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#ferries - On International Women’s Day yesterday, Stena Line launched a new sustainability focus area – Equality and Inclusion. This is part of the company’s increased commitment to creating a sustainable working environment and an important step on the journey towards becoming a leader in sustainable shipping.

The ferry operator is committed to maintaining and developing a sustainable working environment, free from harassment, where everyone is given equal opportunities regardless of age, religion, gender, gender identity, sexual orientation, ethnicity or disability.

“At Stena Line we welcome everyone, whether you want to work here, travel with us or be one of our business partners. I am proud to announce that we are now increasing our focus on this important matter by adding another focus area to our sustainability strategy, says Ian Hampton, Chief People & Communications Officer at Stena Line.

A sustainability strategy is based on focus areas which are linked to the UN Global Goals for Sustainable Development and directly related to the company’s business. Equality and inclusion will be the fifth focus area, complementing the existing four areas - Clean energy, Good health and well-being, Life below water and Responsible consumption. For each area there are ambitious targets established and developments will be closely monitored, with the ambition of becoming a leader in Sustainable shipping.

“For equality and inclusion, the long-term goals are set to a minimum of 30% female leaders by 2022 and a zero-vision in terms of harassment. The work has already started with two new company policies for anti-harassment and equal opportunities launched last year”, said Margareta Jensen Dickson, Head of People at Stena Line.

In 2018 Stena Line also signed the Maritime UK’s “Women in Maritime Pledge” committing to “building an employment culture that actively supports and celebrates gender diversity, at all levels, throughout our organisation, and our industry”.

Main initiatives 2019

During 2019 the company will be focusing on anti-harassment initiatives, improving recruitment systems and procedures, promoting maritime careers for both men and women - as well as engaging in the “Women in Maritime Charter”.

“We need to deliver on a number of ambitious but achievable goals. For example, identifying obstacles in relation to recruitment and progression for women, improving recruitment methods for “decoded” job applications as well as benchmarking and mapping policies supporting a family friendly workplace and work-life balance for all, said Margareta Jensen Dickson, Head of People at Stena Line.

Care for customers

Diversity in the workforce not only contributes to a better working environment, it also helps Stena Line to better understand and care for its customers.

“Like us, our customers are diverse and the more knowledgeable we get, the better we will become at fulfilling their needs and creating a great travel experience which shows that we care”, says Ian Hampton, Chief People & Communications Officer at Stena Line.

Published in Ferry

#ferries - Ferry giant, Stena based in Sweden and tanker firm Stolt-Nielsen which is Bermuda registered, are reviewing their UK-registered ships ahead of Britain’s departure from the EU, the two leading transport companies told Reuters separately on Wednesday (yesterday).

Such commercial decisions could complicate any attempts by the British government to secure extra space on ships to help cope with potential disruption to trade if it fails to secure a negotiated departure from the EU.

And any possible loss of ships will also be a blow to the UK’s ship registry, which forms part of the country’s maritime services industry. Shipping companies in many flag states pay corporation tax based on vessel tonnage rather than profit.

“In the light of the Brexit process we are considering whether the UK flag can become a possible issue for us when it no longer will be an EU flag post the 29th March 2019, but we have taken no decisions and are reviewing different scenarios,” said Ian Hampton, chief people & communications officer with Stena Line.

“Our fleet needs to be as flexible as possible.”

All commercial ships have to be registered, or flagged with a country, partly to comply with safety and environmental laws.

Stena Line is one of Europe’s largest ferry operators with a large part of the business concentrated around the UK.

For further reading about Stolt-Nielsen click here in addition British based operator P&O Ferries which announced last month it would shift the registration of its UK vessels to Cyprus ahead of Brexit.

 

Published in Ferry

#ferries - A Royal Navy nuclear-powered submarine has been involved in a near-miss with a ferry in the Irish Sea.

An investigation writes The Irish Times, has been launched into the previously unreported incident, which occurred on November 6th.

The ferry was Stena Superfast VII, which operates between Northern Ireland and Scotland.

It has a capacity for 1,300 passengers and 660 cars.

The submarine was submerged at the depth needed to extend its periscope above the surface of the water.

The Royal Navy would not confirm which of its 10 submarines was involved.

They are all nuclear-powered but only four carry Trident nuclear missiles.

A spokesman for the Marine Accident Investigation Branch (MAIB) said: “In November, we were notified of a close-quarters incident between the ro-ro [roll-on/roll-off] ferry Stena Superfast VII and a submarine operating at periscope depth.

To read more on the incident involving the ferry that operates Belfast-Cairnryan (not Stranraer as published) in the newspaper click here.

Published in Ferry

#ferries - Work has begun on ferries from Stena Line which involves a £5 million refit programme of its local fleet at Belfast's Harland & Wolff shipyard.

The 10-week upgrade schedule reports the Irish News, will see five Stena vessels dry docked consecutively to facilitate refurbishment and maintenance works.

The move continues the carrier's long-standing relationship with H&W, and will represent a considerable boost to the supply chain.

For comments made from the ferry operator and the shipyard, click here. 

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#ferry - During a month-long, fleet-wide donation campaign, Round Up for Charity, Stena Line and its customers raised an impressive €20,000 for the charity organisation Mercy Ships. The funds will enable Mercy Ship to help 133 people to get their sight back on board the hospital ship Africa Mercy.

The campaign which took place in November, involved customers across the Stena fleet of 38 vessels, who were encouraged to round up their onboard purchases and make a donation to Mercy Ships – a charity organisation sailing around the world bringing free, life-saving medical care to where it’s needed the most. There was also an impressive number of employee-initiatives to raise even more money for the charity. Some Stena Line employees rowed and cycling on board crossing the Irish Sea while others arranging quiz walks a shore and cake sales on board.

“An essential part of our partnership with Mercy Ships is to raise awareness about the organisation and this campaign has not only resulted in a generous monetary contribution from our customers, but also that more people are aware of Mercy Ships and their inspiring work. Many thanks to our employees for their engagement with the charity and their wonderful initiatives all across Europe”, says Niclas Mårtensson, CEO at Stena Line.

Stena Line’s customers donated €17,532, beating the result from last year’s donation campaign which ran for twice as long. With the additional contribution from the ferry operator, rounding up as well, the total amount of €20,000 will enable Mercy Ships help 133 people to get their sight back on board the hospital ship Africa Mercy.

“Because everyone on board Africa Mercy is there on a volunteer basis, we have managed to reduce the cost of an eye surgery to approximately €150. We are grateful so many of Stena Line’s customers chose to support our work and by doing so this has helped to change many lives. It has also been great to see the enthusiasm and engagement among the employees at Stena Line during the campaign,” said Tomas Fransson, National Director for Mercy Ships, Sweden.

The Round Up for Charity campaign was launched on all the ferries from 1 November. It ran for almost four weeks ending on Tuesday 27 November, a date which marked this year’s #GivingTuesday – a charity equivalent to Black Friday and Cyber Monday where instead of shopping people were encouraged to make a charity donation.

The humanitarian non-governmental organisation and Stena Line became partners in February 2017. The aim of the partnership is to raise awareness of Mercy Ships, increase the interest for donations among ferry customers and partners, as well as promote volunteering with their employees to share their unique technical and naval competence.

“In Mercy Ships, we have found a partner that is committed to helping those who need it the most, and like us see the benefits and the flexibility of having the ocean and ships as your workplace. This partnership is the most important part of our social sustainability initiatives, as it gives us an exciting opportunity to involve our employees, customers and partners in helping to make a difference. It also embodies our core value – care”, says Niclas Mårtensson, CEO at Stena Line.

Published in Ferry

#FerryNews - An option to build a seventh and eighth of the E-Flexer ro ro class has been decided by Stena.

The two vessels will be deployed within the ferry company's route network with a planned delivery in 2022. Additionally, Stena RoRo has taken an option on the construction of a further four E-Flexer vessels also to be built at Avic Weihai Shipyard, China.

“We are very pleased to have ordered two additional E-Flexer vessels from Stena RoRo. We foresee increasing demand for freight capacity in Northern Europe and our new vessels fit very well in matching anticipated market developments as we prepare ourselves for further expansion. At this stage we haven’t decided where within our route network these two vessels will be deployed and are currently evaluating several options,”says Niclas Mårtensson, CEO Stena Line.

The new order and the four further options are important milestones for Stena RoRo.

“These vessels are the result of good cooperation between Stena RoRo and the AVIC Weihai Shipyard. With their strong design capabilities, Stena Line will be able to optimise its capacity to accommodate the vessels within most parts of its route network,” says Per Westling, MD Stena RoRo.

As with the previous E-Flexer vessels ordered by Stena, energy efficiency and sustainability will be key design features.

“We want to lead the development of sustainable shipping and set new industry standards when it comes to operational performance, emissions and cost competiveness,” says Niclas Mårtensson.

The two new ships on order will be larger than the three E-Flexer designs currently being built for Stena Line. The first three E-Flexer ships will be 215 meters long with 3 100 (lm) lane meters whilst the next two ships will measure 240 meters with a freight capacity of 3 600 lane meters.

“We are building on our successful RoPax concept mixing freight and passenger traffic. Through standardisation we can secure a reliable operation and by investing in tonnage that is flexible we can provide an even better product that will ultimately support our customers and help them to grow,” said Niclas Mårtensson.

A total of eight E-Flexers have now been ordered by Stena from Avic Weihai Shipyard in China. The first one is planned to operate on Holyhead-Dublin (in early 2020) and the next two delivered are planned to operate on the Liverpool-Belfast service. Three other vessels will be chartered out to external ferry operators by Stena RoRo.

Facts about E-Flexer 7 and 8

Length over all (LOA): 239,7 m

Width: 27,8 m

Draught, max: 6,4 m

Pax capacity: 1200

No of cabins: 263

Capacity: 3 600 lm

 

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#ferry - A ferry operator from Estonia says sale boosts group's financial position, but not material to results.

Tallink Grupp said it concluded sales agreements with Sweden's Stena Line for the sale of two passenger-car ferries.

The group said the deals with Stena Ropax will cover the 32,728-gt Stena Superfast VII and Stena Superfast VIII. (Afloat adds the pair operate the Belfast-Cairnryan route)

Tallink said the deal is valued at EUR 133.5m ($152m). The vessels will be delivered to the buyer in December 2017. Until then, the vessels continue operations in the UK waters.

For more Tradewinds has a report here.

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#NewbuildsBelfast - A newbuild contract announced last year by Stena for a quartet of ropax ferry vessels with a delivery schedule during 2019 and 2020 are planned for Irish Sea service. The vessels are being built at the AVIC Shipyard in China. The plan is to locate the ferries specifically on routes to and from the line's expanding Belfast hub.

The contract also contains an option for another four vessels to be ordered.

“The routes to and from Belfast are strategically very important to Stena Line and during the last number of years we have made significant investments in ports and vessels to improve and develop our capacity offering a frequent high quality service for our customers to and from Belfast. Looking ahead, we intend to continue our ambitious development plan for our business in the region and the new vessels are a part of this strategic plan. During the last few years we have seen a steady growth in freight and passenger volumes and we believe this will continue. Last year was a record year for us when we for the first time carried over 500,000 freight units through Belfast Port. These new vessels will be the largest ferries ever to operate between Belfast and Great Britain”, said Stena Line’s CEO Niclas Mårtensson.

Joe O’Neill, Commercial Director, Belfast Harbour commented: “We are delighted that Stena Line is planning for Belfast as the location for its next generation of RoPax vessels in what is a significant investment in and enhancement of Northern Ireland’s premier freight and tourism gateway. Belfast Harbour has worked in close partnership with Stena Line over the last two decades to help it expand its Belfast routes into a flourishing hub and this very welcome investment news comes on the back of a record year for Stena Line’s freight business in Belfast Harbour. We look forward to welcoming the new vessels and the associated benefits they will bring to Belfast Harbour and the economy of Northern Ireland.”

The new vessels are being constructed in line with Stena Line’s strategic focus on sustainability.

“The new RoPax vessels will be among the most fuel efficient in the world with approximately 25% lower CO2 emissions per cargo unit than current RoPax tonnage. Our aim is to lead the development of sustainability within the shipping industry and set a new industry standard when it comes to operational performance, emissions and cost competiveness. The vessels will run on traditional fuel, but are designed to the class notation “gas ready” and are also prepared for scrubbers as well as catalytic converters, giving us flexibility for the future”, says Niclas Mårtensson.

Published in Ferry

Leading ferry company Stena Line’s appeal hearing that was originally scheduled for July at the Lands Tribunal for Scotland has now been delayed until late November.

Stena Line has been involved in protracted discussions in relation to the rates assessment of its Loch Ryan Port and terminal facility at Cairnryan. As Afloat.ie reported in May, Stena Line made a significant capital investment, in excess of £80m, when it opened the new state-of-the art ferry port and terminal at Cairnryan in 2011 to replace its former Stranraer facility, an investment which has provided South West Scotland with the largest and most modern freight and tourism gateway in the area. Stena Line has appealed to the Lands Tribunal against the assessment of its non-domestic rates for the new port.

Paul Grant, Stena Line’s Route Manager said: “Stena Line is robustly challenging what is sees as an unfair rates assessment on what is a significant asset for the people and business of Scotland and welcomes the opportunity to put its case before the Lands Tribunal for Scotland in late November.”

Stena Line’s main concern with the current assessment is that it adds significant additional running costs for the company and may impact negatively upon future investment plans at Loch Ryan Port. Stena Line has received support from political representatives on this issue and has engaged Senior Counsel in an appeal against the assessment, which it maintains is without any proper legal basis, at the Lands Tribunal for Scotland.

Published in Ferry

#dlharbour – Hostile questions were asked in the Dail on Wednesday by local TD Richard Boyd Barrett on the proposed development of Dun Laoghaire Harbour as a cruise liner port. They were deflected in ministerial replies about legislation currently being drafted, and the two possible viable ways forward for the harbour's administration. But the underlying pace is accelerating towards a resolution of the future of this unique example of Victorian design, engineering and construction. W M Nixon finds that, in recent days and weeks, his views on the possible uses of this magnificent artificial harbour have undergone considerable change.

Embarrassment is a powerful stimulant for change. Change of attitude, change in ways in behaving, change in ways of looking at things, change to entrenched ways of thinking. I was hugely embarrassed by something seen in Dun Laoghaire nine days ago. And within seconds, there came a complete epiphany, with the sudden awareness that an entrenched attitude towards the development of Dun Laoghaire as a cruise liner port had turned through about 140 degrees.

It made for the complete 180 degrees, as the first 40 degrees of the turn had already been achieved a couple of weeks previously, while spending two completely absorbing if mentally exhausting hours with the maverick Alistair Rumball and his team at the Irish National Sailing School beside the inner recesses of Dun Laoghaire's inner harbour, which is still called the Coal Harbour even though it's very many years since anyone offloaded any lumps of the black gold there.

Be that as it may, as we parted we were shooting the breeze about the proposed development of Dun Laoghaire as a cruise liner port, which has been top of the local agenda since the end of March, and handily gave us one of our choicer April Fool's Day stories here on Afloat.ie - it proved so effective we had to add a health warning.

When a story provides you with something like that, you develop a certain affection for it. So while Alistair and I agreed that that the absolute dream solution for Dun Laoghaire Harbour would be a top-of-the-line government-funded National Monument Preservation Scheme, with the entire place given over exclusively to recreation afloat and ashore, and no commercial shipping of any significant size whatsoever allowed about the place, we knew it was pie in the sky.

"How on earth would they really pay for it?" he asked. "This place is huge, it costs a fortune to run and maintain. A cruise liner berth offers the best and most compact method of providing a worthwhile income stream. And as we in our sailing school – being a commercial operation – have to be rigorous in observing harbour regulations and keeping clear of the established in-harbour shipping lanes, we know that you can continue to sail small boats in large areas of the harbour without any undue sense of space restrictions".

Subsequently, I've been spending some time around Cork Harbour, where circumstances are so different from Dublin Bay that, unlikely as it may seem, you end up feeling sorry for the sailors of south Dublin. For while Cork is almost embarrassed by its riches in natural amenities for sailing, and it's all in a large and attractive harbour where marinas can be put down almost anywhere with no more than a floating breakwater to provide the necessary minimum of shelter, Dublin Bay by contrast is a hugely deprived area in terms of natural waterfront facilities for sailing, yet any attempts to provide man-made shoreline amenities for boats and sailors are dogged with local opposition every inch of the way.

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Around Cork Harbour, it only needs a floating breakwater and, hey presto, you've suddenly got a marina - as seen here at Monkstown. Photo: W M Nixon

Thoughts of this struggle, and how things change, emerged again for various reasons in Dun Laoghaire nine days ago, at the reception in Irish Lights HQ to launch the Great Lighthouses Tourism Initiative. Time was when our many fine lighthouses were places of mystery, and permission to visit took quite a bit of arranging if it could be managed at all. But my word, times have changed. In this electronic age, there are those who wonder if we need all our lighthouses. Yet Irish Lights is legally obliged to maintain them, and the built structures around them.

So Yvonne Shields, the CEO of Irish Lights, whom we'd describe as very switched on and extremely bright were we not talking of the top executive in a lights organisation, unveiled this sensible scheme whereby twelve of our greatest lighthouses are being transformed into stations on a tourist trail, while continuing as working lighthouses.

As the greatest and most monumental lighthouses on land tend to be on rugged headlands in remote areas, in the eyes of Brussels they're in peripheral areas deserving special aid. So there's €2 million of Eurodosh going into this project, which sees what had become increasing liabilities being transformed into tourist resources. And if we're going to be sniffy about that, let's face it: the kind of tourist who'll want to visit a remote lighthouse will not be the kind of tourist who would keep you well clear of Temple Bar.

So the old grey matter was churning briskly away on the business of seeing lighthouses in a new way as we headed home past the Coal Harbour, and there it was: The Embarrassment. For this was the evening at the end of the day when the majestic and rather handsome cruise liner Queen Mary 2 was anchored off Dun Laoghaire in a near gale from the southwest which had delayed the morning's arrangements to ferry passengers ashore in the ship's own tenders to the special landing pontoon installed by the Harbour Company in the inner harbour.

By this time, they were trying to return on board, waiting patiently in a queue which ran the length of the inner pier and more as the two ship's tenders bustled the mile and a half plus out to the ship, yet still more buses turned up to disgorge more passengers, such that for a while the long length of the queue seemed to stay persistently the same.

Perhaps it's because we Irish don't do queuing that I found the entire thing acutely embarrassing to behold. And it wasn't even as if it was raining, which it well could have been. Nevertheless it struck me as being a Third World sort of scenario. Yet obviously these people were keen to visit Dun Laoghaire – most of the thousands of passengers on board had elected to go ashore.

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This just won't do at all – images of Third World destinations came to mind on seeing the passengers from the Queen Mary 3 queuing in the Coal Harbour in Dun Laoghaire to get back out to their ship anchored in the bay. Photo: W M Nixon

So the epiphany came with the essential flashing great light. If we're going to have cruise liners calling at Dun Laoghaire, boomed this disembodied voice, then let's do it properly and provide them with a proper berth. Otherwise, don't have them about the place at all. But please, please – no more buzzing in and out in little tenders in this Irish climate, and no more queuing on a comfortless pier. It's an affront to our best traditions of hospitality.

This sudden firing-up with all the zeal of the recent convert (for until then, I'd wanted Dun Laoghaire to stay exactly as it is, and damn the expense) resulted in my being right into the dragon's den four days later. It was meant to be a short and businesslike meeting with Gerry Dunne, the CEO of Dun Laoghaire Harbour Company, to discuss the Cruise Liner Berth Proposals. But so many ideas were flying around that we ran well over time.

Please be assured, though, that I did my best to represent the needs of the boat-owning and sailing community while accepting that since Stena Sealink withdrew from running a ferry service from Dun Laoghaire to Holyhead, something very serious indeed needs to be done to pay for the maintenance of the harbour.

We have to remember that, among Ireland's main sailing centres, Cork and Kinsale are blessed with such good natural harbours that any marinas located in either harbour do not need fixed breakwaters. As for Bangor Marina on Belfast Lough, it may need a very substantial solid breakwater on its north side, but otherwise - thanks to being located in a bay - three of its four sides are naturally sheltered. But Dun Laoghaire is badly done by – it's so totally an artificial harbour in an exposed location that three of its four sides are protected by large man-made breakwaters, and while they are constructed in monumental style, continuous monitoring and maintenance is essential.

This is costly, but it would become even more so were standards allowed to slip for even a year or two. Even with the present high standards, there can be underlying wear and tear which in time needs major capital expenditure, and according to one recent report, hidden erosion on the most exposed section of the East Pier may eventually need up to €5 million for a proper remedial job.

As it is, the current basic running costs of the harbour are between €2 and €2.5 million a year. Were it kept as a purely recreational harbour and general public amenity, this figure could perhaps be slightly reduced. Yet the Dun Laoghaire recreational boating market still could not withstand paying the full amount out of its own resources and expected annual expenditure, so the shortfall would have to be made up by Government subvention.

But would the sailing and boating people of Dun Laoghaire really like to feel that they're beholden to taxpayers throughout Ireland for their continuing enjoyment of this wonderful amenity at affordable prices? There's something unpleasantly artificial about the idea of such an arrangement, whereas a harbour which is providing a modest but genuine profit is something which has a much healthier feel to it.

Surely if a way can be found of generating a worthwhile income stream without unduly distorting the traditional functioning of the harbour, then that idea should at the very least be actively explored, and recreational boating groups should be prepared to reach out towards compromises in the knowledge that, in turn, such arrangements would make the Harbour Company more accountable to all.

However, local representative Richard Boyd Barrett TD of the People Before Profit party, and Chair of Dun Laoghaire Save Our Seafront Group, sees it differently, and he has called for "a major campaign of people power against the planned cruise berth, and to protect the future of the harbour as a public amenity". His three main objections to a cruise berth plan are "(1) That the cost and financing of the project at €18 million means that the Harbour Company will have to borrow using its existing assets, where no proper business case has been produced. This puts the very future of the harbour at risk. (2) The entire plan has been hatched by an unelected board of the Harbour Company, Council Executives, and local business people who ran a sham of a public consultation over the two weeks of the Easter Holidays, and (3) The scale of the luxury liners at 300 metres long and 59 metres high will dwarf the harbour and reduce public access and public enjoyment of the most intact Victorian harbour in Britain and Ireland".

So with a Harbour Company which is government-owned, yet is charged with maximizing the economic benefit and exploiting the commercial opportunities provided by Dun Laoghaire Harbour, clearly there is something of a divide between the two sides. In fact, "light years apart" just about sums it up.

Nevertheless, politics being the art of the possible, it has to be possible to bring people together sufficiently to see that perhaps a proper sympathetically-designed cruise liner berth might indeed be the answer. After all, although it was built between 1817 and 1842 purely as a harbour of refuge for sailing ships with no thought of any interaction between sea and land, it very quickly became a ferry port for cross-channel steamships. At the height of this activity, with frequent roll-on roll-off ferries and their unpleasant shoreside traffic dominating the waterfront, Dun Laoghaire had lost much of its charm.

For the life of me I can't see that the much more limited shoreside traffic generated by the visits of cruise liners in the summer months can be seen as being anything like as obnoxious as the previous waves of road and rail traffic for the ferries, which was readily tolerated, and helped to keep the place going for 180 years.

And in any case, with the end of the ferry services, Dun Laoghaire definitely lacks purpose. In the Irish climate, it is very difficult to maintain a sense of vitality around a harbour which is purely devoted to personal recreation, whether afloat and ashore. It could be argued that, regardless of the economic benefits, it would be good for the mental spirit and communal well-being of Dun Laoghaire to be a cruise liner port of call, as a cruise liner strikes a neat balance between work and play. Like it or not, all work and no play may make Jack a dull boy, but all play and no work makes him mad.

But even if we accept that the shoreside traffic will be much less than it was with the regular ferries even if there is a cruise liner in port every other day, that is only part of the equation. How does the town itself shape up as a desirable cruise liner destination?

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The Harbour Lodge is symbolic of today's Dun Laoghaire, a classical building from an earlier age, but now enclosed by modernity. Photo: W M Nixon

When we get down to the nitty gritty like this, Gerry Dunne is in his element. He's an affable guy, and good company, but I wouldn't like to get into a row with him, as there's steel underneath it all. So in the sedate setting of Harbour Lodge – which he cheerfully admits his opponents and friends have nick-named "Mussolini's Palace" – he's just the man to fight off the brickbats and work his way towards several objectives. But although he actually lives in Dun Laoghaire within walking distance of his office, he's not really into boat and water sports, yet that's no drawback, as personal preferences definitely don't come into it at all as he plans the way ahead.

He makes no bones about admitting that his attitude is strongly commercial. Before taking over the reins at Dun Laoghaire Harbour Company, he was Commercial Director at RTE, a job description which boggles the mind. Before that, he honed his skills in the UK, working for several large Irish food companies. If that gives you a vision of ditzy little artisan cheeses selling in agreeable country shops, then perish the thought – the big Irish food industries provide as tough a business environment as you could imagine.

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The many moods of Gerry Dunne.Toughened by a varied and demanding career in business and marketing, he has brought a fresh mind to the problems of making Dun Laoghaire harbour economically viable. Photos: W M Nixon

He joined the Harbour Company in 2009, when talk of Stena's withdrawal was already in the wind. So he got Dun Laoghaire moving towards the cruise liner market in a small way, with the miniature 53-passenger Quest in 2011. Finding Quest an in-harbour berth was no problem, and she provided invaluable information on what Dun Laoghaire can provide as a USP for discerning cruise liner passengers. For Quest's rather specialist group, it was the easy access to the Wicklow Hills and particularly Mount Ussher Gardens, and they definitely didn't want to have to travel through Dublin City to get there.

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The mini liner Quest – seen here in the Arctic - began the programme of attracting cruise ships to Dun Laoghaire in 2011

So far so good, but Gerry Dunne really struck gold when he started going to the cruise liner fairs in America and Europe. Gradually he built up a useful network, and again he struck gold when he got a report on the potential attractions of Dun Laoghaire from the Vice President (Itineraries) of one of the biggest American cruise liner conglomerates. Asked to sum up in one word the attraction of the Dun Laoghaire for visitors coming in from sea, her answer was: "Serenity".

We've become accustomed to Venice being talked of as The Most Serene Republic - The Serenissima. But it makes you sit up and take notice to hear of Dun Laoghaire being so described by a tough American businesswoman. Yet that's the impression the waterfront area, with its combination of the old yacht clubs, the station, the Town Hall and the Royal Marine Hotel, apparently makes on seaborn visitors from cruise liners, even if their liners are at present anchored outside the harbour and they have to be ferried in to land by ship's tenders. It seems they can blank out the less attractive buildings, and are left with the abiding impression of relaxed elegance with an easygoing way of life.

This takes a bit of getting used to, as it's so much at variance with the perception in Ireland of Dun Laoghaire as a place where they'd argue over anything and everything all the time, while just up the street there's the real problem of the dreary array of boarded-up shops. But like it or lump it, here it is folks – the reality is the yacht clubs and other other historically significant and stylish buildings of the Dun Laoghaire waterfront area – including the pleasantly under-stated Victorian residential terraces - are the town's greatest tourist asset.

Quite what some of the more senior members of the yacht clubs will make of that we can only guess, but the word is that the clubs have indicated that they'll be prepared to welcome some cruiser liner guests to their premises at pre-arranged times. So perhaps we should see the cruise liners as no more than extra-super super yachts......And there's no doubt that many rugged sailing folk from Dun Laoghaire are themselves only too happy to tootle off on a cruise liner when the peak of the sailing season is over.

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The artist's impression was just that – an artist's impression. If the new berth goes ahead, cruise liners will actually have their sterns towards the town.

But what is the reality if the new berth is agreed? Well, you can forget about your artist's impressions showing a liner facing the town. Space will be restricted, so the liners will come in stern first, thereby enabling them to make an elegant departure for the benefit of crowds down the end of the piers, which could become a popular occurrence.

The new liner pier will be as short as possible, though it will have an underpass for small craft, while the bows of the ships themselves will be held in place by dolphins, as was the HSS ferry. If you think that getting into this berth will involve impossibly ticklish manoeuvring, consider this recent photo of the three Cunard Queens up close and friendly in Southampton, and note that there's no lack of small craft nipping about among them.

dl10.jpgThe three Cunarders can manoeuvre unaided at close quarters even with several small craft nipping about their heels, as seen here in Southampton

One of the other drawbacks about the current setup, with the ships anchoring off and people disembarking in the Coal Harbour, is that there's very little space for buses to move about, but the present waterfront marshalling yard left behind by the exit of Sealink will greatly relieve that problem if the new berth is built. At the moment, it is planned that passengers will walk the short length of the pier to reach their buses, but my own feeling is that the pier should be made a bit wider with a turning circle in order that passengers may board their buses almost directly from the ship, for we're not talking long distance athletes here.

That said, those who are fitter can come and go as they please, with the town within easy reach, whereas being anchored off can cause cabin fever. In other words, if Dun Laoghaire is going to have a cruise liner berth, let it be done properly – half measures involving long walks to buses just won't do, but equally for those who do walk, the town must feel accessible and welcoming.

As to the amount of space the ship will take up in the harbour, that will vary from ship to ship, but some are indeed enormous. And their wind-deflecting presence will certainly add an extra interest to in-harbour dinghy racing. As for the interest of the in-harbour racing for the visitors on the ship, that in turn will all be part of Dun Laoghaire's colourful charm, for which their ship will provide a grandstand view.

In line with that, we should remember that the leading in-harbour class, the historic Water Wags, have only just returned from showing themselves off at Morbihan Sailing week in France. Thus they'll scarcely be unduly bothered about providing a source of fascination for passengers on cruise liners, some of whom will probably be former dinghy racers themselves.

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The Water Wags find it easy to sail freely within Dun Laoghaire Marina on their way out to race in the main harbour, so their only problem with a cruise liner berthed in mid-harbour will be the effect it has on wind flow. Photo: W M Nixon

But what the in-harbour dinghy racers are already becoming happily accustomed to is the newly-emptied eastern half of the harbour, with space now provided where boats used to moor. And this area will not be at risk from maneuvering cruise liners – there's not the depth for them. Finally, as to the height or otherwise of the ships in relation to other structures in Dun Laoghaire, I think we've been righteously indignant about this on a mistaken premise – since the new library was pushed into place, all bets about skyline heights and an elegant relationship with other waterfront buildings are clearly off.

So if the sailing and boating community can be more accepting of the cruise liners which will ultimately provide a real source of income to maintain the harbour which makes their activities possible, what can they expect in return?

They're in a strong negotiating position. After all, the Harbour Company's research has shown it is the comfortable presence of the yacht clubs which underpins this vision of serenity which is Dun Laoghaire's most appealing attraction for the kind of people who enjoy the cruise liner experience. So it's very much in the Harbour Company's interest to keep the clubs in good health.

By today's standards, the Royal Irish YC is thriving, thanks in no small part to its location within the marina against whose creation, ironically, the club fought tooth and nail. But the other three clubs – the Royal St George, the National, and the Dun Laoghaire MYC – are blighted by the limited and relatively unsheltered pontoon berthing at their clubhouses.

It may well be – and I'm only guessing – that the Marina Company's agreement with the Harbour Company includes a clause that these three clubs are not allowed to have their own adjacent marinas. But if such a clause exists, then it should be deleted for the greater good of the harbour and the vitality of the waterfront in general, and the three clubs should be facilitated in providing 150-boat marinas – with proper breakwaters for the George and National - in front of each clubhouse.

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Dun Laoghaire from the southeast. If the new cruise liner berth is installed at mid-harbour, a longterm plan could be the installation of breakwaters in front of the Royal St George YC and the National YC in the foreground to shelter two new 150-boat marinas, as the location of the Royal Irish YC within the main marina gives it an unfair advantage in providing facilities for its members.

As to how Dun Laoghaire town can benefit, that's another matter altogether. The much stronger income and improved employment going through the Harbour Company will undoubtedly be a tangible good, though how seasonal it will be – with liners expected only between April and October – remains to be seen.

But personal expenditure by cruise liner passengers in the town is an imponderable. In fact, some cruise liners in the popular sunshine destinations are notorious for disembarking guests who feel that they made their total investment with the purchase of the ticket back home, so they don't plan to spend any more.

The historic little Venetian city-port of Dubrovnik on the Adriatic – which doesn't have a proper liner port – recently banned cruise liners from coming anywhere near the place, as their thousands of passengers made the narrow streets very uncomfortably crammed at peak times, yet the average expenditure ashore in Dubrovnik by each cruise liner passenger was precisely €6. There's food for thought. But we will of course get a better class of cruise liner passenger in Dun Laoghaire...

Published in W M Nixon
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The Half Ton Class was created by the Offshore Racing Council for boats within the racing band not exceeding 22'-0". The ORC decided that the rule should "....permit the development of seaworthy offshore racing yachts...The Council will endeavour to protect the majority of the existing IOR fleet from rapid obsolescence caused by ....developments which produce increased performance without corresponding changes in ratings..."

When first introduced the IOR rule was perfectly adequate for rating boats in existence at that time. However yacht designers naturally examined the rule to seize upon any advantage they could find, the most noticeable of which has been a reduction in displacement and a return to fractional rigs.

After 1993, when the IOR Mk.III rule reached it termination due to lack of people building new boats, the rule was replaced by the CHS (Channel) Handicap system which in turn developed into the IRC system now used.

The IRC handicap system operates by a secret formula which tries to develop boats which are 'Cruising type' of relatively heavy boats with good internal accommodation. It tends to penalise boats with excessive stability or excessive sail area.

Competitions

The most significant events for the Half Ton Class has been the annual Half Ton Cup which was sailed under the IOR rules until 1993. More recently this has been replaced with the Half Ton Classics Cup. The venue of the event moved from continent to continent with over-representation on French or British ports. In later years the event is held biennially. Initially, it was proposed to hold events in Ireland, Britain and France by rotation. However, it was the Belgians who took the ball and ran with it. The Class is now managed from Belgium. 

At A Glance – Half Ton Classics Cup Winners

  • 2017 – Kinsale – Swuzzlebubble – Phil Plumtree – Farr 1977
  • 2016 – Falmouth – Swuzzlebubble – Greg Peck – Farr 1977
  • 2015 – Nieuwport – Checkmate XV – David Cullen – Humphreys 1985
  • 2014 – St Quay Portrieux – Swuzzlebubble – Peter Morton – Farr 1977
  • 2013 – Boulogne – Checkmate XV – Nigel Biggs – Humphreys 1985
  • 2011 – Cowes – Chimp – Michael Kershaw – Berret 1978
  • 2009 – Nieuwpoort – Général Tapioca – Philippe Pilate – Berret 1978
  • 2007 – Dun Laoghaire – Henri-Lloyd Harmony – Nigel Biggs – Humphreys 1980~
  • 2005 – Dinard – Gingko – Patrick Lobrichon – Mauric 1968
  • 2003 – Nieuwpoort – Général Tapioca – Philippe Pilate – Berret 1978

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