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About hhvferry

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  1. I'll probably not be sailing on her until late Summer but I'm sure some will come out once she enters service. Meanwhile here is how her fleetmate got her new colours -
  2. The Panagia Parou had been laid up for years and was never likely to re-enter service. She's technically I think still owned by the remains of NEL Lines whose other laid up ships litter ports in Greece. This ship and her sister were absolute turkeys and have never settled with any operator for a prolonged period.
  3. Here's the other Spanish ferry incident from Friday - no injuries here but whereas the Volcan de Tamasite will soon be back up and running, the poor old Panagia Parou is done for.
  4. Port side view of the Moby Dada (starboard side is blue) From Navi e Armatori
  5. Moby Niki also now has Batman markings (she's only partly painted in this image from http://www.naviearmatori.net)
  6. The bit about it not being publicised is true - one of the great tragedies of the referendum is that the disproportionate funding the EU directs to less affluent areas which voted Leave, such as the north east and parts of Yorkshire and Lancashire, is much less likely to continue flowing from a Conservative government - not just because the Conservative heartlands are in the south but because the sort of social/infrastructure programmes the EU are keen on are ideologically a poor fit for that party, Northern Powerhouse or not. A valid argument was there to be had about money - not the lies of the Leave campaign but a grown up discussion about EU funding, The merits, or not, of sending funds back to poorer regions but also the overarching idea of building up the infrastructure in less developed EU areas. The underlying logic is - the better the infrastructure in Greece or Croatia, the more easily we in the UK can get our goods to their markets. A stronger economy for them, (less likelihood of reverting to failed states which is still the most important European ideal) - but moreover, as these investments help them become more wealthy they will both be more able to buy our goods and those new roads mean we'll be more easily able to get them there. Unfortunately you need a bureaucracy to administer it and that, as well as the simplistic "our money going to foreigners" became easy targets for the Daily Mail and were never properly defended by ministers of either party, for whom the EU was a convenient scapegoat which could never really fight back.
  7. I imagine most foot passengers on the Fishguard service who use public transport arrive on the boat train (or one of the other trains) at the perfectly serviceable harbour station. But those disembarking for unknown reasons or otherwise deposited at the town station can avail themselves of the Fishguard circular bus which goes to the harbour for the afternoon arrivals/departures. The idea that the lack of bus connectivity had any bearing on the demise of the Lynx is dubious indeed.
  8. This is one of those absolutely infuriating Brexit soundbites - talking Britain down etc etc. It's not living in fear; it's living in fact.
  9. Was Cherbourg (especially from Portsmouth) ever really freight-heavy? It strikes me that its Portsmouth/Southampton operations always skewed more towards tourist and passenger traffic than, certainly, Le Havre but also Ouistreham. If so, then in a declining passenger market and a growing freight one Cherbourg was always more at risk. The earliest Shippax stats, albeit somewhat incomplete, I've got go back to 1990 (I wish I had the Stena Normandy ones to complete the picture, but they are missing unfortunately): BF Poole-Cherbourg: (1990) 506k Pax, 134k Cars, 78k Freight units (1995) 419k Pax, 104k Cars, 83k Freight units (2000) 408k Pax, 109k Cars, 75k Freight units (2002) 543k Pax, 141k Cars, 77k Freight units (2003) 539k Pax, 149k Cars, 72k Freight units P&O Portsmouth-Cherbourg*: (1990) 601k Pax, 168k Cars, 8k* Freight units (1995) 761k Pax, 196k Cars, 31k Freight units (2000) 878k Pax, 245k Cars, 44k Freight units (2002) 930k Pax, 264k Cars, 45k Freight units (2003) 772k Pax, 226k Cars, 33k Freight units P&O Portsmouth-Le Havre: (1990) 762k Pax, 204k Cars, 92k Freight units (1995) 928k Pax, 217k Cars, 138k Freight units (2000) 790k Pax, 210k Cars, 94k Freight units (2002) 859k Pax, 241k Cars, 89k Freight units (2003) 725k Pax, 201k Cars, 79k Freight units BF Portsmouth-Ouistreham: (1990) 950k Pax, 250k Cars, 59k Freight units (1995) 999k Pax, 262k Cars, 81k Freight units (2000) 926k Pax, 260k Cars, 79k Freight units (2002) 912k Pax, 267k Cars, 69k Freight units (2003) 951k Pax, 270k Cars, 98k Freight units *I've asterisked Portsmouth-Cherbourg for three reasons - the 2000 and 2002 figures are for a two ship Super Viking service plus fast ferry trips by the Express/Portsmouth Express. The 2003 figures are for the one ship service by the Pride of Cherbourg plus the Express. And the 1990 freight figure seems just too low, almost as if they've missed a figure off the front of it... Whilst there are lots of other factors to consider (not least number of crossings/supplementary freight only sailings) a few broad conclusions might be drawn - Ouistreham just gobbled up almost all the growth in the freight market across these routes over this 13 year period. And whilst Cherbourg was always strong enough on the passenger side (indeed look which route carried most pax in 2002, despite having by far the most decrepit ships!) as freight became the profitable backbone of all these services it began to encounter issues. At Le Havre meanwhile, the very positive effects of the expensive chartering of the Olau ships was followed by a long, slow decline - could it or should it have been addressed by better management or better decision making by the people in charge at P&O?
  10. Indeed they are. As well as a near monopoly on the Sardinia routes with Tirrenia/Moby they have the same (actually even more monopolistic) setup on the Elban routes through control of Moby and Toremar. So Moby has Looney Tunes and Tirrenia now have DC Superheroes. The Toremar branch of the business, without going for full external branding, has made a somewhat esoteric choice of cartoon partnership onboard -
  11. Here's what the Moby Dada (ex-SPL's Princess Maria/Queen of Scandinavia) will look like when she enters service. Moby and Tirrenia are essentially the same company now and like the Tirrenia ones they are going for an all-over look.
  12. It's true there's no reason to think the Bretagne would go for scrap - handy sized with a good amount of overnight accommodation, one careful owner, not been too hard pushed, very strong hull, reputable-ish shipbuilder. As long as the plumbing's OK she could last for a couple more decades yet if she ends up with a careful operator. Jadrolinija would be perfect
  13. The process of Mobyfying the ex-Pride of Bilbao is in full swing - she is remaining with SPL in the Baltic but her new owners look like being quite hands on. (Image via Navi e Armitori)
  14. Stena legally own half of Rosslare port but the agreement is that CIE fully manage the port and pay for any improvements there whilst Stena do the same in the other jointly owned port in Fishguard.
  15. And everyone and everything on board is paying in Euros which mitigates the huge exchange risk BF suffer with the majority of their income being in sterling.