Sunday, February 28, 2021

Hong Kong Eagle - Basin anchorage

 A rare bulk carrier visit to Halifax, the Marshal Island flagged / US owned  Hong Kong Eagle anchored in Bedford Basin last evening and is due to sail tonight, tomorrow, March 1.

The ship arrived from Port Cartier, QC and likely tangled with ice inbound or outbound from that Gulf of St.Lawrence port. I noted the diving tender Captain's Pride alongside this afternoon, so my guess is a bent or nicked prop blade or blades - a common enough winter problem.

The ship is owned by the Stamford, CT based [NASDAQ traded] Eagle Bulk Shipping Inc. The 47 ship fleet consists of Ultramax and Supramax ships in the 50,000 to 65,000 deadweight tonnes range, all fitted with cranes and grabs.

Hong Kong Eagle came out of the Jiangsu Newyangzi Shipbuilding Co, Jingjiang, China in 2016 with a gross tonnage of 36,338 and 63,472 dwt. It carries four cranes and four grab buckets of 12m3 capacity. Port-Cartier is a major iron ore shipping port, operated by ArcelorMittal. Concentrate and pellets from iron ore extracted from the Mont-Wright mine and shipped through the private port, totaled 26 mn tonnes in the year 2020. 

The Louis Dreyfus company also operates a grain handling facility at Port Cartier, but this ship looks more like an ore carrier.


Saturday, February 27, 2021

MSC - makes up for

 It was very quiet at PSA Halifax until late in the day - unusual for a Saturday. The Maersk / CMA CGM North Atlantic service ship Maersk Patras, which would normally have called outbound from Montreal skipped Halifax this week and headed directly for Bremerhaven. Maersk Line previously announced several service changes, bypassing certain ports citing extreme winter weather conditions. (This is the third week in a row with no call in Halifax.)

The CMA CGM Columbus Loop service would also normally have had a ship in port today too, but there was nothing nearby, so perhaps the voyage was blanked. This has also happened with several lines this winter, for a variety of factors including Chinese New Year, lack of available containers in Asia and congestion at several US ports.

The one ship that did arrive at PSA Halifax was MSC Donata en route from Liverpool, UK to Montreal, here to lighter off some cargo to meet St.Lawrence River draft restrictions.

From the appearance of the ship it looks to be loaded to capacity in terms of the number of containers, and is showing a draft of  11.7m. Allowable draft in the Port of Montreal is 10.8m for container ships, but may be somewhat less between Montreal and Quebec City seasonally. Therefore the ship will be offloading a good many boxes to take a meter or so off the draft.

MSC Donata dates from 2002 when it was built by Hyundai Samho Heavy Industries Co Ltd, Yeongam, South Korea. It is a 40,108 gt vessel of 52,806 dwt with a capacity of 4132 TEU and is fitted with 500 reefer plugs.

MSC has scheduled the ship to call in Halifax again next week when it is outbound from Montreal, this time to max out its capacity.

Friday, February 26, 2021

Niagara Highway

The autocarrier Niagara Highway made its first call in Halifax today on K-Line's North Atlantic Shuttle Service [NAS]. That service connects the major European exporting ports (Barcelona, Bremerhaven, Zeebrugge, Southampton) to East Coast North America's distribution ports (Halifax, Baltimore, Brunswick, Jacksonville, Charleston).

The ship is the last of a series of thirteen PostPanamax carriers to be built for K-Line by Tadostsu Shipyard Co, Yokohama. Delivered in 2019, it has a gt of 75,528 and dwt of 21,052, giving a capacity of 7500 cars. Although very efficient ships, they will be outclassed by K-Line's newest series of dual fuel diesel / LNG vessels now under construction.

With somewhere in the range of 80 car carriers in its fleet, the company is feeling the effects of the current economy, and laying up or scrapping vessels to suit conditions. Their total fleet  exceeds 475 ships according to most sources, and they are cutting back in other sectors, including dry bulk. On the other hand they are partners in Ocean Network Express [ONE] with a 31% share along with MOL, also 31%, and NYK, 38%. Container lines are doing very well these days due to a surge in demand for domestic products.

K-Line car carriers are given "Highway" names for which there is likely no limit to potential choices, although some may seem somewhat strange, since there are no actual highways with those names.


Thursday, February 25, 2021

Biggish and Smallish

Today's container ship arrivals included a ship that is about the largest that Cerescorp's Fairview Cove terminal can handle, and a feeder ship for PSA Halifax, that is considered small by current standards.

Dalian Express at 88,493 gt and 100,006 dwt measures 320.4m long and 42.9m breadth, with a container capacity of 7506 TEU including 700 reefers. Built in 2001 by Hyundai, Ulsan, it was called Hamburg Express until 2011 when the name was appropriated for an even larger ship, a 13,196 TEU vessel. Dalian Express and sister ship Yantian Express (famous for its January 2019 fire) are currently the largest ships to call at Fairview Cove.

Dalian Express took three tugs inbound due to windy conditions.

Cerescorp could conceivably handle larger ships if they could fit under the two bridges across Halifax harbour, but so far that has not happened. THE Alliance continues to serve Halifax, on its EC5 service, both eastbound and westbound, but it seems we have the most restrictive air draft of the other east coast ports on the route. (New York, Savannah, Jacksonville and Norfolk.)

At the other end of the harbour PSA Halifax greeted the first time caller Fouma on what is now ZIM's Canada Feeder Express (CFX) replacing the Tampa Trader. See this post for more on that ship.

Fouma was built in 2007 by Zhejiang Ouhua Shipbuilding Co Ltd in Zhoushan, and at 15,375 gt, 19,288 dwt has a capacity of 1296 TEU (reefer capacity not published) and carries a pair of 45 tonne cranes. It was delivered as Maersk Recife and carried that name until 2010. The ship's capacity rivals that of some of the first generation container ships that were considered giants in their day, and its gross tonnage exceeds the last generation of general cargo ships of the 1960s and 1970s.

ZIM's weekly feeder schedule shows Taipei Trader (1102 TEU) and Fouma handling the CFX until August.


Wednesday, February 24, 2021

Imedghassen move

 The broken down ship Imedghassen has been occupying the space at Pier 34 since its arrival here on January 9. That berth is seldom used for cargo work these days, and is usually reserved for ships under repair, and the CSL bulker Baie St.Paul is due here tomorrow, and has been assigned to the pier.

Therefore Imedghassen moved this afternoon, with assistance of the tug Atlantic Willow, to Pier 9C. The ship's name does not appear on future schedules for Melfi Lines, so apparently it will not be going to work for the Cuba run. With container carrying ships in short supply and shipping rates at an all time high, the owners must be eager to get the ship back to work. For whatever reason however, the ship is still stuck in Halifax.

Longshore workers attend to the mooring lines at Pier 9C .

The Arabic script on the ship's bow reminds me that Algerian ships in particular are rare callers here. The last one I can recall is the cargo ship Biban which spent the Christmas to New Year period in Halifax in 1979-1980.

I told the story of the Biban in a Tugfax post in 2015.

To summarize, the ship Biban, built in 1977 by Marine Industries Ltd in Sorel, QC*,  and owned buy the Algerian state shipping company, had a main engine breakdown in Duluth, Minnesota in June 1979. It was towed down through the Great Lakes to Montreal in July, where it languished until December when the legendary French tug Abeille 30 came to fetch it. The tow line parted in the Gulf of St.Lawrence, causing some damage to the ship, which resulted in tug and tow coming to Halifax where the ship was drydocked for hull repair.

Biban in  Halifax - another distressed Algerian.

With the ship out of drydock December 31, 1979 the tug lost no time in rigging the tow again, and they sailed January 1, 1980. The ship's engine was repaired in Europe and it returned to service until early 2003 when it was broken up in India.

 The Abeille 30 has the Biban in tow again, heading for Europe on New Year's Day 1980.

To my recollection Biban was the first, last and until recently the only Algerian ship to call in Halifax.

*The now vanished Marine Industries Ltd (MIL) shipyard in Sorel-Tracy, QC was a major Canadian shipbuilder, with upwards of 400 ships to its credit, including numerous naval craft. In the mid 1970s they built a series of cargo ships for Polish, French and Greek owners, plus two for Algeria: Biban and sister Babor.


Wednesday, February 17, 2021

MOL Glide - first timer REVISED: second time

 A new to Halifax ship arrived early this morning at Cerescorp, Fairview Cove. REVISION: MOL Glide arrived in Halifax for the second time. See previous post:

MOL Glide is operating on THE Alliance's Atlantic Loop 1 service. The 59,307 gt, 71,339 dwt ship has a capacity of 5100 TEU. It was built in 2011 by Hyundai Samho apparently for German investors, and is managed by Hanseatic Unity Chartering.

The ship passed Halifax on February 9, on the westbound leg of its transatlantic trip, (it was not scheduled to stop.)

The Atlantic Loop 1 (AL1) service operates from Rotterdam, Hamburg, London Gateway, Norfolk, Philadelphia, New York, Halifax. In January it was announced that this service will be cancelled in the second quarter of 2021 and the Halifax port call will be added to the AL5 (also known as the EC5) service on both east and west bound legs.

I foresee a lot of unpredictability in that Loop 5 service since it runs from Europe all the way to Vancouver, BC via Panama, with calls at all the backlogged US west coast ports. Other lines with more short haul transatlantic runs, such as MSC, are likely to pick up the slack.

THE Alliance is operated by HAPAG-Lloyd, Ocean Network Express (ONE), Yang Ming and Hyundai Merchant Marine (HMM).


Monday, February 15, 2021

Maersk Skipped Halifax

 The four North Atlantic services to the US operated by Maersk and partners are rotating planned omissions of trips between January and the end of March. Due increasingly severe winter weather in recent years, reliability had become an issue. These shifts are intended to allow ships to  maintain schedules, by diverting cargoes to alternate services where available.

Maersk's CAE service does not seem to be effected by this change. It runs Bremerhaven, Rotterdam, Antwerp to Montreal westbound and via Halifax eastbound. Operating with three"P" class ships and the charter EM Kea, they usually call in Halifax on Saturdays. However this past weekend there was no call since EM Kea was still in Montreal. It has now departed directly for Bremerhaven. Schedules are vague about further calls over the next few weeks. Although Maersk Penang is still scheduled for February 27, there is no scheduled call next week by Maersk Patras. Fleet mate Maersk Palermo is due next on March 6.

I grabbed this great Quebec City view of EM Kea before the neighbours chased me away from this million dollar view!

The handsome ship was built by Stocznia Szczecinska Nowa in Poland in 2007. Measuring 35,824 gt, 42,166 dwt, it has a capacity of 3108 TEU. It was built as Cap Norte, then renamed Cap Egmont in 2012 for charters to Hamburg-Sud. It was renamed EM Kea in 2015 and began to run on the Maersk service in the same year. Maersk publicizes a 3091 TEU capacity, while other sources report 3108 TEU.

Year round service on the North Atlantic can be grueling and despite this year being fairly light as far as ice is concerned, navigating the St.Lawrence in winter can also be dicey and delays can be expected. The only way for the CAE service to make up lost time is to delete the Halifax outbound call.


Sunday, February 14, 2021

Tulane again

 Wilhelmsen's Large Car and Truck Carrier (LCTC) Tulane, a regular caller was back at Autoport and Pier 31 over the past two days. As usual it unloaded cars and machinery at the two terminals (respectively).

Unlike on previous calls in 2019 and 2020 I was able to see the ship from the starboard side and noted the absence of a side ramp. Most car carriers have them, but they are never used in Halifax, or most other ports, so they have been apparently been omitted from some newer vessels.

The ship is also still sporting the "old" Wilhelmsen red hull colour. The merged Wallenius Wilhelmsen fleet, is gradually being repainted in a new paint scheme,with a two tone blue/gray hull. That may not occur for this ship until June 2022 when it is due for its next "five year" drydocking and class renewal survey.


Saturday, February 13, 2021

ZIM Tarragona

 On one hand the arrival of ZIM Tarragona today was routine as the ship is a regular caller for ZIM, however another ship operating for ZIM did not sail on time and so ZIM Tarragona was forced to "loiter" (the naval term) in number one anchorage until the feeder Tampa Trader had vacated Pier 41 at PSA Halifax. 

ZIM Tarragona used the western channel, which has recently been marked with additional navigation buoys as the preferred channel for larger ships. Thus the outbound tanker Torm Helvig, as the lighter draft vessel, used the eastern channel as it departed for Amsterdam.

ZIM Tarragona, 40,542 gt, 50,088 dwt, built in 2010 by Jiangsu Yangzijiang Shipyard has a container cpacity of 4256  TEU, including 698 reefers.

Pier 42 was occupied by MSC Eleni on its first regular call for MSC. Ships of that line will be stopping in Halifax to drop off containers thus reducing draft while inbound from Europe (in this case Sines, Portugal)  before sailing on to Montreal. The ship was here in 2019 for the same reason, but as a "one of".

MSC Eleni dates from 2004  when it was built by Hanjin Heavy Industries and Construction Ltd in Busan. At 54,881 gt, 68,254 dwt, it can carry 5060 TEU including 400 reefers.


Friday, February 12, 2021

Torm Helwig arrives

 The tanker Torm Helwig arrived from Saint John, NB today and tied up at Irving Oil's Woodside Terminal.

Ships of the Danish company Torm are easily recognizable for their unique colour scheme. Torm Helvig dates from 2005 when it was built by STX Shipbuilding Co in Jinhae, South Korea and measures 30,180 gt and 46,18 dwt.

The ship presumably sailed from Irving Oil's Amsterdam facility, with refined product, and judging by the ship's draft, delivered most of it to Saint John.

Looking from a different angle, it appears that the ship has been retrofitted with an exhaust gas scrubber system housed on the ship's funnel. Not as bulky as the one on the Irving tankers, it is still far more prominent than a typical funnel. Sister ship Torm Ragnhild (also built by STX in 2005) on a previous visit to Halifax in June 2015 exhibits the original profile.

The scrubber system allows the ship to continue to use heavy fuel while meeting more srtringent emission requirements recently brought into force.


Lifting On

 The Canadian Coast Guard lifeboat Cadboro Bay took to the air briefly today. A crane lifted the boat aboard the re-purposed offshore supplier Atlantic Condor as the first step in its transfer to the west coast.

After a dry run yesterday, the boat returned to the BIO base, then came back alongside this morning at the IEL dock in Dartmouth where the operation began in earnest.

Cadboro Bay was built by Chantier Forillon in Gaspé and arrived in Halifax for the first time October 12, 2020. It has seen some service as a stand-in for the Sambro lifeboat while it was off for refit.


Sister boat Florencia Bay, which arrived from its builder, Hike Metal Products in Wheatley, ON on October  13, 2020 is also at the Bedford Institute, and will also be loaded aboard for the westbound trip.


The Atlantic Condor was been a familiar sight in Halifax, following its construction by Halifax Shipyard in 2011. It worked a ten year contract supporting Encana's offshore gas activity. When the gas was depleted and the installation decommissioned last year the vessel was laid up Stephenville, NL.

Atlantic Towing Ltd contracted to transport the two Bay class lifeboats to Victoria, BC before the end of March. The Atlantic Condor just returned to Halifax October February 8 after drydocking in St. John's. It has been fitted with special cradles (not visible) to support the boats for their voyage.


Tuesday, February 9, 2021

Trawler Primo sinks in Lunenburg

 This winter has been hard on old trawlers, with two coming to grief in recent days.

In Halifax, commercial and Coast Guard crews are still at work removing contaminants from the Hydra Mariner (ex Cape Mira) which drifted ashore on Navy Island after parting its mooring line in a storm January 14. See January 30, 2021

Now secured with a line ashore (!) Hydra Mariner is boomed off at Navy Island with CGE 310 alongside.

The latest casualty - and a far more serious one - is also a product of the same  George T. Davie + Sons shipyard in Lauzon, QC. The Primo also dates from 1963 when it was built for St.Lawrence Sea Products as a side trawler.

Primo preparing to haul out at Dartmouth Marine Slips.

The vessel was delivered in March 1964 and made its own way through 740 miles of severe ice en route to Lunenburg, without icebreaker assistance. In December of the same year it had a fire on board while 23 miles off Halifax. Crews from HMCS Terra Nova and HMCS Gatineau put out the fire, but five crew were injured suffering from exposure and one was missing and presumed lost.

In 1982 it tipped over on the slip at Sydney Engineering and Drydock, but was righted with only minor damage. 

Safely on the slip at STENPRO in Liveprool, Primo shows off its fine hull lines.

After several changes of ownership it was converted for scallop dragging and fished out of Riverport, NS until 2005 when it retired from fishing. New owners planned to convert the boat to a cargo ship to work under sail, but this work seems to have stalled and it has remain neglected in Lunenburg for many years.

Zebroid (at left) was converted to sail, but Primo (at right) languished at the pier.

Under the weight of a heavy deck load of snow from the storm of February 7 the boat gradually sank alongside its berth.

Prospects for anything beyond scrapping seem unlikely for the veteran vessel.


Sunday, February 7, 2021

BBC Opal - in before the storm

 With a major winter snow storm approaching ships have the option to come into port or to remain out at sea. The auto carrier NOCC Oceanic will be taking the latter course and riding out the predicted high winds and heavy snow, rather than tying up at Autoport. That facility relies on mooring buoys and has only a light jetty which could well be damaged by a high sided ship alongside during a storm. Also attempting to unload autos during a heavy snow fall may not be wise.

The heavy lift ship BBC Opal took the former option, entered port and tied up this afternoon. What appears to be a heavy object, such as a transformer, is awaiting the ship on a rail car at Pier 27. It is unlikely that it could be loaded before the snow starts later this afternoon, but perhaps blocking and other prep work in the ship's hold can proceed under cover.

BBC Opal was launched as Senda J. in 2011 by Sainty Shipbuilding (Jiangdu) Corp in China. It is a 12,810 gt, 14,359 dwt vessel with two 400 tonne and one 80 tonne capacity cranes. The two large cranes can work in tandem for an 800 tonne lift. The ship's holds are box shaped and "open hatch" (meaning that the hatch coamings do not overhang the sides of the holds).
The ship can also carry 958 TEU (nominal) or 683 at 14 tonnes, and has 28 reefer plugs on deck.

The ship was renamed Industrial Faith on delivery, but reverted to Senda J. later in 2011. It became Mirabella in 2015, Industrial Faith again in 2016 and finally assumed its current name, BBC Opal in 2019. [There was a Dutch heavy lifter named Mirabella - a different ship - which called in Halifax in 1986 for Jumbo Shipping, carrying locomotives to Indonesia. See October 27, 2016.]

The ship is one of more than a dozen ships of this design in the 150 ship BBC Chartering fleet operated by Briese Schiffahrts for a variety of owners. Interestingly the ship is also listed in the owner's Reederei Juengerhans fleet, managed by the specialist heavy lift brokers ARKON Shipping and Projects. Also oddly the ship is still carried on the Juengerhans fleet list as Senda J (with no period after the "J").


Saturday, February 6, 2021

Follow up on Giulia I

 I feel that I did not express my sympathies adequately in yesterday's post. 

To the families and crew mates of the deceased seafarer from Giulia I I do wish to express my deepest condolences. I understand that the wonderful local Filipino community in Halifax is providing what support they can to the crew and as always the Mission to Seafarers is there to assist. Also the International Transport Workers Federation is working on behalf of the crew to arrange for relief / repatriation since their employment contract(s) ended some time ago.

To free up Pier 27 for tomorrow's arrival of the heavy lift ship BBC Opal, the Giulia I moved this afternoon, with tug assistance, to Pier 9C. The ship seemed to be in good order, moving under its own power, so perhaps it will be cleared to sail as soon crew issues are resolved. As their are no international airline flights in and out of Halifax, it may take some time to bring a new crew from overseas.


Friday, February 5, 2021

Running on all cylinders

 The Port was bustling today. There were arrivals and departures of "repeat customers" at the container terminals, and Autoport and there were several ships in for repairs.

Autoport welcomed back Siem Confucius the pioneering LNG fueled auto carrier. This time I was able to catch the ship before it tied up.

I gave the ship's particulars when it called here the first time June 26, 2020

PSA Halifax greeted CMA CGM A.Lincoln another of the 14k TEU class ships that are the backbone of the Columbus service. The ship made an unusual Western Channel passage inbound and gave an interesting broadside view to boat watchers at Point Pleasant Park.

I also covered this ship's particulars when it called here April 14, 2020

Among the ships in port for repairs, Singelgracht was able to sail today. After arriving here January 23, 2021 in tow from a few miles offshore, it haD been tied up at Pier 9C.

As the ship sails outbound it passes Siem Commander (red hull in background) the tug that was mobilized to tow the snip into port in a matter of a few hours.

Not visible from forward, is the added exhaust gas scrubber, installed to allow the ship to continue to use heavy fuel and meet environmental regulations.

Perhaps it is a coincidence, but a sister ship, the Snoekgracht had an engine failure January 30 in the English Channel off Dover. It was able to anchor and self repair in a few hours.

Another ship that has been in port for some time is Imedghassen, an Algerian flag vessel that was to sail for Melfi Lines, but has remained tied up at Pier 34 since January 9, 2021.

I saw a crane landing some material on the ship several days ago, so some sort of repair was underway. The ship may now be waiting for its turn to come again in the rotation if its charter has not been voided.

At Pier 27 the unfortunate Giulia I remains tied up since its arrival January 31. The ship encountered severe weather January 30 and was struck by a  heavy wave resulting in the death of one crew member and injuries to three others.  

Bound from Norfolk, VA for Tunisia the ship was 320 nautical miles SE of Halifax when it was overcome by a near hurricane. In view of prevailing conditions it made for Halifax, the nearest safe port. The 25,303 gt, 39,2020 dwt bulker was built in 2014 by the Yangfan Group in Zhoushan, and carries four cranes and grabs.

Due to its position at Pier 27 it is difficult to see if there is damage to the ship or cargo, but in view of the circumstances, the crew must be traumatized at the very least. Depending on the severity of the injuries to the three seafarers, the ship may also be below safe manning levels. Acquiring replacements for some or all of the crew will certainly be difficult under current travel restrictions. It has been reported that the crew may have been aboard the ship for more than a year.

With the recent loss of six Yarmouth area fishermen, Nova Scotians do not need to be reminded of the dangers of seafaring. Nevertheless it is still a chilling fact that seafarers risk their lives every day to carry cargo for those of us who enjoy comparative safety on shore.


Thursday, February 4, 2021

News - not all good, not all bad

 Perhaps the bad news was not a total surprise, but it is still sad to learn that there will be no cruise season in Halifax in 2021. The Port of Halifax made the announcement today. With COVID-19 still not under control the federal government has apparently made the call through the Minister of Transport. Some cruise lines are still operating elsewhere in the world in a limited way, but most have extended last year's shut down as ships continue to be idled and even scrapped.

Most of the modern ships are being kept in "warm layup" but without income, one has to wonder how long the industry can retain the ships it has, let alone continue to build new ones. It will be many years before pre-COVID levels of travel resume, by which time some of the better known ships may be too old to return to work. Queen Mary 2 seen above was built in 2003, for example.

The good news was not delivered by the Port of Halifax, but was well covered in the trade press, and that is MSC's confirmation that its temporary calls in Halifax have become "permanent". Starting in August 2020 the world's second largest line, Mediterranean Shipping Company, diverted ships from Montreal due to labour issues in that port. Once those were resolved the line continued to call, having found local business to support. They could also reduce ship's drafts here to meet seasonal restrictions on the St.Lawrence.

MSC's Canada Express 2 service, which runs from Valencia to Montreal and Barcelona will likely call on both the east and westbound legs of their trips. Montreal will remain the terminal port, but there will still be significant traffic for Halifax - reportedly 700 moves per call. Access to MSC's two Mediterranean hubs is a major attraction to local shippers also. 

With congestion at west coast US ports reaching crisis levels, cargo diversions via Suez can be expected. These Mediterranean hub ports could be instrumental in easing the demand. At last report more than 40 ships were awaiting a week or more for berths in LA/Long Beach and Oakland was backing up too. Seattle/Tacoma was next in line but will be hard pressed to make a dent in the log jam.

On a very un-February like day, a few speculative starlings await picnic table activity in Point Pleasant Park as MSC Rochelle works cargo at Pier 42 PSA Halifax. [A closer shot was not possible as the breakwater remains closed to pedestrians - for dubious reasons.]

The Canada Express 2 service is currently maintained by five ships: MSC Rochelle, MSC Eleni, MSC Angela, and MSC Poh Lin

Tuesday, February 2, 2021

Scrappers take a pair - Bernhard Oldendorff and Caroline Oldendorff

Ships going for scrap are not usually news, since most ships end up at the scrap yard eventually, if they do not succumb to the dire circumstance of sinking. Thirty years is about the maximum life expectancy for a ship these days since insurers and the classification societies that rate them require major overhauls at that age. These refits are so extensive that the cost usually exceeds the residual value in the ship.

A pair of sister ships arrived at Chittagong January 27 for their appointments with the breakers. The ships have worked in tandem since built in 1990 and 1991, and will now go under the torch together. Daewoo Shipbuilding and Heavy Machinery in Okpo, South Korea built the ships as self-unloading bulk carriers for Fearnley + Eager of Oslo. That company went under before completion, and they were taken over, along with long term charters, by Egon Oldendorff of Luebeck, Germany. The ships were given the names Yeoman Burn and Yeoman Brook on delivery in 1990 and 1991 respectively to take up charters with the British construction materials company Foster Yeoman, carrying aggregates in the UK and Europe. 

In 1993 Egon Oldendorff and CSL (Canada Steamship Lines) formed a pool to operate ocean going self-unloading bulk carriers, and were later joined by Klaveness and Algoma. The pool was managed by CSL Americas, now called CSL International out of the unlikely port of Salem, MA.

Yeoman Brook had a serious fire that started in the self-unloading structure May 6, 1994 while tied up in Bremen, however the ship was repaired and returned to service August 25, 1994.

Later in 1994 Yeoman Burn was renamed Caroline Oldendorff 43,332 gt, 77,549dwt and Yeoman Brook was renamed Bernhard Oldendorff 43,332 gt, 77,548 dwt and both were chartered to CSL. The ship's paths did not cross often as they were assigned to various trades with CSL International.

Bernhard Oldendorff delivered coal to Nova Scotia, and usually loaded aggregates as backhaul. However when it came to load gypsum in Halifax it was found to be too high out of the water to fit under the loading device at National Gypsum in Dartmouth. A smaller ship, Atlantic Erie came in to transfer enough cargo to allow the ship to get in alongside. Even then it could not load to full draft due to shallow water at National Gypsum. 

 Atlantic Erie starts off the loading process at anchor in Bedford Basin.

Unloading aggregates at Tampa.

Therefore the ship was a rare caller in Halifax, but a notable one due to its size. Its last visit was in July 2015 when it called for bunkers.

Sister ship Caroline Oldendorff did not call in Halifax as far as my records go.

In 2018 Oldendorff sold the two ships and withdrew from the CSL International pool, selling its remaining three ships to Algoma. 

New owners, reported to be in Abu Dhabi, renamed them Berni and Carol for a short time and sold them on later in 2018 to Hong Kong, where they were to work on a large land reclamation project and were renamed Berni HK and Carol HK.

As the ships were approaching thirty years of age it can be imagined that the last owners did not make much of an investment in terms of maintenance, and that on completion of the Hong Kong work they were quite ready for the breakers.