Fleet Maritime Summer 2011 by Orla Sweeney

fleetMaritime: IRISH SHIPPING & FREIGHT

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Compiled by Howard Knott Edited by Jarlath Sweeney email: maritime@fleet.ie

Volume 6, No. 2 Summer 2011

‘Stena Caledonia’, the Grand Old Lady of the Irish Sea

he planned deployment by Stena Line of its recently chartered ‘Superfast’ sister vessels on the Belfast to Scotland route in October this year will, most likely, bring to an end thirty years of Irish Sea service for the ‘Stena Caledonia’. During those three decades the last of four sisters built by Harland & Wolff will have completed over 20,000 round trips across the Irish Sea and will not, apart from some brief service in the English Channel and North Sea in 1984 and 1985, have strayed from the Irish and Celtic Seas. She was commissioned by British Railways and launched as the ‘St. David’ from the Belfast yard in 1980, taking a name that was traditional for the Company’s ships on the Rosslare / Fishguard route. However, on completion of fitting out a year later she took over the Dun Laoghaire / Holyhead schedule. In late March 1982 the ‘St. David’ achieved widespread fame when she became involved in a blockade at Dun Laoghaire Harbour. There had been a serious dispute involving Sealink, which had taken over the British Railways ferry operation which included the Port of Holyhead and the B & I Line. B & I Line was keen to restore the link with the Welsh Port that had been maintained in earlier times by the City of Dublin Steam Packet Company, taking its ferries out of Liverpool. This would enable the Irish Company to run vessels with two round trips a day on the Central Corridor and greatly enhance its profitability. Sealink did not welcome this competition and the matter was taken up to an inter-Governmental level, but was not going anywhere.

However, late one March afternoon, the ‘laid-up’ M.V. ‘Munster’, B & I Line’s first car ferry and nearly twenty years old at this stage, was seen heading down the Liffey and taking a starboard turn, headed for Dun Laoghaire. It was a bright, sunny evening as she took up station sailing up and down outside the harbour as the ‘St. David’ was spotted by the ever increasing crowd of on-lookers. The ‘St. David’ made a couple of attempts to enter the harbour, but it was clear that the ‘Munster’ was not going to let her in. After a while, and as the light faded, watched by TV News cameras she left and returned to Holyhead. The next morning the ‘Munster’ was still there and kept the blockade. Management at B & I Line was asked who authorised this ‘piracy’ but played dumb saying only that the maintenance crew on board had felt the need to take the old ship out and give her engines a run! Within a day or two B & I Line got its access to Holyhead and the ‘St. David' resumed normal service. Relations between the lines did not, however, calm down too quickly, for no sooner than B & I withdrew from Liverpool and started to run to Holyhead than Sealink opened a Dun Laoghaire / Liverpool service. It was not a success.

In 1986 the ‘St. David’ had become a permanent vessel on the Larne/Stranraer route. In 1990 the Swedish Stena Line took over Sealink and ‘St. David’ was re-named ‘Stena Caledonia’ though she retained the Sealink livery for five years, the Company being branded Stena Sealink. In 1996, coinciding with the arrival into service of the HSS ‘Stena Voyager’ which required special docking facilities at each Terminal, Stena moved out of the P & O owned Larne harbour and into Belfast. ‘Stena Caledonia’ has run between the two Ports ever since. In 2000 she underwent a major refit at the Cammell Laird yard in Liverpool including hull modifications which brought her into full compliance with the SOLAS (Safety of Life at Sea) Regulations that came fully into force only ten years later. In 2009 her interiors were completely upgraded by MJM Marine. This company is based in County Down and is a world respected specialist in cruise and other passenger ship fit-outs; carrying forward the skills that many thought had been lost with the closure of the Harland & Wolff Yard. For a number of years the ‘Stena Caledonia’ proved her versatility operating special services on behalf of the Isle of Man Steam Packet Company shuttling between Belfast, a number of North West English Ports and Douglas with participants and fans of the Isle of Man T.T. Races. Of the four British Rail built sisters, two now operate in the Mediterranean, and a third just recently went for scrapping. It would be a major surprise if the ‘almost new’ Stena Caledonia’ did not have a long future, though not perhaps, in the 'Stena Sphere'.

Irish Ferries Wins International Marketing Award

rish Ferries has added to its tally of top honours by winning the prestigious International Marketing Award at the Irish Marketing Institute of Ireland’s All Ireland Marketing Awards at a gala ceremony held in the Burlington Hotel recently. The shipping company won the award for its ‘It’s everything you go for’ campaign created to develop increased business in Britain.

In their citation, the jury praised Irish Ferries for the messaging of the campaign which, they said, ‘reflected a distinctly Irish heritage in a modern environment.’ In terms of its impact, the jury noted that their marketing campaign helped Irish Ferries to reverse the trend in a declining travel market in 2010.

This is the third major award won by Irish Ferries this year. Against tough competition from all of the UK and Continental ferry companies operating into and out of Ireland, the company recently took the ‘Best Ferry’ title at two separate awards ceremonies held in Dublin - one sponsored by Irish Travel Trade News and the other by the Irish Travel Agents Association.

Cycle Madagascar 2012 Cycle around 500km across the diverse and incredible landscapes of Madagascar and help Transaid to achieve its mission of creating better transport across Africa and the developing world.

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Conference debates Dublin Port’s 2040 Master Plan Volume 5, No. 4 Winter 2010

s a component of the Company’s Consultation process in refining and developing the ideas that had been set out in the recent Master Plan issues paper, Dublin Port hosted a one-day Conference. The event took place at the new Gibson Hotel overlooking the Port complex and was opened by Transport Minister, Leo Varadkar, T.D. There was a packed attendance mainly composed of representatives of businesses that would be seen as being stakeholders in the Port. Speakers were both Irish and International with a programme that sought to cover all the main aspects of the likely developments for the Port and enhancing its value both in financial and ‘quality of life’ values for the City.

In addressing the Conference Minister Varadkar spoke about Dublin Port in the context of the Government’s current Ports Policy Review. He underlined the Department’s understanding that Dublin Port is a major strategic asset. He did not envisage that it would be sold off though other less crucial ports might be sold or merged. Some of the sales proceeds could return the Ports concerned to Local Authority ownership. He also told the Conference that he had taken on board the proposition in the Master Plan Issues Paper that the best way to cut shipping costs for Irish exporters and importers was for the ports to be able to accommodate and work larger vessels. His comments came in a week in which MSC Lines announced the replacement of its container feedering arrangements using vessels of up to 900 TEU capacities by using their own 1700 TEU vessels for the Dublin call. Such vessels will be challenged by current draft restrictions at the Port. Eamonn O’Reilly, CEO of the Dublin Port Company sought to re-assure the attendance that the planned increase of the Port’s footprint over the thirty year period to 2040 from 260 hectares to 300 hectares, on which site 60 million tonnes of cargo could be handled, would be the physical limit of the Port’s growth. Should pressure come on to handle traffic in excess of this amount, it would be logical to either extend existing east coast facilities, or to build a development such as that proposed by Drogheda Port Company at Bremore. At present prices he calculated that in order to repay the €500 million cost for that, a Port on a Greenfield site would require it to handle about 90% of the current East Coast traffic. In response to a question from Pat Corcoran of Arklow Shipping, Eamonn O’Reilly confi rmed

about proposals to establish a ‘Blue Belt’ regulatory regime that would enable ferries operating within Community waters to operate with minimal paperwork so as to make the Shipping mode as easy to use for customers as road or rail.

that he saw Dublin Port having a continuing role in the various bulk traffic which, though a small percentage of Port Tonnage were nonetheless valuable and very steady. He further confi rmed that the Company has no intention to take the Port dry-dock out of operation, conceding its value as a valuable part of the mix of services which the Port provides. In response to the suggestion from Dr. Don Thornhill, Chairman of the National Competitiveness Council to establish a system of benchmarking competitiveness between Irish Ports and those elsewhere, Eamonn O’Reilly said that the Shipping Lines acted in a very competitive manner and would not tolerate charges or service levels that were out of line with competitors. Alistair Eagles of Seatruck intervened and suggested that the Dublin charges were high and that these could, indeed, lose the Port business. Eamonn O’Reilly responded, pointing out that prudent management practices would dictate that Ports must make a decent return on capital in order to survive and develop, particularly in an environment in which there is likely to be no State support. Patrick Verhoeven, Secretary General of the European Sea Ports Organisation (ESPO) set out the major features of the EU Transport and Maritime White Papers. While conceding that these were at present discussion documents, they did give a good indication of the way in which EU Transport policy is going. One major issue is the requirement for the Maritime Industry to reduce sulphur and other emissions by 60% by 2050; another was the focus of the Commission in seeking to differentiate Ports policy between ‘Core’ Ports and others in order to develop a more flexible response. As presently proposed, Dublin Port is the only Irish Port that would qualify as a Community ‘Core’ Port. He also spoke

Michael Stubbs, Dublin City Council Assistant Manager spoke about the development plans for the Greater Dublin Area (GDA). By 2016 the Council anticipates that the Dublin City Centre area population will have grown by another 60,000 people and that by the GDA will be home to 39% of the national population. Th is underlined for the Council the essential role of the Port as an economical and ‘green’ way of supplying the needs of those citizens. His presentation also took in the Council’s initiatives in terms of walkways etc. through the region and the need for the Port to be more accessible and visible for the citizen. Th is was a theme that was taken up at a later session by Kurt Tuerlinkx of the Port of Antwerp who spoke to the theme of ‘Port of Antwerp; made by People’. From him came a very strong message to involve all groups of the City population in Port related activities so as to get the clear message across of the benefits that the Port brings to the City. The IDA was represented by Brendan McDonagh, Manager of their Planning and Strategic Investments Division. He emphasised the strong record of Ireland in attracting Foreign Direct Investment (FDI) and the vital importance that being able to demonstrate efficiency in gett ing goods to market plays. For him, the critical line in the Port Master Plan was the need for the Port to have the capability to cater for new and larger ships. Stephen Aherne, Irish Rail Manager Freight, spoke about the current limitations on the use of rail freight in Ireland, but went on to explain the potential value of the rail spur that has been completed within the Port’s common user terminal and which was being trialled as the Conference took place. He and others spoke about the niche traffic that could be developed taking cargo to and from the quays by rail and how this complied with EU policy. The afternoon sessions focussed mainly on the passenger elements of the Port’s business and involved tourism and related interests. The proposal in the Master Plan to develop a special Cruiser Terminal close to the LUAS Point Village

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MARITIME 111 Terminus was seen as something that was vital to the orderly development of this fast growing business. There was considerable optimism concerning the development of passenger ferry traffic, particularly for the family tourist business and also for the older travellers who consider themselves to be more ‘time rich’ and prefer to avoid the hassle of present day airports. Talking with Eamonn O’Reilly and Port Chairperson Lucy McCaff rey, they were both well satisfied with the day and with the torrent of ideas that came from both speakers and from the floor. They will now analyse the responses

received to the consultation document over the summer and then set out to produce a more defi nitive Master Plan for Dublin Port. The need for an immediate plan of action for Dublin Port was underlined by the announcement on the day following the Conference by MSC lines that they intend to replace their existing feeder ship arrangements with larger vessels. MSC will shift its Hub Port for its Irish Sea area cargo from Le Havre to Antwerp. Up to now it has used a 900 TEU, WEC Lines vessel on the Dublin calls and such vessel sizes are the current norm

at Irish Ports and can operate without any tidal restrictions. MSC are now, however, introducing its ‘Miltiadis Junior III’ vessel which has a 1700 TEU capacity. Previous MSC operations with a 1200 TEU vessel were restricted due to that vessel’s deep draft. Forecasters expect that the average size European Feeder Vessel in five years time will have a 2500 TEU capacity. Singapore based Neptune Orient Lines (NOL), subsidiary, APL has also introduced a larger feeder vessel onto its Irish services. The new 800 TEU vessel will make weekly calls at Dublin, Cork and Belfast, before sailing back to Rotterdam.

Celtic Link Ferries shift towards passengers

exford based Celtic Link Ferries have announced that on completion of her charter in October, they will return the chartered ‘Norman Voyager’ to her owners and replace her with a vessel with considerably greater passenger accommodation. The ‘Norman Voyager’ was chartered by LD Lines coming direct from her builders in 2008 to open their Rosslare – Le Havre service. Th is operated in ‘head to head’ competition with the existing Celtic Link Cherbourg service and, after a number of months LD Lines exited the Celtic Sea, sub-chartering the vessel to Celtic Link. Celtic Link has had considerable success in building their passenger business using the ‘Norman Voyager’ but, Sales Manager, Rory McCall told Fleet Maritime that the vessel’s lack of cabins and separated restaurant and other

The ‘Cartour Beta’ is a sister vessel of the vessels being operated by Stena Irish Sea Ferries on the Belfast- Birkenhead route, the ‘Mersey Seaways’ and ‘Lagan Seaways’. Stena are still awaiting approval from the UK Competition Authority for their takeover of that service from DFDS Seaways. The Irish Competition Authority has recently given its approval for the move. facilities for freight drivers and car passengers, limited the Company’s ability to serve the Summer tourist market. The replacement vessel, currently named ‘Cartour Beta’ has a passenger capacity of almost 1,000 and 480 cabin berths. Her specification also includes separate dining and recreation facilities for freight drivers. Her freight capacity is similar to that of the ‘Norman Voyager’ and she will also have similar capacity for livestock and hazardous goods carriage.

Rosslare Harbour reported a fi fteen per cent rise in passenger volumes on ferries operating on the French routes from the Port (Celtic Link and Irish Ferries) during 2010 and advance booking s for 2011 would support the view that this year will also see a strong increase. Th is growth will, in part, be assisted by the arrival of the replacement vessel. Freight growth may be tempered by the strong competition from the Cobelfret services operating out of Dublin.

Coastlink cruise

he Coastlink Liverpool Conference takes place on 15/16 June and for many, the highlight will be a cruise from Liverpool Pier Head to Salford Quays in Manchester while delegates engage in a series of workshops and then discuss conclusions. The UK's Shipping Minister, Mike Penning MP, will be on board the Mersey ferry Royal Daffodil and will address delegates before the workshops begin. Only slightly shorter than the Panama Canal, the Manchester Ship Canal opened in 1894 and allowed ocean-going vessels to sail right into the heart of Manchester. It only began to decline in the 1970s when containerisation produced a steady escalation in ship size and Manchester Docks finally closed in 1982. Some berths at the seaward end of the Canal, primarily handling liquid products, have remained in use and now

the current owner, Peel Ports, is well advanced with its plans to return traffic to Manchester with new facilities suitable for containers at Salford Quays. Shippers are expected to be well represented at this Conference as Liverpool is a major logistics centre and the heart of many companies’ supply chain networks, serving as it does a hinterland of about 7.5 million people. One key subject to be discussed will be the desirability of closer collaboration between shippers to consolidate volumes, so making their traffic more interesting to shortsea, barge and rail operators. Geographically there will be a bright spotlight shining on Ireland and Iberia, strong trades for the Port, and on reefer transportation. North-West England is traditionally a major food producer

and the availability of temperature-controlled transport is crucial. The need for efficiency in the supply chain is paramount and intermodal transport must fight hard to win business away from the road operators. While Royal Daffodil provides the venue for Day One, Liverpool’s Maritime Museum is the chosen location for Day Two. Full details of the programme and how to register can be found onwww.coastlink.co.uk.

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The Port of Killybegs re-invents itself

illybegs is one of Ireland’s six major fishery harbours which, though under the care of the Department of Agriculture and Fisheries, are now managed by their Local Authorities. These harbours are not part of the Department of Transport Ports policy framework. Donegal County Council has launched a marketing and development programme to drive new business to Killybegs. Micheal O’hEanaigh, Director of Service, Community, Culture and Planning at the Council told Fleet Maritime: "Donegal County Council, through the structures of the County Development Board is working with all stakeholders, public, private and community to develop Killybegs as a centre for marine related industries. These include servicing the renewable energy sector, offshore exploration, tourism and added value food. Recent developments include production of a Killybegs prospectus highlighting all services available and the launch by Letterkenny Institute of Technology of the National Wind Energy Training Centre at their Killybegs Campus".

Major strengths of Killybegs, developed during the period of intense growth of the fishery fleet based at the Port in the 1990’s, are in the availability of long quays, with a depth alongside of twelve metres, far more than any port of the East Coast. These are being exploited by companies such as Shell, E & P, who have been at the port since commencement of the Corrib Gas and other West Coast exploration in 1995. The recent designation of the sea off the North Mayo Coast as Ireland’s main offshore energy development and research area for wave and tidal energy devices presents considerable opportunities for Killybegs. In developing this business the proximity of Donegal Airport is useful. Killybegs has also been actively developing its potential as a Port of call for Cruise Ships giving tourists access to the attractions of Donegal and West Ulster.

according to a recent report commissioned by former Agriculture Minister Mary Coughlin, been frustrated by ‘ a lack of business focus’ among Department officials, who had ‘little marketing and commercial activity’ involvement in their harbours.

Despite the efforts of the County Council and some local business interests, developments have

McCarthy Report critical of current Ports Policy

he recently published McCarthy Report on State assets and liabilities came up with a number of strong recommendations for the Port sector. While the Review Group considered that it was evident that there were too many Irish ports for the trade available, they declared that they were not in a position to decide what might be the right number. They considered that the current structure involving a number of separate Port Companies was not viable. In some cases State Ports had a turnover of one million euro or less. Amongst the relevant recommendations were:Recommendation # 29. “The Review Group recommends that the State-owned ports including Rosslare should be restructured into several competing multi-port Companies, built

Recommendation # 30. “The Review Group recommends that privatisation of some or all of the ports should be considered, ideally after the recommended restructuring. The adequacy of competition in the sector on an all-island basis should be reviewed prior to privatisation and suitable regulatory arrangements put into place is deemed necessary.”

around Dublin, Cork and Shannon Foynes. The Competition Authority should be consulted concerning the amalgamation process. Dublin, Cork, Shannon Foynes and Rosslare are big enough to be disposed of separately, but, ideally this should follow sector rationalisation”.

Recommendation # 40. “The Review Group recommends that CIE’s Rosslare Euro port should be disposed of.” The Department of Transport intends to feed the outputs of this review into its deliberations concerning a new Ports Policy. This policy will also have to be consistent with developing EU Ports and Maritime policies.

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