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Technically, I’ve never finished my posts on watersheds 12 and 13 . . .  the troves of photos from those places have simply been preserved by photos that followed and those stories remain to be finished . . . like most things in life.

The photos here, all from Maraki . . .  , offer a focus other than how much ice chills the sixth boro, an interesting enough topic but one that I need to get away from periodically.  Come inside, sip some chocolate, and contemplate the equatorial zones.  Like Rio Magdalena.

I’d seen the Magdalena on maps . . .

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but never imagined what floated there. . . until then photo below led to Impala, an entity I’d never heard of before.

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And that summoned info on where the tugs there come from, a question easily answered  . . . thanks to this internet thing.  Behold Impala  Zambrano and Impala Puerto Wilches.

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Traffic like this coexists with the global economy.

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East of the mouth of the Magdalena a dozen and some miles lies Santa Marta, where Atlantico awaits . . .

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as does Chinook and

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and RM Boreas.

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Atlantico and Chinook are built in China.  I’m not sure about RM Boreas.

Two more from these waters from now . . .. Intergod VII.  Any guesses on place of construction?

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I’m not sure where the Bauprespilotos get their boats like Voyager, but Intergod VII

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was built in Collingwood, Ontario in 1967.

Many thanks to Maraki for creating the desire to explore yet another watershed.  For the latest dispatches from Maraki–above and below the water and during Curaçao’s carnival . . . click here.

 

I believe I took this in summer 2005, my first view of Lincoln Sea from W. O. Decker.  Lincoln Sea is now making its way northward probably along Baja California, if not already along alta California.

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A few days ago and from the crew of Maraki–aka my sister and brother-in-law–it’s Salvatore in Santa Marta, Colombia.

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And in the same port . . . Atlantico assisting Mosel Ace into the dock.

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From Seth Tane . . . Alaska Mariner in Portland on the Columbia . . . river, that is.

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And the next few from Fred Trooster and Jan Oosterboer and taken in Amazonehaven section of the port of Rotterdam less than a week ago . . . the giant Thalassa Elpida assisted into the dock by FairPlay 21.  The two smaller boats are the line handlers.

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Click here for a post I did four years ago showing FairPlay 21 nearly capsizing.

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Tailing the giant is Smit Ebro.

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Rounding today out . . . it’s W. O. Decker, Viking, and Cheyenne . . . before the tugboat race in September 2010.

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Thanks to Fred, Seth, and Maraki for these photos.

With a tip of the hat to Jonathan Steinman for the photo and everyone else for updates, here’s a screen capture I took moments ago.  The destination of the cargo was Charleston Charlestown Navy Yard Drydock 1.  For a photo showing the existing door . . . identical to the one that traversed the East River two days ago, click here.

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Thanks all for your group sourcing efforts.  And greetings to the crew of tug Challenger. What is the life expectancy of a graving dock door?  Click here for a post I did in March 2011on the floating door to the dry dock in Bayonne.  Here’s more about the shipyard.  Also, the dry dock featured in this tugster post from almost two years ago . . . I think it’s no longer used.  ??

And for a closing photo, here’s a phonesnap from Steve Munoz from 48 hours ago, also taken with an intensely urban Manhattan context looking across half the East River toward Roosevelt Island.

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Here was 12.

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Terrapin Island was in the sixth boro during parts of 2012 and 2014, the KVK above and Raritan Bay immediately below.

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I’d wondered what the helm looked like, especially given the shape of the glass

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directly behind that exhaust stack.  Well . . .

our good fortune is that my friend JED, a frequent commenter on this blog, was invited aboard last week.  Although extreme weather might stop the  dredging process up north, it continues apace down his way . . .

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So –thanks to JED, here is that bulge in the glass from inside.  Note the upper and lower seat.  Upper seat controls the vessel movement through the water, whereas the lower seat controls the dredging operations.

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Click here for a great time-lapse youtube shot on Terrapin Island a few years ago in the Lower Bay;  trailing suction arms lower to sculpt the seabed, and at about the one minute mark, you see the hull split at the “hinge” to discharge the spoils.

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Note the port side trailing arm–looks like a vacuum cleaner– in the raised position here.

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Here’s one of the huge pumps that provide suction.  How huge?  Some hint of the diameter of this pump can be gleaned by scrolling through this post I did on another dredge.  Clearly the pump in my photo was disassembled at the time.

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When it’s time to discharge, the

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hull “splits,”

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and then recloses, maintaining a level of water

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at all times.

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According to JED, Terrapin Island operates with a crew of around 20, one of whom is an eco-observer whose role is to record any large marine life caught in cages like the one you see starboard side inside the hopper in the photo above.  Here’s more on that job.

Any errors in reporting are mine.  Many thanks to JED for sharing the photos.  I took the top four photos.

I was about to put up a different post–that’ll be for tomorrow–when Jonathan Steinman sent along these photos.  As I post this, tug Challenger is eastbound on the East River, approaching Hell Gate.  The question on Jonathan’s mind, as well as mine and maybe yours . . . what is that assemblage balanced on the barge?

For outatowners, this photo is taken from the east side of Manhattan, looking over Roosevelt Island in the direction of Queens.  The red-white chimneys are part of the Ravenswood #3 Generating Station aka Big Allis.  And against the sky to the far right, you can see the tops of the towers of the Queensboro Bridge, aka the groovy 59th Street Bridge.

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It looks somewhat like a floating dry dock door, but I’m inclined to guess that it’s a vessel component.

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Here are some previous quite unique photos sent along by Jonathan.   Jonathan . . . thanks much.

And here was Whatzit 24.

 

Note:  I wrote this a year ago for a print publication, but they’ve not used it.  It’s timely, so here it is in its entirety.  The style is different because of its history and intention.  Here was my post #1 with this title from January 2010.  And HERE was 2.

Line crosses the ice fields covering a chokepoint in the Hudson River like an army tank traversing boulders. The vessel—more than a half century old—pitches and tosses erratically. And the steel hull polishing itself on brash ice—jagged floating ice clumps– is loud, arrhythmic, and almost alarming as the small ice breaker advances through the ice or attempts to, sometimes halting.

“It’s counterintuitive,” said Bosun Mate Chief Bradford Long. “My initial sense was that I was harming the vessel. But it was built for ice up to a foot thick. When it stops, you take care that the rudder position is centered, then power astern before attempting a new track. Having the rudder anywhere but centered could damage it.”

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During an average ice season, some 300 vessels from tug/barge units to ocean-going tankers and bulk carriers navigate the Hudson. During the 2012-13 season, Coast Guard crews broke ice and facilitated movement of 7.96 million barrels of petroleum products and 297,000 tons of dry bulk products in the Northeast, with a combined total value of nearly $2 billion. They also answered 17 official requests for assistance and assisted 37 vessels in need.

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During “ice season” Line is one of three 65’ ice breaking tugs working in conjunction with 140’ Bay-class ice breakers whose missions include keeping key portions of the Hudson River open. The larger ice breakers like Penobscot Bay can handle ice up to 36” thick and work the chokepoints such as Esopus Meadows and Silver Point, while Line breaks ice at facilities such as petroleum terminals and pilot stations. “Commercial operators notify us about 24 hours in advance of their arrival at a terminal. We break up the ice and –if necessary—a 140-footer comes in and sweeps the ice away just before the tug and barge arrives,” says Long.

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WYTL 65611 Line, is homeported in Bayonne, New Jersey, as is its sister vessel WYTL 65610 Hawser. A third sibling WYTL 65612 Wire is based in Saugerties, New York. All three were launched from Barbour Boat Works in New Bern, North Carolina, within two months of each other in 1963, now 52 years ago.

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Barbour also made some classy runabouts, like this one seen in their old boat works, now operating as the North Carolina History Center.

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Jet Lowe took the photo below of the Barbour work tug Sam.  Click here for more pics of Sam by Jet Lowe.  Can’t you look at wooden Sam and see hints of the WYTL design?  And these 65′ icebreakers . . . what will replace them?

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The three WYTLs break ice on a “1 in 3” schedule: one week of Hudson River ice breaking operations, then a second week of patrols and breakouts closer to their homeport, and then a third week of maintenance in port.  Line, currently with a crew of eight, operates during daylight hours only, unless emergency search-and rescue operations dictate otherwise, said Long. At night, the vessel might dock on shore power available only at either West Point or Saugerties, 45 and 90 miles respectively north of the Battery.

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The current season is the first breaking Hudson River ice for BMC Long, whose 14-year career has provided prior Coast Guard ice experience on Lake Champlain and the Bering Sea. Line’s current ice breaking duties include maintenance of the “track” followed by commercial vessels, as well as facilities “break-outs,” meaning the WYTL breaks ice in circular patterns or noses up to a dock and uses prop wash to clear out a possible channel. Line has a single four-blade 56” prop turned by a 500 horsepower Caterpillar 34-12.

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WYTL crew also communicate with passing commercial vessels gathering data on their vessels, cargoes, and encountered ice conditions. That information is shared with the Coast Guard Sector New York’s “ice officer,” Chief Warrant Officer Kary Moss.   According to Moss, “domestic icebreaking operations are intended to … minimize waterways closures during the winter, enabling commercial vessels to transit through ice-covered critical channels.” Moss manages the information generated by the WYTLS, the 140-footers, and Coast Guard Auxiliary Air, or AuxAir “ice patrols.” These latter are observation flights—daily if weather permits—by civilian aircraft from Sandy Hook to Albany to report on and photograph ice conditions and river traffic.   During the 2012-13 ice season, AuxAir made 37 reconnaissance flights. Moss then issues the daily ice report both broadcast on VHF channel 22 and electronically.

Since their 1963 arrival the WYTLs in the Hudson Valley have had a variety of missions, which did not include breaking ice on the Hudson for the first two decades. Line and the other two New York area WYTLs—Wire and Hawser—have unique extended cabins used to accommodate additional crew, including doctors, who would board passenger vessels for inspection/quarantine in greater New York harbor. The WYTLs also moved empty sanitation scows during instances like the tugboat strike of 1979, as evidenced below in the letter of citation from the commandant of the Coast Guard . . ..

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As the winter and ice season of 2013-14 establishes a place in the cold and ice record books, BMC Long and crew feel a sense of accomplishment about their role on this half-century-old boat assisting commercial vessels in getting the heating oil through.

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So here we are 12 months later, and it’s deja vu all over again . . . or something.

Here’s Tatiana Schlossberg’s article from today’s NYTimes on the 2015 icebreaking effort.

 

 

 

 

Here was 4.  Pairings suggest to me springtime, and I certainly am ready for that to happen.

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Here a blindingly cold blue Meagan Ann departs the Kills with a team of scows

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Cape Sally and Cape Heane.  Are there really capes by these names?

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From back in January . . . it’s Chesapeake 1000 towed into the Kills by

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Mary Alice and tailed by

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Emily Ann.

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Non-matching but a pair nonetheless here is Paul Andrew and Liberty V.

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And since this post seems to be sticking to the color blue, here’s a pair I took a photo of midMay last year… Emily Ann driving Crow‘s last ride.

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And although red . . . Little Bear and bigger sister Bear . . . has anyone recently gotten a photo of them you could share here?

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To end on a blue note . . . does anyone ave photos of Atlantic Salvor in its current Caribbean context?

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All photos here by Will Van Dorp.

For the misfortune of all us 25 million sixth boro shore dwellers, it’s cool like below.  Here’s what the the river banks like look for us when Mardi Gras gets scheduled.

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Tugs and buoys carry glaze like this or

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this . . . .

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Even local wrecks (that’s two side by side there) have a glaze that mimics the gleaming white paint they once wore . . . .  And one local water guy whose blog I usually read conveys experiences like these.  Hawsepiper, . . . this goes out to you.

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At these times it’s good to remember we have our own deferred (defurred?) mardi gras parade when we ditch our winter burqas and enjoy the summer solstice warmth . . .

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sometimes even without parasols

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in fewer than 125 days from now.

All photos by Will Van Dorp.

Loosely related, click here for a bulk carrier named Mardi Gras and a whole youtube channel devoted for Asian tugs, jetfoils, fireboats, and other workboats.

 

 

I’ll ditch the parody of the title of a book and movie I’ll forego.

The temperatures this morning were below 20 F and will go down to below 10 by tomorrow morning, and yet I was amazed by the routine activity happening on the KVK.  When this vessel was a greater distance off, I didn’t recognize it because of the apparently white hull, the whit/grayish glaze of February.

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That color makes it hard to distinguish where hull ends and froth begins.

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Be careful if you’re out long in the wind-driven cold.

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Now known as Brooklyn, click here for photos of her making a convenience store stop on my rocky office terrace over six years ago.

Photos by Will Van Dorp, who’d love to see your ideas of either shades of spray or glaze of spray . . .  or some other variation on this  . . .. matter.

Many thanks to Pierre Kfoury for sending along this very clever photo in shades of black, white, and gray of Bruce McAllister he took up by New Hamburg, NY.  In Pierre’s photo, I like those gray shades and gray reflections too.

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More shades of spray take us to Emerald Coast, passing Chesapeake Coast.

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Sitting out on deck has to be evidence of a warm heart on a vessel

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that will miss Mardi Gras in a warm place.

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Frozen spray reinforces the fenders maybe?

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The glaze coats the hull with a very light-gray layer.

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x

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Even on this vessel with a hot name . . . the icy shading is present.  Is it true that this tanker was briefly in port to deliver the love drug –phenethylamine– to those of us crowded on the edges of the sixth boro?   A few years ago, this vessel was in the sixth boro with the name Golden Venus;  for photos of her and other vessels with fantastic names, click here.

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So . .  50 shades of spray?  How about 56 or 65 or  . . .spray, gray, play . . . ?  The number is only limited by the imagination and the eye.

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I had gone looking to get a photo of this vessel, but by the time I got to my favorite cliffs, they all have headed to warmer waters.  And given the usual fashion of mermaids, I can’t blame them.

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Thanks again to Pierre Kfoury for his photo.  All others by Will Van Dorp.

 

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