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Thanks to John Paul for this photo of the big crane as seen the land area called Spuyten Duyvil in the Bronx.   The tidal strait–entrance/exit of the Harlem river–is also called Spuyten Duyvil.  That 328′ boom shrinks the swing bridge it’s assisting with the repair of.  Of course the crane is the one that arrived from California 4.5 years ago here to raise components of the new TZ Bridge and lower the old one.

Paul Strubeck caught the crane from the water side, showing relative size of crane and swing bridge.  The higher bridge is Henry Hudson crossing.  For much more info on that bridge, click here.

I got these photos yesterday from Inwood Hill Park.  The railroad swing bridge was opened in 1900, although it was closed for most of the 1980s.  Now it carries 30 trains a day and opens about 1000 times a year, mostly for Circle Line boats.

According to this source, maintenance will focus on mechanical and electrical equipment damaged by Hurricane Sandy.   “Navigation strikes” may be another explanation.

The crane is rated at lifting capacity of 1929 tons, powered by three diesel 601 kW (806 hp) main generators and one 91 kW (122 hp) auxiliary generator provide its lifting power.  It has no propulsion power of its own.

The manufacturer is ZPMC, the same Chinese firm that provides state-of-the-art port gantry cranes here and here.

I’m not sure whose crew boat this is,

but the tugs on the scene are Dorothy J and

Robert.

Maybe I’ll find time to go back up that way tomorrow.

 

Only 13 months ago, Cosco Glory could not have entered Port Elizabeth.  Now the +14,000-teu boats –more accurately called NYC’s 1200-footers, have become routine like T. Roosevelt, J. Adams, and Chongqing.

The geese are not even spooked.

Jonathan takes the starboard, and Kirby . . . port

while JRT and Margaret leverage the stern.

 

 

 

 

As of this writing, this crewman has most recently been treated to views of the Savannah waterfront.

All photos by Will Van Dorp.

 

Here are previous installments and related ones.

Technically, infrastructure could include launch services, without which port activities would slow.

Survey services ensure that channels and depths at docks allow activity without literal impediment.

USACE overlaps with Rogers in some areas.

But more commonly when one thinks of infrastructure, it’s what allows terrestrial activity,

like bridges and their on- and off-ramps.

With all the bridge building and innovation going on the the greater land area around the sixth boro, it’s not surprising to see bridge components arrive this way.   And what travels on the waterways post-demolition isn’t only parts of roadways; here large pieces of scrapped vessel traveled.

New bridge component above, old bridge component below . . .

Without liquid infrastructure, these would not be moving.

Thanks to Glenn Raymo for use of his photos.  All others by Will Van Dorp.

 

Looking from the Anthony’s Nose side of the bridge down toward Jones Point, you can sense the scale of the terrain from the way it shrinks the ship,

BBC Seine on the Hudson passing Iona Island.

That’s the south slope of  Bear Mountain to the right.  I’m not sure whether the other peaks have separate names.  More of that mountain can be seen below and was included in this post from almost half a year ago.

BBC Seine was moving quite fast with a favorable current . . . 15+ kts, I believe.

How’s that for a wake.  Is there another word for this indication of turbulence?  Anyhow, at that point, I heard a noise from high up on the bridge that

sounded like this.

Such was the occurrence.   Can anyone identify the prey by the feet?

All photos by Will Van Dorp.

 

By now, many of you have read about the governor’s April 17 decision to use “33 barges of Tappan Zee Bridge recycled materials and 30 vessels” to build reefs at six locations north and south of Long Island.    Well, an expeditious eight days later, the first two vessels were already on the Hudson headed south.  Glenn Raymo and I positioned ourselves to document this first shipment.

Glenn positioned himself at the Walkway, where the tugs/barges were soon after daybreak.

Brian Nicholas led the procession with Witte 1405.  The Canal tender–aka T6–seemed like a toy on the barge.  For photos of some off the tenders, including T6 from four years ago, click here.

Here’s a great shot of the stripped, decapitated, and “environmentally clean”  tender.

Rebecca Ann followed pushing a dump scow.  A source says that T6 dates from the 1920s, and I’d guess that the dump scow vintage is similar.  To put this in context, check out this video of a 1928 Mack dump truck.

If you’ve never been on the Walkway, it’s a repurposed rail bridge with a “walk way.”   To catch the tow on the south side of the walkway, Glenn just stepped about 20 feet and got the next two shots.

 

Four and a half hours later, the day was bright, sun having burnt off the fog, and the tow was approaching Bear Mountain Bridge.  Walkways exist on either side of the Bridge, but one needs to cross three lanes of traffic to get from one side to the other, so I opted to take photos from the upstream side only.

Given the size of Witte 1405 relative to the single tender, I’m wondering why the urgency.  More fodder for the reef could have fit.

 

 

Note the chains used to

open the dump doors.

Many thanks to Glenn for use of his photos.  All other by Will Van Dorp, who’s thinking that if the governor holds to his word, 28 more Erie/Barge Canal vessels will descend the Hudson as part of the Reef Express.

If there exists a need for someone to document the final journey–ie, sixth boro to an actual reef location, I’d gladly step forward.

For interior shots–and more–of T6 not that long ago, click here, thanks to Tug44.

Before 2000, the Canal was operated by the Panama Canal Commission; beginning on January 1, 2000 (Y2K), the Commission was replaced by the Panama Canal Authority (ACP).  It appears the first tugs purchased by the ACP were from Canada, specifically from Irving Shipbuilding.  One was Colón.  It arrived in Panama in late 2001.  

We encountered this tug near the Atlantic Bridge project, which will span both the 1914 locks and the latest set, Aqua Clara on the north end.

Compared with the US-built ones in yesterday’s post, the Canadians are about 5′ longer and 2′ wider. Colón is rated at 54 tons bollard pull generated by two Deutz SBV-8M-628s produced 4400 hp transmitted by Schottel SRP 1212s with Kort nozzles.

Coclé, shown here in Miraflores Lake, was the other tug in that contract.

Herrera, shown here assisting a bunker from the Miraflores lock to the Pedro Miguel, fits the same dimensions and arrival time in the Canal, although I’ve not sure how to explain how the Irving order went from two to more.

All photos by Will Van Dorp, who offers more tomorrow.

 

A different post was scheduled for today, but when good fortune smiles, I smile.  Behold  J. Adams bound for sea, as she could not have a year ago . . . in fact, she may very well not even have been completely fitted out a year ago. As of this writing, I believe that J. Adams and T. Roosevelt are the only two of CMA CGM’s 14,414-teu vessels calling in the sixth boro. CMA CGM has just launched a 20,600 tee vessel, not scheduled to call here.

I’ll smile even more once the walkway on the bridge opens, allowing photos from a different perspective.  Such a change in capacity from the vessel carrying the first containers outbound from the sixth boro back on April 26, 1956!  This tech spec sheet starts out with an interesting graph of vessel capacity since 1980, and much more.

Kirby Moran (6000 hp) looks small here, and notice the two bow thrust symbols on the bow, which–if I interpret this info correctly–operate with 5000 hp.

Captain D and her trash barge provide some sense of scale here.

 

 

 

For cleaner port air, she’s equipped with an HVSC by Wärtsilä , which also provides the propulsion power.

 

Kirby Moran–work on this vessel complete– heads back to sail the next ship out of port.

Following are James D and JRT.

I don’t know the calling ports for the other two 14,414 teu vessels:   A. Lincoln and  T. Jefferson.

All photos by Will Van Dorp.

Recall that I refer to the sixth boro of NYC as the water, which has served to create and develop the city’s other boros and to connect it via waterways to places near and far.   Also, on this blog, fifth dimension is time, a vehicle to ride backward in it to where the nature is the same but the machines and structures are mostly gone or changed.  “IS” here refers to Ingrid Staats, who has been digitizing her father’s photos and is sharing them here.  Her father worked on a Sun Oil coastal fleet vessel.  So let’s have some fun.  I know a bit more than I’m telling about some of these photos, and will share that tomorrow or soon.  Here’s your chance to identify and/or speculate.

Photo 1:  What tug?  Which location/direction?

Photo 2:  Location?  More?  Date?

Photo 3:  Tug?  Company?  Anything else on any of these photos?

Ok . . .  more soon along with the info I know.

Here’s a link to a book that deals with an aspect of Sun Oil I’d never considered but which has NO relationship with the photos Ingrid has passed along.

Many thanks to Ingrid to sharing these.

Yesterday morning two container ships with length (loa) of 366 meters or more occupied dock space in Port Newark.  To my knowledge, no longer cargo ship has yet called here, and since they’d each been in port more than a day, I figured I’d get some photos of them outbound under the Bayonne Bridge.  One was 366 m x 48 m (144,131 dwt), and the other was possibly 367 m x 42 (116,100).  Either would be great, both would be superb.

And remember last month I had the photos of JRT Moran underway moving astern?  Well, check out the photo of James D Moran below, on a towline with the 367 m Gunhilde.

I’ll identify these tugs (l to r) so that you can trace their evolution in this turn.  James, Brendan, JRT, and Kirby tethered to the stern.

 

Translating that 42 m breadth, I count 17 containers across.

James D efficiently drops the line and pivots to starboard.

 

Here I assume Brendan is still on the portside.  Was Miriam (farthest left) involved all along or simply passing through?

In that clutch of three Moran tugs, 18,000 horsepower labors.

Kirby Moran is still on the towline.

 

x

Ringkøbing sounds like a pleasant place to visit in summer, not really a port.

So here’s a puzzle:  Gunhilde left port around noon yesterday, but by evening she was back after merely traveling to the outside of the Ambrose Channel , making a wide turn to port, and then re-entering the Channel to anchor overnight in Gravesend Bay.  As of this writing, she appears to have set out for Norfolk once again.  Any stories?

Also interesting, if the AIS info was correct, Gunhilde arrived in NYC after a nearly 19-day voyage from Salalah, the old spice and incense port.  Look it up.

All photos by Will Van Dorp, who wonders what Gunhilde‘s air draft is.

And as it turned out, the 144, 131 dwt vessel left port  . . . after dark.

 

Here was the first in this series of titles, from almost seven years ago.

The barge with green containers, the bridge, and the Glovis roll on-roll off (RORO) vessel all look great bathed

in January morning light,

a bit of wolf moon light thrown in as well.

I don’t know if this RORO has called here before, but she is less than a year old,  

and you can tell.

She leaves our fair city for Tema, Ghana.  I’d love to see her in tropical light.  Anyone there reading this?

And here’s the FLOFLO for today, this common goldeneye who flew onto this water and will flow off north when the days lengthen and the sun gets hotter.   The last other type of FLOFLO–the one that floated Peking out– was documented here.

All photos by Will Van Dorp, who’s eager to hear from folks in Ghana on this vessel.

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