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About Timmy

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  • Birthday 07/02/1981

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  1. I'm sure I read on here somewhere that the theory behind the purchase of the Liberation was to make the company more appealing to a potential buyer as the big investment in replacement tonnage would have been seen to be made and the cost savings of one ship doing the work of two would have looked good too. I strongly agree that she is not the right ship for the Channel Island job, but I'm not sure she would be truly suited to any route from the British Isles. I heard from reliable sources she was looked over by many reputable companies before being sold to Condor. But like the Norman Leader/Nova Star she is a ship associated with lots of interesting rumours and speculation that will probably never be publicly confirmed.
  2. The odd 74m Incat, a rare instance of them not just churning out their standard designs during what was the start of their heyday. Not as odd as the final 74m which was almost a 78m prototype.
  3. Not really sure I'm getting your point as from your earlier post you said Poole-Cherbourg wouldn't be on BF map until 1993 but if you class Truckline Poole-Cherbourg as one of the "routes associated with BF" then it wouldn't appear on anything BF until 1999 yet it appears on pretty much everything even the 1989ish toy truck they sold onboard.
  4. Why 1993? The Truckline passenger service was normally included in brochures and publications from 1986 and Brittany Ferries produced guides and maps were handed out to Truckline passengers in the late 80's/early90's before they got stingy and stopped giving out so much free stuff. 1993 for Portsmouth-Santander as a winter only service and that did appear on maps and ship guides (which with the Cork/Poole-St Malo routes made the mini-map on that look incredibly crowded!) The logo on the map ceased to be used in late 2002 when the one before the current one started to be used but didn't start appearing on the ships until 2004 with Pont-Aven, Condor Vitesse and Coutances gaining it that year. Late 1999 or early 2000 as suggested by quibby looks to be the best bet.
  5. Do you have a source for the speed limits and giving way to the chain ferry? I was under the impression that the speed limit was 10 knots in all areas of the Harbour and to 1.4km seaward of South Haven Point with the exception of quiet areas and The Quay and Holes Bay which is 6 knots. The October to end of March relaxation raises the limit above 10 knots in the Wareham, Middle Ship and North Channels. Also a vessel with a PEC holder is considered to be a vessel under compulsory pilotage so the Chain Ferry would give way and will generally sit on the Studland side when a large vessel passes as the deeper water is on the Sandbanks side.
  6. Not really enough space in King George Dock for Mediterranean Moor but one of the P&O berths (two if you count the disused one) and the Finnlines berth are just a slabs of concrete that the ships ramp lowers on to. P&O have the complication of needing to be in the right position to allow the gangway onboard.
  7. I wouldn't assume that a RoRo will be used. P&O use a small container ship on Hull-Zeebrugge alongside the passenger vessels and for a short time also used one on Teesport-Zeebrugge. P&O Ferries are slowly but surely moving more towards becoming a logistics company with increased cooperation and coordination with P&O Ferrymasters to give unaccompanied freight customers a door to door service. They have been running train services to Zeebrugge from Eastern Europe in addition to traditional rail operators services from a variety of locations into their recently expanded terminal and seem to be a major player in the increase in trains from Teesport. There seems to be a plenty of freight space around the conventional berths on the north side of Calais Harbour and it's rail connected. It wouldn't surprise me if that is where the new services runs from.
  8. Little to no tide in the Med so they don't need to bother with linkspans, just build a bit quayside with deep enough water. Plus they love the Mediterranean Moor down there so no dolphins or fenders, just a last minute handbrake turn, drop an anchor and full astern till you hit something!
  9. I have regularly seen drivers, mostly commercial, having a nice chat with Special Branch and being invited to remain on the port until they have sobered up. In some cases the invitation was not taken up and as soon as the vehicle attempted to leave the port the driver gets to spend some quality time with SB. I've also seen French, Belgium, Spanish and Irish Police detain drivers. So it does happen.
  10. Further to my last it appears Bretagne bunkers fresh water in Portsmouth via the bow door from a hydrant on the linkspan.
  11. I wouldn't be so sure, I would bet on them taking on fresh water via hose and hydrant every few days. Keep an eye out for light blue hoses sticking out pilot doors or around the bow/stern door. I'd stick to the bottled stuff!
  12. She can carry double deck coaches if required and certainly has done. The first Incat to be able to carry coaches was the 86m design (Condor Express type) which is why the aft lounge was higher than the rest of the main passenger deck.
  13. She has two props and shafts but unusually for a ferry she won't have have controllable pitch propellers, they'll be fixed. Though as they'll be powered by electric motors reversing direction of turn will be easier than on a traditional HFO/MDO engine.
  14. Assuming the Tanker is linked to the manoeuvre and all was well on both ships the Stena Hollandica would have been taking action as per rules 8, 15 and 16. However on reading your original message again the ship may have been experiencing some technical difficulties as coming to a stop and then turning 90° could be an indication that the ship was not under power at that time. If you stop the shafts the ship will pretty rapidly go whichever way wind and tide want her to go. In which case she would be Not Under Command and it would be the Tanker's responsibility to keep clear.
  15. Did the Tanker cross left to right or right to left? How many blasts of the horn was there? If it was left to right and tanker wasn't Constrained by Draught, Restricted in Ability to Manouver or Not Under Command then it sounds like it was a 'port side charlie' that didn't give way to the Stena ship as required and as result a bold alteration of course to starboard and reduction of speed was made. If it was right to left then not so good for the Stena.
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