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Did you hear about Peak Pegasus, the vessel racing to get US soybeans into China before retaliatory 25% tariffs are slapped on?  More on Peak Pegasus at the end of this post.

Well, these two container ship had no need to hurry into the sixth boro, yet here’s something I’ve never seen before . . . two container ships entering the Narrows in quite close succession.

Obviously the passage accommodates all, but still . . . a new sight for me, the reason I return here again and again.

See QM2 in the distance to the right?  I caught her first arrival here 11 years ago.  Dawn was too late for me to catch it.  That ominous sky got me thinking . . . storm clouds.  Locally I was just concerned about getting spots on my lens.  But then I thought about the story of Peak Pegasus, the impending trade war.  I could see those as storm clouds, and shipping . . . this is a front line, like every seaport in the US.

Take the value of all the imported cargo on Maersk Buton and

add to it the value of whatever’s on OOCL Berlin . . . and every other ship entering a US port for the foreseeable future and add the product of that and  .25 . . . the sum’s rising.  Ditto  . . . whatever is on Bomar Caen–headed for Colombia–might just be less attractive if .25 gets added to the price of those goods.  Maybe Colombia is not affected.

I’m by no means an expert in much, and please educate me if I’m wrong, but these storm clouds seemed appropriate this morning.

All photos and sentiments by Will Van Dorp, who first read the name of the Maersk ship as butoh, which would have been much more interesting.

Peak Pegasus plowed at top speed to make port, but  . . . she failed.  More here.   Here’s a story from the same vessel from a few months back.

“A butterfly among moths” flitted past lower Manhattan yesterday, northbound  on the North River, albeit a butterfly that hadn’t yet fully shed its cocoon.

“The boat has a colorful history, beginning as a small trading vessel along the South China coast. It reputedly once belonged to a Chinese warlord who had to sell it in haste to flee the country. Believe it or not, Robert Ripley purchased it in 1946 and owned it until he died…  It was sailed across the Pacific Ocean in 1939 and then to the East Coast the following year.”  All that was written here in 1985.   Mon Lei is not to be confused with a junk called Free China.

Maybe she flitted as a butterfly in my mind, but yesterday Mon Lei was being towed.   I should have gotten this photo without the excursion boat in the distance.

I had forgotten that the bow was squared off until I returned to my post from that year.

It’s truly unique, and I hope it doesn’t berth too far upstream because

I’d love to see it again, sans shrink-wrap and with junk-rig sails set on all three masts.  Here’s a long article from 2017 with black-and-white photos from the distant past, including one with the unique Robert Ripley playing mahjong, believe it or not.

Here’s another unique sailing vessel of the sixth boro, Lettie G. Howard.  And if you don’t see it in the next day and a half, you won’t see it in New York any time soon, as it heads west by sailing east:  Lake Erie bound by way of Nova Scotia and the Gulf of Saint Lawrence.  Maybe my friends along the way will get photos of her.  The Seaway and its locks might provide good opportunities for photos.

And to round out this post, here’s a Nautor Swan for sale, currently tied up in North Cove.  At a bit over $1.6 million, it could be yours, or mine, or someone else’s.

Like a RORO and a tanker that have appeared here before, Tugela is named for a South African river.

Quite the mast!

Finally, not the same black hulled sailboat, it entered the Upper Bay last week passing the Quarantine Station.  Anyone know if a facility by that name exists there  today?

All photos by Will Van Dorp, who should take walks around the land’s edge every weekend.

Here’s Mon Lei‘s homepage.  Somewhere  (?)  I recall seeing photos of her in the 1976 bicentennial harbor muster.  Also, not surprisingly, bowsprite dabbled with junk for a time.

Unrelated:  Here’s a voyaging sailboat from the Philippines. 

 

Click here for the first installment of this story . . .

Tuesday 0630.  Note here that crews have already begun lowering the booms of these new gantry cranes in order to fit under the VZ Bridge.

Wednesday 0915.  Plans were to begin the transit, but an anchor windlass refused to cooperate.

Wednesday 1030.  And the fog began to descend.

Thursday 0630.  It was a glorious morning.

Thursday 1000.  It’s a go.  That’s Media Boat 4 in the foreground.

1026.  I read there’s a 10′ clearance, but my perspective–faulty–said otherwise.

1027.  Yup . . . plenty clearance.

1140. near the Bayonne Bridge

1141.  James D. Moran in the hard hat area.

1146.

1147.  Under the bridge and then a turn into Port Elizabeth.

All photos by Will Van Dorp.

Read a Staten Island Advance article here.

 

After 66 days at sea, Zhen Hua 20 dropped anchor in Gravesend Bay yesterday after a few hours after I departed.  But thanks to Bjoern of New York Media Boat, this phase of the visit has been documented.

Given the ubiquity of containers, there’s a worldwide demand for the cranes;  according to their website, 70% of this style crane worldwide is produced by ZPMC.   As the container ships get larger, a need for cranes with greater boom reach is created.  ZPMC Netherlands has a fleet currently of 22 ships to idle these seemingly impossible loads.   Since 2012, ZPMC has successfully completed “1070 voyages to 180 ports in 80 countries.”

Note the Miller’s Launch crew boat off starboard bow.

Booms must be lowered before the delivery will fit under the Bayonne Bridge on the transit to Port Elizabeth . . .  alter this week.

 

Many thanks to Bjoern for use of these photos.  For more info on New York Media Boat–actually there are several vessels–check them out online or see and “like” them on FB.

Here was a Zhen Hua vessel in port back in 2007–the first I ever saw–from 2008 here, and from 2014 . .  herehere, and here.

Marginally related:  One would not need these cranes at one point in the Comoros;  this practice I’ve read has ended.

 

Preliminary question:  Where in the world is Alice Oldendorff?  Answer follows.

This profile below–not Alice— might make you imagine yourself in the St Lawrence Seaway or the Great Lakes.  But I took this photo on the Lower New York Bay yesterday.  I had not caught a self-unloader of this style in the Lower Bay since 2007!

A CSL self-unloader does call in the sixth boro occasionally.  Here’s a CSL post I did in 2010, photos in the sixth boro.

She headed into the Narrows loaded down with

aggregates from Aulds Cove in Nova Scotia.  And I’m guessing that’s here, place I hope to visit some day.

Besides stone, self-unloaders locally also offload salt, as here H. A. Sklenar and here Balder.

 

The photo below I took in July 2009, again a self-unloader bringing in aggregates,

a task usually done by fleet mate  Alice Oldendorff, who surely has had enough exposure on this blog.  Don’t get me wrong . . . Alice is also a self-unloader, but she had other cranes as well, as you can see from the photo below, taken in 2009.

Where is Alice?  Well, she’s 300 miles from Pyongyang.  THAT Pyongyang.

Here’s a little more context, showing Pyongyang to the right and Beijing top left, and heavy ship traffic.

Alice made her last stop here a couple months back, then she headed through the Panama Canal to Qingdao for some rehab.  Qingdao is also spelled Tsingtao, like the beer.

She’ll be back come summer.

All photos by Will Van Dorp.

 

After the US and Canadian newbuild orders, ACP began an order of Z-tech 6000s from China, Cheoy Lee and Hin Lee Shipyards.  The first three to arrive in Panama were Veraguas 1, Bocas del Toro, and Darién. Compared with the Canadian boats, these were shorter, wider, and more powerful.  Compared with other Z-Tech 6000s, they had low wheelhouse,  for work around ships’ flares, and two independent forward winches.  They traveled from China to Panama on their own bottoms, with a fuel stop in Honolulu.

At 89.8′ x 38.2, Veraguas I is rated at 61 tons bollard pull, generated by two Wärtsilä 9L20 engines (4826 hp total) propelling stern z-drives, i.e., ASD (azimuth stern drive).

Here she assists Grand Mercury bound for Pedro Miguel locks right after it transits the Culebra Cut.

Virtually identical to Veraguas I are the next two tugs, also Cheoy Lee and Hin Lee built;  below Panama XIV –escorted herself by three pelicans–maneuvers in Miraflores Lake.  All three tugs date from 2007 through 2008.

And here, Ocean Beauty begins a transit for the Atlantic.  Notice here centering in the lock is provided by tugboat Chiriqui III as well as the locomotives.  The new locks–that’s Cocolí atop the distant hill–utilize tugboats only, no locomotives.

 

Also, in the distance, the two white vehicles are on the road that borders the new “third set” of locks.

All photos by Will Van Dorp, who is still looking for photos of helm seats, captain’s chairs.  I’d like to do a post on them.  I’m looking for the full range:   luxurious to decrepit or basic.  Email me a photo of the chair and identify the vessel. You don’t need to be sitting in it.  I’ve got photos of three seats so far, but I’d like a half dozen before doing a post.

The * here denotes these are freshwater ships, plying their trade along what must be the longest peaceful international water boundary in the world, a fact I think deserves to be more widely known and celebrated.  Here are installments 1–3.

Radcliffe R. Latimer has appeared here a year ago.  For a complete history of the 1978 launched vessel on her third name after a transformative trip to China, click here.

Algoma Mariner is entirely built in China, delivered in 2011. Initially, the forebody was intended for Algoport, a vessel I’d photographed the the Seaway in July 2008, but (to allude to a story told by links here) Algoport sank on its way to China.   For more detail of this vessel, let me redirect you again to boatnerd.

The United Way logo here piqued my curiosity, and here’s the answer from corporate Algoma.

 

Buffalo is US-built and US-registered, a product of Sturgeon Bay WI and launched in 1978.

Bigger isn’t always better, and that’s the genesis of Manitowoc, built to negotiate the rivers around the Great Lakes, waterways where commerce and manufacture still lives inside cities often dismissed as having succumbed to “rust belt” disease.   She was launched in 1973 in Lorain OH.

Frontenac is a Canadian built launched in 1968

the the classic “house forward” design.

Coe Leni is the only “salty” in this batch.

Her previous name–Marselisborg–is still visible.

Sam Laud is another Sturgeon Bay WI product, launched in 1974.

Algoma Olympic–named for Canada’s hosting of the games in 1976–was launched that same year.

All photos by Will Van Dorp, who hopes you’re forming an impression of the dynamic economic engine along the international border with our friendly neighbors to our north.

 

 

Here’s an index for the previous in the series.

I got this photo in July 2003 in Oswego, the 1943 Bushey tug  WYTM-71 Apalachee.  I haven’t seen it since, although it was at one time in Cleveland.  Anyone know if it’s still there?

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Here’s another Great Lakes tug, for now.  This photo of James A. Hannah was taken by Jan van der Doe in Hamilton harbor in late May 2015.  I posted it here then in this larger context.  And here in February 2012, thanks to Isaac Pennock.  Now I knew that James (LT-820, launched July 1945) was a sister to Bloxom (LT-653) and that the Hannah fleet had been sold off in 2009 in a US Marshal’s sale, but I hadn’t known until yesterday that the CEO of the Hannah fleet–Donald C. Hannah–was Daryl C. Hannah’s father!!  That Daryl Hannah!  But it gets even better, there once was a towboat named Daryl C. Hannah!  Anyone know what became of it?  Last I could find, it was on the bank of the Calumet River used as an office.  Updates?

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As you can tell, this photo was taken in the East River.  It was July 2009 that Marjorie B. McAllister escorts Atlantic Superior as it heads for sea.  Any ideas where Atlantic Superior is today?   Actually, I know this one . . . after a long and eventful life, she powered herself over to China this year to be scrapped.

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I haven’t seen Bismarck Sea here in quite a while, but last I knew, she was operating in the Pacific Northwest.

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King Philip . . . went to Ecuador around 2012; Patriot Service is still working in the Gulf of Mexico, I believe.

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And to round out this glance back, here’s a list of WW2 vessels still operating at the time of its compilation.  Many thanks to aka Fairlane for putting it together.

Thanks to Jan van der Doe for the Hannah photo;  all others by Will Van Dorp.

By the way, it was rewatching The Pope of Greenwich Village that got me to wonder about Daryl Hannah.

Call this a virtual gallivant . . . Mage Bailey, long-time reader and commenter here, traveled through the Panama Canal last month and sent these spectacular photos.

Let’s follow the nearer tug on MSC Kim‘s starboard stern quarter . . .

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Tug is Sajalices, CheoyLee built in 2011.

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One year older but otherwise built in the same yard . . . it’s Belen.

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Click here for a number of posts I did in Panama a few years ago.  By the way, MSC Kim today is somewhere in the Pacific;  she was last in the sixth boro in November 2013 . . . although as with most traffic in this harbor, I missed her.

Many many thanks to Mage Bailey for these photos.  More soon.

 

I don’t know how many folks were glued to this webcam yesterday, but I was not the only one.  Let me walk us around the foto, different in subtle ways than the other five in this post.   First, note the time stamp upper left:  it’s 11:16 a.m.   This was happening yesterday midmorning at the Miraflores Lock, the first of three set of lifts out of the Pacific on a transit toward the Atlantic/Caribbean.  In the distance on the right side, the large white object is Norwegian Star, negotiating the next set of locks . . . Pedro Miguel Locks.

The ship almost fully shown in this foto is Tai Success, bound for Altamira, Mexico.  Tai Success is 656′ loa (length overall)  by 104′ , the maximum width for the current set of locks.   Extending from lower left is the ex-Left Coast Lifter, towed by Lauren Foss.    Note the relative size of Tai Success and the crane barge.   Lauren Foss at 141′  loa is larger than almost all tugs currently on the Hudson.

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11:20 a. m.  The entire crane is in the lock chamber.  On the stern of the crane barge is Cerro Majagual, a 2013 Panama Canal tug built in Spain.  For the transit from the San Francisco Bay area to Panama, this role was played by another Foss tug, Iver Foss.  Iver is currently waiting for the tow on the Atlantic side.

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11:24.   The water in the lock has started to rise.

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11:30

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11:40.  The doors on the high side of the Miraflores Locks have opened and the tow heads for Pedro Miguel.  By the way, on the horizon beyond the Pedro Miguel you can see the Centennial Bridge, about 10 years old.  As of this writing this morning, the tow was docked just north of this bridge.  I suspect it will complete the transit and be on the Atlantic side by the end of today.

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I see from the Journal News story that Fluor has already changed the crane name from Left Coast Lifter to I Lift New York, presuming they’ve “purged the old from Poseidon’s ledger.”  If you look at the fourth foto above, you’ll notice “Left Coast Lifter” is still painted there.  I wonder when that will be painted over;  maybe the name purging will happen in Gatun Lake today?

Meanwhile, I’d like to propose some alternatives . . .  Hudson River Hoister and Tappan Zee Titan are more local and maintain  the same LCL pattern.

As to size, currently the largest crane in the Hudson Valley is DonJon’s Chesapeake 1000, the number being its tonnage lifting capacity.    Last summer in Rio, I saw a crane called Pelicano 1 with a lifting capacity said to exceed 2000 tons.  The ex-LCL is said to hav a capacity around 1900 tons.

Click here for one of the posts I did from the Panama Canal–a place well worth a visit and a second visit– about two years ago.

Keep in mind that once the tow clears the Atlantic side locks, it’s still more than 2000 nautical miles from the Narrows.  Assuming an average speed of seven knots and no delays for weather or other causes, that’s still almost two weeks.  So, I’ll wager ETA at the Narrows around February 1.

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