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Miriam Moran looks to be alone, with a half dozen other units in the distance, but

she’s converging with a pack.

Minutes later, Kirby takes the stern of the ULCV, and

James D. emerges from the far side, where she landed a docking pilot.

Then, Miriam and Kimberly

like choreography

assume their positions and paths

 

 

and assist Monaco Bridge into the terminal.

All photos, WVD, who can’t get enough of this.

Prior pink posts can be found here.  Given the dramatic drop in temperatures the sixth boro has been in three days–from 57 to 17 or so– I

had no choice but to call this cold pink, or frigid magenta if you prefer. 

ONE Hawk has been on this blog before here.

But think about it . . .  it arrived here from Cartagena CO, where it could no doubt be called the hot pink ship.

For scale, the orange tanker so shrunk by the box ship or ULCV is nearer and still shorter.   More on that orange ship tomorrow.

For more on this and other bird ships, click here. ONE Hawk was previously called NYK Hawk.

All photos just minutes ago . . .  WVD.

Wait . . . my phone is ringing.  To answer or not . . .

THIS YM Warranty has become a regular at GCT on the Bayonne shoreline of the sixth boro.

Gregg tended the portside line as she came in the other day.  I forget if she was inbound from Colon PA or Cartagena CO, but heavily laden she was.

 

Ava M. on a tether was her brakes and supplement to steering as she eased toward GCT.

As of this posting, she’s departed the boro and more than halfway to Norfolk, scheduled to arrive there on the morning after Thanksgiving.

All photos, WVD, who thanks you all for checking in wishes you a very happy Thanksgiving.

Also, check out a blog I’ve just stumbled on to called Millennial Mariner, which appears to be produced by a sixth boro mariner.  If you like what you read, then subscribe.

About those cursed spoof calls of “We’ve been trying to reach you about your expired car warranty,” check out this Money magazine article if you need more reading today.

And, thanks to bowsprite for sharing this with me,  if you still need to kill another 25 minutes to get away gathered relatives, Martin Machado has a great video here called Six Months at Sea in the Merchant Marine.

And if you need still more time away from the gathering, maybe you could rake leaves, chip rust, or  . . .  go for a paddle.

Is this a miniature replica of a tugboat posed beside a green wall?

Not really.  But besides ULCVs like Thalassa Pistis (sea of faith?), even 100′ x 40′ tugboats seem to shrink.

 

Enlarge this photo and you’ll see the folks here heading out to fish implausibly turn their backs to the huge ship not that far away.

She’s has capacity of just under 14,000 teu, 

although she appears to have fewer than that aboard.

The 106′ x 32′ Brendan Turecamo, like the other tugs, appears to be shrunk.

She arrived here from Savannah and Colon Panama before that;  as of dawn Saturday, she’s still in port here. 

All photos, WVD.

 

Taking photos in the sixth boro is a real luxury, providing a wealth of subjects.  Ava M. was escorting a Maersk ship in, and I’ll post about that later.  For now let’s focus on the CMA CGM box ship.

Colomb dates from 2009, but this was my first time to catch her in the boro.  She’s one of five Explorer-class 13,830 teu boats.  Previously, I’ve posted photos of Vespucci and Corte Real, leaving Lapérouse and Magellan.  But there’s some unusual about Colomb, first of the series.  I’ll let you ponder that.

Given her dimensions of 1199′ x 168′, profile photos of her aren’t that interesting, although

if you zoom out a bit to catch the west end of the VZ bridge and the waning snow moon . . .  it helps a bit, maybe.

Powering her, at that time to Norfolk, is a single Wärtsilä-Hyundai 14RT-flex96C generating107,390 hp!

And the unusual feature?

All photos, WVD, who was surprised that she carries passengers!  Read more here, although I’m not sure this info is up to date.

Talos.  Know the reference?  I didn’t but will share the response at the end of this post.  It’s entirely appropriate for the very automated  and largest in physical size class of container ships to call in the sixth boro, 1211′ loa.  In fact, another ship of the class is recognized as being (in 2019) as the largest vessel to pass through the new Panama Canal locks.  That ULCV, Triton, has been in the sixth boro several times, once just recently, and I’ve managed to miss it each time. The diminutive tug off the port quarter is Vane’s 95′ Susquehanna with a barge on the wire.

Entering the boro means passing the lighthouse on Norton’s Point, aka Seagate.

Another clue to the length of Talos comes by comparing it to the VZ Bridge tower, which rise up nearly 700′.

 

 

I’ve seen photos of Triton, and it has the same blotchy paint.  Anyone know why?

She headed west on the ConHook Range with four McAllister tugs, although none of a tether.

I chose not to follow her through the KVK, so maybe Capt. Brian A. got on the tether here.

Note the size of ferry JFK alongside Talos. JFK has a loa of 277′.

Talos here heads for Port Elizabeth;  over beynd her is Al Qibla, another ULCV.

All photos, WVD, who offers this link on the five Triton-class boats.

Engine here is the AN Diesel & Turbo B&W 11S90ME-C9&10.

Talos, a robot, . .  . has quite the legacy, which you can learn here.  He was finally defeated by the guiles of MedeaHere‘s the contemporary, non-marine Talos.

Also arriving in port before dawn this morning is the CMA CGM 15000 ULCV I’ve not yet seen, CMA CGM Panama.

 

I took these photos of ONE Apus a year and a half ago while she first approached the sixth boro.  It was a calm and bright day.

This is what 14000 teu neatly stacked looks like.

For scale, see the crewman on the bow of JRT Moran as the messenger line hauls the heavy line up from JRT‘s winch.

The next two photos I took from a gCaptain article this morning, showing the first photos taken from land as ONE Apus limped into Kobe after encountering a storm that embroiled the Pacific Ocean. 

ONE Apus had been underway from Yantian China [near Hong Kong] to Long Beach CA USA when it encountered the storm 1800 nm NE of Hawaii*.  It returned westward to Kobe Japan for assessment.  From gCaptain’s Mike Schuler:  “The vessel is cautiously proceeding to the port of Kobe, Japan with an ETB of 1200LT on December 8, subject to all operations proceeding as planned,” the update said. “The priority remains on getting the ship and crew safely to port. Once berthed, it’s expected to take some time to offload the dislodged containers that remain on board. Then, a thorough assessment will be made on the exact number and type of containers that have been lost or damaged.”

To be followed up on.  All photos, except the last two from gCaptain, WVD.  Here‘s a story about a similar though smaller loss of containers.  Ans what happens to containers lost at sea?  That question and others you might imagine are answered here

*Might this have been the same storm, and its aftereffects?  A friend who works on the Bering Sea reports having been seasick for the first time in his life . . .

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. 

I’ve seen this Explorer class CMA CGM once before, at least.  I’m not counting on CMA CGM Zheng He to call in the sixth boro, unfortunately.  If you don’t know the namesake of that ship, Admiral Zheng He, he’s someone to find more about. You can start here

It gives no consolation that CMA CGM Magellan, here in October, came and went unrecorded by my camera. 

If you don’t know much about the namesake of this ship, for example how many times he actually crossed the Atlantic and about which there is some controversy, click here.

What caught my attention most, though, was the patches of hoarfrost on the hull of the ship.  It should not be a surprise, because the same stuff coated my windshield yesterday morning. 

More patches are here.  But then, it was the stark distinction between the light/shadow on the tug, on JRT.

Then shadows appeared, burnt into the frozen hull.

See the docking pilot himself and the shadow?

See the pilot nearing the bottom of the ladder and reaching out for the deck hand?

Happy November, all, from WVD.

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