|Photo (c) Stefan Pielo|
PortSide blogs about our WaterStories programs, urban waterways issues, the BLUEspace, development plans for the NYC waterfront, our ship MARY A. WHALEN and other historic vessels, boats and ships of all sizes.
Exhibit on the steamer LILAC - on Hudson River Park's Pier 25, Manhattan
Sponsors are still being sought for this exhibit. Please contact PortSide NewYork, Director Carolina Salguero,917-414-0565, portsidenewyork(at)gmail.com
Talk: Wed 9/14/11 7:00-8:30pm by Carolina Salguero, photojournalist on 9/11 and now Director of PortSide NewYork and journalist Jessica DuLong
Location: Historic ship LILAC, Hudson River Park’s Pier 25 at North Moore Street, Tribeca,Manhattan
Hours: During September on Thursdays from 12:00pm to 6:00pm and Saturdays from 1:00pm to 6:00pm, plus scheduled visits by school groups. Additional open hours for the public may be announced by early September.
Download press release here
related event: U.S. Coast Guard 9/11 New York City Response Retrospective on the Intrepid, Sat 9/10, 10 am to 4pm. Open to the public. more info
|Photo by Carolina Salguero|
The Coast Guard estimated that, on the morning of 9/11, between 350,000 and 500,000 people were evacuated from lower Manhattan by water during just a few hours.
Particularly noteworthy is that the process was started spontaneously by the operators of the boats themselves. Within hours, five Coast Guard cutters, 12 small boats, and more than 100 public and private vessels operated on scene. For four days following the attacks, the boats continued to provide rescue workers with fuel, crucial supplies, and river water for firefighting.
The marine role continued, largely unsung, for months as all the rubble - 2,400 barges or 93,346 trucks' worth was removed from Manhattan by water, save for the ritual last column which left by truck. The fact that it was removed by water made it possible to finish the job in just eight months, and spare the city incredible truck traffic. In creating the exhibit, PortSide NewYork makes the point that the maritime 9/11 story has workaday implications for New York City as it develops new plans for its waterfront.
|Photo by Carolina Salguero|
|The Lilac where the exhibit will be installed|
"It's an honor to help share the largely untold story of the maritime community's contribution in New York City's hour of greatest need," said Jessica DuLong, chief engineer Fireboat John J. Harvey and author My River Chronicles, "The spontaneous mobilization was truly remarkable, but for mariners it's just a part of the job. Among those who work on the water the notion that panic leads to peril is as deeply ingrained as the tradition of helping those in need."
The exhibit includes:
Photography of the maritime evacuation:
- featuring the work of Carolina Salguero, Founder + Director of PortSide NewYork and an award-winning photojournalist. More about Salguero's reporting from ground zero in this video
- Photographs from Rich Naruszewicz, Captain of the New York Fast Ferry "Finest" evacuating people during 9/11 and former tankerman on PortSide's Mary A. Whalen
- Photographs from crew of the retired fireboat John J. Harvey which served at ground zero.
- by Carolina Salguero of Pier 25, North River and Pier 6, East River.
- Of tug crews who evacuated people and removed rubble gathered by Carolina Salguero
- MARAD video "Rescue at Water’s Edge,” a 10th anniversary tribute to the Merchant Mariners who sailed directly into harm’s way on September 11 and evacuated more 300,000 people by water.
- Video by Mike Mazzei, dockbuilder who worked at 9/11 rubble removal site on Pier 25
- Center for National Policy new video "Boatlift" the story of the armada of civilian watercraft which came together with no prior planning to evacuate hundreds of thousands of people from lower Manhattan on 9/11. It was the largest sealift ever – greater even than at Dunkirk during World War I
Related 9/11 info:
- Rear Admiral Richard E. Bennis, Commander, Coast Guard Activities NY, Captain of the Port
- Lieutenant Michael Day, Chief, Waterways Oversight Branch, Coast Guard Activities New York
1 at Canal Street and Franklin St.
A,C,E at Canal St.
1,2,3 at Chambers St.
M20 and M22
provided pro bono by
To join our sponsors of this exhibit
|Blue Marlin carrying an oil rig|
What related shipping spectacle was conducted in the Upper Bay last month?
|Exxon Valdez (R) leaking oil in 1989|
This regulation would have phased out the Mary A. Whalen, if she hadn't gone out of business due to a scored crankshaft.
A large collection of operable fuel moving equipment that WAS phased out by OPA 90 was recently sold by Reinauer Transportation to a Nigerian company. That company contracted Dutch-owned Dockwise to send their heavy lift ship the Blue Marlin to take away tugs and barges. It was the Blue Marlin brought the terrorist-damaged US Cole back from Africa.
Loading the vessels, a job planned and choreographed by the Dockwise team, became a 26-day saga of several failed attempts. The spectacle had harbor watchers glued to blogs, a tugcam, and their favorite telephoto lenses. Confused landlubbers ashore were overheard to say that the Blue Marlin appeared to be sinking. They received no help from the mainstream press which made no mention of the visit of this famous ship nor the engineering feats, and crises, running throughout the month of July.
Reinauer cleverly sold the lot but washed their hands of the loading. Miller's Launch, a new player in harbor towing, was assigned to load the tugs, McAllister Transportation the barges. (Thank you McAllister Transportation for allowing Carolina Salguero to ride and photograph from your tugs!) A Red Hook outfit was assigned to do the lashing of the barges
Reinauer had the Kristy Anne Reinauer outfitted with a tugcam to watch operations.
The barges were staged in the Red Hook containerport all near the Mary Whalen, putting PortSide in the cat bird seat to follow the ops, in fact, at one point we were told we'd have to move the Mary Whalen to make space for shifting fuel barges!
PortSide director Carolina Salguero got back into photojournalism gear and documented the saga. She recently joined colleagues Rick Spilman, Will Van Dorp (Tugster), Jonathan Atkin and Ed Fanuzzi at a Ship Lore & Model Club meeting in making a presentation on the story. Look for an upcoming PortSide TankerTalk that will present this story to the general public. For now, we offer you the following images by Salguero. Will Van Dorp compiled a chronology slideshow, but his narration at the TankerTalk is what will knit it all together (plus he adds some great overheard quotes that capture some colorfully misinformed speculation as to what is going on.)
The goal was to get four of the tugs loaded near the house of the Blue Marlin, with one tug at the stern, and with all the barges laying athwartships in between.
|McAllister Port Captain Pat Kinnier dispatches tugs that will move the Reinauer fuel barges on Load Attempt 1|
|Tug John Reinauer listing over as Load Attempt 2 goes south. At the stern of the Blue Marlin, the Maverick is also listing over.|
Good luck to the crews working on this load attempt; and hats off to Reinauer for having only one vessel left for sale. Their salesperson sure earned a bonus this year.
11/16/11 update: The Blue Marlin never returned. Harbor gossip says that this is because Dockwise had a hard time being paid by the Nigerian buyer of the vessels. This is unconfirmed at this time.
The harbor grapevine also reports the following (also unconfirmed):
It was great! It was a hoot! We were mobbed! The December weather held!
It wasn’t without hiccups, mind you.
There was a bit of a glitch getting setting up due to someone outside the organization being slow to vet some paperwork, so the Whalen did not get towed to
After that, our electrical guy, the master of old systems and all-around Mr. Fix-it Ed Fanuzzi, kicked back in the galley and chatted with Scott, a friend who had brought me take out dinner. I sat in the office writing the party program while the two guys drank coffee, smeared Nutella on Lorna Doones and told dirty jokes. “
Early Saturday morning, while I was still in a pre-caffeinated state, I got a call from our insurance agent Totch Hartge. He was outside on the dock! He came bearing a gift for the Whalen, a brass ship’s lamp.
Next call was good friend and former neighbor Gary Baum. He had just driven his wife to the subway and was wearing a coat over his pajamas. “Howzit going?!” “We’re behind, we got here a day late.”’ He showed up in pajamas to pitch in.
The event caused such excitement that all the volunteers who’d RSVP-ed actually showed up. (You usually can’t be sure of that). Actually, volunteers we hadn’t heard from showed up! We had more volunteers than we needed! Here’s some text from the post-event PR we sent out. Please forgive me for not writing more original copy. Too much to do...
“December 6th, a happy horde of about 500 came from as far away as Maryland to cheer and visit the tanker Mary A. Whalen, home of PortSide NewYork, during her 70th birthday party.
The tour guides were a salty lot: Bob Moore, Vice President of Atlantic Container Line a shipping line that calls on ports both sides of the Harbor, Gerry Weinstein and Mary Habstritt of the Lilac Preservation Project, John Weaver, son in law of Alf Dyrland who had been captain of the Whalen for twenty years, and Will Van Dorp, author of the blog Tugster who sagely dubbed the harbor “the sixth borough.”
The galley and engine room were clogged with visitors of all ages, including former crew members, maritime buffs and rank landlubbers. The latter included one woman who stepped off the gangway to say “where’s the tanker?” but all had a grand time. Former crew members came bearing old photos and boat parts, from the Whalen and other tankers, in an effort to put her back together. Waterfront bloggers from
Guests arrived by water: PortSide partner the tug Pegasus attended, as did one working tug. The luxury yacht
Tours ceased during a half hour of formalities when proclamations were presented by
Carolina Salguero, Director of PortSide announced that most of the missing parts needed for the Whalen’s cannibalized engine had been secured in Seattle thanks to the co-operation of Stabbert Maritime and the Washington State Department of Natural Resources, Derelict Vessel Removal Program which had just scrapped an old tanker similar to the Whalen.
Salguero also announced that the Brooklyn Navy Yard Development Corporation had invited PortSide to produce a performance on the Whalen in the Navy Yard, and she asKed for performing arts groups with water-themed work to get in touch.”
After the public left the party, some folks hung around in the galley. Some PortSide volunteers, two tug captains (one came by land and one by sea), some harbor activists. I ordered pizzas and realized as I served that it was all guys. “
I also marvelled at how easy life could be if we got the Whalen out of a containerport or out of an industrial park; because after three years of life that included
The discussion of engine parts has expanded to include the crankshaft which is encased in the lower engine block. That seems monstrously heavy to move, and I’m wondering if it should be taken out and shipped separately. Gerry Weinstein recommends I put in call to Gary Matthews, a specialist on vintage engines, and ask him to come look at the Whalen’s damaged crank. He’s running an old locomotive in NJ, he worked on tugs in
A revised estimate from Stabbert comes in. I can’t do boo about it.
After months of negotiating about
I tell Stabbert I need to get past 12/6 before I can think about parts.
They accept that. Unbelieveable. Thank god.
Stabbert says the scrap barge will leave with Ked parts. Their bill is higher than we expected, I don’t have shipping worked out yet. How the hell am I going to get these parts, and after so much work!
All the other things PortSide had planned for the autumn have been front burner lately, including very important networking to push the possibility of getting an operating space in
Real estate has been a big issue since we completed the business plan in May 05, and the developer did a "fade away and radiate” and avoided all meetings where we could present the data in the business plan and discuss lease terms. Actually, we couldn’t really complete the business plan because neither he nor Fairway would come to the table, so we submitted it to the funders, New York City’s Department of Small Business Services calling it “’A Report on Business Planning Activities.” That real estate story fizzle was so perplexing.
When Fairway needed a rezoning to get a supermarket in an m-zone on the waterfront, they were asked “why do you need to be on the waterfront” and they gave the answer “because we will service the working waterfront” and they talked about tugboats coming in to shop. I had supplied the information that tugboats would flock to a waterside supermarket since it had become so hard to get provisions due to the decline of finger piers near neighborhoods. I learned that while doing my National Geographic project on tugboats in NYC. The PortSide business plan followed up on that knowledge and surveyed the local towing industry about how much they spend on boat grub a year ($7.MM) and whether they wanted to shop at Fairway (yes) and why. We concluded that $1.5MM of business wants to shop at Fairway. PortSide was going to position shopping tugboats as an attraction, much as they are in Fells Point, Baltimore, and build our maritime museum concepts around visiting real boats doing real things.
Over the ensuing 3 years, we write many real estate proposals. The Mary Whalen’s fan base grows, but few people seem to understand that it is a hub, a place, that PortSide is trying to be, not a ship project, and certainly not a conventional historic ship project (much as we now love the Mary Whalen).
So… once there were August rumblings that Atlantic Basin was being replanned and that the EDC might be interested in our putting our proposed maritime hub in there (which seems the perfect fulfillment of their own 2008 Maritime Support Services Inventory Study), PortSide has been busy networking about Atlantic Basin, creating program concepts, analyzing how much of what we proposed in 2005 could work in another space, thinking how to combine cultural programs and port operations in that space.
Now that there’s a Stabbert deadline, I shift my energies to finding an interim
K-Sea agrees to store the parts in their
I convey to Stabbert that their bill is tough for PortSide to pay right now, can we discuss an installment payment plan. I offer to get the parts out of their way and held by a third party (K-Sea) til we work this out?
They write back “up to my eyeballs in alligators right now with issues but you have my promise we will not toss the parts you need and will work out a satisfactory arrangement. “
Stabbert is really being great.
I send and email to a shipbuilding history website and ask for Ked history. I hear back from Tim Colton of Maritime Business Strategies, LLC in
“According to the USCG, the Ked was formerly the Fletcher J and was built by Bushey in 1945, not 1943 or 1944. If so, that narrows it down a bit: it almost has to be either 583 or 585. Did you ask if there's a builder's plate on the ship?”
I thank him and suggest he amend his Bushey history to get Hornbeck included by changing his site description from “[Bushey] was the parent company of Red Star Towing and was located on Gowanus Creek, in the Red Hook section, at the foot of Court Street: the site is now occupied by the Hess storage terminal” to say “the site is now occupied by the Hess storage terminal and the yard of Hornbeck Towing which moves the Hess product.”
Always trying to raise awareness of the working waterfront!
He changes his website. We continue exchanging emails. The PortSide Whalen family grows.
I send the URL to Gerry Weinstein, this leads to more info on davits.
They’ve already been in touch. Small world. Big Whalen family.
The wish list is expanding as we learn more about the Ked. My brother spots some davits. Are they the same as the Whalen’s.
9/26/08, I send out an email blast
do you guys know if Bushey had a standard davit?the one here is continuous taper with a curve not right angle bend, and has a ball at the end thru which there is an eye bolt.answers requested as fast as you can as the Ked is lying around in pieces.”
“Detail of YO davits (radial type, probably navy spec.) and Bushey quadrantal tilting type, commercial ones. Gerry”
What?! I think:
“what does "Bushey quadrantal tilting type, commercial" mean? I think this means it is a Bushey standard,... quadrantail I"m guessing means it is is square sided plate, not rounded stock, the tilt i can see ,but what does commercial refer to?
could you call me today so i can ask? I want to get the blog catching up with the data flowing in here.
also are the photo #s corresponding to the Bushey album? have you sent YO#3 and YO#4, or are these frame #s from same boat (looks like it), or just your numbering to me. this YO4 also looks like a ghost what with that leaden grey, no appearance of porthole glass (blank eyes), no sign of life aboard, and the foggy no horizon line in the background.
the Bushey photos break my heart, they look so like the Whalen, save for the YO-4’s rounded stern, and they are such elegant, but robust craft. It pained me to see the photos of the Ked sliced up. it's like seeing the Whalen's sister eviscerated.
“Just to recap. Francis S. Bushey taken just before the end. Definitely a Bushey build because of the hard chine aft. Prewar, post war? Don't know, but it should be in the list. That and the A. H. Dumont outboard (no hard chine) had the quadrantal type that worked off a geared sector and leaned out to launch the boat. Pretty fast, saved a few lives on the Titanic. YO's radial type, much older. Harder to work, slower to launch boats. Same as on Lilac. All the YO photos from the same Bushey album probably produced for the Navy. You'll see rest when things "quiet down" GW
Bobby Mowbray, a K-Sea tug engineer and one of the last engineers on the Whalen but not the guy in the engine room when the crank got damaged, was prompt on phone and email with his answers, but he was on a tug and couldn’t come look at things in the engine room with me.
Stabbert was now answering and sending photos. My brother Antonio Salguero of Coastwise Marine Design made a site visit and was sending photos. The engine plaques were gone. They would have confirmed it the engine was the same model. Without them comparing photos from there to photos from the Whalen and vintage references became important.
Gerry Weinstein, the Chairman of General Tools, and a man obsessed with old steam engines, got very interested in helping save this diesel one. He has created photographic documentation of engines and industrial sites for years, working for the US Army Corps of Engineers and others, and has an extensive collection The Archive of Industry. He sent photos from Bushey brochures that showed me what an intact FM 37E12 looked like.
The partnering vibe was kumbayah.
The prob was that I’d never even seen a head for the Whalen’s engine before. And we had no engineer on the team as we hadn’t been planning to fix the engine soon. My learning curve was steep.
Folks were patient with email requests like this one “I see a slight difference in the flange beneath the exhaust, some difference in piping external to the engine block ... but I really cant tell as I have never seen the heads on a 37E12 direct reversing Fairbanks Morse, which is what the Whalen has. Whalen is missing piston, heads, rods and fuel injectors. I'm wondering if the Ked's engine is a slightly newer model of the same engine... I'm wondering if an engineer can tell by looking at attached jpegs or if he knows these engines well enough to know that 37E12's varied slightly over the years... “
Here, take a stab yourself.
Bushey gift album for Navy sea trials of new YO’s.
I learned a lot about engines.
In one case, thanks to an email from Pam Hepburn of the tug Pegasus Preservation Project who wrote in response to this jpeg “These are the early/first generation diesels the most distinguishing aspect is that the cylinders are alone - as steam engines-and not part of a block- fantastic.”
Pam really knows her engine room.