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sailor_boy37

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  • Birthday 26/11/1984

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  1. Alongside in the basin for fit out (but not today....😉)
  2. Yes the prop space is a bit tight on all of us not under 5 ft. These are aquamasters not azipods, so mechanical shafts into a gearbox and clutch.
  3. Good luck. Red funnel tried it a few years ago and it was totally unenforceable. Cue delays to services as crew leave the ship for a fag break!
  4. Yes, with plenty of ballast in one end you can lift the voith up enough to take it out You have to cut the hatches out, take out a beam of the upper car deck and dismantle the drenched pipes, but it can be done. I think the saints tried it once. They tried it on Cenred by beaching her, but it wasn't successful.
  5. It's nothing like as slow as the old A&P KG V dry dock with half the Solents ferry fleet. That used to take hours. Falmouth is pretty quick. Voith change is 3 days generally. 5 if afloat.
  6. Well, she had a voith swap and underwater survey. It's not the shortest Falmouth drydocking in history.
  7. Gurnard, Godshill, Gatcombe? Sadly the brand marketing types will probably want the word Wight in them. Even worse they could have a public competition and end up with terrible names like all that come after St Clare.
  8. St anton works just about at lymington and Yarmouth as there are piers to tie up to. It's very heath Robinson. Not efficient and only really works for cars and light vans. Fishbourne has no pier to tie up to so st anton would be very difficult to use as there would be too many variables with barge and ship! Also the old slipway is completely silted up. It would require dredging. Caedmon machinery is a testament to her good engineers. In factall 3 ships were very simple with minimal electronics. If you had the parts, could weld, or machine parts you were laughing. From saint clare onwards the ships are too electronic for their own good. You need a contractor to fix things. Meaning a fault on startup might not be rectified until working hours. Or days later. During my time on the Cs we missed one round trip for mechanical. I just remembered that Caedmon used to kick out the most soot. Great fun that was. Remember untill 1980 there were 3 passenger ships available and more suitable for cruises. More often the shanklin as she was less manoeuvrable due to her direct drive diesels. The Fishbourne route was a predominantly car only route, suffering rapid expansion. The biggest ferries were needed on the run as much as possible. Lym route was a combined car/pax route so needed the combined car/pax ships that were the later Cs. If a ship was needed for cruises it would be Freshwater with the smallest car capacity and most open deck space on the quieter route. Cuthred is pictured making a visit to lym before the introduction of the Cs to prove it was possible. But she wasn't ideal to be a car/pax ship so she stayed on the car only(ish) route for her entire life. Think of saint Clare though. Not ideal, but workable. And takes the primary roster year round barring heavy weather. Cuthred was just the same. A functional ship. A prototype that led to the most successful ships. She wasn't dangerous or unworkable. Just a few rogue characteristics. From personal experience it's quite fun being on the rogue ship and managing to be to be on time. At the end of the day even if she ran late, she still carried loads of cars!!!
  9. I'm too young to remember Cuthred. But I did work in the other Cs In the 2000s. In my opinion, others could disagree, Caedmon was structurally the worst, but mechanically ok. Cenwulf was probably best condition structurally, and was mechanically quite good. Bumps, scrapes, cracks all all everyday happenings to ships, and can be repaired quite easily, not nessasarily a measure of how good a ships structure is. I have worked for both ferry companies at times, and I can say from observation that continuity of crew is key to a ships long term condition, and that the crews of one company work a lot harder at keeping the ships up to scratch, the other leaves most to refit. This also means ships having fixed routes also pays dividends. Poor old Wight Sun suffers for being the unloved ship between two routes. The Cs were excellent ships suited to any route they were on. The original master of Cenred put it down to the company listening to the advice of the crews of cuthred, and the smaller ferries. For info, the cenred only spent the first winter in Portsmouth, thereafter she, cenwulf and Freshwater operated the Lymungton route with no real need to relieve in Portsmouth. When Caedmon was displaced to lymungton, she did need to relive in Portsmouth. Of the 3 she was the only one with bolt on fittings to make her the right width to fit the new linkspans. We took both cenwulf and cenred to Pompey for cruises, and cenwulf did run the Portsmouth service for a weekend overnight I think, off the old slipway in fishbourne. If I remember any more I'll write it down. I did write quite a long post about operating the Cs in this forum once.
  10. You seem a bit angry over this. Ships get slower, not faster with age as machinery gets older, and ships get heavier as the daft greengrocer stay run these companies add sofas and gimmicks. Not all sailing delays are WL fault. They get delayed and held by QHM and other Solent commercial and leisure traffic. As for loading delays, both companies got significantly behind schedule. What do you suggest? Leaving behind unbooked traffic? Or even booked traffic to meet timetable? Is it better to take what the yard has to offer and deviate from timetable but ensure everyone gets across? The latter is my gut instinct. There comes a time where suddenly the peak dies off and the service catches up. The Clare can't maintain timetable in her current form. We know that. It hasn't changed in all the time she's been here. The Sun is tiny. She is too small for the route, and a newcomer. The crews don't know her so there will be more faffing around. Smaller ships are trickier to load. I'd just give them a break. It's normal for summer and has been since ferrying begun. nothing but a total and radical rethink/redesign of the whole cross Solent infrastructure is going to change this. And let's face it, not many of us come here cos we are bridge enthusiasts.
  11. Two things changed to affect crossing time. One was GPS and AIS. The C class didn't have GPS until the last couple of years of their life. Accordingly they went full speed until the passing reach then 6 knots from there. Seemed about right. Unfortunately once GPS and AIS came in it was noticed that that was a bit over the speed limits. Now to improve 'safety' they crawl down the river creating less wash at 4knots, then six, then power through the Solent with a huge wash behind them. The other factor was loading time. 15 minutes was tight to load 53-53 cars, and invariably we ran late. Loading 65-65 cars into two separate mezz decks was too much too. The 40/20 pattern being more realistic.
  12. So the story I've heard is that great Ex is out of service as her Pax certificate has run out, and there is nowhere available to slip her for the hull inspection this week. As we said (all year) Ashleigh R is a costly alternative.
  13. St Catherine went to Hythe to be laid up before she was sold. There was no room for her in Portsmouth as the South end of the harbour pier was being used as the running berth whilst the North end was being modified prior to the Wight Ryders arrival. The Catherine was initially laid up afloat for a few weeks before being moved into the corner to take the ground, most likely because it was cheaper!
  14. Well, it's back to 1972. 4 ships and only 2 the same. Some too small, and 1 problem child!
  15. I asked one of the original masters of Red Falcon today and his answer was that the continuous ringing signal was used on the old ships, and that rightly or wrongly they decided to keep it the same so there could be no confusion with "five short blasts" which is often nessassary during or soon after the safety announcement on departure from Cowes
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