This is always a very early morning arrival due to the departure time of the flight tour to the Maya ruins of Tikal. Luckily it is just around the corner from Puerto Chiapas so we trundle towards it with the sedate speed of 12 knots.  With a beautiful wind still morning we lined the ship up  for entering the port and slowed down to let the pilot hop on board. He is a compulsory fixture of the whole sequence but as he and his fellow brethren only have cargo experience, I prefer to do the whole thing myself. Bringing in cargo ships in the port seems to consist of hooking up two tugboats and pushing and shoving the ship around until it is alongside and with cruise ships it works a little different. We have our own internal tugboats, the thrusters, plus very sensitive Becker rudders and then it takes the gentle touch of somebody who is used to this equipment.  So with the pilot enjoying his cappuccino and plundering the Danish pastry plate, we sailed into the port, spun around and went astern to the cruise terminal where we docked at 0500.  20 minutes later the tour departed and they would be sitting in the plane 15 minutes later, waiting for sunrise. Puerto quetzal international airport does not have runway lights and thus the pilot is required to wait until just before sunrise, when he/she can see the end of the runway. Continue reading

With Tehantepec lying dormant until tonight, our crossing was nice and peaceful and so we arrived at 07.00 hrs. in the morning at the Puerto Chiapas pilot station. My interest was immediately drawn to the breakers at the entrance of the fairway; to find out how much swell was running into it. This is a sort of entrance canal and constructed by dredging out a natural river bed. As a result that river is forever depositing silt in the canal and permanent dredging takes place.

The nick in the south breakwater is what I look at. If the swell spouts over the breakwater, than it can be dangerous to enter the port. Continue reading

Huatalco is a bit low on cruise ship visits this year; the pilot is bitterly complaining. (I have the vague idea that there is a sort of bonus system in place for the number of calls and thus it directly affects him) Hard to understand as it is a great resort to call at.. But the cruise ship calls are down this year from 44 to 23 and that hits the local economy quite hard. Although it is a resort that is also very popular with the Mexicans, the influx of foreign currency does have a considerable impact on the local community. I from my side do not mind it all, the less ships that are calling, the greater the chance that there is no other vessel to share the port with. That means that I have four options about how to go in. West side, nose in or out or East side, nose in or out. Today it was West Side nose in, as explained yesterday, to give the Security Officer shade on his gangway. With a noon time temperature of 94oF (34oC) and the sun beating down, quite a good thing to do. And so we did. Continue reading

Another glorious day at sea with sunny skies and temperatures in the low 80’s. Hardly any real wind and that made being on the deck very pleasant as the ship produced a gentle breeze with its own speed.  It was a happy world today. The only ones who were moaning and groaning a little bit were the navigators as with the nice weather , regular and sports fishermen, were out  in force and moving “all over the place”. With not much consideration to a large passengership that comes charging down the road. Thus a careful watch had to be kept and a close eye on these boats to make sure we did not hit any of them. The big problem is that applying the Rules of the Road does not always work, as they are not necessarily keeping to those rules. Thus you try a: to keep a very good distance away from them, so whatever they decide to do next it won’t create a dangerous situation; and b. keep monitoring them to make sure that when they are not moving, they won’t start moving at the last moment. (“Hey honey let’s take a picture of that big boat……………..”) For the rest the bridge had turtles, porpoises and the occasional whale to enjoy. Continue reading

By 6 am we were making the approach to the far end of the Bahia de Banderas where Puerto Vallarta is located for a 07.00 pilot boarding time. Normally the sailing into the fairway to get into the turning basin is quite uneventful as it is basically one course to follow while slowing down to about 2 knots. This time the operation was made more exciting by two whales. When the pilot was approaching we saw them swimming sedately from port to starboard and they were well clear by the time we lined up for the entrance. The first peculiar thing was that it was two Fin Whales. They are seldom seen near the coast and even less often in shallow waters in the far end of a bay. But they swam to the East and away from us, so all was well. Then suddenly they surfaced near the bow after having made a U-turn under water. So I stopped the ship and waited from them to gracefully move away to the West and hopefully to open sea. An unusual experience as you seldom see Fin Whales; let alone so far inland. Continue reading

I forget yesterday to put in the chartlet of the cruise we are currently doing. So here it is. This is our regular East Panama Canal cruise of which the ship has done 4 this year. Last year it was six but as the company is phasing in longer cruises, the number of trans canals are getting less. For the coming year 2013/2014 it will be less again as there is an extra South Pacific cruise, and a long cruise down to the west coast of South America with a three day stay over in Callao; and also a Mexican cruise going into the Sea of Cortez. So it will not be until 2014 that we are going back to Florida. The requests from guests living in the San Diego area are getting louder and louder for more cruises from their home port and the company is obliging. We have now two ships calling there in the winter; the Statendam and the Zaandam and things are going well. At least as far as the occupancy rate goes. We are full each cruise. I have no insight in the pricing  as such, but I do not hear too much moaning and groaning so marketing and sales must be reasonably pleased. All reasons to be very happy. Continue reading

The first sea day is always used to clear up the left over’s from embarkation day. The loading of provisions, stores and spare parts takes place in such a high tempo that after departure nobody really knows where the regular spare parts, what we call consumables, have ended up. Frozen goods, perishables and other food stocks go straight away into the cool rooms and freezers but other items are kept stored in the ships Marshalling area until they are sorted out. For this purpose we have various persons on board. For the Hotel side there is the Provision Master with his store keeping team who receives and issues any item needed in the Hotel operation. For the deck and engine side there are two persons who are in charge, the Special Service Engineer (SSE) and the Special Service Technician (SST). For these two guys changeover day is a real headache. Continue reading

All the weather predictions bore out and we arrived with beautiful weather at the San Diego pilot station for a 05.00 pickup. The bay was totally devoid from any moving object except for a big auto boat behind us, the Rigel leader, which was bringing much needed pickup trucks to California. They sailed out at the same time as we did and they were scheduled to arrive at Yokohama, Japan, on the same day that we are completing our next cruise April 12 in Fort Lauderdale. So 14 days to cover a distance of 6,000 miles across the Pacific Ocean. If they are going the Great Circle route, which brings them further North then they might be in for some very bad weather. The area under the Aleutians is still producing a new storm every three days and its wave patterns are rolling quite far south. The Great Circle route is shorter as it is a real straight line on the earth’s curvature, while a straight line on our flat chart (called a Rhumb Line) is in real life longer as it has to be projected onto the curved earth’s surface. Thus I expect that the captain of that Car-Carrrier would spend a considerable amount of time deciding between the various options. Continue reading

The weather on the North Pacific side is holding nicely. Hardly any wind and that helps to keep the waves down as there is no energy to sustain them. This weather is to last at least for another two days and that means a very nice call in San Diego. So I am expecting nearly wind still weather with the temperatures coming up to the mid 60’s, which is more than we have at the moment. Although there is very little wind, the 5 to 6 knots that are blowing are coming from the North West, and bring a cool flow to the area. Sailing on top of the cooler California current does not do much either for keeping balmy weather and thus noon time high was 57oF / 14oC. A nice “warming up” for the coming Alaska season. We are the 3rd ship to arrive there, with the Volendam on May 1st, the Oosterdam on May 4rd and the Statendam on May 5 in Vancouver. This will mean that in Alaska it will still be quite nippy with lots of snow left in Glacier Bay. Continue reading

With the absence of the regular Carnival ship, we were assigned anchorage nbr 1, which is always nice. It offers the best shelter from the ocean swell and it has the shortest tender distance to the shore, unless you stay on the engines and creep all the way in. If you want to anchor with a ship which needs a reasonable size swinging circle, you have to stay further out as the water near the Cape is very deep. Even at anchorage nbr 1 it is over 150 feet before the anchor touches the ground. I have been staying on the engines, e.g. drifting, here but only when I had been assigned anchorage nbr 3. That is so far out, that unless we start sending guests ashore at 5 am in the morning it is impossible to get them all ashore in time for their tours.  In such a situation I drift in, south of anchorage 1, and stay there until all the tours and the rush is gone and then slowly move towards my assigned anchorage. If you do that very slowly you can continue your tender service safely, as you do not increase the current/flow along the tender platform that much. It is often even much easier for the tenders to remain alongside the platform as there is a steady flow for the tenders to sit in.  Today none of that was necessary and we dropped the hook at 06.30 and were in operation, five minutes later. Continue reading