The Merchant Marine Express

Vol. 3 No 2
Well, this is yet another trip aboard a new ship I am just becoming familiar.

I am a Third Mate aboard the Tanker, the Motor Vessel BRENTON REEF, owned by Seabulk International. I got this job after the Coordinator at Seabulk International mentioned the fact the ship needed a ‘relief’ Third Mate so that the current officer could go home and tend to family business. I had about four days to prepare for this two to three week trip.
I was told that I would fly to Houston, Texas to meet the ship and help with the last few days of cargo loading before proceeding towards Los Angeles via the Panama Canal. This assignment would last only give me two weeks of ‘underway’ time but would give me some money, to boot! What a plan!
The wifey would get some ‘alone’ time and it would be a fair exchange as there would be some dineros in trade for her hubby- a win-win situation.
I left the cold, dreary days of winter in Detroit and entered into the nice, mild temps of Texas.
I called ahead, while at home, for a Town car to pick me up and shuttle me to the ship. Once I landed in Houston, It took me half an hour to figure out what area the car would be waiting. It wasn’t too clear to me that “private cars” as displayed at one of the exits was NOT a “hired service” like a Taxi service. But, in fact, the Town Car, which, was chauffered, was waiting among the taxis. Oh well, now I know the routine.
The drive took about forty-five minutes to arrive at the oil terminal and upon checking in to the Security shack, I found out I wasn’t on the crew list! With that, the security guard wouldn’t allow me through. However, I did make a quick call to the Captain, George Rummel and introduced myself and he said he would resolve matters within a couple of minutes! Since I was getting bit
by mosquitos, any good news would speed up this whole process! Well sure enough, I was allowed in. However, the Town car would not be allowed and ANOTHER taxi, Pasadena Taxi Service would have to take me the whole third of a mile to the ship, which cost me an additional eight dollars. Damn Politics!
I was amazed at how large the after section of the ship was- the “house” as we call it that most commonly includes the Bridge was much larger that the previous ship I worked, the Seabulk America. This ship is smaller by eighty-feet, at a little over six hundred feet-long, yet e the most modern of all Seabulk tankers. Imagine though, I have been aboard one of the oldest and most decrepit tankers and moved up by just joining aboard the company’s newest, in just a matter of a month! “What did I do to deserve this?” I ask myself.
I was greeted by the Able Seaman at the top of the steeply angled gangway. I had to gather one bag at a time and climb up while doing a balancing act, up the narrow stairs. Anyway, he called the “Mate on Watch” that turned out to be Jesse, the third mate I would be relieving. He shaked my hand and seemed enthusiastic to show me the ropes in a hurry. I set my bags down in a room that would temporarily be mine for the night, then joined him while on his watch as he gave me a tour of the ship.
Many things I noticed were quite different and welcomed, at first glance. First of all, the staterooms didn’t have a god-awful ventilation system blowing at near gale-force velocities from the above your bed that I was used to, while aboard the America. Second, It was cleaner and seemed tidier- if that makes any sense. More room and carpeting was a great, added bonus! Many of the pathways on deck were neatly painted with lines showing where one could walk without any obstacles. Also, most of the pipes were above you as you walked instead of having to climb up and over to get from one side of the ship to the other. And all the other machinery and equipment that was visible on deck was neatly painted ,and at first sight, had barely any rust.
I was introduced to the Captain and Chief Mate. Captain Rummel is a well-seasoned sailor fromTexas that looks a bit like Clint Eastwood. I always think in terms of “who looks like who” when trying to figure someone out. Yan Durafourt is the Chief Mate and is a proud Canadian from Montreal. He’s the quiet one of the two and doesn’t make much of a fuss except if you happen to push the wrong button, (like I have). The Captain has some wits about himself and quite an opinionated guy- a talkative person isn’t necessarily a bad thing. Nonetheless, I think the Captain and Chief Mate will be very fair and help me along if I need any help.
The next few days would involve cargo loading. The ship was half loaded of various cargoes to begin with, and a couple of more docks would be required for loading before the ship would be full with cargo.
I was briefed on all the deck equipment and some of the cargo equipment. It would not be until I actually witnessed operations that it would become clear to me, the cargo loading sequences and procedures. This ship was designed for all operations to take place, within the control room situated a couple of decks below the Bridge. From this control room, valves could be automatically opened and closed for cargo as well as for saltwater ballast. A turn of a switch and a push of a button, harmoniously, the cargo loading and discharge cycle continues day and night. Only the constant watch of LED guages representing tank levels within each of the eighteen cargo holds and various aforementioned ballast tanks are required. The Able-Seamen that are assigned on the Watch go around the decks and monitor the actions of the valves and call back on the hand-held radios to verify what the officer has done.
My Watch would be arranged like the European system. Instead of a normal four-hour Watch and then an eight-hour break, a six hour Watch schedule followed by a ten hour break is occurs. Then, a two hour Watch follows before the six hour watch repeats. itself five hours later.
It is devised to allow the Watch Officer more than eight hours of a rest interval. So from ten o’ clock until noontime, my first Watch takes place then I don’t relieve the Watch until five-thirty from which I continue until eleven o’clock at night. This makes for the required eight hours and some sleep time, in between. However, I have to do an additional four hours per day to accomplish my safety inspections and inventories so I get up at eight in the morning and conquer a couple of hours then complete the four hours by working the last two hours after lunchtime.
You see, it isn’t complicated!!
The first three days are spent helping with Cargo operations. This Chief Mate onboard, is mostly present when the cargo is being loaded or discharged. Basically, I haven’t seen him take a nap or sleep in these few days I’ve been onboard. I wonder if my lack of experience or lack of certification requires for him to stand by my side? At any rate, he assists with the other mates, as well. The second officer and the other third officer, as well as myself, take turns being, “ in-charge”.
Common knowledge of ship stability and practical sense dictate which tanks need filling and which ballast tanks need filling or emptying in order for the ship to stay balanced. What the engineers did on previous ships that I worked, now I am in charge of the stability as the ship is during “bunkering” (filled) or “lightered” (emptied).

Tags: HMS Brenton Reef