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Everything posted by tarbyonline

  1. The route has strong freight trade as well as the passenger trade, so what would traditionally be called a “cruise ferry” wouldn’t be suitable. Lack of vehicle space is already an issue and they are looking to grow the route. There’s nothing wrong with a Ro-Pax - even Brittany Ferries are rather fond of them these days!!!
  2. Regarding the Newcastle to IJmuiden route, a couple of FACTS 1. DFDS has publicly stated that the route is performing well 2. There are live plans to bring in replacement tonnage This was all discussed at the "capital markets day" presentation just last month! https://www.dfds.com/en/about/investors/capital-markets-day
  3. For a start the UK’s consumer rights act of 2016 does NOT supersede EU legislation, which in this case is EU passenger rights legislation (Articles 16- 21 of regulation 1177/2010 for those who care). It has already been proven in court that this applies to technical difficulties and Brittany ferries themselves have paid out before due to technical difficulties. In order to avoid paying out an operator has to show an external factor prevented them performing the service so a strike by port workers or technical failure of a ramp isn’t their problem usually but a failure of their ship or a strike by their staff is. The original poster might be interested in this guide I compiled to claiming (and escalating) https://www.niferry.co.uk/ferry-delay-cancellation-compensation/
  4. I believe suction dredgers are also what was used in the past at Ramsgate too. But then they did previously own their own as well! Obviously it needed done frequently enough to justify owning a dredger in the first place. I read somewhere Van Ord are getting paid £14,000 a day
  5. Also worth remembering that the practice of staying in a lorry cab (or any vehicle) while at sea is illegal. With regard to the incident itself its probably best to wait until the investigation is complete rather than speculating on whether cargo was adequately lashed for the conditions, but the North Channel can be quite rough at the best of times - especially on the Scottish side. Some of the furniture onboard was damaged as well so this was more than just a choppy crossing. There have been some accounts describing the vessel taking a "dip" which sounds a lot like what sometimes happens near the entrance to Loch Ryan itself near Corsewall Point, even in very calm weather. The main thing is everybody is OK.
  6. It is indeed one of the Van Ord fleet. A bubble dredger. My rudimentary understanding of the process is it blows bubbles into the sediment and the outgoing tide carries it away. Somewhere. Theres no real control over where the sediment ends up like with a suction dredger. What could possibly go wrong.... Even I'm taking this with a huge pinch of salt, and I wrote that article! I just can't see the MCA giving the OK to a 39 year old vessel with very questionable mechanicals!
  7. Oscar has at least a few more visits to France to do - at present she looks to be doing Dublin - Cherbourg when Epsilon returns from drydock at Brest to run alongside Yeats on the Holyhead run. Once Ulysses gets back Yeats goes onto Epsilon’s Holyhead roster and she goes full time to France (until mid-March). Oscar will then cover Inishmore at Pembroke. After that, who knows? The med? Epsilon is very tight at Milford I believe and doesn’t seem to have been judged a success in the past. It’s likely she will go back to her owners though once the second newbuild arrives so who knows what they’ll do for dd cover? Space charter on Stena perhaps?
  8. There were similar stories in Poland that were later proved. I'm sure working conditions in Gdansk were better than Pjongyang though!
  9. The BF version of the "crest" Stena use? 🤣
  10. Obviously nobody told Knud E Hansen or P&O this - European Causeway, Stena Nordica, and European Ambassador all have bow visors and where built specifically for Northern European service from 2000 onwards, sometime after the Estonia disaster. Highlander would have entered service around the time of that quote? I can't think of any other more recent examples though - could they have been the last major European ferries with visors? Had the Herald of Free Enterprise been equipped with a visor rather than a clamshell arrangement however, she probably wouldn't have sailed with her bow doors open (or at least the lack of any indication couldn't have been used as an excuse) as it would have been very obvious to anyone looking out any bow window that the door was open!!! My understanding is that most visors are only "weather proof" anyway, with the door behind forming the proper watertight seal. In the case of the Estonia my understanding is that the particular arrangement she had in the bow meant that when the visor got ripped off it took out the ramp which formed the watertight seal with it! Faults with visors can also work the other way mind, with Stena Felicity springing to mind as an example of a vessel were they couldn't get the visor lifted as it had locked solid in place on one particular occasion!
  11. I can think of another company who allowed an additional month safety margin for their FSG new build. Lets hope we don't see a repeat (W.B. Y was originally to be delivered in May with the first bookings taken for July!)
  12. FSG have subcontracted project management to Kongsberg, as they did with W.B. There are two more ro-ro's to come before the second Irish Ferries new build btw. Yard numbers 780/781 which are to be completed before the end of 2019.
  13. AVIC have been using modular construction, and the hull in particular has been built very similarly to the process being used at FSG were small sections are fabricated (often including pipework and such) then brought together. For the total vessel there are around 200 sections (from the top of my head). The main difference at FSG is the superstructure blocks are much larger - dictated by the fact they are not only constructed but also fitted out off-site in Poland. A similar process to what has happened in Weihai will have taken place in Gdansk, albeit off the hull. The process FSG use is dictated by the lack of space at the yard and in particular on the covered slipway - not an issue for Avic! Of course this has its potential pitfalls as well and in the case of Yeats the project took place at FOUR different sites if we include the fact that the steel was cut at a fourth yard! Interestingly Visentini also have space problems and so build their hulls in two halves, both launched separately!!! Avic certainly aren't building the E-Flexers plate by plate from the keel up as would have been the case in days gone by vessels (or from wood as in the case of the Marie Rose and which is a totally different process - you can't weld wood 🙄)! Bamboo scaffolding is par for the course in South East Asia and can actually be stronger than western equivalents! It's also a heck of a lot more sustainable with bamboo essentially being a (grass) weed. Shameless plug time. Some additional pictures added here https://www.niferry.co.uk/stena-e-flexer-number-1-so-far/ I don't think it's been posted here yet, but Frédéric Pouget (and others) were at Avic Weihai during September for the project kick-off (in the form of a 2 day conference/workshop) for the dual-fuelled example. FSG and their sub-contractors don't necessarily use "local" labour either ;). Polish shipbuilders and engineering concerns in particular can have some very creative recruitment processes which can mean labour coming from thousands of miles away. Avic have had to adopt "modern" practices - you can't really build modern LNG ferries to current and future requirements without doing so (ask Ferguson Marine). FSG have admitted to having issues building to the Safe Return to Port regulations (W.B YEATS is the first vessel they have had to do so for), so it will be interesting to see if Avic struggle similarly - mind you they have a much more realistic build time in which to iron out any problems!
  14. They are becoming more common, especially with vessels approaching and over the 200m mark. The Superfast VII class have them as well of course but that doesn’t mean they didn’t need a third bow thruster added for short sea! Not sure Stena use the stern thruster very often on the North Channel though
  15. Understandably Mike hasn’t added them yet - number one is definitely W0263 though. I did have yard numbers on NI Ferry Site, but as they are going to be out of sync I have removed them until I can map every vessel to a number. I have a theory about the numbering but that’s all it is at present. NEW GRAND PEACE has been handed over to her owners so now Weihai is concentrating solely on E-Flexer construction.
  16. Still a long way to go though. Slightly related but ownership of the AVIC Ship organisation that owns the Weihai (and Dingheng) yard looks like it is going to transfer to another state owned company China Merchants Heavy Industry to form the 4th largest state owned shipbuilding group in China. CMHI already own yards in Shenzhen, Jiangsu, and Jinling (Changhang group). Deltamarin will also move across as well as it’s part of AVIC ship too
  17. There’s a few more been added since then. I’m adding them to the main page as I get them ;). https://www.niferry.co.uk/stena-e-flexer-new-stena-ropax-ferries/ Progress has been quite rapid since they got going proper, with all the blocks for number 1 in place by the end of September! It’s getting a little tricky to track things now as the hull numbers in true shipyard tradition are not in sequence 🙄 I believe BF’s second example (the LNG one) is yard number W0269.
  18. The visit to Fayard was for scrubber installation apparently Dont see it mentioned here but W.B YEATS is on sea trials. She is also the subject of a sabotage investigation as it seems someone closed a valve on the engine cooling system on the 17th resulting in an engine overheating and needing repairs! Hence the delayed sea trials https://www.niferry.co.uk/irish-ferries-w-b-yeats-sabotage-sea-trials/ I see Honfleur has got Wartsila engines
  19. All being well we’ll see Honfleur starting to come together from Monday. Let’s hope all the measuring tapes have been calibrated and everyone is working in the same units! ALF POLLAK is scheduled for delivery in October and MARIA GRAZIA ONORATO in early 2019. Must say I quite like the unique livery on this one! It’s a bit of a political message and quite clever given the double meaning of the word Onorato in this case. (Honour for Italian seafarers/Onorato (group) for Italian Seafarers) . I have the same pics as the link HHV shared on NIFS, but the text is in English 😜 https://www.niferry.co.uk/fsg-launch-new-vessel-onorato-tirrenia/
  20. Totally agree. Irrespective of them being pet friendly or not, surely standards should be maintained. If anything I would expect these cabins to have a more intensive cleaning and replacement regimen.
  21. Passenger AND freight demand are by high on the Newcastle - Ijmuiden route, and so DFDS really need the existing passenger facilities and more vehicle deck space for accompanied freight. Based on the Hull, killingholme and Harwich freight routes there is surely huge demand for driver accompanied space that isn’t served by DFDS roro ports. Newcastle is key to that equation and more vehicle deck space is desirable. Due to the nature of the route anything other than sister-ships or close matches simply won’t work, the passenger business is based around a consistent offer on both vessels. According to a post on the Ferries of Northern Europe yahoo group earlier this year, DFDS are actively designing new bespoke tonnage for the route. As they are starting from scratch it’ll likely be at least 2021 before we see any new tonnage, hence the recent refits to the existing pair. There’s no reason these new vessels couldn’t be particularly well appointed Ropax’s though - STENA HOLLANDICA and STENA BRITANNICA are of course Ropax’s for example, and few would criticise their passenger facilities.
  22. A passenger was quite shocked when they checked their matress and less than impressed with the crew response. Surely things like this damage the core BF brand? http://www.toutsweet.net/2018/07/not-the-latest-tracey-emin-but.php
  23. Its not just fuel though, from memory her crewing costs are also very high?
  24. I remember hearing a rumour some time ago about Stena being interested in Europa for Oslo, but not interested enough to do anything about it. That was before she went of for her accommodation vessel work though, when Tallink seemed to be desperate to offload her (and we all know Stena like a bargain). I believe she's a ship of many problems, including some "interesting" plumbing! As I've alluded to before, her operating costs are said to be astronomical.
  25. Thats the thing, its very much a passenger "cruise" route and apparently isn't very profitable despite passenger demand. I guess people just mustn't spend enough onboard. DFDS would appear to have a similar issue on their Oslo route as well hence why they have "Project Starlight". Of the two routes involved in the project Newcastle to Ijmuiden would appear to have the brighter future as it at least has the freight volumes. Unfortunately full ships aren't necessarily profitable ships. Fjord and Color seem to do ok though.
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