Glen help

Atlantic Towing Ltd manages to carry out harbour berthing and even some outside work with the three ASD tugs normally based in Halifax. From time to time if another tug is needed, they have been able to call on Saint John, NB to send a tug in for a day or or so. However today was a little different.
Faced with shifting an effectively dead ship from anchorage to a pier, the three tugs were not going to be enough. With the tug Atlantic Oak undergoing its 5 year survey in Shelburne, Halifax has already brought in Atlantic Fir from Saint John, and the latter port could not spare another. What to do?
It is not unheard of, but has not been done in years (and never by Atlantic Towing to my knowledge) - they called HMC Dockyard. The Queen's Harbour assigned a Naval Auxiliary tug to lend a hand. Normally working on navy jobs only, with navy pilots, this would be a new experience for the civilian crew.

So early this evening Atlantic Fir, Atlantic Willow and Atlantic Larch were assisted by Glenevis in moving the disabled Australian Spirit from anchorage in Bedford Basin to pier 9C. The ship has no steering capability, having lost its rudder at sea, and there was a breeze picking up. Thanks to Voith-Schneider propulsion Glenevis's high degree of maneuverability makes up to a degree for its modest power of 1750 bhp 

Back in the day when ships were smaller, the Glens had comparable horsepower to the local tugs, and were called in more frequently when one of the harbour tugs was out of service or more power was needed.

Glenevis at her normal berth in HMC Dockyard, although she will not have HMCS Iroquois for company much longer.

Glenevis helps to berth Hoegh Pride in 1979.

Point Vim and Point Vibert in the background get an assist from Glenbrook with the tanker Fina Belgica in 1991. (Photo taken from Point Halifax)

The most notable occasion when Dockyard tugs did civilian work occurred in March 1982 when the oil rig Zapata Scotian on the barge Seacamel 393-11 broke loose from its berth and went adrift in the harbour, threatening the Macdonald Bridge, a Dartmouth office building and the anchored Polish bulker Ziemia Wielkopolska. All three Glens, and St.Charles along with six harbour tugs, three tug/suppliers and the deep sea tugs Shamal and Simoon were all involved in the operation to recover the rig, and eventually get it back alongside the next day when the wind died down.

 Glenbrook gives it her all assisting Point Valour in getting the rig back alongside. The Glen's side thrust was especially helpful compared to the local single screw harbour tugs of roughly equivalent horsepower than t could only push or pull on a tow line.

Navy tugs were deemed to have saved the day, but the Queen's Harbour Master declined to put in a salvage claim.

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First Generation Glen class tugs of the RCN

 

1. Typical Glens harbour tugs of the RCN. Note the huge rope puddings on the bows.

During World War II the Royal Canadian Navy’s need for tugs increased dramatically, and several classes of tugs were built. One of these was the Glen class of which sixteen steel hull and three wooden hull tugs were built between 1943 and 1944. A fourth wooden hull and at least one steel hull were cancelled before completion. Used for harbour work, they were about 100 gross tons, 85 feet long and fitted with 300 bhp or 400 bhp engines, giving a bollard pull of 4.5 tons.

Many of these tugs survive today. At nearly 70 years old, they are remarkable examples of longevity. To my knowledge only one of the steel hull tugs was actually broken up for scrap. One was lost, one was sunk intentionally and five others are unaccounted for- they ended up somewhere in the Caribbean, and are untraceable. But four are still working in Canadian waters. All three wood tugs are also still in existence, on the west coast.

Russel Brothers of Owen Sound built eleven of the steel tugs and Kingston Shipyard built five.
At the end of World War II most were sold off by the navy, but they kept five on the east coast and the three wooden ones on the west coast. Four tugs were transferred to other government agencies.
Of the five tugs the navy kept on this coast, four were sold after new Glen class tugs were delivered in 1977-78, and one was sunk for a dive site. Glendyne, which had girted and sank in 1957 was raised and rebuilt. It sank while berthing HMCS Magnificent and two lives were lost in the incident. It was sunk in Wreck Cove, in Eastern Passage as a navy dive training site in 1979. One of the Navy's 1977 Glen class tugs, based on the west coast was given the name Glendyne in remembrance of this incident.)

Of the early sales to civilian owners were Gleneagle (built in Kingston) and Glenlea. Both went to Maritime Towing and Salvage (Foundation Martime) and were renamed Bansturdy and Bansaga respectively. They were used for harbour work in Halifax in the winter, and in summer they worked the Saguenay River and Baie Comeau area until new tugs arrived in the early sixties. According to Foundation Maritime literature, Bansaga was re-powered to 600 bhp.

Both were then acquired by Gravel and Lake Service of Thunder Bay, ON, where they still soldier on as Robert John and George N. Carleton.

2. Based in the fresh water of Thunder Bay, this pair should last forever.

Robert John was repowered in 1973 and now boasts 1250 bhp. It also has a new wheelhouse. George N. Carleton was also repowered to 1250 bhp, but retains an original appearance, except for a modified funnel. As built all were fitted with an after mast and derrick for handling a lifeboat. When liferafts were permitted instead, most had the derrick removed.

Shortly after the war the RCN tugs were decommissioned as naval vessels, and assigned to the auxiliary fleet, and manned by civilians, under the control of the Queen’s Harbour Master. In 1956 the navy loaned Glenlivet II (so named because another tug already carried the name Glenlivet) to the Department of Public Works, where it was used for survey and dredging work. DPW installed a new steel bridge structure before returning the tug in 1970. The Glens that remained in the Dockyard, had their captain's cabins removed and wheelhouses (made of wood) were set back to provide more clearance while working close in to navy ships.

3. Glenlivet's larger wheelhouse was needed to accommodate survey crews, but was unsuitable for close in harbour work. The other Glens had only small wheelhouses, set back on the deck house.

In 1977 Glenlivet II was sold becoming the pleasure craft Canadian Franko until 1982 when it was acquired by McKeil Workoats of Hamilton, ON and it reverted to Glenlivet II. They sold it in 1989 to Construction Dufresne of Montreal, then it went to Voyageurs Marine Construction in 1990.

4. Glenlivet II back in Halifax to tow out a dredge-still painted in yacht-like colours.

In 2000 Nadro Marine Services of Port Dover purchased it and renamed it Vigilant I. They still operate it now, and have removed the bridge “wings” making the wheelhouse and captains cabin the same width.Since it works in the Welland Canal and Seaway Locks much of the time, the wide bridge was a real liability.

McKeil Workboats acquired the three remaining navy Glens: Glenbrook, Glenevis and Glenside in 1979, keeping the original names, but modifying the tugs over time with new wheelhouses and propulsion modifications.(When the navy took delivery of its new Glen tractor tugs, they re-used these three names for the Halifax based tugs.)

5. Glenevis still in RCN configuraiton. It was later modified with a new wheelhouse and captain's cabin. 

 6. Glenbrook got a new extended wheelhouse, placed farther forward.

7. Glenside had a new wheelhouse and captain's cabin added during its McKeil tenure.

Glenside was sold in 1998, Glenbrook in 1999 and Glenevis in 2007. All headed south via the Erie Canal, and I have not been able to trace their movements after leaving Long Island, NY.
A fourth Glen, The Paul E. No.1 ex E.A.Rockett (New Brunswick International Paper Co 1947-75) ex WAC. 4 (War Assets Corp 1945-46) had also been picked up by McKeil after working for Allied Tug and Barge in Windsor ON (they renamed it The Paul E. No.1) and Lebrun Contracting of Thunder Bay (1980-90). It also received a new wheelhouse, and was sold south in 2007.

Glenada saw service with the National Harbours Board in Montreal then the St.Lawrence Seaway Authority and the Minister of Transport.Sandrin Brothers of Sarnia, ON acquired the tug in 1973 and gave it a major rebuild with a new engine of 1125 bhp, new wheelhouse and sponsoned the hull. It was sold to Thunder Bay Tug Services in 1995 and still works at the Lakehead as a harbour tug.

8. Glenada, tucked in behind fleet mate Point Valour, is one of three Glens based in Thunder Bay, but is barely recognizeable as such after a major rebuild in the 1970s.

Glenkeen (built in Kingston) operated for the National Harbours Board in Montreal until 1979 and was sold unmodified to Maritime Shipping Ltd of Halifax. They found work for it in the Caribbean, and it sailed to Grenada in 1980 where it worked for a couple of years, but I have not heard of it since.

9. Glenkeen looked pretty much the same as when she was built, losing only an after mast/derrick for a lifeboat.

Glenmont operated for the Newfoundland Minister of Public Works until 1969 when it went to the National Harbours Board in St.John’s. Toronto owners bought the tug in 1988 and it spent more than a decade undergoing various conversions, until it was finally completed in 2002 as the pleasure craft Carolina Borealis. So little was left of the original that it was re-registered as a new vessel.

10. Glenmont worked in St.John's harbour for most of its life, and was always kept in pristine condition.

Glenvalley went to Marine Industries Ltd of Sorel in 1946 and operated for them and their dredging subsidiary Dragage Richelieu until 1976 when it was sold for scrap to P-E Caron of Louiseville, QC. Plans to use it as a dive site fell through and it was finally cut up in 1996.

11. Glenvalley is the only Glen actually confirmed to have been scrapped (although there are five whose whereabouts are unknown). It is shown here with the remains of the Dragage Richelieu fleet at the scrapyard in Louiseville, QC, where it languished for many years before actually being broken up.

Of the other steel tugs, Glencove and Glenora went to the west coast where they are still working as Glen Rover and Glenshiel. (more on them, and the wooden hulls another time.)
Glenella (Kingston built) after working for Maritime Towing and Salvage as Banswift was sold to Canada Steamship Lines in 1962 and operated as Bayport in Georgian Bay until sold in 1973. After a main engine failure it was laid up and its registration suspended in 2008, when it was removed from the water and converted to playground structure in Hamilton, ON.
Glenfield (Kingston built) left navy service in 1946 and was bought by J.D.Irving Ltd. On April 8, 1957 it sailed from Liverpool, NS for Saint John. NB and went missing with five crew. Some flotsam was recovered, but there has never been an explanation for its sinking.

12. Glens at rest. There is plywood in one of Glenlivet II's windows after getting too close during ship berthing. They had just been retired with the arrival of new tractor tugs.

13. Glenlivet II underway.

 

14. Glenbrook working in the Eisenhower Lock of the St.Lawrence Seaway.

15. Glenevis with her new wheelhouse, also working in the Eisenhower Lock, with the barge Black Carrier and the dredge Mercedes III. After sinking at Pugwash, NS, January 1, 1991, she was completely rebuilt.

16. Glenside was rebuilt in 1979 and re-powered to 1350 bhp. It was sold, with a barge, to the Bahamas in the autumn of 1998.

17. Glenmont returns to the dock after a day's work in St.John's.

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Naval Large Tug Construction Project

As reported in Halifax Shipping News last week the Canadian government has issued a “Price and Availability Enquiry” for the acquisition of new naval large tugs. In a Notice on the Public Tenders web site MERX, the navy is seeking to acquire six new tugs to replace five Glen class tractor tugs and two fire boats. The tugs will be stationed at the naval dockyards in Halifax and Esquimalt.

1. Glenside is the larger of two classes of naval tugs currently in service.

The current fleet of “large” tugs consists of two Glens at Esquimalt, three Glens in Halifax and one fireboat at each. All were built in 1977-78. The Glens are 1750 bhp Voith-Schneider water tractors, and the fireboats are 750 bhp firefloats with very minor tug capability.

2. Firebird's fire fighting capability can be combined in with that of a tug.

The new tugs are to be under 33m loa, with 40 tonne bollard pull and 4,000 bhp with FiFi1 (the lowest level) fire fighting capability, and 12 knot speed. They are to perform the usual dockyard berthings of ships up to 25,000 tons [displacement]. No mention is made of coastal towing which the current Glens are tasked to do from time to time, or a towing winch. No mention is made of preferred propulsion systems, but azimuthing stern drives seem to be the most likely.

To quote the notice “ it is expected that commercial tug designs currently in service will meet all requirements... with minor or no modifications.”

The speculation then is, who will respond to this offer and what will they propose?

In eastern Canada there are only two yards with recent, significant tug experience.

3. Atlantic Willow 4,000 bhp, FiFi1 would seem to meet the RCN's requirement, except perhaps in length. (See also earlier post from today for another picture of the same tug.)

1. East Isle shipyard in Georgetown, PE, part of Irving Shipbuilding Inc, although idle for the last two years, built in excess of 30 tugs of a design similar to what is wanted. The last tugs built were 5,000 bhp, ice capable, which are only a bit bigger and more sophisticated than the P&A Enquiry is asking for, however they would easily accommodate the 4,000 bhp engine package, as the earliest tugs in the series had that power.)

4. Point Valiant is the right size and power, but lacks firefighting, which could be added.

2. Industrie Océan in Ile-aux-Coudres, QC, which has built several 4,000 bhp tugs, which would seem to meet this requirement exactly. (Ectug’s Point Valiant, one for export and five to their own account - one to be delivered this fall.).

5. Seaspan Falcon was built on the west coast, but in 1993.

3. No yard on the west coast has built anything like this in some time. The most recent large tugs for BC owners were built in the US or Turkey..(Seaspan Falcon, 1993: 3,000 bhp was an earlier design to the Océan-built tugs)

6. World War II emergency single screw steam tugs were built on the Great Lakes and elsewhere.

4. The marginal yards, such as Davie, will likely jump in with both feet, citing fifty year old experience as relevant, or that they can built anything. I would be very cautious about such claims.

The navy is certainly not seeking to break any new ground with this Enquiry. No mention is made of hybrid or other energy efficient propulsion systems, which would certainly be warranted for tugs with this kind of duty, where the maximum power is needed so infrequently and for such short periods, that going with conventional power systems seems irresponsible to me.

Yes the navy may have to pay a premium for such novelty, but given the life of the current tugs, the payback would be significant over a 35 to 40 year service life for the new ones.

The current tugs were very advanced state of the art when they were built (azimuthing stern drives had not been developed at the time) and the new ones should be too. Just buying off the shelf does not seem to me to make good sense.

My advice: get with it Public Works Canada and Royal Canadian Navy, and get green! Also built some tugs with slightly higher ultimate high end power, say 4,500 to 5,000 so that they might be of use in Halifax harbour in case of an emergency. My solution: the Z-Tech tug of Robert Allan design. Scores are working around the world, including the port of Singapore and the Panama Canal. But add the hydrid option.

It has many of the capabilites of the current V-S tugs, it does not require a separate towing winch, which a conventional ASD would, fire fighting can be added with ease, and hydrid (such as Aspin Kemp's diesel /battery/electric) can be added. Added benefit? Canadain design, Canadian technology and Canadian built. Can't go wrong!