Puerto Caldera Port Control is the authority that looks after the port operations. With two ships alongside and 6 at anchor it is not that much of headache to deal with it all as far as I think. Still it seems that each time when we arrive we cause a good deal of confusion and excited conversation on the VHF. This morning they were all in fine form again and in the end the agent called to obtain the necessary answers by means of some simple questions. I think he relayed those answers by phone to Port Control as it remained quiet from that moment onwards. When we came closer we could more or less reconstruct what it was all about. There was a ship alongside that had to leave for us. That meant a pilot and two tugboats; the pilot could not reach us as he was standing with his handheld radio in the steel-hull- lee of the cargo ship and thus Port Control in their mighty tower high aloft had to relay and did not do that very well. With only one pilot on duty, the big question was DID I need a pilot? When the answer was no, it solved a lot of logistical problems as the pilot did not have to split himself in two and could now sail the other ship out. Port Control then had to deal with a Tuna fisher which was also alongside and who also had to leave. He was pulling out, while we were coming in. So he cleared the berth but then dropped anchor, right in our preferred approach line. Fishermen think about safe passing distances on a totally different level than deep sea ships. So it was a bit tighter than normal but that is all part of the equation. By 06.00 we were docked and all was right with the world. Continue reading

After a long but good day in the Panama Canal, it was time for some relaxation and recharging of the batteries. Starting tomorrow we will have five ports in a row to call at. Warm ports as well, so today was a day to recuperate and get ready.  We had the regular “Pacific” –Ocean weather with a nearly windless sea to look at. Wind velocity did not go above the 6 knots and that is what the Beaufort scale calls a “Light Air”.  We saw turtles paddling by, dolphins showing off, and a few flying fish trying to “take off” but due to the lack of wind, that did not work very well and they all fell back in the water after a few feet. We trundled along with the sedate speed of 12 knots to maintain our schedule for an early arrival in Puerto Caldera.  So the navigators had the unusual experience of being overtaken by cargo ships, which were not going that fast either. We had left the Canal yesterday in the company of a small cargo ship the BBC Ganges which was doing 13 knots, so after 24 hours she managed to overtake us finally on our portside. Today time was flowing by quietly.  Continue reading

 Late evening we left the windy area behind and we had very quiet weather sailing towards Panama. The 140 year ball was a resounding success and with the hour back everybody could still get a goodnights sleep for the Panama transit. We had been ordered to be at the Cristobal breakwater at 0500 to line up in the convoy but somewhere a muddle must have occurred as at 3.30 we were advised to drop back and arrive 30 minutes later. I wished they had done that last night and I could have stayed in bed those 30 minutes longer. So we slowed down and I was going to fear that it was going to be a very long transit as a delay in lining up the convoy normally means that there is a slow boat in the convoy which holds everything back. In accordance with the new ETA I drifted at 05.30 through the breakwaters at Cristobal and then the whole clearance circus started. Boarding Agent, Ships agent, Fumigation officer, Panama Canal Technician, Ships Chandler, Narrator and eventually also the first Pilot. With him on the bridge we could slowly move towards the first locks. The other two pilots joined just before we entered those. Continue reading

It is 677 miles from Aruba to Panama and thus we have a day at sea while we cross the Columbian Basin. This is the bay like indenture, where the narrow strip of land that is Panama connects with South America.  We are sailing on a south westerly course and thus we had the North Easterly wind and current in the back. Still a considerable wind of 27 knots, which gave a relative wind of 10 knots over the deck, as we were going with a speed of 16 to 17 knots.  Thus with the sun shining it was a pleasant day on the ship. Had we been going the other way, it would have been much less pleasant as the 14 feet high waves and strong wind would have been full on the bow with rather nasty results. But we are going the right way and thus all is well on board. And I needed nice weather as today is our birthday. The company exists today for 140 years. So we wanted to pull out all the stops and for that we needed nice weather and a steady ship and both were achieved. Continue reading

The three A,B.C islands are located nicely in a row, although the sequence is B,C,A and today we completed that sequence by visiting A. That is the island of Aruba and located 89 miles away from Curacao. At least the 89 miles is the distance that we use to get there. We normally travel with a large loop, first going south and away from Willemstad and then curve back onto the Westside of Aruba so we end up in the leading lights heading into the Paarden Baai of Oranjestad Aruba. For the navigators it is an interesting night as they have to dodge around 20 to 30 tankers who are all floating south of the islands waiting for their turn at the Refineries on the islands. They all drift on the wind and current and when they have drifted away too far, they all start up their engines and return to there point of departure and then the whole process will start again.  As they are drifting they all ensure that they keep a fair distance from each other as none will drift with the same speed as the other (due varying drafts, and size of superstructure). That makes it quite easy to sail through them but close attention has to be paid as you never know when they will start moving again. Continue reading

Willemstad is a very interesting port from a navigator’s point of view as it is quite a challenge to get in there. The port entrance, St Anna Baai, is perpendicular on wind and current and that means that when you head straight in on the course line, you run aground. Wind and current will push you onto the west side of the channel. As the current is never the same and the winds tend to be gusty it is not one of the easiest ports. Today we had the additional challenge of having to dock about 2000 feet inside the port entrance, just past the floating bridge. That means that as soon as you are out of the current you have to start giving full astern, to slow the ship down otherwise you over shoot. If that happens the only option is to continue by passing under the Koningin Juliana Bridge and swing around in the inner harbor, which is called the Schottegat and then return. As a result you end up docking starboard side alongside. The port prefers s portside alongside, so that on departure you just back out into the Caribbean Sea again. Continue reading

Well the wind kept pounding away and it pushed the current up as well, so for most of the day we had almost 3 knots in combined wind & current force against us and even with running the engines full out, there was no way we could fight against that. So we had a delay in arrival but as we had the whole evening as well in port, our departure was scheduled for 22.30 (all on board), all tours could still take place and everybody had time to go ashore. Bonaire is a very nice island and avery pleasant to go ashore, hence the company has opted to schedule evening stays here. Something that can be done because the next Island Curacao, is only 69 miles away as the crows flies and about 90 miles away for us to sail to. Bonaire even has some hills, clearly visible from our Northerly approach but the problem is those hills are on the North West side and we are docking at the South East side. Continue reading

Upon leaving the shelter of Haiti, we got the full brunt of the Caribbean Sea winds. Normally called the Trade Winds but this went beyond what a trade wind is supposed to be. Wind in the region of 30 knots sometimes peaking at 40 knots, are not Trade Winds, they are gales. For the guests the winds are luckily mostly on the bow and thus I do not have to keep the doors to the outside decks closed. It is a bit breezy outside but the bow and front superstructure of the ship are nicely shielding the winds from reaching the walk-around decks. Thus it did not affect the life on board and that is the most important thing. I am running the engines full out but against so much wind and current, there is a moment you cannot do much more. So we just have to see how much it will affect us.

Continue reading

It was a hard push against the Gulf Stream. The benefit we had yesterday morning, now worked against us and it was not before midnight that we were maintaining our regular schedule. We sailed the ship as close to the Bahama Banks as possible (staying about 4 miles off, to stay out of territorial waters) and as far away as possible from the axis of the gulf stream but still it was hard going. There was a whole fleet of ships around us, all suffering from the same problem, all pushing and pushing against 4 knots of current. We were overtaken by just one ship, a container vessel, which was doing 21 knots and that meant it must have been running its engine full out at 25 knots of top speed. Container ships are still the ships which “are in a hurry” as they often sail on very tight schedules. Arriving too late and the slot at the container terminal might be gone and then the ship might have to wait a day. That is not cheap. Although also in the container industry, the fuel prices are hitting hard and many a container company is now opting for going slower by putting more ships on the same route, so that the calling frequency remains the same. It is called “slow steaming” in the container jargon. We were not exactly slow steaming but the adverse current made it look like that.

Continue reading

We came charging down the Straits for Florida with 3 knots of Gulf Stream current in the back and high hopes to make a speedy arrival in Fort Lauderdale, and then found the Maasdam in our way. They are on a 10 day loop cruise to the South East Caribbean and have as a last port of call Half Moon Cay. From there they have a tight schedule to get to Fort Lauderdale so it all depends on how fast they can get the guests back on board. If it is a nice day in HMC then the ship will always leave late as all the guests aim on coming back on the last tender. Although it is not very customer friendly, we as captains, always hope for a rain shower about an hour before departure as it helps with a more regular flow back towards the tender dock. I think the Maasdam also suffered from lack of rain in HMC and thus they were later than scheduled at the pilot station. Then there was some muddle with the pilot scheduling and all in all I did not get in as fast as I had hoped for. Still we made it safely to the dock and docked next to the Maasdam. So indeed we could look at ourselves as the Maasdam is still a virtual carbon copy of the Statendam. We were the two only cruise ships in port and occupied berth 20 and 19.

Continue reading