Oranjeborg - back again, Quebec Report #7

The wharf at Pointe-au-Pic, QC sees on average two ships a month to load paper. The paper is produced by the Resolute mill at Clermont a few miles away and trucked to the wharf warehouse by a shuttle truck and drop trailers running weekdays.

The most frequent caller for the past few years has been Royal Wagenborg's Oranjeborg a multi-purpose RoRo, side loader, dedicated to the forest product trade. It arrived at noon today and began loading immediately.

The ship cuts close in to the K64 buoy as it lines for the wharf at nearly full tide.

A flotilla of forklifts bring the paper rolls out of the warehouse and load them through the side door onto ship's conveyors, whence they are moved by elevator to the appropriate deck where ship's forklifts stow the cargo. The ship's holds are climate controlled, since humidity levels are critical to protecting the paper.

The ship's controllable pitch prop and bow thruster allow it to come alongside without a tug.

 

Oranjeborg was built by Stocznia Gdynia in Poland in 2004 and measures 18,289 grt, 15,126 dwt.

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CCGS Pierre Radisson - Quebec Report #6

CCGS Pierre Radisson has been conducting engine trials off my place since Friday. Ranging between Gros Cap-à-l'Aigle and Cap-aux-Oies, the ship has spent most of its time anchored off the Kamouraska Islands, in the south channel, directly across the river from my front door.

About 3 miles off Gros Cap-à-l'Aigle on Friday, the ship began its trials.

The ship is conducting propulsion trials, which seem to be related to a major Vessel Life Extension project (VLE) announced August 10, 2016. Verreault Navigation of Les Méchins was awarded an $8.6 mn contract for the majority of the work, which included hull re-coating, steel work, reconditioning the flight deck and hangar, and replacement of the windows. At about the same time Canadian Maritime Engineering was awarded a contract to replace the steering system.


ABB received a separate $3 mn contract to provide new hardware and software including eight new drives in the power distribution system. All this follows a 2011 project that replaced its six main engines and 3 generators.

 Last year I caught the Pierre Radisson heading for refit at flank speed.

The ship was decommissioned for the Verreault project, with the crew due to return to the ship in January 2017, with the shipyard work to be completed by January 31. The ABB contract was to be complete and commissioned by June 2017, but that my be what they are working on now.

The ship is propelled by six MLW- Alco (Fairbanks-Morse) diesel engines of 2,950 hp powering six General Electric Canada AC alternators which in turn drive two GEC DC shaft motors producing 6800 hp at 100% = 13,600 shp at the two propellers.

Built by Versatile Pacific Shipyards Ltd in Vancouver, CCGS Pierre Radisson was delivered to the CCG in June 1978 and conducted its trials and delivery voyage by the Northwest Passage. It is based in Quebec City. It is the lead ship of the Type 1200, Arctic Ice Class 3 Medium/River Icebreaker.

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Speed limit - Quebec Report #5

A large swath of the Gulf of St.Lawrence is effected by the temporary speed restriction imposed by Fisheries + Oceans Canada in a perhaps futile attempt to reduce North Atlantic Right Whale mortality.

With up to ten whales of the endangered species found dead in the Gulf of St.Lawrence this year alone, there are fears that the surviving 500 or so whales may be beyond saving.

Ship strikes and fishing gear entanglements are thought to be the cause of the deaths, and some fisheries have also been curtailed, and an order has also been issued to remove phantom fishing gear.

The whales formerly inhabited the mouth of the Bay of Fundy where shipping lane re-routing appeared to have been successful in reducing strikes. However in recent years, for reasons yet unknown, the whales have left the Fundy area and moved to the Gulf. The animals feed on krill near the surface, and perhaps it is that the Gulf provides better feeding. As the western Atlantic warms up, the Labrador current still pumps cold water down through the Strait of Belle Isle into the Gulf and it is likely that the whales have moved to take advantage of better feeding.

That certainly appears to be the case for other whale species. I have seen more minke whales this year than any year I can remember. They feed on small fish such as herring and smelt, but the same water temperature issues may be a factor with them as well.

The effect on scheduled shipping is yet to be determined, but will obviously mean increased speed in other zones in order to maintain schedules. The reduced speed zone will result in cost savings for fuel, but the increased speed necessary to make up the time will more than offset any savings.

Right whales do not have "sonar" capability of some other species do, and thus cannot sense the presence of ships. They are so intent on feeding and so used to ships that they not distracted by their presence. Let's hope that the speed limits will work in saving this important species.

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Louis S. St-Laurent and others - Quebec Report #4

The veteran Canadian icebreaker CCGS Louis S. St-Laurent completed sea trials today and headed for St.John's.

 In mid-river, well out of the normal shipping channels, CCGS Louis S. St-Laurent conducts trials. The town of La Pocatière is to the left on the south shore.

Leaving Davie shipyard early this morning, it made its way down river past Cap-aux-Oies where the river widens out to about 12 miles, and spent a few hours doing evolutions as far downstream as Kamouraska, and upriver off La Pocatière.

It then returned up river as far as St-Joseph-de-la-Rive, where it disembarked a party of shipyard workers via the tug/workboat Ours Polaire.

With trials completed, the ship is met by the tug Ours Polaire and an outboard powered aluminum skiff, which seems to be on standby for lifesaving.

 Forced along by the tide, the ship is directly off the St-Joseph-de-la-Rive ferry dock.

Ours Polaire with a deck load of shipyard techs, heads in where a bus is waiting to take them back to Lévis. Since they were not wearing PFDs I assume the skiff was a precaution.

"The Louie" turns up the revs. The stern squat is real.

It made a very tight turn to port, and then took off, soon reaching 17 knots.

The ship had been on a $14 mn refit since February and really took the chance to kick up its heels. Perhaps it is moving with such alacrity because there is still time to participate in northern operations.

While awaiting the return of "The Louie"  there was more shipping to see from the vantage point of St-Joseph-de-la-Rive.

Upbound the HAPAG-Lloyd container ship Ottawa Express was getting a little boost from a powerful full moon tide.

Ottawa Express also making haste.

Built in 1998 by Daewoo SB+ME Ltd, Okpo, the 39,174 grt, 40,879 dwt ship has a modest container capacity of 2808 TEU. It was designed for year round St. Lawrence service to the restricted drafts of the time. It has carried the names Canmar Honour to 2005 then CP Honour to 2006.


A ship that is actually older (in part) than "The Louie" was creeping down river against the last of the tide. CSL's Cedarglen is an amalgam of the 1959 German-built Ems Ore. That ship was acquired  by Hall Corp  (with two sisters) and in 1977-78 Davie built a new forebody, and moved the island bridge aft. (That necessitated extending the funnel.) Renamed Montcliffe Hall it served Halco until 1988, when that company went out of business. It then went to N.M. Paterson + Sons Ltd where it served as their Cartierdoc. Paterson wound up their business after sister ship Windoc was badly damaged by a untimely bridge lowering in the Welland Canal. CSL acquired the Paterson fleet in 2002.

With a full load of grain, and against the last of the rising tide, Cedarglen makes no haste.

As Cedarglen the CSLer is one of the oldest cargo ships still operating on the St.Lawrence. It is headed from Montreal for Baie-Comeau, and at 6.4 knots was soon overtaken by the racing "Louie".

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Quebec Report #3

Sundays are often busy days on the river as ships aim to reach port on Monday. Today, despite some heavy showers, tide and time co-operated for a few photos of the dozen or so ships that passed my vantage point.

The speedy Maersk Penang overtook the slower Strandja as they made their way upriver early this afternoon.

Maersk Penang is a familiar sight in Halifax, one of five ships that maintain a Maersk CMA CGM transatlantic service.  Calling on Montreal Monday, westbound, the ships then stop in Halifax eastbound, usually on Saturday.

Strandja sails for Navigation Maritime Bulgare of Varna, Bulgaria, whose ships have been regular callers on the St.Lawrence for many years. Their tan superstructures make them easily identifiable from a distance. Launched in 2010 by Shanhaignan Shipyard in Qinhuandao, China as Eastward York, it was renamed on delivery Federal Yangtse, but almost immediately renamed Strandja.
The ship measures 19,865 grt, 29,9800 dwt and is a Seawaymax vessel.

As the showers cleared in the early evening a faint rainbow formed the background as Camilla Desgagnés passed close by upbound. The ship is returning from its first northern supply trip of the season.

A veteran of the Desgagnés fleet, the ship is the former Finnish newsprint carrier Camilla, that was salvaged off Newfoundland in 2003. Declared a total loss, Desgagnés bought the ship and installed a crane and carried out other modifications to suit it for work in the north.

The northern supply run is in full swing, with most ships back from their first trips and loading or sailed for the second. It is an especially busy year since the port of Churchill has been cut off by railway washouts and is no longer a staging point. In fact some lines are delivering cargo to Churchill for local use.

Nunavut Eastern Arctic Shipping, has added a fifth ship to its fleet. It was downbound this morning at the crack of dawn, too dark for a photo. Named Nunalik (meaning "community"), the ship arrived in Sorel July 30 and was registered Canadian August 4. As with the other ships in the fleet, it was acquired from Spliethof's, the Dutch carrier, which company operates the ships in the off season.
Nunalik has a somewhat different history however, as it was not for Spliethof's.
It started life in 2009 at Jiandong Shipyard in China, and was originally named Beluga Fairy, 9611 grt, 12,662 dwt and as a member of the Beluga F class, was fitted with  a pair of 180 tone cranes that can combine for extra heavy lifts. When Beluga failed the ship became HHL Amazon for Hansa Heavy Lift. In 2016 it was renamed Hemgracht by Spliethof's and used by them until needed by NEAS.

The other major northern supplier, Desgagnés has four former Beluga F class ships in its fleet, and has found them especially useful for their heavy lift capability.

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Presever to the scrappers

FILED REMOTELY

File photo: Preserver in use as a fuel shuttle, relied on tugs to move it between the HMC Dockyard and Imperial Oil after it was withdrawn from seagoing in 2014.

Although I was not in Halifax to see it go, I followed yesterday's departure of the decommissioned HMCS Preserver on the internet.

The tug Lois M of McKeil Marine got underway on schedule at 1030 hrs, and with assistance of the Dockyard tugs Glenevis and Glenbrook they were soon off the berth. The latter tug was tethered aft as stern escort.

Once out to the Middle Ground area, inside Meagher's Beach, the ship pilot disembarked to Scotia Pilot while the pilot assigned to the tug remained on board until reaching the pilot station.
By this morning the tow was making good progress and was off Guysboro.

The ship was sold to Marine Recycling Corporation of Port Colborne, ON, and there was idle speculation that the ship would be towed to the Great Lakes to be broken up. This was never in the cards. Although the ship could fit into the Seaway locks, it would have been an expensive proposition to tow it all the way to the Welland Canal. There would also be the question of the many delays caused to commercial shipping with such an ungainly tow.

Despite protestations in the press that they are not in the ship scrapping business, Heddle Marine of Hamilton, ON, a company associated with McKeil Marine, was instrumental in having the ship broken up in Nova Scotia. McKeil and Heddle have leased the Sydport area in Point Edward, NS as a ship repair and staging base, with an option to purchase the entire facility. They have apparently sub-leased some of the space to MRC and that is where Preserver will be broken up.

MRC has also acquired the retired ferry Princess of Acadia, the research vessel Quest (and possibly the destroyer Athabaskan) all of which will also be cut up at the facility. Heddle was contracted by the federal government to provide shipkeeping services when the ferry was retired and laid up  at Sydport.

MRC will undoubtedly use the facilities of Heddle Marine to assist in the initial dismantling and removal of recyclables and re-usables from Preserver and the other ships. There is still a plan to remove the marine re-fueling gear from Preserver for re-use by the RCN.

File photo: Preserver in its role as a floating gas station allowed RCN ships to refuel within the Dockyard until permanent fueling facilities could be arranged after Imperial Oil shut down its refinery and became a deport only.

The last of the Canadian Navy's supply ships, Preserver was laid down built in Saint John, NB in 1967, launched in 1969 and commissioned in 1970. It is ironic that its arrival date in Sydney harbour will be very close to the anniversary date of August 7, 1970.

It was removed from seagoing service in 2014 with corrosion, electrical issues and other problems, and finally decommissioned  October 21, 2016. Its disposal for scrap has very rapid by Canadian standards, which is partly explained by the fact that instead of the RCN's own forces removing re-usables, the MRC/Heddle operation will do that work.

Preserver's twin fleet mate Protecteur has been scrapped by R.J.MacIsaac in Liverpool, NS which has left the RCN in an awkward position of being unable to refuel its own ships at sea.

The fueler to be named Asterix Resolute is expected  to come into service this fall. It was recently unveiled at Davie in Lauzon, QC. A converted container ship hull, that ship has been contracted to serve the RCN until 2021 (at the earliest) when the RCN takes delivery of the second of two Queenston class fleet replenishment ships. It is not clear at this point how the fueling gear will be transferred to the Asterix  Resolute, but if it is done, McKeil / Heddle have lots of tugs and barges to do the work.

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Quebec Report #2

More ideal weather and tides = more photos.

First up this morning was the tanker Las Cuevas from Norfolk for Quebec City in ballast.

Built in 2000 by Minami Nippon, in Usuki, Japan, the ship measures 27,955 grt, 45,299 dwt. It flies the British flag - now a flag of convenience (how times have changed).

It was followed not long after by Montreal Express doing a strong 20 knots as it stretched to follow the tide. Although bearing a HAPAG-Lloyd name, it is a lease from Sea Spirit Leasing Ltd and also flies the flag of Great Britain.

The ship is in itself a bit a of a history lesson, as it was built in 2003 as Canmar Spirit following the naming style of the successful Canada Maritime (a joint venture of CP Ships and Cie Maritime Belge, although CP had bought pout CMB in 1993). In 2005 the Canmar brand was dropped and CP Ships renamed it CP Spirit. Through several acquisitions, CP had become the 7th largest container line. But that position seems to be a curse, and it was swallowed up  by TUI AG and merged into HAPAG-Lloyd in 2005, and in 2006 the ship acquired its current name.
Daewoo Shipbuilding and Marine Engineering built the ship in Okpo, to carry 4402 TEU (including 311 reefers) on 55,994 grt, 47,840 dwt and it was intended for year-round St.Lawrence River service.

Following up at a more sedate speed, Reestborg is bound for Trois-Rivières from Vlaardingen, Netherlands. The ship features a reverse camber bow, and a very small superstructure for a ship with a surprisingly large tonnage of 14,141 grt, 23,249 dwt.

Downbound, mid-river is Dara Desgagnés.

Reestborg was built for Royal Wagenborg by Ferus Smit at the Leer Shipyard in 2013.


Once the tide had crested it was time fir the downbounds. To avoid upbound traffic, most downbounds stick to mid-channel or even use the south channel from time to time, however with no other ships in the area Alkyonis opted for the north shore to gain a little from the tidal backwash.

Just above the number two crane is the Morin Shoal buoy, marking a seamount in mid-river. 

The telephoto lens shortens the distance considerably.

A comparatively new bulker of 23,2676 grt, 37,418 dwt, Alkyonis was built in 2016 by Imabari Zosen, in Imabari, Japan and is mostly used to carry coal. Its next port is listed as Norfolk, VA.

Rounding up the day with the incoming tide was another container ship, MSC Rochelle. It flies the Liberian flag, and as is common with many MSC ships on the transatlantic route, it has a long history.

Built in 1997 by Hyundai, Ulsan, it was originally Pugwash Senator named in honor of the Nova Scotia village where Cyrus Eaton founded the Pugwash Thinkers Conferences.  Senator Line was a German company, in which Hanjin acquired a majority ownership in 1997, with Laiesz in the minority. Laeisz was once the owner of the famous Flying P line of clipper ships, and all its ships were named with the the letter P. Although becoming a major container line Hanjin-Senator was also a victim of the curse of 7. Even though it was the 7th largest container line, it ceased trading in 2002.

In 2007 the ship found other charters and became CSAV Appennini, 2012: Pugwash, 2013: MSC Curitiba, 2014: Pugwash and in the same year MSC Rochelle.

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