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Celtic Link Ferries newest ferry Celtic Horizon was officially launched onto the Irish-French service with a reception held on board the 27,522 tonnes vessel at her homeport of Rosslare Europort on Monday, writes Jehan Ashmore.
Minister for Public Expenditure and Reform Brendan Howlin T.D. launched the 840-passenger capacity vessel onto the Rosslare-Cherbourg route and welcomed the newcomer as part of an "important driver of the economy ".

She replaces the Norman Voyager which too was built by Visentini. The 186m ro-pax vessel last week arrived from the Mediterranean (to read more click HERE) and will be chartered to CLF for a five-year term contract. Overall she has a larger passenger deck compared to her predecessor, with a restaurant, two bars, pull-man lounges, a cinema, children's play-area, game-zone and kiosk-shop.

In addition to her 130 cabins she has five vehicle decks for 200 cars and a total 2,500 lane freight metres equating to around 110-trucks. An unusual feature is an escalator that whisks passengers from the car-decks up to the passenger deck.

Prior to the event, Celtic Horizon had arrived into the Wexford port. She had completed her maiden 'Irish' round-trip commercial voyage over the weekend from Cherbourg during stormy seas under the command of Captain Richard Collins.

Last year CLF handled 60,000 passengers and 50,000 vehicles between tourist vehicles and freight business. This year they are expecting an increase of passenger traffic of around 30%. The company are the only ferry operator running year-round sailings on the Irish –French routes.

CLF took over the Rosslare-Cherbourg route from P&O in 2005. With the Celtic Horizon they will continue providing three-round trips per week on the route which transports passengers, tourist cars, camper-vans, freight trucks including livestock and the importation of French manufactured new trade-cars.

Published in Ferry

Celtic Link Ferries are to introduce a replacement ferry on their Rosslare-Cherbourg port route later this year, writes Jehan Ashmore.

The current ship serving the route to France is a modern 26,500 tonnes ro-pax ferry Norman Voyager which entered service for Celtic Link Ferries less than two years ago. The ferry (photo) has a service speed of 22.9 knots and takes 18-hours to travel on the direct route between Ireland and France.  

A spokesperson for the company claimed that bookings for the thrice-weekly round-trip sailings for this season are faster in uptake compared to this time last year. The Norman Voyager can take 800-passengers and 200 vehicles and facilities include 110 cabins, bar, restaurant, lounges, cinema and a shop.

The charter of Norman Voyager ceases in October and this will see the introduction of the acquired vessel on the year-round operated service. A competition is to be run and open to the public so to establish a new name for the vessel.

The new vessel the Cartour Beta (photo) is slightly larger at 27,552 tonnes and will be able to offer facilities with a wider choice of bars, restaurents and play areas. She has a speed of 25 knots, an increased passenger capacity of nearly 1,000 passengers, 800 cars or 150 freight vehicles.

Cartour Beta in the meantime operates on an Italian ferry service run by Caronte and Tourist (C&T) on two routes between Salerno to Messina and Termini Imerese in Sicily.  

Externally in appearance the vessels are very similar except that the Cartour Beta has a continues superstructure that extends to surround the funnel whereas on the Norman Voyager this area is occupied by an open upper vehicle deck.

In fact the replacement vessel is more alike to Stena Line Irish Sea Ferries Belfast-Birkenhead route-ship sisters Lagan Viking and Mersey Viking. Like the Norman Voyager all these vessels are derived from a popular series built by Visentini, an Italian shipyard in Donada near Venice.  

Since Celtic Link Ferries took over the route from P&O Irish Sea in 2005, the company has kept to a keenly priced policy with competition from other operators on the continental routes that also run out of Rosslare Harbour and from Cork.

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Published in Ferry

Marine Protected Areas (MPAs) - FAQS

Marine protected areas (MPAs) are geographically defined maritime areas where human activities are managed to protect important natural or cultural resources. In addition to conserving marine species and habitats, MPAs can support maritime economic activity and reduce the effects of climate change and ocean acidification.

MPAs can be found across a range of marine habitats, from the open ocean to coastal areas, intertidal zones, bays and estuaries. Marine protected areas are defined areas where human activities are managed to protect important natural or cultural resources.

The world's first MPA is said to have been the Fort Jefferson National Monument in Florida, North America, which covered 18,850 hectares of sea and 35 hectares of coastal land. This location was designated in 1935, but the main drive for MPAs came much later. The current global movement can be traced to the first World Congress on National Parks in 1962, and initiation in 1976 of a process to deliver exclusive rights to sovereign states over waters up to 200 nautical miles out then began to provide new focus

The Rio ‘Earth Summit’ on climate change in 1992 saw a global MPA area target of 10% by the 2010 deadline. When this was not met, an “Aichi target 11” was set requiring 10% coverage by 2020. There has been repeated efforts since then to tighten up MPA requirements.

Marae Moana is a multiple-use marine protected area created on July 13th 2017 by the government of the Cook islands in the south Pacific, north- east of New Zealand. The area extends across over 1.9 million square kilometres. However, In September 2019, Jacqueline Evans, a prominent marine biologist and Goldman environmental award winner who was openly critical of the government's plans for seabed mining, was replaced as director of the park by the Cook Islands prime minister’s office. The move attracted local media criticism, as Evans was responsible for developing the Marae Moana policy and the Marae Moana Act, She had worked on raising funding for the park, expanding policy and regulations and developing a plan that designates permitted areas for industrial activities.

Criteria for identifying and selecting MPAs depends on the overall objective or direction of the programme identified by the coastal state. For example, if the objective is to safeguard ecological habitats, the criteria will emphasise habitat diversity and the unique nature of the particular area.

Permanence of MPAs can vary internationally. Some are established under legislative action or under a different regulatory mechanism to exist permanently into the future. Others are intended to last only a few months or years.

Yes, Ireland has MPA cover in about 2.13 per cent of our waters. Although much of Ireland’s marine environment is regarded as in “generally good condition”, according to an expert group report for Government published in January 2021, it says that biodiversity loss and ecosystem degradation are of “wide concern due to increasing pressures such as overexploitation, habitat loss, pollution, and climate change”.

The Government has set a target of 30 per cent MPA coverage by 2030, and moves are already being made in that direction. However, environmentalists are dubious, pointing out that a previous target of ten per cent by 2020 was not met.

Conservation and sustainable management of the marine environment has been mandated by a number of international agreements and legal obligations, as an expert group report to government has pointed out. There are specific requirements for area-based protection in the EU Marine Strategy Framework Directive (MSFD), the OSPAR Convention, the UN Convention on Biological Diversity and the UN Sustainable Development Goals. 

Yes, the Marine Strategy Framework directive (2008/56/EC) required member states to put measures in place to achieve or maintain good environmental status in their waters by 2020. Under the directive a coherent and representative network of MPAs had to be created by 2016.

Ireland was about halfway up the EU table in designating protected areas under existing habitats and bird directives in a comparison published by the European Commission in 2009. However, the Fair Seas campaign, an environmental coalition formed in 2022, points out that Ireland is “lagging behind “ even our closest neighbours, such as Scotland which has 37 per cent. The Fair Seas campaign wants at least 10 per cent of Irish waters to be designated as “fully protected” by 2025, and “at least” 30 per cent by 2030.

Nearly a quarter of Britain’s territorial waters are covered by MPAs, set up to protect vital ecosystems and species. However, a conservation NGO, Oceana, said that analysis of fishing vessel tracking data published in The Guardian in October 2020 found that more than 97% of British MPAs created to safeguard ocean habitats, are being dredged and bottom trawled. 

There’s the rub. Currently, there is no definition of an MPA in Irish law, and environment protections under the Wildlife Acts only apply to the foreshore.

Current protection in marine areas beyond 12 nautical miles is limited to measures taken under the EU Birds and Habitats Directives or the OSPAR Convention. This means that habitats and species that are not listed in the EU Directives, but which may be locally, nationally or internationally important, cannot currently be afforded the necessary protection

Yes. In late March 2022, Minister for Housing Darragh O’Brien said that the Government had begun developing “stand-alone legislation” to enable identification, designation and management of MPAs to meet Ireland’s national and international commitments.

Yes. Environmental groups are not happy, as they have pointed out that legislation on marine planning took precedence over legislation on MPAs, due to the push to develop offshore renewable energy.

No, but some activities may be banned or restricted. Extraction is the main activity affected as in oil and gas activities; mining; dumping; and bottom trawling

The Government’s expert group report noted that MPA designations are likely to have the greatest influence on the “capture fisheries, marine tourism and aquaculture sectors”. It said research suggests that the net impacts on fisheries could ultimately be either positive or negative and will depend on the type of fishery involved and a wide array of other factors.

The same report noted that marine tourism and recreation sector can substantially benefit from MPA designation. However, it said that the “magnitude of the benefits” will depend to a large extent on the location of the MPA sites within the network and the management measures put in place.

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