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Everything posted by tarbyonline

  1. 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
  2. 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.
  3. 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
  4. 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/
  5. 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.
  6. 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.
  7. 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
  8. Its not just fuel though, from memory her crewing costs are also very high?
  9. 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.
  10. 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.
  11. Also, Scandinavica and Germanica are virtually the same length anyway, 2m isn't a significant difference
  12. At present the smart money is on Karlskrona - Gdynia getting both. They were also favourite to get two of the original order had they not gone to the Irish Sea, and are about to go up to 4 vessels just to provide enough freight capacity as Spirit, Vision, and Baltica cant cope! To replace Germanica or Scandinavica would see a reduction in capacity, with even the larger E-Flexer being smaller than both in terms of lane metres and passenger certificate. While slightly different they are a good match with each other, in no small part due to the Sea Master design being an evolution of the earlier Sea Pacer and their stretching/rebuilds. Its hard to see how any of the options would be suitable for replacing Saga on a route with low freight demand tbh. Many say it is a route that is finished once Saga eventually finishes there.
  13. LMAO. You know that thing burns Euro notes and not fuel oil? Actually, Gold bars if you believe some lol
  14. Unless something has significantly changed, BDS is only on charter until April with no option to extend as DFDS require her themselves. Perhaps BF are lining up a replacement vessel and using her as a "placeholder"?
  15. Slightly related (especially given the direction this thread has gone in). Earlier today Dublin Port announced that they are increasing the amount of investment in their development plan to some €1bn! They are also actively engaging with the relevant authorities with regard to having border control and inspection facilities in time for Brexit, should they be required. With the expansion of, and improved access to the (reconfigured) RoRo facilities being a key part of the development plan, could we see Stena order a couple of extended E-Flexers for the Dublin route in the not too distant future? https://www.independent.ie/business/irish/dublin-port-will-ramp-investment-up-to-1bn-37147053.html
  16. New timetable is out. HONFLEUR is set to debut in July. What could possibly go wrong??? At least they seem to have a backup vessel in the shape of ETRETAT as she's not on the France timetable that I can see. Im guessing they are pretty confident that the measurements are correct this time as well. Is BDS not back to DFDS in April though?
  17. It’s more to do with Fishguard just not being a popular option with hauliers tbh. Most landbridge and other traffic goes through Dublin. Initial indications are that the BF Cork expansion hasn’t led to any significant shift, quite the opposite actually. One of the attractions of land bridge at present is it allows the haulier to pick up and drop off additional loads enroute, rather than sending a partially empty wagon direct to France or Spain. Another of course is frequency, as well as it being quicker. That could change depending on the future U.K. and EU relationship, but it will take a heck of a lot of tonnage to accommodate the traffic currently use the landbridge on direct routes. If the U.K. does end up with a cliff edge Brexit, the effects on Ireland are expected to be just as significant (or worse given the overall size of the Irish economy) as those on the U.K., hence why many feel it is unlikely such a scenario will be allowed to happen despite all the rhetoric. Certainly the Irish Sea operators seem to be continuing to invest, if anything as much as ever. Stena have confirmed they are investing in 3 larger vessels, and Irish Ferries are presently planning a huge increase of capacity at Holyhead. Not only is Ulysses being replace by a larger vessel, but she herself is also replacing the significantly smaller Epsilon on the same route. Increased efficiency of course is partly the reason with Stena replacing 3 vessels with 2 at Birkenhead and ICG expected to do the same at Holyhead by disposing of the bow seasonal fast craft service. Seatruck have had huge growth in recent years which is set to continue - they now have 20 percent of the Irish Sea freight market.
  18. At the moment they aren't even offering passengers the compensation they should be getting under EU legislation, so I wouldn't hold my breath. A €150 online non-transferable discount for a sailing with Irish Ferries to France NEXT YEAR applied directly to the account under which the booking was made is all they seem to be offering. Passengers transferred to Oscar Wilde have got a box of chocolates and a bottle of wine which probably cost less than the additional petrol or diesel for them to drive to Rosslare, but its a nice gesture at least. Given the nightmare some passengers have had a its small one. The people I really most sorry for are the ones transferred to Epsilon who are now finding their sailing cancelled (again) as Irish Ferries are using her at Holyhead instead!!!! Some of them are not being told until they are already in France. It appears the process of making alternative arrangements is also rather drawn out with people spending much of their holiday working out how they are going to get home (and in some cases having to pay any additional costs themselves). Brittany Ferries have got a bit of land-bridge business from it I believe.
  19. There were plans to redevelop Fishguard next year to modernise the loading arrangements and allow larger vessels to use the port, but these have been shelved for now on cost grounds (along with any chance Stena Superfast X had of coming to the port). To be blunt, there isn't really enough traffic on the Southern Corridor these days for two operators year round. Stena Europe could even be considered to be too big, as could Isle of Inishmore for much of the year. Its a route with surges in passenger demand around holiday periods and rugby/football games for example as well. Quite honestly Isle of Inishmore could probably cope alone with all the traffic on offer for much of the year. Stena seem to be keen to persist though, for now at least. I fear however Brexit could be make or break time for Fishguard. Not sure if I've shared these here already (apologies if I have) but heres the official statistics for RoRo freight at each Welsh port https://statswales.gov.wales/Catalogue/Transport/Sea/NumberOfLorriesAndUnaccompaniedTrailersPassingThroughWelshPortsToTheRepublicofIreland-by-port and the passengers https://statswales.gov.wales/Catalogue/Transport/Sea/NumberofSeaPassengersTravellingOnRoutesBetweenWalesAndTheRepublicofIreland-by-port As you an see, Fishguard is in decline. In terms of passengers in 2016 carried just over half what they were in 2006. Its not an altogether different story for freight either.
  20. It was perhaps more cost efficient to give Kongsberg the entire EPCI package rather than break it up. I get the feeling our friend Brice Robinson and his associates might be spending quite a bit of time in Poland anyway!
  21. It would also leave them totally without the centre accommodation module for which construction could have to start from scratch. It would be unlikely that the vessel would be delivered any quicker anyway as the rectification work would still need done. The steel was all cut by Gdansk Shipyard Group IIRC.
  22. No train ferry version as of yet but perhaps it could be adapted? I suspect Sassnitz may be both too long and lack the passenger capacity for peak at Fishguard, though passenger capacity could perhaps be increased. The problem with Fishguard unfortunately is justifying expenditure on a route were already disappointing year round volumes are declining. Saying that, Europe is costing a few quid to keep running and her days in U.K. waters are surely numbered.
  23. Lagan and Mersey will probably either end up in the Baltic (perhaps replacing the chartered Scottish Viking and owned Stena Flavia, or Urd and Stena Gothica which are getting on in life) or split up. It could be that they replace Stena Horizon with one of them for example, or as a long shot Stena Europe (though far too much freight capacity and even at full PC probably too little passenger capacity without a major accommodation rebuild). Stena Gothica is returning to run alongside Urd on the Travemunde - Liepaja route when replaced by Stena Vinga (currently Hammerodde) on Gothenburg to Fredrikshavn. Stena Superfast X will either end up at Fishguard or be sold/chartered out. Fishguard appears to be out now as the brakes have been put on the harbour redevelopment, which would be required to accommodate her. Its hard to see how she could fit in with any of the other Stena Line routes without another major rebuild. Nordica is soon going back on to the Karlskrona - Gdynia route which needs even more capacity now. She'll join Stena Baltica (Cotentin in these parts ) Stena Spirit and Stena Vision. It would seem this is the route most likely to get the extended E-flexers (number 7 and 8 ) announced in the past week. Its reflective of how successful the Irish Sea operation has been for them. Belfast - Birkenhead could actually be doing with more capacity right now, as could Dublin. Basically the investment is following the demand. Believe it or not, Belfast now handles a quarter (over 500,000 a year) of all Stena Line freight movements! The Irish Sea accounts for 800,000 freight movements for them out of approx 2.1 million across their entire route network, so its a huge market. Fishguard makes up a small amount of that total (less than 30,000 last I checked). The break in service following the failure of what by then was Belfast Ferries was actually very short for freight customers. P&O took up the route on a temporary basis until Norse Irish came along. Freight orientated tonnage saved the route and turned around its fortunes.
  24. If only it was so simple. The three accommodation modules were delivered with much of the interior, wiring, and pipework already installed. It should have been a case of just connecting everything. If one of the modules is out of alignment by almost a metre then I imagine those connections are not going to line up very well. Project management was outsourced. To the same organisation that is project managing Honfleur... https://www.km.kongsberg.com/ks/web/nokbg0238.nsf/AllWeb/54ABC8D1F54E9258C125818D003DEFB3?OpenDocument Speculating here, but the difference could be in the fact the sub-contractor sub-contracted out the centre module. Normally I understand the superstructure of FSG builds is provided by Marine Project themselves directly. For this big build though they had to sub-contract out again. We are talking about 3 yards in 2 different countries on their first project of its type so perhaps it isn't that surprising that something major might have gone wrong. Basically instead of attaching a single accommodation section to the hull, they have three which all need to line up.
  25. Poundworld have a closing down sale on at the moment, so maybe there? In all seriousness, the accommodation modules were actually built by two different yards. The subcontractor subcontracted the centre module out to another company (Holm Construction) based elsewhere in Gdansk, and built the forward and aft modules themselves.
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