Back to Belgium

 Imperial Oil stocks its Dartmouth, NS distribution facility with refined products from various sources. Sometimes that is its own refineries in Sarnia and Nanticoke, ON. With the St. Lawrence Seaway now closed for the winter Imperial has turned once again to Antwerp, Belgium where it has been meeting a good part of its local needs, year round, for the past few years. [Imperial Oil is 69.6% owned by Exxon Mobil. The company markets its products in Canada under the Esso and Mobil trade names.]

Today (January 5) it was the Liberian registered tanker Aquasmeralda arriving from the Belgian port, where Exxon Mobil Benelux operates large refinery and chemical facilities.

Immediately identifiable from the large "CHI" (Greek letter X) on the funnel, the ship is a member of the Chandris (Hellas) shipping fleet. The Chandris family has been in the shipping business since the 19th century (if not before) and has been a tanker operator since the 1920s. It now operates 33 tankers of 3.8 mn tonnes deadweight in most size ranges.

This ship was built in 2021 by Jiangsu Newyangzi Shipbuilding in Jingjiang, China to the shipyard's own account and was laid down as Yangze 18. It has typical MidRange dimensions of 29,725 gt, 50,295 dwt. Chandris (Hellas) acquired and renamed it after completion  along with another sister MR tanker, built at the same yard, the 50,315 dwt vessel now named Aliai. [Some sources term tankers of this size to be "LongRange 1", others as "MidRange 2", still others as "Handysize". In any case they are the most common size of chermical / product tanker in service.]

We are more accustomed to see the "X" funnel on ships of the Celebrity Cruise Line. The Chandris family operated passenger liners starting in 1960 and founded Chandris Cruises in 1977. In 1988 they renamed the operation as Celebrity Cruises, then sold it to Royal Caribbean Cruise Lines in 1997. Celebrity has maintained its identity within the publicly traded Royal Caribbean Group and still carries the highly recognizeable "Chi" funnel mark on ships such as Celebrity Summit a frequent caller in Halifax during cruise season. Chandris has no role in operation of Celebrity Cruises.

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Colour it Red

 

It was made official today (January 5) that Irving Shipbuilding Inc (ISI) will build two Arctic Offshore Patrol Vessels for the Canadian Coast Guard. The government originally announced the two ships in May 2019 as an "add on" to the six Harry DeWolf class Arctic Offshore Patrol Vessels already under construction for the Royal Canadian Navy (subject to an agreement on terms.) The two ships were awarded to Irving's Halifax Shipyard as a stop gap to keep the yard fully operational and fully staffed after the DeWolf  ships were completed and before construction could begin on the new frigate construction program.

The government has now signed the construction contract for $1.6 bn allowing the shipyard to complete design work and begin cutting steel. There will certainly be many differences with the CCG ships - not just red paint. Crew quarters will have to be to a civilian standard and the ships will need to accomodate different helicopters. Most systems will be quite different, and then there is the question of weapons. Will these ships be combat ready "military grade" ? Only fisheries patrol vessels in the CCG are currently armed, and the crews are civilians. When they are required to conduct some policing operations they embark RCMP officers. They also co-operate with other government civilian services with policing mandates such as Border Services and the Food Inspection Agency.

How the Coast Guard will use the vessels is the question. They will likely assign one to each coast as the CCG currently has very limited space at its east coast bases. The navy had to build a new pier for the DeWolf ships, so I expect a new pier will be needed at the BIO Coast Guard base in Halifax - although there may be political pressure to base the ship(s) in St.John's, using the same faulty logic that sent the CCGS Terry Fox and Louis S St-Laurent from Halifax to Newfoundland.

The DeWolf ships are not heavy icebreakers, nor particularly fast for patrol duties - both part of the CCG's mandate. As Fisheries Patrol and Search + Rescue ships, they may be less than ideal. However Halifax Shipyard is supposed to be the Combatant shipbuilding specialists, and sovereignty patrol is the mandate of the RCN.

In the current era of inflation and supply chain issues the predicted cost is probably very optimistic. However they should be cheaper per ship than the RCN vessels, being at the top of the learning curve - even if they are military grade. The delivery dates of 2026 to 2027 also sound optimistic.

ISI states that they will be able to increase their work force by 500 from the current 2300 workers. The two extra ships were originally justified only to be a stop gap to maintain the skilled workforce. This sounds more like a ramp up to frigate construction by training new people on the CCG ships - that also means they would need to be working on military grade systems and methods.

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A bit of everything - Part 2 (Revised)

 Thanks to its strategic location just off the North Atlantic Great Circle Route, Halifax has been a convenient port of refuge for centuries. However the number of casualties arriving in port has declined over the years as ships have become safer and navigation aids such as radar have reduced the numbers of collisions and groundings. That the port is ice free also means that ships can call in Halifax no matter the time of year.

Today (January 4) marked the arrival of a damaged ship in tow - the first in many months. The bulk and general cargo ship Ale has had a difficult few months in Canadian waters, although its first trip went off well in the spring.

Built in 2012 by Taizhou Shinfu Engineering Co in Taizhou, China, the 13,579 gt, 17,074 dwt ship, equipped with three 30 tonne SWL cranes, was named Raba by Polska Zegluga Morska PP, "Polsteam", and was a Great Lakes caller under that name. It was aquired by Oslo Venture Pte Ltd and renamed in 2021, and continued its Great Lakes trading this year.

 The ship arrived in Canadian waters in late May and made its way up the St.Lawrence Seaway system May 26 arriving in Chicago to unload on May 30. It then sailed for Thunder Bay where it loaded June 6-7 then sailed out of the Seaway Jun 11, passing Montreal June 12. I picked up its trail again in late August when it sailed from Italy, passing Gibraltar August 31. It apparently stopped in Safi, Morocco from August 31 to September 2, then made for Long Pond, Newfoundland.

On September 14, while backing into the harbour, the ship found bottom and incurred hull, rudder and prop damage. After re-anchoring the ship was boomed off when a light sheen was detected in the water. On September 30 the tugs Atlantic Fir and Atlantic Larch sailed from Halifax for Long Pond and on October 4 had the ship in tow for the Verreault Shipyard in Méchins, QC [the shipyard was recently acquired from the Verreault family by Groupe Océan but has not changed its name.]

The ship entered Verreault's large graving dock on October 10 where it was determined that temporary repairs could be made that would allow the ship to be towed to Europe for permanent repairs.The Italian tug Kamarina was engaged for the tow, and it sailed from Rotterdam November 29, reaching Méchins December 12.

While leaving the drydock on December 17 the Ale found the bottom again. It was freed * with the assistance of shipyard tugs and the tug l'Anse du Moulin from Baie Comeau - and it was towed across the river to the sheltered harbour of Baie-Comeau where it was prepped for the ocean tow. (Kamarina sailed over to Baie-Comeau on Decmber 23.)

Kamarina, with  Ale in tow sailed from Baie-Comeau December 27, destined for Setubal, Portugal, but apparently encountered some adverse conditions in the gulf where one penant of the tow line parted. Since it was not possible to reconnect the tow while underway, and with ice building in the Gulf, it was decided (or ordered) to re-route to Halifax.

Tug and tow arrived off Halifax last night and with the assistance of three harbour tugs, made fast at Pier 9C. Although the Ale has crew aboard, and operational auxiliary power,  it is not able to use its main engine and may be difficult to steer.

Today it was possible to see the ship and the towing arrangements.

The anchors had been stoppered off and the anchor chains re-rigged through fairleads, port and starboard. The two sections were then lead forward and yoked together with what is termed a fishplate, connecting with a single wire to the tug's towing winch. Also a light weight emergency line was rigged from the centre fairlead in the bow, looped along the side of the ship (shows in white) and connected to an insurance line to be towed astern and buoyed at the end with a float. In case of the entire main towline parting, the tug can grapple the insurance line and retrieve the light weight emergency line which is connected to a heavy secondary tow line stowed on deck forward.

A file photo of a fish plate - fully rigged - may assist in deciphering the above description:

A close up view shows several people forward working on deck, and heavy chafe marks on the hull where the anchor chain was rubbing from its fairlead. The anchor line is hanging over side from its fairlead (above the "A").

 It appears to be a text book exaple of how to rig a tow, but nothing is 100% weather proof.

The tug Kamarina, dating from 2010 when it was built by Rosetti, Ravenna, is a 8,518 bhp, 123 tonne Bollard Pull anchor handling tug supplier, operated by the large Italian operator Augustea.

What with all the machinery unloaded at Pier 9C yesterday by Asian Destiny (see previous post) it was not possible to get a full view of the tug.

 

The Ale as Raba has had previous grounding experience. On July 5, 2018 it went agound shortly after leaving Liebaja, Latvia. In that incident there was no leak and no serious damage.  However its several years of service to the Great Lakes was apparently free of incident.

*2023-01-05 Revision  I have received comment that the ship did not touch bottom at Méchins. This clearly conflicts with a previous report . It appears that shipyard tugs may have lost control of the ship due to high wind while waiting for the tug l'Anse du Moulin to arrive from Baie-Comeau. Therefore in the interest of correct information, I will await reliable news and have crossed out the "found bottom again" statement.

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A bit of everything

 The Port of Halifax carries out many types of business from containers and RoRo, to break bulk and bulk, but also as a conveniently located ice free and sheltered harbour just off the North Atlantic Great Circle route, it welcomes ships that have had misadventures and need a place to make repairs and get straightnend out again.

Today, January 4, saw ships of most of these categories:

Conti Courage arrived from India via Suez, with recent stops in Haifa and Valencia on MSC's Indus Express service. Built in 2005 as Hatsu Service by Samsung Shipbuilding + Heavy Industry Co, Geoje, it was renamed by Conti Lines in 2017. The 90,449 gt, 106,984 dwt ship has a capacity of 8084 TEU including 700 reefers. The ship is a first time caller in Halifax, and tied up at PSA Atlantic Hub, Southend Terminal.

A regular caller in Halifax on THE Alliance's EC5 route, the Hyundai Faith arrived at PSA Fairview Cove and experienced very calm conditions in Bedford Basin.

 Hyundai Faith is a 8562 TEU ship built in 2008 by Hyundai Samho. At 94,511 gt, 98,967 dwt, it is among the largest pure container ships to call at Fairview Cove. (The ACL Con Ros are larger)

Roll on Roll Off is very big part of the port's business and it consists of two types of cargo. One is automobiles, most of which are imports from Europe to CN Rails's Autoport facility in Eastern Passage. (Cars are also imported and exported at Fairview Cove, with a few exports at the deep water piers.) (Cars are also shipped to Newfoundland from Autoport.)

Today's caller at Autoport is the car carrier Asian Dynasty.

The 55,719 gt, 21,224 dwt ship is among the smaller auto carriers with a capacity of 6,450 CEU. Built in 1999 by Hyundai, Ulsan in operates for Eukor Car Carriers, and is managed by Wilhelmsen Ship Management (Korea) Ltd. 

Yesterday the ship was at Pier 9C  where it off loaded a large consignment of industrial vehicles and machinery before moving to Autoport last evening..

Unlike most Eukor ships it is registered in Korea and carries its name both in Korean and English on the bow and stern. Signage above the ship's stern ramp declares a SWL of 150 tons. (Korea uses the metric system.)

The Transport Desgagnés general cargo ship Rosaire A. Desgagnés arrived at daybreak this morning and requested anchorage in the lower harbour. The ship normally spends half the year on northern supply work, then in winter it is chartered out to Briese Schiffahrts to operate internationally under Barbados flag, and with an international crew. That appears to be the pattern again this year, with the ship transferring from Canadian to Barbados registry in early December in Montreal and sailing to El Ferrol, Spain. The reason for its return to Canada is unclear. (I have a theory, that someone needs a heavy lift, but it would involve returning the ships to Canadian flag).

The ship was built in 2007 by Jiangzhou Union, Ruichang, China as part of a large order for the German company Beluga. A 9611 gt, 12,776 dwt vessel it is equipped with two 120 tonne SWL cranes that can work in unison for a 240 tonne lift. When the Beluga company failed, also in 2007, the ship, which was named Beluga Fortification, and two sisters, Beluga Festivity and Beluga Freedom were aquired by Transport Desgagnés. The latter two became the Sedna Desgagnés and Zelada Desgagnés. respectively.

"Casualties" are rare sights in Halifax these days, but today's arrival is a first in many months. It will be subject of a following post.

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Who Guards the Coast

 One of the responsibilities of the Canadian Coast Guard is the maintenance of aids to navigation (known as Navaids) such as buoys and various shore installations including lighthouses and range markers.

 Different coloured buoys, usually illuminated, and lighthouses with lights that flash in unique patterns are among the Navaids that mark channels and assist mariners in safe navigation.

Ships entering ports such as Halifax rely on these various devices to assist their masters or local marine pilots for safe navigation by identifying the shipping channels. Even if the ships are equipped with highly sophisticated radar (and not all ships have up to date equipment) or have access to satellite navigation, these do not always work. In that case the ships must rely on the visual characteristics of the navaids, such as colour, frequency of flashing lights and relative position. This is made more diffficult at night when the background lights of the city can make the navaids hard to see.

Most landfolk may not be aware of shore based Range Light markers that align with shipping channels. One prominent one is located in Dartmouth, not far from the Macdonald Bridge, on very high ground in Sinnot Hill Park, above St.Paul's cemetery. There is a fine look off there with a view all the way out to sea, but few people would actually be aware of the name of the park (I wasn't) or the tiny old cemetery.

Fewer still may be aware of the Inner Range Light marker, which aligns with another marker on Georges Island.

It allows ships to line up with the main shipping channel in the harbour and is illuminated at the top with a slow flashing light. It is not hard to understand that light from other sources might well make this marker difficult to see at night, and only the regular flashing light on top would make it stand out.

 The Metropolitan Place - former Holiday Inn building in the background, might also make a difficult backdrop.

There is another such marker farther out toward the harbour entrance - this one located on the grounds of the Damage Control School (naval firefighter training facility) near Sandwich Point.

Situated just off John Blackett Drive (highway 253) between York Redoubt and Herring Cove, the Sandwich Point range light marker is highly visible on shore. However it is not so visible at night as its illumination has been out of order for at least three weeks according to reports I have received. Apparently the Coast Guard does not have an operating reporting system for defective navaids, nor the resources to repair faulty units.

Navaids may be critically important at some point, and they must be reliable to be of use for their intended purpose. That is to keep ships and sailors safe and by inference, the environment of the harbour.

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Onego Wisla

 The Dutch based Onego Shipping + Chartering B.V. is better known in Halifax for bringing in steel rail from Poland. The company has long term contracts for many bulk cargoes and offshore equipment. Most of their twenty or so ships are in the 8,000 to 11,000 dwt range and are fitted with cranes - some heavy lift. Today (January 3) saw the arival in Halifax of their largest ship Onego Wisla.

Built in 2012 by Taizhou Sanfu Ship Engineering Co in Taizhou, China, it is a 13,579 gt, 17,096 dwt vessel with three 30 tonne SWL cranes. Originally named Ina it was owned by the Polish company Polska Zegluga Morska (POLSTEAM). In February of 2022 owners became the Dutch company Onego Wisla BV and the ship was renamed Onego Wisla. (Wisla is a river and a town in Poland.)

The ship sailed from Spain in early December and called in Houston (where Onego has an office) Dec 18-22, then in Altamira, MX December 25-27. On arrival in Halifax it anchored in the lower harbour and was met by officers from the Canada Border Services Agency. (They boarded using their boat the "Bob Annand").

After only a few hours at anchor the ship sailed for Sheet Harbour, NS. Presumably the call in Halifax was for border clearance, which saved the agents a 200 km round trip by road to Sheet Harbour. It also embarked a pilot in Halifax for Sheet Harbour.

In April 2022 the growing Quebec-based terminal operator QSL [former Quebec Stevedoring Ltd and several recent acquisitions] took over management of the port, which is owned by a Nova Scotia government agency. The Port of Halifax Authority had managed the port for ten years. Sheet Harbour has facilities to handle bio-mass export (wood chips or pellets) and many other bulk commodities. 

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Federal Dee - updated

Ships from Fednav are only occasional callers in Halifax these days, but were once regulars. The Montreal based company is probably the largest user of the St.Lawrence Seaway system, with a constant stream of ships trading into the Great Lakes on their Federal Atlantic Lakes (FALL Line) service. With official closing of the Seaway locks for the season on January 1, and substantial ice build up on the St.Lawrence River it is perhaps not unusual that a Fednav ship requiring servicing would call in Halifax where there is no ice. 

Today's (January 2) arrival is the much travelled Federal Dee coming to rest at #4 anchorage in the lower harbour.

It was soon attended to by the workboat Allen Clipper for some underwater work.

The ship was built in 2018 by Oshima Shipbuilding in Saikai, Japan as one of a series ice class 1C ships of 20,763 gt, 34,564 dwt, equipped with four 35 tonne SWL cranes. Built for Fednav ownership and commercial management, the Federal Dee is under the technical management  of Anglo-Eastern Ship Management.

It is interesting to trace the ship's movement over the past several months. It arrived on the Geat Lakes in late May and unloaded at Oshawa, Hamilton, Port Colborne and Windsor, sailing outbound from Montreal June 20. I have not traced the ship during July, but it was reported in Greece in early August, then passed through the Suez Canal to Saudi Arabia and on to Somalia by the end of August. 

It was next reported at Richards Bay, South Africa from November 2 to 10. While there it loaded a cargo of 19,651,004 kg of titania chloride slag likely in bulk. It was then reported off Cape Town November 23 and Santa Cruz de Tenerife November 27. It arrived at Trois-Rivières, QC December 8 where it unloaded some cargo and sailed December 14. It made its way up through the Seaway to arrive in Ashtabula, OH on December 19 where it unloaded the rest of its cargo at Kinder Morgan's Pinney dock. Sailing December 21 it cleared the Welland Canal December 22. but was held up in western Lake Ontario December 23-25 by the huge blizzard. Underway again December 26 it was downbound in the Seaway December 27. It went to anchor off St-Zotique December 27 and 28 awaiting ice clearing operations in the South Shore Canal - the Beauharnois to St-Lambert section of the Seaway - finally passing Montreal December 29. It did not stop again until reaching Halifax.

The ship appears to be in ballast, and so far has not indicated its next port of call. Update On departure the ship gave Sao Luis, Brazil as destination. The port has a large aluminum smelter (60% owned by Alcoa) and an iron pelletizing operation run by Vale.

Underwater work could include hull cleaning, prop adjustment or maintenance of through-hull fittings, all of which can be carried out in Halifax while the ship remains afloat. The boat Allen Clipper carries  machinery on its deck which appears to be used for hull cleaning.

 

The Allen Clipper was buiilt by Atkinson's Harbour Craft, South Side, Cape Sable Island in 1989 and operates out of Eastern Passage. It shares lines with many traditional inshore fishing vessels known as "Cape Islanders". As with modern versions of the craft its hull is FRP built on a mould.

 

 

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