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Commercial shipping traffic might be reduced to very little in Dun Laoghaire Harbour these days but it is not gone entirely as witnessed by the arrival of a tanker this weekend.

The 'Kowie' discharged in Dublin Port on Friday night but the city port did not have a berth available for the ship to bunker but was facilitated on the Carlisle Pier at Dun Laoghaire.

Perhaps such overflow may be a regular sight at the South Dublin Harbour with Brexit around the corner?

Published in Dublin Bay
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Irish authorities are still detaining a cargo ship close to Kinvara in south Galway Bay after its hull sprang a leak while loading cargo for the Bahamas writes Lorna Siggins

As Afloat reported previously, the 30m ship Evora was detained last week at Tarrea pier near Kinvara by the Marine Survey Office (MSO) under port-state control regulations which prevent the vessel from going to sea.

Concerns about the four crew employed for the voyage also prompted a visit to the vessel by the International Transport Federation’s (ITF) Irish branch.

ITF representative Michael Whelan said he had met the crew – three Cubans and a Colombian – to check on their situation in relation to pay, conditions, and accommodation for the crew while the vessel is damaged.

The cargo ship had been due to steam to the Bahamas with a large quantity of cement when the ship’s hull was damaged during loading at Tarrea pier.

Local residents feared that fuel from the ship might leak, causing pollution which would have a serious impact on south Galway’s shellfish industry, including its oyster beds.

The owner said there had been no fuel leak from the vessel and no pollution risk.

The pier is outside the remit of the Galway harbourmaster and is the responsibility of Galway County Council.

It is understood residents found it difficult to get a response from the local authority, and Galway harbourmaster Capt Brian Sheridan intervened to assist.

The Department of Transport, under which the Marine Survey Office operates, said it could not comment on the details of the detention.

It said that any queries should be directed to the ship’s flag state – as in Saint Vincent and the Grenadines. However, the ship's port of registry is recorded as Panama on the vessel.

The vessel, built in France 50 years ago, was formerly owned in Rossaveal, Co Galway, but was sold to a new owner within the past 12 months.

The owner confirmed that the vessel had been held as the engine room was flooded, and said: "no harmful substances were released into the bay".

The ITF representative Michael Whelan said he was in regular contact with the crew, and understood they now wished to be repatriated. He confirmed that the crew had been paid, but did not wish to stay indefinitely, as the vessel had not been inspected by flag state inspectors as of yesterday.

Published in Ports & Shipping
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Irish authorities have detained a cargo ship close to Kinvara in south Galway bay after its hull sprang a leak while loading cargo for the Bahamas writes Lorna Siggins

The 30m ship Evora has been detained by the Marine Survey Office (MSO) under port-state control regulations which prevent the vessel from going to sea.

Concerns about the four crew employed for the voyage also prompted a visit to the vessel yesterday by the International Transport Federation’s (ITF) Irish branch.

ITF representative Michael Whelan said he had met the crew – three Cubans and a Colombian – and was assessing the situation in relation to pay, conditions, and accommodation for the crew while the vessel is damaged.

“The situation is ongoing, and I have been in contact with the vessel owner,” Mr Whelan said.

The cargo ship had been due to steam to the Bahamas with a large quantity of cement when the ship’s hull was damaged during loading at Tarrea pier, outside Kinvara.

Local residents feared that fuel from the ship might leak, causing pollution which would have a serious impact on south Galway’s shellfish industry, including its oyster beds.

The pier is outside the remit of the Galway harbourmaster and is the responsibility of Galway County Council.

It is understood residents found it difficult to get a response from the local authority, and Galway harbourmaster Capt Brian Sheridan then intervened to assist.

The Department of Transport, under which the Marine Survey Office operates, said it could not comment on the details of the detention.

It said that any queries should be directed to the ship’s flag state – as in Saint Vincent and the Grenadines, where the vessel is registered.

The vessel, built in France 50 years ago, was formerly owned in Co Galway but was sold to a new owner within the past 12 months. The owner confirmed that the vessel had been detained, but did not comment further.

A spokesman for the Evora said that the vessel was "detained due to flooding of the engine room" and that "no harmful substances were released" to surrounding waters.

The spokesman said there were "no further comments".

Published in Galway Harbour
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It may have to take another disaster of Titanic proportions before lifesaving provisions on board cruise ships are improved.
That might seem like a bit of hyperbole – an exaggerated statement or claim not meant to be taken literally, but it came from a maritime source which deserves respect – an international forum of professionals.
• Listen to the Podcast below.

NAUTILUS is the international trade union and professional organisation representing more than 22,000 maritime professionals in the UK, theNetherlands and Switzerland. Its International Professional and Technical Forum issued that warning after a meeting in Hull in England where facts that will surprise the public about cruise ship safety were revealed.

As cruise ships get bigger and bigger, with a 6,000 passenger capacity amongst the biggest, fears have been increasingly expressed about safety and evacuation procedures, which were heightened by the Costa Concordia disaster.
It is surprising to hear that every passenger is not guaranteed a seat in a lifeboat and that some passengers, because of their size, might not even fit in lifeboat seats. According to the NAUTILUS professionals, the SOLAS, safety of life at sea regulations, only require that there is lifeboat capacity for 37.5 per cent of passengers on each side of a cruise ship, providing that liferafts increase that capacity to 125 per cent, meaning apparently that not every passenger would be catered for in a lifeboat in an emergency.

And even if seats are available, the Forum was told that seats only allow for an average mass of 75 kilograms per person and a seat with of 16.9 inches which, the professional forum concluded, does not take into account increases in the average height and weight of passengers.

The general public will be surprised by these findings, the NAUTILUS professionals said. They have called for a lifeboat seat for every passenger onboard – and a guarantee that passengers will fit into them.
The professionals said that passengers may be surprised to learn that this is not already the case.

Published in Island Nation
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A team of scientists led by Dr Ruth Plets, School of Environmental Sciences at Ulster University, aboard the Marine Institute's Celtic Voyager research vessel has revealed detailed images of World War I shipwrecks in the Irish Sea.

The team set out to capture the highest resolution acoustic data possible of WWI shipwrecks lost in the Irish Sea, using a new multi-beam system (EM2040) on board the RV Celtic Voyager to get the best data ever acquired over these
wrecks.

"We were able to capture the most detailed images of the entirety of the wrecks ever. Some of the wrecks, which are too deep to be dived on, have not been seen in 100 years. So this is the first time we can examine what has happened to them, during sinking and in the intervening 100 years, and try to predict their future preservation state," explained Dr Plets.

Among the shipwrecks surveyed were the SS Chirripo, which sank in 1917 off Black Head (Co. Antrim) after she struck a mine; the SS Polwell, which was torpedoed in 1918 northeast of Lambay Island; and the RMS Leinster, which sank in 1918 after being torpedoed off Howth Head when over 500 people lost their lives – this was the greatest single loss in the Irish Sea.

Dr Peter Heffernan, CEO Marine Institute welcomed the achievements of the survey, supported by the competitive ship-time programme: "The multidisciplinary team is making an important contribution to understanding and protecting our maritime heritage and to our ability to manage our marine resource wisely".

Explaining how the survey was carried out Dr Plets said, "We moved away from traditional survey strategies by slowing the vessel right down to allow us to get many more data points over the wreck, with millions of sounding per
wreck."

"The detail is amazing as we can see things such as handrails, masts, the hawse pipe (where the anchor was stored) and hatches. Some of the vessels have split into sections, and we can even see details of the internal structure. With the visibility conditions in the Irish Sea, no diver or underwater camera could ever get such a great overview of these wrecks."

As well as acoustic imaging, the team collected samples from around the wreck to see what its potential impact is on the seabed ecology. Sediment samples were also taken for chemical analysis to determine if these wrecks cause a
concern for pollution.

The project is carried out to coincide with WWI centenary commemorations, noted Dr Plets, "We often forget the battles that were fought in our seas; more emphasis is put on the battles that went on in the trenches. However, at least 2,000 Irishmen lost their lives at sea, but unlike on land, there is no tangible monument or place to commemorate because of the location on the bottom of the sea,"

"In the Republic of Ireland there is a blanket protection of all wrecks older than 100 years, so all these will become protected over the next few years.

To manage and protect these sites for future generations, we need to know their current preservation state and understand the processes that are affecting the sites," Dr Plets further stated.

The next step for the team is to use the data collected to create 3D models which can be used for archaeological research, heritage management and dissemination of these otherwise inaccessible sites to the wider public.

"There is so much data, it will take us many months if not years, to work it all up. Some of the wrecks are in a very dynamic environment and we are planning to survey these vessels again next year to see if there is a change, especially after the winter storms. That will give the heritage managers a better idea if any intervention measures need to be taken to protect them," said Dr Plets.

"These data could well signal a new era in the field of maritime archaeology. We hope it will inspire a new generation of marine scientists, archaeologists and historians to become involved. Above all, we want to make the general public, young and old, aware of the presence of such wrecks, often located only miles off their local beach."

The research survey was supported by the Marine Institute, through its Ship-Time Programme, funded under the Marine Research Programme by the Irish Government.

The diverse team included maritime archaeologists Rory McNeary, from the Northern Ireland Department of the Environment, and Kieran Westley, from the University of Southampton; geologists Rory Quinn and Ruth Plets, both Ulster University; biologists Annika Clements, from Agri-Food and Biosciences Institute, and Chris McGonigle, from Ulster University; Ulster University Marine Science student, Mekayla Dale; as well as hydrographer Fabio Sacchetti from the Marine Institute who works on Ireland's national seabed mapping programme, INFOMAR, run jointly with the Geological Survey of Ireland.

Published in Marine Science
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#superyachtdrop – Time to check your insurance policy! This 131ft superyacht was being hoisted on a container vessel in the port of Colon in Panama on Tuesday.

However, this routine procedure went wrong when the lifting straps around the superyacht broke, dropping the vessel onto the deck as the vid above shows (at about 0.48 seconds on the timeline).

Published in News Update
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#maritime – The first ever Irish Maritime Forum was held today (Friday, 26th September 2014) in Cork's City Hall. Hosted by the Port of Cork, in partnership with the Irish Ports Association, the forum was attended by over 150 delegates from across the maritime industry.

Entitled 'Developing the Dynamic Future for Ireland's Maritime Sector', the forum focussed on the challenges and opportunities faced by those operating within the maritime sector, both in Ireland and in Europe.

Opening the conference, Minister Sean Sherlock TD spoke of the importance of ports as strategic points for trade growth, both nationally and internationally. He highlighted the Port of Cork and other Irish ports as global benchmarks and commended them for their future vision.

Guest speakers at the forum included Vincent De Saedeleer, Vice President of the Port of Zebrugee; Mr Alan Gray, Managing Director of the Indecon International Consulting Group; Captain Fredrik Van Wijnen, General Secretary of the Confederation of European Shipmasters' Associations (CESMA), Isabelle Ryckbost, Secretary General of the European Sea Ports Organisation (ESPO) and Patrick Verhoeven, Secretary General of the European Community Shipowner's Association (ECSA).

Speaking at the forum, John Mullins, Chairman of the Port of Cork, said: "I am delighted to be opening the inaugural Irish Maritime Forum here in Cork. This is a unique opportunity for industry leaders to come together and develop ideas for change. These ideas need to be put to policy makers to shape future government policy for the sector and I hope that is something that we can achieve here today".

Brendan Keating, Chief Executive of the Port of Cork continued, "We know that ports are a key element for national economic growth, particularly as Ireland emergences from recessionary times. However adequate port infrastructure is critical for future growth."

The forum will continue throughout the afternoon and will culminate with a gala dinner also in City Hall for over 200 guests.

Published in Ports & Shipping

#Marine Notice –  No. 61 of 2013. This Marine Notice supersedes Marine Notice No.16 of 2007

Notice to all Owners/Operators of Passenger Ships, Cargo Ships engaged on Domestic Voyages in Ireland, Masters, Local Authorities and Harbour Masters
Maritime Security Measures for Vessels operating on Domestic Voyages in Ireland – Commencing November 2013

Background
EU Regulation (EC) No 725/2004 – Enhancing Ship and Port Facility Security – entered into force on 31 st March 2004.

The objective of this Regulation is to introduce and implement measures aimed at enhancing the security of ships used in international and domestic trade, and associated port facilities within the Member States, in the face of threats of intentional unlawful acts.

Article 3.3 of the Regulation requires that Member States shall, after a mandatory security risk assessment, decide the extent to which they will apply the provisions of this Regulation to different categories of ships operating on national domestic services, their companies and the port facilities serving them.

Member States must notify the Commission of such decisions when they are adopted, as well as of the periodic review, which must take place at intervals of no more than five years.

The Marine Survey Office (MSO) of the Irish Maritime Administration has completed a five year review of security risk assessments for vessels and ports engaged in domestic shipping operation on the Irish coast.

The risk assessment undertaken, took into account a number of considerations:-

• Vessel type
• Size of vessel
• Cargo
• Operating area
• Port facility location base
• Port facility infrastructure
• Interaction with international shipping traffic
• Seasonality of vessel operations
• Passenger numbers
• Nationality of passengers
• Possible threat scenarios posed to, and by, such vessels.

The maritime security measures to be applied as a result of the risk assessment relate to vessels and are defined in the following text.

Maritime Security Measures Applicable to Irish Registered Vessels engaged on Domestic Voyages to sea in Irish waters from November 2013
Vessel security measures must be applied by their owners/operators on the following basis.

Vessel Type 1:
• Passenger vessels carrying in excess of 100 passengers
• Cargo Vessels of 500 GT or more
Such vessels proceeding to sea on domestic voyages must implement the following security measures for their vessel, including:
Appointing a Company Security Officer,
Appointing a Ship Security Officer,
Creating a vessel specific security plan, and
Ensuring all relevant staff undertake suitable security training.

Vessel Type 2:
• Passenger vessels carrying 100 passengers or less
• Cargo vessels less than 500 GT
The above vessels are not required to create formal security plans but must implement guidelines contained in the Annex of this Marine Notice.

Maritime Security Measures Applicable to all Vessels, which do not proceed to Sea, (Smooth and Partially Smooth Waters) from November 2013

Vessel Type 3:
• Passenger & Cargo vessels not proceeding to sea on Domestic voyages
Such vessels are strongly recommended to implement the security guidelines contained in the Annex of this Marine Notice on a voluntary basis.

Maritime Security Measures Applicable to Non-Irish Registered Vessels engaged exclusively on Domestic Voyages to sea within Irish Waters from November 2013
In the case of non-Irish registered vessels operating exclusively on domestic voyages to sea, the following will apply:

Such vessels engaged on exclusive domestic service – no more favourable treatment clause applies prior to entering into service. De minimus rule also applies.

EU Flag >100pax or >/=500GT, must comply with Irish Domestic security requirements for Vessel Type 1, in addition to any imposed by their own Flag administration.

EU Flag =/<100pax or <500GT, comply with their own flag requirements and also with Irish guidance as per Vessel Type 2.

All non-EU Flag vessels, regardless of size or number of passengers, must comply with their own flag requirements and specified domestic security requirements as for Irish flag Type 1 & 2 vessels, as appropriate. An additional risk analysis will be carried out by the MSO in respect of such vessels and any resulting requirements are to be complied with prior to entering into service.

The Guidelines for security of domestic shipping proceeding to sea are contained in the Annex to this Marine Notice and are intended to assist managers of domestically operating ships to enhance security on their vessels.

The guidelines may form the basis for companies required to create a mandatory security plan for their vessels.

The MSO can provide a Security Plan Template to assist those owners required to implement mandatory security measures (Vessel Type 1).

Marine Notice No. 16 of 2007 is hereby revoked.

Irish Maritime Administration,
Department of Transport, Tourism and Sport,
Leeson Lane, Dublin 2, Ireland.

07/11/2013

Encl. : Annex
For any technical assistance in relation to this Marine Notice, please contact:
The Marine Survey Office, Leeson Lane, Dublin 2, tel: +353-(0)1-678 3400.
For general enquiries, please contact the Maritime Safety Policy Division, tel: +353-(0)1-678 3418.
Written enquiries concerning Marine Notices should be addressed to:
Irish Maritime Administration, Dept. of Transport, Tourism and Sport, Leeson Lane, Dublin 2, Ireland.
email: [email protected] or visit us at: www.dttas.ie

ANNEX to Marine Notice No. 61 of 2013

Security Guidelines for Vessels engaged on Domestic Voyages to Sea

1.0 Access Restrictions on board ALL vessels.
1.1 Non Public areas of vessels should be controlled to prevent unauthorised access. Such areas would include:
Wheelhouse
Machinery spaces
Cargo Storage Areas
Storage Areas
Crew Accommodation
Mooring stations
Emergency Control points.
Safety Equipment storage lockers e.g. Lifejackets, First Aid, Fire Extinguishers.

1.2 Means of control can include:
Padlocks
Shipboard ID System for Crew / Employees
Keypad access control
Local alarming of doors
Security tagging of items with anti-tamper seals
CCTV Installation
Provision of signage identifying an area as restricted to passengers
Crew undertaking regular patrols to check

2.0 Access Control
2.1 Embarking and disembarking of passengers should only occur via a suitable gangway.
2.2 Embarking and disembarking passengers should always be kept separate.
2.3 Embarking must only be allowed when the crew are present on board to receive the passengers and the vessel has been inspected for any unattended or unusual items.
2.4 Embarkation must not occur while cleaning or maintenance of a vessel is being undertaken.
2.5 Passengers must present valid tickets to crew, prior to being allowed on board.
2.6 Particular attention must be paid by the crew when the tidal conditions present the vessel level with a pier to avoid the instance of an unauthorised boarding of the vessel other than by the gangway.
2.7 In the cases of charter groups, the charter representative travelling should:
Advise the vessel of group number travelling
Muster at an agreed location away from the vessel and account for their group prior to boarding
Confirm numbers of mustered group to the vessel.
The boarding of such groups should be overseen and numbers confirmed by a crewmember that liaises with the organiser. A counting device such as a clicker should be used to account for number of persons boarding.

3.0 Pre-departure security announcements
3.1 Pre-departure announcements should advise passengers:
Not to leave any baggage unattended
Report any suspicious items noted on board
Not to enter any restricted areas on board
Consideration should be given to having such advice issued as security posters on board.

4.0 Luggage carried on board
4.1 Unaccompanied luggage should not be placed on board unless satisfactory means of verifying its contents are provided.
4.2 Unless there is a central luggage store, passengers should be, for security purposes, instructed to remain with their luggage at all times.
4.3 On completion of any trip and prior to the next departure, the vessel should be swept for any remaining unaccounted luggage items.

5.0 Visitors and repair contractors
5.1 Official visitors and contractors should present themselves initially to the shore office for clearance prior to attempting to board any company vessel.
Contractors should be asked to provide proof of identification. Passport, Drivers licence or verified company ID are acceptable means of proof.
5.2 A dedicated visitor's pass should be provided by vessel operators, with associated records of who has accessed their vessels.
5.3 Visitors and contractors should be given a security / safety briefing prior to boarding the vessel.

6.0 Security Patrols
6.1 Security patrols are most effective as a deterrent when carried out by uniformed staff and crew members, and improve the chances of recognising unattended or concealed items.
6.2 Items of uniform may include company branded Hi Visibility vests, tee shirts, coats, boiler suits etc.
6.3 Such duties should be shared between suitable trained crew and should be incorporated into their regular duties and routines.
6.4 An agreed search procedure should be in place by the operator to include a check of:
All passenger areas including toilets and luggage storage areas
Cargo holds and common work areas of cargo vessels
Integrity of all restricted areas on board after each voyage.

7.0 Securing Vessels
7.1 Where practical, external doors and storage areas should be kept locked shut, while allowing means to exit rapidly from within the vessel in the event of an emergency.
7.2 If the vessel is left unattended for a period of time such as overnight or seasonal lay-up, the engines should be disabled to prevent theft or unauthorised use.
7.3 Out of service vessels should be securely moored.
7.4 Gangways should be lifted and not left in position on an unattended vessel.
7.5 In ports with mobile security patrols, security staff should be aware of the status of vessels berthed in their port, e.g. laid up, visitor, overnight stay etc.
7.6 Owners should consider the installation of a basic alarm system to detect and warn against tampering with out of service vessels.

8.0 Standard Operating Procedures (SOPs)
8.1 SOPs recommended to be established:
Response to bomb threats
Visiting contractors
Cleaning routines
Vessel inspection routine
Securing of vessel when out of service and security sweep prior to re-entering the vessel.

9.0 Emergency contacts list
9.1 All operators should compile a list of emergency contacts, which should be kept on board the vessel for use in the event of any potential security or even a suspicious incident. The contacts list should include but not be limited to:
Local Garda Station
Local Garda Crime Prevention Officer (for advice on security)
Regional Marine Survey Office (Department of Transport, Tourism & Sport)
Local Harbour Masters (if applicable)
Irish Coast Guard – National Maritime Operations Centre (NMOC) (to report any security incident at sea).

10.0 Interagency Co-Operation
Operators are encouraged to discuss their security issues with other services and transport facilities, e.g. Bus Services, Cargo Haulage companies; advise them of their security ship board policies, and agree how these services can assist operators in implementing them.

Furthermore, operators are advised to meet with Local Authorities, Port Officials, Gardaí and the Department of Transport, Tourism & Sport to discuss their needs.

Published in Marine Warning
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#BOOK REVIEW – This is a book which documents the entire output of the Belfast shipyards since construction of the first ship "Silistria", launched in 1854, was begun by Robert Hickson. Interestingly Belfast had no natural advantages for the building of ships, no ready supply of raw materials, no tradition of shipbuilding, no major ship-owners, no skilled labour in metalwork and engineering. How did it happen that a provincial town, which became a city only in 1888, developed into one of the world's great industrial centres? The author has a detailed series of analyses which answer this question in terms other than the usual suggestions of nepotism, Protestant work ethic and sheer good luck. They make interesting and enlightening reading.

At the core of the book is a beautifully presented catalogue of ships in which data for each of 1589 vessels totalling 13,886,873 tons is laid out in table form. Interesting historical notes are added by way of lively narratives as appropriate. At intervals on facing pages there are line drawings or good side view photographs mostly arranged in groups of five ships to a page. The result is a pictorial history of developments in general design and layout over one hundred and fifty years which I found instructive.

The narrative section of the book begins with an account of the creation of the three Belfast shipbuilding companies. In 1853 Belfast Harbour Commissioners leased out a yard on Queen's Island which Edward Harland was appointed to manage in 1854 and purchased in 1858. Out of this came Harland and Wolff. A second yard, McIlwaine and Partners, was set up in 1867 and in 1879 two trained premium apprentices left positions in Harland and Wolff to start a third yard, Workman Clark, at a site next to their former employer. These were not the ailing shipyards to which our generation later became accustomed but dynamic fast-growing businesses perhaps more like what we see today in certain information technology sectors and they were set up by very young men. Harland was twenty-three years old when appointed and Workman and Clarke were twenty-three and eighteen years old respectively. Their stories are exciting and dramatic.

belfastbuiltships

The author next deals with Output of the Belfast Shipyards in which he explains the impact of developments in economics, commerce, politics and technology over a span of one hundred and fifty years. How he achieves this is worthy of study i.e. how he spans from the era of sail all the way to air travel while still keeping the thread of his story. Basically he breaks the one hundred and fifty years into eight slices of unequal but meaningful time spans thereby making the subjects accessible to the reader. Each of these sections has its own interesting developments but in 1940 there is a surprise. Suddenly she is there again, two hundred feet long, broad, chunky and graceless, would roll on wet grass: "Compass Rose" the fictional Flower Class Corvette and heroine of Nicholas Monsarrat's famous book "The Cruel Sea" is under construction. Belfast built 34 of these corvettes and the extract from Monsarrat's book is quoted to describe their appearance. Of course the effect was to send me scurrying to the attic for my dog-eared 1956 copy of the book to see if the magic of Monsarrat's prose still works. It does, and maybe that's what a book like "Belfast Built Ships" is really for - to send you scurrying down the corridors of memory.

With regard to "a famous White Star liner lost on her maiden voyage" the author is restrained and factual throughout. However in the third section of the book entitled Urban Myths and Forgotten Histories the gloves come off and his weapon of choice is the undisputable fact. His first target is those who claim "The greatest loss of life in a disaster involving a Belfast ship was on Titanic", next the hapless Nomadic myth is demolished, then on to her correct Yard Number – it is 401 not 909E. The carnage of myths continues but I cannot get my mind off that wrong yard number 909E. Does anyone else get a whiff of the Opium of the People?

I found the author's balanced comments an antidote to the current mania for blather on events in the Atlantic in April 1912. In fairness he is never critical of any aspect of the Titanic herself which he describes as "one of the greatest ships of its kind produced in Belfast, or indeed anywhere". His main criticism is of the cult that has grown up around this one ship as if it were the only important example of Belfast shipbuilding. Significantly his vocabulary may contain the explanation of what is going on when he describes the cult as "monodical". Monody is a term from Greek tragedy and there is much of Greek tragedy and mythology in the Titanic story. The name Titanic itself is straight out of Greek mythology and the great sin of Greek tragedy, Hubris, is to be found all over the story as routinely related. Perhaps it is an encounter with poetic truth which draws people back again and again to this rather than other maritime stories?

This is a book which will delight all "ship freaks" and provide them with hours if not years of ongoing pleasure exploring its seemingly endless corridors of enquiry. The quality of the research and presentation ensures that it will be of ongoing value to social researchers and transport historians and it is also a book which will please anybody who worked or has ancestors who worked on any of the 1589 ships. Most importantly it will have special significance for those thousands of people whose families worked in the Belfast yards. The yards have now ceased building ships but as they move from industry into history a large part of them survives in this formidable account of their formidable output. J K

BELFAST BUILT SHIPS

By John Lynch. Published by The History Press

Softcover, 303 Pages, ISBN 978 0 7524 6539 5

Price £19.99

Published in Book Review
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#SWANSEA CORK FERRY – The merchant ship MV Julia which operated as the Cork Swansea Ferry for the last two years is up for sale following the closure of The Fastnet Line ferry service and the loss of 78 jobs.

According to Dominic Daly Auctioneers the owners of the 1982–built vessel, a Finnish Bank, are inviting offers for the vessel on an 'AS SEEN AS IS' basis'. A guide price is expected shortly

As previously reported on Afloat.ie, the operator had been in examinership since last November, and a restructured business plan had been submitted with a view to resuming high-season service in April. However, in a statement the owners of the Fastnet Line said they had been unable to raise the €1m-plus investment required and that the examinership had "failed".

The ship is currently lying alongside at Cork Port.

The basic details of the vessel are as follows:

IMO Number: 8020642

Year of Build: 1982 (Germany)

Gross Tonnage: 22,161

DWT: 2,880

Net Tonnage: 8,921

LOA: 153.4

Length (BP): 136.02

Breadth: 24.24

Draught: 5.82

Height: 43.0

Displacement: 12,380

Passengers: Unberthed: 1,062

Cabins 344

Berths: 938

Crew: 110

Lorries: 110

Cars: 550

Ro-Ro Lanes: 710m x 5.20m 4.50m

Ramps: 1 Port 5.56 x 6.16 x 0

1 Starboard 5.56 x 6.16 x 0

1 Centre Or Only 9.95 x 6.68 x 0

Bow Door & Ramp, Stern Ramp

Published in Ports & Shipping
Page 1 of 3

About boot Düsseldorf: With almost 250,000 visitors, boot Düsseldorf is the world's largest boat and water sports fair and every year in January the “meeting place" for the entire industry. From 18 to 26 January 2020, around 2,000 exhibitors will be presenting their interesting new products, attractive further developments and maritime equipment. This means that the complete market will be on site in Düsseldorf and will be inviting visitors on nine days of the fair to an exciting journey through the entire world of water sports in 17 exhibition halls covering 220,000 square meters. With a focus on boats and yachts, engines and engine technology, equipment and accessories, services, canoes, kayaks, kitesurfing, rowing, diving, surfing, wakeboarding, windsurfing, SUP, fishing, maritime art, marinas, water sports facilities as well as beach resorts and charter, there is something for every water sports enthusiast.

At A Glance – Boot Dusseldorf 

Organiser
Messe Düsseldorf GmbH
Messeplatz
40474 Düsseldorf
Tel: +49 211 4560-01
Fax: +49 211 4560-668
Web: https://www.boot.com/

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