Heidelberg Express - another one gone

It has been announced that Hapag-Loyd have sold Heidelberg Express to Turkish breakers. It was built in 1989 by Howaldltswerke Deutsche-Werk in Kiel measuring 29,939 grt, 36,000 dwt. For a brief time in 1991 it carried the name Ville de Verseau.
In 1992 it was lengthened from 222.5 to 235.6m loa and re-measured at 35,919 grt, 45,977 dwt. Its new container capacity became 2803 TEU, including 238 reefers.

Heidelberg Express strides in to Halifax almost twenty years ago....

The ship was a regular in Halifax, but in recent times it has been on Hapag-Lloyd's transatlantic run to Montreal, flying the Bermuda flag. At time of writing it has just exchanged pilots at Trois-Rivières and is expected in Montreal first thing tomorrow morning. 

It is the last ship in the Bonn Express class still operating for Hapag-Loyd.Name ship of the class was sold for scrap earlier this year. http://shipfax.blogspot.ca/2015/02/bonn-express-to-breakers.html

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Imperial Oil Tankers - Part 3 - Imperial Bedford

In 1969 Imperial Oil took delivery of its second tanker built to the new pattern established by Imperial Acadia, but 40% larger. A product of the Davie Shipyard in Lauzon, QC, Imperial Bedford measured 9500 grt (later 8646 grt) and 13,980 dwt with a capacity of 112,500 bbls.

Imperial Bedford at number 4 oil dock at Imperoyal in Dartmouth.

It  was also built for navigation in ice and in 1970 made two trips to Resolute to fuel Canada's most northerly installation, both times sailing from Montreal. It also visited Frobisher Bay (now Iqaluit) where it unloaded by means of a floating pipeline. The ship carried a spill containment boom on a large real on its after deck.

The ship's spill containment boom is stored on reel on the after deck. A knuckle boom crane is visible in this photo, loading stores at pier 31 in Halifax. Note the Esso logo applied to the funnel.

Despite ice strengthening, it did receive severe ice damage in 1977, necessitating lengthy repairs at Halifax Shipyard.

Imperial Bedford worked out of Halifax, making scores of trips to Atlantic Canadian ports, but also traveling to the Great Lakes.

The ship was renamed Algofax but was not immediately repainted in Algoma colours. Here it nears the Angus L. Madonald bridge on its way to drydock for repainting.

Along with the rest of Imperial's fleet, it was sold to Algoma Central in 1998 and was renamed Algofax in Halifax. It entered drydock at Halifax Shipyard in March where it was repainted in Algoma colours.

Loaded Algofax outbound from Halifax harbor.

With new ships on the way for Algoma Algofax was removed from service early in 2004. It was handed over at pier 31 in Halifax where it was renamed Halifax under the Georgian flag. Ownership was transferred to EnerChem Tankers, another tanker company that been absorbed by Algoma.  It sailed August 14 but did not arrive in Alang until October 8, indicating that it may have worked its way east carrying some cargo. It was beached October 11, and broken up.

 

Halifax leaving Halifax for the last time.

 

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NYK Constellation makes a big turn

The G6 Alliance container ship NYK Constellation had a to make a wide turn around Seaview Point this evening after leaving Fairview Cove. There was a stiff breeze blowing down from the north and the ship needed to line up for the bridge, without being blown off course.

 Well off Seaview Point, the ship has almost stopped to get lined up. Atlantic Oak's wake can be seen under the ship's stern.

Clear of the MacKay bridge, with Atlantic Oak tucked in under the stern enters the Narrows.

With the assistance of the tethered escort tug Atlantic Oak, the ship eventually got in line and made an uneventful transit of the Narrows.

Built in 2007 by Hyundai Heavy Industries in Ulsan, it is the only container ship in the 29 ship fleet of Kobe Ship Management. It is on long term  to NYK Lines, which in turn is a partner in the G6 Alliance.

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Imperial Oil Tankers - Part 2 - Imperial Acadia

The previous post featured Imperial Quebec, which was considered quite up to date for 1957, but the next new ship for Imperial was truly modern and set the pattern for two subsequent ships.Imperial Acadia's design (as was Imperial Quebec's) came from Imperial's in-house naval architect and resulted from considerable operational feed back from the earlier ship.

It was also designed to work in ice, and had a heavy cast steel stem, extra stiffening and  a wide ice belt of thicker steel. It also had the heavy fendering needed for working through the locks. Built at Port Weller Drydock the ship was named November 17, 1965 by Norah Robarts, wife of the Premier of Ontario John Robarts (himself a World War II naval officer), and entered service in the spring of 1966. The ship measured 7068 grt, 10,310 dwt and had a capacity of 80,000 bbls.

Imperial Acadia  was based in Halifax, with some trips back to the Lakes, but generally worked in eastern Canada, with several northern forays, including one memorable trip to Resolute in 1970.

Imperial Acadia at the Imperoyal dock in Dartmouth.

It experienced the usual scrapes and bangs, including a grounding at Port aux Basques, June 25, 1982 resulting a major diesel oil spill. The ship was repaired in Halifax.

After a "dry tow" from Marystown, the ship is ready to to be offloaded. The white marks on the hull below the bridge are part of the damage to the hull.

The most notable incident occurred in St-Pierre et Miquelon on January 30, 1990. Trapped in St-Pierre harbour by a fierce storm it ranged up and down against the pier causing severe hull damage. In view of the ship's age, it was thought that it would not be worth repairing. However after a survey in Marystown, NL, the ship was transported to Halifax aboard the semi-submersible heavy lift ship Mighty Servant 1 in March 1990 for rebuilding. While at Halifax Shipyard, a bilge fire May 23 caused even more damage, but the ship was back in service in June.

Approaching the oil dock in Dartmouth, the rubber fendering is quite prominent.

In 1997 Imperial Oil, like its parent company Exxon Mobil and most oil majors, divested its tanker fleet. Algoma Central Marine formed Algoma Tankers Ltd and acquired all of Imperial's coastal tanker fleet.

    Imperial Acadia often tied up on the Halifax side of the harbour for maintenance and hot work.

After a brief layup in Halifax, Imperial Acadia became Algoscotia and was renamed in January 1998 after drydocking and repainting in Algoma colours. The ship continued to trade as before, on long term contract to Imperial Oil. As Algoma began a rebuilding program, the older ships were sold off.

Algoscotia's career with Algoma was brief, as newer ships were ordered.

On April 3, 2001 new owners McKeil Marine gave Algoscotia the name Ralph Tucker in Halifax, although this was changed to Capt. Ralph Tucker during the ship's first trip.
 

Capt. Ralph Tucker, before its hull was repainted, tied up in Amherstburg, ON its new home port.

No longer licensed to carry petroleum, the ship was instead in dedicated service carrying calcium chloride (brine) used in the petroleum and chemical industries. It visited Halifax in that trade, but operated mostly between Manistee, MI and Amherstburg, ON for the Allied Chemical Co, working year round.

It had a few groundings while on the Lakes, one in 2002 necessitated major repairs, which again extended the ship's life by returning it to ice class 1A.

Tugs and barges took over the brine work in 2003 and the ship was sold for scrap in 2004. It sailed from Montreal September 12, 2004 as Ralph Tucker under the St.Vincent and Grenadines flag and upon arrival in Chittagong, Bangladesh and was broken up.  

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HC Bea-Luna - more cranes for Halifax Shipyard

Halifax Shipyard's new shipbuilding facility will be well equipped with cranes. It is hard to imagine how many there will be based on the number they have received so far. Another shipment arrived thus morning on the German-owned HC Bea-Luna.

A crew member in a red coat makes his way forward as the ship steams into a head wind this morning.

The oddly named ship is owned by IMM Shipping of Ahrensburg, but carries the HC Chartering bill board on its sides. Built in 2000 by Damen's shipyard in Galati Romania, it measures 6382 grt and 8959 dwt. It has two 60 tonne cranes that can work in tandem for 180 tonne lifts. It was built as Tatjana but carried the name TMC Brazil for a time in 2002 and became HC Bea-Luna in 2013. It is registered in Antigua and Barbuda.



The ship is very similar in design to Freja, which is tied up at pier 27 with a cargo of rails. Unloading of that ship has been delayed due to mechanical problems with its cranes.

Added later:

HC Bea-Luna at pier 9c ready to unload.

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Imperial Oil Tankers - Part 1 - Imperial Quebec

One of the effects of Imperial Oil's decision to stop refining activities in Dartmouth on the eastern side of Halifax harbour in 2013 is the decline in coastal tankers. Now as a storage facility, it distributes most of its product locally by truck. It does receive the odd domestic cargo from other refiners and still makes some deliveries to outports by ship, but the traffic is greatly reduced from the refinery's heyday.

Imperial Oil was founded in London,ON in 1880 and began operations in Sarnia, ON in 1899 and chartered its first tanker in 1902 for operation on the Great Lakes. Between 1914 and 1918 the company built refineries in Ioco BC, Regina SK, Montreal QC and starting in 1916 on a 400 acre site in South Woodside, NS which was renamed Imperoyal. (Over time the area was amalgamated into the City of Dartmouth, which itself amalgamated with Halifax.)
Due to an increase in demand for gasoline and the needs of World War I, Imperial saw the need for a refinery on ice free tidewater. It also served as a transfer point for US oil, sold to the Allies before the US entered the conflict.

As the only refinery in Atlantic Canada it became a strategic asset in both World Wars. The Imperoyal refinery was essential to the operations of Allied navies and merchant ships in Halifax, but also to supply industries and bases remote from Halifax, and to supply Britain itself.

In 1921 the company expanded its shipping fleet beyond the Great Lakes to deep sea in order to import crude from its oil fields in South America and to distribute product. During World War II the international shipping operations expanded dramatically.

In 1945 the domestic fleet consisted of fourteen coastal tankers and five deep sea tankers. Replacement of older units on the Lakes, and both coasts began soon after.

Imperial Oil entered a new era in 1957 with construction of Imperial Quebec (50,000 bbl capacity) its first tanker with both wheelhouse and accommodation aft.It was confined to the Great Lakes for two years until the St.Lawrence Seaway opened, then traded all over the east coast. As buit it was also painted in Imperials black and red colour scheme. A new livery was introduced in 1968, with a blue hull and cream coloured superstructure.

Imperial Quebec tied up on the Halifax side of the harbor for routine maintenance, which could not be done at the oil docks for safety reasons.

Imperial Quebec could be a bit of a smoker at times, but it was all Imperial Oil.

A product of Collingwood Shipyard, it measured 4680 grt, 5150 dwt and worked year round out of Halifax. It reached Frobisher Bay in 1970 and Venezuela in 1987. It was an early adopter of the bulbous bow, which was thought not to be effective in ice, but the ship seemed to be able to navigate year round without too much difficulty. It was also heavily fendered at the bow and sides for navigation in the Seaway locks. The grinding of steel ships along concrete walls generates sparks, which are to be avoided with tankers!

Imperial changed to a very un-nautical looking funnel with "Esso" in large letters, in line with its US parent which became Exxon. Imperial kept the Esso brand name.
 

Reaching the end of its economical life with Imperial Oil in 1987 it was purchased by the Woodward Group of Newfoundland and renamed Sibyl W., and carried on for another five years under the Canadian flag.

In 1992 it was sold to the opaquely named Panamanian company SSS Trading and renamed Panama Trader. It operated under that name until May 1996 when it was reported broken up in Guaymas, MX. The actual scrapping may have taken place before that.

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Nelvana - end of the road

The Panamax self-unloading bulker Nelvana arrived off Aliaga, Turkey April 24, and will be borken up in the very near future.

 The tug Atlantic Willow assists Nelvana to her berth in Auld's Cove, with Cape Porcupine looming overhead. Nelvana alone is responsible for exporting several million tonnes of the mountain to the United States.

A rare caller in Halifax, it was better known on the Strait of Canso where it loaded out aggregates from Cape Porcupine for many years. It was also in the coal, phosphate, sand and stone trade in the Caribbean and was a frequent visitor to Tampa.

In Tampa Nelvana extends her boom out to a hopper which is connected to a system of conveyors that transport the cargo of aggregate to a series of stockpiles. (This portion of the port is no longer accessible to civilians.)

Built in 1983 by Hyundai Heavy Industries in Ulsan (it was launched December 4, 1982) and came in at 44,340 grt and 74,973 dwt. It was notable for its big bluff bow, which must have caused a lot of impact as it butted into head seas. A prominent breakwater on the forecastle head protected the forward hatches from seas breaking over the bow.

Nelvana filled the Novadock floating drydock at Halifax shipyard, which was built for Panamax ships.

It did visit Halifax in November 1998 and again in November 2007 when it was drydocked at Halifax Shipyard. It was too large to take a full load at National Gypsum.

Built for Marbulk Carriers, when Marbulk Shipping Ltd was owned by Upper Lakes Group, it wore the golden seahorse on its blue funnel, and may be the last ship to do so. It was intially registered in Liberia then 1987 switched to Vanuatu. When Marbulk was sold to Algoma and CSL the ship remained in the CSL pool and  worked on both the Pacific and Atlantic Coasts and in Europe, once unloading 65,000 tonnes of granite in Liverpool, UK.

New ships were added to the CSL pool in recent years and now all the Marbulk ships (Ambassador and Pioneer were the other two) have now gone to the scrappers.


In 2012 Nelvana's registry was moved to Bermuda, and the ship was advertised on the Beltship Management Ltd website and worked along with Gypsum Centennial and Gypsum Integrity in the Sierra Leone iron shuttle which has ended. (The latter ship has now been sold to Algoma, see April 12  .)

The golden seahorse funnel mark can be traced back to the Upper Lakes ship Wheat King , which was flagged out for a time to Island Shipping, when ULS's owner Jack Leitch was fighting for the survival of his company with a convicted hoodlum union boss. Leitch eventually prevailed, the company survived and Marbulk was formed to operate ULS's deep sea fleet. The seahorse became emblematic of the company's determination to succeed.

The book Upper Lakes 1932-1982, actually titled The First 50 Years, by Wally Macht, privately published by the company, is well worth the read if you can lay hands on it.

Upper Lakes is no more - the company sold off all its assets, and the significance of the golden seahorse is lost. 
See some previous Shipfax references: http://shipfax.blogspot.ca/2012/02/ambassador-for-gypsum-only-ship-2-for.html

R.I.P.

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Grand Benelux - not your usual ACLer

Shipping lines adopt various colour schemes to distinguish their ships from their competitors. Various shades of the primary colours of red, blue and green seem to be as popular as greys and blacks, so subtle shadings are needed to further differentiate ships. Few lines chose yellow however, so Grimaldi Lines ships are distinguishable anywhere, even if the colours must be very difficult to maintain.

Grand Benelux provides high visibility even in murky weather.

Today's Autoport visitor Grand Benelux scores on both counts of instant recognition, but does point out the need for diligent maintenance. That would certainly be easier in the company's home turf of Italy, but today was no day for touchups in Halifax. The ship sailed during a break in what some were calling "fat rain"- a form of of precipitation halfway between rain and snow. 

The ship was built in 2001 by the Uljanik shipyard in Pula, Croatia, and measures 37,212 grt, 12,594 dwt, making it one of the smaller carriers, nevertheless it has a capacity of 4500 cars.
 
One interesting aspect of the ship is that it actually owned by Atlantic Container Line and chartered to the parent company Grimaldi Group. ACL owns the five ConRos we see in Halifax ion a regular basis, but also has seven more ConRos and PCTCs (pure car and truck carriers) which it charters out for use by Grimaldi Group companies.  ACL ships are painted in the more serviceable dark blue, but even it becomes battle scarred after a winter in the North Atlantic.

 A wide angle view of Atlantic Concert leaving Bedford Basin on Sunday, showing the wear and tear from winter work.

ACL has an enviable reputation on the North Atlantic. Read this interesting speech by the company's president and ceo: http://splash247.com/atlantic-container-line-carriers-obsessed-with-market-share-instead-of-profitability/

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Amadea - season opener

It was a gloomy start to the cruise season this morning as Amadea became the first ship* of the year for the second time. There was an  early promise of some sunshine, but that soon changed as cloud built in with  reports of snow showers on the eastern shore a few miles away.

 Amadea passes Meagher's Beach with the cable ship Resolute anchored in the background, after laying the shore end of the new Hibernia high speed cable over night.

Amadea was the first ship of the season April 14, 2008 and that was also its first visit to Halifax. Built in 1991 by Mitsubishi Heavy Industries in Nagaski as Asuka it cruised for NYK Lines until 2006. V-Ships Leisure of Monaco now own the ship and it works for the German company Phoenex Reisen.  

Amadea flies the Bahamas flag, and is listed at 29,008 grt, with a passenger capacity of 624 and a crew of 292.

* the first ship was to be Regal Princess April 19, but that visit was cancelled due to weather en route. 

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More rails, this time it's Freya

CN's insatiable need for rails means steady business for Halifax. A parade of ships manages to keep up with the demand, by bringing in and stockpiling cargo at pier 27. Today's arrival is typical of the type of ship that is used for this cumbersome commodity. 

 Freya arrived with a bit of a list.

Freya measures 7406 grt, 10,500 dwt and can carry a variety of bulk and breakbulk cargoes in its box shaped holds. With two 60 tonne cranes, it can unload most of what it would be expected to carry. Built to a Damen design by the Nikolyev Shipyard Okean in the Ukraine as Rebecca in 2001, it was acquired last year by Intersee of Haren (Ems), Germany and renamed. The ship flies the flag of Antigua and Barbuda, a common flag of convenience for German owned ships.

The ship has a travelling gantry that lifts off the hatch covers for stacking. The red structure beneath the gantry is for hold ventilation.

 

The ship has its cranes mounted on the starboard side (most ships seem to have them mounted port side) so the ship backed in to pier 27, to allow the cranes to offload most efficiently. It also arrived with a noticeable list, indicating that some of the cargo may have shifted en route from Poland..

The tug Atlantic Larch takes a line off the ship's bow to assist it in turning. It will then act a a brake when the ship backs in to pier 27.

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Sunlight Ace sees some sunshine, TransPine goes to anchor

 Not much activity in Halifax harbour today, but the autocarrier Sunlight Ace did see some sunshine for a time, after it arrived out of the fog at noon time.

 Once inside Meagher's Beach, the ship was in the clear.

Sunlight Ace is operated by Mitsui OSK Lines, and measures 58,911 grt, but only 18,855 dwt, an indication of the great volume needed to carry cars (1 gross ton = 100 cubic feet). Builder Minami-Nippon  located in Usuki, Japan, built the ship in 2009 and it flues the Bahamas flag..
The ship went to anchor for Asian gypsy moth inspection before being cleared to tie up at Autoport to unload its cargo.

Dipping its anchor a couple of times to clear it of Halifax harbour muck, the ship heads for Autoport late this afternoon.

There was lots of sun early this morning when the paper carrier TransPine left its berth at pier 27 at 0800 to anchor in Bedford Basin.

The ship had been tied up since Monday clearing its tanks of contaminated fuel. Pumper trucks were hard at work removing the offending diesel oil and cleaning the tanks. According to reports, the ship had fuel problems while crossing the Atlantic two months ago and had to put into St.John's, NL en route to US ports. However the problem was not solved, and after lying up at anchor off Jacksonville, FL for six weeks the ship was diverted to Halifax to try to fix the problem once and for all. 

I hear that it was supposed to take over the Corner Brook run from its sister TransFighter but that has been put off at least for a time. The ship is now awaiting orders.   

The ship seems unable to make up its mind, but in fact it is warning tug operators not to push on the ship's side door, but to push on the bulkhead location where the ship's hull is strongest.

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Shamrock coming back (as Nolhanava)

Arriving in Halifax for the fist time January 20, 2001.

A ship built specifically to run between Halifax and St-Pierre et Miquelon is arriving back in Halifax tomorrow and tying up at pier 34. Built in 2000 by Santierul Naval Constanta SA of Romania as Shamrock, it operated weekly from Halifax starting with its first arrival January 20, 2001.

It was was registered in the French offshore registry of the Kerguelan Islands (French Antarctic Territories) and is a RoRo cargo ship of 4,654 grt, 4,850 dwt and carries two 40 tonne cranes. It two MAN engines drive two cp props for a speed of 16 knots.

By 2004 the ship was operating a feeder service from Halifax to Portland, ME and Boston, having lost the St-Pierre route.

In July 2004 it was arrested in Portland. ME and was sold at auction to Clarke Inc's CIS Shipping International Inc and placed under the Barbados flag. It returned to Halifax in December 2004 for drydocking and repainting, and was placed under the management of Thien + Hyenga Bereederungs for service between Fort Lauderdale, FL and the Cayman Islands.


Once a large operator of ships in Canada, Clarke Inc and its antecedents also had an interest in the Halterm container pier and DART Container Line, but in recent years has divested its transportation interests. Last year it sold its trucking business to TransForce, although the Clarke name is still used.

Early this year St-Pierre interests acquired the Shamrock. The new owners are styled MG Management SAS  with TMS-AV SARL as managers, and in March renamed the ship Nolhanava.


It appears that the ship is set to take over the St-Pierre et Miquelon service once again, from the current incumbent Fusion, that has been on a series of charters since 2007. Current owners of Fusion are listed as MD Shipping Co of Odessa, Ukraine, and the similarity of owners names suggest a connection, but there may not be one.

Fusion will be arriving at is usual berth at pier 36 tomorrow - maybe for the last time?

As recently as last week Fusion had mechanical problems and had to delay its arrival from anchor off Halifax until they were corrected. If it is indeed replaced, I will post more of its story.

Fusion looked good sailing from Halifax in late afternoon sun October 25, 2013.

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NYK Diana rates a double escort

When NYK Diana arrived this afternoon the fog outside the harbour was so thick that the ship had to be lead in part of the way by the pilot boat before the pilot could board. That is not unheard of, but is fairly rare. Once inside the harbour the fog had cleared and the sun was blazing brightly. Then came the next unsual thing.

 
Large ships transiting the Narrows are now required to have a stern tethered escort tug. (Or more than one depending on wind, but there was negligible wind today). That job is assigned to the Atlantic Oak, a 5,000 bhp ASD (azimuthing stern drive) tug. However when NYK Diana arrived, Atlantic Oak was occupied berthing the previous arrival, Oakland Express. The other two tugs, Atlantic Larch and Atlantic Willow while they are also ASD tugs, they rate 4,000 bhp. Each tug put a line up astern of NYK Diana and assisted the tug through the Narrows. This is the first time I have ever seen this, but it may have happened before.

Oddly, after Atlantic Oak completed its work with Oakland Express, and it had headed back to base, it was through the Narrows and almost at the Macdonald bridge, when it turned around and came back to Fairview Cove to assist the berthing. It wasn't possible to see why this was needed.

NYK Diana was built in 2008 by Hyundai Heavy Industries, Ulsan and carries 4922 TEU on 55,534 grt, 65,976 dwt. It operates under the Panama flag for NYK Ship Management of Singapore, and calls in Halifax for the G6 Alliance.

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Hull Speed in the Narrows

It is not uncommon to see one of the navy pup tugs transiting the Narrows at hull speed, but to see a Coast Guard ship operating at anything above dead slow is rare.

 Listerville north bound in the Narrows.

 Sir William Alexander takes a wide sweep around the pier 9 knuckle to give Listerville some room.

A rare sight- a bone in her teeth in the Narrows.

Today CCGS Sir William Alexander was scrambled for a Search and Rescue mission and left the Bedford Institute on short notice. The SAR event was a report of a person washed off the rocks at Peggy's Cove. CCGC Sambro and fast rescue craft CGJ were also called out.

According to AIS, Sir William Alexander exceeded 13.5 knots, Sambro 15 knots and CGJ 30.6 knots while responding to the call.

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Voruta and Lisco

Ships of the Lithuanian Shipping Co also known as LISCO, (Lietuvos Juru Laivininkyste or LJL) currently operates about a dozen ships and we usually see one or two a year arriving for bunkers.
Voruta arrived this morning and anchored in the lower harbour.

Built in 1998 in Surabaya, Indonesia as Theodor Oldendorff the ship joined LISCO in 2006 and took its present name. At 12,192 grt and 17,789 dwt it carries three 25 tonne cranes, mounted on the ship's centreline. It is not fitted to carry containers, but usually carries bulk or general cargoes. 

The Lithuanian (State) Shipping Company traces its roots to 1969, but it was only after independence in 1990, that the company took its present form, with a slight majority of its shares held by the state and the rest by private investors. Another branch of the company called DFDS Lisco is a partnership with the Danish DFDS and operates freight and ferry service in the Baltic.

Nowadays Lisco ships only call for bunkers, but for a time in the late last century and early in this one, the ships were regulars here, loading wood pellets for Helsingfors. The fleet had a number of sister ships, all with the pre-fix name "Kapitonas".

Kapitonas Sevcenko was typical of the several ships in this class. It was built in 1977 as Kapitan Dubinin and was renamed Kapitonas Dubinin in 1991 (following Lithuanian independence Lithuania also reclaimed its language) and in 1996 became Kapitonas Sevcenko. It was built by Khersonskiy shipyard in Kherson, Ukraine as a gearless bulker of 10,146 grt and 14,550 dwt. In 2001 it was sold off and renamed Maya Land. It arrived in Alang May 5, 2012 and was beached for demolition May 24.

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