Point Chebucto returns to the dock at 12:15 after sailing the autocarrier Triton Highway. The ship arrived at the Autoport earlier this morning and required two tugs for docking (Point Chebucto and Svitzer Bedford).

Point Chebucto was built in 1992 by Halifax Shipyard and is a 4000 bhp azimuthing stern drive tug. She was designed with all accommodation above the main deck and has an extra high bow for berthing high sided ships. As a result she is sometimes too high for some of the ships that arrive in Halifax. However she is an excellent seakeeping vessel, and has made numerous short trips to Sheet Harbour and Lunenburg. I don't believe she has been farther afield than that.

She is shown here passing fleet mate Point Halifax, built in 1986 and with 4200 bhp. Point Halifax is still not in regular service, as repairs are ongoing after last August's incident in the Strait of Belle Isle when she damaged one of her stern drives. Point Halifax was built by McTay Marine in Bromborough, England, and crossed the Atlantic on her delivery trip. She has also made long distance trips to the Bahamas, Hudson Bay and the St.Lawrence River, but is not as sea friendly, and is a notable "roller" according to her crews.

Atlantic Spruce is shown at work coming alongside the bulk carrier Oakglen. Atlantic Spruce is steaming stern-first to come alongside the ship. The pilot wanted the tug power near the stern of the ship to assist in turning it, but the ship's stern is cut in, and the tug's bow would be wedged under the stern if she had approached bow forward.

The advantage of the ASD type tug is evident here. She can steam at almost full power in the astern configuration and connect up with her wire as close to the stern as needed.

Oakglen arrived at nnon time and tied up at pier 9A. This ship is one of three foreign built ships that CSL acquired for eventual domestic operation. Along with sisters Richelieu and Saguenay these ships are currently registered in the Marshall Islands, but will be transferred to Canadian flag when certain contracts come up for CSL.

Due to a slump in the economy, CSL took over the ships earlier than expected, and after a period of idleness last year, they have been trading overseas. They will eventually be plced on the shuttle run between Havre-St-Pierre and Sorel-Tracy, QC for Quebec Fer et Titane, carrying iron and titanium ore.

There are now three CSL ships in port. Atlantic Huron, fitting out at pier 25-26 and Birchglen in drydock.

If Oakglen is headed to drydock after Birchglen sails, she will likely get a new paint job. Aside from her funnel, which is now in CSL colours, she is still wearing the hull and superstructure colours of Fedav, her previous charterers.

In the photo above, the tug Atlantic Larch is positioned forward, and Atlantic Spruce is steaming astern, to come alongside. She did this because Oakglen's stern is cut in and she could not safely get alongside that far aft. Another reason why ASD tugs are far superior. They can run astern and still have nearly full power.

The Canadian Transportation Safety Board will conduct an independent investigation into the sinking of the Concordia. No doubt because Barbados, the flag state, does not have the capability or the willingness to conduct an objective one, Canada has decided to go on its own.

Concordia was registered in Barbados. Why? As a tax avoidance measure.

The owners would not have to pay Canadian duty to import the a Polish built ship, nor would they have to satisfy other Canadian regulations. If the owners set up an offshore corporation to own the ship, then it would not be subject to Canadian income taxes.

Now Canadian taxpayers will have to foot the bill for a very expensive Transportation Safety Board investigation. Yes the TSB will do a thorough job. They will conduct a detailed investigation, and in a year or two they will submit a splendidly detailed report.

Sorry to be cynical, but so what? They will no doubt conclude that the ship sank due to downflooding caused by sudden lack of stability, likely caused by a microburst. The vessel had insufficient stability or insufficient water tight separation for such an event, and it was not required to by law or by regulation.

The TSB has no authority to impose or enforce regulations. Transport Canada will certainly have no response to the report, since the ship was not within its jurisdiction either by flag or by location. Barbados will certainly ignore the report. As port state control, Transport Canada can inspect ships and enforce IMO regs if it chooses, but it can't change the water on the beans, nor the facts:

- the ship sank,

- all aboard were saved thanks to excellent training and drills

- Brazil was slow to respond because they were hungover from Mardi Gras

What more is there to learn?

All in all the TSB report will be a huge waste of time and effort for no effective result.

With today's departure of Alice Oldendorff with a load of gypsum for Baltimore, there are signs that gypsum may be starting to flow again.
The ship arrived from the Mediterranean via Rotterdam, which indicates to me that the ship has now been repositioned on this side of the Atlantic. A ship sailing in ballast across the Atlantic to load gypsum, would not be a normal spot trip, so there must be enough work to keep the ship on this side.
Other good signs: There was a huge pile of gypsum at National Gypsum earlier this week, and Georgia S made back to back trips, without lying at anchor between times.
Gypsum is an early sign of economic recovery, so it is worth watching how much activity there is.

[April 21, 2007 photo]