Meet and Greet

 The navigation channels leading into Halifax from sea and within the harbour itself can be narrow in places (viz. The Narrows) and therefore large ships heading in opposite directions need to coordinate their "meets". Failure to do so can have disastrous results, and the December 6, 1917 explosion is still a reminder of what can happen. 

There were two big ship meets in Halifax Harbour today, January 29, and both were well co-ordinated by the respective harbour pilots and went off without a hitch.

The first meet was between the inbound MOL Experience heading for PSA Fairview Cove from Antwerp on THE Alliance's AL5 service and NYK Rigel outbound for Southampton on the eastward leg of the same service. The ships arranged to meet "port to port" in the broad section of the lower harbour north of George's Island, with NYK Rigel taking the channel west of George's Island and MOL Experience taking to the east.

As MOL Experience rounds George's Island inbound...

...NYK Rigel passes close to the Halifax shore outbound...

...giving lots of room...

...for the ships to pass each other safely....

.. and for MOL Experience uninterrupted passage to the Narrows and into Bedford Basin.
 

MOL Experience built by Hyundai, Ulsan in 2007, is a 54,098 gt, 62,953 dwt ship with a capacity of 4803 TEU including 330 reefers. It carried the name APL Experience from 2008 to 2010.

NYK Rigel built by Hyundai, Samho in 2009 is a 55,487 gt, 66,051 dwt ship with a capacity of 4922 TEU including 330 reefers.

The other meet was in mid-afternoon and conditions were not quite as placid, as the wind had picked up a bit, however visibility was unlimited and conditions were good. At PSA Halifax Hub, Southend Terminal, the MSC Aniello was getting underway. The ship arrived early this morning from Italy and Portugal to lighter off some cargo to reduce draft before proceeding to Montreal on MSC's Canada Express 1 service.

Once clear of the berth the ship met the inbound autocarrier Don Carlos in the Middle Ground, the area between the Ocean Terminals and the Mauger's Beach lighthouse. MSC Aniello favoured the western side of the channel for a "port to port" meet with Don Carlos in the eastern or main channel.

 

MSC Aniello continued on to the western channel as tugs met the Don Carlos and headed for Autoport.

MSC Aniello dates from 2000 when it was delivered by Hanjin Heavy Industry + Construction in Busan, and is a 40,631 gt, 56,903 dwt ship with a capacity of 4056 TEU including 150 reefers.

Don Carlos was built in 1997 by Daewoo, Okpo and lengthened 8.6 meters in 2006 by Hyundai Vinashin in Vietnam and is now 62,141 gt, 28,147 dwt with a capacity of 7194 CEU. When the ship was lengthened the large billboard lettering on the sides of the ship was not re-centered, giving a slightly unbalanced look.

Not only were these meets an example of well planned pilotage, but the ships themselves represented the major shipbuilders of South Korea.

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Still at full steam and "Why This"

PSA Halifax's Atlantic Gateway is still processing a quite steady stream of ships. They continue to arrive, some from offshore anchorage where they have been waiting their turn.

Today's arrivals (October 3) started (in the dark) with Tropic Lissette for Tropical Shipping. The next arrivals were in full daylight this afternoon. 

Lagarfoss is westbound from Reykjavik and is en route to Portland , ME.

 The Lagarfoss has been a regular since 2014 when it was built by Rongcheng Shenfei Shipbuilding Co Ltd in Rongcheng, China. Measuring 10,119 gt, 11,811 dwt it has a capacity for 880 TEU (875 according to Eimskip) and carries a pair of 45 tonne SWL cranes. It likely has a good many reefer  plugs, but I can't find a reference to the number.

Also arriving this afternoon was MSC Aniello en route from Italy, via Sines, Portugal for Montreal for MSC's Canada Express 1.

 A 40,631 gt, 56,903 dwt ship with a capacity of 4056 TEU, including 150 reefers, it was built in 2000 by Hanjin Heavy Industry + Construction Co Ltd, Busan. On arrival it took the centre berth at Pier C, between Tropic Lissette at Pier 41 and Lagarfoss at Pier 42.

The brand new cruise ship Norwegian Prima arrived in Halifax for the first time this morning. I was mystified as to why it was assigned to Pier 31 when there were no ships scheduled for the usual berths at Piers 20, 21 and 22.

The ship was delivered by Fincantieri Marghera on July 29 of this year and entered service in August - the first of a projected six ships in the Prima class. At 143,535 gt it is a huge ship with a capacity of 3,215 passengers (lower berths).
 

Once alongside it was apparent why the ship went to Pier 31. It has what appear to be pairs of spiral waterslides projecting out from the ship's sides. These overhang the dock to such an extent that they would interfere with the port's gangway structures, and the buildings at Piers 20 to 22. To eliminate any such risk, the ship docked at the open pier - which is hardly welcoming to cruise ship passengers. (Due to port industrial activity there, pedestrain access is not permitted - passengers are bused to the Pier 22 terminal.)

Of course I consider these apppendages to be ridiculous, but the Norwegian Cruise Line (incorporated in Bermuda and headquartered in Miami) apparently knows what sells, and (quite obviously) are not concerned about traditional ship's lines. The ship is due again on October 8.

Another arrival this afternoon was Atlantic Sky from Antwerp for Atlantic Container Line, docking at PSA Fairview Cove.

As mentioned in a previous post, dockworkers in Liverpool, UK initiated job action eleven days ago, but have now returned to work and entered negotiations with the employer. They may walk out again October 11 to 17 if there is no agreement on demands. Atlantic Sky last called in Liverpool September 16-18, but has skipped the port westbound, calling instead at Antwerp (eastbound September 20-21), Hamburg (September 22-23) and Antwerp (westbound, September 24-26).

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Container Veterans

 Larger and larger new container ships get the headlines, but a lot of the container carrying work is done by smaller sized vessels, some getting on in years. Adding to the longevity and value of these older ships is the current torrid demand for container capacity brought on by the economic recovery post COVID in many parts of the world. Ship owners are getting astronomical rates to charter their ships, and many lines are unable to meet the demand for cargo space.

It was not so long ago that container ships with a capacity of 5,000 TEU were deemed inefficient and undesirable, and would soon be heading for the scrappers in droves. Things have certainly changed and it is rare to hear of any container ship, of any size, which is not fully occupied.

There were two container veterans in Halifax today - both very much gainfully employed on busy routes.

MOL Glide, built in 2011 by Hyundai, Samho is a 59,307 gt, 71,339 dwt ship with a 5,000 TEU capacity. 

The ship is on THE Alliance's AL1 service, a transatlantic run from Europe to the North American east coast. The ship arrived last night and sailed this afternoon for Rotterdam. It is expected back in Halifax June 26.

The Mediterranean Shipping Co, MSC has always been known for squeezing the last useful years out of ships, and it's arrival for today is no exception.

MSC Aniello was built in 2000 by Hyundai, Busan and is rated at 40,631 gt, 56,903 dwt, with a capacity of 4,056 TEU, including 150 reefers. Chosen for MSC's St.Lawrence routes, because of its size, it must still load light to meet draft restrictions. However it can achieve better efficiency by loading deeper in Europe and by stopping in Halifax inbound (in this case) to decant some of its cargo and transferring it to rail or truck. Outbound from Montreal it tops off in Halifax with some added cargo loaded to salt / deep water draft. Depending on timing I think they could offer this as an "express" service also.

In the current economic environment both ships are likely to be valued very highly, and it will be some years before we gain hear that they may "inefficient".

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