Annual Events

 The arrival of the Queen Mary 2 for the first time each year brings out the crowds for both the ship's arrivals and its departures. This year's arrival on July 1 was seen by very few as the harbour was socked in with thick fog accompanied by rain showers. The weather caused the cancellation of many Canada Day events, including the Royal Nova Scotia International Tattoo parade. The usual fireworks over the harbour were postponed for a week. The Queen Mary 2 passengers would have had a front row seat. The ship also arranged to stay in Halifax overnight and passengers were treated to a bright sunny day today, July 2.

 

 While tied up at Pier 21-22 the ship was tended to by divers from the work boat Allen Clipper. HMCS Oriole also took a close up look outbound for sea.

Departure today was in ideal conditions. The ship also obliged by sailing north about and east of George's Island, making a fine sight. 

A perhaps less anticipated arrival each year is the first shipment of grain from the Great Lakes. That usually occurs soon after the opening of the St.Lawrence Seaway in April, or perhaps in May. A June 30 arrival is unusually late, but that was the case this year when the Algoma Mariner arrived.

The Algoma Mariner has been the regular carrier for the past several years. It began to unload immediately on arrival, using its own self-unloader system at pier 26. The ship is due to sail shortly after midnight July 2-3.

Grain is for local consumption by the P+H flour mill (which is also supplied by rail). There is very little grain exported from Halifax anymore.

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First Grain - Algoma Mariner

 The self-unloading bulk carrier Algoma Mariner arrived in Halifax April 19 with the first load of grain from the Lakehead this year. Starting from Montreal where it spent a brief maintenance period from March 13-30, the ship made its way up the St.Lawrence Seaway and arrived in Goderich April 3 presumably for a cargo of salt. It then proceeded to Thunder Bay where it offloaded then took on the grain load for Halifax.

On arrival in Halifax the ship tied up at Pier 26 where it discharged, using its own machinery, into the hopper connected by conveyors to the grain elevator.

On sailing today April 21 the ship gave a destination of Lower Cove, NL. There it will load limestone, an ingredient in steel making, and will return to the Great Lakes, likely to Hamilton, ON.

Atlantic Bear assists the Algoma Mariner off the dock April 21 and in the background the tanker Wicky Spirit (see yesterday's post) unloads at Imperial Oil.

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Bulk Cargoes

 It is not the intention of this blog to cover every ship arrival and departure in the Port of Halifax, but chiefly the noteworthy ones. The arrival and departure of bulk carriers is not particularly unusual, but there have been two recently that are worthy of mention.

The Algoma Mariner arrived on Tuesday May 30 from Thunder Bay, with a cargo of grain. This marks the first arrival of grain from the Great Lakes this season - an unusually late first arrival date. When the St.Lawrence Seaway re-opens in late March or early April, grain for Halifax is often one of the first downbound cargoes.

Unloading was well underway yesterday morning, May 31, as the ship was using its own self-unloading gear to discharge its cargo. The receiving hopper is connected by conveyors to the grain elevator. When the work finished up later in the day the ship sailed for Auld's Cove, NS to load aggregates.

Built in 2011 by Chengxi Shipyard in Jiangyin, China, the 24,535 gt, 37,690 dwt ship flies the Canadian flag.

 As noted in yesterday's post the bulk carrier Lake Pearl arrived to load at Gold Bond Gypsum. It sailed this evening, June 1, for Tampa, FL.

The ship can also discharge its own cargo, but by the more laborious method of cranes and grabs. Members of the ship's crew are qualified to operate the cranes.The grab buckets are lashed down on deck near the cranes. Most ships that load gypsum in Halifax are conveyor belt type self-unloaders from the CSL Pool, but recently there have been some crane and bucket equipped ships from SMT Shipping.

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Triple Header

Among the arrivals and departures in Halifax today (Sunday, November 6) there were three ships to mention:

Algoma Mariner

Arriving Friday November 4 from Thunder Bay with a load of grain, the Algoma Mariner tied up at Pier 26 to unload.

The Seaway size ship is equipped with a self-unloading system that transports cargo by conveyors along the bottom of the hold and up to a long boom that swings out over the dock. A special hopper fitted to the tower on the dock collects the cargo and feeds it by more conveyor belts to the Halifax Grain Elevator.

By coincidence the Halifax Chronicle-Herald published a photo on October 13, 2022 showing the first ship to use the grain hopper, which was the Algobay on August 8, 1986. Prior to the hopper system self-unloaders could not be accommodated and ships were unloaded using a bucket ladder type conveyor called a "grain leg", which was  much slower.

The Algobay was originally built in 1978 but in 2009 was rebuilt with a new forebody in China. It is still operting for Algoma as the Radcliffe R. Latimer. Algoma Mariner was built in Chian in 2010. Its cargo section was built first and was to be attached to the older ship Algoport, however that ship sank under tow to China so a new engine/accommodation block was constructed for this ship, which thus slightly predated the new Equinox class of Chinese built ships.

Asian Vision

It was a two point stop for the autocarrier Asian Vision, which arrived yesterday, November 5 at Pier 9C. There it unloaded a large quantity of machinery, including wheeled vehicles and crates. 

As a result Pier 9C is crowded with cargo, since there is still material from the previous ship Don Carlos, which was here November 3-4. That ship's RoRo cargo included the US registered helicopter N65MK, A Bell Textron 2063:

Asian Vision moved to Autoport early this morning to unload the automobile portion of its cargo:

Built in 1997 by Hyundai, Ulsan, the 55,680 gt, 21,421 dwt ship has a capacity of 6246 cars (RT43 measurement)(6460 CEU in the Korean Register) and is equipped with a 150 tonne stern ramp. Its side ramp looks sizeable too and is placed well aft (most ships have the side ramp farther forward.)

[If the foreground looks a little surrealistic it is because unusually warm temperatures for the last few days have caused many plants and wildflowers to re-blossom.]

Although it carries the EUKOR banner and flies the South Korean flag, the ship is operated by the parent organization Wallenius Wilhelmsen and works on their transatlantic service and other loops. When COVID broke out there was speculation that the ship, along with several others, would be laid up and scrapped due to its age. However it is still operating, and as demand for cars has rebounded, it is likely to remain in service at least until it next special survey in 2027.

Franbo Lohas

While the name may not be familiar the shape may be recognizeable as one of s series of Japanese multi-purpose carriers. Franbo Lohas arrived this afternoon (November 6) and went to anchor in Bedford Basin. 

The Honda shipyard in Saiki, Japan built the ship in 2016. [Honda is a family name in Japan - and there is no connection between the shipyard and the car builder]. One of a dozen or more similar ships, built for Thorco, it was delievered as Thorco Lohas. The 13,110 gt, 16,966 dwt ship has box shaped holds, moveable tween decks and a pair of 50 tonne SWL cranes. It was renamed Frambo Lohas in 2021.

The ship is likely in port to load fibreoptic cable racks, as several sister ships have been here previously for that purpose.

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To and From Newfoundland

 There were two Canadian ships in Halifax today, May 23, one arriving from Newfoundland and one departing for Newfoundland. These were not the regular container RoRo ships Oceanex Sanderling and  Nolhan Ava that run weekly services to St.John's and Argentia respectively, but were more specialized carriers.

First the arrival. More specifically it was the Articulated Tug / Barge combination Leo A. McArthur (the tug) and John J. Carrick (the barge) operated by McAsphalt Industries as an asphalt and heavy fuel carrier. The pair was in Halifax earlier in the month with a cargo of asphalt, then went on to Saint John, NB where it took on more asphalt for Holyrood NL. It then headed to Botwood, NL where it appears to have loaded cargo for McAsphalt's terminal in Eastern Passage.

Leo A. McArthur pushing in the stern notch of the John J. Carrick. Although technically a tug, it remains connected to the barge even at sea and rarely if ever tows.

Both tug and barge were built in China in 2009 and delivered in 2010, with the tug carrying the name Victorious. It was renamed in 2017 in honor of one of the founders of McAsphalt Industries. The high heat cargo barge, named for the other founder of McAsphalt, has a capacity of 11,100 cu meters (70,000 bbls) and had boilers to keep asphalt and similar cargoes in the liquid state.

McAsphalt recently announced they are returning to China for construction of an asphalt tank ship with a 11,700 cubic meter (73,600 bbls) capacity. To be powered by LNG/LBG it will also have battery storage capacity.

The departure for Newfoundland is the familiar self-unloading bulk carrier  Algoma Mariner . Also built in China, also in 2009 and delivered in 2011, it predated the company's Equinox class. It is built to Seaway maximum size, and to coastal classification.

The ship arrived in Halifax May 21 with a cargo of wheat loaded in Thunder Bay. It departed the Lakehead May 12, made a service stop at Port Colborne May 16, and exited the Seaway May 17.

Its next port is given as Stephenville, NL, but is likely St.George's, on the south shore of Bay St.George, opposite Stephenville,  where it will load gypsum from the Ace quarry, located at Flat Bay. There are huge gypsum / anhydrate and salt deposits in the area which are the subject of recent redevelopment interest. The open pit gypsum mine, opened in 1952, was closed in 1990 but re-opened in 2018. There is also a large tailings stockpile from previous mining operations from which gypsum could be reclaimed.

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Algoma move

The laker Algoma Mariner arrived late Tuesday with a load of grain and tied up at pier 25-26.

The ship was built in two stages in 2009 to 2011 by Chengxi Shipyard, Jiangyin China. The forebody, built first, was intended to be attached to the stern of the laker Algoport. When that ship was lost in tow to China, a new stern section was built to Equinox design and attached in 2011. The ship thus measures 24,535 gt, 35,500 dwt as the second ship of that class.

After unloading the ship moved to National Gypsum, along with a thick bank of fog coming in with the tide.

(compare with yesterday's ACL photo.)

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Busy Sunday

There was a fair amount of activity in the Port today, some of which I was able to catch.

ZIM Constanza was an early morning arrival and early afternoon departure. Built by Jiangsu New Yangzijiang in Jingjiang, China it is a 40,542 gt , 50,107 dwt ship with a container capacity of 4256 TEU including 698 reefers. Interestingly the ship's keel was laid December 25, 2009, and it was completed August 11, 2010.

Meeting the inbound Algoma Mariner in the Middle Ground area took some careful coordination by the pilots.

Algoma Mariner was also built in China about a year later. Its keel was laid October 21, 2010 and it was completed May 31, 2011 by Chengxi Shipyard in Jiangyin.

The ship went to anchor in Bedford Basin for a time then went in to National Gypsum to load. A Seaway sized self-unloader its gt is 24,535 with a dwt of 35,500. Its last port was Sydney where it delivered a load of coal from the Great Lakes.

ZIM Constanza's Pier 41 berth was taken almost immediately by APL Yangshan. Another of the "biggies" with a capacity of 10,960 TEU, it measures 128,929 gt, 131,229 dwt. Built in 2012 by Daewoo Shipbuilding and Marine Engineering Co in Okpo, it is owned by NOL Liner Pte Ltd of Singapore. NOL (Neptune Orient Line) and APL (American President Line are all owned by CMA CGM.

There has been some unusual tanker activity at Imperial Oil in the last few days. I neglected to mention the very rare visit of a Canadian tanker. Algoscotia made a quick trip from Montreal, arriving December 17 and heading back December 18.

Since Imperial demolished the refinery the Dartmouth facility has been a depot for local deliveries, with the source of fuel usually the southern US or Europe, so getting product from Canada is rare.

The tanker Avon was on and off the dock several times due to weather and to allow Algoscotia to dock, then another Canadian tanker, Kitikmeot W.

Today Kitikmeot W. had moved to Pier 9 B where it was in the process off re-flagging to the Marshal Islands for the winter.

And Avon was back at Imperial Oil for the third time, unloading the last of its cargo.

And for something completely different the British research ship James Cook arrived at The Cove just as the threatened rain arrived.

Operated by the National Environment Research Council, the ship was built in 2006 in a combined effort between the Crist yard in Gdansk, Poland for the hull and Flekkefjord Slip in Norway for completion.
It has had many accomplishments in its career as a Royal Research Ship, many of which are listed in the Wikipedia entry:  https://en.wikipedia.org/wiki/RRS_James_Cook

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Grain from the Lakes

Another load from the Lakes arrived yesterday on the Algoma Mariner. The amount of grain (could be feed grain, corn or wheat) coming from the Lakes is much reduced from days gone by, when there was an almost monthly arrival. Now it is only a few times a year. Grain continues to arrive by rail however.

The ship looks a bit like a shark lunging out of the water. 

Its hull paint has eroded at the bow wave line.

Ships now unload directly to a hopper that leads to the conveyor system running to the storage elevator. Before self-unloaders were common in the grain trades, ships used a system of buckets on an endless belt that was lowered into the ship. The ship had to move back and forth along the pier so that the "grain leg" could reach all the holds.

The Eastcliffe Hall under the grain leg in July 1970.

On its return to the Lakes Eastcliffe Hall loaded a cargo of pig iron in Sorel, QC and on July 14, 1970 struck a shoal and sank near Cornwall, ON. Nine persons were lost and twelve survived.
The ship was built in 1954 by Canadian Vickers in Montreal to the maximum size of the old St.Lawrence Canals, 253.4' x 43.8' x 17.0'. When the St.Lawrence Seaway opened it was lengthed 92' and deepened 3'-9". 

The grain leg is still there, housed in the tower, but has not been used in many years, since all grain ships that call here are now self-unloaders.

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Cars, gas and more waiting - all singing the blues

Much of Halifax's shipping activity this weekend has centered on automobiles and the fuel to run them. Of course there was other activity too and for some reason the predominant colour was blue.

The big autocarrier Neptune Ace spent the morning at Autoport so did not have a huge number of cars to land, although it has a capacity of 6400.

The 59,996 grt, 18,346 dwt ship was built in 2010 and is registered in the Bahamas for Mitsui OSK Lines Ltd of Tokyo. MOL also owns the Minaminippon Shipbuilding Co that built the ship, likely at its Shitanoe shipyard.

Also in for a morning visit was the tanker Citrus, flying the Maltese flag.

Well out of the water, the ship shows off a bulbous bow. Newer tankers are omitting the costly protrusion, since its benefit seems to be mostly at higher speed than the ships usually travel.

Part of the Diamond Ship Management fleet headquartered in Greenwich, CT, it was built in 2008 by Hyundai Mipo in Ulsan and measures 29,295 grt, 46,934 dwt.

 It is high season for flowering plants, including purple lupins, but no citrus is to be found around Halifax harbour.

Algoma Dartmouth is tied up alongside to deliver bunkers - blue on blue.

Citrus was en route from New Haven, CT to Point Tupper, NS when it dropped in to top up on fuel.

Meanwhile waiting patiently since June 23  in Bedford Basin is the tanker Ardmore Seatrader.

It flies the Marshal Islands flag for Ardmore Shipping Services of Cork, Ireland. Built 2010 by Onomichi Zosen as St.Georg it was renamed in 2010. The 28,552 grt, 47,141 dwt ship arrived from Paldiski, the port for Tallin, Estonia.
Ardmore Shipping's blue funnel continues today's blue theme.

Speaking of patience the crew of the cargo ship Spiekeroog may be getting the blues as their ship is setting a bit of a recent record for Bedford Basin anchorage.

It arrived in Halifax May 8 and was fitted with a undersea cable holding rack in the hold (called a tank in the cable business). It then went to anchor in Bedford Basin May 16. On May 19 it sailed for Newington, NH to load cable and returned May 30. Aside from a one day visit to pier 9C for fuel and water on June 17, the ship has remained in the anchorage ever since.

Would Spiekeroog's crew rather be sailing?

I understand that it will be sailing in mid-July.

Also waiting is the brand new harbour ferry Viola Desmond just delivered last week from A.F.Theriualt + Sons Shipyard in Meteghan River.
 

It will not be waiting as long however, since it is due to go into service very soon. Its blue, yellow and white colour scheme blends nicely with the picnic tables on the Dartmouth waterfront. A man in blue keeps an eye on things.

There may be some additional waiting overnight in Bedford Basin.


The self-unloading bulker Algoma Mariner arrived this morning to load gypsum. Since that work will not be completed until late tonight after cutting work begins on the Macdonald bridge, the ship has opted to remain in port until morning. Algoma ships' deep blue hull colour appears black in some light.

Algoma Mariner was a frequent caller at Little Narrows, NS on the Bras d'Or Lakes, but Canadian Gyspum Company will not be mining this summer due to week demand for the product. A decision on the future of the mine, which has been in operation since 1935, is expected later this year.


Not likely to wait, the giant G4 ACL ship Atlantic Star is due to sail at midnight.

 The big blue ship strides up the Narrows this morning en route to Fairview Cove.

These June 10 photos show what happens when the torches start up to cut out old bridge deck sections:

New bridge deck sections installed on the Dartmouth (east) (left in photo) side of the span.

Work is coordinated with ship traffic so that there is no hot work when ships need to transit under the bridge.
Since these photos deck replacement has passed beyond the mid point and is now on the Halifax side of the centre span.

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Venture -a bulker, plus tankers and a few containers

The self-unloading bulker Venture anchored in Bedfrod Basin for bunkers today. The ship is the former Klavenes owned Balder. When Klavenes sold off its self-unloader fleet to CSL and Algoma last year, this ship went to Marbulk Shipping Ltds a copmany that is 50/50 owned by Algoma and CSL.

The 30,739 grt, 48,184 dwt ship dates from 2002 when it was built by Oshima Shipbuilding of Japan. It features a unique self-unloadfing system with a travelling shelter that contains the cargo reclaimer.  It has loaded gypsum in Halifax from time to time, but is more frequentlyu used to carry coal and aggregates where the deck housing is used to contain dust.

Since taking over the ship in January Marbulk has succeeded in painting out the Klavenes "K" on the funnel and paiting on the new name. Over time it will eventually get the black hull with blue funnel and golden seahorse used by Marbulk ships for many years.

Also at anchor in Bedford Basin, and also due to take bunkers is the tranker Citrine. Operated by Sinok Petrochemical Co Ltd of Soeul, South Korea, the ship was built in the same country by SPP Shipbuilding Co of Sacheon.  A typical handysize it measures 29,767 grt, 49,990 dwt.

Another Korean built tanker sailed today from anchorage in the lower harbour. Skyros (see previous posts) used the tug Atlantic Fir to turn seaward due to strong winds.

It was a slow day for containers with only the small Icelandic Steamship Co (Eimskip) carrier Bruarfoss calling at Halterm. On sailing it met the Halifax Tugger inbound from the Northwest Arm. The tug had already been to Bedford today, likely assisting the various yacht clubs to launch boats.

Bruarfoss was built in 1992 by Orskov Christensens in Frederikshavn, Denmark. It was launched as Maersk Forto but renamed Maersk Euro Quarto on entering service. It became Bruarfoss in 2001 and has been a frequent caller on Eimskip's Green Line service to Argentia, Halifax, Portland and Boston and  Iceland to Europe.
http://eimskip.is/EN/about/schedule/Amer%C3%ADkulei%C3%B0.html

Algoma Mariner completed unloading its grain cargo amd sailed this evening for Saint John, NB in ballast.

Using its powerful thruster and the tug Atlantic Oak to get off the dock the ship moved from the shelter of the camber there was quite a chop off the end of the pier as the ship moved into the wind. 

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Algoma Mariner - correction

Arriving at pier 25-26 this morning the coastal class laker Algoma Mariner is carrying the season's first cargo of grain from the Great Lakes.

Algoma Mariner secured at pier 25-26, positioned to use its self-unloader boom to discharge into the grain gallery. Its cargo will be transferred by conveyors to the grain elevators.

Completed in 2011 by Chengxi Shipyard in China the ship was the first new Canadian laker built since 1985. The forebody of the ship was built in 2009 and it was intended to be joined with the after section of the Algoport. However that ship sank en route to China and a new after section was built and joined on in 2011. It is therefore a precursor of the Equinox class of lakers for Algoma Central Corp. These modern ships incorporate numerous 'green' initiatives and other efficient features.


Algoma Mariner is built to maximum St.Lawrence Seaway dimensions of 740' x 77'-11", but its hull design permits it to conduct coastal voyages to the Gulf of St.Lawrence and  beyond to such ports as Saint John, NB and Portland, ME.


The ship wintered in Mechins, QC sand was upbound on the Seaway March 29, and downbound April 9. The ship's cargo on this trip is feed (likely corn) for local consumption, loaded in Windsor, ON. grain, loaded at Thunder Bay. [Thanks to reader Andy for this correction.]


See also: http://www.algonet.com/business-units/domestic-shipping/fleet-renewal/algoma-mariner/

By late afternoon unloading was well underway and was expected to be completed during the night.
The unloading speed is governed by the capacity of the shoreside conveyor sysatem. The ship itself can self-unload at a rate of up to 5440 tonnes per hour depending on the cargo.

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Big Sunday

With ten arrivals and six departures, today was an unusually busy day for a Sunday. Tomorrow, although it will be a holiday, Canada's Thanksgiving Day, the port promises to be even busier, so I will cram much of today's activities into one post.

The early riser was rewarded with an impressive sunrise, even though cloud cover actually blocked out direct sunlight for the rest of the day. I like sunrises, but don't usually see them unless they coincide with ship arrivals.

Eurodam leads the inbound parade at sunrise.

A triple arrival at sunrise was worth getting up for, so I took it in this time. In the lead, Eurodam was followed by Albatros and finally CMA CGM Tancredi.

Eurodam is a regular caller in cruise season, but on departure passengers were given a pair of treats. First was Atlantic Oak going full speed in reverse. The tug was outbound to meet the arriving OOCL Washington (see later) and because of that timing, Eurodam took the western channel, giving the second treat coming close to the shore off York Redout.

  

 Next inbound was Albatros.

Albatros came in east of George's Island to tie up at pier 20.

Albatros has now reached the veteran status. Built in 1973 by OY Wartsila, Helsingfors as Royal Viking Sea, it was lengthened in 1983, adding a new 93 foot long mid-section. It became Royal Odyssey in 1991, Norwegian Star in 1997, Norwegian Star 1 in 2001, Crown in 2002 and Albatros in 2004.
 

Royal Viking Sky was one of the best looking ships of its day.

The albatross was thought to be the bearer of bad luck by ancient mariners, but it must have been good to current operators Phoenix Reisen, since this is the second ship to carry the name for them.

The first Albatros' ancestry was well hidden by many changes to convert it to cruising.

 
The first Albatros was also a veteran. Built on the Clyde in 1957 by John Brown as Sylvania, it was the last of four Cunard transatlantic liner sisters initially operating to Quebec and Montreal in summer and Halifax in winter. It was also given the R.M.S. designation as it carried mail on its regular liner service.

In 1961 it was transferred to year round operation Liverpool to New York, It was sold in 1968 becoming Fairwind, the Sitmar Fairwind in 1988, Dawn Princess in 1988 (and refitted for cruising), and Albatros in 1993.
In 2003 it was renamed Genoa for its trip to the breakers in Alang, arriving there in December of that year.

A well loaded CMA CGM Tancredi takes its tugs off Halterm.

Another first time caller for CMA CGM's joint service followed the cruise ships. CMA CGM Tancredi is another 8530 TEU ship (including 700 reefers). Built by Shanghai Jiangnan Changxing Heavy Industries in 2011, it measures 91,498 grt, 101,386 dwt. Owners Danaos Shipping Co Ltd of Piraeus operate it on long term charter to CMA CGM.

A pair of Algomas at pier 25-26.

A rare arrival for Halifax in recent years, is a ship with grain. Algoma Mariner arrived from the Great Lakes mid-morning and began to unload what seems to be a partial cargo. Before unloading operations began, the ship bunkered from fleet mate Algoma Dartmouth.

 No matter that she is old and worn, Hudson is still a classy ship.

After hydrographic work south of Nova Scotia CCGS Hudson returned to the Bedford Institute. I will be sad to see this classic ship go, which it will do, probably next year*, when its replacement is completed. First steel for the new ship was cut by Seaspan in Vancouver in June. [*Oops, replacement due in 2020 ar the earliest - see comment below. First steel was cut of the trawler type researchers.]

Speaking of classics that will go: Princess of Acadia remains tied up at the old Coast Guard dock in Dartmouth, but has been kept in ready condition. It was said that this was to enable the ship to sail to the breakers under its own power, and that will likely be the case. But in the meantime, as reported by the Ottawa Citizen, the ship will be used in naval exercises starting next week. It will pose as a "vessel of interest" in counter-terrorism training operations south off Yarmouth.

Last inbound ship of interest for me was OOCL Washington, which arrived for Halterm, taking CMA Tancredi's berth. (It took the western channel to allow room for the inbound.)

The OOCL ship called here for the first time September 29 at Fairview Cove on the G6 westbound service. Now that it has discharged at US ports and is on the return eastbound leg, it is high in the water, and berthed at Halterm to avoid bridge clearance issues. Built in 2010 by Samsung Shipbuilding and Heavy Industries in South Korea, it measures 89,097 grt, 99,631 dwt. Its container capacity is 8,063 TEU, including capacity for 1400 reefers.

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