The record for the ‘largest ship in the world’ is currently held by the tanker Jahre Viking of Fred Olsen Lines, Norway. It is 458m (1504ft) in length, 68.8m (226ft) wide, has a draught of 24.6m, a deadweight of 564,763 tons and a capacity of four million barrels of oil.

In 2004, this vessel became a floating storage offloading vessel (FSO) and was re-named “Knock Nevis” is now permanently moored in the Qatar  ‘Al Shaheen’ oil field in the Gulf of Arabia.

One of two pilots working from the vessel, is Capt. Chris Clowes, who ‘retired’ from Sealink Holyhead in  1992.

In a five week tour of duty, Chris will berth approximately ten tankers at the stern of the FSO in what is called a ‘Tandem Mooring’. The tankers to be loaded from the FSO, (export tankers) are generally about 330m long and 60m wide, with deadweights of approximately 300,000 tons, known as VLCC’s.

Chris will board the export tanker on its arrival in the oil field and after making various safety checks, will proceed to berth the bow of the export tanker to the stern of the FSO.

Chris explains this has been likened to parking your car in front of your garage, but in this case the drive and garage are constantly moving , the ‘car’ weighs about 200,000 tons and does not have any brakes, only reverse gear!

Due to the contingencies of wind, tide and swell etc., the FSO is constantly swinging around the buoy to which she is connected, and so the pilot must manoeuver the export tanker into a position in line with the FSO to effect the berthing. 

When in position for connection, the tankers are about 50m apart. A large hawser is secured between the vessels and a tug is secured at the stern of the export tanker, to keep the vessels apart while the oil cargo is transferred.

Under the pilots supervision, a large floating hose is then connected between the vessels to transfer the oil. The average size of cargo is 600,000 barrels of oil, and this will take approximately 15 hours to transfer.

After completion of the loading, the pilot supervises the hose disconnection, returns it to the FSO with the use of a supply boat, then proceeds to disconnect the vessels by releasing the  mooring hawser. When the hawser is let go, the tanker is moved astern, clear of the FSO, the tug is released and when the documentation has been completed, the export tanker goes on her way and the pilot returns to the FSO to await the next customer !

Meanwhile, back in Holyhead, Chris’s daughter Joanne is maintaining the ferries link! She is currently the P.A. for Vic Goodwin, Stena Line's Holyhead and Fishguard route director.

Chris & Carol Clowes are now resident in Cyprus.