I had decided to arrive bright and early to see if I could get in ahead of the other cruise ships. If you are first, then you cannot be held up by somebody ahead of you. As I could not find out from the agent what the exact pilot time was of the other ships, I just went for 0600, hoping that my colleagues would not be early risers. For the ships operation it does not make that much of a difference, to arrive early, as the sailors start with deck washing at 0500 anyway and the bridge watches are on double, with the officers for the rest of the day on flexible hours. Also in this case I could save more fuel by being docked early than by going slower at sea. So all around a sound plan and the only one who had to get up earlier was me and as I am supposed to serve the greater good that is not really a consideration. By 04:30 we were called by the pilot that the sequence of arrival would be Prinsendam at 06:00, the Braemar at 06:30 and the Emerald Princess at 07:00. The plan had worked as hoped for and the Navigation Officer happily confirmed that we would be there at 06:00. Continue reading

There are various ways of entering the Caribbean Sea from the North as most of the islands are separated by passages that are deep enough for the transit of any sort of traffic. Some have a bump in the way here and there but you normally can sail around those. Of course when planning the voyage, you try to use that passage that is the closest to the straight line that forms the shortest route between two points. (Remember that only on East or West Ocean Crossings, with long distances a curved line or Great Circle is shorter as it follows the curvature of the Earth) In our case the passage that we needed was the Virgin Passage located between the East side of Puerto Rico and the West side of St. Thomas. Continue reading

Today we had our 2nd day at sea and whilst the sun was shining in all its glory, the North Atlantic Ocean gave us an exhibition in disturbed wave patterns. The storm, that we more or less bypassed during our crossing, spread out its wave field more and more while going across the North Atlantic. Yet another depression of Cape Hatteras ensured that this wave field spread like an oil film all over the mid and southern part of the North Atlantic. That meant that the field became more and more diffused while time was going by, but it lingered on and thus had the chance to mix with newly generated waves. Waves created by another wind pattern. The area we are sailing in today is partly under the influence of the Trade winds, winds blowing from the East, which create waves coming from the East. These were mixing with the old swells from this North Atlantic storm and the result was a disturbed North Atlantic Ocean. Continue reading

To get to the East Caribbean Sea there are basically two ways to go. Going north and keeping the Bahamas to the right or going south and keeping the Bahamas to the left. Both routes have their advantages and disadvantages and it is the decision of the captain to say which one it will be. The Bahamas which stretch all the way from the North of Florida to the top of the Dominican Republic block any other way possible, unless you are a light drafted speed boat. Going north into the Atlantic Ocean is the shortest route; it is the least sheltered (for the first day) but as the adverse current is less you can go slower and provide a more stable ride. The South route via Old Bahama channel is longer by about 60 miles, it is more sheltered for the first day (as the Bahama reefs catch the swell) but have a strong adverse current and that means that when you leave the shelter of the reefs at the 2nd day, you really have to plough into the waves to keep the schedule. After consulting the weather charts which indicated that here would be some swell (left over from some bad North Atlantic weather further North) but it would be constant all the way until we entered the Caribbean Sea. Thus the decision was to go for a more constant motion of the ocean instead of a very wobbly last day and a half when the Prinsendam, coming out of old Bahama channel, would have to remain on full speed to make up those extra miles. Miles lost to the longer distance and that adverse current. Continue reading

By 3 am we were crossing the Straits of Florida and battling a 3.5 knot strong Gulf Stream current. Because we were heading South West and the current was pushing us north, we had to steer drift. That means if the actual, direct, course is 245o then you have to steer more to the South to compensate for it. Maybe 240o, or even lower. Also the slower you go, the more the current will set you to the North and thus the more of a drift angle you will have to steer. We were doing 17 knots and we had a drift angle of 12o most of the time. That is quite considerable. On the radar it looked like we were aiming for Miami with the bow but being set towards Fort Lauderdale with the rest of the ship. We had an agreed pilot time of 0600 as per Harbour masters orders but then the planners realized that we would have to pass the Navigator of the Seas, to get to our dock. By switching the pilot times of the two ships around that would not be necessary and would create a much safer situation. Thus our pilot time became 05.45 and that of the Navigator of the Seas 06.00. Going in ahead of us was the Allure of the Seas which carries more guests than the Navigator and the Prinsendam together……….. and the Navigator is part of the class that in the past was the biggest in the world. All went well and by 0645 we were safely docked, awaiting what the day was going to bring us. Continue reading

Today we were on our last leg of our North Atlantic Crossing. By 8 pm tonight we will be entering the North East Providence Channel which connects to the North West Providence Channel. Whoever dreamt up those names was not very imaginative as it is basically the same stretch of water. Still it is the only gap through the Northern part of the Bahamas and it forms the shortest route to the coast of Florida and thus we are going there. As mentioned before this gap results in traffic conversing upon it and after five days of seeing barely anything, the navigators had to remember again that the Rules of the Road were there for a reason. We had now firmly the top rim of the North Equatorial current going with us and that gave us about a knot of extra speed. A little bit of free help from Mother Nature for the chief engineer’s fuel budget. It was a beautiful and sunny day with an almost flat calm sea. The stormy day from before was already quickly fading into memory. Continue reading

With the stormy day fading into memory we sailed today through the North Atlantic Ocean with sunshine, smooth seas and only a low rippling swell from the North West. We are now south of the 30o Latitude North and that means that we are in near tropical waters. This area is normally reasonably quiet as long as it is out of the hurricane season. CNN just announced that the season is over and thus it must be. So as long as Cape Hatteras is sending its depressions eastwards this area is relatively quiet as just to the south the regular trade winds are blowing. Today there was hardly anything blowing with just a gentle breeze touching the top of the waves. This has the pleasant result that the guests can enjoy two glorious sea days before they disembark in Fort Lauderdale. Apart from have the option of a very full daily program, the outside of the ship is becoming more and more interesting as well. In the past few days there was not much to see at all, apart form the occasional seabird. Now ships are appearing on the horizon again as we are coming closer to the normal shipping lanes. Continue reading

By 3 am. the swell direction did indeed change and then came from a more Northerly direction. So the pitching of the ship accompanied by the occasional banging changed into a more “swaying” movement. Officially it is called rolling, but it did not really do that. The ships stabilizers kept the Prinsendam nicely upright but occasionally a large wave would lift the whole ship up and moved it with her, until the wave rolled away from the ship and the ship would return to its normal position. It gave a sort of a swaying feeling. When the ship then returned to a normal state the bow would dip into the waves and occasionally slam. The issue with this movement is; that there might be prolonged periods of a steady ship in-between. Then there is suddenly this sway, followed by a slam and then it is all quiet again. If the ship has a constant strong movement the guests can anticipate it and prepare for it. With an occasional sway without a rhythm that is much more difficult. Thus I made an announcement at 08.30 to advise all around that this swaying would last into the early afternoon. Reason to be careful and not to be “swayed” into false confidence because of the irregular and long delays between each sway. Continue reading

It is becoming monotonous but again my first action of the day was to check the weather forecast to see how this “Cape Hatteras special” was developing. Especially, how far was the wave field going to come down towards our course line. Well it did not look that good. We were going to have a bit of fun during the coming 24 hours. Based on the projection of the next 36 hours we would have to sail through the 4 meter field. These 4 meters are the significant waves which mean the average wave height. Thus there will be lower waves but also higher single waves in-between. The good news was that my course change of yesterday would keep the ship out of the 5 and 6 meter regions. As already explained that was as much as I could do without loosing too many miles. Based on the swell chart, the waves were going to hit us in the mid to late afternoon and it should last until tomorrow afternoon. I am writing here constantly of waves, as those cost me the most speed and also the most inconvenience for the guests.
However waves are generated by wind and wind we had as well. Lots of it. Continue reading

It was a nice day, although it started with thunder and lighting and clouds that emptied a considerable amount of hail stones onto the ship. Luckily it lasted only a few minutes and then the frontal system was past and the skies cleared. Good timing as well; it cleared the ship from the salt and it was early enough in the morning to avoid guests being affected by it. Although a few guests, having breakfast on their balcony’s, had a wet surprise. Maybe we should install a little red light on the balconies. If it is on, it will indicate to stay away from the outside as wet surprises are on the way. My first chore of the day was to check my weather charts again and this time the picture looked a bit ominous. As expected Cape Hatteras was producing the next storm system but there is a fair chance that it will get pushed downward into the North Atlantic Ocean by the one but last system that is slowly moving towards the Hudson Bay. It looks like it that Cape Hatteras is sending system one straight across, then a system up north towards North Canada and that system is then pushing system number three to the south before it can hitch a hike on the jet-stream which propels it east towards Europe. The un-answerable question for now is, how far will it come down towards us and how much will it deepen in intensity. That will dictate the strength of the wind and that again will dictate the height of the waves. Continue reading