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CCGS Ann Harvey in from the Gulf

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The parade of icebreakers in from the Gulf of St.Lawrence continued today with the arrival of CCGS Ann Harvey. The ship was reported last week in ice between Ste.Barbe and Blanc Sablon, trying to free the ferry Apollo, but getting stuck herself.

On the ship's last appearance here, there was bright sunshine - and no snow on the ground.

Unlike her last call here in September 2013, she was not greeted with bright sun. Instead she arrived at the end of another blizzard, with Halifax re-buried under another foot of snow on top of the mountains already here.There was no commercial traffic in the harbour this morning, with high winds deterring arrivals earlier in the day.

For more on the ship: http://shipfax.blogspot.ca/2010/11/ann-harvey-pays-return-vist.html

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Hibernia Express Cable System underway

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Work on a new transatlantic fibreoprtic cable system running from Halifax via Cork Ireland to Bream, UK that will link New York and London started last year with manufacture of the cable itself:
http://www.hibernianetworks.com/project-express/

Last month the cargo ship Ocean Crescent was at pier 9c assembling cable carrying gear in its holds to transport the cable.

The cable lay work will be carried out by two Reliance class ships. They are sisters to Tyco Responder (renamed Responder in 2011) which was here in 2010.



Tomorrow Decisive, one of two ships that will do the actual laying of the cable is due in Halifax for a brief stopover. (It was due this morning but bad weather prevented that from happening.)

Decisive is one of six sister ships of the Reliance class operated under the Marshall Islands flag by TE Subcon. It and Resolute have been granted Canadian coasting licenses to carry out the portions of the work that will take place in Canadian waters. 

Decisive's work, summarized in the license application, is for route clearance, pre-lay grapnel run, and general support. Its license runs from March 10 to September 10.

Resolute will actually lay the cable, which consists of plowing a trench, placing the cable and burying it (all in one operation) along with testing. Its license runs from March 22 to September 23. 

These are highly sophisticated ships, well described in the following link:

http://www.subcom.com/pdfs/brochures/RelianceClass.pdf

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The saga of the Dalia D.

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The saga of the Dalia D. began March 16, 1982 in an ice choked Gulf of St.Lawrence. The small general cargo ship was en route to Belledune, NB to load fertilizer when she became beset in ice.

Dalia D. seen from the wheelhouse of the tug Point Vibert as it arrived in Halifax in December 1981. The ship was southbound after loading fertilizer in Belledune, but was to return for one more trip.

The ship was built by Blohm+Voss in Hamburg, Germany in 1961. Built on traditional lines, with engine and accommodations amidships, it was equipped with a complete array of cargo handling derricks, consisting of twelve 5 ton, one 15 tonne for hold number number 4 and one 60 ton for hold number two. It measured 4808 grt and 6820 dwt. Originally named Najade for German owners, it passed to Greek owners in 1973 and 1981 was sold to Melos Shipping NV of Greece, and assigned to a single ship company Altis Maritime Co SA of Panama and renamed Dalia D.


The same owners, part of the the Melo chocolate business,  also owned a similar sized ship Begonia D. (built by Orenstein +Koppel of Lubeck in 1959, it measured 5373 grt, 6983 dwt. Built as Arauco for Chilean owners, from 1970 to 1980 it sailed as Voulla for Cie Maritime de l'Afrique Noire under the flag of the the Ivory Coast. Melos acquired it in 1980 and assigned it to Thorax Cia Naviera SA of Panama.)

Dalia D. had sailed from New Orleans for Belledune - in the worst time of the year for ice - and when in position 47.56N x 62.15 W, north of the Magdalen Islands, the ship took on a severe list while in pack ice. The 27 crew were taken off by CCG helicopter and the ship abandoned.  

Atlantic Towing's Irving Maple was soon on the scene and was joined by Irving Birch, and the ship was very quickly towed through the ice to Gaspé, where it was tied up March 20 until a salvage claim could be settled. The salvors also managed to correct the list, and the ship was no longer taking water.

Begonia D. outbound in Halifax in 1980 wears the same Melos Shipping funnel mark as Dalia D.

This was not the end of trouble for the Melos interests. On September 7, 1982 Begonia D. struck the wreck of Marianna off Naxos and then ran onto Amaridhes Reef, in the Paros-Naxos Strait. She was refloated September 9 and towed to Chalkis where she was declared a total loss and subsequently broken up.

The salvage claim for Dahlia D. was a long drawn out affair, and by late autumn Melos regained control of the ship, but it was not until December that a crew was sent out to make it ready for sea again. It was reported that some looting had taken place on the ship, but in any event it had suffered from neglect for nine months and was in poor condition. 

The tug Point Valiant towed the powerless ship to Halifax, arriving December 17, 1982.

Dalia D. shortly after arrival in Halifax in December 1982.

What followed can only be described as heroic efforts by a small crew of Greek engineers and Philippine seamen to get the ship back in operation. Work included changing a propeller while the ship was still in the water.


The engineer had been using an electric hair dryer to soften up grease to sett the prop moments before I came along to take this picture. 

Melos had incorporated Orbit Shipping Co Ltd in Panama to own the ship and renamed it Orbit soon after arrival in Halifax. After weeks of work, the ship was again ready to sail on its own and left Halifax February 28, 1983.

The tug Point Vibert nicely blocks a view of Orbit as it is moved from one berth to another during its stay in Halifax. Point Vigour has the bow line.

In 1986 the ship was sold to Topor Ship Co of Panama and renamed Topor 1. It worked its way to Chittagong, arriving December 18, 1987, where it was soon broken up.

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Ohrmazd - once a VIP transport

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In 1980 the cargo ship Orhmazd, brought the Pakistani flag to Halifax for perhaps the first time.


Its stylish look however was a giveaway that it was not an ordinary cargo ship, even though it was relegated to loading some now forgotten general cargo at pier 23.

The ship was originally ordered by the East and West Steamship Co to meet a very demanding schedule of operation between East and West Pakistan. The country had been created in 1947 and the two parts were separated by India. Sea travel between the two parts took weeks, but was necessary to maintain communication and transport of goods and people. The government of Pakistan and the ship owner gave the designers some unusual requirements.

The ship had to carry all forms of general cargo, including heavy lifts, refrigerated, liquids of various sorts and even currency. It must be able to accommodate 250 migrant workers at low fares to allow them to return home or go to work in the other half of the country. On top of all that it had to carry 26 VIPs in the most deluxe quarters possible, with all the amenities of a luxury cruise ship.   

Construction of the ship was awarded to Burntisland Shipbuilding Co in Scotland in 1968, but the ship looked nothing like any other ship that came out of that yard. Well known for its high quality, attractive but traditional general cargo ships, this one was different.

In fact it had a number of designers. The hull, including its special bulbous bow,  was designed by Maierform SA of Geneva and tank tested in Vienna to give it an economical but fast cruising speed of 18-19 knots. The Design Research Unit of London designed the passenger, owner and officer quarters, and filled the interior with art work and decor of all sorts incuding glass partitions, murals and curved stairs, and  fitted in a sports deck, pool and bar in addition to the usual saloon. The lowly 3rd class received somewhat less attention I suspect.

The ship proved to be a success, shaving ten days off the round trip from East to West to East Pakistan, to 21 days.Rapid loading and unloading at each end was accomplished by eight 5 ton cranes, ten 5-10 ton derricks, and one 50 ton jumbo. The ship measured 11,046 grt, and 13,339 dwt. And all this was accomplished to meet a controlling draft of 22 ft in order to reach Chittagong.

Oh and I forgot to mention that there was a crew of 88, many of them cadets in training for sea-going careers, particularly as engineers. The ship's 9 cylinder Clarke-Sulzer engine developed 10,600 bhp and likely received a great deal of careful attention.

The ship only served in its intended role for three years. After years of friction and ultimately a war between the two sections of the country, East Pakistan become the independent country of Bangladesh on December 16, 1971. At the same time West Pakistan became simply Pakistan. It retained control of the ship, and it was assigned to general world wide trading, with a reduced passenger count of 12.

In 1974 Pakistan nationalized ten companies to form the Pakistan Shipping Corp, renaming it the Pakistan National Shipping Corp in 1978.  It was under that ownership that the ship arrived in Halifax October 5, 1980. It sailed again October 15.


On July 6, 1994 it arrived at Gadani Beach where it was broken up.

Footnote: The ship's name puzzled me and after diligent research, I have determined that it was the name of Zoroaster's deity. The Zoroastrian religion was the predominant religion in Persia and pre-dates most of the known religions of the area. Its influence spread into what is today Pakistan, where the diety is still referenced..  

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Hoegh Osaka - quick in and out

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After an aborted arrival yesterday due to sea conditions at the pilot station Hoegh Osaka made a whirlwind visit to Autoport today. It arrived at the usual arrival time of 0530hrs ADT and sailed at noon.
Recent arrivals at Autoport have spent days unloading their cargo, so this ship must have been carrying a very small quantity of cars.Snow and ice conditions have eased only slightly at Autoport, and thousands of earlier arrivals are still snowed and iced in. Recent arrivals may be moving better, but heavy snow last weekend and more predicted tonight and tomorrow will not help.

Hoegh Osaka outbound at noon time today.

Hoegh Osaka was built in 2000 as Maersk Wind, a name it carried until 2011. A product of the Hashihama Zosen in Tadotsu, it measures 51,770 grt, 16,886 dwt, 5400 ceu. It first started calling in Halifax when new, wearing Maersk hull colours but with a Wallenius funnel.


Fourteen years ago, give or take a few days, the ship still looked  fresh out of the shipyard. It had been delivered in September 2000.

Since 2001 Wallenius has joined forces with Wilhelmsen to formWallenius Wilhelmsen, in direct competition with Maersk.

Meanwhile APMoller-Maersk and Hoegh Autoliner entered into a co-operation agreement in 2007 combining their ships into a 67 strong fleet. Then in 2008 Maersk bought a 37.5% (now upped to 38.75%) stake in Hoegh Autoliners, with Hoegh acquiring Maersk's 18 ships and 6 under construction.
The Hoegh Autoliners fleet now stands at 37 owned ships and 14 charters, including the sister ship Maersk Wave which became Hoegh Yokohama in 2014.

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Redhead reaches Halifax

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The Canadian Forest Navigation (CanForNav) bulker Redhead finally reached Halifax today. I imagine there was considerable relief in the crew to be out of the ice.

The ship was reported March 1 to be drifting in ice in the Gulf of St.Lawrence, outbound in ballast from Belledune, NB. Its position was given as 220 n.mi. SE of Port Cartier, making me wonder if it was intending to reach that port.

There has been lots of press coverage about severe ice delaying ferry traffic in the Gulf and Cabot Strait, but little mention of merchant shipping, which has been similarly delayed and even damaged in ice. It has taken the ship more than two weeks to reach Halifax, indicating frequent delays and slow running.

On arrival today the ship headed for Bedford Basin anchorage where it was to be met by divers for propeller repairs. Whatever they found, it was later decided to move the ship to pier 9c 27 for the repairs.


Propellers are particularly susceptible to ice damage, even in ships built for ice conditions such as this one. A prominent ice knife overhangs the rudder to protect it when backing in ice, but props remain vulnerable. Depending on the damage, the prop can usually be repaired underwater by shaving the damaged blade and balancing the others to match it. However it may require more repair or replacement, necessitating removal, which would be one reason for moving to pier 9c 27.


Tianjin Xingang shipyard in Tianjin, China built the 22,792 grt, 37,193 dwt ship in 2004. It is equipped with four 40 tonne cranes, strengthened for navigation in ice and specially fitted for the St.Lawrence Seaway.
For the latter, it carries a stern anchor, has short, retractable bridge wings, and special roller fairleads. Flagged in Hong Kong, it is owned by the happily named Pretty Rainbow Shipping SA, part of Parakou Shipping Ltd of Cyprus and is on long term charter to Canfornav. As with all Canfornav ships, it is named for a species of duck.

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Remote harbour watching

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Halifax side streets are plugged with drifted snow such that the Shipfax mobile command post is unable to conduct is normal harbour patrols.  Harbour watching must therefore be done by foot or from the comfort of home via the internet, AIS, harbour cams (the ones that aren't plugged with snow) and radio intercepts. The latter methods will be vastly preferable for some time to come.

Ship Central before and after. 
(The top of the 33 storey apartment building in the background is not a penthouse addition to Ship Central)

 Shipfax mobile command mostly clear after two hours of shoveling, but nowhere to go.

Wednesday March 18: arrival of Federal Tweed to anchor in Bedford Basin - another possible casualty from the ice wars in the Gulf of St.Lawrence. High winds and seas off the port kept the pilot boat alongside until later in the afternoon when it and the container ship Vera D were able to enter port. Also due late is Algoma Dartmoth from its regular fill up trip to Point Tupper. It will not need a pilot.

Thursday March 19: due Harefield, a gantry equipped open hatch bulker of the Gearbulk fleet, due mid-afternoon, and another suspected ice casualty. It is calling for two tugs to escort it from the pilot station to pier 9c, but due to low freeboard will require moderate sea conditions. Last reported March 15 in the Gulf from Wilmington, USA for Baie Comeau.

Planned deparures included Algonova from IEL where it has been undergoing maintenance and BBC Vermont from pier 9c where it unloaded gantry cranes for Halifax Shipyard, followed by steel rods that appeared to be rock anchors, but may just have been very large re-bar.

The optimistic autocarrier Opal Ace is due first thing in the morning. Autoport must be chaos with another foot or more of snow Tuesday night and all day Wednesday.  Autocarier Tosca is also due to move from pier 27 to Autport. It was supposed to move Tuesday, but due to the high winds, it would not be able to stay at Autoport. It would not be a good candidate for anchoring due to its high freeboard, so it was likely moved across the camber to the lee side for the night. How Autoport will deal with one ship, let alone two will be interesting to hear.

If Tosca leaves from pier 27, Redhead, the first ice casualty, is due to move from anchor in Bedford Basin to pier 27, possibly to load grain and / or continue with propeller repairs.

The usual detail included in these reports as regards tonnages, etc., is temporarily suspended until snow shoveling no longer monopolizes my time.

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Harbour Watching - live

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Always committed to reporting on the activities of Halifax Harbour, Shipfax took life in hand and walked to the waterfront today. Harbour business had returned to normal, even if the landside conditions were still a challenge.

The ferries were running again today. They did not run yesterday - not due to any navigational issues, but simply because Halifax transit cancelled all bus operations, and people were encouraged to stay at home. Most offices and businesses were closed, and it was dangerous to be outdoors during near blizzard conditions.

Dartmouth III at the Halifax dock, still carrying a load of snow around the upper deck.

Update on Movements:
The autocarrier Opal Ace did not arrive this morning, allowing Tosca to move over to Autoport as planned.
[see Tosca in the background in one of today's Tugfax photos]

Redhead was thus able to move to pier 27 at noon time:

 
Redhead met the tugs Atlantic Larch (bow) and Atlantic Willow (stern) off the Cable Wharf, then made a wide swing east around George's Island to align with pier 27. From the position of the tugs, the ship would be berthing stern in, to provide shelter for work on the prop.

Harefield will now be arriving Friday March 20.



Algonova got away from the IEL dock after maintenance.



BBC Vermont also sailed from pier 9c.

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Atlantic Superior no more

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The latest name to join the regrettably lengthening list of ships sold for scrap is Atlantic Superior an on and off caller here since 1982.

Loaded to deep draft, the ship sails out the Narrows with another cargo of gypsum.

Built for Canada Steamship Lines as their first domestically built self-unloader for deep sea trading (previous ones were restricted to the Lakes or to coastal work) the  ship measured 730' x 76', the maximum allowable St.Lawrence Seaway dimensions when it was built. Its depth was 50', allowing it load to deep sea draft.
Its tonnages were 24,638 grt, 38,510 dwt.

Its construction was a bit unusual. The 600 foot long stern section was built by Collingwood Shipbuilding Co in Collingwood, ON and its 130 ft long bow section by Port Arthur Shipbuilding in Thunder Bay, ON (both yards were owned by CSL). The stern section was launched in the fall of 1981 and towed to Portship and joined to the bow in 1982.

It was powered with a 6 cylinder Sulzer engine driving a single controllable pitch screw in a steering nozzle.  The system required a great deal of maintenance and several times the ship was seen at pier 23 with its bow ballasted down for repairs.

Workers have welded platforms to the nozzle/rudder blade to permit work on the prop.

The ship's first trip was with grain for Halifax, and it continued to call here regularly for gypsum, but was often assigned to overseas work for lengthy periods. It worked the Caribbean, Pacific Northwest to Mexico and in Europe, ranging from Portugal, to the UK, Netherlands and Norway, carrying coal or aggregates.
In 1986 it was transferred to Bahamas flag, but was back under Canadian flag, and registrered in Halifax November 10, 1986 (it had previously been registered in Collingwood.)

The ship lost its Canada Steamship Lines banner when it was flagged out.

It took up a long term charter with National Gypsum and was renamed  M.H.Baker III and flagged out to the Bahamas March 30, 1987. It was a regular caller here after that, loading for US ports as far afield as Tampa, FL.  

Immediately after being renamed, the ship sailed with a tiny "Nassau" port of registry, and the new name on the bow only. 

The third ship to carry the name of Melvin H.Baker, founder of National Gypsum, it loaded to varying drafts depending on the season, and the destination port.

 
M.H.Baker III bunkers from Imperial Dartmouth (also built at Collingwood) while it undergoes repairs to its steering prop / nozzle (again).
 
In 2002 was reassigned to work in the far east, but returned to Canadian flag as Atlantic Superior in early 2003. In January 2006 it had an engine cylinder failure off Halifax and limped into port on 5 cylinders, and transferred its aggregate cargo to fleet mate Atlantic Erie. It then entered drydock at Halifax Shipyard after which it was reflagged to the Bahamas again.

On August 19, 2007 it delivered a cargo of coal to pier 9D.

It was brought back to Canadian registry in 2010 (registered in Montreal) and in 2011 began the Pointe-Noire shuttle service in Sept-Iles bay, running iron ore out to larger ships at anchor.
It arrived on Halifax again in January 2012 for drydocking and winter layup, and returned in December of the same year and spent the winter at pier 25-26 where its self-unloading system was overhauled.
 
Atlantic Superior received a major refit at Halifax in 2012, and now sported a CSL red hull. CSL self-unloaders had traditionally been black because of their coal cargoes.

 The ship had also received the new domestic CSL funnel mark, with the white stripe turning down the after side of the stack, and again had the Canada Steamship Lines banner on its flanks.


March 19, 2013, my last photos of Atlantic Superior. Due to decreased demand for gypsum in the US, the ship rarely loaded to deepest draft.

 On September 17, 2013 it was again transferred to Bahamas flag and returned to the BC coast running aggregates south to the US.

Following on the delivery of the last of the new Trillium class self-unloaders from China, Atlantic Superior set out for China and arrived in Xinhui March 16 for scrap.

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Comings and Goings, United Breeze, Prisco Irina and updates

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Taking the pedestrian approach to harbour watching today, a stroll along the boardwalk was rewarding. Despite mountains of snow, the sun was warm and the footing was good.(Getting to and from the waterfront was a different matter-many sidewalks were down to one foot wide).

United Breeze in number one anchorage, with Tosca still at Autoport.

This morning's arrival was the big bulker United Breeze in number one anchorage for bunkers. That accomplished by 1340 hrs or so it made ready to sail, doing a clockwise turn to head outbound.
 
Turning to starboard, the ship shows off its 45m width. (It is 288.93m length overall)



Built in 2012 by Imabari Zosen in Saijo, Japan, the ship measures 92,752 grt, 191,325 dwt. NS United Kaiun Kaisha of Tokyo operates the ship.The ship is operated by NS United K.K. of Tokyo, the company formed in 2010 by the merger of Nippon Steel Shipping and Shinwa K.K. another large carrier.


Outbound for the main channel.

The inbound Prisco Irina has exited the western channel and joins the main channel after passing the outbound. 
In the foreground the workboat Waterworks I tends its barge at the Tall Ship Quay.

As it was outbound the product tanker Prisco Irina was inbound, timed so that the big ship could take the main channel, and the smaller ship the western channel, making in effect an unusual starboard to starboard meet in the Middle Ground area. The western channel is deeper, but requires the ship to make a dogleg turn. The main channel is a nearly straight run, and therefore easier for the larger ship.


Prisco Irina is another product of STX Corp, Jinhae and measures 29,967 grt, 50,923 dwt. It features the full width bridge of an ice class vessel. It is operated by Prisco Singapore Pte Ltd for Hermine Shipping Ld of Limassol, and flies the Cyprus flag.
For more on Prisco and a detailed spec sheet for the ship see: http://www.prisco.com.sg/our-fleet/

 Prisco Irina is headed for Imperial Oil, but will have to wait for tomorrow's departure of Seavictory.


Seavictory at number 4 dock, and Algoma Dartmouth at number 3 dock, Imperial Oil. A snow covered George's Island protrudes at left.


Updates of previous posts:
Harefield actually did arrive last night and made a stately progression up the harbour at 3 knots. It had two tugs in attendance from the pilot station and was joined by a third tug in the main harbour before entering the Narrows. All this hints at an ice damaged rudder, but I have yet to make it to pier 9c to see for myself.

Redhead is due to sail this evening, indicating that prop repairs were successful. This would mean that the bent blade or blades were straightened by hydraulic press. (Trimming is a last resort) Props are made of malleable/ductile material such as manganese bronze and bend rather than shear off. Good news for ships in ice - they can also be straightened again by specialists such as All-Sea Atlantic Ltd. The company has been active in Halifax for half a dozen years, but their work goes largely unheralded. For some reason shipowners are not keen on publicizing bent props.  More on this another time.

Opal Ace and Tosca As pictured above, Tosca was still at Autoport today, no doubt struggling to unload its cars to clear storage. Opal Ace, which was scheduled for Thursday, March 19, has been pacing back and forth out at sea, and is now due Saturday March 22 after Tosca sails.

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Saturday Roundup and further updates

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As usual for a Saturday, there was lots of activity in the harbour - some to do with catching up after many delays due to heavy snow, some in advance of another weather system (this time mostly rain, to herald the arrival of spring) and some just normal activity.

Sloman Hermes arrived for bunkers. The ship was here December 13 at pier 31, apparently for repair.  A small chemical tanker of 11,298 grt, 16,418 dwt it was built in 2012 by  Jiangzhou Union in Rui Chang, China, and operates in the Navig8group tanker pool.

Sloman Hermes waits for bunkers.

Federal Tweed did eventually move to pier 27, but there was some problem after she weighed anchor in the Basin and Dominion Diving's Halmar came out to assist. It appears that a heaving line may have become fouled in the bow thruster. In any event the Narrows was busy with arrivals and departures - see below - and  she eventually was free to move. Whatever her problem (likely a bent prop blade), it is supposed to be fixed by this evening allowing her to sail.

Federal Tweed had weighed anchor, but was holding in the Basin for arrival of the Halmar.

Federal Tweed is owned by Fednav, one of more than 100 owned and chartered ship in the Canada's largest shipping company. At 31,590 grt, 55,317 dwt, with ice class 1C, it has four 30 tonne cranes (and clamshell buckets on deck) and is considered a supramax bulker,i.e. between 50,000 and 60,000 dwt
 -smaller than (old) Panamax and thus handysize. If all these terminologies are confusing, there is a good reference available http://maritime-connector.com/wiki/ship-sizes/

Halmar under the bow, with a number of extra hands on the foredeck peering over the rail. A heaving line is barely discernible from the centre lead down towards the bow thruster.

The ship was built in Oshima, Japan in 2013 and has a new hull design with fuller bow and almost plumb stem, with smaller bulbous bow.

The Narrows was a busy spot for time this morning with the arrival of Atlantic Cartier on its regular visit. First though was Atlantic Willow, putting on a little extra speed to get ahead of the Cartier.

It is unusual to see a tug running at speed thought he Narrows.

Atlantic Cartier with Atlantic Oak tethered astern.

Its berth at Fairview Cove was occupied by NYK Daedalus which departed after the Cartier was in the Basin. Interestingly, the tug Atlantic Oak was tethered escort on both the inbound Cartier and the outbound Daedalus, with the tug Atlantic Willow, unberthing the Daedalus first then going out to the Cartier to free up Atlantic Oak..


NYK Daedalus has cleared the MacKay bridge, and is southbound in the Narrows. Escort tug Atlantic Oak is not visible, but is tethered to astern.

NYK Daedalus first called here July 21, 2014. It was built in 2007 by Hyundai, Ulsan, measures 55,534 grt, 65867 dwt, and has a capacity of 4922 TEU.  
 
Meanwhile Yantian Express was still working cargo today, with trucks lined up on several streets leading toward the Fairview Cove terminal. There have been delays of inbound rail cargo due to the heavy snow and clearing the rail yards to move cars - those same cars must be emptied to load outbound cargo.
It is indicative of the problems with these larger ships however. They have so many containers to move that they place big demands on the terminals. Expect this situation to get worse as bigger and bigger ships arrive, even in good weather. Yantian Express arrived Tuesday March 17, the day of a fierce winter storm, with 70cm of snow and there was likely no work that day or most of the following day.


Yantian Express partially surrounded by snow dumped from clearing operations in the terminal.

Yantian Express, which sailed as Shanghai Express until 2012, was built in 2002 by Hyundai, Ulsan and measures 88,493 grt, 100,003 dwt, with a capacity of 7,506 TEU (700 reefer). It has just been displaced on the Asia-Western Europe service by even larger ships as Hapag-Lloyd rationalizes its fleet. It has announced that it will sell or scrap 16 ships - all of smaller size.

Updates:



At pier 9c Harefield was receiving the ministrations of Connors Diving under its stern, thanks to ice damage.
 
At Autoport: Tosca finally sailed and Opal Ace took its place.  
At Imperial Oil: Seavictory sailed in ballast for Saint John and Prisco Irina took its berth.

And in partial answer to the burning question How Much Snow Was There? I offer this photo of a gang of workers on the roof of the New Halifax Shipyard Assembly Hall, removing snow from the lowest roof,  - by hand (they also had a snow blower). The size of the drift against the higher wall is in excess of 10 feet, and is packed hard because it faces south and is exposed to sun all day.

The accumulation of snow and ice, melting and refreezing and fresh drifted snow on top has resulted in many roofs now loaded in excess of their design capacity. Tonight's rain, will result in untold additional stress, particularly when drains are blocked. 

According to most sources there has been 100cm in March, with 70 cm on March 21 alone..

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Sunday activity

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Two ACL ships passed in the harbour, with Atlantic Cartier sailing after Atlantic Compass entered Bedford Basin.

Atlantic Cartier passes the Halifax ferry wharf outbound.

Atlantic Compass has turned and begun to back in to Fairview Cove east. There are two tugs on the ship's port side.


I have photographed these ships countless times, but since their replacements will be along later this year, I am taking the opportunity to get in a few last shorts in different conditions and from different angles.  This morning was definitely in the gloomy category.

The other arrival at Fairview Cove today was Herma P for Hapag-Lloyd. This is the second of the Stefan Patjens fleet to call in Halifax after completing Maersk charters last year.

Herma P at Fairview Cove

Built in Ulsan, South Korea in 2006 by Hyundai Heavy Industries, the 53,481 grt, 53,88 dwt ship has a capacity of 5041 TEU. It sailed as Maersk Dryden until July of last year when it reverted to its owners Stefan Patjens Reederei of Germany.
Sister ship Allise P called here February 17 and March 10. It is the former Maersk Dubrovnik. There are two moire sister ships, Serena P ex Maersk Drummond and Kaethe P ex Maersk Drury in the Patjens fleet. All four ships were launched with their current names, less the letter "P" but took the Maersk names on delivery.


Still at anchor, the tanker Sloman Hermes appears now to be awaiting a berth, since it has not taken bunkers yet.

After yesterday's gloomy morning photo, this afternoon there was sun.

I did not make the long drive to Autoport, so my only view of Opal Ace will be this one, which also includes the Valero oil tanks in Eastern Passage.

(Their is some vertical exaggeration due to air/water conditions.)


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Hapag-Lloyd's Kiel Express class - to scrap or sold

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As mentioned yesterday Hapag-Loyd announced that it will be selling or scrapping 16 ships. Hapag-Lloyd took delivery of ten 13,000 TEU ship by 2014 and this trend toward megaships has reduced the cost per box to ship freight. Ships are not being scrapped at the rate they are being built, and a world-wide over capacity of smaller and thus uneconomic ships is the result.

Although it is good for the financial health of the industry as a whole to suit capacity to market demands, it does mean that some lines like Hapag-Lloyd and Zim are having to scrap or sell otherwise useful ships, mostly because they are too small. (New environmental regulations and difficult engine conversions are also a factor.)

Hapag state that they have already sold two ships for scrap, Paris Express last month and now Kiel Express which arrived in Xinhui, China March 15. Another ship, thew older ans smaller Bonn Express was also sold for scrap as reported last month http://shipfax.blogspot.ca/2015/02/bonn-express-to-breakers.html

Paris Express and Kiel Express are of the same class, built by Samsung Shipbuilding + Heavy Industries in Koje, South Korea and delivered in 1991. With tonnages of 53,783 grt, 67,686 dwt and a capacity of 4639 TEU including 452 reefers. they were powered by a 9 cylinder B+W, built under license, which gave a speed of 23 knots.


Kiel Express was built as Hannover Express and called regularly in Halifax starting July 21, 2000. In 2007 it was renamed Kiel express while en route to Halifax and arrived with that name June 19. In 2012 it was reflagged from Germany to Bermuda and management assigned to under Anglo-Eastern Ship Management.

It called again in Halifax March 17, 2013. (I note a complete lack of snow on the ground)

Kiel Express prepares to sail from Fairview Cove.

On October 14, 2014 it was loading in Sydney, Australia when a cyclone with 126 kph winds struck the port. The ship parted its lines and struck two other ships including OOCL Hong Kong. All three ships were damaged, and Kiel Express was anchored with many unsecured containers on deck. That damage may have been a factor in the decision to send it to the scrappers.

Paris Express was built as Hamburg Express. It was reported arriving in Guangdong, China towards the end of February. It was also a regular caller in Halifax.

Point Valiant accompanies Paris Express outbound from Bedford Basin off Seaview Point. (How Seaview Point got its name, when there is no view of the sea, is an enduring mystery.)

Atlanta Express built as Ludwigshafen Exppress and Hoechst Express have both been sold to interests associated with Konig + Cie and renamed Dimitrios C and Kalliopi RC under Liberian flag.

Atlanta Express passes the Svitzer Canada dock, outbound, west of George's Island. Ships of this class had unique wheelhouse, with a "bay window" to the starboard side.


Hoechst Express's most memorable visit to Halifax was in September 2003 when Hurricane Juan struck. The ship parted its lines at Fairview Cove and was adrift for 1 1/2 hours until the tugs Point Halifax and Point Valiant could get it back alongside.


Hapag-Lloyd has ten other ships of the same size range in its fleet of 200 and it seems likely that they will go on the block too.

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Algoeast goes east

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Algoeast anchored in Halifax in 2007.

As reported at the end of last year, the tanker Algoeast was laid up at Sydport in Sydney, NS pending a sale.

http://shipfax.blogspot.ca/2014/12/stlawrence-seaway-season-finale-brings.html

That sale has apparently taken place, and with a quick swipe of a brush the ship was renamed Go East (although I am sure it looks like GOEAST) under the St.Vincent and Grenadines flag, and has sailed from Sydney giving Gibraltar as its next port of call.
The layup in Sydney was intended to allow a sale to go through without the ship having to fight its way out of the St.Lawrence River due to ice. That may not have worked exactly as planned since Sydney is currently choked with ice, but the icebreaker Louis S. St-Laurent was in the area if needed.
The fact that the ship is registered under the St.Vincent flag does not augur well for its future, since that flag is the one commonly used for ships on their way to the scrappers. My expectation for the ship if it were sold for future trading would have been a destination in the Caribbean or West Africa. However Gibraltar is on the way to Aliaga, Turkey or even India/Pakistan. I guess we will know more after April 14, its current ETA for Gibraltar.

Algoeast going west (upbound) on the St.Lawrence River in 2012.
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Ferries go off course - on purpose

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The harbour ferries plow their furrows back and forth across the harbour day in and day out. Although any of the four current ferries may operate on either the Halifax - Alderney or the Halifax - Woodside route, they seldom vary their courses unless it is too avoid other harbour traffic. Even then they invariably arrive at their terminals to do it all over again.

Today was an exception as the boats took turns docking at the Svitzer Canada wharf (previously ECTUG, MILTug and Foundation Mariitmes). This surprise docking did not effect passengers - the re-routings took place during the morning post-rush hour schedule, when two ferries were on time-off from their usual runs, but it may have puzzled a few waterfront idlers.   


Dartmouth III gets away and Halifax III approaches the Svitzer Canada dock.

The reason for the visit to Svitzer, was that the Halifax Transit could use a boom truck to remove liferaft capsules for servicing and replace them with fresh ones. This servicing is required on a regular basis but there was no convenient way to do it at Dartmouth-Alderney Landing due to snow accumulation on the docks.

Halifax III in an unusual spot, but an easy one for a boom truck to lift off life raft capsules.
 In the background Algoma Dartmouth bunkers the tanker Sloman Hermes.


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HNLMS Bruinvis - Dutch sub

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The Royal Netherlands Navy submarine Bruinvis [translation: harbour porpoise] arrived in Halifax early this afternoon to tie up at HMC Dockyard.

Had the sub intended to make an anonymous arrival, it very nearly succeeded as a rainy, drizzly  fog had descended on the harbour. Ferries Christopher Stannix (alongside) and Halifax III (arriving) in the foreground are much more visible, however the sub's "backwards ball cap" extension on the sail makes it readily distinguishable from one of ours.

The Atlantic Pilotage Authority pilot was transferred to the sub from the pilot boat by a Rigid Hull Inflatible Boat [RHIB] and the sub was met by an RCN Ville class pup tug, with Glenside hovering in the vicinity, until needed for docking.

Visiting submarines are rare, and non-nuclear subs are even rarer.This sub was laid down in 1980, launched in 1992 and commissioned July 5, 1994, making it a veteran in the sub world. It is diesel electric powered and can achieve 21 knots surfaced and 13 knots submerged, and its main weaponry is torpedoes.

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Preserver's cold move

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For the second time in recent weeks HMCS Preserver spent a good part of the day at Imperial Oil taking on fuel. The ship is no longer in operational form, and will not be going to sea, but it is useful to the RCN as a floating fuel depot. Its oil cargo tanks store fuel for other RCN ships, which can refuel directly from her at HMC Dockyard rather than trying to find a berth at Imperial Oil.

HMC ships used to have priority berthing at Imperial Oil, but with the demand for space being what it is since the refinery closed and all refined product arrives by sea, there are days at a time when all berths are full.


Two Glens and three Villes provide the power and direction for Preserver as it heads back to HMC Dockyard this evening.

Today's move was made as a cold move - not using the ship's own propulsion, however its auxiliaries were running, since it had radar, communication and power to deck machinery, pumps, etc., It took two Glens and three Villes to move the ship, not to mention the oil boom boat and a line crew boat.

Service boat 128 tows 900 feet of oil boom from Preserver back to the Dockyard.

A rigid hull boat with inflatable collar carriers a squad of line handlers from the Imperial Oil pier back to HMC Dockyard. They are moving a lot more quickly than the Preserver.

HMCS Preserver en route to the Dockyard,

Passengers on the Woodside ferry Christopher Stannix got a good view of Preserver as it passes between the anchored Sloman Hermes and the Cable Wharf.


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Elder Dempster

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Back before container ships, there were general cargo liners, which operated on regular routes, although sometimes their schedules were flexible. In Halifax the array of general cargo ships calling on a regular basis was quite astounding by today's lights - particularly in winter.
One particular line that always made an impression on me was Elder Dempster Lines. Messrs Elder and Dempster first formed a partnership in 1868 in Liverpool, and began service to West Africa in the early 20th century. Admittedly, Halifax is not directly en route to West Africa, but their ships called here monthly and loaded a variety of goods, both general cargo and some bulk.
The most common Elder Dempster ships in the 1960s and 70s were their "D" class, but we also saw their "F" class. These were superb British general cargo ships of the highest class, fully outfitted to carry any and all cargoes to and from Africa.  In 1965 ownership of Elder Dempster had been taken up by Ocean Steamship Co Ltd (Blue Funnel) but the company identity was preserved. Shaw Savill + Albion Line stock was transferred to Elder Dempster in 1970.
I needn't go into a detailed history of Elder Dempster, particularly when there is such an excellent web site does just that:

http://www.elderdempster.org/

However I will go into the story of some of the ships, in the chronological order of my sightings. All of the photos were taken after the Suez Canal was closed by war in 1967, and the company ceased it trade with Burma. Elder Dempster also served New Zealand, and had to do so by way of the Cape of Good Hope, but this as an extension of the West African service. In the late 1960s and into the 1970s, there was one ship a month from Elder Dempster calling in Halifax.

DALLA

Dalla tied up at pier 26, the usual berth for ED ships. Note the grain galleries still extended to the end of pier 26 in those days, and the ED ships did load grain-but not full cargoes.

Dalla dated froim1961 when it was built by Lithgows in Port Glasgow, Scotland for the British+Burmese Steam Navigation Co (P. Henderson, managers). B+BSN had been owned by Elder Dempster since 1952 but dated back to 1934 when Patrick Henderson began as a ship owner in Glasgow, trading to New Zealand and Burma. He founded B+BSN in 1874, soon after the Suez Canal opened in 1869, trading from Glasgow and Liverpool to Burma.

Dalla was transferred to Elder Dempster ownership in 1964. It measured 8831 grt, 11,530 dwt and made a respectable 14 knots on its 4 cylinder B+W / Kincaid . It had an array of cargo handling gear, 14 winches powering one 50 ton, four 15 ton, eight 6 ton and two 3 ton derricks. It also had vegetable oil tanks.

In 1980 the ship was sold to Greek owners, renamed Marmaras, shifting to Cypriot owners in 1982. It was laid up at Lefkas in February 1982 and on September 1- 2, 1982 a fire gutted the engine room and accommodation. The ship was declared a total loss and was broken up by Brodospas, in Split, Yugoslavia (now Croatia) in June 1984.

FULANI


 Fulani at pier 34 allowing for a close up view (in those days).Even with tug assistance, ships usually were ready to use one anchor while berthing to slow the ship if needed - sometimes called dredging the anchor.

Fulani also came from Lithgows in Port Glasgow, but in 1964. Its tonnages of 7,689 grt, 8,115 dwt are somewhat smaller than the "D" class of ships, but it appears to have more accommodation and certainly has more varied cargo handling gear.

Car spotters will enjoy the variety of vehicles operated by waterfront workers in1969. I must have climbed a pile of pallets to get this elevation on the photo. 
[ Another lesson learned was the limitation of fixed focal length range finder cameras. The image is not through the lens, and so doesn't always show exactly what will appear on the negative.]

Among the more modern touches were the bipod masts working one 80 ton, two 30 ton, four 15 ton, two 12.5 ton, four 7.5 ton and six 5 ton derricks. The ship could carry vegetable oil, latex and glycerine in tanks, in addition to general cargo. It still had the traditional slightly raked all buff funnel, with integral radar mast.

The Elder Dempster flag was used as a bow ornament.The aircraft overhead appears to be on flight path for the Shearwater naval air station.

The ship was sold to the Cameroon in 1976 and renamed CAM Azobe then in 1981 to Greek owners, becoming Cotton Trader. On July 13, 1983, while off the coast of Oman the ship suffered an explosion and fire. It was not until February 23, 1985 that it arrived in Djibouti in tow where it was declared a total loss. It was towed out later in the same month and arrived in Karachi May 5 and Gadani Beach May 13, 1985 where it was broken up.

DUNKWA


The D class ship Dunkwa was built in 1960 by Scott's Shipbuilding + Engineering Co in Greenock, and powered by a 6400 bhp 4cyl Doxford, built under license by Scott's. It also made 14 knots, and had slightly different derrick capacities of one 50 ton, two 20 ton, two 10 ton, two 7.5 ton, eight 5 ton and two 3 ton.

Built directly for Elder Demspter, it lasted until 1981 when Greek owners renamed it Clare, but it passed to Panamanian owners the same year becoming Resolve.It arrived at Gadani Beach March 20, 1985 for breaking up.

DEGEMA

Degema at pier 23, another of the 1960 built D class.

Also dating from 1960, Degema came from Wm. Gray + Co Ltd in Hartlepool, and carried a 5 cylinder Doxford of 5500 bhp, built by Central Marine Engineering Works. It carried a lighter array of cargo handling gear of two 20 ton, two 10 ton, two 7.5 ton, two 5 ton, eight  5 ton and two 3 ton derricks, and no jumbo. The after mast was a goal post type. It did have the tanks for vegetable oil, latex or glycerine.

In 1979 it went to Honduras flagged owners, and was renamed Veejumbo, but they changed it back to Degema in 1982. On December 21 of the same year it sailed from Port Sudan, and arrived at Gadani Beach January 30 for scrapping.

On another visit the ship tied up stern in at pier 26, allowing for a good view of the funnel and the goal post mast. There was more accommodation for crew aft,


ONITSHA

Although I am not aware that the ship ever called in Halifax under its Elder Dempster name of Onitsha, the ship did put in a notable appearance later.

Built in 1952 by Harland + Wolff in Belfast, it carried unusually heavy gear for its time of one 150 ton and one 50 ton jumbo, four 10 ton, two 7 on, six 5 ton and two 3 ton derricks. Its 5 cylinder Harland + Wolf engine of 3,750 bhp drove the ship at 13 knots and it had vegetable oil tanks. As built it measured 5802 grt and 6927 dwt, but was later reconfigured as a closed shelter decker of 7267 grt, 9134 dwt.

It was sold in 1972 to Cisne Cia Nav SA and renamed Amvourgon under the Greek flag.
On January 8, 1975 when on a voyage from Quebec to Baltimore, it caught fire off Rivère-aux-Renards, QC. Unable to contain the fire, the crew of 30 were taken off by a nearby Russian ship and then by Canadian Forces helicopter. 

The fire burned itself out, but not before gutting the accommodation. The tugs Point Valiant and Point Victor, that had been working in Belledune, NB, took the ship in tow arriving Halifax January 11. [That seems like very quick work, so the date of the fire breaking out may be incorrect, though it is cited by most sources. The arrival date in Halifax is correct.]

Amvourgon ex Onitsha, at Purdy's wharf where it was patched up sufficiently to be towed to Europe for scrap.

It was berthed at the south side of Purdy's wharf where it was declared a total loss. Some work was done to right the ship to an even keel and make it sewaorthy enough for a tow. The German tug Dolphin X (the former Canadian navy tug St.John) towed it out May 7, 1975 and it arrived in Santander, Spain May 29 where it was broken up.

DUMURRA


Tugs Point Vim and Point Viking push up on Dumurra as prepares to leave pier 23.

The D class Dumurra came from the Alex. Stephen + Sons yard in Linthouse, measuring 8,238 grt, 10,078 dwt, with the derricks of one 50 ton, two 20 ton, two 10 ton, two 7.5 ton, eight 5 ton and two3 ton capacity. The 5 cyl, 5500 bhp Doxford engine was built  by Hawthorn, Leslie and made 14 knots.
In addition to the usual vegetable oil tanks, the ship also had refrigerated cargo capacity.

Seen from astern, at the same pier, this ship, unlike the previous ones, has its forecastle and after castle painted white. It also has kingpost masts aft. 

The ship served Elder Dempster until 1980 when Isle of Man owners called Fumurra Ltd, renamed the ship Fumurra. It arrived in Gadani Beach May 2, 1983 where it was broken up.

Getting away from pier 23, the ship leans a bit under the control of tugs. It has machinery cargo on deck, and appears well loaded..  

Underway for sea, the tugs are ready to cast off.

General cargo ships, including those of Elder Dempster disappeared from the seaways as the container age developed. British shipowning and British shipbuilder also virtually disappeared too, thus changing the character and number of ships calling in Halifax. 


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Saturday roundup - avant le déluge

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The early bird was rewarded today as another heavy snow fall began late morning blotting out the view.
CCGS Cape Roger arrived last evening and anchored until this morning when it moved to Imperial Oil to refuel. The ship is on Search and Rescue standby along the South Shore of Nova Scotia.


Also in this week is CCGS Alfred Needler at BIO. Both ship are based in Newfoundland, but are often displaced in winter and spring by ice, and exchange places with Halifax based ships.
 
One visitor this week that I failed to post was CCGS Terry Fox, in for refueling March 25. We have now seen the entire east coast icebreaker fleet this spring - so much for the wisdom of moving them to Newfoundland.


Bow doors open, ramp being lowered on hydraulic pistons.

Bow ramp in lowered position appears very narrow and of a very low weight capacity compared to the stern ramp.     [ Say  AAAAH!]

At pier 9A work on the ferry Canada 2014 is, if you will pardon the expression, "ramping up". This morning workers had both the bow and stern doors open for work.

The stern ramp, with a red painted pedestrian pathway. A temporary partition has been built inside the car deck to retain heat during the refit process. After this photo a mobile crane came along to take the weight of the ramp for work on the bearing.

The ship is expected to enter service between Digby, NS and Saint John, NB, sometime this summer.


See Tugfax for the tug Lois M and barge Nunavut Spirit at pier 9B.


At pier 9C Harefield is still tied up for repairs.



Work continues on the rudder using a raft and various tackles to take the weight off the pintle.



In Bedford Basin the Torm Rosetta lies at anchor until it is time to go alongside Imperial Oil Another handysize tanker product tanker, it was built in 2003 by Onomichi Dockyard in Japan as Rosetta for OMI. It was acquired by Torm A/S in 2008. The ship measures 28,567 grt, 47,038 dwt and is enrolled under the Danish International register. (Denmark and Norway, among others have offshore registers which have different regulations from their national registers, as to foreign crewing, taxes, etc.,)



At anchor the tanker Sloman Hermes will be sailing this afternoon for the St.Lawrence. It has been awaiting the opening of the St.Lawrence Seaway, which has been postponed from March 25  27 to April 5 2 due to ice. Rather than anchoring in ice off the Escoumins pilot station or farther upriver, the ship opted for the comforts of Halifax harbour. An ice adviser boarded the ship late in the morning from the launch Halmar.



Autoport is still struggling with frozen in cars - thousands are still in ice up to their hubcaps, but it appears that more recent arrivals are still being processed, as the trains keep rolling out every days with a dozen or more autoracks full of imports. [In the photo of Terry Fox above, there is a string of autorack cars waiting in a siding.] Recent arrivals are leapfrogging ahead of the January and February arrivals which are waiting for natural melting to free them.


Today Mermaid Ace made a morning visit. It was built in 2010 by Minami- Nippon in Usuki, Japan, measuring 58,939 grt, 18,828 dwt, with a capacity of 5,219 cars. It is owned by Masumoto Shipping Co Ltd under the Panama flag, on charter to MOL (Mitsui OSK Lines).

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Oops at Dockyard

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File photo of Algoma Dartmouth northbound in the harbour.

No one is saying why, but the bunkering tanker Algoma Dartmouth spent a long time alongside the Dutch sub Bruinvis at HMC Dockyard Friday. An operation of a few hours, normally, took all day.
Reports that the entire November Charlie camber was boomed off have also reached me, with suggestions of feverish activity.
Maybe an oops.

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