Summary for fast readers: No, I did not become sick (there was no reason to do so) and yes, I can highly recommend a boat trip (see the conclusion at the end and the next review).
1st Day: Wednesday 1st September 2010
After a wild, breakneck ride in the ship’s agents car to the new port of Busan far outside the city, I went on board at 11:30 and was friendly received from the first Officer Mr Gillrath and admitted into the chamber – Chamber is good: lots of wood (imitation) – spacious with double bed, sofa, TV, radio, kettle, fridge, etc., of course, with private shower and toilet. Just now trained in the habits of the ship, the steward called me for lunch in the officers’ mess. I sit at a separate table – the officers come and go – and what could be served by Filipino steward? Schnitzel, French fries with Peas.
By evening it is gray – the announced typhoon, which will not affect our course directly. The cranes work constantly since I’m arrived. There are four giant monsters placing the containers one after another on the ship, depending on container size six to seven floors high. The entrance to the ship via the “Jacob’s Ladder” (I hope they say the so) to the so-called Upper Deck, a height difference to the wharf safely from 20m, then up some stairs to’s A-deck and from there with a lift that is to be used only if the vessel does not burn and when it heels less than 10°, i.e. in rough seas, to the G-Deck. That’s where the captain and officers live. The passenger cabins are on the F-deck.
My room has views towards the rear and port side (ha, you had also read the Hornblower!), against the back but only if the pack does not have a cargo container on top. I have here in the port no room to move and is probably limited in general. I was instructed in the safety rules by the the first officer, “Chief Mate”; he showed me all of the relevant places, but also the bridge which is one floor above the officers G-deck. Installed, enough space, enough to read, something to drink: I am ready to go, the typhoon is indeed called for.
2nd Day: Thursday 2 September 2010
We set off shortly before midnight. I was already in bed and I felt now and again for lack of deep sleep, the movements of the ship. Even at 4 o’clock is bright – we go forward to the time and so the next time change is announced until the night of Thursday to Friday, which is on the ship so determined – and about by 6 o’clock, the sun
rises. We are in the Korean West Sea or in the Japan Sea on course for the strait between Honshu and Hokkaido, which we are going to happen tomorrow morning. That told me the captain, Mr. Kruse, whom I met at breakfast. As far as I can jugde the sea is not too rough, small-caps – and I can not access Wikipedia, therefore I cannot assign this observation to wind speed – the horizon is clear and it has a light cloud cover.
And how is a day at sea? All day sun, water all around and a bit of clouds and at night the first sunset. You have to deal with yourself. However, you do not have to. And that’s the good thing about it.
3rd Day: Friday 3 September 2010
Time zone change: An hour on! Yesterday, it was already dark by 7. This morning we cross the Strait between Hokkaido and Honshu, which I crossed underneath the sea two years ago, almost on the same day by the Seikan Tunnel and a few days later by ferry from Aomori to Hakodate. I am on the bridge before breakfast, a true high-tech Eldorado. The 1. officer is on duty and takes the time – he has – for me to answer my questions and much more. He printed out for me nicely the route which we follow will. We see in the mist portside Hokkaido and starboard the cape of Honshu, under which the the railway tunnel proceeds. The ship runs here to 27 knots – or about 50 km/h because there is a flow in our direction of travel that speeds here as by a nozzle effect between the two islands. At about noon, we will pass the second south-facing tip of Hokkaido, and then the course on the “great circle”, as the shortest connection go on the globe between Hokkaido and Long Beach, will bring us approx. 60 nautical miles (about 100 km) to the southernmost Aleüten Islands.
Route of the HANJIN BOSTON from Busan to Long Beach
The weather is more and more cloudy and foggy, and the ship is moving in three directions, although no high waves can be observed. I have been sitting at the computer all the time and suddenly I have a funny feeling in the diaphragm, but I get rid of after lunch and without a computer again. Well, this was probably the meat with onions for breakfast. Today there is no sunset due to rain and high winds.
4th Day: Saturday 4 September 2010
Throughout the night, the sea calmed down and in the morning is besides the light swell no movement. Because of fog there is also no sunrise and it is much cooler, an opportunity for a morning walk to the bow. There, the impressively large anchor chains are seen. But much more striking: when you’re not leaning over the bulwark, there is absolutely quiet. The ship glides as packed in thick wool over the sea. 300 meters down, on the other side 300 m back and again the same thing, together making 1200m walk. It can be repeated several times, but you do not have to!
Staying at the bow I have seen birds flying low over the water, so the size of a gull, but not with their movements, and even though we are quite far away from the coast. The next would be one of the Kuril Islands and the southern tip of Kamchatka.
In the afternoon, the day developed into a dream day like one at home in the autumn: foggy in the morning and afternoon sunshine and a clear horizon, like over a sea of fog. That leads to more walks. It now has many birds, a kind of gull, but with very narrow and black on the top wings. Another bird I spot on the ship: About the size of a blackbird, also concerning of the form, fawn, certainly not a water bird. He probably woke up too late and now is emigrating to America.
In the evening I visit the bridge to experience the sunset. The first officer is very friendly and explain things, even on the daily life of the naval officer, training and much more. The sunset is really beautiful.
5th Day: Saturday 4 September 2010 (again)
That is the day that I win. We are not yet on the date limit, but on the ship the change of the time zone and date is regulated. It has taken place at midnight. In the morning the sea is considerably rougher than the night before. Although it still has a bit of sun, but the ship moves clearly in three dimensions, especially about the longitudinal axis, but also about the transverse axis. Let’s see what happens. The first Officer has more than once made the comment that flying across the Atlantic to be regarded as an alternative. Nevertheless, I have now (changed from the original plan) the ship passage Philadelphia – Rotterdam.
The weather does not improve during the day. In the afternoon, I notice that we do not ride more. In addition, violent shocks to notice. The 1. officer tells me later that a repair had to be performed on the machine, which affects that way. Even today, no sun!
6th Day: Sunday 5 September 2010
I still have nothing said about the crew aboard the MV Hanjin Boston: There are 24 people on board, including one passenger, that’s me. The captains name is Kruse and origins like all ranks on board with the exception of the ship’s engineer, the Poles, from Germany. The already mentioned several times 1. officer’s name is Gillrath, the second’s Schulz, the ship’s engineer Zolyniak. The deck crew, cook, stewart Mac and the rest of the crew in the engine are Filipinos. Most do four months on the ship and are then two months at home. Your next job is then on another ship, so that the teams change constantly.
Life on board for passengers – so for me – is running in the way that I eat during meals in the officers mess at an own table and can do for the rest of the time whatever I want. Nobody keeps you busy! But you can ask and get friendly expert answers. However, one is included in the security system, I was briefed on the first day, what to do, when, and had to sign that one has done that. You can go to the bridge, walk on the deck – if the weather is not to bad – otherwise you have to take care of yourself. There is a lounge for officers with DVD’s, etc., which you can use them. But theer is also such an equipment in the chamber (which is the cabin for those who have already forgotten).
Today the ship’s engineer showed me the engine room, a medium-sized power station, very impressive, with all what is needed. The 12-cylinder two-stroke diesel engine of Hyundai-MAN B&W is about 5 stories high, as about 12 m, and has four turbochargers practice of “BBC” (as it has said the engineer!). The technical information must I ask again. The ship has a fully equipped workshop (spare parts, pistons and connecting rods are impressively big), that repairs on the engine can be run at any time, which is obvious: in the middle of the sea it will take quite a long time to get any help.
Diesel power 68 430 kW or 93 065 hp
Cylinder diameter 9800 mm
Stroke 2.4 m
Tours at 21 knots * / maximum 88/104
Consumption in normal driving 24 per 165 t
Consumption at full power per 24 h 290t
Oil price 450 U.S. $ / t
Savings through reduced travel per day U.S. $ 56 250
* 1 knot = 1 nautical mile = 1.853 km
Spare parts for the engine, below pistons. To the right Chief Engineer Mr. Zolyniak
This is not the whole engine, these are just the parts on the top, the fuel injection equipment
The propeller shaft which is connected directly to the shrank shaft of the engine
Incidentally, the crankshaft of the diesel engine is in the extension, without translation, the shaft on which sits at the end of the propeller! Moreover: all the water we drink and also what else is needed, taken from sea water and in a vacuum (lower boiling point) evaporated and then distilled.
It remains to be gray all day and in the afternoon it is shaky. According to the first Officer, there were wave heights of about three to four meters. The ship rolls mainly about the longitudinal axis, what sleep does not necessarily easier.
In the evening we crossed exactly at 19:05, the date line, ie the 180th Longitude. I have photographed him: you can see it clearly!
7th Day, Monday 6 September 2010
Since the ship rolls in the morning pretty much along the longitudinal axis, I wake up after poor sleep anyway – no idea why, jet lag, or better shiplag? – and try on the axis perpendicular to the ship standing bed to sleep a little, with moderate success. Now that it’s gray outside, we are dealing just with a little inside. At about 10:30 we cross the 172nd Longitude West: so I circled halfway around the world and am now in the second half, as it were on the way home! A lot of waves, so high in the afternoon at about four to five meters.
8th Day, Tuesday 7th September 2010
It rolls all night – roll is the term for swinging about the longitudinal axis, pitch would be in pitch and yaw would be the combination – again, sleep difficulties. The first Officer said that this was the time difference and he has the same problem. The rolling does it probably not make easier to sleep. I lie in bed across as possible and therefore almost miss the breakfast.
Outside the day has a thick fog. So today no sunset!
9th Day, Wednesday 8th September 2010
This was the third night with little sleep I was wide awake until 4:00. The time difference to Seoul is now seven hours, and although this was “worked out” piece by piece, it seems to work, as when one must take it upon himself at a time. Let’s see how the day is today.
It cannot be the sea. That was the whole night like a duck pond – that is th expression the first Officer uses – and it should remain so for the rest of the trip. This morning we see again as: partly cloudy and the sun.
A few weeks before I left, the “Echo der Zeit” at Radio DRS, broadcasted a review of long deceased Klaus Schaedelin has brought about the inactivity. If I’m back on the grid, I find this story absolutely and hang with a link to the blog. Because that is precisely what there is to do here so to a great extent: Nothing!
During the day, a fire alarm is given, i.e. I have to join at the beginning, that means that I must get the life jacket and wear the helmet out of my room and I go to the correct assembly station. Thus this was it for me. On the way back to the cabin the stewart shows me a praying mantis on the deck. Where that came from? Today we were the furthest from land. Also has scheduled due to fog no sunset.
10th Day, Thursday 8 September 2010
Obviously I was the only one who has this problem with the sleeping. The second officer, Mr. Schulz and the Chief Engineer confirm it. Although the shortening of the day happens from day to day and only for one hour, it becomes a problem for the body after a few days.
Today, it has sun again. It comes to my mind that I have not yet said much about the ship. So: The HANJIN BOSTON is a container ship of the super class – apparently there are now larger ones under construction – 300m long and 42m wide, because the latter it does not fit the Panama Canal. It can carry 7000 containers In principle, the whole front cargo hold, i.e. about ¾ of the length of the ship is filled with containers. In the part to the rear is the space for the machinery. In addition the is cargo in the deck up to seven containers high before and behind the superstructure. Only the two bottom layers are secured. All above this is put there at no extra fuse!
Between the two container piles on deck is an eight storey building, which houses everything that the 24 people need on board (me included): The work rooms, a laundry room, etc. on the upper deck = ground floor, in the A-deck, the ship’s office, etc., on the B deck, the kitchen (I know that it is called differently on ships) and the mess rooms (the dining rooms for officers and crew), on the C-, D-and E-deck accommodations, on the F-deck, the owners and passenger cabins, on the G-deck is the accommodations of the captain and chief officers and in the “attica apartment” is the bridge. The whole is fortunately accessible by elevator and are generally designed very comfortable. The crew accommodations I have not seen – I did not ask – but I assume that today there is also a certain standard of comfort. (PS: it was later revealed in an interview like this: each team member has a separate chamber).
The ship is therefore quite large. The shipping company with which I am traveling, NSB, operates currently five such vessels on the same route in the Pacific, Long Beach – Busan – a few ports in China – Busan – Long Beach. The HANJIN BOSTON will be unloaded an reloaded completely in Long Beach – it remains to three days in port – and then drive heads to Busan, the same route but with only 13 knots to conserve fuel. 21 instead of 12 days in a saving of half a million dollars! The most amazing, however, which told the Chief Engineer Zolyniak, who was as a quality controller at the Hyundai shipyards that there a ship is built in 3 ½ months from the ground up and practically every day a ship leaves the yard. That ought to be able to see!
There could be a sunset, I must go on the bridge!
11th Day, Friday 10th September 2010
That was yesterday nothing with the sunset: too many clouds. That night I changed from the time-lag to bed senile flight. Although I could not sleep well yesterday, but was wide awake at four clock in the morning. Sunrise? Too many clouds. But the day promises to be beautiful.
After breakfast, the machine is stopped and some manoeuvers “by hand” are carried out, something that must be revealed and confirmed, if one enters a U.S. port.
I yesterday asked the Chief Mate, as the ship can be stopped: So running backwards the machine is possible only in extreme emergencies. A gear or a variable pitch are not available. Reverse is therefore hardly possible. Braking is by a couple of quick steering maneuvers to port and starboard. The main purpose of the ship is to drive, not to brake! And it does so most of the time.
What I have not said the bridge is a paradise for high-tech geeks. The fact that the whole is running on GPS navigation and any information, including the sea chart and the info on other ships are on the road, can be retrieved, makes the work of the master obviously at lot easier enormous. Really impressive!
Sunset: Super! With the green flash that can be seen with binoculars from the moment when the last remnant of the solar disk disappears below the horizon, a phenomenon to which I was made aware of the Chief Mate.
12th Day, Saturday 11th September 2010
Finally, once again acceptable slept well and long enough. The weather is slightly foggy, calm seas. That was the last night at sea.
At about 13:30 the phone is possible; land is not yet in sight. The changes so around 14:00, although it is still foggy. The ship makes slow progress. At 15:00 the pilot comes on board. Entry is planned at 16:00.
Entry into the port of Long Beach
16:20: The big thing is at the quay without any hit. Really impressive, how such a ship is moving. Well, that would have been then, my Pacific crossing. I liked it, i.e. it is not impossible that I – except for the Atlantic crossing – will on time again make such a trip. I hope you can understand after reading these lines.
Conclusion of my first voyage
Yes, I can highly recommend a cruise. A limitation is that I have encountered no difficult circumstances. It is possible that this estimate with additional experience that I may make in the Atlantic, still could change. What you need to be aware of: One is on the ship a footnote, although it is perceived very friendly, but you have to take care of yourself. Those who are not bale to do so, should not travel with a cargo ship. Those who can will find ideal conditions for themselves.