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About jonno

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  • Birthday 11/03/1968

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  1. Spot on, I'll add that LNG is also a more powerful fuel to begin with. We're having a hybrid system fitted into our narrowboat, ok it's only 3-4mph but it'll be 18 tonnes of steel thicker than a ships hull which takes a lot of energy to get going and to stop. The response times upto 900 rpm are far quicker, it's akin to a bow thruster. I was impressed when the lads at Beta Marine showed me it anyway...
  2. I'll leave aircraft as it'll mean going into Reynolds numbers & fluid dynamics, inboard and outboard wing mounting position, weight etc. Pont Aven has two rudders which are hydraulic, all pressurised hot fluids and pistons with tonnes of force, normal operation such as cavitation during sailing & manoeuvring wont effect them. I'd not be surprised if the engine failure effected power to the steering hydraulics causing a fault which only manifested itself when she returned to service. Engines don't just power prop shafts. Most modern ships have adjustable blades, in a similar manner to prop driven aircraft... blades can be feathered (straightened) to reduce drag/propulsion or angled to allow more bite. When a ship such as Pont Aven goes astern her prop shafts rotate in the same direction as she's going ahead, it's the blades which rotate determining the direction which is why it's common to see different states of water turbulence. It also greatly enhances her steering ability. Consider a turn to port, starboard propeller ahead, port propeller astern. Think of your hands on a steering wheel when turning left, you push up with right - ahead and pull down with the left - astern. South coast marinas are full of flying bridge twin screw cruisers which will often use their throttle levers to compensate for wind and tide. The beauty for many of these however is that they can moor in different directions... into the wind and against the tide for instance, using the natural elements to assist. Ships don't have that little luxury, look at Millbay - the ferries berth the same way regardless so it all needs to be mechanical which is why bow & stern thrusters are so useful. Having them push the ship in opposite directions greatly assists manoeuvring allowing them to turn in their length, they'll steer from the centre turning both the bow and stern rather than just having the blunt end swing. Another obstacle many ships face is the lack of depth under the keel. Shallow older ports and those subject to sea bed shifting and silting greatly effect the mobility of a ship, the closer they are to the bed the greater the squat effect which in turn reduces the amount of water the blades have to use for propulsion. Power is greatly reduced and one of the main reasons why we see tug assistance. In this instance tugs also reduce the risk of blade damage due to underwater obstacles such as berth armour which can be freed under turbulence also causing damage to the skeg and rudder cups.
  3. This is the yards own press release. Flensburg, 30. April 2019; As part of the process in moving torward with the reorganization of the shipyard with the aim of securing its long-term success, FSG has been in negotiations with customers and suppliers since the beginning of the year. Tothis end, several measures have been implemented in order to successfully achieve this target. The RoPax ferry for Brittany Ferries is in the process of intensive outfitting. For optimal progresstobe obtained on this project it was necessary to postpone the start of production of our newbuilding no. 781, the eighth RoRo vessel for SIEM. This has led to a partial and temporary underemployment in one part of the production. Forthis reason, the Company’s management and Werks Council have agreed to apply to the Labour Employment Agency for short-time work in this area. The application has already been submitted. The effects on the affected area are being kept to a minimum. The majority of the affected employees will be able to bridge this period either by reducing overtime hours previously worked or will be temporarily employed in other areas of production.
  4. Hull 777 Is due to partner Ulysses on the Dublin-Holyhead route. The 2nd ship is massive and will be the largest RoPax in terms of lane metres in the world.
  5. My missus has coeliac so always asks for the rolls, they tend to take around 5-10 mins to arrive after being nuked in their packets.
  6. Speed was the major selling point in BF offering their 23/24 hr sailings to Spain. BF's problem is that Pont Aven isn't really built for speed, never was. She's relocated to Plymouth, which has required a major logistics exercise and loss of money, as on 3 engines she's supposedly too slow for Portsmouth... 3 engines and still over 42000 horse power and she can't manage 24kts or even 22kts if one of her advertised cruising speeds are to be believed? Push her and she'll break something else, me I'd only sail her at 18kts and only 22 - 24 on all 4 engines. As a comparison Tirrenia's Sharden manages 24kts on two of her 4 engines every night and combined these two can only produce a max of 35000 hp. She's of equal age, 30 m longer and can carry a lot more HGV's but more importantly she's 4 metres narrower. Crucially her width has a lot to do with it, it's why as @hf_uk points out CF is cheaper, Pont Aven is too short & fat at nearly 185m x 32m, she has the speed but isn't built for it.
  7. ...and of course Cap Finistere can actually do her top speed without issues whereas Pont Aven can't so is limited to around 24kts.
  8. Well observed. For me, Bretagne was designed as a laid back cruiser, stylised in a similar way to the days of Aznar's Monte Toledo perhaps? Normandie is a different beast and one of the first of the modern RoPax, a shuttle workhorse and as you say Gareth she's had a hard life. Do we board both Bretagne and Normandie with differing outlooks? We depart on one in a laid back relaxed state as we know the crossing is long giving ample time to enjoy her facilities, we board Normandie knowing we'll need to be a little busier in order to fully enjoy what she offers. Looking at both Normandie and Bretagne, I feel they are good illustrations of the era, large passenger numbers within a small footprint although the former does feel a little roomier due to her extra length - I noticed this too when the Val appeared, her extra metres gave her more of a feeling of airier interior spaces. You could sense she was larger without knowing for definite. Does MSM highlights how the ethos had changed in the decade post Normandie? Similar accommodation to her running mate but again the extra 10 metres in length offers travellers more space to move around. I wonder this will be more marked with the introduction of Honfleur, MSM will feel cramped compared as again the new build is a similar step up again in terms of length and gross tonnage but more crucially a distinct drop in pax numbers. Honfleur will feel huge. Your mention of Le Havre strikes a chord. Normandie will work fewer rotations carrying far less passengers and her comfort and full service offer on the longer overnight crossing may well prove to be very popular giving her more of a cruise ferry feel... and a bit longer to enjoy Le Deauville.
  9. Neil if this weather keeps up there's an even chance she'll be able to sail up to you!
  10. Mont St Michel is two years older than Pont Aven and has a more intensive schedule. I think I know which has aged better... by far. Comparing Pont Aven with Bretagne is a bit like comparing Britney Spears with Shirley Bassey. Bretagne has performed consistently for 30 years. Pont Aven isn't capable of her so called top speed without breaking something. I wish BF would just sell her to an offshore wind farm.
  11. Would they need an accommodation vessel for her when you consider the size of the cruise ship, she's no larger than Normandie and had a huge refit two years ago?
  12. https://www.yachtworld.co.uk/boats/1981/ro-ro-cruise-passenger-ferry-1808-passenger-berths-650-cars-stock-no-s2169-2732062/?refSource=standard listing
  13. I think you've summed it up very nicely.
  14. My dad's dad was in the Buffs and made it through Africa, Sicily & Taranto. He died in Southern Italy the day before D Day and is buried in Carbonara just outside of Bari. I managed to visit the war graves back in 1999 but sadly my dad had gone by then. On the other hand his step father jumped ship and went AWOL in Australia to mine for opals before the MP's had him, through the years before he passed away the contrast effected my dad quite badly. When I was older we'd sit and talk of my Grandfather which would upset him even though he didn't remember him. I'd tell my dad that he was Spartacus as he died on the road to Brindisi too... My mother's Dad worked with electronics and early computers and spent a lot of time down south and across the Atlantic. After the war he invented stuff for AMTRAK GWR then BR etc. I've a huge amount of notebooks, old film & papers of his which were left to me. The wife's Grandfather on her mum's side owned ocean going tugs in Holland and was tasked with recovering warships in the channel. He also towed Mulberry harbours across to France and up to Garlieston Bay where they were tested. He led a full life and used to tell amazing stories. Her dads dad was in the 141st Regiment Royal Armoured corp and landed on D Day. He never talked of what he saw. I didn't meet him often and he died in the mid '90's. Strange coincidence is that both of our paternal grandfathers were both in the Buffs by either choice or conversion.
  15. It's only Kent online who've said that it'll be the longest ship, the official pressers state she'll be the longest ferry on the Strait, at 214m she will be. DFDS don't really compete with P&O on the Dover-Calais service, they're focused on Dunkerque. @rogerpatenall is right of course she'll carry 50% of the pax that a Spirit is capable of but I think more importantly DFDS will lower their own pax capacity sailing to Calais by nigh on 50% too. It's the tall HGV's they're going after, you can fit 155 draw bar HGV's on a standard E-flexer or 172 standard HGV's without effecting passenger vehicle capacity. When P&O launch their proposed 2 new builds they'll run four ships from Dover to Calais. Rumour is they'll be 2m longer than the Spirits, 3200 LM's 1800 Pax. This will reduce their overall passenger capacity from 9000 to 7600 but again drastically increases their ability to haul freight. Currently there's a capability at Dover to carry nearly 11000 passengers on 7 ships that will drop to 8600 on 5 and by 2022/23 P&O's rotations between Dover & Calais will be fewer by a third too... DFDS' will remain the same. If you consider the sailing frequency now, 23 times a day for P&O, 15 for DFDS there'll be a lot of passengers heading elsewhere on a daily basis. ...Possibly Dunkerque which could be why DFDS are looking at replacing the 3 Samsung built ships there too. More E-flexers? Maybe but the original deal with AVIC has only one 214m vessel left and two 240m variants and currently out of the seven berths at Dover only four can handle ferries upto 215m. France's 3rd port, Dunkerque, is planning a large expansion which overall will take 15 years but there's nothing yet to suggest the ferry berths will be extended in the short term.
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