Posts tagged: hml

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.

HML's 2003 brochure.

HML's 2003 brochure.

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latter, once the Belfast Steamship Company’s (later P&O Ferries’) Ulster Queen was by then far too small, chronically outdated and much too slow.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.

Stena's 1970s Yugoslavian quartet.

Stena's 1970s Yugoslavian quartet.

The ICL years

The early ICL days

A view of the ship after her lengthening in 1981.

A view of the ship after her lengthening in 1981.

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.

The Derin Deniz.

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.

The Santa Eleonora arriving from Greece.

The Santa Eleonora arriving from Greece.

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.

HML ticket.

HML ticket.

Walking over to our ship at Brindisi's Costa Morena port, we passed by Fragline's Ouranos (ex-Tor Hollandia of 1967). She was finally scrapped in 2010.

Walking over to our ship at Brindisi's Costa Morena port, we passed by Fragline's Ouranos (ex-Tor Hollandia of 1967). She was finally scrapped in 2010.

Employed by Access Ferries in sailings to Turkey was the Hermes V. Originally TT Lines' second Nils Holgersson of 1967, she was sold for scrap just one month after this picture was taken.

Employed by Access Ferries in sailings to Turkey was the Hermes V. Originally TT Lines' second Nils Holgersson of 1967, she was sold for scrap just one month after this picture was taken.

The Egnatia II at Brindisi later on in July 2003 with the little Poseidonia beyond.

The Egnatia II at Brindisi later on in July 2003 with the little Poseidonia beyond.

Boarding the Egnatia III.

Boarding the Egnatia III.

Egnatia III deckplan

Egnatia III deckplan

The main lobby on Deck 5, the primary cabin deck. This outstanding space retained its original marble-fronted reception desk and ornate staircase balustrades.

The main lobby on Deck 5, the primary cabin deck. This outstanding space retained its original marble-fronted reception desk and ornate staircase balustrades.

Another view, from the starboard side, showing more of the main staircase.

Another view, from the starboard side, showing more of the main staircase.

The doors to the telephone booths in the lobby retained their embossed Stena 'S's.

The doors to the telephone booths in the lobby retained their embossed Stena 'S's.

Moving up to Deck 6, right aft we find a forgettable reclining seat lounge. This was originally an area of cabins.

Moving up to Deck 6, right aft we find a forgettable reclining seat lounge. This was originally an area of cabins.

Moving forward, this is the self-service restaurant, structurally little changed from its original incarnation.

Moving forward, this is the self-service restaurant, structurally little changed from its original incarnation.

Cafeteria servery.

Cafeteria servery.

Moving forward, seen here is the long port-side arcade which passed by the shop and the main restaurant areas.

Here is the long port-side arcade which passed by the shop and the main restaurant areas.

Shared entrance to the Aquarius Restaurant and The Ships Buffet - more theoretically than actually separate, these were installed in the area of the 1981 stretch.

The shared entrance to the Aquarius Restaurant and The Ships Buffet - more theoretically than actually separate, these were installed in the area of the 1981 stretch.

The Aquarius Restaurant was named in honour of the company's 1970s cruise ship and was complete with this magnificent builder's model of that vessel.

The Aquarius Restaurant was named in honour of the company's 1970s cruise ship and was complete with this magnificent builder's model of that vessel.

Overall view of The Ships Buffet.

Overall view of The Ships Buffet.

Casino area, just forward of the restaurants on the starboard side.

Casino area, just forward of the restaurants on the starboard side. This was nominally called 'The Lydia Casino' after the ex-Koningin Fabiola which operated for HML for a decade from 1985.

Moving forward again, inboard of the port arcade could be found the Corinthia Lounge. Before the ship was stretched, this area was the main restaurant but in its final guise it was named for the former Sealink Duke of Argyll which sailed as the Corinthia for HML in the 1980s and 1990s. The naming of this bar gave the company scope to re-use the bespoke bar menu covers bearing the Corinthia name which had presumably been in storage since her sale in 1994.

Moving forward again, inboard of the port arcade could be found the Corinthia Lounge. Before the ship was stretched, this area was the main restaurant but in its final guise it was named for the former Sealink Duke of Argyll which sailed as the Corinthia for HML in the 1980s and 1990s. The naming of this area gave the company scope to re-use the bespoke bar menu covers bearing the Corinthia name which had presumably been in storage since her sale in 1994.

Another view of the Corinthia Lounge.

Another view of the Corinthia Lounge.

Right forward was this rather gloomy cinema - the front windows still have their rough-weather plates in place to ensure complete darkness.

Right forward was this rather gloomy cinema - the front windows still have their metal rough-weather covers in place to ensure complete darkness.

The final main passenger saloon was up on Deck 7 - the main bar, the Ionia Bar, named in honour of the little liner which was owned by the company from 1946 to 1964.

The final main passenger saloon was up on Deck 7 - the main bar, the Ionia Bar, named in honour of the little Hartlepool-built liner which was owned by HML from 1946 to 1964.

Open until the last passenger leaves.

Open until the last passenger leaves.

The Ionia Bar had been converted, predictably, into an Irish Pub during the ship's ICL days.

The Ionia Bar had been converted, predictably, into an Irish Pub during the ship's ICL days.

The Ionia Bar, looking forward.

The Ionia Bar, looking forward.

The Ionia Bar.

The Ionia Bar.

The Ionia Bar.

The Ionia Bar.

Heading aft into the new Deck 7 cabins added during the lengthening, this is the top of the staircase leading from the main lobby two decks below.

Heading aft into the new Deck 7 cabins added during the lengthening, this is the top of the staircase leading from the main lobby two decks below.

The thirteen suites added by ICL on Deck 9 still bore the names of, occasionally obscure, figures in Irish history. Thomas Charles Wright was an Irish soldier who fought in Latin America with Simon Bolívar and, by repute, founded the Ecuadorian Navy.

The thirteen suites added by ICL on Deck 9 still bore the names of, occasionally obscure, figures in Irish history. Thomas Charles Wright was an Irish soldier who fought in Latin America with Simon Bolívar and, by repute, founded the Ecuadorian Navy.

View inside one of the suites.

View inside one of the suites.

Betraying her '70s roots, most of the other cabins retained their original doors complete with melamine panels featuring flower prints.

Betraying her '70s roots, most of the Egnatia III's other cabins retained their original doors complete with melamine panels featuring flower prints.

Heading out on deck, and this is the long, teak-planked promenade deck on the starboard side.

Heading out on deck, and this is the long, teak-planked promenade deck on the starboard side.

The Hermes V, with the Ouranos and Penelope A beyond.

The Hermes V, with the Ouranos and Penelope A beyond.

The Penelope A (ex-European Gateway). This ship was finally scrapped in 2013.

The Penelope A (ex-European Gateway). This ship was finally scrapped in 2013.

Our ship's funnel, still with the shamrock, painted over but clearly visible from her ICL days.

Our ship's funnel, still with the shamrock, painted over but clearly visible from her ICL days.

Arriving on her afternoon sailing from Vlore in Albania is the Gabrielle, originally Sessan Line's Prinsessan Désirée of 1965.

Arriving on her afternoon sailing from Vlore in Albania is the Gabrielle, originally Sessan Line's Prinsessan Désirée of 1965.

Leaving for Patras is Maritime Way's Erotokritos, a Japanese-built Greek veteran which saw many years of service with Minoan Lines. Between her stern and the bow of the Penelope A can be seen the distant shapes of the laid up Jupiter (ex-Surrey) and Tirana (ex-Linda Scarlett).

Leaving for Patras is Maritime Way's Erotokritos, a Japanese-built Greek veteran which saw many years of service with Minoan Lines. Between her stern and the bow of the Penelope A can be seen the distant shapes of the laid up Tirana (ex-Linda Scarlett) and Jupiter (ex-Surrey).

The late arrival of the Europa I (ex-Jens Kofoed), also from Vlore.

The late arrival of the Europa I (ex-Jens Kofoed), also from Vlore.

Exploring the dining options that evening, we paid a visit to the self service, where a bowl of HML spaghetti bolognese was served on a Castalia plate and with a fibreglass Aquarius ashtray sitting on the table.

Exploring the dining options that evening, we paid a visit to the self service, where a bowl of HML spaghetti bolognese was served on a Castalia plate and with a fibreglass Aquarius ashtray sitting on the table. The original Dampa ceiling panels are shown to good effect in this view.

The self-service was officially called the 'Egnatia Easy Food Cafeteria' and featured this prominent image of the original Egnatia of 1960. The second of the three ships to bear the name was the short-lived Egnatia II which served the company between 1998 and 2000 and was the Saint Killian II's former ICL fleetmate, the Saint Patrick II.

The self-service was officially called the 'Egnatia Easy Food Cafeteria' and featured this prominent image of the original Egnatia of 1960. The second of the three ships to bear the name was the short-lived Egnatia II which served the company between 1998 and 2000 and was the Saint Killian II's former ICL fleetmate, the Saint Patrick II.

The Ships Buffet at night. The pictured vessel on the central bulkhead is one of the ex-Swedish Lloyd pair, the Britannia and Suecia of 1929 which served HML as the Cynthia and  Isthmia in the late 1960s on long routes from Marseille to Port Said and Beirut.

The Ships Buffet at night. The pictured vessel on the central bulkhead is one of the ex-Swedish Lloyd pair, the Britannia and Suecia of 1929 which served HML as the Cynthia and Isthmia in the late 1960s on long routes from Marseille to Port Said and Beirut.

The following morning, having already called at Igoumenitsa, found us motoring south towards Kefalonia.

The following morning, having already called at Igoumenitsa, found us motoring south towards Kefalonia.

Arriving in Kefalonia.

Arriving in Kefalonia.

A stern view showing the tiered sun decks.

A stern view showing the tiered sun decks.

A first, distant, view of our final destination, Patras. Seven ships were already in port - unlike Brindisi, only one of these does not survive today.

A first, distant, view of our final destination, Patras. Seven ships were already in port - unlike in Brindisi, only one of these does not survive today.

The Superfast XII.

The Superfast XII.

Superfast XII, Ariadne Palace One (today the Mega Express Three), Erotokritos and Superfast I (today the Skania).

Superfast XII, Ariadne Palace One (today the Mega Express Three), Erotokritos and Superfast I (today the Skania).

Ariadne Palace One.

Ariadne Palace One.

The Erotokritos served out her career with Endeavor Lines, still sailing from Brindisi until being sold for scrap in 2010.

The Erotokritos served out her career with Endeavor Lines, still sailing from Brindisi until being sold for scrap in 2010.

ANEK's El Venizelos in Cosmote advertising livery.

ANEK's El Venizelos in Cosmote advertising livery.

The Superfast I with the Superfast XII in the background. The first and last of Superfast's twelve original ships served together for just fifteen months.

The Superfast I with the Superfast XII in the background. The first and last of Superfast's twelve original ships served together for just fifteen months.

The Ikarus Palace.

The Ikarus Palace.

Following us into port was the Europa Palace, which today operates for Tirrenia as the Amiscora.

Following us into port was the Europa Palace, which today operates for Tirrenia as the Amiscora.

Berthing adjacent to the Ikarus Palace.

Berthing adjacent to the Ikarus Palace.

After disembarkation.

After disembarkation.

A final view.

A final view.

Things Seen – November 2009

The Lincoln Castle

The Lincoln Castle

  • The paddle steamer Lincoln Castle is up for sale for £20,000. The last of the trio of ships built for the New Holland-Hull ferry service of the LNER, this ship, along with her two earlier routemates, the Tattershall and Wingfield Castles, eventually passed to Sealink in whose unlikely hands the service closed in 1981 upon completion of the Humber Bridge. The Lincoln Castle had been withdrawn in 1978 however and has served as a bar and restaurant ever since, for the past twenty years in Grimsby.
  • The call of the Oasis of the Seas at Southampton in early November, en route to Fort Lauderdale on her delivery voyage, brought the chance to compare sizes with the local Isle of Wight ferry fleet, such as the St Clare, seen here in the Daily Mail. An even more astounding comparison however was this picture of the ship with Brittany Ferries’ Mont St Michel – one of the largest cross-channel car ferries, but completely dwarfed by the ‘OOTS’.
  • Several months ago we looked at B&I Line’s first purpose-built car ferry, the Munster of 1968. irishships.com has an interesting series of photographs from on board, both general views and crew scenes.
  • The Maersk ‘D’ class have a series of artworks on board by different modernist Danish artists – Jan van Lokhorst on the Maersk Dunkerque, Anne Vilsbøll (Maersk Delft) and Per Arnoldi (most recently famous in the UK for his work on Michael Winner’s National Police Memorial in London) on the Maersk Dover.
    Van Lokhurst’s website has a series of images of his work on the first ship including pictures of the creative and manufacturing process whilst Vilsbøll can be seen here working on some of her paintings for the ‘Delft’.
  • Sessan & Stena at Frederikshavn

    Sessan & Stena at Frederikshavn

  • Over on LandgÃ¥ngen they have been discussing in minute detail the changes to the berthing arrangements at Frederikshaven between the Stena and Sessan terminals. Meanwhile on the Nautilia messageboard there are 143 pages discussing the Agios Georgios (ex-Hengist) and 57 pages on ‘Historic Photos of Piraeus port’.

    In many ways it is a shame that there is no equivalent all-encompassing British forum for the analysis of not only the endlessly trivial minutiae but also the broader fascinating history of the British short-sea passenger shipping scene. It would perhaps be impossible to rival nautilia’s seemingly comprehensive catalogue of Greek ferries, where every ship, historic or modern, has its own thread, but it would be nice to try.

  • The Prince of Wales was the last-built of the SRN-4 hovercraft, being delivered as late as 1977, five years after the previous example, the Sir Christopher. Withdrawn after just 14 years service, she was destroyed in 1993, whilst laid up in reserve, by an electrical fire. Together with other period images, here are some photographs of the craft being broken up after this event on the hoverpad at Dover. The SeaCat berth at the Hoverport was under construction at the same time.
  • Not quite as successful as the SRN-4s were the French SEDAM Naviplanes. The tortuous delivery voyage of the Ingénieur Jean Bertin, the only example of the type to actually enter service, is chronicled here.
  • The Diana II

    The Diana II

  • The much heralded conversion of former overnight ferries into ‘Accommodation/Repair Vessels’ (ARVs) has hit trouble. Work on the ARV 2 (formerly the Normandy, St Nicholas, Prinsessan Birgitta) has been halted before even starting. Shippax reports that the ARV1, which was delayed during rebuilding, was the other contender for the 18 month accommodation contract near Perth won by Hurtigruten’s Finnmarken. The former Meloodia/Diana II therefore remains laid up in Singapore. Some coverage of the ship during her extensive refurbishment can be seen here and more details of what has been done can be gleaned from the ship’s new General Arrangement plan.
  • Now travelling between Bari and Albania, the ice breaking capacity of the Rigel sees little use. That was not the case during her previous life as the Baltic Kristina of Riga Sea Lines, as this photostory demonstrates.
  • Having mentioned the early Trasmed. car ferries last month, it would be remiss not to point readers in the direction of trasmeships.es which has a host of interesting photographs from various ship through the history of the Spanish company. With the volume of ships covered it is a little hard to pick out favourites, but the Ciudad de Tarifa, Las Palmas de Gran Canaria, Ciudad de Valencia (now Mary the Queen), and the Ciudad de Sevilla are particularly interesting, the latter page including startling images of the ship’s determined attempt to sink herself off Palma in October 1982.
  • The Ciudad de Valencia at Ibiza in August 2003.

    The Ciudad de Valencia at Ibiza in August 2003.


  • The abandoned wreck of the poor old Assalama (formerly Trasmed’s Ciudad de la Laguna and originally the Bore Line (Silja) Botnia of 1967) remains at Tarfaya, over one and a half years since she sank just after leaving port.

    Some interesting footage from that day in April 2008 can be seen here and here.

  • The very first ship of freight operator Truckline Ferries was the Poole Antelope which, 11 years before the company was purchased by Brittany Ferries, entered service in 1973 between Poole and Cherbourg, followed shortly after by her sister the Dauphin de Cherbourg. This pair are slightly glossed over in histories of Truckline, being too small, too slow and sold within a couple of years. Whilst the second ship has rather passed into obscurity (she became an oilfield research vessel in China named Bin Hai 504 (sometimes seen as Rin Hai 504)), the Poole Antelope was ultimately converted into a passenger ship and at present is offering regular ferry services for Ukrferry between Odessa in the Ukraine and Istanbul in Turkey under the name Caledonia. Ukrferry also offer cruises on the ship and the website for this side of the operation has plenty of photographs together with a deckplan.
  • Ukrferry also operate the former Scandlines vessel Greifswald and, since her return from charter to ISCOMAR for Ibiza sailings as the Begoña del Mar, the Yuzhnaya Palmyra (ex-Silesia). The latter has her own website here and maintains the Odessa-Istanbul service in Summer.
  • The Express Santorini (ex-Chartres) is back in Greece, presently operating for ANEK on a subsidy-munching Piraeus-Patmos-Leipsoi-Leros-Kalymnos-Kos-Symi-Rhodes routing. This after another Summer on Charter to Atlanticoline in the Azores. According to this report, she continued to make a favourable impression and is in excellent condition “due to good maintenance, since it is owned by Hellenic Seaways”. That last point is, to be fair, not as unlikely as it sounds; HSW are not GA Ferries.

    Nonetheless, it seems the ship did have a little trouble with that side ramp installed for use on the charter. Back home, and with the demise of GA Ferries and SAOS, there must be some demand for smaller, cheap-to-run ships for use on the subsidised routes beyond just refit cover so the ‘Santorini’ may yet have a future in Greece. If so, it would be nice to see that side door removed altogether.


  • The Porfyrousa (ex-Canbulat Pasa) at Drapetsona in July 2008. On the left of the photograph is NEL's Panagia Tinou and in the background the same company's former Aeolos Kenteris, by then the Red Sea I.

    The Porfyrousa (ex-Canbulat Pasa) at Drapetsona in July 2008. On the left of the photograph is NEL's Panagia Tinou and in the background the same company's former Aeolos Kenteris, by then the Red Sea I.

  • In September’s Things Seen I mentioned the fleet of Fergün Shipping of Turkey. The company’s website is not the most up to date, but I, sort of, implied that the Canbulat Pasa as the newest member of the conventional fleet was probably still in service. Richard Seville rushes to correct, reminding me that we in fact encountered the ship whilst visiting the Aegean Heaven mid-refit at Drapetsona in July 2008. She was in the process of being renamed Porfyrousa and has since taken up service on the local routes out of Kythera.

    There are some interesting thoughts, upon which it would be wisest not to comment, on the happenings which preceded the introduction of the ship in Greece here.

  • Mention of Drapetsona prompts me to draw attention to the redevelopment plan for the area. You’d have to think this has a fair chance of never happening, but what a revolution it would be. I can see the Beach Club, the Family Entertainment Zone and the Retail Zone/Marina. But where is the long quayside where ferries of all kinds go to lay up – many forever? Is that what Sunset Park is maybe?
  • What would Drapetsona be without the laid-up Alkyon?

    What would Drapetsona be without the laid-up Alkyon?

  • The wreck of the Express Samina is the rather haunting location for this video on youtube.
  • Little knowing the unfortunate fate of their new ship, this video from Greece shows happy dignitaries on board the Arion (ex-Nili, Jamaica Queen etc) as she was entering service for NEL in 1975. The ship was subsequently bombed in Haifa in 1982. (h/t nautilia.gr)
  • The act of boarding the modern ferry has perhaps through familiarity lost some of the excitement of days gone by but this video from 1995 of Minoan Lines’ Fedra at Venice shows that even lorry drivers can make something interesting from an otherwise mundane day to day experience.
  • Ghosts from the past can live forever on the internet, and that is the case with Hellenic Mediterranean Lines whose website is still offering sailings from Brindisi to Corfu, Igoumenitsa, Paxi, Zakynthos, Cefallonia and Patras on the Egnatia III and the Poseidonia, just as if it was still 2003.
  • Another operator living in the past is Skenderbeg Lines, where it is forever 2004. Their Europa I remains laid up in Brindisi, as she has been since 2007. Her heroic past was remembered on 30 October however, 18 years to the day since the ship, then Jadrolinija’s Slavija I, led the ‘Libertas Convoy’ to Dubrovnik in an attempt to help stop the destruction of the latter city during the Croatian War of Independence. With numerous tourist and fishing boats following and with on board, amongst others, Stipe Mesić, today the President of Croatia, the ship sailed down the coast to besieged Dubrovnik.

    The Slavija I made several, increasingly harrowing, return trips, and the Diary of Dr Slobodan Lang gives a detailed account of the period, including a final sailing:

    The ship was intended for 600 passengers, but there was a crowd of 3,500 people on board. We approached the ship coming through the Gruž harbour which was littered with sunken, capsized or burnt down ships. Smoke was rising out of the burning installations for days. We were being watched by those on the top of the hill, not being able to do anything but think they would start to shoot at any moment.

    On board that ship, I was contemplating about the ships crowded with Jews on their way out of Germany in the late thirties, as well as the abandonment of Saigon. We were at the very bottom of the ship’s garage. It was simply not possible for the cars and trucks to embark because the ship was crammed with men, children, women, elderly and sick people. The sick were lying on the metal floor, with their I.V. drips hanging up in the air. Tears and silence were hand in hand. Faces were totally changed with crying, haggard because of the silence. People were lying on the stairs in positions I had never seen before, fifteen persons per cabin. One could step between human bodies only too carefully. As we sailed out, huge waves were tossing the ship up and down, so many people vomitted, were nauseous, felt psychical discomfort. Doctors were sought on all sides, painful crying expressed a thousand year old Croatian suffering, agony of yet unborn children to 90 year old people.

  • The Europa I (ex-Slavija I) laid up in Brindisi, August 2009.

    The Europa I (ex-Slavija I) laid up in Brindisi, August 2009.

  • The Dieppe-Newhaven steamer Lisieux was one of the more beautiful post-war passenger ships. Her career with the SNCF was relatively brief however and she followed her former Dieppe partner the Arromanches into the fleet of Nomikos Lines in 1966 as the Apollon (the Arromanches became the Leto). Both ships can be seen in excerpts from the Greek film ‘La Parisienne’ of 1969; the Apollon is seen at Mykonos. (h/t nautilia.gr)
  • Following on from the British Pathé website mentioned in October, this month it is time to investigate a French equivalent, ina.fr. Having just mentioned the Arromanches, it does not seem inappropriate to begin with coverage of her launching in March 1946.

    Other videos of note are:

    The ruins of Boulogne, Calais and Marseille, January 1945

    The maiden voyage of the Côte d’Azur, 1951

    Departure of the Ville de Tunis from Algiers, 1956

    Coverage of the introduction of SNCM’s Napoléon in 1978

    Coverage of the building of the Scandinavia in 1982

    The evacuation of PLO troops from Tripoli using the Vergina (ex-Dan, Bilu), December 1983

    Further footage of the Tripoli evacuation, this time with footage of the Ionian Glory (ex-Compiegne) and, briefly at the end, the Odysseas Elytis (ex-Svea Regina)

    A mini cruise on the Corse, 1984

    Coverage of the introduction of SNCM’s Danielle Casanova in 1989

    The return of the damaged Baroness M (ex-Lion) to port after her encounter with Syrian gunboats, February 1990

    A few historic adverts:
    Sealink Ferries SNCF, 1983
    Sealink Ferries SNCF, 1984
    Townsend Thoresen, 1984
    Sealink SNAT, 1992
    P&O European Ferries, 1993
    Sealink SNAT, 1993
    Corsica Ferries, 1997

    And, lastly, some epic coverage of the maiden voyage of the France.

  • The Skagen of 1958, built for KDS’ Kristiansand-Hirtshals route, was a fine early example of what now seem quite small passenger and vehicle ferries designed by Knud E Hansen. The ship passed later to Fred. Olsen before she was sold in the 1970s for use as a ‘mother ship’ for mini submersibles used in oil exploration. Latterly renamed the Pan Trader, she survives in Norway to this day, and these pictures on Flickr demonstrate that much of her original interior is still intact (compare with these ‘as built’ images on Fakta om Fartyg).
  • Please send any contributions for ‘Things Seen’ to admin@hhvferry.com.

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