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Today is the 100th anniversary of the Jones Act.  I hope folks who believe the Jones Act should be repealed read this and inform themselves.  A good place to start is here, a well-written editorial from gCaptain from a few years ago.

Sunshine State, one of five tankers managed by Crowley, is an example of a Jones Act tanker.  That means it was built in the US, and crewed by US mariners.

Atlantic Sea, 2016 launched in Hudong Zhonghua Shipbuilding, is a non-Jones Act vessel.

Maersk Tukang was built in Korea in 2008, and registered in Singapore.

ONE Minato and Constellation arrive together via the Ambrose Channel.  The 2018 ONE vessel was both built and registered in Japan. Constellation, 2006, was built in China and registered in Marshall Islands.

Mandalay, 2019, carries Singapore registry.  I’ve been unable to find where she was built, but my guess is China.

Zim Vancouver, 2007 built in Dalian CN, and registered in Haifa.

Torm Sublime, registered in Copenhagen, was built in Nansha, CN 2019.

Maersk Kleven, built in Denmark in 1996,  registered in Liberia. Assisting are Ava and Capt. Brian, both Jones Act.

All photos, WVD, who is the first to admit that as important as the Jones Act is, the decisions of flagging are complex.

I’d put Orsula down as saltie, an ocean-going vessel of dimensions that allow her to travel deep freshwater inland, here a few days after the longest day of 2017 as far inland as Duluth; that’s 2000 miles from the Ocean.  In fact, here she’s headed for Europe, likely with a cargo of grain.  Last year, I caught her upbound just above Montreal.

Calling Atlantic Olive a saltie might be disputed, since here she’s departing the saltwater of NYC for the saltwater of the sea.  Olives can be salty, and maybe there needs to be a term for vessels that never leave saltwater . . .  other than ocean-going.

Ditto Onxy Arrow.  But since part of the goal of this post is to illustrate the variety of ocean-going vessels, behold a RORO. As cargo, there might be cars, trucks, army tanks, construction equipment, or anything else that can get itself aboard of its own power.  You might remember this previous post involving Onyx Arrow.

Marc Levinson’s The Box provides a good introduction to this relatively new shipping concept.

The sixth boro sees a lot of tankers and

container ships.

ACL offers the latest design in CONRO vessels, accommodating both containerized and RORO cargo.

Some bulk carriers have self-unloading gear.

Some otherwise obsolete break bulk cargo ships are adaptively repurposed as training vessels. 

Size is key to true salties being able transport far into the interior of North America via the Saint Lawrence Seaway locks.

This is not a cargo vessel, or as Magritte might have said, “Ceci n’est pas un cargo.”

Some CONRO vessels have the bridge forward, almost as an adaptation of a classic laker design.

And to operate in cold seas, hulls have special design and material modifications.

And at risk of making this a baker’s dozen, I have to add Orange Ocean, great name for a transporter of my favorite fluid.  Of course, this blogger cherishes other fluids as well, such as those once transported by the likes of Angelo Petri, as seen here and here.

All photos by Will Van Dorp, who offers this as just 12 of many  more types.

 

You can call this “three of five,” and enjoy the photos of her predecessors–Star and Sailhere, leaving Sun and Sky yet to come;  the builder is Chinese .  .  .  the Hudong-Zhonghua Shipyard, an enterprise going back to the 1920s.

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As Atlantic Sea made the turn into the KVK, i imagined her as an errant passenger vessel;  from this angle, she bears little resemblance to previous generations of container ships.

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I wonder if these lights stay on at sea.

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To see what she looks like below the waterline, click here.

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All photos by Will Van Dorp.

I’m adding this link after posting because it tells a story I’d never heard:  the sinking of an ACL vessel during the Falklands War here.  It has LOTS of photos. Thanks to RG.  Here are more photos.  And more.

 

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