Who could this be?  Wetsuit, single aluminum 80, wrist watch, pink octo hose, rental gear bag….

I don’t think I know him, but he kinda looks familiar….

….

Adam Kulczycki!

It was ten years to the day on October 17 2011 that Adam started diving.

Scuba diving has always interested him.  Before moving to Canada in 1989 he had observed scuba in Poland, but the cost at the time was prohibiting.  In 2001 at the age of 34 he had friends that were pushing him to try freediving.  Holding his breath wasn’t his slice of pie, so instead he thought it was time to try out scuba diving.

Ten years later, and 300+ dives, Adam has come a long way.

Certification: Open Water, Advanced, Rescue, Nitrox, Padi Dive Master, TDI Decompression, TDI Advanced Nitrox, ACUC Cavern

Owner & Administrator of Ottawadivers.com

Organized numerous charters, assisted Freedom At Depth, aided in replaced damaged line to Gaskin, and has helped Kanata Diving Supply with training courses.

Hey look he had hair!

Adam had to take a 2-3 year break from diving after being hit in the leg by a car turning at an intersection.  He made a recovery and eased back into the sport.  During the last couple of years Adam has ramped up his diving .  He’s usually out one or more times a week spring to fall, and time to time under the ice.

He has found time to travel, and I think there is much more to come.

(Photo by Adam Kulczycki)

The anniversary dive

For this special occasion Michael Dalrymple and I joined Adam for a celebratory dive.  The anniversary worked out to be on a monday.  With our working schedules and the time of year we were bound for a night dive.  What would be fun, challenging, and familiar?  Well a swim out to the Gaskin of course!  Meeting at the Bankfield park and ride we all jumped into Mike’s truck.  I guess not to surprisingly Centeen park was empty save a few folks out for a stroll.

(Photo by Adam Kulczycki)

We geared up.  Then took some posed shots.

(Photo by Christian Lloyd-Kohls)

(Photo taken by Michael Dalrymple)

Into the water we went.  We began following the line, and the fight against the current began.

(Photo by Adam Kulczycki)

Around 18 minutes into the dive the work load was taking a toll.  Shortly there after the ghost of the outboard motor from the bowrider appeared.  We ran our own line from the anchor block to the wreck.

(Photo by Christian Lloyd-Kohls)

We made two passes through and around the wreck before it was time to start back.

(Photo by Adam Kulczycki)

(Photo by Christian Lloyd-Kohls)

(Photo by Christian Lloyd-Kohls)

The trip back to shore is always best part.  You let the current do the work.

Near the park a pike was hanging around.

(Photo by Adam Kulczycki)

(Photo by Christian Lloyd-Kohls)

This was the end of our fall anniversary dive.

(Photo by Adam Kulczycki)

congratulations to Adam for ten years of diving.  I look forward to writing about his emerald anniversary!

(Photo by Dan McCormick, via the Ottawa Save Ontario Shipwrecks Chapter)

Don’t judge a book by its cover!  The pile of wood and metal resting in the old lock 28 has a rich history.  Hearing about the Weehawk from other divers and shops never made the site sound interesting, but after diving it and then looking into the history I immediately found this article http://ottawa.saveontarioshipwrecks.on.ca/proj_weehawk.php

Wow! instant respect for a pile wreckage.  I’m sure there were some interesting people on that ferry.

(Photo by Christian Lloyd-Kohls)

When its warmer in the water then the air temp, it’s a no brainer where you should be.  Fannie, Adam, and I met up together to dive the Weehawk & Lock 27 drift to the Conastoga.  Pouring rain didn’t slow us down. 

(Photo by Christian Lloyd-Kohls)

Doesn’t Adam look like an Oompa Loompa in this shot!

(Photo by McCarthy Aero Services Ltd. http://www.uer.ca/locations/viewgal.asp?picid=140630)

A 1920 aerial view of the Galop Canal locks just west of Cardinal.  I learned that this was the site of both Lock 27 and Lock 28.  Lock 28 is now filled in with earth.

(Photo from Google Earth) 

We jumped off the ledge close to the Weehawk.  It was a 6′ leap!  Once in the water I began sealing my mask around my hood.  A little help from Fannie and we were ready, but… Fannie said she thinks she has a leak.  I stuck my head under the water to see her SPG hose was doing a good job trying to empty her tank.  We were floating with our BCD’s full, so I turned off her tank.  Climbing up the bank that filled in Lock 28 Fannie realized she had a hose failure and called the dive.  I like the “My cat chewed my hose” story better.  With Fannie unfortunately MIA Adam and I started the dive.

(Photo by Christian Lloyd-Kohls)

We didn’t hang out too long with the Weehawk.  I intend on exploring it more on another occasion. 

(Photo by Christian Lloyd-Kohls)

(Photo by Christian Lloyd-Kohls)

Not much current around the Weehawk, but as soon as we got into Lock 27 we were on a high-speed ride!  No fighting against the current.  A couple of times I slowed myself down to not lose Adam.

After zipping through the Lock we had our eyes peeled looking for the spot to cross into the main channel of the St Lawrence.  Feeling the pull of the current getting stronger we swept across and down onto the curving bottom of the causeway.  Easy! Now all we had to do was find the Connie.  10 minutes drifting we ran into four other divers.  This was a good sign suggesting we hadn’t missed it.  Then Ta Da the looming hull was there. 

(Photo by Christian Lloyd-Kohls)

Adam and I did the traditional drift down the side, swam up through it, drift down the other side, swam through it, and then back down the first side.

(Photo by Christian Lloyd-Kohls)

(Photos by Christian Lloyd-Kohls)

Great dive! Too bad Fannie couldn’t join us.  We got dressed up in the rain then headed to the Boars Nest in Cardinal for a pint. 

The Boars Nest has quite the character to it.  As you find in a small town local bar hang out.  It reminds me of the late Fred’s bar in Chapeau Quebec.

(Photo by Christian Lloyd-Kohls)

(Photo by Christian Lloyd-Kohls 7:30am)

What an amazing September day! You couldn’t have guessed it was fall.  Sharky’s Scuba Supply (http://www.sharkyscuba.com/) organized the trip as their end of year event.  The “Admiral C’ (http://www.divebrockville.com/main.html) was our boat for the day.  We were departing from Rockport.  The charter can hold up around 20 divers apparently, but the group of 14 we had plus the Captain and first mate was cozy enough.  The plan was to dive the Kinghorn, Vickery, Keystorm, and America.  There was only one missing passport in the group, and the buddy pair was able to join after the Kinghorn.  I arrived first of the group and was able to help others load their gear onto the boat.  Carrying high volume tanks down a dock is a good workout (lesson learned the hard way, still in pain writing this).  Once we settled in the Captain started the long drive to the Kinghorn (2min).

(Photo by Christian Lloyd-Kohls)

While we geared up the Captain gave us an orientation on the lines, wreck, and points of interest.

Kinghorn

(Photo by Christian Lloyd-Kohls)

(Photo by Christian Lloyd-Kohls)

(Photo by Eric Ritchie)

(Photo by Christian Lloyd-Kohls)

(Photo by Christian Lloyd-Kohls)

A nice start to the day.  The group of guys I was with (Igor, Ivor, Shawn, Mario) used our smallest tank for this dive (100cf AL).  Back to the dock we went to pick up the stragglers.  The teasing and joking subsided when we realized the engine compartments were open and something was wrong.  Thankfully our crew was able to resolve a dirty carburetor problem and we were underway to Boldt island.  Passing through customs is mandatory for the next planed dives because they lie in american waters.  Quite a site they picked for customs.

After the americans believed our story and we departed for the Vickery.

Vickery

(Photo by Christian Lloyd-Kohls)

(Photo by Christian Lloyd-Kohls)

(Photo by Eric Ritchie)

(Photo by Christian Lloyd-Kohls)

The current was ripping over the bow.  By far the strongest I’d come to this season, but it disappeared in the wreck.  We spent most of the time inside needless to say.  The lighting that penetrates through the floor boards was beautiful.  Easy to over expose photo’s I found out.  I didn’t find this wreck exceptional different from the Gaskin or Kinghorn other than the depth that can be achieved.

Next stop Keystorm.  During the two-hour trip the BBQ was fired up and we were lounging on the top deck.

(Photo by Christian Lloyd-Kohls)

A nice lunch, a relaxing ride, and it was time to get back in the water for the exceptional dive site of the area.

(Photo by Christian Lloyd-Kohls)

.

Keystorm

(Photo by Christian Lloyd-Kohls)

(Photo by Christian Lloyd-Kohls)

(Photo by Christian Lloyd-Kohls)

(Photo by Eric Ritchie)

(Photo by Christian Lloyd-Kohls)

(Photo by Christian Lloyd-Kohls)

(Photo by Christian Lloyd-Kohls)

(Photo by Christian Lloyd-Kohls)

(Photo by Christian Lloyd-Kohls)

The consensus after the first dive on the Keystorm was to dive it again, and skip the America.

The sun was setting as we got underway back the dock.  Everyone was excited about the success of our adventure.  The stories were being tossed around.  Good times!

(Photo by Christian Lloyd-Kohls)

(Photo by Adam Kulczycki)

A beautiful September evening for a night dive.  It wasn’t intentionally a night dive, but something to do with the axis of the earth this time of the year… 

Abucs was the charter operator, and Vince was captain. (http://www.divebrockville.com/)

(Photo by Christian Lloyd-Kohls)

Once it was dark enough (wink) we jumped off the Helen C.  We descended more or less as a group.  Everyone shining their lights down looking for the bottom.  I bought a UK SL4 eLED recently and wow!  I can actually see whats going on!  This was the first time I’d seen the top of the cargo holds, and the first time I noticed an open doorway leading into the ship.  Adam was buddying with me.  Adam spent some time shooting a friendly fish.

(Photo by Adam Kulczycki)

I was thinking about the cargo of coal that was lost.  It’s a mix of zebra mussel shells and coal underneath the ship.

(Photo by Christian Lloyd-Kohls)

Looping around the back of the wreck we found a small space to enter the underside of the wreck.  It was an area I never noticed before.  We ascended into the ship through a squarish hole and peered through the door.  The room was later described to be the former kitchen.  Some interesting items Adam found.

(Photo by Adam Kulczycki)

(Photo by Adam Kulczycki)

Fins are one thing to worry about not stirring up the silt with, but eels don’t seem not to mind!

(Photo by Adam Kulczycki)

After leaving the kitchen we returned to the cargo holds.  I took some time to get the focus right shooting the sinks laying on the bottom.

(Photo by Christian Lloyd-Kohls)

I was time to head toward the rudder and props for the line out.  We were passed by another eel heading back in.

(Photo by Christian Lloyd-Kohls)

I dove without a hood.  Not looking forward to the water getting colder.  The night dive was over.  Everyone one made it back.  It was time to go the Tim’s!

(Photo by Christian Lloyd-Kohls)

With strong enthusiasm I contacted Anne from www.kingstondivecharters.com to book another adventure on lake Ontario.  Fannie, Allan, and I were the whole group (although between us we had personally invited 20 other people to join).  A small group is always easier.  We had the choice of what wrecks we were going to see.  I had done a bit of research and heard that the Davie was a site to see, so it was the first stop.

(Photo by Christian Lloyd-Kohls)

I found this excellent account on the history of the Davie

“Capt. Alfred E. Brown paced restlessly in the pilothouse of the tug Salvage Prince. The cold April winds blowing across Oswego Harbour were foremost on his mind; he was anxious to get underway. Since arriving yesterday with the barge George T. Davie in tow, he had managed to get her loaded with 1,148 tons of hard coal at the Oswego coal dock. Strong winds convinced him to stay tied up in port overnight, rather than face a boisterous trip back across Lake Ontario in the dark. Now in the early morning light the skies were clear, and the winds had diminished to about six knots from the west. It was time to cast off.

On being informed of his decision, James Ruth, acting master of the Davie, and the other three crew members, G. Conaghan, L. Moore and H. Moore, immediately prepared the barge for departure. Shortly after eight o’clock in the morning the Pyke Salvage tug and her consort cleared the Oswego harbour breakwater and headed north for Kingston.

Although the seas were heavy from the west, the barge followed the tug well all day. After passing the Main Duck Islands their course was set for Nine Mile Point, passing west of Pigeon Island. Even after the wind and sea were noted to be “freshening,” there was no indication of danger. But this state of affairs was soon to change dramatically. According to James Ruth’s statement taken from the Shipping Casualty report, “At 2:45 p.m. with a very heavy following sea the barge seemed to begin to steer very badly indicating that she must be going by the head. Forward pump and siphon working steadily.” There were three pumps and three siphons on board, all reported as in good working order at the start of the voyage. At 3:30 p.m. the Davie was observed from the tug to shear badly to starboard, capsize and sink. The four crew members, with no time to launch the lifeboat, were thrown into the ice-cold water, but were picked up within two minutes by the Salvage Prince. For the composite barge George T. Davie it was the end of a forty-seven year career.

Built in 1898 at St. Joseph de Levis, Quebec by the Davie Shipbuilding Company, her dimensions were 177.5 feet long by 35 feet wide, with a hold of 12.5 feet deep, and a registered tonnage of 680. For the most part she had an uneventful career, usually serving in the grain and coal trade on Lake Ontario and on the St. Lawrence. Although originally registered at Quebec City, after being acquired from J. R. Booth by the Montreal Transportation Company, her registry was transferred to Montreal. While owned by this company, she sank in the St. Lawrence River near Alexandria Bay in June 1911. After being raised the following year and rebuilt, she went aground at the foot of Wolfe Island. In June 1920 Canada Steamship Lines purchased the Davie from the Montreal Transportation Company. The C.S.L. soon sold her to John E. Russell of Toronto, who in turn sold her to the Sowards Coal Co. in 1926. At this time her registry was transferred to Kingston, where she entered the Collingwood Shipbuilding Company’s dry-dock that fall for a complete overhaul. In 1927 and 1928 she was being towed by the steamer Patdoris. By 1931 the Davie was employed by the Pyke Wrecking and Salvage Company, but it is not clear when ownership officially passed into their hands. Although she occasionally saw more glamorous service as a salvage lighter, her routine role in the coal-carrying trade continued until she disappeared from the surface on that cold April day in 1945.

Striking on her starboard side, she still lies with her decks heeled sharply in that direction. Upon impact the weight of the coal forced the hatch covers off, and most of the cargo spilled out over the lake bottom. The crane, lying amid the coal, was formerly on the Henry Daryaw, which sank in the St. Lawrence River near Brockville in November 1941. Fastened on the roof of the intact cabin is a fresh water tank, its shape distorted by the pressure. Windows and doors allow a good view of the tangled woodwork inside. The steam-assisted steering wheel sits proudly at the stern, and the rudder is hard to port, no doubt as a result of the helmsman’s vain attempt to counteract that final sheer to starboard. The lifeboat rests near the side of the barge, not far from the crane’s clam bucket. A wooden ladder leans against the starboard bow, while high on the port bow a large anchor hangs from the hawse pipe. Leading off onto the bottom, the tow cable heads north in the direction of home.

A mooring block was installed in September 2000 by Preserve Our Wrecks, Kingston; P.O.W. now maintains twenty-four moorings on twenty-two wrecks.”

(Quoted from http://divemar.com/divermag/archives/march2001/davie-march01.html)

(Photo by Christian Lloyd-Kohls)

This the shovel that was on the end of the crane.  Quite a few interesting points on this wreck.

(Photo by Christian Lloyd-Kohls)

The lifeboat that the crew never had time to use.

(Photo by Christian Lloyd-Kohls)

Swim through cargo holds.

(Photo by Christian Lloyd-Kohls)

Wheelhouse area.

(Photo by Christian Lloyd-Kohls)

The stern and rudder.

(Photo by Christian Lloyd-Kohls)

The crane.  Without a diver in the shot it’s hard to understand the size of it (it’s big).

The water temp was 6 celsius.  Which was the cause of Allan’s reg to free flow.  His equipment when back to normal at 70′.  Once he was comfortable he signaled that he was going up, but that we should continue.  Which we did.

After Fannie and I looped around the wreck it was time to go up.

(Photo by Christian Lloyd-Kohls)

At our safety stop we found Allan skin diving down to hang out with us.

(Photo by Christian Lloyd-Kohls)

.

Munson

(Thank you to Rick Neilson’s Personal Collection)

Our plan was to dive the Cornwall, but once we saw that divers from another boat were just getting into the water plans changed.  We brainstormed with Anne about our other options and settled on the Munson.

“The dredge Munson was based out of Belleville and was used for maintaining adequate water depth at harbor entrances or similar contracts. One of the most significant contracts secured for the Munson was to assure that the new schooner-barge the Minnedosa, would have an uneventful launch at Kingston on Saturday, April 26, 1890. The Minnedosa was a notable contract as she was the largest four masted Canadian sailing vessel ever built on the Great Lakes, and owned by the Montreal Transportation Company. She measured an amazing 250 ft, with a 36 ft beam; she boasted finely modeled lines that made her the talk of any seaman who laid eyes on her.

Unfortunately the most important job for the little dredge Munson, turned out to also be her last. She completed her job of dredging Kingston harbor on Wednesday April 23, 1890 and taken in tow by the tug Emma Munson along with two scows, to do construction work on the Bay of Quinte bridge in the town of Rossmore. Just off Lemoines point she was noted to be listing to one side, she had been leaking before leaving Kingston. Then when least expected she began to sink just opposite Lemoines point in 110ft of water. The towlines were quickly cut and she sank beam ends first; the cook was on board cooking dinner and scampered up after being called. He was rescued from the cold water, quite exhausted after having had to wait till the suction abated on the sinking dredge when she hit bottom, until he could surface.

The men aboard the dredge lost everything, she was valued at approximately $15,000, with the case of the sinking attributed to a plank having sprung on the bottom of the dredge. She apparently sank within 4 minutes of her listing first being noted. Diver Rick Neilson relocated the dredge Munson in 1981.”

(Quoted from http://www.northerntechdiver.com/wrecks/munson/munson.php)

(Photo by Christian Lloyd-Kohls)

Coming down the line I was doing one of those “where’s the wreck” look around.  When whammo there it was.  The “legs” are quite a sight.  Standing straight up 20′ i’d guess.

(Photos by Christian Lloyd-Kohls)

From the mooring we swam along the right side of the dredge.  Near the back corner there was a large spot to enter the main level.

(Photo by Christian Lloyd-Kohls)

The inside was very interesting.  Lots of… “things” in there.

(Photo by Christian Lloyd-Kohls)

Divers have collected tools and put them on display.

(Photo by Christian Lloyd-Kohls)

And the shovel.

One day I hope to get my DSLR in a housing… (but am very happy with the ability to talk pics now)

With the depth, cold, and a buddy on a 80AL it was time to go.

(Photo by Christian Lloyd-Kohls)

Great day! Thanks Anne!

(Photo by Christian Lloyd-Kohls)

 ca 1898-1920

(Photo’s from http://www.ghosttownpix.com/lostvillages/iroquois.html)

A beautiful September day in Iroquois Ontario.  Allan, Fannie, and I joined forces to dive the remains of lock 25.  The lock is still quite visible nowadays with most of it above water.  It is now being used as a marina.

(Photo from Google Maps)

The old weir is where we parked and jumped in.  People were enjoying the sun, fishing, swimming, and boating.

(Photo by Christian Lloyd-Kohls)

The Iroquois Canal was part of the Williamsburg Canal, with a lock system designed to overcome the Galop Rapids by raising or lowering the river boats by 20 feet. The old lock may still be seen at the end of Carman Road on the way to the new  Iroquois Lock lookout.  Carman Road, by the way, is named after one of the original Loyalist families recognized for their contributions to the community development.  The old stone Carman House is now a museum.  At the time of the Hydro and Seaway projects of the 1950′s,  the village of Iroquois was moved one mile back from the river.

(Quoted fromhttp://www.lostvillages.ca/en/html/iroquois.html)

The mouth of the original Iroquois lock constructed in 1845 as part of the Galop Canal. Before the construction of the Seaway Iroquois was a waterfront community with its main street curving along the St Lawrence River’s bank. While the village still exists it was largely moved and displaced inland with the construction of the Seaway.

(Quoted from http://www.sunkenvillages.ca/oldiroquoislock2.html)

(Photo by Christian Lloyd-Kohls)

With the boat traffic in and out of the marina we thought a dive float was prudent.

(Photo by Christian Lloyd-Kohls)

Twas a shallow dive, yet i did manage to stuck my CPU into the silt and gain a reading of 32′ as a maximum depth! 

(Photo by Christian Lloyd-Kohls)

(Photo by Christian Lloyd-Kohls)

(Photo by Fannie Milette)

(Photo by Christian Lloyd-Kohls)

(Photo by Christian Lloyd-Kohls)

(Photo by Christian Lloyd-Kohls)

(Photo by Christian Lloyd-Kohls)

(Photo by Christian Lloyd-Kohls)

A good diving day.  A new spot.  Now i’m part of the history!

“The Muskie” as it’s known.  A great group of guys we had this last Tuesday (where are the girls?).  Our dive charter was with Abucs scuba (http://www.divebrockville.com/main.html)

This wreck being at 96′ on the bottom of the St Lawrence, and with not a lot of structure to explore at a shallower depth, it’s a good reminder why high volume nitrox tanks are invaluable.  I had a 42 minute dive.  The ringing of both Paul’s CPU and my own was the cause of the our bottom time.  We both ended up well over a 1000psi. 

Here’s the story of the Muscallonge

“The Giant Tugboat originally baptised Vigilant, she was launched at Port Huron, Michigan in 1896. She was later renamed the Muscallonge while transporting crude oil between Montreal and Toronto. In 1936 the Muskie caught fire while approaching Brockville. Captain Ahearn drove the burning tug to shore and was able to save the crew. But attempts to save the ship failed as the fire pumpers were too late. The fuel tanks finally exploded, and she collapsed into the water.”

(Quoted from http://www.divetech.ca/muscallonge.htm)

(Photo Christian Lloyd-Kohls)

Captain Vince giving his ever so charming wreck orientation.

(Photo Christian Lloyd-Kohls)            (Photo Christian Lloyd-Kohls)

What you can make out is part of the remaining hull.  7:30pm at the end of August, down at 96 feet in the St Lawrence, my Canon S70 without a strobe was doing the best it could.  I knew the lighting was not on my side, so i focused on taking closer range shots with the flash.  Charred wood is visible in the first pic.  Evidence of the fire.

(Photo Christian Lloyd-Kohls)

(Photo Christian Lloyd-Kohls)

(Photo Christian Lloyd-Kohls)            (Photo Christian Lloyd-Kohls)

I think the line we followed to the Muskie brought to the bow.  After looking around at the largest remaining piece of hull left, we swam through the remains of the ships body.  Over the boiler and engine we passed.  The current was strong in places.  Once we were around the back of the ship we followed the outside of the hull back to the beginning.  The wooden skeleton sheltered us from the current which was pleasant. 

Along the outside of the hull, metal patches can be found from pervious damage during its working life.

(Photo Christian Lloyd-Kohls)

(Photo Christian Lloyd-Kohls)

One thing I didn’t notice until reviewing the pictures are the initials people have scratched onto the metal.

Lots of small fish all over the wreck. 

(Photo Christian Lloyd-Kohls)                         (Photo Christian Lloyd-Kohls)

Looking forward to another great dive with great friends!