Captain’s Log: Oct. 9, 2008, Bar Harbor, Maine

Captain Jonathan Mercer

It is a dull and dreary morning as we approach the pilot station, the wind has picked up and the low clouds are scudding across above us. Bar Harbor and its surrounding area are famous for being one of the nation’s leading lobster suppliers. From a mariner’s point of view this is unfortunate, however, from a gourmet’s point of view (and I count myself amongst them), there is something special about a fresh Maine lobster. I can’t quite understand the fact that the price is $16 a pound in Florida and it is $4 a pound here. Maybe because lobsters use a lot of fuel???

I use the term “unfortunate” because catching lobsters entails a lobster trap, long lengths of rope and last, but by no means least, some floats to mark their location. If you were to see the number of floats, each of which represents a trap, you would wonder how any lobster could survive in this area, there must be thousands of them. The local fishermen have an “agreement” with the interested parties involved in the port, that they will leave sufficient room for large vessels to navigate safely to the anchorage without having to encounter the floats.

There are two lanes on the approaches to BH, before one reaches the pilot embarkation point, one to the south and one to the southeast. Ostensibly these lanes are meant to be wide enough for a large vessel to navigate without encountering lobster pots, but this is not always the case. Some fishermen may have a favorite spot or pots may have merely drifted. Whatever the reason, we are always wary and the officer on watch frequently has to “weave and dodge” these wayward pots on the approaches.

Incidentally, mariners avoid these pots for two reasons; the first being that one obviously does not want to damage gear on which a fisherman relies for his livelihood, and second, a length of rope, no matter how long, can cause incalculable damage to the seals on ship’s propulsion systems. In our case this would be our Azipod propeller seals.

In a conventional-drive vessel, this would be seals on the propeller hub and the seals that prevent water entering through the space where the shaft enters the hull. Most vessels have seal guards, which are shaped steel forms which fit over the more susceptible areas in an effort to prevent any rope entering, others have additional spurs that are intended to cut the offending line before it nears the seal.

One also tries to avoid using stabilizers. The E’s extend out from the hull some 12 feet, (they are around 17 feet long, however, they extend at an angle downwards). Sweeping up lobster pots with one’s “fins” out would not be very well received by the locals!

As Bar Harbor is our first U.S. port since leaving Canada, we have to go through an immigration process. You no doubt know what the immigration line at an airport is like, I’m sure, well imagine that the occupants of 10 aircraft all arrive in the hall at the same time and this would describe the operational challenges. Ours were exacerbated today by the presence of a Princess ship, she too having the same procedure, so it’s double-trouble for the Customs and Border Patrol today.

We anchored in anchorage B today, north of the harbor itself, and having dropped our port anchor and six shackles of chain, a shackle is 15 fathoms, a fathom is six feet, so we have over 500 feet of chain out, she’s a big girl. Once the anchor had been “brought up” (a confirmation that the anchor and chain are doing their intended task, holding us in position), the heading of the E is adjusted to ensure our tender platforms are out of the wind and the water adjacent is as calm as possible.

Eurodam’s joystick on the bridge.

On the bridge, we have what is called the “joystick.” In rudimentary terms, this instrument could be described as providing the user with the capability of “playing the piano with one finger instead of having to use 10.” It is linked, (by computers) to our Azipods and bow thrusters and, with deft use of the controls, can be used to maneuver without having to touch any other control. I find in certain situations, that a human being can better it. For example, when docking, I can use less power — and consequently create less vibration, which could affect guests — than the joystick. When we are anchored though, it excels.

The ultimate goal is to ensure that our tender platforms are out of the wind (and rain) and that the water adjacent is as calm as is feasible. To this end, with the anchor out, the heading of the E is adjusted to achieve this. Once a satisfactory heading has been reached, the joystick is engaged, the heading is set and the joystick will, by sending signals to the Azipods, maintain that heading throughout the day.

Heading can be adjusting with a tweak of a polar lever or manually, using a mini-wheel. One can adjust the turning point of the ship, (the point about which the ship will pivot), from forward, center or aft. In our case today, it is forward because it is pivoting on the anchor, which is forward. It is capable of far more than I have described here, however, a full description would take pages of writing.

I see, while completing the log, that Pam has told you all about lobsters! It is mere coincidence that she and I have written on the same subject, but if you are like me, you never tire of lobster either as a subject or a main course.

Photos taken by Captain Mercer.