Photos this week: September 19-23

I don't have much time to write today, so I'll just share some of the photos I took this week around the harbour.

Norwegian Gem arriving in the fog on Monday morning.

If you look closely, you can see HMCS SUMMERSIDE sneaking in behind Norwegian Gem.

Norwegian Gem turned 180 degrees before coming alongside.

A large crane on a barge has been stored on the Dartmouth shore next to the Macdonald Bridge. It looked particularly interesting in the fog on Monday.

Bluenose v2.5 was in port this week, and the calm harbour on Monday made for nice reflections.

The Navy was also busy this week too, starting on Monday when GOOSE BAY and SUMMERSIDE emerged out of the fog. The Navy's paint scheme blends well into the fog, and I had to resort to manual focus for many of these shots, as there was not enough contract to use the autofocus. 

HMCS GOOSE BAY.

HMCS GOOSE BAY passing the George's Island lighthouse.

The fog thickened up a little bit before SUMMERSIDE could make her way in.

Friday provided two special treats, with GOOSE BAY and SUMMERSIDE anchored in formation at dawn, and HMCS ST. JOHN'S being hoisted on the Syncrolift for maintenance.

GOOSE BAY and SUMMERSIDE at dawn.

The Syncrolift was originally built to handle the OBERON class submarines purchased for the RCN in the 1960s, and there was originally a tent-shaped shed that the subs could be rolled into for long term maintenance and refits. In the mid-1980s, the Syncrolift itself was upgraded to handle up to 6000 tonne "NATO" frigates, and it could then handle the destroyers of the day. With the purchase of the VICTORIA class submarines in the late 1990s, the old shed was no longer big enough, and while the Syncrolift platform could lift the new subs, it could not support them to be rolled inshore as the VICTORIA class have a larger load density (e.g. higher tonnes per length) and the inshore portion of the platform (and associated winches) had to be upgraded once again. Around the same time, the sub shed itself was torn down, and replaced with the new structure shown in the photos below which can handle the VICTORIA class.

Blocked up on the Syncrolift, ST. JOHN'S is hoisted out of the water. 

The blocking under the ship has to be fairly tall in order to accommodate the ship's propellers, which draw considerably more water than the hull. If you look closely, you can see some of the old blue antifouling paint peaking out from underneath the current black colour. Prior to the blue, I believe a grey colour was used. You could probably write a short paper on the procession of different colours of antifouling paint used by the Navy over the years. 

The heaviest part (or greatest load density) of the ships and subs is the middle part of the ship, and the platform and winches under that portion of the ship have to be able to handle the larger load. You can see the smaller winches on the harbour side, with larger winches located under the ship's funnel (and machinery spaces). 

I got a good chuckle when I zoomed in on images of what I presume is one of hte Navy's boarding teams heading out on Friday, with several members holding what appeared to be Tim Horton's cups in their hands. 

Blue Dream Project Schooner - Wooden Boatbuilding

Whilst walking along the Lunenburg waterfront last weekend, I stumbled upon some activity within the old Smith & Rhuland shed - the same one where Bluenose and Bluenose II (Mk.1) were built in 1921 and 1963 respectively (Bluenose II Mk.2 was built nearby in a temporary structure erected for the reconstruction). 

The old Smith & Rhuland shed.

Within I found a new wooden schooner being built. The Blue Dream Project aims to build an ambassador to raise public awareness of the health (or lack thereof) of our planet's oceans. The schooner is being built by David Westergard using traditional methods.

I'm always a fan of boats, and boatbuilding, but I may have been more awed simply by being able to photograph the interior of the Smith & Rhuland shed. The combination of wooden boatbuilding within this building was, therefore, irresistible. I may have spent more time inside than I planned, and kept my poor father on his feet longer than he may have wished.

The 60-foot long schooner is roughly half the size of the 111-foot long (waterline) Bluenose, so there is some room to move around her in the shed. This helps with the taking of photos. She is framed up, and partially planked after roughly a year of construction.

Detail showing how the planking joins with the stem, the latter itself trimmed down to aid her passage through the water.

The decking is placed, and the joints taped to prevent debris from getting in.

The gunnels are placed, and frame the image above. I love the framing of the shed above the boat. My Dad was present for the launching of Bluenose II (Mk.1) in 1963, and his recollection is that they had to make some adjustments to the end wall of the shed (seen in the background) when they launched her to prevent the bow from taking out some of the structure. He was standing on a wharf nearby, and the wave of water created when Bluenose was launched got his feet wet.

Viewing the deck from the bow.

The keel gracefully transitions up into the stern of the boat.

I have always been fascinated with how the planking joins up to the keel in a wooden boat.

A detail of the partially planked port side showing the various frames running aft.

Starboard side looking aft. The treenails holding the planks to the ribs can be seen above.

The schooner is being fastened together with treenails, which are wooden pegs or dowels. The treenails will swell when the boat is in the water, allowing it to increase their holding power. There is a good explanation of this on the Traditional Maritime Skills website.  

Detail of the boat's stem.

The benefit of the boat only being partially planked is that it is easy to photograph the interior without having to squeeze into tight spaces (which I probably wouldn't be allowed to do anyway).

The inside end of some treenails can be seen in the foreground and trailing aft.

In the photo above, the wooden angles that join the deck to the ribs are known as knees.

A different angle from further forward, but still looking aft.

A well worn boat's wheel and steering gear that may end up in the new schooner.

For anyone interested in traditional wooden boatbuilding, for photographers looking for something special to photograph, or just the chance to go inside a building where the legendary Bluenose was born, I highly recommend dropping in on this project in Lunenburg. You might even leave a donation to help this project continue!

2016 UPDATE:

The schooner, now named Mahayana (which is apparently Sanskrit for "Great Vehicle"), was launched in an unfinished state on Saturday July 23, 2016. I was unfortunately unable to make it, but my Dad took some photos which I hope to post here at some point in the near future. I did manage to catch her at the Fisheries Museum wharf in Lunenburg later that day.

"Mahayana" in the early evening of her launching day. 

Some work still needs to be done, and she evidently does not yet have her ballast installed. I hope to follow any progress made over the summer and post the photos here as they become available.

Bluenose II - First Arrival in Halifax

After an extensive rebuild (e.g. complete reconstruction to new plans), Bluenose II made her first port call to Halifax late this afternoon, and tied up at the Maritime Museum of the Atlantic.

Bluenose II passing the light on George's Island.

Though her sails were up, they were slack and the engine was running.

Bluenose II dropping her mainsail.

Bluenose II tying up alongside the Maritime Museum of the Atlantic.

Maritime Museum of the Atlantic's Chester C class Whim went out to welcome Bluenose II and escort her back to the museum.