The day started very nice with a lot of sunshine. The doom and gloom forecasted yesterday, with thunderstorms and all was nowhere to be seen. Thus the guests could enjoy a beautiful final day at sea.

As the weather had been so nice in the past few days in the middle Caribbean, the current that normally flows quite strongly under the coast of Cuba to the North West was now very weak and that meant that for part of the day I had to use five engines to maintain our schedule. If the trade winds are a bit stronger, then this current gives me an extra knot of free speed but this time it was sadly missing. Only when we came in the Gulf of Mexico, North of the Florida Keys, the regular current came back and pushed us nicely towards Tampa and off went engine number five again and we saved a bit more fuel.

I had set my ETA for Tampa Sea buoy for 01.45 am. what normally means that the ship is then docked by 05.45, so Customs and Border Protection can start clearing the ship at 06.00. This was not to be in the end as by 10 pm. the frontal system that had been predicted to pass by in the early morning finally came over the ship. It brought torrential rains and wind gusts of up to 50 knots which is about 60 land miles per hour. Luckily the wind was straight on the bow so the ship did not list as this can affect the stage show and it does not look very good to have the dancing ladies glide over the stage from one side to the other, or wheel chairs suddenly taking off by themselves. The passing of the frontal system took about 45 minutes and it will have at least pleased the chief officer as it washed all the salt of his paintwork. At a certain moment we could not see more than 100 feet in the rain. Thank God that the Veendam has state of the art radars. But it did slow us down and thus my planned ETA (Estimated Time of Arrival) started to slip away.

An un-expected and also very un-pleasant happening was that while we were approaching the Tampa Bay outer fairway, we had suddenly again 50 knots of wind blowing around the ship. This time nobody knew where it was coming from and when the pilot station inquired with the Meteo office, their inquiry was taken with total disbelief. However as the Carnival Legend, who was just behind us, reported the same they had to accept the observation for true. So just while I was lining up the ship into the fairway, the pilot station postponed pilotage until the winds died down. The Carnival Legend, who was still in open waters slowed down, while I had to sail the Veendam out of the channel again and drifted with the nose in the wind waiting for things to improve. It did so after about 30 minutes when the wind came down to about 20 knots and them the pilot boat felt comfortable to come alongside. With making good speed in the bay and having the flood current with us, we docked in the end just 30 minutes later then the planned arrival time, so it did not interfere that much with the clearance of the ship. By that time the wind had died down so completely that it was dead calm.

As this happened in the middle of the night, the guests, all asleep in their beds, did not notice it, although a few might have felt a slight listing of the ship when I turned the ship through the wind into the fairway. According to my colleague it has been a very windy season in Tampa and although I missed most of it, being on leave, I did get my little share of it during this night.

We arrived nicely on schedule at the South-West side of Grand Cayman. It was not so difficult to do that as the average speed to maintain was only 16 knots but with the high fuel prices of the moment (a ton of Heavy Fuel Oil costs over $ 500 and a ton of Marine Gas Oil, nearly a $ 1000,–) we try to make the distances on as few engines as possible. By finding a favorable current it might be possible to run on an engine less, or swap a 12 cylinder engine for an 8 cylinder one and save a considerable amount of fuel that way. The prevailing North westerly current above Jamaica gave the ship just enough extra speed so that I was able to save about 4 tons of fuel during the night and that was also $ 2000 saved. All reasons to be happy.

The rain did travel with us during the night and there was a very dense rain cloud above the island when we arrived. A rain cloud accompanied by a lot of wind and it shed a lot of water onto the island. You could not see the ships at anchor near the shore from more than a mile away. So I slowed the Veendam down and waited until the rain cloud had moved on to open sea and then proceeded to the anchorage. The remainder of the day was beautiful with sunshine and a gentle breeze. As we were the only ship in port, the guests had really nothing to complain about as there were no lines ashore and with the ship sitting almost on top of the dock there were no waiting lines for our tenders either.

Today the environmental officer returned to the ship and that meant that the ships staff was complete again after the yearly management conference happening. The chief engineer and I had managed to arrange the end of our leave periods to coincide with the start of the first conference so we just came on board after the first conference and our colleagues are going on leave after the second conference. For the chief officer it was more complicated as the conference fell in the middle of his sailing period so a fill-in chief officer came out to cover the gap. There has to be at all times a second master license on board and the current senior navigator does not have one yet, so he could not stand in. For the Hotel manager it is much simpler, he just goes and the Culinary Operations Manager takes over. For the Environmental Officer it works different again. This is a one person department and the company wants all EO’s ashore in one go so there is not really anybody to replace him, so his/her work is looked after by one of the other staff officers. Most of the work that the E.O does is compliance work and finalizing paperwork can wait a few days. The company likes all of them together ashore so it can be certain that each EO gets exactly the same refreshment training. As the whole group is now together again we can focus on the coming Trans canal cruise which will start in 9 days from now.

We raised the anchor in the late afternoon and then sailed from Grand Cayman on a North Westerly course towards the West point of Cuba. The coming weather is supposed to be a bit gloomy with thunder showers all over the place, due to a frontal system coming down from the Mississippi area. I will be looking for a favorable current again to see if I make the run on four engines instead of five.

Note: I have added my new employee of the month, the assistant Bo ‘sun under the ship section.

Sometimes in life you come across things that do not make sense at all but that you just have to accept. Normally the biggest ship gets the best dock in a port, which makes sense as you accommodate the most people in the best way. But not so in Montego Bay. While approaching the port we saw the Discovery (old Island Princess) happily docked at the passenger terminal. A terminal which can handle a ship double her length. She only carried 600 passengers or so, while the Veendam with 1200 on board was relegated to the cargo terminal, where the ship barely fits. So a small ship at a big dock and a big ship at a smaller dock. Plus the fact that all our 1200 guests now had to be shuttled through the cargo terminal to the passenger terminal. There were plenty of buses available for the purpose but it was all extra work. But “it had been scheduled that way by the authorities” and that was it. It did not really affect the guests that much, it just did not make sense.

So I parked the ship alongside the cargo dock with the nose into the port. Normally we swing on arrival for a quick sailing out but the technical department had to repair a cracked window and might needed scaffolding from the dock side in case the repairs were more complicated then expected. Also it was time to exercise the starboard lifeboats again and thus we went portside alongside and nose in.

The weather remained nice until just after lunch time when the first squalls started to come over. It culminated in a big downpour around 1600 hrs. Of course that was the moment that the afternoon tours were coming back, so a few of our guests got really soaked between the terminal and the ships gangway even while the distance was only 200 yards or so. This rain shower just stopped before sailing time and that gave me the needed visibility to sail out again. With the disappearance of the rain also the wind died down and that made it possible to back out of the port, the same way as we had come in.

You can swing in the harbor of Montego Bay but it has only been dredged to 10 meters and with the draft of the Veendam plus the squat generated by the maneuvering, we have not much more then 4 to 5 feet left under the keel. That means that ship only turns very slowly as all the water under the keel has to be pushed away through this 5 feet gap between sandy bottom and ships hull. By the time that the ship has turned around 360o the whole harbor is one muddy basin. The turning ships propellers and the flow caused by the thrusters bring all the sand to the surface. So I backed the ship out through the fairway and into the open sea. As soon as you are away from the first entrance buoy, the water depth drops from this 10 meters to over 150 meters and that makes swinging the ship around much easier.

There was a tanker at anchor just outside the port limits waiting for the Veendam to clear the cargo berth. We could see all their officers standing on the tanker bridge having a look at the antics of that cruise ship. With all the maneuvering power that the Veendam has, I can do things that a cargo captain with just one propeller at his disposal can only dream about. So he would never have backed all the way out, as he can only steer with his single rudder while I have two rudders and can do it with the stern thruster as well. We were out of the port by 17.15 hrs, heading for Grand Cayman while all around us, more rain came down on the shores of Montego Bay. The wind is with us, so I am wondering how much of that rain will make it also to Grand Cayman. We will find out tomorrow

I finished up my day last night with introducing myself to the guests before the first and second show started. It can be a bit unsettling for guests to suddenly hear another captain’s voice over the P.A system. Especially as my voice is rather different to the one of my colleague. So I hopped on the stage for a few minutes to say hello and to show the face that goes with the voice. I found out through the years that most entertainers do like it when they get the captain as a warming up act and in this case it was no different. Drew and Angela are a Magicians act and they thought it was quite funny not to have the normal intro by the Cruise Director. Anyway now the whole ship knows who is doing the driving the boat and who takes the credit for the nice weather.

Today, a sea day, we had very nice weather. We are on our way from Cozumel to Montego Bay traveling at a sedate pace of 16 knots. The distance is too great to cover in one night and if we would go full out than we would arrive in the middle of the next night and not much happens in Montego Bay in the deep of the night. So we took our time and had a beautiful day at sea. The trade wind was not that strong today and as were not going that fast either there was a nice gentle breeze blowing over the decks making it very pleasant. I warned the guests against too much exposure tot the sun, the weather forecast indicated an UV 10 factor which is quite high, and with the wind cooling things down there is always the danger that people stay too long in the sunshine. We had a few showers in the late morning but the navigators have my permission to change course when possible so we sailed between the rain clouds and stayed dry and in the sun shine. Rain clouds at sea are quite often sharply defined and with a little course change you can often just skirt around them.

The Veendam has just started with our new Mariners recognition program. Before we held one or two gatherings (depending on the number of repeat guests on board) in the main lounge but the company has recently changed that to a Mariners luncheon in the dining room. So this morning we had the non-medal group for an 11.30 lunch, about 260 of them. Near the end of the cruise we will have the medal group and those who get a medal awarded. Thus far most guests seem to like the luncheon bit, well who does not like food…………., the only thing is that due to the lay-out of our dining room it is more difficult to do a speech as not everybody can see me. So I am still tinkering with that one. Most ships are now using this new system and I assume that the office is keeping close tabs on what the majority of the Mariners think about it.

The route took us above Grand Cayman, where we will be the day after tomorrow. Around Grand Cayman is a 12 mile environmental exclusion zone and that means that if you are not calling at Grand Cayman, you should stay out of it, although it is not compulsory, to disturb wild life as little as possible. So we keep a fair distance and happily trundled on to Montego Bay.
On other cruises we have been to Ocho Rios but that port was full of Mega Liners so the schedule opted for Montego Bay. We will be in port tomorrow with the Discovery, which is the old Island Princess. Together with her sister the Pacific Princess (from the Love boat series) she did a lot to make cruises popular among the public.

The Weather for Montego Bay looks quite good, although showers are expected later in the day. As Jamaica is a very tropical island, you get these showers coming down from the mountain ranges at regular intervals. so we might get some rain in the afternoon.

This morning I reboarded the Veendam after spending a few days in San Diego. As you might know, the company organizes each year a SMC. This stands for Senior Management Conference and means that in two groups all ships staff come together for a three day conference and seminar. Only the onboard staff of the Amsterdam and Prinsendam could not attend as it was too complicated to fly them from the other side of the world and their relieves to the ship. Those three days are filled with (office) speakers who give the latest updates about where the company is heading and what new initiatives are being developed to keep the company competitive with the rest of the Industry. For the rest there are breakout sessions for Captains, Hotel managers, Chief Officers and Chief Engineers to discuss the specific issues for their area’s of responsibility. At the same time the ships Environmental Officers get their refreshment course in the latest environmental rules and insights.

From San Diego I flew to Cozumel and after a hotel night boarded the ship. To my great happiness the ship was docked at the Lagosta Pier which is opposite down town and also right opposite the hotel I was staying in. Cozumel has been a difficult season for the Veendam as the ship had to anchor most of the time. We were originally scheduled all season to go to Costa Maya but since the piers were destroyed by hurricane Dean last year, the ship has been calling at Cozumel. Docking spaces are normally booked two years in advance and that means that the Veendam could only dock if there was a space available; we did not have a scheduled berth as such because of the last moment rescheduling. On the standard cruises, that meant that the Veendam had to anchor or drift as with a Thursday call the piers where all occupied with mega liners.

This cruise we are on a slightly different schedule with calling at Montego Bay and Grand Cayman instead of Key West, Belize and Santo Tomas and that meant that Cozumel was a Tuesday call. On a Tuesday not all berths are booked and one open berth was available at the downtown Lagosta Pier. Perfect for the guests of course. Later in the cruise it will also mean that we are the only in ship in Grand Cayman and that is of course even better.

I will now do a four month contract on the ship and will then be relieved on July 28th or so in Vancouver by Captain James Russell-Dunford which has been the alternating captain since 2004.

We left Cozumel at 1900 hrs. with a romantic sail away as Cozumel was lit up against the dark blue sky on our starboard side. The guests were enjoying a barbecue at that time and entertainment was provided by a local Mariachi band, which left the ship about 30 seconds before we pulled the gangway. We are now crossing the western part of the Caribbean Sea on our way to Montego Bay, where we will arrive at 8 am on the 3 April.

Good morning,

In the past few days the following has been added:

1. Three small photo gallerys: Faces of………….: under the my ship tab.
(With more to come)

2. Another future Avid Cruise article about the first Mass market cruise ship ever built: under table Of days gone by

Enjoy

Good morning,

Today were added:
1. The histories of Veendam II, Veendam III (under Hal ships past and present)
2. A future article for the Avid cruiser magazine about the first dedicated cruise ship ever built. (under Of days gone by)

Enjoy

Good morning,

As promised in December, here are the first new updates to the website. I have started adding pages with the individual history of the companies ships. I am starting with the Veendam’s and will progress from there until the whole fleet has been covered. Just click the tab: Holland America Line ships Past and present above the website header and click the sub-tabs

Enjoy.

Tomorrow we are in Tampa and I will be going home for a four month leave period. Normally my colleague and I are doing three on, three off, but due to the scheduling of the yearly captains conference we have changed it this time to 4 on 4 off and then 2 on, two off. In that way it also works out that I will be on board for Christmas 2008 after having had the previous two holiday periods off.

I will be relieved by Captain James Russell-Dunford who has been alternating with me on the Veendam since 2004.

I would like to thank all the readers for taking their time to follow my daily escapades on the high seas. My apologies for not always answering your queries and questions. Some I could not answer as they would involve company policy and statements. As a captain I do not make company policy, I only execute it. For the rest I have tried to in coorperate as many answers in my blogs as possible. I hope you enjoyed it.

Please check the website later in the New Year; I hope to add two sections to it during my leave. One with history of the company and the Holland America Line ships and items of life on board the Veendam including of who is Who.

Happy holidays

07 December 2007 Georgetown Grand Cayman.

It was a beautiful day, it was a gorgeous day and even better, we were alone. We were the only ship in port. No lines in the shops, no tourist jams in the main street. Having sting ray city all to yourself. It could not be better. The sun shone all day and there was a gentle breeze blowing to make it pleasant.

That gentle breeze is also of extreme importance to me as it is needed to keep the ship in position. Georgetown is the strange place where if there is too much wind and or from the wrong the direction then you have to cancel. If there is not enough wind then you can not anchor as the ship will drift unto the reefs.

Georgetown has four anchorages each one about 2000 feet away from the other. The ship anchors on a ledge with the bow in 30 feet of water and the stern in about a1000 feet of water. The steady trade wind keeps pushing the ship away from the coast and the anchor then holds it connected to the ledge. If there is too much wind, the anchor can not take the strain, it starts dragging and will fall of the ledge. If there is no wind, the current that runs along the ledge will slowly push the ship onto the ledge and into too shallow water. The only thing you can do to avoid this is to keep one propeller working and going a little bit astern so the ship stay off the reef in that way. Having a gentle breeze doing it for you if of course much better.

To find the right spot on the reef is done with the help of the local Pilot Captain Banks.
He comes out in a tour boat and parks himself on the exact spot that he thinks is best for the ship. It is then up to the captain to bring the anchor above the pilot boat and the ship to a standstill when it gets there. If you overshoot, you end up in too shallow water. As soon as the anchor is above the pilot boat, the pilot boat moves away and the anchor is let go. That letting go of the anchor is always a bit scary with that pilot boat floating under it. There have not been any accidents but there have been a few close calls, when a too eager young officer forward was too quick with giving the “let go” order after permission came from the bridge.

When the anchor has landed on a sandy spot on the ledge, the ships bow (and thus the rest of the ship) is moved sideways and the chain is paid out over the ledge. In that way we create maximum holding power. The anchor will dug into the sand with the flukes and then the ship moves little bit astern so that most of the ship is over deep water again. For a person that has never seen this sort of “ledge anchoring” being done it is a bit of an eye opener. The bow is moving closer and closer to the beach followed by almost dropping the anchor on top of a boat and then for the remainder of the day relying on the wind to keep you in position. But it is safe and never has ship has come to harm over it.

Due to the influx of bigger ships, the town has a new pier for tender boats so there is now a lot of space, even when there are six or seven ships calling at the same time. Plans have been made to build two docks for four ships but the starting date of the construction start has been moved back a few times and a firm date is not in sight yet. Until the piers have been completed, we drop the hook on the ledge and float behind the anchor on the easterly trade winds.

We left Grand Cayman on time and headed Northwest in the direction of the West point of Cuba. Tampa is our final destination. It should be a good home run as the weather forecast looks very good.