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Timmy

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  • Birthday 07/02/1981

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  1. 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.
  2. 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.
  3. 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.
  4. Timmy

    Fog horns

    The Colregs set out what signals to sound and at what interval. So in Fog you are most likely to hear a prolonged blast at an interval not exceeding 2 minutes which indicates a Power Driven Vessel is underway and making way. If that vessel were to stop that would change to two prolonged blasts at an interval not exceeding 2 minutes. These signals are sounded by one of the ships whistles and are normally electronically controlled. An electronic gong and bell option for when the ship is at anchor which is via a speaker. You will quite commonly hear the manouvering signals at Poole Quay from the Harbour ferries, 1 short for turning to starboard, 2 short for port and 3 short for going astern. These are normally sounded manually. The prolonged blast you often here when a ship leaves the berth is normally a Harbour by-law rather than a requirement of the Colregs.
  5. I doubt she will ever carry 12 drivers, Red Funnel carry unaccompanied freight so some of the 12 freight spaces will be unaccompanied trailers.
  6. In my case first hand experience of both ships in similar conditions, Bretagne is by far the more comfortable vessel in any weather conditions in my opinion. I've been on Pont-Aven and she was rolling alongside the berth in Roscoff on a summers day just from her engines running! I have a video somewhere of her pitching quite a bit on a crossing to Santander in calm seas and a low swell. My last trip on Bretagne I only noticed how bad the weather was when I went out on deck.
  7. She doesn't seem to be wowing the public or enthusiasts, seems rather bland all round. Very odd mix of short-sea and overnight features! Wonder how much those forward facing balconies will actually be used? Bit of shame when an Isle of Wight ferry has more wow factor than a cruise ferry!
  8. It not the width it's the clearance height of the inner bow door that is the issue. She only berthed bow in in Santander as the old berth wasn't wide enough to accommodate her stern doors but as a consequence had a lower height restriction for freight on Santander sailings.
  9. She'll be off the run for three months. Work includes freight deck modification to allow her to carry more high trailers, shot blasting the hull and a repaint and lots of mechanical work. I understand Stena want to keep her in service at Fishguard for many years to come.
  10. Onboard Stena Nordica as Stena Europe is currently in Turkey for life extension work. Despite all the work Stena have done to the interior it is still recognisable as the European Ambassador and very close to how the European Causeway and Highlander now appear.
  11. Timmy

    St Anton

    You're welcome. St Anton normally lives in Lymington tied up just a little bit passed the linkspan.
  12. That is pretty much P&O's last conventional timetable with the Pride of Cherbourg (III) as they had to fit around BF times on Berth 4 in Portsmouth because Berth 3 hadn't been rebuilt at that point and it contributed to a significant fall in their passenger numbers and the freight drivers hated the overnight sailing as it was shorter than the Super Viking times. Though emulating what was a successful at the time Poole-Cherbourg timetable the Portsmouth market did not like it, they didn't even like the 1300 Portsmouth-Cherbourg with Barfleur in 2005 which ended up as an ideal way to have a ship pretty much all to yourself in the middle of summer, yet had it been 1230 ex Poole it would have been very busy. I'd be all for Stena returning to the Channel. To compete against BF it needs to be someone big, interested in the market and with financial clout and Stena would be the only operator that could be all three if they ever fancied it.
  13. The area around the Humber is swarming with Windcats based out of Grimsby but your description of the light would not match the lights they are required to show.
  14. Timmy

    St Anton

    Can do better than a picture, here is a video from YouTube of it in use and how it works.
  15. All ferries have a Cargo Securing Manual specific to that vessel approved by various authorities, on some vessels chaining of certain types of vehicles is not required due to other design factors. I'm sure the MAIB will be looking at Causeway's Cargo Securing Manual and if the procedures were correctly followed. The Belfast Telegraph indicates it was a few lorry drivers trapped in their vehicles. I know for a fact that on some short crossings, and some longer ones including Channel crossings, lorry drivers hide in their cabs so they can sleep in their own beds. What are the crew to do if the lorry drivers are actively hiding from them? I know P&O ban lorry drivers that have been caught remaining in their vehicles during the crossing.
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