Track the voyage of the Maersk Barry

BUILT 2006


  FACTS :- Lenght 175 metres long

(575 feet ) 

Beam  29 meters. (96ft)



Maersk Barry


Presently on a voyage carrying Palm Oil from Indonesia and Malaysia to
Sudan and Egypt.
Total cargo onboard 27,700 metric tonnes
Discharging about 8000 mt at Port Sudan (Red Sea), the rest to discharge
at Adabiyah in Egypt.

It was 4151 miles from last load port (Port Klang in Malaysia) to Port
We averaged 15.0 knots
It took 277.4 hours (about 11.5 days).
We changed time zones 5 times
Fuel consumed was 400 mt (421,000 litres)

There is 27 persons onboard from 7 nationalities. All speak english.

Arrived Port Sudan 22nd at 2112 hrs local time (1812GMT = 6.12pm) (zone +3)
Departed Port Sudan 27th at 1500hrs
Arrived Adabiyah 29th at 1654hrs local time (1454GMT = 2.45pm) (zone +2)
Expecting to depart Adabiyah 31st / around 2100hrs (thats 7pm with you)

Next port - expecting voyage orders - proceed to Singapore for 1000
metric tonnes of bunkers. Then Indonesia for loading palm oils.
Discharge ports expected on the west coast of India.

-- Fast Rescue craft --

 Cap't W Munro onboard fast rescue craft.

Will be going through the
Straits of Babel Mandeb tonight.
Next loading port after Singapore will be Dumai (Indonesia) - full load
palm oils.
Discharge ports Karachi and Bombay.
          Noon position: Lat: 15.05 N
                                      Long: 041.56 E
        Date: 03/02/2007 @ 12:00 LT (GMT+3)
Wind: Force: 4, Direction: SE, Temperature: 25 C
Miles: Logged: 373 nm, Observed:380 nm , Remaining distance: 3940 nm

ETA Pilot Station:  SINGAPORE   14/02/2007 @ 10:00


Yesterday we responded to a vessel on fire and arrived to provide
support with our rescue boat.
It took us 2 hours to arrive on scene.
In the end we only stood by for an hour and the fire was brought under control.
We were the 2nd ship to arrive. The first vessel (France natioality)
picked up an electrician out of the water. He had been blown overboard
by a deck cargo container explosion. Amazingly he was still alive and
relatively unhurt. In the water for over an hour (sea temp of over 20c).
He will be landed at a french naval base in Djibouti in about 4 days.

                                                                           FIRE DRILL            

Today we had our annual fire fighting foam drill.
The foam you see was produced by only 20 seconds of foam injection


14/1830   Eta Singapore for bunkers and stores
15/0800   Etd Singapore

15/1800   Eta Dumai
17th        Etb
19th        Etd

27th        Eta Karachi
1st          Etd Karachi

2nd         Eta Mumbai
4th          Etd Mumbai

11th        Eta Singapore area
 Adabiyah (near Suez) to Singapore is 4975 nautical miles.

On this voyage we have seen only dolphins and small whales, especially around south India and Sri Lanka coastline

     Adabiyah (near Suez) to Singapore is 4975 nautical miles.
     This may seem a lot but ships are about the most efficients forms of transport as we can carry nearly
     30,000 metric tonnes  (about a 1000 lorry loads).

 My accommodation is on D-deck at 66ft (20metres) from the present water line. Draft is presently 7.5m aft.
    With the ship fully loaded at 9.5m I am 59ft (18metres) from waterline.

Ships Lifeboat launching on exercise

Launch !!!


(click on link)   LIFEBOAT LAUNCH


Recovery of Lifeboat


Presently at anchor on the inner anchorage at Dumai awaiting our turn to
Expect to berth this afternoon.

Weather hot (30c) and humid, and a little overcast.

We lock down and increase our security alert level. Watches/patrols on deck are doubled.
We are kept busy with the usual maintenance jobs, cargo handling
preparations.Yesterday we had a fire training exercise.
There is a number of inspections due over the next few weeks in Karachi and
Mumbai, so plenty to do to prepare for these.
  1 The Marine Coastguard Agency have issue our ships safety equipment and
have determined that the maximum persons carried at sea can be 28. They have
also determined that the minimum number, or what we call the safe
     manning requirements is 13 persons (capt, chief mate, 2x deck officer,
chief engineer, 2nd engineer, 1 x engineer, 4 x able seaman, 1 x motorman,
    The lifeboat can carry 34.
    We often carry cadets and even have a newly qualified deck officer
onboard doing familiarization. Also a number of engineers onboard doing
special tasks/projects. And because of the cargo workloads we carry extra
able seamen.

2. Our engine is a MAN b&W marine diesel.
    9700 bhp  at 131 rpm (7150 KW)

3. Top speed is 15.5 knots in ballast and 14.5 knots loaded.


28/2100     Eta Karachi
2nd           Etd Karachi
3rd            Eta Mumbai
5th            Etd Mumbai
13th          Possible eta Singapore for bunkers.
Vessel expected to load palm oils at Dumai before or after Singapore.
Discharge ports expected to be West coast of India and/or Pakistan.

Ships Lifeboat


28/1800     Eta Karachi
Noon position: Lat: 08.21 N
                      Long: 076.21 E

Wind: Force: 3 Bf
Direction: SW, Temperature: 31 C
Miles: Logged: 349 nm, Observed:356 nm
Remaining distance: 1129 nm
ETA Pilot Station:  KARACHI   28/02/2007 @ 19:00


Noon position: Lat: 21.23 N
                      Long: 068.48 E   @ 12:00 LT (GMT+5)

Wind: Force: 3 Bf, Direction: N, Temperature: 26 C
Miles: Logged: 235 nm. Observed:230 nm. Remaining distance: 302 nm
ETA Pilot Station:  MUMBAI   04/03/2007 @ 09:30 LT (GMT+5.5)

Arrival Mumbai

EOP                     : 05.03.0618
Anchored              : 05.03.0636  NORT
Anchor aweigh      : 05.03.1049
POB                     : 05.03.1300
FLA                     :  05.03.1442
All fast                  : 05.03.1604
Port of Loading : Dumai. Destination : Karachi


Vessel on ballast passage from Mumbai to Belawan.
Here is our estimated schedule.

15 / 1400      Eta Belawan - loading palm oils
19th             Etd Belawan

20th             Eta Singapore Western anchorage for bunkers.
                   Port stay 12 - 16 hours.
21st             Etd Singapore

29th             Eta Kandla - discharge port
31st             Etd Kandla

1st  April      Eta Karachi - discharge port
3rd               Etd Karachi

Noon position: Lat: 05.45 N
                      Long: 0081.29 E
Wind: Force: 5 Bf.    Direction: NE.     Temperature: 26 C
Miles: Logged: 381 nm
Observed:373 nm
Remaining distance: 1098 nm
ETA Pilot Station:  BELAWAN   15/03/2007 @ 14:00 LT (GMT+7)


Black -------- Mumbai -->> Belawan --->> Singapore

Red -------- Singapore -->> Kandla -->> Karachi

 Click on Map for full view      



We sail from Belawan 21st / 0400 hrs (20th / 2100 hrs UK).
Eta Singapore 22nd  / 0600 hrs.

1. palm oil is pumped from heated shore tanks along pipes to the docks. Then flexible hose connected the pipe
    ashore to our pipes onboard. As long as the oil is kept hot (50c or more) it will remain fluid like cooking oil.
    as it gets cool it goes like butter.
    Pumps ashore transfer the cargo.

2. palm oil is used in foods, cooking oils and cosmetics. Did you know soap is basically caustic and palm oil.
    The oils come from the palm tree seedlings, like small coconuts. These are stripped from the tree by      machine  and crushed in huge bins. The oils are but through a heating and filtering process to seperate out the different grades of oils.

3. These days we have lots of electronic navigation aids such as satellite navigations so we cannot get lost.
    Before electronic aids we would often be 10 or 20 miles off course (in the mid ocean areas) if we could not see the stars or the sun for days due to clouds. We relied on a navigation instrument called a sextant.
    As we came near the coast we could pick up radio signals to get bearings from and use radar.

 Captain W Munro is now on leave for approxamitly ten weeks.

The Maersk Barry is now under the command of Captain A Frost who has kindly agreed to continue sending us reports and answering our cadets questions.



At present the vessel is in position 21'30N 068'37E heading SSE and passing the Kathiawar Coast of India. We should be passing Bombay in about a days time. Our schedule at present looks like the following.

Belawan, Sumartra To load Palm Oil         ETA 14.04.07
Colombo, Sri Lanka To take bunkers         ETA 22.04.07
Bombay, India to Discharge cargo         ETA 25.04.07
Kandla, India. Discharge cargo             ETA 28.04.07
Karachi, Pakistan Discharge remaining cargo     ETA 30.04.07

Though the above schedule is bound to change numerous times over the next few days. 

Cadet Questions

1. What Marine life have you seen on this trip ?

2. Do you enjoy being a ships captain ?

3. What do you do in your spare time ?


Answers to your questions.
1. Recently we have seen a number of  dolpins, but unable to tell you what sort or type they were.The doliphins seemed to be chasing flying fish which could also be seen, launching themselves into the air to escape the dolpins. Dolpins are rather clever and i have seen them chase flying fish so that they take off and then crash into anchored ships, this then makes it easy for the dolphins to collect the stunned flying fish. Some of the flying fish clear the ships side and escape the
dolphins, but crash onto the deck. Where they become breakfast for the ship's crew. Flying fish are good eating but rather bony. We have seen lots of camels. The Last port we visited is called Port Qasim in Pakistan. The port is about 20 miles up a wide river estuary. The channel passes between large sandbanks. These sandbanks are covered in small trees. And the camels live on these sand banks. Apparently sometimes whole families of them can be seen swiming across the channel to reach other sand banks.

2. Things i enjoy about being the captain are.
Only having to work for 6 months of the year. The sense of achievement you get when something goes according to plan.
The wide and varied scope of my duties as master.
Ships doctor
Ships agony aunt
Also some of the people that i get to meet, on Thursday evening whilst in Port Qasim i was eating Curry and Chaptais with some of the Pakistan cargo surveyors, which had come from a small local resturant. The food and company was very good and made the visit worth all the other hassle.

The main thing i dislike about being captain is some of the less than desirable people that i have to deal with, Particulary the crooked officals that visit the ship in various ports. These people use their job to line their own pockets and ask for gifts to make sure that the ship isn't held up in anyway. So i have to bribe them with cartons of Cigerettes just to do their jobs properly and prevent delays.

3. Spare time
In my spare time onboard  i mainly read, listen to music or watch the television. The ship has a huge libary of DVD's so i'm never spoilt for choice. At present i'm working my way through several series of CSI. I also occasional draw and paint. and at present am trying to teach myself to play the harmonica, the harmonica has been ongoing for several years and i still p lay it badly, but one day i hope to be a decent blues player.

Fire Fighting training on board Maersk Barry

(click on thumbnail  for full size image)



Vessel arrived at Dumai indonesia 14.04.07 and anchored awaiting a
berth. The anchorage was quiet and due to our anti piracy precautions
were able to avoid being visited by the local pirates, which is a major
problem in this part of the world. Whilst at anchor we carried out
plenty of maintenance and had several safety training drills.
Oill pollution drill and launched our rescue boat.

Berthed Dumai 20.04.07 and are presently loading 27,500 tonnes of
various grades of Palm Oil
Expect to depart Dumai 22.04.07
After Dumai the vessel will call at Singapore to take on bunkers and
stores and carryout some crew changes.
ETA Kandla, India  02.05.07
ETD Kandla, India  03.05.07
ETA Port Qasim, Pakistan  04.05.07
ETD Port Qasim, Pakistan  06.05.07

On departing Port Qasim we will commence cleaning the ship's cargo tanks
ready for the next voyage, which at present will be similar to the past
Latest questions from the cadets:   26/04/07
1. How much fuel is left onboard.
2. How far can you travel before you run out of fuel
3. Have you had any shore leave recently.

Answers to your questions.

1/ We called at Singapore on the 23.04.07 to take on Bunkers, we sailed
from there with a total 1165 tonnes of bunkers.
We use approx 30 tonnes of fuel a day running the ships engine and
generators. This means that in theory we have enough fuel to run for 38
days ( or approx 13,200 miles) .
However some of this fuel is used for other things as well as the main
engine. The cargo we are carrying at present is Vegtable oil (similar to
cooking fat and margarine) and to keep this liquid we have to heat the
cargo, using steam which we generate in a boiler that also burns fuel.
Depending on the type of cargo and the weather, we use approx 7 tonnes a
day just heating the cargo. Also cleaning the tanks after  discharging
needs hot water which uses steam from the boiler for heating.
So in answer to your question we have enough fuel for between 30 and 38
days running.
Though running out of fuel at sea is rather bad form. So  we always
allow ourselves a margin of safety of at least 6 days fuel to allow for
unforseen circumstances like bad weather, or an emergency such as going
to the assistance of another ship in distress or even having to divert
the ship to another port for medical reasons.

2/ So allowing for the safety margin we have enough fuel to cover 8300
miles safely without any problems.

3/ The last Shore leave I had was while the vessel was in Dumai
Indonesia, I went ashore in the early evening for  a walk round and
visited a few shops to stock up on some bits and pieces. Shopping in
Indonesia can be an experience, with most shop keepers having no english
and a seemingly sliding scale of prices depending on how gullible they
think you are and how much money you might have. Haggling over prices is
common. Because of the heat most shops and markets are closed during the
afternoon, and everything opens up in the evening and there are lots of
people out and about.




We sailed from Port Qasim in Pakistan today (10.05.07) after discharging
the remaining left after our visit to Kandla.
While in Port Qasim had some crew changes, we gained an engine cadet who
comes from Buckie, this is in addition to our deck cadet who hails from
At present the nationalities on the ship are:
Captain     English
Chief Officer   Romanian
2nd officers    Romanian

3rd officer Romanian
4th officer English
deck cadet  Scottish
Chief engineer  Irish
2nd engineer    Romanian
3rd engineer    Romanian
4th engineer    Romanian
engine cadet    Scottish
Crew        Filipino
Painters    Thai

We are presently heading towards Dumai, Indonesia to load another cargo
of Vegtable oils. The next 4 days will involve most of the ships crew in
cleaning the cargo tanks in readiness for the next cargo.

The weather is begining to detioriate, as the SW monsoon begins. From
the middle of May to the middle of September the wind and swell in the
India ocean are from the South West.
This is a constant strong wind with moderate to large swell. which can
cause numerous delays to ships, as most ports on the West coast of India
and Pakistan are situated up river estuaries which are exposed to the
Southwest, and ships have to wait for the weather to moderate to allow
safe entry to the ports.

On the Marine life front we have seen some more Dolphins and Flying
fish, Whilst the vessel was anchored off Port Qasim waiting to berth I
saw a turtle. The crew who enjoy fishing caught a large amount of Squid
and one man caught a large 10/15lb Dorado, all of which was on the menu
for lunch the next day.

Dumai       ETA 18.05.07
Dumai       ETB 20.05.07
Dumai       ETD 22.05.07
Colombo     ETA 26.05.07 Bunkering call approx 10 hrs
Colombo     ETD 26.05.07
Kandla      ETA 30.05.07
Kandla      ETD 01.06.07
Port Qasim  ETA 02.06.07


Captain Munro rejoined the Maersk Barry at Kandla (Northwest India) on the 4th June.
Captain Frost left the ship on the 6th.

During the port stay at Kandla we discharged 15,000mt of various grades of palm oils.

Sailed from Kandla 6th afternoon and arrived at Port Qasim (Pakistan) 7th morning.
We discharged the remaining 12,000mt of palm oils at Port Qasim.

Sailed from Port Qasim 8th morning and arrived at a rendezvous position off Fujairah (United Arab Emirates - Gulf of Oman).
Fujairah is the main port for services to vessels in and out of the Gulf. Its normal to see over 100 ships waiting around carrying out various services
such as taking fuel, awaiting voyage orders, taking stores, changing crew, repairs etc. Some of the larger oil tankers will simply anchor there full of crude
oil awaiting for the cargo owner to sell the oil during periods of rising demand and prices.

There we took onboard navigation charts, drums of cargo tank cleaning chemicals and one man to assist with the tank cleaning operations.

Presently on passage to Jubail in Saudi Arabia to load 10,000mt of Methyl-ter-butyl-ether (MTBE - a gasoline fuel additive).
We made passage through the Straits of Hormuz 10th afternoon.

All cargo tanks have to be washed and dried as we expect to load more cargo than just the 10,000mt nominated.
Therefore we cannot just arrive in port at the earliest time. That would be 11th 1400hrs. Pollution prevention regulations relating to our present cargo tank washing operations
demand that we remain on passage and at least 12 miles from land. Therefore we have reduced to 7 knots and adjusted courses to stay clear of any land mass. In this way
we can legally discharge to the sea with sufficient dilution. We do not alway discharge to the sea. Many types of cargoes must have the tank washing residues kept onboard and discharged
ashore. Very strict records are maintained and checks made by port and government authorities.
Due to the reduction in passage speed, eta Jubail 12th noon.

After loading the MTBE we are expected to proceed to Taiwan for discharge. We will probably stop and Singapore for fuel and supplies.

As you can imagine the temperatures in the Gulf are very high right now (over 37c).
We have a well air conditioned accommodation but many of the crew involved in tank washing are out in extreme the heat for prolonged periods.
In the cargo tanks it can be reach over 40c and 100% humidity. All the tanks have to be manually mopped out.
Along as they take plenty of water and salts along with frequent rest periods they are fine.

Best regards
Capt. Munro


At anchor off Jubail (Saudi Arabia) 12th afternoon.
I just finished some cargo tank inspections when I passed the chief
engineer very busy fishing !!!
Needed a hand to bring in this huge shark !!!!  Strictly catch and
release on this one - otherwise he had not a bad haul for the day -
fresh fish soup on the menu tomorrow !!

Chief enginer : Michael Runemalm                                   Captain W Munro

Two of Maersk Barry's cadets have kindly agreed to share their experiences

 with us. Thank you to Craig and Conner.

Craig Innes                                   Conner Love

  Engineer officer trainee                  Navigational Officer Trainee


Name: Conner Love
Age: 17
Job: Navigational Officer Trainee

Why did I want to go to sea?

For as long as I can remember I have always wanted to go to sea. My dad
is also a captain in the Merchant Navy so i have always been exposed to
ships and the shipping world throughout my life. When I was five years
old I moved to Oman in the Gulf where my dad took up the position as a
pilot for the Crude oil Port of Mina Al fahal. This is where I can
really remember having a desire to go to sea. I spent 7 years there and
in that time i was able to visit ships frequently which just boosted my
ambission of going to sea. I was even lucky enough to go on the biggest
ship in the world the "Jahre Viking" which is over 400M long and 70M
wide, That truly was an awsome sight to see.

Where have I been and what have I been on so far?
I have sailed on 3 vessels so far, These are:
Greenwich Maersk a 4000 TEU (Twenty foot equivelent) container ship
Maersk Rapier 35,000 DWT Product Tanker
Maersk Barry 29,000 DWT Product Tanker
So far I have been to: Japan, America, Gibraltar, China, Hong Kong,
Taiwan, Indonesia, Singapore, Panama, Greece, Tunisia, Netherlands,
Pakistan, India, U.A.E, France, U.K and even the Falkland Isands in the
South Atlantic.
What am I doing now?
At the moment Iam still serving on Maersk Barry. I joind in Pakistan on
the 5th April and I will finish my trip at the end of July.
During the Trips to sea as cadet you put into practice what you have
learned at college among learning many new things from the Crew,
Officers and Captain.
If you have any questions which you would like to ask then please send
them to the ship and I will answer them as soon as possible.
Conner Love

Conner practising Navigational skills

Name : Craig Innes
Age 17
Job: Engineer officer trainee

I'm Craig Innes, 18 years old, currently on the maersk barry training as
an engine cadet. This is my 3rd ship having previously been on a
container and another chemical tanker. I joined the ship in Pakistan at
the beginning of May and hope to sign off at the end of July, returning
to college in August. We are currently in Saudi Arabia then heading for
Singapore and Taiwan.
Due to this being my last ship as a cadet it is more enjoyable as i have
built a greater knowledge in the engine related tasks
Training at the Glasgow College as an engine cadet consists of a year at
college, followed by a year at sea then a final year at college where i
will sit my oral exams around July time.

Craig and the Chief Engineer working on the main engine


   Noon position:           Lat:19 36.1   N               Long: 063 33.5 E
   wind :  Bf  4. Direction:  S
Temperature: 29 C
Miles: Logged:   338  nm
Observed: 329   nm
Remaining distance  to SINGAPORE  : 2822  nm
ETA Pilot Station:    SINGAPORE    25/06/2007 @   10.00   LT  (GMT +8)


 Presently experiencing the full effect of the Southwest monsoon with the
wind and swell on our starboard beam.
Vessel rolling moderately, heavily at times to 25-30 degrees


Conner demonstrating the rescue strecher

Conner cleaning the cargo tanks        Graig checking stores with Chief Engineer

Craig practicing use of the self contained breathing apparatus

The passage across the Arabian Sea was not very pleasant as the vessel
was rolling heavily (up to 30 degrees each way). This
due to the
southwest sea
and swell resulting from the Monsoon (June to August). Little work could
be done for a few days and sleeping was difficult. Modern ships have
modern cabins and bunks.
Gone are the old hammocks and we are now provided with little means of
falling out of
our bunks. Bunks are generally fitted athwartships and
each cabin
will have a settee (we call it a daybed). So in heavy rolling conditions
we usually transfer to the daybed and the shorter guys but a box below
their feet to prevent sliding !!
Had the vessel been fully loaded (about 30,000 tons) then the motion
would have been less as we would have been deeper in the water and able
to better resist the wave motion.

Conditions eased as we rounded Sri Lanka and by the time we reached the
top of the Malacca Straits (23rd) we were back to normality, if you can
call it that.
On entry to the Malacca Straits we have to increase our securty level to
counter the threat of boardings by armed pirates. This is a real danger
and frequents attacks take place
around Indonesian waters.
Passage up the China Sea to Keelung was very pleasant, settled seas and
fine weather.

Arrived Keelung today, 1st July and expect to sail for Singapore
tomorrow around 5pm.
Weather in Keelung is very hot and sunny.
The crew are looking forward to some well earned shore leave, the first
for many weeks.

Many Thanks to Graig and Conner

Arrived Belawan anchorage at noon today.
Very hot and humid.
Just finished deck rounds with the chief officer to check all security
precautions are in place.
Fully expect to see some interest by thieves from their small boats.
Looking like we will be here for 10 days before berthing.


Name: James OÆDonnell
Age: 19
Job: Navigational Officer trainee

My name is James and I am currently on my last trip as a cadet aboard
the Maersk Barry. I am studying at Glasgow College of Nautical Studies
and have just over 3 months left in this trip and one 7 month phase of
college left before I qualify as a deck officer.
I have lived most of my life in Greencastle, a small fishing village
along the coast of the River Foyle (Northen Ireland). I am the 6th
generation of my family to have gone to sea, my father has been a pilot
on the Foyle for nearly 30 years and I have been joining him aboard all
types of ships for longer than I can remember. My brother is also in the
merchant navy so I had been able to talk to him about life aboard modern
ships before taking the decision to join.
I have had many good experiences through this job but the one that will
stick in my memory of this trip is being boarded by pirates on my 3rd
night onboard at the anchorage in Belawan, Indonesia. Two pirates
climbed up the anchor chain in the middle of the night and tried to
steal our stores but the watchman raised the alarm and they jumped over
the Side with two ropes and escaped in a small boat!
I will be onboard here for a while and will be happy to answer any
questions you have?

Many thanks James, The cadets have been on holiday for the past 4 weeks but we will be starting again on the 14th August. I will post any questions the cadets have to Captain Munro.

During the holidays the cadets were given the chance to take a passage from Wick to Leith aboard the RFA Mounts Bay. They all enjoyed their trip and i think it was very benefical  for them. There is further details in the web site if you are interested. (Links on home page or through the gallery)


Maersk Barry. 10th August 2007(time zone +3)
0218hrs Arrived Suez Bay and anchored awaiting arrival of canal
inspectors to check documentation.
0430hrs Cleared to pass through canal and join the 0600hrs norhbound
convoy. Allocated No.16 in convoy of 27 ships.
0820hrs Anchor aweigh and pilot onboard
0900hrs entered Suez Canal
1846hrs pilot away passing Port Said
1924hrs clear of Suez Canal approach channel

Eta Bejaia in Algeria : 14th 2300hrs (time zone +1)




Click on Links below for Video's

**  Crew in Action  **

 **  Pilot  **

**  Starboard Side **

Questions from Cadets to James

1 How many Lock gates did you transit in the Suez Canal ?
2 What do you do in your spare time ?
3 Where about in Ireland do you live ?
4 Can you tell us more about your Dads job as a Pilot ?
5 Have you seen any wild life on this trip ?
  1. How many lock gates did you transit in the Suez Canal?

There are actually no gates on the canal. Ships transit in set convoys, north and southbound. We      were in the morning convoy and it took us roughly 12 to complete the passage.


  1. What do you do in your spare time?

In my spare time, I play the guitar, listen to music and watch DVD’s. I also play table tennis with a couple of the engineers in the evening time. As I am coming to the end of my cadetship I have a lot of work to do on my portfolio for college so that keeps me busy as well.


  1. Where about in Ireland do you live?

I live just outside a small fishing village called Greencastle in Donegal. Its just at the mouth of the Foyle where my father pilots. I have also lived for a short period in Derry with my Aunt and Uncle.


  1. Can you tell us more about your Dads job as a Pilot?

There are 3 pilots on the Foyle, there is 2 on at any one time. They work 2 weeks on and 1 week off. During their time on they are on call 24 hours. The pilotage runs from just outside Inishowen head, right up the Foyle to the other side of what is known as the new bridge. It is about 25 miles long and takes roughly 2 hours. There are 3 terminals; Lisahally, which is the biggest, taking coal, logs, windmills amongst other things, then there is the Shell Oil jetty and Maydown.


  1. Have you seen any wild life on this trip?

Other than the pair of Fitters we have onboard, I haven’t seen anything really. A couple of Dolphins when we were in the Mediterranean but that’s


Thanks very much James for answering our cadets questions.


The Maersk Barry's route since Captain Munro left in Gibraltar.

Arrived in Rotterdam 27.08.07
Departed Rotterdam 30.08.07
Transitted the Sound 01.09.07
Arrived Vysotsk in Russia 03.09.07
Departed Vystosk 05.09.07
Transitted the Great Belt 7/8.09.07
Arrived of Bordeaux early afternoon on 11.09.07
Expect to berth at Bordeaux tomorrow evening.

Captain Frost.

Maersk Barry, Rotterdam 17/09/07

20/09/07, 23:45 Hrs, English Channel

Sunday 23.09.07.
The ship has been quite busy since the last message.

The vessel visited Bordeaux to discharge the cargo of Gas Oil that we
loaded in Russia.
From there we went and loaded cargo at Rotterdam and Fawley
At present we are heading towards New York to discharge our cargo. Have
attached a copy of an MSDS sheet for the cargo we presently have
onboard. MSDS stands for Material Safety Data Sheet whichout lines
important safety information about the cargo being carried.
I think most people are looking forward to visiting New York, even
though it involves a lot of extra work dealing with the US Coast Guard,
Immigration service and the increased security checks that the Americans
have in place.
At present we are about 600 miles ENE from the Azores and 570 miles WNW
from Cape Finistere. Crossing the Porcupine Abssyal Plain. The sea depth
here is in excess off 4000 metres.
The ships course across the atlantic has been chosen so that we avoid
most of the bad weather, and hopefully avoid any of the Depressions that
track across the North atlantic, in a Northeasterly direction from the
USA to the North of Scotland. We recieve regular weather forecasts which
we use to ensure that we can reduce time lost by avoiding any bad
We're encountering large swells from the west at present which is
reducing our speed to approximately 13 1/2 knots at presently
We expect to arrive in New York on the afternoon of the 30th Setember.

I read about the sea festival that was held in Wick earlier in the
year.It  looked really interesting with all the traditional fishing
boats. I have an interest in tradional fishing boats as my Father and
Grandfather were shipwrights and used to built all sorts of wooden
boats, mainly fishing boats.
The part of Essex that I come from traditional sailing fishing boats are
very popular and numerous races are held throughout the year. These are
very competative.
Last time home on leave I managed to buy an 1922 built Gaff rigged
Bawley. Which is a type siling fishing boat that was mainly used on and
around the Thames estuary for trawling mainly for Shrimps and Cockles.

Captain frost and crew of Maersk Barry.

Good day

Maersk Barry 10.10.07
Position 40'56.9N 043'11.0W
Wind NNW 60 knots + Swell 6-8 metres
The wind has veered from SW to NNW in the last 2 hours and the barometer
is begining to rise.
Which means that a small but intense depression has passed the ship to
the North, hopefully during the rest of the day the wind will back to
the west and decrease in force.
This will then mean that we can get back on our proper course
At present we are dodging around to avoid the heavy rolling, actually
heading towards the Azores rather than the English Channel

Lovely weather, being enjoyed by all.

The vessel visited
New York recently and is presently en route for
Karsto in
Norway. due to the weather forecast the vessel is taking a
route via the english channel which though its about 400 miles longer
than a route via the north of
Scotland and the Fair Isle Channel should
save time and reduce bunker consumption in the long run.

Vessel arrived at Ambrose light at 0800hrs on 01.10.07 and anchored,
while at anchor the vessel was boarded by 6 heavily armed members of
the US Coast Guard who were carrying out a security inspection. Which
involved a search of the ship and checks of all the crew against their
passports. this took just over a hour.
Then it was up anchor and proceeded inwards to Stapleton anchorage which
is just above the
Narrows Bridge and next to Staten Island. Just in view
of the statue of liberty At this anchorage the vessel was visited by
some more members of the USCG who were carrying out a safety inspection
of the ship, This involved us carrying out fire and boat drills while
they observed the operations. This inspection went well without any
faults on the ships behalf.
Then the cargo discharge went as follows
Hess oil terminal at Port Reading, New Jersey.
Stapleton anchorage to discharge into barges the 'Patriot and RTC-70.
Stapleton anchorage again to await readiness of another berth.

Motiva, Seweran, New Jersey
Stapleton anchorage to take bunkers.
Finally left
New York 0430hrs 06.10.07
And encountered thick fog for the next 24 hours.

The vessel has accumulated a collection of small birds and a falcon of
some sort, which have joined us for a cruise across the ocean.


ROTTERDAM 22:00 Hrs 22/10/07


Presently anchored off the Russian port of Vysotsk, Gulf of Finland
(near Vyborg, on the Finland / Russian border).

Names for the picture left to right.

    Nicolae Panita       engineer cadet
Alexandru Ghimici    deck cadet
                             Keir Gravil          engineer cadet   (ex sea cadet)
Liam Lightbody       deck cadet
Daniel Mowbray       deck cadet

Gibraltar  22nd August. Load bunkers - Captain Frost relieves Captain Munro
Rotterdam (Holland) 27th August. Discharge palm oil cargo.
Vysotsk (Russia - Gulf of Finland) 3rd September. Load diesel
Bordeaux (France) 11th September. Discharge diesel
Rotterdam (Holland) 16th September. Load Reformate
Fawley (near Southampton) 19th September. Load Reformate
New York   1st October. Discharge Reformate
Karsto (Norway) 17th October. Load Condensate
Rotterdam (Holland) 21st October. Discharge Condensate
Antwerp (Belgium) 23rd October. Load diesel
Bordeaux (France) 28th October. Discharge diesel
La Coruna (North West Spain) 31st October. Load diesel  - Captain Munro
relieves Captain Frost
Leixoes (Portugal) 6th November. Discharge diesel
Lisbon (Portugal) 8th November. Discharge diesel
Ceuta (Spanish enclave - Moroccan coast) 11th November. Load bunkers
Tarragona (Spain) 13th November. Load petrol additives benzene and pygas
Terneuzen (Holland) 22nd November. Discharge petrol additives
Rotterdam (Holland) 23rd November. Discharge petrol additives
Stignaes (Denmark) 27th November. Load jet fuel
Canvey Island (River Thames) 6th December. Discharge jet fuel
Vysotsk (Russia - Gulf of Finland) 13th December. Load diesel

MAERSK BARRY 18:00 HRS 17/12/07


MAERSK BARRY 17:30 Hrs Saturday 22/12/07





Hello, I'm Keir. I'm an Engineer Cadet aboard the Maersk Barry and this
is my second trip. As an Engineer Cadet I mainly work in the engine
room, helping to keep machinery running and performing maintenance tasks
on various systems. There are hundreds of systems on board, and the work
covers electrical systems as well as mechanical ones; every day is
different with different problems and tasks arising.
I wanted to work with ships largely due to being in the Sea Cadet Corps
myself from when I was 10 until I was 17. I'm currently studying at
University in Newcastle, and I hope to get a degree in Naval
Architecture in 2009. Working with ships is an amazing experience, not
only do you get to travel all over the world but you get to work with
the biggest moving objects on Earth. I'd recommend the sea as a career
for anyone; whether it's working on board ships or as part of the team
building them.

Keir Gravel from England (engineer cadet)



Alexandru Ghimici from Romania (deck cadet)


Hi, my name is Liam, I am 23 and I am a second trip deck cadet.  I'm
from a small town called Stranraer in the south west of Scotland which
itself has a ferry terminal.  After working on board the ferry while at
university, I thought it might be a good idea to give it a shot
The course I do is split up between college and sea phases, going to
Glasgow College of Nautical Studies, then this trip on the Maersk Barry,
a chemical tanker, and last trip on a container ship.  We have just been
in the Baltic and up to Russia, very cold this time of year, and now en
route to France.  The next port can always change so it's quite exciting
to find out where you are heading next.
Life at sea is challenging but enjoyable, with many new and interesting
tasks, as well as getting to see a bit of the world. There is always
something to keep you busy on board, whether it be aiding in navigating
the ship, practicing fire fighting drills and first aid techniques, or
going out on deck to help in maintenance jobs, such as painting. You
also get the chance to meet many different people from a host of
nationalities so getting to know different cultures is always good.
When you're not working there is always the gym to keep you busy, as
well as hundreds of dvd's, or just sploosh out and listen to some
music...or if you're keen join the crew in a karaoke!
The job gives you a lot of responsibility and this helps in giving you
confidence, even when you're not at sea.  Although it can be hard being
away, you always look forward to getting home and telling stories of
what you've seen or where you've been!

Liam Lightbody from Scotland (Deck Cadet)


Hello my name is Daniel im a 23 year old Deck Cadet from Newcastle Upon
Tyne. This trip on the Maersk Barry is my 3rd trip as cadet. In between
sea phases I go to college at the Glasgow College of Nautical Studies
this has given me the chance to meet a lot of new people and many new
My job on the ship is split into two parts. By day I work on deck from
0800-1500 taking part in all sorts of maintenance tasks with the deck
crew. I also work alongside the 3rd officer maintaining Fire fighting
appliances and life saving appliances. My 2000-0000 watch is on the
bridge where I assist the 3rd officer in taking the watch and learn all
about safe navigation. All other time is our own for study or relaxing.
I joined the merchant navy just over one year ago it was something that
I had wanted to do since I was very young as I have an uncle who is
captain within the business and the stories of ports he had visited
really appealed to me. I have visited places I could never have done if
I wasn't working at sea and experienced different cultures.
Food and accommodation is very good. We eat very well and its all paid
for so we don't have to spend any money.
The job is not all going ashore and experiencing new places and there is
a lot of hard work involved. But the new challenges it has thrown up at
me and the responsibilities I have been given have made all the work
worth while. I only wish I had started at a younger age.

Daniel Mowbray from England (Deck Cadet)


First of all I want to salute the Sea Cadets and congratulate your
choice of having some experience of the sea.
I am on my first trip as engine cadet, and I really like life on the
sea. Every day something is happening and every day you learn something
new. I can tell you that it is not a boring job.  I am glad that I chose
this kind of work because I can visit the entire world and of course
also it is a really good paid job. I'm really happy that you are
interested at sea life from such a young age. I was 14 years old when
for the first time I said "I want to be a sailor" and after a lot of
work and study ... here I am.
At the end I want to say to you Happy Christmas and A Happy New Year.

Nicolae Panita from Romania (engineer cadet)

To The Captain and Crew of the


Wishing you all a Merry Christmas

and all the best for 2008 

 Pictures taken today whilst on passage through the Baltic
Sea from Vysotsk to Le Havre








        Maersk Barry Main Bearing Report for Wick SCC

On 21st January 2008, the Maersk Barry had to change a main bearing on the main engine. When they are working properly, main bearings help to support the crankshaft, allowing it to turn without having metal scraping against metal. To stop the metal of the crankshaft and the bearing from coming into contact, a layer of oil is pumped at high pressure between them. However the engineers aboard had to change a main bearing because it was thought that metal was in contact with metal, causing damage. They could tell that there was a problem because small flakes of metal were found in the filters that clean the lubricating oil.

Changing the main bearing is a long and difficult task, however the engineers aboard are highly-trained professionals who managed to carry out the maintenance within one day. The bearings used aboard the main engine are very heavy, and the components can weigh in excess of several hundred kilograms. A combination of chain blocks and hydraulic pumps are used to lift components of this size.



The bearing surrounds the crankshaft, and comes in two halves. The upper half is obviously removed first, and then the whole crankshaft is lifted using a hydraulic pump in order to slide the bottom half out from underneath. This is not as easy as it sounds, because the bearing halves are very heavy, and space within the crankcase is very restricted. The space becomes even more restricted when chain blocks and high-pressure pipes are put inside to help remove the bearing. To make life even more difficult, the surfaces are covered in oil and are very slippery, so special slippers and protection overalls have to be worn.

When the bearing was removed, the extent of the damage could be seen easily. The metal had become hot due to friction and had started to peel away. Just passing a hand over the surface was enough to make large chunks of it fall off. It obviously had to be replaced with a spare bearing straight away.

The diagram below shows a main bearing (left) and how it fits into the main engine (right). The top bearing is lifted out first, and the bottom bearing has to slide out from

underneath the shaft. The ‘run out’ is where the lubricating oil is pumped to make sure that metal does not rub against metal, and the bearing lip just keeps the two halves in place. The bearing cap secures the whole bearing inside the engine frame, and is the heaviest piece weighting 135kg.




The Maersk Barry has just crossed the Equator and is now, once again, in the southern hemisphere. The vessel loaded a cargo of Gasoil at Ventspils, Latvia, for discharge somewhere in the River Plate area. As yet we do not know our final discharge orders.


We sailed from Ventspils on 4th March and are due to arrive off the River Plate on 29th March. The voyage has taken the vessel through Danish waters, around the Skaw at the top of Denmark, down the English Channel and out in to the Atlantic Ocean. Unfortunately, the vessel was caught in the hurricane that passed along the English south coast, struggling to make headway and rather uncomfortable for those on board. Once in the North Atlantic Ocean, we steered southwest to pass through the Bay of Biscay and then steamed south the pass between two of the Canary Islands. We then steered a rumb line course towards South America and will stay well off the coast until making our approach through Uruguayan waters.




Today, 21st March we crossed the Equator. As is customary, we held a ‘Crossing The Line’ ceremony, to present certificates to those members of the ship’s company who had never crossed the Equator before, whilst being at sea.



It is traditional for all ‘first timers’ to give allegiance to Neptune, and thus be allowed free passage. In the past, this would usually entail something fairly nasty. Nowadays, with changing attitudes, nothing too much happens. It was decided that for this crossing certificates would suffice. The certificate will allow each of them future passage across the Equator. This is particularly relevant when being onboard another vessel, so no nasty surprises occur!



There were eight members of the ship’s company who had never crossed the Equator before: Third Officer Brian Sole, Fourth Engineer Stuart Calderwood, Deck Cadet Dan Mowbray, Engineer Cadet Keir Gravil, AB ‘Terry’ Tirol, Thai Foreman Prasit Laomun, and Thai painters MonPhet Srimueang and Tanalak Kongdi.


King Neptunes Prisoners


Truth serum

Washing down

The Feast

We cross the equator tomorrow. It is an old maritime tradition to have a
crossing the line ceremony to initiate new crew into international
brotherhood of 'old hands' seafarers who have crossed the equator
before. On a pre-arranged signal the new crew are captured and secured
to await the arrival of the sea god King Neptune and his court (old
hands in fancy dress). The king demands from the captain the reason for
his voyage and has he any onboard not previously paid tribute to his
highness. The new crewmembers are handed over to the king's entourage
for interrogation under the use of truth serum (a disgusting cocktail
!!). The court will hear various crimes alleged to have been committed
by the poor unfortunates and they must then confess and be punished.
Various buckets of mush then appear and applied followed by a haircut to
improve their appearance.
They are then hosed down before being dipped in the pool. The king will
then leave certificates behind for the captain to sign and issue.
A barbecue type feast will then follow to celebrate the day's events.


Report from Captain Munro







29th March to 4th April. Anchored off Montevideo (Uraguay) to tranship cargo to other smaller ships.
5th to 6th April. Discharged remaining cargo at Buenos Aires (Argentina).
7th to 13th April. At sea to carry out tank washing.
14th to 19th April. Loading Soyabean Oil at San Lorenzo (Argentina)
20th to 21st April. Downriver passage continuously interrupted by dense
smoke due to local fires caused by farmland burning.
22nd April. Loaded fuel at anchor of Montevideo.
7th May. Called at Durban (South Africa) for fuel, stores and relief's.
Eta Nantong (China - Yangzte river) 29th May to discharge soyabean oil.
Eta Zhenjaing (China - Yangzte river) 2nd June to discharge soyabean oil.

The Maersk Barry is then expected to proceed to Singapore for fuel and stores.
Then load various grades of palm and coconut oils in the Malaysian/Indon
esian area.
Discharge ports will be in the Mediterranean Sea area.

Report form Captain Munro.
I rejoined the vessel to relieve Captain Podger on the 15th April. It was a long flight out from Wick/Edinburgh/Heathrow/San Paulo/Buenos Aires/4 hour car ride to San Lorenzo and straight onboard. In total about 30 hours traveling. This is one of the down side of the job but as the time difference between UK and Argentina was only 4 hours the body clock quickly adjusts. Once in a while we will stay in a nice place awaiting to join the ship or waiting for the flight home. In the last couple of years I have been lucky enough to stay a few days in places like Rome, Hong Kong, Gibraltar, Boston and Singapore. Usually I join
one of these city bus tours in order to see as much as possible in the short time available.

The passage down the Parana River from San Lorenzo (near Rosario) to the open sea past Buenos Aires was quite eventful. Due to local farmers illegally burning their fields (preparation for next crop) the visibility was almost nil due to smoke. Therefore we were unable to see the navigation buoys marking deep water and had to frequently stop and anchor until the smoke cleared. Due to the nature of the surrounding shoreline we could not even rely on our radar to navigate. As the air
was thick with smoke we had to use our special filters on the ships ventilation system in order for the crew to safely breath. These filters are primarily fitted to filter out chemical vapors in case of cargo gas leakage but worked fine against smoke. Unfortunately the local population are not so lucky and had to endure terrible suffering. There were many road accidents resulting in deaths. We were all glad when we finally made it back onto open seas and clean air.

The passage from Argentine to China is half way around the world. As the distances were almost identical, we had the choice to go west around Cape Horn (South America) or Cape of Good Hope (South Africa). Fuel and draft limitations were the deciding factor. It was more cost effective to take minimum fuel in Montevideo and increase cargo intake, then sail
across the South Atlantic in the summer zone to Durban. Going via Cape Horn we would have had to take maximum fuel, reduced cargo intake and make even more reductions due to sailing into a winter zone.
In the shipping world the seas and oceans are split into zones (tropical / summer / winter) depending on the time of year and severity of expected weather. All ships are then marked on their sides with loadline marks next to the draft marks. These will be typically marked S for summer, T for tropical and W for winter. So in our case we could load deeper to our summer loadline touching the water. Should we have decided or were forced to sail into a winter zone then we would have loaded to our winter marks which is about 22 centimeters and that converts to about 1000 tonnes less. Other factors make the calculations a little more complex such as water densities in port of loading, consumption of fuel and water on passage and the fact that some areas change their designation depending on the time of year.

We made safe passage across the South Atlantic Ocean to Durban averaging 14 knots. Voyage distance was 4567 nautical miles taking 14 days to complete.
Such long passages allow us to catch up on maintenance and training drills with the interruption of port visits.
The voyage distance from Durban to Nantong is 7205 nautical miles and
expected to take 21 days.

Our port call to Durban was very busy, berthing at 11am and sailing at 10pm. During that time we loaded 800 tonnes of fuel, lubricating oils, paints, provisions and general stores. We pumped ashore to road tankers all our cargo and wash water residues (35 tonnes) from the previous cargo tank washing. A number of crew changes took place.
There was no shore leave as everyone was too busy. The ship was visited by immigration and customs authorities. Also a full search of the vessel was made by the port police. This is all quite normal in the shipping world as they are on the lookout for drugs and people smuggling.

Presently (21st May) we are transiting the Sunda Straits between the Indonesian Islands of Sumatera and Java. On our port side we can see what remains of the Island of Krakatau. In 1883 this volcanic island erupted causing one of the most violent explosions mankind has ever witnessed.

Tonight we commence anti-piracy patrols as the area is well known for attacks on merchant ships. We will post extra lookouts, overside lighting and take numerous other precautions. These attacks are usually aborted should the ships crew see the pirates and raise the alarm before they get onboard. Normally they are just opportunist thieves wishing to rob the ships safe and the crew of their valuables and money. In other parts of the world such as presently the case off Somalia, the
pirates will board day or night using guns and rocket propelled grenades. In these cases the whole ship and its crew are held hostage until the ships owners pay a ransom, usually for millions of pounds. On British ships we are not permitted to carry guns to protect ourselves






 29th May:  Arrived at the mouth of the Yangtze River

30th May to 2nd June:  Zhenjiang (China) discharged 23500 tons of Soyabean Oil

3rd to 6th June: Nantong (China) discharged 3500 tons of Soyabean oil

Washed and dried cargo tanks on passage through the China Sea.

11th to 15th June: Lahas Datu (Malaysian Sabah region of Borneo Island)
loaded 16000 tons of Palm Oils

19th June: Singapore anchorage for taking stores, bunker fuel and crew changes.

20th to 26th June: Belawan (Indonesia - Sumatera Island)  loaded 11300
tons Palm Oils

12th July: Transit Suez Canal.

15th to 16th July: Achladi (Greece) discharged 3000 tons Palm Oils

19th to 27th July: Bizerte (Tunisia) discharged 8000 tons Palm Oils

28th to 29th July: Genoa (Italy) discharged 7000 tons Palm Oils.
Bunkered Fuel Oil

30th July to 1st August: Barcelona (Spain) discharged 9300 tons Palm Oils

Washing cargo tanks on passage.

8th to16th August: Anchored off Malta awaiting orders.

16th to 18th August: Marsaxlokk (Malta) loaded 26500 tons Gas Oil

20th to 23rd August: Aliaga (Turkey) discharged 26500 tons Gas Oil.
Bunkered Fuel Oil

25th to 27th August: Transit of Dardanelles and Bosporus Straits

(turkey). Delays due to congestion.

28th to 31st August: Kulevi (Georgia) loaded 26500 tons Gas Oil.

2nd to 3rd September: Transit Bosporus and Dardanelles Straits.

6th to 7th September: Trieste (Italy) discharged 5000 tons Gas Oil

8th to 13th September: Venice (Italy) discharged 21500 tons Gas Oil

16th to 17th September: Transit Dardanelles and Bosporus Straits.

19th to 22nd September: Kulevi (Georgia) loaded 26800 tons Gas Oil

23rd to 26th September: Transit Bosporus and Dardanelles Straits.
Bunkered fuel oil at Istanbul.

28th September to 7th October: Zawia (Libya) discharged 26800 tons Gas
Oil and loaded 25000 tons Jet Fuel

9th to 11th October: Fiumicino (Italy) discharged 25000 tons Jet Fuel

12th October: Transit Messina Straits (Italy)

12th to 15th October: Augusta (Italy - Sicily) loaded 26000 tons Gas Oil

18th October: Arrived off Banias (Syria) awaiting to discharge 26000
tons Gas Oil. Departure expected 2nd November.


Leuchai Chaihankhwa 





                               Fiumicino,Tug holding stern                                      Samantha Nicolls                                    


Bow anchor

Stern discharge at Achladis





Lowestoft Lifeboat crew during a visit aboard Maersk Barry






 8th November. Departed Banias following a lengthy period at anchor
waiting to discharge cargo.
Experienced great weather and allowed us time to catch up of maintenance
and painting.

9th November. Brief stop at Limassol anchorage (Cyprus) to load fuel and
change crew.

13th to 18th November. Loaded 25,000 mt Kerosene at Bizerte (Tunisia).

20th November. Brief stop at Gibraltar anchorage for low sulfur grade
fuel. This required for sailing in northwest Europe areas from
English Channel to (and including) the Baltic Sea.

29th November to 3rd December. Discharge cargo at Porvoo (Finland).
Crew change, including Captains. Captain Podger rejoins the vessel for
10 week tour of duty.
A busy port stay as we had surveyors from Lloyd's classification carry
out boiler surveys, liferaft servicing and underwater inspection
by divers. The underwater survey is required half way through our period
between dry docking (every 5 years). As the vessel was delivered 2006
then next dry docking is 2011. The divers take video cameras and record
things like marine growth, any hull or paint damage, cooling water
suction boxes, propeller and rudder.

4th to 5th December. Loaded 18000mt of Petrol at Ventpils (Latvia).

6th to 7th December. Discharged cargo at Paldiski (Estonia)

8th to 10th December. Loaded 22000mt gasoil at Vysotsk (Russia).

13th to 15th December. Discharged cargo at Slagen (Norway)

18th to 21st December. Loaded 26500mt gasoil at Vysotsk. Also loaded fuel.

27th to 29th December. Discharged cargo at Lorient (France)

31st December to 4th January. Loaded 26000mt diesel at Donges (France)

5th to 6th January. Discharged cargo at Lorient

8th to 10th January. Loaded 22000mt Jet fuel at Rotterdam (Netherlands).
Also loaded fuel.

11th to 12th January. Discharged at Thames River (UK).

13th to 14th January. Loaded 25000mt gasoil at Rotterdam

17th to 18th February. Discharged at La Pallice (France)

22nd to 23rd January. Loading 22000mt petrol at Gothenburg (Sweden),
Also loaded fuel.

28th January to 1st February. Discharged at Rotterdam

3rd to 5th February. Loaded 22000mt petrol at Mongstad (Norway).
Captain Munro returns for 10 week tour of duty.

6th to 10th February. Ship to ship transfer of cargo to the tanker Norient Star.
Anchored of Frederickshaven (Denmark)

10th to 12th February. Waiting at anchor off Skagen (Denmark) for orders.

15th to 18th February. Loading 22000mt diesel at Primorsk (Russia).
Experienced heavy ice conditions requiring the vessel to break ice.
Though we never got stuck we did
require Russian ice breaker assistance in order to improve speed. It
should be noted that the inner Baltic Sea
is not saltwater but nearly completely fresh water. There unlike
seawater freezing at around -4c, The Baltic Sea
water starts to freeze at 0c.

22nd to 26th February. Discharged at West Thurrock on the Thames River (UK).
Inspection of the vessel by the UK Maritime and Coastguard Agency.
Loaded provisions and changed some crew.

28th February. Brief stop at Skagen anchorage (Denmark) to load fuel.

2nd to 4th March. Loaded 4000mt mixed jet fuel and bio diesel (FAME) at
Riga (Latvia). Then heated cargo to 25c.
Annual inspections and surveys carried out by Lloyd's classification
society. Only part completed on departure.

5th to 6th March. Loaded 18000mt of Low Sulfur Diesel at Klaipeda
(Lithuania). Mixed with previous cargo to make road Bio Diesel.
Lloyd's surveyors complete annual inspections and surveys.

10th to 14th March. Discharge at Rouen (France).
A truly beautiful scenic passage up the River Seine.
Vessel was surveyed by a Shell Oil inspector. This is quite a frequent
occurrence in our business as the oil companies wish to ensure they
employ the best quality ships on the market to carry their products.
Our port stay coincided with the spring tide river bore. Every 12 hours
just after low water there would be a very strong surge of water
rush up the Seine River. All vessels are given updated radio advice on
its passage and crew and engines must be on standby. Just minutes
before the arrival of the Bore the engines are started and power
gradually increased against the mooring ropes in the downstream
As the bore passes the power must be quickly increased to avoid the
vessel surging back and fore and breaking mooring lines.
During this period cargo is stopped, hoses disconnected and gangway raised.
We were well prepared, more so than some other vessels near by that
parted some lines.

14th to 20th March. Anchored of Le Havre (France) waiting for orders.
Loaded provisions.

21st March. Anchored off Lowestoft waiting to load gas oil cargo from
the tanker Astrea.
Had a visit from the crew of the local RNLI lifeboat on the 24th.


Transferring Cargo to the tanker Norient Star