Friday, October 20, 2017

Lots of Length

There was lots of length at pier 20-22 today - that is if you count part of the Tall Ships Quay. Two years ago the Port installed an extra bollard at the TSQ to use when there are two large cruise ships in at the same time. It has seen frequent use as the ships get bigger and bigger.

The Seawall, as it is called, is just over 610m (2000 feet) long and was built to take two of the largest passenger ships then afloat. At the time however even the largest ships barely exceeded 900 feet, Such ships as Cunard's Aquitania (902 feet) and White Star's Olympic (883 feet) were among the biggest ships, with only the German giants Bismarck (956 feet) and Vaterland (950 feet) closing on triple digits.  

Today is was Crown Princess 290m (951 feet) and Celebrity Summit 294m (965 feet) with the bow of the former extending well north of pier 20. With three headlines out to the TSQ bollard the ship was well secured.

Crystal Symphony sailed first, backing out into the stream from pier 20-22. It was then the turn of Celebrity Summit which called in the tug Atlantic Willow to lend a hand pulling it off the pier and lining it up for its north about run around George's Island.

With shorter days there may be very few evening photos for a while.

Unless it is with the smart phone.


Monday, October 16, 2017

Crystal Serenity

Crystal Serenity, a 1,000 person capacity cruise ship that called in Halifax October 9 returned again this evening but only briefly and put back out to sea in an hour. Normally such a short visit means a medical emergency evacuation.

The ship is well known for its two Northwest Passages, starting in 2016. This year's 32 day cruise from Alaska to Greenland,  when it was accompanied by the ice escort vessel Ernest Shackleton, the on to New York via Halifax, was apparently not sold out and will not be repeated.

A new ship, Crystal Endeavour , a 200 passenger polar-code megayacht is due for delivery next year, but may be working a different itinerary. The impact of huge numbers of passengers on tiny arctic communities will certainly be more manageable with a smaller ship.


Sunday, October 15, 2017

Early Arrival

Taking ship photos in the early morning from Halifax is much easier when there is a bit of cloud cover as there was this morning.

That meant that Zuiderdam's port side, while in shadow was reasonably visible without the blaring sun directly behind it.

One of four Holland America ships regularly calling in Halifax during the cruise season, Zuiderdam was built originally in  2002 by Fincantieri Breda in Marghera, Italy. It is a Vista class ship, one of four, each named for the directions on a compass (Oosterdam = east, Westerdam = west, Noordam = north and Zuiderdam = south).

The ship received a major refurbishment in 2015 boosting its gross tonnage from 81,769 to 82,820. With this the ships has a maximum capacity of 2272 passengers, although the normal load is 1916 with 842 crew.

The ship has an unusual propulsion system, consisting of five diesel engines (three of 16 cylinders and two of 12 cylinders) and a gas turbine driving electric azipod thrusters.

Thursday, October 12, 2017

Grain from the Lakes

Another load from the Lakes arrived yesterday on the Algoma Mariner. The amount of grain (could be feed grain, corn or wheat) coming from the Lakes is much reduced from days gone by, when there was an almost monthly arrival. Now it is only a few times a year. Grain continues to arrive by rail however.

The ship looks a bit like a shark lunging out of the water. 
Its hull paint has eroded at the bow wave line.

Ships now unload directly to a hopper that leads to the conveyor system running to the storage elevator. Before self-unloaders were common in the grain trades, ships used a system of buckets on an endless belt that was lowered into the ship. The ship had to move back and forth along the pier so that the "grain leg" could reach all the holds.

The Eastcliffe Hall under the grain leg in July 1970.

On its return to the Lakes Eastcliffe Hall loaded a cargo of pig iron in Sorel, QC and on July 14, 1970 struck a shoal and sank near Cornwall, ON. Nine persons were lost and twelve survived.
The ship was built in 1954 by Canadian Vickers in Montreal to the maximum size of the old St.Lawrence Canals, 253.4' x 43.8' x 17.0'. When the St.Lawrence Seaway opened it was lengthed 92' and deepened 3'-9". 

The grain leg is still there, housed in the tower, but has not been used in many years, since all grain ships that call here are now self-unloaders.


Monday, October 9, 2017

Change from the top down

Shipfax is introducing a new header. After several years of using the same header image it is time for a change. Why?

 The old header - now retired.

The image in the old header is the Atlantic Container Line G3 container ship Atlantic Compass, taken November 23, 2014, as it enters Halifax harbour with the pilot boat Chebucto Pilot in the lead. Things have changed since then. All of ACL's G3 ships have now gone to the scrappers, with the last, Atlantic Conveyor, beached in Alang, India  October 8.

The five ships in the G3 class served Halifax for thirty-three years and were almost as iconic to Halifax as the Meagher's Beach lighthouse- at left in the background. Now that they are gone there is no ship ready to pick up the symbolic role as yet, so I have chosen to show what will be the way of the future. It is the 10,062 TEU Zim Rotterdam. It was to have been the first ship to of more than 10,000 TEU to call in Halifax, but was edged out by sister ship Zim Antwerp earlier this year.

More larger ships are expected in the coming months and years and the Port of Halifax will be hard pressed to keep up with the demands that such large ships make on the port infrastructure.

Also in the photo, the pilot boat Chebucto Pilot, built in 2012 by Abco Industries in Lunenburg, has been reassigned to Saint John, NB and renamed  Captain E.T. Rogers. A pair of pilot boats, Nova Pilot and Scotia Pilot,  imported from the Netherlands, have now taken over pilotage duties in Halifax.

But speaking of Atlantic Container Line, now that all five G4 ships have been delivered, they continue to require attention due to numerous bugs. On October 5 Atlantic Sea, which was drydocked at the Blohm+Voss shipyard in Hamburg, became entangled in the rigging of a shore crane that was blown over by storm Xayier. The crane appears to have just missed the ship and damage to the ship seems minimal.

ACL's traffic through Halifax has increased dramatically, both in container and RoRo and the line continues to use chartered box boats to meet demand.

Typical of those is the aging Itea which sailed this afternoon. Built in 1998 the 3842 TEU ship has carried four previous names and seems to be a candidate for the scrappers when its charter ends.
There is no let up in sight to the the trend to scrap smaller (and thus less efficient) container ships to make room for giant new ones. 2017 and 2018 will see more record shattering deliveries and orders for even larger ships.

The new header may not be as long lived as the last one, which like its subject, exceeded normal life expectancy.


Sunday, October 8, 2017

Hudson and Franklin

News that Seaspan has unveiled the Sir John Franklin at an open house October 1 was followed closely by more news that its illustrious predecessor CCGS Hudson was yanked from the Heddle Marine shipyard in Hamilton, ON on October 6.

The Sir John Franklin is the first of three Offshore Fisheries and Science Vessels to be built under the National Shipbuilding Procurement Strategy, taking precedence over naval supply ships and an icebreaker at the North Vancouver shipyard. A major design glitch, which saw the ship's length increased by 8.4m to overcome a stability issue was one of several notable episodes in the creation of these ships. The $244 mn budget which was to see the ships delivered in 2014 has soared past $687 mn and all are still under construction.

Not the least contentious was the choice of names. The previous prime minster's obsession with discovering the wrecks of Franklin's ships Erebus and Terror was probably a factor in the name choice. Objectors cited Franklin's failure to discover the way out of the Northwest Passage (although in fact he probably did, but couldn't get through) before food and supplies ran out. Historians may be kinder to Franklin in future since contaminated supplies may have been a mitigating factor - time will tell.  Franklin's previous overland expeditions were remarkable and should not be forgotten.

The objection to Franklin on the grounds that he wasn't Canadian is plain silly. At the time of his death there was no Canada per se except as a British colony and all Canadians were only British subjects - just as Fransklin was.

That he was a failure, and that Americans would never name a ship after such a person is laughable. They have a ship named after the man who did not discover the North Pole, but is credited with it nevertheless.

But on to no more nor less a paragon - Henry Hudson. He began looking for a Northwest Passage by sailing up the river that bear his name, on behalf of the Dutch East India Company, incidentally leading to the founding what is now New York City. His work in Canada's north was no more successful in the end than Franklin's. When his crew mutinied and set Hudson, his son James and seven crew adrift in Hudson's Bay they were never seen again. The mutineers, of whom only eight of thirteen survived, reached England,  were not tried for mutiny or piracy, but for  murder and were acquitted. 

Both men added greatly to the knowledge of Canada's north - and no they were not perfect.

But back to the ship. The fifty-four year old CCGS Hudson, was in rough shape when it finally sailed out of Halifax in the fall of 2016 for a refit that was supposed to extend until "late spring" 2017. It came as no surprise that once the ship reached the shipyard there was more work to do than originally planned. However the Canadian Coast Guard became dissatisfied with progress and took back the ship, moving it across the bay from Hamilton to Burlington where they plan to get enough work done to sail the ship out of the Lakes before freeze up. Whether it will come back to Halifax for completion or will have to go to another shipyard is not clear.

The splendid looking CCGS Hudson showing her age.


A bit of everything

There was a bit of everything happening in Halifax harbour today - tankers, container ships and of course  cruise ships.

The Panamanian flag Challenge Procyon arrived during the night and anchored for bunkers, then moved to Imperial Oil;'s number 3 dock.

At sunup Challenge Procyon was bunkering in number 5 anchorage.
Built in 2011 by Shin Kurushima Dockyard Co Ltd in Onishi, Japan, the 28,735 grt, 45,996 dwt tanker arrived from Mongstad, Norway.

Meanwhile at Imperial Oil, the tanker Steel moved from number 3 dock to number 4. It had arrived from Porvoo, Finland on Wednesday October 3, but appears not to have unloaded any of its cargo.

As of yesterday afternoon, Steel appeared not to have unloaded any cargo.
Built in 2000 by Hyundai Mipo in Ulsan, as Rocket, it changed names in 2013.  It measures  23,248 grt, 37,889 dwt.

Imperial's usual source of supply for refined has been the US Gulf, mostly Texas. With recent hurricanes, I am assuming supply may have been limited and they chose to buy on the spot market.  Finland has no domestic source of fossil fuel, much of their oil-based supply coming from Russia, but they do have refining capability and export gasoline to other Baltic countries. Perhaps this cargo did not meet Imperial's standards.

Fairview Cove was keeping busy, with NYK Atlas and Atlantic Sail sailing and Glen Canyon Bridge arriving.

With the sun making a short visit, Glen Canyon Bridge strides up through the Narrows, with Atlantic Fire providing tethered escort. A crew on the forepeak are washing the anchor chain in readiness to anchor, but the ship was due to go alongside directly to the berth vacated by Atlantic Sail.

Built in 20016 by Hyundai Heavy Industries in Ulsan, the ship has a capacity of 5624 TEU on 68,570 grt and 71,291 dwt.

Early arrivers this morning were two cruise ships.

The veteran Saga Sapphire was in the lead, with a tug alongside to assist it backing in to its pier. Viking Sea was then able to overtake.

Built by Bremer Vulkan, Vegesack in 1981 it has carried the names Europe, 99: Superstar Europa, 99: Superstar Aries, 04: Holiday Dream, 08: Bleu de France, finally taking the name Saga Sapphire in 2012.
The ship has a capacity of 720.

Second in line was Viking Sea. Built in 2016 by Fincantieri Italiani in Ancona, it carries 930 passengers and measures 47,842 grt. It was launched as Viking Sky but switched names with a sister ship delivered this year. Both ship are callers in Halifax this year.

Later in the morning a third cruise ship,  Norwegian Dawn added 2300 more passengers to the count.

Saturday, October 7, 2017

The dawning of a new day

The dawn brings a new day (but shorter)

1. Every dawn brings a new crop of cruise ships at the height of the cruise season.

 Celebrity Summit, Queen Mary 2 and Zuiderdam arrive on Thursday morning.

Rotterdam overtakes Insignia on Friday. Insignia used a tug to slip into the narrow camber of pier 23.

Silver Whisper and Pearl Mist arrive this morning.

Once risen the morning sun is directly behind inbounds as the come into the port, making photos nearly impossible.

Pearl Mist recent recipient of a fine for speeding in the right whale protection area in the Gulf of St.Lawrence. So much for eco-tours!

Silver Whisper in the classic pose. Unlike most cruise ships at this time of year it sailed in daylight.

2. New era for cabotage

Maersk Penanag arrives with the first domestic / cabotage cargo under CETA. 

With the Canada Europe (Free) Trade Agreement in force, Maersk / CMA CGM can now ship empty containers from Montreal to Halifax on a foreign flag ship. They had not been allowed to do this under traditional cabotage rules, and in fact were denied coasting licenses in the past because Canadian ships could have carried the cargo. None did because the cost was prohibitive. 
The seventy empties are being repositioned to Halifax where there is more demand for seasonal eastbound reefer cargo. This saves the line the cost of shipping empties by rail. 
But the question is where will  it end?  Applications for coasting licenses are expected to dry up - there were only two in all of September and none so far this month. That compares to 11 in July and 14 in August.  
Canadian ship owners may have to flag out their fleets to survive the onslaught of foreign flag ships. 

3 New life for a ferry

Wave Sentinel was built in 1995 as the ferry Island Commander to run from Portsmouth, UK to Jersey in the Channel Islands. In 2000 it was converted to a cable ship.
It made a brief overnight stop in Halifax for stores and bunkers before sailing this afternoon for its home port of Portsmouth.
It was last here in September 2000, shortly after conversion. Aside from the orange paint on the visor and an additional satellite dome, it also appears to have acquired some new cable equipment.

4 New fuel for a Newyorker \

 The bulk carrier Newyork Harmony [the first name is all one word] arrived from Belledune, NB for bunkers. The crew were busy airing and cleaning the holds in preparation for its next cargo. However that cargo is as yet unknown, since on sailing this evening it gave is destination as " sea for orders".
Built in 2105 by Shin Kurushima, Toyohashi, the 24,328 grt, 38,511 dwt ship has four cranes and grabs for working cargo.

5 New light on an old bulker

Atlantic Huron - back again for a load of gypsum. Rumours of its retirement have been rife for years. Could it be a candidate for re-flagging?

6 New paint?

USCGC Harriet Lane WMEC 903 certainly did not look its age on sailing this afternoon after a courtesy call at HMC Dockyard. The cutter, commissioned June 14, 1984, is a veteran of many missions but looks like it just stepped out of the band box.
To save you looking it up (I had to) Harriet Lane was the niece of US President James Buchanan (a bachelor) and was a much acclaimed and idolized "first lady" when her uncle was a Senator, Ambassador to the Court of St.James and President (1857-1861). Uncle James however was blamed for not preventing the outbreak of the US Civil War. Harriet Lane's generosity to children's health in the Baltimore area is still recognized.


Wednesday, October 4, 2017

Damia Desgagnes - first dual fuel visitor

The first dual fuel ship to visit Halifax arrived Tuesday with a load of asphalt for McAsphalt Industries (Miller Paving). Damia Desgagnes  was built to burn conventional heavy fuel, MDO (Marine Diesel Oil) and LNG (Liquid Natural Gas). The principal of the system is that pollution is reduced by using gas when it is available. So far only the port of Montreal has the capability to refuel LNG, but other ports are expected to sign on as more LNG ships are built.

Damia Desgagnes is the first dual fuel bitumen/asphalt tanker in the world and is the first of four to be built for the Desgagnes fleet. Asphalt tankers have higher energy use than conventional tankers, since they must keep the cargo hot, and therefore are generally bigger air pollution contributors than other types of ships.

Delivered earlier this year by Besiktas Tersane AS, in Yalova, Turkey, the ship has been operating on the St.Lawrence River and Great Lakes since May. It is also a Polar Class 7 vessel, so will be trading all winter as well. The ship measures 11,978 gross tons, 15,100 dwt.
In case I don't get out to take a picture in Halifax, the above were taken during the annual Shipfax summer break in Quebec.


Monday, October 2, 2017

Jebsens - long time no see

The long standing Norwegian shipping company Kristian Jebsens Rederi AS was founded in 1929. At some point in its history it adopted one of the most identifiable of funnel markings - a blue sawtooth pattern on a white band. Despite many upheavals in ownership following the death of its founder, the company still has a presence, but it is much reduced from its heyday.

Once frequent callers to the Great Lakes and eastern Canada, particularly carrying newsprint, they have now become solely a drybulk carrier as far as I can determine. They were early pioneers in small and short sea beltship type self-unloaders, but that division was sold in 2011 to CSL, forming CSL Europe.

Today's arrival of the Sharpnes was a bit of instant nostalgia for the days when their ships were common sights here. The distinctive funnel marking is still there, as well as the hull banner letters.

One other thing was apparent - the ship came form a Japanese drawing board. This seemed a bit odd until I looked it  up and found that it was built by Tsuneishi Heavy Industries Cebu in Balamban, Philippines. Jebsen has had a long standing relationship with the Philippines, and at one point even had several ships named for Philippine presidents, forsaking their traditional "nes" names.

The current ship is managed by Abojeb, a company originally established by Aboitz Group of the Philippines  and Jebsen., and based in Manila. It provides both crewing and vessel management services.

Obvious Japanese design influences include the stovepipe funnel and tree-like antenna array mounted starboard side well aft.

After bunkering Sharpnes sailed for Baie-Comeau to discharge its cargo of alumina loaded in Vila do Conde, Brazil.

Saturday, September 30, 2017

Camellia for Maersk / CMA CGM

The replacement for the ill fated Maersk Pembroke [see September 26] arrived today on the eastbound leg of its first trip. Camellia is a comparable sized ship to the one it replaces on the Maersk / CMA CGM / NYK transatlantic service. [The service is called Canada Express by Maersk, St-Laurent 1 by CMA CGM and CAX by NYK.]

Camellia outbound, carries a plain white funnel with no visible owner identification.

Built in 2006 by Hyundai Mipo, Ulsan, it is a Hyundai 2800 type standard ship of 27,779 grt, 39,000 dwt with a cpacity of 2824 TEU. It was delivered as CMA CGM Camellia, renamed CAMELLIA in 2008 and CMA CGM Colibris in 2016. It became Camellia again August 1, 2017. It has apparently now been chartered by Maersk. Ownership identification is a tricky proposition with this charter, since the registered owner is a one ship company called Two Armania Shipping Ltd, registered in Hong Kong, but giving an address c/o of its managers in Limassol, Cyprus. Ship managers were Marlow Ship Management Deutschland of Hamburg, part of the large Marlow Group, also based in Limassol, but controlled from Germany. Earlier this month Marlow and Columbia Navigation were given permission to merge. The new Columbia Marlow is now the third largest ship management company in the world with about 500 ships under direct management and another 1,000 ships under crew management.

Camellia joins Maersk Palermo, Maersk Penang and  EM Kea on the four ship rotation with weekly eastbound calls in Halifax with Montreal as the Canadian terminal port.


Friday, September 29, 2017

Changing Seasons

Now that is autumn-at least officially-the days are shorter, but we are still getting June like weather, with lots of sun and warm temperatures. Occasional fog and rain make it unpleasant for cruise ship visitors, but the old adage goes - if you if don't like the weather just wait an hour.

On Thursday however it was more like eight hours, but the weather changed dramatically from morning to evening.
Veendam  's passengers were treated to a genuine Halifax pea-souper when they arrived for 0900.

By late afternoon however the fog had gone, the skies were beginning to clear and the sun was blazing through at a low angle.

The Halifax side of the harbour was in shade as the bunkering tanker Algoma Dartmouth returned to her berth.

However the sun was still catching the tanker Hector N as it prepared to get underway after bunkering. The ferry Viola Desmond returning from Woodside was just entering the shadow from the Halifax side.

It was a good time to test a new pocket camera, which explains the low resolution of the photos.

Tuesday, September 26, 2017

Maersk Pembroke sold for scrap (with some updates)

In a rush to get this posted this morning I made some errors- updates in bold italics:

One of the four ships that originated the Maersk / CMA CGM transatlantic service calling in Halifax eastbound has come to the end of its working life and has been sold for scrap to Indian Turkish ship breakers. Maersk Pembroke has had a troubled history, and it does not come as a surprise that the ship is done for. In today's shipping market where there is an over supply of ships, and a nineteen year old ship is seen as more of a liability than an asset.

Built in 1998 by the Kvaerner Warnow Werft Nordic Yards in Travemunde, the 31,333 grt, 37,842 dwt ship has a capacity of 2890 TEU (including 400 reefers). Originally called P+O Nedlloyd Sydney the ship joined the Maersk fleet following the P+O Nedlloyd takeover and was renamed Maersk Pembroke in 2006.

When Maersk, with CMA CGM started the transatlantic service running Rotterdam / Antwerp/ Le Havre / Montreal / Bremerhaven, Maersk Pembroke was NOT one of the original quartet of Maersk ships, but was added in 2010 when Halifax was added to the port rotation. Maersk Patras was re-assigned in May 2014 and replaced by a CMA CGM ship.(It suffered a fire off the Azores in November 2016 ). Maersk Palermo and Maersk Penang remain on the service, with  EM Kea and whatever ship will replace Maersk Pembroke (currently that ship is Angeles (see September 15)  was a one trip charter, and Camellia has now been added.

Maersk Pembroke has had a number of propulsion related issues since 2015, when it arrived off Halifax January 26 two days late and required three tugs to reach its berth. Earlier this year it suffered a broken cam shaft and was out of service until June.

Then on August 21 a fire in the engine room caused severe damage while the ship was in the Celitc Sea en route to Montreal. It was towed back to Rotterdam where it was decided that it was not worth repairing.


Saturday, September 23, 2017

Arcadia sails after extended stay -[ see update]

The P+O Cruises Arcadia sailed late this afternoon after an extended stay in Halifax. The ship arrived Friday morning September 22 and was due to sail that afternoon. However the departure was put off until this morning then extended to early this afternoon and finally to late this afternoon.

There was lots of activity on deck yesterday afternoon when the ship was originally scheduled to sail.
Finally sailing this afternoon in summer-like conditions.

Ordered in 2003 by Holland America line as a Vista class, it was allocated to Cunard and was to be "Queen Victoria". Shortly before launch, June 26, 2004, it was transferred to P+O Cruises and completed by Fincantieri Marghera as Arcadia.  (All these lines are part of Carnival) The 84,342 grt ship has a capacity of 2358 max passengers and 976 crew and is propelled by electric azipod drives.

Fleet mate Aurora, which was here September 3 had a fire in the engine room September 20 while en route from Bermuda to the Azores and was drifting without power for about an hour.

The 76,152 grt ships, built in 2000 by Jos. L. Meyer, Papenburg, has a capacity for 1878 passengers and 850 crew. The ship apparently reached the Azores safely.

Both ships cater to British cruisers and have subdued graphics compared to some of the exuberant floating bill boards we see, such as another ship that was in port today, AIDAdiva (see September 14) or its fleet mate AIDAluna on September 4.

I prefer the plain vanilla ships such as another of today's visitors- Silver Whisper.

Built in 2000 by Mariotti, Genoa it has the understated elegance that is appropriate to an exclusive yacht-like ships. At 28,258 grt it carries only 382 passengers. When I checked two years ago it had the most space per passenger of any cruise ship with 74 gross tons per passenger and with 295 crew it also had the highest passenger to crew ratio of 1.3 to 1.

Update: Arcadia's long stay was due to rope entanglements in its prop(s). These were finally cleared, but not until the ship had missed three port calls. So it is not only whales that are suffering from phantom / abandoned fishing gear.


Friday, September 22, 2017

Halterm cranes (+ update)

As mentioned the other day, three of Halterm's old container cranes have been out of service for some time and apparently were not worth reconditioning.

Now we see that demolition has started on the first of the three. Two giant construction cranes have been set up at the end of pier 37-39 and crews have started to rig lifting gear to remove the boom on the first crane.

Two of the old cranes were moved farther east to accommodate the work. The remaining crane at pier36 (right) has also out of service for a time.

Workers at the top of the boom were lifted into place by basket.

There is still a question about the fourth crane, at pier 36, which has been out of service for a time. It was originally a typical crane but some years ago was fitted with special bogies allowing it to move from pier 36 to pier 41-42 on curved track. However that function is no longer possible with the four new wider track super-post-panamax cranes at pier 41-42.

Leaving Halterm with only four working cranes must be a major service issue for the operator, and some new cranes are obviously needed. There was talk of a new rudder tired crane, but nothing has been seen of that yet.

Fairview Cove already dismantled its oldest crane a couple of years ago, but also has smaller cranes that can't serve large ships fully due to limited height and reach.

By late this afternoon the first section of the boom was on the ground.


Sunday, September 17, 2017

Sunday traffic and updates

Not a particularly busy day in the port, with no cruise ships in but there was activity.

Work on cleaning the hull of the tanker Endeavour (see yesterday's post) has progressed down the port side and onto the starboard side. The difference is noticeable.

No ETD has been posted for the ship yet.

KSL Seville did take bunkers today, but remains in number 1 anchorage. It must be in for some sort of repair.

The Yang Ming container ship YM Express arrived this afternoon. Its first visit for THE Alliance's AL1 service was April 30 but I missed it on that day.

Built by China Shipbuilding Corp, Kaohsiung in 2015, the 47,952 grt, 57,320 dwt ship has a capacity of 4662 TEU (including 700 reefers).

The ship displays a variety of boxes, but CSAV is now a major owner of HAPAG-Lloyd and H-L has purchased UASC (United Arab Shipping Co). Activities of the latter have now been totally merged into H-L.

At Autoport MSC Immacolata made a brief visit, tying up just before noon and sailing at 1530 hrs.

Due the crowd at Halterm yesterday (the 9365 TEU CMA CGM Rhone and the 3108 TEU EM Kea  and all four big cranes hard at work ) there was no room  at pier 41-42. Tropical Shipping's Bomar Rebecca tied up at pier 36.  Oddly the ship used its own cranes to unload some containers and this evening moved to pier 41 to begin loading tomorrow. Tropical's destinations and schedules may well have been disrupted by recent hurricanes, which might account for the early arrival. Tropical ships usually arrive and sail on Mondays.

There are four cranes lining pier 36-37, but only one (the one on the far right) is a working crane. The others are no longer functional. The fact that Bomar Rebecca did not use it may or may not be significant.