VLCC’s Return to Milford Haven

February 23rd, 2013 by JCB
Posted in Articles, Technical and Training | No Comments »

The Evgenia 1 in the Haven with 4 tugs made fast.               Photo: Milford Haven Port Authority

Year Built: 2011

Length x Breadth: 330m X 60 m

Arrival draft: 12.3m

Gross Tonnage: 156651,

DeadWeight: 296793 t

 

After an absence of over three years, early September saw the VLCC, Evgenia I, arrive in Milford haven following a part discharge of her cargo of Nigerian crude oil in Rotterdam.

In  press release Milford Haven’s Harbour Master , Bill Hurst, stated “The size and number of ships we continue to handle safely every day make a significant and often unrecognised contribution to both the Welsh and UK economy.”

********

Although Milford Haven regularly handles the Large LNG tankers, the handling of a VLCC can present different challenges so Milford Haven pilot Ed Neale has written the following account of the vessels arrival:

There was no ship-specific training for this ship.  We undergo rigorous training for the first 5 1/2 years of piloting during progression through the ranks.  This training includes manned model and full mission simulator training specific to Milford Haven.  Once reaching class 1 pilot, we undergo a refresher course every 2-3 years for all ship types.

 We have also had simulator training on LNG vessel models and in escort towage.  The latter being undertaken with local tug masters driving the simulated tugs on another part of the ship simulator.  Escort training has been undertaken at both Marin (Netherlands) and Wallingford simulators. 

1 was recently programmed to berth at the Murco terminal in Milford Haven.  At 12.3 m draft, the part-loaded vessel was of similar size and weight to a fully loaded LNG carrier.  Boarding the vessel took place 1 ½ hours before high water as per port guidelines.  A second pilot, Andy Hillier, was also required and the pilot’s PPU, E-Sea Fix, was used for the job.

As charge pilot I went through the passage plan with the master while Andy set up the E-Sea Fix system.  Andy then took over communications and I was left free to con the vessel.  The escort tug was made fast through the aft centre lead to the 200 tonne strong point.  With the remaining tugs waiting inside we were given permission to commence the approach to the West channel.  The tide was setting in a NW direction across the entrance, so the 022 leading lights were used for the approach.  Entering the west channel required small alterations of course to track along the 040 leading lights.

Inside the Haven the three remaining tugs were made fast,      two on the starboard side and one at the centre lead forward, connecting bow to bow.  To attach the forward tug’s line the tug first fires a “rocket” line, a pneumatic powered plastic projectile with a thin line attached.  The crew are advised to stand clear prior to the firing of the projectile.  Once all four tugs were made fast I took over communications with the tugs and the terminal.

By this time the ship was heading in an easterly direction with about 2 miles to go to the berth.  Between the ship and the berth there is a dogleg in the channel, which requires the ship to be steered towards the LNG terminal.  In the picture , the Qatar buoy can be seen to starboard with South Hook terminal to port.

With a vessel on the No1 LNG berth this can sometimes look disconcerting to the bridge team, but there is sufficient room for passing at a safe distance.

“this can sometimes look disconcerting to the bridge team”        Photo: Ed Neale

Once past the LNG terminal it was a matter of reducing speed, berthing and securing the vessel.  In the approach to the jetty the E-Sea fix gives useful information about the approach speed of both the bow and the stern and distance from the jetty.  Because of the RTK accuracy of the system we are able to measure the approach speed of bow and stern to an accuracy of about 1/10^th of a knot.

The job went smoothly as expected given the weather conditions.  I do, however, take my hat off to the Rotterdam pilot who had to do a similar manoeuvre when the ship was loaded to 19.7 metres.

    Ed Neale