Sunday, 30 August 2015

April 8, 2015. Welland Canal

CWB Marquis upbound above Lock 1, Welland Canal, Ontario, Canada.


Vigilant I down below Lock 2, Welland canal.
Kom upbound above Lock 1, Welland Canal, Ontario, Canada.

Kom upbound above Lock 1, Welland Canal, Ontario, Canada.

Purha upbound above Lock 1, Welland Canal, Ontario, Canada.


April 2015. Along the Welland Canal.

 Canadian Enterprise in the dry dock in Port Weller.


Saturday, 29 August 2015

April 6, 2015. Welland Canal


CCGS Martha L Black came up from Quebec to assist with the spring break-out on the Upper Lakes.
View of the complicated lifting gear on the 1100 Class ships.

SP (self-propelled) Barge astern of lifeboat.  These barges are used for many things, including working in shallow water where the ship can't go.  Aft of the barge is the helicopter hanger, a fixture on a great many Canadian Coast Guard ships.

Peter Cresswell above Lock 1, unbound.

On the way to Lock 2.

Then I mounted my trusty steed and rode up the hill to catch the Black coming out of the flight locks...


... and in Lock 7...

... and on the way to Lock 8.


Wonderful way to rig a fender for the locks and walls.  Adjustable both vertically & horizontally and secured in 3 places to minimize the chances of it getting carried away.





Thursday, 27 August 2015

April 4, 2015. Welland Canal

 Early in the 2015 season the Algoma Enterprise was helped out of the dry dock in Port Weller, on the Welland Canal, by the tugs Vigilant 1 & Lac Manitoba.  Above, crew being lowered to the approach wall above Lock 1 to secure the ship.  
 Vigilant 1 waiting for orders after assisting the Algoma Enterprise.
 Enterprise upbound toward Lock 2, Welland Canal.  Her first trip of the season.

 Algoma Navigator slides the wall on her approach to Lock 3.
 Algoma Transport also unbound above Lock 1.

 Pilot boat J W Cooper above Lock 1 heading for Port Colborne on Lake Erie for a new season.


Wednesday, 26 August 2015

August 26, 2015. Recent Photos from the High Arctic

These photos are courtesy of Brad Durnford.  They are provided to allow families of those on board the two icebreakers to see a bit of what is happening with their loved ones.  Despite modern communications satellite costs mean photo sizes and quantity are limited.
Above:   Helicopter from CCGS Louis S St Laurent skims the ice.
CCGS Terry Fox at about 89 degrees North latitude.  That's only 60 nautical miles from the North Pole.  The Fox was built in 1983 by Burrard Yarrows Corp in Vancouver, BC.  Terry Fox and her sister ship, Arctic Kalvik, supported Gulf Canada's operations in the Beaufort Sea during the 1980s.  Not limited to escorting tankers through ice these multipurpose ships were designed to act as heavy tugs and supply ships to support offshore oil rig platforms in a very hostile environment.
 Both Canadian icebreakers working together to progress through the heavy ice.
Looking aft from the bridge of the Fox.
CCGS Terry Fox was named after the late cancer research activist Terry Fox of British Columbia.  For more about his attempt to run across Canada with an artificial leg please visit this site:  http://www.thecanadianencyclopedia.ca/en/article/terry-fox/
The Fox was acquired by the Canadian Coast Guard in 1992 and commissioned as CCGS Terry Fox. Classed as a "Heavy Gulf Icebreaker" by CCG she is stationed in St John's, Newfoundland and operates in the Gulf and River St Lawrence in winter and in Canada's Arctic in summer.  The Fox has 4 x Stork-Werkspoor 8TM410 diesels and 2 x controllable pitch propellors.  Her power is 17,300 kw, about 23,200 hp.  She is 88 m long, 17.8 m wide and has a draft of 8.3 m.  Of interest, with her Off-Shore Vessel design her freeboard is only 0.8 m.  That means polar bears have easy access to the after deck.
Scientific equipment being used.  There is much work to be done in charting the Arctic and discovering its many species.
I was Chief Officer on the Fox in 1992 when she was purchased by CCG.  We had just returned to Nova Scotia and had to take off all but essential equipment to return the ship to Beaudril ASAP.  That meant returning to the western Arctic late in the season.  Once we had everything off we got the word that CCG now owned the ship, so we had to put everything back on board.  But, we did not have to return to the Arctic.
 Fuel is an important consideration when going this far north.  Tankers cannot accompany the icebreakers as they are not built for this type of severe ice conditions.  The Louis carries 3500 cubic metres of diesel and uses 24 cubic metres per day.  The Fox carries 1919 cubic metres of fuel and uses 35 of those each day.  So the Louis may provide fuel for the Fox when needed.
 CCGS Louis S St Laurent is a Heavy Arctic Icebreaker home-ported in St John's, Newfoundland.  She is named after the 12th Prime Minister of Canada.  I don't have to give his name, do I?  She is the largest ship and the flagship of the Canadian Coast Guard.
Like the Terry Fox the 'Louis' works winters in the Gulf and River St Lawrence and the summers in the Arctic.  She is outfitted with a number of science labs and facilities and usually carries scientists from around the world who are studying the Arctic.  
The St Laurent was launched in 1966 by Canadian Vickers in Montreal and commissioned in 1969.  She escorted SS Manhattan through the North West Passage along with CCGS John A MacDonald (the ship that did the heaviest of the work during this passage) and USCGC Northwind & Staten Island.  The ship underwent an extensive modernization in Halifax NS between 1988-1993.  This included lengthening (new bow) and replacement of her steam turbine propulsion with diesel.  She is the only CCG ship that has 3 propellors, all aft.
In 1994 the Louis in company with USCGC Polar Sea became the first North American surface ships to reach the North Pole.  The 'Louis' has 5 x Krupp Makk 16M453C main engines and 3 x fixed pitch propellors.  She has 20,142 kw power, about 27,011 hp., is 119.6 m leong, 24.4 m wide and has a draft of 9.9 m.  Compare the Louis' freeboard of 6.4 m to that of the Fox.
One of the many instruments used to determine a variety of information about water in the Arctic Ocean.  In order to see more of what is happening in the Canadian Arctic and world-wide in Canadian shipping visit 
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