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tarbyonline

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Everything posted by tarbyonline

  1. As I posted in the HONFLEUR thread, the rumour that has been going about about the real reason for the delays to W.B. YEATS has gone public. It is said that the measurements of her accommodation module are out by almost a metre (82cm someone posted to facebook). Whether true or not I can't say as I'm not there and nobody is going to confirm this officially, but I did hear a couple of months ago from several independent sources that the measurements of the centre accommodation module are out. If true this is very concerning for both Irish Ferries and Brittany Ferries!
  2. The first Jinling RoRo is probably going to be called GOTHICA SEAWAYS. DFDS forgot to blur out the name on one of the pictures they posted of her under construction. They have since replaced the picture!
  3. Since its been posted publicly elsewhere, the word is that the measurements of W.B. YEATS accommodation module are off by around 1 metre. 82cm to be exact! IF this is true (and I'd heard similar from a few different independent sources before it became public) Brittany Ferries will be quite concerned.
  4. What they don’t mention is the larger vessel is only chartered for 3 months! Estraden could end up back on her old route when Mistral comes back from charter to Stena. Newcastle - Ijmuiden needs more freight capacity actually, and I imagine the ending of the Rosyth operation will increase demand a bit too. Freight space is in demand in the North East and I believe DFDS are basically full every night these days. I don’t think the E-Flexer vessels would suit the passenger market though - there’s a lot of overnight “cruise” customers for example. The E-Flexer isn’t the only passenger vessel DFDS have on order either - they have a couple of Chinese RoPax’s of the own (Knud E Hansen) design coming too so I wouldn’t rule out them getting a bespoke vessel designed. Perhaps something that could also be adapted to suit the Oslo route as well?
  5. She looks REALLY nice inside. The yard have shared pictures on Facebook
  6. I’ve used a “Superfast Suite” on the cairnryan vessels for this purpose. Nice as a base camp and if anyone wants to lie down or get some peace and quiet they can do so. Also cheaper than paying for Stena plus for everyone in a group 👀.
  7. You could be on Megastar’s sister a year or two later by the sounds of things. Tallink are said to be looking into it at least. The cabins onboard the Kiel (not) sisters look very impressive.
  8. ICG hope W.B. YEATS will be gone by then anyway 😜. Lots of worrying rumours going around, but that happens with any delay to any vessel whether being built or just undergoing maintenance. Ulysses is presently being converted to an oil tanker or a troop ship if you believe some 😂. Alf Pollack is scheduled for delivery in October AFAIK. I believe there’s another pier or quay they can use somewhere nearby. Not sure where it is though 🤔. They’ve delivered 5 (yes FIVE) ro-ro’s in a single year before so they must have some way of juggling things around!
  9. My understanding was somewhere in between the two models mentioned by HHV and Jonno, so interested to know more. I thought it was a case of the cooperatives funding the vessels which would be built for a certain route and BAI chartered them at a set rate, but there was a certain degree of operational flexibility. My understanding of the Bf universe is vague to say the least though! There’s a surprising amount of capacity in the Far East, but that’s a lot to do with the sheer scale of the yards themselves. Demand for other tonnage isn’t what it was, hence why the likes of AVIC have switched to passenger vessel production (which is potentially more lucrative anyway). Much of the shortage in Europe is due to large cruise ships under construction, but there are facilities out there that could build a smaller ferry which don’t have the capability or interest in cruise ship production. Remontowa for example could design and build such a vessel (it’s not that long ago they designed and built the trio of double Enders for Bc ferries). FSG could perhaps even squeeze one out between larger builds as well, and I’m sure there will be somewhere in Turkey for example capable too. They are building ferries in Rauma again under the RMC name, and there are other small yards out there as well (Smyril for example was built in Spain but I don’t know what the status of the yard is at present). I imagine Knud E Hansen and others have a few designs that could be adapted. Let’s not forget that the Ben and Commodore Clipper themselves evolved from the Via Mare series and Norbay/Norbank design (as arguably did most of VGN’s ferry production). 142 x 25 x 5.7 is what is stated as Heysham Max and so far as I am aware the future strategy for Douglas is based around ferries of that size as short of rebuilding Heysham they aren’t going to be able to get any bigger. The best way to maximise space of course would be to do as Seatruck did and go with a bespoke design, but that has cost implications too. Stena say E-flexer will be able to be adapted to suit the vast majority of their routes, but they won’t have anywhere as constrained as Heysham anymore going forward. Currently Varberg is quite limited, but they are switching the Grenaa service to Halmstad soon which will allow them to use much larger vessels than the current one (Stena Nautica , better known to many of us as B&I’s Isle of Inishmore though much modified now). It’s quite possible the replacements for Ben and Clipper could be designed in the U.K. and built elsewhere (like Victoria of Wight, which by the way looks rather nice inside if the pictures are anything to go by). It will be hard to justify spending extra to build in the U.K., especially in the IOM where it will be taxpayers cash being spent.
  10. I'll do my best Ed. Its certainly would appear to be possible to shorten them, but 100m might be a bit much I would have thought as we are effectively talking about halving the original hull length of 215m (its a 27.8m wide hull as well remember). I'm no hydrodynamic expert though! The design is by Stena and Deltamarin. Theoretically they could go elsewhere I suppose, but I don't think they would want to - theres no official price been announced but word is its a VERY good price that Stena got from AVIC. By placing a large order economies of scale come in to play as well, and suppliers will take a lower profit margin on the components per vessel than on say a build for one or two vessels. In AVIC Stena have established a sort of ferry factory which was the plan for this design. Deltamarin are owned by AVIC these days but I don't know if that would affect anything as they still design for non-AVIC clients of course. For Condor or IOMSPCo to build the design they would have to buy it from Stena, who would have to be willing to sell. It would probably be cheaper to get Stena just to build it anyway and perhaps even take on a long term charter like DFDS and BF are doing (which also saves having to raise finance of course). Getting a European yard involved would mean costs would be significantly higher before even considering that AVIC will have a sort of production line established for the modules and all the key suppliers in place, with Stena RoRo on site doing the project management. Building the RRS Sir David Attenborough is an entirely different proposition to a ro-ro passenger ferry in any case. I'm sure there are other designs Condor and IOMSPCo could use anyway which would be more suited to their services rather than taking a MUCH larger ferry and making it fit. For Cammell Laird to get a 130m ferry contract they will likely have to be able to compete on price at least with the European competition - that could be a tall order and I doubt the margins would be great given Lairds would be starting from a standing start as opposed to European rivals.
  11. Yes. We could have 12 (or perhaps more). Of course the additional vessels, if the options are exercised, may be longer or shorter or to a totally different specification. We are starting to see just how flexible E-Flexer is! Stena have dreamed of having a standard ferry design for some time now, and it looks like the dream has finally come true. As for the Visentini's..... shh (though I admit I have gone off them a bit) ;). Mind you, a RoPax is a RoPax no matter how you dress it up, especially when more freight orientated like the Visentini series (or arguably even E-Flexer itself!). We await the interior renders and layout plans of the various versions with bated breath I'm sure!
  12. Press Release Stena signs order for two additional E-Flexer ships Europe’s leading ferry company has an option on a further four vessels Stena has decided to exercise its option to build a seventh and eighth E-Flexer vessel. The two vessels will be deployed within Stena Line’s route network with a planned delivery in 2022. Additionally, Stena RoRo has taken an option on the construction of a further four E-Flexer vessels also to be built at Avic Weihai Shipyard, China. “We are very pleased to have ordered two additional E-Flexer vessels from Stena RoRo. We foresee increasing demand for freight capacity in Northern Europe and our new vessels fit very well in matching anticipated market developments as we prepare ourselves for further expansion. At this stage we haven’t decided where within our route network these two vessels will be deployed and are currently evaluating several options,” says Niclas Mårtensson, CEO Stena Line. The new order and the four further options are important milestones for Stena RoRo. “These vessels are the result of good cooperation between Stena RoRo and the AVIC Weihai Shipyard. With their strong design capabilities, Stena Line will be able to optimise its capacity to accommodate the vessels within most parts of its route network”, says Per Westling, MD Stena RoRo. As with the previous E-Flexer vessels ordered by Stena, energy efficiency and sustainability will be key design features. “We want to lead the development of sustainable shipping and set new industry standards when it comes to operational performance, emissions and cost competiveness,” says Niclas Mårtensson. The two new ships on order will be larger than the three E-Flexer designs currently being built for Stena Line. The first three E-Flexer ships will be 215 meters long with 3 100 lane meters whilst the next two ships will measure 240 meters with a freight capacity of 3 600 lane meters. “We are building on our successful RoPax concept mixing freight and passenger traffic. Through standardisation we can secure a reliable operation and by investing in tonnage that is flexible we can provide an even better product that will ultimately support our customers and help them to grow”, said Niclas Mårtensson. A total of eight vessels have now been ordered by Stena from Avic Weihai Shipyard in China. The first one is planned to operate on Holyhead-Dublin and the next two delivered to Stena Line are planned to operate on the Liverpool-Belfast service. Three other vessels will be chartered out to external ferry operators by Stena RoRo. Facts about E-Flexer 7 and 8 Length over all (LOA): 239,7 m Width: 27,8 m Draught, max: 6,4 m Pax capacity: 1200 No of cabins: 263 Capacity: 3 600 lm https://www.niferry.co.uk/press-release-stena-signs-order-for-two-additional-e-flexer-ships/
  13. Ireland to Spain in particular for both passengers and freight. As I say though, it’s very early days. A contact in the haulage industry has told me that with the rates they are charging things are unlikely to pick up though, as it doesn’t make financial sense for them to use the service. Still BF have some very ambitious targets for the route according to Spanish media, so perhaps things will change. It will be interesting to see how Connemara does to France in the winter months, especially with no Irish Ferries service from Rosslare this year. The choice will be between a Stena visentini from rosslare or a BF visentini from Cork (or of course an Irish Ferries visentini from Dublin). Mind you, companies already have existing contracts with the established year round operators. Passenger demand can’t be that great else capacity would be increasing rather than being reduced. Of course BF’s U.K. to France services benefit from those using the land bridge, so the more frequent and now year round France service could have a (small?) impact there as well if it takes off. Land bridge is still attractive to freight as it’s gives extra opportunity to drop off and pick up partial loads on the way. For now at least.... With regard to using Bretagne from Ireland to France, I’m not sure whether the demand is there. The size of her vehicle decks would be a handicap - some argue even Oscar Wilde, a hugely successful vessel with passengers, is on borrowed time partially for the same reason. Bretagne, though much loved, is a vessel from another era. I personally hope she stays in the BF fleet, but whether that will happen with them talking of replacing her remains to be seen. Sorry to ramble on, I’m just thinking out loud really!
  14. For further Cork expansion to happen I imagine Connemara’s loads would have to pick up considerably. Hearing some worrying numbers, but it’s early days.
  15. You mean river cruise vessels? I was referring to the likes of this http://arctech.fi/ships/arctech-lng-ferry/
  16. Was just reading on Facebook there, the current cruise ship order book stands at some 110 vessels! With 3 major orders announced in just the last 2 weeks, there isn’t a lot of yard space about! Seemingly that also rules out Fincantieri as well unless one of their smaller yards has the capability. One yard I didn’t mention was Arctech Helsinki, the former STX Helsinki. They’ve concentrated on icebreakers in recent years but have produced a cruiseferry concept design so would seem to be interested in the sector. Their Russian ownership has seen them struggle for orders though, but if they were to change hands who knows? The yard certainly has the experience (if the key people haven’t moved on of course)
  17. I’m not sure Stena ever actually stated BF would get number 3, it was assumed by the time she was due that she would be number 3 (I would need to check through what I have to see what exactly was said). Not having the car deck could work both ways though as passenger accommodation needs fitted out. I try to keep with with E-Flexer, but with the work taking place in China the info isn’t exactly plentiful! Looking at the renders released to date the Brittany ferries examples seem to have slightly different styling to the stern which isn’t as curved from memory (which makes sense if additional passenger accommodation is being put in). The problem with going by the renders of course is Stena Line haven’t publicly released an updated render of their version for some time, and we’ve only seen a side profile drawing of the DFDS example! I could be wrong here, but as they are only initially chartered I wouldn’t be surprised if the car deck area is engineered with future conversion to a car deck space (or vice-versa) anyway.
  18. P&O charter much of their tonnage from other operators, not so much the passenger carrying vessels but they haven't ordered any of those in a while. ICG are getting a lot of finance from the EU for their new builds in the form of loans. Stena and DFDS are a different proposition entirely due to their scale and financial resources, but even they charter in tonnage. With regard to available yards which is something that was discussed earlier in the thread (this is from the top of my head, so may not be totally accurate) Brodosplit recently signed a contract with Fincantieri for the construction of another two large cruise ship hulls. Ulanjik would have the capability and capacity but have had financial difficulties. However these appear to be at least partially resolved and a high profile order would do wonders for their credibility (and they might be prepared to make very little profit on such an order of course) RMC (the former Aker Finnyards Rauma yard) are back in the ferry construction game, but they are rumoured to be front runners for constructed the new Wasa Line ferry. Remontowa are involved with the Polferries newbuild at Gdansk (as are Gryfia), though whats going on there is anyones guess as the keel block which was laid over a year ago with much political fanfareis still sitting in the same place rusting with no further work having been carried out! The opposition party commissioned a cake to celebrate... FSG appear to be experiencing growing pains with their entry into the Ro-Pax market. They also have the two Tasmania new builds to worry about which are due in 2021, as well as HONFLEUR and the other ICG newbuild (FSG777) to push out. Meyer booked up Ulstein Effectively taken over by Hurtigruten recently to complete their current builds. Could they be tempted to diversify, or will Hurtigruten shut them down once their order is fulfilled? Damen have been making noises about making ferries using multiple facilities across Europe. The idea is they could get costs down by using facilities in Romania (I think) for hull construction but undertaking other parts of the build elsewhere. They are also working on an EU-funded project on modular ferry builds, but I have little idea how close they are to looking at constructing larger ferries or even if they intend to stick to smaller vessels. Spanish yards appear to be desperate for orders, but what the capability is there and what the financial stability is like I'm not sure. Balearia and ARMAS may be planning further orders as well. China Multiple yards would probably be able to build such a vessel. GSI and Jinling spring to mind. Though they have orders we are talking about huge facilities. Korea Likewise, though its been a while. Japan A dark horse? There have been a few deliveries to domestic operators recently. Lets not forget P&O are also looking for a yard to build at least two ferries in the near future, though they appear to be doing a lot of the detailed design work and then tendering again. DFDS are not just getting what they are being given - if anything their E-Flexer will be more bespoke than those for Brittany Ferries! Not only will they be getting their own bespoke interior, but there are also major technical differences as well. Bear in mind the DFDS example is number 5 and so further down the build queue. Part of the reason DFDS haven't made a lot of noise about the features of their vessel is they are still undertaking the design work!!! E-Flexer was designed to run on LNG from the outset, and all the vessels are prepared for easy upgrading to LNG operation. That Brittany Ferries have specified one of theirs to run LNG from the start doesn't mean they are getting any special attention that DFDS or Stena Line are not. If anything it is a sign that PEGASIS is dead as BF have taken two LNG ferries designed elsewhere (by FSG and Stena/Deltamarin) instead, with two totally different refuelling solutions (though it appears HONFLEUR will adopt a more conventional approach when the E-Flexer enters service)
  19. The DFDS example will be bespoke to DFDS' requirements. Likewise the Brittany Ferries examples will be different to those for Stena, as we already know. The entire concept is designed to be flexible after all. At present it looks as though the entire series will have capacity for 1000 passengers and crew - for BF to get the required number of cabins without sacrificing the dedicated car deck they would need to remove public spaces which would be less than ideal (and reduce the passenger certificate I assume, unless the plan is for everyone to stay in their cabin for the entire crossing!). At the end of the day freight isn't going to be turned away in reality as they probably don't need 3,100lm just for freight. It just means freight will be mixed with cars on the same deck as it often is on many ferries - not much point in them having large almost empty full-height freight decks and an almost full separate car deck which could be used for passenger spaces. They aren't going to be turning away freight as a result unless there is a huge increase in volumes, 3100lm is still a lot more than any current vessel in the BF fleet! Being a Stena design there will likely be scope for stretching in the future built into the design anyway. The DFDS example should have more public spaces as I believe it won't have the 175 cabins of the "standard" design, but don't quote me on that ;). As a result I would expect the layout of the passenger spaces to be different to the other examples. Figura are still the lead interior architect for Stena RoRo and the yard for all 6 examples, though BF and DFDS are employing their own people to do the final interior design on theirs of course. It shall be interesting to compare the different variants in service in any case. [shameless plug] I have an overview of the class here now as the detailed page was getting rather huge!
  20. Does this not make her around 2 months behind? In the original timeline BF published keel laying was to take place in June. Theres a large Onorato-bound RoRo in the way at present though!
  21. Stena Line are introducing the MV Arrow tonight on a single round trip Monday to Friday to offer additional capacity on the Holyhead to Dublin route. She will layover at Holyhead during the day. Stena Adventurer will go to dry dock for refit from Tuesday 6th March until Tuesday 20th March 2018. During this period, cover will be provided by Stena Horizon in Stena Adventurer’s scheduled time slots. The Arrow will provide additional trips prior to Stena Adventurer’s refit period, starting 22nd February, from Holyhead. Arrow will sail ex Holyhead at 22:30hrs daily (excl. Sat) and from Dublin at 06:00hrs daily (excl. Sun). These additional sailings will operate until Stena Adventurer returns from refit
  22. From what I understand about the events of 2005 the vast majority of crew members accepted redundancy. An element refused to leave their vessel. Of course it made a good story to sell newspapers at the time (who weren’t entirely upfront I understand, implying that Irish Ferries action came out of the blue when in fact consultations had been ongoing and as above the majority accepted redundancy), but the bottom line is Irish Ferries is a business and a successful one at that that still employs many British and Irish people. It’s been a while since I worked it out, but Irish Ferries didn’t make a huge amount per passenger the last time I checked. Would the majority of passengers be prepared to pay more so the person serving their coffee has a different accent? I doubt it, especially considering on dry land there’s a good chance the person serving the coffee will also have a foreign accent! Stena have mostly U.K. & IE crews on the Irish Sea and that comes with a cost, they also have people on what are effectively zero hour contracts as well from what I can gather yet I don’t see any outcry. Neither does the crew have to be 100% British and Irish if a vessel is registered in the UK either. Having seen recent job adverts I wouldn’t call the wages generous either. Brittany Ferries isn’t really a fair comparison considering they mostly operate from English Channel ports in a totally different market, but even they have taken measures such as having Pelican on the “second” register. If it wasn’t for the strength of the French unions I’m sure they’d have more vessels on that register (or others) as well. WB Yeats is registered in Limassol like most of the IF fleet, just as P&O register vessels in Bermuda or Bahamas and Seatruck in the Isle of Man (UK second register) or elsewhere. Stena aren’t the only competitor Irish Ferries have after all! So long as the crew are competent at their jobs does it really matter what their nationality is? From my experience I’d argue that foreign crews are often (but not exclusively) better at customer service, they certainly seem to have less of a sense of “entitlement” than some locally based crew members. The difference between requirements between flag states is a lot more complex than the nationality of the crew onboard in any case.
  23. At present it looks likely the 16th will be her first sailing, it’s been pushed back a few times. Those booked before this date have been offered compensation I believe. W.B. Yeats was originally to be delivered in May but is now not expected until June. Amongst other things (like welding everything together) there is around 600km of cabling to be installed! I believe some of the interior fittings are already in place and as someone said above, bridge equipment is already in. While it looks impressive that everything is coming together now so quickly this is the culmination of a lot of work by 3 different shipyards (the central section of superstructure was sub-contracted by marine projects) which has been going on for months. FSG’s last build was actually completed early, but this one is obviously more complex than a RoRo. She’ll be good practice for Honfleur anyway ;).
  24. Possibly, it would seem a bit of a waste of a passenger vessel otherwise. Still nothing definite of course but I thought it was interesting and worth mentioning. May or may not be something in it.
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