Messages

31

Shipping News and information / W. BRUNS, Hamburg

« on: August 08, 2008, 11:11:20 PM »

From the 60's and towards the end of the 70's, W.Bruns of Hamburg was well known for their reefers, normally with names starting with BRUNS----.
As I started sailing in 1970, I saw several of their beautiful vessels, and has now also obtained several negatives of their reefers.
What I like to know, and here maybe some of our German friends can help me; what happened to this company. Why did it quit shipping, was it maybe bought up by another company??

Rgds, Arne

32

Shipping News and information / Re: Passing distances of modern shipping

« on: March 20, 2008, 03:14:23 PM »

When I was a new mate in 70's, captain told me make a route from Norway to Rotterdam; not passing any platforms closer than 1,5 n.m. Already then it was impossible. He wanted to be on bridge 8 hours before pilot, now I'm on a ship of similar size; my mate take pilot when necessary, and go alongside. The years I was mate, I seldom see captain on bridge; normally they sleep when we go alongside, some say the don*t speek too good english, so they stay away. So I can sleep, and wake up to immigrations etc.
But now the mate can take care of that also: as me and the mate go 6-to-6 watches, it is no difference who is on the bridge.
In my company, a quite large one, we go 6-6 watches, mate go alongside;take pilot etc; and opposite.Regarding passing distance; it is impossible to say in a forum. We always get closer to another vessel when we approach a separation zone, and then I don't have any problems with abt. 0,2 miles. 'But normally I like at least 0,5miles for safe trading; if less I use VHF.
No difference in job; only in payment..

Rgds. Arne

33

Shipping News and information / Re: A ships Draft ????

« on: January 11, 2008, 10:04:24 PM »

As Miraflores correct stated; it is the distance from keel of a vessel to the waterline. Or said in another way; how deep a vessel is under the waterline.
Wery important, as many ports has draught-restrictions. When loading in one port, we always have to obtain information of max.depth in discharging-port.
In the 70's and 80's many supertankers had to lighten the vessels to get a less draught, so that they could go alongside in many continental ports. Part of cargo was then transferred to "smaller" tankers of lets say 70000 tdw. in places like Lyme Bay. Then the supertankers had got a less draught, so that they could continue their voyage to final discharging port.
One must also be aware that a vessel is quite deeper in fresh-water than in sea (salt)-water, so when loading a vessel for max.draught in discharging-port, one must get information from agent about water-density in discharging-port.
Another thing affecting draught, is the hog/sag, which mean that if the vessel is completely flat on the sea, there may be difference between forward/aft-readings and the readings on the middle. Example: If we load all cargo in the middle of a vessel, she will be deeper on the middle than on the ends. This we call sag. If we load all cargo in the ends and leave middle empty, she will be deeper in the ends, and this we call hog. But this is never done, as a vessel then will break in two normally. Cargo has to be even stowed. Some years ago a large tanker broke in two in Rotterdam due to wrong discharging.
This was supposed to be a simple explanation, but I'm afraid it turned out to be a long lecture.
Anyway;
regards from Arnes

34

Shipping News and information / Re: Faroeship has sold Blikur and L

« on: January 05, 2008, 05:05:06 PM »

The new owners are Janus Andersen in N

35

Shipping News and information / Re: Cruiseships collide in Geiranger

« on: August 08, 2007, 12:36:15 AM »

This seem to have been blown up a little. I will not call it a "collision" when 2 vessels not moving are just touching eachother. The only damage occurred in this "blown up" "catastrophe", was that one of the boats transporting passengers to shore, got a dent.
Both vessels continue their cruises as normal, and are on schedule,according to their agents.
When anchoring, vessels normally make little or no speed through water, so it would normally only be "dents" if one vessel hit another.
Rgds. Arnes