#6 | Solo Sailing | Passing a MASSIVE Ship at Sea
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- čas přidán 12. 11. 2022
- #boatlife #sailing #sailingonabudget #cruising #offshoresailing #boatmaintenance #solosailing #whales #iceland #solent
Very rarely do we get the opportunity to go close across the bows of a big ship at sea- in this second of my deck notes episodes we do just that and get a super impressive view of this monster.
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The vessel is likely to weigh anchor and wash her cable, mainly if the seabed is thick black mud.
This is a PanaMax vessel; Panamax is determined principally by the dimensions of the canal's lock chambers, each of which is 110 ft (33.53 m) wide by 1,050 ft (320.04 m) long, and 41.2 ft (12.56 m) deep. The usable length of each lock chamber is 1,000 ft (304.8 m). The available water depth in the lock chambers varies, but the shallowest depth is at the south sill of the Pedro Miguel Locks and is 41.2 ft (12.56 m) at a Miraflores Lake level of 54 ft 6 in (16.61 m). The height of the Bridge of the Americas at Balboa is the limiting factor on a vessel's overall height, which is limited to 57.9 meters or 190 feet. I would bet the top of bridge is right at 57 meters. Two terms of importance TEU. A TEU or Twenty-foot Equivalent Unit is an exact unit of measurement used to determine cargo capacity for container ships and terminals. This measurement is derived from the dimensions of a 20ft standardized shipping container. Because standard containers can be 20 or 40ft in length the capacity of a container ship can depend on the ratio of the two sizes. DTW Dead weight tonnage another important factor and all relevant to design for canal transit capibilities and how deep it can sit for ports and canals. Load can be restricted depending on transit and port of call mission with these monsters. They are getting even bigger with the Neo PanaMax.
Agreed. - could be up to 5,000 TEU's
HMM is Hyundai Merchant Marine, a Korean company. Stockholm is an Algeciras class.
The Algeciras class is a class of container ships consisting of 12 vessels built for HMM. The largest ships have a maximum theoretical capacity of 23,964 twenty-foot equivalent units (TEU). They were the largest container ships in the world when they were delivered, surpassing the previous Gülsün class (23,756 TEU). They have since been surpassed by the Ever Ace (23,992 TEU).
Tonnage 228,283 GT
Length 399.9 m (1,312 ft 0 in)
Beam 61 m (200 ft 2 in)
Draft 16.525 m (54 ft 2.6 in)
Propulsion MAN Diesel & Turbo 11G95ME-C
Must have been a while ago, Stockholm is in Shanghai now.
Sorry guys security to keep someone climbing the rode is hilarious 😆 As mentioned in reply, could be several factors. While at port or anchor standard ops require the the fire pumps run. it’s a bleed for the firemain (as well as for washing the anchor of course), however, it’s not because it will overpressure the firemain, it’s to stop the pump dead-heading. If the pump is dead-headed (A dead-head is caused when a centrifugal pump operates with no flow through the pump due to a closed discharge valve or blockage in the line) it’s the same as running it with the discharge valve shut which will overheat and eventually seize the pump internals. On some bulk ships the fire main is used to ballast the topside tanks. In some cases, if the anchor wash is open it will lead to loss of pressure & slow filling of tanks which is undesirable. Also in freezing weather due to the expansion of water, if the water in the line is stagnant, it may crack open the pipe with serious safety consequences. Hence either the line is drained completely or the water is kept running to ensure the flow does not allow the water to freeze. Many times it is turned off in port, example; some ports they may ask you to stop it, as if tugs or work boats are working under your bows whilst berthing other ships, this will cause their decks to flood. Hopfully this has put some wild speculation to rest.
Most containers are 9ft tall as a point of reference. I count roughly 9 containers stacked above the deck, which would make the containers alone around 81ft.
Hi there
Here, in Gothenburg, we have plenty of those. They sit waiting for their turn to unload in the harbour.
Talking about the wind an the aerodinamic effects, last summer sailing into Skagen (Denmark) our Gennaker backed because we passed close to the bow of a big LPG tanker and I have to keep on sailing and steering with a figure of eight Gennaker without the possibility of correcting it until we were well clear. Due to wind and waves it was "exciting". Thinking of the Cowes race and the pink spinnaker situation, ufff
Yes, the wind acts around these "monsters".....
Thanks for the very realistic and useful updates..... we all envy you right now 😀
All the best, Carlos
I think there is footage somewhere online of the Volvo 65 ‘Sailing Poland crashing bow on into the side of a ship like this in very mild conditions. I think the main took over and rounded the boat up as the headsail passed into the lee of the ship - it all happened in 20 seconds :(
I sailed in and out of these kind of ships very regularly when I lived in HK and there are certainly plenty of obvious reasons to stay clear of them (e.g solent + pink spinnaker !) but it’s the unseen areo effects that suck you in and make a simple situation into a close quarters nightmare .
Each container is 2.6 meters high and it looks like they're stacked nine high at most? So ~23.4m of containers, and maybe twice that down to the waterline? That's just a bit over 150 feet, so that's a good guess at 0:56 😅
thanks for the info! as you draw closer and closer the size becomes more and more obvious + the aerodynamic effects of such a wall of steel!
Geez. Could mow down and never know they hit you.
lots of stories surrounding exactly that kind of situation-petrifying !
How doing we gets hold of an Spartan Ocean Racing cap?
hmm stockholm is 400 x 62 m (L x B)
Is that an HF antenna on your startbord, L shaped and going up the shrouds?
no, that’s the lazy backstay - eased forward and tied off to the shrouds so it’s out of the way. HF antennae is on the stbd aft quarter :)
I estimate about 160 to 170 ft high to top of bridge deck.
I think you are absolutely correct!
Anyone know why the water is pouring out of the ships anchor hawse holes?
it’s the anchor wash…. but I don’t know why they sit with the system running like that? I often see this with commercial ships lying at anchor- I wonder if there are any merchant sailors here who could clarify?
@@CSMtheMariner Could be a couple of reasons, The obvious anchor & rode wash, windlass cooling, testing fire hose and fire hose pumps running(this is done daily for inspections), I suspect ejecting ballast tank to raise draught for port entry. Check my post on DTW draft stability and port and canal passage.
@@CSMtheMariner In some ports a ship will run the anchor wash to deter intruders trying to come onto the ship via the hawse pipe. It might be company standard operating procedure to run the anchor wash whenever at anchor.
@@CSMtheMariner if I were to guess, it could be a security measure to keep someone from scaling the anchor chain and boarding the ship.