Algoma East Coast - good bye kiss

 The new tanker Algoma East Coast arrived in Halifax April 13 fresh from the Hyundai Mipo Shipyard. It carried the Liberian flag for the delivery trip, but was registered in Saint John, NB on April 14. The 23,451 gt, 37,242 dwt ship underwent some post-delivery maintenance and was made ready to sail this afternoon April 26. It is headed for Saint John, NB to take on its first cargo on long term charter to Irving Oil, replacing the 2005 built East Coast. That ship's charter to Irving Oil ended last month and the ship is now in service inTurkey.

Getting away from Pier 9C the ship had the tug Atlantic Fir made up astern. It had no tug forward as it is equipped with a bow thruster.

 

Once clear of the berth the ship was to make its way northward to Bedford Basin then turn and head southbound for sea. However things did not go quite as planned. I believe the intention was for the tug to swing in alongside and accompany the ship to the Basin and assist in the turn.

However as the tug came in there was a steel-on-steel grinding crunch. From where I was standing (between Pier 9B and 9C) I could not see the actual contact.

 

But as the tug backed away the damage became evident.

 Apparently the tug got in under the ship's overhang and there was contact with the tug's davit/crane and the operator's platform.

 

The platform was partially displaced and deformed and the davit arm was knocked off its base. There did not appear to be any contact with the tug's hull or superstructure.

There was a brief pause in the operation but the move resumed and the tug accompanied the ship to the Basin and assisted in the turn... (that is the tanker Goldway at anchor - see yesterday's post).

 ... than let go and proceeded independantly.

As the two passed the Africville boat ramp I could not see any damage to the ship - other than some scraped paint just aft of the draft marks.

Damage to the tug has certainly put the boat davit out of commission for a time.

 

 The Algoma East Coast will be a frequent caller in Halifax in future, and I am sure that tug operators will be very wary of operating close under the ship's stern overhang.

 

The following photo shows the configuration of the davit and platform:

At one time the tugs rigged a rigid hull inflatible (RHIB) rescue boat under the davit, as in this older photo of sister tug Atlantic Oak...

...but that does not seem to be the case anymore. It seems now that the davit is used as a stores crane only.  I also think the access platform around the crane base was not original equipment but was added later. The davit may have been added later too.

 

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Sub sandwich

 Today's photo "catch of the day" was the container ship NYK Meteor, but the picture was sandwiched between two semi-submersibles.

The semi-submersible Forte arrived mid-morning from Rotterdam and went directly to anchor deep in Bedford Basin.

A heavy load carrier, built in 2012 by Guangzhou International, it is measured at 36,653 gt and 48,312 dwt. It is semi-submersible to a draft of 26 meters, allowing it to float on and float off large cargoes.

The ship is a fleet mate, but smaller version, of the White Marlin which arrived in Halifax October 25 carrying a topside structure for Vineyard Wind. It sailed November 3 for Sydney, NS arriving there November 7 (and it is still there.)

 White Marlin in Halifax, October 25.

The ships were once at the centre of a major legal proceeding. In 2012 the company Fairstar Heavy Transport had taken delivery of two new semi-submersible heavy load carriers, Fjord and Fjell, with options for two more of the same class on order: Forte, Finesse. Another company, Dockwise, commenced a hostile takeover but some managers of Fairstar had ordered a fifth ship, to be called Fathom, "off book" (that is without financing in place and without the knowledge of the corporate Board of Directors and thus of Dockwise) as a poison pill to saddle Dockwise with more debt. Dockwise upgraded the order for the 'Fathom' and it was completed as the White Marlin. Dockwise took legal action against the four Fairstar managers. (They had also made adjustments in their compensation without the knowledge of the Board of Directors.) In 2013 Royal Bos Kalis Westminster took over Dockwise and continued the legal action. Eventually, in 2019, the Fairstar directors were found jointly and severally responsible and ordered to pay compensation. In 2011 the "Fathom" was valued at $110 million.

The container ship referred to above, the NYK Mercury, is another of the Daedalus class that are regular callers on THE Alliance's AL5 route from North Europe. Built by Hyundai Ulsan in 2007. The 55,534 gt, 65,935 dwt ship has a capacity of as much as 4922 TEU (some sources report 4888) and 330 reefers. 

 The ship kept its escort tug Atlantic Cedar as it made its way through the Narrows outbound for Port Everglades, FL.

The other "semi" in the sandwich was the Boabarge 37. Fresh from its transfer of AOPV 435 to Bedford Basin and its float off. (see previous post, December 9).

The barge left Halifax this afternoon for Sydney, NS in tow of the Atlantic Fir. All the AOPV's cradles and other gear have been removed, and the barge is sailing light.

 The barge was built in 2015 by Nanjing Wujiazu and comes in at 15,185 gt, 29,500 dwt, and is capable of taking a load of 30,000 tons. It is on long term charter to Irving Shipbuilding Inc, but still retains Norwegian registry. Each time it is to be used ISI applies for a coasting license. It has been used to transfer ships components, such as bow and signal mast, from Woodside to the Halifax Shipyard, and has been used as a launch platform for all six Arctic and Offshore Partrol Vessels. 

So far no application has been made to use the barge elsewhere in Canada, but since it is heading for Sydney, I expect it will have something to do with Vineyard Wind. Sydney is the staging area for the construction of that project. (The same may apply to the Forte also).

Footnote:

Another semi-submersible heavy cargo carrier is arriving tomorrow, December 16. There will be more about the Triumph when it hoves into view.

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Under Cover Operations - Part 1

 Some activities are carried out under cover of darkness in order to escape detection. Today, December 11, most operations in Halifax harbour were nearly invisible due to dense fog. Particulary as temperatures reached 7ºC as the rising tide brought in sea water of nearly the same temperature.

Operation 1

PSA Halifax operates both container terminals in Halifax. They took over operation of the South End Container Terminal (SECT) in 2019 and rebranded it as PSA Atlantic Hub. In 2022, PSA purchased Ceres Halifax Inc from NYK and renamed the facility located in Bedford Basin as PSA Fairview Cove.   

PSA has been continually upgrading equipment with new super post-panamax ship to shore cranes (STS) at the SECT in 2023. Thay have also purchased new Rubber Tired Gantries (RTG). The first two (numbered 79 and 80) arrived aboard the ship Spuigracht from Kone Cranes in Finland February 6, 2020. With their arrival some of the older RTGs were dismantled (in dramatic fashion see November 26, 2020.)

In May of this year PSA took delivery of eight new E-RTGs. Painted green to identify them as electrically operated, they also have expanded capabilities over the diesel powered units they are to to replace. The first batch  of four arrived on the Sampogracht on May 3, 2024 and the second group of four on the Singelgracht on May 26, 2024. There were some teething issues (believed to related to missing parts) but the units now appear to be in service.

With the E-RTGs operational PSA opted to move some of its diesel RTGs to Fairview Cove. They obviousy can't be driven over roads, so the deck barge Atlantic Swordfish was employed as a transporter. The barge had been sitting idle at the C.O.V.E dock in Dartmouth since some time last year, so was readily available. Yesterday, December 10, it was moved to Pier 39 - the last open berth on the southernmost finger pier. (The former Pier 40 is now buried with the SECT, where Pier 41 starts.) It was then possible to "drive" two RTGs onto the barge (or perhaps to lift them - I did not see). Two stackers were also loaded on.

This morning the barge got underway with the tugs Atlantic Larch and Atlantic Fir providing power for the slow trip to Fairview Cove. The procession was barely visible as it passed beneath the A.Murray MacKay bridge, thanks tothe aforementioned fog. However digital technology permitted some enhancement of an image.

Atlantic Larch (near side) and Atlantic Fir (far side) and Atlantic Swordfish in the Narrows.

The barge Atlantic Swordfish was built in 2000 by the Jinling Shipyard in Nanjing, China, It is 76.04 m registered length x 21.95 m breadth  and rated at 2318 gt. It has been registered in Canada since 2010, but its backgound is equally murky, however it was previously the Boabarge 17.

 The RTGs on the barge are numbered 76 and 77, so are among those once operated by previous operators of the SECT. 

See next post for Operation 2.

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Launch Day - AOPV 434 Frédérick Rolette

 Time was when launch day at a shipyard was a festive occasion. Dignitaries gathered on a special elevated stand - sometimes with a band in attendance. The sponsor - also known as the godmother - "christened" the vessel with champagne and a religious blessing. Employees not directly involved with the launch operation gathered, often with their families. The ship itself was usually festooned with bunting and streamers.

The CCGS Ann Harvey was built at Halifax Shipyard and launched stern first on a sloping launch way.

 Workers with heavy mallets knocked out the blocks that kept the ship in place and it began to slide down heavily greased rails, gradually picking up speed until it splashed into the water. (A later version had the ship mounted on a sled.) The crowd cheered as the ship floated free, and was taken in charge by tugs. Most ships were launched stern first, and some were launched sideways (but not inHalifax). When the ship was fully afloat, if its bow turned seaward, that was thought to be a very good omen. (Turning shoreward meant that the ship might someday run aground.)

 The future HMSC Summerside MM 711, the last of twelve Maritime Coastal Defence Vessels built at Halifax Shipyard, was launched stern first and with traditional fanfare September 26, 1998. It was mounted on a sled (yellow crib work) that had to be removed in drydock after the launch.

 Halifax Shipyard launched the Atlantic Eagle August 14, 1999, bow first in order to protect the azimuthing stern drives from impact damage.

These celebrations and traditional launches still do occur at some shipyards, but the practice of launching a ship down sloped launchways is a dangerous one for the workers and could also lead to damage to the ship. Many modern shipyards now "float off" the ship either by filling a drydock or using a launch barge. Halifax Shipyard now uses the latter method. [See also yesterday's post].

In a day long operation today (December 9) the barge Boabarge 37, with the AOPV5, the future HMCS Frédérick Rolette on board, moved from the Shipyard to Bedford Basin where it was gradually submerged until the ship had buoyancy. The attending tugs then eased the ship away from the barge and back to the shipyard, floating on its own for the first time.

Pilots were called for 0700 hrs AST, and the tugs Atlantic Fir, Atlantic Willow, and Atlantic Larch (the latter brought in from Saint John) arrived alongside.

 0807 hrs: In the glare of early morning sun, tugs move the barge off the dock ad turn it toward Bedford Basin. Parts of the ship then became visible in close up.

0819 hrs: the heavy ice knives will protect the ship's rudders and props when backing in ice.

0816 hrs: With the barge's bow heading for Bedford Basin, the ship's icebreaking bow faces seaward for the first time.

The tug Atlantic Fir is at the barge's bow pulling, Atlantic Willow is alongside for additional power and direction control and Atlantic Larch is on the stern for braking and turning.
 

0826 hrs the tow passes beneath the A.Murray MacKay bridge. Two Connor's Diving workboats have been launched at the Africville boat ramp, and will be working on the float off along with several other small craft.
 

1026 hrs: in position in Bedford Basin ballasting operations are underway as the barge's tanks are flooded. The Tuft's Cove power plant in the background was running only two turbines today, and burning natural gas.The chimneys were venting mostly water vapour.

1336 hrs: the barge's tanks are flooded progressively from the stern, (ship's bow).

 

1421 hrs: the ship is nearly afloat, and the barge's (red) hull is completely submerged.

 1446 hrs: viewed from Africville Park the ship is nearly afloat. The tug Atlantic Fir has a line up to the ship's bow ready to pull. The other tugs will stand by on each side to keep the ship in line.(The support cradles remain on the barge's deck, and could damage the ship's hull if not kept clear.)

1546 hrs: well clear of the barge, the ship is now passing the Africville park enroute to the Shipyard.

1602 hrs: the ship is off Pier 9 as the Shipyard's 4pm whistle sounded.

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Wind Power

 Despite advances in power generation, the wind is still popular. Today (July 31) as the offshore installation vessel Orion using its 5,000 tonne crane lifts a wind turbine base component from the heavy lift ship GPO Sapphire, there was a pleasant breeze filling the sails of a few craft in the harbour.

The harbour tour boat Silva of Halifax, a three masted schooner built in 1939 in Sweden, and an unidentified pleasure craft (sail # 51257) draw close for a look at the activity.

Meanwhile the cruise ship Caribbbean Princess called in tug assistance from the Atlantic Fir to depart from Pier 22.

 Cruise ships rarely use tugs because they have multiple thrusters and are thus highly maneuverable (and they like to avoid scuff marks on their while hulls.) However this time the ship needed to do a 360 degree turn off the dock. Because of the Orion and GPO Sapphire activity across the harbour (see above) there was not room to go north about George's Island. Also the autocarrier Sunshine Ace (not pictured) was outbound from Autoport and so the cruise ship could not back out into number one anchorage and turn without blocking its course. The light breeze was likely not much of a factor in this case, but cruise ships are subject to windage and must be handled accordingly.

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Ale for the Basin, Morning Celine for Pier 9C

 A resident of Pier 9C since January 3, [see January 4 post]  the bulk carrier Ale was obliged to move off the berth today January 18 to make way for another ship. The autocarrier Morning Celine will be moving this afternoon from Autoport to unload machinery at Pier 9C. 

Tugs Atlantic Fir (bow) and Atlantic Beaver (stern) tow the disabled Ale from Pier 9C to anchorage in Bedford Basin.

  The hardluck Ale damaged its hull, rudder and propellor in September when it ran aground in Long Pond, NL. It was towed to Méchins, QC for temporary repairs by the tugs Atlantic Larch and Atlantic Fir. In December it was to be taken in tow by the Italian tug Kamarina and headed for Setubal, Portugal for permanent repairs. [The nature of the damage was beyond the capability of the Verreault shipyard to repair due to other commitments for its drydock, and winter conditions.] 

However when leaving the drydock, the ship made contact with one or two of the shipyard tugs and a tanker that was lying alongside. [It did not run aground contrary to early reports]. Then while in the Gulf of St.Lawrence, one leg of the towing bridle parted and the tug and ship diverted to Halifax to re-establish the connection. 

 

The Ale does not have the use of its own engine or steering, so is required to have a tug alongside at all times when at anchor. The tug Kamarina moved to be alongside the ship for the day.

 The tug Kamarina moved to Bedford Basin anchorage Monday, January 16 (date of photo).

Once the Morning Celine completes its operations late this evening the Ale will be returned to Pier 9C nad Kamarina will move back to another anchorage position in Bedford Basin.

In order to unload at Pier 9C the Morning Celine has to dock "starboard side to" because its stern ramp is fixed for starboard side unloading only (like most autocarriers). Therefore it must go through the Narrows to Bedford Basin, turn, then come back under the MacKay bridge to tie up in the correct orientation at Pier 9C. This is now becoming a fairly common sight as RoRo cargo operations have moved from Pier 30-31 to Pier 9C. It is still impressive however to see autocarriers in the Narrows. (Assist tugs are not visible on the ship's port side.) 

Morning Celine has turned in Bedford Basin and is passing back under the bridge and coming alongside at Pier 9C.

Built in 2009 by Imabari Zosen, Marugame, Japan, it is a 60,931 gt, 22,415 dwt vessel with a capacity of 6458 cars. Although actual ownership is shrouded in Panamanian anonymity, it operates for Eukor / Wilhelmsen, currently on the transatlantic turn for Wallenius Wilhelmsen Ocean. Previous ports include Southampton December 20-21, Goteborg December 26-27, Zeebrugge January 3-8.

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A bit of everything - Part 2 (Revised)

 Thanks to its strategic location just off the North Atlantic Great Circle Route, Halifax has been a convenient port of refuge for centuries. However the number of casualties arriving in port has declined over the years as ships have become safer and navigation aids such as radar have reduced the numbers of collisions and groundings. That the port is ice free also means that ships can call in Halifax no matter the time of year.

Today (January 4) marked the arrival of a damaged ship in tow - the first in many months. The bulk and general cargo ship Ale has had a difficult few months in Canadian waters, although its first trip went off well in the spring.

Built in 2012 by Taizhou Shinfu Engineering Co in Taizhou, China, the 13,579 gt, 17,074 dwt ship, equipped with three 30 tonne SWL cranes, was named Raba by Polska Zegluga Morska PP, "Polsteam", and was a Great Lakes caller under that name. It was aquired by Oslo Venture Pte Ltd and renamed in 2021, and continued its Great Lakes trading this year.

 The ship arrived in Canadian waters in late May and made its way up the St.Lawrence Seaway system May 26 arriving in Chicago to unload on May 30. It then sailed for Thunder Bay where it loaded June 6-7 then sailed out of the Seaway Jun 11, passing Montreal June 12. I picked up its trail again in late August when it sailed from Italy, passing Gibraltar August 31. It apparently stopped in Safi, Morocco from August 31 to September 2, then made for Long Pond, Newfoundland.

On September 14, while backing into the harbour, the ship found bottom and incurred hull, rudder and prop damage. After re-anchoring the ship was boomed off when a light sheen was detected in the water. On September 30 the tugs Atlantic Fir and Atlantic Larch sailed from Halifax for Long Pond and on October 4 had the ship in tow for the Verreault Shipyard in Méchins, QC [the shipyard was recently acquired from the Verreault family by Groupe Océan but has not changed its name.]

The ship entered Verreault's large graving dock on October 10 where it was determined that temporary repairs could be made that would allow the ship to be towed to Europe for permanent repairs.The Italian tug Kamarina was engaged for the tow, and it sailed from Rotterdam November 29, reaching Méchins December 12.

While leaving the drydock on December 17 the Ale found the bottom again. It was freed * with the assistance of shipyard tugs and the tug l'Anse du Moulin from Baie Comeau - and it was towed across the river to the sheltered harbour of Baie-Comeau where it was prepped for the ocean tow. (Kamarina sailed over to Baie-Comeau on Decmber 23.)

Kamarina, with  Ale in tow sailed from Baie-Comeau December 27, destined for Setubal, Portugal, but apparently encountered some adverse conditions in the gulf where one penant of the tow line parted. Since it was not possible to reconnect the tow while underway, and with ice building in the Gulf, it was decided (or ordered) to re-route to Halifax.

Tug and tow arrived off Halifax last night and with the assistance of three harbour tugs, made fast at Pier 9C. Although the Ale has crew aboard, and operational auxiliary power,  it is not able to use its main engine and may be difficult to steer.

Today it was possible to see the ship and the towing arrangements.

The anchors had been stoppered off and the anchor chains re-rigged through fairleads, port and starboard. The two sections were then lead forward and yoked together with what is termed a fishplate, connecting with a single wire to the tug's towing winch. Also a light weight emergency line was rigged from the centre fairlead in the bow, looped along the side of the ship (shows in white) and connected to an insurance line to be towed astern and buoyed at the end with a float. In case of the entire main towline parting, the tug can grapple the insurance line and retrieve the light weight emergency line which is connected to a heavy secondary tow line stowed on deck forward.

A file photo of a fish plate - fully rigged - may assist in deciphering the above description:

A close up view shows several people forward working on deck, and heavy chafe marks on the hull where the anchor chain was rubbing from its fairlead. The anchor line is hanging over side from its fairlead (above the "A").

 It appears to be a text book exaple of how to rig a tow, but nothing is 100% weather proof.

The tug Kamarina, dating from 2010 when it was built by Rosetti, Ravenna, is a 8,518 bhp, 123 tonne Bollard Pull anchor handling tug supplier, operated by the large Italian operator Augustea.

What with all the machinery unloaded at Pier 9C yesterday by Asian Destiny (see previous post) it was not possible to get a full view of the tug.

 

The Ale as Raba has had previous grounding experience. On July 5, 2018 it went agound shortly after leaving Liebaja, Latvia. In that incident there was no leak and no serious damage.  However its several years of service to the Great Lakes was apparently free of incident.

*2023-01-05 Revision  I have received comment that the ship did not touch bottom at Méchins. This clearly conflicts with a previous report . It appears that shipyard tugs may have lost control of the ship due to high wind while waiting for the tug l'Anse du Moulin to arrive from Baie-Comeau. Therefore in the interest of correct information, I will await reliable news and have crossed out the "found bottom again" statement.

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Another blow

 Another high wind event in Halifax harbour during the night of November 30 - December 1 had ships taking precautions again.  There was lots of warning in the weather forecasts, and so ships had time to move off their berths or to deploy extra mooring lines. By mid-morning today (December 1) things had returned to normal again and ships were returning to their docks.

Oceanex Sanderling arrived late last night and went directly to an anchorage in Bedford Basin. I cannot recall seeing the ship in the Basin before, although it has likely been there at some time in the 35 years it has been running between Halifax and Newfoundland.

The Oceanex Sanderling has cleared the MacKay bridge southbound heading for PSA South End Terminal. It is well loaded with containers returning from Newfoundland.

Also returning from Bedford Basin anchorage, the tanker Advantage Point headed back to Imperial Oil dock #3.

With the tug Atlantic Fir on a stern line, the tanker clears the MacKay bridge, southbound in the Narrows. The ship's blue hull paint was not visible in my previous photo November 29.

At PSA Fairview Cove, the container ship NYK Romulus took the precaution of keeping the tug Atlantic Oak at the terminal all night in case it was needed to hold the ship on the dock and relieve strain on the mooring lines. (As far as I can tell it was not needed.)

The Franbo Lohas is still at anchor in Bedford Basin, where it appears to have dragged its anchor and re-established a new anchorage position at some point during the night (according to the AIS track.) It is due to go out for a sea trial December 3. Based on its recent AIS track the Polar Circle also appears to have relocated over night - likely due to dragging anchor.

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Acadia Returns [ Post#1 of 3 for November 5 ]

 The 1913-built Acadia returned to its berth at the Maritime Museum of the Atlantic this morning. 

 

The veteran of two World Wars and decades of hydrographic survey work has been a static display fixture at the Museum since 1982, but was retired many years before (in 1969) and declared a National Historic Site in 1976. It does require periodic hull maintenance, and that used to be done in Halifax, but there is a shortage of drydocking capability here now, so in August the ship was towed to Shelburne, NS where Irving Shipbuilding Inc has appropriate facilities to effect some much needed repairs to its aged hull.

See previous post:http://shipfax.blogspot.com/2021/08/acadia-to-sea.html

 The ship was towed back in today by the tug Irving Elm which has only recently returned from a summer's work with a barge ferrying cargo into Rankin Inlet from the mouth of Chesterfield Inlet on the west coast of Hudson Bay.

 

The pair were met off Maugher's Beach by the harbour tug Atlantic Fir suitably draped with white sheets to prevent scuff marks on the newly painted hull.

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An unusual winter

It has been an unusual winter so far in Halifax Harbour. With generally above normal temperatures, and stretches of sunny days, one would be forgiven for claiming to detect spring in the air.

Today's sighting of a family out for a sail certainly could reinforce that sensation. Aside from a few bewildered gulls and an anchored tanker this small craft - which looks brand new- and bearing the sail number USA 2264- had the main harbour pretty much to itself.

Algoscotia is running a shuttle from Quebec for Imperial Oil and has been a regular caller this winter.

The Coriolis II is in winter layup at the Cove, while Algoscotia takes a break before heading back to Quebec.

There is lots of ice in the Gulf and ships heading a bit farther north are certainly encountering it, as well as colder air temperatures and freezing spray.

Atlantic Fir made some ice on the way down the coast returning from Newfoundland. However warm sun yesterday and today was making short work of it.

Just in from New York this morning, the tug Lois M and barge Tobias had no sign of frozen spray.

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