As winds strengthen to force 8 the Hammonia Husum boards a pilot at the Sunk station which is on the edge of British waters to head inbound for her first call to the Port of Felixstowe.
As the vessel heads inwards via the deep water channel, the pilot requests 2 tugs for berthing to go portside to Felixstowe Berth 4.
Also in the deep channel the 400 metre CSCL Arctic Ocean which had sailed from Berth 8 was heading towards the Sunk. Both ships pass each other. Svitzer Shotley was waiting outside the harbour to be the first tug to make fast centre lead aft.
Before the tugs were made fast, the pilot gave the bollard rating (safe working load) fore and aft which was 50 tonnes.
Shotley makes their approach as the Svitzer Deben heads towards the Beach End to meet the Hammonia Husum on a North south heading inside the harbour.
Deben made fast centre lead forward stretches their line ready to work. Passing Berths 8&9 the ship and tugs start swinging to port then the Deben moves out onto the port shoulder and builds up power to swing the bow while Shotley moves onto the starboard quarter and increases power to swing the stern.
Swung around, the Deben eases up and moves onto the starboard side with a slack line. Shotley comes in for a push then backs away into check position.
The Hammonia Husum did not stay in Felixstowe for long as she set sail again at 00:30 Saturday morning.
As the CSCL Arctic Ocean finshes cargo operations, winds had built up to 28-32 knot gusts. The Harwich Haven Pilot which boarded the 400 metre ship wanted to clarify the wind speed and direction with Harwich VTS before preparing to depart. After a discusion with the captain a third tug was requested for departure as the wind was still picking up and with 3 tugs gave her a better chance of coming off the berth..
The CSCL Arctic Ocean departs Felixstowe with a maximum draught of 13.4 metres for her next port of Rotterdam.
Shortly before departure crane rolled off onto the Maribo Maersk which was berth behind her but there was still a small issue with the strength of the wind which had stopped a crane booming up until the wind had eased off a tad. Winds easing the pilot gets the tugs to come to station.
Svitzer Deben lead the tugs out from the pontoon followed closely by the Svitzer Shotley and Svitzer Kent a few minutes later. The plan was the 3212's Deben and Kent were to make fast on the centre leads fore and aft and the smaller 2411 Shotley to make fast on the port quarter. It would be a straight pull off the berth and swing to port the come ahead on the main engine with Deben and Shotley assisting around the Beach End out of the harbour. The offshore lines fore and aft were slackened and bought back onboard before the Deben and Kent were made fast. Once the Deben was fast, the Shotley was made fast.
All three tugs fast, they get in position to pull the CSCL Arctic Ocean away from the berth. The springs released, the pilot gets all three tugs to build up to a 50% pull with the Kent forward increasing to full power. Easing off ther berth the pilot varies the aft tugs power until they were clear and coming ahead on the main engine. Shotley eases up and comes into a push position on the port quarter while the Deben moves around onto the starboard quarter and begins to take the stern around.
Swinging nicely, the Shotley comes away from the ships side so they could be released. Kent eases up and goes straight ahead of the ship with a slack line ready to let go. Kent peels off to the Felixstowe side while the Shotley repositions on the most aft tug marker on the port quarter. Deben follows astern on the favouring the starboard side to keep out of the wash of the CSCL.
Approaching the Fort Buoy, the pilot gets the Deben to go out onto the starboard quarter at full power for a powered indirect to help the stern swing around the 90 degree Beach End out of the harbour.
Shotley comes away from the ships side and waits outside the harbour for inbound Hammonia Husum while the Deben drops back in astern to retreive their towing line before heading back inside the harbour to be the second tug for the inbounder.
With a team effort from the Harwich Haven Pilot, the three Svitzer tugs and Harwich Haven Authority, the 400 metre CSCL Arctic Ocean swings off the berth in challenging conditions and heads for her next port.
The OOCL Germany is the second to be built out of six and currently the world's largest container ship class arrives to a foggy Felixstowe.
The visibility wasn't the best, only 3-4 cables at the most with it decreasing to 1-2 in places. Harwich Haven Authority has procedures in place for foggy weather conditions. When visibility is poor a vessel separation scheme is inforce which means one way traffic both inbound and outbound vessel of the harbour.
With a draught of 14.3 metres from Singapore the OOCL Germany required one of the deep water berths at Felixstowe, currently Berths 8&9 have cranes tall enough to service the world's largest container ships. Felixstowe are heightening 10 cranes on berths 6&7 so they can service 4 of the largest ships at the same time.
A Harwich Haven pilot boards the OOCL Germany at the Sunk Pilot Station which is on the edge of British waters and begins to proceed inwards via the deep water channel.
The pilot requests two Svitzer tugs for berthing, as the pilot was onboard a mega ship with a deep draught he preferred to have an escort tug to meet outside the harbour at 7&8 Buoys to made fast on the centre lead aft to help steering around the 90 degree turn into the harbour, the second tug to meet at the Beach End on a bow to bow. As the pilot was unsure of visibility in the harbour he said if visibility was poor they would go starboard side to Berth 8 but if it was better they would swing and to go portside to Berth 8.
Visibility improving in the harbour. Svitzer Deben heads out very close to the edge of the channel on the green buoy side shortly followed by the Svitzer Sky also on the green side of the channel.
Deben all fast aft favours the portside ready to assist the OOCL Germany into the harbour. The pilot gets the Deben to go out on the port quarter for a powered indirect.
Once inside the harbour the pilot says he was happy with the visibility so they will be doing a starboard swing to portside to the berth.
Svitzer Sky makes fast centre lead forward. Passing the berth 9 the pilot gets the Deben to move onto the port quarter ready to swing the stern while the Sky moves onto the starboard shoulder. Both tugs begins to increase power and the Germany swings to starboard.
Almost swung the pilot gets the Sky to close up and let go so they could push up somewhere midships or near the funnel.
Final tie up 6 and 2 with springs first fore and aft.
After the collapse of Hanjin, ships that had been on charter from various companies were returned to the rightful owners and the rest that were owned by Hanjin were sold to recuperate some capital for the creditors who were desperate for some money that was owed.
The Express Athens formerly the Hanjin Greece sailed at first light as thick fog rolls into the harbour. Very steadily with two Svitzer tugs the 349 metre ships edges away from the berth before coming ahead on the main engine and releasing the forward tug, keeping the aft tug just incase they were required to give a little help steering the Express Athens around the 90 degree Beach End turn out of the harbour.
The President Cleveland previously named HS Paris arrives to the Port of Felixstowe with the assistance of two Svitzer tugs. A Harwich Haven pilot boards the ship at the Sunk Pilot Station just on the edge of British waters.
The Svitzer Sky heads out of the harbour to be the aft tug and makes fast on the centre lead aft. As the President Cleveland approaches, the Svitzer Deben heads towards the Beach End turn at the enterance of the harbour to be the forward tug.
President Cleveland inside the harbour onto a Northerly heading, the Deben makes their approach and retrieves a heaving line on a bow to bow.
The 19100TEU CSCL Pacific Ocean (one of the lagest container ships in the world) prepares to depart Felixstowe on a bitterly cold and breezy afternoon.
The Harwich Haven is dredged every ten weeks or so to keep the country moving. Boskalis sends their trailer suction hopper dredger Barent Zanen accompanied by the plow dredger Norma and survey vessel Shamrock. Earlier in the day, the Barent Zanen had sucked up a full load and headed out to the dumping ground out at the Inner Gabbard before proceeding inwards for another sweep of the harbour floor. As she was heading inbound the captian asks for an update on the traffic. Harwich VTS advised the Barent Zanen that the 400 metre CSCL Pacific Ocean would be leaving her berth and as she was head in she needs to swing to depart then needed a clear run to 5&6. Plan A was for the Barent Zanen to go in the North Channel as the Pacific Ocean heads out of the harbour but a bit of time passed as the last lashing was being finished off which meant the dredger would passing 7&8 buoys so the plan changed. The pilot onboard the CSCL Pacific Ocean agrees with a plan to hold alongside the berth until the Barent Zanen was around the Beach End and inside the harbour before breaking away from the berth.
The three Svitzer tugs which was ordered for departure leave the tug pontoon.The tugs make their way to stations, Svitzer Sky was the first to make fast on the port quarter, Svitzer Kent was the next to make fast on the centre lead forward and lastly the Svitzer Deben had to wait for a few offshore lines to be bought back onboard before making fast on the centre lead aft.
Barent Zanen inside the harbour, the pilot onboard the CSCL Pacific Ocean begins to single up and starts with the Kent forward pulling away from the berth followed by the Sky and Deben aft. Slowly increasing the tugs power to half power with the Kent forward increasing to full power. Edging into the channel the pilot trickles ahead on the main engine before geting the Sky to come in for a push while the Deben moves onto the starboard quarter ready to pull the stern around for a port swing.
Safely swung around the Kent eases up and comes in ahead to let go while the Sky comes away from the ships side to let go. The pilot requested the Sky to accompany them around the 90 degree Beach End. The CSCL Pacific Ocean building up their speed as they approaching the Fort Buoy, the pilot gets the Deben to move out on to the starboard side for a powered indirect. As the Deben increases the weight on the towing line they begin to produce a 15 degree list. The CSCL turning nicely around the corner, the Sky comes away from the ships side while the Deben eases up and comes in to retreive their tow line.
The 17-13 Harwich Lifeboat, Albert Brown, launches on a may-day to a casualty aground at the Hamford Waters.
Initally the 17-13 ALB was launched to assist but after receiving more infomation a decicision was made to man go the smaller and shallower Atlantic class, B789, Sure and Steadfast, as the ALB would not be able to get close enough to the casualty due to shallow waters. The Albert Brown hurried back to the station and boarded the ILB.
ILB skimming the water as they head out at full speed brings the boat to a stop so they could radio Dover Coastguard and the casualty to say they were close and help wasn't too far away. Casualty towed to safety, the ALB heads out to rendezvous with the ILB to take over the tow to Shotley Marina.
MSC Heidi was tide restricted as she sailed with a maximum draught of 14.6 metres for her next port of Le Havre. Two 3212 Svitzer tugs assist with a straight pull of the berth.
Svitzer Deben and Svitzer Kent leave the tug pontoon to head up to the MSC Heidi. Svitzer Deben heads up the stern to take the centre lead aft but before they were able to make fast a stern line had to be slackened and released before the Deben could come in to the transom. Svitzer Kent goes under the bow to retreive the heaving line to make fast centre lead forward.
Both tugs fast they get in position ready to work. Lines let go fore and aft, the pilot steadily begins to increase the tugs to full power before coming ahead on the main engine to head down the harbour.
Svitzer Kent eases up to let go and peels off to the Felixstowe side then the Deben comes in to let go. Both tugs head back to the pontoon and leave the MSC Heidi to head out to the Sunk where the pilot disembarks onto a Harwich Haven pilot launch.
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.
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.
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.
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.
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 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
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.
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.
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 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.
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.
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.
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.
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.
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.
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 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 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.
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.
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, 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.
A couple of shots of her arrival to the Port of Felixstowe at the start of the video.
As space onboard East bound ships to the Far East from Europe are still at a premium, the Ultra large Majestic Maersk which arrived at Felixstowe on Wednesday 2 days previous with a draught of 13.8 metres from Bremerhaven. While alongside in Felixstowe, dockers have been loading her with UK exports and containers with fresh air inside for the Far East.
Majestic Maersk's agent confirmed a departure time of 14:30 local time, she was ready way before then but as she deep draughted, she was tide restricted and had to wait for the tide window to head out of the harbour to the Sunk via the deep water channel.
The Harwich Haven pilot Mr Love boarded the Majestic from the shore and went through the plan of departure with the crew onboard. The pilot radios Harwich VTS to ask the all important question what was the tide doing? The tide was .2 of a metre above prediction. The pilot replies they were ready for the services and believed 2 tugs were ordered and she is deep draughted with a maximum of 15.5 metres for Tanjung Pelepas via the Suez Canal.
Svitzer Kent and Svitzer Deben paddles from the tug pontoon to assist the Majestic off the berth. Kent takes the centre lead aft and Deben takes the centre lead forward. The pilot holds on the berth until the DFDS ferry Britainnia Seaways has passed through the harbour and backs for her berth. Finally the springs are let go and the Deben begins with an easy pull of 10% as the wind was coming from a north-westerly direction. The pilot then starts the Kent off at 25% then increases the Deben to the same. Edging away from the berth the pilot increases both tugs to 50% shortly increasing Kent to 75% and decreasing Deben in stages to a all stop.
The Majestic Maersk off the berth and Kent decreasing the pilot begins to swing the bow into the channel by using the bow thrusters and increaing the Deben to full for a little while. Kent drops in astern as the Majestic comes ahead on the main engines. Deben eases up and comes in to let go from forward. As Majestic was heavily laden the pilot says to the tugs that he would like the normal procedure for the corner so once Deben was clear they break off on to the starboard side and steams around the stern to position on the port quarter ready to help her around the corner.
Speed increasing as they approach the Fort Buoy the pilot radios the Kent to say there was a yacht just outside the channel so when they were ready go out on the starboard side and give what they can. Kent replies that the weight was going on. A few moments later the pilot radios the Deben to angle up for a push. Both tugs use their power to help turn the Majestic Maersk around the 90° Beach End. Once around the Beach End the Deben comes away from the ships side while the Kent eases up and comes up to the transom to let go.
The 19100teu CSCL Arctic Ocean prepares for departure from Felixstowe Berth 8 deep draughted for Singapore. Slighty behind schedule due to a faulty box the pilot pilot reports back to Harwich VTS, mooring gang standing by with the tugs waiting for an update.
Finally the pilot orders the services as the last crane booms up. The tugs leave the pontoon and paddle to assist the CSCL Arctic Ocean off the berth. Svitzer Deben takes the centre lead aft and Svitzer Sky takes the centre lead forward.
As she was on the drag the DFDS ferry Britainnia Seaways was inbound for Felixstowe Ro-Ro 4. Plan A was for the DFDS to round the Beach End in to the harbour before the Arctic Ocean breaks away from the berth.
Once the ferry was in the harbour, the pilot begins with an easy lift off with the both tugs pulling at 25% steadily increasing to 50%. The DFDS clearing astern of the CSCL and backs towards her berth.
The pilot increases the tugs to get the CSCL Arctic Ocean in to the channel. The pilot gets the Deben to drop in astern as he comes ahead on the main engine. Sky comes right ahead and pulls her to help get moving before slackening up to let go.
The pilot says that he would like the Sky to position on the most aft tug marker on the port quarter and would be using them as primarily for the Beach End turn out of the harbour. The Sky peels off onto the Felixstowe side and positions on the quarter ready for a push indirect.
Once in position the pilot gets the Sky to push up full at a 45 degree angle to help steer the stern around the 90 degree Beach End. The Deben still fast aft favours the starboard side as requested by the pilot.
Almost around the corner the Deben comes in astern to be released while the Sky still assists with the turn to port. A few minutes later the Sky eases up and comes away from the ships side.
As the CSCL Arctic Ocean heads towards the Sunk they pass the 18270teu Majestic Maersk which was inbound for Felixstowe Berth 8 where the Arctic Ocean had just sailed from.
The OOCL Japan sails from the Far East, her last port of Singapore, loaded with cargo for Europe.
Her maiden voyage has been a rather interesting voyage. As she boarded a pilot to transit the Suez Canal northbound she experiencing mechanical issues subsequently grounding on a sandbank
blocking the channel for the rest of the convoy. Astern of the Japan was the 6,690teu Maersk Kimi, fortunately she was able to grind to a holt in time
Many tugs were sent to assist the stricken ship back into deeper water. The OOCL Japan was able to carry on with their maiden voyage with only minor damage.
Originally the berth and Japan was meant to be berthing on Wednesday around 4pm bit due to the grounding issue the arrival was pushed back to a 1am pilot boarding time.
The Harwich Haven pilot @rascalmaster was the pilot who had the privilage to bring This monster into Felixstowe. The pilot has 3 Svitzer tugs assisting with the swing to go portside to Felixstowe Berth 9.
ETD 1am Saturday 28th October 2017
Don't be down hearted there is still a chance to see her in about 10 days time when she arrives for the second time to loaded with exports for the Far East.
The pilots onboard the outbound Triton transfer onto the Csav Tyndall which was on her first call to the Port of Felixstowe. The ship sails from Dunkerque with a maximum draught of 11.75 metres. Once onboard the pilot requests two Svitzer tugs for berthing, the first outside the harbour centre lead aft and the second at the corner centre lead forward. It will be a port swing and back up to the berth.
Svitzer Sky leaves the tug pontoon to be the first tug and makes fast centre lead aft. A short while later Svitzer Deben leaves the tug pontoon and paddles towards the Beach End for the Csav Tyndall to come around the corner. Once inside the harbour the Deben makes fast centre lead forward.
Further in the harbour, Svitzer Sky goes straight astern to slow the Tyndall down ready to swing her around in the middle of the harbour. As the pilot comes astern on the main engine the tugs are asked to get ready for the port swing by Sky moving out on the starboard quarter and Deben moving out on the port shoulder. The tugs increase power to swing her around to a head out position.
The pilot comes astern on the main engine to back up towards the berth with Sky putting some weight on the line towards the berth. Deben moves onto the port side and puts a little weight on the line to help her straighten up onto the berth.
Both tugs move on to the starboard side before coming in for a push alongside.
The Triton departs Felixstowe Berth 7 with assistance of 2 Svitzer tugs for her next port of Hamburg. The tugs leave the tug pontoon and paddles up to the top of Trinity Quay. Svitzer Sky takes the centre lead aft while the Svitzer Deben takes the centre lead forward.
The pilot onboard was in the training seat under supervision of @rascalmaster. As the tugs were made fast and move out into position to pull the Triton away from the berth. Last of the lines let go, the pilot begins with an easy lift off from the tugs, steadily increasing the power of the tugs to bring her into the channel.
The pilot comes ahead on the main engine as the tugs still with weight on their lines. Once the Triton has picked a knot or two, the pilot gets the Deben to come in to let go while the Sky is held for the 90deg Beach End out of the harbour.
The 11 year old MSC Heidi makes her first call to Felixstowe as she sails part of the Europe Pakistan India Consortium 1 (EPIC1) route.
The day was a good day for Felixstowe as there were 3 first call ships arriving to the Port. The first was the 334 metre MSC Shuba B then the 332 metre MSC Heidi and shortly after the general cargo ship FWN Rapide. The pilot boards the MSC Heidi 12 miles out in the North Sea. Once onboard he requests that he would like one tug for berthing and to meet just outside the harbour.
As they approach the harbour the Svitzer Deben leaves the tug pontoon and paddles towards the Beach End. Inside the harbour the Deben makes fast then stretches their line ready for work.
The pilot gets the Deben to go straight astern to help slow the vessel down ready to swing in the middle of the harbour. Passing number 9 Berth, the pilot gets the Deben to move out onto the starboard quarter but maintain their position without putting any weight on the line. After a few moments the pilot comes on the radio and asks the Deben to build up a 75% pull to swing stern around.
Almost swung the pilot comes astern on the main engine to back up towards the berth 7. Deben drops in astern and follows them up the harbour.
Approaching the berth the pilot gets the Deben to pull towards the berth then come back into a check position but she was not heading towards the berth so Deben comes in on the starboard quarter and pushes her onto the berth before coming out into a check position.
MSC Heidi berths portside to Felixstowe Berth 7 and just behind her is the heightened crane that will soon be servicing some of the world's largest container ships.
CSCL Star sails from Felixstowe Berth 7 with assistance of two 3212 Svitzer tugs. The CSCL Star departs with a draft of 13 metres for Southampton. The Svitzer Deben makes fast aft and the Svitzer Kent makes fast forward. After all of the head and stern lines were released, the pilot begins with an easy lift off by increasing the tugs up to full power.
Once off the berth the Kent is released shortly followed by the Deben.
The Maersk Seletar departs Felixstowe bound for the US full of cargo from Europe. The 308 metre vessel can carry 6788teu. Normally you can tell what ships are on American routes by the state of the ship but this one had recently had a repaint and looks smart.
The pilot has two 3212 Svitzer tugs assist her off the berth and out of the harbour.
Svitzer Deben makes fast centre lead aft and Svitzer Kent makes fast centre lead forward. All head and stern lines released the pilot says they are down to springs and will be letting go in a few moments.
The pilot gives the order to begin pulling her away from the berth by increasing their power. Slowly she edges away from the berth and then comes ahead on the main engine releasing the Kent from forward. They peel off to the Harwich side while the Deben is kept aft just incase they are needed around the 90° Beach End turn out of the harbour.
The CSCL Pacific Ocean was expected to arrive to Felixstowe from Wilhelmshaven mid afternoon but earlier in the day an incident with one of the Svitzer tugs suffered a fouled prop while assisting a 366 metre ship at the crack of dawn.
Svitzer Sky was assisting the ultra large CSCL Star when disaster struck. A rope had tangled around one of the propellers causing issues with performance. Another tug took over from the Sky so they could try to dislodge the rope. After a spinning around port to starboard then ahead and astern the rope still didn't move it. The only option was to go back to the pontoon and wait for a diver to assess the damage.
As the day went on, the pilot headed out to the Sunk where he would embark the CSCL Pacific Ocean. Once onboard he radios Harwich VTS to say they were inbound for Felixstowe Berth 8 with a maximum draught of 13.3 metres from Wilhelmshaven. VTS replies there is a ready berth planned portside to Felixstowe Berth 8, wind in the harbour and traffic information. The pilot replies that he would like 3 tugs for berthing, first tug at 7&8 centre lead aft, second also outside the harbour on the starboard quarter then move around to the Port quarter and the third inside the harbour on a bow to bow.
VTS gave the pilot some bad news as the crew onboard the Kent had used up their hours and would have to call in a relief crew to take over but would take about an hour for them to get onboard as they had to come a distance. The pilot decides to turn around and doodles until there was an update on the situation.
As time went on the pilot began their passage inbound o reduced speed in hope the third tug would be manned as they approached the harbour.
Svitzer Deben leaves the tug pontoon to be the first tug shortly followed by the Svitzer Shotley. Passing the Harwich Approach, CSCL Pacific Ocean gets in contact with the duty tug so they can go on the tugs working channel 12. The pilot goes through the plan for berthing, firstly he would like an indirect from the aft and quarter tug to help her into the harbour then quarter tug to move around to the port quarter while the forward tug makes fast. As the speed drops off it would be a port swing to go portside to the berth. The other tugs copy the conversation.
Pacific Ocean approaching 7&8, Deben makes fast on the centre lead aft and moves out on the port quarter ready to work.
Shotley positions by most aft tug marker on the starboard quarter ready to push if required to. Kent finally manned they leave the tug pontoon and heads towards the entrance to the harbour.
The pilot gives the Deben the heads up that he would like them to out on the port quarter and put some line load on. Approaching the 90 degree Beach End turn into the harbour, the pilot gets the Deben to go out for an indirect while the Shotley to push up at a 45 degree angle. While turning the pilot asks out of curiosity what weight the Deben had on their line. Their equipment was reading 96.5 tonnes.
Kent comes under the bow to pick up the heaving line to make fast forward. Deben eases up and drops in astern while the Shotley moves around to the port quarter.
As they come into the harbour the light deteriorated fairly quickly. Deben goes astern while the pilot comes astern on the main engine to reduce the speed so they could swing just off the berth. Once past the SM Savanna on berth 9 the pilot slowly steers to port. Deben is asked to go out on the starboard quarter and build up to 50%, Shotley to push up on the quarter at 50% and a little bit later to build up to 75%. Swinging around the pilot gives a kick ahead then gets the Shotley to move away from the ships side to move back around to the starboard quarter. Swung around the pilot comes astern to level up with the berth and gets the Deben to pull them towards the berth before getting the forward tug and aft tug to come onto the starboard side in check positions to ease her onto the berth.
Final tie up 6 and with the aft spring first the one forward spring then the other lines.
Containers leave the Port of Felixstowe in many ways, by lorries Feeder ships and trains.
Felixstowe has 66 train movements a day which goes to and from all corners of the UK. There are only 3 rail freight companies that run out of the port. They are GB Railfreight, Freightliner and DB Cargo.
If you manage to get stuck at the level crossing in Felixstowe you will be waiting a fair while as these freight trains can be 730 metres long or 33 wagons.
This train being pulled by GB Railfreight locomotive number 66279 left the south terminal bound for Doncaster via Ely.
OOCL Germany departs Felixstowe after her first and maiden European voyage. The light began to fade, the last of the cranes boomed up as cargo operations had been completed, which meant she was ready for departure.
The harbour gets busy from 19:00-20:00 with the Stena Hollandica ferry from the Hook of Holland and DFDS ferry from Felixstowe departing, pilot boarding time was going to be slightly later than 19:00 to allow the ferries to have clearance.
The Harwich Haven pilot launch crosses the harbour from Harwich with the pilots for OOCL Germany and the MSC Cordoba which was ordered up to leave 19:15 with Germany to follow behind 15 minutes later.
MSC Cordoba still working cargo, the decision was to sail OOCL Germany first so the tugs and mooring gang made there way over to Berth 8 where she was berthed.
ASD 3212 tugs Svitzer Kent and Svitzer Deben leave the tug pontoon to assist with the lift off from the berth and swing to head out of the harbour. Kent makes fast centre lead aft while Deben makes fast centre lead forward.
As predicted the Selandia Seaways had been given clearance to depart so the Germany stayed on the berth until she had swung and procceding past berths 8&9. With a clear channel the pilot began with the departure with the tugs pull off at 50% then Kent building up to full power. Deben drops down to 25% then lets go so they could push up on the port shoulder for the swing. Pilot comes astern on the main engine to back her further into the channel to begin the starboard swing.
Swung around the pilot gets the Deben to back away from the ships side as they had finished with her. After a few moments the pilot comes ahead on the main engine asking the Kent to drop in astern ready for a powered indirect. As the OOCL Germany passes Landguard Viewpoint the pilot radios the Kent to say he is going to blow the whistle for the crowd watching them depart.
Approaching the Fort Buoy the pilot gets the Kent to go out on the starboard side for a powered indirect and give what they can as the Germany was only going 6.1 knots.
Expected to be back in Felixstowe 17th October 2017
General cargo Berum departs Felixstowe Berth 2 as the cargo ferry Capucine passes through the harbour. The 100 metre Berum was starboard side to the berth so the pilot just had to edge her way from the berth and swing the bow to port. Once swung the pilot came ahead on the main engine releasing a bit of white smoke. As the y head out of the harbour, the pilot finds out where the pilot launch is and how long they would be for the him to disembark the Berum.
The latest world's largest container ship OOCL Germany arrives to very busy Felixstowe on her maiden European voyage. Earlier in the day the Mathilde Maersk departed Beth 9 with her sister ship Maribo Maersk taking the berth she came off.
The Harwich Haven Pilot launch heads out of the harbour with the pilot for the Germany. Once onboard the pilot he radios Harwich VTS to say they wereb inbound with a maximum draft of 14.6 metres from Singapore and believed they were port side to Felixstowe berth 8. VTS replies that there was a ready berth, wind speed and direction and the traffic. Mathilde Maersk was outbound at the South Shiwash and Maribo Maersk about to round the Beach End into the harbour then swing for the berth with 3 tugs. The pilot said he will assess the sutuation closer to the harbour but plan A would be to have 3 tugs for berthing for the swing for the berth.
Proceeding inwards at a reduced speed of about 9-10 knots the situation changed, Maribo Maersk was taking a while to berth so it was decided to go starboard side to Felixstowe Berth 8. Svitzer Deben started as the quarter tug for Maribo but had to leave and rush off as they were the only 3212 escort tug that could be replaced so the Svitzer Shotley took over on quarter. Svitzer Deben hurried back to the tug pontoon to pick up a photogragher then paddles out to meet the OOCL Germany as she turns at the Harwich Approach Buoy for the last leg of her passage to Felixstowe.
As she gets closer to the harbour Svitzer Deben is made fast aft ready to assist her around the 90deg Beach End into the harbour. Finally the Maribo Maersk was alongside and making fast so the Kent and Sky were released, Kent chucks up a plume of black smoke and storms towards the Fort Buoy to make fast centre lead forward. The Svitzer Sky radios the Germany to see if they were still required. The pilot comes back and says they should be ok with just 2 tugs as they were going straight on the berth. Once insid the harbour the Deben goes straight atern then in to a check position to hold her back from the wind as she edges closer to the berth.
Final tie up 4, 2 and 2 each end with spring lines first.
The Maribo Maersk arrives from Bremerhaven with a maximum draft of 13.9 metres for Felixstowe Berth 9. The pilot orders 3 tugs for berthing, the first to be made fast centre lead aft at 7&8 Buoys, the second tug to be on the starboard quarter for the corner then make fast inside the harbour on the quarter and the third tug on a bow to bow inside the harbour.
The outbound sister ship Mathilde Maersk Maersk passes the Maribo Maersk near south Shipwash. As the Maribo gets closer to the harbour they change radio channels to 12 and duty tug receives the plan for berthing.
Aft tug Svitzer Kent go out for a powered in-direct while the second tug Svitzer Deben positions on the starboard quarter to make sure the Maribo steered around the 90deg Beach End turn into the harbour. Svitzer Sky makes fast as they round the Beach End. Coming round onto a Northerly heading, Svitzer Deben says to the pilot that with the inbound OOCL Germany on a maiden voyage to Felixstowe was heading in and wanted a escort tug to meet them at 7&8 Buoys, would it be ok for them to come away from the ships side and Svitzer Shotley to take over as the quarter tug. Svitzer Shotley leaves the pontoon to rush over to assist with Maribo and makes fast on the starboard quarter. Further up the harbour Kent goes straight astern to help reduce the speed for the swing. The pilot then comes astern on the main engines .
Approaching the berth, the pilot gets Sky to position on the starboard shoulder ready for a push while the Kent to move out on to the starboard quarter with the Shotley. As they were moving into their positions the pilot gives them the order to begin the swing with Kent and Shotley to build up to a 75% pull. A few moments later Sky builds up their power on the bow to push the bow around. The pilot uses the bow thrusters to port to help the swing keep the swing going.
After a while the pilot comes ahead on the main engines to give more clearance astern. Almost swung the Sky comes away from the ships side in to a check position while the aft tugs reduce thier pull to let the wind take Maribo towards the berth. Unfortunatally the tugs were in a bit of a hurry as the OOCL Germany was less than 20 minutes away from the harbour and there was no other tugs available so the pilot onboard the Maribo got the shotley to come in for a push to towards the berth as time was of the essence.
Closer to the berth the Shotley comes away from the ships side back in to a check position. As they came alongside the heaving lines for the springs were thrown to the mooring gang to make fast on the bollards. Sky and Kent come in to be released and go to assist with the OOCL Germany which was rounding the Beach End. The Shotley pushes up to hold her alongside while the rst of the lines were made fast.
This was the first mega ship of the day to either depart or arrive at the Port of Felixstowe.
The pilot boarded and radios Harwich VTS that he would be on the drag because of a re-seat and then another box arrived very late to go onboard. Finally the last boom went up and crane driver made his way down. Mooring gang gave the go ahead to single up to make fast the 2 Svitzer tugs. Svitzer Deben took the centre lead aft and Svitzer Shotley took the centre lead forward. Tugs fast, last of the lines were released and then the pilot begins with the departure.
Both tugs are asked to start off at 25% then increasing to 50%. Svitzer Deben increases to 75% and then full power to try to bring the stern into the tide and wind. Very steadily the Mathilde begins to swing her bow into the channel so the pilot gets the Deben to drop in astern while the Shotley comes in to let go.
As the Shotley is released the bow begins to swing back towards the berth so the pilot uses the bow thrusters to bring her into the channel again while coming ahead on both engines. Shotley positions on the port quarter as this is usually procedure for mega ships.
Coming ahead towards the Beach End the pilot gets the Deben to go out on the starboard side for an indirect at full power to help her steer around the corner safely then proceed to the Sunk where the pilot disembarks onto a Harwich Haven pilot launch back in to the harbour.
As the pilot for the Mathilde Maersk headed out to the Sunk on the Harwich Haven pilot launch winds were forcasted to pick up to around 30knots. Felixstowe had taken every precaution to keep the port open for business by have all 4 Svitzer tugs manned until they knew the winds was dying off.
The Mathilde Maersk had travelled from Tangier-Med in Morocco with a maximum draft of 13.1 metres. As she approached the Sunk, none of the deep water berths at Felixstowe were available so she headed for the deep water anchorage slightly north of the Sunk pilot station. MSC Anna which was about to depart Felixstowe Berth 9 but a squall passing through the harbour held the Anna alongside so a 3rd tug was ordered for her departure.
Just as MSC Anna came off the berth, the pilot boards the Mathilde Maersk and then radios Harwich VTS that he was onboard with a draft of 13.1 metres for Felixstowe berth 9 and to find out where MSC Anna was, wind speed and direction? VTS replies that a squall with gusts up to 27 knot were passing through the harbour and the MSC Anna was off the berth with 3 tugs. The pilot replies in that case he would come in at reduced speed so they meet the Anna somewhere near the South Shipwash and he would like 3 tugs for berthing, the first at 7&8 to make fast centre lead aft, the second outside to position on the starboard quarter then make fast inside the harbour and the third tug inside the harbour on a bow to bow. The pilot also says that he will be doing a port swing off the berth.
As the MSC Anna finishes with their aft tug, Svitzer Deben waits outside the harbour for Mathilde to get closer then paddles out to 7&8 Buoys to be the first tug. The pilot and the tugs go onto channel 12 on the radio so they could go through the plan for berthing. Once Deben was fast they streched their line ready for the indirect around the 90deg turn into the harbour, the Svitzer Shotley heads out of the harbour to be the quarter tug while the Svitzer Sky leaves the pontoon and slowly paddles towards the corner to be the bow tug.
Approaching the Platters, Deben begins to move out on the portside at full line load to help steer Mathilde around the corner into the harbour. Around the corner the Shotley comes away from the ships side to make fast while the Sky makes their approach to make fast centre lead forward. Heading up the harbour, the pilot comes astern on the main engines to reduce her speed before swinging. Shortly after the pilot gets the Deben to move onto the starboard quarter and the Sky to move onto the port bow with a slack ready to swing but he wanted a bit more speed to drop off before commencing with the port swing. With the speed down the pilot gets the Deben and Sky to go straight on at 75% to start the swing. As they swing VTS keeps check how far the bow is away from the North Shelf Buoy. Space to the edge of the channel was steady and opening as they almost swung 180 degrees.
Once swung the Sky was asked to move around from the portside to the starboard side into a check position. The shotley comes in to push her closer to the berth before backing off into a check position. The pilot varies the tugs power to carefully edge her on to the berth. Once alongside the Shotley comes in to hold her alongside while the 2 spring lines each end were fast on the bollards, shotly followed the 6 fore and aft lines to hold her alongside.
Ultra large MSC Anna battles the brisk westerly winds from the tail end of ex hurricane Maria. Although we were not going to experience gale force winds but it was causing a little bit of a problem for the ships at Felixstowe.
The pilot comes across from Harbour Master's Pound at Harwich with a pilot for Anna and a pilot for the Mathilde Maersk which had been in the deep water anchorage waiting for MSC Anna to depart.
Pilot boards the Anna, shortly after the gangway was lifted. Once on the bridge the pilots orders the tugs and mooring gang to assist with the departure. The pilot requested that both tugs to make fast aft. A few line began to drop so the Svitzer Deben could be made fast centre lead aft and the Svitzer Sky made fast starboard quarter. As the tugs were making fast Harwich VTS came on the radio to say there was a squall passing through the harbour with winds gusting up to 27 knots. The pilot said he would like a third tug made fast centre lead forward.
Svitzer Shotley starts up and leaves the tug pontoon to poodles up to the bow of MSC Anna. As she comes under the bow she gives a little toot on her horn but no hands were visable so the Shotley's captian radios the pilot to find out where the forward hands are. Shotly after the crew begin to prepare a heaving line to throw for the Shotley to connect their tow line up to the bollard on the Anna.
Shotley fast forward, all three tugs stretch their line ready for the pull off the berth as the last of the line were taken off the bollards. The pilot begins with a straight pull off with all the tugs at 75% then increase to full power. The idea was to bring her away from the berth stern first so the Shotley decreases so she could use the tide and wind to their advantage. As the stern comes into the channel the pilot uses the bow thrusters to starboard while increasing the Shotley to 75% to straighten up in the channel.
Sky is released from the starboard quarter as the Anna comes ahead on the main engine. Shotley comes straight ahead then slackens their line to be released. The pilot wanted to do the usual proceedure with the tugs. Shotley came around the stern to position on the port quarter while the Deben still fast aft goes out on the starboard quarter for a full powered indirect to help MSC Anna turn to port around the 90deg Beach End out of the harbour.
CSCL Globe sails from Wilhelmshaven in Germany with a draft of 11.7 metres as she collects the exports from the UK for the Far East. The January 2015 record breaker can hold 19100teu and can have a maximum draft of 16 metres when fully loaded.
During the Globe's voyage to Europe she visits Felixstowe, Rotterdam Gdansk, Wilhelmshaven and back to Felixstowe before heading to the Far East via the Suez Canal.
When she arrived to Felixstowe for the first visit on the voyage, 14th September, she had a draft of 15.7 metres emptying some of the cargo holds which was destined for UK.
12 days later she arrives to Felixstowe for the Eastern leg of the journey with a draft of 11.7 metres.
As they approach British waters for Felixstowe, a Harwich Haven pilot boards the globe at the Sunk Pilot Station which is about 12 miles out in the North Sea. Once onboard the pilot plans the passage to the berth including how the tugs will the used to Berth her on Felixstowe Berth 8.
The pilot radios Harwich VTS when the plan is finalised and says what they are going to do. Firstly he says he is onboard with a draft of 11.7 metres for Felixstowe Berth 8 portside to. VTS replies that there is a ready berth planned portside to Berth 8, wind in the harbour, height of tide and conflicting traffic.
The pilot replies that he would like 2 tugs for berthing, the first at 7&8 centre lead aft and the second inside the harbour bow to bow. Duty tug copied the conversation.
The pilot which had took out the OOCL Hong Kong a little earlier in the afternoon wanted to go on the centre lead aft tug. He was unsure if he would make it back to the pontoon in time so he asked if they could do a transfer launch to tug as they were head out.
As the Svitzer Kent passes the MSC Viviana alongside on Berth 9 the pilot launch radios the Kent to say they would board on the starboard side on a southerly heading 6-8knots.
The Kent meets the CSCL Globe at 7&8 to make fast centre lead aft. A short while later the Svitzer Sky leaves the tug pontoon and waits just inside the harbour to go bow to bow for the centre. The speed to 6 and a half knots over the ground, Sky makes their approach and made fast forward.
The pilot gets the Kent to lay back at 50% to help reduce the speed ready to swing. The Globe comes astern on the main engine to bring her to a halt so the tugs could move in to their positions to swing her around 180deg to go portside to on the berth.
Sky moves out to the port shoulder while the Kent moves out to the starboard quarter and both tugs increase their power to 75% to get her swinging. The pilot gives a few kicks astern while swinging. Once swung the Sky is released from forward and pushes up by the funnel as the Globe goes astern for the berth.
Almost on the berth the pilot gets the Kent to check 50% to ease her straight onto the berth with a final tie up of 6 and 2 each end.
