Piloting ship to ship transfers 1970’s

 

 

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The Dutch tanker Nacia approaches a Bergeson VLCC / OBO. (pilot J. Morrison) These vessels were the largest two vessels to undertake the transfer operation.  Photo E. Ramsay.  The Isle of Arran is visible to starboard.

As many of you are probably aware there have been several proposals tabled during the last few years to permit ship to ship oil transfers at several locations around the UK coast especially for the export of oil cargoes from Russia where the depth of the Baltic precludes the use of large tankers. For many years such operations were occasionally carried out off Lyme Bay but following pressure from local environmentalists, these transfers were suspended voluntarily by the operators several years ago. Whilst the debate continues over the granting of permissions for such operations, retired Clyde pilot Ewan Ramsay sent me some photographs of oil transfer operations that the Clyde pilots undertook in the 1970’s.Although the actual transfer took place at anchor, the two tankers secured to each other whilst underway and in the following account, which may of course be very valuable if such operations are permitted to resume, Ewan explains how the operation was handled by the pilots:

The operation to moor the two tankers together started with the smaller ship making a rendezvous with a tug off Ardrossan and picking up 3 large Yokohama Fenders to place alongside on the port side and two smaller fenders — one over the port bow at the end of the forecastle head and the other on the port quarter.


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The 33,000 tonne French Shell tanker Isidora (pilot J Barron) approaches the VLCC Richard Maersk (pilot E. Ramsay).  Photo: E Ramsay

The Pilot on the “small” ship then proceeded towards the VLCC  and Pilot on the VLCC steered a course so that the wind was 10 degrees on the port bow. The larger ship adjusted speed to suit the smaller ships minimum speed ( normally about 5 – 6 knots in the case of a motor ship). The smaller ship then approached from the starboard quarter, usually giving helm orders of port 10- midships- port 5 midships- port 10 –midships and reducing speed until both ships were abreast and in position alongside each other.

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Having made contact the helm of the smaller tanker is placed hard to port to secure the bows.  Photo: E Ramsay

Once the fenders touched and with both vessels relatively stopped alongside each other the pilot on the smaller ship put the helm hard to port while the bow was tied up to the other ship. Once the bows were secured together the stern moorings were passed and secured

Once “all fast”, the Pilot on the VLCC took over the Piloting of both ships to the designated anchorage area where the transfer took place. 

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Ewan Ramsay on board the Richard Maersk during transfer operations. Photo: E Ramsay’s collection

With respect to other vessels, operations were always undertaken in daylight outside the Cumbrae Heads, where there is plenty of sea room and virtually no crossing traffic so thankfully we never encountered any close quarters situations. 

Ewan Ramsay

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Following completion of loading the Dutch tanker Sepia (pilot N Campbell) departs from the Richard Maersk  Photo: E RamsayPhoto captions

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