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The Commercial & Technical Evolution of the Ferry
THE COMMERCIAL & TECHNICAL EVOLUTION OF THE FERRY INDUSTRY 1948-1987 By William (Bill) Moses M.B.E. A thesis presented to the University of Greenwich in fulfilment of the thesis requirement for the degree of Doctor of Philosophy October 2010 DECLARATION “I certify that this work has not been accepted in substance for any degree, and is not concurrently being submitted for any degree other than that of Doctor of Philosophy being studied at the University of Greenwich. I also declare that this work is the result of my own investigations except where otherwise identified by references and that I have not plagiarised another’s work”. ……………………………………………. William Trevor Moses Date: ………………………………. ……………………………………………… Professor Sarah Palmer Date: ………………………………. ……………………………………………… Professor Alastair Couper Date:……………………………. ii Acknowledgements There are a number of individuals that I am indebted to for their support and encouragement, but before mentioning some by name I would like to acknowledge and indeed dedicate this thesis to my late Mother and Father. Coming from a seafaring tradition it was perhaps no wonder that I would follow but not without hardship on the part of my parents as they struggled to raise the necessary funds for my books and officer cadet uniform. Their confidence and encouragement has since allowed me to achieve a great deal and I am only saddened by the fact that they are not here to share this latest and arguably most prestigious attainment. It is also appropriate to mention the ferry industry, made up on an intrepid band of individuals that I have been proud and privileged to work alongside for as many decades as covered by this thesis. -
SEA CONTAINERS LTD. (Exact Name of Registrant As Specified in Its Charter)
QuickLinks −− Click here to rapidly navigate through this document UNITED STATES SECURITIES AND EXCHANGE COMMISSION WASHINGTON, D.C. 20549 FORM 10−K (Mark One) Annual Report Pursuant to Section 13 or 15(d) of the Securities Exchange Act of 1934 For the fiscal year ended December 31, 2002 or Transition Report Pursuant to Section 13 or 15(d) of the Securities Exchange Act of 1934 For the transition period from to to Commission File Number 1−7560 SEA CONTAINERS LTD. (Exact name of registrant as specified in its charter) BERMUDA 98−0038412 (State or other jurisdiction of (I.R.S. Employer incorporation or organization) Identification No.) 41 CEDAR AVENUE, P.O. BOX HM 1179 HAMILTON HM EX, BERMUDA (Address of principal executive offices) Registrant's telephone number, including area code: (441) 295−2244 SECURITIES REGISTERED PURSUANT TO SECTION 12(b) OF THE ACT: Name of each exchange Title of each class on which registered 1 9 /2% Senior Notes Due 2003 New York Stock Exchange 1 10 /2% Senior Notes Due 2003 New York Stock Exchange 3 10 /4% Senior Notes Due 2006 New York Stock Exchange 7 7 /8% Senior Notes Due 2008 New York Stock Exchange 1 12 /2% Senior Subordinated Debentures Due 2004, Series A and B New York Stock Exchange Class A and Class B Common Shares, $0.01 par value each New York Stock Exchange Pacific Exchange Preferred Share Purchase Rights New York Stock Exchange Pacific Exchange SECURITIES REGISTERED PURSUANT TO SECTION 12(g) OF THE ACT: None. Indicate by check mark whether the registrant (1) has filed all reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act of 1934 during the preceding 12 months (or for such shorter period that the registrant was required to file such reports), and (2) has been subject to such filing requirements for the past 90 days. -
Recreating the Golden Age of Rail Travel
Features Railways and Tourism Recreating the Golden Age of Rail Travel Odette Anderson Introduction The Orient-Express Group, the epitome of luxury and style, was founded by James B. Sherwood, as a subsidiary of British Sea Containers Limited in 1976. Since then, the Group has expanded to encom- pass 16 luxury hotels in some of the most beautiful locations in the world, three ‘nostalgic’ trains (with another coming into operation at the end of 1998), a unique river cruiser, four safari lodges and two award-winning restaurants. The Golden Age of Travel In 1883, the Compagnie Internationale Venice Simplon-Orient-Express winding through Alps (VSOE) des Wagons-Lits (CIWL), founded by the Belgian engineer Georges Nagelmackers, route and, with the later addition of sleep- world, a reputation which Mr Sherwood launched its first and most famous luxury ing carriages, extended the service to has been keen to maintain. train, the Orient-Express. The Orient- Belgrade, Sofia, Athens and the famous The next major breakthrough, which has Express service set an unparalleled stan- destination of Constantinople (Istanbul), significance in today’s market, was the dard for de luxe trans-European train which has evoked so many romantic addition of the London-to-Paris sector in travel. With the opening of the Simplon novels and films. For a while, during the 1889. A beautifully appointed Pullman Tunnel at the Swiss-Italian border in heady 1920s and 30s, the Paris-Venice train made the journey from London to 1906, the Simplon-Orient-Express began sector of this service was deemed to be Dover, where passengers crossed the operating its historic Paris–Milan–Venice the most luxurious train journey in the Channel before joining Wagons-Lits car- riages in Calais to take them on to Paris. -
Sea Containers Ltd. Annual Report 1999 Sea Containers Ltd
Sea Containers Ltd. Annual Report 1999 Sea Containers Ltd. Front cover: The Amalfi Coast Sea Containers is a Bermuda company with operating seen from a terrace of the headquarters (through subsidiaries) in London, England. It Hotel Caruso in Ravello, Italy. is owned primarily by U.S. shareholders and its common Orient-Express Hotels acquired the Caruso in 1999 shares have been listed on the New York Stock Exchange and will reconstruct the prop- (SCRA and SCRB) since 1974. erty during 2000-2001 with a The Company engages in three main activities: passenger view to re-opening in the transport, marine container leasing and the leisure business. spring of 2002. Capri and Paestum are nearby. Demand Passenger transport includes 100% ownership of Hoverspeed for luxury hotel accommodation Ltd., cross-English Channel fast ferry operators, the Isle of on the Amalfi Coast greatly Man Steam Packet Company, operators of fast and conven- exceeds supply. tional ferry services to and from the Isle of Man, the Great North Eastern Railway, operators of train services between London and Scotland, and 50% ownership of Neptun Maritime Oyj whose subsidiary Silja Line operates Contents fast and conventional ferry services in Scandinavia. Company description 2 Marine container leasing is conducted primarily through GE SeaCo SRL, a Barbados company owned 50% by Financial highlights 3 Sea Containers and 50% by GE Capital Corporation. Directors and officers 4 GE SeaCo is the largest lessor of marine containers in the world with a fleet of 1.1 million units. President’s letter to shareholders 7 The leisure business is conducted through Orient-Express Discussion by Division: Hotels Ltd., also a Bermuda company, which is 100% owned by Sea Containers. -
Volume 16 Number 2
THE TRANSPORT ECONOMIST MAGAZINE OF THE TRANSPORT ECONOMISTS GROUP VOLUME 16 NUMBER 2 EDITOR: Stuart Cole, Polytechnic of North London Business School Contents Page RECENT MEETINGS The economics of regulation in the taxicab industry Ken Gwilliam (Leeds, November 1988) 1 The role of Hoverspeed in the cross-Channel market Robin Wilkins (London, November 1988) 3 BOOK REV IEWS The Manchester Tramways (Ian Yearsley & Philip Groves) 15 1 Geoffrey Searle: An appreciation 17 RECENT MEETINGS TEG NEWS THE ECONOMICS OF REGULATION IN THE TAXICAB INDUSTRY Notice of Annual General Meeting 18 Ken Gwilliam, Institute for Transport Studies, University of Leeds (Leeds, November 9 1988) Membership News 19 Local authorities have had powers to regulate entry, fares Programme of Meetings 20 and conditions of operation for taxis ever since the Town Police Clauses Act of 1847. and most exercise these powers. The 1985 Committee 21 Act liberalised entry to the industry. but allowed authorities to refuse licenses if it could be demonstrated that there was no Copy Dates 22 'significant unmet demand', Thus there has been a growing industry in studies of taxi demand, of which the Institute at Leeds has undertaken a SUbstantial number. Evidence from cases fought through the Crown Courts so far suggested that it was very difficult to define what is meant by significant unmet demand, with consequential inconsistencies in decisions. For instance in Stockton the growth in the number of hire cars was accepted as evidence of unmet demand, whereas in similar circumstances elsewhere that argument has failed. Similarly the degree to which a lack of taxis at peak times or in out-of-cntre locations has been accepted as evidence has varied. -
Helsinki-Tallinna-Laivaliikenteen Nykytila Ja Tulevaisuus
HELSINKI-TALLINNA-LAIVALIIKENTEEN NYKYTILA JA TULEVAISUUS LAHDEN AMMATTIKORKEAKOULU Matkailun koulutusohjelma Elämysmatkailu Opinnäytetyö Syksy 2008 Sanna Lisko Lahden ammattikorkeakoulu Matkailun koulutusohjelma SANNA LISKO: Helsinki-Tallinna- laivaliikenteen nykytila ja tulevaisuus Elämysmatkailun opinnäytetyö, 35 sivua Syksy 2008 TIIVISTELMÄ Tämän opinnäytetyön tavoitteena on selvittää Helsinki-Tallinna välisen laivaliiken- teen nykytilaa ja tulevaisuutta. Heinä- ja lokakuussa 2008 kaksi laivayhtiötä on joutunut lopettamaan reittiliikenteensä Helsingin ja Tallinnan välillä. Reitillä vallit- see kova kilpailutilanne, ja reitin tulevaisuudesta on spekuloitu paljon lehdistössä. Työn teoriaosa selvittää Helsinki-Tallinna-reittiliikenteen historian meidän päi- viimme saakka sekä esittelee tällä hetkellä toimivat laivayhtiöt. Laivaliikenteen ny- kytilaa ja tulevaisuutta käsitellään haastattelujen ja lehtiartikkeleiden pohjalta. Tämä opinnäytetyö on laadullinen tutkimus. Selvityksen aineistona on käytetty lehtiartikkeleita, alan kirjallisuutta, omaa havainnointia sekä haastatteluja. Haastat- telut on suoritettu sähköpostitse lomakehaastatteluina Selvityksessä käy ilmi, että kova kilpailutilanne on pakottanut kaksi laivayhtiötä lopettamaan toimintansa ja mahdollisesti lopettamisia tullaan näkemään vielä lisää. Kuitenkin talouskriisin aikana Viro säilyttää asemansa suomalaisten tärkeimpänä ulkomaankohteena. Reitillä voidaan nähdä vielä uusia yrittäjiä, mutta yritykset tus- kin jäävät pitkäikäisiksi. Seuraavien vuosien aikana reitillä tullaan -
Anthony Caiafa, Et Al. V. Sea Containers, Ltd., Et Al. 06-CV-02565
UNITED STATES DISTRICT COURT SOUTHERN DISTRICT OF NEW YORK ANTHONY CAIAFA on behalf of himself and all others similarly situated, Plaintiff, CLASS ACTION COMPLAINT SEA CONTAINERS LTD., JAMES B. SHERWOOD and IAN C. DURANT, Defendants. Plaintiff Anthony Caiafa, individually and on behalf of all other persons similarly situated, by his undersigned attorneys, upon information and belief, based upon, inter alia, the investigation of counsel, which includes, among other things, a review of public announcements made by defendants, Securities and Exchange Commission ("SEC") filings made by defendants, press releases, and media reports, except as to the paragraph applicable to plaintiff which is alleged upon personal knowledge, alleges on information and belief as follows: SUMMARY OF ALLEGATIONS 1. This class action is brought on behalf of all persons who purchased the securities of Sea Containers Ltd. ("Sea Containers" or "the Company") during the period from March 15, 2004 to March 24, 2006 (the "Class Period"). During the Class Period, the defendants represented to the public that Sea Containers' reported financial results presented fairly, in all material respects, the financial position of the Company, and that Sea Containers had a system of internal controls that was adequate to ensure that the Company's reported financial results were accurate. Unbeknownst to plaintiff and the class, the true facts were as follows: a. Sea Containers' reported financial results were inaccurate and cannot be relied upon; b. Sea Containers' internal controls were inadequate to ensure the reliability of its publicly reported financial results; c. Sea Containers had materially overstated the value of (and failed to write down the value of) the value of its investment in the common stock of Orient-Express Hotels Ltd.; and d. -
WP1 Report Page: 1/137 FASS ______
WP1 Report Page: 1/137 FASS ___________________________________________________________________________ FASS WP1 REPORT CONTRACT NUMBER : WA - 97 - SC 2206 ___________________________________________________________________________ WP1 : State of the Art IDD D 113.00.08.042.001 Date: 23/12/98 WP1 Report Page: 2/137 FASS ___________________________________________________________________________ CONTENTS 1. INTRODUCTION 3 2. LITERATURE REVIEW 3 2.1. Introduction 3 2.2. Types of fast ships 4 2.3. European and World-wide lines 14 2.3.1. European Community and European Situation 14 2.3.2. World Situation 21 2.4. International, national and local rules 23 2.5. FAS behaviour 28 2.5.1. What is a fast vessel? 28 2.5.2. Dead-weight problems with FASS 29 2.5.3. Seakeeping behaviour 31 2.6. Technologies 33 2.6.1. Review 33 2.6.2. FAS manoeuvring 36 2.6.3. Instrumentation 37 2.7. Accidents / Incidents 41 2.7.1. General topics 41 2.7.2. Wake wash 54 2.8. Education, training and simulation 58 2.9. Comments 61 2.10. Bibliography 68 2.10.1. Introduction 68 2.10.2. Fast ships 68 2.10.3. Lines 69 2.10.4. Rules 70 2.10.5. FAS Behaviour 70 2.10.6. Technologies 71 2.10.7. Accidents / Incidents 72 2.10.8. Training 74 2.10.9. Other topics 75 APPENDIX 2-1 : CHARACTERISTICS OF INFRARED CAMERAS 76 APPENDIX 2-2 : RULES AND REGULATIONS 83 3. INTERVIEWS 90 3.1. Procedure 90 3.2. Comments on interviews to Navigation Companies 91 3.3. Comments on interviews to onboard Personnel 92 3.4. -
Silja Annual Report 2000
Silja Oyj Abp Annual Report 2000 Key Figures EUR m 2000 1999 1998 1997 1996 Gross revenues 526 540 593 605 669 Operating result 23 43 –20 22 18 Result after net financial items 1 17 –62 –13 –22 Cash flow from business operations 43 65 36 28 39 Interest-bearing liabilities 420 492 517 653 629 Capital employed 575 646 656 772 768 Share of risk-bearing capital, % 31 29 26 20 22 Result after net Cash flow from Interest-bearing Share of risk- financial items, business operations, liabilities, bearing capital, EUR m EUR m EUR m % 20 70 700 35 10 60 600 30 0 50 500 25 -10 -20 40 400 20 -30 30 300 15 -40 20 200 10 -50 10 100 -60 5 -70 0 0 0 ‘96 ‘97 ‘98 ‘99 ‘00 ‘96 ‘97 ‘98 ‘99 ‘00 ‘96 ‘97 ‘98 ‘99 ‘00 ‘96 ‘97 ‘98 ‘99 ‘00 Operations Convertible bonds Non-recurring items Other liabilities Silja in Brief Contents Silja Oyj Abp was founded in 1883 as Finska 2 Significant Events of the Year Ångfartygs Aktiebolaget (Finland Steamship 4 To the Shareholders 5 President’s Review Company Limited). The company’s shares have been listed on the Helsinki Exchanges since 1912 Business Operations when the Exchange commenced operations. 6 Silja Line The Group’s business idea is to offer high- 6 Passenger Services quality passenger transports and experiences at 10 Cargo Services sea, and also cargo transports, in the Baltic Sea 11 Other Operations area. A fifty-year long, continual development of 12 The Fleet 14 Environment the concept of combination tonnage, with passen- 15 Safety ger facilities and car decks on the same keel, forms 16 Personnel the framework of operations, today and in the future. -
4 November 2005 HOVERSPEED ANNOUNCES EARLY CLOSURE
4 November 2005 HOVERSPEED ANNOUNCES EARLY CLOSURE ON DOVER-CALAIS ROUTE Cross Channel fast ferry operator Hoverspeed today announced that following consultations with its permanent staff in the UK and Europe, it had reluctantly decided on an early closure to the season. Hoverspeed, which operates on the Dover-Calais route, said it could no longer sustain the losses on the English Channel. Hoverspeed will retain a certain number of staff who will look after the care and maintenance of its two SeaCats whilst a decision is made on future deployment of the craft. Consequently many jobs will unfortunately be at risk over coming weeks. A spokesman said: “We have implemented a number of changes to the business over the last few years in an effort to improve our financial performance, including moving to a seasonal service. “However despite vehicle carryings increasing by 17 per cent this year, there remains surplus capacity on the Dover-Calais route and our average yields have declined. We have also seen a dramatic increase in the price of fuel – up 54 per cent from last year – and this, coupled together with a diminishing market and less retail opportunities have been the principal causes of our financial problems.” The spokesman added: “The regrettable decision to cease operations has not been taken lightly and it is a sad moment. I would like to pay tribute to all Hoverspeed staff for their hard work, flexible working practices and effort over the years. We shall be looking at various options as to how we may assist those employees who may now face redundancy.” Hoverspeed said that last scheduled sailing of its service would be the 17:30 hours crossing from Dover returning from Calais at 20:15 on Monday 7 November 2005. -
BEN VARREY - Fatal Accident
Isle of Man Government Department of Trade & Industry Casualty Investigation Report CA73 BEN VARREY - Fatal Accident 07/09/2001 BEN VARREY - Accidental Death CA73 ____________________________________________________________ 1. Summary 1.1 Ben Varrey is a small coastal single hatch dry cargo vessel. She called at the salt loading jetty at Kilroot in Belfast Lough on 7th September 2001 to load a full cargo of rock salt. 1.2 The weather conditions at the time were rough but within seamanlike limits for the ship at this jetty. 1.3 On completion of loading the Chief Officer went forward to collect the receipt book from the jetty representative. The jetty top was some 2 metres above the bulwark top at this time and the Chief Officer, in undertaking this exercise fell between the jetty fender and the ship’s side. The ship moved rapidly back against the fender, trapping the Chief Officer and inflicting major injuries. 1.4 Two crew members working nearby pulled him inboard but he died shortly afterwards from his injuries. 1.5 Two fast ferries were transiting the area at the time. 1.6 Two recommendations are made. Ben Varrey investigation Page 2 BEN VARREY - Accidental Death CA73 ____________________________________________________________ 2. Introduction. 2.1 Ben Varrey is a single hold dry cargo vessel of 997 Gross Tons with a length of 64 metres and built in 1986. She is owned by the Ramsey Steamship Company of the Isle of Man. The ship is registered in Ramsey ( Isle of Man ) and operates in the coastal trades around the Irish Sea and UK/North Sea. -
The Channel Tunnel Rail Link: Opportunities and Problems for Regional Economic Development
THE CHANNEL TUNNEL RAIL LINK: OPPORTUNITIES AND PROBLEMS FOR REGIONAL ECONOMIC DEVELOPMENT, David Matthew Smith Thesis Submitted to the University of Plymouth in Partial Fulfilment of the Requirements for the Degree of Doctor of Philosophy Department of Geographical Sciences University of Plymouth December 1992 THE CHANNEL TUNNEL RAIL LINK: OPPORTUNITIES AND PROBLEMS FOR REGIONAL ECONOMIC DEVELOPMENT. David Matthew Smith ABSTRACT The regional economic impact of the Channel Tunnel has engendered much public and private sector interest. Previous studies examining the regional implications of the Tunnel have argued that related development pressures will be largely confined to South East England, further widening the "North-South" divide. Economic Potential Analysis was earlier employed by Clark el. al. (1969) and Keeble et. al. (1982a) to model the geographical impact of the Tunnel on the relative accessibility of the UK regions. The conclusions drawn from these studies support the proposition that the South East would gain at the expense of the more peripheral regions. However, the important implications of a rail-only Tunnel have yet to be modelled. The results of the present study show that opportunities created by the Tunnel could be spread more evenly than had previously been predicted. However, following a review of the legislative and policy environment of the Tunnel and related infrastructure, it is argued that as a result of British Government inaction the more peripheral UK regions are likely to be unable to maximise any potential benefits created. Nonetheless, the overall regional economic impact of the Tunnel will depend ultimately on the reactions of the business community (Pieda 1989a&b).