CCGS Pierre Radisson stern damage

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Expand view Topic review: CCGS Pierre Radisson stern damage

Re: CCGS Pierre Radisson stern damage

by Mr Link » January 25, 2022, 2:51 pm

Diver Dan wrote:The old Mackinaw was built with a stern notch, allowing them to winch a following vessel right up tight for close escort work. Did they do this often? Did the trailing vessel use her engines to assist or were they just towed through the ice?
I wonder why this wasn't used more - too time-consuming to connect to each vessel ? Or was it too dangerous for the cutter - would the following vessel help force the cutter through the tight spots, or would it damage the cutter hull if the cutter became wedged in suddenly?
Did having the trailing vessel in the notch impair her ability to "rock-and-roll" with her moveable ballast ?

I don't think it was ever common on the Great Lakes but its a practice still common in other areas. There are numerous videos on Youtube of icebreakers in the Baltic Sea using their towing notches. And in 2019, the Canadian icebreaker Captain Molly Kool used its fendered notch to tow the Desgagnes tanker Jana Desgagnes about 185 km through the ice. In that case the tanker was not stuck but rather was disabled, without steering, in ice fairly close to shore. https://www.rcinet.ca/en/2019/03/22/can ... il-tanker/

And in most videos I've seen, the towed vessel does assist with propulsion.

Re: CCGS Pierre Radisson stern damage

by Guest » January 25, 2022, 2:32 pm

Diver Dan wrote:The old Mackinaw was built with a stern notch, allowing them to winch a following vessel right up tight for close escort work. Did they do this often? Did the trailing vessel use her engines to assist or were they just towed through the ice?
I wonder why this wasn't used more - too time-consuming to connect to each vessel ? Or was it too dangerous for the cutter - would the following vessel help force the cutter through the tight spots, or would it damage the cutter hull if the cutter became wedged in suddenly?
Did having the trailing vessel in the notch impair her ability to "rock-and-roll" with her moveable ballast ?

Since watching the ships since the late 1970s early 1980s I have never heard of the Mackinaw having used its stern notch during that timeframe. I do recall seeing a postcard that showed the Mackinaw using this configuration with a Huron cement boat, which I believe was the S. T. Crapo. As the cement boat's hull was green at the time that would place the timeframe sometime between the mid-1940s to late 1960s.

Re: CCGS Pierre Radisson stern damage

by Diver Dan » January 25, 2022, 2:17 pm

The old Mackinaw was built with a stern notch, allowing them to winch a following vessel right up tight for close escort work. Did they do this often? Did the trailing vessel use her engines to assist or were they just towed through the ice?
I wonder why this wasn't used more - too time-consuming to connect to each vessel ? Or was it too dangerous for the cutter - would the following vessel help force the cutter through the tight spots, or would it damage the cutter hull if the cutter became wedged in suddenly?
Did having the trailing vessel in the notch impair her ability to "rock-and-roll" with her moveable ballast ?

Re: CCGS Pierre Radisson stern damage

by cpfan » January 25, 2022, 12:58 pm

guest wrote:i see the ship that had the collision with the pierre radison has been detained at the pilot station at escoumins for not having any heat in the bridge of the vessel.
The Federal Crimson is currently at Becancour Quebec, so it is not currently detained at Les Ecoumins.

Re: CCGS Pierre Radisson stern damage

by guest » January 24, 2022, 11:07 am

i see the ship that had the collision with the pierre radison has been detained at the pilot station at escoumins for not having any heat in the bridge of the vessel.

Re: CCGS Pierre Radisson stern damage

by garbear » January 23, 2022, 11:48 am

paulbeesley wrote:Been there, done that! Close escort work in ice means just that - close. It's close because if distance was increased the flow of ice caused by wind, tide, current would quickly fill in the 'track' and leave the merchant ship in a compromised position. Or, the merchant ship may find itself being pushed by ice into a dangerous position and attempts must be made to extricate it quickly.

While icebreakers have lots of power and manoeuverability merchant ships don't. If for any reason the icebreaker stops, such as very heavy ice or restricted areas in an iced-up narrow waterway, the merchant ship may not have enough power or manoeuverability to avoid contact.

Close escort work in ice can be, at times, a contact sport!
Was on the Clarke in March of 1976 when we rear ended the Mackinaw in Whitefish after the Mackinaw came to a stop and we couldn't. Ended up going to AmShip in Lorain for repairs.

CCGS Pierre Radisson stern damage

by paulbeesley » January 23, 2022, 8:32 am

Been there, done that! Close escort work in ice means just that - close. It's close because if distance was increased the flow of ice caused by wind, tide, current would quickly fill in the 'track' and leave the merchant ship in a compromised position. Or, the merchant ship may find itself being pushed by ice into a dangerous position and attempts must be made to extricate it quickly.

While icebreakers have lots of power and manoeuverability merchant ships don't. If for any reason the icebreaker stops, such as very heavy ice or restricted areas in an iced-up narrow waterway, the merchant ship may not have enough power or manoeuverability to avoid contact.

Close escort work in ice can be, at times, a contact sport!

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