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Here was the part A.  CMA CGM Argentina, sister toMexico and Brazil, steamed up the coast Sunday evening, making me think I’d miss it.  But it dropped anchor 15 or so miles off Point Pleasant, and stayed there making pattern like this.  Another ULCV was similarly anchored off Jones Beach, and it came into the boro last night.  This raises a question:  are the ULCVs causing a shortage of berth space?

Early afternoon yesterday after three ULCVs–Hyundai Ambition, Cosco Shipping Camellia, Tampa Triumph— left port, Argentina was off like an arrow for Ambrose Channel.

I debated going to see it, given fading light, but … decided I needed a distraction on a Friday afternoon.

I went.  The docking pilots lands from Jonathan C, which then

swings around the stern.

End of the day twilight has its own richness;  here the straight lines of the ship (?!) contrast with the irregular lines of the city.

She’s long, stacked as they were when she left Busan, Korea’s largest port,  on December 9, and nearly dragging her belly through the silt and fluff at the bottom of the channel.

 

And I’ll bet there not more than 30′  clearance with the underside of that bridge down there.

All photos, WVD, whose previous ULCV posts, some of them, can be found here.  And I have other ULCV photos from recently I’ve not posted yet.

Unrelated but followup on the Rotterdam tug Limburgia video that sleepboot posted in a comment yesterday.  The 1942 boat has retired from commercial work and been sold.  You will enjoy looking through the photos on the sale notice.

Btw, “sleepboot” is the Dutch word for “tugboat.”

 

Not quite half a year ago, I caught Rose from the sunny side.  

This undifferentiated mass in the Ambrose Channel yesterday was quite impressive as well.

As a reference, the towers of the VZ Bridge towers in 693′.  The length of the tugboat in the foreground is just under 90′.

I’ve not pointed out Robbins Reef Light in a while, and that’s part of the Manhattan skyline beyond, also an undifferentiated mass in the morning fog.

The 13,500 teu vessel came off the ways at a Hudong-Zhanghua shipyard about two years ago.

She was assisted in by four tugboats.

 

Margaret, Jonathan C, Kirby, and Kimberly.

 

The three-mile strait called KVK, or the very Dutch name Kill van Kull, is hardly straight.

 

As she rounded Bergen Point, a trailer crossed over from Bayonne to Staten Island, harbinger of what will happen to whatever number of containers leave the ship in the next two days in Port Elizabeth.

All photos, WVD.

About two months ago, CMA CGM Brazil called in the sixth boro.  She’s one of four 15000 teu vessels, the largest ULCVs to date to call here.  Recently, the next one visited, CMA CGM Mexico.   Technically, her capacity is 15,128 teus.

I’ve stated this before:  a vessel this size makes the boro’s largest assist tugs look small.  In the photo below, notice that Brendan Turecamo‘s upright mast barely extends above the hull lettering.

If I heard the numbers right on the VHF, the ULCV had 42′ reaching toward the channel bed and just shy of 200′ reaching up toward the bridges, Bayonne and VZ.

Up close, she could be divided into the bow and bridge,

the midbody, and

the stern.

Note the small white fishing boat alongside just forward of the first tug.

All four Argentina-class ships are working;  the first to arrive in NYC was the last to come off the ways.  They were all built at Hyundai Samho Heavy Industry Shipyard, which would be a fascinating place to visit.

She stacks containers 20 across.   Compare that with 16 across as the largest I saw here 10 years ago.

When the assistance with the curves from Port Elizabeth to Con Hook is complete, all four tugs cast off and return to the base.

Here‘s more on the Hyundai shipyard.

All photos, WVD.

By the way, the engine here is MAN 11G90ME-C with scrubbers,  generating just over 92,000 horsepower.  I’d love to know more. 

Given yesterday’s post, I’ll subtitle this “tugster:  the return.”  From a weather perspective, it wasn’t ideal weather.  From a traffic perspective, I also thought it was not ideal, because I’d hoped a certain ULCV would enter  the boro in daylight, but it had moved in three hours before the sun rose behind thick cloud strata.  

However, it was a busy morning.  And seen through one filter, a certain set of colors dominated. 

Get the picture?

It’s time to meet the incoming ships, 

 

There’s work around that bend.

Just count them:  all four Moran 6000s as well as Margaret and Kimberly . . . farther away and along the right side of the photo.

I don’t believe I’ve seen all four 6000s in the same frame before, as above.

The morning had brightened a bit as they escorted in the box ships.

 

 

 

 

It’s always good to get away, but it’s even better to get back.  All photos, WVD.

Remember the post on the CMA CGM 14414s?  How about the Wall of New York?

Below you are looking at 25,000 teu on the Maersk PLUS the CMA CGM vessels, Maersk 10k and CMA CGM 15k,

making this the largest ULCV yet to call in the sixth boro, CMA CGM BrazilBrazil came off the ways earlier this year.  The rest of the series will carry names including CMA CGM Argentina, Mexico, Panama, and ChileDoes Brazil have the special scrubbers?  When will LNG catch on as fuel?

Hayward must have been the spectator vessel, but I didn’t get my invitation.

Maybe someone can opine on why James D. provided the tow moving astern?  My supposition is that this configuration places the wheels farthest ahead of the tow, providing the dynamic equivalent of a longer lever, but that’s only a supposition.

 

 

James D. and Kirby worked in tandem, as opposite ends of the ship.

If my math is correct, 15,000 teus, if lined up end to end, would make 56.8 miles of containers.  Big ship.

All photos, WVD, who wonders what is in all those boxes and of all that, what could not be made or grown in this country.

If you didn’t see her arrive, maybe you can catch her when she exits.

 

 

I stole away before sunrise the other day.  I needed to see a sunrise outdoors in a place I liked.

The effect of light and shadow on some painted, some corroded and textured surfaces was just stunning, so stunning it raised the assessed value on my Hooverville shelter by the water.

The crews on Conti Lyon and Doris ran the line

Given the rust and scale, I wasn’t surprised to learned Conti Lyon (ex-CMA CGM Baudelaire) was built in 2001.

 

That way the 118′ loa 4610-hp tug could move that box ship exactly where it needed to go.

Kirby worked the stern.

All photos, WVD.

Note:  If you haven’t read “my” long comment to yesterday’s ‘SterCrazy 3 post, I added much more info from Robin Denny about the Bug roadster there.

March 23, 2017.    So how many folks are standing at a high point of the Evergreen ship?

Two?  Six?  More?

 

It was something of an optical illusion, because the lower roadbed was in its last days.

On April 2, 2017 . . . Maersk Kolkata was one of the first vessels to “thread the needle” and shoot through the

opening, where a roadbed had been for almost a century.   Time flies.

A week and a few days later, April 11, 2017

the “opening” in the lower roadway had grown to the point that it was difficult to imagine it’d ever been there.

Photos by Will Van Dorp, who did another post in April 2017 showing other vessels “shooting the needle” here.

 

 

I re-learned an acronym  . . . LCTC, or large car and truck carrier.  These included the Wallenius Wilhelmsen orange ROROs with names beginning with T, like Topeka, Tortugas . . .  and so on.  The green ones are HERO type, smaller and more efficient.

She’s 755′ x 106′ and by tomorrow she could be squeezing through the original Panama Canal locks.

 

I wonder if these bow ports see water in rough seas.

 

 

All photos, WVD.

Here’s another LCTC, Torino.

And as to continuing impact of Covid-19 on jobs, here‘s info on an announcement from a few days ago of temporary layoffs of WW employees.  I’m wondering if that includes those ILA folks in port who drive the cars and trucks off these ships.

Ooops!  It’s later than I thought.

When Cape Moss arrived in the sixth boro the other day, she was 16 days and 10 hours out of Cape Town.

Kirby Moran assisted as she entered the Kills.

Compared with the largest container vessels that come into port here these days, this 2011 ship is modest.

It makes me wonder what goods travel via container between South Africa and the US.  She left the next day for Baltimore, and has now departed there as well.  Think the trade in goods and services between South Africa and the US is greater than $10 billion?  Find your answer here.

All photos, WVD, who wishes everyone health.

Tightrope?

 

This ULCV shows 17 containers across.

It’s a bit surprising to see a Moran 6000 on starboard bow, also on a “tight rope.”

YM Evolution . . . without counting the rows of containers, does it look less beamy?

It is  . . . 15 across.  By contrast, CMA CGM Amerigo Vespucci, the other day here, carries 20 across.

All photos, WVD.

 

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