My starting to be a sailor

Discussion board focusing on Great Lakes Shipping Question & Answer. From beginner to expert all posts are welcome.
Guest

Re: My starting to be a sailor

Unread post by Guest »

In looking at the launching image of the Saskatchewan Pioneer I'm assuming these were temporary colors with the bow thruster and bulbous bow markings in place to assist the tugs in moving the vessel to the drydock, fit out berth, etc. I don't think I have ever seen a picture of this ship's launch much less one in color but I would be surprised if one doesn't exist somewhere.
Lakercapt
Posts: 554
Joined: July 19, 2010, 4:51 pm

Re: My starting to be a sailor

Unread post by Lakercapt »

In times of austerity it in my opinion seems to be the money earners, the boats, which are targeted first. Overtime is and always be a big circle with a bulls eye painted on it. I would like some of the accountants to undertake a voyage from Thunder Bay to the lower “river” departing at 11Pm and tell me how to avoid paying o/t to complete the passage. It, with that departure time means all the rivers and “canal” are done at night. The mates are required to attend the moorings and with a small deck compliment, deckhands working nights, especially should tie ups required. The maintenance has to suffer which could result in delays. It is not like a shore side workplace where shifts are involved and the hours well allotted. Overtime on ships where paid or unpaid is a fact of life. We were transiting the “Canal” one day when I heard a voice calling me. (This was in the days before the system became a gulag with fencing nearly all the way). It was one of the Misener Brothers wanting to show me his new car. A spanking new Mercedes. My comment was in tough times you can buy that, what was your next one a Rolls Royce. My sarcasm fell on deaf ears.
It was during this time the deep sea masters were told the company wished to re-negotiate our contract. The five involved had a discussion and only one thought we should do so. He got his reward later as the dissenting one was remembered. As it transpired it was a very wise thing I kept diaries. My wife and I had booked a trip to the Caribbean towards the end of one of my leaves. She had decided a while back, a change was needed, as dealing with other people’s children and our own meant it was seldom she had adult conversation. Being a very shrewd lady her reasoning as what do people value more than their children. Money. Next on her list of achievement was to enter into banking. That being so when vacation times were parcelled out she had to take what was given. Our vacation therefore was when she could get away. I received a call from the office by the assistant to the shore captain informing me that I was to fly to Rotterdam to join the C.M. in three days time. Not happening as I am off on Saturday to Jamaica on holiday. Better speak to Captain K. He came on the phone and informed me that I had in excess of my vacation and why did I have to leave it to the last minute to go away. I informed him what I do on m vacation is only my concern not theirs and I had not had in excess of my allotted vacation time. He was most upset and brought up the time I had off when we had laid up in Thunder Bay. Oh no I said I told you at the time, this would not count as vacation time as our contract clearly stated this was not allowed. Another black mark but this fellow had a long memory and he really tried hard to git back at me. It was not only I who was the victim of his autocratic ways and the masters as a whole were fed up with his antics. I was approached by a couple to go to management and let the boss man know what was going on. Here are many ways that masters can affect the operations to the determent of the “Bottom Line” should they wish to show their displeasure. I met with the president and put forward our displeasure at the way he was behaving. I don’t know what transpired but a change occurred.
When the wall in lock #7 collapsed in the Welland canal we were upbound from Baie Comeau and received word to secure in Three Rivers. All the crew were to be paid off except myself (they were learning) and the C/E. It was thought it would take some time to repair the lock. Many Canadian boats were affected, especially the straight deckers. A cargo for outside was tried to be fixed but nothing was available. The wharf we were allotted was curved and the harbour master who anticipate other joining us tried to utilize the entire frontage he had positioned us with the gangway in the curve. This meant the gangway was not flush against the hull but had to be manhandled on to the wharf at an angle.
More to follow
Lakercapt
Posts: 554
Joined: July 19, 2010, 4:51 pm

Re: My starting to be a sailor

Unread post by Lakercapt »

Guest wrote:Lakercapt - Did the Saskatchewan Pioneer first enter service with the orange/yellow Pioneer Shipping colors? I ask because I have attached an image of a news clipping I have of the ship being launched in what appears to be Misener colors like that of the Canada Marquis and Selkirk Settler. I always remember it being in the Pioneer color scheme but I was quite young at the time it entered service so I cannot remember if it operated for a brief period in other colors.
Yes we sported that great colour right for the start till she was sold. I did not like it at first but as it was so distintive as was the boat I loved it. When it was launched, I attended the ceremony, she only had primers and not the Richardsons coluors. Never Miseners colours thankfully. Although the three were managed (mis) by Miseners all bills,wages etc were to Richardsons account
Guest

Re: My starting to be a sailor

Unread post by Guest »

Lakercapt - Did the Saskatchewan Pioneer first enter service with the orange/yellow Pioneer Shipping colors? I ask because I have attached an image of a news clipping I have of the ship being launched in what appears to be Misener colors like that of the Canada Marquis and Selkirk Settler. I always remember it being in the Pioneer color scheme but I was quite young at the time it entered service so I cannot remember if it operated for a brief period in other colors.
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Guest

Re: My starting to be a sailor

Unread post by Guest »

Captain,
Yep it seems like the office never loses jobs. About two years ago the office set out an email stating that due to poor general economic conditions labor cost had to be controlled and there would no overtime unless it was absolutely required for the safe operation of the vessel. The next two emails were introducing two new office people that had just been hired. Guess that the generally poor economic condition were on the boats only.
Guest

Re: My starting to be a sailor

Unread post by Guest »

It always seemed when ship guys were running things they were ok, but when the accountants got involved things would go down hill pretty fast!
Jerry at Duluth

Re: My starting to be a sailor

Unread post by Jerry at Duluth »

Captain, I really enjoyed your comments about the shore staff. So many decisions made be people who go home at night, have dinner with the family and rest in their beds. Never consideration for the crew who are at work 24/7 even if they are off duty. Too often the shore staff could care fanny a about the crew. Love to see a man stand his ground regardless of the black marks. I salute you.
Jerry
Lakercapt
Posts: 554
Joined: July 19, 2010, 4:51 pm

Re: My starting to be a sailor

Unread post by Lakercapt »

In the year 1987 there were several notable events which took place. That was the year that we were the first boat to open the “Seaway”. We had been trading all winter and in March had loaded a cargo of iron ore pellets at Point Noir. We proceeded to the lower tie up wall below St.Lambert lock and waited for the opening day. I was told to go home and then down to Port Colborne to do the M.E.D.II course. During the time I was there I was informed that another captain was to take the S.P. for the opening ceremonies. I was to rejoin when they got to the Canal. I was livid with this decision by Captain V. And spoke to the president of the company and it was rescinded. Not a brownie point for me with Captain V. I got back on board and the remainder of the crew rejoined. During my absence the mate G. Had been busy with the couple of deckhands who had remained and the boat looked as sharp as tack sporting fresh paintwork. The boat looked really sharp and I relayed my thanks to all concerned. Wanted to put on a good show. The big day the C/E and I dressed up in full uniform, including hats which we never wore,(I still have the uniform and hat but the only thing that fits now is the tie which is a clip on) Proceeding into the lock with a steam of flags we were greeted but all sorts of dignitaries. Many boarded for a photo shoot and a TV clip for the Montreal evening news. One of the Misener brothers attended as well as malicious Captain V. To say he was cool towards men would be polite. After all the dignitaries’ departed to a special reception, we were told to go as fast as possible to the American lock for another presentation and not worry about speed limits. It was as fast as we could go as they did not want us to be too late in the day. Should have started off earlier as it was fairly late when we arrived and another presentation took place. I still have the plaques which were presented to the boat.
It was a poor season for all the fleet and several boats were laid up including us. It was in Thunder Bay and I was told to lay off the crew except for the C/E and a couple of M.A’s. Shore power was connected. I was told to go home and I informed Captain K (he was now an assistant to the other guy) this was contrary to our agreement and it would not count towards my vacation time. That went down like a lead balloon and more about this later. I shut down all the bridge equipment including the Sat/Com. Later I was questioned about why I had done that as the office had tried to communicate with the ship and was unable to do so. My answer was we had been instructed to layup and that was part of the process. I also pointed out that only qualified persons with C.G. approval were to operate his equipment and the C/E was not. He was able to use it but not approved. Not the answer they wanted and I was again awarded a black mark! With a large percentage of the fleet tied up and the seagoing staff drawing unemployment benefits I caused fervor when I asked if any of the office staff had been laid off. My reasoning was if it required X umber of office staff to keep the boats operational is was reasonable to expect this number be reduced when only a few were running. No response, it was not a quire which was not well received. This was not the first time I had asked a question that was awkward. During the festive season the company held a Miseners Christmas party but not a single seagoing person was invited, although some were at home. You have yours at the winter meeting. This it was contended was our “party”. The winter meeting were for business and only on the final evening did we have a special dine and dance afterwards. Not the same! Many of the office staff attended.
It was in this year the company wished to take the surplus in our pension plan to re-engine one of the older steam powered boats. The pension plan was one where the company did not invest a single cent although they paid for the administration costs. To do this required 100% approval of members. During my brief time on Ralph Misener I had noticed in the asters office a plaque indicating the ship was mortgaged to a certain financial institution and was very surprised at his. When the pension question came up I was concerned as the two new Govan boats had received a very lucrative long term contracts with the Canadian Wheat Board. Our boat S.P. had not. This was not common knowledge but I had found out unbeknown to the company who did not divulge his little piece of information. I refused my consent and was not surprised to be told I was the only hold out (another black mark) It was only when I explained my position to others that they withdrew their permission. The whole idea was scrapped and I bet all were relieved as what transpired later
Lakercapt
Posts: 554
Joined: July 19, 2010, 4:51 pm

Re: My starting to be a sailor

Unread post by Lakercapt »

I somehow got off the track as I mentioned that we were to slow speed to Gibraltar to bunker. One day the sat/telex was spewing large amounts of paper with many question. Can you do this or that about a cargo in the offing? It was a cargo of salt from a place I had never heard of, Porto Empedocle in Sicily. The mates and I got out the charts and pilot book and help a discussion. Measured all the harbour and consensus was yes we could safely get into the port and load the cargo. Relayed all this to the office. Harbour master saying we would require four tugs to enter and berth and they would have to come from another port as there were none there. I informed them we would not need tugs. We arrived during the night and anchored off until daylight. A pilot boarded and was extremely nervous about us going in. I told him just to have a coffee and I would do it. Just to show them what we were capable of doing I backed through the breakwater and all I heard was “Mama Mia” a couple of dozen times. I asked him where the dock w as and he pointed to it. Swung round using the Kort nozzle and bowthruster and berthed with minimum of fuss. The “Mama Mia” stopped and he shook my hand and said he never expected that for a boat our size. Many ferries in that part of the world berth stern first. I don’t know what the harbour master thought as he would not speak to me and I heard for several sources he was more than a little miffed at me. Customs etc boarded and a congenial bunch they were and I was surprised at one who had lived in Canada but the home country had too many attractions and he disliked the winters. He acted as interprator as none could speak English well. As this was a last minute cargo the agent had not had any money for disbursements which was a big inconvenience, especially as the crew wanted an advance to explore the place. I had cash on board, US dollars and a company credit card. When all the formalities were completed the agent gave me a lift up to only bank and I exchanged some cash for the crew. I went back on board with millions of Lira (this was before Italy adopted the Euro). Loading was fairly slow and in the following days I invited the boss man of the salt company and a couple of others for lunch. The cook asked if she should have pasta on the menu and agreed but a roast beef dinner would be the main course. The guests arrived and to my amazement a bodyguard came too and he was armed. The cook did a magnificant job as she had, as I requested cooked a great roast beef dinner with all the trimmings including Yorkshire puddings. Apple pie and ice cream for dessert plus a selection of Canadian cheeses. When I asked if they wanted pasta a resounding no was the reply as they could have that at any time. It was a resounding success and on departing all were given a block of Cheddar cheese.
The C/E were invited to go down the salt mine and we were escorted to the mine entrance and got driven down a long way to the working surface a couple of kilometers under the Meditarain Sea. We were fascinated by the whole operation. Next day we visited a vineyard and shown round the warehouse with hundreds of casks of wine. Many samples were tasted and we certainly enjoyed the reds. A couple of cases followed us back to the ship. During the loading a small tanker berthed behind us and I watched them loading red wine from tanker trucks. On enquiring I was told this was a regular run for them and the destination I was surprised to hear was France!!.
The store facility was emptied and salt had to be trucked in from the mine. The mate was frequently asked “how much more” Keep them coming and I will tell you in plenty of time when to stop. Much shaking of heads, as we now had a record load on board and still wanted more. Eventually loading was completed with the most cargo ever shipped from this port. (The CM loaded a few weeks later and the mate on her when he heard our load squeezed 50 tonnes more just to beat us. We sailed stirring up plenty of mud as we were near the bottom and proceeded to Portland MN. Orders were changed to Ceuta to bunker. This is a small Spanish enclave on the North African coast surrounded by Morocco and a thorn in side as they want to annex this territory. We anchored off and a barge came alongside and supplied diesel and bunker oil. The weather turned nasty and we just managed to complete before it was dangerous. The barge was bouncing and we feared the hoses might part. When sailing overseas we had access to wine and spirits and cigarettes etc. That being the case I had stocked up in Cyprus with good wines and a brandy called “Three Kings” The same n Sicily and Ceuta. It was a now tradition the wine was served at supper. Being away was a more civilized way of life!
Our route took us through the islands of Azores which we viewed in daylight. Very mountainous and I wonder why anyone would live there. Many ships over the centuries have sought shelter form Atlantic storms there. Arriving in Portland at a very opportune time as the road salt reserve was nearly depleted. It was very cold with snow but this was forgotten as a few of our wife’s came to visit.
Lakercapt
Posts: 554
Joined: July 19, 2010, 4:51 pm

Re: My starting to be a sailor

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As I mentioned previously it was not my intention to relate trip by trip to the point off boredom but mention a few which stand out. One was a place on the west coast of Newfound land called Saint Georges which is a very small place and I did not manage to explore. The loading wharf juts out from the land and really we were too large a vessel to get alongside. I had to stay on board as the weather was forecast to turn nasty and we might have had to depart in a hurry. We loaded for Hamilton a type of gypsum and the loading was not fast. It’s a long time ago and I seem to remember buckets on an aerial wire dumping in a hopper then conveyor belt to the loading rig. Quite hairy going in as it was new to me and the wooden jetty looked flimsy. Managed taking it easy but as it was tidal had to allow for currents I was unsure of. Another one of my forgettable places. We also went up the Hudson River to a dock not quite as far as Albany. Very scenic and a good view of two places everyone knows about, Sing Sing prison and West Point Academy. The pilot told me the correct pronunciation of Poughkeepsie! After discharging wheat in Limassol on the divided Island of Cyprus we were instructed to steam at slow speed for Gibraltar to re-fuel. It was a very pleasant and interesting place with good restaurants and history dating back many centuries. Alas the island was divided and the Greek and Turkish sections were kept apart by UN peace keeping forces (at that time) A good stay and pleasant people to deal with. A port we visited several times was Antwerp. Steel cargos for the US were our main backhaul and I must say the worst cargo was steel slabs. These slabs were approximately 30 tonnes each and were laid on the tank top ceiling which was protected by balks of wood. It made us have a very large GM and a very stiff ship. I think we started to have heavy rolling when we got to Flushing and very, very uncomfortable passage till we entered the Gulf of St. Lawrence. During our visits to Antwerp it was our pleasure to entertain the Padre from the “Flying Angel” mission to seaman. He was a fellow Canuk and enjoyed the dinners the cook made especially for him. He was always given a care package when we met and one of the items he craved was “Cheese Whiz”. No accounting for tastes as I loathe that vile excuse for cheese. The agents always took the C/E and I for one of our favourites, Pom Frites and mussels. The fries with mayo! We did go for formal dining and the deserts were one of my favourite made with what else but chocolate. On one trip we had an unfortunate accident. After entering the lock (think Poe lock X 4) the tugboat released the nylon tow rope and took off (I should mention In Antwerp the docks are all city owned and the rules stipulate we take at least one tug)His wash flushed the towrope into our propeller and it tangled round the shaft. With a CPP propeller it turns all the time. I managed an emergency shut down but too late. We were towed out to a safe berth to examine the prop and see if any damage had incurred. The line was untangled with the aid of the turning gear and trials did not appear to show any damage. We resumed the passage but all was not right as the oil was leaking slowly from the stern shaft. Consultations with technical boffins and their opinion was we carry on and have a thorough examination when we got to Canada. It was monitored all the way over and we berthed in Sept Iles. Using the ballast tanks the boat was tipped until the shaft was clear of the water. Many anxious observers boarded a flat topped barge to see what was wrong. The rope guard was no longer there and other than that a new seal was inserted and a new rope guard fabricated and installed. Less than two days and we resumed. To return to the steel slabs our sister ship C.M. was unfortunate in that when discharging these slabs, one was being hosted out of the hold and the wire sling slipped when it was at coaming height and fell punching a large hole in the tank top. I was glad was never carried them again.
Pete in Holland MI

Re: My starting to be a sailor

Unread post by Pete in Holland MI »

LC -

Google-ed it. Now I understand. Thanx !

Pete
Lakercapt
Posts: 554
Joined: July 19, 2010, 4:51 pm

Re: My starting to be a sailor

Unread post by Lakercapt »

On the “Lakes” we did not carry a variety on cargos but when going outside we certainly loaded some very different commodities. One load from the Lakehead consisted of, one hold of peas, one hold of flax seeds, one hold of sunflower seeds (enough to keep our chipmunks going for a very long time) several varieties of mustard seed, which were separated by burlap cloths, Saskatchewan is the world’s largest grower of this, one hold of soya beans and a split load of canola the rest was wheat. This we carried to Antwerp. The mustard seeds were off loaded on to the inland river boats, which are very long barges that families live on year round and are immaculate. The final destination was Dijon in France so the next time you have mustard all probability started of in Saskatchewan.
We went done to a place near Corpus Christi and loaded alumina. This is a very fine white powder used to make aluminium. It was miserable stuff and the dust permeated everywhere. When loading the ventilation was shut down, however it managed to find its way into every nook and cranny. Near the loading dock, miles for civilization were massive piles of bauxite. Would hazard a guess and say many thousands of tons. I asked about then and was told this was part of the US strategic reserve in the event of war!! How governments spend money which tax payers don’t know about. The chief and I went into town and the romantic dreams I had about this town were shattered. It was rather run down with many vacant buildings and in the evening you could have fired cannon down the main street and not hit a soul. Could not find a restaurant open so set out for the burbs and found a large shopping mall. Our trip to Baie Comeau was fairly routine until entering the Gulf of St. Lawrence where ice stretched out for miles. We had been instructed to get there ASAP so kept on going. The temperature was in the -25’s and when we hit open water the wind caused the spray to fly. Soon the ice was making fast and slowing down minimized it but when we arrived we looked like a crystal creation. Fortunately the winches and controls had been covered but opening the hatches was a major task the ship had provision to heat the deck line water so one hatch at a time was cleared off. It was all hands and the cook working, clearing and chopping the ice.
Lakercapt
Posts: 554
Joined: July 19, 2010, 4:51 pm

Re: My starting to be a sailor

Unread post by Lakercapt »

The cargos we carried overseas and returned to North America were varied. The ports visited were to most of the crew new places to explore. I had been to many of them before and a few new to me. We took Amber Durham to three ports in Italy Vada, Savona and Genoa which is used to make Pasta. I would not be surprised if it was exported back to N.A. When we were in Savona I was talking to the pilot about the grounding of “Tourmaline” and he remembered it well. Caused quite a stir at the time and I was glad not to on it at that time. A place that was close to my heart and one which used to be a great place for sailors as it had long associations with the sea, Liverpool. The cargo carried there was, #3 red winter wheat. I was surprised, on find out that the U.K. was now a net exporter of wheat. This as subsides handed out to farmers by the E.U. encouraged farmers to plant acreage which before was fallow. However they needed the hard N.A wheat to make bread. Wheat we loaded one time in Rouen. (Misener had at last come to realise they were very small fish in a very large pond regarding shipping and formed an alliance with a French company. This company brokered may cargos for us when we sailed outside and also cargos, mainly of steel products back to US lake ports) This time we carried it to Casablanca, a port, I had visited many times. When we arrived a couple of ships were at anchor and as is normal, they were rolling and pitching in the Atlantic swell. I did not fancy doing that, so my prior knowledge came to fore as I got permission and went behind outer breakwater and anchored. The crew who, by this time, had discovered, never to expect the usual with me. I can’t recall if I had mentioned that the President of Miseners had emphatically ordered us not to give out any small gifts to foreign officials. This practice is universal and not doing so can incur the wrath of these same officials and make the port visit difficult or even prolonged. I had told him it was a bad idea and chose to ignore him. I did not need anything to make my life more difficult. The small price of a few cartons of cigarettes and a couple of bottle of Scotch certainly smooth the way. This expense can easily be hidden in the port disbursements so no one knows!
Lakercapt
Posts: 554
Joined: July 19, 2010, 4:51 pm

Re: My starting to be a sailor

Unread post by Lakercapt »

Pete in Holland MI wrote:Can you explain the Williamson Turn ?

Thanx !
Pete
I don't know if I answered but there are many good explainations if you google "Willimson Turn".
Basically you alter course about 60 degrees in the direction which the man(person) has fallen over by putting he helm hard over and then going hard over in the other direction until you have done a reciprical of the original course. This really reduces the speed and you can stop and more less drift to the position the person who fell o/b (in theory)
Pete in Holland MI

Re: My starting to be a sailor

Unread post by Pete in Holland MI »

Can you explain the Williamson Turn ?

Thanx !
Lakercapt
Posts: 554
Joined: July 19, 2010, 4:51 pm

Re: My starting to be a sailor

Unread post by Lakercapt »

The summer voyages were usually pleasant and at the end another port which most of the crew had never visited. I never did lose that sense of adventure when we went to a new destination with the chance to meet and experience something different.

It took a little time but eventually we managed to achieve a voyage without a piece of equipment or appliance breaking down. The radars were replaced with more reliable ones, one of which was the new ARPA type which I had to attend a course at Georgian college to qualify using. (This was a Canadian requirement). The two original search lights were replaced by one which was a great asset, (they were pieces of junk and forever breaking down). The Loran “C” was updated and a Decca Navigator fitted. This as we were spending more time over seas. The fire detection system was modified and thankfully not giving false alarms and sending us frantically looking for fires that were not there. An important addition was that we got TVs which worked in Europe. In the engine room some modifications were made, a technician coming all the way from Japan to do what was necessary to the Dihatsu generators. He spent several days working on each generator. Three were fitted. The emergency generator which was housed in a special room on the poop deck on the starboard side was a Ruston. All these changes made for a less stressful life. The crew too changed, until those who did not understand the life on the ocean, was not the “Lakes” and left, and a system of relieving introduced.

There were two gyro compasses in the wheelhouse. There were trouble free and we alternated their use, one for outbound and one for use inbound, although both ran constantly. They were a vast improvement on the gyro compasses which I first sailed with which were massive machines, fitted in the lower part of the housing. Temperamental, requiring constant attention to kept them working properly and I remember having to go, as second mate to the manufactures school and take a course how to maintain them. One an Atlantic crossing I noticed in the log book an anomaly. I checked and signed the log books daily. There are notations for the course being steered by gyro and magnetic compass and the deviation of the magnetic compass. I noticed that although we had maintained the same course (we were sailing a rhumb line) the deviation had altered by a fairly large amount. This is not possible and something was wrong. I had the three watch keeping mates join me on the bridge and asked if they had noticed this discrepancy. None had and as I was a person who had sailed on many ships without a gyro and depended on the magnetic compass entirely I was aware of these things. (The magnetic compass is the only navigational instrument the others navigational aids). The mounting bolts for the gyro in use had become loose because of the vibrations and was moving off centre. Another mystery was solved as it had been noticed that the days run (the distance travelled between noon positions) was less than expected. This because we had not steered a straight course but the automatic pilot followed the gyro heading which was zig zagging. It was imperative the compass error book was correct and up to date because we were in the US Coast Guards sights. The US Great Lakes pilots were objecting to us as we were sailing outside in the winter and by their way of reasoning should be required to take pilots. I did not understand this reasoning as if I had sat at home for the winter would my knowledge and know how on the lakes been affected?
Lakercapt
Posts: 554
Joined: July 19, 2010, 4:51 pm

Re: My starting to be a sailor

Unread post by Lakercapt »

Winter sailing was not always pleasant and there was an occasion when we were in the Gulf of St.Lawrence and there was plenty of ice. As we were ice strengthed it never was much of a hazard and you could obtain ice routing to assist. The Canadian Coast Guard had ice breakers on station to help if you got into difficulty. On one occasion we were leading a group of vessels through the ice. The closest vessel was a Swiss ship. I spoke to the captain and told him it was imperative that he maintained a safe distance astern of me. Meaning a distance in which he could stop his vessel. I emphasised this as during the previous year our sister ship was doing the same and she was rammed by the ship coming behind. It caused considerable damage and she was out of service for a few weeks. The reason for this was twofold, we may encounter thicker ice and slow down and there were frequent snow flurries causing white outs and they would not see this happening. A constant radar watch was essential. He acknowledged all this and I was pleased to assist fellow mariners. Imagine my horror when, what I had explained to the captain happened. We encountered a patch of thick ice and slowed down considerably and thick snow reduced visibility to near zero. They certainly were not watching as they got closer and closer and I called them up. Just then the snow cleared and he saw the danger and swung hard over and out of our track and stopped in the ice outside not far from our stern. I was exceedingly angry and told him so in nautical terms! We proceeded and the other ships behind followed. He was stuck and I could not have cared less. In these conditions it’s always good seamanship, to help but not if it was to put your own ship in peril.
On one Atlantic crossing during the summer months it was unusual that the seas were calm and there was no swell. I thought it would be a good time to have a “man overboard drill”. I told the chief engineer and the third mate who was on watch. We had made up a dummy and it was in the forecastle. The third mate walked for’d and on my signal tossed it overboard. I immediately blew the whistle signal to indicate a man overboard and broadcast it over the loud speakers. Then did a Williamson turn. By this time the crew managed to get the starboard motor lifeboat ready. A relief deckhand said to the leading seaman “he does not expect us to get in the water” “Oh yes he does as what it was you in the water” by this time we had completed the turn and were approaching the life ring that had been released with the orange smoke signal. The boat was in the water and steered towards the ring and dummy and recovered them. The lifeboat was hoisted back on board and secured. Course was resumed and a meeting of all the crew help to critique to drill. All thought it went well and I commented that the boat crew could now boast that they had been in an open boat in the Atlantic and were not illegal immigrants trying to enter Canada as refugees.
The summer voyages were usually pleasant and at the end another port which most of the crew had never visited. I never did lost that sense of adventure when we went to a new destination with the chance to meet and experience something different.
Lakercapt
Posts: 554
Joined: July 19, 2010, 4:51 pm

Re: My starting to be a sailor

Unread post by Lakercapt »

During the flowing years these three boats did not work exclusively on the Lakes but during the summer when the grain trade was very slow and to save laying up their “Lakers” we travelled outside extensively. We visited ports in Russia, Germany, Holland, Belgium, France, Spain, Morocco, Cyprus and the USA. Everywhere we went the people were impressed by the cool efficiency of the Canadian crews and the versatility of the boats. In Russia the port of discharge was Leningrad now called St.Petersburg. It was a country where there were many restrictions placed on the crew and a curfew was in effect for all the crew, except the master. Armed guard were at the bow and stern and on the gangway. Going ashore you were required to produce your passport and a notation was made in the book the guard had. Them it was to the dock gates and the customs inspection. We were treated very formally but the international seaman’s club was a place all were welcomed. From there you could arrange to visit the many attractions that today tourist pay top dollar but we got admission to free, more than that we had VIP treatment and bypassed the line ups. The summer palace of the czars was not or less destroyed during the war with Germany and was being restored to its former glory during my visit. Before entering we had to remove any loose clothing, jackets etc. Over our shoes we were required wear felt slippers. This to avoid marking the wonderfully designed wooden floor. Inside gold leaf was being applied to many parts and it amazed me the care and attention to detail. A guide showed us around and many old ladies kept a watchfully eye out. I was only inches away from masterpieces by those famous artists like Monet, Rembrandt, and Van Gogh to name but three. Photographs were allowed but no flash. As I said it was being restored but an experience to remember. Next was the world famous Hermitage. Two days going round there were not sufficient to take in all the famous works of art and sculpture and the many antiques collected by the ruling Czars. The wealth inside that place is astounding. The city has a history in every corner from the warship Aurora which gave the signal to start the revolution. I was asked if I like ballet. Never having been to see it I had no opinion, next I knew I was escorted to the Kirov Ballot and in a private box viewed ballet. At the intermission it was the fashion to promenade in the grand hall and sip Russian champagne. All in all I still remember those occasions. As we ended up in port for nearly three weeks we were well known to the guards as friendly. I never went anywhere without a Canadian badge visible. It works wonders giving a packet of Marlboro cigarettes. There were little in the stores and ball point pens, razors, toilet paper and soap smoothed the way. We traded cassette tapes and jeans for caviar They held a going away party at the centre before we sailed. What a contrast to the reception I received when we went up the Mississippi River to load and I did not have a visaed crew list. I explained to the immigration officer that as Canadians we did not even need to have a passport (at that time) when friends and I used to cross over to Buffalo NY for a weekend shopping. He was astounded at that but when he referred the matter to his superior he confirmed what I said.
The time spent off the lakes allowed the company to keep the other boats operational and I certainly did not mind sailing on these unusual boats. I will attach an advertisement that Misener had in a shipping magazine in September 1897. Alas it was only about 18 months later the first boat was flagged out and the Canadian crew replaced by Asian crew. The Master and Chief engineer stayed for a while and later they too got replaced. Hypocrisy was my thinking but I was more than a little bitter which might have coloured my view. I questioned this decision and was informed that the company could hire a Master and Chief engineer for the same amount they were paying me. I know that but I pay many taxes in Canada and if I did not have all those deductions, I too could accept that wage.
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Misener advert.jpg
Lakercapt
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Joined: July 19, 2010, 4:51 pm

Re: My starting to be a sailor

Unread post by Lakercapt »

Rob wrote:Captain,
I'd be interested as to what exactly you said that you regret be quoted in the article(s).
Sorry Rob
but that must remain a secret as I said reading them now I did not know the reporter was a very good listener.
Rob

Re: My starting to be a sailor

Unread post by Rob »

Captain,
I'd be interested as to what exactly you said that you regret be quoted in the article(s).
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