The Pilot Boat

More on safety drills...

2010-12-11T21:12:00.000+01:00

Preparing to lower thelifeboat.

Lifeboat on the water, 2nd Officer in charge.

Is that the newPortuguese sub? No that´s just a full speed steaming lifeboat...

Approaching the hooks,always a difficult task...

Hooks on place, start heaving up!

Lifeboat on the embarkation deck, lets goback to work.

After reading the interesting last postfrom José (here) I found myself remembering the lifeboat drills we used to carry outon board.

Since firefighting drills and abandonmentdrills are mandatory at least once a month we used to perform them at Saturdays(or Sundays, I don’t remember) while sailing (while alongside loading ordischarging, all the crew was involved on the cargo operations). 

Generally it consisted on a “fire” beingset on a specific place (engine room, accommodation, pump room, etc.) and then,after ringing the alarm, the crew would gather at their particular musterstations according to the defined teams at the muster list, in order to beginthe firefighting procedures.

Fire hoses and fire pumps were tested aswell as fire detectors. Fire extinguishers were used and refilled afterwards.Breathing apparatus were used together with the fire protective clothing.Volunteers for this were always hard to get… 

When the “fire” took place on deck theCadets would most certainly end up soak and wet…

As the crew was never able to extinguishthe fire, the abandonment order would be given and the crew would now musterclose to their assigned lifeboat, with every crewmember responsible for aspecific task that would bring the lifeboat to the embarkation deck.

Lifejackets were checked as well as theadequate protective clothing. There was a brief explanation on the liferaftlaunching procedures and its use on the sea, hypothermia and SAR procedures.

As the vessel was sailing full speed,lowering the lifeboat to the water was not an option. This was usually achievedwhen the vessel was at anchor or alongside a “friendly” terminal. In this case,instead of a complete drill, the lifeboat was tested with minimum safety crew,in order to not disrupt the cargo operations. 

The engine and related controls were testedas well as all the other equipment (lights, compass, pumps, safety gear, etc.).Special attention was given to the watertightness, sprinklers and oxygen supply(being on a tanker there is always the risk of having to cross a sea inflames…).

Drydocking

2010-11-22T00:05:00.000+01:00

First published May, 2007

Greta Kosan still inside the docks with the gate closed. Vessel not floating yet.

You get to the ship at the previously arranged time, taking into account the height of the tide due to the need of a decent under keel clearance only to be informed that a sea chest valve is leaking and it will take about 45 minutes to fix. No problem we are still inside the tidal window, why not go for a walk around the shipyard and take some pictures with the sophisticated photographic equipment I keep in my pocket (Nokia N70…).

After completion of the repair on the engine room I am finally called by the dockmaster and get to the bridge where I am received by the relieving captain, who is happily drilling holes on one of the bulkheads in order to place an electronic display, together with the person that should be doing that, the electronics technician… he tells me the other captain will be coming soon.

When the “other” captain gets to the bridge I give him the passage plan and explain the intended manoeuvre. Taking into account that the main engine is not working, two tugs will be used. By this time I have to ask the relieving captain to stop the drilling on the bridge as I can not communicate conveniently with the tugs and the people ashore with all that noise…

The dock gate is now opened, the aft tug is fast. I ask the captain to test the bowthruster only to be informed that it will not work unless we wait for another 45 minutes. As the shipyard had supplied the information that the thruster would be operative we have to pass two more lines ahead in order to control the bow when coming astern.

I go to the bridge wing with the two captains and I realize they are both worried that the dock is quite narrow for the ship’s breadth. Yes it is, but it was already when the vessel came inside, unless the ship got bigger or the dock narrowed (this is what I wanted to say but kept to myself)… In fact the ship is about 16,5 meters wide and the dock about 18 meters, so no problem we have already docked vessels with 17,8 m breadth (for those asking how is it possible for the shipyard to work on the side hull I must say that after passing the gate the dock widens about 1 meter).

Not too much available clearance, but what can you do?...

We decide not to wait for the bowthruster because now nobody knows when or if it will be ready so I start to move the vessel with the aft tug pulling slowly, when we are joined on the bridge by the company superintendent. And this is when the two masters begin to be really worried about the new paint job (the masters are from a Far East country, and, in the presence of their European company superintendent they tend to become uncomfortable,  there is obviously a cultural matter that makes them fear that if something goes wrong their job will be at stake) … 

When I heard from one of the captains “it’s very close on this side, pilot” I had to answer “it’s very close on BOTH sides, captain…”. The superintendent laughs and goes on his business, giving the chance for the masters to relax a little bit. Unlike the docking procedure when we usually say to the more worried masters that if something goes wrong they are in the right place to repair, on the undocking manoeuvres, with the vessel looking brand new and everybody proud of that new paint work, there is always an extra anxiety on the bridge.

Drydocking or undocking is always a difficult task, particularly with a “dead” vessel and the wind blowing on the port quarter. But everything goes fine, no scratches, no indentations, we pull the vessel out, make fast the other tug on the bow, swing the vessel and go starboardside alongside on another berth (easier said than done…).

Pilot boarding

2010-11-08T21:48:00.000+01:00

First published April 28, 2007

Boarding (or disembarking from) a vessel in the unprotected sea, sometimes without the chance for the vessel to make a lee, is always a risky situation. The pilot boat has to come alongside a moving ship and the pilot will have to climb that rope ladder, taking into consideration the swell that keeps the pilot boat going up and down while alongside and the natural ships motions (specially yawing, pitching and rolling).

There are of course safety procedures to be followed and mandatory rules to be met. These latter are explained in IMO Resolution A889/21 sect. 2, about positioning and construction of pilot ladders. Keep in mind that pilots are required to climb and descend numerous pilot ladders throughout a normal working day, so it is expected that those ladders meet some criteria on their design, otherwise it would be much more dangerous if, for some reason, pilots would meet different space between steps, for example…

In spite of all these regulations and procedures there are, every year, pilots that fall into the water, some with fatal results.

An important poster incorporating IMPA and IMO recommendations(CLICK TO ENLARGE)

Old or classic?

2010-10-30T14:35:00.001+02:00

First published March 28, 2007

Some old ships still have the beautiful brass shining all over the bridge. If well kept they become classic ships instead of old rust buckets.

This beautiful magnetic compass belongs to "Kormoran" a small 40 years old (classic) vessel that brought the main engine for one of the Viana Shipyard newbuilding.

Check out these engine controls!

Gil Eannes

2010-10-19T13:10:00.000+02:00

First published October 23, 2006

The hospital ship, Gil Eannes, was designedand built at the Estaleiros Navais de Viana do Castelo (Viana Shipyard) in 1955.

That year the ship began her duties ofmedical assistance to the cod fishing fleets of Portuguese and other countrieson the Newfoundland and Greenlandseas. The ship not only served as a hospital but also delivered mail, was usedas a towboat and as an icebreaker, and even ensured the supply of provisions,nets, fishing gear, fuel, freshwater and bait for the cod fishing fleets.

From 1963 the ship’s duties changed and shebegan serving as a commercial vessel, as refrigerated transport, and even as acarrier of passengers between fishing sorties. She made her final trip to Newfoundland in 1973.That year she also made a goodwill mission as a “Portuguese Ambassador” to Brazil.

After that, Gil Eannes had no further useand was shifted from dock to dock in Lisbonharbour until she was finally sold for scrap in 1997.

Stirred by the inglorious fate of such anemblematic hospital ship, the community of Viana do Castelo decided to bring herback to her birthplace, rescuing her from the scrapyard, and, after majorrepairs at Viana Yard, she was permanently berthed in the old docks of Viana asa reminder of the maritime past of the city.

She is now the property of the Gil EannesFoundation, composed of several organizations in Viana do Castelo, includingViana Pilots which provided free pilotage services since the arrival forrepairs, drydocking, several shifting and finally the last berthing.

She is open to the public for guidedvisits, she has a restaurant, a museum, a youth hotel and several otherfacilities.

LOA: 98.45 m

Breadth: 13.7 m

DWT: 2600 t

Stella Polaris

2010-10-10T15:18:00.000+02:00

First Published September 11, 2006

I disembarked from “Fayal Cement” after passing abreast of the fairway buoy and proceeded to “Stella Polaris”. She was coming from the North and I could not see her until we were at about 5 cables due to the fog, although I was tracking her through the pilot boat radar.
I boarded the vessel and recognized the captain from previous voyages. I presented him the pilotage passage plan and he explained me the vessel’s characteristics. We didn’t loose too much time with this as I already know the vessel and the captain already knows the port, so I just draw his attention to the prevailing port conditions, like the expected traffic, wind and tidal current, under keel clearance, and how I was planning to take the vessel alongside.
By the time we were at about 2 cables from the breakwaters the visibility improved a lot and as the captain is familiar with the passage I just told him to steer in the middle of the channel.
On the last pair of buoys I took the con and started positioning the vessel in order to go starboard side alongside. I ordered slow astern to take some speed off and used the bow thruster half speed to starboard to approach the bow and pass a spring line ashore. The combined effect of the side thrust of the propeller (acting like right handed) and the tidal current on the starboard quarter started swinging the vessel across the river making an angle to the berth that would make it impossible to bring the stern alongside.
I immediately decided to go for an alternative manoeuvre that I use when the current is astern (which I had underestimated because it was a neap tide). I ordered hard to port the wheel, bow thruster full to port, and gave a kick ahead in order to swing the vessel rapidly to port, to put the tidal current on the port quarter. Once I had the current on the port quarter I started coming astern to the berth, steering with the bow thruster. With the vessel making the proper angle with the river the tidal current acts like a “silent tug”, helping to berth the vessel. Also, when the vessel is going astern the pivot point also moves astern enhancing the effect of the bow thruster. In this way I just had to approach the stern of the vessel to pass a sternline and then, using the bow thruster, paralleled the berth.
I enjoy this kind of manoeuvre (as long as the bow thruster has enough power to compensate the side thrust effect of the propeller) because you take full use of the bow thruster and always have the possibility to correct the positioning of the aft section by giving a kick ahead with the rudder full to either side. Nevertheless most captains feel uncomfortable with this “going astern” to the berth, whether because not used to it or not trained to do it. In this particular case, we had already done it so it was not a surprise to the captain, which knows we can’t swing and go portside alongside on this berth.
Naturally I could have used the tug boat that was standing by (compulsory for tankers), but that wouldn’t be half the fun…
After the vessel was safely moored with 3 headlines and 2 springlines forward and 3 sternlines and 2 springlines aft I disembarked to the pilot boat and went back to the pilot station to finish the paperwork and prepare the next manoeuvre.

FAR SAMSON

2010-05-24T00:28:00.012+02:00

FAR SAMSON-Ship of the year 2009

“The most powerful offshore vessel ever built – Far Samson – which was designed by Rolls-Royce and built by STX Europe for Farstad Shipping in Norway, will receive Offshore Support Journal’s ‘Ship of the Year 2009’ award.

Rolls-Royce developed the design of the UT 761 CD working closely with Farstad to meet the terms of a long-term charter contract. Far Samson, which was formally named and delivered in March, has demonstrated a continuous bollard pull of 423 tonnes using all available power and more than 377 tonnes using her main propulsion system.

Apart from its world record-breaking bollard pull, Far Samson is an innovative vessel in many respects, and incorporates a wide range of new technology.

It is a truly multifunctional offshore vessel and is capable of carrying out heavy ploughing operations for pipes and cables on the seabed, as well as subsea installation work in ultra-deepwater, along with towing, deploying ROVs and conducting a range of subsea operations. The vessel can cut trenches in the seabed in water up to 1,000m deep.”

From Farstad Shipping Web Site "www.farstad.no"

Awarded by: Ships Review, Norway and Offshore Support Journal-UK, HEYERDAHL Environmental, Norwegian Ship Owners Association.

Please se bellow the main features of this state of the art offshore vessel, I apologise by the long list but just reading it we have a full picture of how mighty the vessel is.

Built / Yard

2009/ STX Offshore Norway, Langsten /Y.No 704

Main Class +1A1, SF, E0, DK(+), Supply Vessel

Basic, Tug, COMF-V(3)C(3), Clean Design, DYNPOS-AUTRO

NAUT OSV(A), TMON, CRANE, DEICE, BIS, HELDK-SH

Loa / B.mld 121,5m / 26m

Draft (max) 8,5m + 0,97m Nozzle

Deadweight/GRT 6103mt (d=8,5m)/GRT 14740mt

Cargo Deck Area 1450m2

Deck Load 2300mt

Deck Strength 15mt/m2

Deck Crane 1 x SWL 250mt@14m

Main deck crane Active Heave Compensated max. work radius 36 m

1 x SWL 20mt@20m ROV support crane Active Heave Compensated

A-Frame 1 x SWL 315mt@seastate 4 active Heave Compensated

Moonpool1 of 7m x 7m

ROV Hangar 1

Helideck Yes

Fuel Oil 3400m3

Pot Water 1200m3

Drill Water/WB 5700m3

Main Engines

Hybrid propulsion system, Diesel mech. 4 x 6000 KW (4 x 8160 BHP) & Diesel electrical 4 x 2755 kW.

Total propulsion effect: 35900BHP on main propellers

Cathalytic Converters Yes

Bow/Stern Thrusters 1 x 2450BHP / 2 x 1632BHP

Azimuth Thruster 2 x 1800 KW forward,

1 x 1800 KW aft. Total 7344BHP

Bollard Pull 423mt

Speed (service/max) 13 knots/19 knots

Consumption 35mt/24 hrs - 105mt/24 hrs

Work Tow Drum 1 x 600mt - 2500m of 103 mm wire

Rope/reel storage1 x 3000m/103 mm wire or 2 x 1500m/103mm

Tow Pins 2 Max work Load = 400 metric ton

Shark Jaw 1 Max work Load = 800 metric ton

Stern Roller 6m x 4500m dia - MWL 1000mt

Accommodation 100 Persons

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All the best, be safe and take care out there.

José Saraiva.

New Pilot Boat "Roncador"

2010-05-16T16:10:00.000+02:00

The new pilot boat "Roncador" (Port of Viana do Castelo) arrived the 14th at 0900 after a technical call at Leixões where her sister "Gilreu" was delivered. Built by the Portuguese shipyard ENP (Estaleiros Navais de Peniche) she will now be submitted to local inspections and register and is scheduled to start operating within the next few days.

More photos and boat details will be posted soon.

Abel Matutes, this afternoon

2010-04-02T00:12:00.000+02:00

Abel Matutes being pulled from drydock (with propellers still not running) by tugboat Monte do Leça.

Vessel swinging towards South.

Vessel headed to port entrance, pilot boat Quebramar waiting for the Pilot.

Passing by Atlântida.

Close up view on the port bow. The colleague had the time to come to the port wing and wave at me... 

Pilot boat approaching to pick the Pilot, vessel increasing speed, destination Vigo.

Abel Matutes, the largest vessel ever to be handled at Viana do Castelo:

LOA: 190,5m
GT: 31 259t

Aurora

2010-03-30T23:29:00.000+02:00

Pilot and Captain on the bridge wing discussing the intended maneuvering.

Tugboat Monte S. Brás pulling on the center fairlead, tugboat Monte Xisto standing by.

Vessel clearing the dock, bow controlled with shore lines.


Vessel out, ready to shift to fitting out basin.

Aurora:
Molten Sulphur Tanker
LOA 170m
GT 16 454t
Built 2000 (Viana do Castelo hull 206)
Flag Marshall Islands

ENERCON - Precast Concrete Tower Sections

2010-03-24T00:04:00.000+01:00

Abis Belfast preparing to load concrete sections for wind turbine tower construction.

ENERCON - Blades for Wind Turbines

2010-03-23T23:58:00.000+01:00

Deo Volente loading and sailing from Viana with fiberglass blades for wind turbines.

Mamma Palanca carrying two small babies...

2010-03-20T12:58:00.000+01:00

Safmarine Palanca arrived Thursday and sailed this morning. The small boats port of registry (Marseille) would prove to be a good premonition for the Europa League match that night...

LOA: 150,2 m

GT: 9 594 ton

Flag: Panama

Built: 1981

Owner: Polish Ocean Lines

"Palanca Negra" is a sable antelope, Angola's national symbol and the nickname for that country's football team.

Pulpo a la Gallega

2010-03-02T23:14:00.000+01:00

Ingredients

1 Kg octopus
1 onion
2 bay leaves
2 larger potatoes, boiled and sliced diagonally into rounds (about 1/2" in thickness or less)
1 teaspoon hot paprika, to taste (about, or more)
sea salt
extra virgin olive oil

Directions

Fill a large soup pot with water, enough to submerge the octopus.

Cut onion in half and add to water, along with the bay leaves.

Some will say that also adding a wine cork (yes a wine cork) will ensure a tender octopus. (You are within your rights to use your culinary judgement on that particular point.)

Bring the water to boiling, and submerge the octopus 3 or 4 times, to scald it basically.

Bring the water back to a boil and place the octopus in the water.

This time we will leave it in there.

Reduce heat to a simmer, and cook the octopus 20 minutes-- a larger octopus will require longer cooking time-- up to 45 minutes.

Remove from water, and slice diagonally into rounds (ovals really).

The slices should be about 1/2" thick.

Presentation

Arrange potato rounds on a plate or wooden serving tablet and top each with a slice of octopus.

The potato should be about the same size as the octopus slices, if not, then cut potatoes accordingly.

Liberally sprinkle paprika and sea salt over all and drizzle with extra virgin olive oil.

You may wish to garnish with chopped parsley.
(www.recipezaar.com)

Minerva

2010-02-24T22:53:00.000+01:00

Beautiful shots taken by A. Teles (now I know my camera sucks...)

Shiphandling as seen from above

2010-02-23T00:21:00.000+01:00

Fruit juice tanker "Bebedouro" sailing from Viana, after drydocking. Photos by A. Teles.

SF Alhucemas

2010-02-06T20:35:00.000+01:00

SF Alhucemas being maneuvered out of the dock, destination Vigo, under tow.

Weekend sailing and lifeboat drills

2010-02-06T20:19:00.000+01:00

NRP Viana do Castelo

2010-02-06T20:12:00.000+01:00

NRP Viana do Castelo arriving after sea trials.

Abel Matutes and Atlântida

2010-02-06T20:07:00.000+01:00

Abel Matutes waiting for drydock and Atlântida waiting to be sold...

WG Magellan

2010-02-06T20:01:00.000+01:00

Seismic vessel WG Magellan alongside Viana Yard and sailing under tow to Barreras Shipyard, preparing to disembark the pilot.

Far Spirit

2010-01-04T19:42:00.011+01:00

Far Spirit

PSV (Platform Supply Vessel) Model type VS 470 MkII built in Norway by Western Contractors belonging to Farstad Shipping, start service in 2007 with a charter for BP Angola working mainly at Block 18 and Block 31 attending FPSO Greater Plutonio and other drilling installations working for BP Angola, at the moment at anchor in Luanda Bay awaiting for new charter.
Special features to highlight, PSV with DP class II, Fi-Fi I and capability to load Methanol (LFL) and all the other type of cargos normal in a modern PSV such as, dry bulks, mud, brine, base oil, fuel, potable and drillwater, deck cargo reinforced to heavy lifts standards.

Please see bellow some of the main features of this modern supply vessel:

PORT OF REGISTRY Douglas Isle of Man
CALL SIGN MFIZ
IMO NUMBER 9366811
MMSI 235051096
LENGTH(OA) 73.4m
LENGTH(PP) 65.9m
BREADTH 16.6m
DEPTH 7.6m
GROSS TONNAGE 2469 ton
NET 904 ton
SUMMER DRAFT 6.416 m
DECK AREA 680 m2
DECK LOAD 1600 ton
POWER 6530 hp
BOW THRUSTERS 2 X 1000 hp TUNNEL
STERN THRUSTERS 2 X 1000 hp TUNNEL

Class DNV: 1A1 Fire Fighter I SF LFL E0 DYNPOS-AUTR CLEAN DK(+) HL(2.5)

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All pictures from vessels “Shelf”, thanks to all crew on board and on leave.

Jose Saraiva, Master onboard Far Spirit.

Minerva

2009-08-28T00:01:00.001+02:00

The small cruise vessel Minerva (ex-Explorer II) sailing from Viana after a short call. She is currently operated by Swan Hellenic.

This ship motion to port is technically known as "ooops!".

This ship motion to starboard is described at Bowditch, The American Practical Navigator as "Iwiwa" or "I wish I was ashore".

Akademik Shokalskiy

2009-08-27T23:38:00.000+02:00

The ice class passenger vessel Akademik Shokalskiy, sailing after extensive repairs at Viana Yard. She is now operated by Quark Expeditions.

"Akademik Shokalskiy was originally designed and built in Finlandfor polar and oceanographic research. The ship is small, nimble, andice-strengthened, capable of reaching the nooks and crannies ofAntarctica that many larger ships cannot. The vessel is equipped withZodiacs. A kayaking adventure option is offered on this vessel in theArctic."

Passió per Formentera

2009-08-27T23:27:00.000+02:00

The passenger/ro-ro ship Passió per Formentera under tow by Charuca Silveira. This hull, built by Astillero Barreras (Vigo) was completed by Viana Yard. With a 101 meter LOA and 6146t GT she will soon be delivered to Balearia Group.

Cape Henry

2009-08-27T23:17:00.000+02:00

The 1992 built, Liberian flagged container ship Cape Henry sailing after unloading several hatches for Viana Yard newbuildings.

First rotor blades export from Viana do Castelo

2009-06-20T23:47:00.001+02:00

The Maltese flagged, Russian owned cargo ship "Socol 4" loading 30 rotor blades produced at the Enercon's factory, located adjacent to Viana Yard.

These were the first blades ever to be exported through this port and were destined to Italy.

Vessels in Vitoria harbour

2009-06-15T19:26:00.005+02:00

Hi there I would like to show some old pictures taken when on board Far Swift alongside CPVV terminal in Vitoria harbour Brazil.
The entrance in Vitoria harbour is quite interesting because is very narrow in some parts as the passage between rocks showed on the pictures and very strong currents especially after heavy rains and during ebb tide.
Vitoria Pilots (Praticagem de Vitoria) always being of a great help and very friendly and kind, so I want to thank them for their help every time Far Swift call this port.
All the best and take care out there.

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Pict.3 Pict.4 Pict.5 Pict.6(Posted on board Far Spirit for the moment at anchor in Luanda bay)

A different kind of sailing

2009-05-27T23:03:00.001+02:00

Radio remote controlled sailing boats in a regatta at Cais da Fonte Nova, Aveiro.

Pilots and helmets

2009-05-09T19:17:00.002+02:00

The most dangerous part of the pilot’s job (from the personal point of view) is the transfer between pilot boat/ship/pilot boat as the previous post clearly shows. The pilot’s personal protective equipment is therefore of paramount importance on the prevention of serious injury should an accident occur. For several years this equipment has been limited to the wearing of automatically inflatable lifejackets or “Seasafe” jackets which includes all the SOLAS requirements for lifejackets as well as an harness, strobe light and even a personal locator beacon (depending on model). Safety boots and non-slippery gloves are usually also standard equipment. All this equipment becomes quite useless should a pilot suffer a more than probable head injury on a falling accident. 

As part of our Safety Management System there is a constant formal safety assessment and an ongoing review of critical pilotage procedures. Due to previous incidents with pilots while transferring to or from the ship, the risk of head injury was identified and corrective action taken. Appropriate safety helmets (light, comfortable and with neutral buoyancy, which minimizes the risk of neck and spine injury for water impact) were ordered, also taking into account previous experiences on this subject on some US and North European ports.

Since the beginning of this year pilots at Viana do Castelo have been using these safety helmets on a regular basis as a complement to the other standard protective equipment.

Also taken into consideration was an eye opener text “Why Do Pilots Not Wear Helmets”, posted by Capt. W. A. Worth on Professional Mariner, March 2008:

“The recent spate of accidents, have shown that often pilots are rendered unconscious when they fall from a pilot ladder and are unable to take action to save themselves.  Working on a pilot boat puts both the pilot and the deckhand often 30 feet below the deck level of the ship that they are working, anything dropped from the deck from shackle pins to the pilot ladder itself can cause serious head injury.

Here on the Columbia River Bar, helmets have become standard safety gear. From the beginning of the helicopter transfer system, they were mandated by the helicopter companies. Simple kayak helmets offered the protection needed for being hoisted from the helicopter. They have become routine, and are now used in both helicopter and boat transfers. There have been several incidents in which a head injury has been prevented.

The big question is Why Not? This is the easiest and cheapest way to reduce injury, and only vanity and tradition seem to be reasons to not wear some type of head protection. All of the float coats, epirb's, and waterproof radios, fail if the pilot is unable to help themselves duecto a head injury.

Buying an off the shelf Kayak helmet, covering it with reflective tape, and even attaching a small light, is a simple way to increase the survivability of pilots.”

Seamanship (or the lack of...)

2009-05-05T23:32:00.000+02:00

After more than 10 years of ISM implementation, after increased worldwide scrutiny by Port State Control authorities, after recurring recommendations from EMPA and IMPA regarding pilot boarding arrangements following fatal accidents involving pilot ladders, this is what we are still witnessing day after day.

The picture speaks for itself. What we have here is two ladders recklessly attached to each other. Imagine using this pilot ladder during the night and under bad weather conditions…

This vessel is owned by a reputable (?) European company and manned by European officers.

More than an evident lack of seamanship that could and should lead to a major non-conformity under the company’s SMS, what this situation shows is a complete lack of respect for fellow mariners.

Shipspotting activities

2009-04-22T23:55:00.000+02:00

Safmarine Andisa approaching port entrance.

Safmarine Andisa through the main navigation channel.

Cape Byron loaded with ship hatches from China.

Cape Byron on the shipyard basin.

Pilot and Master.

Fruit juice tanker Bebedouro approaching drydock nº1.

Dredger Brage R working on the port entrance.

Danish Butter Cookies

2009-04-18T15:05:00.000+02:00

No, you didn’t get the wrong blog. 

It is a known fact that next to the most important equipment on a ship’s bridge (the coffee machine) there will always be a tin of cookies to help the watchkeepers go through the 4 hours watch with their stomachs comforted. Not always known is that these tins of delicious “danish butter cookies” can also give a help navigating the ship… 

Back in 1996 we were approaching Hormuz Strait, outbound from the Persian Gulf, having loaded a full cargo of crude oil at the Iranian  Kharg Island terminal. The traffic separation scheme north of Musandam Peninsula demands a large alteration of course, which can be tricky for a 22 meter draft, 342 meters long vessel with heavy traffic nearby. For this reason, the Captain was also on the bridge with the 2nd Officer (me).  At some distance on our starboard bow there was a salvage tug approximately with the same heading and speed. She was delaying the course change and soon we would need to start going to starboard and had no acceptable room. Before deciding to slow our speed to increase the distance we tried to call her on the VHF asking if she would alter course before us or proceed with that course. After calling the tugboat a few times by her name, with no answer whatsoever and approaching the defined position to alter course, I headed for the phone to call the engineers in order to let them know that I would soon be decreasing the engine revolutions so as to alter course. Before I could pick up the handset, the Captain phlegmatically told me to wait a moment. He approached the “danish butter cookies” tin, removed the lid and went outside on the bridge wing. Using the sun and the polished interior of the lid as a mirror, he began to flash the bridge of the tug. Almost immediately a voice sounded on the VHF, with the tugboat watchkeeper apologizing after realizing that there was a huge vessel approaching on her port quarter. She instantly altered course to starboard and allowed us also to alter with no speed decrease. 

So, next time you join a ship, check if the “danish butter cookies” are a part of the standard navigational equipment…

Fishig Boats

2009-04-06T20:48:00.017+02:00

Fishing Boats

Hi there.
I want to wish a nice and happy Easter season full of Easter gifts.
This time, I would like to bring forward a problem that vessels involved in offshore operations in some Brazilian oil fields must dealt in a regular bases when working inside the 500 metres alongside platforms or just navigating through the oil fields, as we all know the 500 metres zone should be a restricted access zone to allow the operations with the offshore units as safe as possible, so why small fishing boats are still working (fishing) inside the 500metres zone and nobody looks to be worried with this fact? We know that all the oil fields in Brazil are areas were is forbidden to navigate or fishing, just the vessels strictly involved in the operations are allowed to enter in these areas, you just need to read the navigation charts notes to be aware of this fact, it looks that nobody is bother with this ongoing problem, for me as skipper of a supply boat is an utmost danger for the safety of all operations, no matter how many near miss reports you fill into the SMS system or complains to the platform OIM.
To say that nothing has been done is not correct, here and there you see a Navy patrol boat, or maybe a few days after a complain you see a Navy patrol boat arresting and fine some “poor” fishing boats, but just after another day the small “little beasts” are back.
I understand that fishermen must feed their families and the fishing are the only way of incoming money, but put their lives and the lives of others in great danger doesn’t look to me a very wise way of life, there are so many places with good fish, why the fishermen choose always to put their lives and the lives of others in dangerous situation close to offshore units?
Please see the pictures to prove that I’m speaking true.
All the best take care out there.

Pict.1

Pict.2

Pict.3

Pict.4

Pict.5

Pict.6

Pict.7

Azores online media and copyright issues...

2009-03-28T11:31:00.001+01:00

Given the problems with the ferry Atlântida, much attention has been given by the online Azores media to this vessel and its sea trials. This morning, to keep me up to date to the latest news, I browsed for some news on the internet and found several websites using photos taken from this blog without any reference to their origin or authorization from the author.

The used photo was originally posted by thepilotboat here and can be found on the following websites:

http://www.picoazores.com/noticias/noticia.php?noticia=5606

http://radiopico.pt/site/conteudoss.php?otal=5876&wm=17

http://www.correiodosacores.net/view.php?id=6139&poll=5&resposta=1

http://www.jornaldiario.com/ver_noticia.php?id=18946

This is an unacceptable practice. We have no problem with the use of our photos as long as you ask us kindly or insert a reference to their origin!

Atlântida, more pictures!

2009-03-19T23:06:00.001+01:00

Atlântida sailing for sea trials, last week. Pictures by L. Ré.

Atlântida

2009-03-08T14:39:00.001+01:00

After some alterations to the original project she is finally ready to go to the sea for the first time. Tomorrow she will sail for sea trials.

Images dedicated to [Navios e Navegadores], where a daily visit is mandatory to learn about the history of ships and shipping companies throughout the years.

Again, the stormy weather

2009-02-08T12:01:00.010+01:00

Some pictures taken from the breakwater to the port entrance, last wednesday

PIRACY / ISPS Code

2009-01-21T16:37:00.010+01:00

PIRACY/ISPS Code

Who never heard about pirates, imaginary or true stories fulfilling our youth, pirates with wooden legs and parrots on their shoulders, sailing the seven seas.
The pirates always have been known as very good and venturous sailors with a bloody heart.
We admire the bravery of these sailors and dream about their treasures left behind in some unknown Island waiting to be discovered in modern times, the actual history is a little bit different, we always tend to forget the other side of the coin, the pirates victims.
Now I want to have a more objective approach, definitions of what is Piracy or an act of Piracy - according an Wikipedia article there’s the usual - “Piracy is robbery committed at sea, on a river, or sometimes on shore, without permission from a nation”. From same page we can find the UN definition and the Sea Act - “ Maritime piracy, according to the United Nations Convention on the Law of the Sea (UNCLOS) of 1982, consists of any criminal acts of violence, detention, or depredation committed for private ends by the crew or the passengers of a private ship or aircraft that is directed on the high seas against another ship, aircraft, or against persons or property on board a ship or aircraft. Piracy can also be committed against a ship, aircraft, persons, or property in a place outside the jurisdiction of any state”
In the real world and since the man started to sail on any kind of “floating device”, attacks always had been committed on and from vessels, we have reports since the ancients times, Greek, Phoenician, Chinese, African, European etc, all these people had perpetrate Piracy acts.
With the time passing and during the 20th century, piracy attacks were news just when some western people or vessels belonging to western Companies were involved, and quickly forgotten, local attacks in areas like Malacca Strait, Indonesia waters, Vietnam, East and West Africa, Brazil and many more other locations allover the World were passed unnoticed for long time.
On recent times the piracy word start to appear in the media news front page more often than should I’m afraid, in some occasions associated with terrorism actions (political motives), other times, pure acts of robbery over vessels cargo, highjacking against crews and their belongings, ransoms asked to Ship Owners for releasing of crews and cargo, etc, etc, remembering the IRA attacks in the early eighties and the well known terrorist highjack of Italian cruise ship “Achille Lauro” off the Egypt coast by “Palestinian Liberation Front” terrorists, just before the 9/11 World Trade Centre terrorist attack, the Americans had suffered another terrorist attack that took the lives of 17 seamen, this suicide bomb attack was perpetrated against the Destroyer USS Cole when she was berthed at Yemeni port of Aden.
In the aftermath of the 9/11 and the urgent need to give an answer to the increasing pirates/terrorists attacks against ships, IMO/UN came out with the ISPS Code.
The ISPS code (The International Ship and Port Facility Security Code) was created with the intension to be the answer to all this attacks and the best instrument to fight against the increasing rate on piracy attacks and threats over the world merchant fleet.

“ The International Ship and Port Facility Security Code (ISPS Code) was adopted by a Conference of Contracting Governments to the International Convention for the Safety of Life at Sea, 1974, convened in London from 9 to 13 December 2002.
The Code aims, among other things, to establish an international framework for co-operation between Contracting Governments, Government agencies, local administrations and the shipping and port industries to detect security threats and take preventive measures against security incidents affecting ships or port facilities used in international trade and to establish relevant roles and responsibilities at the national and international level. These objectives are to be achieved by the designation of appropriate personnel on each ship, in each port facility and in each ship owning company to make assessments and to put into effect the security plans that will be approved for each ship and port facility.”

The implementation costs of this code was sustained by the shipping Companies in a big effort to comply with the resolutions, crew members were trained, courses held allover the world, security plans, manuals, certification, inspection and obviously at the end of the line a “little” more weight on the paper work for the deck officers and a new assigned responsibility as SSO (Ship Security Officer) for the Master or the officer on board untitled to, on the Company side a new figure appears, the CSO (Company Security Officer) a few more tasks to be done for all involved in the security plan etc, on the Port Facilities side the implementation took also a high cost, the need to certify the ports and all the measures to comply with the code were taken seriously in some contracting countries, but in others the seafarers found big problems and breaches in the code procedures, some times just to know who is the PFSO (Port Facility Security Office)is a problem not to speak about security levels and the discussions between ships Masters and Port Facilities Authorities (scarce information from the local agents), when to issue a DOS (Declaration of Security) is a guessing job, you never know, so the majority of SSO just fill in one DOS and that’s it, log in the Security Log Book for the sake of future inspection.
Associated with this came the electronic aids like the AIS and the SSAS, these two systems if in theory these should be a great help for the sailors, in practice the AIS starts to be miss used by deck officers not well trained, when using this system for navigation, and obvious if this system identifies the vessel and give important information about voyage and cargo, everybody, including the pirates can easily follow the vessel and attack when and where is more suitable and the SSAS systems on the market proved to be very complicated to operate and just a simple test or drill can become a nightmare of push buttons!!!
In a real situation even if you are able to send the alert through the SSAS some times when the answer come from shore you are already seized by the pirates and the vessel is under the power of their guns, any kind of physical help would arrive to late and any armed action to freed crew and vessel could put in jeopardize the lives of the crew
So I’m asking, is the ISPS Code really effective? If yes, why the threats, the terrorist attacks and the pirate attacks instead of decreasing it looks that have lately increased in great amount.

Just to finish, this post has gone to long already, why the tanker “Sirius Star” was attacked, hijacked or what ever you called, about 450’nm from land in an area well away from the usual dangerous and prone area to piracy (Somali waters, horn of Africa), this attack was done out at sea, off Kenya, well further South, showing a well managed organization involving large mother ships and not just the usual fast small boats, this mother ships give the range that pirates need o spread the attacks area and make escort from Navy vessels much more difficult.
Just to inform that “Sirius Star” was freed after a ransom of 3 millions US Dollars was paid to the pirates by the ship owner.

When you read reports about pirates attacks and you found that even with contracted and “well trained security agents” on board the vessels keeping to be high jacked, these agents are hired from apparently trustful Companies in security procedures and using the “most appropriated” devices such as LRAD (Long Range Acoustic Devices), or just the old “hoses spray over board” method, no real guns, were ineffective, this security agents “bravely” had jumped over board and later rescued by a helicopter from a British war ship I don’t know if this information is right so it must be taken cautiously, you as Master of a merchant vessel can’t feel secure even if you “go by the book” in relation with the ISPS Code.
All the best, keep safe out there, watch your back.

José Saraiva

Martin i Soler

2008-12-04T23:04:00.000+01:00

The brand new Spanish built passenger/ro-ro ship approaching Viana for final works and painting. Barreras Yard (Vigo) hull nº 1655, she is 165,3 meters long and powered up to 24 472 hp.

Safely inside drydock, she will soon rest on the blocks, after all water is pumped out.

OGS Explora

2008-12-04T23:00:00.000+01:00

OGS Explora, the Italian flagged research vessel, sailing under tow from Viana bound to Vigo.

Bow Bracaria

2008-12-04T22:55:00.000+01:00

Bow Bracaria, chemical tanker built in 1997 at Viana Yard, hull nº186. Seen here with a beautiful winter sunset.

The Top 5 (by special request...)

2008-11-29T17:13:00.002+01:00

I was recently tagged by [Sailor Girl] at her blog [Atlântico Azul] in a meme called 5 things. She gave me the assignment of creating a post showing you five ships I have enjoyed piloting. It is a difficult task, to choose only 5, and I do not have a picture from every vessel I handled. Anyway, here is a list of 5 ships that, for some reason were somehow special to me:

"Minerva II", because it was the first modern cruise liner to call at Viana do Castelo

"Suula", because it was the most sophisticated chemical tanker to be built at Viana, with the interior of the wheelhouse looking like an airplane cockpit

"Carmel Ecofresh", because it was the largest vessel ever to be built at Viana do Castelo

"Creoula", because this task was assigned by Sailor Girl, Nº1 fan of this beautiful training ship...

"Stellar Cupid", a woodchip carrier and the largest vessel ever to call Viana for commercial operations

A "call" to Gothenburg port.

2008-11-22T00:57:00.019+01:00

A “call” to Gothenburg port.

I would like to show some pictures taken during my stay in Gothenburg to attend a course about Norwegian law and rules for Captains on NIS flag vessels and some how underline the different mentality and approach reigning in this city about the use (good) of waterways and the sea in general, compared with the narrow minded and obsolete use of ours waterways and sea.
Gothenburg is placed close to the mouth of river Göta, flowing directly to the Kättegat, is the second biggest city in Sweden and he fifth of Scandinavia, known to be the “Volvo” town because the production plants of this world known car, trucks, marine engines etc manufacturer.
A very nice town to visit with a lot of museums, theatres, opera house and shops where you can bye everything your money can afford, a very nice night life to have fun and drink a good pint of lager or anything it suits you.
Just to finish the people were all very nice and friendly, any information asked was always answered with a smile and in a helpful manner.

Pict.1 – Aspect of the view into the Göta River and the Älvsborgsbron bridge.

Pict.2 - Guest harbour with the famous office building known locally as the “lipstick”.

Pict.3 – Guest harbour with the floatel "Viking" in the back.

Pict.4 – Floatel "Viking".

Pict.5 – "Poseidon".

Pict.6 – Ferry "Stena Germanica".

Pict.7 - Stena Line HSC Cat.

Pict.8 – Cargo ship "FK-River".

Pict.9 – Floating dock.

Pict.10 – Floating car park.

Pict.11 – "Göteborg" barge.

Orange juice for breakfast...

2008-10-24T15:05:00.002+02:00

"Southern Juice", a fruit juice tanker, sailing from Viana after extensive repairs. Registered at Nassau, she was built in 1983.

LOA 170 m

GT 19 349t

She is currently trading between Brasil and North Europe with a full cargo of orange juice concentrate in stainless steel tanks.

For a tankerman like myself it is very strange to finally find a tanker not carrying noxious, toxic, flammable, corrosive, smelly products...

WG Columbus, a new look...

2008-10-21T15:53:00.003+02:00

WG Columbus after extensive finishing works at Viana (she was built in Vigo), the most important being the installation of the two propulsion units. You can check here how she looked one month ago.
The opinions are divided, some say she is beautiful some say she is ugly, I would say she is definitely strange...

Tall Ships Regatta - 3

2008-10-18T12:45:00.005+02:00

While most of the thousands visitors were taking photographs of the ships I was looking for the details or that special moment when you grasp a scene of the daily routine on board these beauties. This is what I got...

Tall Ships Regatta at Aveiro - 2

2008-10-18T12:39:00.003+02:00

Beautiful photos sent by Vasco L. on the departure day.

Lifeboat testing

2008-10-12T19:28:00.003+02:00

Free fall enclosed lifeboat being tested at Viana Yard, a few days ago. The ship, Industrial Eagle has already been delivered. (video kindly supplied by my dear friend FP)

A few years ago I was on a ship drydocked close to a newbuilding that needed volunteers to fulfill the lifeboat in order that the test was carried out at its maximum capacity. As with all enclosed lifeboats the feeling is claustrophobic and the seats are facing backwards (with the exception of the helmsman). This is how it goes: After closing the hatches and the release handle is pulled there is a tremendous noise while the lifeboat is rolling on the rails, then a sudden silence while she is flying and then BANG! you hit the water and momentarily lose your breath while seeing the water covering the translucid hatch... not for the faint hearted.

When you order a family pizza they bring you a family pizza and a small one as a bonus. When you order a lifeboat they also deliver the rescue boat as a bonus...

Industrial Eagle sea trials

2008-09-26T22:27:00.003+02:00

Industrial Eagle sailing for sea trials. This Viana Yard hull nº 254 is a multi-purpose container vessel able to carry heavy cargoes up to 500 tons. She is 139m long and has a maximum speed of 16,5 knots.

3D Seismic Research Vessel - WG Columbus

2008-09-24T17:33:00.003+02:00

Barreras Shipyard (Vigo) newbuilding arriving at Viana under tow for final works and propulsion units installation. Built for Western Geco.

Tall Ships Regatta at Aveiro - 1

2008-09-22T17:43:00.005+02:00

The Funchal 500 Tall Ships Regatta and Festival do Mar 2008 is the centrepiece of year-long celebrations of the 500th anniversary of the first settlement on the Portuguese island of Madeira. The fleet of sail training Tall Ships gathered (10 - 13 September) in the historic port of Falmouth on the south west coast of England before racing to Aveiro, Portugal (20 - 23 September) where the following pictures were taken last Sunday. From Aveiro the Tall Ships will race to Funchal, Madeira for a Maritime Festival and major celebrations in the city (2 - 5 October).

For some good pictures you can go here although I believe some legends were misplaced (namely the clowns one...). For real nice pictures check this post and the ones that will follow!

Crewmembers from the barque SEDOV going on shore leave.

SEDOV's bell where they use a lot of Coração...

The sails colour scheme is worldwide famous. The Alexander Von Humboldt.

Beautiful figurehead of the Mexican Navy training barque CUAUHTEMOC.

The steering deck of the Dutch gaff ketch TECLA.

Stay tuned for more pictures on the next few days!

a 40 years old lady...

2008-09-17T18:21:00.003+02:00

The cement carrier "Cementador", Spanish built, owned, operated and manned. She was built in Bazan Shipyard, San Fernando back in 1968 to Tudela Veguin, still her present owner.

It must be stressed that she is very well maintained, a common feature of vessels that stay with the same owner for decades.

LOA 84,5 m

GT 1939 t

Maritime Book Review 2 - "Salvage - A Personal Odyssey"

2008-09-14T13:26:00.003+02:00

For my second book review I chose one that I have recently finished reading, although due to several ongoing projects, took me considerably more time doing it than it was anticipated. “Salvage, A Personal Odyssey” by Captain Ian Tew, is a fascinating account of several impressive salvage and towage operations conducted by him during the time he worked for Singapore based salvage company Selco.

Throughout the book different grasping stories take us immediately to the sea, aboard one of the salvage tugs, with Captain Tew in command. His writing style will certainly be recognized by a professional mariner, such is the attention to details such as the weather conditions and the accurate timing of events that others would consider superfluous.

The salvage operations take place mostly in the Indian Ocean, China Sea and Persian Gulf and range from the refloating of grounded cargo vessels on coral reefs to major salvage operations on blazing missile hit VLCC’s during the Iran-Iraq war.

The book is full of impressive photographs, diagrams, maps and sent/received telexes during the operations. Captain Tew’s reports take us inside a branch of the shipping industry (salvage) that is commonly misunderstood by other mariners. In fact, as any other shipping business, profiting is the aim, although in this case there is an extreme risk associated with it. The author explains us the aspects of the LOF (Lloyd’s Open Form of salvage agreement) particularly the “no cure - no pay” part. The technical details of the salvage operations are exhaustive and the different salvage tugs play a main role on the stories.

I found the book very interesting and somehow it contributed to a change in the way I saw salvage. I was once involved, as a ship officer, in a major salvage operation of a holed VLCC and could witness from the signing of the LOF by the master to actively participate on the towage and STS operation that followed. This book reminded me that, although the signing of the LOF can be a dramatic event, from the legal and financial point of view of the ship owner, for the me it was quite a relief to see the salvage tug on the horizon on that morning off the South African coast, back in 1996…

My book is signed by the author, copy number 146 of a limited edition of 500.

Title: Salvage; A Personal Odyssey.
Author: Ian Tew
Pages: 293
Edition: Seafarer Books
ISBN: 13:9781906266004

All photos on this post copyright Captain Ian Tew.

All books appraised here are owned by this blog author, some were offered, most were bought. There is no commercial intention whatsoever, the only purpose of this blog section is to divulge one of my favorite things (books) concerning my favorite theme (the sea).

If there is any copyright infringement on any of the posts let us know at once.

You can find Maritime Book Review 1, “Lisbon Docks and Ships” by Luís Miguel Correia here.

Tax Man

2008-09-07T23:44:00.005+02:00

Far Swift along side May-Alfa platform in Mexico.

Hi there

To whom it my concern:
Well this is not a statement of facts but could be if necessary, the reason for this small post is related with tax problems that some of my crew members on board Far Swift, living in UK had experienced with the “tax man”, I want to explain that the Vessel Far Swift where I have been serving as Master is a PSV that means Platform Supply Vessel, and never work as a "stoped" installation, I hope all knows what is an usually called supply boat, some of her main features are: DP class II and extra accommodation for a total of 64 persons on board, between others, if someone wants more information check on old posts where I give other and more specific details about the vessel. The problem with the “tax man” arrive when this gentleman in the line of his duties and investigating about what type of vessel was the Far Swift found what I believe my post dated from 22nd of June 2007 about an exercise drill, where I stated briefly that the Far Swift was working in Mexico as “Floatel”, well, was this word that cause the problems, the vessel was working as extra accommodation for workers, warehouse, workshop etc, but also was working as supply transferring materials and persons as required by the charter, we use to enter port for bunkers and food and every time the need come, so the vessel was no a “stationary” facility along side a platform, as the “tax man” try to make it, she perform all duties as a PSV and all others required according the charter party, observing Company procedures and applicable international and IOM flag Rules and Regulations.
I want to apologize for all problems that my statement had caused, and I hope this small explanation give some light for those who need it.

Jose Saraiva.

BRO Priority

2008-06-24T21:23:00.003+02:00

Aircraft carrier at Viana do Castelo... or "Rossio na Rua da Betesga" (private joke and image dedicated to TC)

Looking aft, with Monte São Brás doing her best to take speed off.

Starboard bridge wing with Enercon's rotor blade production plant seen on the right.

Bro Priority, Ocean Primero and the old Pilot Station.

Ilya

2008-06-24T20:53:00.002+02:00

The general cargo vessel Ilya seen at Aveiro with pilot boat coming alongside. This 1994 built vessel is icestrengthened and has icebreaking capabilities. The shape of the bow allows her to "ride" the ice pack and use the weight of the vessel to break it. She was built in Ukraine at a delivery price of about $8,5M. She is currently operated by Balthellas Chartering.
LOA 134,3m
GT 7249t

The oil crisis

2008-06-24T20:39:00.002+02:00

Portuguese fishing vessels laid up at Aveiro due to the oil crisis. Two weeks ago the owner fired about two hundreds of crew members on the basis that it is no longer viable to operate the vessels with the current gasoil prices.
Post dedicated to my friend and colleague (a former fishing vessel master) who happens to say that the fishing activities have a bright future in Portugal...

Tomar

2008-06-24T20:29:00.002+02:00

The Portuguese vessel Tomar sailing from Viana. Images dedicated to Captain Ribeiro Nunes, master of Tomar and one of our regular visitors even when at sea.

Bow Balearia

2008-06-24T20:22:00.002+02:00

The chemical tanker Bow Balearia alongside Cais do Bugio. Built in 1998 at Viana Yard (hull nº194) as Multitank Balearia she returned to her berthing place for retrofitting of a new inert gas plant (or, as a friend of mine would say in Portuguese "gasinérido").
She is currently operated by Odfjell Ahrenkiel and her master spent about 3 years at Viana during the building process of the Multitank series.

Canneto M

2008-06-24T20:10:00.002+02:00

The Spanish newbuilding from Factorias Vulcano (hull 478) undergoing final paint work at Viana Yard. This chemical carrier is 161,2 m long and 13597t Gross Tonnage.

Ocean Primero

2008-06-24T20:02:00.002+02:00

The LPG Tanker Ocean Primero, originally Coral Acropora. Built in 1993 she is currently operated by Lauritzen Kosan.
LOA 101.5 mts
GT 3096t
UK flagged

Ponta do Garajau and Monte Xisto

2008-06-24T19:58:00.002+02:00

Beautiful sailing boat

2008-05-11T00:47:00.004+02:00

Sailing from Viana, seen from the Pilot Station

BRO Priority and BBC England

2008-05-11T00:20:00.003+02:00

Bro Priority and BBC England early in the morning before shifting the tanker to dry dock.

BBC England at Cais da Marinharia, Viana Yard.

Bro Priority after entering drydock nº1. The small boat close to BBC England is pulling the floating dock gate, which can be seen appearing astern of Bro Priority. On drydock nº2, the cargo vessel Korsika. Pilot boat Quebramar waiting for pilot.

Bro Priority and Korsika, both inside the docks.

Bro Priority:
2001 built, Swedish flagged chemical tanker. LOA 176,5m GT 21 517t

BBC England:
2003 built general cargo ship registered at Marshall Islands. LOA 142,7m GT 7 576t

Steel Vs Rocks

2008-05-11T00:18:00.001+02:00

The rocks always win...

Safmarine Angela

2008-05-11T00:09:00.002+02:00

The 2007 built Safmarine Angela. This Swiss flagged general cargo vessel is part of a group of new vessels being delivered to replace the older Safmarine units on the West Africa/North Europe lines. LOA 140m, GT 9 938t

UAM 602 Atento

2008-05-10T23:57:00.002+02:00

The brand new Navy Rescue Boat of the "vigilante" class, totally designed and built in Portugal at Arsenal do Alfeite.
With a top speed above 28 knots and 14,5m LOA, she is propelled by water jets and is currently performing sea trials at Viana do Castelo.

FPSO Bonga Tow off Portuguese Coast

2008-04-10T23:09:00.012+02:00

“Bonga” TOW off Portuguese Coast.

I there, I’m been away for some time , but I never forget you all that have “passed” the eyes through this corner (blog), where interesting nautical issues and very nice pictures have been posted by Daniel, on my side I agree I should appear more regularly, but I’m a little lazy you know!!!
This time I found these very interesting pictures taken during a storm off the Portuguese coast when Far Saltire was making the tow of “Bonga” FPSO from UK to Nigeria together with another tug (no information about it), obviously from where these pictures were taken, all images nicely granted by Ron Stewart that was at the time on board Far Saltire as bridge officer, I want to thank him and wish to all good weather, sea and horizon (translated from the Portuguese “Bom tempo, mar e horizonte”).

Please see bellow some of AHTS Far Saltire main features:

Built 2002 / Ørskov, Y.No 222
Design UT 728 L
Main Class DnV +1A1,Tug, Supply Vessel, SF, EO, DynPos AUT, Oil Rec., T-MON, CMS, PMS
Loa / B.mld 73,6m/16,8m
Draft (max) 6,3m
Main Engines 4 x 4075 BHP - Tot. 16300 BHP
Bow Thruster 1 x 1200 BHP
Azimuth Thruster 1 x 1200 BHP
Stern Thruster 1 x 1200 BHP
Max- / service speed 16,3 / 12 knots
Bollard Pull 180mt

Pict.1

Pict.2

Pict.3

Pict.4

Pict.5

Pict.6

Pict.7

Pict.8

Volcan de Tijarafe

2008-04-02T17:24:00.004+02:00

Looking sharp!

Pictures taken Monday morning. She is due for sailing within the next few days, yet still some paint works must be carried out below the waterline. A special silicon-based paint is being applied and, comparing to a sister vessel with a regular paint, allows for an additional one knot at top speed, or, at the same speed, a decrease in fuel consumption.

O Assalto ao Santa Maria - The Movie

2008-03-30T20:10:00.006+02:00

The movie "O Assalto ao Santa Maria" is being shot at Viana do Castelo (among other locations) using the Portuguese Hospital Ship Gil Eannes as the main set. For this purpose several alterations were produced on the ship in order that a certain resemblance with the magnificent Portuguese Cruise Liner Santa Maria could be achieved, including the painting of the portside hull in that characteristic grayish olive green.

The movie plot is based on an historic event that took place on 1961. I took this note from wikipedia (sorry, by 1961 I was not born yet...):

"The Santa Maria hijacking occurred on January 23, 1961, when a group of Spanish and Portuguese leftists seized control of a luxury cruise liner called the Santa Maria.

The Santa Maria was a 609-foot long, 20,900-ton luxury cruise liner. This Portuguese liner was the second largest ship the nation's merchant navy had at the time. Owned by the Companhia Colonial of Lisbon, this ship was one of the largest, most luxurious Portuguese-flag liners of that time, along with her twin sister the Vera Cruz. The Santa Maria’s primary use was for colonial trade to Angola and Mozambique, Portugal's colonies in Africa, and migrant trade to Brazil. The ship's Mid-Atlantic service was also viewed as rather out of the ordinary: Lisbon to Madeira, to Tenerife, to La Guaira, to Curacao, to Havana (later San Juan), and lastly Port Everglades. The average trade for this gray-hulled ship was mostly migrants to Venezuela and the general passenger traffic.

On January 23, 1961, the ship had 600 passengers and 300 crew members. Among the passengers were men, women, children, and 24 Iberian leftists led by Henrique Galvao.

Henrique Galvao was a Portuguese military officer and political foe of Premier Antonio Oliveiro Salazar. Galvao had thought out and planned the hijacking. Galvao’s intentions were to wage war until Salazar was overthrown in Portugal and the subsequent liberation of her colonies. He planned on using the hijacking as a way to bring attention to the Estado Novo in Portugal and the related fascist regime in Spain.

The rebels boarded the ship in La Guaira in Venezuela and in Curacao, disguised as passengers, bringing aboard suitcases. The suitcases had secret compartments to hide their weapons.

The terrorists, along with Henrique Galvao, seized the ship, ceased all communication, and killed one officer and wounded several others in th process of taking complete command over the ship. The rebels forced crew members, along with the captain of the ship, Mario Simoes Maia, to take the ship on a different coarse.

The whereabouts of the ship remained unknown for several days. The boat had disappeared on the high seas until a massive sea and air search eventually tracked the liner down in the Mid-Atlantic heading towards Africa.

The journey of the hijacked Santa Maria was eventually cut short due to a troubled engine and problems with the 900 captives on the ship. After almost a fortnight the hijacked ship finally docked after evading the authorities for 11 days.

On February 2, 1961 the hijackers were met by Brazilian officials off the coast of Recife. Galvao released the passengers in negotiation with Brazilian officials in exchange for political asylum.

Galvao later announced that his intentions were to sail to Angola, to set up a renegade Portuguese Government in opposition to Salazar. Galvao’s stories of these accounts were translated into English and into a book as Santa Maria: my crusade for Portugal (New York, 1961)."

Now some pictures I took this afternoon:

Several actors dressed with the 1960's costumes.

The boys here are telling me they already have a favorite character...

Check out that young boy's sailor costume!

Action scene.

Sunny yet cold afternoon...

The movie is directed by Francisco Manso and the crew will stay in Viana until the end of April. The premiere will take place at Viana do Castelo.

Aveiro, Maritime City

2008-03-13T22:51:00.003+01:00

This is how we do it at the REAL maritime cities ! Aveiro rules!

Volcan de Tijarafe

2008-03-11T22:49:00.005+01:00

The Spanish 2008 built Passenger/Ro-Ro ferry "Volcan de Tijarafe", arrived last Thursday for final works and paint job inside drydock. She was built for Armas Naviera Group by Hijos de J. Barreras S.A. (Vigo), hull nº 1654 with a newbuilding price of $107 825 400.

She is powered by two Wartsila diesel engines/two shafts driving two CP propellers and will attain 23 knots, service speed, making use of its 31 824hp.
GT 19 976t
LOA 154,35m

Approaching pilot boarding position.

Alongside waiting berth (waiting for Atlântida to be shifted from drydock to her fitting berth).

30 minutes before shifting to drydock.

Inside drydock, close to Atlântida.

Atlântida

2008-03-07T19:35:00.005+01:00

Yesterday, the future "Atlântida", presently ENVC hull nº258, was floated and shifted from the construction platform and positioned inside drydock nº1, waiting for high water. Today, at 0000 lt, she was shifted with the help of two tugboats to the fitting berth, tasting for the first time the feeling to be sailing...
It is now clear that she will be a very beautiful lady when all the makeup is finished!
Enjoy these pictures taken during the morning.

The bridge is impressively spacious and, although being fully enclosed, the visibility is excellent either aft and forward since the wings are protuberant from the hull. Obviously there is still nothing inside the wheelhouse.

Beautiful lines!

The port quarter, showing the stern ramp.

No doubts about her name.

Overall view.

Nós e o Mar

2008-03-03T22:25:00.003+01:00

We noticed that the fantastic blog from our colleague and friend Capt. João Marques, Nós e o Mar, has for some unknown reason to us, been removed. We urge him to come back soon and delight us with his presence in the maritime blogosphere.

Maritime Book Review 1 - "Lisbon Docks and Ships"

2008-02-29T12:22:00.006+01:00

In the next few months I will review several books concerning maritime matters. There will be no fixed schedule, although I’m anticipating one or two monthly posts on this subject.

All books that will be appraised here are owned by this blog author, some were offered, most were bought. There is no commercial intention whatsoever, the only purpose of this new section is to divulge one of my favorite things (books) concerning my favorite theme (the Sea).

If there is any copyright infringement on any of the posts let us know at once.

The Book.

One difficulty that immediately arose was the choice of the first book to review, since it will carry a symbolic meaning. After careful consideration I decided to pick “Lisbon Docks and Ships”, by Luís Miguel Correia.

The reasons for this choice are mainly two. The first concerns the book’s author, a respected maritime historian and photographer whose devotion to ships and nautical matters is well known. Since I own several books from this friend of the Sea, the next step was to choose one from the bookshelf. This is where the second reason steps in. Although many photographs depicted on the book are prior to my career at sea, all are part of my memories from the years I lived on the South margin of the River Tagus, and the maritime activities were a daily presence, from the big tankers drydocked at Lisnave Shipyards, to the anchored vessels at “Mar da Palha”, the weekend trips with my Grandfather to out of service ferries “Cacilheiros” (pirate ships for me…) and the regular visits to the Naval Museum and the Lisbon Planetarium.

Who would say that I would later sail on those ships and, even later, handle them as a pilot…

Now back to the book. “Lisbon Docks and Ships” features lots of beautiful colored photos taken between 1975 and 1996, depicting the relationship between the city, the harbour and the ships.

The beautiful reefer Tropical Sintra, February 1986

In the first pages it becomes quite clear that this isn’t just a book with photographs of ships taken by some shipspotter.

It is a book where you can almost sense the port activities, the cranes moving on the wharves, the noisy tugboats pulling the massive ships, the service boats steaming for the anchored ships for the crew relief, the gasoline smell from the tankers discharging for the city’s refinery, the passengers sprinting for the last ferry that will take them to the other side of the river, the noise of the chain running through the hawsepipe as the anchor is dropped and so on…

Greek cruise liner Atlas alongside Alcântara Passenger Terminal, February 1981

Historical pictures dating from the early 80’s can be found of several old Portuguese ships belonging to now extinguished shipping companies. Portuguese cargo vessels “Muxima”, “Funchalense”, “Madeirense”, “Bernardino Corrêa”, “Porto” (which I believe to have been built by Viana Yards), “Quelimane” and “Amarante”, all now a memory of a not so late past when the decline and fall of the Portuguese Merchant Marine was already under way.

Several Portuguese vessels anchored at Mar da Palha during the extinguish process of CNN and CTM companies, or the beggining of the end...

More recent pictures (late 80’s and early 90’s) show some ships of important Portuguese companies such as Portline, Transinsular, Soponata and Sacor Marítima, all regular callers at Lisbon Port.

One of the pictures shows the tanker “Galp Leixões” discharging three different grades at Cabo Ruivo, the oil terminal that would eventually be dismantled to be converted on the EXPO 98. On this ship I served as 3^rd Officer, 2^nd Officer and Chief Officer, several times. Alongside this berth I worked endless hours, managing pumps and valves, to get the gasolines, gasoils and jet fuels to the refinery pipes as fast (and safely) as possible. This “T” shaped jetty was sometimes so busy with vessels from the same company (Sacor Marítima) that I remember one occasion when “Galp Leixões” and sister vessel “Galp Sines” were on the outer berths while “Galp Faro” and “Galp Lisboa” were alongside the inner ones. At least that gave us a chance to go and try the other ship’s Cook food…

Galp Leixões discharging at Cabo Ruivo

The book also has lots of panorama views of the South margin terminals (oil, bulk and grain) as well as navy vessels, both Portuguese and foreign visitors.

South margin terminals

Given the importance of Lisbon Port as a tourist destination, cruise vessels and liners couldn’t be missing. Old ladies such as the “Canberra”, “Maxim Gorkiy”, “Augustus” and “Oriana” (from 1960) are now historical photographs. One that soon will no longer call at Lisbon (or any other port), the “QE2”, is also depicted alongside as well as sailing.

As a summary it can be said that this book reflects the importance of maritime activities in the Tagus estuary. These activities were responsible, throughout the centuries, for the development of Lisbon as well as all the other cities spread through the river margins. The Portuguese maritime inheritance is well documented in this book and it is a shame that nowadays politicians tend to forget this legacy, completely transforming the waterfront with ugly buildings and reducing port operational area.

Title: Lisbon Docks and Ships

Author: Luís Miguel Correia

Pages: 96

Edition: EIN, Edições e Iniciativas Náuticas

ISBN: 972-96940-1-X

All photos posted on this blog copyright Luís Miguel Correia

Maritime Book Review

2008-02-21T23:35:00.002+01:00

A new feature of this blog will start within the next few days. It is called "Maritime Book Review". Stay tuned!

Safmarine Palanca

2008-02-21T23:28:00.004+01:00

Different views, same vessel

Cte. Beatriz

2008-02-21T23:26:00.002+01:00

Spanish newbuilding approaching drydock for final works

Laakdiep

2008-02-21T23:22:00.003+01:00

Laakdiep entering Viana and as seen on the Pilot Station AIS display

LPG in drydock

2008-02-21T23:20:00.003+01:00

I do not remember the name of this one... but it was shot from the bridge wing of another tanker (which I do not recall the name also)

Ocanic Patrol Vessel

2008-02-21T23:18:00.002+01:00

Under construction (still...)

Ilha Azul

2008-02-21T23:14:00.002+01:00

Portuguese ferry Ilha Azul now with colors matching her name (Blue Island)

Roaz

2008-02-21T23:10:00.002+01:00

Portuguese cement carrier Roaz

RMS Beeck

2008-02-21T23:08:00.002+01:00

Dredging operations

2008-02-21T23:07:00.002+01:00

Port dredger Mamora

Tomar

2008-02-21T23:04:00.001+01:00

Portuguese vessel Tomar

Places of Refuge

2008-01-16T00:03:00.000+01:00

Pict.1(from Administração do Porto de Sines)

Pict.2(from internet"Publico")

Places of Refuge
Hi there I wish that you all had had a merry Christmas and a very happy start of New Year.
I was comfortable sat on my couch just before Christmas, when another frightening news about a huge VLCC adrift 100 miles West of Portuguese coast, enter my home through the TV news, the “MT New Vision”, having on board a load of about 300000 ton of crude oil, apparently loaded in Norway, was suffering technical problems occurred during the voyage from Norway to Canada when the vessel was stricken by a violent storm in the North Sea.
The vessel built in 1994, LOA 334m, bread 60m and 23m draught, French flag (Marseille) and double hulled, crewed by 30 seafarers, was suffering electric problems on bow equipment such as mooring winches due a flooding when some forward hatch didn’t hold tight, more precise details obviously I don’t have it, just what I got from newspapers and TV news, no oil spill was noticed.
The situation of this vessel was news everyday so she was coming closer and closer to the Portuguese territorial waters.
Some technicians went on board to solve the electrical problem and the Portuguese maritime and port (Sines) authorities also boarding the vessel to check the vessel general condition and evaluate the option to allow the vessel to enter the Portuguese port of Sines ( deep draught ) and transfer the precious cargo to other two smaller vessels ( destination Canada).
Finally the vessel was allowed to enter Sines, with the help of tugs as usual for a vessel of that size the berthing manoeuvre went okay, the “MT New Vision” was at last fast secure to the bollards in a safe port.
The crude oil cargo transfer operation could start under the safe procedure of a port facility, as soon the smaller vessels were available to do it.
This story end okay and the “MT New Vision” was schedule to enter Setubal at Lisnave shipyard for more profound repairs, after finish all cargo transfers in Sines harbour.
I think the situation described above at the beginning unfortunately is more common than should be, but, as far vessels kept sailing and trading over the “seven seas”, vessels can suffer from many different problems and distress situations can happen, as they are machines run by man, technical failures or human error can occur, vessels not under command or with technical or structural problems that can causing danger for the safety of life at sea, navigation and environment, will happen again, the difference, in this case, was that the vessel didn’t cause any injuries to seafarers or spill that could damaged the environment.
One of the reasons of utmost importance for the happy ending of this story, was the possibility given to the vessel to enter in “Sines” port that worked as “PLACE of REFUGE” combined with the fact that this vessel belongs to one of the latest generations of tankers complying with the latest requirements, like double hull and other features that improves greatly the safety of navigation.
The need of “PLACES of REFUGE”, I mean ports with capacity to receive vessels with “problems” (in distress), must be of paramount importance in cases like this one of the “MT New Vision”, I know that each case is a case, each situation must be analysed by the coastal country and the answer must be adequate depending on the needs of the vessel in danger or distress, such as the “safety of life at sea”, I mean the seamen or passengers lives are in danger, IAMSAR operations should be provided by the coastal country, salvage situations when towing help is needed, vessels showing technical problems and needing to transfer cargo must have ports where they can in a safe conditions do these transfers, in several previous occasions transfers of cargo have been done at sea but with much more risk at stake.
This issue is quite old in terms of IMO resolutions [( A.949(23) Guidelines on places of refuge for ships in need of assistance) and (A.950(23) Maritime Assistance Services (MAS))], but the problem relies always in the coastal countries and the decision to bring in the “troubled” or in distress ship, specially if the problems are related with the danger of spill and environmental disaster, obvious is understandable that no coastal country would allow a vessel to “come in” in such circumstances.
Since “Amoco Cadiz”, until the most recently and still fresh in our memory “Prestige” passing through “Exxon Valdez”, “Erika”, “Castor” and so on, the list is long, the only way to prevent accidents and avoid vessels in distress, is increasing the general safety in all aspects of shipping, prevent, prevent and prevent, first to get rid of old floating wrecks, implement all kind off measures related with safety of crew and passengers, good quality of work conditions for seafarers, including suitable resting hours, cargo transported and delivered in good time and condition, implement new tax regime for ship owners to permit income of new tonnage, etc, improve all these aspects and much more have been implemented by IMO through several codes, jus to name some, the old SOLAS, STCW, ISM Code, ISPS Code, MARPOL, IMDG Code, etc, etc.
I hope that this issue will rise a lot of discussion and comments. Just as a black joke – who wants a black beach? Inscriptions accepted in this blog… ah, ah, ah.
Other question, how a vessel that was crossing to Canada from Norway and had problems in the North Sea came so South?
Be safe out there.

Surf's up!

2008-01-06T22:39:00.000+01:00

Some pictures taken two days ago when a severe storm closed the port for about 68 hours. Port entrance as seen from the pilot station.

Thanks...

2007-12-15T18:27:00.000+01:00

... for all the messages "demanding" more posting!

Vicuna

2007-12-15T17:58:00.000+01:00

The  Spanish built chemical/products tanker Vicuna arriving powerless and under tow to Viana for completion works. She was built (or is being built) in Vigo (Factorias Vulcano).

Passing the Shipyard basin breakwaters with Charuca Silveira fast on the bow and Monte S. Brás astern. Monte Xisto is on the port side ready to push.

On this image it is possible to see the chains locking the propeller.

Approaching the dry dock, the yard boat will now pass a line to the bow of the vessel to be heaved from the north top of the dock in order to pull the vessel (again, she has no power whatsoever). The forward tug will now let go (if the tug was smaller she could go inside, but the combined breadths make it impossible for the tug to leave afterwards...)

Monte Xisto doing her best to follow the pilot's instructions and keep the vessel aligned.

Almost there, looking good...

Everything under control, there she goes! (in fact now comes the most difficult part but the photographer had a very important mission - to have lunch...)

GT 13500t
LOA 161,2m

Rope splicing

2007-12-15T17:47:00.001+01:00

In a high tech world where ship bridges look more and more like airplane cockpits, somethings never change... (although there are some vacuum mooring machines being used in a few ports and for some ships).

By the way, does any of our Portuguese readers know where these mooring ropes were placed?

Mamora

2007-12-15T17:37:00.001+01:00

Port dredger "Mamora". She is currently performing maintenance dredging works at the port entrance due to heavy siltation during the past few months. The main navigation channel and port entrance must be kept at 8 m chart datum.

Vos Satisfaction

2007-12-15T17:13:00.000+01:00

The brand new Diving Support Vessel "Vos Satisfaction" being shifted to another berth at Viana Yard. She was built in India (2007) and came to Viana to fix all the problems inherent to cheap construction. Nowadays it is cheaper to build in China or in India and then come for a month or two to an European country and try to "repair".
Seen here with no power whatsoever being handled with the help of two harbour tugs (the other not seen).
Dutch flagged, she is owned by Vroon BV, a company that also owns some cattle carriers.
GT 2163t
LOA 61m
She has two Wartsila main engines driving two controllable pitch propellers. One aft thruster (500 KW) and one bow thruster (800 KW) are also available.

Theodora

2007-12-15T17:03:00.000+01:00

A regular visitor, the Dutch flagged tanker Theodora sailing from Viana after discharging asphalt to Esso terminal. Built in 1991 she holds the IMO Chemical Class II and is owned by Theodora Tankers.
GT 4098t
LOA 110,6m

She used to have her hull painted in grey but in the end of 2002 she was painted blue to match the other vessels of the same company.

The first block

2007-11-24T17:44:00.000+01:00

First block of hull nº258 (Ro-Ro Car & Passenger) laid in Viana Yard’s building platform, the 14th November 2007.  

This vessel will operate in the Azores Islands and is expected to call all the nine islands on a weekly basis, during the mid-June to mid-September period.

Within a few months there will be a brand new vessel inside this building platform

First block being lowered down the platform

Careful positioning is of paramount importance

Watch your fingers!

First block in position

There comes the second

It's like building a Lego after all... I hope they didn't forget the lucky coin!

Her main particulars:

LOA: 97 m
Beam: 18 m
Draft: 4,6 m
Cruise speed: 19 knots
Propulsion: Diesel-Electric with azimuth thrusters
Passengers: 750
Vehicles: 140
Class: Lloyd’s Register of Shipping “Confort Class” – PCAC 33

Post dedicated to all Viana Yard workers, with many thanks to Sousa de Castro who kindly provided all the pictures.

Old Far Viscount

2007-11-22T19:02:00.001+01:00

Hi there I’m back, sorry to be away for a while, but I have been quite busy preparing the Far Swift to start the new charter in Brazil as a floatel.

But this time I’m just here to show some pictures of Far Viscount and Far Swift, maybe you ask why, just because Far Viscount was my first vessel when I joined Farstad Shipping about 10 years ago and Far Swift is the vessel where I’m on now.

The Far Viscount photos were taken when I was arriving to berth the Far Swift in Macaé port in Brazil (Petrobras Base for Campos Oil Field) and she was coming out heading to the field.

When I was looking to the photos, immediately I started comparing the old and the new, the Far Viscount has now about 25 years and still on duty, Far Swift just four years old.

Both vessels are PSV’s that means Platform Supply Vessel, but the age between them makes all the difference, size, power output, thrusting power, and all the new systems and gadgets to hold stations like DP (Far Swift is DP class II), including reference systems etc.

The Far Viscount was and still is a very good seaworthy vessel, as far as I remember a little bit stiff, big roll and pitching quite heavily, but during the time that I spent on it in the North Sea and Morecambe Bay with weekly gales and strong tidal streams she never let us down, sometimes the skippers complaining about short power available but the vessel always managed to finish the jobs that was entitled to do.

The Far Swift is one of last generation PSV with all features as should be, the most valuable of this equipment is obviously the Kongsberg DP system SDP 21 (DP Class II).

See bellow some of main features of both vessels.

Far Swift:

BUILT: 2003/Brevik

DESIGN: UT 755L

LOA/B.MLD: 71,90m/16,00m

DRAFT: 5,83m

GRT: 2401t

DEADWEIGHT: 3084t

MAIN ENGINES: 2x2725BHP

BOW THRUSTER: 2x800BHP (Electric Motor Drive)

MAX SPEED/SERVICE SPEED: 14,2/12knots

DP: Kongsberg SDP 21 (DP class II)

Far Viscount:

BUILT: 1982/HALL Russel & Co

DESIGN: Hall Russel

LOA/B.MLD: 62,5m/13,15m

DRAFT: 5,01m

GRT: 1219t

DEADWEIGHT: 1540t

MAIN ENGINES: 2x1700BHP

BOW THRUSTER: 1x700BHP (Diesel Engine drive)

MAX SPEED/SERVICE SPEED: 14/12knots

JOYSTYCK: Lips

Sent by José Saraiva on board Far Swift

Tales from the birds

2007-11-15T23:42:00.000+01:00

I received this letter from a bird and, although it may seem somewhat politically incorrect for some, I will post it.

"Hello, my name is Oily Seagull, I’m a professional actress and you probably know me from several movies I took part, such as “Exxon Valdez”, “Amoco Cadiz”, “Sea Empress”, “Prestige” and so many other. For my work at “Exxon Valdez” I was awarded an Oscar for best actress in a supporting role (best actress on a leading role was won by my dear friend Oily Sea Otter).

Being an experienced actress that has travelled the world to film on so many locations, I would like to share some thoughts with this blog’s visitors.

I am now working on a movie that takes place at the Black Sea, and, although I do not know the title of it yet, I bet it will end with some new maritime safety legislation being adopted (it always ends that way…) and some unfortunate captains arrested.

The movie script goes something like this: Following a severe storm at the Black Sea, several ships, loaded tankers included, sank, cracked or ran aground, causing fuel oil spills that eventually reached the shore. The Russian authorities were very prompt in finding the responsible ones for such a “disaster” - on their words: “the captains of the ships ignored the heavy weather warnings, thus endangering their ships and crew”. The international media coverage went wild (as usual) about the environmental consequences (forgetting the dead and disappeared seafarers) and stood by the Russian “explanation” for the causes of this accident. The stupidity reached so high that it looks like the Russian Greenpeace is proposing the banning of oil transportation by sea…

Now some facts.

First: The Black Sea was heavily polluted well before this accident and no one seemed to care (but now we have an Oily Seagull appearing on the news worldwide). There are several ex-USRR military bases over there, where nuclear propelled vessels are abandoned and no one knows the true condition of the reactors.

Second: No captain of a ship (even the irresponsible ones) will put his life at risk “ignoring” the heavy weather warnings. For those not familiar with the sea I must draw your attention to the fact that it is not like driving a car on a highway and when the rain is too heavy you just look for shelter on the Gas Station…

Third: The Russian authorities are just hiding the fact that most of the ships trading on that area are old rust buckets that should have been beached in Alang several years ago. In fact, not a single vessel that took part on this accident would have been allowed to call at an European or American port (or, if that happened, she would be immediately detained).

Fourth: On the aftermath of the accident, several “experts” came to the televisions claiming for VTS implementation and Navy patrol boats to ensure surveillance. I must recognise the benefits of both safety measures although none of them would or will prevent an accident with oil spill from happening… remember the “Prestige”? The accident occurred within the surveillance area of Finisterra VTS and with several Portuguese and Spanish Navy vessels available on the area. Was that of some help? No. The answer to all these issues is proper Flag State Control and Classification Societies accountability. Do you know that most flag states delegate their responsibilities on the Classification Societies? And that these are commercial companies, thus aiming for profit? Imagine them having a substandard vessel to certify. Will they refuse the vessel and loose the profit or will they close their eyes? In the case of an accident that breaks the vessel in two they can always say it was the captain that didn’t follow the rules…

Fifth: Did you know the standards that oceangoing vessels are built to demand to withstand waves of significant height of 14 meters? Did you know that 30 meter height waves are relative common on the oceans? And that the tanker that caused the oil spill was designed to trade in rivers?…"

So next time there is an oil spill (and there will be a next time) do not believe everything they tell you on TV… and remember that with every accident there are lost seafarers, so forget about the birds!

Stella Wega website

2007-10-23T22:46:00.000+02:00

Our friends at Stella Wega have their own on board website which is worth visiting, specially the videos and pictures page (click here for approach and mooring at Viana). They also display a plotter page where you can check their whereabouts...