Another historic shipping line

Among the best known names in shipowning. J. Lauritzen is rarely seen in Halifax, although it was once a familiar (and sometimes controversial) one.

The Danish shipping company J.Lauritzen was named for Jorgen Lauritzen, the father of founder Ditliev Lautitzen, who was a timber merchant importing products from Norway. Ditliev had not reached the age of 25 (then the age of majority) and could not legally found a firm in his own name, so used that of his father instead to start his own shipping business. This all took place in 1884 and the company still goes by the name to this day.  Over the subsequent years the company grew to become a major player in many branches of shipping including tankers, reefers, general cargo, the offshore and polar navigation.

Now the company is focused on bulk carriers and small gas tankers, although it has other smaller interests too, including ferry operator DFDS. With more than 60 bulkers in its fleet, it is a major player in the world market. Its 31 gas carriers make up 4% of the world's fleet.

Today's arrival, Indian Bulker, is a modern handysize ship of 23,232 grt, 37,717 dwt, built in 1917 by I-S Shipyard, Imabari, Japan for anonymous Japanese owners registered in Panama. It can carry grain, cement in bulk and timber, among other commodities.
 

 
It is on long charter to J.Lautitzen and wears the traditional red hull with familiar funnel marking, hull banner and logo.

 

The ship loaded its cargo in Sorel, QC to maximum freshwater St.Lawrence depth and is here to top up. It is equipped with four 30.5 tonne cranes, but these will not be needed for loading, since the cargo will be delivered by spouts from the grain gallery at pier 28.



The J.Lautitzen company's connection to Halifax goes back to World War I days when its ships were occasional visitors. During World War II several of their ships spent time in Canadian waters. Randa was in Sydney, NS in 1940 when Germany invaded Denmark. The ship was taken over by the Canadian government and operated by CNR for a time. It survived the war and was returned to Lauritzen.

Australian Reefer was one of more than 30 Danish ships in the United States in 1940. Most were taken over by the US government. This one was renamed Pontiac and spent most of the war shuttling between Norfolk, Boston, Halifax, Sydney and Argentia, NL (with side trips to the Caribbean and Iceland). On her last trip in 1945 she was holed by a loose paravane and beached in shallow water near Halifax. The ship was raised, repaired in Halifax and returned to the US but was laid up and never sailed again.

And finally Nora was taken over by the US in 1940, renamed Halma, and was en route Boston to Greenland via Halifax when it was torpedoed and sank off Halifax June 3, 1943.

The story continues in the early 1960s when Lautitzen's ice strengthened ships made winter navigation to Montreal a reality. Helga Dan arrived in Montreal March 12, 1962 setting an early season record. Fleetmate Thora Dan arrived February 28, 1963 and Helga Dan arrived January 4, 1964 and January 1, 1965 - essentially making  Montreal a year round port (for certain ships.)  Prior to this the St.Lawrence was closed to winter navigation from December to April and all its traffic diverted to Halifax or Saint John, NB or even to New York. This meant a lot of work for the Port of Halifax, even though Montreal longshoremen came to Halifax to work in the winter.

Helga Dan 3884 grt, built in 1957 was sold to Cyprus flag owners and renamed Mistsa K. in 1974. Following a grounding in the Bosphorus  April 4, 1982 it was sold for breaking up (oddly) in Greece.
Thora Dan 4014 grt, 1956 was sold to the same owners in 1974 and renamed Elias K. It was broken up in Bomaby in January 1979 following a fire off Madras in November 1977. (Both had been sold on to other owners, but not renamed by the time they were lost.)

When the St.Lawrence opened up, many thought it would be the death knell for Halifax as a port -particulary certain politicians, who objected to federal government icebreaker assistance-  but the coincidental development of containerization saved Halifax from the predicted oblivion.

J.Lautitzen first built ice class vessels for winter Baltic navigation to Finland, but soon augmented its fleet with stronger ships to be able to sail to Greenland with general cargo and return with iron ore. The ships' capabilities became well known and they were hired for various polar expeditions both to the Arctic and Antarctic. To improve visibility in ice the ships were painted red, now a tradition with the company even though they exited polar work in 1987.


Due to their capabilities in ice several Canadian shipowners acquired J.Lauritzen ships for their fleets. Chief among these was Karlsen Shipping Co of Halifax, an offshoot of the Aalesund, Norway firm of Martin Karlsen. The Halifax company was involved in fishing, whaling and sealing and provision of research ships. The parent firm acquired one of Lauritzen's first polar class ships Kista Dan (and their first ship to be painted red) built in 1952. Renamed Martin Karlsen in 1966 it was brought to Canada in 1968 and participated in the seal hunt and numerous research trips.

In 1979 it was sold to another legendary shipping name, Bowring Steamship Co Ltd of London.
Renamed Benjamin Bowring it served as support vessel for the 1979 British Transglobe Expedition to circumnavigate the globe via the South and North Poles. It became Arctic Gael in 1983 and Olympiakos in 1984. After decade or more laid up in Syros, Greece, it was finally scrapped in Aliaga in 1998.

Karlsens also bought the Varla Dan. A 2354 grt general cargo vessel built in 1960 it was heavily ice strengthened. It had been sold in 1970 to other Norwegian owners and renamed Warla before Karlsen's bought it in 1972 and renamed it Minna. On August 8, 1974 it went aground on a rock pinnacle off Resolution Island in Hudson Strait while on an oceanographic survey. Overcome by heavy weather it slipped off, broke its back and sank before salvage operations could begin.  [Regrettably I have no pictures of this ship.]

Chimo Shipping of St.John's purchased the 2353 grt Perla Dan in 1971. They renamed the 12 year old ship Percy M. Crosbie. After Chimo went out of business Boréal Navigation of Quebec bought the ship in 1981 and renamed it Baie James As the name would imply it was put to work on northern supply but was sold later the same year and became the Panamanian Mothi. It was arrested for wages in 1983, sold at auction in September 1984 and promptly sank in Cuddalore, India in December.

Ritva Dan 3065 grt of 1961 was another polar class vessel acquired by Canadian owners. Transpolaire Ltée of Montreal bought the ship in 1973, renaming it Kakawi. It only lasted a short time in their ownership and was sold to and Egyptian owner in 1975 and renamed Kuwait. Some time later it was beached on Alexandria port mole and remained a derelict for many years.

Perhaps not as relevant, but certainly with a Canadian connection was the collision between Chilean Reefer and Cape Breton Miner in the River Scheldt April 4, 1965. The 'Miner rammed the 'Reefer, which was loaded with bananas, piercing it with the bulbous bow and flooding number two hold, the engine room to the top of the engines, and the shaft tunnel. Remarkably the 'Reefer was beached, salvaged, towed to Hamburg, repaired and returned to service. No word on the bananas.

Despite the large amount of reefer traffic in Halifax in the 1980s I do not recall seeing a J.Lauritzen reefer here.

Although it did not come to Halifax as a Lauritzen polar vessel, the Sirpa Dan called here many times in its second and third careers. Built in 1962 as a 1725 grt, 2325 dwt general cargo ship, it was sold and in 1968 converted to a cable ship, renamed Northern. It was fitted with bow sheaves and all the usual cable ship gear. It worked for the Great Northern Telegraph Company, and called in Halifax frequently. The ship's dramatically cut away icebreaking bow (below the waterline) must have made it difficult to manoeuvre, so a bow thruster was also added.

The ship passed on to Cable + Wireless (Marine) Ltd in 1988 and in 1990 was converted to an oceanographic research ship and renamed Ocean Surveyor. It also called in Halifax under that name - minus the bow sheaves but with other added gear. It may also have been involved in seismic work.
Louis Dreyfus took over ownership in 1995, retaining the name, and finally sold the ship for scrap in Aviles, Spain in 2000.

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New ship - Lydden

The autocarrier Lydden arrived this morning, its first call in Halifax,.The sip was delivered by builders Shin Kurushima, Onishi Japan in late March of this year, so is virtually brand new.

The ship is operated by Zodiac Maritime Ltd, one of  fifteen PCTCs in its fleet. Lydden is a 72,684 grt, 18,168 dwt ship with a capacity of 7429 CEU.  Zodiac, based in London, has named some of its ships for car racing circuits in England, of which the hamlet of Lydden is one.

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Arica sails

The debut of the container ship Arica on Maersk CMA/CGM's Canada Atlantic Express yesterday was extended through to today. The ship sailed early this afternoon, after undergoing some maintenance. There were divers working on the ship yesterday, and that may have continued today. The ship was "redlined" on the Atlantic Pilotage website when it arrived, meaning that it has some sort of deficiency - such as a non -operational bow thruster. There was no redline when it sailed today.

There was a moment of low drama surrounding its departure however, when the pilot alerted the attending tug Atlantic Willow that the crew had lost their basketball over the stern. 

The pilot boat hastens after Arica on an important mission.

The tug was unable to retrieve it, but the pilot boat did succeed in retrieving the errant orb and it was returned to the ship during pilot disembarkation.

Crew members make preparations to receive their basketball - and oh yes, to disembark the pilot.

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General Steam Navigation - a dip into the shoe box

While digging through the shoebox(es) the other day for photos of Salén ships [ see  Shipfax May 31  ] I came across one image that reminded me of  all the former British coastal cargo vessels that came to Canada in the 1960s.

Salén's Ariel at pier 37 (right) with the Canadian Naval Auxiliary tug Riverton heading to sea with a gunnery target in tow, and the coaster Twillingate working cargo at pier 33.

[Ariel built by Eriksbergs in 1964, 7997 grt, 8230 dwt

[78: Ariel I, 81: Athos I, 84: Pathos, 84: Yukon Reefer, broken up Gadani Beach 1984] 

Until the late 1970s general cargo for Newfoundland went via rail car or truck on the Canadian National Railway ferries, or as break bulk on general cargo vessels. CNR chartered those vessels from a wide variety of owners, who also found other work for the ships from time to time, carrying seasonal cargoes, such as potatoes, to the Caribbean or coal from the Sydneys to Newfoundland.
Most of the CNR cargo went via North Sydney, but some went through Mulgrave and Halifax, particularly during the ice season (late December until sometimes as late as May), as did some of the seasonal cargoes.
 
 After World War II steel hulled cargo ships began to displace the wooden schooners and general cargo ships, since they were limited in size to about 100 gross tons. Britain was the obvious source for steel ships, and dozens ended up in Canadian waters.  No less than eight of them came from the General Steam Navigation Co.

The General Steam Navigation Co (GSN) was founded in 1821 and became part of P+O in 1920. Its main areas of trade were cross channel from London to France, Belgium, Holland and Germany but also operated excursion steamers on the Thames. Many of their ships were lost in World War II, but were quickly replaced and as freight patterns changed in Europe many of those war survivors or early post war replacements became available.

In no particular order, here are the ones that I remember seeing:

Clyde

Hirondelle was built in 1950 by Henry Robb, Limited of Leith, Scotland  with a grt of 757 and 785 dwt. At 208'-6" x 36'-0" it was of an ideal size for getting in to outports. In 1966 Lake Shipping Co Ltd bought the ship and renamed it Clyde for company founder Harold Bertram Clyde Lake (1884-1965), founder of H.B.Clyde Lake  Ltd. The company was Newfoundland''s largest salt fish processor and was also involved in various fishing and marine related businesses, originally in Fortune Bay, in what became the Lake Group and eventually Fisheries Products Ltd.

 I include this poor photo because it shows the ship, essentially unchanged from its GSN days.  Note  the masts mounted in tabernacles. These allowed the ship to lower its masts to reach inland ports in  Europe, but were probably never used in Canada.  In this photo it is working CN cargo at Pier 9B.

 In addition to working for CNR, the ship carried company cargoes and worked as far south as South America and to Montreal. The (Federal) Minister of Transport hired the Clyde for northern supply work (I have record of it doing this work in 1969).

Loading general cargo at Pier 33.  

The ship was eventually laid up in Sydney, NS and sat idle there for  many years until 1984 when the City of Sydney advertised for its removal as a derelict. It arrived in Halifax late in 1985 and was used as a naval gunnery target until it failed to return to port after one exercise in April 1986.

Amid the ruins of the Sydney Engineering and Drydock Co, the Clyde was soon to be declared a hazard and unsightly by the City of Sydney.

Sarah

Another acquisition by Lake Shipping was the Gannet, built in 1956 by the Grangemouth Dockyard Co. but along the lines of  a miniature general cargo ship. Measuring 923 grt, 955 dwt, it was 232'-5" long x 37'-1" wide it had some supplemental lifting capacity, with a 15 ton capacity "jumbo" boom forward and had some refrigerated holds. 

Lake Shipping renamed the ship Sarah after Sarah Valetta Spencer (1883-1962), wife of H.B. Clyde Lake.
After a period laid up in Sydney it was sold in 1984 to Anguilla Marine Transportation, and the Canadian registry closed July 4, 1984. The ship was wrecked in Road Bay, Anguilla, November 7 of the same year.

Glencoe

D.Frampton and Company Ltd of St.John's acquired GSN's Teal in 1963. It was a 1148 grt ship built by Goole Shipbuilding in 1947. Renamed Glencoe it followed the usual pattern of trade for CNR and tramping.

It lasted with Frampton's until 1986 when it was sold to Haitian owners and renamed Jehovah Star. It ran aground in Miami in November 1987, was detained in port and forced into layup. In 1988 it became Etoile de Bethlehem under Honduran flag. In 1989 there was a report that it was to be renamed Ayatollah but this religious conversion was never registered and instead it was renamed Iron Maiden also under Honduran flag. Its story after that becomes murky and it was finally deleted by Lloyd's Register in 2012.

Loading potatoes in March 1970.

An article about GSN ships in Shipping Today and Yesterday in February 2004 describes the accommodations of the ship:
"In the bridge accommodation were the Master's quarters which included a dayroom and a separate toilet, and there was accommodation for two pilots. There was also the cabins for the Chief, Second and Third Officers and the wireless operator, and an officer's smokeroom amidships with sidelights in the bridge front.
"In the poop was the accommodation for the Chief, Second and Third Engineers, the Chief, Second and Third Stewards as well as the dining salon and the POs' and crew messrooms. The engineers', stewards', POs' and crew washplaces were also located in the poop.
"The POs' and crew rooms were situated on the main deck forward and abaft the engine casing.
"All the crew were accommodated in single berth cabins."
I make this a crew of about 18 to 20. These would be unheard of manning levels under Canadian operation. They likely operated with 12 or fewer.

Twillingate

GSN's Corncrake, another product of Henry Robb in Leith dated from 1946. At 640 grt and 797 dwt, and 192' x 33' it was built to the typical pattern of island bridge and engines aft. Its original Newbury engine was replaced in 1952 with a 6 cyl Masch. Kiel of 750 bhp.

H.W.C.Gwillett bought the ship in 1967 and named it Twillingate for the small Newfoundland port, which was his home. It sailed north for the Department of Transport in 1969 and was reported in Quebec City loading scrap in 1979.  
The ship sailed for Gwillett until 1981 when it was sold and reflagged to Panama by GVN Corp, with the unlikely address of Lakeland Medical Corp, Lakeland Blvd in Euclid, OH.  Nothing further is known of the ships and it was deleted from Lloyd's Register in 1999.

Ile de Saint Pierre

Although never a Canadian ship, the former GSN Sandpiper should be included in the list. Another hull from Henry Robb of Leith, it was an engines amidships type of 1324 grt, 802 dwt. In addition to the six 5 ton derricks it carried a 15 ton jumbo forward. As built it was classed as ice strengthened by Lloyd's.

The French Government (Territoires d'Outre Mer) acquired the sip in 1967, and renamed it Ile de Saint Pierre for work between Canadian ports, chiefly North Sydney, NS, and St-Pierre et Miquelon. When Sydney harbour was ice clogged, it ran from Halifax.  In 1976 ownership was changed to Armement Paturel Frères of St-Pierre, but the ship carried on in the same trade until 1981 when it was replaced by the new ship Langlade.

 It was then sold to Greek owners as Alinda, then under Panama flag to Greek owners as Katia K. in 1982. It was laid up in Saudi Arabia with UAE owners in March 1983 and arrived in Gadani Beach as Voyager II under Panama flag April 18, 1983, where it was broken up.

Dunure

GSN's Kingfisher was an engines aft coaster of 493 grt, 517 dwt. At 170' x 27'-1" it was a much smaller vessel than the others. Built by Henry Robb of Leith in 1944 to a pre-war design it originally had a British Polar engine.

Puddister and Bennett of St.John's bought the ship in  1966 and renamed it Dunure in honour of the Bowring company's last sailing vessel. They re-powered the ship in 1974 with an 850 bhp Cat engine. Owners were re-styled Puddister Shipping Ltd in 1976. After period of layup the ship was taken to sea and scuttled December 15, 1983.

Oriole

A near sister to Kingfisherwas Oriole, built by Henry Robb in 1939. It measured 489 grt 564 dwt and was 169'-1" overall x 27'-2" breadth. It was built with a 560 bhp, 6 cylinder British Auxiliary engine.

It was purchased from GSN in 1962 by Capt. Laurent Gagné of Matane, QC, and renamed l'Oriole. However Capt. Gagné had a change of heart and sold the ship soon after its delivery to North Sydney. The new owner, Euclide Bouchard of Petite-Rivière-St-François, QC kept the name until 1964  when he changed it to Cécilienne Marie. With the formation of Bouchard Navigation the name was shortened to Cécilienne in 1967. Although the ship was intended to work for CNR it did all kinds of other work on the St.Lawrence River, including carrying pulpwood and ran into the Great Lakes.

In St.John's with fleet mate Marine Caster, and in the left background, the laid up Glencoe.

The ship was laid up in its owner's home port during 1969 and 1970 while the company was liquidated. In 1970 Puddister Trading Co Ltd of St.John's acquired the ship from the receivers and renamed it Marine Trader. It served them for a few years but was eventually laid up in St.John's.

In 1983 it was sold to Inversiones Borman SA and renamed Mayan Trader under Panama flag. In 1987 it became Gonaives Trader under Honduran flag for Pierre A. Simbert of Haiti. Then in 1991 it was renamed Notre Dame de Lourdes by the same owner.
On December 31, 1990 the ship was lost off Cuba. Of the six crew only two were rescued and one of them subsequently died in Cuba.

These ex GSN ships served a useful purpose, but CNR morphed into CN Marine and eliminated break bulk cargo in favour of RoRo and independent container services were introduced to Newfoundland. Once the CN cargo dried up there was little work left for the ships, and they were eventually sold off.

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Early Riser Rewards + supplement

All of today's scheduled arrivals happened in the early morning. The first, CMA CGM Thames was due at the pilot station at 0430 and Heritage Leader at 0530. These were well before first light, but I did manage to catch them after they were alongside.

CMA CGM Thames is an impressive split superstructure vessel of 9365 TEU, built in 2015 by Dalian Shipbuilding Industry Co., measuring 95,263 grt, 113,800 dwt.

It made its first call here on June 17, 2017, and is one of 17 ships that maintain the Columbus JAX service. Some ships have been replaced in the rotation recently and the new ships are expected in early July. CMA CGM Cochin and CMA CGM Chennai are fresh from the builders, and measure in excess of 112,000 grt.

Heritage Leader tied up at Autoport. The 6700 CEU ship is owned by Ray Carr Carriers and is on charter to NYK Lines.

 The 58,767 grt, 20,434 dwt ship was built in 2011 by Hyundai, Mipo. According to my records this is the ship's first call in Halifax since 2015.

Next in, after sunrise, was the coastal and bunkering tanker North Atlantic Kairos for Wilson's Fuels at pier 9. In addition to supplying its local service stations and furnace oil customers, Wilson's also provides fuel to the supply vessels supporting BP's offshore exploration. (Whether for their own use or for the drill rig West Aquarius I am not sure.)

 From its base at the North Atlantic Petroleum refinery in Come-by-Chance, NL the tanker provides a bunkering service to in Placentia Bay and makes occasional coastal trips.

A first arrival in Halifax is the container ship Arica for Maersk / CMA CGM's Canada Atlantic Express. As the usual ships go into major inspections and drydocking, the operators have introduced this ship to try to keep up the schedule (which has been in disarray in the past month).

Zhejiang Yangfan Shipbuilding Co Ltd in Zhoushan built Arica in 2007 , but soon after delivery it was renamed Maersk Jakobstad for a five year charter. In 2012 it reverted to its original name for owners, part of Reederei NSC Schiffahrts of Hamburg.
 

The 32,901 grt, 35,359 dwt ship has a capacity of 2797 TEU, including 746 reefers, and is fitted with a trio of 40 tonne cranes. Unusual for container ships of its size, it has no cargo space aft of the accommodation.

Also arriving this morning was East Coast for Irving Oil. Since it is all I can do to be in one place at a time, I did not photograph this ship - this time.

For this morning's only departure - see Tugfax

Supplement:
Not all arrivals were early. Late this afternoon, when the tanker Mahadah Silver  sailed another ship with Arabian roots arrived to take its place at Imperial Oil dock #3. Jinan flies the flag of Qatar for its owners Qatar Shipping Co. Its cargo for Imperial however was loaded in Port Neches, Texas. Jinan is an island off the western coast of the Qatar peninsula.

The handysize tanker of 25,408 grt, 40,232 dwt was built in 2003 by ShinA Shipbuilding Co, Tongyeong, South Korea. Judging from its immaculate condition however, it must have been drydocked very recently. Note also the symbols for no less than 15 cargo manifolds painted on the hull amidships.

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Algoma Integrity is back

Algoma Integrity arrived just at dusk this evening for another load of gypsum. It went to anchor in Bedford Basin however as the Rt Hon Paul E. Martin is also due late this evening and it will load first,

As mentioned last time, Algoma Integrity is extremely seedy looking (especially compared to CSL Frontier), so it is difficult to get a photo making it look decent!

And, will they ever figure out how to house the anchors properly - they had a terrible time after the last visit, dipping the anchor several times while outbound, apparently without success.

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Catching up

Fog, rain and high wind prevented ship watching in the harbour yesterday, but as today wore on things cleared a bit.

The Navy was busy in Macnab's Cove (just in side Mauger's Beach) replacing trot buoys. The buoys are used by naval vessels to moor while conducting static sound trials. The  new brightly painted buoys will have better visibility for other vessels in the area, and in case no one is aware they are now labelled "NAVY" in large letters.

A barge mounted crane lifts a new buoy and anchor.

The tug Glenside had the Dockyard scow YC601 and a pair of Ville class pup tugs were employed for the work. However since the Navy no longer has a Dockyard crane barge, they hired the barge Commdive II from Waterworks Construction along with their workboat/tug Waterworks I. The barge was built of concrete in 1942 and has been steadily employed ever since. (It is probably the only working watercraft in Halifax Harbour that is older than I am).

Yesterday's arrival at Imperial Oil was not visible until today. Mahadah Silver is a typical handymax tanker of 29, 354 grt, 45,923 dwt, built by Hyundai Mipo, Ulsan in 2016. The ship is registered in the Marshal Islands, the flag of choice for tankers these days.

 

Unusual for tankers however, it is owned by Omani interests and managed by Oman Ship Management Co. Mahadah is a village of about 2,000 persons in Oman.
Its last port was Antwerp, Belgium. Due to refinery slow downs and pipeline limitations in Ontario and Quebec, Imperial is not refining enough product domestically to meet demand, so is again importing.

Another tardy Canada Atlantic Express arrival today - Maersk Palermo arrived this afternoon - its usual arrival day would have been Saturday.

Looks can be deceiving, but the ship appears to be well loaded - perhaps to St.Lawrence River maximum draft. Maersk / CMA CGM may now transport empty containers, on a non-revenue basis, from Montreal to Halifax, so perhaps some of those are empties. Nevertheless if the  line is shipping that much cargo out of Montreal, it bodes well for Halifax to "top off" with more loads to reach deep sea / salt water draft.

A new to Halifax cruise ship made it inaugural call today. Royal Caribbean International has repositioned Adventure of the Seas this summer to sail from Bayonne, NJ before moving to Fort Lauderdale in the fall.

Built in 2001 by Kvaerner Masa, Turku, the 137,276 grt ship has a capacity of 3,114 passengers and is a Voyager class ship. It has had several updates over the years, and judging by the white vapour emanating from its funnel, may have had exhaust gas scrubbers installed.

Last week's visitor Ile d'Aix, the French cable ship, had a longer than planned stay in port after it was detained by authorities.

It has been reported that the ship spilled a quantity of synthetic lube oil into the harbour May 29, which could not be recovered by the Canadian Coast Guard. I had noticed a small CG work boat trying to break up the sheen - without much success- as it was driven southward towards McNab's Island, just before the submarine USS Toledo sailed.

The wind is driving the sheen southward past the HT 2 (Ives Knoll light buoy) as a Coast Guard workboat tries to break it up.*

The ship sailed for the Gulf of St.Lawrence June 2 and gave its next port of call as Méchins, QC. It is currently showing at the Verreault shipyard there - perhaps having its problem fixed.

For more on the ship, see the post from May 5

* There are two buoys marking Ives Knoll. a rocky ledge extending north from McNab's Island.
The northern most buoy is HT2 and is equipped with a light only.

  
The second buoy, H22, is west of Ives Knoll and is a light and bell buoy, also equipped with a radar reflector. The bell, which sounds when the buoy is being rocked by waves, can sometimes be heard from the Halterm breakwater. It marks Calling In Point 7 for Vessel Traffic.

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