paulbeesley wrote:There are fewer ships still sailing this late in the year so that means fewer ships to escort through ice. Also, if one or two ships are ready to proceed in a convoy and the next ship is not due for several hours it is best to move those that are ready. The icebreaker can always return for the later ETA. Finally, there may be a ship or two waiting at the other end of the ice jam and once the first convoy is clear the breaker could turn around and take these others in the opposite direction.
There is considerable discussion between the breaker Commanding Officer and the Captains of the various ships to determine what takes place and when it takes place. Also, the Ice Office is in touch with the breakers, the ship owners/charterers, and the cargo owners on a daily basis. The information that is gathered by all parties is a large part of determining what ships are part of a convoy and when it departs.
Way back in 2000/01 we were running convoys up and down the Detroit River. Sometimes we would have as many as six ships behind the Risley. The order in which the ships are placed is a huge consideration to make the convoy most workable. Hhorsepower, beam, draft, rust on the hull and many other things are considered.
In one six ship convoy the Roger Blough was the first ship behind the Risley. It was at night. Things were going very well when, suddenly, the Blough disappeared! All her lights went out as she had a total power failure. Once she was mobile the Risley had to take her up to Fighting Island first, then go back down the Livingstone and bring up a couple more, then repeat until all six were clear. You see, once a ship is stopped in ice in frigid weather is often cannot get moving through the ice again without the assistance of an icebreaker.
Usually convoys work. Sometimes they don't.
Spoken from a man who has been there and done that! Thank you for your service, Paul!
There are fewer ships still sailing this late in the year so that means fewer ships to escort through ice. Also, if one or two ships are ready to proceed in a convoy and the next ship is not due for several hours it is best to move those that are ready. The icebreaker can always return for the later ETA. Finally, there may be a ship or two waiting at the other end of the ice jam and once the first convoy is clear the breaker could turn around and take these others in the opposite direction.
There is considerable discussion between the breaker Commanding Officer and the Captains of the various ships to determine what takes place and when it takes place. Also, the Ice Office is in touch with the breakers, the ship owners/charterers, and the cargo owners on a daily basis. The information that is gathered by all parties is a large part of determining what ships are part of a convoy and when it departs.
Way back in 2000/01 we were running convoys up and down the Detroit River. Sometimes we would have as many as six ships behind the Risley. The order in which the ships are placed is a huge consideration to make the convoy most workable. Hhorsepower, beam, draft, rust on the hull and many other things are considered.
In one six ship convoy the Roger Blough was the first ship behind the Risley. It was at night. Things were going very well when, suddenly, the Blough disappeared! All her lights went out as she had a total power failure. Once she was mobile the Risley had to take her up to Fighting Island first, then go back down the Livingstone and bring up a couple more, then repeat until all six were clear. You see, once a ship is stopped in ice in frigid weather is often cannot get moving through the ice again without the assistance of an icebreaker.
What happened to convoys? We used to see five or six freighters escorted down bound on the St. Clair river in ice with several icebreakers. Now I've only seen up to two at a time, up bound and down bound. Is it because of the threat of flooding above the flats?