Armorique (ship, 1972)
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The Armorique was a Ro-Ro - Ferry that from 1976 to 1993 by Brittany Ferries for ferry services between the United Kingdom and France , and at times Spain was used.
history
The ship was built in the early 1970s at the French shipyard Société nouvelle des Ateliers et chantiers du Havre (SNACH) in Le Havre as Terje Vigen for DA-NO lines in Oslo . The launch took place on April 24, 1971. The ship was delivered to DA-NO Linien on May 13, 1972 and used on the route between Oslo and Aarhus . In 1973 the ship was sold to Skan-Fahrt in Hamburg with a return charter to DA-NO lines . In 1975 it was sold to Brittany Ferries. The last crossing between Oslo and Århus took place on December 30th of that year. The ship was then converted in France for use by Brittany Ferries and renamed Armorique in early March 1976 .
Brittany Ferries initially used the ship between Plymouth and Roscoff and Plymouth or Portsmouth and Saint-Malo . It replaced the Prince de Bretagne .
From 1978 the ship was used for a new ferry service between Plymouth and Santander . Two tours were carried out per week. At the weekend the ship drove between Plymouth and Roscoff and Roscoff and Cork . In 1982 it returned to the Portsmouth – Saint-Malo route. In the following years it was used on changing routes: Roscoff – Cork, Portsmouth – Saint-Malo, Plymouth – Roscoff and Portsmouth – Saint-Malo. In the 1990s, the ship connected Portsmouth with Saint-Malo, Caen and Cherbourg and Poole with Saint-Malo and Cherbourg.
In 1986 the ship was chartered for a few weeks in March and April to SMZ, who used the ship between Hoek van Holland and Harwich , and in 1988 in May and June to Truckline Ferries, who used it between Poole and Cherbourg. In September and October 1989 and December 1989 and January 1990, the ship was also chartered for a short time to British Channel Island Ferries in traffic between Poole and the Channel Islands of Guernsey and Jersey .
In early 1991, the French army used the ship as part of the Second Gulf War to transport soldiers from Toulon to Yanbu in Saudi Arabia .
Until the end of September 1992, the ship was still used by Brittany Ferries in ferry services between the United Kingdom and France and then decommissioned. In February 1993 a brief assignment followed for British Channel Island Ferries, who used the ship again between Poole and Guernsey and Jersey.
At the end of 1993 the ship was sold to China and used as Min Nan between Xiamen and Hong Kong . After another sale in 1998, it was renamed Sheng Sheng . In 2005 the ship went to an Indonesian shipping company, which used it as Tirta Kencana I between Surabaya on Java and Makassar on Sulawesi . In early 2009 the ship was renamed Mustika Kencana II .
On July 4, 2011, early in the morning local time, a fire broke out on one of the car decks. At that time, the ship was in the Java Sea about 45 nautical miles south of the Masalembu Islands on the voyage from Surabaya to Makassar ( ⊙ ). There were 168 passengers and 23 crew members on board . The ship had 55 vehicles loaded. After the fire could not be extinguished with the means on board, the captain decided to evacuate the ship. All people on board were rescued by ships rushing to help. The fire on board spread over large areas of the ship. As a result, the ferry sank on July 5, 2011 ( ⊙ ).
Technical data and equipment
The propulsion of the ship was carried out by two four-stroke - twelve-cylinder - diesel engines of the manufacturer SEMT (type: PC2-2V400), the two controllable pitch worked. The ship was equipped with two bow thrusters .
Three diesel generators from the manufacturer Mirlees Blackstone (type: ESTL 8 MA) with a total of 1,950 kVA apparent power were available for power generation.
The ship had six decks accessible to passengers . The passenger cabins were on the three lower decks. A total of 190 cabins were available, including 16 four-bed cabins, 172 two-bed cabins and two deluxe cabins. There were also 244 Pullman chairs available. On board there were several restaurants, a cafe, a bar, two shops, a cinema and an exchange office. The three upper decks were each provided with a sun deck to the rear.
When the ferry was rebuilt, the layout of the decks was partially changed. So were z. B. removed the bar and replaced it with an area with recliners, while instead of recliners, additional cabins were built.
The ro-ro decks were on the lower two decks. The upper deck was a continuous deck that was accessible via a bow and a stern ramp . There was a bow hatch in front of the bow ramp . The bow hatch was welded in Indonesia at the latest and was no longer usable. The lower ro-ro deck could be reached via ramps in the ship.
Web links
- Ship information , Facta om Fartyg
- Ship info , Dover Ferry Photos
Individual evidence
- ↑ a b c d e Investigasi Kecelakaan Kapal Laut, Terbakarnya, KM. Musthika Kencana II , Komite Nasional Keselamatan Transportasi Kementerian Perhubungan Republic of Indonesia, 2012 (PDF file, 1.8 MB). Retrieved November 16, 2017.
- ^ Armorique - On board guide (1991) , HHV Ferry. Retrieved November 16, 2017.