Round Up and Update

Activity in Halifax Harbour has been a bit thin over the past couple of days, and with the hours of daylight nearing their minimum, it has been a challenge to catch the most interesting ships.

CAM CGM Zephyr arrived this morning, December 16, on the Columbus JAX service. Its route from Colombo, via Suez took it through the Red Sea, apparently without incident. Both Maersk and Hapag-Lloyd ships have been attacked off Yemen, and Maersk specifically, and perhaps others have begun to re-route ships via the Cape of Good Hope.

The CMA CGM Zephyr dates from 2021 when it was completed by Shanghai Jiangnan Changxing Shipbuilding, A 154,995 gt, 156,198 dwt ship, it has a "maximum theoretical capacity" of 15,536 TEU. Exactly what that means is open to discussion, but most sources agree that it is in the 15,000 TEU+ category. The ship has an advanced air quality system, but again this is vague, and it only means that its scrubber is capable of running in closed loop mode. (Removing particulate and storing it on board until it can be sent ashore for recycling.) It may also run in open loop mode - washing the material into the sea - which is a controversial technique and banned in many places.

At nearby Pier 27 the Ayita is discharging a cargo of rail from Poland for CN (the Canadian National Railway). It arrived from Szczecin on December 14.

I had no better luck photoing the ship when it was here under a previous name March 4, 2016, also with a load of rail.

The 7813 gt, 10,385 dwt ship with a pair of 80 tonne SWL cranes, was built in 2004 by Damen with the hull built at their Galati, Romania yard, and the work completed at Hoogezand, Netherlands. It started life as the Ile de Molene but was renamed in the same year Ile De Batz and also in 2004 S. Pacific. In 2010 it became Batz and in 2012 BBC Chile. In 2015 it took the name Onego Batz and it was under that name that it called in Halifax. Later in 2016 it changed its name to BF Ayita and kept that name until May of this year when it changed to Ayita with a quick flick of the brush. The ship is still chartered to Onego however.

Unfortunately the view of Pier 27-28 is becoming more and more constricted as time goes by. The new PSA Halifax Gateway maintenance and operations building at Pier 29 has been under construction for some time. With the steel frame now in place cladding has been installed on the south section. 

Although the use of old containers is a novel approach to cladding, there are two problems. The first is that it effectively blocks the view of Pier 28 (just the top of the grain gallery is visible above the roof) and the second is the future maintenance issue as the paint weathers. I doubt that ZIM will want to ante up for re-painting their former seacan. I hope the designers know how to detail a properly vented and draining cavity wall (to be built from the inside out!), as otherwise I give this one about five years before replacement will be necessary.

Arriving at Autoport this morning was the familiar caller Taipan, 57,692 gt, 21,021 dwt, built in 2006 by Gdynia Stozcnia, with a capacity of 6500 RT43 size cars, and a 150 tonne capacity stern ramp.

 The reliable Roseway leads the way toward Autoport to take headlines to the buoy as the tugs Atlantic Willow and Atlantic Beaver assist in the turns.

Once off the dock, the tugs turn the ship to tie up starboard side to the jetty.

This is the ship's third visit this year, with calls on May 11, 2023 and June 13, 2023. As reported then, the ship had also called on September 28, 2019 but on that visit it was wearing Wilhelmsen red/oranage hull paint.

Also as reported the ship was launched as Morning Countess, apparently for EUKOR (which is owned by Wallenius Wilhelmsen) but was delivered as Taipan. I wonder if it had EUKOR colours when launched.

Activity at Richmond Terminal yesterday saw arrival of the cable ship IT Integrity at Pier 9C, where it refueled, then moved to the IT International Telecom marine base at Pier 9A.

Built in 2001, its hull came from Aker Tulcea and it was completed by Soviknes Verft, Sovik. The 2244 gt, 3200 dwt supplier was named Highland Fortress and worked for several Tidewater operations in Europe until 2020 when IT acquired the ship and converted it for cable work (including laying, repair, plough burying and ROV splicing).

 Its most recent port was Port Alberni, British Columbia, sailing from there November 12, and transiting the Panama Canal December 1-3. I assume the ship was working on Google's Topaz fibreoptic cable that runs from Port Alberni to Ibaraki and Mie, Japan.

Genco Endeavour Update

Late this evening (December 16) the Genco Endeavour appears underway on AIS at normal speed from its position off Sctarie Island. It may be a on a trial trip as it sailed northwest bound in Cabot Strait, then turned on a southeast bound course. It is still giving Sydney for destination, (As usual many ship's AIS stations give Sydney, Australia for Sydney, Nova Scotia.) The ship had been stationary for most of the week effecting engine repairs [see yesterday's post] . One report had the tug Atlantic Elm ferrying a part from the ship to shore. (It is more likely that a new part was ferried from shore out to the ship.) In any event the tug is still standing by off Main-à-Dieu. Also, and perhaps coincidentally, the slightly more powerful tug Lois M is underway from Sydney Harbour with a destination of Sydney given. Perhaps there will be a rendez-vous to disembark a technician? Revision: the tug is headed for Halifax.

As far as I can tell no high powered towing vessel appears to be in the vicinity or headed in the direciotn of the ship.

With more bad weather coming Sunday and Monday, it would be good news if the ship has been repaired and can be on its way.

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Emergency Towing Vessel

 I have not addressed the topic of an east coast emergency towing vessel (ETV) in a long while. Due to an unfortunate coincidence of geography, I was reminded to raise it again.

The bulk carrier Genco Endeavour has been anchored off Cape Breton for nearly a week as the crew work to repair some engine trouble. According to news reports several government departments  are providing assistance. What that assistance might be or why the government should be providing any assistance at all is a valid question. 

The unfortunate coincidence is that the ship is anchored 27 km off Scatarie Island, the site of a ship grounding in 2011 that cost the taxpayers a fortune. The contract to remove the wreckage of that ship was $12 million, but there were many millions more spent to remove fuel, and other work associated with the wreck. (The ship Miner broke its towline when under tow to Turkey for scrap, then drifted ashore and broke up on Scatarie Island. It was carrying 6,000 liters of fuel and the tug was clearly inadequate.) There was no recovery of these costs from the owners, and the ship was not insured.

Fortunately the Genco Endeavour appears to be in no danger, and has weathered one storm. The ship, built in 2015 in China by Shanghai Waigaoqiao as SBI Puro was renamed Waterford in 2015 and Genco Endeavour in 2018. Measuring 94,385 gt, 191,060 dwt, it is carrying a cargo of somewhere in the area of 180,000 tonnes of iron ore loaded in Sept-Iles, QC. It is operated by the US based shipping company Genco Shipping + Trading Ltd, which is listed on the NYSE and has a fleet of 46 dry bulk carriers. It is no doubt a well found ship, operated by a reputable company, but accidents happen. Genco promotes itself as one of the largest and most responsibly managed shipping companies, so can well afford to deal with its own issues, without government assistance.

A news report says "a tug has been chartered", and herein lies the rub (or one of the rubs): the tug that has apparently been chartered (but by whom?) is the Atlantic Elm a ludicrously underpowered vessel of 3460 bhp. It is currently standing by in the lee of Main-à-Dieu while the Canadian Coast Guard's fisheries research trawler Teleost is standing by for Search and Rescue. Neither of these vessels would be of any realistic assistance if emergency towing was required - even in ideal conditions. I wonder who could have advised the charter of this particuar tug, By comparison the chartered ETV on the Pacific coast has in excess of 14,000 bhp. There are several 4,000 bhp to 4500 bhp harbour / short sea tugs in the area - one in Sydney and three in Point Tupper, but even though they are closer, they would not be of much use in rough weather.

Despite some recent noise that the CCG might consider emergency towing (its policy has been not to tow ships), very little has been done to equip the Canadian Coast Guard for towing. The three recently acquired icebreaking offshore vessels had that capability when they were purchased from Sweden, but as far as I know, they will only do towing in ice.

Various government agencies are no doubt monitoring the situation, and apparently see no need to make serious arrangements for emergency towing. The nearest "vessel of opportunity" (that is a powerful tug that would be capable of towing a ship of the size of the Genco Endeavour and would be made available given sufficient inducement) is off the east coast of Newfoundland and would have no chance of reaching the ship on short notice.

My contention that an emergency towing vessel program is needed for Canada's east coast is clearly not based on the number of actual casualties in recent times. However I believe the probability of a major event suggests that some program is needed. I do not think a full time dedicated ETV is needed, but there should be an arrangement with tug operators for availability on a user pay basis.

Assuming the Genco Endeavour is able to self-repair or in the end it is towed away by a private contractor, the incident will be soon forgotten. Instead of being considered as just a near miss it should be an opportunity to re-evaluate the response capabilities.

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After the Storm

 A major storm swept through Atlantic Canada yesterday (Monday, December 11). It was not a winter storm per se as temperatures rocketed up to 14C (57F). Although there was rain with the storm, washing away the remnants of last week's 10cm (4 inches) of snow, the major impact of the storm was caused by high winds, with gusts in the 98 kph (60 mph) range. Ferry services on the Bay of Fundy, Northumberland Strait and Cabot Strait all saw disruptions with cancellations and schedule changes. There were the usual power outages through the region (including at Ship Central Eastern - precluding a post last evening.)

In Halifax a container from PSA Fairview Cove was blown off its stack into Bedford Basin, but was coralled by the tug Atlantic Oak. The tug stood by the pier - perhaps to keep the container alongside. Another tug, Atlantic Larch stood by the container ship Tropic Hope at pier 42, PSA Atlantic Hub.It was too windy to work the ship, and there was a risk that the ship could part its lines in high winds and swells.

 

Pilotage operations were also suspended until 0900 hours this morning (December 12) when the seas had subsided and it became safe to disembark pilots at the pilot station off Chebucto Head. The Oceanex Sanderling which had been due to sail from Autoport last evening, then sailed this morning, with a Halifax pilot. (At least one of the Oceanex masters has a pilotage waiver for Halifax, and the ship does not usually need to take a pilot.)

As the Oceanex Sanderling sailed in very calm conditions at 1020 hrs this morning and with the pilot boat Capt E.T.Rogers in attendance, the paddleboard commuter was inbound to downtown Halifax.

The container ship ONE Blue Jay had originally been scheduled to arrive today, December 12, but spent yesterday hove to or drifting far off St.Margaret's Bay. It is now scheduled to arrive tomorrow. Although there is no wind to speak of today, the ship will remain at sea, allowing the Tropic Hope to finish working at Pier 42. (The new cranes at PSA Halifax Altantic Gateway are not in service yet, and are still overhanging the berth, so the ship cannot occupy Pier 41, and thus must work from mid-berth Pier 41- 42.

Today, December 12, is therefore one of those rare days when there is no scheduled arrival in the Port of Halifax.

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Queen Mary 2

 Durng cruise season (generally May to the end of October) the arrival and departure of the Queen Mary 2 attracts scores of people to the waterfront.

 File photo 2015-07-10

Last night (December 9) the ship arrived unannounced, and largely unnoticed, and sailed within an hour. It was an amazing sight to see the great ship, ablaze with lights and doing avery bit of 14 knots as it made its way in from the pilot staiton. It did not tie up at a pier, but stopped north of George's Island, very close to the Halifax shore, in order to disembark a medical case.

It is not unusual for cruise ships to have medical emergencies that on board staff cannot handle. If they are close to shore they can divert to a port that has hospital facilities. The ship can then transfer the patient to land with one of their own tenders or with a local launch. Helicopter evacuations are uncommon as the risks to the patient usually outweigh the gravity of the medical condition. On this trip the Queen Mary 2 sailed from New York December 8 and is due in Southampton on December 15. Fortunately for the ailing passenger, the ship's course took it no more than 100 miles off Halifax.

The Queen Mary 2 is the last ocean liner. It makes regular transatlantic crossings - unlike cruise ships that seek quieter venues and are built to lighter standards. It is currently the only ocean liner in existance, and the largest one ever built.

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Launch Day - AOPV 434 Frédérick Rolette

 Time was when launch day at a shipyard was a festive occasion. Dignitaries gathered on a special elevated stand - sometimes with a band in attendance. The sponsor - also known as the godmother - "christened" the vessel with champagne and a religious blessing. Employees not directly involved with the launch operation gathered, often with their families. The ship itself was usually festooned with bunting and streamers.

The CCGS Ann Harvey was built at Halifax Shipyard and launched stern first on a sloping launch way.

 Workers with heavy mallets knocked out the blocks that kept the ship in place and it began to slide down heavily greased rails, gradually picking up speed until it splashed into the water. (A later version had the ship mounted on a sled.) The crowd cheered as the ship floated free, and was taken in charge by tugs. Most ships were launched stern first, and some were launched sideways (but not inHalifax). When the ship was fully afloat, if its bow turned seaward, that was thought to be a very good omen. (Turning shoreward meant that the ship might someday run aground.)

 The future HMSC Summerside MM 711, the last of twelve Maritime Coastal Defence Vessels built at Halifax Shipyard, was launched stern first and with traditional fanfare September 26, 1998. It was mounted on a sled (yellow crib work) that had to be removed in drydock after the launch.

 Halifax Shipyard launched the Atlantic Eagle August 14, 1999, bow first in order to protect the azimuthing stern drives from impact damage.

These celebrations and traditional launches still do occur at some shipyards, but the practice of launching a ship down sloped launchways is a dangerous one for the workers and could also lead to damage to the ship. Many modern shipyards now "float off" the ship either by filling a drydock or using a launch barge. Halifax Shipyard now uses the latter method. [See also yesterday's post].

In a day long operation today (December 9) the barge Boabarge 37, with the AOPV5, the future HMCS Frédérick Rolette on board, moved from the Shipyard to Bedford Basin where it was gradually submerged until the ship had buoyancy. The attending tugs then eased the ship away from the barge and back to the shipyard, floating on its own for the first time.

Pilots were called for 0700 hrs AST, and the tugs Atlantic Fir, Atlantic Willow, and Atlantic Larch (the latter brought in from Saint John) arrived alongside.

 0807 hrs: In the glare of early morning sun, tugs move the barge off the dock ad turn it toward Bedford Basin. Parts of the ship then became visible in close up.

0819 hrs: the heavy ice knives will protect the ship's rudders and props when backing in ice.

0816 hrs: With the barge's bow heading for Bedford Basin, the ship's icebreaking bow faces seaward for the first time.

The tug Atlantic Fir is at the barge's bow pulling, Atlantic Willow is alongside for additional power and direction control and Atlantic Larch is on the stern for braking and turning.
 

0826 hrs the tow passes beneath the A.Murray MacKay bridge. Two Connor's Diving workboats have been launched at the Africville boat ramp, and will be working on the float off along with several other small craft.
 

1026 hrs: in position in Bedford Basin ballasting operations are underway as the barge's tanks are flooded. The Tuft's Cove power plant in the background was running only two turbines today, and burning natural gas.The chimneys were venting mostly water vapour.

1336 hrs: the barge's tanks are flooded progressively from the stern, (ship's bow).

 

1421 hrs: the ship is nearly afloat, and the barge's (red) hull is completely submerged.

 1446 hrs: viewed from Africville Park the ship is nearly afloat. The tug Atlantic Fir has a line up to the ship's bow ready to pull. The other tugs will stand by on each side to keep the ship in line.(The support cradles remain on the barge's deck, and could damage the ship's hull if not kept clear.)

1546 hrs: well clear of the barge, the ship is now passing the Africville park enroute to the Shipyard.

1602 hrs: the ship is off Pier 9 as the Shipyard's 4pm whistle sounded.

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Frédérick Rolette AOPV 434

 Today, December 8, the fifth in the series of Arctic Offshore Patrol Vessels moved one step closer to launch. AOPV 434, the future HMCS Frédérick Rolette, has been transported on self-propelled modular transporters (SPMTs) from its assembly position to the Boabarge 37 at Pier 6 of Halifax Shipyard.

Once safely in position the SPMTs were removed, and the ship was lowered onto its cradles again.

If all goes well the barge and ship are scheduled to move to Bedford Basin tomorrow, December 9, where the barge will be submerged and the ship will be floated off.

Construction of AOPV 435, the future HMCS Robert Hampton Gray is underway. It was laid down August 21 and will be the sixth and last ship in the series to be built for the Royal Canadian Navy. However two more AOPV ships are in the pipeline for the Canadian Coast Guard. No names have been publicized for those ships yet. As the Canadian Coast Guard is non-military, there will be notable differences for the CCG variants, in order to accommodate a civilian crew and law enforcement officers from the RCMP or the Department of Fisheries, and CCG helicopters.

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Conti-Courage Update

 Thanks to an alert reader, I have updated the December 5 post Algoma and MSC arrivals:

The container capacity of the ship Conti Courage is indeed 8084 TEU, but the reefer capacity is 700 TEU - not 7000 as orginally writen.

As expected the ship is headed for Suez. The situation in the Red Sea, off Yemen, is still a potentially dangerous one. The United States may provide escorts to protect shipping, despite warnings from Saudi Arabia.

For the recoard, Algoma Victory loaded for Tampa after CSL Tacoma cleared for Wilmington, North Carolina.

 

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