First visit of the NRP Arpão

Yesterday, on account of the military exercises (Lusitano 2013) taking place in the island of Porto Santo, comprising air, sea and land operations, we received in the port of Funchal one unusual visitor: the submarine NRP Arpão.

The NRP Arpão is one of the most modern units of the Portuguese Navy and, to the best of my knowledge, is calling Funchal for the first time. Second unit on a class of two (the "Tridente" class) and mostly based on the Type 214 submarine, built by the German consortium HDW, the Tridente and Arpão submarines are, probably, the most sophisticated weapons systems serving in the Portuguese Navy nowadays and meant a giant leap over the previous four ones - the Albacora class, based on the French Daphne - already retired of service.

According to the guys (and girls) that know a little bit about this stuff, these are, presently, the most sophisticated conventional submarines in the world.

And since they are equipped with AIP (Air-Independent Propulsion) - using for that hydrogen cells - they are just one step below, in the food chain, from the dangerous hunter-killers nuclear attack submarines (that these smaller guys, but, nevertheless, with a bad temper, also prey).

Some say that, in certain circumstances, they are even better. What they loose in immersion autonomy and sheer speed (the nuclear ones are faster and with a theoretical endless autonomy), they gain in a stealthier signature and discretion.

The submarine weapons are probably the best kept secrets among the navies of the world. Easily understandable why: it's the perfect weapon by nature. Designed to be stealth and appear everywhere in the world, without warning, launch her weapons and disappear once again in the vastness of the oceans, they can be virtually undetectable while underwater, as long as they keep their mouth shut and don't make a sound.

So it's no surprise that the military are always shy in revealing some operational parameters of these vessels.

Years ago, while still at sea, I spoke a bit with the Chief Mate (the XO in military jargon, right?) of a German submarine alongside in Leixões. When I asked him how deep could they go with that thing, he told me (full of pride for his toy) "that's classified!".

Difficult to explain to these guys that, as a humble civilian that I am, I couldn't care less if they can submerge to three hundred or, otherwise, to four hundred meters. Also, I don't look very Ruskie.

The NRP Arpão, escorted by the APRAM tugboat Boqueirão, approaching the port of Funchal, yesterday, at noon time.

Both lines connected (forward the tugboat Cte Passos Gouveia, and aft the tugboat Boqueirão, both units from APRAM) and proceeding at slow speed and already under towage to the berthing position.

The Officers of the NRP Arpão, positioned on the conning tower (aka "sail" or "fin"), watch the vessel's evolution along the port basin. Except on some rare occasions, the vessels belonging to the Portuguese Navy or to state-owned organisms don't require Pilotage on Portuguese ports. As far as I know, this rule holds true for the vast majority of maritime nations.

Approaching to the berthing place, a floating barge: "hard-a-starboard!", "slow-astern!", "in position!" and "make fast!".

The final cosmetic touch: placing the vessel's name plate on its support.

 

NRP Arpão (general characteristics)

Class: Tridente

Constructor: HDW, Germany

Type: U209PN (a variation of the German type U214 design)

LOA: 67.90 mts

Breath: 6.30 mts

Displacement: 1700 tons (surfaced), 2020 tons (submerged)

Max. depth: more than 300 mts

Range: 22000 kms at 8 kts

Endurance: 60 days

Crew: 33 persons (additional embark of 14 special operation elements - Fuzileiros - possible)

Submerged autonomy (using AIP fuel cells): three weeks? (some authors even claim more)

Speed:

Submerged (using snorkel?): about 22 kts

Submerged (AIP fuel cells): about 6 kts

Surfaced: 10 kts

Weapons: Blackshark torpedoes and Harpoon missiles

 

All pictures taken with Nikon D300 and cheap AF-S Nikkor DX 55-200mm 1:4-5.6 G ED kit lens. Post-processing in Adobe Photoshop Lightroom, ver. 4.1 and Nikon View NX2.

Albatros

The cruise vessel Albatros (IMO nº 7304314) steaming South and photographed, during a nice sunny afternoon, from the deck of the Pilot Boat Ilhéu do Lido, on her departure from Funchal on the past first of November.

Picture taken with the Panasonic Lumix DMC FT3 "combat" camera and post-processed in Adobe Photoshop Lightroom, ver. 4.1

Ships 'n' boats

Boats...

The Pilot boat Cte Cristiano de Sousa, our oldest in operation (and still roaring), leaving the port of Porto Santo, yesterday at sunset, and taking me to the container-carrier Funchalense 5, of the Portuguese company Empresa de Navegação Madeirense, a centenary Portuguese shipowner still working.

 

Ships...

An amateur photographer, positioned on the port of Porto Santo North breakwater, shoots a video sequence of the ferry Lobo Marinho approach and berthing, today, around 1000AM.

Both pictures taken with Nikon Coolpix P7100 and post-processed in Adobe Photoshop Lightroon, ver. 4.1

Club Med II

The Club Med 2, one of the largest sailing vessels in the world, pictured here alongside the key nº 2 of Pontinha breakwater, in Funchal, was my manoeuvre of the day.

Built in 1992 on the Havre, in France, she's one of our "twice-a-year" visitors. During the Northern Hemisphere Summer this five-mast ship stays in the European waters, navigating mostly on the Mediterranean, and heading to the Caribbean in October.

Pilot Card:

Ship's name: Club Med 2

IMO number: 9007491

Type: Cruise ship

LOA: 187 mts

Beam: 20 mts

Gross tonnage: 14983

Displacement: 7671.1 tons (light ship)

Max draft on manoeuvre: 5.30 mts

Propulsion: Diesel-electric, two variable, inward turning, pitch propellers, total propulsion power: 5890 KW

Rigging: Five mast schooner, about 2400m2 sail area.

Rudder: 2 Becker rudders

Bow thruster: 1 (1000 HP)

Stern thruster: 1 (800HP)

 

Picture taken with Panasonic Lumix DMC-FT3 and post-processed in Adobe Photoshop Lightroom, ver. 4.1

USS Samuel B. Roberts (FFG58)

In a rare event these days (the global economic crisis also reached the military institution worldwide, forcing the navies to spend less fuel), the USS Samuel B. Roberts, a naval unit from the US Navy, visited our port of Funchal during the present day.

An Oliver Hazard Perry class frigate, the USS Samuel B. Roberts suffered a mine attack in the Persian Gulf, in 1988, and, as a consequence of the damages she had to be carried for repairs, in the United States, with the help of a semi-submersible heavy-lifter ship from the Dutch operator Wijsmuller.

Like in (mostly) all the naval units, the crews are friendly and manoeuvres are a nightmare. The problem is that the people that designed these ships only think about warfare and manoeuvring capabilities on the high seas.

You bring them to restricted waters for a berthing manoeuvre at low speeds and almost all of them are lame, to say the least.

Those limitations normally forces the operations to be conducted with the direct aid of tugs to compensate for the deficient slow speed manoeuvring characteristics.

And since the naval architects and engineers (apparently) never heard of winches, all the ropes have to be heaved or slacked by hand.

So, it's always a bit strange to see twenty guys (or girls, by the way) doing their best in trying to hold fast a rope with their bare hands and, thus, managing to stop a four thousand tonnes vessel.

Thankfully, these Oliver Perry class frigates already have what they call APU's (or Auxiliary Propulsion Units). These are, basically, two retractable azipods, located on the ship's keel and right under the vessel's bridge, that do wonders in controlling the ship in more restricted spaces.

Anyway, it was a pleasure to see a woman in command: Captain Erica L. Hoffmann.

The USS Samuel B. Roberts arriving in Funchal, today morning, at 0800 (Local Time).

Ship's name: USS Samuel B. Roberts
Type: Guided missile frigate
Class: Oliver Hazard Perry
LOA: 138.10 mts
Beam: 13.60 mts
Max. displacement: 4200 tons
Draft on manoeuvre: 8.30 (declared)
Propulsion: Two gas turbines, single shaft, single CPP propeller
Propulsion power: 31MW
Rudder: One (conventional)
Manoeuvring aids: 2 APU's (350HP each)

Picture taken with Panasonic Lumix DMC-FT3 and post-processed in Adobe Photoshop Lightroom, ver. 4.1

Morning glory

Back in my seafaring days, it was always a pleasure to me to see the sun rise and the dawn of a new day.

We can watch it hundreds of times in a seaman's lifetime, but each event is always a diferent and singular one. Maybe it's a particular cloud formation, or just the colour of the sky or a unique interaction between sea and sky. The fact is this astronomical phenomena is prone to endless variations.

So, I really miss my days as a Chief Mate, when, as a responsible Officer for the nautical watches between the 0400 and the 0800's of the morning, I had countless opportunities to see the sun rising over the ocean.

Now, as a Harbour Pilot, I still have plenty of those moments. Mostly during the cruise ships season, like now. When I have to wake up at 0400 in the morning a be in the port at 0500.

When the weather is perfect, with calm seas and gentle breezes, it's really a pleasure to work in this profession.

In the pictures:

The cruise ship Celebrity Eclipse (IMO nº 9404314) proceeding astern, for berthing on Pontinha's key nº2, on the past Friday and...

...the Aida Stella (IMO nº9601132) alongside the key nº3 of Pontinha breakwater, today, around 0730 LT.

Both pictures taken with the Panasonic Lumix DMC-FT3 waterproof and shockproof compact digital camera. The upper picture with the camera resting over a bollard and the Aida's one using the small Manfrotto 709B Digi travel tripod. I find this camera quite useful to my professional life, particularly due to both characteristics written above. Although automatic, It can be, somehow, customizable to a certain level and, thus, allowing a minimum control over the exposure factors. The Auto ISO, used together with the Minimum Shutter Speed and the Image Stabilizer mode, allows for some sharp handheld pictures in less favourable conditions of light and weather, situations that I find quite often while at work.

Sadly, it doesn't allow for RAW files, leaving us to work with just JPEG's (although with a maximum resolution of 12Mp, in the 4:3 format - reduced to 10 Mp in the usual "academic" 3:2). Plenty of resolution, I guess, for detailed digital processing, if needed. 

Post-processing of the JPEG files with the Adobe Photoshop Lightroom, ver. 4.1.

Yesterday in Funchal...

... only two customers: the MS Albatros (IMO nº 7304314) and the MV Silver Cloud (IMO nº 8903923). A quiet and relaxed day, although a bit grey, in Funchal bay.

The Starboard side bridge wing Anschutz gyro repeater of the MV Silver Cloud photographed moments before her departure, around 1700, from Funchal. On her stern, following her on the departure manouevre, lays, still alongside, the MS Albatros.

JPEG picture taken with Panasonic DMC-FT3 and post-processed in Adobe Photoshop Lightroom, ver 4.1.

The departure of the MS Albatros, commanded by Captain Mats Nelson and with my colleague Orlando Figueiredo as Pilot, from Funchal; photographed from the deck of our Portuguese-built Pilot Boat Ilhéu do Lido.

JPEG picture taken with Panasonic DMC-FT3 and post-processed in Adobe Photoshop Lightroom, ver 4.1.

 

Pilot Card:

Ship's name: M/S Albatros

IMO number: 7304314

Type: Cruise ship

LOA: 205.45 mts

Beam: 25.20 mts

Gross tonnage: 28518

Net tonnage: 5123

Max draft on manoeuvre: 7.50 mts (even keel)

Propulsion: Diesel engines, two variable, inward turning, pitch propellers, total propulsion power: 15840 KW

Rudder: 2 Semi balanced rudders - Independent

Bow thruster: 2 (total power: 1200 HP)

Stern thruster: N

Talofa*

* Means "Hello!" in Tuvaluan.

I've finally finished my three weeks at work and I'm proceeding in a very quick order for a couple of weeks of relaxation.

My service period ended, as usually, with a fully dedicated week to the port of Caniçal and today, the last day, I've finished my duties for now with three manoeuvres. Three departing vessels.

The first of them was the Paula C, a small ninety meters' bulk carrier with wheat as her cargo. Coming from France and bounding for Spain, they enjoyed almost five days alongside to "recharge the batteries".

We, seamen, all know that ships are not built to be alongside. They are made for navigation. If we could resume in just a small sentence the meaning of commercial shipping it would be "the least time navigating and the shortest time alongside". Thankfully not all cargoes are equal and, most of the times, bulk cargoes usually take longer to load and discharge. Therefore crews working on these vessels normally enjoy some "quality" time while alongside. And I place the adjective between commas so that you don't get the wrong idea: that being a seaman is like being in an endless cruise. It's not. True, we still can find a little bit of time to visit, to explore, to enjoy our own slice of the globalization that we helped to create. However those moments are getting shorter and shorter, as the commercial pressure builds up around ships and crews.

Thank God that was not the case for Paula C and her crew during the past weekend. Her last visit to Caniçal was probably around two years ago. Coincidentally on both occasions the Captain was the same and so was the Harbour Pilot (me!).

So it was a good surprise to meet once again Captain Kolapi Utime, who is, proudly, the only Merchant Marine Captain from the small island nation of Tuvalu.

And since it is not usual to meet a colleague from such an exotic location, we ended up having a cool chat after the arrival manoeuvre was done, and before he went ashore to enjoy his dinner and taste once again those "delicious Portuguese fish dishes".

When I inquired him about the population of the island he told me that they are about ten thousand citizens. "Well... presently one less, because I'm here!", he laughed.

Captain Kolapi Utime and me on the Starboard bridge wing of the M/V Paula C, before her departure manoeuvre from the port of Caniçal, yesterday afternoon.

 

Pilot Card:
Ship's name: M/V Paula C
IMO number: 9373553
Type: General cargo ship - bulk carrier
LOA: 89.80 mts
Beam: 14.50 mts
Summer displacement: ?
Max draft on manoeuvre: 6.40 mts (arrival)
Propulsion: Diesel engine, one variable-pitch propeller, total propulsion power: 1980 KW

Pitch: Behaves like a right-handed
Rudder: 1 - Flap rudder
Bow thruster: 1 (total power: 250 KW)
Stern thruster: N

 

Picture taken with Panasonic DMC-FT3 and post-processed with Adobe Photoshop Lightroom, ver. 4.1.

MV Arion

On the past Friday, a manoeuvre in the port of Caniçal took me very fast to my past career, when, in a vessel much like this one, I was tramping all over the North Atlantic. Sometimes, I really miss the sea.

The M/V Arion alongside the North terminal, in the Caniçal port, on the same day's morning.
Picture made with Panasonic DMC-FT3 and post-processed in Adobe Photoshop Lightroom, ver. 4.1.

Pilot Card:
Ship's name: M/V Arion
IMO number: 9177868
Type: General cargo ship - coaster
LOA: 89.71 mts
Beam: 11.65 mts
Summer displacement: 3643 MT
Max draft on manoeuvre: 4.50 mts
Propulsion: Diesel engine, one fixed-pitch propeller, gear-box, total propulsion power: 1500 KW
Rudder: 1 - Balanced
Bow thruster: 1 (total power: 194 KW)
Stern thruster: N

The elevating bridge of the M/V Arion photographed at sunrise, on the past Friday morning.
Picture made with Panasonic DMC-FT3 and post-processed in Adobe Photoshop Lightroom, ver. 4.1.

On my way back home, after the past Friday morning manoeuvres, I photographed the tuna fleet of Caniçal in dry hibernation, in the port's shipyard, waiting for the next fishing season.
Picture made with Panasonic DMC-FT3 and post-processed in Adobe Photoshop Lightroom, ver. 4.1.

Regina Oceanis

All the great ship's, similarly to Kings and Queens, have, by secular tradition, a cognomen. Sometimes, these nicknames are so strong, so descriptive, that they survive the erosion of times better than the actual baptism name. To my mind came the Portuguese galleon São João Baptista (Saint John the Baptist). Built in the XVI century, around 1534, she was, at the time, the most powerful warship in the world. With a displacement of 1000 tons and 366 bronze cannons, she was a floating fortress. Due to all that artillery power, she was nicknamed Botafogo (Spitfire). And the name lasted 'till today. And almost five hundred years later, the tradition goes on.

Presently, with a more peaceful significance, the Queen Mary 2, the latest, greatest, among a long lineage of ocean liners, is the Regina Oceanis.

Regina Oceanis. The Queen of the Oceans. I must say that it fits her like a glove.

The Queen Mary 2, from Cunard, approaching the Funchal bay, closely followed by the Aida Bella (second in berthing order), during her last call in Madeira, a few days ago.

Being the biggest ocean liner ever built, she always creates quite a stir on her arrivals.

Picture taken with Nikon Coolpix P7100 and post-processed in Adobe Photoshop Lightroom, Ver. 4.1.

Why I want to be a Captain

I found this Xerox copy on the bridge of the M/S Bremen, during her last call in Funchal, about one week ago. I've found it so funny that I've requested a copy to the Staff Captain. I particularly enjoy the part "...and when the propeller falls off they have to know what to do about it.". Hilarious.

Xerox copy scanned in Cannon Canoscan N676U flat scanner and converted to jpeg. Post-processing and resizing in Adobe Photoshop CS3.

An endless week

My God. It's finally Friday night. We are fully in the cruise season and this week was, to say the least, frantic. Cruise ships all over the port. Waking up between four and five A.M. and never ending the day before twenty-two hundred. And the weather was not helping. Under the effects of a low pressure for almost a full week, we were having, during the same period, the usual Southwesterlies so common in Madeira, during Winter time.

Spoiled by the past two years of impeccable weather, I'm finding myself with difficulties in adapting the body to work under these more rough circumstances. Particularly funny are the boarding and disembarking moments, with five meter swell and forty-five knots winds.

Oh well... like we, cynically, say, if this life was always sunshine and roses it definitely wouldn't be for us.

The Finnish cruise vessel Kristina Katarina leaving the port of Funchal and heading to La Palma during the present day's rainy afternoon.

MS Deutschland

Although not so old (she was launched in 1998), the MS Deutschland has the looks and the feeling of the late great liners and their Era, which finished during the sixties.

Contrasting with the modern cruise ships (usually a mix of resort, shopping mall and Las Vegas casino), the Deutschland has the classic interiors now, sadly, lost in the modern naval architecture. The profuse use of noble woods and wood work and the ever present shiny brass should make any ship fan more than happy to sail with her.

As for me, with was a pleasure to be her Pilot.

A sculpture in MS Deutschland's beautiful main stairway. It's not the only one. Along the vessel's different halls and stairways there is plenty of artwork to be admired.

Picture taken with Panasonic Lumix DMC-FT3.

Post-processing in Adobe Photoshop CS3.

Pilot Card:

Ship's name: M/S Deutschland

IMO number: 9141807

Type: Cruise ship

LOA: 175.30 mts

Beam: 23.00 mts

Summer displacement: ?

Max draft on manoeuvre: 5.80 mts

Propulsion: Diesel engines, two variable-pitch propellers, total propulsion power: 12320 KW

Rudder: 2 Spade rudders - Independent

Bow thruster: 1 (total power: 1000 KW)

Stern thruster: N

AIDAcara

Started today my three weeks working period, after a couple of weeks off-duty, in the port of Funchal. We are already in the full cruise ship season, so today I've had house full. Starting with the arrival manoeuvre of the M/V AIDAcara, at 0700 in the morning, we received also the cruise ship Ventura (with ETA to 1230) and, subsequently, the M/V Braemar, arriving at 1600. Southwesterly winds, varying from force 5 to 7, were a constant during the all day. Add some rain showers in the mix and a two meters swell outside and you'll got the receipt for Pilot's wet feet, which, in fact, did happen.

Well... seaman's life. Like a fellow colleague has the habit of saying: if this was easy, it would never, ever, be for us.

The AIDAcara leaving the port of Funchal, a few hours ago, and heading to Santa Cruz de Tenerife, in the Canary islands, her final call in Europe before the transatlantic crossing that will lead her to Rio de Janeiro and to a two-months period sailing in the South-Atlantic waters. Godspeed.

Pilot Card:

Ship's name: M/V AIDAcara
IMO number: 9112789
Type: Cruise ship
LOA: 193.34 mts
Beam: 27.60 mts
Summer displacement: ?
Max draft on manoeuvre: 6.00 mts
Propulsion: Diesel engines, two variable-pitch propellers, total propulsion power: 21720 KW
Rudder: 2 - Independent
Bow thruster: 2 (total power: 2000 KW)
Stern thruster: N

Picture taken with Panasonic Lumix DMC-FT3.
Post-processing in Adobe Photoshop CS3.

Dawn of a new day

While watching, though the tv network, the ending of a massive public demonstration that took place, until a few minutes ago, in Lisboa's Terreiro do Paço square, I can't help but to be afraid of the future laying ahead of us all.

Portugal, a notoriously peaceful country, is giving signs, during the past weeks, of cracking under the stress-induced austerity measures placed by the government. I'm, personally, deeply worried that what lays ahead is social turmoil and political instability.

Meanwhile, in our small Madeira, life goes on. Day after day. We just don't look for that pot of gold at the end of the rainbow anymore. And we don't dream anymore. We are just trying to keep our jobs, to survive, and, while squeezing the Euros (shorter from day to day), we wait. Like this mooring foreman, in the Pontinha breakwater, standing-by for the berthing manoeuvre of the M/V Oriana, one day ago.

A mooring foreman awaits the arrival of the M/V Oriana, from P&O, to the port of Funchal, yesterday, at sunrise.

Picture taken with Panasonic Lumix DMC-FT3.

Post-processing in Adobe Photoshop CS3.

Costa Deliziosa

After a couple of weeks on holidays, I have returned to my job as a Funchal harbour Pilot. While we wait that the rests of the passing-by hurricane Nadine pays us a visit, we keep on enjoying the remains of the Summer with nice weather and a few early-morning manoeuvres.

Today, besides the Aida Sol, under Pilotage by my fellow colleague João Santos, we had also the visit of the Costa Deliziosa, currently the flagship from Costa Crociere.

Color picture converted to Black & White in Adobe Photoshop CS3.

Picture taken with Panasonic DMC-FT3 compact waterproof and shockproof camera.

MY Excellence V

MY Excellence V arriving yesterday to Funchal, for a routine call:

As soon as the global financial crisis reaches its end, I'll buy myself one of these. With my seafaring savings. Honest-to-God. She's already ordered.

Pictures made with Panasonic DMC-FT3 digital compact camera and post-processing in Adobe Lightroom and Adobe Photoshop CS3.

A different day

Yesterday we received a different kind of vessel in Funchal. The so-called routine calls (disembarking crew members, bunkering, supplies, etc) are not the most common in our port. However when they do happen we are, some of those times, faced with curious professional situations. But those are the interesting days in our professional career. The ones when we can do something different.

This was yesterday's case.

The deepsea tug Multratug 17, coming from Rotterdam and heading to Soio, Angola, approached the Funchal bay with bunkering intentions. However, she was towing two large barges (each one towed by its own towing line) that she would have to leave at a safe distance from the coast before entering the port for the bunkering procedures. It was decided that two port tugs would connect to both barges, hence freeing the  Multratug 17 for her port operations. Secured by our tugs and therefore avoided the risk of drifting ashore and grounding, the barges would wait outside until the Multratug 17 left the harbour and proceeded to the area where we would handover the towage train back to her. Easier said than done.

The job that took place on that day, from early morning until mid afternoon, was a choreography of precise operations and team work. And it went so smoothly that it could even be mistakenly interpreted as too easy. But it was not. Not easily at all. It was only the professionalism of those involved that made it look like that.

For me, since I've made my professional seaman's life in container-carriers and general cargo vessels, it was a priceless day's lesson on the towage business.

Up to this day I'm amazed of the diversity that we can find in the maritime career. Although we have the same origin (nautical sciences), we end up facing almost endless professional possibilities upon finishing college. We might choose to work on container-carriers, on general cargo ships, on tankers, on reefer freighters, on cruise ships, on chemicals, on supply-vessels... you name it.
A former Captain of mine used to say that all oceans are alike. Meaning that, nautically speaking, if we can sail in one we can sail everywhere. And if we just think about the rules of the road that is true. However, navigating a ship is not only plotting courses and knowing the difference between Port and Starboard. The commercial exploration of a merchant ship is the core business of the industry. And here is where the specialization takes place. And that particular knowledge takes years of practice to master. You can be a container carrier Officer or Master all of your life and a damn good one and still be learning new things every day.
And, at the same time, you have absolutely no idea of how to load or discharge a tanker or a heavy-lifter. That is the specialization of our professional life. And the beauty of it. It's our personal choice. Either voluntary or (like me) by accident. After college that was doomed to be the actual beginning. And it will take a lifetime to achieve.

The Multratug 17 alongside the Pontinha breakwater, yesterday, for bunkering operations.
Pictures taken with Panasonic Lumix DMC-FT3.
Post-processing in Adobe Photoshop CS3.

Ship's name: Multratug 17
IMO number: 9481752
Type: ASD Deepsea tug
LOA: 35.70 mts
Beam: 11.50 mts
Max draft on manoeuvre: 5.00 mts
Propulsion:  Two azipods, total power 3858 KW, bollard pull (traction): 70 tons
Pitch: N/A
Rudder: N/A

As soon as the bunkering operations were completed we left the port and proceeded to the position of the barges so that the tow lines could be handed to the visiting tug. Towage train once again secure and the Multratug 17, together with her two barges, sailed to a long twenty eight days voyage to Angola.

The command bridge of a tugboat is one of the most ergonomically perfect in the marine industry. The visibility is notable, most of the times with plain 360º, and the central console has most of the operating commands doubled, meaning that you can operate the vessel with total control either moving astern or going ahead.
In the picture, the Captain approaches the barge, stern first, to receive the towing line from the tug Boqueirão. His Chief Engineer, at his right, controls the towing winch.

The rise of the dragon

Until the Second World War, the global Merchant Marine fleet was basically an imperial one.

It operated in the so-called "protected markets". The world, then, was a vast net of water-tight protectorates, with a very small amount of communication in-between. In those days, the merchant fleet was orthodox in its commercial approach and territorial in its own area of influence. Basically, the Europeans dominated the Atlantic, the Mediterranean and the Indian basins leaving the Pacific to be mostly shared between the Americans and the Far-Easterners.

Aside from a few interactions, nobody bothered to question the sanctity of this establishment. Things were OK that way.

Those were the days of the traditional flags. Meaning that every nation had its own merchant fleet, registered under its own flag. The market was heavily regulated. Both in the commercial matters and in the labour ones.

In those days having the nationality of the vessel was a nearly-global mandatory requirement for achieving a job as a seaman.

But then came the Second World War. And the world equilibrium of forces started to collapse. And so did the Empires. And, within six years, the war was over.

Suddenly, somewhere between the end of the forties and beginning of the fifties, the world had a vast fleet of thousands of "Liberty Ships" and former "imperial" vessels alongside. And all of them desperately craving for a freight contract.

And so did happen. While the world was being rebuilt over the second global conflict, we, mariners, entered happily in a new-era of globalization. And I say new-era because the actual globalization have started four hundred years before those days, with the Portuguese Discoveries.

First in the form of convenience flags (with the purpose of making the fleets commercially competitive) and afterwards (as a direct consequence of the latter) in the form of labour market deregulation, the globalization arrived to the modern maritime world.

It's hard, presently, to attribute a direct responsibility to anyone for the happening. Like most things in human History, this had also a direct relation between cause and effect.

And one of the causes being the traditional maritime nations starting the loose the vocation to the sea. And it happened through all European maritime nations. Faced with (at the time) large fleets and no crews, these nations started to open their labour markets to foreign citizens.

However, and regardless of that, the European maritime power was still hegemonic. And that hegemony lasted until now. To the days in which our European economic power, once mighty, is being challenged by the so-called "emerging nations".

And so is our Merchant Fleet (or what is left of it).

I'm not a very old professional mariner. Truth being told, I've started my professional life about seventeen years ago. But I do remember, not long ago, the racist comments I used to listen on the VHF open channels and related to the non-European seafarers navigating in our waters.

Nowadays those colleagues are respected members of our profession and were embraced (due to their proven value) by the maritime community.

But things continuously change. And while we are sitting and enjoying the view of the China's rising economic star, we should also take a time to see and analyse the development of their global transport net.

Once a timid regional player, China is now opening her eyes to the more profitable global freight market.

And so we see them now. Calling every deep water port in Europe. The Coscos and the China Shipping Lines. And this is just the beginning.

While I was tramping in the North European short-sea market, some nine years ago, I had the chance to discuss that with the Bar Pilot leading us in the port of Rotterdam. According to him, they still have a "shy" approach to shipping. They take (at that time, at least) a Deep-Sea Pilot while arriving to Ouessant and they don't disembark him until they left the North Sea for good (and with that crazy traffic... who can blame them?). Also according to him, their English is very, very weak. And fluent English is now becoming mandatory for any seaman.

But I guess this is not a problem. There's one beautiful thing about us humans: we can learn anything if we are taught. So, soon they will learn their English and they will be ruling our waters as they are already ruling our economy.

Unless we learn mandarin first.

The container carrier Xin Pu Dong (IMO nº 9270440), from China Shipping Line, entering the port of Rotterdam, under escort by two tugboats, pictured from the bridge of our "petit" Wani Venture (IMO nº 9117208).

Photo taken with Nikon FM3A and Nikkor 28-105mm AF 1:3.5-4.5 D kit lens.

Shot on Fujichrome Velvia ASA 50 and scanned on Nikon Coolscan V ED.

Post-processing in Adobe Photoshop CS3.

M/V Ruby in Caniçal

Friday afternoon in Caniçal and another calm day in our second port, only punctuated by the departure manoeuvre of the Motor/Vessel Ruby. Property of my former employer, the German shipowner Briese Schiffahrt, from Leer, the M/V Ruby is a Chinese-built construction and presently chartered by the Portuguese shipowner Empresa de Navegação Madeirense. With Gibraltar flag, the vessel is presently commanded by the Portuguese Merchant Marine Captain António Curto.

Pilot Card:
Ship's name: M/V Ruby
IMO number: 9251509
Type: Container carrier
LOA: 100.60 mts
Beam: 18.80 mts
Summer displacement: 8561 t
Max draft on manoeuvre: 6.70 mts
Propulsion: MAK main engine, one propeller, variable-pitch propeller
Pitch: Right-handed
Rudder: 1 Becker rudder
Bow thruster: 1 (total power: 350 KW)
Stern thruster: N