Maersk Barry
28/01/07
Presently on a voyage carrying Palm Oil from Indonesia and Malaysia to
Sudan and Egypt.
Total cargo onboard 27,700 metric tonnes
Discharging about 8000 mt at Port Sudan (Red Sea), the rest to discharge
at Adabiyah in Egypt.
It was 4151 miles from last load port (Port Klang in Malaysia) to Port
Sudan.
We averaged 15.0 knots
It took 277.4 hours (about 11.5 days).
We changed time zones 5 times
Fuel consumed was 400 mt (421,000 litres)
There is 27 persons onboard from 7 nationalities. All speak english.
Arrived Port Sudan 22nd at 2112 hrs local time (1812GMT = 6.12pm) (zone +3)
Departed Port Sudan 27th at 1500hrs
Arrived Adabiyah 29th at 1654hrs local time (1454GMT = 2.45pm) (zone +2)
Expecting to depart Adabiyah 31st / around 2100hrs (thats 7pm with you)
Next port - expecting voyage orders - proceed to Singapore for 1000
metric tonnes of bunkers. Then Indonesia for loading palm oils.
Discharge ports expected on the west coast of India.
04/02/07
-- Fast Rescue craft --
Cap't W Munro onboard fast rescue craft.
Will be going through the
Straits of Babel Mandeb tonight.
Next loading port after Singapore will be Dumai (Indonesia) - full load
palm oils.
Discharge ports Karachi and Bombay.
Noon position: Lat: 15.05 N
Long: 041.56 E
Date: 03/02/2007 @ 12:00 LT (GMT+3)
Wind: Force: 4, Direction: SE, Temperature: 25 C
Miles: Logged: 373 nm, Observed:380 nm , Remaining distance: 3940 nm
ETA Pilot Station: SINGAPORE 14/02/2007 @ 10:00
08/02/07
Yesterday we responded to a vessel on fire and arrived to provide
support with our rescue boat.
It took us 2 hours to arrive on scene.
In the end we only stood by for an hour and the fire was brought under control.
We were the 2nd ship to arrive. The first vessel (France natioality)
picked up an electrician out of the water. He had been blown overboard
by a deck cargo container explosion. Amazingly he was still alive and
relatively unhurt. In the water for over an hour (sea temp of over 20c).
He will be landed at a french naval base in Djibouti in about 4 days.
FIRE DRILL
Today we had our annual fire fighting foam drill.
The foam you see was produced by only 20 seconds of foam injection
12/02/07
14/1830 Eta Singapore for bunkers and stores
15/0800 Etd Singapore
15/1800 Eta Dumai
17th Etb
19th Etd
27th Eta Karachi
1st Etd Karachi
2nd Eta Mumbai
4th Etd Mumbai
11th Eta Singapore area
Adabiyah (near Suez) to Singapore is 4975 nautical miles.
On this voyage we have seen only dolphins and small whales, especially around south India and Sri Lanka coastline
Adabiyah (near Suez) to Singapore is 4975 nautical miles.
This may seem a lot but ships are about the most efficients forms of transport as we can carry nearly
30,000 metric tonnes (about a 1000 lorry loads).
My accommodation is on D-deck at 66ft (20metres) from the present water line. Draft is presently 7.5m aft.
With the ship fully loaded at 9.5m I am 59ft (18metres) from waterline.
Ships Lifeboat launching on exercise
Launch !!!
VIDEO
(click on link) LIFEBOAT LAUNCH
Recovery of Lifeboat
17/02/07
Presently at anchor on the inner anchorage at Dumai awaiting our turn to
load.
Expect to berth this afternoon.
Weather hot (30c) and humid, and a little overcast.
We lock down and increase our security alert level. Watches/patrols on deck are doubled.
We are kept busy with the usual maintenance jobs, cargo handling
preparations.Yesterday we had a fire training exercise.
There is a number of inspections due over the next few weeks in Karachi and
Mumbai, so plenty to do to prepare for these.
1 The Marine Coastguard Agency have issue our ships safety equipment and
have determined that the maximum persons carried at sea can be 28. They have
also determined that the minimum number, or what we call the safe
manning requirements is 13 persons (capt, chief mate, 2x deck officer,
chief engineer, 2nd engineer, 1 x engineer, 4 x able seaman, 1 x motorman,
cook)
The lifeboat can carry 34.
We often carry cadets and even have a newly qualified deck officer
onboard doing familiarization. Also a number of engineers onboard doing
special tasks/projects. And because of the cargo workloads we carry extra
able seamen.
2. Our engine is a MAN b&W marine diesel.
9700 bhp at 131 rpm (7150 KW)
3. Top speed is 15.5 knots in ballast and 14.5 knots loaded.
23/02/07
28/2100 Eta Karachi
2nd Etd Karachi
3rd Eta Mumbai
5th Etd Mumbai
13th Possible eta Singapore for bunkers.
Vessel expected to load palm oils at Dumai before or after Singapore.
Discharge ports expected to be West coast of India and/or Pakistan.
Ships Lifeboat
26/02/07
28/1800 Eta Karachi
Noon position: Lat: 08.21 N
Long: 076.21 E
Wind: Force: 3 Bf
Direction: SW, Temperature: 31 C
Miles: Logged: 349 nm, Observed:356 nm
Remaining distance: 1129 nm
ETA Pilot Station: KARACHI 28/02/2007 @ 19:00
04/03/07
Noon position: Lat: 21.23 N
Long: 068.48 E @ 12:00 LT (GMT+5)
Wind: Force: 3 Bf, Direction: N, Temperature: 26 C
Miles: Logged: 235 nm. Observed:230 nm. Remaining distance: 302 nm
ETA Pilot Station: MUMBAI 04/03/2007 @ 09:30 LT (GMT+5.5)
Arrival Mumbai
EOP : 05.03.0618
Anchored : 05.03.0636 NORT
Anchor aweigh : 05.03.1049
POB : 05.03.1300
FLA : 05.03.1442
All fast : 05.03.1604
Port of Loading : Dumai. Destination : Karachi
Vessel on ballast passage from Mumbai to Belawan.
Here is our estimated schedule.
15 / 1400 Eta Belawan - loading palm oils
19th Etd Belawan
20th Eta Singapore Western anchorage for bunkers.
Port stay 12 - 16 hours.
21st Etd Singapore
29th Eta Kandla - discharge port
31st Etd Kandla
1st April Eta Karachi - discharge port
3rd Etd Karachi
12/03/07
Noon position: Lat: 05.45 N
Long: 0081.29 E
Wind: Force: 5 Bf. Direction: NE. Temperature: 26 C
Miles: Logged: 381 nm
Observed:373 nm
Remaining distance: 1098 nm
ETA Pilot Station: BELAWAN 15/03/2007 @ 14:00 LT (GMT+7)
Black -------- Mumbai -->> Belawan --->> Singapore
Red -------- Singapore -->> Kandla -->> Karachi
Click on Map for full view
20/03/07
We sail from Belawan 21st / 0400 hrs (20th / 2100 hrs UK).
Eta Singapore 22nd / 0600 hrs.
1. palm oil is pumped from heated shore tanks along pipes to the docks. Then flexible hose connected the pipe
ashore to our pipes onboard. As long as the oil is kept hot (50c or more) it will remain fluid like cooking oil.
as it gets cool it goes like butter.
Pumps ashore transfer the cargo.
2. palm oil is used in foods, cooking oils and cosmetics. Did you know soap is basically caustic and palm oil.
The oils come from the palm tree seedlings, like small coconuts. These are stripped from the tree by machine and crushed in huge bins. The oils are but through a heating and filtering process to seperate out the different grades of oils.
3. These days we have lots of electronic navigation aids such as satellite navigations so we cannot get lost.
Before electronic aids we would often be 10 or 20 miles off course (in the mid ocean areas) if we could not see the stars or the sun for days due to clouds. We relied on a navigation instrument called a sextant.
As we came near the coast we could pick up radio signals to get bearings from and use radar.
01/04/07
Captain W Munro is now on leave for approxamitly ten weeks.
The Maersk Barry is now under the command of Captain A Frost who has kindly agreed to continue sending us reports and answering our cadets questions.
06/04/07
At present the vessel is in position 21'30N 068'37E heading SSE and passing the Kathiawar Coast of India. We should be passing Bombay in about a days time. Our schedule at present looks like the following.
Belawan, Sumartra To load Palm Oil ETA 14.04.07
Colombo, Sri Lanka To take bunkers ETA 22.04.07
Bombay, India to Discharge cargo ETA 25.04.07
Kandla, India. Discharge cargo ETA 28.04.07
Karachi, Pakistan Discharge remaining cargo ETA 30.04.07
Though the above schedule is bound to change numerous times over the next few days.
Cadet Questions
1. What Marine life have you seen on this trip ?
2. Do you enjoy being a ships captain ?
3. What do you do in your spare time ?
Answers to your questions.
1. Recently we have seen a number of dolpins, but unable to tell you what sort or type they were.The doliphins seemed to be chasing flying fish which could also be seen, launching themselves into the air to escape the dolpins. Dolpins are rather clever and i have seen them chase flying fish so that they take off and then crash into anchored ships, this then makes it easy for the dolphins to collect the stunned flying fish. Some of the flying fish clear the ships side and escape the
dolphins, but crash onto the deck. Where they become breakfast for the ship's crew. Flying fish are good eating but rather bony. We have seen lots of camels. The Last port we visited is called Port Qasim in Pakistan. The port is about 20 miles up a wide river estuary. The channel passes between large sandbanks. These sandbanks are covered in small trees. And the camels live on these sand banks. Apparently sometimes whole families of them can be seen swiming across the channel to reach other sand banks.
2. Things i enjoy about being the captain are.
Only having to work for 6 months of the year. The sense of achievement you get when something goes according to plan.
The wide and varied scope of my duties as master.
Navigation
Safety
Training
Victualling
Accounts
Ships doctor
Ships agony aunt
Also some of the people that i get to meet, on Thursday evening whilst in Port Qasim i was eating Curry and Chaptais with some of the Pakistan cargo surveyors, which had come from a small local resturant. The food and company was very good and made the visit worth all the other hassle.
The main thing i dislike about being captain is some of the less than desirable people that i have to deal with, Particulary the crooked officals that visit the ship in various ports. These people use their job to line their own pockets and ask for gifts to make sure that the ship isn't held up in anyway. So i have to bribe them with cartons of Cigerettes just to do their jobs properly and prevent delays.
3. Spare time
In my spare time onboard i mainly read, listen to music or watch the television. The ship has a huge libary of DVD's so i'm never spoilt for choice. At present i'm working my way through several series of CSI. I also occasional draw and paint. and at present am trying to teach myself to play the harmonica, the harmonica has been ongoing for several years and i still p lay it badly, but one day i hope to be a decent blues player.
Fire Fighting training on board Maersk Barry
(click on thumbnail for full size image)
21/0407
Vessel arrived at Dumai indonesia 14.04.07 and anchored awaiting a
berth. The anchorage was quiet and due to our anti piracy precautions
were able to avoid being visited by the local pirates, which is a major
problem in this part of the world. Whilst at anchor we carried out
plenty of maintenance and had several safety training drills.
Oill pollution drill and launched our rescue boat.
Berthed Dumai 20.04.07 and are presently loading 27,500 tonnes of
various grades of Palm Oil
Expect to depart Dumai 22.04.07
After Dumai the vessel will call at Singapore to take on bunkers and
stores and carryout some crew changes.
ETA Kandla, India 02.05.07
ETD Kandla, India 03.05.07
ETA Port Qasim, Pakistan 04.05.07
ETD Port Qasim, Pakistan 06.05.07
On departing Port Qasim we will commence cleaning the ship's cargo tanks
ready for the next voyage, which at present will be similar to the past
one.
Latest questions from the cadets: 26/04/07
1. How much fuel is left onboard.
2. How far can you travel before you run out of fuel
3. Have you had any shore leave recently.
Answers to your questions.
1/ We called at Singapore on the 23.04.07 to take on Bunkers, we sailed
from there with a total 1165 tonnes of bunkers.
We use approx 30 tonnes of fuel a day running the ships engine and
generators. This means that in theory we have enough fuel to run for 38
days ( or approx 13,200 miles) .
However some of this fuel is used for other things as well as the main
engine. The cargo we are carrying at present is Vegtable oil (similar to
cooking fat and margarine) and to keep this liquid we have to heat the
cargo, using steam which we generate in a boiler that also burns fuel.
Depending on the type of cargo and the weather, we use approx 7 tonnes a
day just heating the cargo. Also cleaning the tanks after discharging
needs hot water which uses steam from the boiler for heating.
So in answer to your question we have enough fuel for between 30 and 38
days running.
Though running out of fuel at sea is rather bad form. So we always
allow ourselves a margin of safety of at least 6 days fuel to allow for
unforseen circumstances like bad weather, or an emergency such as going
to the assistance of another ship in distress or even having to divert
the ship to another port for medical reasons.
2/ So allowing for the safety margin we have enough fuel to cover 8300
miles safely without any problems.
3/ The last Shore leave I had was while the vessel was in Dumai
Indonesia, I went ashore in the early evening for a walk round and
visited a few shops to stock up on some bits and pieces. Shopping in
Indonesia can be an experience, with most shop keepers having no english
and a seemingly sliding scale of prices depending on how gullible they
think you are and how much money you might have. Haggling over prices is
common. Because of the heat most shops and markets are closed during the
afternoon, and everything opens up in the evening and there are lots of
people out and about.
10/05/07
We sailed from Port Qasim in Pakistan today (10.05.07) after discharging
the remaining left after our visit to Kandla.
While in Port Qasim had some crew changes, we gained an engine cadet who
comes from Buckie, this is in addition to our deck cadet who hails from
Kinross.
At present the nationalities on the ship are:
Captain English
Chief Officer Romanian
2nd officers Romanian
3rd officer Romanian
4th officer English
deck cadet Scottish
Chief engineer Irish
2nd engineer Romanian
3rd engineer Romanian
4th engineer Romanian
engine cadet Scottish
Crew Filipino
Painters Thai
We are presently heading towards Dumai, Indonesia to load another cargo
of Vegtable oils. The next 4 days will involve most of the ships crew in
cleaning the cargo tanks in readiness for the next cargo.
The weather is begining to detioriate, as the SW monsoon begins. From
the middle of May to the middle of September the wind and swell in the
India ocean are from the South West.
This is a constant strong wind with moderate to large swell. which can
cause numerous delays to ships, as most ports on the West coast of India
and Pakistan are situated up river estuaries which are exposed to the
Southwest, and ships have to wait for the weather to moderate to allow
safe entry to the ports.
On the Marine life front we have seen some more Dolphins and Flying
fish, Whilst the vessel was anchored off Port Qasim waiting to berth I
saw a turtle. The crew who enjoy fishing caught a large amount of Squid
and one man caught a large 10/15lb Dorado, all of which was on the menu
for lunch the next day.
Dumai ETA 18.05.07
Dumai ETB 20.05.07
Dumai ETD 22.05.07
Colombo ETA 26.05.07 Bunkering call approx 10 hrs
Colombo ETD 26.05.07
Kandla ETA 30.05.07
Kandla ETD 01.06.07
Port Qasim ETA 02.06.07
09/06/07
Captain Munro rejoined the Maersk Barry at Kandla (Northwest India) on the 4th June.
Captain Frost left the ship on the 6th.
During the port stay at Kandla we discharged 15,000mt of various grades of palm oils.
Sailed from Kandla 6th afternoon and arrived at Port Qasim (Pakistan) 7th morning.
We discharged the remaining 12,000mt of palm oils at Port Qasim.
Sailed from Port Qasim 8th morning and arrived at a rendezvous position off Fujairah (United Arab Emirates - Gulf of Oman).
Fujairah is the main port for services to vessels in and out of the Gulf. Its normal to see over 100 ships waiting around carrying out various services
such as taking fuel, awaiting voyage orders, taking stores, changing crew, repairs etc. Some of the larger oil tankers will simply anchor there full of crude
oil awaiting for the cargo owner to sell the oil during periods of rising demand and prices.
There we took onboard navigation charts, drums of cargo tank cleaning chemicals and one man to assist with the tank cleaning operations.
Presently on passage to Jubail in Saudi Arabia to load 10,000mt of Methyl-ter-butyl-ether (MTBE - a gasoline fuel additive).
We made passage through the Straits of Hormuz 10th afternoon.
All cargo tanks have to be washed and dried as we expect to load more cargo than just the 10,000mt nominated.
Therefore we cannot just arrive in port at the earliest time. That would be 11th 1400hrs. Pollution prevention regulations relating to our present cargo tank washing operations
demand that we remain on passage and at least 12 miles from land. Therefore we have reduced to 7 knots and adjusted courses to stay clear of any land mass. In this way
we can legally discharge to the sea with sufficient dilution. We do not alway discharge to the sea. Many types of cargoes must have the tank washing residues kept onboard and discharged
ashore. Very strict records are maintained and checks made by port and government authorities.
Due to the reduction in passage speed, eta Jubail 12th noon.
After loading the MTBE we are expected to proceed to Taiwan for discharge. We will probably stop and Singapore for fuel and supplies.
As you can imagine the temperatures in the Gulf are very high right now (over 37c).
We have a well air conditioned accommodation but many of the crew involved in tank washing are out in extreme the heat for prolonged periods.
In the cargo tanks it can be reach over 40c and 100% humidity. All the tanks have to be manually mopped out.
Along as they take plenty of water and salts along with frequent rest periods they are fine.
Best regards
Capt. Munro
12/0607
At anchor off Jubail (Saudi Arabia) 12th afternoon.
I just finished some cargo tank inspections when I passed the chief
engineer very busy fishing !!!
Needed a hand to bring in this huge shark !!!! Strictly catch and
release on this one - otherwise he had not a bad haul for the day -
fresh fish soup on the menu tomorrow !!
Chief enginer : Michael Runemalm Captain W Munro
Two of Maersk Barry's cadets have kindly agreed to share their experiences
with us. Thank you to Craig and Conner.
Craig Innes Conner Love
Engineer officer trainee Navigational Officer Trainee
Name: Conner Love
Age: 17
Job: Navigational Officer Trainee
Why did I want to go to sea?
For as long as I can remember I have always wanted to go to sea. My dad
is also a captain in the Merchant Navy so i have always been exposed to
ships and the shipping world throughout my life. When I was five years
old I moved to Oman in the Gulf where my dad took up the position as a
pilot for the Crude oil Port of Mina Al fahal. This is where I can
really remember having a desire to go to sea. I spent 7 years there and
in that time i was able to visit ships frequently which just boosted my
ambission of going to sea. I was even lucky enough to go on the biggest
ship in the world the "Jahre Viking" which is over 400M long and 70M
wide, That truly was an awsome sight to see.
Where have I been and what have I been on so far?
I have sailed on 3 vessels so far, These are:
Greenwich Maersk a 4000 TEU (Twenty foot equivelent) container ship
Maersk Rapier 35,000 DWT Product Tanker
Maersk Barry 29,000 DWT Product Tanker
So far I have been to: Japan, America, Gibraltar, China, Hong Kong,
Taiwan, Indonesia, Singapore, Panama, Greece, Tunisia, Netherlands,
Pakistan, India, U.A.E, France, U.K and even the Falkland Isands in the
South Atlantic.
What am I doing now?
At the moment Iam still serving on Maersk Barry. I joind in Pakistan on
the 5th April and I will finish my trip at the end of July.
During the Trips to sea as cadet you put into practice what you have
learned at college among learning many new things from the Crew,
Officers and Captain.
Questions
If you have any questions which you would like to ask then please send
them to the ship and I will answer them as soon as possible.
Conner Love
Conner practising Navigational skills
Name : Craig Innes
Age 17
Job: Engineer officer trainee
I'm Craig Innes, 18 years old, currently on the maersk barry training as
an engine cadet. This is my 3rd ship having previously been on a
container and another chemical tanker. I joined the ship in Pakistan at
the beginning of May and hope to sign off at the end of July, returning
to college in August. We are currently in Saudi Arabia then heading for
Singapore and Taiwan.
Due to this being my last ship as a cadet it is more enjoyable as i have
built a greater knowledge in the engine related tasks
Training at the Glasgow College as an engine cadet consists of a year at
college, followed by a year at sea then a final year at college where i
will sit my oral exams around July time.
Craig and the Chief Engineer working on the main engine
17/06/06
Noon position: Lat:19 36.1 N Long: 063 33.5 E
wind : Bf 4. Direction: S
Temperature: 29 C
Miles: Logged: 338 nm
Observed: 329 nm
Remaining distance to SINGAPORE : 2822 nm
ETA Pilot Station: SINGAPORE 25/06/2007 @ 10.00 LT (GMT +8)
Presently experiencing the full effect of the Southwest monsoon with the
wind and swell on our starboard beam.
Vessel rolling moderately, heavily at times to 25-30 degrees.
03/07/07
Conner demonstrating the rescue strecher
Conner cleaning the cargo tanks Graig checking stores with Chief Engineer
Craig practicing use of the self contained breathing apparatus
The passage across the Arabian Sea was not very pleasant as the vessel
was rolling heavily (up to 30 degrees each way). This due to the
southwest sea
and swell resulting from the Monsoon (June to August). Little work could
be done for a few days and sleeping was difficult. Modern ships have
modern cabins and bunks.
Gone are the old hammocks and we are now provided with little means of
falling out of our bunks. Bunks are generally fitted athwartships and
each cabin
will have a settee (we call it a daybed). So in heavy rolling conditions
we usually transfer to the daybed and the shorter guys but a box below
their feet to prevent sliding !!
Had the vessel been fully loaded (about 30,000 tons) then the motion
would have been less as we would have been deeper in the water and able
to better resist the wave motion.
Conditions eased as we rounded Sri Lanka and by the time we reached the
top of the Malacca Straits (23rd) we were back to normality, if you can
call it that.
On entry to the Malacca Straits we have to increase our securty level to
counter the threat of boardings by armed pirates. This is a real danger
and frequents attacks take place
around Indonesian waters.
Passage up the China Sea to Keelung was very pleasant, settled seas and
fine weather.
Arrived Keelung today, 1st July and expect to sail for Singapore
tomorrow around 5pm.
Weather in Keelung is very hot and sunny.
The crew are looking forward to some well earned shore leave, the first
for many weeks.
Many Thanks to Graig and Conner
10/07/07
Arrived Belawan anchorage at noon today.
Very hot and humid.
Just finished deck rounds with the chief officer to check all security
precautions are in place.
Fully expect to see some interest by thieves from their small boats.
Looking like we will be here for 10 days before berthing.
Name: James OÆDonnell
Age: 19
Job: Navigational Officer trainee
My name is James and I am currently on my last trip as a cadet aboard
the Maersk Barry. I am studying at Glasgow College of Nautical Studies
and have just over 3 months left in this trip and one 7 month phase of
college left before I qualify as a deck officer.
I have lived most of my life in Greencastle, a small fishing village
along the coast of the River Foyle (Northen Ireland). I am the 6th
generation of my family to have gone to sea, my father has been a pilot
on the Foyle for nearly 30 years and I have been joining him aboard all
types of ships for longer than I can remember. My brother is also in the
merchant navy so I had been able to talk to him about life aboard modern
ships before taking the decision to join.
I have had many good experiences through this job but the one that will
stick in my memory of this trip is being boarded by pirates on my 3rd
night onboard at the anchorage in Belawan, Indonesia. Two pirates
climbed up the anchor chain in the middle of the night and tried to
steal our stores but the watchman raised the alarm and they jumped over
the Side with two ropes and escaped in a small boat!
I will be onboard here for a while and will be happy to answer any
questions you have?
Many thanks James, The cadets have been on holiday for the past 4 weeks but we will be starting again on the 14th August. I will post any questions the cadets have to Captain Munro.
During the holidays the cadets were given the chance to take a passage from Wick to Leith aboard the RFA Mounts Bay. They all enjoyed their trip and i think it was very benefical for them. There is further details in the web site if you are interested. (Links on home page or through the gallery)
12/08/07
Maersk Barry. 10th August 2007(time zone +3)
0218hrs Arrived Suez Bay and anchored awaiting arrival of canal
inspectors to check documentation.
0430hrs Cleared to pass through canal and join the 0600hrs norhbound
convoy. Allocated No.16 in convoy of 27 ships.
0820hrs Anchor aweigh and pilot onboard
0900hrs entered Suez Canal
1846hrs pilot away passing Port Said
1924hrs clear of Suez Canal approach channel
Eta Bejaia in Algeria : 14th 2300hrs (time zone +1)
MAERSK BARRY, MOORED ROTTERDAM
28/08/07
Click on Links below for Video's
** Crew in Action **
** Pilot **
** Starboard Side **
Questions from Cadets to James
- How many lock gates did you transit in the Suez Canal?
There are actually no gates on the canal. Ships transit in set convoys, north and southbound. We were in the morning convoy and it took us roughly 12 to complete the passage.
- What do you do in your spare time?
In my spare time, I play the guitar, listen to music and watch DVD’s. I also play table tennis with a couple of the engineers in the evening time. As I am coming to the end of my cadetship I have a lot of work to do on my portfolio for college so that keeps me busy as well.
- Where about in Ireland do you live?
I live just outside a small fishing village called Greencastle in Donegal. Its just at the mouth of the Foyle where my father pilots. I have also lived for a short period in Derry with my Aunt and Uncle.
- Can you tell us more about your Dads job as a Pilot?
There are 3 pilots on the Foyle, there is 2 on at any one time. They work 2 weeks on and 1 week off. During their time on they are on call 24 hours. The pilotage runs from just outside Inishowen head, right up the Foyle to the other side of what is known as the new bridge. It is about 25 miles long and takes roughly 2 hours. There are 3 terminals; Lisahally, which is the biggest, taking coal, logs, windmills amongst other things, then there is the Shell Oil jetty and Maydown.
- Have you seen any wild life on this trip?
Other than the pair of Fitters we have onboard, I haven’t seen anything really. A couple of Dolphins when we were in the Mediterranean but that’s
Thanks very much James for answering our cadets questions.
The Maersk Barry's route since Captain Munro left in Gibraltar.
Arrived in Rotterdam 27.08.07
Departed Rotterdam 30.08.07
Transitted the Sound 01.09.07
Arrived Vysotsk in Russia 03.09.07
Departed Vystosk 05.09.07
Transitted the Great Belt 7/8.09.07
Arrived of Bordeaux early afternoon on 11.09.07
Expect to berth at Bordeaux tomorrow evening.
Rgds
Captain Frost.
Maersk Barry, Rotterdam 17/09/07
20/09/07, 23:45 Hrs, English Channel
Sunday 23.09.07.
The ship has been quite busy since the last message.
The vessel visited Bordeaux to discharge the cargo of Gas Oil that we
loaded in Russia.
From there we went and loaded cargo at Rotterdam and Fawley
At present we are heading towards New York to discharge our cargo. Have
attached a copy of an MSDS sheet for the cargo we presently have
onboard. MSDS stands for Material Safety Data Sheet whichout lines
important safety information about the cargo being carried.
I think most people are looking forward to visiting New York, even
though it involves a lot of extra work dealing with the US Coast Guard,
Immigration service and the increased security checks that the Americans
have in place.
At present we are about 600 miles ENE from the Azores and 570 miles WNW
from Cape Finistere. Crossing the Porcupine Abssyal Plain. The sea depth
here is in excess off 4000 metres.
The ships course across the atlantic has been chosen so that we avoid
most of the bad weather, and hopefully avoid any of the Depressions that
track across the North atlantic, in a Northeasterly direction from the
USA to the North of Scotland. We recieve regular weather forecasts which
we use to ensure that we can reduce time lost by avoiding any bad
weather.
We're encountering large swells from the west at present which is
reducing our speed to approximately 13 1/2 knots at presently
We expect to arrive in New York on the afternoon of the 30th Setember.
I read about the sea festival that was held in Wick earlier in the
year.It looked really interesting with all the traditional fishing
boats. I have an interest in tradional fishing boats as my Father and
Grandfather were shipwrights and used to built all sorts of wooden
boats, mainly fishing boats.
The part of Essex that I come from traditional sailing fishing boats are
very popular and numerous races are held throughout the year. These are
very competative.
Last time home on leave I managed to buy an 1922 built Gaff rigged
Bawley. Which is a type siling fishing boat that was mainly used on and
around the Thames estuary for trawling mainly for Shrimps and Cockles.
Rgds
Captain frost and crew of Maersk Barry.
Good day
Maersk Barry 10.10.07
Position 40'56.9N 043'11.0W
Wind NNW 60 knots + Swell 6-8 metres
The wind has veered from SW to NNW in the last 2 hours and the barometer
is begining to rise.
Which means that a small but intense depression has passed the ship to
the North, hopefully during the rest of the day the wind will back to
the west and decrease in force.
This will then mean that we can get back on our proper course
At present we are dodging around to avoid the heavy rolling, actually
heading towards the Azores rather than the English Channel
Lovely weather, being enjoyed by all.
The vessel visited New York recently and is presently en route for
Karsto in Norway. due to the weather forecast the vessel is taking a
route via the english channel which though its about 400 miles longer
than a route via the north of Scotland and the Fair Isle Channel should
save time and reduce bunker consumption in the long run.
Vessel arrived at Ambrose light at 0800hrs on 01.10.07 and anchored,
while at anchor the vessel was boarded by 6 heavily armed members of
the US Coast Guard who were carrying out a security inspection. Which
involved a search of the ship and checks of all the crew against their
passports. this took just over a hour.
Then it was up anchor and proceeded inwards to Stapleton anchorage which
is just above the Narrows Bridge and next to Staten Island. Just in view
of the statue of liberty At this anchorage the vessel was visited by
some more members of the USCG who were carrying out a safety inspection
of the ship, This involved us carrying out fire and boat drills while
they observed the operations. This inspection went well without any
faults on the ships behalf.
Then the cargo discharge went as follows
Hess oil terminal at Port Reading, New Jersey.
Stapleton anchorage to discharge into barges the 'Patriot and RTC-70.
IMTT Bayonne.
Stapleton anchorage again to await readiness of another berth.
Motiva, Seweran, New Jersey
Stapleton anchorage to take bunkers.
Finally left New York 0430hrs 06.10.07
And encountered thick fog for the next 24 hours.
The vessel has accumulated a collection of small birds and a falcon of
some sort, which have joined us for a cruise across the ocean.
MEARSK BARRY
ROTTERDAM 22:00 Hrs 22/10/07
18/12/07
Presently anchored off the Russian port of Vysotsk, Gulf of Finland
(near Vyborg, on the Finland / Russian border).
Names for the picture left to right.
Alexandru Ghimici deck cadet
Keir Gravil engineer cadet (ex sea cadet)
Liam Lightbody deck cadet
Daniel Mowbray deck cadet
Gibraltar 22nd August. Load bunkers - Captain Frost relieves Captain Munro
Rotterdam (Holland) 27th August. Discharge palm oil cargo.
Vysotsk (Russia - Gulf of Finland) 3rd September. Load diesel
Bordeaux (France) 11th September. Discharge diesel
Rotterdam (Holland) 16th September. Load Reformate
Fawley (near Southampton) 19th September. Load Reformate
New York 1st October. Discharge Reformate
Karsto (Norway) 17th October. Load Condensate
Rotterdam (Holland) 21st October. Discharge Condensate
Antwerp (Belgium) 23rd October. Load diesel
Bordeaux (France) 28th October. Discharge diesel
La Coruna (North West Spain) 31st October. Load diesel - Captain Munro
relieves Captain Frost
Leixoes (Portugal) 6th November. Discharge diesel
Lisbon (Portugal) 8th November. Discharge diesel
Ceuta (Spanish enclave - Moroccan coast) 11th November. Load bunkers
Tarragona (Spain) 13th November. Load petrol additives benzene and pygas
Terneuzen (Holland) 22nd November. Discharge petrol additives
Rotterdam (Holland) 23rd November. Discharge petrol additives
Stignaes (Denmark) 27th November. Load jet fuel
Canvey Island (River Thames) 6th December. Discharge jet fuel
Vysotsk (Russia - Gulf of Finland) 13th December. Load diesel
MAERSK BARRY 18:00 HRS 17/12/07
MAERSK BARRY 17:30 Hrs Saturday 22/12/07
in the DOVER STRAITS HEADING TO FRANCE
