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Here were the previous posts, the last one being in April. On June 11, I took the photo below, and since then had not been back until yesterday. Note how far along the Bayonne Bridge was on that date, as well
Here’s a closer up of the rigging on June 11.
Now let’s jump forward to yesterday, August 15. Note where the crane barge
Claude G. Forbes started the morning, and
and check the progressing in rigging, compared with photo #2 above.
Yard tug Jay Bee V came out to
reposition the barge. Note the mizzen on the background.
Then the crane pivoted around and
the block was lowered and
straps added and
all systems checked and
then slowly tensioned. One end of the mast lifted from off the deck
BUT then it was lowered. I waited around for an hour more, but then had other places to be. I’ll have to pick up the Wavertree story another time.
Since I mentioned the Bayonne Bridge–its own process–here’s what the work looks like as of August 15 from over off the west end of Caddell Dry Dock .. . aka ex-Blissenbach Marina now known as Heritage Park, which in my opinion, should have foliage trimmed so as to be more user friendly for land-based photographers.
Thanks to everyone who braved the heat last night and came to the showing of Graves of Arthur Kill. Special thanks to those wizards who problem-solved our way through the technical challenges, except I had brought along an antepenultimate version . . . and sorry I didn’t have a chance to talk with everyone there. What you want–prepare for an explicit commercial message here– is this version, which Gary and I call “the director’s cut,” available for a mere $11.99.
While I’m doing “commercials,” here’s an opportunity for the right people to sail offshore on South Street Seaport Museum’s 1893 fishing schooner, up to Gloucester for the 2016 schooner races, or back, or some portion thereof. Click here for some of the many Lettie G. Howard posts I’ve done over the years.
All photos here by Will Van Dorp.
Barges “1” was years ago. And here are previous posts that in some way focus on some sort of barge. But the two photos below, which I took in May, prompt this post. I can’t identify this Bouchard barge, but look at the size of the yard worker in comparison.
It’s quite likely this is not one of their largest barges, but it is indeed sizable.
The B. No. 260 is 350′ loa and slightly different design although a similar deep notch.
The B. No. 220 is 404′ –here along with Normandy and Bouchard Boys–and
B. No. 280 is 399′. I’m not sure which tug is driving it.
Frederick Bouchard here is powering B. No. 264–350′–
Evening Tide with B. No. 262--350′– and
the 317′ loa B. No. 250, pushed by Evening Star. My point was how large and capacious these barges are . . . ,
and that is measured in barrels of capacity, not feet. For these barges then, here’s that info:
B. No. 250 = 59,000 brls
B. No. 260, 262, 264 = 60,000
B. No. 280 = 80,000
B. No. 220 = 110,000 brl
In many situations, fuel is measured in metric tons, as covered here.
And this tangent started out with photos taken by Will Van Dorp.
Two tugboats built that year are still around: Daniel McAllister (108.9′ x 23′) was built in Collingwood on Lake Huron, and Pegasus (96′ x 23′) on the Chesapeake in Baltimore. Pegasus was launched as S. O. Co. No. 16 and Daniel . . . as Helena. Daniel worked until the 1980s; Pegasus worked until 1997, retiring after nine full decades of service. Pegasus still runs, making its most recent trip here.
Off Pegasus‘ stern, that’s the lightship/luxury yacht Nantucket.
Daniel is in the old port of Montreal, certainly a place to wander around for awhile.
Here Pegasus was about to depart Caddell Dry Dock back in March 2010.
And here Pegasus was returning to the sixth boro from Mystic back in October 2010.
I’m wondering about the claim that Daniel is the second largest preserved tugboat in the world. I believe Hercules–also 1907!!!–is the largest at 151′ x 26.’ Where does Pegasus rank in this comparison: third, fourth, ??
All photos here by Will Van Dorp.
Here are previous posts in this series. All photos below come compliments of Mike Weiss and were taken on September 24, i.e., about a month after Wavertree rose out of the water on Caddell Dry Dock No. 6.
Rather than a very satisfying sifting through the index above, you can read a short history of Wavertree here.
Many thanks, Mike.
Time to renew your South Street Seaport Museum membership?
Enter right . . .
… it’s L. W. Caddell, which I believe was built at the yard a quarter century ago.
A shipyard needs a small tug (loa 46′ x 16′) for lots of projects . . .
with every job.
And L. W. . . .
has an even smaller fleet mate, Jay Bee V, 1969
and loa 38′ x 12.’
All photos by Will Van Dorp.
I got there JUST in time. A few minutes after I arrived, lines were cast off, and the yard tug moved the bow into the stream. What’s to comment . . . I’ll just put the times, to the nearest minute.
Here the yard tug–L W Caddell is moving lines from the dry dock to Wavertree.
And then it was lunch time.
Here you see the dry dock “ballasting” . . . or sinking.
Note the “wet” portion of the dry dock as it rises, or “deballasts.”
Note the size of the workers relative to the hull.
The next step is pressure washing the communities that traveled on the hull from the East River to the KVK.
Here Wavertree will stay through the winter as she goes through a thorough and exciting transformation. Become a member and send your own “bravo” to all the folks at South Street Seaport for all the strides in the right direction. See here and here.
Tomorrow I hit the road for New England for a while. I will try to post, but my laptop has become quite uncooperative.
First, notice the Tugboat Roundup logo upper left? Click on it for the schedule; I’ll be giving an illustrated talk “1500 Miles on the Erie Canal” Saturday and Sunday.
Also, if you are in Boston this Sunday, Maine Sail Freight will be at Long Wharf in Boston with pallets of products from farm and sea. Click here for a link to other sail freight initiatives around the world. Here’s more on that project; a change is that schooner Adventure rather than Harvey Gamage will be transporting.
Here’s a list of previous Wavertree posts. This post could be called Wavertree down rig, a slow and careful process that is best seen chronologically.
August 2. The rigging remained this way through the morning of the 14th.
August 14. Birk Thomas took the next two.
August 20. I got here while the osprey was still on watch . . .
and looking in control of his realm, but
a bit later, the riggers’ watch began and
the osprey left his station to them, who undid his perch
and on August 23, when I got there, el gran velero aka dirty dog aka Wavertree was stripped down and
a lot closer to being hoisted in dry dock.
I’m guessing triage of spars will happen and what goes back up will be refurbished before going back aloft.
Thanks to Nelson Chin for the photo below, showing a sampling of spars, now all labeled, waiting to go back up next summer.
Thanks to Birk for the August 14 photos and Nelson for the photo directly above; all others by Will Van Dorp.
Here are posts about Wavertree’s trip to the dry dock and before. And below are two photos I hadn’t used in those posts.
In the past 10 weeks, prep for the actual dry docking has resulted in loss of at least a foot and a half of draft. Mussels once submerged have lost their habitat.
Let’s descend into through the forward cargo hatch to see where a cavernous hold is getting even more cavernous.
Note the ladder beyond the foremast, as seen from standing to starboard of the keelson.
Looking to the stern from the ‘tween decks. As Mike Weiss said, “a cathedral of cargo.”
Looking astern from atop a makeshift block of ballast on the port side of vessel. That’s the main cargo hatch prominent in the center of the photo. My response to Mike’s quote is “an ark of angled wrought iron.”
This is how the skeleton of a 130-year-old vessel looks.
Looking toward the rudder post from the ‘tween decks.
Returned to the main deck looking forward at the cargo hatches.
Removal of extraneous and/or non-original weight has included belgian block and large concrete block ballast. This water tank may be original
And here are the credits.
Many thanks to Mike Weiss and South Street Seaport Museum for the tour; click on that link for membership info. August promises to be more prep work for dry docking.
All photos by Will Van Dorp.
Click here for CSM article about the 1983 initial and partial restoration of Wavertree.
This post shows the second leg of what felt like an epic journey, but first let’s back up about 10 minutes. See the small blue vessel just off the bow of Wavertree?
It’s a King’s Point vessel, and leaning out of the house, it’s Capt. Jonathan Kabak, formerly master of Pioneer, Lettie G. Howard, and other vessels.
So let’s resume . . . the tow travels west of Caddell and rounds up against the tide, ever so
gracefully–to my eyes–making its way to the dock. Thomas J. Brown and later Rae working the port side.
it took a full quarter hour to spin Wavertree 180 degrees and inch it across the KVK, but then the heaving line flew, followed by the dock line.
Thomas J. and Rae worked this side in coordination with Pelham–invisible all this time from my perspective–on the starboard side.
Lots of money will be spent and sweat expended before the NEXT leg of the journey.
The 2001 (or earlier??) photo below comes from Mike Weiss, SSSM waterfront foreman. It shows a more complete rig.
Also from Mike’s FB post, the photo below shows Wavertree in her Argentina barge days. For the saga of Peter Stanford’s efforts to get this hull from Argentina to the sixth boro, read A Dream of Tall Ships starting from p. 221. Actually, the whole book makes an excellent read.
All photos except the last two by Will Van Dorp, who is eager to see Wavertree‘s transformation in the year to come.
From gCaptain, here’s a good explanation of National Maritime Day, yesterday.