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Messages - hhvferry

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31
Discussion Board / Re: Lengthening and upgrading Ulysses
« on: January 26, 2018, 07:51:22 pm »
What demand is there for anything like the capacity a lengthened Ulysses would offer on the secondary Holyhead schedule? She seems a bit on the large size for it as is and the market will be flooded with freight capacity when the Superfast is replaced.

32
Discussion Board / Re: Investment at Rosslare Europort
« on: January 10, 2018, 04:25:39 am »
It's up to the UK to come up with a solution to the mess not the EU. The EU are giving ROI the lead to OK/block any deal if the UK doesn't come up with a workable proposal but what that proposal will be no-one yet seems to know.

On Rosslare, is there expected to be any benefit from privatisation? What investment are they looking to make? Presumably Stena will need to be involved as legal half-owners at some stage even if just to ok the unpicking of the statutory mess that lies behind the port ownership.

33
The News Board / Re: Stena Line fleet movements
« on: December 16, 2017, 05:31:50 am »
It's a pity Stena don't push the route a little more.

Irish Ferries seem to be the dominant operator on the Rosslare to Wales operation. Stena have gone from Konningin Beatrix & Stena Lynx III, to Stena Europe & Stena Lynx III, now just to a rather ancient Stena Europe, which has about half the freight capacity of Isle of Inishmore.

I'm sure if Stena modernised Fishguard harbour, and brought in an efficient passenger / freighter eg Stena Nordica, they could attract more clients to the route.

P&O have operated Stena Nordica's sisters on the Larne to Cairnryan route since the 2000s, and both vessels are proving as popular - if not more than their Stena counterparts. Nordica may not be huge from a passenger perspective, but she is very efficient and would probably help secure the future of the route.
Both operators sail with mostly empty freight decks so I'm not sure that getting a vessel with more garage capacity is of great importance. Unfortunately the Wales-Rosslare market has declined from its peak and it's difficult to justify much in the way of new investment for either operator.

As for P&O's Larne ships being more popular than the Stena Superfasts, I'll just leave that one there. Although P&O have clawed a bit back recently and the freight market isn't as lopsided, the passenger traffic stats show the reality.

34
Discussion Board / Re: The future of Rosslare Europort
« on: August 30, 2017, 08:06:32 pm »
Perhaps CIE would let the port go in that case though, letting someone willing to invest come in?  I'm sure they could use the money. 

They'd probably need to go through various legal hoops to get rid of the port - not insurmountable ones but arcane nonetheless. Strictly CIE only own 50% of Rosslare with Stena owning the balance, and likewise at Fishguard, although each side manages, maintains and finances the port on its side individually.

35
The News Board / Re: if seatruck had to be sold for parent company needs
« on: August 26, 2017, 06:50:06 am »
There was a time in the '90s when Irish Ferries appeared in the main P&O brochure (can't remember but presumably Cairnryan-Larne was in the IF ones as well). Back then they were very comfortable strategic fits for one another, in terms of passenger route network if nothing else. Would P&O as a whole be too big for IF to digest as a takeover target?

36
The News Board / Re: Stena Line fleet movements
« on: July 15, 2017, 03:15:37 pm »
The Stena Saga's route is now Stena's only real minicruise focussed-operation with relatively low freight demand. It is the only one which needs a proper, old fashioned cruise ferry so the Superfasts wouldn't really be suitable. Quite what would be is an interesting question - there aren't too many likely candidates around.

37
The News Board / Re: Brittany Ferries New Ship
« on: June 30, 2017, 12:53:48 am »
The logistics of building in a different continent with a whole raft of senior personnel being based for months on end near a distant shipyard is in its own right costly and disruptive for smaller companies like BF who don't have a specific newbuilding division. Never mind the inherent risks of building at a less experienced yard. It becomes a much more marginal decision when the disruption and additional costs are factored in.

Stena have business divisions who specialise in this sort of thing and Destination Gotland are a special case, being a risk-taking, essentially family-owned business who subcontract almost everything they do on the newbuilding side to Knud E Hansen.

As for capacity - like Mont St Michel over Normandie the new vessel is a step up in freight capacity, reflecting the needs of the route. Why would BF build a Pride of Rotterdam sized ship for a route which doesn't need it? It's a route where each ship does three sailings a day so carries considerably more traffic each day than the P&O North Sea ships which have lengthy turnarounds and don't deposit their traffic at one end into a seaside resort. Spending money on building and then lugging around empty space is a quick way to lose money.

Conversions aren't easy either - is the Stena Baltica's hull strong enough to cope with accommodation modules bolted on? The Armorique is the same hull design but doesn't have an upper freight deck and BF don't really have a tradition of over-engineering their ships to enable significant future conversion.

38
Discussion Board / Re: Saint Patrick or St Killian
« on: April 14, 2017, 09:05:41 pm »
As you suggest it will have been the Saint Patrick (I) or the Saint Killian (pre-stretch) - the ships did interlinked itineraries so it may have been either. However ICL's brochures from this period were very specific about which ship was doing which sailings so if anyone has the 1981 brochure the answer should be in there - I have the '80, '82 and '83 ones but not, it seems, the one you need.

Both were Scandinavian in origin, one way or another, and from the same designers. The Patrick was like a dozen or more similar ships on board but the Killian and her sister were a bit more distinctive. If you had a cabin, and remember anything about it, it could be a decent clue as the cabin areas of the Killian were '70s to their core with large flowers printed onto the cabin bulkheads and flower imagery on the cabin doors.

39
Discussion Board / Re: stena europe
« on: March 28, 2017, 09:45:24 pm »
I'm told discussions regarding timetable changes are ongoing between Stena and Irish Ferries at Rosslare with a possible view to reducing or removing duplication of sailings.
They would need to be (and no doubt would be) very careful in this sort of thing - any arrangement to reduce operations after meeting with each other sounds like it would be close to a breach of EU antitrust Article 101 unless there is an agreed exemption.

40
Perhaps the Kiel ships might replace the Vision and Spirit on the Gdynia route?

If there is a switch of ships I imagine that would be the most likely - although even if the current ships are too big the Kiel route might still need a bit more freight space than their two old can provide (the current ones replaced four ships after all).

41
Which is why there have been three post-HSS Harwich Britannica's but only two Hollandica's.

Because she was rather smaller the rebuilding of the Hollandica was rather more dramatic involving a lengthening of around 50m compared to 30m for the Britannica.

42
Don't see why Scotland is getting such big boats.  Holyhead needs one or are they just gonna let Irish Ferries take all de trade?
These ships are all smaller than the Stena Adventurer so not sure what the point is?

43
The News Board / Re: HSC Express
« on: February 18, 2017, 10:58:35 pm »
True although the Viking XPRS is always a tremendously busy ship; I'm not sure what recent figures are but she used to average over 1,000 pax per crossing even in January, comfortably more than Tallink's ships and probably more than anything else in northern Europe. That was before the Stockholm ships began their supplementary daily round trips but Viking have a very strong base even if Tallink have better hardware.

All that said, Tallink probably won't notice much effect from this - the ones who might really feel the pinch from are Linda Line.

44
The News Board / Re: HSC Express
« on: February 18, 2017, 07:37:52 am »

Interestingly they appear to be running her at almost half her vehicle deck capacity. 

I wonder if it's related to the need for larger shopping facilities - to free up more room for either stores or actual retail space. I doubt there were any changes on that front when she was running to Gotland but for Helsinki-Tallin, even high speed, they will need more than she had.

45
The News Board / Re: P&O Fleet Movements
« on: January 27, 2017, 08:00:13 pm »
The Bruges and York were in good condition prior to refit. Their very different to the Dover ships. Maintenance, cleaning, food / catering are all to a higher standard.
When was the last time you sailed on either of the ships? I absolutely love these two but few would consider them to be in particularly good condition, especially the York.  The food in the buffet is also pretty grim a lot of the time.

Although I doubt the food will improve much hopefully P&O's refit budget will stretch to making them at least feel looked after rather than the down-at-heel afterthoughts they had been allowed to become.

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