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About hhvferry

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  1. General Discussions on Brexit

    I imagine that part of the reason the EU spent so many years agreeing to accommodate the UK's demands was an understanding that Britain had always both stood apart and, for a time, alone. The European project was and always has been about securing the peace through mutual prosperity and whilst I'm sure modern Europeans are grateful for the role of the UK in winning WW2 they are just as grateful for the postwar politicians in Europe and in the US who put in place the frameworks for peace and prosperity that endure to this day. Gratitude is one thing - looking back to events 80 years ago and using perceived ingratitude as some sort of logical basis for voting to make subsequent generations of modern Britons poorer is to my mind somewhat convoluted logic
  2. Etretat

    That's right - the period that LD were looking at her was after the ANEK/Superfast relationship began in 2011. At their peak Superfast's Ancona-Patra route used to have two sailings each way each day using four ships. That went down to three ships with odd-day additional sailings in 2009 when the Superfast XII moved to the Aegean and then down to two ships/one each way when the V was sold to BF after the '09 season. After the ANEK liaison began the spare sailings were back although the Minoan beasties were hoovering up traffic by that stage.
  3. Etretat

    I don't think anyone believes LD planned to open the Le Havre route with a Superfast - it was how they were going to upgrade the route in lieu of the Norman Leader. The SF VI spent her final Superfast years running duplicate Ancona-Igoumenitsa-Patras sailings alongside Superfast XI and Hellenic Spirit on what was technically a two-ship service and was available for sale if anyone stumped up the cash, which Genting finally did.
  4. Etretat

    As HT suggests it was indeed one of the more modern Superfasts that LD were after, not one of the slightly more perfunctory first pair - I think VI before it went to Bimini. After the financial crisis all the Greek-owned Superfasts were for sale for the right price so they were certainly available, as were the Tallink ones at around the same time. As for the Oslofjord - DFDS only ever chartered her, never bought her.
  5. There were a couple of cases on Stena at Holyhead, one was the B&I one about literally rocking the Irish boats as Sealink ships sailed past. The other one was when Sealink as port operator put obstacles in the way of Sea Containers opening a SeaCat service from Holyhead in '93/'94. Both made for very interesting case law and the documents about the SeaCon one (which was partly another way of Jim Sherwood and Dan Sten Olsson continuing their very personal war) are quite revealing- http://eur-lex.europa.eu/eli/dec/1994/19(1)/oj
  6. HONFLEUR - Arriving June 2019

    Presumably it's reference to the loading system (copied from the Ulysees) of a separate car deck above twin freight decks being accessed via side ramps from the upper of the freight decks (as below on Dunkerque Seaways). But is the Honfleur going to just have two vehicle decks like the existing ships anyway, making the point moot?
  7. St Nazaire to Gijon

    I think that image is of the ship Balearia have building art La Naval. The Visentini ships have the same dimensions as the standard ones from that yard - no publicity images have been released of them that I've seen and it could be that, LNG apart, they are broadly similar to the yard's regular output.
  8. Deposit increase from £35 to £40

    There's no VAT on passenger ferry tickets sold in the UK so if France does apply it that could be part of the difference.
  9. Other than buyers of Visentinis there are very few shipowners who would take a completely off the shelf design (Van der Giessen were another example but even their ships were heavily customised - Mont St Michel isn't immediately recognisable as a derivation of Stena Jutlandica for example). Sometimes a yard will have a generic hull design that they apply to series of vessels, sometimes the shipowner goes to yards with a design created by a consultancy or even potentially in house. But however they get to the ultimate solution in both of the big markets for ferry newbuilds (Europe and Japan) the vast majority of ships are very bespoke to the operations they are ordered for - north European owners are no different to the rest when it comes to that.
  10. MSC own Grandi Navi Veloci and SNAV. The Moby group includes full ownership Tirrenia and Toremar so the fleet is a very large one. There are only four ships purpose-built in the Moby-branded fleet but the rest of the group is almost entirely purpose-built at Italian taxpayer expense. I can't imagine either of them wanting to enter the W Channel at all. Grimaldi at a push might be interested given their ferry operations cover most of the other key markets in Europe; but their standards are the opposite of BF's so it would need to be a bargain basement operation and, most likely, a financial bloodbath.
  11. Building at unproven yards, thousands of miles away from home, is definitely a risky business, but Stena probably better placed than anyone else to do it - whilst not China, Stena have been building ferries in distant (to Sweden) yards since the Searunners in the 1970s including the current Adventurer and Scandinavica. And the Stena group has had plenty of ships delivered by Chinese yards in recent years - a series of 13 tankers which are being churned out in Guangzhou at regular intervals (the latest was the Stena Impeccable, named a couple of weeks ago). Stena Teknik's website has details of recent projects they have managed for the group, most of which seem to be in the Far East (they have a Chinese site office). A ro-pax is a more technically complicated endeavour than a ro-ro or a tanker so will need careful oversight. But the number of shipyards who have gone bust fulfilling contracts for the Stena group is almost countless - reputedly because they always demand the ship is delivered exactly as specified with no corners cut and the risk in the contract is weighed heavily onto the side of the builders. I'd be more worried if I were the yard than if I were Stena.
  12. Security, what is your opinion.

    There is never any realistic hope or expectation of finding anything in these searches - proper security happens in the background, identifying and monitoring likely suspects and intercepting communications. Apart from airports I don't find searches or the lack of them unacceptable, I find them tedious - they are trying to make people feel "safer" whilst wasting money that could otherwise be spent on more productive antiterrorism work. Why search every person and every car getting onto a ferry in Plymouth but not every train leaving every main station? It's a box-ticking exercise and leads to the imagination, if there isn't thorough searching, that "security" isn't being taken seriously! There is also a degree of back-covering so that their pretence of security might at least maybe make your would-be terrorist head towards a different target. But we live in a free country where the number of potential targets is so vast and the individual threat at any one of them minuscule that the focus should be on properly funding the more rewarding, targetted work. But they should also remind people that the likelihood of being involved in such an incident is tiny, that you can't control everywhere and that if you make it through the day without being searched or questioned it isn't a failure of security, it is an expression of freedom.
  13. LE HAVRE: Port Facilities

    Where has this idea that the new ship will have less freight capacity than the Normandie come from? The new vessel is quoted as having "2,600 lane metres (130 freight trailers, or 550 cars and 64 freight trailers)". Every robust source quotes Normandie with 1,720 lane metres whilst MSM has 2,250 and the 84 freight units being quoted for Normandie is her fully-laden freight capacity - i.e. the equivalent of the new ship's 130. The progression of dimensions and layouts of the ships indicate this makes sense - there will be a fall in passenger capacity but not in freight.

    She is now in traffic on the Bar route - this is her maiden arrival last week (from barinfo.me) http://barinfo.me/text.php?kategorija=1&id=10387 states that she carried 166 passengers, nine trucks, one bus, two campers and 34 cars on her maiden crossing on the route.
  15. Travel since Manchester attack

    Not sure what "EU Human Rights legislation" means - perhaps the European Convention on Human Rights? But that's nothing directly to do with the EU - it's an obligation of membership of the Council of Europe which I haven't seen many suggest we should withdraw from. Almost everything in the ECHR is pretty uncontroversial. But by definition human rights legislation is skewed towards protection for the less powerful and against tyranny of the majority. If the Tory press is still going on about how difficult it is to deport people to countries where they may be tortured or killed then they're going to face more Brexit disappointment as, after leaving the EU, the UK will remain a member of the Council of Europe and remain a signatory to the European Convention on Human Rights. Plus we'll remain party to any number of international agreements which state the same thing - the UN Convention on Torture, the Conventions Relating to the Status of Refugees and the Convention Against Torture.