Beyond Sealink: A final sailing on the Horsa

In August 1970, the British Treasury approved the construction of a pair of new multi-purpose passenger car ferries for operation by British Rail from a new Folkestone car ferry terminal. Approval was also given by the Bank of England for the ships, which became the Hengist and Horsa, to be built in France. British Rail executives celebrated clearance of “the complete caboodle”, for this had been a somewhat tortuous process, with much political hand wringing and redrafting of the proposals.

One area which had come under particular scrutiny was what the future would hold for these ships upon the completion of the Channel Tunnel, then expected to be in 1978. Attention was therefore paid to both the estimated useful life of the vessels and their resale value come the opening of the tunnel. This was of particular importance for the business plan, for the the ships had to make an adequate return by 1978 to cover the difference between their construction cost and, it was presumed, the amount the ships would be sold for in that year.

BR/Sealink consulted J S Daniels at the Board of Trade for an independent evaluation and the Daniels memo noted that “it is important that the ships are not so specialised to a particular route and service that they cannot be readily adapted for use elsewhere”. The final business plan assumed a twenty year useful life, with a resale value of each ship in 1978 of £2.415m (compared to the £3.6m build cost). Correspondence with the Ministry of Transport reassured the minister’s team that the ships would find willing buyers and that “there was a continuous demand for this style of ship for numerous Scandinavian, German and Mediterranean routes on which they can be used” although “a need for similar ships will arise on the Heysham/Belfast route by 1981 and it could be more advantageous to transfer them”.

As it turned out, the key assumption upon which this entire section of the business plan was based turned out to be flawed. The 1970s Channel Tunnel project was cancelled, and so the ships sailed on. More than a decade later, when the tunnel was eventually authorised, the ships were nearing the ends of their Channel careers and were sold two years before it opened to Greek owners for good prices (when the Hengist was sold by her first Greek owners Agapitos to Ventouris Sea Lines in 1993, the price achieved was approx £7.5m). The ships proved more adaptable than J S Daniels could have possibly imagined, almost perfectly suited to Greek inter-island ferry operation in the 1990s. So on they sailed, well past the 20 year lifespan Sealink’s calculations had given them, into their third decades and then their fourth decades and fifth decades.

The Horsa passed in 1992 to Agoudimos Lines who placed her in service from Rafina to islands in the northern Cyclades – Andros, Tinos and Mykonos. For four years from late 1999 she fell under Hellas Ferries control as the Express Penelope, but she remained based at Rafina. For more than two decades the port was her home, and she usually sailed through the winter when most of her competitors retired for seasonal lay up. Agoudimos Lines got their ship back in 2004 but by late 2012 the company was in severe financial difficulty and the Penelope A entered a period of uncertainty, out of service. She was in operation around Easter 2013 and then again in late June that year before her crew went on strike over unpaid wages. A settlement of sorts was reached and the ship re-entered service for the summer peak on 23rd July.

27th August 2013 marked 15,000 days since the ship had entered service at Folkestone back in August 1972. Seven days later came the end, both sudden yet expected – she was again taken out of service by her crew, still largely unpaid. In between times, on 31st August 2013, I made what I knew would, in all likelihood, be a final crossing on this proud old veteran.

For the Penelope A (named after Penelope Agoudimos and locally pronounced, Penelope Alpha), this time there were to be no second chances. The crew settled down for the long haul, occupying their ship where she lay – in the port of Rafina, prominently at the bottom of the cliffs from the residence of the former Prime Minister. The crew, seemingly abandoned by the operator, ran out of food and power, their plight featured in national and international media. In January 2014 the last crew members left the ship and, eventually, the Rafina port authority paid for a tug to tow the Penelope A, dead ship, over to lay up in Elefsis bay where she has remained ever since.

Set out below are some images from that final crossing, four days before the end of the ship’s long career. It’s fair to say she had seen better days and, although it is not immediately obvious here, a lack of maintenance and long-term care was apparent. But the ship had lasted in operational service far longer than anyone could have imagined back when she and her sister were ordered in 1970, and it was an honour to be given the chance to sail on her for one final time in her Indian Summer, and to say goodbye.

Remembering the Egnatia III

Hellenic Mediterranean Lines were probably the most famous Greek ferry company, well-known initially for fairly exotic liner service and latterly for decades of transporting backpackers on Inter-rail tickets from Italy to Greece. By the early 1990s, HML was operating a grand fleet of veteran car ferries, but their early entries into this market were more impressive, taking delivery of the brand-new Egnatia in 1960, the Adriatic’s first purpose-built overnight car ferry. Then, in the 1970s, they ordered two exceptional new ships, the car ferry Castalia and the pure cruise ship Aquarius. The future seemed secure but this was to be high water mark for the company and, although the fleet expanded through the 1980s, the market changed and they failed to follow it.

By 2003, the company was reduced to just two ferries – the Egnatia III and the veteran Poseidonia. The latter, once the Belfast Steamship Company’s (later P&O Ferries’) Ulster Queen was by then far too small, chronically outdated and much too slow. The Egnatia III, although built only six years later, in 1973, was another matter entirely. Originally the Stena Scandinavica she was one of Stena’s famous four from Yugoslavia, where Sten Olsson, by repute looking to build a pair of vessels, found he could get them built for half the price of a North European yard. So he ordered four instead – two for the Gothenburg-Frederikshavn route (ships which later became the Bluenose and the Versailles/Seafrance Monet) and two for Gothenburg-Kiel (later the Scotia Prince and Irish Continental Lines’ Saint Killian II). It was the Saint Killian II, lengthened by 30m in 1981, which finally found its way to HML, her Irish career drawing to a close after her owners rejuvenated their French operations with the acquisition of the Normandy in 1998. The ship spent almost five years laid up in a deteriorating state before HML revived her and introduced her on the classic backpacker route from Brindisi to Patras via Igoumenitsa, and, on some crossings, Corfu, Kefalonia, Paxos and Zakynthos.

HML’s new, and final, flagship operated for the company for just one season, the summer of 2003, and I joined her for a sailing in July of that year which left Brindisi at 8pm and, after calls at Igoumenitsa and Kefalonia made it to Patras at 1.30pm the following day. We arrived in Brindisi on the high speed train from Ortona and, having wandered down the Corso Roma to the harbour, were faced across the harbour with the magnificent sight of the Derin Deniz, once B&I’s Innisfallen, which was in her final role sailing to Turkey.

The Derin Deniz was not alone in port: whilst in the summer of 2013, only a couple of operators could be found running from Brindisi, on the day of our sailing aboard the Egnatia III twelve ferries were scattered around the port – ten of which were in service, each representing a different ferry line. Only one of those ten operators exists any more, and even they, Agoudimos Lines, are nearing the end. All but one of the twelve ships has been scrapped, the sole exception being the fast passenger ferry Santa Eleonora, today the Ponza Jet. Just as depressing as that ferry roll of doom is the decline of the port of Brindisi – once one of the key hubs of the Adriatic ferry market it is today a peripheral, half-forgotten player.

HML finally succumbed just a year later – the superficial promise of the 2003 season was followed by a quite disastrous 2004. The Egnatia III was chartered out to Algeria Ferries but core operations back at home, which were to have been left in the hands of the Poseidonia, never properly materialised. The little ship stayed alongside in Keratsini through the summer, with a last-minute charter of the old Japanese ferry Arielle being organised instead, giving that vessel the somewhat unlikely honour of operating HML’s last sailings. The Poseidonia, sold to Saudi Arabian interests, soon found herself sunk near Sharm el-Sheikh. The Egnatia III lay at anchor in Elefsis bay for a couple of years but was finally scrapped in India in 2007, bringing to an ignominious close the story of Greece’s most famous coastal shipping operator. The company’s old website persisted for many years and a version still does, now appropriated by a ferry booking engine but still with images of the Egnatia III. So well known was the HML name that the company’s Italian agent later licensed its use on brochures of operators such as GA Ferries and Endeavor Lines. To this day, a giant builder’s model of the original Egnatia can be found in the window of their offices on the Corso Roma.

A decade after our sailing, I found myself flicking through the many pictures taken on that trip and share them below. They aren’t quite of the standard I’d expect to take today, but they capture the final, optimistic but ultimately damned flourish of the great Hellenic Mediterranean Lines and are witness to the closing days an entirely lost era of ferry travel.

Scenes from a day trip to Sifnos

Farewell Cornouailles, Havelet, Sveti Stefan

The Sveti Stefan of Montenegro Lines, originally Brittany Ferries’ Cornouailles of 1977, this afternoon arrived off Aliaga in Turkey prior to being scrapped.

The ship had been ordered by Brittany Ferries from the Trondheim Mekaniske Værksted following the company’s earlier charter of the Prince de Bretagne (ex-Falster, later Vega), which had been delivered by the Norwegian shipyard two years earlier. The Prince de Bretagne had lacked sufficient passenger space and was considered prone to rolling in even moderate seas but the French evidently saw enough in the basic design to order a similar vessel for themselves. Although the Cornouailles was built with significantly more accommodation, she did inherit some of the poor seakeeping characteristics of her half-sister and, most notably, nearly sank in an incident off Cork in 1992 when, in one of her final periods of service back with Brittany Ferries, she encountered a “freak wave” and barely made it into port.

The Cornouailles replaced the smaller Penn-Ar-Bed as the mainstay of the Roscoff-Plymouth route but passenger traffic continued to grow and, in 1984, she was chartered out to SNCF for two years, being replaced in BF service by the Benodet (1984) and Tregastel (1985). Painted in full SNCF livery, the ship replaced the smaller Valencay and served as one of two French ships on the Dieppe-Newhaven operation, alongside the Chartres and the British Senlac.

Returing to her owners in January 1986 she initiated freight-only service on the new Ouistreham-Portsmouth route before being deployed that summer on a new passenger option on the Cherbourg-Poole Truckline operation that Brittany Ferries had acquired the previous year. This proved successful and for 1989 the ship was replaced by the Tregastel and transferred to BF’s other affiliate, British Channel Island Ferries, and renamed the Havelet. There she would begin over a decade of service to the islands, running as second ship to the Rozel (ex-St Edmund) between 1989 and 1992 and the Beauport (ex-Prince of Fundy, Reine Mathilde) from 1992 to 1993. When BCIF was taken over by rivals Condor/Commodore in 1994 she operated in support of the car-carrying catamarans until the arrival of the new Commodore Clipper in late 1999, after which she was laid up.

The Havelet eventually found a buyer in the form of Montenegro Lines, who had inherited the Bar-Bari route of Prekookeanska Plovidba which had maintained a car ferry service since the 1960s. The original ship, the first Sveti Stefan (ex-Djursland) operated on the route for three decades and, for a brief period in the 1980s, was joined by the Njegos – a ship which subsequently followed the Cornouailles in service at Roscoff and Poole as the Tregastel.

In 2003 Montenegro Lines acquired a second passenger ship in the shape of the Sveti Stefan II, originally the third Prinz Hamlet and latterly Polferries’ Nieborow. A shorter derivation of the KEH design that had produced the Gustav Vasa (later Norrona) and Nils Dacke (Quiberon), the ship was deployed primarily on the longer crossing from Bar to Ancona. The two ships operated together for a decade until, in early 2013, the newly-published summer timetables indicated that only a one-ship service would be offered to Bari with the Ancona route closed. The Sveti Stefan II was retained and the smaller Sveti Stefan was sold for scrap. Having maintained the core service through the winter, the ship made her final scheduled sailing from Bari to Bar on 16 April. Arriving the next morning, she was promptly destored and sailed straight for Aliaga just two days later.

I first travelled on the ship as part of a three-day visit to Montenegro in the summer of 2003. The Adriatic ferry scene has changed much in those ten years and most of the old ships we encountered on that trip have succumbed to the breakers. We had disembarked in the morning in Brindisi from the venerable Poseidonia of Hellenic Mediterranean Lines, the most famous of all Greek operators themselves no longer with us. That ship was originally the Belfast Steamship Co’s Ulster Queen of 1967 and we arrived in a Brindisi which, that summer, was served by an array of aged tonnage which once served the British Isles such as the Kapetan Alexandros (ex-Doric Ferry), Media V (ex-Viking I), Egnatia III (ex-Saint Killian II) and Penelope A (ex-European Gateway).

After taking the train up to Bari we walked around the breakwater to inspect the Orestes (ex-Cerdic Ferry) which was enduring the long lay up which preceded her final demise. Not long removed from the port was the abandoned Sirio (ex-Cambridge Ferry) whilst in regular service were the Dubrovnik (ex-Duchess Anne), Marko Polo (ex-Zeeland), Azzurra (ex-Olau West), Siren (ex-Dana Gloria) and Polaris (ex-Dana Futura). The ship which had been replaced by the Cornouailles during her two year SNCF charter, the Valencay (by then the Pollux) was in her final season running from Bari to Albania whilst Marlines operated the sole rival operation to Montenegro using their Duchess M, once the Cornouailles’ Brittany Ferries fleetmate the Breizh-Izel.

On that first crossing the budget did not stretch beyond a place on deck and, after a brief inspection of the accommodation inside, we set up camp for the night on her port side promenade deck. As we sailed to Bar, the ship encountered what appeared to be tremendous seas, and she rocked and rolled alarmingly through the night. We woke the next morning, with our sleeping bags covered in sea salt, to another beautiful and perfectly calm day and with the Duchess M following us into port. Already alongside was Montenegro Lines’ little freighter the Alba, which in an earlier life had served the UK as the Neckartal on charter to Sealink and, latterly worked for Schiaffino Line.

During our 2003 visit to Montenegro we stayed up the coast at Budva, and were able to stop briefly en-route at the small island town of Sveti Stefan after which the ships are named – well, we were able to stop outside it, for the island itself is a private and exclusive hotel, perhaps not the best situation for one of Montenegro’s most famous tourist sights.

Seven years later I had the opportunity to sail on the Sveti Stefan and Sveti Stefan II once more, the former from Bar to Bari on the night of the 2010 football World Cup Final, which delayed departure from port as the crew preferred to wait and watch the conclusion before setting sail. The pictures below are from that sailing and the ship remained in satisfactory condition given her age and limited size – and certainly a world away from the fairly squalid state of her fleetmate.

The Cornouailles was a workmanlike, unglamorous ship, almost always overshadowed by her fleetmates. She was rarely given first ranking – whether it be the Armorique, the Senlac and Chartres, the Rozel, the Beauport, the Condor fast cats or, latterly, the larger Sveti Stefan II, she was always a useful second ship, able to economically cover the routes with lower loads and with less expectations. Only when she headed up the Truckline passenger service and her initial period with Montenegro Lines (2000 to 2003) was she the lead ship. Yet this was still a useful function – she was able to set up new operations and, latterly, maintained Montenegro Lines’ services year round when the use of the larger vessel could not be justified. In her final guise, she also played an important part in the recovery of Montenegro’s tourist industry which had been shattered by the Balkan wars.

Time catches up with all ships in the end, however, and in a continuingly difficult economic climate Montenegro Lines’ downsizing meant the Sveti Stefan had to make way. There was a hope that, as with some other ferries, she might get a reprieve, that some entrepreneurial operator might see some worth in her as she sailed past Piraeus for Aliaga. But it was not to be. She sailed on, under her own power and only a couple of days after carrying her final passengers – a workhorse to the end.

That Was The Year That Was – 2012

2012 was an exciting year of travel with a first, but most definitely not last, ferry-centric trip to Japan where a whole new world of ships and shipping culture was revealed to us. The Japanese experience was, taken as a whole, the most memorable event of the year: after more than nine years of deliberation and 28 months of planning it went almost completely without a hitch and the Japanese were unfailingly helpful, polite and tolerant towards this small band of Europeans who had come to sail on their ships for no other reason than their being there.

Home waters were not neglected and plenty of European ferries were road tested this year; the ongoing economic gloom in Greek and Italian and Moroccan waters are perhaps the greatest concerns for the immediate future and one wonders just where things will end – with long-established operators withdrawing virtually overnight how many of 2012’s ships will make it to the starting line of the 2013 summer season?

In total, 84 ships were sailed on or visited this year, of which two were museum ships and one a floating bar. 27 nights were spent at sea and the average age of the 84 ships was 22 years old compared to 23 in 2011.

Based purely on subjective feelings on those 84 vessels, here are some bests and worsts of the year.

Best new ferry
Of recently-delivered ships sailed on for the first time this year, the Ishikari is a fine and modern Japanese coastal cruise liner, the Spirit of France solves a few of the issues identified with the Spirit of Britain and the Blue Star Patmos is a superb Aegean ferry, lavishly finished and, sadly, possibly the last purpose-built Greek ferry for a generation. The best new ship of the year, however, has to be the Piana of CMN. She endured a tortuously late delivery, is little to look at from the outside and even managed to lose the tip of her bulbous bow in January. Onboard, however, she is a wonder, the latest work of the specialist French interior designers, AIA. AIA’s recent output had been weaker, hamstrung by smaller budgets and less imaginative briefs than they had been accustomed to in the era of the Danielle Casanova, Mont St Michel, Pont-Aven and Seafrance Berlioz. The 2009-built Armorique failed to impress and the firm themselves virtually disowned the conversion of the Seafrance Moliere. On the Piana it is as if pent-up frustration has been unleashed and the ship is a beauty, and, in some respects, is possible to see where they might had gone with the Armorique had the money and corporate imagination been there.

Best conversion
The fifteen Sunderland-built Superflexes can be found across the globe, serving routes both mainstream and marginal, with all sorts of conversions having been made to better suit them to their current service. I can’t think of any which could ever be called even vaguely luxurious, however, until the Stena-owned Mercandia IV (ex-Superflex November) was refitted for her role as fourth ship on the joint operation with Scandlines between Helsingborg and Helsingør. The ship has been outfitted in the same style as the three larger purpose-built vessels, which itself is a derivation from the designs for Stena’s longer routes. The result is a ship which looks like no Superflex before.

In Italy, Moby-owned TOREMAR have made moves to improve the offering on their ships and the Oglasa for Elban service was changed beyond recognition. As with the Mercandia IV, the redesign has taken cues from the parent entity and where Moby have long been affiliated with Looney Tunes cartoon characters, on the Oglasa, Andy Capp makes an appearance in on-board signage. Crazy or genius?

Best classic ferry
28 of this year’s ships were more than a quarter of a century old, the most aged being the Italian train ferry the Iginia, still in regular operation between Messina and Villa San Giovanni. Whilst some classics were to be found in fairly poor condition, others such as the Agios Georgios, Stena Danica or the Kriti II were in pretty good shape all things considered.

All of the above and more were worthy of consideration but, in the year of their 40th birthdays, the former Hengist and Horsa win out as 2012’s best oldies. Sailings on the Agios Georgios and Penelope A in September reconfirmed that these veteran Channel ferries remained excellent performers in their second careers. The Penelope A’s four decades of service have now been equally split, save for the aberration of the 1990 summer at Holyhead, between the Folkestone period (1972 to 1991) and twenty years operating out of Rafina (1992 to 2012). The news in December that she had been withdrawn due to the financial woes of her owners Agoudimos Lines was, if not surprising, a warning of the fate which awaits many of the Greek coastal fleet in times when the Greek government cannot be relied upon to pay the subsidies shipowners rely upon to serve the islands.

Favourite crossing
Frederikshavn to Gothenburg sailings on the Stena Danica and the Stena Scanrail were real highlights, as was the day-long transit with the Ferry Azalia from Tsuruga to Niigata and overnight on the Kitakami from Tomakomai to Sendai. However, the two night sailing between Venice and Patras with ANEK Lines’ Kriti II in August was really special, on an elderly ferry which was subsequently withdrawn. Departure from Venice through the Canale della Giudecca was spectacular and the sail down the Croatian coast, to Igoumenitsa, Corfu and finally the old port of Patras was memorable. ANEK’s occasionally average service standards were not an issue on this sailing and even the food was pretty good. One cannot imagine quite the same experience will be enjoyed aboard the replacement Italian ro-paxes which have now been deployed on the route.

Best food
The lasagne on the Superspeed 2 and the buffet on the Hamlet were excellent, our ability to nearly cause a fire whilst self-cooking waffles on the latter notwithstanding. The Steam Packet’s Manannan amazingly conjured up an excellent plate of pasta. Best of all, however, was “Le Piana” restaurant aboard CMN’s new flagship. Locally-sourced and beautifully presented, this company consistently serves up the best food on any Mediterranean ferries.

The weather
2012 was supposedly the wettest summer in Britain for 100 years and yet almost every time I ventured to sea this year the sun was shining. When the weather did turn, however, it went wild with a vengeance. Heading out on a day trip in the worst typhoon Japan had seen in 53 years was perhaps ill-advised, leaving us stranded for the night on the island of Shodoshima. Happily the good people at Kokusai Ferry kindly took us under their wing and arranged a stay in a splendid local hotel and onward travel which got us back on track the next day.

Worst ferry
I can struggle to think of any redeeming features of the Isle of Man Steam Packet’s Ben-my-Chree. She may be a reliable freighter but the experience for the general passenger is woeful with poorly thought-out and dreary saloons. When Bornholmstraffiken ordered a subsequent pair of this off-the-shelf design they instructed the best in the business to try and bring some dignity to the passenger spaces but even Steen Friis Hansen could improve things only marginally. Absent any such guiding hand, the Ben-my-Chree remains a real stinker.

Worst crossing
Grandi Navi Veloci’s Splendid, sailing between Genoa and Olbia in June, was late, dirty and had the rudest crew members I’ve seen in years, with some in the cafeteria hurling abuse at passengers and another in one of the bars who took my money and then tried not to provide the paid-for drinks. The ship was a great advertisement for the competing services of Moby and Tirrenia.

Worst maintained ships
What is wrong with P&O?

Most decrepit ferries
A distinction can be made between poor general deck maintenance and the pits of on-board decrepitude that befalls some Southern European ferries when some passenger spaces fall into disuse. As with the Seatrade in 2011, venturing into certain areas of the Theofilos and Ile de Beaute made one wonder just how things had got into this state.

So. Farewell then.
Quite a few familiar ships have headed to the scrapyards in the past twelve months, including the Eurovoyager (ex-Prins Albert), the Scotia Prince (ex-Stena Olympica), the Manxman and the Rosalia. I will, however, perhaps most remember the passing of the two British ferry flagships from my childhood: Sealink’s St Nicholas (ex-Prinsessan Birgitta, later Normandy) and P&O’s ‘Chunnel Beater’ Pride of Dover. The latter headed for the scrap yard in the same year as representatives of the two previous generations of Townsend ferries: the former Free Enterprise V, and the Spirit of Free Enterprise.

To me, the 1979 Spirit class showed Townsend Thoresen at their very best, the sheer arrogant brutality and originality of their design in many ways epitomising TT in their peak years. Somehow the Pride of Dover and her sister lacked a similar dynamism but perhaps this was partly through choice: entering service under a post-Herald cloud, the flamboyance and aggressiveness that defined TT had now suddenly to switch to an era in which P&O European Ferries were a sober and reassuring cross-Channel choice. Externally, by adding length but not height to the Spirit class, they were always too squat to claim either conventional attractiveness or the eye-catching brutalism of their predecessors. The ‘Dover’ looked her best with a P&O full blue hull; she was not helped when P&O adopted the current “pants pulled down” livery.

On board, the pair really were scaled-up Spirits and whilst they expanded on the successes of that class and proved formidable freight movers over more than two decades, even when delivered their interiors were disappointing. In 1987 Shippax memorably published an image of one of the Pride of Dover’s old-fashioned seating lounges, contrasting it unfavourably with other recent ferries. To avoid embarrassing her owners in front of the industry they did not name the ship but the point was harshly reinforced within a couple of years when Sealink’s Fantasia and Fiesta were delivered, which prompted the first of a couple of significant refurbishments. Despite these modifications, few of the original passenger saloons ever really achieved coherence or attractiveness.

Nonetheless, with their scale and reliability and with the express operation P&O were able to subsequently pioneer, the two ships helped to show how the ferry industry could survive in a post-Tunnel era and the demise of the Pride of Dover without any chance of a second career is regrettable.

I will miss the Normandy rather more, even though by the time I got to know her she was well past her best (some would say the ship was in decay from the moment she was handed over to Sealink in 1983). There was nothing old-fashioned or miserly about Sessan’s final ferries; from the lavish dining saloons to the vast tiered show lounges, these beautifully-appointed jumbo ferries had a significant influence, even if the operator who ordered them had been subsumed into Stena before they fully entered service. Almost unthinkably the Kronprinsessan Victoria (now Stena Europe) has gone on to become Stena’s longest-serving passenger ship; but her sister passed from operator to operator over the years, never really being looked after by anyone, least of all her neglectful final owners who abandoned the ship to the ravages of the Singaporean climate, making her demise sadly inevitable.

Deckplans

The deckplans page has been updated:

http://www.hhvferry.com/deckplans

Things seen – October 2012

We start once again in Newhaven and a pair of remarkable films from the SNCF archive showcasing the Villandry and Valencay:

Chateaux sur mer
and
Car Ferry des années 70

Newhaven port has fallen some way in importance and in maintenance since those halcyon days of the 1960s and, as these urban explorers discovered, the grade 2 listed former marine workshops are in a sorry state.

Fifty years later, and just before the end of the final incarnation of SNCF’s ferry fleet as Seafrance, the crew of the Seafrance Rodin were captured at work.

Few Dover-Calais car ferries of the 1990s remain in that service but reminders of what was, at times, a slightly tawdry era were recorded by a Frenchman with a camcorder:
Stena Invicta

Stena Empereur

Stena Challenger

Seafrance Renoir

Pride of Kent

Pride of Dover

Pride of Burgundy

Not being in a position to mock others for their obscure interests, one can only salute Beno and his Youtube Elevator Tours.

Whilst it is noted that the Pride of Burgundy has nice Lutz lifts, the reviewer is more impressed with the “really retro 80s Lutz lifts on the Pride of Dover”.

Beno’s website also has some images of abandoned and decaying Folkestone harbour.

Thoresen’s overlooked freighter, the Viking IV, was a product of the Trosvik shipyard in Norway and she had a sister ship, the Mandeville, which was owned by A F Klaveness & Co, who would later become one of the three founder companies of Royal Viking Line. The Mandeville had an interesting career, tramping across the North Sea and seeing initial service on charter to Grimaldi and operating to Libya.

Both ships ended their days as livestock carriers, the Mandeville as the Murray Express prior to being scrapped in the late 1990s. The Viking IV met her doom in more unfortunate circumstances: as the Guernsey Express she was caught by Super Typhoon Dale as it swept through the Pacific in November 1996. The ship sank, taking nearly 1,600 helpless cattle down with her in what became one of the most controversial reference points in the debate about Australia’s live export trade.

Staying briefly with livestock carriers and it is interesting to see images of the Linda Clausen, which must be the only Cunard passenger ship ever so converted. Originally the Cunard Ambassador, the ship sufferred an on board fire when just two years old in 1974. Declared a total loss, the wreck was rebuilt and served for a further decade before a further fire in the engine room saw her head for scrap in 1984.

The fates of the three Wappens Von Hamburg continues to be played out. The trio were built as successive passenger ship generations in 1955, 1962 and 1965 for HADAG service to the small German archipelago of Helgoland. The youngest was the first and, so far, only one of the three to go for scrap. Here is a somewhat distressing video of the ship being demolished by a digger in Esbjerg.

The first and second HADAG ships of this name survive but the future in each case remains uncertain. The 1955 version remains laid up in the United States, now under the name Aurora. Her owner’s website contains some more information, together with a plea for donations.

The Wappen Von Hamburg of 1962, which briefly saw 1960s service with Stena as the second Stockholm-based “Jatten Finn”, soon returned to HADAG and remained with the company until the 1980s. She continued to serve Helgoland until 2000 but now finds herself named the Supper Clubcruise 2, laid up in Istanbul.

The third “Jatten Finn” was Stena’s own Poseidon and this picture of the little ship is worthy of reference, if only for the oustanding backdrop. To complete the story of Stena’s early escapades in Stockholm, the very first ship to be bestowed with Jatten Finn titling was another HADAG ship, the Helgoland which was chartered in 1964. She returned to Stena in 1972 as the Stena Finlandica having been chartered in between times to the Red Cross for use in Vietnam as a hospital ship – in which guise she was covered in the harrowing 1970 documentary Nur leichte Kämpfe im Raum Da Nang. The Helgoland/Stena Finlandica survives as the Galapagos Legend.

The same Esbjerg scrapyard which dealt with the 1965 Wappen Von Hamburg also scrapped five Wightlink ships in recent years, including the Our Lady Pamela.

Time for a quick look inside the engine room of the Vitsentzos Kornaros (ex-Viking Viscount).

The ‘Viscount’ also features in this collection of recollections from the Townsend Thoresen era.

Michele Lulurgas has written a fine appreciation of his personal favourite, the Ionian Island (ex-Albireo, later Blue Island, Merdif 1) on the Adriatic & Aegean Ferries website. An intriguing image of the ship in her final guise can be found here.

Car deck difficulties for the Penelope A.

It is difficult to imagine any company which had a more interesting passenger ferry fleet than Sol Lines, the Cyprus Liners, who operated for less than a decade from the late 1970s. The company acquired second hand ships with all sorts of backgrounds, starting with the remarkable Sol Phryne, originally the 1948-built Taisetsu Maru and followed up with the Sol Express (Sealink’s Dover), Sol Olympia (the first Stena Britannica), Sol Christina (Trasmed’s Juan March) and Sol Olympia II (Trasmed’s Santa Cruz de Tenerife).

The website of Solomonides Shipping has an excellent section which details the Sol Lines era. All ships are covered through the ‘History’ menu but particularly recommended are the pages covering the company’s general history, the Sol Phryne and the ill-fated Sol Olympia II which burned in dry dock in Elefsis in 1985 and brought the entire operation to an end.

The Sol Olympia’s time as the Wickersham is remembered in this blog post.

One ship which has survived a near-death experience is the 1962-built Ambriabella. For many years she could be found rotting in Elefsis as the Panic but a couple of years ago she was discovered by a group of Italians who sought to restore her as a luxury yacht. The ship was originally built for Italian north Adriatic coastal service before heading to Greece in the 1970s. Her new owners have launched a website and restoration of the ship is planned to take place in Trieste.

The sister to the Ambriabella is the Dionea and several years ago this ship was similarly converted to a yacht.

The despatch of the Scotia Prince for scrap has provoked a fair amount of remorse in North America. The ship’s final period of operation in Europe saw her working for Marmara Lines in their final season between Italy and Turkey; she is seen here passing through the Corinth Canal.

The first of seven interesting pages of archive of material relating to one of the Scotia Prince’s Portland-Yarmouth predecessors, the Prince of Fundy, can be found here (click ‘Next’ to proceed).

The Nindawayma (ex-Manx Viking) was reported to be finally scrapped a couple of years ago. The ship lay unwanted in Montreal for seven years before being towed to Sault Ste. Marie where she lay for some time, although a certain amount of work was done to enable both stern and bow doors to be properly opened.

Fotunately, one astute photographer managed to completely document the ship as she was just before leaving Montreal.

Some radio controlled ferry models:
Polaris
Towada Maru
Norsea

Japanese operators love nothing more than to promote their services through catchy jingles and accompanying videos. Here are a couple of the very best from over the years:
Jumbo Ferry (as played on board at all port arrivals)
Higashi Nihon Ferry Rurururu Rurururu Car Ferry…
The original Sunflower
More Sunflower – a classic

The ship depicted in the last video is the Sunflower 11 which went on to operate for the ill-starred Sulpico Lines as the Princess of the Orient for whom she sank in The Philippines in 1998 with the loss of 150 lives. Film of a dive on her wreck can be found here.

Lastly, rough weather affects ships all over the world and a few videos have caught the eye in recent months:
The Hamnavoe is seen caught in heavy seas leaving Stromness.

A difficult arrival at Mikura-jima for the Camellia-Maru.

Rough weather for the Theofilos at Lemnos.

The Corsica Express Three leaves a trail of destruction in Samothraki during her brief Greek sojourn.

The Cruise Olympia in difficulties at Ancona.

The Olympic Champion rolling into Heraklion harbour.

A few hints on using the conditions to your advantage can be taken from the skipper of this small passenger ferry on the Mekong River in Thailand.

To Sendai on the Kitakami

. . .

This mid-April journey begins in the port city of Tomakomai on Hokkaido, in the distant north of Japan; farther south the country had just been battered by a once-in-a-half century typhoon but, before that, it had been possible to stroll around in t-shirt and shorts. In Hokkaido the winters are harsh and even with cherry blossom blooming across the country, up here snow could still be found lying on the ground and everywhere trees remained wrapped in their winter straw overcoats.

Tomakomai is perhaps the most important port on the island of Hokkaido, with overnight ferry routes heading south along the eastern, Pacific coastline with Taiheiyo Ferry (to Sendai and on to Nagoya) and MOL/Sunflower (to Oarai, nearer to Tokyo). A shorter service is provided by Silver Ferry to Hachinohe. A few kilometres from the main port lies Tomakomai Higashi (East) port, from where the masters of the Sea of Japan, Shin Nihonkai, maintain a regular service down the western coast of Honshu. This confluence of routes has seen companies serving the Tomakomai area receive perhaps the four most significant new Japanese ferries of 2011 and 2012 in Shin Nihonkai’s soon-to-be delivered Suzuran and Suisen, Silver Ferry’s Silver Princess and the new Ishikari of Taiheiyo. The latter was delivered in 2011 and has received many plaudits but, for this crossing, we are sailing on the earlier half-sister of the old Ishikari, the Kitakami of 1989.

A taxi from Tomakomai train station brings us to the port where earlier clouds have cleared to reveal clear blue sky. Passengers are free to amble along the quayside where we obtain up-close views of our vessel and of the adjacent Sunflower Furano. This pair of ships hold particular interest for admirers of the Greek ferry scene for they have each had close relations sailing there in recent years. The Nissos Rodos (ex-Kiso) of Hellenic Seaways has seen sparing passenger use since being sold by Taiheiyo in 2004 but was previously a close sister of the Kitakami. The Sunflower Furano, meanwhile, is the sister to the pair that for many years maintained ANEK’s Venice service, the Lefka Ori and the Sophocles Venizelos – those robust and speedy ships have recently left Greece for new lives in South Korea.

Walking to the small park adjacent to the port we observe the arrival of the brand new Silver Princess, a ship for whom pink is the new black and which boasts a slightly chavvy promotional theme. She turns and reverses onto the berth to the stern of the Kitakami. Returning to the terminal, a small port museum is located upstairs with models of some famous Tomakomai ships. More models can be found in the check-in area downstairs, where we are swiftly dealt with by the Taiheiyo Ferry staff. Although we have made a reservation, in Japan this does not involve payment in advance, so we hand over our 10,000 yen each for accommodation in capsule berths on tonight’s sailing to Sendai.

Boarding is permitted an hour and a half before departure and a quick look around confirms that this is a truly splendid ship. The five vehicle decks show why Hellenic Seaways were content to use her sistership initially only as a freighter but that was always a waste of the passenger areas. On the Kitakami these are spread over two decks, B Deck and C Deck. Accommodation is essentially split fore and aft with the forward sections primarily cabins; aft on C Deck are a small driver’s area, a small cinema and the public baths. The presence of the latter is important on Japanese ferries and helps to explain why, generally, so few of the cabins have en-suite facilities. The Japanese convention is to go to the public bathing areas, have a shower, followed by a quick five or ten minutes or so in the scorching hot baths. Many early bathers may subsequently be seen around the ship for the rest of the evening in the company-branded kimonos and slippers which are waiting for them on their berths.

There is a quite broad range of accommodations. At the top end, there is a small selection of deluxe suites forward on A and B Decks. First and special class cabins, the latter without facilities, come in both ‘Western’ and ‘Japanese’ styles (i.e. with beds or bunks or, in pure ‘Japanese’ rooms, only tatami mats). “A-bed berths” are the capsules in which we have reserved for the evening – on this ship these come with upper and lower capsules in a room accommodating 48 in total. “B-bed rooms” are dormitories with bunk beds. Traditional Japanese ferry travel persists in the form of open plan rooms, where a blanket and thin fold-out mattress are provided to lay across the floor. This is the cheapest option and still very popular.

C and B Decks are linked by the ship’s grand staircase which opens onto lobby spaces on either level. With the lack of en-suite facilities, ample toilet and washbasin facilities are provided nearby. On the upper level can be found reception and a small shop along the forward side with a bar counter aft (the ‘Ferryca Club’). No alcoholic beverages are available here, however; for whatever reasons these can only be procured from the myriad number of vending machines found in corners all over the ship.

The Kitakami’s overarching design theme is that of an English country house or hotel and aft of the B Deck lobby can be found, to starboard, the Grosvenor House buffet restaurant. Echoes of the Red Bar and the Rink Bar at the Grosvenor House hotel can be found in details through the ship in styling, ceilings and colour schemes. On the port side is the main arcade, a most comfortable place to recline with a drink or a book whilst, right aft, is the Star Dust show lounge.

The last of the public spaces, and one perhaps easily overlooked by many travellers, is the forward observation lounge – certainly it enjoyed little patronage on this overnight sailing but when the ship used to sail south to Nagoya during the day it may have been better used. The Kitakami travels that path infrequently now, primarily being restricted to back and forth operations between Tomakomai and Sendai with the legs farther south being covered instead by her two more modern fleetmates, the present Kiso and Ishikari.

The company goes to the trouble of advising “first time” (and other) passengers of an appropriate timetable of events to ensure they get the best from the crossing. Not wanting to look out of place, this we duly follow with buffet in the restaurant being taken just before departure; the food was fine, with Taiheiyo Ferry branded wine accompanying cooked-to-order steaks.The evening’s entertainment in the show lounge commenced at 8pm and, headed by a team of three shamisen players, lasted an hour or so after which we turned in for the night.

Another clear blue sky greeted us the next morning as we motored towards our 10am arrival in Sendai. A buffet breakfast was on offer in the restaurant but, after a stroll on the outside decks, I took a book to the observation lounge – but not before a further consideration of some of the ship’s idiosyncratic pieces of signage and artwork.

What we casually refer to as the port of Sendai is actually in the city of Shiogama, and its official name is now Sendai-Shiogama Port. This was particularly badly devastated by the 2011 tsunami although, one year later, most of the evidence of that day has been removed and rebuilding has been carried out in earnest – look closely, however, and many hints remain, in particular the large amounts of scrap metal piled on the quayside.

And so we bade a sorry farewell to the Kitakami, at the end of a splendid crossing on a splendid ship. Although Taiheiyo do not have any new vessels on order at present, this 1989-built classic is approaching the veteran stage, certainly by the standards of Japanese coastal and overnight ferries. Her sister, the old Ishikari, has been sold on to Chinese owners and, when the time comes, the market is such that this ship will probably remain in the far east rather than come to Europe. For now she continues to provide valuable and comfortable service on the routes for which she was built.

Blast from the past: Sealink’s Hengist & Horsa

29 April 2012 marks 40 years to the day since the launch of Sealink’s Hengist and Horsa, the purpose-built ferries delivered in the summer of 1972 by the naval shipyard in Brest. The sister ships saw service, primarily from their Folkestone home, until the final closure of the Folkestone-Boulogne route at the end of 1991. Thereafter, both forged remarkably successful new careers in the Aegean, where they remain in year-round operation as the Agios Georgios (Ventouris Sea Lines) and Penelope A (Agoudimos Lines).

A third, slightly modified, later sister, the Senlac, was scrapped in 2010.

In this entry we take a look back at the ships’ British careers through Sealink promotional material produced over their near two decades of service.

Boat Train to Elba

. . .

The Freccia dell’Elba (the ‘Elba Arrow’) leaves the Stazione di Santa Maria Novella in Florence every morning at 0535. The departure point is a railway masterpiece that ranks highly even amongst the many other fascist-era Italian stations and one could spend many hours just staring around in wonderment.

We have arrived at this early hour to be whisked to Piombino, from where ferries can be caught to the island of Elba. The Freccia dell’Elba is the one daily train which provides a direct service from here to the port station, avoiding the need to change at least once, usually at the little station of Campiglia on the Pisa-Livorno-Rome main line, a couple of hours into the journey. It is at Campiglia that the branch line to Piombino diverges, at first meandering through fields, then sailing through the tiny station which serves the site of the all-but-abandoned Etruscan city of Populonia. Suddenly, this calming vista is interrupted, like a scene from the end times, and the train is surrounded by aged and abandoned heavy industry. These are the industrial ruins of Piombino’s troubled metal industry which, where it survives, continues to belch smoke and dirt and provides a dramatic backdrop to the ferry port.

Soon, we are at Piombino station which appears to be a terminus and, as the conductor, driver and most of the remaining passengers disembark, it is easy to be fooled into thinking this really is the end of the line. The driver is just changing ends, however, and soon we are away again, trundling through the unkempt, weed-strewn branch that leads to Piombino Marittima. Whereas Piombino’s town station has the faded glory look of a village station which probably once had a proud station master, porter, dedicated signalman and a variety of ticket clerks, the port station is an altogether more modern, personnel-free affair. It was constructed in 1991 to replace the quayside tracks after an unfortunate incident in which a train rolled off the quay and into the sea.

The ferry terminal at Piombino stands parallel to the station, overlooking the car loading lanes. Inside, Moby and TOREMAR ticket desks glower at each other in a pretence of rivalry (they are now under common ownership). Tucked into a corner, the one ship service of Blu Navy try gamely to compete with their succession of poorly-chosen one ships. Most people just choose Moby, a carefully-crafted public image and buckets of bright paint more than compensating for a terrifically aged local fleet.

For this crossing we have the thrill of sailing on the oldest of them all, the Moby Baby. Her name is deceptive – completed in 1966 there is a fair chance she will last until her half century. Built for Rederi AB Svea as the Svea Drott, she sailed under the Trave Line name between Helsingborg, Copenhagen (Tuborg) and Travemünde. Derived from the design of the Thoresen Vikings, she proved a great success and was replaced in 1974, passing to Sealink for Channel Islands service, first on charter and later as the Earl Godwin. This lasted for 16 further years whereupon she was acquired by Moby for service to Elba – and there she has remained ever since.

Moby’s peak season schedule provides for a departure every hour from either end; for some time now the ships providing this service alongside the ‘Baby’ have been the Moby Ale (ex-Mikkel Mols), Moby Lally (ex-Kalle II) and Moby Love (ex-Saint Eloi) with the Bastia and/or Giraglia in support. The crossing takes one hour, which provides just enough time to avail oneself of a slice of overpriced pizza, quickly explore the ship and watch the passing scenery.

Although never truly an overnight ferry as such, the Moby Baby was certainly designed for longer crossings than this and the cabins beneath the vehicle deck, as well as the restaurant on the upper passenger deck, have been effectively abandoned; the tea bar forward of the restaurant also sees very limited use. The scene is similar on the other ships – although they can all get very busy, passengers tend to head out on deck and hence, even with large saloon areas closed, the ships can generally cope with the loads.

The Moby Baby is a fun little ship to cross in, although she offers few diversions other than the pleasure of being at sea. The acquisition of TOREMAR and the wider group’s involvement in Tirrenia may mean that investment in replacements for Moby’s own brand fleet might be lacking in the next few years. And so, mechanical failures aside, the Moby Baby and her aged fleetmates will have to sail on as part of the sea connection in the Elba Arrow for some time yet.

Recent cuts to the schedules of FS, the Italian state railways, have been quite savage in certain areas; mercifully the Piombino branch line has been preserved, enabling passengers to continue to take the boat train, just as one could to Weymouth in the Earl Godwin’s Sealink heyday.