St.Lawrence Shakeup

Canadian tug owners, although business competitors, have also co-operated with each other from time to time when needed. These more or less amicable arrangements have seemed strained on the St.Lawrence River however. Groupe Océan and Svitzer Canada are now vying for the same work and are ''duking it out'' in several ports. I wouldn't call it a war, but there have been several skirmishes and a couple of battles.

The first, and perhaps most surprising was the battle of Sept-Iles. Océan outbid Svitzer for the Iron Ore Company of Canada contract in Sept-Iles, long the turf of Svitzer, going back through Eastern Canada Towing, and MIL Tug to Foundation Maritime. In the 1950s Foundation stationed tugs in the port as it was developing into the iron ore hub of Canada. The Foundation Victor (1956) and Foundation Valour (1958) were built to work in the port, with their high wheelhouses to see the decks of bulk ore carriers.

Foundation Victor was built to work in Sept-Iles in the summer and Halifax in the winter. From its  high wheelhouse the master had a clear of the the decks of bulk carriers.

The second generation Pointe-aux-Basques (1972) and Pointe-Marguerite (replaced by Pointe-Sept-Iles in 1980) 4300 bhp twin screw tugs with ice breaking bows, were also built for the port.

Pointe-Sept Iles also had a high wheelhouse, even though bulkers had become much larger. It was also ice class as the port had become a year round operation.

It was a major surprise when Océan won the contract away from Svitzer in 2012, but they had already established a presence in Sept-Iles Bay working the other side of the harbour at Pointe-Noire. Océan ended up buying both of Svitzer's Sept-Iles tugs and bringing two Canadian built tugs back from Denmark. A major downturn in iron ore production in Labrador and in Quebec has reduced the shipping in Sept-Iles Bay, but Océan has Océan Arctique and Océan Sept-Iles (ex Pointe-Sept-Iles) stationed there.

Svitzer Cartier was brought in to work at Port Cartier, but its contract was not renewed. It now works in Montreal.

In 2015 Svitzer brought in Svitzer Cartier (ex Svitzer Wombi, Hai Gang 107) a Chinese built 5400 bhp VS tractor to assist ArcelorMittal's two VS tugs in Port-Cartier. That service was short lived, and late last year Océan announced that it had formalized an agreement whereby Océan Arctique would come in from nearby Sept-Iles to assist as needed.

Stevns Arctic about to be re-launched after completion at Halifax Shipyard. The tug worked in Europe until Groupe Océan brought it back to Canada and renamed it Océan Arctique.

ArcelorMittal's Brochu and Vachon - both 1972, 3600bhp VS are ideal for working the tight confines of Port-Cartier, but there is more work there than two tugs can handle thanks to continued iron ore cargo and grain exports. It will be interesting to see if an ASD can cut it in that port.

What really broke the truce, if any, however was Svitzer's combined move into Montreal and Baffin Island.

Montreal had been the turf of McAllister Towing since the 1950s, when the New York based company established a Canadian branch run by Donal McAllister. It consolidated a slightly rag tag operation of old steam tugs when the St.Lawrence Seaway opened also taking in Pyke Salvage of Kingston, ON. When Groupe Océan took over the former McAllistewr operation, and again modernized the fleet, they had the port to themselves.

Océan also had the contract for the Baffinland iron mine project and built the 8,000 bhp super-ice clas tugs Océan Tundra and Océan Taiga for the work. They also built smaller tugs and acquired barges to build the port and provide lighterage services there. However when the project was delayed, ArcelorMittal ended up in control and awarded a new tug contract to Svitzer.

Svitzer Nerthus and Svitzer Njal, both Canadian-built ice class 5,000 bhp ASDs built in 2009 were brought back from Denmark for the seasonal arctic work, then assigned to Montreal in winter. Now joined by Svitzer Cartier and Svitzer Montréal they are eating into Océan's work  Rumours persist that Svitzer may bring in more two tugs for that port.

The latest salvo appeared this month when Océan announced that they had been awarded management of the tug Pointe-Comeau by Cargill Grain Co Ltd in Baie-Comeau. Despite its name, the tug has always been owned by Cargill, but has been managed since it was built in 1977 by Eastern Canada Towing  (which became Svitzer.) Even its predecessor tug Foundation Vibert was built in 1961 for Cargill Grain and was managed by Foundation, then MIL, then ECTUG, even being renamed Point Vibert while under Cargill ownership and ECTUG management.

Purchased by ECTUG and reassigned to Halifax after being replaced by Pointe-Comeau, Point Vibert's skipper had a good view of the lines up to the bulker's deck. It was one of the few twin screw tugs in the fleet, but that feature helped it in the tight confines of Baie-Comeau.

Pointe-Comeau in ECTUG colours, came to Halifax for drydocking in 1998.

Pointe-Comeau has been covered in these pages before, but to repeat, it was built by Marystown Shipyard in Newfoundland in 1977.  A 3600 bhp Voith Schneider tug, it is well suited for the tight confines of Baie-Comeau's aluminum, grain and paper company piers.

Pointe-Comeau now in Svitzer colours has been stationed at Baie-Comeau since built, and has always been owned by the Cargill Grain Co. Ltd.

Now we enter the speculation stage. When RioTintoAlcan replaced its tugs in La Baie with ASDs, their Alexis Simard, a 3290 bhp VS tug, built in 1980 was orphaned. Groupe Océan, which had been providing supplementary tug service in La Baie, took over the tug in 2011 and renamed it Océan A. Simard. They stationed it in Baie-Comeau for a time, going head to head with Pointe-Comeau. That did not pan out, and for the plast few years the tug has been working in Newfoundland on the Hebron Gravity base project. With that project coming to an end, it will again be looking for work.  (As will other Océan tugs)
If there are VS tugs needed in Port Cartier and in Baie-Comeau, it will be interesting to see where Océan A.Simard ends up. 

Océan A. Simard will be re-assigned when its work in Newfoundland is completed.

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Call out for Wijsmuller tug

A group in Ijmuiden, Netherlands is looking for an old Wijsmuller tug to restore. They want to bring it back to Ijmuiden to pay tribute to the famous tugboat company. They have their aim set on four potential tugs in various parts of the world, all in dubious condition at this point. However based on the experience with other old Dutch tugs that have been restored, they may be on to a good thing.

We did not see many Wijsmuller tugs in Halifax, but in the fall of 1978 and again in 1980, Bureau Wijsmuller, as it was known then, based a tug in Halifax on standby for salvage work. They used the old Purdy's Wharf as their salvage station, but I don't think they got any business and the Wijsmuller logo was not seen in Halifax again until 2000.

Jacob van Heemskerk was stationed here in 1978. Built in 1964 it was a single screw (with nozzle) tug of 3550 bhp. It was sold to the Philippines in 1981, renamed Hurricane II and broken up in Manila in 1995.

 The slightly smaller Noord-Holland was stationed here in the autumn of 1980. Built in 1965 as a single screw tug of 2950 bhp, it was re-engined in 1970, had a nozzle added in 1971 and re-engined again in 1975 to 4200 bhp. It was sold in 1984 becoming Sierra and in 1989 it was sold again and renamed Asetec. It was sold at auction in 2001 and a rather cryptic note in Lloyd's 2013 says "whereabouts unknown."

On January 14, 2000 Wijsmuller stunned the tug world by buying the Cory Towage Group from Ocean Group plc, and thus Eastern Canada Towing (ECTUG) became a Wijsmuller company. The tugs were gradually repainted, with white superstructure, red visor, blue funnel with white stripe and black cap, blue mast and trim and  the "global link" logo prominently displayed.

By summer 2000 Point Chebucto was repainted except for the winch. Two Wijsmuller logos appeared on the bridge front.

Point Halifax in full Wijsmuller colours.

Point Valiant's winch remained in black paint.

Pointe Sept-Iles had its line reels painted blue, and a section of deck painted blue aft.

It was well into the year 2000 by the time this scheme was completed on most of the ECTUG fleet. In fact the smaller tugs were not completely repainted when in 2001 Svitzer, in another stunning move, swallowed Wijsmuller and the repainting started again!. First to go was the Wijsmuller logo, and the Svitzer cross appeared on the white stripe of the funnels, but it took a long time to completely repaint the tugs again.

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New Names: Océan Basque, Océan Sept-Iles, R.J.Ballott and christenings

This week three former Ectugs changed names, and another tug entered service making 2013 a banner year for changes in the tug scene of eastern Canada.

On Friday December 20, the sale of Svitzer Canada's Pointe aux Basques and Pointe Sept-Iles became official when Location Océan Inc of Quebec City, re-registered the two tugs as Océan Basque and Océan Sept-Iles respectively. The surprise sale of these tugs to Groupe Océan after they had been displaced from Sept-Iles by Groupe Océan had been rumoured for some time, but Groupe Océan apparently did not want it to be known, but it is now official.

There is no outward sign of Océan ownership yet, but I can't imagine them letting the tugs sit idle for too long. As reported before, Pointe aux Basques has been inactive in Halifax since October and Pointe Sept-Iles was recently working in Point Tupper.

Meanwhile, also in the Strait of Casnso area, the new name for Jerry Newberry, ex Kay Cole ex Point Victor ex Foundation Victor  has now been revealed. New owners Sealand Shipping Service Inc of Baie Verte, NL have renamed the tug R.J.Ballott, and it appeared this week on the Transport Canada List of Shipping web site.

In the photo, taken in 2011, Jerry Newberry sits alongside the tug Kaliutik (built in 1998, 550 bhp, 2screw) which also is for sale. Behind them are Gulf Dianne and Atlantic Elm.

Meanwhile in Quebec City, the official naming ceremony for Océan Tundra took place one week ago on December 13. The tug was built in the company's own yard in Ile-aux-Coudres, with the superstructure and bow built at their ship repair facility in Quebec City and barged to Ile-aux-Coudres for installation after the hull was launched. The super tug has already entered service. For video of the ship's construction, up to and including some (brrrr) icy spins off Quebec City, see a 6+ minute Youtube item:
http://www.youtube.com/watch?v=-QRK61ZE5MM

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Océan on the move again

Groupe Océan is making tug news again with acquisitions and sales.

1. Pointe aux Basques and Pointe Sept-Iles  reported sold.

I have received reports from several sources that Groupe Océan has purchased Pointe aux Basques and Pointe Sept-Iles from Svitzer Canada. As previously reported, the two tugs were idled when Svitzer's contract with the Iron Ore Company of Canada was not renewed. Svitzer, and its three predecessors, Ectug, MIL Tug and Foundation Maritime, had provided tugs in Sept-Iles since 1956 (and possibly earlier), and these twin screw icebreaking tugs were built to work there. The contract ended August 1, 2013.
Groupe Océan became well established in Sept-Iles the past few years, with their tugs supporting construction, dredging and ship-lightering in the bay.  They now provide tug service at both Pointe-Noire and at Sept-Iles. They also chartered Océan Arctique and Océan Stevns last summer with an option to buy, and have stationed them in Sept-Iles.

2. Point Valiant in refit, Lunenburg.

Pointe Sept-Iles found work in Belledune, NB and is presently filling in at Point Tupper while Point Valiant is in refit at Lunenburg. Pointe aux Basques arrived in Halifax October 10 and has been idle ever since.
Océan had previously reported that they would be assigning two tugs to Bull Arm next year, so these may be the tugs they will use.

Meanwhile Groupe Océan has listed the tug/barge combination Mega and Motti with Marcon International ship brokers. I hear that Océan bought the combo for a contract, which was subsequently cancelled. The transatlantic delivery of the pair last winter and spring, was a bit of a marathon, with extended stops in the Las Palmas and Hamilton, Bermuda.
Full particulars on the pair may be found on Marcon International's web site:  http://www.marcon.com/marcon2s.cfm?SectionGroupsID=20&SectionListsID=20&PageID=24&Action=Detail&File=HB42678

Also on the For Sale list are Océan Delta and Océan Foxtrot. These two are among the senior citizens in the Océan fleet, and with newer tugs available and on the way, they will have to go.

Océan Delta was Océan's largest tug, Built in Norway 1973 for the International Towing Contractors as Sistella it was renamed Sandy Cape in 1978, and in 1980 came to Canada for Québec Tugs [Quetug], then part of Davie Shipbuilding, which was owned by Canada Steamship Lines. Renamed Captain Ioannis S. (for Capt "John" Styliadis) it worked on the St.Lawrence, on the east coast, towing icebergs and in the arctic and farther afield. When the present Groupe Océan acquired the Quetug fleet they retained the name until 1999 when it became Océan Delta.

3. In Halifax in June 1997, the tug wearing its Quetug funnel marking.

4. In August 1996 it teamed up with fleetmate Océan Foxtrot to assist in the tow the oil rig Spirit of Columbus from Halifax to Quebec City for rebuilding. Foxtrot was carrying the name and wearing the new colours of Groupe Océan

Océan Delta made the headlines a year ago during the ill-fated tow of HMCS Athabaskan from St.Catharines, ON toward Halifax. As lead tug, Delta was plagued by breakdowns, (and I hear a scratch crew). They had to abort the tow in Sydney, NS, after the towline parted and the warship was holed when it made contact with the tug. Atlantic Towing Ltd completed the tow.

Groupe Océan spent a lot of money on the tug over the years, including a re-engining, when its original 5,600 bhp N+H was replaced with a 6,464 bhp MaK in 2000. However large single screw tugs* are becoming dinosaurs, and with a spring delivery of Océan's new Océan Tundra the Delta will be replaced with a much more capable ship. 
[* Marcon categorizes the tug as twin screw in its index, but the actual listing shows it correctly as single screw.]

5. Trading a Halifax grain elevator for Quebec City grain elevator as a backdrop, Océan Delta rests in its home port. It was just about to enter a summer refit. Soon after this photo was taken the Océan funnel mark changed again to a broader black cap and no logo.

For Marcon's listing  of Océan Dleta see: http://www.marcon.com/marcon2s.cfm?SectionGroupsID=20&SectionListsID=20&PageID=8&Action=Detail&File=TG56000

 Océan Foxtrot is an untypical tug for Groupe Océan. It was built as an anchor handling supply tug, with lots of pulling power for its size. Originally Polar Shore it came out of the Cochrane Yard in Selby, England in 1971 for Offshore Marine. With 72 tonnes bollard pull from a pair of Ruston-Paxmans totaling 5,280 bhp, it was considered a powerful vessel in its day. As its name implied it was built for work in northern waters to Lloyds Ice Class 1. 

In 1988 Canadian Marine Drilling bought the tug, renamed it Canmar Supplier VII and put it to work in the Beaufort Sea. Quetug bought it in 1995, giving it the name Océan Foxtrot and initially put it to work as pusher tug, with a special bow fitting. That was removed in Halifax in March 1999.

 

6. Océan Foxtrot with pushing fender. The former Coast Guard landing craft Nanook, then owned by Océan is alongside.

 

7. On a bitingly cold day in Halifax, Ocean Foxtrot carries a bit of frozen spray on its return from a trip to Come-by-Chance, NL in 2003.

 Meanwhile it worked on numerous unusual projects, such as dive support for the Irving Whale salvage in 1995, the Swiss Air crash recovery in 1998, several cable repair jobs, and salvage tows.It has also worked offshore and in the north. I am sure Océan will miss its versatility if it sells.

6. Océan Foxtrot leaving Halifax for a cable repair project. It has been fitted with a slide over its stern roller, and carries a containerized fibrepoptic splicing shop on deck.

For Marcon's listing of Océan Foxtrot see: http://www.marcon.com/marcon2s.cfm?SectionGroupsID=20&SectionListsID=20&PageID=8&Action=Detail&File=SU18438

Being "For Sale" doesn't mean "Sold" so we will have to wait and see what happens to these two tugs. Marcon is also listing McKeil's Tony MacKay - more on it another time.

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Svitzer Canada - more changes to come

I hear that Svitzer Canada Ltd's contract with the Iron Ore Company of Canada in Sept-Iles will not be renewed and that the two tugs stationed there will be sold. It will probably comer as no surprise when we the name of the new owners becomes official. (Hint: they have made other purchases of former Svitzer/Ectugs - in fact almost all former Ectugs).

When the port of Sept-Iles began to ship Labrador iron ore in the early 1950s, it was a very different era. Two factors determined how the ore was carried. First and foremost, there was no St.Lawrence Seaway. Therefore iron ore destined for the Great Lakes was transported by deep sea bulk carriers to Contrecouer, QC and trans-loaded into canallers for the trip to Hamilton. That changed by the late 1950s and when the Seaway opened transhipment was no longer needed, and lakers could load at Sept-Iles and sail directly to steel mils on the lakes.The trade remained seasonal, but the size of ships increased dramatically to 730 foot lakers, displacing the ocean going bulk carriers.
The second factor was the increasing size of ships and the development of specialized bulk carriers. At first most of the Labrador iron ore was exported overseas, and oceangoing bulk carriers grew and grew in size as the 1950s became the 1960s, and Sept-Iles became a year round port for ice strengthened ships.
The Foundation Company of Canada's tug operation, Foundation Maritime was involved with Sept-Iles from the early days in in 1956 and 1958 they built two tugs to service the port, seasonally. In 1961 a third tug arrived in 1961 to serve Baie-Comeau and Sept-Iles as needed. Remarkably all three of those tugs are still in service: Foundation Victor (1956) now McNally's Jerry Newberry, laid up and for sale at Port Hawksbury; Foundation Valour (1958) now Point Valour and in active service for Thunder Bay Tug Services in Thunder Bay, ON, and Foundation Vibert (1961) now McKeil's Florence M., and also very much operational.
 The tugs were built with a three tier deckhouse to give skippers a better view over the deck of large ships. This distinctive feature made those three tugs unique in their day.

As winter navigation became a reality by the 1970s more powerful icebreaking tugs were necessary and two new tugs were ordered for Sept-Iles from Collingwoood Shipbuilding. The tugs were contracted to the Iron Ore Company of Canada, although they were free to do other work if not needed by IOC.
Foundation Maritime had sold out to MIL Tug, but the company was on the market. Smit + Cory International had arrived in Canada to operate tugs at Point Tupper and Come-by-Chance, NL and they formed Eastern Canada Towing (ECTUG). So it was Ectug that took delivery of Pointe aux Basques in 1972 and Pointe Marguerite in 1973. At 4300 bhp from two 12 cylinder GMs driving twin controllable pitch, open screws and with icebreaking hulls, they were the most powerful tugs in Eastern Canada.

[As an aside, it is interesting that nearby Quebec Cartier Mining in Port Cartier, acquired new tugs at the same time. Now Arcelormittal, they are still operating Brochu and Vachon, both 3600 bhp Voith-Schneiders. They are sisters in all but funnel design to Pointe-Comeau, operated by Svitzer in Baie-Comeau]

1. Pointe Marguerite on the slip in Dartmouth shows off her icebreaking bow. Irving Birch is on the adjacent slip, confusing the look of the tug. March 6, 1977.

 

A tragic accident on November 14, 1978 saw Pointe Marguerite crushed between the laker Algobay and the Italian bulker Cielo Blanco (88,785 deadweight tons). The tug sank immediately and two men were lost.

2. Pointe-Margureite alongside the Ectug dock in Halifax, March 20, 1977, with Point Vigour (now McKeil's Molly M 1 ) tied up astern and the oil rig Sedco H in the background.

Ectug ordered a replacement from Collingwood, and it was built to essentially the same design. Delivered in 1980 it was named Pointe Sept-Iles. It was christened by no less than Mila Mulroney wife of the then President of the IOC (and later Prime Minister of Canada, Brian Mulroney.)

3. Pointe Sept-Iles in Wijsmuller colours, June 19, 2001, after Cory (and Ectug) were purchased by the Dutch company.

The tugs have a made a few notable salvage tows through ice in the Gulf and on to Halifax, but they have generally remained in the Sept-Iles area. In the 1970s they came to Halifax for drydocking, but in more recent years at Verreault's shipyard in Méchins.

4. and 5. Pointe Sept-Iles (top) and Pointe aux Basquers (bottom) in the current Svitzer livery, July 6, 2011 at Sept-Iles.

Now it seems that the tugs (which are getting very old in the tooth) will be sold and Svitzer Canada will no longer be represented in Sept-Iles. Groupe Océan has had new 5,000 bhp ice class tugs in Sept-Iles for two years handling the ships at Pointe-Noire and the transshipment to larger bulkers in the bay, and will now have the port to themselves.Most lakers loading iron ore do not need tugs, since they are equipped with thrusters, and ASD tugs have become the world standard for harbour work -able to push and pull with equal power, and twin screw tugs are now relegated to line haul work.The new owners do a lot of that kind of work, so the tugs should have many more years of service.

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