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Chaplain

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About Chaplain

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  • Birthday 19/07/1961

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  1. With that in mind there would seem to be very little point in a continued relationship with the present FSG management/owners...as I said above, best to step away and then possibly try to forge a new relationship with the new owners (if that is still possible, given there appears to be no viable business to acquire ). If BF actually still want the vessel the best option would appear to be buying the hull from the receivers in due course and taking it elsewhere. The question is do they still need it and what sort of financing package could deliver it if they do?
  2. I think you have a point here...but how likely is it that the yard will be acquired by the potential buyer with an unfinished ship sitting on the pier with no prospective buyer? There would appear to be no real rout to an income stream at this yard, and a great big dead weight in the way of any future builds...they nee a deal and quickly!
  3. Many thanks. Makes sense. Could BF be looking at the possibility of new owners taking the yard over, then going back to see if they can get a better deal to complete the vessel at FSG, or alternatively buy the hull and take it for completion elsewhere? Or is it simply they no longer need the vessel given all that is going on...
  4. This is disappointing, if not entirely surprising . What are the financial implications for BF, what sort of deposit would they have had to put down? Could be somewhat difficult to recoup from a firm that is essentially bankrupt...
  5. Was on 18:00 from Fishbourne this evening-St Claire; very lightly loaded, only main car deck in use...very few passengers, very pleasant sailing!!
  6. Of course, and indeed with the charter arrangements for the e-flexers, they will need to look at the bigger picture...that said I struggle to see how the government contract can be fulfilled without bringing in extra tonnage, probably a couple of vessels, probably needed for a couple of years. Could be an interesting couple of months...and they will need Honfleur delivered on time!
  7. I agree, I think Cotentin could well be part of the solution, but Portsmouth based, weekdays to Le Harvre and weekends to Bilbao...
  8. Yes, accept your point on both vessels entirely...so if additional tonnage were required where do you envisage it coming from?
  9. See your point Jonno, but just another thought on the Oscar Wilde idea. Say they were to acquire her and put her on the Cork-Spain & Cork Roscoff routes until the New builds arrive and release Connemara to the Plymouth-Roscoff route...that may increase the freight capacity Plymouth -Roscoff...then reintegrate Cotentin for Poole-Cherberg?
  10. Has Cotentin's (Stena Baltic) time come? Could work on freight based rotations to Cherberg from both Poole and Portsmouth; still owned by one of the BAI syndicates, so could potentially be brought back into the fold.
  11. Was thinking the same my self Gareth, though Oscar Wild would mean a slight reduction in passenger capacity and certainly in bed capacity on St Malo; so she might be better suited to Plymouth - Roscoff, where she would offer similar capacity for passenger traffic to Amourique, but perhaps slightly more freight capacity. tricky balance to be found!
  12. BF Press Release: UK government contract – additional freight capacity for a no-deal Brexit 28th December 2018 Following confirmation of the contract agreed with the Department for Transport (DfT), Brittany Ferries has outlined steps being taken to change sailing schedules for 2019. Nineteen weekly return-sailings will be added to three routes on the western channel: Roscoff to Plymouth, Cherbourg to Poole and Le Havre to Portsmouth. These additional rotations will allow more space for lorries, as requested by the Department for Transport. In total Brittany Ferries will realise a 50 per cent increase in freight capacity on the three affected routes from 29th March 2019, representing a 30 per cent increase overall on the western Channel. “Our priority is to prepare for a no-deal Brexit and to create additional capacity,” said Christophe Mathieu Brittany Ferries CEO. “By increasing the number of rotations on routes like Le Havre – Portsmouth we will be able to meet the Department for Transport’s Brexit requirement. We will also work hard to minimise the impact on existing Brittany Ferries freight customers and passengers, although there may be some changes to some sailing times, for which we apologise in advance.” Brittany Ferries operates 12 ships and 11 routes, linking the UK with France, the UK with Spain, France with Ireland and Ireland with Spain. It carries around 2.5 million passengers every year, 85 percent of whom are British, as well as around 210,000 freight units. The company was born on 2 January 1973, the day after the UK joined the EEC (forerunner to EU). The first sailing carried market garden produce grown by Breton farmers seeking new markets across the Channel. From these humble beginnings, Brittany Ferries quickly became a tour operator, adding routes linking the UK to Spain in 1978. In the last year, the company has confirmed a €450 m investment in fleet renewal. Three new ships will be delivered post-Brexit. The first vessel, called Honfleur, will be the first ferry powered by LNG (liquefied natural gas) to sail on the English Channel. She enters service in summer 2019 and will operate on the company’s busiest route between Portsmouth and Caen. End Surprised that no additional tonnage mentioned.
  13. I was looking at this...looks a bit odd!
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