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Where’s there’s a “1”, a “2” must follow, right? Let’s start with Brendan Turecamo on the starboard side of APL Dublin.
Enter a Maersk ship with Bruce tendering the port side.
APL Dublin has Kirby on the stern.
Gerda has Capt. Brian A. on her stern, and
Patrice and
Ava. That makes a total of four tugboats on Gerda Maersk.
Note the rust stains on Maersk Columbus, a US-flagged ship.
Yet, no tugboats work the port side of Columbus,
but on her starboard side, Margaret has been all along, and Kirby has left APL Dublin to assist Columbus as they head for the bridge and Bergen Point.
All photos and interpretation by WVD, who’ll never see this identical concatenation repeated. Hat tip to all the crews who make this happen.
Can anyone explain the story of the rust stains on Maersk Columbus?
Looking back a year, here‘s where April 11, 2020 found us.
Here are the birds. Now what’s the rest of the story?
Part of the story is told by these flags, US courtesy, German registry, and is that a pilot flag?
She was large for a 2008 container ship: 1098′ x 140′ with a capacity of 8606 teu.
I’d love to know more about accessing that lifeboat, given the cargo configuration.
And where are the birds?
Doubleclick on that last photo to see the closeup . . . you can almost hear the excitement!
All photos, WVD.
She looks bigger than the 981′ she is. By today’s sixth boro standards, she’s not, and with a capacity for 9971 teu, she’s nowhere near the 15,072 of CMA CGM Panama, which I missed this week.
I’ve not noticed the wings to add lateral visibility near the stern, or
the starboard-offset stack.
As for the name, I’d thought the reference South American; in fact, it’s Asian, referring to high peaks shared by India and Pakistan, and a river that’s a tributary of the Indus.
All photos, WVD.
This photo was taken from the parking lot on the Belt Parkway, a half mile east of the VZ Bridge looking toward the Coney Island Light. See the ship? It’s the speck on the horizon almost dead center of the photo. How far away would you guess it to be?
A few seconds later, the same ship here is magnified 12X.
And again . . . few seconds later but magnified 50X.
Meanwhile, as you calculate the distance off above, here are some photos of the same vessel as it arrived in the boro about six weeks ago.
So guess in nautical miles with a decimal point? Go back and look at the top photo again if you wish.
That was Kirby Moran on the starboard bow.
All photos, WVD. According to my magic device, the ship was 5.6 nm away when the photo was taken.
Note the line boat off B. Franklin‘s starboard. Also, faintly to her port and beyond the green buoy hull down is a Kirby tug, probably one of the Cape-class boats.
Actually part of the same scene panning to the left–note the line boat on the extreme right side of the photo–it’s Joyce D. Brown with a crane barge off to do a salvage job.
Not long afterward, Caitlin Ann heads west past Treasure Coast on the blue-and-yellow cement carrier.
Brendan Turecamo and Margaret Moran bring a ship in.
Kirby Moran follows a ship in with a Reinauer barge right behind.
And again, a few minutes later, Paul Andrew follows the Reinauer unit and the ship westbound.
Resolute, back in the sixth boro, heads out to assist a USN vessel into Earle.
Genesis Victory passes Doris Moran alongside the Apex Oil barge,
Another day, l to r, it’s Barry Silverton, Saint Emilion, and the A87 barge again. Barry‘s sister vessel–Emery Zidell--was in the sixth boro recently, but I got just
a very distant photo.
I can’t put names on these vessels, but it’s the Wittich Brothers fleet, formerly (I think) known as Sea Wolf Marine. And I see Sarah Ann in the extreme left.
And let’s end on a puzzle . . . William Brewster with a new paint job. Last time I saw her, those dark green stripes were red.
All photos, WVD.
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 Brazil. Brazil came off the ways earlier this year. The rest of the series will carry names including CMA CGM Argentina, Mexico, Panama, and Chile. Does 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.
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