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Displaying items by tag: P&O Irish Sea

Stena Line has been voted 'Best Ferry Company' at the annual Northern Ireland Travel and Tourism Awards which was hosted by TV personality Eamonn Homes. The accolade comes in advance to next month's opening of the company's new Belfast-Cairnryan ferry route, writes Jehan Ashmore.
Paul Grant, Stena Line's Belfast – Stranraer route director collected the award on behalf of the company commenting: "I am absolutely delighted that Stena Line has won the Best Ferry Company title for the 19th time and all of us are very proud that our commitment to improving our services has been recognised once again."

"We are moving into a very important time for Stena Line's operation between Northern Ireland and Scotland. On November 21 we are scheduled to start our new Belfast to Cairnryan service which will also see the introduction of two new vessels, Stena Superfast VII and Superfast VIII, the largest ships every to have sailed between Northern Ireland and Scotland," he continued.

Stena Line's switch of Scottish terminal from Stranrear to the new purpose built facility in Cairnryan which is some 8-miles closer to the open sea along Loch Ryan will reduce sailing times by 35 minutes down to 2 hours 15 minutes.

The 30,285grt Stena Superfast VII and Superfast VIII sisters can carry 1,200 passengers, 660 cars and 110 freight-unit / trucks. In addition they have a novel Nordic Spa facility incorporating a sauna and Jacuzzi.

The 206m pair will compete with rivals P&O (Irish Sea) which operates also from a neighbouring terminal in Cairnryan where another pair of sisters European Highlander and European Causeway provide 2-hour sailings to Larne.

Currently Belfast-Stranraer sailings are served by conventional tonnage ferries Stena Caledonia and Stena Navigator which lost engine-power on 14 October, to read more click HERE.

In addition fast-sailings are run by the expensive to operate HSS Stena Voyager which manages a faster crossing time on the existing route by shaving 15 minutes off the link between Loch Ryan and Belfast Lough. In 2008 the terminal in Belfast was relocated downriver to Victoria Terminal 4 (VT4) on the eastern edge of the port from the older inner-city terminal at Albert Quay.

Stena are to lease the 'Superfast' pair for three years from Scandinavia operator Tallink and they are to directly replace both the HSS and conventional ferries.

Published in Ferry
Strong winds on the Irish Sea, has led to cancellations of Irish Ferries Dublin-Holyhead fast-ferry Jonathan Swift today, though passengers will be accommodated on the cruiseferry Ulysses.
Tomorrow mornings fast-ferry sailings from Dublin and the corresponding return sailing from Holyhead, have also been cancelled. The subsequent second round-trip sailings later that day are scheduled to operate a normal service. For the latest sailing schedules click HERE.

Stena Line's Dublin-Holyhead sailings are on schedule in addition to services on the Rosslare-Fishguard, Belfast-Stranraer (incl. HSS sailings) and Belfast-Liverpool. P&O's Dublin-Liverpool and North Channel Larne-Cairnryan route are also on schedule.

On the Celtic Sea, Fastnet Line's Cork-Swansea is unaffected as there are no sailings on Monday's, Tuesday's and Wednesday's during this month and November. The next sailing is this Thursday from Cork at 20.30hrs and returning Swansea on Friday at 21.30hrs.

According to Met Eireann, this afternoon will be extremely windy, especially across the southern half of the country, with southwest gusts of between 90 and 120km/h. For more detailed and updated weather forecasts visit www.met.ie

Published in Ferry
P&O Ferries seasonally-only operated fast-ferry sailings between Larne-Cairnryan and also to Troon closed yesterday, leaving only two fast-ferries running Irish Sea cross-channel routes this winter, writes Jehan Ashmore.
The fast-ferry Express (1998/5,902grt) which was first introduced on P&O Ferries North Channel routes, which will continue to be operated year-round using conventional tonnage. On the route to Cairnryan, a pair of conventional ferries maintain sailings and a freight-only ferry serves Troon.

As for the remaining winter-serving fast-ferries they are Stena Line's HSS Stena Voyager (1996/ 19,638grt) between Belfast-Stranraer, in tandem with conventional ferries. Next month this route will close as the Scottish terminal relocates to a new ferryport nearby at (Loch Ryan Port) Cairnryan.

In addition two sister-ferries, which are undergoing modifications and an upgrade for their two-year charter on the North Channel, will directly replace the two-hour passage times it takes for the HSS fast-ferry and the ferries Stena Caledonia and Stena Navigator which take 2hrs 50 minutes.

With the introduction of the new tonnage to the Belfast-Cairnryan route, sailings times will be reduced to 2hrs 15mins. Ironically the new ferries which albeit will be the largest to serve on any North Channel route will actually be some 15 minutes slower on the newer-shorter distance route compared to the HSS fast-ferry operated Belfast-Stranraer sailings.

The second fast-ferry service is operated on Irish Ferries Dublin-Holyhead route using Jonathan Swift (1999/5,989grt) which is marketed as the Dublin 'Swift'. She runs year-round in addition to the cruiseferry Ulysses.

Also operating fast-ferry craft is the Isle of Man Steam Packet Company's Manannan (1998/5,029grt) but this is on the none cross-channel route between Douglas and Liverpool.

Published in Ferry
A former Irish Sea freight ferry which was originally named with an equine-theme, returned to the Dublin-Liverpool port route yesterday and coincides with this Saturday's Aintree Grand National, writes Jehan Ashmore.
The entry of the chartered Norman Trader onto P&O (Irish Sea's) Dublin-Liverpool route retraces her career as the 1998 built ro-pax vessel Dawn Merchant which was used on the same route to start a rival service in 1999. She was soon joined by sistership Brave Merchant to operate the route run by Merchant Ferries which named the vessels after the well known racing thoroughbreds 'Dawn Run' and 'Dancing Brave'.

Dawn Merchant and Brave Merchant represented the first pair of the 'Racehorse' class quartet of ro-pax sisters commissioned for the Cenargo Group. The quartet were built by Spainish shipbuilders Astilleros Espanoles SA in Seville, noting the first pair at 22,046grt where slightly smaller in tonnage terms compared to their 22,215grt counterparts Midnight Merchant and Northern Merchant. Upon delivery in 2000 the second pair were chartered to Norfolkline's Dover-Dunkerque route.

With a 130 truck capacity the Norman Trader can handle a marginally higher number of freight vehicles compared to the Norcape which handled 127 trucks. The Norcape, a 32-year-old freight-only vessel,was stood down in February and remains laid-up at Liverpool's Huskisson Dock. Incidentally, Norman Trader has joined one of her Racehorse class sisters, European Endeavour (formerly Midnight Merchant) which had directly replaced the Norcape on the central corridor route.

Likewise the European Endeavour is no stranger to the Irish route as for the last two years she has acted as winter relief vessel to cover the refits of the routes Dutch built ro-pax sisters Norbay and Norbank. The latter vessel is now undergoing a refit by Cammell Laird Shiprepairers in Birkenhead, now that the Norman Trader is in service to maintain the three-ship operated 8-hour route.

The Norman Trader had arrived into Dublin Bay last Friday from London's Tilbury Docks, on the next day she entered Dublin Port. In recent years she has operated on English Channel routes for the French shipping giant Louis-Dreyfus Armateurs through their ferry division LD Lines.

Norman Trader's (Dawn Merchant) sister Brave Merchant now renamed Norman Bridge also runs for LD Lines 'Motorways of the Seas' (MOS) route across the Bay of Biscay between Nantes /St. Nazaire to Gijón in northern Spain. The 14-hour route which started last year, which was run iniatially as a joint venture between Grimaldi Lines and Louis-Dreyfus and traded as GLD Atlantique.

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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