Maersk Nimbus

A.P.Moller-Maersk A/S (known as "Maersk") is only one component  of the huge Moller family of companies, which includes real estate, supply chain management, retail, port terminals and others. (It hived off its oil and gas investments in 2016). Best known as the largest container shipping company in the world, Maersk also owns the largest tug company in the world (Svitzer), a significant offshore support vessel fleet, autocarriers (in joint venture with Hoegh) and tankers.

Today's arrival, Maersk Nimbus is one of five "cloud class" tankers built in 2016 and 2017 by Hyundai Mipo, Ulsan. However they were not built for Maersk but for BP Tankers. British Nimbus, as it was originally named, was delivered in 2016 and measured 28,137 grt and 39,999 dwt. With its sisters it was among the smallest ships in the BP fleet, intended for MidRange trade in North Europe and the Mediterranean. The ships are equipped with exhaust gas scrubbers and other state of the art equipment to ensure economical operation.

In late 2019 BP did a lease back deal with Maersk to take over ownership of eleven tankers, and lease them back to BP for three years. These sorts of deals are more common with new ships, but they are also a way for companies to take debt from its books and to raise funds.

The ship became Maersk Nimbus in February 2020 and the Maersk funnel colours were applied. That does not disguise the huge scrubber casing installed aft of the superstructure. 

The ship's last port was New York, and it tied up at Imperial Oil.

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Algonorth - again, and close up

 I was not expecting Algonorth to remain in Halifax when I made yesterday's post. However,  once the ship finished unloading last night it moved over to pier 25-26. That berth is used to unload grain, so is often selected for short term stays for repairs or for winter layups.

The ship is certainly showing signs of wear and tear from transiting the St.Lawrence and Great Lakes locks. The "lock rash" is all the evidence needed to show why the attractive Swedish paint job is impractical for working the Seaway.

It now appears that Algonorth will be staying in Halifax for a maintenance period. "Fire wires" have been deployed over side forward and aft, which will allow tugs to move the ship in case of emergency without having to rely on a ship's crew to rig lines.

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Algonorth

 The tanker Algonorth arrived in Halifax January 3, and due to high winds, it anchored in the harbour. When things calmed down this morning it moved in and tied up at Imperial Oil's number 3 dock.

Oddly, the ship docked with its bow facing south - the first time I have seen this that I can recall. The only explanation I can give is that there may have been frozen spray on the starboard side manifold.

Algonorth is unusual several ways. Most obvious is the red hull paint, a carry over from its previous owners, Alvtank Rederi of Sweden. The ship was built in 2008 by Tuzla, Turkey, as Gan-Gesture  but was delivered as Ramira. Measuring 12,164 gt, 16,979 dwt, it is an ice class vessel, suitable for Great Lakes trading.

Algoma Tankers acquired the ship late in 2018, but have not repainted it in traditional Algoma colours of very deep blue hull and beige superstructure.  The white hull stripe is also a fashion statement that is not much indulged in by shipowners these days. It therefore stands out and has drawn a lot of favourable comment.

The other notable thing about the ship is that it was the last ship to exit the St.Lawrence Seaway system before it closed for the season on December 31, 2020. Algonorth loaded a cargo at Imperial's refinery in Nanticoke, ON for Halifax, and will presumably spend the winter working the St.Lawrence River and east coast.

For more on the ship see: http://shipfax.blogspot.com/2018/12/new-for-algoma.html

HMCS Halifax send off

 The waterfront was lined with well wishers at mid-day today to send off HMCS Halifax  FFH 330 on a six-month deployment with NATO's Operation Reassurance in the Mediterranean Sea.

The ship's company lined the rails to wave to family and friends. Lead ship of the Halifax class of Canadian Patrol Frigates, the ship was launched in 1988 and commissioned in 1992. It has since received major upgrades to systems and weaponry. It was also reinforced to carry the Cyclone helicopter. It had a year long refit in 2016-2017 and returned from its most recent posting with NATO in January 2020.

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Transitions

 I guess most of us will be pleased to see the end of 2020. However there must certainly be widespread consternation about 2021 as to whether it will be more of the same, a return to normal or the advent of a "new" normal. A transition of some sort is inevitable.

There was also anxiety, but on a different scale, in the shipping world, fifty years ago as containers were making a significant impact on how cargo was transported. Hard as it is to believe today, Maersk Lines, now the world's largest container operator, was slow to make a commitment to containers. Much of its trade was with Asia where things were still done in the traditional way. Therefore Maersk was still building conventional cargo ships.

The handsome Clifford Maersk was built in 1969 by Bergens MV in Norway. A 10,918 gt, 14,159 dwt ship it was equipped with an array of two 25 tonne cranes, one 60 ton, one 30 ton, ten 10 ton and six 5 ton derricks! It had six holds, some of which were refrigerated and accessed through side doors. It also had tank space to carry latex, vegetable oil or molasses and high flash point liquids. Its massive 9 cylinder B+W main engine propelled the ship at 22.5 knots.

In this early 1971 photo at pier 36,  you can see Canron erecting a container crane at Halterm in the background, and so the writing was definitely on the wall as ACL and DART had already started serving Halifax with containers and RoRo.

By 1980 Maersk built a new, longer, cellular forebody for the ship and converted it to a 21,349 gt, 21,349 dwt container ship. They sold it in 1988, and renamed Jian He it lasted until 1988 when it was broken up in Tianjin.

Clara Maersk was built to the similar specs by Kockums MV, Malmo, Sweden in 1968, measuring 11,000 gt, and 14,164 dwt, with one 80 ton, one 25 ton, eight 10 ton and twelve 5 ton derricks. In 1980 it received a similar conversion with a wider, longer forebody, emerging as a 21,609 gt, 25,078 dwt container ship. It served as TFL Adams from 1984-1986, reverting to Clara Maersk until 1988 when it was sold and renamed Yi He. It was not broken up until May 2004. 

 

Another sister of the C class was Chastine Maersk, also built by Bergens MV, but in 1968. The 10,918 gt, 14,169 dwt ship was equally equipped with a veritable catalog of cargo gear.It therefore made for an awkward container carrier.

Later in 1980 it received a similar conversion with a new 11.6 m longer forebody, resulting in a 21,609 gt, 25,007 dwt ship. Sold and renamed Hui He in 1987 it was reportedly broken up in China in 2002.
 

Maersk was regularly serving Halifax in 1970 with several similar ships, including Trein Maersk.

Seen here at pier 37, with the Canadian coaster O.K.Service XI at pier 34, they were all handling cargo the old way with slings and palettes, although modern "towmotor" forklifts had taken the place of hand carts.

Built at Maersk's company owned Odense Staalskibs AS, in Denmark, but completed by Burmeister + Wain's Copenhagen shipyard, in 1962 Trein Maersk measured 12,310 gt and 14,387 dwt. Also powered by B+W its speed was listed as 21.75 knots. It was fitted out with one 80 ton, one 25 ton, eight 10 ton and twelve 5 ton derricks. 

By 1981 Maersk became fully committed to containers and they sold the ship. It became New Stallion but only lasted until 1985 when it was broken up in China.  

 

Sister ship Thomas Maersk also dating from 1962 and 12,310gt, 14,390 dwt was built entirely by B+W in Copenhagen. Sold in 1980 and renamed Sarika B it was scrapped in Kaohsiung in 1982.

Slightly older ships such as Lica Maersk were also smaller, with five holds.

Built in 1962 by AG Weser in Bremen, it was a 6365 gt, 9725 dwt ship also fitted with tanks for vegetable oil, latex or molasses and had a similar outfit of one 80 ton, two 15 ton and twenty 5 ton derricks. It also had side doors (just forward of the "E" in "LINE" and midway aft). Its 10,000 bhp B+W, fitted amidships, gave it a tamer 17.5 knots cruising speed. Ships of this class did not make the cut when it came to the container age, and were sent directly to Kaohsiung, where this one was scrapped in 1980.

 

Maersk eventually made a successful transition to the "new normal" (although it is being challenged for the number one spot by MSC as noted in yesterday's post) and its trademark blue hulls and seven pointed star continue to be seen in Halifax and in ports around the world.

 

 

 Shipfax wishes all its readers a successful transition into 2021 and a safe and prosperous new year.

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COVID scare at BIO and CCG News

 The local newspaper reported in this morning's edition that contractors working on CCGS Jean Goodwill and CCGS Hudson exposed crew members to COVID-19 before the crews went home for Christmas breaks. The Coast Guard's response and method of communication with the crews are being questioned by the Chronicle-Herald and others.

As previously reported, the Bedford Institute, where the boats are based, is full up over the Christmas week:

CCGS Jean Goodwill, G.Peddle S.C., Captain Jacques Cartier, Hudson, Corporal McLaren M.M.V., M.Perley.

Among the ships at the base is CCGS M.Perley. It would normally be in winter layup, but a crew may be called to re-activate the ship to participate in the wreck location of the scallop dragger Captain William Saulis which was lost in the Bay of Fundy with all hands on December 15. Some debris has been found, and the body of one of the six crew has been recovered. However despite air and sea searches the wreck itself has not been located, nor the remaining crew. 

CCGS M.Perley as seen in 2018.

Built in 2012 by Méridien Maritime Réparations in Matane, QC, the 22m long, 211 gt vessel is used for nearshore fisheries research. However for this operation it would assist the CCGC North Light workboat with a Sonar search.

(Moses Perley (1804-1862) was appointed New Brunswick's Fisheries Commissioner in 1855 and was an early cataloguer of fish species in the region.)

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More MSC

 There was another MSC ship at PSA Halifax today. This time it was the eastbound MSC Lorena from Montreal on the Turkey-Canada service.

I noted yesterday that MSC is well known for using older ships, often with interesting histories. MSC Lorena however has spent its entire career with MSC. From the time it was built in 2006 by Daewoo, Okpo, it has carried the same name. The 50,963 gt, 59,587 dwt ship with a capacity of 4860 TEU, including 500 reefers, was originally owned by Compton Overseas Equities Corp. In 2016 ownership was transferred to Pegasus Carriers. These are likely investment vehicles, giving no hint as to actual ownership.

MSC, which may surpass Maersk as the world's largest container line sometime in 2021, is apparently re-jigging its Canada services again, this time combining their Turkey-Canada Express with their Canada Express 2, running Montreal, Halifax, Valencia, Sines, Halifax, Montreal. The objective is to make the Atlantic crossings at maximum draft and cargo capacity. They will top up eastbound or lighter off westbound in Halifax to reduce draft to meet seasonal requirements for the St.Lawrence River's Quebec to Montreal section. This will allow them to use their ships as efficiently as possible. (It is impractical to build wide, shallow draft vessels exclusively for St.Lawrence service, although it has been done by some other lines, such as HAPAG-Lloyd.)

The ships that MSC operates were designed for world wide trade, and to restrict them to under 12m  draft means that they are carrying far less than their ideal capacity.  This photo of yesterday's visitor MSC Rochelle shows the lightly loaded ship on the St.Lawrence River.

So far we have seen MSC Poh Lin and MSC Rochelle stop in Halifax westbound and eastbound, and it looks like we will see ships on a weekly basis into the new year.

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