TUGFEST weblog
The Tugfest blog 
is an international maritime enthusiasts news weblog. Articles that are posted here include news about the annual tugboat festival (read the festival), photo essays, world tugboat news, events and other general maritime news related to the great lakes and beyond. Have news to share? Simply click here - if it floats - we'll post it for you.
Put to Rest
Monday 19th the Dalzell 3 was put to rest on the Betsy Ross Reef in SC. She sank in about an hour, went down nicely.
Photo's by franz VonRiedel
More on next page.
Capt Bob |20:25 EST |Comments (0)
Dalzell 3 Stepping Out
Two more pictures of Dalzell 3 on her finale voyage.
Franz VonRiedel Photo's
Capt Bob |20:24 EST |Comments (0)
Pictures From The Past
Two pictures of the Steamer Georgian one leaving Parry Sound Harbour
via Bob's Point, early 1900's.
Capt Bob |11:56 EST |Comments (0)
Sunday Pictures Mar 12th
Capt Fred is one of our members at tugfest Parry Sound, and has sent us these pictures filed Sunday Pics. Thanks Capt Fred for the great shots.
Today Sunday's Staten Island Pictures. Not sure but it looks like the workboat " Mr Bayonne" belonged to my old 1960's sea scout ship 204. We took a old wood navy whale boat engine and put it into the Mr. Bayonne. The engine was a 25 hp Buda Diesel. The engine broke down off Sandy Hool and had to have the CG tow it in. Don't know what happened after that as by that time I was in the USCG and over in Viet Namn. ( 1969 ). Anybody know the history of the Mr Bayonne after the scouts got rid of it? ...........Thanks.............Fred
Capt Bob |13:53 EST |Comments (0)
Capt Schultz Part 2:
Part 2 of Tidbits:
Thirty six hours prior to the arrival of the Britannia at Snell Lock, (the first American lock on the seaway arriving from seaward) I would find myself as an Armed Sentry, against terrorists to the Queen, and all threats, both foreign and domestic.
The RCMP and FBI had made the decision to shut down all traffic on the river, 24 hours prior to the queen’s arrival at any point along the seaway. All shipping would be required to either anchor, or directed to mooring cells. In addition to escorts by RCMP and USCG vessels, the Britannia would have helicopter air cover, and all locks searched by divers, prior to locking thru.
During one of my tours standing watch at the perimeter gate, I had a brief conversation with a St. Lawrence River Pilot, who was Canadian, and awaiting a vessel’s arrival at the lock. He had informed me, that being assigned the position of Pilot for the Britannia was not considered preferred duty, and that the chosen individual had been given the dubious honor, only after lots had been drawn. In addition to all the prodocal that was maintained, usage of deck machinery was not allowed when the queen was aboard. This being do to the noise and vibration it created. Rather than disturbeing Her Highness in such a manor, 20 deckhands would be used, heaving on a mooring line, rather than a winch.
Shortly prior to the closer of the lock, for inspection by divers, an old Greek Freighter arrived for lockage up bound. The ship had the appearance of a very neglected, rusted out vessel that was long overdue for the breakers. Having been relieved only minutes earlier from my watch at the gate, I paused to leisurely observe, the freighter enter the empty lock. The ship probably had no more than 2 or 3 knots of way on, and her mooring lines had already been received and secured to the bollards on either side of the lock. With a loud blast of air that split the silence, there followed a noise generated from pistons cycling within her diesel engine room, and then silence.
Having an antequated Direct Reverse Diesel Propellsion system, the process of shifting the engine was not a simple task. The engine first having to be stopped, the camshaft manually reset, and then restarted by usage of compressed air being injected directly into the cylinders.
In this case however, the discharge of compressed air failed to have the desired affect, with reverse failing to materialize. After a brief pause, the process started again, and failed, as it did for several more attempts, until all of the compressed air available was exhausted. The ship moving forward with all its mass and momentum towards the closed lock door, holding back 35 feet of the river’s elevation. With this, the deckhands, aboard the vessel, would attempt to check its forward movement, by further taking a strain on the cable moorings. Loud cracking sounds began to be emitted from the various cables as they were stretched to their limit; being the last warning, prior to complete failure. As lock wall, lock tenders ran for cover, seeking refuge from the above on the pending parting of a cable, and the risk of being cut in half by its strands. Being ignorant of the warning, and the danger, I stood by casually observing the entire event, ignoring the yelling and motioning made towards me.
When the locks were designed, the possibility of such an event had been considered. Subsequent safe guards were built into the lock to prevent a freighter from crashing into a lock door and creating a junior Niagara Falls. When entering an empty lock, a cement sill can be observed at the foot of the closed lock door. This barrier is impassable with the lock empty. However, once the downriver door is closed, and the lock flooded, the vessel floats clear of when exiting the lock.
In this event, the mooring cables never came to parting, as the ship came to a complete halt after smashing into the sill. Had there been a Richter scale available, it probably would have recorded a point eight.
As a rather rare occurrence at any lock, those entrusted with the safety of the queen, were now of belief that the event was an act of sabotage. Should the down river lock additionally be disabled after the Britannia locking thru it, the ship would be stranded within a short interval of the river, and completely at the mercy of terrorists.
A tug is promptly dispatched to move the disabled ship, and the lock half filled to immobilize it, awaiting their arrival. Like the ship, the crew was a reflection of another era. While probably excellent sailors, they had an appearance of a very unsavory group. All carried knives, sheathed to their belts, like most deckhands aboard any vessel plying the oceans of the world, however this group additionally carried honing stones. During times of boredom, or idle moments, they would pass the time by sharpening their blades. I can still recall watching one such sailor, seated on a cargo hatch, work at making a sharp blade sharper. With the lock half raised, the main deck of the ship was nearly level with the lock wall. The distance between the two of us was probably less than 30 feet. Pausing, he glanced about, and fixed his sight upon the bleached white uniform of one of Uncle Sam’s Combat Commandos: “Me!” I can still recall his smile, and the chill that ran down my back as he stared at me. For a bounty of ten dollars, I was certain that this fellow would have slit my throat.
With the arrival of the tug, the lock was lowered and the down river door opened, allowing the lethal vessel to be towed from the lock. As added security, to prevent any further wrongdoing, one FBI Agent and one Coast Guardsman being place aboard, until passage of the Britannia.
Having the belief that I would have to defend myself from its crew of cutthroats, I barricaded myself, on the bridge of the ship with by back against the bulkhead. It would be the longest night of my life.
The transit of the Britannia thru Snell Lock was uneventful. The vessel was given a slow lockage, in an attempt to keep from scratching its polished hull, and those individuals who had a need to be within the immediate working area, were instructed to turn their backs to the ship. “God save the Queen,” should some sailor see the queen in her nightie thru a porthole. Exiting the lock, the ship would scrape against a piling, scratching its gloss finish. Within minutes of this, a sailor would be observed hanging over the side in a Bosun’s Chair, painting out the blemish as the vessel proceeded up bound.
Back on the river it is now Nov.2nd, and I am awaiting lockage with 4 other pleasure craft at Pickwick Lock. As a tug and barge clears, headed up bound, we are given clearance by the lockmaster to enter. Three of the boats, and myself tie-off without delay or difficulty, and report secure over the radio. The remaining boat, a 40-foot Sea Ray, is however having a bad day of it. Twenty- five minutes after entering the lock, they are still attempting to put a line around a stationary floating bollard. With the husband at the throttles, and the wife on the bow, you would think at it was blowing 70 knots. with a number nine sea running. The lockmaster is now showing signs over the radio, of the impaticiece, I have been attempting to suppress, for the past 15-20 minutes. The husband’s transmission to the lockmaster; “She keeps missing the bollard,” is beyond my ability to control, and I make the flipent transmission on the lock frequency: “Blame her!”
Watching this entire gaggle unfold is a bit extreme. Offering assistance to their plight, the lockmaster suggests, that they secure alongside the blue & white hull tug. Since Restless, is ringed with traditional rope fenders, as well as bow & stern puddin’s, it would seem the likely choice, of where to direct someone with a broken rudder, or about to flounder. Except no one has asked me, and there is no way, that I am about to have Barnicle Bill within 100’ of my boat. Fortunately, before I can make the transmission; “Quarantine, Restless has Tyfoid aboard!” a line is finally made secure.
November 3rd, finds me alone on the river, approaching Jamie Whitten lock. The lock doors are open and the green light to enter, await my approach from a considerable distance up stream. I report secure, on the lock frequency, and the doors close within minutes. Ten minutes goes by and there has yet to be any indication of the river getting any lower. Looking aft, I observe the lock doors opening, and am informed by radio that there will be a delay for a yacht that has just cleared the previous lock. Fifty- five minutes later, the lockmaster finally finds the button labeled: “Empty.”
There is a preference to lockage on the rivers; first, Military, then Law Enforcement and Government, followed by Commercial. Next in line are the people who made it all happen by paying for it: “You, the taxpayer!”
November 4th is just another day locking thru on the river. At the Glover Wilkens lock, Restless and another boat hold position near the entrance, as a tug and barge clears the lock up bound. Once vacant however, we are informed that the lock is awaiting the down bound tug & barges, that we both had passed earlier, and is just now coming into view around the bend in the river.
The length of the train is in excess of the lock, requiring the tug to disconnect and then move into the lock alongside its barges. After an hour and thirty-five minutes, the lock is finally sent back up, and we are cleared to enter. Fearing that questioning the lockmaster’s decision’s, will result in a further delay, I wait until the lock is headed down, and then inquire on the lock frequency, if there is some ruling, which prevents commercial and pleasure craft from locking thru together. Had the other boat and myself been allowed to enter the lock after the tug had disconnected and back off, there would have been sufficient room for all to have locked thru together. I receive the reply; “That’s left to the discression of the lockmaster.”
Exiting the lock, we both once again pass, the same tug and barges, and arrive at the Amory lock well ahead of them. We await their arrival here too. However lock thru together.
Capt Bob |15:10 EST |Comments (0)
More Tidbits From Capt Schultz:
Artical From Capt Schultz:
In the days of sail, “Same day Service,” was a term yet to be invented. Planning the length of a voyage was a science in itself. Estimated time of arrivals, were akin to, “Dart Throwing.” Speed of the ship was determined by, “Casting the Log.” The “Log,” actually being a chip of wood, attached to a light line, which was knotted at regular intervals, and wound around a wooden spool. The Log would be cast overboard from the Quarterdeck, usually by a Masters Mate, while a seamen held the spool of line above his head horizontally, with each hand grasping the shaft which ran thru the spool for support, as well as to allow an even strain for the line to unwind. A minute glass would be turned as the log hit the water, and the number of knots that unwound from the spool would be counted, during the 60 seconds it would take for the last grains of sand to empty from the bulb. This number, then being applied to a formula having a proportional relationship of the distance traveled in terms of the number of knots counted, to time. From this, would be obtained the speed of the vessel, expressed in what is called: “Knots,” which pertains to the number of nautical miles traveled in one hour
In today’s day and age, a vessel’s speed and distance thru the water can be obtained with a simple glance at a sum log. Speed over the bottom is displayed continuously from a GPS unit. Estimated time of arrival at a destination or waypoint is constantly updated, and given to the second. Yet no matter how accurate your navigational instruments, and charts, nothing can prepare you for estimating the time to, “Lock Thru,” the various locks of any given waterway.
On Oct.19th, I arrived at the Brandon Road Lock on the Illinois River, seeking lockage down stream. After establishing contact with the lockmaster on channel #14, I was advised, there would be a delay, as a tug and barge were about to enter the lock from the opposite direction, and that they would be, “Cutting the Train.” Being unfamiliar with the terminology, I was a bit taken back with the two and a half hour wait, which followed. While freighters on the lakes are built to the maximum size that the locks will allow; tug and barge trains are made up to lengths that greatly exceed the size of the locks they must transit. The limiting factor on the rivers, are essentially the horsepower of the tug, and the radius of the bend in the river to be traveled. Cutting the train is a reduction of the overall length, by entering the lock, and disconnecting several of the forward most barges. Once this is accomplished, the tug backs off with those remaining, allowing the lock doors to be closed, and lockage of the separated barges. Having no means to exit the lock on their own, the forward section of barges are then winched clear, to allow the lock to be sent back down empty for the remaining tug and barges. The task is completed, with the reconnection of the two elements, and the tug then clearing the lock. Needless to say, the entire operation is very time consuming, and brings all traffic in either direction, to a stand still for sometime. Watching this event unfold, reminded me of a similar traffic interruption on another river, many years previous..
In the late 60’s, there was social unrest in Canada. The providence of Quebec, was considering succession from the confederation, and a referendum was pending.
Charles DeGaulle, has paid a visit, and poured gasoline on the fire by making the public statement; “Long live Free Quebec.” Queen Elizabeth, and Prince Phillip, would follow, making a diplomatic visit to Canada and the USA via the St. Lawrence Seaway, aboard the Royal Yacht Britannia. Threats had been made by various underground groups; that the ship would never succeed in transiting the length of the seaway, without being blown up, and both countries were taking the matter seriously. During this period, Canada was also actively trading with the Soviet Union, and Uncle Sam had an issue with Soviet Ships transiting waters of the USA by themselves. To prevent the Soviets from planting a nuclear device or doomsday machine in home water’s, the task was handed to the Coasties. As a Quartermaster in the USCG at the time, based on the St. Lawrence River, I was that first line of defense, in turning back the Communist Hoards. The Rules of Engagement were never really explained to us in great detail, and other than giving a Soviet Merchant Ship an escort when within United States territorial waters, the whole thing was really pretty much a Dr. Strangelove type of affair. Had such an event actually occurred; I’m still at a loss to know exactly what we were to have done.
To Be Continued:
Capt Bob |21:07 EST |Comments (0)
Cove Isle:
Good news for tugfest 2007. I had put in a request for a CCG ship to be present at the Parry Sound tugfest event, to participate in the activites as well as the open house. Today I was informed from Sarina that they would be happy to have the Cove Isle attend. The Cove Isle was at our 2004 and 2005 events and was a hit at our open house. Capt Cheese and crew will be most welcome at this event.
Capt Bob |19:59 EST |Comments (0)
They Never Stop:
"Mary Turecamo" southbound at Hudson pushing the lite "Portland".
Allen Baker ( tugboats@yahoogroups.com)
Baltimore
As you can see they just keep on pushing no matter how bad it gets.
Capt Bob |11:46 EST |Comments (0)
Joyce B Gardiner:
Wintering in Thessalon Mar 2006. Picture taken by Leslie Reading @ WWW Boatnerd.com. You can see the Joyce B gradiner in action at the Great Tug Races in Sault Ste Marie on the first Saturday in July. Julie And Sandy Gardiner are part of the organizing committee for this event. They do a great job and help make this event the success that it is.
Capt Bob |08:46 EST |Comments (0)
The Line Up For 2007:
Well it's that time of year to start planning for this year's events. This year we have three events for your enjoyment.
The 26th annual Great Tug Race in Sault Ste Marie on July 7th 2007.
Tugfest Owen Sound July 28th & 29th.
Tugfest Parry Sound Aug 24th & 25th.
Tugfest Owen Sound as part of the Home Comming event. This is a first time event to commemorate 150 years of boat building in Owen Sound, featuring a tribute to Russel Brothers Tugs. Steve Briggs is putting this event together. He and his committee are working on getting as many Russel tugs to this event as possible, but all other makes and models are welcome as well to attend this event.
This picture is from our 2004 Parry Sound tugfest. The CPR bridge in the background is 100 years old this year. We hope to celebrate this historical event at Tugfest.
Go to our links for more info on The Great Tug Race Sault Ste Marie and Tugfest Owen Sound Russel Brothers Tugs (Steelcraft) by Steve Briggs.
Parry Sound Tugfest info is under Festival news our home page.
I hope you can attend any or all three events.
Capt Bob |07:59 EST |Comments (0)
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