Where the Action is - Part 2

 It was turnabout today, December 14 as most of the harbour action shifted to the south end of the port.

Arriving at Pier 42, PSA Atlantic Hub (South End Container Terminal) was the MSC Kim from Sines, Portugal on MSC's Med Canada run. The ship is en route to Montreal and will be dropping off a few boxes here to reduce draft to meet St. Lawrence River restrictions.

Built in 2008 by Zhejiang Yangfan in Ningbo, it is a 41,225 gt, 56,395 dwt ship with a container capacity of 4254 TEU with 500 reefer slots. It is also a speedster, rated at 23.5 knots, and is especially impressive while underway doing 20 knots at light draft.

Next along was the Eagle II from Cuba for Nirint Shipping. It berthed at Pier 27 where it will use its own gear to unload.

The odd configuration of the deck load is to allow access to the hold where the cargo of nickel sulfides, in bulk cargo bags, can be accessed without having to move any containers.

The Eagle II was built in 2006 by Shandong Weihai Shipyard in Weihai, China. It measures 15,633 gt, 16,986 dwt and can carry 1306 TEU including 258 reefers, but can also carry general cargo and break bulk. It is fitted with a pair of 45 tonne SWL cranes. It sailed orginally as Hooge for Briese Schiffsharts. It was renamed Eagle II in 2022 by obscure Liberian owners and operates under charter to the Dutch company Nirint Lines.

Vacating the berth at Pier 41 the MSC Pamela sailed for Norfolk on the Indus Express route, a fairly recent addition to MSC's Halifax calls.

The ship dates from 2005 when it was handed over by Samsung Shipbuilding, Geoje, South Korea. The 108,930 gt, 132,035 dwt ship has a capacity of 9300 TEU and at the time had the largest container capacity of any ship. 

[How times have changed: MSC has just confirmed an order for ten ships of 24,000 TEU. In September they ordered ten 21,000 TEU ships bringing their total order book to 2 million TEU. All the ships are to be alternate or dual fuel / LNG.]

As the MSC Pamela was outbound the next ship for berth 41 was inbound, also on the Indus Express, direct from Colombo. The Karlskrona has a longer and more varied history, and does not carry a traditional MSC name. 

The Karlskrona had been standing by off Halilfax for a couple of days during periods of high winds, along with several other ships, including the ONE Cygnus which was silhouetted in its position in an outer anchorage.

Odense Staalskibs in Lindø, Denmark built the ship for its parent company AP Moller-Maersk in 1996. Named Karen Maersk until 2008 it became Maersk Karlskrona until 2016 then MSC Karlskrona to 2018 when it was renamed Karl, briefly, in 2018 and then Maersk Karlskrona. In 2023 it took its present name. The 81,488 gt, 96,103 dwt ship has a capacity of 7403 TEU with 703 reefer plugs.

There was another transfer of rubber tired gantries (RTGs) this afternoon, as the two units (numbers 79  and  80) were moved aboard the barge Atlantic Swordfish at Pier 39. The tug Atlantic Larch then took the barge on the hip and headed for PSA Fairvwiew Cove, with the Atlantic Beaver. [A previous transfer took place on December 11 - see post.]

These RTGs are relatively new, having arrived in Halifax from Kone cranes on February 6, 2020 aboard the ship Spuigracht. With eight new electric RTGs now in service at the SECT, these units can see continued service at Fairview Cove, replacing some older units.

 ,

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.

.

Working the Backlog

 When pilotage operations resumed early this morning (Friday, December 22) after the latest storm had passed and sea conditions moderated, there was a major backlog of shipping to accommodate. Most of these ships will have to take their turns in order of earliest scheduled arrival as there is a limit to the number of berths in the port. As of late afternoon there were still six ships hove to off Halifax waiting their turn.

Among the ships that did enter port was the Annie B, a first time caller on ZIM's CGX feeder service. It was due originally from New York on Wednesday December 20 but spent an uncomfortable two days slowly steaming back and forth or hove to well offshore away from the coastal swells.

The bright sunshine was deceptive as there was still a swell runnning in the harbour. With a very stiff northerly wind, and sub-zero temperatures, there was a lot of spray for the ship and the attendant tug Atlantic Larch.*   (See also yesterday's Tugfax for some more splashy photos.)

 

The ship Annie B was hastily renamed in late June or early July 2023 by anonymous new owners Clement Shipping Ltd.

Built in 2003 by Hyundai Mipo, Ulsan the 28,596 gt, 39,383 dwt ship has a capacity of 2826 TEU including 554 reefers. Its original name was Cardonia (still visible in welded letters on the bow) but was renamed on delivery as CMA CGM Ukraine, a name it carried until 2006 when it became Cardonia again.

 A report on social media says that the ship will unload 49 containers and load 1035 during its stay in Halifax, which even for a feeder service seems light. Seasonal variations and world events may be factors in loadings as the shipping world is in a state of flux these days.

 ___________________

 * The Atlantic Larch, built by East Isle Shipyard in Georgetown, PE in 2000, is a 4,000 bhp tug with a 51 tonne bollard pull rating. It is based in Saint John, NB, but is designated as an "outside tug" available for coastal work and other assignments away from its home port. It arrived in Halifax to supplement the local tugs while Halifax Shipyard "launched" the latest Arctic Offshore Patrol Ship, AOPV 434 on December 9. 

There has also been additional activity in the port with more wind turbine components arriving and the Atlantic Bear had a short spell at the Shelburne Shipyard for its ten year classification renewal survey. Halifax can keep up with demand with five active tugs, but six would be preferrable in winter and other busy times. Regular tugs in Halifax are Atlantic Oak, Atlantic Fir, Atlantic Bear, Atlantic Beaver, and Atlantic Willow. Since early December the tug Atlantic Elm, not normally a harbour tug, has also been in Halifax, attending barges used during the transfer of the wind turbine towers, and other miscellaneous chores such as ship docking in Sheet Harbour. It also stood by in Cape Breton while the bulk carrier Genco Endeavour effected repairs.

.

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.

.
 

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.

.

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.

.

Rare day in Halifax

It is a rare day in Halifax when there are no arrivals and departures. Aside from the 0330 hrs departure of Zim Qingdao there were no scheduled arrivals or departures.
That did not meann that there was no activity.
This morning the tug Atlantic Larch sailed and headed south- likely for Shelburne and refit. Its place will be taken by Atlantic Fir. Atlantic Teak is also in port, but is likely just passing through. [For a closeup of Atlantic Larch see yesterday's Tugfax.]

Yesterday there was a forest of tugs at the IEL dock. From left to right: Atlantic Fir, Oak, Willow, Larch and Teak.

While Larch was outbound, it passed the tug Sandra Mary towing the crane barge Canadian Argosy inbound from Digby via Yarmouth and Shelburne. The barge will eventually be heading for Cape Breton, but will be at pier 9 in Halifax for several days due to weather.

 Canadian Argosy was built in 1978 by Collingwood Shipyard for the former Pitts International Company. Through a series of mergers and takeovers, it is now owned by McNally Construction of Hamilton, ON.

The tug Sandra Mary was built by Russel Brothers in Owen Sound, ON in 1962 as Flo Cooper also for Pitts. It has carried its present name since 2000.

  The barge is using its spuds to secure it to the harbour bottom, and as a result is has taken on a bit of a list.

.

Atlantic Companion - an aversion to tugs

 1. Atlantic Companion  enters the Narrows on departure, with a stiff breeze blowing cross channel (the flags on the ship's mast are flying strait out.)

The Con Ro Atlantic Companion made its regular westbound call in Halifax today -a day earlier than the usual ACL call, probably to get to New York before the US Thanksgiving holiday.
In view of my recent blog about tethered escort tugs in the Narrows, it is interesting to observe that the ship may have arrived and tied up this morning without any tug assistance at all. At one time ACL ships routinely made "tug free" calls. Since the ships are equipped with bow and stern thrusters they berth and unberth more easily than most ships. However they have been using tugs much more frequently in recent years, and have frequently used a tethered escort tug in the Narrows - at least until there was extra charge for it..
This afternoon, with the breeze having picked up, the ship left with one tug to assist it off the berth and turn it  but the tug was not tethered during its transit of the Narrows.The tug Atlantic Larch remained close to the ships for the transit. Untethered, a tug can only be of limited use if needed, and tying up to an underway ship in a wind could be a challenge.

2. Atlantic Larch takes up position aft of the ship as it enters the Narrows, but remains untethered. (That is HMCS Fredericton at the trot buoys in Bedford Basin in the background)

3. Even on a cold and windy day in late November, you can't count on having the Narrows all to yourself.

.