Latest news with #MVGlenRosa
The Herald Scotland
2 days ago
- Business
- The Herald Scotland
Higher costs and fewer journeys: these ferries make no sense
Further, the current Type 23 will be in service for many years to come supporting and protecting our aircraft carriers. Today, Business Editor Ian McConnell editor sets out to laud the Glen Sannox and her boost to the Arran economy ("Does 'ferry fiasco' vessel offer hope for Arran?", The Herald, May 30). The Caledonian Isles will return from Brigadoon soon, so we are told, and run from Ardrossan and so we have two mainland ports serving Arran with all the associated costs. Her design capacity is 1,000 passengers and 110 cars, and with five return journeys per day allows 10,000 and 1,110 passenger and vehicle journeys respectively. When augmented by the MV Isle of Arran, whose design capacity is 448 passengers and 76 cars, this allows an additional 4,480 and 760 journeys respectively and a total of 14,480 passenger and 1,870 car journeys per day from Ardrossan. The Glen Sannox is limited to 852 passengers with 127 cars. The higher capacity is not available in service because it can only do three of the longer Troon return journeys per day, allowing 5,112 and 762 respective journeys per day along with a 40 per cent increase in fuel burn, increased maintenance and running costs and the cost of an additional port giving massive and unnecessary overheads, all for the same capacity as the MV Isle of Arran. As and when or if the MV Glen Rosa comes on service, those overheads double and 4,256 passenger and 346 vehicle journeys will be lost per day, as will the popular day trips for tourism or necessary mainland visits. Apparently that is good business. Peter Wright, West Kilbride. • Stan Grodynski unfortunately continues to fail to understand the basic facts behind the Type 26 frigates, and the comparison to Arran's ferries, in his ongoing deflection from the SNP's total mishandling of Ferguson Marine. Of course the Type 26 programme did begin in 1998 – with an evaluation phase. Unlike CalMac and the Scottish Government, the Ministry of Defence makes plans decades ahead to assess ship replacement programmes, with current plans under way for the Type 83 destroyer as replacement for the Type 45 and provisionally planned for around 2040. From 1998, the extensive planning stage led to a contract being awarded for the design of the Type 26 – itself a lengthy process –at the same time evaluating future overall fleet requirements, with the actual construction contract then awarded in 2017. The design of a complex warship understandably takes a little longer than that of a ferry. From construction contract award to delivery, it remains the simple fact that the Type 26 budget excess is 5% against Ferguson Marine's 670%. Additionally, the Global Combat Ship's design has also been sold to Australia and Canada for their construction of a further 24 vessels. I don't recall any other countries rushing to order 24 "Glen" ferries. With regard to the aircraft carriers, HMS Queen Elizabeth was ordered in 2007 with delivery due in 2015. Being commissioned in 2017 – two years late – her overrun is still five years fewer than that of the Glen Sannox. Her contract was initially costed at £4.1 billion, eventually rising to £6.2bn, an increase of around 50% in part attributable to delays caused by the global financial crisis, and including changes to the planned aircraft to be deployed – still considerably less than Ferguson Marine's 670%. Unlike the Glen Sannox, HMS Queen Elizabeth also has the added benefit of being able to fit into her home port. Perhaps Mr Grodynski would acknowledge that an 80,000 tonne state of the art warship is a rather more complex build than a 1,200-tonne ferry. Steph Johnson, Glasgow. Read more letters Prized strengths of our MSPs The supposed controversy over Scottish Labour's Hamilton candidate, Davy Russell, following a low profile ("Labour's by-election candidate denies he has hindered campaign", The Herald, May 29), rather raises the question: what do we want from our MSPs? Which strengths do we prize? Perhaps we should not expect individuals to be proficient in every dimension? While the Scottish Parliament is about laying down well-worded and structured laws, there is clearly much more for MSPs than that. Serving the needs and tackling the problems of individuals and communities, for one. Organising a small team to respond to constituents, for two. Being open to ideas across party boundaries, influencing colleague MSPs and aware of what's going on in the country, for three. Contributing that knowledge and previous experience to debate whether in the chamber or on the 16 committees, also important. Increasingly, it feels that being grounded in the constituency can add great value to representation. Appearing on television and speaking in public seem to me to be rather less important. And of course, the modern way – good regular use of social media – is an attribute. I provided radio snippets on BBC Radio Scotland for 20 years and much preferred that medium to television because I could have my notes laid out in front of me, unseen. Could I have spoken well without notes on television? Possibly. Did I want to? No. Philip Gaskell (Dr), Drymen. • Question Time from Cheltenham (BBC1, May 29) had a distinctly cautious air about it. With the exception of politics blogger Ava Santina-Evans who tried (and failed) to stir controversy with bizarre remarks and facial expressions, the three politicians – Heidi Alexander (Lab), David Simmonds (Con) and Jess Brown-Fuller (Lib Dem) – and political commentator/journalist Tim Montgomerie all acquitted themselves well. Their responses were waffle-free and well delivered. No talking over one another. It was as if a pre-arranged consensus had been agreed. Perhaps with the newly-arrived "spectre on the block" represented here by the loquacious Tim Montgomerie "own goals" were to be carefully avoided. Apart from one impassioned tirade on the deteriorating Gaza conflict the panel were given an easy ride by a polite Cheltenham audience. Overall, not a memorable session. It does however confirm that political opponents can and should work for the common wealth of all. That augurs well in these troubled times. Allan C Steele, Giffnock. A penny for our NHS Our NHS hits the headlines once again ("One in nine Scots face long waits for planned treatments on NHS", The Herald, May 28) and yet opposition parties jump up and down and engage in political point-scoring. Those same parties have been in charge of the NHS in other parts of the UK and have failed to come up with a solution to long waiting are no constructive ideas, no examples of better practice, only criticism which demoralises loyal and dedicated NHS staff. There is no magic wand. We all need to take some responsibility for the system, for instance, by not missing appointments, using the fully-joined-up approach of considering a visit to the pharmacy first, taking pressure off other services further down the line. NHS nurses and doctors in Scotland are the best-paid in the UK. The Scottish Government's latest accepted pay offer continues this theme with staff, including nurses, midwives, paramedics and porters, receiving a 4.25% pay rise this year, backdated to April 1, and a further 3.75% increase in 2026/27. This is the SNP recognising their dedication. The Government has invested massive amounts in our NHS, yet services still demand more. Perhaps a tax increase of 1p in the pound ring-fenced for the health service is one to put on the table. This option would be more palatable here than UK Labour's approach of back door privatisation. Catriona C Clark, Falkirk. Trans question was valid In his reply to Jane Lax's letter of May 29, Tim Hopkins, LGBTI campaigner and former CEO of Equality Network, seems to backhandedly accuse her of specifically transphobic discrimination (Letters, May 30). Why? Because, in essence, she asks a valid question about the use of debating time in the chamber of the Scottish Parliament and expresses criticism of the Presiding Officer's decision to allow a topic which many fellow voters in Scotland may deem not as pressing as, for example, issues around policing, transport, taxes and more. Whether Mr Hopkins likes it or not, in a democracy this kind of questioning, expressed publicly, is not only allowed but also desirable. His whataboutism about disabled wheelchair users doesn't distract from that. Regina Erich, Stonehaven. • Tim Hopkins is always very keen to speak on behalf of the trans community, so I wonder if he could answer a simple question. He writes to these columns claiming that toilet arrangements mean that trans people cannot visit or work in the Scottish Parliament with dignity and privacy, so can he please tell us what is undignified or non-private about using one of the gender-neutral toilets in that building? (I would also point out that using a toilet is not a very dignified process for any of us, necessity that it is.) Peter Russell, Glasgow. Davy Russell, Labour's candidate in the Hamilton, Larkhall and Stonehouse by election, campaigning with Angela Rayner on Thursday (Image: PA) Digital hang-ups I was amused to see BT's full-page advertisements in The Herald this week. Our village has been connected to the fibre network so in November I called BT asking to be upgraded to Full Fibre. Although I called BT, I was advised that I would be going with EE as BT was becoming EE – are you following me so far? There was a period of four weeks when our 01786-numbered landline was now a 01360 number. When the 01786 number was reinstated, I could not call numbers within my area code for a week or so. Four months and over seven hours of phone calls later, during which time I was speaking to either BT or EE all over the country, we are finally sorted. BT's advertisement states that we'll get protection from scams and nuisance calls although I haven't found that to be the case. Steve Barnet, Gargunnock. The Flying South African Your photograph of the post-war resumption of the non-stop run of the Flying Scotsman train from Edinburgh to London ("Remember when … the Flying Scotsman went back into active service', The Herald, May 29) evokes memories of the age of steam-hauled rail travel. In this instance, the Flying Scotsman train was not hauled by the eponymous Gresley Class A3 Pacific which operated for British Railways under the number 60103. As the photograph depicts, the engine was number 60009, a Gresley Class A4 Pacific named Union of South Africa. Following withdrawal by British Railways in the 1960s, both engines were preserved. Richard Dent, Bearsden.
Yahoo
4 days ago
- Business
- Yahoo
Stalemate fears over Ardrossan harbour buyout plan
Campaigners fear a plan to bring Ardrossan harbour into public ownership to enable a major redevelopment has reached a stalemate. The North Ayrshire port faces an uncertain future because two new CalMac ferries ordered for the Arran route are too big to fit the existing facilities. Ministers announced earlier this year they hoped to buy the harbour from its owner Peel Ports so that the long-promised upgrade could finally progress. The Save Ardrossan Harbour campaign says it has now been told the talks have stalled and an early resolution looks unlikely. The Scottish government promised seven years ago that Ardrossan would remain the main gateway to Arran. Ministers pledged to help fund the multi-million pound upgrade required to accommodate the new CalMac ferries MV Glen Sannox and MV Glen Rosa. Government considers buying Ardrossan harbour Lifeline harbour plan in limbo, says ferries boss Since then costs have risen and the project has been left in limbo because of disagreements over how the bill should be split between the three partners; Peel Ports, North Ayrshire Council and the Scottish government. It has been estimated the redevelopment could now cost £80m. In February, Transport Secretary Fiona Hyslop revealed that money had been set aside to take the harbour into public ownership in an attempt to break the logjam. But an update meeting involving government-owned ferries and ports body CMAL - which is leading the negotiations - has left the campaigners frustrated. Christine Cowie, from Save Ardrossan Harbour, said previous assurances that things were "moving at pace" now appeared to be "totally wrong". "They seem to have reached a stalemate," she told BBC Scotland News. "There seems to be a gap between what the government is prepared to pay and what Peel Ports wants to accept." After the meeting, also attended by representatives from Transport Scotland and CalMac, the campaigners wrote a letter to Peel Ports managing director Lewis McIntyre criticising the "the ongoing delay in finalising the long-awaited deal". The letter says: "We understand from CMAL that an offer has now been made, and that they are currently awaiting a response from Peel Ports. "This delay is not just administrative - it is actively harming the interests of Ardrossan, the Isle of Arran, and North Ayrshire as a whole." Peel Ports responded by issuing a statement accusing public officials of failing to negotiate with sufficient urgency. A spokesperson said: "We've entered negotiations in good faith, working with pace and energy to a timetable we believed was achievable. "Unfortunately, that pace and energy hasn't been matched by those at the negotiating table. "We appreciate that the buyers have other ferry issues to contend with but reaching a swift conclusion will require them to give this negotiation a higher priority." Sources at Peel Ports said there had been no contact with CMAL for six weeks. Ardrossan has now been without a ferry service to Arran since January, when MV Glen Sannox entered service - sailing instead from Troon - and a smaller vessel which was capable of berthing at the harbour was redeployed. The campaigners say the town has suffered economically during this period, as many Arran residents often travel there for things like car repairs or dental appointments. Sailings are due to resume in a fortnight's time when the old Arran ferry MV Caledonian Isles returns after 17 months of repairs, but that might only provide short-term relief. Residents are worried that once the second of the ships, MV Glen Rosa, is delivered - currently expected next summer - it could lose its ferry connection once again. CMAL said it was limited in what it could say during commercial negotiations but insisted it was working hard to find a resolution. "CMAL are fully committed to maintaining a robust and resilient ferry service for the Isle of Arran, and no option is off the table," it said in a statement. "However, we must also ensure we deliver the best value for the public purse." Transport Scotland has been contacted for comment. Ms Howie said the Ardrossan campaigners left the meeting with a sense that the purchase of the harbour was far from guaranteed. "At no time did any of them say we are committed to Ardrossan harbour and we're doing our best," she said. "Quite honestly, we felt like we were just a nuisance being there." When the business case for replacements ferries was drawn up in 2014 it stated that "no port modification work will be required to accommodate these vessels initial deployment". But designs put forward by bidding shipyards to meet the ambitious specifications for the dual-fuel ships were heavier than either CMAL or CalMac expected. Computer simulations on the chosen design involving CalMac captains found it would be difficult to berth such large ships at Ardrossan harbour which requires an awkward "handbrake turn". Troon, about 15 miles further south, is capable of handling them but the crossing to Arran is longer, meaning only three daily sailings are scheduled instead of five. The harbour at Ardrossan also benefits from direct train connections while at Troon there is a 15-minute walk from the port to the station. The uncertainty over which port the new liquefied natural gas (LNG) ships will sail from has also left plans to install fast refuelling stations on hold. CMAL awarded a £4.5m contract to build the facilities to a Danish firm in 2020. The dual-fuel ships instead are currently refuelled with LNG directly from road tankers, a process that takes three times longer than filling up with diesel. Ardrossan Harbour campaigners hold protest on ferry route Government considers buying Ardrossan harbour Lifeline harbour plan in limbo, says ferries boss Were Scotland's new gas-powered ferries a bad choice?
The Herald Scotland
7 days ago
- Business
- The Herald Scotland
Ferguson Marine: Why has ScotGov kept financing the firm?
It comes as it emerged that the Port Glasgow yard was not certain to get the money it needs to complete a lifeline island vessel at the centre of a "new farce" over soaring delays and costs. Ferguson Marine has struggled with the long-delayed and wildly over-budget construction of MV Glen Sannox and MV Glen Rosa, the first dual-fuel ferries built in the UK capable of running on liquefied natural gas. What is Ferguson Marine? Ferguson Marine is a historic shipyard located in Port Glasgow, on the River Clyde in Scotland. Founded in 1903, it has been a significant part of Scotland's shipbuilding heritage and is one of the last remaining shipyards in the country capable of building large vessels. Why is Ferguson Marine important to Scotland? It represents the legacy of Scottish shipbuilding and provides skilled employment in the Inverclyde area, which has suffered from deindustrialisation. It is seen by many as a national asset in terms of maritime capabilities. Its supporters say the nation needs a domestic shipbuilding base for building and maintaining vessels for ferries, defence, and offshore industries. Politically, it also stands as a symbol of the Scottish Government's ambition to maintain and revive industrial capacity, especially under public ownership. What is the current status of Ferguson Marine? The state-owned shipyard located in Port Glasgow, Scotland, is facing significant challenges. The shipyard has been working on two ferries, the Glen Sannox and the Glen Rosa, which have experienced extensive delays and cost overruns. Originally scheduled for completion in 2018 with a budget of £97 million, the costs are expected to rise to more than five times that figure. The Glen Sannox finally commenced service in January 2025, while the Glen Rosa's arrival has been put back for a further six months and will not see service until between April and June of next year at the earliest - while costs have risen by a further £35m. What are the main challenges facing Ferguson Marine? The primary issues relate to financial sustainability because the shipyard is said to lack confirmed contracts beyond the completion of the current ferries, raising concerns about its future viability. It has just lost a key contract to delivery seven loch-class ferries for Scotland to Poland. There are concerns about its operational efficiency as delays and cost overruns have highlighted issues in project management, And there has been concerns about leadership stability with a series of executive and managerial changes and past difficulties in recruiting a permanent chief executive. It has been by reputational issues with its most high profile problem - the much- delayed and over-budget delivery of two ferries - Glen Sannox and Glen Rosa - which were meant to be operational in the first half of 2018. Reports highlighted serious problems in project management, including design flaws, poor documentation, and quality control failures. CalMac (Image: PA) It led to the Scottish Government's nationalisation of Ferguson Marine to prevent its collapse. This move saved jobs but brought the yard's problems into the public sector. What are the broader implications for Scotland from these issues? It has damaged confidence in the Scottish Government's and the yard management's ability to manage large infrastructure projects. Delays to new ferries have exacerbated transport problems for islanders, affecting tourism, supplies, and daily life. It also raises questions about how and whether governments should intervene in failing industries — and how to do so effectively. Why does Ferguson Marine require support? As the last commercial shipyard on the Clyde, it is a significant employer in Port Glasgow, and its closure would adversely affect the local economy. It has strategic importance as it is the only remaining shipyard on the lower Clyde that builds commercial ships. The success or failure of Ferguson Marine may influence whether Scotland maintains a sovereign shipbuilding capability or becomes entirely reliant on private and international yards. It is considered by its advocates that maintaining domestic shipbuilding capabilities in Scotland is vital for national infrastructure and maritime needs. But investment is needed to modernise facilities and secure future contracts. GMB, the main union representing staff at the yard is instrumental in representing the interests of the workforce. It has been actively advocating for job security - to ensure that employees' jobs are protected amid the shipyard's financial uncertainties. It opposes plans for privatisation, arguing that public ownership is crucial for the yard's stability and future. And it has been calling for government investment. What is the future outlook for Ferguson Marine? The future of Ferguson Marine remains uncertain. While there are opportunities, such as potential contracts for further small ferry replacements and collaborations with larger shipyards, these are said to be contingent on securing the necessary investment and improving operational efficiency. The Scottish Government's commitment and the shipyard's ability to address its challenges are considered to be critical in determining its long-term viability . What steps are being considered to secure the shipyard's future? Ferguson Marine has been exploring collaborations with larger shipyards to enhance competitiveness for new contracts and has been proposing investments to upgrade shipyard infrastructure.
Scottish Sun
24-05-2025
- Business
- Scottish Sun
Kate Forbes is set to sack Ferguson Marine's chairman amid ferry fiasco
Eye-watering costs of boat drama have been revealed Click to share on X/Twitter (Opens in new window) Click to share on Facebook (Opens in new window) KATE Forbes is set to sack Ferguson Marine's chairman, we can reveal. Government sources claim there is 'no chance' she'll extend Andrew Miller's stint at the scandal-hit ferry-building firm. Sign up for the Politics newsletter Sign up 2 Ferry chairman Andrew Miller appeared before the Public Audit Committee Credit: PA The Deputy First Minister would make the decision in her other role as Economy Secretary. It comes after the taxpayer-owned shipyard pushed back the MV Glen Rosa's delivery by another nine months. Find out what's really going on Register now for our free weekly politics newsletter for an insightful and irreverent look at the (sometimes excruciating) world of Scottish Politics. Every Thursday our hotshot politics team goes behind the headlines to bring you a rundown of key events - plus insights and gossip from the corridors of power, including a 'Plonker' and 'Star' of the Week. Sign up now and make sure you don't miss a beat. The politicians would hate that. SIGN UP FOR FREE NOW Sister ship MV Glen Sannox entered service seven years late in January. And the pair's combined cost has rocketed to £460million. An insider said: 'The only person Kate Forbes can sack for this mess is Miller. "His three-year contract is up in November. There's no chance she'll renew it.' Mr Miller was appointed in 2022 — weeks after claims emerged that the contract for the ferries was 'rigged' in favour of the yard in Port Glasgow, Renfrewshire. Russell Findlay quickfire Q&A UK Election fallout & buying Liam Gallagher's mum a drink Last March he signed off on the sacking of ex-chief exec David Tydeman. In February he was slammed for telling a Holyrood committe that criticism of Ferguson was 'like raising a child and abusing it'. Asked about his future, a Scottish Government spokesman said: 'Ministers have not made a decision beyond the current contracted time-frame — and any suggestion otherwise is completely untrue.' It comes after the scandal-hit shipyard lost out to a Polish yard on a key contract in a possible 'death knell' for the yard. The small vessels replacement programme - a contract to build seven small new ferries for the CalMac network - was instead awarded to Remontowa. The Polish yard infamously missed out in 2014 when Nats ministers made the decision to give the contract for two ferries to Ferguson Marine, sparking a decade-long scandal. Insiders have warned for years Ferguson needed to win the contract in order to stay afloat long-term.
Scotsman
21-05-2025
- Business
- Scotsman
Ferguson Marine shipyard has 'fundamental weaknesses', as 'difficult trade-offs' needed to finish Glen Rosa
'Difficult trade-offs' are required to find extra £35 million to complete the Glen Rosa ferry. Sign up for the latest news and analysis about Scottish transport Sign up Thank you for signing up! Did you know with a Digital Subscription to The Scotsman, you can get unlimited access to the website including our premium content, as well as benefiting from fewer ads, loyalty rewards and much more. Learn More Sorry, there seem to be some issues. Please try again later. Submitting... Ferguson Marine has 'fundamental underlying weaknesses', Scottish Government officials have told MSPs, as the yard struggles to secure new work to stay in business. The verdict was delivered at Holyrood on Wednesday, just days after the nationalised Port Glasgow firm had asked for significantly more time and money to complete its final remaining major order. Advertisement Hide Ad Advertisement Hide Ad Those overseeing Ferguson Marine said 'difficult trade-offs' would be required to find the extra £35 million needed to finish the hugely late and over budget Glen Rosa ferry for CalMac. Glen Rosa moored at the Ferguson Marine shipyard in Port Glasgow on May 13 | John Devlin/The Scotsman The officials from the Scottish Government's strategic commercial assets division also revealed the additional 'huge over-run', as described by one MSP, included some work on the ferry being done in the wrong way as it had been on now-finished sister vessel Glen Sannox. Dermot Rhatigan, the division's deputy director, told the Scottish Parliament's public audit committee: 'I don't think anybody is in any doubt there are some fundamental underlying weaknesses with this organisation that we still need to address." Failed contract bids Ferguson Marine failed to win the order to replace two vessels it had built for Western Ferries in Dunoon, along with another for seven electric ferries for CalMac. Advertisement Hide Ad Advertisement Hide Ad It has been hoping for more than a year that small scale Royal Navy work for BAE Systems in Glasgow will lead to a bigger contract. Gregor Irwin, director-general economy for the Scottish Government, said: 'The yard needs continuity and stability, and an absolute focus on the many challenges that it faces. 'Graeme Thomson coming in as chief executive [on May 1] is really important, but we need to ensure there is continuity and stability around him so we can have the best possible chance of doing what needs to be done.' Advertisement Hide Ad Advertisement Hide Ad Glen Rosa admissions Last week, Mr Thomson said Glen Rosa would not be complete until between April and June next year - up to nine months later than previously scheduled and eight years after it should have been finished. Work on the MV Glen Rosa is not now expected to be completed until spring next year. Picture: Jeff J Mitchell | Getty Images The additional £35m required will push the ferry's cost to £185m - nearly four times the original contract price. Mr Irwin said he would 'scrutinise very carefully' the extra funding, and if it was not judged to be value for money, he would ask ministers to confirm their previous instruction to continue with the project still applied. In 2023, the-then economy secretary Neil Gray approved work continuing on the ferry despite it being found that it would be cheaper to build another one from scratch. He said that would have cost jobs and delayed completion further. Advertisement Hide Ad Advertisement Hide Ad Mr Irwin admitted the new checks, which would involve consultants being drafted in at a cost of around £100,000, risked 'distracting management attention' from focusing on finishing Glen Rosa. He also said approving the extra £35m for the yard would 'require difficult trade-offs and decisions to be made' as it had not been allocated from the Scottish Government budget. Huge ferry cost over-runs West Scotland Scottish Liberal Democrat committee member Jamie Greene described the figure as a 'huge cost over-run' that was almost as much as the original cost of the ferry. Mr Rhatigan said part of it was because the yard had 'worked through lessons learned on Glen Sannox and realised some things that were done in the wrong way on Glen Sannox were also done in the wrong way on Glen Rosa, so there is an element of re-work'.
