Secret Scotland

If it's secret, and in Scotland…

My brain hurts – I must have been trying to read a Scottish ferry article

Yup, THAT was careless of me.

I used to enjoy travelling on the occasional ferry. I even managed to do a little work on some of them, and had some ‘free’ trips along the Clyde as they went to the trials area. That was even more fun – normal ferry journeys don’t include running the engines up to full power with the rudder hard over, sailing in circles with the stabilisers fully deployed to keep the vessel level. We even managed to blow cylinder heads on one trip (and they’re big on ferries that can carry up to 500 passengers and 120 cars).

While I’m still interested, it’s no fun following the fates of both the old vessels (retired) and the new, as the news never seems to be good.

It used to be intriguing as various people and groups claimed they could operate and maintain the services better than CalMac, but never really had to worry about actually delivering since the chances of them winning the work were slim, but they cost everyone else millions thanks to their challenges.

Fast forward something in the order of twenty years, and it seems that little has changed, with millions apparently still being gobbled up by side issues (as opposed to running costs and subsidies), plus RET (road equivalent tariff), howled about and demanded for years, yet apparently the ‘wrong thing’ when it was introduced. Apparently what should have been applied was a journey pricing system in use by air carries. No, I’m NOT going to summarise this one in then words or less.

And, I digress (and it’s not even reducing the pain).

Here’s another chapter to add the disaster which has grown from the opportunity to create new ferries…

Ministers reject Ferguson shipyard share ownership bid

Far too much political nonsense and blame being concentrated on.

All concerned really do seem to have lost the plot, and completely forgotten the idea was to develop and build two new technology ferries.

Can’t wait for the next chapter.

Hole in Boat

01/08/2019 Posted by | Civilian, Maritime, Transport | , , | Leave a comment

And the ferry ‘fun’ just goes on

While I may have given up on commenting on the decades of fun certain people have already had at the expense of those running Scotland’s ferries, that doesn’t mean I have to ignore the ongoing hilarity.

My generalisation stands, that there’s a noisy, vocal, clique which, for whatever reason, just says ‘NO’ to whatever is done regarding ferries (and CalMac in particular), and that they’d still whine and complain in just the same way if there were twice the number of ferries sailing, and they were free too use.

Don’t misinterpret that, there are genuine issues, but they’re nothing to do with ferry services as such, for example, the current nonsense which has developed regarding the supply of two new ferries being built on the Clyde.

Bet they wish they’d had them built in Poland.

And so it goes on, with people trying to play at winning ‘Brownie Points’.

More whining, no action, and, of course, Cmal’s to blame…

An independent inquiry into the future of West Coast ferry services is now a necessity, writes Brian Wilson.

An open letter to staff from a respected Caledonian MacBrayne skipper, retiring after 34 years, did not miss and hit the pier.

This account makes Fred Karno’s Circus seem like a smooth operation. Linkspans that don’t fit cardecks. Gangways that don’t fit ferries. Transient management in Gourock that doesn’t listen to seafaring experience. And so on.

What is to be done? Many problems trace back to a quango called Caledonian Marine Assets Limited, chaired by a Danish logistics expert and including nobody from the ports CalMac serves.

Respected skipper’s letter exposes dire state of West Coast ferries – Brian Wilson

The next whine will be along shortly.

Sinking boat

 

13/07/2019 Posted by | Civilian, Maritime, Transport | , | Leave a comment

Oh dear – when your haters sharpen their knives, you’d better take care

While I’ll just be dismissed as someone who likes CalMac, or in this particular instance the related CMAL, I can’t help but think that this story is really just another in the long-running tradition of “CalMac hate” by those who seem to have made this their hobby.

Thinking not only of CalMac, but in more general terms, there will always be borderline cases where rules applying to the conduct of personnel fall into areas where they aren’t specifically or clearly applicable. It could almost be likened to speeding, where there are some who say drivers travelling at 31 mph in a 30 mph zone should be fined. Such things sound grand – but selectively forget that the speed indicating equipment in cars has a tolerance, as does the speed detecting devices used to identify speeding drivers, so things are simply not as simple as some make them out to be.

When I see a CalMac item in the news, I can usually make a safe bet that there will generally be bad news, or negative comment to follow.

They announce new ferries… “They’re spending too much money”, or “They run their ferries too long”, or there’s fun such as CalMac ferry saga: Now passenger capacity to be cut on delayed new boats

As usual, CalMac is slated, but if legislation changes during the course of a build, will the haters give the company a gold star if it ignores the change and carries on with the original plan? I doubt it – they’ll be at the head of the queue demanding to know why it ignored the changes.

They get an operating subsidy (as lifeline service provider, CalMac operates at a loss). That goes up, so there is intense whining from the haters.

But they selectively forget they cried for reduced ferry fares and RET (Road Equivalent Tariff), and that the ferry services cost the same to run. Did they expect CalMac to wave a magic wand and make their operating costs fall, in line with the fares after RET?

I could probably go back over past items and make a list, but have better things to do.

But I think I’ll mention a gem from the past, when ‘ferry user group’ was formed to hassle CalMac on one particular route.

The ringleaders would use anything to whip up discord, even complaining about the teabags used in the onboard cafe of one ferry.

So, to this most recent story, which seems to be more of the same, and concentrates of making a mountain out of a molehill regarding gifts.

I don’t have all the details of course, just what’s in the story, so can’t really comment – and since I’m not “hating” I’d be dismissed anyway.

But, it all looks a bit silly to me, and designed to breed discord, rather than reveal some sort of major source of corruption.

So, this was the latest BIG REVEAL of problems…

Concern over hospitality received by ferry firm director

I’m not even going to bother (going into detail).

I tried to find an illustration that went with this, but they were all too specific/personal.

So I thought one suited, as it represents where I think the haters always like CalMac to be, and makes them happy.

Trying to stay afloat while sinking

Dammit – EVERY time I say I’m NOT going to look at ferry stories!

😉

23/05/2019 Posted by | Civilian, Maritime, Transport | , , | Leave a comment

Ferry storm is brewing

While it was obvious, and I claim no cleverness over predicting that Ferguson Marine and Caledonian Maritime Assets Ltd (CMAL) would end up having a slight dispute over the dual-fuel ferry contract, is something sad to see.

Instead of potentially having a product that might have been an asset as a sales offering, and maybe even being able to suggest Scotland had something to point at and say ‘Come to our shipyard and buy a ship’, all we have is the usual sad tale of Clyde shipyards, delays, and disputes.

All it needs is for the workers to come out on strike for more money, and the set is probably complete!

The shipbuilder with the contract to build two delayed CalMac new ferries has said it will lose £39.5m on the deal.

The latest accounts for Ferguson Marine show the Inverclyde yard made a loss of £60.1m in 2016.

Ferguson Marine claims “interference and disruption” from the Scottish government’s ferry company is to blame for the losses.

The firm also wants to renegotiate the terms of its £45m government loan.

Owner Jim McColl – who rescued the yard from administration in 2014 – put £8.5m into Ferguson Marine from one of his other companies, according to the accounts.

The two dual-fuel ships – which can be powered by liquefied natural gas as well as diesel – will operate on CalMac’s Clyde and Hebridean routes.

They have been ordered by Caledonian Maritime Assets Ltd (CMAL), which buys and leases the CalMac ships on behalf of the Scottish government.

‘Interference and disruption’

In its accounts, which were filed over a year late, Ferguson Marine stated: “The directors believe that post contract award, variations, interference, and disruption caused by the customer have resulted in additional unforeseen costs.”

But CMAL rejects this and has previously insisted Ferguson Marine has to stick to the terms of its £97m fixed-price contract.

The row is set to go to the courts.

Ferguson Marine says it will lose £40m on new CalMac ferries

I can’t watch.

But, I started following this years ago, so I suppose I’m stuck.

I found this video of MV Saturn from 2011, when it was still sailing (although I’d used it regularly, I was out of the loop by then).

I think the last sentence in the description of the video is just about sums things up today…

Calmac car ferry sailing into Gourock. Video shot in November 2010. This was a familiar scene for many years. All we have now are memories and video clips.

Still, we can enjoy the clip, and seeing one of the streakers in action.

20/12/2018 Posted by | Civilian, Maritime, Transport | , , | Leave a comment

Ferry stories – don’t you just love them?

It doesn’t seem to matter what the subject is, ferry stories always seem to be good for a few laughs, or should that be tears?

This all seems rather odd to me, from a business point of view at least.

While I wouldn’t look too kindly on calls for more money where a standard, or repeat, build was concerned, I cannot for the life of me see why there should be any problem with the builder/yard going back to the client and asking, or even demanding, payment for work arising from additional developments, not specified in the original contract.

While we (involved in developing custom electronic control system) often had to sit down with a grumpy client and ask for more money, they did at least capitulate and pay up when presented them with the original spec as per the contract, and highlighted the addition they had made.

Why this should be an issue when the builder of a new type of ferry, which is being developed as the build progress, is beyond me.

Even the F-35 combat aircraft, unwisely built and developed in full public view (instead of having the same done in secret behind closed doors, as this was done before), received proper payment for that type of work, while rectification to specified work was paid for by the contractor.

And the same comment applies to delays – if the builder fails to complete as per schedule, fair enough.

But if the principal changes the spec and ask for additional items and makes more demands – how is that the builder’s fault if the delivery date is later than originally specified?

Ferries – a whole new type of madness.

Ferguson Marine owner says cash needed to finish ferry contract

Enjoying Insanity

Enjoying Insanity

30/08/2018 Posted by | Civilian, Maritime, Transport | , | Leave a comment

Yes, that whining noise you hear DOES mean Scottish ferries are back in the news

Off we go again.

I love the way ferry users complain when they don’t get what they want, and still complain when they do.

For years, it was complaints about the high price of ferry tickets in Scotland, the lack of RET (road equivalent tariff – I’m not explaining it any more, go search), and stifling of tourist trade and visits to the islands.

Guess what?

Now that we have RET and ticket prices are falling…

Yup, you guessed it – STILL complaining!

Rising visitor numbers are creating pressures for places on ferries to and from Scotland’s islands.

Locals and businesses are feeling the pinch while the Scottish government say they are working to improve services.

Should locals get priority on ferries?

And it doesn’t end there.

It may come as a surprise to some, but you can’t just go to ‘The Ferry Shop’ and buy a new one off the shelf.

They last something like 20-30 years, and have to be commissioned when new ones are needed and built. They always cost a lot more, and not just because of inflation, but because legislation changes, get stricter, and these days have environmental/energy requirements to meet.

This means that each generation of ferry is effectively not only a new-build, but also new-tech.

If there’s something similar being produced in the yards, chances are you’ll get an on-time delivery.

But if you order something special, reality check says you should plan on it being late.

Or you can stick your head in the sand, and look shocked and surprised when it’s late.

Writing on my favourite subject is making me late, so I’m just going to stop there.

Or add one more little observation – it’s a contract to build a new ferry type.

So how come the comment moron section is full of demented political rambling?

Latest CalMac ferry now delayed by a year

I’m REALLY beginning to favour only the BBC’s generally ‘moron section’ free articles nowadays.

(And beginning to understand why a few hundred morons went to protest at the BBC’s HQ recently, if they can’t get posting their stuff there as much as after other media sources.)

Further delays to delivery of new CalMac ferries

Not even going to waste a nice ferry pic on this one.

Have some free advice instead.

Whining Solution

 

16/08/2018 Posted by | Civilian, Maritime, photography, Transport | , | Leave a comment

MV Eigg retires after 45 years on the Clyde

MV Eigg is the last of eight Island-class vessels operated by Caledonian MacBrayne  (CalMac) and was launched in 1975, with a capacity for 75 passengers and fives cars.

It has been withdrawn from service, and is to be sold off.

Caledonian MacBrayne’s oldest ferry MV Eigg ‘retired’

Operating mainly on the route between Oban and Lismore, it also saw service at Largs, Lochranza, Tobermory, Iona, Raasay and Lochaline.

The wee ferry was pictured between the slips at Rhubodach and Colintraive during March, by Zak.

Click on the image for the original, and see more CalMac vessels in Zak’s gallery: CalMac Ferries

MV Eigg Copyright Zak

MV Eigg Copyright Zak

10/04/2018 Posted by | Maritime, Transport | , , , | Leave a comment

Hydrogen powered ferry to be studied for Western Isles

I usually steer clear of projects involving hydrogen, not because there is anything intrinsically wrong with the idea itself, if carried out under appropriate conditions, but because all too often I find that many of those advocating such projects are technically incompetent, and fall into closer to the category of Green Looney than informed advocate.

Hydrogen is easy to misrepresent, and sell only on the basis of being ‘clean’ (or ‘green’), since the only emission (claimed by some) from its use is… water.

But this forgets the conventional process of producing the gas, which can consume large amounts of energy. This is merely a fact arising from the processes involved – it is neither ‘green’ nor ‘non-green’.

This also conveniently glosses over the consequent fact that using the same energy (and let’s be honest and say this is electricity) to power electrical transport directly can be done at around 90% efficiency, while using hydrogen to power transport, via a mechanical engine, or fuel cells, with only yield about 20% – once the whole chain is taken into account.

Those with a negative agenda will now point out that the production process is ‘dirty’, since it uses various fossil fuels to produce the electricity needed to manufacture/compress/store/chill/pump the hydrogen.

They might also note that hydrogen cannot be stored indefinitely, and in hydrogen vehicle use, the tanks have to be vented as the compressed gas boils, with the loss being up to half a tank over a two-week period.

And so far, apparently, there are no private hydrogen refuelling stations for vehicles – they cost millions, and the few that exist for road vehicles are presently only provided by the hydrogen suppliers. I could go on with more potential pros and cons, but it’s not my job to educate, just to point out that both exist, and should be properly considered.

But we don’t have an agenda, so we now point out that sensible plans will use renewable sources of electricity for those processes – something that makes a great deal of difference to such proposals.

This is a game-changer for such proposals, and it seems that the proposal for a hydrogen-powered ferry does refer to renewable sources to provide its hydrogen.

The feasibility study will look at the manufacture of the hydrogen using local wind power, the challenges of how to handle, transport and store the hydrogen on local piers, and how the design of the ship and its engines needs to be adapted to run on hydrogen fuel.

Point and Sandwick Trust said hydrogen has been used for small vessels on rivers or coastal routes but, so far, not successfully for larger sea-going vessels.

Project manager Calum MacDonald, development director for Point and Sandwick Trust, said: “We have a simple yet bold vision which is to harness the huge potential of community-owned wind power on the Scottish islands to power the lifeline ferry services by utilising the very latest in hydrogen energy technology.

“Turning that vision into reality will be a world-first and requires the very best expertise in both energy and shipping technology.”

Via Study into hydrogen powered ferry for Western Isles

At this stage, pre-judging positively OR negatively would not be a wise move, and more indicative of the politics of anyone making such a premature judgement.

Hopefully the media will not just forget about this study, and will alert us to the subsequent findings.

I lost track of the story of CalMac’s hybrid ferries, and never picked up the thread again, although I was told that there had been a problem with the batteries, but my ‘informant’ on this subject failed to provide any details to back up the claim. And, after a quick look failed to find any substantial details, I gave up. I know… I should have ‘Tried harder’.

Wonder what these guys breathe?

Unusual Ferry

Unusual Ferry

26/02/2018 Posted by | Transport | , , , , | Leave a comment

UK’s first liquefied natural gas (LNG) passenger ferry built and launched on the Clyde

I have to confess to a miserable failure, having spent too much time looking at the detail behind the first hybrid ferries launched and operated on the west of Scotland to follow up on their story.

Built for Caledonian MacBrayne (CalMac) at Ferguson Shipbuilders, Port Glasgow, the hybrid ferries MV Hallaig and MV Lochinvar were announced back in 2012, and I gave the early details here The hybrid ferries of CalMac are real

However, after their completion and entry into operation, I forgot about them (since I no longer ‘float’ around the Clyde) until I received a message to the effect that there had been some sort of problem with their batteries, and that they had failed to operate as expected.

Since I don’t like to rely purely on hearsay or a single unsubstantiated source, I never got around to finishing that story as I (then at least) couldn’t find any news reports or accounts of the problem.

Maybe somebody knows better, and will point me/us at proper details (or I might have another look).

But, this is really about the arrival of another new (here at least) technology for our ferries, unveiled at Ferguson Marine Engineering Limited’s Port Glasgow shipyard.

MV Glen Sannox

MV Glen Sannox can accommodate up to 1,000 passengers, is 102 m (335 ft) long and can carry 127 cars or 16 lorries. It can operate on marine gas oil (MGO) as well as liquefied natural gas (LNG), and is the first of two such ferries being built as part of a £97 million Caledonian Maritime Assets Limited (CMAL) contract. The second LNG ferry (as yet unnamed), is still under construction at the yard, and is planned for the Tarbert/Lochmaddy/Uig route.

Intended for the Ardrossan/Brodick route, the new ferry is set to begin operating in winter 2018/19, and will contribute to meeting emission  reduction targets set by the Government.

This sees the return of the name Glen Sannox to an active vessel, having been seen on a car and passenger ferry serving Clyde routes between 1957 and 1989.

Via UK’s first liquefied natural gas ferry launched on Clyde

Glen Sannox Port Glasgow

Glen Sannox Port Glasgow

Thomas Nugent’s catches are often rewarding, and it seems a shame not to offer credit for the research done regarding this particular (sole surviving) Clyde shipyard:

A series of photos of the construction of MV Glen Sannox, taken from the same spot over a period of eight months.

Shipbuilding is still thriving in Port Glasgow, 237 years after Thomas McGill opened the first yard in the town in 1780.

Ferguson Marine shipyard is the last shipyard on the Lower Clyde and is also the last yard in the UK capable of building merchant ships. Shipbuilding started on this site at Castle Road, off the A8, in 1791.

Things could have been very different; the yard entered administration in 2014, 70 staff were made redundant and it appeared that the town’s proud shipbuilding history had come to an end. However, East Kilbride based Clyde Blowers Capital, owned by Jim McColl OBE, purchased the yard and have invested millions of pounds in an on-going modernisation project that will see the yard enter a new era and seek out new markets.

The building on the left is the new shipyard new office complex. The ship under construction, now known as “Glen Sannox”, is a 102m long LNG (liquefied natural gas) powered car and passenger ferry for Caledonian Macbrayne. Part of her sister ship “Hull 802” can be seen on the right.

See the rest of his pics at: Building a ship in Port Glasgow :: Shared Description

LNG and a Scottish loch

There is, perhaps, a slight irony in the arrival of these ferries, as Loch Striven on the west of Scotland was once used to hold giant gas tankers, which lay dormant for some 14 years:

Nestor and Gastor were two refrigerated LNG (liquefied natural gas) carriers completed during 1976 and 1977, intended to transport LNG from Algeria or Nigeria. The discovery of North Sea oil/gas in 1969, followed by the start of production on 1975, effectively rendered the tankers redundant, and they were laid up in the loch the with only a skeleton crew on board, They remained there until 1991, when Shell purchased them to transport LNG from Nigeria. Prior to undertaking the sea journey to France, the tankers were taken to the pier at Inverkip Power Station, where engineers reactivated the vessels and restored them to safe operation for the trip.

In the 11th November 2011 edition of the Dunoon Observer in the 20 YEARS AGO column an item,”Ghosts leaving” appeared:- “The twin ‘ghost ships’ of Loch Striven – giant gas tankers, the Castor (stet) and Nestor – were to be recommissioned after lying dormant in the Loch for 14 years. After a refurbishment by Shell UK, the Bermudan registered ships were to be used to transport liquefied natural gas between new gas fields off Nigeria and Europe and the USA. The 274 metre-long vessels were to be re-named the LNG Lagos and LNG Port Harcourt.”

Via our Loch Striven page

24/11/2017 Posted by | Civilian, Maritime, Transport | , , , , , , , , , , | Leave a comment

Second CalMac hybrid ferry to be named Lochinvar

Hybrid ferry

Hybrid ferry via CMAL publicity

We previously noted the imminent arrival of hybrid ferries to the Clyde, and the completion of the first of a pair pioneered by CalMac when the 135-tonne MV Hallaig was launched from Fergusons on December 17, 2012, at 14:00, which marked the start of  new era. The hybrids are able to carry up to 150 passengers, 23 cars or two HGVs, and travel at 9 knots.

The second of the pair has had its name of MV Lochinvar released by Caledonian Maritime Assets Ltd (CMAL), and like Hallaig, was built at Ferguson Shipbuilders Ltd in Port Glasgow and is due to be launched in May. Lochinvar’s route will service Tarbert and Portavadie.

The names of all ships in the new hybrid fleet will follow the first vessel, the MV Hallaig, and be named after Scottish literature.

Hundreds of people voted for the new name and Lochinvar received over 55% of the votes cast.

The name comes from an excerpt of Sir Walter Scott’s epic poem Marmion written in 1808. The stanzas telling the story of “young Lochinvar” particularly caught the public imagination and were widely published in anthologies, and learned as a recitation piece by many school children.

Via New hybrid ferry named MV Lochinvar after Sir Walter Scott poem | Highlands & Islands | News | STV

Sir Walter Scott, “Young Lochinvar”

11/04/2013 Posted by | Civilian, Maritime, Transport | , , , , , , , , , , | Leave a comment

Scotland pioneers hybrid ferries, but could it go for battery as well?

I hadn’t realised it was just over a year to the day that I had first noticed and written about the pioneering hybrid ferries had commissioned, and were to be built in our very own Scottish shipyards – Fergusons Shipbuilders of Port Glasgow to be exact.

I won’t repeat the story behind these new ferries and their operation (you may read the original post here: The hybrid ferries of CalMac are real where links are given to the manufacturers description of the concept and its operation) , other than to say the two vessels are described as the world’s first sea-going roll-on roll-off vehicle and passenger diesel-electric hybrid ferries.

The first of the two hybrid ferries was completed recently, and the 135-tonne MV Hallaig was launched from Fergusons on December 17, 2012, at 14:00. The vessel is almost 150 feet long, and can accommodate 150 passengers, 23 cars, or two heavy goods vehicles.

The launch was recorded by someone lucky enough to work at the yard, and get a privileged position:

See also: ‘Hybrid’ CalMac ferry launched from Port Glasgow

Completion for delivery into service with CalMac is expected to be completed during early 2013, with the new ferry expected to come into service on the route between Skye and Raasay next summer, following fitting out, testing and certification. Trial are expected to take place in April/May, with the handover taking place in May.

Hallaig has its own page on the excellent Ships Of CalMac web site.

So, since we appear to have a reasonably well thought out and Scottish-made hybrid ferry (and another in the pipeline) ready to go into service, why did I refer to battery operation in the title?

Battery ferries

While Scotland has its ‘world first’ as its first hybrid car ferry gets set to enter operation…

I have recently come across another ‘world first’ in the form of the first car ferry powered by a purely electric drive system, as reported by Siemens on January 9, 2013.

Working together with the Norwegian shipyard Fjellstrand, Siemens announced development of the world’s first electrically powered car ferry, known as ZeroCat. Larger than Hallaig, their 80-metre (260 foot) vessel can accommodate up to 360 passengers and 120 cars, so is not only fully electric, but in a different class, given its ability to carry so many passengers.

Battery ferry

ZeroCat battery ferry – Siemens press picture

Due to enter service in 2015, ZeroCat will serve the route between Lavik and Oppedal, across the Sognefjord. The electrically powered ferry was developed in response to a competition organized by Norway’s Ministry of Transport, and won by shipping company Norled, which was also granted a license to operate the route until 2025 as part of its prize.

Instead of the 2,000-hp diesel engine which powers the current ferry and consumes on average more than 264,000 gallons (over 1 million litres) of diesel each year, and emits around 570 tonnes of carbon dioxide (CO2) and 15 tonnes of nitrogen oxides (NO),  ZeroCat uses an 800 kW, 11 tonne battery to drives two screws. Although the battery is heavy, the completed vessel weighs only half that of a conventional catamaran ferry, as its twin hulls are fabricated in aluminium. The hulls also use a particularly slim design which increases their efficiency, and Siemens estimates that the new ferry will need only 400 kW to cruise at 10 knots.

One  critical requirements the design was required to satisfy was the need to fully charge the batteries in only 10 minutes – the time taken to turn the ferry around at each terminal. This power demand rendered conventional charging methods unsuitable, since neither port was supplied by a large enough electrical grid to deliver the required charging current.

Instead, each terminal is equipped with a high-capacity battery installation, able to be charged slowly while the ferry is en route. This means they are then ready to provide a quick “dump charge” in the 10 minute period during which the ferry is docked while it loads and unloads it cargo of passengers and cars.

Such a system would seem to be one which could be used to advantage in Scotland, where a number of short routes exist, and the ferry terminals are only a short distance apart. For example, Rhubodach/Colintraive, and Largs/Cumbrae come to mind in my own area.

These journeys are much shorter, and of lesser capacity than that given in the Norwegian example, simplifying the demands on the batteries, motors, and charging systems. The turnaround times are also somewhat longer here, allowing more relaxed charging criteria. Given the shorter routes, it should also be possible to relax the full charge requirement too, and allow such ferries to operate without having to receive a full charge at every docking.

Unfortunately, I don’t know anyone in this business now (I used to, long ago, and even worked on some ferries – no, not in the galley, but in a technical capacity), so have no idea if anything like this is even being considered for future vessels operating in Scottish waters.

05/02/2013 Posted by | Civilian, Maritime, Transport | , , , , , , , , , , | Leave a comment

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