comment, opinion,
In the 18 years since the current Bass Strait ferries came into service, more than seven million passengers and about three million vehicles have been carried across that body of water. Tasmania is the only Australian state almost totally reliant on sea transport for freight movement, and self-drive tourism has become a crucial part of our economy. However, with so much uncertainty around future domestic and international travel the criteria set by the Tasmanian government in 2017 for ships to succeed the two Spirit of Tasmania vessels has changed, deciding to review the $850 million Bass Strait passenger ferry replacement program entirely appropriate. The COVID-19 pandemic means that new protocols and modified ship and terminal facilities to protect passengers and crews will have to be considered. The closure of state borders has highlighted the limitations of having only one mainland port and we may need to explore the possibility of extending the service to other states. In the past decade, passenger numbers and freight loads on the two Spirit of Tasmania ferries have been growing steadily. The importance of the Bass Strait ferry service to Tasmania’s economy and its role in creating a physical link to mainland Australia is enormous. In 2017, it was decided that the replacement ferries should be a third bigger than the exiting vessels to provide increased passenger and freight capacity. The unfortunate demise of the German shipyard that was to build our new ferries has provided the opportunity to reassess our needs. What is certain is that COVID-19 will change leisure travel around the world, both in a practical and economic sense. Freight loads on Bass Strait may remain strong, but passenger volumes will inevitably be reduced for some time to come. When announcing the ferry replacement review, Premier Peter Gutwein said the existing Spirit of Tasmania vessels could continue to operate safely and efficiently well into the future. He said the ferry review taskforce would be asked to fully explore local procurement and manufacturing options. This offers exciting opportunities for local businesses involved in shipbuilding industries to participate in the ferry replacement program. It is worth remembering that the first two roll-on-roll-off passenger ferries on the Melbourne-Devonport run were built in Australia. The Princess of Tasmania, built at the State Dockyard in Newcastle for the then Commonwealth-owned Australian National Line, came into service on September 23, 1959. It was the first roll-on roll-off passenger and cargo ferry service in the southern hemisphere. The POT, as it became affectionately known, was the largest ship built in Australia to that time. In 1972, the Princess was replaced by the bigger Empress of Australia, which was built at the Cockatoo Island shipyard in Sydney, initially for the Sydney-Hobart-Bell Bay passenger and cargo service. When the Tasmanian government took over the Bass Strait passenger ferry service from the Commonwealth in 1984 it established the TT-Line and bought the 150-metre long German-built ferry Abel Tasman. At the time it was logical to look for a replacement ferry in Europe, where the type of vessel needed for Bass Strait conditions was quite common. After nearly a decade of service, the Abel Tasman was replaced in 1993 by another German-built ship, a 161-metre long vessel that was renamed Spirit of Tasmania. And in 2002 the Bass Strait crossing time was reduced to around 10 hours when the 190 metre long Finnish-built ferries Spirit of Tasmania I and II came into service. A third vessel, Spirit of Tasmania III, was introduced in 2004 to operate between Sydney and Devonport on overnight sailings that took about 22 hours. This service was not a financial success at the time and was discontinued in 2006. In 2015, Spirits I and II underwent a major refurbishment in Australia, with their interiors being completely redesigned and refitted. Tasmanian company Incat is one of the world’s leading builders of fast catamaran passenger/vehicle ferries, with one of its vessels operated by TT-Line on Bass Strait in the summer months between 1997 and 2002. Although the Devil Cat was able to complete a crossing in six hours the strait’s sometimes tough conditions ultimately saw its demise. However, Incat says its fast ferry technology has advanced considerably over the past 25 years. There are, of course, other options. In 2012 the Royal Australian Navy took delivery of the hull of its current flagship HMAS Canberra from a Spanish shipyard with the fitting-out completed in Australia. The economic effect of COVID-19 on European sea travel could also result in ferries becoming available for refitting in Australia. The changed circumstances we find ourselves in presents an opportunity to examine all the possible ferry replacement options. It is an opportunity to make the very best decisions for an essential service that supports so many important Tasmanian industries and businesses.
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In the 18 years since the current Bass Strait ferries came into service, more than seven million passengers and about three million vehicles have been carried across that body of water.
Tasmania is the only Australian state almost totally reliant on sea transport for freight movement, and self-drive tourism has become a crucial part of our economy.
However, with so much uncertainty around future domestic and international travel the criteria set by the Tasmanian government in 2017 for ships to succeed the two Spirit of Tasmania vessels has changed, deciding to review the $850 million Bass Strait passenger ferry replacement program entirely appropriate.
The COVID-19 pandemic means that new protocols and modified ship and terminal facilities to protect passengers and crews will have to be considered.
The closure of state borders has highlighted the limitations of having only one mainland port and we may need to explore the possibility of extending the service to other states.
In the past decade, passenger numbers and freight loads on the two Spirit of Tasmania ferries have been growing steadily. The importance of the Bass Strait ferry service to Tasmania’s economy and its role in creating a physical link to mainland Australia is enormous.
In 2017, it was decided that the replacement ferries should be a third bigger than the exiting vessels to provide increased passenger and freight capacity. The unfortunate demise of the German shipyard that was to build our new ferries has provided the opportunity to reassess our needs.
What is certain is that COVID-19 will change leisure travel around the world, both in a practical and economic sense.
Freight loads on Bass Strait may remain strong, but passenger volumes will inevitably be reduced for some time to come.
When announcing the ferry replacement review, Premier Peter Gutwein said the existing Spirit of Tasmania vessels could continue to operate safely and efficiently well into the future.
He said the ferry review taskforce would be asked to fully explore local procurement and manufacturing options. This offers exciting opportunities for local businesses involved in shipbuilding industries to participate in the ferry replacement program.
It is worth remembering that the first two roll-on-roll-off passenger ferries on the Melbourne-Devonport run were built in Australia.
The Princess of Tasmania, built at the State Dockyard in Newcastle for the then Commonwealth-owned Australian National Line, came into service on September 23, 1959.
It was the first roll-on roll-off passenger and cargo ferry service in the southern hemisphere. The POT, as it became affectionately known, was the largest ship built in Australia to that time.
In 1972, the Princess was replaced by the bigger Empress of Australia, which was built at the Cockatoo Island shipyard in Sydney, initially for the Sydney-Hobart-Bell Bay passenger and cargo service.
When the Tasmanian government took over the Bass Strait passenger ferry service from the Commonwealth in 1984 it established the TT-Line and bought the 150-metre long German-built ferry Abel Tasman.
At the time it was logical to look for a replacement ferry in Europe, where the type of vessel needed for Bass Strait conditions was quite common.
After nearly a decade of service, the Abel Tasman was replaced in 1993 by another German-built ship, a 161-metre long vessel that was renamed Spirit of Tasmania.
And in 2002 the Bass Strait crossing time was reduced to around 10 hours when the 190 metre long Finnish-built ferries Spirit of Tasmania I and II came into service.
A third vessel, Spirit of Tasmania III, was introduced in 2004 to operate between Sydney and Devonport on overnight sailings that took about 22 hours. This service was not a financial success at the time and was discontinued in 2006.
In 2015, Spirits I and II underwent a major refurbishment in Australia, with their interiors being completely redesigned and refitted.
Tasmanian company Incat is one of the world’s leading builders of fast catamaran passenger/vehicle ferries, with one of its vessels operated by TT-Line on Bass Strait in the summer months between 1997 and 2002.
Although the Devil Cat was able to complete a crossing in six hours the strait’s sometimes tough conditions ultimately saw its demise. However, Incat says its fast ferry technology has advanced considerably over the past 25 years.
There are, of course, other options. In 2012 the Royal Australian Navy took delivery of the hull of its current flagship HMAS Canberra from a Spanish shipyard with the fitting-out completed in Australia.
The economic effect of COVID-19 on European sea travel could also result in ferries becoming available for refitting in Australia.
The changed circumstances we find ourselves in presents an opportunity to examine all the possible ferry replacement options. It is an opportunity to make the very best decisions for an essential service that supports so many important Tasmanian industries and businesses.
- Wendy Askew, Tasmanian Liberal senator.
