Lake freightersor lakersare bulk carrier vessels that ply the Great Lakes of North America. These vessels are traditionally called boatsalthough classified as grroup. Since the late 19th century, lakers have carried bulk cargoes of materials such as limestone, iron ore, grain, coal, or salt from the mines and fields of the upper Great Lakes to the populous industrial areas farther east.
The 63 commercial ports handled million tons of cargo in Crew members spend these months ashore. Depending on their application, lakers may also be referred to by their type, such as oreboats or ironboats primarily for iron orestraight deckers no self-unloading gearbulkers carry bulk cargosternenders all cabins aftself most expensive boats for lakes group with self unloading gearlongboats for their slender appearanceor lakeboatsamong.
In the midth century, lakers worked the lakes, but by the early 21st century there were fewer than active lakers.
By way of the Saint Lawrence Seawaysmaller lakers have access to the Atlantic Ocean, and some ocean-going vessels have access to the lakes. Visiting ocean-going vessels are called most expensive boats for lakes group. Many modern ocean-going vessels are too large for the relatively small locks on the Saint Lawrence Seaway, so large salties cannot travel further inland than MontrealQuebec.
Because one of the Soo Locks is larger than any Seaway lock, salties that can pass through the Seaway may travel anywhere in the Great Lakes. Similarly, the largest lakers are confined to the upper lakes SuperiorMichiganHuronErie because they are too large to use the Seaway locks, beginning at the Welland Canal that bypasses the Niagara River.
Because of their deeper draft and the lower buoyancy of fresh water, salties may accept partial loads on the Great Lakes, "topping off" upon exiting the Seaway. Lakers are generally bulk carriers ; that is, they carry cargoes of rock, ore, salt or grain in large contiguous holds, not packed in containers.
The earlier ships required rail cars unloading on ore docks and unloading machinery at the receiving docks, [5] but modern lakers are self unloaders, allowing them to unload faster and in more ports. Expenxive most common cargoes on the Great Most expensive boats for lakes group are taconitelimestonegrainsaltcoalcementgypsumsandslagand potash. Much of the cargo supplies the steel mills of the auto industrycentered around the Great Lakes because of the ease of transport.
Other destinations include coal-fired power plants, highway department salt domes and stone docks, where limestone is unloaded for the construction industry. Destination harbors, ship sizes and legal lakfs greatly affect the pattern of haulage. Large U. This reflects the requirement of the Jones Actas well as the industry using large volumes of material while being concentrated in a few large harbor locations.
Salt and Canadian grain can be hauled to numerous smaller ports of either country on smaller, mostly Canadian, ships which can also enter the St. The largest vessels on the lakes are the footers m.
These vessels are between 1, and 1, They lakess carry as much as 78, long tons 80, t of bulk cargo although their loading is dependent on lake water levels especially in the channels and most expensive boats for lakes group. A dozen of these ships were built, all constructed between andand all remain in service today. The most powerful of these is MV Edwin H.
Gott[6] which carried two Enterprise DMRV diesel engines driving twin propellers and was rated at 19, brake horsepower 14, kWmaking it the most powerful lake boat on the seaway. This allowed a top speed of MV Paul R. Tregurtha is the largest boat on the lakes, at 1, feet 6 inches Stewart J. Cort is the first footer to be put into service on the lakes and also the only one built in the traditional wheelhouse-forward Great Lakes style although all accommodations are forward, and the stern deckhouse is occupied by self unloading equipment and the engines.
All of the footers are U. The Canadian fleet needs to travel to and from its major cities along the St. Lawrence Seaway, so the largest length for the Canadian vessels is feet m Seawaymax -size. The reason for this standard length is the Welland Canal, which bypasses the Niagara Falls.
The locks here are roughly feet m long, and for safety reasons, limit the maximum length of the vessels. This ore is the usual cargo of the largest ships. More common are lake boats in the andfoot and m classes, because of the limitations of the Welland Canal. These vessels vary greatly in configuration and cargo capacity, being capable of hauling between 10, and 40, tons per trip depending on the individual boat.
These smaller modt can serve smaller harbors around the lakes which have irregular need for their services. Because these vessels must traverse the locks of the Great Lakes Waterwaythey all have features in common, and their appearance differs from similarly sized ocean-going freighters. For instance, they are narrower and generally longer. An early variation of the type designed by Alexander McDougall and built from through was the " whaleback " design, which featured significant tumblehome in the sides of the hull and a rounded bow, looking rather like the back of a whale.
Whereas the superstructure of an lajes freighter had the bridge in the center of the vessel, lake freighters typically had the bridge and associated superstructure at the bow. These dual-cabin boats were constructed between and Hackett premiered the style, and the second Most expensive boats for lakes group was the final vessel designed this way.
Vessel speeds are not as important on the lakes as on the ocean. Ports are often closer together than in ocean trade, so cargo capacity is more important than speed. Therefore, ship designers have favored bluff bows over streamlined bows.
Nost World War II, several ocean most expensive boats for lakes group and tankers were transported to the Great Lakes and converted to most expensive boats for lakes group carriers as a way to acquire ships cheaply. Several of them continue to sail today e. Tregurtha and a few. Another distinguishing feature of lake vessels versus most expensive boats for lakes group vessels is the cargo hatch configuration.
On the lake vessels, the hatches are traditionally spaced 24 feet 7. This configuration was needed to match the gorup to the loading facilities. At the turn of the 19th century, most ore loading facilities had loading chutes spaced every 12 feet 3. The ship designers used this pattern for most expensive boats for lakes group hatch configuration.
This pattern continues today, even with modern lake vessels, therefore a lake vessel has many more hatches than an ocean vessel of equal length. The largest deep lock at the Soo Locks is Poe Lock which is most expensive boats for lakes group, feet m long and feet 34 m wide. Because of size restrictions, there are currently thirty vessels on the lakes can only pass between Lake Superior and Lake Huron using Poe Lock, although none approaches the lock's size.
Many lakers are restricted to the Great Lakes, being unable to most expensive boats for lakes group the St Lawrence Seaway whose locks allow a maximum vessel size of feet m in length and 78 feet 24 m in breadth. The shallow draft imposed by the rivers the controlling depths of 27 feet 8. Marys River and 21 feet 6. Clair [10] restricts the cargo capacity of lakers, but that is partially recovered by their extra length and box design.
Since Great Lakes waves do not achieve the great length or period of ocean waves, particularly compared to the waves' height, ships are in less danger of being suspended between two waves and breaking, so the ratio between the ship's length, beam and its depth can be a bit larger than that of an ocean-going ship.
Most expensive boats for lakes group lake vessels generally have grouup length to beam ratio, whereas ocean vessels are typically The dimensions of the locks is the determining factor in lake vessel construction. Since the fresh water lakes are less corrosive to ships than the salt water of the mist, many of the lakers remain in service for long periods, and the fleet has a much higher average age than the ocean-going fleet.
Marys Challengerbuilt in as William P. Snyder ft, mwas the oldest ship in active duty on the lakes. She was managed by Port City Steamship and owned by St. Mary's Cement, a subsidiary of Votorantim Cimentos. Most expensive boats for lakes group had one of the longest careers, having been built in as Presque Isle � ft, m and gor sailing the lakes 98 years later kost Inshe was still afloat as a stationary transfer vessel at a riverside cement silo in Saginaw.
Marie, Ontario. Fordbuilt inlast sailed in and in served in the same capacity as E. Ford at a cement silo in Superior, Wisconsin.
Several decorated World War II veteran expensivf are still in active, although civilian, use such as the tankers Chiwawa and Neshanic scrapped[13] now the bulk freighters Lee A. Some shipping companies are building new freighters to ply the waters of the Great Lakes.
The following are new freighters in use or will be launched for use in the Great Lakes:. The Great Lakes have a long history of shipwreck, groundings, storms and collisions. From the expensiive of Le Griffon with its cargo of furs to the loss of Edmund Fitzgeraldthousands of ships and thousands of lives have been lost, and many involved vessels in the cargo trade.
The Great Lakes Shipwreck Museum uses the approximate figures of 6, ships and 30, lives lost. Swayze has compiled lakex list which details over 4, well-documented shipwrecks, mostly of commercial vessels most expensive boats for lakes group a list of known names of over 5, victims of those sinkings.
The salties Prins Willem V and Monrovia also sank in the Great Lakes during the s; both in collisions with other ships. Another saltie Nordmeer grounded Most Expensive Boats For Lakes Company on Thunder Bay Island Shoal in Novemberbut expensjve it could be refloated, it was further damaged in the same storm that sank the Morrell and was declared a total loss. Ships on the lakes have been involved in many lesser incidents. Lakers have been subject to frequent groundings in ports and channels because of varying lake levels and siltingcollisions with objects such as the collision of the Indiana Harbor with the Lansing Shoals Light Station[19] icing in during winter trips and shipboard fires including the unusual case in where a expensvie ran into the Canadian grain carrier Windoc causing a fire.
To prevent collisions and groundings, expesive Great Lakes are well-served with lighthouses and lights, and floating navigation aids. The U. Coast Guard and Canadian Coast Guard maintain stations around the Great Lakes including icebreakers and rescue helicopters. Army Corps of Engineers and other agencies maintain the harbors and seaways to limit groundings by dredging and seawalling.
November was the traditional last month of shipping before the winter layup and lake freeze-up. During November, much of the worst weather of the navigation season occurs which has resulted in a disproportionate number of accidents. One study shows that over half of all strandings and one-third of all vessels lost to foundering between � were lost during November.
Expensivd Stewart J. Cort was the first of the 1,foot m oreboats.
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