Login  
Great Lakes Photo Archive Title Image

Ship Details:

Transit History

Created: 2020-01-17 11:59:50 AM
Last Edited: 2020-04-28 11:23:19 AM




Thumbnail Image for Pierre Radisson oncontextmenu=
Pierre Radisson (1965/05/02)
Thumbnail Image for Pierre Radisson oncontextmenu=
Pierre Radisson (1965/05/02)
Thumbnail Image for George Crosbie oncontextmenu=
George Crosbie (1976/06/28)
Thumbnail Image for Edgar Jourdain oncontextmenu=
Edgar Jourdain (1977/05/31)
Thumbnail Image for Edgar Jourdain oncontextmenu=
Edgar Jourdain (1979/11/27)
  IMO: 5278054  
Details/Construction
Builder:Collingwood ShipbuildingLocation:Collingwood, Ontario, CanadaHull #:154
Keel Layed:Launched:1956/04/07Commissioned:1956/05
Propulsion
As builtType:1 Diesel engine - 13.5 knotsOutput:
Manufacturer:
 
Dimensions
As builtLength (oa):73.3 mGross Tonnage:1539
Length (lbp):Net Tonnage:
Beam:11.4 mDead Weight:1781
Depth:Displacement:
Draft: 
Owner HistoryFleet History
OwnerManagerFromUntil
FleetFromUntil
Montship Lines Ltd. - London, England1961
Rupert's Land Trading Company Ltd. - Winnipeg, Canada1972
Chimo Shipping Ltd. - St. John's, Canada1975
Jourdain Navigation Ltd. - Montreal, Quebec1980
Name HistoryRegistration History
NameUntil
Montclair1961
Pierre Radisson1972
George Crosbie1977/01/12
Edgar Jourdain1980/09/21
NumberPortCall SignMMSIFromUntil
Description
This is the full text of a report that was prepared by Emergency Planning Canada with the assistance of Transport Canada (Canadian Coast Guard), Environment Canada and Indian and Northern Affairs Canada. This document is publicly available at https://www.publicsafety.gc.ca/lbrr/archives/vk%20199%20e34%201980-eng.pdf

The "EDGAR JOURDAIN", official number 188386, Port of Registry Montreal, was a 229 feet long general cargo vessel of 1,539 tons, gross tonnage, with bridge, engine room and accommodation aft. The propelling machinery consisted of an eight-cylinder diesel engine of 1,500 B.H.P. designed to give a sea-speed of 13 knots. Built in Collingwood, Ontario, in 1956, the ship's name was changed to "EDGAR JOURDAIN" (formerly "GEORGE CROSBIE") on January 12, 1977, under the ownership of Jourdain Navigation Limited of Montreal, Quebec. The vessel was normally engaged in the coasting trade during the winter months and in supplying northern communities with general cargo during the summer months. By noon-hour on September 20, 1980, the "EDGAR JOURDAIN" had completed the unloading of its 250 tons of general cargo at Hall Beach, her fourth port of call on her third Arctic voyage of the summer season. Winds freshening to 30 knots and building seas halted the reloading of the vessel's cargo-handling equipment.

THE INCIDENT
Late in the afternoon on September 20, 1980, the motor vessel Edgar Jourdain runs aground northeast of Hall Beach in the Foxe Basin. There is no reported damage, injuries or death at this time. Light oil sheens are observed around the ship. Attempts to refloat the vessel the next day with the assistance of the Canadian Coast Guard ship Norman MacLeod Rogers are unsuccessful due to strong winds and a very rough swell. The vessel is now listing to port and taking water beyond her pump's capacities. All but six of her crew are evacuated. Early that afternoon, oil sheens extending over an area one quarter mile square are seen. The engine and electrical system are shut down completely because of continued flooding. The fourteen crew members evacuated earlier to the Norman MacLeod Rogers return to their stricken vessel, gather their personal belongings and go ashore. The temperature remains just below freezing with intermittent snow flurries. Pending arrival of the ship's owners, the captain institutes a two man on-board watch. The Norman MacLeod Rogers continues to stand by. Late in theday, a survey of the accident scene by Coast:. Guard helicopter detects no trace of pollution in the neighbourhood of the Edgar Jourdain.

On September 22, the Environmental Protection Service telephone the Canadian Coast Guard. Of the three options proposed by the latter, that is pumping off, burning and towing out and sinking, they are unable to concur with the Canadian Coast Guard's last option, to tow the Edgar Jourdain to deep water and sink it, until they receive a report from their field office. It is the Environmental Protection Service's Opinion that this tactic would increase the chance of pollution to this area's sensitive ecology.

During the next two days the ship's owners and her marine surveyors are notified by the Deputy Minister of Transport Canada via telegram of their responsibilities for the stricken vessel and its cargo under the Aeronautics Act (constitutes a possible hazard to aircraft in present location), the Navigable Waters Protection Act (possible marine hazard as ice could move vessel into main shipping lane), and the Arctic Waters Pollution Prevention Act (possible damage by oil to marine life and waterfowl). The telegrams also request that Transport Canada be advised of the owners' intended courses of action with respect to both the vessel itself and the prevention of oil pollution from the vessel. Hayes-Stewart & Co. in Montreal, acting as marine surveyors for the vessel's insurance underwriters, acknowledges receipt of the messages, noting they have no instructions from the owners regarding pollution. They also advise that Transport Canada's telegrams have been forwarded to the vessel's insurance underwriters. A representative of the ship's owners arrives on the site to inspect the situation.

Concurrently on September 24, the Environmental Protection Service field office confirms their headquarter's initial concerns by memo. They recommend the fuel be off-loaded and transferred to storage facilities on shore or flared on site. It is noted that the flaring of the fuel on board requires an Ocean Dumping Control Act permit. While the contents of this memo are not passed directly to the Canadian Coast Guard at this time, interdepartmental and intradepartmental (Canadian Coast Guard, Environmental Protection Service, Indian & Northern Affairs Canada) meetings and telephone conversations at both the Ottawa and field levels during the next two weeks explore the feasibility of these recommendations, particularly the availability of storage facilities for offloading fuel.

In the last week of September, the Canadian Coast Guard, cognizant of their responsibility under the Arctic Waters Pollution Prevention Act particularly in the event the pollutor does not take appropriate action, makes preparatory contact with private air carriers for the transport of the required equipment and materials if this should prove necessary. As well, they establish the necessary internal financial arrangements and draft the relevant Order-in-Council. They are now in a position to intervene directly, if required, on very short notice.

Status reports on the vessel and the weather continue to be provided by the Norman MacLeod Rogers. By September 29, the status reports reflect a relatively stable situation. The vessel is not a hazard to aircraft and there is no evidence of any pollution. The vessel has been inspected by an insurance surveyor but his report is not yet available. The ship's owner's intentions are still unknown. The Canadian Coast Guard believe that the ship would sink if moved. While the vessel is an apparent write-off, it is judged to be salvageable. The fuel oil on board is contaminated with sea water. Therefore no one with storage facilities wants it. Gelling of the contaminated fuel may cause pumping problems, both for offloading and flaring on board. Ice is growing rapidly around the vessel. The Edgar Jourdain's crew leave as does the Norman MacLeod Rogers two days later.

On October 7 the ship owner's representative responds to Transport Canada's telegrams of September 24. He proposes not to take any further steps with respect to the fuel on board until after freeze-up. It is safe in the vessel and most probably will be pumped over ice by line to some sort of shore storage. It is their opinion that the vessel does not constitute a danger to air or sea navigation and can lie safely in her present location. They see no urgency in the situation. As the danger of the vessel suffering further damage and causing pollution appears extremely remote, the Canadian Coast Guard concurs that no immediate action need be taken. There has been no observation of oil escaping from the ship since the September 21st sighting of oil sheens. The Canadian Coast Guard will continue to press the owners to resolve the problem at their own expense.

Canadian Coast Guard, Environmental Protection Service and Indian & Northern Affairs Canada continue to monitor the situation. On November 25 the status of the Edgar Jourdain is reported as unchanged from that of early October. Specific plans to deal with the vessel and its pollutants have not yet been received from the ship's owner (Jourdain Navigation Ltd.). The vessel is now frozen in and government authorities realize that nothing can be done before the spring.

In March 1981, Sea Tech Ltd., at the request of the owner, review the situation. Towards the end of the third week in March the Canadian Coast Guard receive a telephone message from the owner's representative conveying the owner's intent to remove the oil by burning in April. A confirming telegram reaches the Canadian Coast Guard in Ottawa on March 26. The owners propose to burn the bunker and all the flammable components on board. The shell, still surrounded by ice, is to be cut or broken into pieces and disposed of either by removing it to the beach or sinking it on the spot when the ice melts. The vessel's insurers have indicated their willingness to bear the costs of this activity. The owners request an early reply. The Canadian Coast Guard acknowledges receipt of the proposal the same day, noting that consideration of the proposal is underway and a reply will be forthcoming.

The Canadian Coast Guard asks Environmental Protection Service, Indian & Northern Affairs Canada, and administrations within Transport Canada for an early consideration of the owner's proposal. While offloading to shore is still preferred by some, they realize this may not be feasible. Failing that option, all, including the Hall Beach settlement council, are in agreement with flare burning of the fuel. With respect to the hull, removal to shore is going to be difficult, perhaps leaving an eyesore. While sinking of the vessel is an alternative, preferences are stated for doing this in deeper water, not in the shallows around Hall Beach.

On April 21 the ship owner's representative is advised by telegram that the Canadian Coast Guard has no objection to their proposed actions. A detailed plan and time schedule of the operation is requested so that a Canadian Coast Guard representative will be on site and a Notice to Airmen issued on smoke plumes. It is also noted that an Ocean Dumping Control Act permit for in situ burning or disposal of scrap on ice and/or at sea is required by Environment Canada. A specific contact person and telephone number at headquarters, Environmental Protection Service, is provided to the ship owner's representative.

To ensure there is no misunderstanding with respect to the permit requirement mentioned in Canadian Coast Guard's telegram, the Environmental Protection Service review the matter fully with the owner's representative, by telephone on April 23, who undertakes to have the Vice-President of Jourdain Navigation Ltd. call the specified contact person on April 24 regarding the disposal options. The Vice-President calls the contact person on April 28. The explanations given previously to the owner's representative are repeated. The Vice-President states that their insurance company will comply with the Ocean Dumping Control Act requirements, but will require a letter from the Environmental Protection Service to the owner's representative explaining the Ocean Dumping Control Act permit requirements and preferred disposal options. This letter will permit the owner's representative to deal with the insurance company, arrange for tenders and arrange for an Ocean Dumping Control Act permit to dispose of the Edgar Jourdain.

A status report/query is received on May 8 from the Ocean Dumping Control Officer (Environmental Protection Service) in Yellowknife. The Hall Beach community is becoming concerned over the lack of action on the disposal of the Edgar Jourdain, and the previous reports of oil leakage. There is now open water around the vessel which could inhibit offloading. The site will be inspected on May 9 and status report provided. The Ocean Dumping Control Officer recommends that the Environmental Protection Service proceed with immediate action.

The Assistant Deputy Minister of Environmental Protection Service sends a lengthy and comprehensive letter on May 11 to the owner's representative as requested by the company Vice President. This letter sets out and confirms the environmentally acceptable options for disposal of the Edgar Jourdain and the petroleum products still on board, the nature of Environment Canada's concerns, the necessary time frame for disposal, and the necessary permits and authorities. The letter closes by providing a specific contact within Environmental Protection Service if further clarification is required.

On May 22 Indian & Northern Affairs Canada field staff voice their concern over the apparent delay in responding to Jourdain Navigation's request for guidance and the community's concern over lack of action. One month has passed since the vessel owner's representative was formally advised of this requirement (telex of April 21). Concern is expressed also over the indicated four to six weeks lead time required to issue an Ocean Dumping Control Act permit.

A further status report on May 24 reveals the ice cover around the vessel is still relatively intact. Cracks and leads surrounding the vessel show evidence of an oil sheen but no significant oil thickness. It is not possible for the inspector to determine if there is oil contamination under the shorefast ice. Environmental Protection field staff estimate the ice floe edge will reach the vessel in two weeks and that current ice thickness will not support heavy equipment. If any oil was trapped under the ice, it was thought that such oil could be released when the floe edge reaches the vessel.

A letter is sent to the owner's representative by Environmental Protection Service on May 25 requesting his immediate attention to this matter, particularly the removal of the oil from the vessel. To facilitate the quick action required of the ship's owner, Environmental Protection Service advises his representative that the Regional Ocean Dumping Advisory Committee is prepared to deal with an application for an Ocean Dumping permit on an urgent basis at the May 28 meeting in Yellowknife.

A copy of the May 24 status report is attached to this letter. A status report on May 28 reveals the ice floe edge is now only 200 metres from the grounded vessel. A lead, 1 to 2 metres in width, stretches the entire length of the port side of the vessel. There is evidence of an oil sheen, but not a continuous one, in this open water. Attempts to measure the amount of oil remaining in No. 2 hold by drilling holes through the ice cover are not successful. The port forward bulkhead in hold No. 2 appears to be buckling.

On May 29 Environmental Protection Service field staff send a strongly worded telegram to the owner's representative together with a copy of the latest status report. The Environmental Protection Service advises that environmental concerns now supersede all economic considerations. The ship's owners are directed to proceed with the removal of oil from the vessel by flare as quickly as possible, pursuant to Section 33.2(5) of the Federal Fisheries Act. The required authorization to incinerate substances at sea will be forthcoming as soon as the owner's representative advises Environmental Protection Service on the contractor who will do the flaring. An ocean dumping inspector will be on site to advise and assist. The owner's representative is requested to advise Environmental Protection Service of his client's intentions by Monday, June 1.

Late in the afternoon on June 1, the Environmental Protection Service field office calls Ottawa. A warning is given about open water around the Edgar Jourdain and the early breakup of the ice. Prompt action to the perceived environmental emergency is requested. Nothing has been heard from the ship's owners. The situation is reviewed thoroughly with Environmental Protection Service senior management the next morning. In view of the unusually warm weather and early ice breakup, making offloading impossible and significantly increasing the possibility of oil being released into the open sea, the Assistant Deputy Minister of Environmental Protection Service declares that an emergency situation/force majeure is deemed to exist. There is an imminent and grave danger to the environment. This declaration allows the owner to take action immediately. The requirement to apply for a permit to dispose of the petroleum products on board the vessel is waived.

This information is relayed to the owner's representative by telephone and telex on June 2. Because an emergency situation exists the Environmental Protection Service advises him that an Ocean Dumping Control Act permit is no longer required to incinerate the oil in the vessel at sea. He is requested to advise Environmental Protection Service as quickly as possible of their plan of action and start date. Inspectors will be available to assist the owner's contractor in his work and in his consultations with the Hall Beach community and officials of the Government of the Northwest Territories. This telex from the Assistant Deputy Minister, Environmental Protection Service, to the owner's representative is given wide circulation within government to ensure that all departments are aware of the emergency declaration/situation.

The owner's insurance brokers telex the insurance company on June 5, advising them on the pressing emergency situation and requesting their comments as soon as possible. At the same time, the ship's owners instruct Sea Tech Nfld. Ltd. by telex to proceed urgently to the site, survey the situation and burn off the fuel in a manner satisfactory to Environment Canada. While the owners have not yet received confirmation from their insurance company as to this action, they acknowledge their responsibility for it.

Sea Tech Nfld. Ltd. advises the Canadian Coast Guard on June 12 that three of their experts will arrive on the site late on June 13. Equipment is expected to be on site sometime in the evening of June 17. They will talk to the owners about the details of the clean-up on the morning of June 15, such that all details for the clean-up operation will be finalized that•day. Environmental Protection Service's June 15 spill report estimates that 60-100 tons of marine diesel is continuing to be spilled from the vessel. This field office report also estimates that only 10% of the original 100 tons of fuel remains on board.

The nature and extent of the contaminated area is not known. As no oil is observed at the edge of the ice floe, 150 yards to port of the vessel, it is thought the north to south current is moving the spilled oil along the shoreline under the ice. They estimate that there is 1500 gallons of oil on the surface of the 10 foot wide water pool along the port side of the vessel. No. 2 hold contains a 3" layer of oil as well. Sea Tech advises that the only viable method is to burn off the observable fuel in situ. The Baffin Region Inuit Association voices their concern over the reported spill of 80 to 90 tons of diesel oil. They also request to know immediately when thé necessary manpower and equipment will be mobilized to clean up the spill, preferably before high tide on June 16.

Late on Monday, June 15, Sea Tech commences the burning of the oil on the water and inside the vessel. The burn, if to be pumped and flared, will be delayed one week until equipment arrives. The Canadian Coast Guard informs the Baffin Region Inuit Association of this activity by telex the following day, noting that ice augers and pumps to bore holes through the ice to insure any oil trapped under it is brought to the surface and burned, will arrive at the site on June 17. The Environmental Protection Service also forwards this information to the Baffin Region Inuit Association on June 16, noting as well that their survey revealed no diesel oil or "dieseled" wildlife in open water or along the edge of the ice floe for a distance of 10-15 miles south of the site.

Around noon of June 16, reports indicate that the oil in the open water along the port side of the vessel has been burned off as has been the oil in hold No. 2. The flooded engine room and aft superstructure are still burning, as is a small patch at the bow of the vessel. Oil in this latter patch appears to be surfacing from beneath the 8 to 10 feet thick ice.

Situation reports on June 17 and 18 indicate that 95% of the oil on board has been burned off. Due to the intensity and duration of the burn, it appears there was significantly more diesel oil left on board than originally estimated (10 tons). The earlier report of a 90% loss of 100 tons of diesel oil is now open to question, especially as Sea Tech advises that only 60 tons were on board originally. Discussions with a representative of the ship's owner's reveal diesel oil on board at the time of the grounding was in the 60 ton range. Test borings through the ice around the ship show no traces of oil. There are still no traces of diesel oil in open water along the floe or of affected mammals or wildlife. Reports now indicate that this is not to be considered a major spill and there should be minimal damage to the marine environment.

The clean-up continues to proceed in a satisfactory manner. The burn off is completed on June 20. Eighteen days have passed between declaration of an environmental emergency and disposal of the diesel oil. It is highly doubtful the wreck can be floated off. The only feasible solutions appear to be leaving it as is or in situ dismantling.

The Environmental Protection Service situation report on June 29 notes that all combustible waste and debris on the ice has been cleaned up. It is still possible that unknown quantities of diesel oil remain entrapped under the ice. On July 7, Canadian Wildlife Service personnel observe no evidence of oil slicks or sheens anywhere in the vicinity of the ship or along the coastline. The ice is now completely gone. There are no reports of oil slicks or sheens from local residents. The final report, prepared by inspectors under the Ocean Dumping Control Act, covering the period June 13 to July 22 is given wide distribution on August 12. It contains a plausible rationale with respect to the small amount of diesel oil actually released into the sea and a reasonable explanation of why the oil was largely contained within the vessel.

On December 14, 1982, the Airport Manager at Hall Beach sends a telex message to the Canadian Coast Guard. The burnt out hull of the Edgar Jourdain had disappeared overnight.
Disposition
Description/LocationWrecked in Hall Beach, Foxe Basin, Nunavut in position 68.45N/81.10W on 21 September 1980
Arrival at YardBeached:Work Began:
LostDate:

Comments