOCL United Kingdom arrives to Felixstowe on her maiden voyage 9th November 2

As the OOCL Japan prepares to depart Felixstowe Berth 8 with the pilot Mr Ian Love onboard, the pilot launch St Christopher heads out to the Sunk with the pilot Mr Prithvi Partap Singh to board the maiden voyage OOCL United Kingdom bound for Felixstowe Berth 8.

Approaching the Inner Sunk Light Vessel the St Christopher swings around and lays alongside the United Kingdom to board the pilot at a speed of about 7 knots then peels away once boarded.

The pilot heads up to the bridge where he goes through the plan for berthing. Once a plan was finalised he radios Harwich VTS to confirm they were inbound with a draught of 15.4 metres from Singapore and portside to Felixstowe Berth 8. VTS replies that there was a ready berth planned portside to Berth 8, wind on the Landguard 277 degrees 5-8 knots and traffic information the 400 metre OOCL Japan outbound at the Harwich Approach Buoy.

The pilot replies that he would like three tugs for the starboard swing and berthing, first one at 7&8 centre lead aft ready for powered indirect, second tug on the starboard quarter outside the harbour for a push at the Beach End then push round inside the harbour and the third inside the harbour bow to bow. Duty tug copied of the tug requirements.

The United Kingdom passes her sister ship the OOCL Japan at the South Shipwash. Both pilots say good afternoon as they pass.

Svitzer Kent heads out of the harbour shortly followed by the Svitzer Sky. The pilot and tugs go to channel 12 on the radio. The pilot goes through the plan again.

Svitzer Kent makes fast centre lead aft while Svitzer Sky makes their approach on to starboard quarter.  Approaching the Platters the pilot give the Kent to go out on the port quarter at full line load while the Sky pushes up at a 45 degree angle but soon told to stop and lay alongside just in case they are needed again.

Safely in the harbour Shotley makes their approach for the heaving line forward as the Kent eases up and goes straight astern 25% then asked to favour the starboard side increase to 75%. When clear of the MSC Leanne in berth 9 the pilot gets the Sky to push up full while Shotley moves out on the starboard shoulder at 50%. Kent moves out on the port quarter and begins to increase power up to 75%.  The pilot gives a kick astern then a few ahead as the swing progresses. 

Swung around the pilot asks the Shotley to get in for a push but they would have to go quite far up the ships side so instead they go onto the portside and pulls United Kingdom closer to the berth before running out of space. Kent and Shotley move around to the starboard side in check positions while Sky pushes up midships to push her towards the berth.  The pilot uses the the centre lead tugs to straighten her up onto the berth.

Final tie up 6 and 2 each end with forward springs then one aft spring followed by fore and aft line then the last stern spring.

Deep draughted OOCL Japan departs Felixstowe bound for Singapore 9th November 2017

As the OOCL Japan prepares to depart with Mr Ian Love onboard, the pilot launch St Christopher heads out to the Sunk with the pilot Mr Prithvi Partap Singh to board the maiden voyage OOCL United Kingdom bound for Felixstowe Berth 8.

Two Svitzer tugs, Svitzer Kent and Svitzer Shotley leave the tug pontoon to assist with the departure. As OOCL Japan was deep draughted 14.6 metres and one of the largest container ships in the world, the pilot preferred if he could have a 3212 tug aft. So Svitzer Kent made their approach for the centre lead aft while the Svitzer Shotley slotted between the bow of the OOCL Japan and the stern of the MSC Leanne to make fast.

Just as the tugs were about to make fast the pilot had some news which was going to delay the Japan leaving. A container was not loaded correctly and had to be reseated. The crane boom came down as the tugs backed away. A short while later the pilot radios the tugs to make their approach again.
Shotley was the first to make fast on the centre lead forward and Kent followed suit on the aft. They both get in pull positions while the fore and aft lines are singled up to just springs.

The pilot radios the tugs to stretch their lines as the springs were released. The pilot starts off with Shotley at 25% and then Kent to 25%. As the ship just about moving off the berth the Kent and Shotley increases to 50%. Steadily edging away from the berth, the pilot increases the Kent to 75% then increasing both further to full power before dropping the Kent to all easy while the Shotley pulls the bow out into the channel.

The pilot comes ahead on the main engine and gets the Shotley to go right ahead with the power still on, shortly after the Shotley eases up and slackens down to let go. Kent drops in astern as the OOCL Japan comes ahead.

The pilot says to both tugs as they come ahead 'usual procedure for the corner.'
Shotley released from forward peels off onto the Felixstowe side and swings around to position on the port quarter ready to push for the corner.

Approaching the Fort Buoy the pilot gets the Shotley to nose up at a 45 degree angle on the most aft tug marker on the portside and increase to full power while the Kent goes out on the starboard side for a powered indirect around the 90 degree Beach End turn out of the harbour.

Safely around the Beach End, Shotley eases up and comes away from the ships side while the Kent eases up and closes up to the transom to retreive their tow line before peeling away.

The OOCL Japan passes her sister ship the OOCL United Kingdom which is on a maiden voyage to Europe. Both pilots say good afternoon to each other as they pass each other.

Deep draughted APL Charleston departs Felixstowe with two Svitzer tugs. 7th November 2017

The APL Charleston departs Felixstowe Berth 7 with assistance of two Svitzer tugs.  As she had a deep draught of 13.9 metres she was tide restricted and had to depart fairy swiftly. With the tide dropping off there was an urgency to get her out on this tide.

An hour before the pilot was meant to board Harwich VTS asked if the 2 tugs could get to the APL 15:15 sharp as they were concerned about the tide.  Svitzer Deben and Svitzer Shotley took a turn at the stern of the ship until they were required. 

The pilot onboard radios VTS to say they were ready for the services and the two tugs.  Svitzer Deben approaches the stern to make fast centre lead aft while the Shotley heads towards the bow to make fast centre lead forward.

Both tugs fast,  the lines fore and aft were slackened and winched back onboard with spring lines the last to be released.  Shortly after the pilot gets both tugs to pull straight off at 85% to get her moving then varies the tugs power until they were in the channel.

 Shotley eases up and get in a position to let go while the Deben drops in astern as the APL comes ahead on the main engine.  Deben moves starboard side to get out of the wash but as APL Charleston turns at the Guard Buoy, the pilot radios Deben that she was turning ok and they could close up to let go.

Magleby Maersk departs felixstowe with 2 tugs and disappears into the night 7th November 2017

As there was 2 ultra large ships waiting out in the North Sea for the Magleby Maersk to leave, the pilot boards Magleby from the shore side and radios Harwich VTS to say there was 2 lift to go, a bit of lashing and then they are ready for departure.

two Svitzer tugs stood by the ship so they were ready when the pilot was ready. The last crane began to boom up which was a sign they were almost ready to depart. The pilot radios the tugs to go on the working channel 12 to assist.

Svitzer Shotley was around but the starboard shoulder waiting the pilot to say where to make fast. Finally the pilot radios the tugs, the Deben centre and Shotley make fast on the starboard quarter. 

Shotley goes astern from the shoulder to the quarter and receives a heaving line to make fast.  Once fast they pay out their line to safe working length.  Two of the head and stern lines are released to make it easier for the Deben to retreive a heaving line. 

Both tugs fast, they get in position ready to pull Magleby Maersk off the berth. As the last of the fore and aft lines are released the springs were next to be released and then the pilot radios the tugs to go straight on at full power. Shotley roughly at 80% power is told to hold it at that until the pilot drops both tugs power to let the bow catch up. 

With the bow thrusters working hard on the bow both tugs increase to get her further in to the middle of the channel before Shotley eases up to let go.  Once released the Shotley comes around the stern to position on the port quarter while the Deben eases up and drops in astern as the pilot comes ahead on both engines. 

Shortly before the Fort Buoy the Shotley pushes up full power while the Deben moves out on the starboard quarter at full line load for a powered indirect.

UASC's A13 class, Jebel Ali sails from Felixstowe with two Svitzer tugs. 7th November 2017

UASC's A13 class, Jebel Ali sets sail from Felixstowe Berth 6 with the assistance of two Svitzer tugs. The Jebel Ali is the first big UASC ship since the alliance shake up in April earlier this year which saw the A15's and A19's change ports to DP World's Southampton and London Gateway.

As the Jebel Ali was finishing cargo, the pilot went across from Harwich on the pilot launch to Felixstowe tug pontoon. Soon after he boards the ship and radios Hawich VTS to say they were ready to depart, 13.6 metre draught for Southampton and would like the 2 tugs which was ordered.  Svitzer Deben and Svitzer Shotley leave the tug pontoon to paddle up Trinity quay assist with the departure. Svitzer Deen is made fast centre lead aft and Svitzer Shotley made fast on the starboard shoulder.

The Jebel Ali begins to single up down to springs. The pilot radios Harwich VTS to say they were about to break away from the berth and working with the tugs on channel 12. Springs released, the pilot begins with a straight pull off with both tugs at 50% increasing to full shortly after.

As the Jebel Ali comes in to the channel, the pilot runs the main engine ahead then releases the Shotley from the starboard shoulder. The pilot holds onto the Deben till the Beach end just incase they needed a bit of help turning to port around the 90 degree Beach End.

CSCL Atlantic Ocean vacates Felixstowe Berth 8 with 2 Svitzer tugs 3rd November 2017

CSCL Atlantic Ocean vacates Felixstowe Berth 8 with the assistance of two Svitzer tugs for her next port of Rotterdam. A 14:30 departure was planned but after a few reseats, the sun began to set and the pilot radioed Harwich VTS to say there was some progress and hopefully they would be ready for the services.

At 16:00 the CSCL Atlantic Ocean was ready for departure, 12.5 metre draught for Rotterdam. Two Svitzer tugs, Svitzer Deben and Svitzer Shotley stood by the ship and made fast on the centre leads with the Deben taking up on the aft. 

The lines released and back onboard, the pilot begins with the departure by increasing the power of both tugs until they were in the channel. As the pilot comes ahead on the main engine, he get the Shotley to slacken down to let go then to follow up beside them on the portside to the Beach End Buoy while the Deben drops in astern and favours the starboad side ready for a powered indirect around the 90 degree Beach End turn out of the harbour.

Approaching the Fort Buoy the pilot radios the Deben to move out on the starboard side at full line load. Deben replies that they are on their way out putting around 95-100 tonnes on their line to help the CSCL turn the corner. The pilot seemed happy with how the CSCL was turning so he radios the Shotley to say that the Deben is handling the turn very well and would not require their help. Shotley swings around to head back to the tug pontoon.

Safely around the Beach End the pilot gets the Deben to ease up and come in to let go.

CSCL Atlantic Ocen will be back in Felixstowe around the 13th November for exports to the Far East.

Milan Maersk on her maiden voyage battles the WNW off Felixstowe Berth 9. 5th November 2017

The Milan Maersk sets sail from Felixstowe after unloading most of her cargo for the UK. When she arrived early Friday morning she had a draught of 14.45 metres but after working non-stop till 5 minutes before departure the crane drivers had taken lightened her to a maximum draught of 10.6 metres which works out at 3.85 metres lighter.

The Harwich Haven pilot Mr Cable boarded from the quayside. Once onboard he requests the services for about 10-15 minutes time as there was a few hatch cover to slot back onboard. The Crane begins to booming up as the tugs standby the ships side.

The Milan Maersk signed off and handed over to the mooring gang, the pilot radios the tugs to go on channel 12 for how he would like them for departure. The pilot wanted the 3212 Svitzer Kent centre lead aft and the smaller 2411 Svitzer Sky centre lead forward. The pilot then went down to 2 and 2 each end to make fast the tugs easier. Both tugs fast and move out in to a pull position, the last of the spring lines released.

The Kent and Sky both go straight on 50% to ease her away from the quay, shortly after the sky increases to full but decreases to let the Kent aft to catch up. Once caught up the sky goes back on at 75% then both tugs increase to full power. The pilot works the bow thrusters to starboard releasing black smoke from the funnels. Steadily moving into the channel the Kent goes all easy and drops in astern while the Sky still keeps her power on to counteract the windage on the starboard side. Finally as the pilot comes ahead on the main engines then gets the Sky to go right ahead ready to slacken down to let go.

With how the weather conditions were, the pilot did not want anything to go wrong as they rounded the 90 degree Beach End turn out of the harbour so after the Sky was released from forward they peeled off onto the Felixstowe side to reposition on the most aft tug marker on the portside.

As Milan Maersk approaches the Fort Buoy, the Sky radio the pilot to say they were alongside on the tug marker, the pilot replies that they can push up full power. Kent still fast aft prepares themselves for a powered indirect on the starboard quarter. The pilot radios the Kent to give them the nod to go out for a powered indirect. Kent begins to list around 15 degrees as they tension the tow line to around 95-100 tonnes and increase to full power.

Safely around the Beach End, Sky eases up and comes away from the ships side and the Kent eases up then closes up to the transom to retreive their tow line back onboard.

Very light and empty Cezanne swings for Felixstowe Berth 8 with 2 tugs 5th November 2017

Apologies for the mistake in the opening sequence.

The 299.9 metre x 48.19 metre Cezanne arrives to Felixstowe completely empty from Wilhelmshaven in Germany. The Harwich Haven pilot @rascalmaster boards the ship roughly 12 miles out in the North sea for the inward passage into the harbour.

As they head inbound the pilot radios Harwich VTS to confirm they were inbound for Felixstowe Berth 8 with a maximum draught of just 8.8 metres and would required 2 tugs for berthing, the first one outside the harbour centre lead aft and the second at the Beach End somewere on the starboard shouler but as she only had a 5 metre draught at the bow, the forward tug would have to see where it was suitable to make fast and ti will be a starboard swing.

Approaching the harbour the tugs and pilot go on the working channel 12 on the radio to go through the plan of berthing. The Cezanne, a ship hiding her true identity, gracefully enters the harbour completely empty with water splashing around as her propeller becomes visable. On a Northerly heading the ship begins to misbehave in the brisk WNW wind and starts turning to port so the pilot changes his plan from a starboard swing to a port swing.

Shortly after that the pilot gets the Sky to push up on the bow while the Kent chucks up black smoke as they pick up the pace onto the starboard side. The Sky on the bow builds up to full while the Kent increases to 75% but soon has to go all easy and shorten the line as the new build Milan Maersk on Berth 9 was getting a bit close for comfort. 

Almost swung around the Sky comes away from the ships side into a check position and builds to a 50 check as the bow was still swinging. The pilot comes astern to get closer to the berth while the Kent moves onto the port quarter to take her towards the berth. Shortly afer the Kent switches sides and gets in a check position as the Cezanne swiftly makes her approach on the berth. A few trickles astern and about 30 metres off the berth fore and aft, the pilot steadies her up and gently goes onto the fenders to go portside to Felixstowe Berth 8.

Heaving lines for the spring were thrown to the mooring gang followed by the fore and aft lines before the pilot comes on the radio to say they were all fast alongside and shutting down.

Ultra large Thalassa Avra breaks away from Felixstowe Berth 6 with two Svitzer tugs 31st October 2017

Ultra large Thalassa Avra, which sails as part of the Ocean Alliance on the FAL7 route, breaks away from Felixstowe Berth 6 with a maximum draught of 14.1 metres for the next port of Southampton.

The Harwich Haven pilot, Mr Love boards the the ship from the shore side. Once onboard he radios Harwich VTS to say they were ready for the services and believed there were 2 tugs ordered but firstly the all important question, What was on the tide?  Thalassa Avra had to time her departure for a rising tide as the channel is dredged to 14.5 metres to chart datum which meant her draught clearance would have be minimal on a lower tide.

Svitzer Shotley in the capable hands of Captian Good, breaks away from the tug pontoon and heads up Trinity Quay to be the aft tug and makes fast centre lead aft while the Svitzer Deben with Captian Manning at the helm, swings off the pontoon and paddles up to bow and makes fast centre lead forward.

Once fast, the tugs gets in position to pull her off the berth as the lines were slackened to let the mooring gang take them off the bollards. Last lines to be released were the springs.

Both tugs start off with a 25% pull off then Shotley increases to 50%. Deben on the bow increase to 50 but then eases up to get the stern out a bit more before the going back on at 50% then increasing further to 75%. A short while later the Shotley is asked to go all easy as the Deben goes to full power.

Steadily coming into the channel the pilot gets the Shotley to increase power to 50% on the stern as the Thalassa comes ahead on the main engine.

Shotley drops in astern as they come ahead while the Deben eases up and comes straight ahead to slacken down to let go.

As the clearance under the Keel wasn't a great deal, the pilot wanted the Shotley to help them around the 90 degree Beach End turn out of the harbour.