Halifax
IMO 5120075

Burlington Ship Canal, Aug. 17, 2008.
(John McCreery)


The keel was laid on March 3, 1962 for this large straight deck bulk carrier at Davie Shipbuilding, Lauzon, QC, as their hull # 638. The laker was launched Dec. 17, 1962 as Frankcliffe Hall (2), and completed in 1963 for the Hall Corporation of Canada, Montreal, QC (later Halco Inc.). The company dated back to 1927 with roots in the inland transportation network dating back to 1876. Following a fleet naming policy, the first word was suffixed by "cliffe," followed by the second word "Hall," honoring the fleet's founder Mr. George Hall of Ogdensburg, N.Y. Frankcliffe Hall's namesake was Mr. Frank Augsbury Sr. born at Plessis, N.Y. in 1865. After being involved with the moving of pulpwood on the St. Lawrence River from the province of Quebec in the early 1900s, his interests for a time were consolidated with the George Hall Corporation. In 1923, he entered the transportation business on his own, founding the Hall Corporation of Canada and becoming its president and chief operation officer. Mr. Augsbury remained involved with his company until his death in 1964 at age 89.

The first Frankcliffe Hall was a small canaller built by Canadian Vickers Ltd., Montreal, QC, and launched as Frankcliffe Hall on April 28, 1952 for the Hall Corporation of Canada. Her overall dimensions were 259' 00" (78.94m) loa x 43' 08" (13.31m) beam x 20' 09" (6.32m) depth, 3,760 tons (3,820 mt) capacity. The canaller was renamed Northcliffe Hall (2) in 1962 to free the Frankcliffe Hall name for the corporation's new large bulk carrier. Under the name Roland Desgagnes, the small bulker sank in the St. Lawrence River in 1982 with no loss of life after grounding near Pointe au Pic, QC, and being freed by high tide.

Although considered a 730-footer, Frankcliffe Hall held the Queen of the Lakes title for the longest vessel on the Great Lakes by 2 inches (5.08cm) at 730' 02" (222.56m) from her launch through to April 14, 1965, when the title was passed on to fleetmate Lawrencecliffe Hall. The Lawrencecliffe Hall was longer by another two feet at 730' 04" (222.61m). Frankcliffe Hall was the last steam-powered vessel to hold this honor and was the only steam-powered bulker of the five large lakers built for the Hall Corp. of Canada. Though slightly longer, she was considered a sister ship to the Canada Steamship Lines straight-decker Baie St. Paul, which was launched at the Davie shipyard on November 23, 1962 (scrapped in India, 1996).

Frankcliffe Hall was powered by a single John Inglis Co. 10,000 s.h.p. (7,460 kw) cross-compound steam turbine engine with two water tube boilers burning heavy fuel oil (HFO). The power was fed through double reduction gears to a single variable-pitch propeller that could drive the laker at speeds up to 19.6 m.p.h. The vessel was also fitted with a bow thruster. Frankcliffe Hall's overall dimensions were 730' 02" (222.56m) loa x 75' 00" (22.86m) beam x 39' 03" (11.96m) depth. Her 17 hatches serviced 6 holds where she could carry 27,300 tons (27,739 mt) at a mid-summer draft of 27' 05.5" (8.37m) or 25,300 tons (25,706 mt) at the early Seaway draft of 26' 00" (7.92m). Water ballast capacity was 11,049.5 tons (11,227 mt) and fuel capacity was 625 tons (635 mt.

After commissioning, on May 25, 1963, Frankcliffe Hall departed the next day on her maiden voyage in ballast to Duluth, MN, arriving on May 29 for a load of export grain for delivery to a Canadian St. Lawrence River / Gulf of St. Lawrence port. As a straight-decker, Hall Corp. kept the vessel busy in the iron ore and grain trades. In 1964, the laker set a Seaway record for oats at 11,493 tons (11,678 mt). Later that year, she closed the navigation season on December 14 for the port of Fort William/Port Arthur, ON (now Thunder Bay.

Frankcliffe Hall brushed the 10,350 dwt British salty Gloxinia on July 13, 1966 after swerving to miss another salty in heavy rain on the St. Lawrence River near Montreal, QC. Frankcliffe Hall grounded near a private yacht club. There was no noted damage resulting from this incident. On June 6, 1967, the laker ran aground in heavy fog two miles (3.2 km) off Thunder Cape by Hare Island in Lake Superior while loaded with 800,000 bushels of wheat. The vessel was pulled free June 10 after lightering. The resulting damage to 60 bottom plates was repaired at Davie Shipbuilding, Lauzon, QC. Another grounding occurred below the St. Lawrence Seaway's Snell Lock on May 20, 1973. She was released the next day with no noted damage.

Hall Corporation had Frankcliffe Hall converted to a coastal (Nova Scotia) class self-unloader, with her hull being ice-strengthened including the deepening of the laker's hull to 45' 02" (13.75m), by Port Arthur Shipbuilding Co., Thunder Bay, ON, during the winter and early spring of 1979/1980. The self-unloading equipment consisted of six hopper-type cargo holds gravity feeding product through a series of hydraulically operated cargo gates onto two continuous loop-belt conveyors feeding stern-mounted elevators. These elevators fed a 263' 00" (80.16m) stern-mounted discharge boom that could be swung 90 to port or starboard and unload iron ore at a rate of up to 5,413 tons (5,500 mt) per hour or coal up to 3,937 tons (4,000 mt) per hour. Frankcliffe Hall's modifications reduced the number of hatches to 16 and increased her capacity to 29,283 tons (29,752 mt) at a new mid-summer draft of 30' 02" (9.19m). The new self-unloader's coal capacity was 25,650 net tons (standard measurement of coal equivalent to 22,902 tons or 23,270 mt). The Lloyd's Register Classification detail read as follows: "Great Lakes and River St. Lawrence service, also Gulf of St. Lawrence, Strait of Belle Isle West of Long. 56 W and North of a line joining Baccaro Point, N.S. and Cape Pine, Newfoundland, also between June and September each year coasting service to Saint John N.B. and between July and September each year, coast service to Canada Bay Newfoundland via the Strait of Belle Isle." (from Register of Ships 1985-86, vol. A - G, Lloyd's Register of Shipping).

In July 1980, Frankcliffe Hall returned to service, with her first cargo consisting of a load of potash from Thunder Bay to Montreal. The stack was raised during the winter of 1980/1981 to avoid downdraft problems resulting from the conversion. While unloading iron ore at Bethlehem Steel, Lackawanna, N.Y., on August 5, 1982, a crewman was injured when he got caught in the unloading conveyors and had to be freed by firefighters. On November 19, 1986, she was struck by a salty while tied up below the St. Lawrence Seaway's St. Lambert Lock causing some damage and closing the canal for six hours.

From 1986, Frankcliffe Hall was operated and managed by Navican Management Canada, Inc., Montreal, QC, owned by Halco c/o the Royal Bank of Canada. On April 18, 1987, Frankcliffe Hall sailed under charter to Canada Steamship Lines, departing Thunder Bay, ON, with her first CSL cargo consisting of corn for Halifax, NS, and returning to the lakes with a load of gypsum. In early 1988, Hall Corporation (Halco) ceased operating. The existing fleet was divided among the Canada Steamship Lines, Misener and Paterson fleets. In early April 1988, CSL purchased Frankcliffe Hall, as well as the straight-deckers Maplecliffe Hall and Cartiercliffe Hall, from the receivers as their part of the transaction. Frankcliffe Hall was renamed Halifax after the city of the same name, the capitol of Canada's province of Nova Scotia. The other two vessels were renamed Lemoyne (2) and Winnipeg (2) respectively.

A case of being at the right place at the right time, on July 24, 1988 the Halifax rescued four people from a capsized catamaran in the Gulf of St. Lawrence. The Halifax was rocked by an explosion and fire in the tunnel under # 1 hold on April 6, 1993, while upbound in the St. Marys River. The vessel diverted to Sault Ste. Marie, ON, for fire-fighting assistance but the fire was extinguished by the crew prior to arrival. Repairs to the unloading system were near completion by three tunnelmen and the hydraulics were being tested when a fire broke out in the center tunnel below the cargo holds. The incident resulted in the death of the head tunnelman and caused major internal damage. Halifax proceeded to Thunder Bay, ON, for repairs. She returned to service on May 1, 1993. On December 25, 1999, a loss of power caused by a failure of the fuel system resulted in the grounding of the Halifax near Johnson's Point while upbound in the St. Marys River. The vessel was refloated without assistance, the resulting damage being an indent in the # 1 ballast tank.

While downbound the Welland Canal on May 31, 2000, Halifax was in collision with the Netherlands-flagged 6,142 grt salty Kroonborg, owned and operated by Wagenborg Shipping, Delfzijl, Netherlands, resulting in minor damage only. On February 27, 2002, Thunder Bay, ON, firefighters and contract workers were quick to extinguish a fire that broke out in a storage room of Halifax while wintering at the Keefer Terminal. Paint was accidentally ignited as workers were welding. Damage was minimal and no injuries were noted. Loaded with a cargo of stone, the Halifax grounded south of Sombra, ON, by Fawn Island on the St. Clair River while attempting to dock at Sombra Pyramids on August 6, 2004. 'G' tug Wyoming freed the stranded vessel late the same day after an earlier attempt by tugs Wyoming and Manitou failed. After discharging the stone, she proceeded upbound to Sarnia, ON, for inspection and necessary repairs. She returned to service on August 8, upbound into Lake Huron for Calcite, MI. Later that year, on October 13, 2004, Halifax allided with a bridge while negotiating the Calumet River in S. Chicago, IL, with two tugs assisting. She received severe damage to her poop deck, which had to be repaired prior to departure. On September 19, 2007, Halifax struck the arrestor cable of the Welland Canal's Lock 7 and sheared the arrestor cable pin. Seven ships were delayed about six hours until repairs were completed.

Halifax, the last surviving steamship of the Canada Steamship Lines' fleet after the scrapping of the Tarantau in 1999, laid up for a final time at Montreal, QC, on December 28, 2008. After remaining idle through the 2009 and 2010 navigation seasons, the retired laker was stripped down in the spring of 2011 in preparation for a scrap tow to Aliaga, Turkey.

From the April 2011 edition of CSL World: "The Halifax was prepared for decommissioning under CSL's Ship Recycling Policy, a strict set of guidelines ensuring that ships that have reached the end of their useful lives are recycled in a safe and environmentally friendly manner." Halifax's Canadian registry was officially closed on April 21, 2011. On May 23, 2011, the International Transport Contractors (ITC) Panamian-registered ocean tug Sirocco arrived at Montreal to take the Halifax in tow. After final preparations, the former Halifax, registered out of Liberia, left Montreal early on May 25, 2011 under tow of the Sirocco being assisted by the tug Florence M controlling the stern while transiting the St. Lawrence River. Sirocco with the Halifax in tow arrived at Aliaga on June 22, 2011.


Written by George Wharton.



Ship Particulars
Length 730' 02" (222.56m)
Beam 75' 00" (22.86m)
Depth 45' 02" (13.75m)
Midsummer Draft 27' 06" (8.38m)
Unloading Boom Length 250' (76.2m)
Capacity 29,283 tons
Engine Power 10,000 shp steam turbine
Previous Names
Frankcliffe Hall (2) 1962 - 1988
Halifax 1988 - 2011

 


Previously named ships

The first Frankcliffe Hall in the Flight Locks.
(Peter Worden collection)

       
Frankcliffe Hall (2) 1962 - 1988
(Hall Corporation)

Upbound in the St. Marys River.
(Peter Worden collection)

Downbound at Mission Pt., Apr. 16, 1971.
(Roger LeLievre)

Stern view.
(Roger LeLievre)

Upbound at Mission Pt., Dec. 1971.
(Roger LeLievre)

St. Marys River, 1974.
(Roger LeLievre)

Prior to 1980, before self-unloader conversion.
(Jon Paul Michaels)

Downbound in the St. Marys River.
(Peter Worden collection)

In the St. Marys River.
(Roger LeLievre)

Downbound off Lake Huron from the Bluewater Bridge, Oct. 13, 1987.
(Jeff & Greg Barber)

 
Halifax 1988 - 2011
(Canada Steamship Lines)

Downbound St. Marys River at the Round Island light, Aug. 1996.
(Mark Peabody)

Stern view.
(Roger LeLievre)

St. Marys River, 1998.
(Roger LeLievre)

Welland Canal, June 19, 2000.
(Roger LeLievre)

Upbound the Welland Canal, Oct. 7, 2000.
(George Wharton)

Stern view approaching Lock 2.
(George Wharton)

Welland Canal, Oct. 27, 2000.
(Neil Schultheiss)

Anchored in the Detroit River, May 29, 2001.
(Mike Nicholls)

Stern view.
(Mike Nicholls)

Unloading on the Rouge River, June 17, 2001.
(Mike Nicholls)

Detroit River, July 14, 2001.
(Mike Nicholls)

Stern view in the Rouge River.
(Mike Nicholls)

Downbound the Welland Canal at Port Colborne, July 21, 2001.
(George Wharton)

Stern view approaching Lock 8.
(George Wharton)

Downbound after exiting Lock 8.
(George Wharton)

Aerial view underway, Aug. 30, 2001.
(Don Coles)

In Duluth, Sept. 25, 2001.
(Kent Rengo)

Unloading in snow, Rouge River, Dec. 24, 2001.
(Mike Nicholls)

Downbound Detroit River by Grassy Island, April 11, 2002.
(Mike Nicholls)

Stern view.
(Mike Nicholls)

Detroit River, Sept. 12, 2002.
(Mike Nicholls)

Stern view.
(Mike Nicholls

At Sarnia's North Slip, Feb. 8, 2003.
(George Wharton)

Bow profile.
(George Wharton)

View from the deck of the Algolake.
(George Wharton)

Halifax in Sarnia's North Slip, March 16, 2003.
(Neil Schultheiss)

View from the west side of the North Slip.
(Neil Schultheiss)

Stern view from the East side of the North Slip.
(Neil Schultheiss)

Departing Lock 2 on the Welland Canal, July 3, 2003.
(Bill Bird)

In the Flight Locks of the Welland Canal, July 14, 2003.
(Bill Bird)

Forward cabins.
(Bill Bird)

Unloading at Zug Island, Sept. 10, 2004.
(Mike Nicholls)

Stern view.
(Mike Nicholls)

Downbound the Detroit River at Grassy Island, June 11, 2005.
(Mike Nicholls)

Stern view.
(Mike Nicholls)

Entering the Amherstburg Channel at Lake Erie, June 2005.
(Mark Veum)

Passing the Maumee on the Detroit River, June 11, 2005.
(Mike Nicholls)

Loading at Zug Island, June 26, 2005.
(Mike Nicholls)

Stern view.
(Mike Nicholls)

St. Marys River, July 25, 2005.
(Jeff & Greg Barber)

Wintering, Pascol Engineering, Thunder Bay, Jan. 21, 2006.
(Rob Farrow)

Leaving Welland Canal's Lock 3, Apr. 2006.
(Jay van der Doe)

Meeting the downbound Algolake in the Welland Canal at Lock 7, June 15, 2006.
(Paul Beesley)

Downbound waiting in the ice for her turn to transit the Soo Locks, Mar. 26, 2007.
(Jonathan Larson)

Loading coal at Lackawanna, Apr. 15, 2007.
(Rob Wolcott)

Pelee Island Passage, Lake Erie with the James Norris in background, photo taken from the Edward L. Ryerson, Aug. 7, 2007.
(Roger LeLievre)

Clear of Lock 3, Sept. 16, 2007.
(Matt Miner)

Stern view.
(Matt Miner)

Upbound the Welland Canal passing under the Glendale Bridge, Sept. 16, 2007.
(Dave Wobser)

Into Lock 4.
(Richard Jenkins)

Leaving Lock 7, Sept. 15, 2007.
(Richard Jenkins)

Passing the BBC Elbe in Lock 6.
(Richard Jenkings)

Downbound the Welland Canal at Port Colborne, Sept. 15, 2007.
(John McCreery)

Downbound St. Lawrence Seaway's Iroquois Lock, Dec. 15, 2007.
(Murray Blancher)

Winter lay-up at Goderich with the Canadian Transfer, Feb. 3, 2008.
(Wayne Brown)

Preparing to leave winter lay-up at Goderich, March 16, 2008.
(Wayne Brown)

Loading coal at Toledo, Apr. 23, 2008.
(Bob Vincent)

Departing the Welland Canal's Lock 2 upbound in ballast, May 15, 2008.
(Bill Bird)

St. Clair River at Port Huron, May 18, 2008.
(Roger LeLievre)

Six mile point on the St. Marys River, Aug. 11, 2008.
(Herm Phillips)

Approaching the Burlington Ship Canal followed by the Hamilton Energy, Aug. 17, 2008.
(John McCreery)

Burlington Ship Canal.
(John McCreery)

Stern view into Hamilton Harbor.
(John McCreery)

Downbound St. Clair River at Port Huron, Aug. 24, 2008.
(Bruce Hurd)

Laid up at Montreal's Old Port, Jan. 12, 2009.
(Laurent Cote)

Side view.
(Laurent Cote)

Stern.
(Laurent Cote)

Laid up with the Sauniere, Oct. 12, 2009.
(RogerLeLievre)

   
Halifax - scrap tow
(Turkish Breakers)

In Montreal preparing for an overseas scrap tow, April 14, 2010.
(Rene Beauchamp)

Bow view.
(Rene Beauchamp)

Ocean tug Sirocco preparing for the scrap tow departure, May 25, 2011.
(Kent Malo)

Sirocco, the former Halifax and stern tug Florence M leaving Montreal with the assistance of tug Ocean Georgie Bains.
(Kent Malo)

Downbound the St. Lawrence River for the Atlantic Ocean, May 25, 2011.
(Rene Beauchamp)

The tow passing Sorel-Tracy.
(Rene Beauchamp)

Ocean tug Sirocco.
(Rene Beauchamp)

Stern control tug Florence M required for the St. Lawrence River transit.
(Rene Beauchamp)

Scrap tow passing Trois-Rivieres.
(Kent Malo)

June 7, 2011 from the Sirocco, position is 38 39 N 026 05 W East of the Azores and North of Punta Delgado, Atlantic Ocean on the former Halifax's final tow to Aliaga, Turkey.
(Courtesy of Kent Malo)

Another view.
(Courtesy of Kent Malo)

Anchored at Aliaga, June 22, 2011.
(Selim San courtesy of Kent Malo)

Being beached.
(Selim San courtesy of Kent Malo)

On the beach.
(Selim San courtesy of Kent Malo)

The cutting has started, June 29, 2011.
(Selim San courtesy of Kent Malo)

Another view.
(Selim San courtesy of Kent Malo)

July 6, 2011.
(Selim San courtesy of Kent Malo)

Progress as if July 13, 2011.
(Selim San courtesy of Kent Malo)

Another view.
(Selim San courtesy of Kent Malo)

 

 


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