Monday, May 23, 2022

Linda Hope - No Bugs

 The Capesize bulk carrier Linda Hope made a brief call in Halifax today, May 23, and was soon on its way again. The ship apparently received clearance from the Canadian Food Inspection Agency (CFIA) once it was found to be free of Lymantria dispar asiatica (LDA) an invasive species of moth that could infest Canadian coniferous forests.

The impressively proportioned ship occupied much of number one anchorage. It was built by Koyo Dockyard Co Ltd in 2011 to the "Imabari 181" design of 92,758 gt, 181,458 dwt, with hull dimensions of 291.98m x 45m x 24.7m. It is too large for the Panama Canal and Suez Canal (if loaded) so must sail round the Cape of Good Hope or Cape Horn - hence the term "Capesize".

The ship is obviously in ballast, and represents quite a climb for pilots and inspectors wishing to come aboard. Its immense open bridge wings are well supported with two stanchions each.

The ship is operated by Toyo Sangyo (also known as TOSCO) of Imabari City, Japan, a company with fifty bulk carriers in the coal, ore and wood chip trades. It is interesting to follow this ship as it made its way around the world. Itaqui, Brazil, March 26-April 1; Ponta Madeira, Brazil April 1-3; Isdemir, Turkey April 26- May 3; Gibraltar West anchorage May 11.

On sailing from Halifax the ship gave Port Cartier, QC as its destination. That is a major iron loading port on the north shore of the St.Lawrence River, 60km from Sept-Iles, operated by Arcelor Mittal Mines of Canada (formerly Québec-Cartier Mining Company). The iron ore comes by rail from the company's mine in Fermont, QC and is pelletized in Port Cartier.The port also has grain storage and shipping facilities operated by Les Silos Port-Cartier, a division of Louis Dreyfus Commodities Canada Ltd.

Once it loads at Port-Cartier the ship is likely to head for Europe again, but Asia is also a possibility.


USCG Morro Bay

 The United States Coast Guard's Bay class icebreaking tug Morro Bay WTGB-106 arrived this morning May 23 and tied up at the Tall Ships Quay. 

There was very thick fog in the harbour, but as usual the camera (wiith a little photo editing) sees better than the human eye.

The glassy looking water made for excellent reflections, as there was not a breath of wind.

This is not the vessel's first call in Halifax. It was here in September 2015 and June 2013.

 USCGC Morro Bay was built in 1980 by Tacoma Shipbuilding, and commissioned in 1981. Although named for a bay in California, it was stationed in northeastern US ports until 2014 when it was transferred to Cleveland, OH. It exited the Great Lakes through the St.Lawrence Seaway on May 16 and is likely bound for the USCG's maintenance base at Curtis Bay in Baltimore. However the almost perfect condition of its hull paint would suggest it is not due for a refit any time soon.


Saturday, May 21, 2022

Algosea the third

 The Algoma Central Corporation traces it orgins to 1899 when the Algoma Central Railway Company was founded in Sault St.Marie, ON. Reorganizations and reconstitutions have resulted in the present day company that is the largest owner of Canadian flagged ships, also with significant holdings in international shipping. The company has direct ownership of 22 Canadian bulkers, 8 Canadian tankers, 7 foreign flag bulkers and participates in joint ventures with the Luxembourg Company Nova Marine Carriers SA to operate more than 40 small bulk carriers, including three Canadian flag cement carriers.

Many of the company's ships were named by fusing the prefix "Algo" with a theme related to the ship's trade such as -steel, -rail, or even -wood. Nowadays the domestic and foreign bulk fleets use the entire word "Algoma" in the ship's name, or have named the ship for a person. Algoma Tankers Co Ltd was founded in 1998 when Algoma acquired the Imperial Oil tanker fleet, and renamed the ships. Since then it has rebuilt the fleet and usually maintained the "Algo" prefix tradition.

The arrival in Halifax on Friday May 20 of the tanker Algosea from Nanticoke, ON with refined product for Imperial Oil, reminded me that it is the third Algoma ship to carry the name.  

As a Great Lakes shipping company almost exclusively, they rarely had ships running as far east as the Gulf of St.Lawrence, and into ocean waters. When they acquired the bulk carrier Brooknes in 1976 it was a major departure. The ship, built in 1970 at Lithgow's East Yard in Port Glasgow Scotland was rebuilt in 1976 with a new, longer mid-body and wheelhouse by Swan Hunter Ship Repairers in North Shields. It then crossed the Atlantic to Port Colborne, ON where it was fitted with self-unloading machinery. At the end of that season it was assigned to ocean work, and so its new name, Algosea, was entirely appropriate.

 The ship was re-engined in Saint John, NB in 1981, received a new bulbous bow structure at Port Arthur in 1982 and was then renamed Saunière to operate a long term charter carrying salt from the Magdalen Islands. The ship received major hull work in 1999, 2001 and 2007 and was retired in December 2009. In June 2011 the ship was towed to Aliaga, Turkey and scrapped.

The first Algosea was better known in Halifax as Saunière. When not employed carrying salt, it often came here to load gypsum.

The second Algosea only carried the name very briefly. Built in 1983 by Port Weller Dry Dock as the Canadian Ambassador it was a Seaway size self-unloader. In 1986 it was reflagged to Vanuatu and worked internationally in the CSL pool but was owned by Marbulk, a subsidiary of Upper Lakes Shipping. Algoma bought 50% of Marbulk in 1997 and in 2000 CSL bought the remaining 50% from Upper Lakes.

In February 2000 the ship delivered a cargo of coal from Venezuela to Pier 9C in Halifax. The cargo was trucked to Brookfield, NS as fuel for the Lafarge cement plant.

 After unloading, the ship went into refit at Halifax Shipyard where on April 13, 2000 it was renamed Algosea and re-registered Canadian, with Halifax as the port of registry. It operated for Algoma on the Great Lakes in the year 2000 season.

Then on December 21, 2000 while at Trois-Rivières, QC it was named Ambassaor again under Vanuatu flag, and resumed foreign trade in the CSL pool.

In late 2012 the ship was sold to Indonesian owners and in 2013 renamed Pramudita. It was under that name, while unloading coal in Banten, Java, in September 2013, that fire gutted the superstructure and conveyor system.  The hull and engine also received severe damage and it was declared a total loss. The ship was renamed Pramuda for the delivery trip to Gadani Beach where it was broken up in November 2014.

This brings us to the third and current Algosea.

Alabama Shipyard in Mobile, AB delivered the 11,290 gt, 16,775 dwt chemical tanker Aggersborg to Danish owners Dannebrog in 1998. A double hulled ship with phenolic epoxy coated tanks it went into international service under Danish flag. Algoma acquired the ship in the first quarter of 2005 and it arrived in Halifax from the Middle East on June 13, 2005.


The ship underwent a "Canadianization" at Pier 9B, which included fitting it for the St.Lawrence Seaway. New fairleads were installed, and a stern anchor, but the most noticeable work was to trim back the ship's prominent bridge wings, so that they did not project beyond the ship's hull. (Bridge wings could be damaged when ships use the Seaway locks.) That paring reduced the ships gt to 11,285.

The work was completed by July and the ship sailed July 26, 2005 as the third Algosea.


Since then the ship has been in almost constant operation for Algoma, however as it nears the 25 year mark, its days may be numbered as other ships of similar vintage are going to third world operators or the scrappers. The former Maria Desgagnés, built in 1999, sailed from Montreal on May 17 under its new named Aram Khachaturian with the destination an unnamed port in (perhaps) China. Its Lloyd's certification was suspended in March, and it was detained 25 days by Port State Control for undisclosed deficiencies while under Panamanian flag.

The tug Atlantic Willow catches up to the Algosea to assist in berthing at Imperial Oil, May 20, 2022.

The Algosea [iii] sailed from Halifax May 21 for Sarnia, ON. 

It sister ship, built by the same shipyard as Amalienborg, also in 1998, was acquired by Algoma Tankers in 2006 and was renamed Algoma Hansa. It traded under foreign flag until 2013. It also received a similar bridge wing trim and other work in Halifax in 2013 but did not come under Canadian flag until 2014. Since then it has confined itself to the Great Lakes / St.Lawrence region.


Friday, May 20, 2022

The Queen Mary bollards - Part 2

 If you saw Part 1 you will note that the word "bollard" in the title was singular. However as you read that post you will have noted that I mentioned that there was a companion bollard at the south end of the Seawall, at Pier 22, so there are in reality two Queen Mary bollards.

The north end one shows up in several of my photos, including the following 1970 image. It shows the bollard painted in two colours. Regrettably I have no colour photos that would indicate what those colours might have been.

The tanker Imperial Cornwall served for a brief time in Halifax as a bunkering tanker. It supplied fuel to ships and to the Nova Scotia Light and Power generating plant.

I do have a colour photo from 1990 showing the bollard at the south end of Pier 22. By that time it was painted all red.

 A knowledgeable reader of yesterday's post wrote in to inform me that the Port of Halifax now has colour coded the bollards to indicate the maximum allowable load limits. Masters of ships tying up at Port facilities are advised not to exceed these limits when securing. 

The typical "safety red" bollards are not to exceed 50 tonnes.

This typical 50 tonner has been preserved at Pier 19, even though it is unlikely to see any use, now that the Tall Ships Quay abuts the very north end of the seawall.

The next heavier bollards are painted "safety orange" and are rated at 100 tonnes.

This 3'-6" tall gentleman agreed to pose by this orange bollard, to give a sense of scale.
It is one of a pair installed in a concrete base/pad at the Tall Ships Quay. It gives large cruise ships additional mooring points when they are tied up at Pier 20. There is a substantial concrete structure beneath the pad.
(The timber pile bollard on the right is not rated by colour.)

The Queen Mary bollards are now painted in "safety yellow" which indicates a maximum load limit of of 150 tonnes:

 Other bollards, such as those along the pier face at Pier 41-42, where large container ships dock, are also painted yellow:

The heaviest bollards in the port are painted "safety green" and are rated at 200 tonnes. Not surprisingly they are located at the southend container terminal at Pier 42 where the largest container ships run their headlines:

The actual bollards don't look very different, but they may have thicker bases, and appear to be anchored to the pier and grouted with concrete. (I have never intentionally take a picture of one of these, but may do so in future and add to this post.

Thursday, May 19, 2022

The Queen Mary bollard - what's in a name [Part One]

 A substantial piece of cast iron on the north corner of the seawall at Pier 20 looks like a fairly utilitarian piece of hardware, but over time it has acquired a name. Known as the "Queen Mary bollard" it deserves more attention than the recent coat of yellow paint gives it.

It is difficult to gauge the size of the bollard because it is now fenced off for saferty, however compared to other bollards that creep into my photos, it is much larger. A "sister" Queen Mary bollard is in place at the very south end of the seawall at the Pier 22-23 corner. It can be seen in the background in comparison to the longshoremen standing by for line handling on the arrival of the Silver Cloud on May 14.

The typical bollard (like the one in the foreground in the above photo) is set into the pier face and has two "horns" that prevent ship's lines from slipping off.

Several sets of lines may be run to the same bollard and sometimes pose quite a tangle for longhoremen to cast off when a ship sails.

The Queen Mary bollards however are essentially cylindrical with a "mushroom" top. Their main feature is not visible - it is that they are set very deep into the pier structure and are meant to withstand huge stresses from the lines of very big ships.

Much has changed on the waterfront since the bollard was first installed. We now have a pedestrian boardwalk, replacing numerous industrial facilites, and an office building conversion of the former power plant.

As my (snowy) 1968 photo tells:

 An attractve safety fence does not obstruct the view unduly - except for a camera.

Although they have taken on the "Queen Mary" sobriquet, the big bollards likely pre-date that "Queen of the North Atlantic" by twenty-five years or so.

The (first) Queen Mary was built on the Clyde in 1936, and set an Atlantic speed record on its maiden voyage - the first ship to average more than 30 knots westbound - winning the Blue Riband. When the French ship Normandie set a new speed record, the Queen Mary promptly re-won the Blue Riband. It served as a troop ship in World War II and because of its great speed it usually sailed without naval escort. It was the world's largest passenger ship when built, at 80,774 gt, measuring 1019 ft long over all (310.7m] and 118 ft [36 m] breadth.

The Seawall (Pier 20-22) was designed in the early teens of the 20th century as part of the huge Ocean Terminals project. Construction started in 1912, continued through World War I and after the Halifax Explosion in 1917, with final completion in 1928. The development of the new port area, including the passenger and Immigration facility was intended to accomodate the largest ships of the day. Dock hardware was designed accordingly, and these large bollards were likely part of the original infrastructure. 

It is worth noting that the largest ships at the time were the Olympic and Titanic, 46,328 gt, at 882'=9" [269.1m] length overall x 92'-6" [28.2m] breadth. Until 1910 when the Olympic was launched, the world's largest passenger ship was Cunard's Mauretania of 1906. It was a 31,938 gt vessel of 790 ft [240.8m] length overall x 88 ft [26.8m] breadth. So the design of the new Halifax Seawall included considerable foresight, as ships have since grown exponentially.

I think the term "Queen Mary bollards" was likely given by the longshoremen as a means of denoting size. The ship Queen Mary was large and so were the bollards. The Queen Mary did call (rarely) in Halifax, as did her fleet mate, the larger Queen Elizabeth, in regular passenger service, but also as troop ships.They certainly would have used these bollards, and needed fixtures of their great size and strength.

The original Queen Mary was retired in 1967 and is preserved at Long Beach, California (although its survival is in question.) It would be interesting to know what sort of bollards it uses at its berth there. 

The current holder of the name, Queen Mary 2 is a vastly larger ship at 149,215 gt, 1132 ft [345.03m] length overall x 135' [41m breadth] and usually calls in Halifax a couple of times each year during the cruise season. [2021 was the first year a Cunard passenger ship has not called in Halifax probably since since 1840 and Cunard's first steamship the Unicorn.] The Queen Mary 2 uses one of the Queen Mary bollards, but may also employ an even larger structure installed more recently at the Tall Ships Quay.

In this 2014 view, the Queen Mary 2 has cast off its lines. The "Queen Mary" bollard was painted red at that time - the same colour as all other bollards in the port, and is visible, bottom centre of the photo.

See Part 2 - May 20, 2022



Wednesday, May 18, 2022

No letup at Autoport

Spring is car buying season in Canada, and so the auto manufacturers are stocking up with the latest models. And as a result Autoport is busy off loading a steady stream of ships from Europe. Wallenius Wilhelmsen is the primary auto carrier line, with a regular North Atlantic service to Halifax and the US east coast. Their Toledo sailed this afternoon, May 18, after discharging RoRo cargo at Pier 9C and cars at Autoport. [see also two previous posts]

Trailing the Toledo outbound, the tug Atlantic Willow is on its way to meet the next car carrier.

When the Toledo sailed, the next inbound was taking its pilot.

That was Morning Celesta, a first time caller in Halifax. Built in 2008 by Hyundai, Samho it is a 57,542 gt, 21.055 dwt vessel with a capacity of 6,645 CEU.

The ship is managed by Wilhelmsen Ship Management Korea Ltd. It is owned by an anonymous one ship company, Celesta Maritime Ltd, and works for Eukor, a specialist car carrier company jointly owned by various Wallenius Wilhelmsen entities, American RoRo Carriers and  European Car Carriers. its last port was Southampton, England, but before that had called in Zeebrugge and Goteborg.



Tuesday, May 17, 2022

Cars, Passengers and No Passengers


 The autocarrier Toledo arrived in Halifax Monday, May 16 and after offloading a large consignment of RoRo cargo at Pier 9C, moved this afternoon (Tuesday, May 17) to Autoport to discharge automobiles.

On arrival, the ship proceeded to Bedford Basin where it turned, then came alongside Pier 9C starboard side to.

There was still some RoRo cargo left on the pier from the last ships, but there was room for lots more. By late afternoon they had filled many of the gaps.

There was the usual array of construction, forestry, mining and agricultural equipment, plus some shrink wrapped boats, which will be trucked away to destinations far inland.

Thick fog blanketed Halifax this morning, but cleared off by early afternoon when the Toledo got underway for Autoport.

Mitsubishi Heavy Industries Ltd built the ship at the Nagasaki Shipyard and Machinery Works in 2005. It is a 61,482 gt, 21,965 dwt vessel with a capacity of 6354 cars. It has a 237 tonne capacity stern ramp and a sizeable side ramp.


The fog and rain also greeted two cruise ships as they arrived in port today.

One was the familiar Pearl Mist. Launched by Halifax Shipyard in 2008, it was finally completed elsewhere and entered service in 2014. The 5109 gt ship can carry 210 passengers in 105 double rooms and has a crew of 70.

The other was somewhat larger Zaandam which will be a regular caller this year.

Built by Fincantieri in 2000, it is a 61,396 gt ship for 1432 passengers and 615 crew. It tied up at Pier 22 where it was tended to by Dominion Diving's tug Dominion Rumbler (that's what it says on the stern -  now registered by number only, so the name is unofficial) and a refuse barge. 

That is the container ship ZIM Constanza sailing in the background. It will soon be enveloped by offshore fog.

No Passengers

Also sailing today, but earlier in the morning while the fog was still heavy, was the ferry Svanoy (see previous posts, April 12 and May 10). 

The Svanoy has been chartered for a year (with options to extend) by Quebec Province's ferry operator the La Société des traversiers du Québec (STQ). It arrived in Halifax from Norway in April and after being "Canadianized" is now registered in Canada. On sailing today it gave a destination of Pictou, suggesting it may be hauled out for survey before taking up duties in Quebec. That is not unusual as the ship's condition needs to be well documented before and after the charter.

It is expected to take up service in June, running between St-Joseph-de-la-Rive and Ile-aux-Coudres, about 60 miles downstream from Quebec City. So far there has been no suggestion that the ship will be renamed.



Monday, May 16, 2022

Me First

 When it comes to hosting tankers at its Woodside Terminal in Dartmouth, Irving Oil gives preference to ships of its own domestic fleet. This is perfectly understandable, since domestic ships are usually in and out quite quickly as they do not discharge full cargoes. They drop off some cargo here then head for other ports such as Charlottetown or St.John's.

On Sunday May 15 the oddly named tanker Dee4 Elm arrived from Amsterdam with refined product. It went to anchor to await the arrival later in the day of Irving's own (chartered) tanker Acadian which docked on arrival.

The Dee4 Elm was built in 2009 by Onomicho Zosen, in Onomichi, Japan and is a MidRange vessel of 26,900 gt, 47,401 dwt. It operated as Maersk Maya until 2018 when it was renamed Rich Wind and in 2000 took its current name. It is part of the Norient Product Pool of tankers and is managed by Synergy Maritime Private Ltd.

The ship moved in to Irving Woodside Monday evening May 16 when Acadian sailed (in fog - sorry no photo).


Sunday, May 15, 2022

Grande Marocco at Autoport

 The Container / RoRo Grande Marocco arrived at Autoport May 14 from Bremerhaven and remained alongside today, Sunday May 15 and is due to sail Monday. It is an unusual ship for Autoport, as most ships that call there are Pure Car and Truck Carriers (PCTCs).

Grimaldi Lines operates about 17 PCTCs and about two dozen ConRos similar to this one, including five of this class. They generally operate in African trades where they can handle a multitude of cargo types, and carry their own cranes for cargo work. Some Grimaldi ships can also carry a limited number of passengers, although they have suspended that feature for a time. (Grimaldi also owns Atlantic Container Line and their five huge CoRos).

Built in 2010 by Hyundai Mipo, Ulsan, Grande Marocco is a 47,636 gt, 75,725 dwt ship with a container capacity of 800 TEU and a car/van capacity of 2,000 (according to Grimaldi. Other sources quote different numbers). Some cars can be carried on the open upper decks above the hold and on the superstructure. There were some front end loaders and a container in the open on the main deck. The cargo however is new German autos, carried under cover on the ship's four full length and eight part length decks. The ship has a 250 tonne capacity stern ramp, so can also handle high and heavy loads.

Since the ship did not appear on any advance schedules for the port, it may be a late substitute. There might well be a back log if the loss of the Felicity Ace in February is taken into account. (The ship sank March 1 as a result of the uncontrollable fire .)


MSC Maria Elena - ups the ante, and a generic line, amended

 Note:Some sort of computer glitch prevented the posting of this entry on May 14. It is being published May 15, but relates to activity on May 14.

 The Mediterranean Shipping Company's Indus 2 service, which also calls at Mediterranean ports, is apparently a success as the line has assigned a 9000 TEU ship, an increase from the 8200 TEU size we have seen since October. Today (May 14) marks the arrival of the MSC Maria Elena.

The 107,849 gt, 117,205 dwt ship was built in 2006 by Samsung Koje and is a "Samsumg 9000" class, and its reported capacity is 9178 TEU including 700 reefers. The ship was built as MSC Fiorenza but renamed on delivery by the shipyard.

There was an odd arrival at Fairview Cove today (May 14) - a ship carrying containers,  but not sailing for a particular shipping line. Instead the ship is a multi-purpose, heavy lift type, operated the BBC Chartering. The ship is BBC Zarate built in 2007 by Taizhou Sanfu Ship Engineering Co in Taizhou, China.

The 9620 gt, 12.834 dwt ship has a pair of 120 tonne capacity cranes that can work in tandem for a 240 tonne lift. The ship's deck cargo consisted of mostly unmarked containers. They appeared to be new, and were painted white, although they are not reefers. They carried LCCU reporting marks. .

Amendment: I misread the reporting mark. In fact it is LCGU which is used by Lotus Container GmbH of Seevetal, Germany. The company buys, sells, and leases containers. Some of the other visible containers including a  "Dong Fang" - appear to be used..

Strangely the ship did not stop for CFIA inspection, even though it was in Thailand  April 5-7. It then called in Singapore April 10, Suez April 26-27 and Algeciras May 4-5.


Friday, May 13, 2022

The Switch

 When PSA took over the lease on the Fairview Cove container terminal recently it was expected that certain rationalizations would occur.


Some Lines that had been using the Fairview Cove terminal are expected to move to the PSA Halifax / South End, Atlantic Hub terminal and vice versa. There are a number of reasons for this, including faster cargo handling for large ships with more and better cranes at the South End, and reduction of truck traffic through downtown. Smaller ships could be equally well handled at Fairview, and would not be concerned with bridge clearance issues. There are virtually no restrictions at the South End, and even ships larger then the current record holder 16,000 TEU size can be accommodated..

Yesterday's [see May 12 ] caller at Fairview Cove, the MSC Sao Paulo was the first of those changes. En route to Montreal, it was in port for only a short time, and offloaded a few containers to reduce draft. It could be handled just as effectively at Fairview since it did not need extra large cranes, and it was small enough to transit the Narrows with ease. These top off and decant visits by MSC are now expected to be served by Fairview.

Today, May 13,  the "other shoe" dropped as you might say, as THE Alliance's MOL Charisma on the EC5 service, docked at The Atlantic Hub / South End terminal. Both THEA services, EC 5 and AL5 have until now used Fairview Cove. (Occasional shifts were accommodated.)

MOL ships are noted for their blue hulls, and the MOL Charisma  is no exception - in fact it appears to be in pristine condition, hinting at a recent shipyard visit.

Built in 2007 by Mitsubishi Heavy Inustries, Nagasaki, it is an 86,692 gt, 90,390 dwt vessel with a capacity of 9060 TEU including 630 reefers. It would have been nearly the maximum size that could access Fairview Cove, but can be handled with ease at the Hub. (The ship did anchor until mid-afternoon, but this was likely for CFIA invasive species inspection, rather than this morning's thick fog.) Launched as MOL Charisma it was immediately renamed APL France for a charter until 2010 when it reverted to its original and present name. Now on the EC5 route, its last port was Colombo, Sri Lanka.

While the MOL Charisma was docking the NYK Meteor arrived from Antwerp on the AL5 service and headed for Fairview Cove.

 Another of the twelve ship Daedalus class, it was built in 2007 by Hyundai, Ulsan, and at 55,534 gt, 65,935 dwt, has a capacity of 4922 TEU. The benefit of two terminals under common management was immediately obvious as this ship would have had to wait at anchor had the MOL Charisma been alongside Fairview Cove.

It may also be that strict assignment to one terminal or the other will be eliminated, and ships will be handled at the first available berth. This may cause headaches for railroads, trucks and cargo planners in the terminals, as considerable advance notice of berthing is needed, particularly for exports.

Both terminals are owned by the Halifax Port Autority, a federal crown corporation, and are operated under lease by PSA. PSA owns the cargo handling equipment within the terminals, and some supplier/contractors, such as reefer maintainers, also have facilities within the terminals.


The next step in the rationalization process will be to move some of the smaller lines from the South End Hub to Fairview. Oceanex, Tropical and Maersk /CMA CGM Canada Atlantic Express are all expected to make the move at some point. Whether or not these are "permanent" remains to be seen. The South End is about to embark on another expansion of ground space and rail lines. That is a multi-year process however, during which there may be disruptions. When it is completed in five years or so the shipping "landscape" may have changed considerably.

Long range planning for the Port is underway, and several major issues will be under consideration. Rising sea levels and autonomous vehicles (including trains) are among the big elephants in the room, but there are many others including a new bridge (or two) and further port expansion, such as a third terminal (in Dartmouth). Enough parentheses already.

The advantage of crown corporations is that they can see beyond the five year lifespan of current governments. So the pressure is on this particular corporation to stay ahead.


Thursday, May 12, 2022

Back to Busy - amended


After yesterday's big visitor at PSA Halifax's Atlantic Hub, CMA CGM Magellan (13,880 TEU - sorry no photo) the facility was busy again today, with the Oceanex Connaigra in for Newfoundland cargo. While Oceanex Sanderling is in Amsterdam for refit the Connaigra provides RoRo service once every two weeks, as it alternates with Ocean Avalon (no RoRo) on the Montreal / St.John's and Halifax / St.John's routes. There were a lot of truck trailers waiting for the ship this time, in addition to the usual containers. [Oceanex is no longer showing a June 15 return to service of Oceanex Sanderling in its on-line schedule - it now shows July 8 as Voyage 1 from Halifax to St.John's.]

Oceanex carries 53 foot containers aboard ship - a very rare feature.

The PSA Atlantic Hub was also expecting the arrival of MSC Shanghai on an "unscheduled call", so they diverted the MSC Sao Paulo to Fairview Cove, now also under PSA management.

MSC Sao Paulo, built in 1998 by Hyundai, Ulsan, 53,324 gt, 63,537 dwt, has a capacity of 4688 TEU. It was built as CSAV Pyrenees and carried the name Pohang briefly in 2013 (under Laiesz ownership, the once famous "Flying P" line of square riggers) until adopting its current name. The ship serves MSC's Canada Express I service from Italy and is inbound from Gioia Tauro. After off loading some containers to reduce draft, it will head for Montreal. 
Whether these drop offs and top ups will move to Fairview Cove now that both terminals are under common management has not been announced. This may be a once only.
The other expected MSC ship arrived in late afternoon, and anchored for CFIA inspection. It is expected to move alongside early this evening.
MSC Shanghai was renamed just last year after nearly twenty years as ZIM Shanghai. (The ZIM banner is still visible on the ship's side. Built by Hyundai Ulsan in 2002 it is a 53,453 gt, 66,685 dwt vessel with a capacity of 4839 TEU. It arrived from Malaga, Spain, so may be a "sweeper" or an "extra" to meet added demand. The ship was once a regular caller in Halfax as ZIM Shanghai. See what it looked like June 18, 2011, here: Shipfax 2011
Amendment:The ship is apparenelt on the new service from Turkey and Greece.
PSA was not the only busy operator today, as Autoport was going full out. Morning Lena (see yesterday's post) sailed late this morning, and its place was taken almost immediately by Supreme Ace.

Supreme Ace took a big loop around number one anchorage to make room for Morning Lena (in the background) to clear Eastern Passage.

The ship was built in 2011 by Minami-Nippon in Shitane and is 59,022 gt, 18,384 dwt. In a reversal of the usual autocarrier routing it arrived from Davisville, RI and sailed for Emden, Germany. It took another loop through number one anchorage outbound to clear the MSC Shanghai.
At the same time it made a neat passing arrangement with Oceanex Connaigra which was on its way to occupy the Autoport berth.

As if that were not enough business for Autoport, another ship was "lurking" offshore waiting its turn. Lake Wanaka is due tomorrow.
Bonus Feature
Now for a complete change of pace: Today was moving day for Sackville, Canada's Naval War Memorial. Each year,  just before the Victoria Day weekend, Sackville moves from its winter berth at HMC Dockyard to Sackville Landing where it is open to the public in the summer. No longer self-propelled, the World War II corvette relies on Dockyard tugs to make the move, which usually involves a short "tour" of the harbour around George's Island.

CNAV Glenevis provided the power, and Listerville stood by for mooring as the last remaining World War II corvette made tthe annual move. Another Dockyard craft, YDT-325 Guardian accompanied the procession.
Also on the move this morning was the RCN sailing ketch HMCS Oriole.

It has the honour of being the oldest vessel in commission in the RCN (and the longest serving). Built in 1921 it also saw naval service in World War II. It was transferred back to Halifax from the west coast in 2018.

One Last Word

Today was the first really hot day this spring, with temperatures rocketing up to the 20s C (70s F). This brought out the "yachtsmen" - the bane of harbour pilots and other mariners.

The outbound tanker Algoscotia sounded five warning blasts, twice, to warn this sailor to clear the track, but I am not sure it did any good. The sailor blithely kept his course, coming about only after the tanker had passed by. 

Algoscotia had delivered a cargo from Imperial Oil's refinery in Nanticoke, ON. Nevertheless we will be paying world price for fuel at the pumps in Halifax: $190.9 / liter, but likely to go up again tomorrow.