Doulos Enters Vladivostok

BEFORE YOU READ! 

If you've just joined this page and you have no clue where my 'journey' started, please start at my first post, Underway 1914

"Dobro pozhalovatʹ vo Vladivostok", was the greeting we got when we first arrived in port.  Hearing people speaking the audible version of the Russian Cyrillic lettering I've seen in books was unimaginable!  We've arrived!  No one ever dreamt of ever setting foot on the former Soviet Union's soil, at least until now.  As I've mentioned in my Bridge Logbook I was ill with malaria since Hong Kong and I had just recovered while coming into Vladivostok.  "Who'd ever imagine entering Russia right after its collapse.  It really was a dream come true for me to see Russia on this side of the world - my part of the world."  And I did remember writing that prayer point,... "God, I want to go to Russia!"  It was written almost two years before this.

It was like entering China's Forbidden City - mysterious, clouded with Cold War conception, intriguing yet filled with surprises.  No one knew exactly what to expect.  I was on the bridge on duty at that time, and it was foggy.  Just like our expectations - anything can appear out of a sudden.  It was summer in Eastern Russia this time, and at sea, I was wearing a thick jumper when I came on bridge duty because it was a bit chilly being out there on the bridge wing.

Entering Golden Horn Bay

Smaller vessels dot the seaway now, an indication that we're nearing the entrance of the bay.  We had to strain our eyes just to see through the cover of fog with our binoculars. Just behind us, our ship's whistle was continually 'sounding' at 2 long blasts with intervals of 2 minutes until visibility had returned to normal. The fog had lifted only a little as we entered the bay when a Krivak class frigate turned out and passed to our starboard side.  You could see both crews of the Doulos and the frigate gazing and exchanging looks as the two vessels passed each other.  One looking at an old ship, and the other looking at a never-seen-before ship!

A Krivak I class frigate similar to the one I saw.

The weather looked gloomily overcast as we cruised into the bay - I had never seen so many ships docked along both sides of the bay.  Having been on deck operations for almost two years, I was not familiar or rather it was my first time seeing ships here, docked by the stern.  In nautical terms, it is called mooring Mediterranean style.  It was interesting to see almost all the ships docked like that all along the shore.

Our ship was at "Slow Ahead" on the engine telegraph.  We passed more and more ships that looked like 'rust buckets', lining both sides of the congested port.  I spotted a warship and on deck were two navy seamen doing their callisthenics exercises on two high-bars.  Two more naval crafts which we went past had their crews doing this and chatting around, shirts off and lying on the deck.  They should be in the Olympics.  "Oh, so that's what former Soviet-bloc military men do in their time.  What do the Western bloc armies do?  Play video games?"  We are so tuned to the Western world concept of lifestyle that everything here seems 'downgraded'.  Be reminded that this great nation had just opened up not long ago - and the Motherland is learning everything and anything that lands on her shores, FAST!

"Pilot on board."  I didn't realise how long ago we picked up the harbour pilot.  I was so mesmerised by the fact that I was looking at Russia face to face.  My mind was trying to absorb every bit of information it received.  Most of the ships that were docked along the shores looked rusty and rundown, more and more naval vessels of several types, sizes and classes came into view by now.  They looked a bit better than their merchant brothers. Later, I found out that most of them had spent most of their time in port because of the lack of fuel - a result of years of economic instability in the Soviet system.

Some of the ships of the Pacific Fleet docked in front of the Fleet Headquarters.

Kara Class Missile Cruiser

Udaloy Class anti-submarine destroyer 'Shaposhnikov' (DDG543).

Such proud ships, clean and sleek looking, sitting there quietly and nowhere to go, their decks bristled with visible armaments - the Russian ideology thinks differently of naval power and might.  Quite the opposite from Western navies which practises the art of concealment with great design.  It was quite sad to see the largest Russian fleet in the Pacific be reduced to a medium-sized fleet (by previous standards), but nevertheless still packed a rather debatable punch of firepower left in its arsenal. Vladivostok is the fleet Headquarters, but not the only base.  The other is at Petropavlovsk-Kamchatskiy in Avacha Bay on the Kamchatka Peninsula with a major submarine base at Vilyuchinsk in the same bay.  The Fleet's submarine base houses the world's largest nuclear ballistic missile submarine, the Typhoon class.  I told you Tom Clancy fans would love this!

By now, it's the end of life for the last remaining Typhoons, with their massive ballistic missile discontinued by the Nuclear Weapons Treaty, these are just too costly to maintain.

Sovremenny Class Anti-Surface warship

These are some of the destroyers that were seen docked alongside other classes of ships in Vladivostok.

One Slava Class Guided missile cruiser is also based here.  Hull no.121 is serving in the Black Sea Fleet.  Currently, there are only three vessels operating in the world.

The last mooring rope was already fast secured to the quay-side and already, the Doulos had joined one of many ships docked into Vladivostok.  Operation Mobilisation's ship
was making history in Vladivostok.

After the 'Stand Down' order was announced on the Bridge and gangways were down, all departments went like ants going about their preparations for the Official Opening.  Sounds of brushes scrubbing down the decks, chains and harnesses letting loose the vehicles on their way, and various administration staff getting ready for the events of the day.  As for me?  After closing down the Bridge, it was straight to my cabin for a shower and a change into my officer's uniform.  In a few hours time, I would get to meet the 'Русский народ' - "the Russian people."


Next up, I'll bring you on shore and walk the streets of Vladivostok.  Do subscribe if you enjoy the posts and do not wish to miss any new updates.  See ya!

"Zdravstvuyte" Vladivostok!

More than a year had past when I witnessed the lowering of flag on the East German merchant ship, and the raising of the 'united' German flag in its place, in Port Klang  Malaysia.  For it was a dimly lit October morning that our German crew mates and one former East German, Frank, went over to our neighbouring ship and celebrated with their fellow countrymen in that historical moment.  It was my fourth port of call since I joined the Doulos.  By now, the sun had climbed a little higher - revealing more of what was to come in the horizon.

January 1991, the Iron Curtain in the far east fell and began opening up to the world.  Vladivostok, the Las Vegas of the East, home of the former Soviet Naval Pacific Fleet, second after the Northern Fleet which is based in Murmansk.  An intelligence-gathering dream of top-level security breach, is now free to come and look all you can!  I'm a fan of Tom Clancy novels and it was my life's treat of entering this highly secretive port.  No spy satellite pass was needed, as all was 'laid bare' for the world to see.  Whatever you thought and have dreamt of happens right here.  Hard cash?  Yes!  Very 'accepted' indeed.  No hard feelings, this was 1992.

Magic still resides in this once proud nation.  A certain degree of respect fans out to the spirit of these people, possessing the strength of the Siberian tiger.  The sun is rising higher into the summer skies now as we edge closer to its shores.  But let us head out and begin to engage its perestroika and glasnost atmosphere of this once-small military outpost.  I am excited as I recollect and consolidate my thoughts on this port and city, so stay alert and wait for it. 

Do subscribe to my posts if you want to keep in touch with me. "Uvidimsya pozzhe!"

"Full Ahead" - the Bridge. Part 2

This is the second part of the MV Doulos bridge.  Read Part 1 if you missed it.  I have had many memories and stories about my former workplace from helmsman throwing up into a bucket (or over the side, "yucks"), to new helmsman steering the ship in a snake-like path.  I'll post those stories up in another time.

As I've mentioned before, the Doulos bridge is very old.  Most of the fittings and style were left 'as-is' from the Medina and the newer bits were added along the way.  At times when I walked her passage ways and working areas, I inadvertently felt whether she could still hold.  But the Doulos was strong!  Well, reporting for duty means entering from the boat deck into the Deck Office.

Deck department office. - www.doulos1914.blogspot.com

I would have to walk past the office and climb up a short flight of stairs and passing the captain's cabin, I come to another stairwell which lead me to the bridge.  If it's in a day watch, you would hear the usual conversation between deck watchmen and the officer on duty.  Quite the opposite, the night watches were a little 'toned down'.  You'd hear the radar and radio units quite clearly with the 'whirring' of electrical fans in the background - plus some chattering by those on duty.

www.doulos1914.blogspot.com

A scenario of what watch-keeping looks like.  Two 'look-outs' alternate being on the helm every hour for the duration of the watch under the supervision of a duty officer. - www.doulos1914.blogspot.com

Notice in the picture above, prior to the conversion of the ship's electrical power from DC to AC systems, the bulkhead behind the helmsman position is still lined with electrical cables.  These would be discarded during the major electrical project to upgrade the vessel in accordance to the maritime rules and regulations.

 Behind the helm position is the chart room. Another radar unit and other essential navigation equipment are located here.  Not forgetting the all-important coffee machine. - www.doulos1914.blogspot.com

 Look at those wires - most of it has been there since the 'Roma' and the 'Franca C'   www.doulos1914.blogspot.com

Another view of the wiring and cables aboard the MV Doulos.  To my left is a Marconi Radio Beacon Locator. - www.doulos1914.blogspot.com

Here's what the Doulos bridge looked like after the electrical conversion project a few months after I had left the ship.

 The chart room looks more 'sharper' now.    - www.doulos1914.blogspot.com

 Equipped with computerised Chart plotter. What a change from my earlier days. - www.doulos1914.blogspot.com

The wires and cables are out of sight!   - www.doulos1914.blogspot.com

Look at those gauges on the top bulkhead. - www.doulos1914.blogspot.com

My former cabin, near the "No Entry" sign, the cabin with the porthole.  I was a Deck Cadet then.  Provided by www.ssmaritime.net

"Piloting" the ship, (a term commonly used by professional mariners) from this vantage point was quite steep learning experience for me.  I have served under a number of Chief Officers, 2nd Mates and two Masters (captains).  From coffee-making, polishing the brass wares, sweeping the decks to supervision of new helmsman, 'shooting' the stars and downright navigational duties.  I felt I was part of her history and pitching to high seas.  When I first came aboard, It took me three months to get over my seasickness - then I was enjoying riding the waves as she went, be it under the heat or in the driving rain outside.  More stories coming up!  Look ahead.  Something is on the horizon.  Feel free to leave comments and let's enjoy sharing.

- www.doulos1914.blogspot.com

Unscheduled Events - 1990.

Joining the the MV Doulos was the biggest milestone in my life - new environment, new people and tons of things to learn!  Leaving the port of Phuket itself was a big 'eye-opener' for me (I'll share that some other time) - such a culture shock.  The Straits of Malacca was a welcomed sight and calm seas as I stood on watch on the Bridge.  Our next stop?  The port of Penang, also known as "Pearl of the Orient."

As news of the invasion of Kuwait by oil big-league Iraq on the 2nd of August, 1990 reached our ears, well in short, it didn't matter much to me.  The war was "far away."  We soon entered port on the 3rd of August.  I never dreamt that one day I would be here again (the last time was in 1983.)  We berthed next to a British frigate as I could see the Royal Navy flag at the stern of the ship and spotting huge characters, F89. 

I took this picture as a RN seaman looked at me. - www.doulos1914.blogspot.com

The 'surprised' look that reflected from the british sailors were akin to saying, "Where did she come from?"  I think what they meant was, "Wow!  She's old!!"

'HMS Battleaxe'.  Photo credits to David Page - www.navyphotos.co.uk

Captain Richard Prendergast was captain of the Doulos and Chief Officer Mike O'Reilly was our First Mate together with Kim (S.Korea) and Sammy Salazar (Philippines) as our 3rd Mates.  Our captain was in the Royal Navy for 20 years so,..yes you're right - he went over to the Battleaxe not long after we docked.  Ship visits were very common among seamen as we travelled around the world, especially when it's our fellow countrymen, a 'get-together' is never far off.  I did that.

When we arrived, family members and friends of the Battleaxe crewmen were there to spend R & R with them but unfortunately (as we were told), a few days into their holiday, they were recalled and had to set course for the Gulf right away.  But not after I've had a chance to go aboard for a 'look-see' - we were only allowed on the helicopter deck.  Good enough!  After loading up with supplies the Battleaxe left port, we waved our 'goodbyes' and later it was our turn to 'sweep' the roadside stalls of Penang for food!!  "Burp!"

"Full Ahead" - the Bridge. Part 1

- www.doulos1914.blogspot.my

We have journeyed so far, yet still so much to discover.  If you missed my previous posts, do click Two Years After the Titanic to read them.  And now, continuing past the waterline and up we go to the place where you'd hear commands passed and repeated back between officer and watchmen - where most newly joined deckhand wants to be.  The Doulos bridge - the heart of navigating the still and stormy waters.

Traditionally called the quarterdeck, where only officers or high-ranking personnel and appointed seamen stood during watches.  On this deck, parties and occasional ceremonies were held only for the selected few.  The place was a respected and well-regarded cove.  Most people would be familiar with Captain Barbossa and Jack Sparrow from the well-known Hollywood movie, standing there and shouting out commands - that would be from the quarterdeck.  As ship designs and steering systems evolved throughout the seafaring age, the helmsman's position and quarterdeck, merged and raised higher in order to have an elevated position in which to commandeer a vessel.

- provided by www.ssmaritime.net

The helmsman who steered the ship would be in the wheelhouse and the officer would be on the bridge.  Helm orders were ‘passed down’ to the enclosed wheelhouse (where the helmsman operated the ‘wheel’) and repeated back for verification.  This practice is still used till today.  It serves as a ‘safety-indicator’ that orders were understood and duly executed.  In the old days, some bridge were the ‘open-air’ type - they were exposed to the physical elements.  But gradually, commands could be issued from a sheltered enclosure. These two positions would later merge as one which the term used interchangeably known as pilot house, or bridge.

The all-brass and wooden compass binnacle and the modern joystick 'wheel.'

www.doulos1914.blogspot.my

In larger powered-motor vessels, engine commands would be relayed to the engineer in the engine room by an engine telegraph which displayed the captain's (or duty officer’s) orders on a dial.  There would be two ‘dials’ - one on the bridge and the other, down in the engine room.  The central command of a ship lies in the bridge itself.  All ship navigation and controls are handled from the bridge where the duty officer and his bridge team make and issue commands to ensure a safe voyage possible.

www.doulos1914.blogspot.my

The Doulos bridge is no different from the others.  Well,...only one fact.  Unless there is another one outside a museum, and floating - it is old and (if not for certification sake) still functions.  As mentioned in my post Underway - 1914, the compass binnacle was acquired for another ship that time, but it was put on the SS Medina instead.  The ship was christened in 1914 and logically speaking, the binnacle would had been made earlier.  This would make it (other than the hull itself) one of few items that were originally fitted on the Medina as she launched off the dock that year.
Underneath the coats of paint and modern innovations that went ‘on top’ of each other, the bridge is like a historical strata of information and composite - much like a prized archeological artefact.  I can testify to this, as a deckhand chipping rust off the hull, applying primer and paint afterwards, the chunk of paint that came off was as thick as a piece of bread!

More to come!  Hope you're standing on the top of the mainmast, when you see land...you'll know my next post is not too far to wait!

The Riveted Hull.

"Full Away!"  And the order 'steady as she goes' is being repeated back as we see that rudder slowly responding to the command.  Where were we?  Right!  Thought I'd lost you at my last post the Back End.  But let me draw your attention to the most obvious - rivets!  They're all along the hull of the MV Doulos, it is the aesthetic part of her that cannot be hidden but only to marvel.

www.doulos1914.blogspot.my

Like the stern design of the Medina, so was the use of rivets on the construction of this ship.  Fastenings used in traditional wooden boat building, like copper nails and clinch bolts, work on the same principle as the rivet but were in use long before the term rivet came about.  Hence, that technology 'overlapped' into the steel and iron industry - those 'nails' just got bigger.

www.doulos1914.blogspot.my

A rivet is a permanent mechanical fastener. Before being installed a rivet consists of a smooth cylindrical shaft with a head on one end. The end opposite the head is called the buck-tail. On installation the rivet is placed in a punched or drilled hole, and the tail is upset, or bucked (i.e., deformed), so that it expands to about 1.5 times the original shaft diameter, holding the rivet in place.

Because there is effectively a head on each end of an installed rivet, it can support tension loads (loads parallel to the axis of the shaft); however, it is much more capable of supporting shear loads (loads perpendicular to the axis of the shaft). Bolts and screws are better suited for tension applications.  It is said that the older-riveted ships were more 'flexible' in rough seas than the modern welded hulls.

These are original riveting done when Medina was laid to keel in 1914.

You are looking at it in present times, how exciting! -  provided by www.ssmaritime.net

"Me" and Joe Saemala (Bosun). There was a little 'hole' we found this bilge section. We had it cut out and welded on with a new plate.  You can see the original construction using rivets in this photo. - www.doulos1914.blogspot.my

The story of the picture 'above' was that one day a few of us including myself was assigned to 'needle gun' the bilges in Hold No.1.  In other words to clear the area of rust, prepare the area concerned with coats of primer.  I was using the needle gun on a particular spot of thick rust and managed to remove a big chunk of it - there I noticed a dark, wet patch on the hull.  Sea water!  Mind you the Doulos was tied-up in port - that's the sea a few inches the other side of that steel plate!  "Oops!!"  I left that job for another.  We had it 'patched up' during dry dock in Hong Kong not long after that incident.  You can clearly see the rivets in the photo of the 'cutout'.

Hall of Names.  'Medina', just above the line and 'Franca C', behind the name 'Doulos'.  - www.doulos1914.blogspot.my

The three names of the ship from 1914 to 1977.  The name 'Roma' was not found here unfortunately.  It may have been 'painted' on the hull and replaced after that (we'll never know, but probably is), unlike the other 'three' which was welded on the hull.

The hull of the 'Medina' (MV Doulos 1991).  Hull thickness was astounding, it 'passed 'many certifications all through the years to continue sailing.  - www.doulos1914.blogspot.my

Today, in heavy steel fabrication, welding has almost completely replaced riveting as a means of making connections.  Welds require less preparation of the metal, do not reduce the effective cross-section, and take a minimum of space.  The miracle repeated itself year after year, one certification passed and then another - "Fit for service!"  The dock certifiers found that the thickness of the hull was still the same thickness of when it left Newport News in 1914!  Now that's a WOW!

The Back End.

One of the many 'interesting' features of the Doulos is the stern.  For those who are unfamiliar with nautical terms, the stern is the opposite of the bow.  No offense, we're all learning.  We have read in my other posts that the hull design dates back to the 1900's.  Not much have changed since the days it was built, except that more decks have been added and that the original bridge structure, raised higher.  The hull structure, Bridge, the propeller shaft and other fittings were the originals from the days of the Medina - the rest were added progressively during her years as a cruise liner.

The Olympic, sister ship of the Titanic.

In the picture above, most ships were built with the 'counter stern' design.  Other names for the counter stern include a "elliptical stern," in reference to its very long counter and "cutaway stern." The counter stern began use during the age of sail, but remained very popular for both merchant and warships well into the nautical age of steam and through the first eight decades of steamship construction (roughly 1840–1920), despite the fact that the design left the rudder exposed and vulnerable in combat situations, therefore the design gradually was replaced with the cruiser stern.

The 'Counter stern' of the SS Medina. - provided by www.ssmaritime.net

The deck where the two lines run through the 'fairlead' is the hull of the Medina. 

- provided by www.ssmaritime.net

Notice the hull plating riveted together in a longitudinal pattern and the four 'round eye' plates on the curvature of the stern (near the rudder post) , the same pattern as in the picture of the RMS Olympic, the sister ship of the RMS Titanic.  I cannot imagine enough to say again and again about the existence of such a living historical 'champion of the seas'.  Through the years, she has picked up bits of technological upgrades of between 1914 to 1977 and some upgrades again after that - all on the same hull.

Another view of the stern - www.doulos1914.blogspot.my

Those 'bollards' on the deck in the picture below probably dates back to the days of the Medina.  They look old and pretty worn and weathered!

1990. ME on the winch controls at Aft Mooring stations. - www.doulos1914.blogspot.my

Do not be left at the back end, but do come up forward to share any thoughts, or extra information if you have; in any case, anything that you've learnt so far.  Cheers!!

FIAT Diesels - the Italian Job.

As we pick up speed again after the brief encounter with some interesting articles, a remnant past, for your information, "We're still onboard the MS Franca C, and hope you've enjoyed the meals."  We go down to the hottest place on the ship, the Engine Room.  The 'coolest' time I've experienced being  down there was 34˚C!  And that was in Fremantle, Western Australia.  The outside temperature was 18˚C.  The usual temperature in the Engine room was usually about (in the tropics) 40˚C - 48˚C.  'Engine guys' please clarify!!

It was in La Spezia and the Ansaldo S.A. shipyards at Muggiano, her oil fired steam engines were replaced with a double-acting six-cylinder diesel, which was built by Fiat Grandi Motori Turin.  The Medina and Roma were powered by steam before this change.

provided by www.ssmaritime.net

Later in 1970 when she was renamed the Franca C, in Cantieri del Tirreno in Genoa, she was given her second brand new fiat diesel engines, a four stroke, 18-cylinder unit capable of 8,100 HP.  The Fiat Diesel engine was able to develop 4,200 HP that gave the ship a respectable speed of 15 knots.  This third engine is now the engine aboard the Doulos Phos (renamed when the MV Doulos was taken out of service).

Note the size of the 'spare' cylinders on the left.      - provided by www.ssmaritime.net

 Secondary manual engine controls. - provided by www.ssmaritime.net

As you see above, the things here are very old.  I think you'd only see these in a WWII epic movie like 'Das Boot' (The Boat).

'Top' starboard cylinder-heads. - provided by www.ssmaritime.net

 'Lower' engine casing.  - provided by www.ssmaritime.net

Engine gearbox, which turns the shaft to the propeller.  - provided by www.ssmaritime.net

In the above picture, this is the original shaft from the Medina built in 1914.  See my earlier post in 'Artefacts'.  One of my responsibilities as Deck cadet on the Bridge was to prepare the vessel to leave.  I would inform the Engine Room officer for a 'One hour notice'.  I'd run through my checklist (just like an aircraft pilot does).  One of the tests we do is the 'Test engines on Air' and 'Test engines on Fuel'.  When ready, the Engine personnel will call the Bridge and in less than a minute the whole ship begin to shudder as high pressured air is forced into the cylinders and in turn, turning the propeller while the ship is still tied up.  The same goes for 'Test engines on Fuel'.

provided by www.ssmaritime.net

As far as I recalled my time on board, we never run the engines to the max of 100 percent power - only 80 percent.  Owing to the fact that its 'ancient' factor put in, you don't want to run this 'old lady' flat out!  Our normal 'Full Away' speed was always (depending on sea conditions) within the vicinity of 10 - 12 knots.  For your pleasure of knowing, we recorded a maximum speed of 14 knots on our voyage from Taiwan to Korea, this was possible because we were steering to a 'running sea' as opposed to head seas.

Engine room exhaust ducts seen from above.       - provided by www.ssmaritime.net

When all the generators, machinery, and the Fiat engine are 'ON', it sounds like a jet engine!  Loud!!  The Engine room crew were exceptional.  They don't see what's outside, nor aware of what is going on in the Bridge, but yet these guys work and stand on 'stations' in extreme heat and sometimes sea sickness; awaiting commands which the only indicator is from the Engine Telegraph control - I salute the guys working down there!

Old switches.  - provided by www.ssmaritime.com

Do sign up to follow if you don't want to miss new posts as they appear.  Also, do check out a new page 'BRIDGE Logbook'.  It's a transcription of my logbook I found recently.  It highlights some of the things we faced during voyages.  Have a peek.