Trips: 27 July 2018. From Paros to Antiparos, with the AGIOI ANARGYROI of Agia Marina I NE , and then from Antiparos to Paros, with the AGIOS NIKOLAOS of Agia Marina I NE . The landing craft AGIOI ANARGYROI was built in 2018 in Greece, just a few months after her fleetmate and sister ship, the AGIOS NIKOLAOS. She was deployed under Agia Marina I NE on the Paros-Antiparos line. The landing craft AGIOS NIKOLAOS was also ordered in 2018 by Agia Marina I NE, as the AGIOS NIKOLAOS II, in order to replace their ship, the AGIOS NIKOLAOS, built in 2017 and sold to the British Virgin Islands-based company Solaris Shiptrade Company. The AGIOS NIKOLAOS II was renamed AGIOS NIKOLAOS during her construction, and was completed in Greece in 2018. She was subsequently deployed on the Paros-Antiparos line, just a few months before the AGIOI ANARGYROI. Both ships are part of the quartet currently operating on this very short but very important line in the middle of the Cyclades. Indeed, Antiparos is a small island located next to Paros. Its name is the combination of the word 'anti', which means 'opposite' in Greek, and Paros, thus defining it as 'the island opposite of Paros' in English. It has become quite touristic in recent years, due to its traditional lifestyle, beautiful beaches, nice restaurants, and overall landscape. It has more notably been a favourite place amongst camping tourists. Thus, the island is among the points of interest of tourists visiting Paros, and is essential for Greeks who wish to have a calm and isolated summer. Despite its emerging status, the island can only be connected with it more popular neighbour. Indeed, large ferries operating around the Cyclades cannot call at the island as its port is extremely small, shallow and is located near a narrow strait dividing Paros and Antiparos. Therefore, it is physically impossible for ferries from major companies to dock there. The only ships that are able to do so are landing craft (due to their smaller draught compared to larger ferries) and small passenger boats. These ships only operate local trips, operating on the Paros-Antiparos line. Fortunately, there are many trips per day during the summer, with departures from each island taking place every 10 minutes from the early morning to the beginning of the evening. With four landing craft, the trips can be done without any issues. These ships do not leave from Paros' main port located in Paroikia, but from a small village called Pounta. It is located in Southwestern Paros, and is right at the opposite of the port of Antiparos, with the trip between both ports lasting barely five minutes. Small passenger boats such as the HELLAS of Antiparos Speedline NE and the ANTIPAROS STAR of Agia Marina I NE do connect Antiparos with Paroikia, with the trip lasting around 20 minutes. With all the information regarding Antiparos and its ferry network now provided to you, I can now speak to you about my two trips on 27 July 2018, as my family and myself spent a day there. We had stayed in Paros from 26 July to 29 July of that summer, and had decided to explore the nearby island as well. Hence, we headed from the house where we were staying (located near Paroikia) to Pounta, as we had our car with us. Towards noon, we arrived there and travelled with the landing craft AGIOI ANARGYROI. After spending half of the day in Antiparos, we returned to Paros with her fleetmate and sister ship, the AGIOS NIKOLAOS. Hence, as the two trips are short and as I did not take many pictures, this post is a Tribute Post to both Agia Marina I NE ships. For the first time in my life, I traveled with a ship on her first-ever day of service. Indeed, 27 July 2018 was the first day of service of the AGIOI ANARGYROI, which had just been built in Perama throughout the first half of the year 2018. Thus, besides traveling with a landing craft to Antiparos for the first time in my life, I also got to travel on a ship during her maiden voyage. It was really an unforgettable moment. No matter what the career of that small landing craft will look like in the next years, I will always remember that I traveled onboard her on her first-ever trip. Moreover, it was my first trip onboard a landing craft, since 16 July 2014, when I had traveled from Zakynthos to Kefalonia and back with the VASOS K of Ionian Sea Ferries , which still operates there to date. The AGIOI ANARGYROI seen in the port of Pounta, on her first-ever day of service. As it is the tradition in shipping, she was decorated with several maritime flags in order to celebrate her entry to service. Antiparos is seen right behind her. The port is extremely narrow, with limited space for vehicles to conduct their maneuvering procedures when boarding the ships. Shortly after boarding the AGIOI ANARGYROI, I immediately went to her accommodation superstructure, located at the stern section (as it is the case with all passenger landing craft). Here is a view of her garage extension, featuring the decorative flags she bore that day as part of her entry to service on the Paros-Antiparos line. The ship's small indoor lounge area, featuring quite modern benches with dark grey mattresses and a TV screen. In terms of decoration, the area was plain and white, with no additional details whatsoever. The ship's outdoor area had a small sun deck, which had various benches and pump reserves. A more extended view of the sun deck (seen as we were arriving in Antiparos), featuring several aligned grey benches. Just enough for a short but pleasant trip. The ship did have some poster on her walls. These included the table of the MARPOL Annex V regulations (which are the legal regulations about how ships and their crews should manage waste and disposal at sea), which is required onboard all commercial ships. Underneath this table, a small poster indicates passengers not to use the ship's ladder, both in Greek and in English. The ship seen from the passenger port side alley leading from the garage to the upper deck of the accommodation superstructure. It shows the latter, with its classic bridge and open stern section. As we were beginning to leave Paros and the port of Pounta, I spotted one of the AGIOI ANARGYROI's rivals: the landing craft AGIA MARINA ANTIPAROU of Madalena I Shipping , which had just arrived in Paros. The AGIA MARINA ANTIPAROU seen as we depart Paros. She was built in 2006, having been ordered by Madalena I Shipping in order to replace their ship operating on the Paros-Antiparos line at the time, which was the PANAGIA FANEROMENI . After the arrival of the AGIA MARINA ANTIPAROU, that ship was sold to Kimolos Link, and has since been operating on the Milos-Kimolos line. The AGIA MARINA ANTIPAROU seen resting Paros. She is the ship with the most experience on the line, out of the four ferries and the small passenger boats currently operating there. As we were beginning to head towards Antiparos, I saw the fleetmate of the AGIOI ANARGYROI, the AGIOS NIKOLAOS, resting in the island's port. The AGIOS NIKOLAOS seen ready to depart Antiparos. She was the second ship of the company to be named after the seamen's patron Saint. The first one was her former fleetmate, the AGIOS NIKOLAOS, which was built in 2017 and only spent one season on the line before being sold to the British Virgin Islands-based company Solaris Shiptrade Company. She currently operates there as the AEGEAN SEAL, on the Road Town-Beef Island-Salt Island line. Thus, the AGIOS NIKOLAOS, which was being built at the time as the AGIOS NIKOLAOS II, was renamed after her and entered service in her place. The AGIOS NIKOLAOS seen departing Antiparos. The AGIOS NIKOLAOS having finished her departure maneuvering procedure and beginning to head towards Paros. The AGIOS NIKOLAOS passing by her sister ship and fleetmate, as she heads towards the port of Pounta in Paros. Crossing the AGIOS NIKOLAOS as she heads towards Paros. Due to the line's short distance, the landing craft do not necessarily need to be that large, compared to other lines across Greece. The AGIOS NIKOLAOS seen heading towards Paros, after having left Antiparos. A view of the port of Antiparos, which has dozens of white houses built under the well-known Cycladic architectural style. There, we were greeted by the fourth landing craft of the line: the PANAGIA KOIMISIS II of Antiparos Shipping , which was resting at that time of the day. The Chora of Antiparos seen right next to the port. The beautiful Cycladic-style Holy Church of Agia Marina, after which the AGIA MARINA ANTIPAROU is named, is seen in the middle of the town. While we were approaching Antiparos, I took a closer look to the PANAGIA KOIMISIS II. Unlike the other landing craft which have spent their entire careers on the Paros-Antiparos line so far (although, to be fair, the AGIOS NIKOLAOS and the AGIOI ANARGYROI were introduced only last year), she had spells on other small-distance ferry services in Greece. Indeed, she initially began her career in 1996 as the FANEROMENI POROU of VR Ferries (whereupon she become the first ship in the history of the company) and operated on the Saronic Gulf, namely on the Galatas Troizinias-Poros line. She remained there until 2006, when she was sold to NE Elafonisou. She was renamed PANAGIA KOIMISIS II and she was deployed on the Pounta-Elafonisos line on the Lakonian Gulf (threby connecting the village of Pounta-located on the Peloponnese and which has the same name as the small port of Paros served by the Antiparos landing craft-with the small island of Elafonisos, located next to the Lakonia peninsula on the Peloponnese). After two years there, she was sold in 2008 to Antiparos Shipping, underwent a major conversion in Perama as she was considerably lengthened, and entered service on the Paros-Antiparos line, where she has since been remaining. She is therefore the oldest ship on the line, as well as the biggest one in terms of length. After a short trip, the AGIOI ANARGYROI had finished her maiden voyage from Paros to Antiparos. Here she is seen unloading all remaining passengers and vehicles. The small port of Antiparos, showing the AGIA MARINA ANTIPAROU (which had just arrived from Paros) and the PANAGIA KOIMISIS II, the two 'veterans' of the line. They are now both competing against the newly-built landing craft of Agia Marina I NE. After arriving in Antiparos, we headed towards the well-known beach of Agios Nikolaos, which is located on the Western part of the island (at the opposite of the Chora, which is in the Eastern part of Antiparos and right at the opposite of Paros). While arriving at the beach, I spotted an unusual presence: it was the high speed ferry SANTORINI PALACE of Minoan Lines , which was seen heading towards Paros, but passing near the Western part of Antiparos in order to head towards Paroikia. Formerly the HIGHSPEED 5 (2005-2016) and the HIGHSPEED 7 (2016-2018) of Hellenic Seaways, she was sold just before the summer of 2018 to Minoan Lines, as part of the deal that saw Hellenic Seaways being sold to Attica Group. Despite her changing her owner and her name, she remained on the Heraklion-Santorini-Ios-Paros-Mykonos line, where she has been operating successfully since 2013. A few hours after seeing the SANTORINI PALACE and having already been relaxing on the Agios Nikolaos beach, I noticed another ferry heading towards Paros by passing near the Western Antiparos coast. Also heading to Paros while arriving from Ios, it was the SUPERFERRY of Golden Star Ferries . Owned by Golden Star Ferries since 2015, she began operating on the Cyclades during the summer of 2016. In 2018, she was deployed, alongside her fleetmate, the SUPERFERRY II , on the Rafina-Andros-Tinos-Mykonos-Paros-Ios-Santorini-Heraklion line, competing against Sea Jets and the SANTORINI PALACE. I managed to experience a large portion of that trip, as I traveled with her from Rafina to Ios on 14 June 2018 (a month and 13 days before taking this picture). After a few hours at the beach, we headed towards a nearby tavern. There I saw a passenger boat, whose existence and presence on the Greek coastal service is largely unknown. Indeed, it is perhaps the most 'local' ship of Antiparos. It is the small tour boat SARGOS II of Captain Sargos Antiparos , which operates on the Antiparos-Despotiko line. She does cruises around Antiparos and reaches the small islet of Despotiko, located next to the West coast of Antiparos. This island has some nice isolated beaches and some amazing marine caves, accessible only via small boats. Built in 2012, the SARGOS II makes daily cruises alongside her elder fleetmate, the wooden boat SARGOS I, which has been operating there since 2002. After eating at the tavern, and, having spent almost all the day at Antiparos, it was time for us to head back to Paros. There, we were greeted by the AGIOS NIKOLAOS, which was the ship that eventually took us back to the port of Pounta. Here is a view of her garage (similar to the one of the AGIOI ANARGYROI), and her bridge located on her accommodation superstructure which is in her stern section. The alley on the ship's port side, taking passengers from the garage to the staircase that leads to the accommodation superstructure. The indoor lounge area of the AGIOS NIKOLAOS. Although it is built under the same structure as the AGIOI ANARGYROI, the mattresses are white (in contrast to the AGIOI ANARGYROI's darker grey mattresses). Two posters seen hanging on the ship's walls in the indoor lounge area. The poster below is an advertising sing from the Marine Club of Antiparos which promotes sailing lessons in the islands throughout the summer. The one above is more interesting, as it is the ship's builder's certificate. It displays her company's name (at the top, in dark blue Greek letters), her name, registry and year of built (in red Greek letters), and the builder's name (Shipinvestigation Company), address and contact details at the bottom. The ship's tiny reception desk, which is rarely being used due to the short duration of the trips between Paros and Antiparos. The outdoor sun deck area of the AGIOS NIKOLAOS, which is very similar to the one of her sister ship. The outdoor sun deck area, also featuring aligned grey benches. The PANAGIA KOIMISIS II seen shortly before our departure. That summer was her eleventh consecutive on the Paros-Antiparos line. The Greek flag seen flying proudly on the ship's stern. As it was late in the evening, the sun was beginning to set over the beautiful island of Antiparos. Here is the Holy Church of Agia Marina, seen right below the beautiful sun. As the AGIOS NIKOLAOS began to leave the port of Antiparos (thus beginning a maneuvering procedure in order to have her ramp facing towards Paros), I saw her fleetmate, the AGIOI ANARGYROI, resting in her new home, after having completed her first-ever day of service. A nice view of the strait separating Antiparos from Paros, featuring various yachts and sailing catamarans. The AGIOI ANARGYROI, the ship on which I had traveled a few hours earlier, seen resting in Antiparos. Another view of the PANAGIA KOIMISIS II in Antiparos. One of her former fleetmates under NE Elafonisou, namely the PANAGIA KOIMISIS , still sails under that name under Galaga Shipping Company on the Megara-Salamina line. A double-ended ferry, she operated for NE Elafonisou from 2005 (the year during which she was built) to 2009 before being sold to her current owners. From 2011 to 2014, she was also chartered to the Abu Dhabi Port Council, operating on the Abu Dhabi-Sir Bani Yas line in the United Arab Emirates. She returned to Greece in late 2014. A last view of the AGIOI ANARGYROI in Antiparos, at sunset, at the end of the first-ever day in service in her career. She still has the maritime flags connected from her mast to the garage ramp. She is the second ship in the history of the company to be named AGIOI ANARGYROI. The first one still sails in Greece to date. It is the current AGIANNAKIS of NE Elafonisou (coincidentally, the former owners of the PANAGIA KOIMISIS II), which is on the Pounta-Elafonisos line. She operated for Agia Marina I NE on the Paros-Antiparos line from 1986 (the year in which she was built) to 2008, and was the first-ever landing craft in the company's history. She was due to be sold to Maldivian company World Maldived 1 Limited, having been renamed LIMITNESS ONE, in 2008. However, the sale did not materialise and she remained laid-up until 2010, when she was sold to and refitted by her current owners. The island of Antiparos seen during sunset, as we began heading towards Paros. Just five minutes after leaving Antiparos, we were already back in Paros, in the port of Pounta. Here, the AGIOS NIKOLAOS is seen unloading passengers and vehicles. Thus, this concludes that very wonderful day spent in Antiparos, which is surely one of the most underrated islands of the Cyclades. I had two very nice trips with two newly-built landing craft, which traveled without any issues on a short but busy line. I hope they both stay on the line for many years to come, alongside all other ships serving the island. Having built three ships in just two summers, Agia Marina I NE has experienced a considerable fleet renewal. To add to this, they had built the high speed passenger boat ANTIPAROS STAR in 2015, while they will soon be deploying another newly-built high speed passenger boat, the EXPRESS PANORMITIS , which will enter service during the summer of 2019. #agioianargyroi #agiosnikolaos #agiamarinaine #summer2018 #greece #cyclades #aegean #paros #antiparos #agiamarinaantiparou #madalenaishipping #panagiakoimisisii #antiparosshipping #santorinipalace #minoanlines #superferry #goldenstarferries #sargosii #captainsargosantiparos #tribute #backtobacktrips

Trip: 30 July 2017. From Kyllini to Zakynthos, with the MARE DI LEVANTE of Levante Ferries . The conventional ferry MARE DI LEVANTE was built in 1984 in Japan. She began her career as the NIIHAMA 2 for the Japanese company Shikoku Chuo Ferry (which later also had the ferry ROYAL KAWANOE, which also went on to have a career in Greece as the DIONISOS SOLOMOS of Zante Ferries ), on the Osaka-Kobe-Kawanoe-Niihama line. In 1994 she was sold to the South Korean company Kukjae Express and she was renamed KUKJAE EXPRESS FERRY 2. She was deployed on the Mokpo-Jeju line on the Jeju Strait. In 1999 she was sold to the South Korean company Sea World Express Ferry Company and she was renamed SEA WORLD EXPRESS FERRY, while remaining on the Mokpo-Jeju line. In 2003 she was bought by the Greek company Tyrogalas Ferries based in Zakynthos, and she was renamed IONIAN STAR. That company had been founded in 1973 (30 years before the purchase of the ship), and had been operating the conventional ferry PROTEUS (now owned by ANES Ferries and operating on the Sporades) since that very same year, as well as the smaller ferry IONIS since 1993. After having acquired the latter ship, she became part of the Zakynthos-based Ionian Ferries joint venture, which was formed with Zante Ferries and later with ANEZ. Tyrogalas Ferries owned the PROTEUS until 2006 when she was sold to ANES Ferries, and the IONIS until 2016, when she was acquired by Leve Ferries, which deployed her on the Saronic Gulf (where the ship had also operated during her final season under Tyrogalas Ferries in 2015). The IONIAN STAR underwent a major conversion initially in South Korea and later in Greece (in Perama), with a replaced bow, new stabilisers and many new passenger amenities. She entered service on the Kyllini-Zakynthos line in late 2003. She also operated occasionally on the Kyllini-Kefalonia line during the summer. After 12 successful years with Tyrogalas Ferries, the ship was sold to Levante Ferries, a new company in the area that quickly attracted passengers thanks to its new impressive ferry, namely the FIOR DI LEVANTE . Initially operating independently from Ionian Ferries, this company managed to move two Ionian Sea ships out of the area: the IONIS was transferred to the Saronic Gulf, and the ANDREAS KALVOS of Zante Ferries was deployed on the Western Cyclades for the 2015 season. By purchasing the IONIAN STAR, the company eventually managed to remove Tyrogalas Ferries from its own main area of operations, as they subsequently did not have any ships on the Ionian Sea, and only had the IONIS on the Saronic Gulf, where the latter operated before being sold to Leve Ferries in 2016, and thus marking the end of the company. The sale of the IONIAN STAR therefore also marked the end of the Ionian Ferries joint venture and the beginning of the new Ionian Group joint venture, which was formed by Levante Ferries with two ships and Zante Ferries with one ship (initially the DIONISIOS SOLOMOS). After a short stint on the Patras-Kefalonia-Ithaca line from the fall of 2015 to the winter of 2016, the IONIAN STAR underwent a minor conversion in 2016 in Perama, during which she was renamed MARE DI LEVANTE. She subsequently resumed service on both the Kyllini-Zakynthos line and the Kyllini-Kefalonia line, where she has since been operating. Under both names and owners that she has worked for, the MARE DI LEVANTE has been one of the most successful ferries on the Kyllini-Zakynthos line, as well as on the Kyllini-Kefalonia line. She was undoubtedly the best ferry in the area prior to the arrival of the FIOR DI LEVANTE, and has been appreciated for her constant and regular service, being able to operate over the entire year with few days off service in order to undergo her annual refit. The minor conversion she had under Levante Ferries during the spring of 2016 made her even more comfortable and improved her passenger amenities. So this is a general overview of the ship's history and importance within the Ionian Sea. Regarding my experience with her, she is the ship on which I have traveled the most while going from Kyllini to Zakynthos and vice versa. Indeed, since her arrival as the IONIAN STAR in 2003, I remember using her several times during my childhood. In recent years, I certainly remember having traveled onboard her in 2010, 2012, 2013 and 2014, with the latter three years always being trips from Zakynthos to Kyllini. Hence, my trip with her in 2017 was my first one with her in three years, and also, symbolically, my first trip onboard her under her new name and owners. My trip was held on 30 July 2017, just a day after making my return from Sifnos to Piraeus with the SPEEDRUNNER III of Aegean Speed Lines (which had been, during the 2016 season, a fleetmate of the MARE DI LEVANTE, as she had been chartered for the summer by Levante Ferries to serve the Patras-Kefalonia-Ithaca line). I left with my family at noon in order to go to Zakynthos, one of the two islands I go to every summer for my family vacation. After being on the road from Athens to Kyllini for three hours, we finally reached the latter, where the MARE DI LEVANTE was waiting for us. The MARE DI LEVANTE seen in Kyllini. You can also see the FIOR DI LEVANTE maneuvering on the right. We immediately embarked onboard. Here is a view of the upper deck garage, completely full as it was the beginning of the very high season (late July to mid August). The welcome sign next to the passenger entrance in the garage, featuring the company's script logo. The lower passenger accommodation superstructure deck features a passenger lounge area, a small bar and several seats regrouped around tables. The passenger lounge area of the ship, which was recently refitted following the ship's minor conversion in 2016. In the middle section of the ship one can find aircraft-style seats, alongside TV screens hanging on the walls. The front section of the lounge area, full of passengers. Another view of the forward section of the lounge area. The front section of the lounge area, with the well-known front section windows of the ship in the background. The staircase leading to the upper deck, showing posters of sailing boats and of Zakynthos beaches. The ship's deckplan. It is notable to see that the funnel on the drawing still features the logo of her former owners Tyrogalas Ferries, while, on the upper right side of the paper, her former name, the IONIAN STAR, is still visible. The starboard side outdoor alley of the ship leading to the bow section. Another view of the starboard side alley. The upper outdoor deck, featuring several seats, as well as a small accommodation block. Its wooden door now displays the logo of her new owners, Levante Ferries. This deck has the ship's public restrooms, whose doors are decorated with pictures of sailing boats. The stern section of the outdoor area of the ship, which features her funnels, the restrooms and, at the back, the exterior sun deck. The forward section of the outdoor area, featuring the bridge and the crew cabins. The ship's foremast, which has been painted in black since her sale to Levante Ferries. Prior to that, while being owned by Tyrogalas Ferries, it was painted dark blue, as it was the case with the company's other former ferries, the PROTEUS and the IONIS. Next to the MARE DI LEVANTE was her former rival and current fleetmate, the FIOR DI LEVANTE, which was departing for Kefalonia. The FIOR DI LEVANTE departing Kyllini. The FIOR DI LEVANTE seen departing Kyllini. The FIOR DI LEVANTE leaving Kyllini. The FIOR DI LEVANTE seen leaving the port Kyllini. The FIOR DI LEVANTE leaving Kyllini and beginning to head towards Kefalonia. The FIOR DI LEVANTE leaving Kyllini. I would go on to travel with her on 7 August 2017, in my return trip from Zakynthos to Kyllini. The FIOR DI LEVANTE in her third straight season on the Ionian Sea and in Greece as a whole. The amazing FIOR DI LEVANTE heading towards Kefalonia. As the FIOR DI LEVANTE began to head towards Kefalonia, I spotted another ship heading this time towards Kyllini. Indeed, it was the ZAKYNTHOS I of rival operator Kefalonian Lines , which was returning from her namesake island, Zakynthos. The ZAKYNTHOS I seen heading to Kyllini. She was previously a partner of the MARE DI LEVANTE (back when she was known as the IONIAN STAR) when she operated for her owners ANEZ, back when they were part of the now-defunct Ionian Ferries joint venture, from 1993 to 2006 and from 2012 to to 2013. The ZAKYNTHOS I has been chartered to Kefalonian Lines by ANEZ since 2014. 2017 hence marked her fourth straight summer operating for the Kefalonia-based company. The ZAKYNTHOS I heading towards Kyllini. The ZAKYNTHOS I seen heading towards Kyllini. The ZAKYNTHOS I heading towards the port of Kyllini. The ZAKYNTHOS I approaching the port of Kyllini. Another view of the ZAKYNTHOS I approaching the port of Kyllini. A view of the ship's stern from the upper deck. As we started to approach the island of Zakynthos, I spotted another ferry heading from the latter to Kyllini. This time it was the ANDREAS KALVOS of Zante Ferries . The ANDREAS KALVOS en route from Zakynthos to Kyllini. That summer marked her first one back on the Ionian Sea, after having spent the 2015 and 2016 seasons on the Piraeus-Kythnos-Serifos-Sifnos-Milos-Kimolos line alongside the company's other ship operating on the Aegean Sea, namely the ADAMANTIOS KORAIS . After spending two seasons on the Western Cyclades with mixed reviews, the ANDREAS KALVOS returned to the Ionian Sea, where she had previously been operating from 2003 to 2014. Her service on the Western Cyclades was taken over by the recently-converted DIONISIOS SOLOMOS, which was deployed on the Aegean Sea for the first time in her Greek coastal service career, which began in 1999. The ANDREAS KALVOS also spent her first summer on the Ionian Sea since her own conversion, which took place in 2015. The ANDREAS KALVOS heading from Zakynthos to Kyllini. The ANDREAS KALVOS seen heading from Zakynthos to Kyllini. The ANDREAS KALVOS having just passed by us. Another view of the ANDREAS KALVOS. After an hour, we began to approach the port of Zakynthos, with the small passenger boat port being the first to greet us. There I was able to spot the ships DIMOSTHENIS and DIMOSTHENIS K , both owned by Top Cruiser. A view of the DIMOSTHENIS, which has spent her entire career in Zakynthos since being built in 1999. She operates around the island and also stops in the small island Marathonisi. Next to the two ships of Top Cruiser was the small ship ANNOULA II of TUI Zakynthos , which also performs trips around Zakynthos and stops in Marathonisi. A view of the DIMOSTHENIS K, which is five years older than her fleetmate, the DIMOSTHENIS. On the right side of the port's entrance, I could see other passenger boats. Indeed, these were the wooden pirate-themed passenger boat MENIA MARIA I and the DELFINI , both owned by Voutirakos Cruises. The MENIA MARIA I and the DELFINI seen together in Zakynthos. The DELFINI resting in Zakynthos. The small passenger ship SPARTACUS, owned by Cruisemar, seen returning to Zakynthos The DIMOSTHENIS and the DIMOSTHENIS K seen together in the port of Zakynthos. The DIMOSTHENIS K resting in Zakynthos. And another view of the DIMOSTHENIS, as we began to maneuver in Zakynthos. And this was the end of the trip, my first one with the MARE DI LEVANTE under her current name and owners. The ship certainly became even better following her small conversion, and is set to provide her efficient and reliable service in Zakynthos and Kefalonia for years to come. #maredilevante #levanteferries #ioniangroup #summer2017 #greece #ionian #kyllini #zakynthos #tyrogalasferries #fiordilevante #zakynthosi #kefalonianlines #andreaskalvos #zanteferries #dimosthenis #dimosthenisk #topcruiser #annoulaii #tuizakynthos #meniamariai #delfini #voutirakoscruises #tribute

Trip: 15 August 2021. From Zakynthos to Kyllini, with the ANDREAS KALVOS of Levante Ferries. The ferry ANDREAS KALVOS was built in 1985 in Japan as the Ro-Ro carrier ESAN MORU No. 5 of the Japanese company Dōnan Jidōsha Ferry (known as Tsugaru Kaikyō Ferry since 2009), for whom she was deployed on the Aomori-Hakodate line on the Tsugaru Strait. She remained there for the first 15 years of her career, until she was sold to the Cypriot company Vourakis Shipping in 2000. She was renamed TONIA, and in 2001 she operated as a Ro-Ro carrier on the Piraeus-Limassol line. In 2002 she was bought by Zante Ferries, a Greek company based in Zakynthos and at the time a member of the Ionian Ferries joint venture, which also included Tyrogalas Ferries and ANEZ. The TONIA underwent a major conversion in Perama, whereupon she became a passenger ferry, and she was renamed ANDREAS KALVOS. Her conversion saw her receiving an entirely new passenger deck above her lower garage deck (in the place of the former upper outdoor garage deck) with many indoor lounge areas and an outdoor sun deck, as well as a fully remodeled stern. She finally started service on the Kyllini-Zakynthos line and on the Kyllini-Kefalonia line on the Ionian Sea in 2003. She also spent some time on the Patras-Kefalonia-Ithaca line from late 2012 to early 2013, after Strintzis Ferries, the company operating there, ceased operations, before returning to her previous usual service. In 2015 she underwent a major conversion once again, in Keratsini, whereupon she received sponsons and her stern was slightly modified. She was later transferred to the Aegean Sea, as she was deployed on the Piraeus-Kythnos-Serifos-Sifnos-Kimolos-Milos line, hence joining her fleetmate, the ADAMANTIOS KORAIS, on the Western Cyclades. She stayed there for two years, until 2017, when she returned to the Ionian Sea, after it was decided that the DIONISIOS SOLOMOS would take over her service on the Cyclades. She resumed service on the Kyllini-Zakynthos line and on the Kyllini-Kefalonia line, this time under the Ionian Group joint venture, which included Zante Ferries and Levante Ferries. The latter had started operations on the Ionian Sea in late 2014, bringing in the spectacular ferry FIOR DI LEVANTE. The latter has so much success, that the company went on to buy the IONIAN STAR of Tyrogalas Ferries in 2015 (which became the MARE DI LEVANTE in 2016), and drove the latter company out of the Ionian Sea. After effectively competing against Kefalonian Lines, Levante Ferries became the dominant player on the Ionian Sea, to such an extent that they prevented the ANDREAS KALVOS from being sold to Kefalonian Lines in 2018. Instead, the ship joined Levante Ferries in 2019, only a few months after the company had bought the NISSOS KEFALONIA from Kefalonian Lines. Both ships began service in 2019, with the NISSOS KEFALONIA being renamed KEFALONIA and being deployed on the Kyllini-Zakynthos line and on the Kyllini-Kefalonia, whereas the ANDREAS KALVOS (which was not renamed) was deployed on the Patras-Kefalonia-Ithaca line, this time on a full-time basis. With these moves, Levante Ferries became the only company that served the Ionian Sea from Kyllini and from Patras, while Zante Ferries is now only operating on the Aegean Sea, with the DIONISIOS SOLOMOS serving the Western Cyclades lifeline, and the ADAMANTIOS KORAIS operates on the Alexandroupolis-Samothraki-Limnos line on the Northeast Aegean Sea since 2020. During that same year, the ANDREAS KALVOS returned to the Kyllini-Zakynthos line and to the Kyllini-Kefalonia line, while the KEFALONIA was moved to the service in Patras. Having served the Greek coastal service as a ferry for almost two decades, the ANDREAS KALVOS has become an important ship on the Ionian Sea, where she has been permanently deployed since 2002, with the exception being the two years that she operated on the Western Cyclades. Even though she is now 36 years old and far away from her early days as a new Ro-Ro carrier, the ship has provided good service and has remained a loyal ship on the Ionian Sea. Her usefulness has proven to her owners that she should continue to operate, as she underwent three major conversions since arriving in Greece. She helped cement the presence of Zante Ferries on the Ionian Sea for many years, and Levante Ferries also saw much potential in her, hence they upgraded her indoor areas to a large extent back in 2019. While she was deemed a bit too slow and too small to serve the demanding Patras-Kefalonia-Ithaca line during the summer, her presence on the Kyllini-Zakynthos line and on the Kyllini-Kefalonia line is more than sufficient. The summer fo 2021 marked her second consecutive season of operating to both islands of the Ionian Sea from Kyllini, together with the FIOR DI LEVANTE and the MARE DI LEVANTE. After having stayed in Aegina between for the first five days of August 2021, I then headed to Zakynthos with my family for a few days. This was a very meaningful period for us, as it had been the first time since 2019 that we got to visit the island, after unfortunately not having the opportunity to do so in 2020. On a much sadder note, this was the first time that we headed to Zakynthos without my beloved grandmother, or Granny as I always called her, as she sadly passed away in July 2021. She has been an integral part of my life and always supported me (as well as the rest of the family) in everything we did, and she showed love, care and affection to a level that I have not seen in any other individual that I have met so far. Moreover, she made me fall in love with the island of Zakynthos, as the moments that we got to spend together there each summer were amongst the most precious ones that I would experience this year. While it was hard to be in the island that she loved so much without her, the fact that we went there was the best way to honour her and to continue to enjoy the island's beauties and traditions the same way that we did with her. As such, this Blog post is dedicated to her, as she also always shared my passion for shipping, and especially those operating in Zakynthos. We had arrived in Zakynthos from Kyllini on 6 August 2021, having traveled onboard the MARE DI LEVANTE, for which a Tribute Post has already been written. On 15 August 2021, we started to make our way back to Athens in order to then go to Aegina for the remainder of the summer. Our return trip from Zakynthos to Kyllini was with the ANDREAS KALVOS. By traveling with her, this marked the first time that I traveled with the ship under the livery of Levante Ferries, and it was also my second-ever trip with her. Indeed, the first one had been from Kyllini to Zakynthos on 2 July 2012, hence more than nine years prior. By embarking onboard the ANDREAS KALVOS, it also meant that I had now traveled with all four current vessels of Levante Ferries, as I have also traveled with the FIOR DI LEVANTE from 2015 to 2017, as well as with the KEFALONIA during her debut season under her current owners. A view of the ANDREAS KALVOS in Zakynthos, shortly before embarking onboard her for the second time in my life. It would mark my first trip with her after nine years. The ANDREAS KALVOS seen in the port of Zakynthos, during her third season under Levante Ferries. This summer marked the first time that I saw the ship under the livery of Levante Ferries, as she was operating on the Patras-Kefalonia-Ithaca line in 2019, and I was unfortunately not able to visit Zakynthos during the summer of 2020. Before I embarked onboard the ANDREAS KALVOS, I spotted the pier from which the small passenger boats of Zakynthos (with the exception of those owned by Voutirakos Cruises) depart the island in order to perform their daily cruises and excursions around the island and in Marathonisi. There, I saw two ships of Top Cruiser, the DIMOSTHENIS and the DIMOSTHENIS K, as well as the MY WAY of My Tours, which was built in 2020 and was the newest ship to be introduced on cruises around Zakynthos. The DIMOSTHENIS K, which has been sailing around Zakynthos and Marathonisi since 1994, is seen together with the newly-built MY WAY. Next to them is the abandoned passenger boat PANAGIA ATHONITISSA of Actipis Cruises, which has been languishing in Zakynthos since 2009. A bit further down, I also had the chance to see the two ships of Seven Islands Cruises that operate around Zakynthos and in Marathonisi. These are the IKAROS PALACE and the IONIAN SUN. The IKAROS PALACE seen in Zakynthos together with her fleetmate, the IONIAN SUN. The IKAROS PALACE has performed this service since 2007, while from 1999 to 2006 she operated on the Kefalonia-Ithaca-Skorpios-Meganisi-Lefkada line on the Ionian Sea. The IONIAN SUN was spending her fourth season under Seven Islands Cruises, having joined them in 2018. Before that, she was the VASSILIOS A of Akliros Cruises, for whom she performed daily cruises on the Saronic Gulf from 1990 (the year during which she was built) to 2017. While looking towards the Western pier of the port of Zakynthos, one can see the ships of Voutirakos Cruises. In this case, I saw the MENIA MARIA I and the DELFINI. Both ships have served the company on the Ionian Sea for many years, and they have been praised for their daily cruises around Zakynthos and Marathonisi. A view of one of the two funnels of the ANDREAS KALVOS. After having carried the logo of Zante Ferries for 16 years, the ship's funnel now featured that of Levante Ferries. A view of the passenger staircase leading to Deck 5, which is also known as the Saloon Deck. This is because it is the only deck that features the ship's indoor areas, as well as the outdoor balcony located right underneath her bridge. There is also an outdoor areas in Deck 6, located towards the aft section of the ship. The walls around the staircase feature waves and lyres which are hanged for decoration. They were added when the ship entered service for Zante Ferries back in 2003. Levante Ferries did not remove them, although they added a poster stating 'Happy to welcome you aboard our ships again' in both Greek and English, together with the company's logo. This is the sign that passenger see upon disembarking from the ship. A view of the central indoor lounge area found on Deck 5. It features multiple dark blue chairs located around several small wooden tables. Another view of the central indoor lounge area, which also features a small bar towards the ship's starboard side. Towards a corner on the starboard side of the central indoor lounge area on Deck 5, a wall featured a nice picture of the Blue Caves of Zakynthos, which are located at the Northern tip of the island and are known to have some of the most precious waters of the Ionian Sea. A view of the Safety Plan of the ANDREAS KALVOS, which depicts the emergency exits and the location of all available life jackets in each deck. Heading towards the stern section of Deck 5, one may find several aircraft-style seats. These were fully renovated in early 2020, when more aircraft-style seats were added in order to better accommodate passengers on the Patras-Kefalonia--Ithaca line. Another view of the new aircraft-style seats of the ANDREAS KALVOS, which were added in early 2020. Despite this addition, the passenger capacity continued to be underwhelming for the Patras-Kefalonia-Ithaca line, therefore the KEFALONIA moved to there during the summer. For the short trip on the Kyllini-Zakynthos line, these seats are more than sufficient. The central part of the stern section, which features more aircraft-style seats which are seen in rows of four, surrounded by small black barrier columns. Another view of the aircraft-style seats, which are located in the stern section of Deck 5. The walls here are decorated with a nautical chart of the Ionian Sea. A view of the stern section of Deck 5, with the ship's well-known aft windows. The chairs and tables that used to be there were also replaced by aircraft-style seats. Another view of the aft windows, as well as the aircraft-style seats located next to them. After having a look at the indoor area of Deck 5, I proceeded to the front section outdoor area of the ship, where one can find the front section balcony that gives a full view of the ship's surroundings. There, I could see the ship's mooring equipment, and the flag of Levante Ferries being flown right above her bow. Another view of the front section balcony of the ANDREAS KAVLOS, with the town of Zakynthos seen in the background. A view of the starboard side alley that leads to the front section bow of the ANDREAS KALVOS. It features a few seats that face the sea, as well as a small staircase that leads back to the indoor lounge area of the ship. I then proceeded to Deck 6, which has an outdoor sun deck area that has more chairs and tables for passengers. Another view of the outdoor sun deck in Deck 6, which was also renovated in 2020, during the ship's refit in Drapetsona and in Chalkida. A further view of the outdoor sun deck, which also started to feature a few white benches attached to the floor. While walking further down Deck 6, I almost reached the stern section, which did not have any passenger amenities. A view of the mizzenmast of the ANDREAS KALVOS, which has been fully painted in black since the ship joined Levante Ferries in 2019. After I had finished exploring the ship's indoor and outdoor areas, I spotted the small high speed boat SPYROS V of Voutirakos Cruises departing the port of Zakynthos. She was built in 2021, and was therefore spending the first summer of career. Like all her fleetmates, she performs one-day cruises around Zakynthos and Marathonisi. The SPRYOS V seen departing the port of Zakynthos in the morning. She is one of the three small high speed boats that were built for Voutirakos Cruises in Greece. The SPYROS V seen as she leaves the port of Zakynthos in order to start her cruises. She was the youngest ship operating in Zakynthos during that season, as she began service a year after the MY WAY. The SPYROS V seen leaving and heading towards the exit of the port of Zakynthos. One last view of the SPYROS V, just before she exited the port of Zakynthos. Moments after the SPYROS V had left the port of Zakynthos, it was now the turn of the small high speed boat ATHANASIOS V of Voutirakos Cruises to leave the port. She is seen here ready to pass by her two fleetmates, the MENIA MARIA I and the DELFINI. The ATHANASIOS V seen leaving the port of Zakynthos. She was the second ship of her kind to be delivered to Voutirakos Cruises, having been built in Greece in 2016. She joined the company two years after her sister ship, the STAVROULA V. The MENIA MARIA I and the DELFINI seeing the ATHANASIOS V leaving the port of Zakynthos in order to begin her daily cruise around the island. The ATHANASIOS V seen leaving the port of Zakynthos, during her sixth summer operating on the Ionian Sea under Voutirakos Cruises. The ATHANASIOS V seen as she leaves the port of Zakynthos. Another view of the ATHANASIOS V, as she heads towards the exit of the port of Zakynthos. The small and modern ATHANASIOS V seen as she leaves Zakynthos. The ATHANASIOS V seen exiting the port of Zakynthos. Another view of the IKAROS PALACE alongside the IONIAN SUN. The DIMOSTHENIS K and the MY WAY seen alongside the PANAGIA ATHONITISSA and two other abandoned and partly-submerged small passenger ships. The DIMOSTHENIS K, the MY WAY and the PANAGIA ATHONITISSA seen together in the port of Zakynthos. At around 08:00, the ANDREAS KALVOS departed the port of Zakynthos in order to begin her trip to Kyllini. Here is another view of the DIMOSTHENIS, alongside the DIMOSTHENIS K, the MY WAY and the abandoned passenger ships of Zakynthos. The IKAROS PALCE can also be party seen at the right corner of this picture. The MENIA MARIA I seen alongside the DELFINI in Zakynthos. I notably traveled with the latter during the summer 2009, whereupon I sailed around Zakynthos and also headed to Marathonisi. Another view of the DELINI in Zakynthos. She is the flagship of Voutirakos Cruises. She was built in 2001 in Greece, with the basis of her hull being taken from her predecessor, also named DELFINI, which was a small passenger ship that operated for Voutirakos Cruises from 1990 to 2001. The DIMOSTHENIS, the DIMOSTHENIS K and the MY WAY seen together in Zakynthos. Another view of the DIMOSTHENIS and of the DIMOSTHENIS K, which have spent their entire careers under Top Cruiser. As I left the port of Zakynthos, I took one final picture of the Church of Agios Dionisios, who is the patron Saint of the island. This church has been an integral part of my childhood and of my summer stays in Zakynthos, and it is one of the most distinguishable landmarks of the island. About 30 minutes after having left the port of Zakynthos, I spotted one of the fleetmates of the ANDREAS KALVOS, namely the MARE DI LEVANTE. She was seen heading to Zakynthos, after having left Kyllini. Crossing the MARE DI LEVANTE on the Ionian Sea, as she is seen heading to Zakynthos. She was built in 1984 in Japan, hence a year before the ANDREAS KALVOS. Like the latter, she also first operated in Japan for the first years of her career, before moving to Greece during the 2000s. Both ships began their services on the Ionian Sea in 2003, as this was the year during which the MARE DI LEVANTE was introduced on the Kyllini-Zakynthos line and on the Kyllini-Kefalonia line as the IONIAN STAR of Tyrogalas Ferries. She operated for the latter company until 2015, when she was sold to Levante Ferries. She was renamed MARE DI LEVANTE in 2016. The MARE DI LEVANTE seen sailing on the Ionian Sea, during her seventh summer under Levante Ferries, and during her sixth season under her current name. The MARE DI LEVANTE seen on the Ionian Sea, where she has established herself just like the ANDREAS KALVOS did. Previously, both ships operated together through the Ionian Ferries joint venture, from 2003 to 2015 as well as under the Ionian Group joint venture from 2017 (when the ANDREAS KALVOS returned to the Ionian Sea) to 2019. Since then, both ships have been fleetmates. A view of the MARE DI LEVANTE, on which I had the chance to travel during the 2021 season, after having sailed with her from Kyllini to Zakynthos on 6 August 2021. I have traveled with her several times as a result of heading to Zakynthos during the summer. Indeed, I traveled with her several times back when she was known as the IONIAN STAR during the 2000s, as well once in 2012, in 2013 and in 2014 (with all these trips being from Zakynthos to Kyllini). I traveled with her under her current name and livery for the first time on 30 July 2017, while going from Kyllini to Zakynthos. Since then, I traveled twice with her in 2018, once in 2019, and once more in 2021. The successful MARE DI LEVANTE see as she heads towards the port of Zakynthos. She became the third and final ship to join Tyrogalas Ferries, having joined them in 2003 as the IONIAN STAR. The company had started operations on the Ionian Sea with the ferry PROTEUS, which was sold to ANES Ferries in 2006 and still operates for the latter company on the Sporades. The company acquired the Ionian Sea veteran ferry IONIS in 1993, and operated her on the Kyllini-Zakynthos line and on the Kyllini-Kefalonia line until 2015, when she moved to the Piraeus-Aegina-Methana-Poros line on the Saronic Gulf. The ship was sold a year later to Leve Ferries, and she therefore marked the end of Tyrogalas Ferries, as the IONIAN STAR had been sold to Levante Ferries only a few months prior. The IONIS continues to operate today, having joined Triton Ferries in 2017 and currently serving the Lavrion-Kea-Kythnos line on the Cyclades since 2020. The MARE DI LEVANTE seen sailing on the Ionian Sea, en route to Zakynthos. She is the second oldest ship of Levante Ferries, after the KEFALONIA which was built in 1975. One last view of the MARE DI LEVANTE, as she sails to Zakynthos while we make our way to the port of Kyllini. At around 09:10, the ANDREAS KALVOS had finally reached the port of Kyllini. There, another one of her fleetmates, namely the FIOR DI LEVANTE, was seen waiting for us to dock. The FIOR DI LEVANTE seen in Kyllini. She was due to depart the port in order to head to Kefalonia. Alongside the ANDREAS KALVOS and the MARE DI LEVANTE, she serves both the Kyllini-Zakynthos line and the Kyllini-Kefalonia. The FIOR DI LEVANTE seen docked in Kyllini. She was built in 1998 in South Korea, and she was bought by Levante Ferries in 2012. She was completely rebuilt and converted in China, and after two years, she became a completely new ship. Her indoor areas and her passenger amenities are among the most impressive in Greece. She began service on the Kyllini-Zakynthos line in late 2014, and she immediately made an impact, becoming the best ferry of the Ionian Sea and asserting the market position of Levante Ferries in the area. She became such a success, that eventually all companies based in Kyllini eventually withdrew from the area, and therefore Levante Ferries established a monopoly there. The FIOR DI LEVANTE seen resting in Kyllini. Ever since beginning her services on the Ionian Sea, she has been the flagship of Levante Ferries. The FIOR DI LEVANTE seen in Kyllini, during her seventh season under Levante Ferries. After having a successful first summer during the 2015 season, her company bought the IONIAN STAR from Tyrogalas Ferries, and this led to the end of the Ionian Ferries joint venture, which was replaced by the Ionian Group joint venture that included Levante Ferries and Zante Ferries. As a result of this, the FIOR DI LEVANTE also began serving the Kyllini-Kefalonia line. During the 2016 season and the 2017 season, she also performed occasional trips on the Kyllini-Kefalonia-Ithaca line. The FIOR DI LEVANTE seen as she is docked in Kyllini, while awaiting to leave the port in order to head to Kefalonia. Despite initially competing against Zante Ferries, she did not really face the ANDREAS KALVOS, as the latter had ended her service on the Ionian Sea after the 2014 season and then underwent her second conversion in Keratsini before moving to the Western Cyclades during the 2015 season. After she returned to the Ionian Sea in 2017, it was under the Ionian Group joint venture, therefore the two ships were collaborating with one another. They eventually became fleetmates when the ANDREAS KALVOS joined Levante Ferries in 2019. The FIOR DI LEVANTE seen docked in the port of Kyllini. Her success on the Ionian Sea did not go unnoticed by shipping enthusiasts around the world, and she eventually was awarded the prestigious title of 'The Best Ferry in the World' in 2015 by Shippax. The impressive FIOR DI LEVANTE seen resting in Kyllini. A view of the FIOR DI LEVANTE, which is truly a gem for the Ionian Sea and for the Greek coastal service altogether. A view of the FIOR DI LEVANTE in Kyllini, while the ANDREAS KALVOS performs her maneuvering procedure. The FIOR DI LEVANTE seen in Kyllini, where she has established herself as the best ship of the Ionian Sea. I traveled with her for the first time on 24 July 2015, while heading from Zakynthos to Kyllini. I also had a memorable onboard her on 26 July 2016, while heading from Zakynthos to Kyllini and then back, before again traveling with her two days later. The last time that I sailed onboard her so far was on 7 August 2017, from Zakynthos to Kyllini. The FIOR DI LEVANTE seen in Kyllini. Many major Greek ferry companies would certainly envy her incredible amenities, and she would certainly be a major success if she ever was deployed on the Aegean Sea. But even then, I believe that her true home is on the Ionian Sea. The ANDREAS KALVOS was performing her maneuvering procedure in order to dock next to the FIOR DI LEVANTE in Kyllini. The beautiful FIOR DI LEVANTE seen docked in the port of Kyllini. Another view of the FIOR DI LEVANTE, while she is resting in Kyllini shortly before departing the port in order to head to Kefalonia. The FIOR DI LEVANTE seen in Kyllini. Before joining Levante Ferries, she was the TREASURE ISLAND of the South Korean company Dong Yang Shipping Company, which was renamed Dong Yang Express Ferry Company in 2005. In 2000 the ship was renamed HYUNDAI SEOLBONG, a name that she kept until her sale to Levante Ferries in 2012. During her spell in South Korea, she served the Busan-Jeju line. One last view of the FIOR DI LEVANTE in Kyllini. After about 75 minutes, the trip with the ANDREAS KALVOS had ended, as she finally docked in the port of Kyllini. Here is a view of her stern, which further displays her side sponsons, which she acquired back in 2015. Next to her port side entrance ramp, one may also see a sign displaying the logo of Lloyd's List Greek Shipping Awards, which specifies that Levante Ferries won the 'Passenger Line of the Year' award for 2019 (the year during which the ANDREAS KALVOS joined the company). This award was yet another major accolade that further implied that Levante Ferries was now one of the best Greek ferry operators. One final view of the ANDREAS KALVOS in Kyllini, as we now begin to head back to Athens. And this therefore marks the end of this post. Overall, the trip was very enjoyable, and I was pleased to be back onboard the ANDREAS KALVOS after more than nine years. She was clearly a different ship compared to the last time that I had traveled with her, as her indoor areas were fully refurbished, in addition to her stern being slightly remodeled along with the ship also having acquired sponsons. These changes have undoubtedly made her more appealing to passengers, and she can sail more comfortably even under adverse weather conditions. A unique feature of the ship is her front section balcony, which offers passengers a beautiful view across the Ionian Sea. Overall, it was nice to sail onboard this ferry, which has been a key component of the Ionian Sea for almost two decades. In addition, I was happy to see Zakynthos again after two years, and also having the chance to see the ships that serve this precious island yet again. While there is no longer any competition due to the success of Levante Ferries, the company's ships continue to provide excellent service, and will certainly continue to do so for the years that will follow. #andreaskalvos #levanteferries #summer2021 #greece #ionian #zakynthos #kyllini #dimosthenis #dimosthenisk #topcruiser #myway #mytours #ikarospalace #ioniansun #sevenislandscruises #meniamariai #delfini #spyrosv #athanasiosv #voutirakoscruises #maredilevante #fiordilevante #tribute This Blog Post is dedicated to my beloved grandmother, Ariadni-Maria Vraila, or Granny as I called her, who sadly left us in July 2021. Apart from giving me so many precious memories and beautiful moments, she made me love with the island of Zakynthos, which is where I first started to follow the ships of the Greek coastal service. I maintain fond memories from the island, and all the summers that I had the chance to spend there with her and with the rest of my family remain deeply engraved in my heart. While it was hard to spend the summer of 2021 in Zakynthos without her, her memory lives on, and I will continue to visit the island for the rest of my life, always sailing on the Ionian Sea that she loved so deeply.

Trip: 21 August 2021. From Aegina to Palaia Epidavros, with the AGISTRI EXPRESS I of Agistriotiki NE. The small passenger boat AGISTRI EXPRESS I was built in Greece in 2000 for the Agistri-based company Agistriotiki NE. She has spent her entire career on the Aegina-Agistri line, connecting the two Saronic Gulf islands daily during the year. When she began her service in 2000, she replaced the small passenger ship MANARAS EXPRESS of Panou Shipping, which was sold to the Kos-based company Diakanastasis Cruises. She is one of the two small passenger ships connecting Aegina with a smaller island of the Saronic Gulf, with the other one being the small wooden passenger boat NERAÏDA of Sea Bond, which serves the Aegina-Moni line during the summer. Overall, the small ship is, despite her size, a very important presence in both islands. Indeed, she solely operates during the morning and the early afternoon, usually transporting the residents of Agistri who work in Aegina. Moreover, she is a vital ship when it comes to transporting sick or injured people from Agistri to Aegina, where medical facilities are accessible. Despite both islands having a strong connection with Piraeus and between themselves through the ferries of 2way Ferries and the high speed craft of both Hellenic Seaways and Aegean Flying Dolphins, Agistriotiki NE remains a popular company in both Aegina and Agistri, as it fulfills its simple role with much success and throughout most of the year. She also performs excursion trips to other ports of the Saronic Gulf, such as Methana and Poros, including during the winter, when schools in Aegina and Agistri organise field trips there. She has also performed evening trips from Aegina and Agistri to Palaia Epidavros, in order to transport passengers planning to watch a play in the historical Ancient Theatre of Epidavros, which was built in the 4th century BC and continues to host theatrical performances. To that end, the AGISTRI EXPRESS I leaves Aegina (or Agistri) during the evening, heads to the coastal town of Palaia Epidavros on the Saronic Gulf, from which passengers then head to the Ancient Theatre by bus. After the theatrical performances end, the passengers head back to Palaia Epidavros, after which the AGISTRI EXPRESS I brings them back to Aegina. I was fortunate to be a passenger onboard such trips on the evening of 21 August 2021, as I headed, together with my family, from Aegina to Epidavros in order to watch a theatrical performance of the Ancient Greek play 'Prometheus Bound' of Aeschylus. To that end, I got to travel with the AGISTRI EXPRESS I for the first time in my life, despite having frequently seen her in Aegina several times when I would head to the island during the summer. This marked my third-ever trip on the Saronic Gulf with a ship other than a ferry or a high speed craft, after having sailed with the small one-day cruise ship PLATYTERA TON OURANON of Hydraïki Cruises (also known as Athens One Day Cruise), on which I traveled back on 9 September 2017, and also with the SEBECO II of Alko Ferries, on which I had traveled while heading from Piraeus to Agistri on 27 July 2019. I would perform two trips with the ship, with the second one being during the night, after the theatrical performance ended towards midnight. The AGISTRI EXPRESS I seen docked in the port of Aegina, where she was waiting for passengers planning to head to the Ancient Theatre of Epidavros to embark onboard her. A view of the AGISTRI EXPRESS I in Aegina, during her twenty-second season on the Aegina-Agistri line, where she has become a much-appreciated local ship. A bit further down, in the main pier of the port of Aegina, I saw the PLATYTERA TON OURANON of Hydraïki Cruises, which was performing yet another cruise on the Saronic Gulf. She was built in 1999 in Greece, and has been owned by her current company since 2007. She performs daily cruises on the Floisbos-Hydra-Poros-Aegina line, hence giving many tourists the opportunity to see three islands of the Saronic Gulf in just one day. A frontal view of the AGISTRI EXPRESS I, where one can see her small bridge. Passengers were allowed to sit over the ship's bow, which is something that I went on to do in both trips, including the one that we did during the night. Another view of the PLATYTERA TON OURANON, which also happened to have a ferry docked right next to her. Indeed, I could spot the landing craft ELENI of Kerkyra Seaways, which was serving the Piraeus-Aegina line during the 2021 season. She replaced the AGIOS NEKTARIOS AEGINAS of ANES Ferries, which unexpectedly headed to the Sporades in order to take over the service left by her fleetmate, the SYMI, which experienced a severe engine failure. The ELENI and the PLATYTERA TON OURANON seen together in the port of Aegina, right at the start of the evening. We proceeded to embark onboard the AGISTRI EXPRESS I. There, I saw the ship's small wooden reception desk, which notably featured a small globe. A view of the indoor lounge area of the AGISTRI EXPRESS I, which features several rows of dark blue aircraft-style seats. Right in front of the bridge, one can see a banner with the ship's name, and a text in Greek stating '2000-2021. 21 years of serving our island [Agistri]. We thank you for your support'. The ship's life jackets can be seen on the top of the ceiling. Right next to the door leading to the outdoor area over the ship's bow, I noticed a portrait of the late founder of Agistriotiki NE, who was the main visionary of the company aimed at deploying a ship on the local Aegina-Agistri line in 2000. A sign right next to the portrait states, in Greek, 'Our gratitude to the late architect of the deployment of the AGISTRI EXPRESS I. March 2000'. At about 18:00, the AGISTRI EXPRESS I began to leave Aegina in order to head towards Palaia Epidavros. I once again had the chance to see the PLATYTERA TON OURANON, prior to her return trip to Floisbos. She performs this service under the Platinum Cruises joint venture, which includes her company and Evermore Cruises, which owns the legendary passenger ship MYKINAI, nowadays the one-day cruise ship COSMOS. A better view of the ELENI, during her lone season on the Piraeus-Aegina line on the Saronic Gulf. She was built in 1993 in Greece, as the ELENE B of Elene B Shipping, and operated on the Rion-Antirrion line. She was sold to the Corfu-based company Gerontakis Shipping in 2005, and she was renamed ELENI. She moved to the Igoumenitsa-Corfu line on the Ionian Sea in 2007. She joined Kerkyra Seaways in 2020, while in 2021, the year during which she completed a major refit in Salamina, she operated on the Piraeus-Aegina line. After the summer season ended, she returned to the Igoumenitsa-Corfu line. Another view of the ELENI, shortly after the AGISTRI EXPRESS I exited the port of Aegina. I traveled with the ship on three different occasions, the first of which was on 21 July 2021, exactly one month before my trip with the AGISTRI EXPRESS I, while heading from Aegina to Piraeus. As we were now sailing on the Saronic Gulf, I also happened to see the conventional ferry APOLLON HELLAS of 2way Ferries from a further distance. Built in 1990 in Greece, she has been operating on the Saronic Gulf since 2017. She has also been present there from 1990 to 1995, and also from 1999 to 2013. Since her return in 2017 (after three seasons on the Sporades), she has been serving the Piraeus-Aegina-Methana-Poros line. Only a few seconds after seeing the APOLLON HELLAS, I spotted the hydrofoil FLYING DOLPHIN XVII of Hellenic Seaways approaching the port of Aegina as well. The FLYNG DOLPHIN XVII seen heading to Aegina at full-speed. She was built in 1984 in Georgia, which was at the time part of the Soviet Union, and was introduced on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line on the Saronic Gulf under the Greek company Ceres Flying Dolphins. The latter was taken over by Minoan Flying Dolphins in 1999, with all hydrofoils joining the new company. The latter was renamed Hellas Flying Dolphins in 2002, before being rebranded as Hellenic Seaways in 2005. The FLYING DOLPHIN XVII is one the three hydrofoils that continue to operate for the company. A view of the FLYING DOLPHIN XVII as she approaches the port of Aegina. I have traveled with her four times so far, including on 19 July 2021, while heading from Piraeus to Aegina. One last view of the veteran hydrofoil FLYING DOLPHIN XVII, while she makes her towards the port of Aegina. After a few minutes, we were now seeing the island of Agistri from a closer view. We would pass by the North side of the island, from where we could see the small port of Megalochori (also known as Mylos), which is the port of Agistri that is served by the hydrofoils of Hellenic Seaways and Aegean Flying Dolphins. The AGISTRI EXPRESS I also docks in the port, together with the main port of Skala, which is served by the ferries of the Saronic Gulf. Another view of the island of Agistri, which has grown in popularity over the past two decades. It is a frequent destination for people willing to do a one-day excursion from Aegina. A better view of the port of Megalochori in Agistri. Towards 19:10, after over 70 minutes of sailing over the Saronic Gulf, we had finally reached the port of Palaia Epidavros. There, I had the chance to see the Church of Agios Nikolaos, which looks down towards the sea. Palaia Epidavros nowadays rarely has passenger ships connecting it with the rest of Greece, due to most towns and villages on the Argolid Peninsula being accessible from Athens by road. The port used to be served by hydrofoils of Ceres Flying Dolphins during the 1980s and the 1990s, being usually linked with Methana, Poros and Aegina. A view of the two lighthouses located in the middle of the small bay that is right surrounded by the town of Palaia Epidavros. It is mandatory for passenger ships to pass between them, and to reduce their speed in order to avoid disrupting the small yachts and sailboats that anchor near the port. This therefore marked the end of my trip with the AGISTRI EXPRESS I. After watching the performance of 'Prometheus Bound', we headed back to the port of Palaia Epidavros towards midnight, and the AGISTRI EXPRESS I left for Aegina towards 01:00. Here is a picture of her right before embarking onboard her once again in order to make our way back to Aegina at night. The return trip was extremely memorable, as we were sailing at night over the Saronic Gulf, with my uncle and me being among the few passengers that stayed in the outdoor area, over the ship's bow, throughout the entire return trip. This therefore concludes my Tribute Post. I was very pleased to finally travel onboard the AGISTRI EXPRESS I, which was a ship that I saw multiple times while spending my summer vacation in Aegina. Despite her small size compared to other vessels operating on the Saronic Gulf, she is very suitable for small local trips to Agistri as well as Palaia Epidavros. Her versatility has helped her become a much-appreciated ship in the region, and she therefore enables many people based in Aegina to explore other ports across the Saronic Gulf, including the opportunity to watch a theatrical performance in one of the most historical archaeological sites of Greece. These two unusual trips were very memorable for me, as I finally had the chance to explore new sections of the Saronic Gulf, while traveling onboard a nice traditional vessel, which is the unsung hero of the island of Agistri. #agistriexpressi #agistriotikine #summer2021 #greece #saronicgulf #aegean #aegina #palaiaepidavros #agistri #platyteratonouranon #hydraikicruises #athensonedaycruise #eleni #kerkyraseaways #apollonhellas #2wayferries #flyingdolphinxvii #hellenicseaways #tribute

Trip: 12 July 2015. From Santorini to Piraeus, via Ios, Folegandros, Milos and Sifnos, with the CHAMPION JET 1 of Sea Jets. The high speed ferry CHAMPION JET 1, a wave-piercing catamaran, was built in Australia in 1997, as the INCAT 044. After a period of advertisement by her builder, who sent her initially to Portland in the United Kingdom and later to Aarhus in Denmark, she was taken over by the French company Condor Ferries. She began her career on the Channel, operating as the CONDOR VITESSE on Poole-Guernsey-Jersey line, until 1999, when she was chartered to the New Zealand-based company Interislander, operating on the Wellington-Picton line. She returned to Condor Ferries the following year, and she was deployed on the Cherbourg-Poole line, under a partnership that was made between her company and Brittany Ferries. This lasted until 2011, when she was deployed on the St Malo-Jersey-Guernsey-Poole-Weymouth line. Along with her sister ship, the CONDOR EXPRESS, and later with another Incat-built ship, the CONDOR RAPIDE, she became a beloved ship amongst Channel residents, and in particular those in Guernsey and Jersey. Their speed and their reliability were constantly praised, and were key to their company's dominance in the high speed sector. In 2014, Condor Ferries announced that they would replace two of their three high speed craft with a new and super modern high speed ferry: the CONDOR LIBERATION. Though she was built in 2010 in Australia, she never sailed as she did not manage to find an operator, until Condor Ferries came to bring her to the Channel. The CONDOR LIBERATION was completed in 2015, and she replaced the aging CONDOR EXPRESS and CONDOR VITESSE, which were immediately sold to Greek company Sea Jets. The sale of the two ships was met with disappointment by the Guernsey and Jersey residents, and this briefly affected Condor Ferries' reputation. That path later became worse, as the CONDOR LIBERATION has experienced many technical problems and has been criticised for her unconventional service. Sea Jets is a high speed craft-based company founded in 2002 by the shipowner Marios Iliopoulos. The company initially had the sister ships SEA JET 2 and SUPER JET, before acquiring their first high speed ferry, the MEGA JET, in 2008. The company was among the small operators that operated on the Cyclades and in Crete, with the islands being connected from both Piraeus and Rafina. Initially not as known as bigger companies like Hellenic Seaways, Minoan Lines, ANEK Lines, Blue Star Ferries or NEL Lines, the company saw a huge rise in the early 2010s. Indeed, Sea Jets acquired the MASTER JET in 2011, and then deployed the giant high speed ferry TERA JET in 2014 on the Heraklion-Santorini line, which turned out to be a very successful move. Similar successes from the SUPER JET on Rafina-Tinos-Mykonos-Paros-Naxos-Ios-Santorini line and from the MASTER JET on the Piraeus-Tinos-Mykonos-Naxos-Ios-Santorini line made the company even more present on the Cyclades, and later also acquired the sister ship of the MASTER JET, the ex-ÉMERAUDE FRANCE of Émeraude Ferries (which had been laid-up in Tilbury since 2007), and renamed her SEA SPEED JET. In 2015, with the company continuing to grow, the purchase of the CONDOR VITESSE and of the CONDOR EXPRESS was announced, with their pending arrival generating excitement from the Aegean Sea residents. Furthermore, Sea Jets acquired the high speed ferry CORSICA EXPRESS SECONDA, which became the PAROS JET, which became the fifth purchase of the company in just two years. Hence, with these pending arrivals, 2015 was a summer full of expectations for Sea Jets, with most of the focus centered on the new sister ships bought from the Channel. The two Condor Ferries high speed craft, the CONDOR VITESSE and the CONDOR EXPRESS, then aged 18 and 19, departed Falmouth for Greece. The former arrived in Piraeus in March and was renamed CHAMPION JET 1, while the latter arrived in May under the name CHAMPION JET 2. Following a conversion in Elefsina and in Chalkida, the CHAMPION JET 1 entered service in May, operating on the Heraklion-Santorini-Ios-Naxos-Mykonos line for a few days as a cover for the Sea Jets flagship TERA JET, which was having a few delays while undergoing her refit. She then went to her originally-planned line in June: the Piraeus-Mykonos-Naxos-Santorini line. Though she began well, she suffered a major engine failure which was not fully repaired and which made her operate at lower speed rates, thus producing many delays. When her sister ship, the CHAMPION JET 2, was ready for service in July, it was decided that the latter will be deployed on the Piraeus-Mykonos-Naxos-Santorini line, therefore switching her originally-planned Western Cyclades service with her sister ship, the CHAMPION JET 1. The high speed craft as a result went to the Piraeus-Sifnos-Milos-Folegandros-Ios-Santorini line, where she remained until August, when she returned to the Heraklion-Santorini-Ios-Naxos-Mykonos line as the TERA JET was chartered for the transportation of Syrian refugees in Piraeus and the Northeast Aegean Sea. She completed her season there, before she was laid-up in Piraeus in order to undergo her winter refit. The high speed craft CHAMPION JET 1 in Piraeus, awaiting a departure to Sifnos. This picture was taken nine days before my trip with her. Despite her speed and her operations, the ship's first season on the Aegean Sea was not very successful, a contrary to her previous success on the Channel. Because of her engine failure, she sailed at very low speed rates, which were sometimes the half of those of other high speed craft such as her sister ship, the TERA JET, the HIGHSPEED 4, the HIGHSPEED 6 and the FLYINGCAT 4 of Hellenic Seaways. Her delays did not please passengers, and she was also involved in a collision with the hydrofoil FLYING DOLPHIN ATHINA of Aegean Flying Dolphins while the two were docking in Piraeus, causing the latter to miss 10 days of service at the heart of the high season. When the most recent acquisition of Sea Jets, the PAROS JET, entered service on the Piraeus-Paros-Naxos-Koufonisi-Amorgos line in August, the MASTER JET, which was operating there at the time, even got to replace the CHAMPION JET 1 on the Western Cyclades, and the latter was temporarily laid-up in Elefsina, before returning to Crete after the beginning of the TERA JET's charter. The CHAMPION JET 1 in Piraeus in late July. But now, let's talk about the trip and my personal experience. The reason why my family and myself took this ship was because we needed to take the earliest ship departing from Santorini in order to arrive in Piraeus early enough to then go to Kyllini in order to board the final ship that was going to Zakynthos for the day. The earliest departure was at 08:00 with a high speed craft, the CHAMPION JET 2, as we booked the tickets before the switch with the CHAMPION JET 1 occurred. Upon learning about this switch, I notified my parents about the CHAMPION JET 1's speed problems, which could delay our arrival to Piraeus. However, we decided to stick with the ship and go to Zakynthos the next day. We arrived in the port of Athinios in Santorini barely in time in order to board the ship. The ship's garage was empty, so it was easy to park. This moment marked the first time I ever boarded a high speed craft that was not a hydrofoil, the first time I ever boarded a high speed ferry in the Greek coastal service, and the first-ever return from the Cyclades to Piraeus, while also going to see (only while docking) the islands of the Western Cyclades for the first time. It also marked the first time I ever took a ship owned by a Greek company in the Greek coastal service which did not carry the Greek flag (the ship flies a Cypriot flag as she is registered in Limassol, like most Sea Jets ships). We found seats on the Economy Class, located in the first of two passenger decks. However, I went outside to spend the trip in order to see the Cyclades and other ships. I went to the highest point possible on the second deck, located on the ship's stern and right behind the bridge and the crew cabins. During the moment of the departure, the CHAMPION JET 1's fleetmate, the passenger catamaran SUPER JET, was also loading in Santorini and was preparing her departure to Ios. She was operating on the Rafina-Tinos-Mykonos-Paros-Naxos-Ios-Santorini line for the third summer in a row. She usually spends her nights in Ios, before leaving it early the following morning in order to arrive in Santorini. The port of Athinios in Santorini, seen upon our departure. After only 45 minutes, we arrived in Ios. However, the ship's slow speed was proven as the SUPER JET, which had left 20 minutes after the CHAMPION JET 1, managed to reach the island before the latter. The reason behind the CHAMPION JET 1's slow speed was due to her difficulty of reaching a potential accelerated speed immediately after departing a port. Therefore, minutes are added, thus explaining the delays. The SUPER JET loading passengers in Ios. The SUPER JET departing Ios immediately afterwards. During her maneuvering procedure, she almost hit the hull of the CHAMPION JET 1, but the captain was good enough to avoid any potential accident. The SUPER JET leaving Ios, with her next destination being Naxos. She was the first ship in the history of Sea Jets, as she joined them in 2004. Before that, she had operated as the SEA JET 1 for Strintzis Lines (1995-2000) and Blue Star Ferries under the Blue Star Jets division (2000-2002), and then as the JET ONE of Aegean Jet Maritime (2002-2004). The SUPER JET leaving Ios. She is the high speed craft with the most experience in the Greek coastal service (excluding hydrofoils), after the FLYINGCAT 1 of Hellenic Seaways. The SUPER JET seen leaving Ios. One last view of the SUPER JET in Ios. We left Ios a few minutes after the SUPER JET, since there were more cars and passengers that boarded the ship. After a few minutes, we reached the two Easternmost islands of the Western Cyclades: Sikinos and Folegandros. We passed by the first one and then went around the second one in order to reach its port, which is located in the Northern part of the island. Though the service seemed quick, I heard from other Greek passengers that normally high speed craft make that crossing twice as quickly as the CHAMPION JET 1! The beautiful island of Folegandros. The tiny pier of the port. Just like Ios, it can hardly fit more than one ship. The reason why the pier's size is like this is due to the fact that the island used to belong to itineraries of coastal service lifelines, which meant that the island was sometimes unreachable. Ever since it was incorporated into daily crossings, the pier has still not been expanded. Passengers and cars awaiting to board the ship. The ship's maneuvering procedure in Folegandros was particularly slow. However, she loaded the passengers quickly enough to depart only 10 minutes after docking. After that, I spent two long hours in the ship's exterior stern deck, awaiting the arrival to Milos. The ship seemed as if she was operating like a conventional ferry rather than as a high speed craft, due to her poor speed. It took her approximately an hour to go around Milos and enter the bay of the island's main port, Adamantas. The exterior deck of the CHAMPION JET 1, with Kimolos in the background. While going around Milos, I saw a local ferry: the landing craft PANAGIA FANEROMENI of Kimolos Link, which operates on the Milos-Kimolos line. The port from which she departs in Milos is located in the Southeast part of the island, and is called Apollonia. Houses near the bay of Adamantas. Another view of the bay of Adamantas. While going around the bay of Adamantas, another high speed craft was leaving Milos. It was the SPEEDRUNNER IV of Aegean Speed Lines, which operates on her company's main service on the Cyclades, which is the Piraeus-Serifos-Sifnos-Milos line. It is the main line because it is there that the company spends the largest part of the season, and also because its CEO, Leonidas Dimitriadis-Evgenidis, is from Sifnos. The speedy SPEEDRUNNER IV leaving Milos, en route to Sifnos, Serifos and Piraeus. The SPEEDRUNNER IV leaving Milos. In her first season on the Western Cyclades since 2012, her service managed to be more successful than those of the CHAMPION JET 1 and of the MASTER JET. The SPEEDRUNNER IV heading towards Sifnos. The previous summer saw her operating on the Piraeus-Paros-Naxos line, before she returned to the Piraeus-Serifos-Sifnos-Milos line in 2015. She has been owned by Aegean Speed Lines since 2009. The village of Adamantas, which is the capital and the port city of Milos. The port of Adamantas seen from the exterior deck of the CHAMPION JET 1. Next to the ferries' pier was the traditional sailing boat GALILEO of Variety Cruises, which operates around the Aegean Sea. An interesting banner seen next to the port. The sign comes from a ticket agency and represents Hellas Ferries, the main division of the entire Minoan Flying Dolphins organisation (which was later renamed Hellas Flying Dolphins, in 2002), which is the ancestor of Hellenic Seaways. The company was almost a monopoly on the Cyclades, and the lone operator on the Western Cyclades (besides GA Ferries), during their existence which lasted from 1999 to 2005. The ships operating in Milos throughout that period were the legendary EXPRESS MILOS (better known to passengers as the MILOS EXPRESS, which was the name she used during her stay on the Western Cyclades with the company Lindos Lines from 1989 to 1999), the EXPRESS PEGASUS, which also went by the name of EXPRESS DIONISOS from 1999 to 2002, the EXPRESS APOLLON (in 2003 only) and the EXPRESS APHRODITE (after the 2004 season). The latter three ferries also operated for Hellenic Seaways, although the EXPRESS APHRODITE was sold to the Egyptian-Saudi Arabian company Namma Lines in 2007, while the EXPRESS APOLLON was sold to European Seaways during the same year and finished her career with them as the APOLLON, before heading for scrap in 2010. The EXPRESS PEGASUS is still owned by Hellenic Seaways, and now operates on the Lavrion-Agios Efstratios-Limnos-Kavala line on the Northeast Aegean Sea, having been deployed there since the summer of 2015. We spent another short time in the dock, and we then left for Sifnos. The departure from the Adamantas Bay was longer than the arrival, and we spent the next two hours in the sea, before ultimately reaching Sifnos. The beautiful village and port of Kamares in Sifnos. The small and beautiful port of Sifnos. Sifnos, another beautiful island I hope to visit in the future. Inside the ship, I got to see an original asset added by Sea Jets: Ancient Cyclades statuettes displayed on glass windows. They thus symbolised the company's traditional presence on the Cyclades. Some traditional Cyclades pottery work. The famous Ancient Cyclades statuettes seen in the shelves of the Economy Class section. After two more hours, we were approaching the Attica region, and I saw Lavrion from a far distance. We were soon arriving in Piraeus. Behind the ship, I saw a small green silhouette which was constantly becoming bigger and bigger as it approached us. It turned out to be the HIGHSPEED 6 of Hellenic Seaways. This ship operates on the Piraeus-Ios-Santorini line. An interesting fact to point out: she left Piraeus at 07:00 (an hour before the departure of the CHAMPION JET 1 from Santorini), arrived in Santorini at 12:00 (when the CHAMPION JET 1 was still trying to enter Milos), and now had managed to get past the Sea Jets ship on the way back to Piraeus. It seems to me that Hellenic Seaways was this summer's winner in the high speed craft sector on the Aegean Sea. The HIGHSPEED 6 ready to pass by the CHAMPION JET 1. Both ships were built in the same shipbuilding yard (Incat) and both spent the beginning of their careers in Western Europe before being sold to their respective Greek companies. The HIGHSPEED 6 belongs to the upgraded class of that of the CHAMPION JET 1. Indeed, the latter belongs to the Incat 86m WPC-class, while the former is part of the Incat 96m WPC-class. She is 10 metres longer than her Sea Jets rival, and has a larger passenger and vehicle capacity. The HIGHSPEED 6 on her way towards Piraeus. It was her third season in a row on the Piraeus-Ios-Santorini line, while it was also her third consecutive season performing evening trips on the Piraeus-Syros-Mykonos line as well. Before that, she had spent two seasons (2011 and 2012) on the Piraeus-Syros-Tinos-Mykonos-Ios-Santorini line. And before that spell, she had spent the 2010 season (her debut season under Hellenic Seaways) on the Piraeus-Serifos-Sifnos-Kimolos-Milos-Ios-Santorini line, which was an itinerary similar to the one I had with the CHAMPION JET 1. The HIGHSPEED 6 in what was her sixth overall season with Hellenic Seaways. The HIGHSPEED 6 having passed by the CHAMPION JET 1 while reaching the port of Piraeus. A view from the stern, as we begin to approach Piraeus. We arrived near the Piraeus Roads. There, I saw the first ship leaving the port: my namesake ship, the ALEXANDROS of my WAYS. This ship operates on the Piraeus-Northern Aegina line, serving the ports of Souvala and Agia Marina. Upon entering the port, the laid-up JET FERRY 1of GA Ferries was welcoming us next to the entrance. This high speed ferry was finally removed from the port in late 2015, and she was sold for scrap in early 2016. The interesting fact is that she was only two years older than the similarly-named CHAMPION JET 1, though the latter came to Greece 16 years after the former. The JET FERRY 1 of the now-defunct company GA Ferries. After going through the E1 gate, I saw a ship undergoing drydocking operations. It was Fast Ferries' most recent acquisition, the FAST FERRIES ANDROS (formerly the EPTANISOS of Strintzis Ferries) which was undergoing her final preparations before being deployed on her company's new line: the Rafina-Syros-Tinos-Mykonos line. An oil supply tanker of Aegean Maritime Petroleum, the AEGEAN ORION, leaving Piraeus. The floating museum HELLAS LIBERTY, one of the rare preserved Liberty ships around the world. The hydrofoil FLYING DOLPHIN XVII of Hellenic Seaways was seen leaving Piraeus for the islands of the Saronic Gulf. The FLYING DOLPHIN XVII leaving Piraeus. She operates on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. The FAST FERRIES ANDROS seen the Main Vassiliadis Drydock. Her funnel features the initial of the last name of the owner of Fast Ferries, Theologos Panagiotakis. On the cruise terminal was the modern cruise ship AZAMARA JOURNEY, owned by Azamara Club Cruises, an American company which is a subsidiary of giants Royal Caribbean Cruises. The KNOSSOS PALACE of Minoan Lines, awaiting her departure for Heraklion. The HIGHSPEED 6 having already docked in Piraeus. Another surprising moment. The SPEEDRUNNER IV of Aegean Speed Lines, which I had previously seen Milos, was leaving Piraeus for her afternoon schedule to the Western Cyclades. This meant that despite leaving Milos 30 minutes before the CHAMPION JET 1 and going to one more island than the latter (Serifos), she had managed to return to Piraeus and to leave at the moment the CHAMPION JET 1 arrived back in the Athens port. So there too, Aegean Speed Lines was the winner. Behind her is the BLUE STAR PATMOS of Blue Star Ferries, which was the ferry I took from Piraeus to Santorini on 7-8 July 2015. A view of Piraeus from where the CHAMPION JET 1 was standing: (From left to right) The KNOSSOS PALACE, the bow of the KRITI II of ANEK Lines, the SPEEDRUNNER IV departing the port, the BLUE STAR PATMOS and the HIGHSPEED 6. The SPEEDRUNNER IV seen departing the port of Piraeus.. The SPEEDRUNNER IV seen leaving Piraeus. The SPEEDRUNNER IV and the KNOSSOS PALACE seen together in Piraeus. The SPEEDRUNNER IV preparing to exit the port of Piraeus. The KNOSSOS PALACE and the KRITI II of ANEK Lines seen together in Piraeus. Both ships operate on the Piraeus-Heraklion line. The impressive KNOSSOS PALACE seen resting in Piraeus. She has been the flagship of Minoan Lines since she entered service for them in 2000. All her career has so far been spent on the Piraeus-Heraklion line. The KRITI II, which has been on the Piraeus-Heraklion line since the 2015 season. She had also served on that same line from 2002 until right before the start of the 2011 summer season. The laid-up PANAGIA TINOU of Ventouris Sea Lines, awaiting her fate. The HIGHSPEED 6 now resting in Piraeus. The KNOSSOS PALACE seen resting in Piraeus. The CHAMPION JET 1 underwent her maneuvering procedure in the departure gate of all Sea Jets ships operating from Piraeus, the E9 gate. We left the ship at exactly 16:00, which was four hours behind the scheduled timetable of the ship. Though the trip was a disappointment due to the long time it took for the ship to arrive in Piraeus, it was still a pleasant experience, as I managed to see the Western Cyclades for the first time, as well as to travel with a high speed ferry for the first time in my life. I am sure that this year the CHAMPION JET 1, now fully-refurbished, will have a great season, which is full of expectations for her company. #championjet1 #seajets #summer2015 #greece #cyclades #aegean #piraeus #santorini #ios #folegandros #milos #sifnos #kimolos #superjet #panagiafaneromeni #kimoloslink #speedrunneriv #aegeanspeedlines #highspeed6 #flyingdolphinxvii #hellenicseaways #alexandros #myways #jetferry1 #gaferries #fastferriesandros #fastferries #knossospalace #minoanlines #kritiii #aneklines #bluestarpatmos #bluestarferries #panagiatinou #ventourissealines #tribute

Trip: 14 July 2017. From Ios to Piraeus, via Sifnos, with the HELLENIC HIGHSPEED of Hellenic Seaways . The high speed monohull ferry HELLENIC HIGHSPEED was built in 1997 in Italy and was delivered as the SUPERSEACAT TWO to SuperSeaCat, a subsidiary of the British conglomerate Sea Containers. She was the second of four sister ships belonging to the MDV 1200-class, that were intended to be delivered to the company in order to operate on the Channel. The other ships were the SUPERSEACAT ONE (now the ALMUDAINA DOS for the Spanish company Trasmediterránea) built in 1997, and the SUPERSEACAT THREE and the SUPERSEACAT FOUR, both built in 1999 and later deployed in Greece. The SUPERSEACAT TWO was deployed on the Calais-Dover line in her debut year, but her service there did not last long, as in 1998 she was deployed on the Liverpool-Dublin line on the Irish Sea. In 1999, she was deployed on the Dieppe-Newhaven line on the Channel, while in 2000 she returned to the Irish Sea by operating on the Heysham-Belfast line. In 2001, she was deployed on the Ostend-Calais-Dover line, but this lasted only a year, as she was laid-up for the entire 2002 season in Portsmouth, after having failed to experience any success on the Channel and on the Irish Sea, as it was the case with most high speed craft operating in the region at that time. After a one-year-long lay-up while being listed for sale, she was acquired by the Isle of Man Steam Packet Company, and was mainly deployed on Liverpool-Douglas line on the Irish Sea, while occasionally operating on the Dublin-Douglas line. In 2008, she was renamed VIKING. In 2009, after her company acquired a newer and larger high speed catamaran, namely the MANANNAN, the VIKING was chartered to the Azores-based company Atlântico Line. She was deployed on the Vila Do Porto-Ponta Delgada-Praia Da Vitória-Velas-Pico-Horta lifeline. That same year, she was sold to the Greek company Hellenic Seaways, which was looking for a new high speed craft to replace the departing HIGHSPEED 2 and HIGHSPEED 3, which were being at the time sold to the now-defunct Moroccan company Comarit. She was joined in Greece by her two younger sister ships, the SUPERSEACAT THREE and the SUPERSEACAT FOUR, which had been sold to the Greek company Aegean Speed Lines and were renamed SPEEDRUNNER III and SPEEDRUNNER IV , respectively. Following the completion of her charter on the Azores Archipelago, she arrived in Piraeus in late 2009, being renamed renamed HELLENIC WIND and being initially registered in Malta. Despite her arrival, she was not inserted into her new company's plans, continuing instead to operate for Atlântico Line. The company had already been chartering one of its conventional ferries, the EXPRESS SANTORINI, on the Azores Archipelago since 2007. As Atlântico Line further requested a high speed craft to operate during the summer, the HELLENIC WIND was chosen at the expense of the other high speed ferries of the company. Alongside the EXPRESS SANTORINI, between the summer of 2010 and the summer of 2015, she would be operating on the Vila Do Porto-Ponta Delgada-Praia Da Vitória-Velas-Pico-Horta lifeline. The EXPRESS SANTORINI was sold in the middle of 2014 season to Portucalence Shipping Company, a Greek-Portuguese company that was intending to maintain the ship on the Azores Archipelago. The latter company was then interested in purchasing the HELLENIC WIND from Hellenic Seaways as well, as she was not in her company's plans and had never actually operated for her owners, as she was only operating during the summer on the Azores Archipelago, while spending time in Greece only during the winter, when she would only be laid-up and then refitted prior to her summer service with Atlântico Line. Despite initial negotiations, no sale was materialised and the ship returned in 2015 on the Azores with Atlântico Line. Fortunes then changed for the ship. Following the completion of her charter in 2015, she operated for Hellenic Seaways for the first time since her acquisition in 2009 (only seven years later!), as she was deployed for two months on the inter-Cyclades lifeline, on the Lavrion-Kea-Kythnos-Syros-Tinos-Andros-Paros-Naxos-Ios-Sikinos-Folegandros-Kimolos-Milos-Sifnos-Serifos line as a replacement for her fleetmate operating there on a permanent basis, the ARTEMIS , while she was undergoing her annual refit. Following her successful spell there, she was finally inserted in her company's plans for the following summer, when it was decided that she would be operating on the Cyclades in 2016. She therefore underwent a major conversion in Perama, being fully renovated and being renamed HELLENIC HIGHSPEED, being reflagged to Greece and being registered in Piraeus. Her conversion was completed in 2016, and she was deployed on the Rafina-Tinos-Mykonos-Paros-Ios-Santorini line, thereby replacing the FLYINGCAT 4 which was deployed on the Agios Konstantinos-Skiathos-Skopelos-Alonissos-Thessaloniki line. Her service there was extremely successful, in the midst of a very intense competititive environment, as she faced companies such as Sea Jets, Fast Ferries and Golden Star Ferries. Despite her tremendous success in Rafina, fortunes changed again for the high speed ferry. Indeed, following the completion of the 2016 season, Hellenic Seaways shockingly sold one of its high speed ferries, the HIGHSPEED 6 , to the Spanish company Naviera Armas. The latter was operating a successful service on the Piraeus-Ios-Santorini line. Unwilling to abandon this service, and with one less available high speed ferry on the Cyclades, Hellenic Seaways decided to sacrifice the Rafina service by deploying the HELLENIC HIGHSPEED on the Piraeus-Ios-Santorini line, with a call to Sifnos being subsequently added on the line. Her service in Rafina was taken over by her sister ship, the SPEEDRUNNER IV, which had been sold during the same period to Golden Star Ferries, being renamed SUPERRUNNER . The HELLENIC HIGHSPEED hence spent the summer on the Piraeus-Sifnos-Ios-Santorini line, where she also had a successful season, with the call to Sifnos being particularly praised. She also operated on the Piraeus-Syros-Mykonos line in the afternoon during the high season, just like her ex-fleetmate, the ex-HIGHSPEED 6 (now the VOLCÁN DE TENO), had done so from 2013 to 2015. The HELLENIC HIGHSPEED seen maneuvering in Ios the day before my trip with her. So this is the overall history of the much-appreciated HELLENIC HIGHSPEED, which has now been fully integrated into the Greek coastal service after several years of waiting, and, together with her two other sister ships, has been an integral high speed craft on the Cyclades. I can thus now talk about my trip with that ship. Indeed, it was my second trip for the 2017 season (after having done my first one four days prior with the BLUE STAR PATMOS of Blue Star Ferries from Santorini to Ios) , and my second-ever trip from an island on the Cyclades back to Piraeus, after having done that exactly two years and two days before with the CHAMPION JET 1 of Sea Jets when I was returning from Santorini to Piraeus . This trip marked my first-ever trip with a Hellenic Seaways high speed craft from the 'Highspeed' brand name, as well as my first-ever trip with a high speed ferry carrying the Greek flag, as the CHAMPION JET 1 on which I had traveled in 2015 operates under the Cypriot flag. Furthermore, this was the first out of the three Greek-owned MDV 1200-class sister ships that I traveled on, with the SPEEDRUNNER III and her ex-fleetmate, the SUPERRUNNER, still waiting for me in the future. After my four-day stay in Ios, it was time for me to go back to Piraeus. The only ship departing the island in the afternoon was the HELLENIC HIGHSPEED. She was due to leave at 14:35 from Ios and reach Piraeus at 19:05 after first stopping in Sifnos. The stern of the HELLENIC HIGHSPEED seen in Ios prior to boarding. A view of the ship's garage, which was full of passengers heading back to Piraeus. Another view of the ship's garage towards the front section. The Economy Class area located in the lower passenger deck, which only features aircraft-style seats, along with several TV screens. A view of the outdoor deck of the HELLENIC HIGHSPEED, which is only accessible when the ship has docked in a port. This picture shows the crew compartment of the ship (leading to the bridge and the crew cabins), as seen from outside. The starboard side outdoor passenger alley, featuring life-rafts, one orange rescue boat and the Business Class area (as seen from the outside). The window facing the ship's stern, as seen from the Business Class area. A view of the ship's mooring equipment area in the aft section, which is regularly used when she arrives in ports and performs her maneuvering procedures. While I was visiting the outdoor area, I was unfortunately told that I could not stay outside the ship while she was operating for safety reasons. Hence, I disappointingly headed to the indoor area of the ship, although I was allowed to be outdoors when the ship was approaching ports and whenever she was docked. After only a few hours of travel, we had already reached the port of Sifnos. It was the second time that I saw it, after having previously done so during my trip with the CHAMPION JET 1 in 2015, since she was also stopping to this island during that season. The beautiful port of Sifnos, located in the coastal village known as Kamares, as seen from the stern of the HELLENIC HIGHSPEED. The main pier of the port of Sifnos, with the village of Kamares seen in the background. Another view of the village of Kamares in Sifnos, as seen from the ship's port side. The Greek flag flying over the stern of the HELLENIC HIGHSPEED, which she has been carrying since 2016, after spending her first years with Hellenic Seaways under the Maltese flag. The ship's outdoor passenger open deck located in the aft section, which features two long white benches. Next to the port was the chemical tanker NAOUSSA, which is owned by the Greek company Delta Shipping International. She operates across the entire Aegean Sea, and mainly on the Cyclades. After only a few minutes of unloading and loading passengers and vehicles, the HELLENIC HIGHSPEED departed Sifnos, en route to our final destination, namely the port of Piraeus. The port of Kamares in Sifnos seen upon the departure of the HELLENIC HIGHSPEED. The summer of 2017 marked the first time that a high speed ferry owned by Hellenic Seaways served the Western Cyclades since 2010, back when the HIGHSPEED 6 had been deployed there during her debut season. The HELLENIC HIGHSPEED beginning to sail at full-speed after departing Sifnos. The NAOUSSA can be seen in the background. As we left the port, we started to exit the Kamares Gulf in Sifnos. Twelve days after that trip, I would find myself landing in Sifnos for the first time in my life, as I stayed there for four days with my family. Shortly after having left the island of Sifnos, I was once again forced to head to the indoor area of the ship, and I was only able to return outside when the HELLENIC HIGHSPEED was approaching the port of Piraeus. After three hours at sea, we finally reached the port of Piraeus. As usual, upon arriving there, one can frequently see a ship operating on the Dodecanese being docked at the E1 gate, which right next to the entrance/exit piers. In this case, the SUPERFAST XII of Superfast Ferries greeted me during my first appearance in Piraeus for the 2017 season. The SUPERFAST XII seen in Piraeus. She is the flagship of Superfast Ferries, and she was built in 2002 in Germany. She was spending her third consecutive season on the Dodecanese, having been deployed there for the first time in 2015, after stints on the Patras-Igoumenitsa-Ancona line (under two different periods, with the second one including stops in Corfu in 2014), and on the Piraeus-Heraklion line. The majestic cruiseferry SUPERFAST XII seen resting in Piraeus. For the 2017 season she was operating on the Piraeus-Syros-Amorgos-Patmos-Leros-Kalymnos-Kos-Rhodes line. The SUPERFAST XII, one of the best ships in the Greek coastal service, seen resting in Piraeus. Another view of the SUPERFAST XII as we are soon beginning to pass by her. The SUPERFAST XII in Piraeus. Recently, with the announcement of the sale of Hellenic Seaways, the owners of the HELLENIC HIGHSPEED, to Attica Group, the deal has stated that she is due to be acquired by the main company of the Grimaldi Group (which owns Minoan Lines), namely Grimaldi Lines. Although the sale has not yet been finalised, I hope it does not, as it will otherwise mean that the Greek coastal service will lose of its most successful and most vital members. We will see over time. Next to the SUPERFAST XII is the E2 gate which is the departure point for the ships operating on the Northeast Aegean Sea. There, the flagship of Blue Star Ferries, the BLUE STAR 1 , was resting in the port. Next to her is the floating museum and former Liberty ship HELLAS LIBERTY. One last view of the SUPERFAST XII as she is seen resting in Piraeus. The BLUE STAR 1 seen in Piraeus, during her third season operating on the Northeast Aegean Sea (as well as on the Cyclades). That summer, as it was also the case in 2016, she was on the Piraeus-Syros-Mykonos-Psara-Oinousses-Chios-Mytilene line. The BLUE STAR 1 seen resting in Piraeus. She was built in 2000 in The Netherlands, and she has been present in Greece since her delivery, apart from a brief stint on the Zeebrugge-Rosyth line back when Attica Group was operating on the North Sea from 2007 to 2008. The BLUE STAR 1 seen as we are passing by her in Piraeus. With the exception of her spell on the North Sea from 2007 to 2008, the ship has been a strong presence in the Greek coastal service. She began her career on the Adriatic Sea along with her sister ship and fleetmate, the BLUE STAR 2 , before moving to the Dodecanese in 2002. She returned to the Adriatic Sea in 2005, as she operated on the Patras-Igoumenitsa-Corfu-Bari line for two seasons. After returning to Greece in 2008, she was once again deployed on the Dodecanese, while in 2013 she operated on the Piraeus-Heraklion line. After serving the Piraeus-Santorini-Kos-Rhodes line in 2014, she moved to the Northeast Aegean Sea in 2015, and she has been remaining there ever since. The BLUE STAR 1 moored in Piraeus, as we begin to pass by her. Another view of the BLUE STAR 1, during what was her third season on the Northeast Aegean Sea. Right behind the BLUE STAR 1 was yet another flagship of a major Greek coastal service company. Indeed, this time it was the flagship of Minoan Lines, the KNOSSOS PALACE , which operates on the Piraeus-Heraklion line. The KNOSSOS PALACE seen in Piraeus. The impressive KNOSSOS PALACE seen in Piraeus. She was built during the same year as the BLUE STAR 1 (and three years after the HELLENIC HIGHSPEED), although she was completed in Italy for the Heraklion-based company. The BLUE STAR 1 and the KNOSSOS PALACE once competed against each other, back in 2013, when the BLUE STAR 1 had been deployed on the Piraeus-Heraklion line. The KNOSSOS PALACE seen resting in Piraeus. She has spent her entire career on the Piraeus-Heraklion line, serving it along with her fleetmate and sister ship, the FESTOS PALACE , which was built in 2001. Another view of the KNOSSOS PALACE as she docked in Piraeus. Right behind the HELLENIC HIGHSPEED was one of her fleetmates, the hydrofoil FLYING DOLPHIN XVIII of Hellenic Seaways , which operates on the Saronic Gulf. She was returning from the island of Aegina and had just entered the port of Piraeus. Passing by the KNOSSOS PALACE, during what was her seventeenth season on the Piraeus-Heraklion line (as she was delivered to Minoan Lines in late 2000). Right behind the KNOSSOS PALACE, I saw the BLUE GALAXY of Blue Star Ferries , which also operates in Crete. The BLUE GALAXY, previously known as the LEFKA ORI of ANEK Lines, seen in Piraeus, during what was her third straight season operating for Blue Star Ferries on the Piraeus-Chania line, as part of the ANEK-Attica Group joint venture. The impressive BLUE GALAXY seen resting in Piraeus, prior to her late evening departure for Chania. The BLUE GALAXY seen in Piraeus, from where she has been operating since 2015. Another view of the BLUE GALAXY. During her spell under ANEK Lines, she operated on the Patras-Igoumenitsa-Corfu-Trieste line on the Adriatic Sea from 2000 to 2004, before moving to the Patras-Igoumenitsa-Corfu-Venice line in 2005. She stayed there until 2011. In 2012, due to impact of the Greek financial crisis on the country's ferry market, ANEK Lines chartered her and her sister ship, the SOPHOCLES V, to the South Korean company Jeju Cruise Line. Despite the two ships arriving in South Korea, they never entered service for the company, and they instead remained in the port of Busan until it was decided that they would be returning to Greece in late 2013. The LEFKA ORI remained laid-up in Perama until she was transferred to Blue Star Ferries in 2015. The SOPHOCLES V spent the 2014 season under charter to the Italian company Go In Sardinia, followed by a charter to the Algerian company Algérie Ferries. She then underwent a major refit in order to also be deployed on the Piraeus-Chania line under the livery of ANEK Lines. She began service there as the KYDON in 2015. In 2017, however, she was sent on a long-term charter to the company Ferries Del Caribe, for whom she began service on the Santo Domingo-San Juan line on the Caribbean Sea. The BLUE GALAXY seen resting in Piraeus. Another picture of the BLUE GALAXY prior to her departure for Chania. Towards the E8 and E9 gates, there were not many ferries, with the exception of a familiar face, which I had not seen since 2013. Indeed, it was the conventional ferry APOLLON HELLAS of 2way Ferries , which had returned to the Saronic Gulf (where she has spent most of her career) for the first time since the summer of 2013. She was previously the fleetmate of the HELLENIC HIGHSPEED, having been owned by Hellenic Seaways from 2005 up until her sale to her current owners last year. Between the summers of 2014 and 2016, she had been deployed on the Sporades. The APOLLON HELLAS seen departing Piraeus for Aegina. It was the first time that I saw the ship under the livery of 2way Ferries, after having last seen her back when she was still owned by Hellenic Seaways in 2013. While the APOLLON HELLAS was departing Piraeus, another ferry was seen entering the port. This was the KRITI II of ANEK Lines , which operates on the Piraeus-Heraklion line. The APOLLON HELLAS seen leaving Piraeus, during her first summer on the Saronic Gulf since 2013 and her first one there under 2way Ferries, which had also purchased her frequent collaborator and former Hellenic Seaways fleetmate the year before, in 2015, namely the POSIDON HELLAS . The KRITI II seen approaching her docking spot in Piraeus. She has been on the Piraeus-Heraklion line since 2015, having also previously served there from 2002 to 2011. The HELLENIC HIGHSPEED performed a quick maneuvering procedure in the E7 gate, where the high speed craft of Hellenic Seaways operating on the Cyclades traditionally dock. That was therefore the end of the trip and the end of the day for the ship, before her next departure to the Cyclades the following day. Despite not being able to spend as much time as I desired in the outdoor areas of the ship, it was still a pleasant experience and I admired the services offered by the ship and her crew. It was a nice trip which concluded my stay in Ios and marked the beginning of my time in Athens and later in other islands. I was finally back in Piraeus after many months, and this place went on to be a frequent one for me in the following two months, as I would head there many times in order to take pictures of ferries and passenger ships that would be found there. #hellenichighspeed #hellenicseaways #summer2017 #greece #cyclades #aegean #ios #sifnos #piraeus #superfastxii #superfastferries #bluestar1 #bluegalaxy #bluestarferries #knossospalace #minoanlines #flyingdolphinxviii #apollonhellas #2wayferries #kritiii #aneklines #tribute

30 June 2015 marked my first visit to the port of Piraeus, and thus my first interaction with the Greek coastal service ships for the 2015 season. I had the chance to go there in just a few minutes thanks to a lovely offer my grandmother proposed to our taxi driver at the time, who had transported us from Central Athens to Zea in order to see the Hellenic Maritime Museum. He very generously drove us to Piraeus so that I could see the ships for the first time in almost 11 months. The post is therefore dedicated to him and my grandmother, and I thank them both for giving me the pleasure to see my ships for the first time in my summer vacation. The visit's came during a period that was marked by the peak of the Greek financial crisis, which was highlighted notably by the preparation of Prime Minister Alexis Tsipras' referendum, along with the closure of banks and the stabilisation of capital controls. Some ferries therefore were unable to operate for a few days, as banks were unable to provide them supplies for bunkering. This problem had more impact on the ferries of the Saronic Gulf and of the Western Cyclades. However, I got to see some ships operating normally, despite the problems of the Greek economy. I originally thought that the 2015 season would be a catastrophe for the Greek coastal service, compared to the comeback brought by 2014, but in the end, thanks to the fall of ferry tickets' prices and to the increasing use of Greek ferries by immigrants and refugees coming from the Middle East, 2015 was saved. Here are some photos of the ferries I got to see during this short but enjoyable visit. The Hellenic Maritime Museum, located in Zea. We entered the port through the E1 gate, which is the departure and arrival gate for ferries operating to the Dodecanese Islands. We found only one ferry there, the DIAGORAS of Blue Star Ferries, which had just arrived from Astypalaia. The well-known ferry DIAGORAS, which has been operating on the Dodecanese since 2001 (although she was laid-up in Piraeus between 2004 and 2006, when her previous owners, DANE Sea Line, went bankrupt, but fortunately returned to service after she was acquired by Blue Star Ferries). She has mainly operated on the Dodecanese lifeline (along with occasional calls to islands on the Cyclades and the Northeast Aegean Sea), and since 2012 she has been operating full-time on the Piraeus-Astypalaia-Patmos-Leipsoi-Leros-Kalymnos-Kos-Nisyros-Tilos-Symi-Rhodes-Castellorizon line. The beautiful DIAGORAS anchored in Piraeus. It was the first time I ever saw her, and I was happy to have her as the first photographed ship for 2015. After we left the E1 gat we passed by the Vassiliadis Shipyards, where we saw a ship on the Small Vassiliadis Drydock. This ship is the double-ended ferry ATHINA P, owned by Athinais Lines. She is deployed on the Perama-Salamina line, along with more than 25 ships of her type. A view of the bridge of the ATHINA P, which resembles to the one typically-found in a Greek double-ended ferry. She left the drydock the next day and she returned to her regular service in Salamina. As we moved further North we passed by the docking spot of the Cretan ships. There, one of the ships deployed on the Piraeus-Heraklion line was waiting for us: the KNOSSOS PALACE, flagship of Minoan Lines. The KNOSSOS PALACE's bow, along with her name printed in an Ancient Greek font-a tradition for Minoan Lines ships. On the other side we could see the Agios Nikolaos Church, which is the main church of the port. Bearing the name of the patron Saint (Saint Nicholas) of sailours and seamen, the church serves as the 'Temple of Greek Shipping'. Next to the church was the ANDREAS KALVOS of Zante Ferries, which had just began service on the Western Cyclades, after 12 seasons on the Ionian Sea and after a major conversion in Keratsini and in Piraeus, which increased her vehicle capacity. However, the ship was not operating that day due to the problems of capital controls which impacted her company. As a result, for a few days, only her fleetmate, the ADAMANTIOS KORAIS, operated on the Western Cyclades. The cruise ship THOMSON MAJESTY, owned by Greek cruise company Celestyal Cruises (formerly known as Louis Cruises), but chartered to British company Thomson Cruises. She is currently under charter to the latter until 2017. On the other side was the cruise ship SPLENDOUR OF THE SEAS, owned by American cruise giants Royal Caribbean International. The impressive bow of the KNOSSOS PALACE. The ANDREAS KALVOS waiting impatiently for a return to service. It was also the first time I ever saw her in Piraeus, as I was used to seeing her during my stays in Zakynthos. I traveled with her once, back in 2012. For the 2015 season, she was deployed on the Piraeus-Kythnos-Serifos-Sifnos-Milos-Kimolos line. On the left side of the ANDREAS KALVOS, I saw most of the ships operating on the Saronic Gulf. Just like the Zante Ferries ship, their companies also experienced issues with capital controls, which reduced the 17 daily crossings to Aegina, Agistri, Methana and Poros to just 5. Here we can see (from left to right) the bow of the POSIDON HELLAS (which had just been acquired by 2way Ferries), her new fleetmate, the ACHAEOS, their Saronic Ferries joint venture partner, the PHIVOS of Nova Ferries, and the IONIS of Ionis Ferries. A luggage storage truck standing right next to the KNOSSOS PALACE. It depicts Minoan Lines' operations in Crete, on the Piraeus-Heraklion line, through a picture of the KNOSSOS PALACE, while also mentioning her sister ship and Heraklion partner, the FESTOS PALACE, labeling them as 'the most luxurious cruise ferries of Greece' in Greek. Right behind the KNOSSOS PALACE was the KRITI II of ANEK Lines, which is also deployed on the Piraeus-Heraklion line. The bow of the KRITI II. This was her first season on the Piraeus-Heraklion line since 2011. The stern and the garage entrance area of the KNOSSOS PALACE. The KRITI II seen resting in Piraeus. She has been owned by ANEK Lines since 1996, and has had spells on the Adriatic Sea (1997-2001 and 2012-2013), on the Piraeus-Heraklion line (2002-2011 and since 2015) and on the Piraeus-Chania line (2014). The ANDREAS KALVOS once again. It was also her first season bearing her company's name and website on her hull. Another view at the Saronic ships. In the background (to the right) we can also see the catamaran FLYINGCAT 6 of Hellenic Seaways, which operates on the Piraeus-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. Another 'Flyingcat' seen in Piraeus, this time the FLYINGCAT 3, also owned by Hellenic Seaways. Unlike the FLYINGCAT 6, she was deployed on the Western Cyclades, on the Piraeus-Serifos-Sifnos-Koufonisi line. Later in July and August she also operated on the Piraeus-Hydra-Spetses line. The bow of the KRITI II. The KRITI II seen again, with the ANDREAS KALVOS in the background. Right behind the KRITI II was her sister ship, the KRITI I, which was deployed on the Piraeus-Chania line. The funnel of the KRITI I. It displays the map of the island of Crete, the island of origin of ANEK Lines. The latter's name is mentioned right above the map. All ships that have operated for ANEK Lines since they began operations in 1967 have had these features on their funnels. Another luggage and parcel storage truck-this time of ANEK Lines-placed behind the KRITI I. The stern and the garage entrance of the KRITI I. Next to the KRITI I was the laid-up PANAGIA TINOU of Ventouris Sea Lines. Just a few months after changing her name (she was previously known as the AGIOS GEORGIOS, from 2004 to 2015), she was arrested by her crew due to VSL's financial difficulties. She was due to be deployed on the Rafina-Andros-Tinos-Mykonos line, but now she is awaiting her fate, which at age 43 (now 44) seems to be in a demolition yard. Seeing all these ships was a pleasure as it marked my first interaction with the Greek coastal service for the 2015 season. Though some were laid-up because of the crisis, this did not prevent most of them to continue service over the following days and for the rest of the summer. I was grateful to see all ships earlier than usual once thanks once again to my grandmother and our taxi driver at the time. #piraeus #summer2015 #greece #saronicgulf #aegean #diagoras #bluestarferries #athinap #athinaislines #knossospalace #minoanlines #andreaskalvos #zanteferries #posidonhellas #achaeos #2wayferries #phivos #novaferries #ionis #tyrogalasferries #ionisferries #kritiii #kritii #aneklines #flyingcat6 #flyingcat3 #hellenicseaways #panagiatinou #ventourissealines

Trip: 3 September 2020. From Piraeus to Koufonisi, via Paros, Naxos, Irakleia and Schoinousa, with the BLUE STAR NAXOS of Blue Star Ferries. The BLUE STAR NAXOS was ordered in 2000 by the Greek company Blue Star Ferries (which had been formed as the successor of Strintzis Lines, following the latter's takeover by Attica Group), along with the BLUE STAR PAROS, as sister ships of the very successful 2000-built fleetmate, the BLUE STAR ITHAKI (which is now in Canada). She was completed alongside her sister ship in 2002 in South Korea, and was deployed on the Piraeus-Syros-Paros-Naxos-Irakleia-Schoinousa-Koufonisi-Donousa-Amorgos-Santorini line. As it was also the case with her sister ships, she immediately became one of the best ferries to operate on the Cyclades, earning much praise for her modern, tireless and reliable service. In 2005 she operated on the Piraeus-Syros-Paros-Naxos-Ios-Santorini-Astypalaia-Kalymnos line (thus also serving the Dodecanese for the first time), but this lasted only one year as she was deployed on the Piraeus-Paros-Naxos-Santorini line in 2006. In 2007 she operated on the Piraeus-Syros-Paros-Naxos-Irakleia-Schoinousa-Koufonisi-Donousa-Amorgos-Ios-Santorini-Astypalaia line, while also undergoing a small conversion later in that year in Perama in order to increase her passenger capacity. She continued to operate on that same line for the next four summer seasons. From 2008 to 2014 she was also also deployed on the Dodecanese lifeline every winter, when her fleetmate, the DIAGORAS, would undergo her annual refit, thus serving the Piraeus-Astypalaia-Patmos-Leipsoi-Leros-Kalymnos-Kos-Nisyros-Tilos-Symi-Rhodes-Castellorizon line. In 2012 she operated on the Piraeus-Syros-Tinos-Mykonos line, where she remained until 2014, after the BLUE STAR ITHAKI was sold to the Canadian company Bay Ferries Limited (for whom she operates today as the FUNDY ROSE on the St John-Digby line). In 2015 she returned to the Cyclades lifeline she had previously been serving, being deployed on the Piraeus-Syros-Tinos-Mykonos-Paros-Naxos-Irakleia-Schoinousa-Koufonisi-Amorgos-Santorini line, which she also served in 2016 and in 2017. In 2018 she was deployed on the Piraeus-Syros-Paros-Naxos-Irakleia-Schoinousa-Koufonisi-Donousa-Amorgos-Santorini-Astypalaia line. So this a quick overview of the famed BLUE STAR NAXOS, which, despite having now sailed in Greece for 19 years, remains one of the most beloved and appreciated ships of the Greek coastal service. She has become a legend on the Cyclades, just like it has been the case for her sister ships (including the BLUE STAR ITHAKI, despite her no longer operating in Greece since 2014). She provides efficient and comfortable service all year long, and she is vital to the connection of the Lesser Cyclades with Piraeus on a daily basis, including during the winter. Therefore, she is seen as the main source of connection between such islands and the rest of Greece, thus making her role in the area extremely valuable in the eyes of these islands' residents. Another reason why she is much-appreciated is the fact that she performs one of the busiest itineraries on the Aegean Sea during the summer. Indeed, she departs the port of Piraeus at 06:45 every morning, and returns there the following morning at 05:00. She therefore only has a resting time of one hour and 45 minutes, before leaving to perform her long trip. Her captains and crews therefore deserve additional credit for working with such short breaks and ensuring that all islands remain well-connected, including during the busy and demanding high season. I was fortunate to have my first-ever trip onboard the BLUE STAR NAXOS on 3 September 2020. After having returned to Aegina from Andros on 18 August, I then stayed in the former until 27 August. That day, my two best friends from my university arrived, as we had planned to spend a two-week-long trip in Greece. I first showed them Athens and Aegina, and we then planned to go to an island on the Cyclades, namely Koufonisi. The latter is one of the islands located on the Lesser Cyclades. Despite its tiny size, it is considered as one of the most underrated islands of Greece, as it has some incredible beaches and a lovely local culture that has been attracting more and more visitors each year. We therefore planned to go there for five days, and this marked the first time that I went to an island on the Lesser Cyclades. Additionally, it was my first-ever trip with the BLUE STAR NAXOS, which became the fourth ship owned by Blue Star Ferries on which I embarked, following the BLUE STAR PATMOS, the BLUE STAR DELOS and the BLUE STAR PAROS (all built in the same shipyard in South Korea, and all operating on the Cyclades). It was my first-ever trip from Piraeus to the Lesser Cyclades, and also my second-ever early morning trip from Piraeus to the Cyclades (the first one was during my first-ever trip onboard the BLUE STAR DELOS, from Piraeus to Naxos, on 23 July 2018). It was also my earliest-ever trip on the Aegean Sea, and second overall (the earliest-ever was back in 2016 on the Ionian Sea, when I departed Zakynthos at 05:45 in order to go to Kyllini with the FIOR DI LEVANTE of Levante Ferries). A view of the BLUE STAR NAXOS at 06:00 in the morning. It was right before dawn, and as such the ship was still illuminated. A view of the BLUE STAR NAXOS in the early morning, right before embarking onboard her for the first time. We immediately embarked onboard the BLUE STAR NAXOS, in anticipation of our long trip. On her starboard side I noticed one of her fleetmates, namely the BLUE GALAXY. Since she began operating for Blue Star Ferries since 2015, she has been serving the Piraeus-Chania line. She is one of the two ships of the company that operate in Crete, with the other one being the BLUE HORIZON (which has been deployed on the Piraeus-Heraklion line since 2014). On the port side of the BLUE STAR NAXOS was her fleetmate and sister ship, the BLUE STAR PAROS. Both ships were built in 2002, and have since become two major contributors to the success of Blue Star Ferries on the Cyclades. The BLUE STAR PAROS was operating on the Piraeus-Syros-Tinos-Mykonos line that season. This is the same line on which the BLUE STAR NAXOS operated from 2012 to 2014, and she also served all three islands in 2016 and 2017, back when they were part of her usual itinerary along Paros, Naxos and the Lesser Cyclades. Another view of the BLUE STAR PAROS at dawn. Just like the BLUE STAR NAXOS, she was going to leave Piraeus in the early morning in order to head to the Cyclades. She has been serving the Piraeus-Syros-Tinos-Mykonos line since 2018, although in 2018 and in 2019 she was extending her service to Ikaria, Fournoi and Samos on the Northeast Aegean Sea. In addition, she carried-out the current service of the BLUE STAR NAXOS on the Lesser Cyclades lifeline from 2006 to 2014, as she was on the Piraeus-Paros-Naxos-Irakleia-Schoinousa-Koufonisi-Donousa-Amorgos-Santorini-Astypalaia line during that span. The BLUE STAR NAXOS also complemented her in this service from 2007 to 2011. Besides the BLUE STAR PAROS was yet another ship owned by Blue Star Ferries: the BLUE STAR DELOS. Built in 2011 in the same shipyard as the BLUE STAR NAXOS and the BLUE STAR PAROS, she has also spent her entire career so far on the Cyclades, having been on the Piraeus-Paros-Naxos-Ios-Santorini line ever since her delivery (even though she does not serve Ios during the summer). In front of the BLUE STAR DELOS, I spotted a much smaller ship, namely the hydrofoil FLYING DOLPHIN XVII of Hellenic Seaways. She operates on the Saronic Gulf, on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. Another view of the BLUE STAR PAROS at dawn, just before our departure. I traveled with her back on 20 June 2018, when I headed from Mykonos to Piraeus (via Tinos and Syros).She therefore became the first of the two 2002 Korean-built sister ships on which I traveled. A little over two years after, I was now finding myself traveling onboard the BLUE STAR NAXOS. The great BLUE STAR DELOS seen in Piraeus, just before her morning departure. I traveled with her for the first time back on 23 July 2018, from Piraeus to Naxos (via Paros). After the BLUE STAR PATMOS and the BLUE STAR PAROS, she was the third ship of Blue Star Ferries on which I traveled. I subsequently had a trip onboard her on 14 July 2019, from Santorini to Piraeus. I then also traveled with her on 8 September 2020, thus five days after my trip onboard the BLUE STAR NAXOS. This was as part of our return trip from Koufonisi to Piraeus, as we decided to first make a stop at Naxos for a few hours before embarking onboard the BLUE STAR DELOS. Another view of the BLUE STAR DELOS, right before her departure for Paros. The BLUE STAR PAROS seen at dawn yet again. After taking pictures of the fleetmates of the BLUE STAR NAXOS, I decided to have a quick look at her indoor areas. Here is the reception desk, which is pretty much identical to that of the BLUE STAR PAROS. Not far from the reception desk was the ship's onboard retail store. Just like all Blue Star Ferries ships, it is managed under the Hellenic Travel Shops brandname. Besides the onboard retail store is the ship's restaurant area, located next to her stern. Just like it is the case for the BLUE STAR PAROS and several other ships owned by Blue Star Ferries, the restaurant is operated by Goody's Burger House, which is Greece's most popular fast food chain. A view of the seating area used by passengers ordering food from Goody's. Moving forward, I spotted the the Air Seats Area, which, as its name indicates, features aircraft-style seats aligned in one alley and right next to the ship's windows. This is the port side's area. Another view of the nice and comfortable Air Seats Area. A view of the deckplan of the BLUE STAR NAXOS. The ship has 8 decks overall. Decks 1 to 5 are dedicated to the garage and the engine room (as well as some storage areas). Deck 6 has some lounge areas, the Air Seats Area, the onboard retail store and the Goody's restaurant. Deck 7 has an additional aircraft-style seats area, some passenger cabins, as well as most of the outdoor sun decks and an outdoor bar. Deck 8 has an additional sun deck. A view of the staircase area leading from Deck 6 to Deck 7. A view of the signs that represent the intersection between Deck 6 and Deck 7. The BLUE STAR PAROS had the exact same one onboard. The additional aircraft-style seats area located in Deck 7. The alley leading to the ship's passenger cabins. She has 26 of them overall, just like it is the case for the BLUE STAR PAROS. A view of the outdoor sun deck located in Deck 7, which features several tables and chairs available for passengers willing to stay outdoors during the trip. The outdoor sun deck of Deck 7, which extends up until the ship's aft area. A view of the nice outdoor bar in Deck 7, which is operated by Flocafé. It was now 06:45, and the BLUE STAR NAXOS began her long trip along the Cyclades. As she began to leave, I had the chance to take yet another picture with both the BLUE STAR PAROS and the BLUE STAR DELOS. Passing by the BLUE GALAXY, in what was her sixth season under Blue Star Ferries. In front of the BLUE GALAXY was the KRITI II of ANEK Lines, which operates on the Piraeus-Heraklion line since 2015. She collaborates with the BLUE GALAXY, as part of the ANEK-Attica Group joint venture. Coincidentally, both ships used to be fleetmates, as the BLUE GALAXY also used to operate for ANEK Lines. Indeed, she operated as the LEFKA ORI on the Adriatic Sea (where the KRITI II also used to operate) from 2000 to 2011. As we began to head towards the exit of the port of Piraeus, we passed by the high speed ferry SPEEDRUNNER III of Aegean Speed Lines. She was operating on the Piraeus-Serifos-Sifnos-Milos line for the second season in a row, and it was her fourth consecutive summer on the Western Cyclades under her company. In 2017 she was on the Piraeus-Serifos-Sifnos-Milos-Kimolos-Folegandros-Sikinos line, while in 2018 she stopped serving Folegandros and Sikinos, followed by Kimolos in 2019. Another view of the KRITI II. Built in 1979, she has been owned by ANEK Lines since 1996, and began service for them on the Adriatic Sea in 1997. She was first on the Patras-Igoumenitsa-Corfu-Ancona line, before spending one season on the Patras-Igoumenitsa-Corfu-Trieste line in 2001. She then moved to the Piraeus-Heraklion line in 2002, and remained there until 2011. She then spent two seasons on the Patras-Igoumenitsa-Corfu-Venice line in 2012 and in 2013, which were followed by a season on the Piraeus-Chania line in 2014, before she moved back to the Piraeus-Heraklion line in 2015. I then proceeded to seeing three high speed craft: the FLYINGCAT 4 of Hellenic Seaways, the WORLDCHAMPION JET of Sea Jets, and the SEA JET 2, also of Sea Jets. The FLYINGCAT 4 seen in Piraeus, carrying the new livery that was introduced by Hellenic Seaways on all its high speed craft. Usually seen on the Cyclades, she was spending her second consecutive season on the Saronic Gulf, serving the Piraeus-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. We then saw the HIGHSPEED 4 of Hellenic Seaways, which was also seen featuring the new livery of her company. Built in 2000, she has spent her entire career on the Cyclades, and she has frequently been viewed as a major competitor of the BLUE STAR NAXOS. I then saw another familiar face: the ferry DIONISIOS SOLOMOS of Zante Ferries. Built in 1990 and owned by Zante Ferries since 1999, she spent the bulk of her Greek career on the Ionian Sea, on the Kyllini-Zakynthos line, on the Kyllini-Kefalonia line, as well as the Patras-Kefalonia-Ithaca line. I therefore traveled onboard her numerous times during my childhood. Since 2017 she has moved to the Western Cyclades, where her company has established itself since 2009. For the second consecutive season, she was on the Piraeus-Kythnos-Serifos-Sifnos-Milos-Kimolos-Folegandros-Sikinos-Ios-Santorini line. After seeing a familiar face from Zakynthos, I then proceeded to seeing four familiar faces from the other island that I go to every summer: Aegina. Indeed, I saw the four ferries that were operating under the Saronic Ferries joint venture, which was established in 2014. I saw the three ferries of 2way Ferries that operate on the Saronic Gulf: the POSIDON HELLAS, the APOLLON HELLAS and the ACHAEOS. Next to them was the PHIVOS of Nova Ferries. Together, the four ferries serve the islands of Aegina, Agistri and Poros, as well as the coastal town of Methana. The bow of the DIONISIOS SOLOMOS seen as she was also preparing to depart the port of Piraeus in order to head towards the Western Cyclades. This bow was acquired during her conversion in 2017, whereupon she was prepared ahead of her transfer to the Aegean Sea, after she had spent 18 years on the Ionian Sea. Next to the DIONISIOS SOLOMOS was the high speed ferry SUPEREXPRESS of Golden Star Ferries, which was spending her second season in Greece. Next to the SUPEREXPRESS was the CHAMPION JET 1 of Sea Jets. We then passed by the KNOSSOS PALACE of Minoan Lines, which was operating on the Piraeus-Milos-Heraklion line. Besides the CHAMPION JET 1 was the high speed trimaran SUPERSPEED, also of Golden Star Ferries. Another view of the SPEEDRUNNER III. I had traveled with her back on 29 July 2017, while heading from Sifnos to Piraeus. The KNOSSOS PALACE seen in Piraeus, in what was her last season under Minoan Lines. Just a few months after this picture was taken, she departed the fleet in order to join the Italian company Grimaldi Lines, for whom she has started service on the Adriatic Sea as the CRUISE BONARIA. She was replaced by her former fleetmate and younger sister ship, the original CRUISE BONARIA (ex-OLYMPIA PALACE of Minoan Lines), with the latter herself becoming the new KNOSSOS PALACE. Another view of the DIONISIOS SOLOMOS at dawn, during her fourth season on the Western Cyclades. We then passed by the NISSOS RODOS of Hellenic Seaways, which has been operating on the Piraeus-Chios-Mytilene line since 2018. In front of the NISSOS RODOS was the KYDON PALACE of Minoan Lines. Formerly known as the FESTOS PALACE, she was spending the first season of her career under her new name, and on the Piraeus-Chania line. Facing the KYDON PALACE was the high speed ferry SUPERRUNNER of Golden Star Ferries. The NISSOS RODOS seen resting in Piraeus. She has operated in several long-distance services throughout her career, and has permanently found her place on the Aegean Sea since 2015. She initially served the Northeast Aegean Sea lifeline from 2015 to 2017 (while also serving some islands of the Cyclades and Patmos along the way), before having service solely focused on the Piraeus-Chios-Mytilene line since 2018, following the changes implemented by the takeover of Hellenic Seaways by Attica Group (the main shareholders of Blue Star Ferries). Another view of the KYDON PALACE in Piraeus. Built in 2001, she spent her entire career as the FESTOS PALACE on the Piraeus-Heraklion line, while also making calls in Milos in 2018 and in 2019. Following the aforementioned fleet reshuffle of Minoan Lines, she switched her itinerary with that of the MYKONOS PALACE (ex-EUROPA PALACE from 2002 to 2012), with the latter becoming the new FESTOS PALACE. The last ship that we saw right before exiting the port of Piraeus was the EKATERINI P of Fast Ferries, which was still undergoing repairs following the engine failure that she suffered in 2019. About 20 to 30 minutes after having exited the port of Piraeus, we were now crossing heading towards the Cyclades. At the same time, I spotted the WORLDCHAMPION JET approaching us in order to overtake us. As the fastest ferry in the Greek coastal service, this did not come as a surprise. The speedy WORLDCHAMPION JET ready to overtake us. This was her second season under Sea Jets, for whom she has become an extremely valuable weapon on the Cyclades thanks to her speed. She was spending the summer of 2020 on the Piraeus-Syros-Mykonos-Paros-Naxos-Ios-Santorini line, after having served the Piraeus-Syros-Mykonos-Naxos-Santorini line during her debut season. The WORLDCHAMPION JET about to pass by us, as she is seen heading towards Syros. A view of the WORLDCHAMPION JET as she begins to overtake us. She was built in 2000 in Australia, and spent the first 18 years of her career as the VILLUM CLAUSEN for the Danish company Bornholmer Færgen (formerly known as Bornholms Traffiken) before being sold to Sea Jets. At the time she was built, she was the fastest ferry in the world, and she recorded the fastest-ever crossing by a ferry from 2000 until 2013, when her record was overtaken by the FRANCISCO of Argentinian company Buquebus. The impressive WORLDCHAMPION JET on her way towards Syros. In addition to becoming the fastest ferry in the Greek coastal service, she also won the prestigious 'Ship of the Year' award given by Lloyd's List Greek Shipping Awards for the year 2019. She therefore became the first Greek coastal service ship to win the award since 2007, when it had been claimed by the NISSOS CHIOS of Hellenic Seaways, which is now a fleetmate of the BLUE STAR NAXOS, as she is known as the BLUE STAR CHIOS. The WORLDCHAMPION JET seen heading towards Syros, in what was her second summer under Sea Jets. The WORLDCHAMPION JET seen passing by the BLUE STAR NAXOS. The WORLDCHAMPION JET seen sailing at full-speed towards Syros. The WORLDCHAMPION JET having overtaken the BLUE STAR NAXOS and seen sailing towards the Cyclades. One last view of the speedy WORLDCHAMPION JET. Just a few minutes after being overtaken by the WORLDCHAMPION JET, another high speed craft of Sea Jets was about to pass by the BLUE STAR NAXOS. Indeed, the SEA JET 2 was also sailing at full-speed in order to head towards the Cyclades (including Koufonisi). The SEA JET 2 about to overtake the BLUE STAR NAXOS. For the 2020 season, she operated on the Piraeus-Serifos-Sifnos-Milos-Kimolos-Folegandros-Sikinos-Santorini-Amorgos-Koufonisi-Naxos-Paros-Mykonos line, which she served alongside her sister ship and fleetmate, the SUPER JET. The SEA JET 2 seen heading towards Serifos in the morning. This was her fifteenth season under Sea Jets, for whom she has been a consistent presence on the Cyclades. She was built in 1998 as the MIRAGE for Strintzis Lines (the predecessor of Blue Star Ferries), and spent just one season on the Saronic Gulf before moving to the Cyclades and being renamed SEA JET 2 in 1999. In 2000 she joined Blue Star Ferries and operated on the Cyclades under the Blue Star Jets division. She was a fleetmate of the BLUE STAR NAXOS for four years, indeed from 2002 (when the BLUE STAR NAXOS was introduced in the Greek coastal service) to 2006 (when the SEA JET 2 was sold to Sea Jets). The SEA JET 2 overtaking her former fleetmate, the BLUE STAR NAXOS. The SEA JET 2 sailing on the Cyclades, on which she has not missed a single summer season since she first began service there back in 1999. Since joining Sea Jets, she spent her first seven seasons on the Rafina-Tinos-Mykonos-Paros line, before moving to Piraeus in 2013. Since then, she serves several islands on the Western Cyclades and the Central Cyclades, operating a very busy service similar to that of the BLUE STAR NAXOS. However, since the SUPER JET has joined her as a tandem in 2019, her itineraries are much more smooth, as both ships alternate departures from Piraeus and from the islands every other day. In 2019, the two sister ships were on the Piraeus-Serifos-Sifnos-Milos-Folegandros-Ios-Santorini-Amorgos-Koufonisi-Naxos-Paros-Mykonos line. In 2020, Ios was removed from the itinerary, while Kimolos and Sikinos were added. The SEA JET 2, also known as 'The Swordfish of Sea Jets', seen sailing towards Serifos. One last view of the SEA JET 2 as she is seen heading en route to Serifos, as part of her long itinerary for the day. Just a few minutes later, I saw yet another fleetmate of the BLUE STAR NAXOS. Indeed, it was the BLUE STAR 1, which was however heading in the opposite direction, towards Piraeus. Crossing the BLUE STAR 1 during the morning. During the 2020 season, she operated on the Piraeus-Syros-Paros-Naxos-Santorini-Samos-Kos-Rhodes line. Right behind the BLUE STAR 1 was the landing craft MARIA T of Thalassies Metafores, which was also returning back to her departure port after having completed a long trip across the Aegean Sea. However, she was not heading towards Piraeus, but towards Elefsina, where her owners are based. A view of the MARIA T, as she is seen heading back towards Elefsina. She has been owned by Thalassies Metafores since 2013, and has since been operating as a Ro-Ro carrier transporting lorries and dangerous goods across the entire Aegean Sea. She has recently undergone a conversion in Perama, whereupon she was heightened in order to carry cargo that is big in height, such as components of wind turbines. One last view of the veteran landing craft MARIA T, as she is sailing towards Elefsina. The MARIA T was followed by yet another ship owned by Blue Star Ferries, namely the BLUE STAR CHIOS. This was the first time that I saw the BLUE STAR CHIOS under her current name and her current owners. Indeed, before that, she was the NISSOS CHIOS of Hellenic Seaways. In 2020 she was transferred to Blue Star Ferries (whose major shareholder, Attica Group, also controls Hellenic Seaways), alongside her sister ship and fleetmate, the NISSOS MYKONOS (which now operates as the BLUE STAR MYCONOS). The BLUE STAR CHIOS seen during her debut season under Blue Star Ferries. Coincidentally, she had been owned by them before her construction was finished in 2007. Indeed, she had been ordered back in 1999 by Strintzis Lines as the BLUE STAR MYKONOS, along with her sister ship (which was due to be sail as the BLUE STAR CHIOS). Following the takeover of Strintzis Lines by Attica Group in 2000, as well as construction delays, the plans to have the two ferries built were put on hold, and as a result Blue Star Ferries shifted their attention to the construction of the BLUE STAR NAXOS and of the BLUE STAR PAROS. The unfinished ferries were then sold to Hellas Flying Dolphins in 2004, who was rebranded as Hellenic Seaways in 2005. That year, the BLUE STAR CHIOS was completed as the NISSOS MYKONOS, whereas the BLUE STAR MYKONOS, which by that time had been renamed NISSOS CHIOS, was completed two years later. After 13 years with Hellenic Seaways, the NISSOS CHIOS rejoined Blue Star Ferries. Crossing the BLUE STAR CHIOS as she is seen heading towards Piraeus. She spent her debut season under Blue Star Ferries on the Dodecanese lifeline (which she had already been serving since 2018), on the Piraeus-Ikaria-Fournoi-Astypalaia-Patmos-Leipsoi-Leros-Kalymnos-Kos-Nisyros-Tilos-Symi-Rhodes-Kasos-Karpathos-Castellorizon line. She additionally operated on the Piraeus-Mykonos-Chios-Sigri line every Saturday during the high season. Another view of the BLUE STAR CHIOS, as she is seen heading towards Piraeus after a long and hardworking trip. After about four hours, the BLUE STAR NAXOS was beginning to approach the island of Paros, which was the first destination of the trip (Syros is rarely served during the summer). Upon our incoming arrival, we crossed another fleetmate of the BLUE STAR NAXOS. Indeed, it was the BLUE STAR PATMOS, which had just departed Paros in order to head back to Piraeus. Crossing the BLUE STAR PATMOS, which is the sister ship of the BLUE STAR DELOS. She was built in the same shipyard as the BLUE STAR NAXOS and the BLUE STAR PAROS, albeit ten years later. After spending her first three seasons on the Piraeus-Chios-Mytilene line, she moved to the Cyclades in late 2014, and has since been a very acclaimed ship in the area. In 2020 she was operating on the Piraeus-Syros-Paros-Naxos-Ios-Santorini-Anafi-Ikaria-Samos line. As it has been the case when approaching the port of Paroikia in Paros, the two infamous 'Portes' islands could be seen. This is where the doomed EXPRESS SAMINA of Hellas Ferries collided and sank, resulting in the tragic loss of 82 people. Therefore, these two islets are a place that Paros residents tend to forget, due to the horrible events they experienced that tragic night of 26 September 2000. A view of the port of Paroikia in Paros, where the BLUE STAR NAXOS docked at around 11:20. A view of Paros, where I have so far been just once, back during the summer of 2018. A view of the village of Paroikia, which serves as the main port of Paros. The latter is one of the most popular destinations of the Cyclades, and therefore many ferries serve it and connect it with numerous ports across Greece. A view of the small marina in Paroikia. As the BLUE STAR NAXOS was beginning to load the passengers that were waiting for her arrival in Paros, her fleetmate, the BLUE STAR DELOS, was also seen approaching the port. The BLUE STAR DELOS, which had left from Piraeus just a few minutes after the BLUE STAR NAXOS, now seen arriving in Paros. Back when I traveled with the BLUE STAR DELOS in 2018, I remember spotting the BLUE STAR NAXOS right before docking in Paros. The BLUE STAR DELOS seen approaching Paros, as the BLUE STAR NAXOS prepares to leave. A view of the BLUE STAR DELOS as we are about to pass by her in Paros. The impressive BLUE STAR DELOS seen arriving in Paros. Recently, she underwent a conversion in order to be equipped with an exhaust gas cleaning system, also known as 'scrubbers'. She became the second ship to undergo such a conversion, following the BLUE STAR PATMOS, which had done hers right before the start of the summer of 2020. The BLUE STAR DELOS on her way towards Paros. The BLUE STAR DELOS seen as she is heading towards her docking spot in Paros. In the meantime, the BLUE STAR NAXOS had departed the port in order to head towards Naxos. A nice view of the modern and beloved BLUE STAR DELOS, on her way towards her docking spot in Paros. Crossing the BLUE STAR DELOS in Paros, as we head towards Naxos. The BLUE STAR DELOS seen right after having passed by her. In terms of number of trips onboard her, she only trails the BLUE STAR PATMOS as the Blue Star Ferries ship on which I have been the most times. A view of the stern of the BLUE STAR DELOS, which would then go on to follow us in Naxos. One last view of the BLUE STAR DELOS in Paros. At around 12:30, just a 45 minutes after leaving Paros, the BLUE STAR NAXOS had arrived in her namesake island. As usual, we were greeted by the famous 'Portara' gate, which stands in front of the port of Naxos. A view of the small port of Naxos, which in recent years has also seen many ferries serving and connecting it with numerous other ports across Greece. In the port of Naxos, I spotted the small high speed passenger ship NAXOS STAR of Panteleos Cruises. The NAXOS STAR seen docked in her namesake island. Built in 1995, she has spent her entire career under Panteleos Cruises, operating one-day cruises on the Naxos-Paros-Delos-Mykonos-Irakleia-Koufonisi-Amorgos-Santorini line on the Cyclades. Next to the NAXOS STAR was a notable ship: the iconic ferry EXPRESS SKOPELITIS of Small Cyclades Lines. Along with the BLUE STAR NAXOS, she serves as the major source of transportation of passengers and goods across the Lesser Cyclades. The EXPRESS SKOPELITIS seen resting in Naxos. Revered for her reliable and year-long service on the Lesser Cyclades, she has been operating on the Naxos-Irakleia-Schoinousa-Koufonisi-Donousa-Amorgos-Ios-Santorini line since 1998. A view of the EXPRESS SKOPELITIS in Naxos. I would go on to travel onboard this legendary ferry five days after this picture was taken. Just behind the EXPRESS SKOPELITIS, I spotted the small high speed boat KYRIARCHOS IV of Kerras Cruises. Built in 2017, she operates on the Naxos-Irakleia-Schoinousa-Koufonisi-Santorini line as a tour boat or charter boat. Another view of the EXPRESS SKOPELITIS, in what was her twenty-third season under Small Cyclades Lines. The EXPRESS SKOPELITIS seen resting in the port of Naxos. A better view of the KYRIARCHOS IV in Naxos. She is the flagship of Kerras Cruises, a role that she took from her sister ship, the KYRIARCHOS III, which was built in 2014. After a few minutes, the BLUE STAR NAXOS was departing Naxos in order to start serving the Lesser Cyclades. I therefore had a chance to take a better picture that featured the NAXOS STAR, the KYRIARCHOS IV and the EXPRESS SKOPELITIS. Just as the BLUE STAR NAXOS was leaving her namesake island, the BLUE STAR DELOS could once again be spotted following her. A view of the BLUE STAR DELOS, which was now approaching the port of Naxos. The BLUE STAR DELOS seen arriving in Naxos. The BLUE STAR DELOS seen facing the BLUE STAR NAXOS, as she heads towards her docking spot in Naxos. The beautiful BLUE STAR DELOS facing her fleetmate as she is seen arriving in Naxos. The bow of the BLUE STAR DELOS near Naxos. Passing by the BLUE STAR DELOS, which is preparing for her maneuvering procedure in Naxos. The BLUE STAR DELOS was not the only ship that was arriving in Naxos. Indeed, the high speed catamaran SUPER JET of Sea Jets was also spotted. As stated previously, the SUPER JET operated in tandem with the SEA JET 2 on the Piraeus-Serifos-Sifnos-Milos-Kimolos-Folegandros-Sikinos-Santorini-Amorgos-Koufonisi-Naxos-Paros-Mykonos line during the 2020 season. They had also operated as a pair during the 2019 season, on the Piraeus-Serifos-Sifnos-Milos-Folegandros-Ios-Santorini-Amorgos-Koufonisi-Naxos-Paros-Mykonos line. Just a few nautical miles away, I was able to see and photograph a ship for the first time in my life. Indeed, that ship was the high speed ferry POWER JET of Sea Jets. This was the most recent introduction of the company, as she spent her debut season in Greek waters following a lengthy three-year-long conversion. The POWER JET and the SUPER JET, two Sea Jets high speed craft, seen arriving in Naxos. The SUPER JET seen entering the port of Naxos. Built in 1995, she has spent her entire career on the Cyclades, with the exception of the summer of 2004, when she connected Rafina with the Northeast Aegean Sea and the Dodecanese. Just like the SEA JET 2, she also used to be a fleetmate of the BLUE STAR NAXOS. Indeed, she began her career as the SEA JET 1 for Strintzis Lines, becoming their first-ever high speed craft. After the latter company was taken over by Attica Group in 2000, the ship joined Blue Star Ferries through the Blue Star Jets division. Just two years later, she was sold to Aegean Jet Maritime, for whom she spent two seasons as the JET ONE. In 2004 she was sold to the then-newly-established company Sea Jets, making her the latter's first-ever ship. The SUPER JET seen arriving in Naxos. In addition to being the most experienced ship of Sea Jets, she is also the high speed craft with the most experience in the Greek coastal service, when hydrofoils are excluded. The SUPER JET seen in Naxos. As part of the tandem service provided alongside the SEA JET 2, the SUPER JET had left Mykonos earlier that day in order to perform the return trip to Piraeus via the Cyclades. The impressive POWER JET seen approaching the port of Naxos. In her debut season under Sea Jets, she served the Heraklion-Santorini-Naxos-Paros-Mykonos line. She provided the same service as the NAXOS JET during that summer. The SUPER JET having entered the port of Naxos, and now preparing to dock. The POWER JET seen approaching the port of Naxos. Besides this being her first summer under Sea Jets, it was her first active summer since 2012. Indeed, before joining Sea Jets, she was operating as the ALMOTTAHEDAH 1 for the Egyptian company United Company for Marine Lines on the Red Sea from 2006 to 2012. Following the financial problems of her company as a result of the events of the Egyptian Revolution of 2011, the ship was laid-up for five years before being sold to Sea Jets in 2017. The latter took quite a considerable time to complete her conversion, which she underwent for three years, first in Elefsina, and then in Salamina and Chalkida. The SUPER JET seen docking in Naxos. The POWER JET seen about to enter the port of Naxos. A view of the POWER JET, which was built in the same shipyard as the WORLDCHAMPION JET in Australia, albeit four years before the latter. The SUPER JET and the POWER JET seen upon their arrival in the port of Naxos. The POWER JET entering the port of Naxos. The POWER JET seen as she enters the port of Naxos, after having arrived from Santorini. Crossing the POWER JET as she is seen arriving in Naxos. The SUPER JET about to dock in Naxos. In the meantime, the EXPRESS SKOPELITIS was still seen docked in Naxos, with the KYRIARCHOS IV right behind her. A final view of the EXPRESS SKOPELITIS in Naxos. As the BLUE STAR NAXOS was departing, the POWER JET was heading towards her docking spot, in order to maneuver right next to the BLUE STAR DELOS. The POWER JET seen docking next to the BLUE STAR DELOS in Naxos. The BLUE STAR DELOS seen waiting for the POWER JET to dock next to her. The fact that there were four ships simultaneously clearly reflected a high traffic in Naxos, even in early September. The BLUE STAR DELOS having just docked in Naxos. The POWER JET seen right before her maneuvering procedure. As it is the case with several ships owned by Sea Jets, she is flagged in Cyprus and registered in Limassol. The BLUE STAR DELOS seen docked in Naxos, awaiting her subsequent departure for Santorini. The SUPER JET and the BLUE STAR DELOS seen together in Naxos. A view of the impressive traffic in Naxos, as this picture shows the SUPER JET, the BLUE STAR DELOS, the POWER JET and the EXPRESS SKOPELITIS together in the port. Another view of the BLUE STAR DELOS, with the SUPER JET seen right next to her. The POWER JET seen just before her maneuvering procedure in Naxos. Another view of the SUPER JET, right before her departure for Koufonisi. The SUPER JET and the BLUE STAR DELOS seen once more in Naxos, as the BLUE STAR NAXOS begins to head towards Irakleia. At around 14:00, or just an hour after having left Naxos, the BLUE STAR NAXOS had docked in Irakleia. Here is the island's small port. The port of Irakleia seen from the stern of the BLUE STAR NAXOS. Irakleia has always been the first stop for the ship on the Lesser Cyclades, as it is located right under Naxos. After just a few minutes in the port of Irakleia, the BLUE STAR NAXOS immediately left in order to head to Schoinousa. As we were leaving Irakleia, I thought it was a good opportunity to further explore the outdoor areas of the ship. Here is the view from the port side of Deck 7, from where one can see the impressive funnel of the BLUE STAR NAXOS. And this is the same view from the starboard side. A quick view of the ship's foremast. After just ten minutes, the BLUE STAR NAXOS had already arrived in Schoinousa (at 14:15). We began to approach the latter's tiny port, where several vehicles were waiting to board. A view of the small port of the beautiful island of Schoinousa. The port of Schoinousa seen as the BLUE STAR NAXOS begins to maneuver. After leaving Schoinousa at 14:20, we had finally arrived in Koufonisi at 15:00. This therefore marked the end of our long and impressive trip. Here is the BLUE STAR NAXOS right after our disembarkation. The BLUE STAR NAXOS was not alone in the port of Koufonisi. Indeed, the SEA JET 2 had also arrived there, after having previously stopped by Serifos, Sifnos, Milos, Kimolos, Folegandros, Sikinos, Santorini and Amorgos. While looking further towards the open sea, I also saw the KYRIARCHOS III of Kerras Cruises, which was moored right outside the port of Koufonisi. Built in 2014, she serves the Naxos-Irakleia-Schoinousa-Koufonisi line. Another view of the stern of the KYRIARCHOS III. After just a few minutes, the SEA JET 2 and the BLUE STAR NAXOS were seen leaving Koufonisi in order to continue their long itineraries on the Cyclades. The BLUE STAR NAXOS was now heading towards Donousa, whereas the SEA JET 2 started to head towards Naxos. So this therefore marked the end of one of the longest and most memorable trips that I ever had on the Aegean Sea. I was very pleased to travel onboard the BLUE STAR NAXOS for the first time. I was impressed by her amenities, which still make her a very impressive ship despite her nearing two decades of service. Moreover, I was very pleased to stop by so many ports, including those of Irakleia and Schoinousa which I had not seen in the past, and to see so many ships in Piraeus and in Naxos. The BLUE STAR NAXOS is a really valuable and reliable ship for the Cyclades, and it is not a surprise that she is appreciated by so many residents from these islands. I proceeded to have a very nice five-day stay in Koufonisi with my friends, as we got to enjoy the beauty of this small yet very underrated island. #bluestarnaxos #bluestarferries #atticagroup #summer2020 #greece #cyclades #aegean #piraeus #paros #naxos #irakleia #schoinousa #koufonisi #bluegalaxy #bluestarparos #bluestardelos #bluestar1 #bluestarchios #bluestarpatmos #flyingdolphinxvii #flyingcat4 #highspeed4 #nissosrodos #hellenicseaways #kritiii #aneklines #speedrunneriii #aegeanspeedlines #worldchampionjet #seajet2 #championjet1 #superjet #powerjet #seajets #dionisiossolomos #zanteferries #posidonhellas #apollonhellas #achaeos #2wayferries #phivos #novaferries #superexpress #superspeed #superrunner #goldenstarferries #knossospalace #kydonpalace #minoanlines #ekaterinip #fastferries #mariat #thalassiesmetafores #naxosstar #panteleoscruises #expressskopelitis #smallcycladeslines #kyriarchosiv #kyriarchosiii #kerrascruises #tribute

As you have seen it throughout numerous past Blog posts, I have a particular tendency of going to the port of Piraeus during my spare time every summer that I am spending in Greece. It is always the perfect opportunity for me to see and photograph several ships of the Greek coastal service which are departing from the port to the various destinations of the Aegean Sea. Usually, these visits tend to occur in late afternoons and evenings, but during the summer of 2019 I had the idea of going to see the port during the early morning. The inspiration came from the fact that the vast majority of the departures for areas such as the Cyclades and the Northeast Aegean Sea and the Saronic Gulf occur between 06:40 and 08:00, with ships leaving in the morning so that they can serve their respective destinations during the day and return to Piraeus during the evening. At the same time, there are ships from more distant destinations like Crete that arrive from the latter in order to be present in Athens in the early morning. For a shipping enthusiast like me, this an ideal scenery, as I can see a multitude of ships of different kinds leaving the port in order to bring passengers and/or vehicles to various islands across the Aegean Sea. I decided to arrive in Piraeus very early in the morning on Saturday 27 July 2019, as I was working during weekdays as an intern with the Greek shipping company Kassian Maritime Ltd for the entire month of July. During weekends, I would usually go to an island with my sister, going to Santorini on 13-14 July and then to Aegina 20-21 July. The following weekend, I decided to go to Agistri on 27 July, and then to Spetses the next day. As the first departure for Agistri was at 08:35, I thought that it was the best opportunity for me to do my early morning visit in Piraeus right before heading towards the Saronic Gulf island. And this turned out to be a great decision, as I managed to see 14 different ships departing and 3 ships docking within a span of less than two hours! Without further ado, let's have a look at the countless pictures I took that morning, before my departure for Agistri. I arrived in Piraeus from Central Athens at 06:30 (having woken up at 05:00). The first ship that I saw right upon exiting the Piraeus Metro Station was the highly-acclaimed BLUE STAR NAXOS of Blue Star Ferries, which was loading several passengers and vehicles as she was one of the many ships that were due to depart over the upcoming minutes for the Cyclades. Not far away from the BLUE STAR NAXOS, I spotted the ferry KRITI II of ANEK Lines, which was resting in Piraeus as well. She operates on the Piraeus-Heraklion line, as part of the ANEK-Attica Group joint venture. And right next to me was another ship owned by Blue Star Ferries, more precisely the cruiseferry BLUE STAR DELOS. Built in 2011, she has spent her entire career so far on the Piraeus-Paros-Naxos-Ios-Santorini line, although she does not serve Ios during the summer. The BLUE STAR NAXOS shortly before her departure from Piraeus. Built nine years before the BLUE STAR DELOS, back in 2002, in the exact same shipyard in South Korea, she has also spent her entire career on the Cyclades. She has also spent the bulk of her years of service on the Lesser Cyclades lifeline, being the only ship to connect the latter islands with Piraeus on a daily basis. Since 2018, she has been operating on the Piraeus-Syros-Paros-Naxos-Irakleia-Schoinousa-Koufonisi-Donousa-Amorgos-Santorini-Astypalaia line. The BLUE STAR DELOS seen in Piraeus, loading passengers and vehicles as well, as she was also departing the port in order to head to the Cyclades during the day. The BLUE STAR NAXOS docked in Piraeus, shortly before her morning departure. She connects Piraeus with the Lesser Cyclades on a daily basis through a very tight schedule leaving Piraeus at 06:45 every morning, and returning there the following day at 05:00. The crew only has one hour and thirty minutes to rest before her next departure there. This is why she is such an exceptional ship. The BLUE STAR DELOS seen in Piraeus. Exactly one year and four days before taking this picture, I had traveled onboard her in order to go from Piraeus to Naxos, which I visited for the first time while spending three days there with my family. This was the first out of the two times that I have traveled with this ship so far, having also traveled onboard her 13 days before taking this picture, while I was heading from Santorini back to Piraeus with my sister. The BLUE STAR NAXOS seen in Piraeus. The BLUE STAR DELOS seen in Piraeus. She has been hailed as the best day ferry in Greece since the moment she entered service with Blue Star Ferries back in 2011. In front of the BLUE STAR DELOS, I spotted a new ship for the first time in my life. It was the high speed ferry SUPEREXPRESS of Golden Star Ferries, which was spending her first-ever summer in Greece. The KRITI II seen unloading vehicles, as she had returned to Piraeus from Heraklion one hour before my arrival to the port. She has been serving the Piraeus-Heraklion line since 2015, and she has also operated there from 2002 to 2008, and from 2010 to early 2011. In front of the SUPEREXPRESS, I spotted another high speed ferry, namely the SPEEDRUNNER III of Aegean Speed Lines, which was loading passengers and vehicles as she was also due to depart the port of Piraeus. The SUPEREXPRESS seen in Piraeus. She spent her debut season with Golden Star Ferries on the Piraeus-Paros-Naxos-Mykonos-Tinos-Andros-Rafina line, leaving from Piraeus in the morning and arriving in Rafina during the early afternoon. The SUPEREXPRESS, the most recent acquisition of Golden Star Ferries, seen resting in Piraeus. She was bought in late 2018 through a collaboration between Golden Star Ferries and Fast Ferries. This partnership was known as Golden Fast Ferries, and the ship was initially renamed GOLDEN EXPRESS. However, shortly before the start of the 2019 summer season, a dispute between the two operators led to the high speed ferry being fully acquired by Golden Star Ferries, and she was therefore renamed SUPEREXPRESS. The funnel of the SUPEREXPRESS, which resembles to the typical one found in the first large high speed craft built by the well-known Incat Shipyard, which is located in Australia. It was only painted in blue, without any logo or drawing being added. The BLUE STAR NAXOS seen in Piraeus at dawn, right before her departure. The SUPEREXPRESS docked in Piraeus, during her first season in Greece. A frontal view of the BLUE STAR DELOS, during what was her eighth summer operating in Greece. I then saw a notable pair of ships, which consisted of the two ferries owned by Zante Ferries, namely the DIONISIOS SOLOMOS and the ADAMANTIOS KORAIS. Both of them operate on the Western Cyclades. Not far from them was the hydrofoil FLYING DOLPHIN XVII of Hellenic Seaways, which operates on the Saronic Gulf, serving the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. As I was heading towards the South, I spotted the cruiseferry KNOSSOS PALACE of Minoan Lines having docked in Piraeus, after having arrived from Heraklion. Built in 2000, she is the flagship of Minoan Lines and has spent her entire career on the Piraeus-Heraklion line. Since 2018 she has also been on the Piraeus-Milos-Heraklion line. A view of the FLYING DOLPHIN XVII, which was seen at the right side of her fleetmate, the high speed catamaran FLYINGCAT 3. The latter also serves the Saronic Gulf, as she is deployed on the Piraeus-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. The ADAMANTIOS KORAIS, seen alongside the high speed ferry TERA JET, which is the flagship of Sea Jets. The TERA JET docked in Piraeus. She was spending her first season on the Piraeus-Paros-Ios-Santorini line, which was a new service introduced by Sea Jets in 2019. The ADAMANTIOS KORAIS seen in Piraeus shortly before her morning departure. She first began service in Greece under Zante Ferries in 2008, when she was deployed on the Piraeus-Paros-Naxos-Ios-Santorini. Since 2009, she has been on the Western Cyclades lifeline, and more specifically on the Piraeus-Kythnos-Serifos-Sifnos-Milos-Kimolos-Folegandros-Sikinos-Ios-Santorini line. She is the flagship of Zante Ferries. The KNOSSOS PALACE having docked in Piraeus at dawn. This was also her first summer operating under the new exhaust gas cleaning system which she acquired during a small conversion in Malta during the winter of 2018-2019. With this new system, she consumes less sulphur fuel and is therefore more environmentally-friendly. The SPEEDRUNNER III is also seen in Piraeus at dawn. Right next to her, I spotted the cruiseferry NISSOS MYKONOS of Hellenic Seaways, which was seen resting before her morning departure. Another view of the DIONISIOS SOLOMOS alongside the ADAMANTIOS KORAIS and the TERA JET at dawn. Towards 06:50, I finally saw the first departure of the day. It was that of the SUPEREXPRESS, which was seen leaving the port in order to head towards the Cyclades and Rafina. The impressive SUPEREXPRESS seen leaving Piraeus at dawn. The SUPEREXPRESS on her way towards the exit of the port of Piraeus. Before arriving in Greece, she had a very eventful career, having operated for the Argentinian company Buquebus as the CATALONIA L in Spain (1998-2004) and alternatively as the PORTSMOUTH EXPRESS for P&O Portsmouth/P&O Ferries during the summer (2000-2004, and in the winter she would return to Buquebus as the CATALONIA) on the Cherbourg-Portsmouth line on the Channel. She was then sold to P&O Ferries in 2005, was renamed EXPRESS and operated on the Troon-Cairnryan-Larne line on the Irish Sea from 2005 to 2012 and then on the Troon-Larne line from 2013 until the latter service was closed in late 2015. She was then sold in 2016 to the Swedish company Gotlandsbåten and had an unsuccessful season on the Västervik-Visby-Nynäshamn line on the Baltic Sea. She then had brief charters to Viking Line in 2017 (where she operated under the commercial name VIKING FSTR) and then to Naviera Armas in 2018, before arriving in Greece in order to continue her career. The SUPEREXPRESS seen leaving Piraeus in the morning. At the very beginning of her career, she had a notable accolade. Indeed, she made history by capturing the Blue Riband Challenge Trophy (also known as the Hales Trophy) for having made the fastest Eastbound Atlantic Ocean crossing, while performing her delivery voyage from New York to Ceuta. Her record however lasted just six weeks, as it was then surpassed by her younger sister ship, the CAT-LINK V of Scandlines (now the FJORD CAT of the Norwegian company Fjord Line). The SUPEREXPRESS on her way towards the exit of the port of Piraeus. Her first season on the Cyclades under Golden Star Ferries was generally deemed satsifactory. Despite encountering a few mechanical troubles which resulted in a few delays, she was praised for her indoor amenities, which were fully renovated during the conversion in Perama and in Salamina before her entry to service. Her indoor lounge areas are considered to be some of the most modern of any high speed craft in Greece. Another view of the SUPEREXPRESS as she departs Piraeus. She became the fourth high speed craft to be acquired by Golden Star Ferries, while also being the second high speed ferry to join the company. The first one was the SUPERRUNNER, formerly the SPEEDRUNNER IV of Aegean Speed Lines (2009-2016), which entered service for Golden Star Ferries on the Rafina-Tinos-Mykonos-Paros-Naxos-Ios-Santorini line in 2017. The SUPEREXPRESS seen heading towards the exit of the port of Piraeus in order to sail towards Paros. She is registered in Piraeus, whereas the SUPERRUNNER is registered in Andros, which is the home island of the owners of Golden Star Ferries, namely the Stefanou brothers. The SUPEREXPRESS heading towards the exit of the port of Piraeus. In this picture, one can see the high speed ferry's well-known aft area glass window, which allows passengers to have a complete view of the sea from the ship's indoor areas. The SUPEREXPRESS on her way towards the exit of the port of Piraeus, heading towards Paros. She was the first ship to leave the port that day. While the SUPEREXPRESS was leaving, I unexpectedly noticed the presence of a ferry which has not frequently been to Piraeus over the past few years. This ferry was the AQUA BLUE of Sea Jets (operating under the Sea Jets Ferries division), which was undergoing her final preparations before entering service for her company during the summer. Built in 1975 in Japan and present in Greece since 1990, the AQUA BLUE was spending her second season under Sea Jets. After having spent her debut summer under the latter on a lengthy service on the Thessaloniki-Skiathos-Skopelos-Alonissos-Andros-Syros-Tinos-Mykonos-Paros-Naxos-Santorini-Heraklion line, she operated on the Rafina-Andros-Tinos-Mykonos-Ikaria-Samos line in 2019. The AQUA BLUE seen docked in Piraeus. Before joining Sea Jets Ferries, she was the notable IERAPETRA L of ANEK Lines (from 2009 to 2016) and of LANE Sea Lines (from 1999 to 2009). She had also operated earlier in her Greek career under ANEK Lines having served the Adriatic Sea initially as the KYDON (1991-1995) and then as the TALOS (1995-1999). Her debut season under Sea Jets Ferries marked her first summer of operations since 2014, when she had been operating on the Bari-Durrës line. After that year's summer, she suffered a severe fire incident while heading from Igoumenitsa to Perama for her annual refit, and she was badly damaged. Due to her advanced age and her damages following that fire, it was believed that she would be sold for scrap. However, miraculously, the ship was saved by Sea Jets Ferries, which bought her and repaired her in Perama and in Drapetsona in 2017, renaming her AQUA BLUE in 2018. The AQUA BLUE seen in Piraeus. She headed to Rafina just a week after this picture was taken, and she began service on the Rafina-Andros-Tinos-Mykonos-Ikaria-Samos line, which was another new service introduced by Sea Jets in 2019. Right after the SUPEREXPRESS had departed and exited Piraeus, I saw the BLUE STAR NAXOS leaving the port as well. The BLUE STAR NAXOS having left Piraeus in order to perform her very long and very busy itinerary on the Lesser Cyclades. The BLUE STAR NAXOS leaving Piraeus in order to head towards her first destination: Syros. She has been one of the best ships of the Greek coastal service since she first arrived in 2002. The BLUE STAR NAXOS heading towards the exit of the port of Piraeus, during what was her eighteenth summer in Greece under Blue Star Ferries. The BLUE STAR NAXOS on her way towards the exit of the port of Piraeus. The BLUE STAR NAXOS beginning to approach the exit of the port of Piraeus. Right behind her, I spotted the third ship departing Piraeus that day. It was the small high speed catamaran SEA JET 2 of Sea Jets, which operated for the first time on the Piraeus-Serifos-Sifnos-Milos-Folegandros-Ios-Santorini-Amorgos-Koufonisi-Naxos-Paros-Mykonos line, whereupon she formed a duo with her sister ship, the SUPER JET. The BLUE STAR NAXOS about to exit the port of Piraeus in order to begin her long journey, while the much-older AQUA BLUE is watching. The SEA JET 2 seen leaving Piraeus as well, during what was her fourteenth summer under Sea Jets. The SEA JET 2 having left Piraeus during the morning. Built in 1998, she began service as the MIRAGE for Strintzis Lines on the Saronic Gulf. The following year she was renamed SEA JET 2 and she was transferred to the Cyclades, where she has since been remaining. In 2000, after Strintzis Lines was taken over by Attica Group, the company Blue Star Ferries was established. She operated for them under the Blue Star Jets division, until 2006, when she was bought by Sea Jets (which had bought her sister ship in 2004). She became the second ship to join the company, and she has been one of the most reliable passenger-only high speed craft to operate in Greece. The SEA JET 2 seen heading towards the exit of the port of Piraeus. Her sister ship, the SUPER JET, would depart from Mykonos in the morning in order to perform the opposite itinerary from the latter to Piraeus. She would then leave Piraeus the following morning, while during that same moment the other ship would be departing from Mykonos. This was done in order to allow both ships to serve all these islands without any time constraints and with less hours of work for their crews. Before that, the SEA JET 2 would perform a similar trip, on the Piraeus-Serifos-Sifnos-Milos-Folegandros-Ios-Santorini-Amorgos-Koufonisi-Naxos-Mykonos line, from 2016 to 2018. She would leave Piraeus in the morning and return late at night. This tight schedule occasionally caused her to have engine troubles. After Sea Jets decided to have two ships operate on the newly-formed Piraeus-Serifos-Sifnos-Milos-Folegandros-Ios-Santorini-Amorgos-Koufonisi-Naxos-Paros-Mykonos line, both sister ships had more time to rest and rarely had issues with their engines. The SEA JET 2 seen leaving Piraeus and heading towards the port's exit. The SEA JET 2 on her way out of Piraeus, following the BLUE STAR NAXOS. Right after the SEA JET 2 had passed by me, I saw another high speed craft owned by Golden Star Ferries leaving Piraeus. It was the small high speed catamaran SUPERCAT. The SUPERCAT having also departed Piraeus. The summer of 2019 marked her debut season in Greece under Golden Star Ferries. She was deployed on the Piraeus-Milos-Folegandros-Santorini-Ios-Naxos-Mykonos line. The SUPERCAT seen leaving Piraeus during her first season with Golden Star Ferries. It was overall unsuccessful, as she experienced some technical issues which resulted in a few delays and some canceled trips. However, her season was far better than that of the company's other passenger-only high speed craft, the SUPERSPEED, which saw her season on the Rafina-Syros-Mykonos-Paros-Naxos-Koufonisi-Amorgos line end prematurely due to a major engine failure that she suffered in Naxos. The SUPERCAT passing by me in Piraeus. Before arriving in Greece under Golden Star Ferries in 2018, she had operated between 2009 and 2017 on the Tallinn-Helsinki line on the Finnish Gulf as the KAROLIN of the Estonian company Linda Line, thus linking the respective capital cities of Estonia and Finland in just 90 minutes. Before her stint there, she operated between 2000 (the year during which she was built) and 2008 on the North Sea as the POLARSTERN of the German company AG Ems, where she was linking several ports of Germany and The Netherlands with the German islands of Borkum and Heligoland. Another view of the SUPERCAT as she is seen leaving Piraeus while following one of her rivals, namely the SEA JET 2. The SUPERCAT heading towards the exit of the port of Piraeus. The next ship that was seen departing the port of Piraeus was the exceptional high speed ferry WORLDCHAMPION JET of Sea Jets, which also spent her debut season in Greece, after having been acquired by her current owners in late 2018. The WORLDCHAMPION JET seen leaving Piraeus, with her fleetmate, the TERA JET, seen following her from right behind. Both high speed ferries are considered to be the best ships of Sea Jets. The much-acclaimed WORLDCHAMPION JET passing by me while she heads towards the exit of the port of Piraeus. In her first season under Sea Jets, she was deployed on the Piraeus-Syros-Mykonos-Naxos-Santorini line. Her introduction was a massive success, as she became the fastest ferry on the Aegean Sea, and also managed to connect Piraeus with Santorini via three other Cyclades islands in barely four hours! She did not have any technical issues and was always on schedule. Also praised for her impressive indoor areas and for the excellent service offered by the crew onboard, she cemented her company's presence on the Cyclades. The WORLDCHAMPION JET seen leaving Piraeus. Just a few days ago, her impressive first year in Greece was further recognised through a prestigious accolade, as she won the much-coveted 'Ship of the Year' award given by Lloyd's List Greek Shipping Awards for 2019. She became the first ship of the Greek coastal service to win this award since 2007, when the then-newly-built cruiseferry NISSOS CHIOS of Hellenic Seaways won it during that year. The latter's sister ship and fleetmate, the NISSOS MYKONOS, also won that same award a year earlier, in 2006. The WORLDCHAMPION JET therefore joins the two Hellenic Seaways sister ships as the only three Greek coastal service ships to have won the prestigious award. The WORLDCHAMPION JET seen leaving Piraeus during the morning in order to head towards Syros, Mykonos, Naxos and Santorini. The WORLDCHAMPION JET seen leaving Piraeus. Her impressive résumé also includes the fact that she was the fastest passenger ship in the world when she was completed in Australia in 2000 in order to enter service for the Danish company Bornholmer Færgen (formerly known as Bornholms Traffiken) as the VILLUM CLAUSEN. She also held the world record for the fastest-ever crossing made by a ship of her kind until 2013, when it was surpassed by the then-newly-built high speed ferry FRANCISCO of Buquebus (the former owners of the SUPEREXPRESS). The extremely successful WORLDCHAMPION JET leaving Piraeus in order to head towards her first destination, namely the island of Syros. The TERA JET seen leaving Piraeus right behind the WOLRDCHAMPION JET. The TERA JET seen departing in Piraeus at dawn. Since entering service for Sea Jets in 2014, she has been the company's flagship. She notably had spells on the Heraklion-Cyclades service in 2014 and in 2015, before operating on the Piraeus-Chios-Mytilene line in 2016 in order to help transport Syrian refugees that had arrived in these two islands to Athens. In 2017 and in 2018, she had a tremendously successful service connecting Rafina with the Cyclades, which helped cement the presence of Sea Jets in the area. For 2019, she operated extremely well on the new service introduced by her company, and she has generally been a very acclaimed high speed ferry in Greece. The TERA JET leaving Piraeus in order to head towards Paros, Ios and Santorini. The TERA JET seen following the WORLDCHAMPION JET near the exit of the port of Piraeus. Both high speed ferries were the key contributors to the very successful 2019 season experienced by Sea Jets, and their services from Piraeus to the Cyclades were lauded by passengers. Right behind them, I saw the SPEEDRUNNER III departing Piraeus as well. The TERA JET and the WORLDCHAMPION JET seen leaving Piraeus, while their elder fleetmate, the AQUA BLUE, is undergoing the last stages of her preparation before her entry to service from Rafina to the Cyclades and the Northeast Aegean Sea. The SPEEDRUNNER III leaving Piraeus, during what was her first season on the Piraeus-Serifos-Sifnos-Milos line since 2014. She had also served that same line in 2013. She spent the summer of 2017 on the Piraeus-Serifos-Sifnos-Milos-Kimolos-Folegandros-Sikinos line (which was her first summer for Aegean Speed Lines since 2014, as she was chartered in 2015 to the Moroccan company Navline and in 2016 she operated under charter to the Greek company Levante Ferries on the Patras-Kefalonia-Ithaca line on the Ionian Sea), while in 2018 she served the Piraeus-Serifos-Sifnos-Milos-Kimolos line. The SPEEDRUNNER III passing by me in Piraeus, in order to head towards the Western Cyclades. The SPEEDRUNNER III heading towards the exit of the port of Piraeus. The day that I visited the port of Piraeus in the early morning marked two days shy of the second anniversary of my first-ever trip with the ship, as I had traveled onboard her from Sifnos to Piraeus on 29 July 2017. The SPEEDRUNNER III approaching the exit of the port of Piraeus. The next ship that I got to see was another high speed ferry, namely the great HIGHSPEED 4 of Hellenic Seaways, which was serving the Piraeus-Paros-Naxos-Koufonisi line. The HIGHSPEED 4 passing by me as she heads towards the exit of the port of Piraeus. Built in 2000, she spent her twentieth summer in Greece this year. She has spent her entire career on the Cyclades, except in 2005 when she was on the Piraeus-Chania line. She was the fourth high speed ferry to join the then-newly-established company Minoan Flying Dolphins, which became Hellas Flying Dolphins in 2002 before eventually changing its corporate structure in order to become Hellenic Seaways in 2005. She was the only ship of the 'Highspeed' brand to operate under Hellenic Seaways during the summer of 2019, as the other ship, the HELLENIC HIGHSPEED, was chartered to Fast Ferries for service on the Rafina-Tinos-Mykonos-Naxos line. The HIGHSPEED 4, one of the best ships of the Greek coastal service, seen leaving Piraeus. In 2014 and from 2016 to 2018, she operated on the Piraeus-Paros-Naxos-Koufonisi-Amorgos line, while in 2019 the latter island was removed from her itinerary. She spent the 2015 season on the Heraklion-Santorini-Ios-Paros-Mykonos line in order to replace her fleetmate at the time, the HIGHSPEED 5, which suffered a major fire incident and had to miss that year's summer, before being repaired and returning to service in 2016 after having been renamed HIGHSPEED 7. That ship was then sold in 2018 to Minoan Lines, as part of the deal which saw Hellenic Seaways being acquired by Attica Group. She has since been known as the SANTORINI PALACE. The HIGHSPEED 4 on her way towards the exit of the port of Piraeus. The much-appreciated HIGHSPEED 4 leaving Piraeus. The day that I visited the port of Piraeus in the early morning marked two days shy of the first anniversary of my first-ever trip with the ship, as I had traveled onboard her from Paros to Piraeus on 29 July 2018, exactly one year after my trip with the SPEEDRUNNER III. The HIGHSPEED 4 leaving Piraeus in order to head towards Paros, Naxos and Koufonisi. The next ship to depart the port of Piraeus was the ADAMANTIOS KORAIS, which was due to begin her long itinerary from Piraeus to Santorini via the Western Cycaldes lslands. The ADAMANTIOS KORAIS about to pass by me in Piraeus. She was the first ship of her company, which was traditionally operating on the Kyllini-Zakynthos line and on the Kyllini-Kefalonia line on the Ionian Sea, to be deployed on the Aegean Sea. The entry to the new market was successful, and two of her fleetmates eventually joined her there as well. She was supposed to be joined in 2008 by her sister ship, the ODYSSEAS ELYTIS (which had also been acquired by Zante Ferries), but the large sum of money spent on her conversion did not guarantee enough funding for the latter's conversion. Ultimately, the ODYSSEAS ELYTIS remained laid-up in Zakynthos from 2007 to 2013, and never entered service for Zante Ferries. She was sold in late 2013 to the Indonesian company PT Munic Line, for whom she operates today as the ELYSIA. The ADAMANTIOS KORAIS seen leaving Piraeus and passing by me. The first destination of her long trip was Kythnos. The beautiful ADAMANTIOS KORAIS having passed by me and heading towards the exit of the port of Piraeus. This was her eleventh consecutive season operating on the Western Cyclades lifeline. Her success there prompted Zante Ferries to bring a second ferry to the area. They first deployed the ANDREAS KALVOS (now owned by Levante Ferries) on the Piraeus-Kythnos-Serifos-Sifnos-Milos-Kimolos line in 2015 for two seasons, but then decided to replace her with the recently-converted DIONISIOS SOLOMOS. The ADAMANTIOS KORAIS on her way towards the exit of the port of Piraeus. I had traveled onboard her exactly two years and one day before taking these pictures, as I headed with her from Piraeus to Sifnos on 26 July 2017. The ADAMANTIOS KORAIS about to exit the port of Piraeus. As of December 2019, she is operating on the Alexandroupolis-Samothraki line on the Northeast Aegean Sea. She was deployed there for an indefinite period of time in order to cover the service which had been abandoned by the local company Saos Ferries, whose three ships all suffered season-ending engine failures in the middle of the summer season! The company was stripped of its operating license on the line, as Samothraki had very limited coastal service connections due to these incidents. As a result, after the end of the summer season, Zante Ferries decided to deploy the ADAMANTIOS KORAIS there. It is uncertain if she will stay there during the 2020 summer season or if she will return to her usual service on the Western Cyclades. The HIGHSPEED 4 and the ADAMANTIOS KORAIS, two completely different Cyclades-based ships, having both exited the port of Piraeus. I have traveled onboard both of them. The ADAMANTIOS KORAIS having exited the port of Piraeus and heading towards Kythnos. At 07:30, it was time for the BLUE STAR DELOS to leave the port of Piraeus as well. The great BLUE STAR DELOS seen leaving Piraeus for Paros. The BLUE STAR DELOS ready to pass by me while heading towards the exit of the port of Piraeus. She has always served the Cyclades in the morning and the afternoon. Since 2015, her sister ship, the BLUE STAR PATMOS, serves the main islands of the Cyclades by leaving from Piraeus during the late afternoon. The fantastic BLUE STAR DELOS leaving Piraeus in order to head towards Paros, Naxos and Santorini. The BLUE STAR DELOS leaving Piraeus for the Cyclades in the morning. One last view of the BLUE STAR DELOS as she is seen about to exit the port of Piraeus. Barely a few seconds after the BLUE STAR DELOS had exited the port of Piraeus, the DIONISIOS SOLOMOS was also on her way towards the port's exit. The DIONISIOS SOLOMOS having departed the port of Piraeus in order to head towards the Western Cyclades, where she has been operating since 2017. Built in 1990 in Japan, she was bought by Zante Ferries in 1999, and she was the company's first passenger ferry. She was inserted on the Ionian Sea in 1999, serving the Kyllini-Zakynthos line and the Kyllini-Kefalonia line. She remained there every year until 2017, with the exceptions of 2013 and 2015, when she spent the majority of these years' summer seasons on the Patras-Kefalonia-Ithaca line. She underwent a major conversion in 2017 in order to be ready to serve the Western Cyclades, with the most notable change being the new bow that she received. The DIONISIOS SOLOMOS leaving Piraeus, in what was her third season operating on the Aegean Sea, on the Western Cyclades. Her first two summers were spent on the Piraeus-Kythnos-Serifos-Sifnos-Milos-Kimolos-Folegandros-Sikinos-Ios line, while in 2019 she also began to operate in Santorini. She was therefore deployed on the same line as the ADAMANTIOS KORAIS, namely on the Piraeus-Kythnos-Serifos-Sifnos-Milos-Kimolos-Folegandros-Sikinos-Ios-Santorini line. As the DIONISIOS SOLOMOS was leaving Piraeus, I witnessed the second out of the three arrivals which I saw that morning. It was that of the hydrofoil FLYING DOLPHIN ATHINA of Aegean Flying Dolphins, which was returning from Aegina. The DIONISIOS SOLOMOS seen leaving Piraeus in order to head for her first destination, namely Kythnos. The FLYING DOLPHIN ATHINA having returned from Aegina. She has been owned by Aegean Flying Dolphins since 2010, spending her first summer under the latter on the Piraeus-Hydra-Spetses-Porto Cheli line. Since 2011, she has been on the Piraeus-Aegina-Agistri line. The DIONISIOS SOLOMOS seen heading towards the exit of the port of Piraeus. Since entering service on the Western Cyclades, she has been praised for her large garage which offers significant capacity for lorries during the high season. The FLYING DOLPHIN ATHINA seen heading towards her docking spot in Piraeus. The hardworking DIONISIOS SOLOMOS heading towards the exit of the port of Piraeus. The FLYING DOLPHIN ATHINA on her way towards her docking spot, during what was her tenth summer under Aegean Flying Dolphins. The last ship to depart the port of Piraeus in order to head to the Cyclades was the NISSOS MYKONOS. Besides the aforementioned area, she primarily serves the Northeast Aegean Sea. Since 2017, she has been on the Piraeus-Syros-Mykonos-Ikaria-Samos-Chios-Mytilene-Limnos-Kavala line. The NISSOS MYKONOS seen leaving Piraeus at around 07:45. Built in Greece in 2005, she was the first newly-built conventional ferry to join Hellenic Seaways. She has spent the bulk of her career connecting Piraeus with Ikaria and Samos, while also adding other destinations from the Cyclades (Syros, Mykonos, Paros and Naxos) and from the Northeast Aegean Sea (Fournoi, Chios, Mytilene, Limnos and Kavala) over the years. She first served the Piraeus-Syros-Mykonos-Ikaria-Samos-Chios-Mytilene-Limnos-Kavala line in late 2014, taking over the Northeast Aegean Sea lifeline which had been abandoned by the now-defunct NEL Lines after the Greek Ministry of Shipping and Insular Policy revoked their operating license due to their ferries experiencing multiple engine troubles and numerous delays and canceled trips. The NSISOS MYKONOS on her way towards the exit of the port of Piraeus. As I have mentioned it previously, she won the 'Ship of the Year' award presented by Lloyd's List Greek Shipping Awards for 2006. She became the first-ever Greek coastal service ship to win the award, which has since been given to two other ferries: her sister ship, the NISSOS CHIOS, in 2007, and the WORLDCHAMPION JET in 2019. The DIONISIOS SOLOMOS seen as she exits the port of Piraeus. The DIONISIOS SOLOMOS seen leaving Piraeus, while the cruiseferry MYKONOS PALACE of Minoan Lines prepares to enter the port. The NISSOS MYKONOS seen leaving Piraeus. She has been hailed as the best ship in the Greek coastal service by many, due to her modern and impressive amenities, her speed, the friendliness of her crew and her overall reliable service. The NISSOS MYKONOS leaving Piraeus in order to head towards her first destination, namely the island of Syros. The NISSOS MYKONOS ready to perform another long trip from Piraeus to Kavala via the Cyclades and the Northeast Aegean Sea Islands. Another view of the extraordinary NISSOS MYKONOS as she leaves Piraeus. A very particular picture, as it features two ships that are both named after the island of Mykonos. The MYKONOS PALACE meets the NISSOS MYKONOS in the middle of the lighthouses of the port of Piraeus. The MYKONOS PALACE about to enter the port of Piraeus, while the NISSOS MYKONOS is seen exiting in order to head towards Syros. One last view of the NISSOS MYKONOS right after she has exited the port of Piraeus. The MYKONOS PALACE having entered the port of Piraeus. It was her second straight summer operating on the Piraeus-Chania line, and her second summer in a row operating under her current name. The MYKONOS PALACE seen having entered the port of Piraeus after having arrived from Chania. She is the youngest of the four sister ships ordered by Minoan Lines at the Fincantieri Shipyard in Italy between 2000 and 2002. During her first spell under Minoan Lines, she operated as the EUROPA PALACE, and was on the Adriatic Sea. She was deployed on the Patras-Igoumenitsa-Ancona line from 2002 to 2010, and then on the Patras-Igoumenitsa-Corfu-Venice line from 2010 to 2011. In 2012, Minoan Lines closed the line, and she and her sister ship, the OLYMPIA PALACE (now the CRUISE BONARIA of Grimaldi Lines), were chartered to Tirrenia Di Navigazione. The MYKONOS PALACE during her second summer on the Piraeus-Chania line. Her introduction on the latter line in 2018 marked the return of Minoan Lines in the Cretan port since 1998. She was very successful in winning the trust of the Chania residents, who have essentially been used to traveling with the ships of the arch-rivals of Minoan Lines, namely the Chania-based company ANEK Lines. The MYKONOS PALACE having just entered the port of Piraeus, while the AQUA BLUE is still seen docked in the port. The MYKONOS PALACE seen in Piraeus, about to begin her maneuvering procedure. You can note her upgraded funnel, as she became the first ship in Greek coastal service history to acquire the new exhaust gas cleaning system, also known as scrubbers. The great MYKONOS PALACE about to begin her maneuvering procedure in Piraeus, after having arrived from Chania. The MYKONOS PALACE having just arrived in Piraeus during the morning. The MYKONOS PALACE about to begin her maneuvering procedure in Piraeus. The MYKONOS PALACE maneuvering in Piraeus, right in front of me. The MYKONOS PALACE undergoing her impressive maneuvering procedure in Piraeus. The MYKONOS PALACE seen maneuvering in the port of Piraeus. The MYKONOS PALACE seen maneuvering in Piraeus. She is currently operating on the Adriatic Sea once again, as she is temporarily replacing her fleetmates, the CRUISE OLYMPIA and the CRUISE EUROPA, which usually operate on the Patras-Igoumenitsa-Ancona-Venice line. Both ferries are undergoing their respective minor conversions in Malta in order to acquire scrubbers as well. The last ferry departure that I saw that morning before my trip to Agistri was that of the double-ended ferry ACHAEOS of 2way Ferries, which operates on the Saronic Gulf. The MYKONOS PALACE still seen maneuvering in Piraeus. The ACHAEOS leaving Piraeus. Built in Greece in 2006, she was spending her sixth consecutive season on the Piraeus-Aegina Agistri line, and seventh season overall on the Saronic Gulf. Indeed, she operated on the Piraeus-Aegina line in 2006, shortly after her construction was completed. She then headed to the Igoumenitsa-Corfu line on the Ionian Sea, where she remained up until 2013 (she also had a brief charter to the Italian company Blunavy from 2011 to 2012). She now operates under the Saronic Ferries joint venture (which includes her owners and Nova Ferries), whose logo can be seen in the white section of the hull, right above the logo of 2way Ferries. One last view of the MYKONOS PALACE as she is seen docking in Piraeus. The ACHAEOS seen leaving Piraeus. I had traveled onboard her six days before taking this picture, when I headed from Aegina to Piraeus. I notably had my first trip with her since my website was launched on 19 July 2016, again heading from Aegina to Piraeus. The ACHAEOS seen leaving Piraeus for Aegina and Agistri. Another view of the ACHAEOS as she heads towards the Saronic Gulf. At 08:00, I saw the FLYING DOLPHIN ATHINA leaving the port of Piraeus in order to head towards Aegina and Agistri as well. She was therefore the only ship that I saw performing both an arrival in and a departure from Piraeus within the early morning Piraeus departure period. The FLYING DOLPHIN ATHINA seen leaving Piraeus. Another view of the FLYING DOLPHIN ATHINA, whose departure was the last one that I saw as I began to head towards the E8 gate in order to embark onboard the ship that would taking me to Agistri. After 90 minutes, it was now the time for me to begin my trip to Agistri. Compared to 06:30, the port of Piraeus looked like it was almost empty (even though there were still several ships docked). It was truly a fantastic moment for me, as I got to see so many departures of some of the best ships of the Greek coastal service, whose work during the summer is vital for islands on the Cyclades, the Northeast Aegean Sea and the Saronic Gulf. It was really impressive to see each ship leave one after the other. I know that this is a daily routine in Piraeus, but it was exciting for me to see it for the first time in my life. It is now certain that such a visit will become a tradition over the following years, as there are always numerous changes within the Greek coastal service between two seasons. The scenery at dawn was simply wonderful, and it was a pleasure to only have to listen to the sounds of the ships' engines. It was definitely worth it to wake up at 05:00 in order to witness all these unique departures and arrivals. #piraeus #morning #summer2019 #greece #saronicgulf #aegean #bluestarnaxos #bluestardelos #bluestarferries #kritiii #aneklines #superexpress #supercat #goldenstarferries #speedrunneriii #aegeanspeedlines #dionisiossolomos #adamantioskorais #zanteferries #flyingdolphinxvii #flyingcat3 #nissosmykonos #highspeed4 #hellenicseaways #knossospalace #mykonospalace #minoanlines #terajet #aquablue #seajet2 #worldchampionjet #seajets #seajetsferries #flyingdolphinathina #aegeanflyingdolphins #achaeos #2wayferries

Trip: 14 August 2020. From Piraeus to Salamina, with the GEORGIOS BROUFAS of Broufas Vessels. The small passenger boat GEORGIOS BROUFAS was built in Greece in 1997 for her namesake owner, Broufas Vessels, for service on the Piraeus-Salamina line (serving the ports of Kamatero and in Paloukia). She was followed by a sister ship, the GEORGIOS BROUFAS II, which also joined her on the Piraeus-Salamina line in 1998. Since then, the two ships have become central figures of the connection between Piraeus and the Saronic Gulf island, which is the one located the closest to Athens. They also make a few crossings between Megalo Pefko (which is near Megara, located in the Elefsina Bay) and Salamina (through the port of Faneromeni) during the summer. After spending 19 years on the Piraeus-Salamina line, she was sent to the Cyclades to operate on the Ios-Sikinos-Folegandros line during the summer of 2016. However, after just one season in this service, she returned to the Piraeus-Salamina line the following year. Before having my trip the GEORGIOS BROUFAS, I had spent the entire morning in the port of Piraeus, taking numerous pictures while witnessing several ships departing and leaving the port from 06:45. This morning was extremely lively and memorable, as I was happy to spot so many ships carrying out or completing their morning service on the Aegean Sea. However, this day was far from over, as I was then planning to take even more pictures as I was going to see many ships operating in Salamina, as well as seeing countless others when passing by Drapetsona, Psyttaleia, Keratsini and Perama. The ship on which I would go on to spend this trip was the GEORGIOS BROUFAS, which had arrived in Piraeus at around 09:45. This was my first-ever trip with that specific trip, and by traveling with her I had now been onboard both ships currently owned by Broufas Vessels. Indeed, I had already traveled twice with the GEORGIOS BROUFAS II, the first time was on 3 July 2018 from Piraeus to Salamina, while the second time was on 27 July 2019, also from Piraeus to Salamina (unfortunately I was not able to take any pictures during the latter trip). When I had my first trip with the GEORGIOS BROUFAS II, it was the first time that I had been in Salamina since 2000. However, since 2018, I have been to the island five times, while also having the opportunity to travel with the double-ended ferries operating on the shorter Perama-Salamina line. But overall, this was my third trip from Piraeus to Salamina, and also my third onboard a ship owned by Broufas Vessels. The GEORGIOS BROUFAS having just arrived in the port of Piraeus, and seen heading towards her docking spot. While I was waiting for the GEORGIOS BROUFAS to dock, I took another picture of the small passenger boat POSEIDON of Poseidon Waterways, whose arrival I had witnessed just a few minutes before beginning my trip. The GEORGIOS BROUFAS seen just a few moments before beginning her maneuvering procedure in Piraeus. Just behind her, I noticed another arrival, namely that of the hydrofoil FLYING DOLPHIN ATHINA of Aegean Flying Dolphins, which had arrived from Aegina. The nice and reliable GEORGIOS BROUFAS seen shortly before she underwent her maneuvering procedure in Piraeus. The GEORGIOS BROUFAS seen arriving in Piraeus, in what was her twenty-third season on the Piraeus-Salamina line. Moreover, it was her fourth consecutive summer on the line, as she had spent the 2016 season on the Ios-Sikinos-Folegandros line on the Cyclades. The FLYING DOLPHIN ATHINA seen arriving in Piraeus as well. Built in 1991, she was bought by Aegean Flying Dolphins in 2010. She initially began service on the Piraeus-Hydra-Spetses-Porto Cheli line on the Saronic Gulf. After just one season there, she was deployed on the Piraeus-Aegina-Agistri line in 2011, where she has since been remaining. The GEORGIOS BROUFAS seen maneuvering in Piraeus, shortly before I embarked onboard her. Upon embarking onboard the ship, one can see that her stern floor greets passengers with a map drawing of the island of Salamina surrounded by a ship's wheel. Just like the GEORGIOS BROUFAS II, the GEORGIOS BROUFAS has two decks, with the lower one featuring the ship's indoor lounge area, while the upper one features the passenger outdoor area and the ship's bridge. Here is the indoor area, whose design actually look quite to different to that of the GEORGIOS BROUFAS II. The latter had red and maroon lounges and small wooden tables, while the GEORGIOS BROUFAS has dark blue lounges and some white lounges in the middle section, plastic white tables and a wooden bar featuring a gold metallic board. A view of the ship's sun deck in the upper outdoor deck area, which, in that case, was quite similar to that of the GEORGIOS BROUFAS II. The ship's port side outdoor alley leading from the sun deck to the bridge. It also features some blue chairs aligned one next to the other and facing the sea. The ship's starboard side alley, which also leads to the bridge and has a few blue chairs facing the sea. From the ship's port side, I spotted the high speed catamaran FLYINGCAT 4 of Hellenic Seaways, which operates on the Saronic Gulf, on the Piraeus-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. Barely a few seconds after seeing the FLYINGCAT 4, her fleetmate, the FLYINGCAT 6 was departing the port of Piraeus. She also operates on the Saronic Gulf, and in 2020 she was operating on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. The FLYINGCAT 6 seen leaving the port of Piraeus, in what was her first season featuring the new livery of Hellenic Seaways, which was added on all of the company's high speed craft, following the end of the advertising partnership with Cosmote. The ship has been operating on the Saronic Gulf since 2018, while she had also been there in 2013, in 2015 and in 2016. From 2005 (when she began service for Hellenic Seaways) to 2012, in 2014 and in 2017, she operated on the Sporades. The POSEIDON seen resting in Piraeus. Built in 1995 (two years before the GEORGIOS BROUFAS), she was spending her first season on the Piraeus-Salamina line. However, unlike the ships of Broufas Vessels, she serves the port of Selinia in Salamina. Before that, she was on the Thermaic Gulf, operating on the Thessaloniki-Peraia-Neoi Epivates-Agia Triada line during the summer of 2019, which was her debut season under her owners (formerly known as Thessaloniki Waterways). She joined them in late 2018, after having spent three years as the THERMAÏKOS I of Salamina Waterways on the Perama-Salamina line. The latter had reactivated her in 2015, after she had spent twelve years of lay-up in Salamina (at the time she was known as the MARIA K of Kalfaoglou Shipping). Right next to the POSEIDON was the double-ended ferry ACHAEOS of 2way Ferries, which serves the Piraeus-Aegina-Agistri line on the Saronic Gulf since 2014. The FLYINGCAT 4 seen resting in Piraeus. Built in 1999 as the SEA SPEED 1 of Agapitos Lines, she barely had the time to operate for them as she was sold to Minoan Flying Dolphins (which became Hellas Flying Dolphins in 2002), the predecessors of Hellenic Seaways, in late 1999. After spending her debut season on the Cyclades in 2000, she then spent two years on the Agios Konstantinos-Skiathos-Skopelos-Alonissos-Thessaloniki line on the Sporades, before then being deployed on the Heraklion-Santorini-Ios-Paros-Mykonos line from 2003 to 2012. After three seasons operating on the Rafina-Cyclades service, she then returned to the service linking Thessaloniki with the Sporades in 2016 and in 2017. She then operated on the Rafina-Tinos-Mykonos-Naxos-Ios-Sikinos-Folegandros line in 2018, before heading to the Saronic Gulf in 2019. As such, the ship has operated in many areas of the Aegean Sea in the past 20 years, and her service has always been acclaimed, no matter where she has been deployed. Next to the ACHAEOS was another ferry operating on the Saronic Gulf. Indeed, it was the PHIVOS of Nova Ferries, which serves the Piraeus-Aegina-Methana-Poros line under the Saronic Ferries joint venture (which includes her company and 2way Ferries). At around 10:15, the GEORGIOS BROUFAS departed the port of Piraeus. I could therefore see the PHIVOS and the ACHAEOS, alongside the tiny POSEIDON. At the same time, the high speed catamaran FLYINGCAT 5 of Hellenic Seaways, which had arrived in Piraeus right before the GEORGIOS BROUFAS did, was also seen leaving her docking spot. As the GEORGIOS BROUFAS was leaving, I spotted the high speed ferry HIGHSPEED 4 of Hellenic Seaways. She was also seen carrying the new livery of her company, which in my opinion looked really good on her. I then saw the cruiseferry ELYROS of ANEK Lines preparing to depart Piraeus as well. As I stated it in my previous post, this was the first time since 2014 that I saw that specific ship. The ELYROS about to depart the port of Piraeus. She was spending her first full summer under ANEK Lines since 2014. From 2015 to 2019, she was chartered each summer to the Algerian company Algérie Ferries, instead operating for ANEK Lines only during the winter season. However, this year she remained with her owners, and she of course spent the summer on her much-acclaimed service on the Piraeus-Chania line. As we began to head towards the exit of the port of Piraeus, we passed by the ferry AQUA JEWEL of Sea Jets, which operates under the Sea Jets Ferries division. She was spending her debut season on the Piraeus-Gytheion-Kythira-Antikythira-Kissamos line. Next to the AQUA JEWEL was a pair of high speed ferries, namely the SUPEREXPRESS of Golden Star Ferries and the CHAMPION JET 1, also owned by Sea Jets. The AQUA JEWEL seen resting in Piraeus. Built in 2003, she has had a very eventful career. She spent the first 11 years of her life on the Cyclades, first with Alpha Ferries (2003-2010) and then under charter to NEL Lines (2010-2014). After being plagued by numerous engine failures in 2013 and in 2014, her charter ended and she returned to Alpha Ferries in 2015. The company repaired her and attempted to reactivate her on the Saronic Gulf and then on the Sporades, but she was ultimately sold to Sea Jets in 2017 in order to resume service on the inter-Cyclades lifeline, which she had also served during her stint under NEL Lines. During the summer of 2018 and the summer of 2019 she was chartered to Atlântico Line for service on the Azores Archipelago. She returned to Sea Jets this year and has since been on her current service. A view of the FLYINGCAT 5 as she was heading towards the docking spot that had previously been occupied by the FLYINGCAT 6. This was her third season on the Saronic Gulf, as she had also operated there back in 2014 and in 2017. The FLYINGCAT 5 seen alongside her fleetmate, namely the HIGHSPEED 4. The ELYROS seen departing the port of Piraeus. Since she began service for ANEK Lines in 2008, she has been the company's flagship. The FLYINGCAT 5 seen heading towards the docking spot that was previously occupied by her fleetmate and sister ship, thr FLYINGCAT 6. Just like the latter, the FLYINGCAT 5 operated on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line for the first time, after having previously operated only on the Piraeus-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. A view of another high speed ferry of Hellenic Seaways, namely the HELLENIC HIGHSPEED. She was seen in Piraeus carrying her company's new livery. A few days after taking this picture, she began service on the Siteia-Kasos-Karpathos-Chalki-Rhodes line on the Dodecanese. The ELYROS departing the port of Piraeus in order to head towards Chania. The impressive ELYROS seen departing the port of Piraeus. Since beginning service for ANEK Lines, she has always been on the Piraeus-Chania line, with the sole exceptions being when she would replace her fleetmates during their annual refits. In such cases, she has had brief spells on the Piraeus-Heraklion line or on the Patras-Igoumenitsa-Venice line on the Adriatic Sea. Next to the AQUA JEWEL and the high speed ferries was the high speed trimaran SUPERSPEED of Golden Star Ferries. The SUPERSPEED and the CHAMPION JET 1 seen together in Piraeus. Both ships were built in the same shipyard, the famed Incat Shipyard in Australia. They then had eventful careers in Northern Europe before arriving in Greece. The SUPERSPEED has been owned by Golden Star Ferries since 2018, whereas the CHAMPION JET 1 was bought by Sea Jets in 2015. A view of the CHAMPION JET 1, which had returned to Sea Jets after having spent the 2019 season under charter to Spanish company Naviera Armas. She was notably the first-ever Greek high speed ferry on which I traveled, as I had a trip with her from Santorini to Piraeus on 12 July 2015, during her debut season under Sea Jets. A view of various well-known ships seen together in Piraeus. Indeed, we can see the FLYINGCAT 4, the AQUA JEWEL, the SUPEREXPRESS and the CHAMPION JET 1. At the other side, one could spot the HIGHSPEED 4, the PHIVOS and the ACHAEOS. As we continued to head towards the exit of the port of Piraeus, I spotted the high speed ferry SUPERRUNNER of Golden Star Ferries. We also passed by the gigantic NISSOS SAMOS of Hellenic Seaways, which serves the Piraeus-Psara-Oinousses-Chios-Mytilene line on the Northeast Aegean Sea. In front of the NISSOS SAMOS was another cruiseferry, namely the KYDON PALACE of Minoan Lines. Formerly known as the FESTOS PALACE, she was spending the first season of her career under her new name, and on the Piraeus-Chania line. The SUPERRUNNER seen in Piraeus. She was previously known as the SPEEDRUNNER IV of Aegean Speed Lines from 2009 to 2016, before beginning service for Golden Star Ferries in 2017. She spent her first three seasons on the Rafina-Tinos-Mykonos-Paros-Naxos-Ios-Santorini line. Furthermore, I have also traveled with her, during a trip from Ios to Mykonos on 17 June 2018. As we were nearing the exit of the port of Piraeus, I saw the BLUE STAR 2 of Blue Star Ferries, which had also returned to Piraeus in the morning of that day. The KYDON PALACE seen in Piraeus. This year was quite notable for her, as she operated for the first time on a new service and under a new name. Indeed, from 2001 (the year in which she was built for Minoan Lines) to early 2020, she operated as the FESTOS PALACE on the Piraeus-Heraklion line (while beginning service on the Piraeus-Milos-Herkalion line in 2018). However, this year Minoan Lines decided to undergo a fleet reshuffle, and therefore she switched her service on Heraklion with the one previously served by her fleetmate and sister ship, the MYKONOS PALACE, which had been introduced on the Piraeus-Chania line in 2018. As a result of this, the MYKONOS PALACE was herself renamed FESTOS PALACE, whereas the original FESTOS PALACE was renamed KYDON PALACE. The impressive BLUE STAR 2, which was spending yet another successful season on the Cyclades and the Dodecanese. For the 2020 season, she was on the Piraeus-Syros-Amorgos-Patmos-Leros-Kalymnos-Kos-Rhodes line. A view of the SUPERRUNNER and of the KYDON PALACE in Piraeus. Next to the BLUE STAR 2 was the EKATERINI P of Fast Ferries, which was spending the 2020 season in Piraeus following her engine failure in early 2019. She usually operates on the Rafina-Cyclades service, where she was successfully introduced back in 2012. Another view of the BLUE STAR 2, which was seen receiving bunkers by the SYROS of Minerva Bunkering (formerly known as Aegean Marine Petroleum). Upon exiting the port of Piraeus, I saw the cruiseferry KNOSSOS PALACE of Minoan Lines, which had also exited the port in order to head towards Milos and Heraklion. The KNOSSOS PALACE having left the port of Piraeus. She was built in 2000 for Minoan Lines, and was inserted on the Piraeus-Heraklion line, where she had a tremendously successful service. In 2018 she began operating on the Piraeus-Milos-Heraklion line. For the past 20 years, she has been the company's flagship. The KNOSSOS PALACE having exited the port of Piraeus. A view of the port of Piraeus as seen from its exit. I could see the NISSOS SAMOS, the ELYROS and the AQUA JEWEL. Between the two Japanese-built cruiseferries is the FLYINGCAT 5, while the PHIVOS can also be seen behind the NISSOS SAMOS. The KNOSSOS PALACE having exited the port of Piraeus in order to head towards Milos and Heraklion. Unfortunately, as I am writing this post, the ship is spending her last days in Greece. Indeed, she is due to join the Italian company Grimaldi Lines, the main company of Grimaldi Group in December. This will be done as part of the ongoing aforementioned fleet reshuffle as the ship is due to be replaced by her other sister ship the CRUISE BONARIA (the ex-OLYMPIA PALACE of Minoan Lines, which currently operates for Grimaldi Lines), which is set to rejoin Minoan Lines in order to begin service on the Piraeus-Heraklion line alongside the FESTOS PALACE. As a result, the two ships will trade their names, with the current KNOSSOS PALACE set to be renamed CRUISE BONARIA, whereas the current CRUISE BONARIA will become the new KNOSSOS PALACE. The KNOSSOS PALACE seen in what turned out to be the final summer of her career under Minoan Lines, as she is due to end her 20-year spell under the latter. She will be missed fondly by the passengers of Heraklion, for whom she became an icon. Just a few moments after we had exited the port of Piraeus, the flagship of ANEK Lines was seen exiting it as well in order to follow the flagship of Minoan Lines. Indeed, the ELYROS was spotted leaving the port in order to head to Chania. The ELYROS seen exiting the port of Piraeus. As the ELYROS was exiting the port of Piraeus and the GEORGIOS BROUFAS was heading towards Salamina, I noticed the small high speed boat SEBECO of ANES Ferries approaching Piraeus. The SEBECO seen approaching the port of Piraeus. This was her first summer on the Piraeus-Northern Aegina line (serving the port of Souvala) on the Saronic Gulf. Before that, she had spent the first two seasons of her career on the Rhodes-Symi line. The ELYROS having just exited the port of Piraeus. The SEBECO about to enter the port of Piraeus. She was built in 2018 in Greece, and was the first newbuilding of ANES Ferries in almost 30 years. Indeed, the last time the company had ordered a ship for construction was in 1990, back when they ordered the small catamaran SYMI II, also for service on the Rhodes-Symi line. That ship has been operating for the Rhodes-based company Sea Dreams since 2018. Two ships of completely different sizes seen right next to entrance/exit point of the port of Piraeus: the large ELYROS and the tiny SEBECO. The great ELYROS seen heading towards her 'second home', namely the port of Chania. One last view of the ELYROS as she is sailing towards Chania. After having left the main Piraeus area, the GEORGIOS BROUFAS was now passing by Drapetsona and the strait separating the latter from the small island of Psyttaleia, which hosts the largest sewage treatment plant in Europe. As we passed by the latter island, I noticed the landing craft PSYTTALEIA II of Psyttaleia Shipping departing it. The PSYTTALEIA II seen leaving her namesake island. Built in 2000 in Greece, she has spent all 20 years of her career on the Drapetsona-Psyttaleia line, hence being the main carrier of the island's employees and equipment. The PSYTTALEIA II maneuvering in order to depart the island of Psyttaleia. The PSYTTALEIA II seen as she is about to leave her namesake island. The PSYTTALEIA II seen departing Psyttaleia in order to head towards Drapetsona. Moments later, the GEORGIOS BROUFAS went on to meet her sister ship and fleetmate, the GEORGIOS BROUFAS II, which was heading from Salamina to Piraeus. Crossing the GEORGIOS BROUFAS II as she heads towards the opposite direction of that of the GEORGIOS BROUFAS. The GEORGIOS BROUFAS II seen heading towards Piraeus. As I stated it previously, she was the first ship on which I embarked in order to head from Piraeus to Salamina, having done this on 3 July 2018. The GEORGIOS BROUFAS II seen heading towards the port of Piraeus. She was built just one year after her sister ship, and has spent her entire career up until the end of the 2020 season on the Piraeus-Salamina line. The GEORGIOS BROUFAS II on her way towards Piraeus. After passing by Drapetsona and Keratsini, where I saw the container terminal and the auto-carrier terminal, we were now passing by Perama. There I spotted the Psarros Shipyard, where I saw the small one-day cruise ship PLATYTERA TON OURANON of Hydraïki Cruises. She is usually a regular presence on the Saronic Gulf, having myself done a one-day cruise onboard her from Floisbos to Hydra, Poros and Aegina back on 9 September 2017. However, since late 2018 she has been replaced by her fleetmate, the ANNA MARU, and has remained laid-up in Perama. The next ship that I got to see was one which made her first-ever appearance in front of my eyes. Indeed, it was the conventional ferry SAONISOS of Saos Ferries, which was undergoing repairs and a minor conversion in Perama in order to be reactivated for service by her company. The SAONISOS seen in Perama. Ever since her arrival in Greece in 2007, she has had an unusual career so far, with several ups and downs. Indeed, she was bought in 2007 by Saos Ferries, but only began her conversion for them in 2013. Moreover, this conversion ended up lasting five years, and she began service only in 2018, hence 11 years after her maiden arrival in Greece. She was deployed on the Alexandroupolis-Samothraki line, where she spent two seasons before being the first out of the three ships of Saos Ferries to experience an engine failure in the middle of the summer of 2019. After her other two fleetmates also had to prematurely end their services, resulting in the infamous Samothraki coastal service fiasco, Saos Ferries was forced to withdraw from the line. Since then, two of its ships, the ferry STAVROS (the ex-SAOS II) and the small high speed boat ZEFYROS, are operating on the Dodecanese. The SAONISOS is also being prepared, as she is receiving additional passenger and crew cabins. It remains to be seen where she will be reactivated over the upcoming months. In the Tsangarinos Shipyard, I saw a laid-up ship, namely the high speed craft KALLI P of Idomeneas Lines. This ship previously had experience in Greece as the PANAGIA THALASSINI of C-Link Ferries (2004-2007) and of NEL Lines (2007-2012). She was chartered by the latter to the Moroccan company Inter Shipping in 2012 and operated on the Algeciras-Tangier Med line, but by 2013 she was laid-up in Tangier Med due to both NEL Lines and Inter Shipping experiencing financial issues. She was then rumoured to make a comeback to Greece as she was bought by Panagiotopoulos Shipping (which was rebranded Idomeneas Lines) in 2015. Despite being renamed and converted for service on the Heraklion-Santorini line, she never began operations due to the outstanding debts carried by the doomed NEL Lines. Hence, the ship has remained in that spot for the past five years. The KALLI P seen in Perama, awaiting her fate. Not far from her was a ship which I happened to know quite well. Indeed, it was the ferry ZAKYNTHOS 1 of Kefalonian Lines, which has been laid-up since 2018, after she experienced an engine failure. She was a notable veteran on the Kyllini-Zakynthos line and on the Kyllini-Kefalonia line on the Ionian Sea, having operated for the Zakynthos-based company ANEZ from 1990 to 2014 (although she was laid-up from 2007 to 2012) before being chartered to Kefalonian Lines. Despite providing reliable service for the latter, her engine failure in 2018 was followed by the demise of the company at the end of that same year. Since then, the company has ceased operations. With the ship now being 47 years old, only a miracle could occur so that she could sail again. Another view of the ZAKYNTHOS 1, as she is also seen awaiting her fate in Perama. I remember traveling with her back in her happier days, as I was onboard her during a trip from Kyllini to Zakynthos on 20 July 2016. I then began to see the Perama Ship Repair Zone. There, I spotted two particular ferries, which are owned by Greek companies, but have actually not made a single trip in Greece. Indeed, the ship on the left is the Ro-Ro carrier AYSHE of Aegean Cargo Management, which was a well-known company of Kostas Agapitos (the former owner of Agapitos Express Ferries) operating Ro-Ro carriers on the Aegean Sea during the 2000s. Their most notable acquisition was that of this particular ship, which is known to be the fastest Ro-Ro carrier in the world, being capable of reaching a speed of 30 knots! She had been bought in 2008, after having spent the first ten years of her career as the SUNFLOWER TOMAKOMAI of the Japanese company Blue Highway Line (now known as MOL Ferry, and the former owners of the ELYROS). She arrived in Greece under the name AEGEAN HEAVEN, and was converted in Perama before being chartered to the Spanish company Trasmediterránea from 2008 to 2010. After that, she was laid-up in Perama and then in Elefsina from 2010 to 2014, before being reactivated during that year in order to begin a charter for the Turkish company Ekol Logistics as the AYSHE. She was deployed on the Sète-İstanbul line, where she remained until 2019. She has since remained laid-up in Perama, and her future is uncertain. As for the ship on the right, she has also had a very eventful career. Indeed, she was built in 1975 as the SAINT ÉLOI of the French company Angleterre-Lorraine-Alsace de Navigation, which was part of the British conglomerate Sealink. After spending 15 years on the Channel (including her final year as the CHANNEL ENTENTE, from 1989 to 1990), she became the KING ORRY of the Isle of Mann Steam Packet Company, for whom she operated on the Liverpool-Heysam-Douglas line on the Irish Sea until 1998. That year, she joined the Italian company Moby Lines, and began service a year later as the MOBY LOVE 2 on the Piombino-Elba line on the Tyrrhenian Sea. In 2002 she was renamed MOBY LOVE, and continued to operate for Moby Lines until 2018, when she was sold to the Greek company Hellenic Med Ferries, being renamed AEOLOS. She was converted in Perama and in Turkey from 2018 to 2019. It was then announced that she would be chartered to Atlântico Line for the 2019 season, for service on the Azores Archipelago as the AZORES EXPRESS. However, she was not prepared in time, and therefore the charter was canceled. She then attempted to solve the fiasco caused by Saos Ferries in Samothraki by being inserted on the Alexandroupolis-Samothraki line. However, she never managed to complete her trip, as her draught exceeded the limit of the port of Samothraki. As a result, she had to return to Alexandroupolis, with her passengers being livid due to this continuing the fiasco. The AZORES EXPRESS has since been laid-up in Perama, and there are many rumours about a potential reactivation in the future. As we continued to pass by Perama, I spotted a ship for the first time in five years. Indeed, it was the KRITI I of ANEK Lines, which had rejoined the company after having spent three years under charter to the Italian company Grandi Navi Veloci. She was seen carrying the livery of her owners for the first time since 2017. Next to the KRITI I was one of her fleetmates, the EL. VENIZELOS. Both former Adriatic Sea and Cretan partners were spending the 2020 season in Perama. The KRITI I seen in Perama. She was built in 1979, and joined ANEK Lines in 1996, alongside her sister ship, the KRITI II. They entered service on the Patras-Igoumenitsa-Corfu-Ancona line on the Adriatic Sea. After the arrival of the newly-built OLYMPIC CHAMPION in 2000, the KRITI I was inserted on the Patras-Igoumenitsa-Ravenna-Catania line during that season. Just one year later, she was deployed on the Piraeus-Heraklion line, where she stayed until 2011. After a season on the Patras-Igoumenitsa-Corfu-Venice line alongside the KRITI II in 2012, she was then chartered to the Italian company Go In Sardinia in 2013, with her spell there being unsuccessful. She returned to ANEK Lines in 2014 for service on the Piraeus-Heraklion line, before moving to the Piraeus-Chania line in 2015. After operating on the Piraeus-Kalymnos-Kos-Rhodes line in 2016, she was chartered in 2017 to Grandi Navi Veloci for service on the Civitavecchia-Termini Imerese line on the Tyrrhenian Sea. After a successful three-year stint there, she returned to ANEK Lines. The EL. VENIZELOS and the KRITI I seen in Perama. In between them was the DIAGORAS of Blue Star Ferries. The EL. VENIZELOS seen in Perama. She was the flagship of ANEK Lines from 1992 to 2000. After spending three consecutive summers on the Piraeus-Chania line, she was replaced by the ELYROS for the 2020 season. The DIAGORAS and the KRITI I seen together in Perama. Both ships were built in Japan, and began their careers there before being acquired by Greek operators. The DIAGORAS has spent the bulk of her Greek career on the Dodecanese, which the KRITI I also went on to serve during the 2016 season. The DIAGORAS seen in Perama. She went on to spend the majority of 2020 on the Piraeus-Chios-Mytilene line on the Northeast Aegean Sea. The EL. VENIZELOS, the DIAGORAS and the KRITI I seen together in the Perama Ship Repair Zone. Another view of the EL. VENIZELOS, the DIAGORAS and the KRITI I in Perama. One last view of the KRITI I, which has since re-entered service for ANEK Lines on the Piraeus-Heraklion line, whereupon she replaced her sister ship, the KRITI II. After seeing all the shipyards and repair zones of Perama, it was now time to see the passenger terminal for ferries and small passenger boats heading towards Salamina. There, I spotted four double-ended ferries, namely the MATOULA K of Salamina Ferries-K Star, the STAVROS N of Nikolaïdis NE, the THEOMITOR of Athinais Lines and the FANEROMENI of Panagia Faneromeni. Next to them was the small passenger boat PANAGIA of Panagia Thalassini NE. The MATOULA K, the STAVROS N, the THEOMITOR and the FANEROMENI, all of which serve the Perama-Salamina line, seen docked in Perama. While we were approaching Salamina, I then saw the small passenger boat SALAMIS EXPRESS III of Salamis Express heading towards Perama. The SALAMIS EXPRESS III, which was spending her twentieth season on the Perama-Salamina line, having began operations there back when she was built in 2001. Crossing the SALAMIS EXPRESS III as she is seen heading from Salamina to Perama. One of the ship following her was the double-ended ferry APOSTOLOS M of Athinais Lines. She is one of the numerous double-ended ferries operating on the Perama-Salamina line, which is the busiest service of the Greek coastal service, with departure from both ports taking place every five minutes during most of the day. Crossing the APOSTOLOS M as she heads towards Perama. Built in 2010, she is the youngest ship of her company. She has spent all but two seasons of her career on the Perama-Salamina line, with the sole exceptions being in 2013 and in 2015, when she was operating on the Rion-Antirrion line. The APOSTOLOS M seen heading towards Salamina. Ten years after being built, she began to carry the new livery of Athinais Lines, which consisted of a new dark blue hull. Her fleetmate, the ATHINA P, also acquired it. However, the THEOMITOR still carries her usual white and dark blue livery. The APOSTOLOS M seen during her fifth consecutive season on the Perama-Salamina line. Another view of the APOSTOLOS M, as she is seen heading from Salamina to Perama. As the GEORGIOS BROUFAS was about to first stop in the port of Kamatero in Salamina, I was able to have a clear view of the port of Paloukia, which featured dozens of double-ended ferries. Among the double-ended ferries that I got to spot were the MICHAIL N of Nikolaïdis NE, the AGIOS ELEFTHERIOS IV of Feidias NE, the IOANNIS SOPHIA K of Karnesis-Lalousis NE, the EMPEDOKLIS of Aianteiaki NE and the ARIS IV of Psomas Shipping. Other double-ended ferries that I got to see included the GLYKOFILOUSA IV of Panagia Glykofilousa NE, the ATHINA P of Athinais Lines, the IOANNIS THIRESIA of Theotokos NE, the ORION III of Farmakoris-Villiotis NE and the GLYKOFILOUSA V of Panagia Glykofilousa NE. One last view of the APOSTOLOS M, on her way towards Perama. Another view of the countless double-ended ferries operating on the Perama-Salamina line. I also went on to see the AIAKOS of Evangelos NE and the THEOCHARIS MARIA L of Karnesis-Lalousis NE. A view of the impressive GLYKOFILOUSA V. Built in 2017, she has since been operating on the Perama-Salamina line. Another view of the GLYKOFILOUSA V, in what was the fourth season of her career. I also went on to see the MICHAIL N for the first time in my life. She was built in 2018 for Nikolaïdis NE, and was inserted on the Perama-Salamina line. The MICHAIL N seen in Salamina. She is the second ship in the history of her company to bear that name. Indeed, the first one was also a Greek-built double-ended ferry, which operated for Nikolaïdis NE from 2002 to 2016. She is now the ŞH ERGUVAN of the Turkish company Şehir Hatları. I also saw the pair of Tsokos Lines double-ended ferries serving the Perama-Salamina line. Indeed, these were the PROTOPOROS XI and the PROTOPOROS X. The PROTOPOROS XI and the PROTOPOROS X seen together in Salamina. I have notably traveled onboard the latter, from Salamina to Perama, a year and 11 days before this picture was taken. Another view of the GLYKOFILOUSA IV, the ATHINA P, the IOANNIS THIRESIA, the ORION III and the GLYKOFILOUSA V. Another view of the MICHAIL N, during the third season of her career. She was initially being built as the EVANGELOS S for Sofras NE, however she was sold before her construction was completed to Nikolaïdis NE. The GLYKOFILOUSA IV seen in Salamina. She was also built in 2017, just like her sister ship, the GLYKOFILOUSA V. At 11:55, we were now ready to dock in the port of Paloukia in Salamina. As usual, the GEORGIOS BROUFAS docked in the area restricted to the small passenger boats. There, I spotted numerous ships serving Salamina, including the PETROULA of Petroula Speedline. I also saw another ship serving the Piraeus-Salamina line, namely the small passenger boat ELENA F of Elena F Shipping. The next two ships that I spotted were the ARTEMIS of Artemis SNE and the TZORTZIA of Speed Service Waterways. The ARTEMIS seen in Salamina. The summer of 2020 marked her debut season on the Piraeus-Salamina line, which was also served by the GEORGIOS BROUFAS. Before that, she had spent all of her career on the Perama-Salamina line, from 2003 to 2019, although she had a three-year-long lay-up from 2015 to 2018. Another view of the GLYKOFILOUSA IV as the GEORGIOS BROUFAS begins to maneuver in Salamina. The ARTEMIS seen resting in Salamina. The ARTEMIS docked in Salamina, during her third straight summer since being reactivated following her three-year-long lay-up. The ARTEMIS seen as the GEORGIOS BROUFAS passes by her in order to dock in Salamina. The ELENA F seen in Salamina as well. Built in 1998 for Elena F Shipping, she has spent her entire career on the Piraeus-Salamina line, except during the 2013 season when she operated on the Glyfa-Skiathos line on the Sporades, before returning the following year to her usual service in Salamina. The ELENA F seen as the GEORGIOS BROUFAS begins docking next to her. At the same time as the GEORGIOS BROUFAS was docking, the PANAGIA was also seen arriving in Salamina from Perama. I had now disembarked from the GEORGIOS BROUFAS, thus ending my trip. I then had a quick view of the small passenger boats that were docked next to her. One of them was the PANAGIA KAMATEROU of Freedom Daily Cruises, which was laid-up in Salamina. The last time she had sailed was in 2019, on the Perama-Salamina line. The PANAGIA KAMATEROU seen in Salamina. Her lay-up occurred just two years after her impressive conversion, during which most of her appearance was completely modified. This occurred as a result of her purchase by Freedom Daily Cruises, which deployed her in 2018 on the Parga-Syvota line on the Ionian Sea. I then saw the AGIOS NIKOLAOS II of Oikonomopoulos-Drakos NE, which has been operating on the Perama-Salamina line since 2000. A view of various small passenger boats serving the Perama-Salamina line: the PANAGIA, the PETROULA, the BOB SFOUGKARAKIS of Kavouris Shipping Company, the SALAMIS EXPRESS I of Salamis Express, the AGIOS NIKOLAOS II and the PANAGIA KAMATEROU. The AGIOS NIKOLAOS II and the PANAGIA KAMATEROU seen together in Salamina. The AGIOS NIKOLAOS II seen resting in Salamina. The PANAGIA KAMATEROU seen in Salamina, awaiting her fate. The PANAGIA seen resting in Salamina, just a few minutes after she had arrived from Perama. One last view of the GEORGIOS BROUFAS, as she is now seen resting in Salamina. And so this marks the end of second stage of a long day involving the Greek coastal service. A day like this could not happen without a fantastic trip from Piraeus to Salamina, which allows passengers to see so many ships at once, whether they are in Piraeus, Drapetsona, Keratsini, Perama or Salamina. Moreover, I was pleased to make this trip with the GEORGIOS BROUFAS, which, just like the GEORGIOS BROUFAS II had done in 2018 and 2019, provided me a wonderful experience during which I saw so many ships within 40 minutes, while also taking countless pictures and witnessing departures, arrivals, ferries which I got to see for the first time in years, and also other which I got to see and photograph for the first time in my life. Overall, it was a very memorable trip which I will hardly ever forget. Now, I was due to spend the next few hours in Salamina, exploring and photographing the island's local ferries and small passenger boats, and not only in Perama but also somewhere else... More information will be covered in next month's first Blog post. #georgiosbroufas #broufasvessels #summer2020 #greece #saronicgulf #aegean #piraeus #salamina #kamatero #paloukia #drapetsona #psyttaleia #keratsini #perama #shipyards #poseidon #poseidonwaterways #flyingdolphinathina #aegeanflyingdolphins #flyingcat4 #flyingcat6 #flyingcat5 #highspeed4 #hellenichighspeed #nissossamos #hellenicseaways #achaeos #2wayferries #phivos #novaferries #elyros #kritii #elvenizelos #aneklines #aquajewel #championjet1 #seajets #seajetsferries #superexpress #superspeed #superrunner #goldenstarferries #kydonpalace #knossospalace #minoanlines #bluestar2 #diagoras #bluestarferries #ekaterinip #fastferries #sebeco #anesferries #psyttaleiaii #psyttaleaishipping #georgiosbroufasii #platyteratonouranon #hydraïkicruises #saonisos #saosferries #kallip #idomeneaslines #zakynthos1 #kefalonianlines #matoulak #salaminiaferrieskstar #stavrosn #michailn #theomitor #apostolosm #athinap #athinaislines #faneromeni #panagiafaneromeni #panagia #panagiathalassinine #salamisexpressiii #salamisexpressi #salamisexpress #agioseleftheriosiv #feidiasne #ioannissophiak #theocharismarial #karnesislalousisne #empedoklis #aianteiakine #arisiv #psomasshiping #glykofilousaiv #glykofilousav #panagiaglykofilousane #ioannisthiresia #theotokosne #orioniii #farmakorisvilliotisne #aiakos #evangelosne #protoporosxi #protoporosx #tsokoslines #petroula #petroulaspeedline #elenaf #elenafshipping #artemis #artemissne #tzortzia #speedservicewaterways #panagiakamaterou #freedomdailycruises #agiosnikolaosii #oikonomopoulosdrakosne #bobsfougkarakis #kavourisshippingcompany #tribute

Trip: 3 August 2019. From Salamina to Perama, with the PROTOPOROS X of Tsokos Lines. The impressive double-ended ferry PROTOPOROS X was built in Greece in 2017, becoming the tenth ship built for the Greek company Tsokos Lines. She was deployed on the Perama-Salamina line, where she has since been remaining. As of 2020 she operates under the Agios Nikolaos Lines joint venture, as do all ships currently owned by Tsokos Lines. Just one hour after arriving in Salamina with the AGGELIS F of Filiagkos NE, I had taken many photos and was now ready to head back to Athens via Perama. As I headed to the port of Paloukia which features countless double-ended ferries connecting the island of Salamina with Perama (making it the busiest line of the Greek coastal service), I received a ticket indicating that I would be traveling with the large PROTOPOROS X, which was due to depart at 16:00. This was my second trip of the season with a ferry sailing from Salamina to Perama, and it was also my second-ever trip with a ship of Tsokos Lines. Indeed, the first time had been in 21 July 2018, when I had traveled from Eretria to Oropos via the South Evoian Gulf with the fleetmate of the PROTOPOROS X, the PROTOPOROS XIII, which was also built in 2017. It was also my first-ever trip on the Perama-Salamina line with a ship owned by Tsokos Lines. The PROTOPOROS X seen in Perama on 28 July 2019, just six days before my trip with her. Before giving an overview of my trip, I think it is a good idea to again present to you the history of Tsokos Lines, just as I had done it in the Tribute post of the PROTOPOROS XIII, and what is the company's current, former and future fleet status as of 2020. Indeed, the company is owned by the Eretria-based Tsokos family, and was founded in 2004. It first began service on the Oropos-Eretria line with the then-newly-built double-ended ferry PROTOPOROS, which became the first double-ended ferry to ever operate on the line. The word 'Protoporos' means 'Pioneer' in Greek. And this is exactly what the mindset of her company is about: pioneering. And this has been done by deploying very modern and technologically-advanced double-ended ferries for short-distance routes throughout Greece. All 'Protoporos' ships have been hailed for their large size compared to other double-ended ferries, and for their flawless and comfortable service. Over the next 16 years, the company went on to order a total of 16 double-ended ferries, one of which is under construction today and should be completed in late 2020 or early 2021. All ships have been built in either Perama or Amaliapolis. This is the record for the most ferries ever built for one specific Greek company, therefore eclipsing the record previously held by Superfast Ferries, which had 14 newly-built ferries delivered to them between 1995 and 2009. Moreover, all ferries ordered by Tsokos Lines were built in Greece, thereby making it the company with the most ships built in the country (excluding tour boat-based companies such as the Santorini Boatmen Union or the Association of the Boatmen of Mykonos). Only the historic and now-defunct company Ceres Flying Dolphins has had more newly-built ships delivered to them, with a total of 19 ships (17 hydrofoils and two catamarans) entering service for the company as soon as they were built between 1976 and 1998. But, at this rhythm, Tsokos Lines could even surpass them, if they order four more ships, something that could potentially happen in the future. Although the company has ordered 16 ferries in as many years, it currently only owns four of them (in addition to the one that is currently under construction). Tsokos Lines is known for quickly selling their ferries to other companies (both Greek and foreign) just a few years after beginning to operate them. They however replace them immediately with newer ships. Thus, a cycle keeps repeating itself: Build, operate, sell, replace by another built ship, operate it, sell it, and so on. In order to avoid confusion and in order to provide you with a general overview of the fleet of Tsokos Lines, here is an updated outline of all the ships that operate, that have operated, or that are due to operate for the company, and what their current status is as of May 2020: -The PROTOPOROS (2004-2010): Built in 2004 as the first ship of the company, she operated on the Oropos-Eretria line before being sold in 2010 to the Salamina-based company Panagia Faneromeni. She now operates on the Perama-Salamina line as the FANEROMENI. -The PROTOPOROS II (2006-2007): Built in 2006 as the second ship of the company, she operated for two seasons on the Oropos-Eretria line before being sold in late 2007 to the Tunisian company Sonotrak. Initially named LOUD 7TH, she has been known since 2012 as the LOUD TUNISIE and operates on the Sfax-Chergui-Gharbi line. -The PROTOPOROS III (2008-2010): Built in 2008 as a replacement for the PROTOPOROS II, she entered service on the Oropos-Eretria line before being sold in 2010 to the Thassos-based company ANETH Ferries. She has since been operating on the Keramoti-Thassos line as the THASSOS I. -The PROTOPOROS IV (2010-2015): Built in 2010, she began operating on the Oropos-Eretria line, and her role became more prominent following the sale of the PROTOPOROS III. She became the first ship of the company to operate on the Rion-Antirrion line, something that she did in 2014. In the winter of 2015, she was sold to the Russian company Obshchestvo S Ogranichennoy Otvetstvennost'yu. She was not renamed (but was simply reflagged from Greece to Russia) and operated on the Kavkaz-Port Krym line, connecting Russia with Ukraine through the Kerch Strait in the Crimean peninsula. After the opening of the Kerch Strait Bridge in 2018, she was laid-up in Kerch in early 2019. She was sold in 2020 to the Croatian company Jadrolinija and was renamed LOŠINJ. She is currently undergoing a conversion in Lošinj in order to enter service for her new owners. -The PROTOPOROS V (2011-2012): Built in 2011, she began operations on the Oropos-Eretria line, replacing the PROTOPOROS which had been sold the previous summer. She was sold in 2012 to the Tanzanian company Azam Sealink. She has since been operating on the Dar Es Salaam-Zanzibar line as the AZAM SEALINK 1. -The PROTOPOROS VI (2012-2015): Built in 2012, she began operations on the Arkitsa-Aidipsos line (on the North Evoian Gulf), becoming the first (and so far the only) ship of the company to ever operate on the line. After spending the winter of 2014-2015 on the Perama-Salamina line with the PROTOPOROS IV, she was also sold for service on the Kerch Strait, being acquired by the Russian company Proekt CJSC. She was renamed POBEDA and was deployed on the Kavkaz-Port Krym line. After the opening of the Kerch Strait Bridge in 2018, she was laid-up in Kerch in early 2019, and is now listed for sale. -The PROTOPOROS VII (2015-2016): Built in 2015, she began operations on the Perama-Salamina line in order to replace the PROTOPOROS IV and the PROTOPOROS VI which were sold to Russian companies that year. She would find herself sold after just one season to the Mexican company Transcaribe Conecta. She has since been operating on the Calica-Cozumel line as the TRANSCARIBE I. -The PROTOPOROS VIII (2016-2017): Built in 2016, she began operations on the Perama-Salamina line order to replace the PROTOPOROS VII which had been sold to Transcaribe Conecta. She spent the 2017 summer season on the Rion-Antirrion line. After the completion of the latter season, she was sold to the newly-established Thassos-based company Thassian Sea Lines. She has since been operating on the Keramoti-Thassos line as the DIMITRIOS CH (competing against the THASSOS I, formerly the PROTOPOROS III). -The PROTOPOROS IX (2016-2017): Built in 2016, she began operations on the Oropos-Eretria line, becoming the first ship to operate there since the 2013 season. But her service lasted just one summer as she was sold in early 2017 to the Tanzanian company Azam Sealink, which had also acquired the PROTOPOROS V five years earlier. She has since been operating on the Dar Es Salaam-Zanzibar line as the AZAM SEALINK 2. -The PROTOPOROS X (2017-present): Built in 2017, she began operations on the Perama-Salamina line, taking over the service left by the PROTOPOROS VIII which was transferred to the Rion-Antirrion line. She still operates for the company to date. -The PROTOPOROS XI (2019-present): Built in 2019, she began operations on the Perama-Salamina line during the summer of 2019, joining the PROTOPOROS X. She still operates for the company to date. -The PROTOPOROS XII (2018-2019): Built in 2018, she only operated for a few days on the Perama-Salamina line in the summer of 2018 before being eventually sold in early 2019 to the Tanzanian company Zan Fast Ferries. She has since been operating on the Dar Es Salaam-Zanzibar line as the SEA STAR I. -The PROTOPOROS XIII (2017-present): Built in 2017, she began operations on the Oropos-Eretria line, replacing the PROTOPOROS IX which had been sold to Azam Sealink. She still operates for the company to date. -The PROTOPOROS XIV (2018-present): Built in 2018, she began operations on the Rion-Antirrion line, replacing the PROTOPOROS VIII which had been sold to Thassian Sea Lines. She still operates for the company to date. -The PROTOPOROS XV (2019-2020): Built in 2019, she began operations for the company on the Perama-Salamina line. However, her stint there was very short, as she was sold in early 2020 to the Indian company M2M Ferries. She has since been operating on the Mumbai-Mandwa line as the M2M1. -The PROTOPOROS XVI (Under construction): Currently under construction in Perama, she is due to enter service for the company on the Perama-Salamina line in late 2020 or early 2021. So here you go, you have all the information about each ferry in the history of Tsokos Lines (for the time being). It is also noteworthy to state once again that all ferries currently operating for the company are now part of the Agios Nikolaos Lines joint venture, which they represent on either the Perama-Salamina line, the Oropos-Eretria line or the Rion-Antirrion line. Now that all details about the ship and her company have been provided to you, it is now time to have a look at the pictures I took during my trip with her. I immediately embarked onboard the PROTOPOROS X, which is one of the largest ships operating on the Perama-Salamina line. Here is a view of her wide open garage, which passes under her accommodation superstructure. She also has side ramps which allow the passengers to take the staircases that lead to the accommodation superstructure. She is far larger than the PROTOPOROS XIII, and she therefore has an even bigger garage which allows her to have a considerable vehicle capacity. Another view of the ship's wide open garage. The bottom part of her accommodation superstructure features her name, which is written in Greek letters. Right above is the first deck of the accommodation superstructure, which features the ship's indoor lounge area. One can also see dolphins looking towards the windows located right above the ship's name. This is a feature which has been found on several ships owned (both currently and in the past) by Tsokos Lines. One of the ship's side alleys which lead to the accommodation superstructure. Due to her large size, the distances between the side ramps and the accommodation superstructure are among the longest of any Greek double-ended ferry. As a result of their considerable length, they feature a few groups of white chairs available for passengers during each trip. One of the ship's masts, which is located in an outdoor area found right above the entrance to the garage. This area also features several light blue chairs. The latter could also be found in the PROTOPOROS XIII, right above the ship's ramps on both of her sides. I then proceeded to have a look at the ship's indoor lounge area, which is located in the first deck of the accommodation superstructure. It also features dark lounge seats and the same small wooden tables as the ones found in the PROTOPOROS XIII. A view of the outdoor area of the second deck of the ship's accommodation superstructure, which features even more white chairs, which easily allow all passengers to remain seated for the duration of each trip. The several chairs seen in one side of the second deck of the ship's accommodation superstructure. The latter additionally features the crew's cabins. The third deck, whose exterior is fully painted in black, features the bridge of the PROTOPOROS X. A view of the ship's garage, as seen from the second deck of the accommodation superstructure. There are some additional alleys featuring even more chairs. Each one of them ends next to one of the ship's four funnels, as seen in this picture. The other side of the second deck of the accommodation superstructure, which, just like its counterpart, features a countless amount of white chairs, all of them attached to the ship's floor. The ship's mast located at the top of her accommodation superstructure. It is painted in dark grey and features the Holy Cross. Next to it are the flag of Greece as well as the company flag of Tsokos Lines. Below it, one can also see her IMO number, which is the number 9825960. Shortly before the departure of the PROTOPOROS X, I spotted another ship leaving Salamina in order to head towards Perama. Indeed, it was the small passenger boat TZORTZIA of Speed Service Waterways. She was spending her first summer under the latter company and under that name. Indeed, before that, she was known as the AGIOS ELEFTHERIOS of Kotsomoiris-Karvela Shipping, for whom she operated for ten years, from 2008 (the year during which she was built in Greece) to 2018, on the Perama-Salamina line. She was then sold to Speed Service Waterways, was refitted in Salamina, was renamed TZORTZIA, and resumed service under her new owners on the Perama-Salamina line during the 2019 season. She is one of the many small passenger boats that serve the line, in addition to the countless double-ferries that you have seen in this website. The TZORTZIA seen leaving Salamina, during her twelfth season on the Perama-Salamina line, and her first under Speed Service Waterways. Next to the PROTOPOROS X was the double-ended ferry STAVROS N of Nikolaïdis NE, which is also one of the largest ferries operating on the Perama-Salamina line, and was also built in 2017, just like the PROTOPOROS X. Furthermore, due to her large size, she also features four funnels, in a style similar to those of the PROTOPOROS X. They are however painted in beige, which is the main colour of Nikolaïdis NE. I then had a look at the starboard side of the ship, and I spotted the small passenger boat SALAMIS EXPRESS I of Salamis Express, which also operates on the Perama-Salamina line. Next to her was another small passenger boat, the GEORGIOS BROUFAS II of Broufas Vessels, which serves the Piraeus-Salamina line. Behind them was the double-ended ferry ANNA MARIA of Gavanozis Shipping, which was spending the 2019 season on the Perama-Salamina line. The PROTOPOROS X departed the port of Paloukia in Salamina in order to begin her short trip towards Perama. As a result, I could now take a picture of the STAVROS N, as well as of the SALAMINOMACHOS of Salaminomachos Lines, which has been a continuous presence on the Perama-Salamina line since she was built in 2008. She moved to the Rion-Antirrion line this year. A better view of the STAVROS N, which was seen resting in Salamina. She has so far spent her entire career on the Perama-Salamina line since she was built in 2017, just like it is the case for the PROTOPOROS X. I was subsequently able to take a picture featuring the THEOMITOR of Athinais Lines, the fleetmate of the PROTOPOROS X, the newly-built PROTOPOROS XI, the STAVROS N and the SALAMINOMACHOS. A view of the countless double-ended ferries docked in Salamina, as seen from the ship's starboard side. The best possible picture I could take of the newly-built PROTOPOROS XI, which had just began her career in Greece following the completion of her construction. Just like the PROTOPOROS X, she was inserted on the Perama-Salamina line. She is a bit shorter in length compared to the PROTOPOROS X, but she is much larger than the PROTOPOROS XIII. Curiously, she was built in 2019, hence one year after the PROTOPOROS XII (which is now operating in Tanzania) and the PROTOPOROS XIV, and two years after the PROTOPOROS XIII. Therefore, even though she is named PROTOPOROS XI, she is the fourteenth ship built in the history of the company. The next ship that I got to see and photograph was the double-ended ferry SPYRIDON S of Sofras NE. Built in 2016, she is also one of the largest ships operating on the Perama-Salamina line. She moved to the Rion-Antirrion line this year, while she had also been there in 2017. Next to her was the double-ended ferry AGGELIS F of Filiagkos NE, which was spending the first summer of her career. I had traveled with her just an hour before my trip with the PROTOPOROS X, while heading from Perama to Salamina. The SPYRIDON S and the AGGELIS F seen together in Salamina. Another picture showing the THEOMITOR, the PROTOPOROS XI, the STAVROS N and the SALAMINOMACHOS. As the PROTOPOROS X began to head towards Perama, I spotted another ship heading towards the opposite direction. Indeed, it was the double-ended ferry KONSTANTINOS K of Salaminia Ferries-K Star. The KONSTANTINOS K seen heading towards Salamina. She was built in 2009, and has since been an integral member of the group of double-ended ferries operating on the Perama-Salamina line, which she has served for all but two years of her career so far. Indeed, she operated on the Arkitsa-Aidipsos line on the North Evoian Gulf in 2015, while she was then inserted on the Rion-Antirrion line in 2016. She returned to the Perama-Salamina line in 2017, and has since been remaining there. The KONSTANTINOS K seen heading towards her docking spot in Salamina. Another view of the KONSTANTINOS K as she is about to dock in Salamina. I then saw the small passenger boat ARTEMIS of Artemis SNE heading towards Salamina, after having left Perama. The ARTEMIS seen approaching Salamina. She was built in 2003 and has operated on the Perama-Salamina line throughout her entire career, except between 2015 and 2018, a period during which she was laid-up in Salamina at all. A sale to Thessaloniki Waterbus for service on the Thermaic Gulf did not materialise in 2017, and the ship instead returned to service under Artemis SNE in 2018, following a three-year-long lay-up in Salamina. The beautiful ARTEMIS on her way to Salamina. Even though she operates on the Perama-Salamina line, she is registered in Porto Cheli. Crossing the ARTEMIS as she heads towards Salamina. Another view of the ARTEMIS as she is seen heading towards Salamina. Interestingly, I spotted several ships that I had previously seen heading from Salamina to Perama during my trip with the AGGELIS F operating in the opposite direction during my trip with the PROTOPOROS X. After the KONSTANTINOS K and the ARTEMIS, I now saw the double-ended ferry ALEXANDROS M of Boufis Shipping Company heading from Perama to Salamina. The ALEXANDROS M seen heading towards Salamina. Built in 2000, she was initially known as the KONSTANTINOS of the now-defunct company Konstantinos ANE. She operated on the Perama-Salamina line from 2000 to 2002 and then from 2004 to 2010, with the 2003 season seeing her operating on the Rion-Antirrion line. After the completion of the 2010 season, Konstantinos ANE experienced financial difficulties and had to cease operations. As a result, the ship was sold to Boufis Shipping Company (based in Spetses) in 2011 and was renamed ALEXANDROS M, hence becoming the second ship in the history of the company to bear that name. Despite her current owners being based in Spetses, the ship continued to operate on the Perama-Salamina line, and actually only operates on the company's traditional service, the Kosta-Spetses line, whenever her fleetmate, the landing craft KATERINA STAR which serves the line, undergoes her annual refit. She also spent the 2016 season on the Rion-Antirrion line, before heading back to the Perama-Salamina line the following year. The ALEXANDROS M seen heading from Perama to Salamina. As I stated it previously, she is the second ship in the history of Boufis Shipping Company to be named ALEXANDROS M. The first one was a landing craft built in 1977, which served the Kosta-Spetses line from 1977 until she was retired in 2008. She was then reportedly sold overseas and was renamed CIBELA, but the sale did not materialise. She remained laid-up in Perama until 2013, when she was acquired by Galaxidi Thalassies Kalliergeies AE. She was refitted and was renamed ANDROMACHI II. Since 2014 she serves the Aegion-Galaxidi line, whereupon she serves the local aquaculture of Galaxidi. The ALEXANDROS M on her way towards Salamina. This was her eighteenth overall season on the Perama-Salamina line, where she has spent the bulk of her career. The sole exceptions were in 2003 and in 2016, when she operated on the Rion-Antirrion line. One last view of the ALEXANDROS M as she heads towards Salamina. As the PROTOPOROS X began to approach the port of Perama, I could see three double-ended ferries that were already docked there. Indeed, these were the THEOLOGOS V II of Evia Ferries, the IOANNIS SOPHIA K of Karnesis-Lalousis NE and the GEORGIOS of Georgios Lines. The THEOLOGOS V II seen resting in Perama. As she was built in late 2018, the summer of 2019 was the first summer of her career in Greece. The THEOLOGOS V II seen alongside the IOANNIS SOPHIA K, which is the flagship of Karnesis-Lalousis NE. The THEOLOGOS V II, the IOANNIS SOPHIA K and the GEORGIOS seen together in Perama. The GEORGIOS preparing to depart the port of Perama. Built in 2009 for Georgios Lines, she operated on the Perama-Salamina line from 2009 to 2011, in 2013, from 2016 to 2017, and in 2019. In 2012, from 2014 to 2015, in 2018 and since 2020 she has been operating on the Rion-Antirrion line. The GEORGIOS seen in the port of Perama, during what was her seventh overall season on the Perama-Salamina line. The impressive IOANNIS SOPHIA K seen resting in Perama. I also saw the TZORTZIA docked in Perama, after she had arrived there from Salamina. While the TZORTZIA was docked, I saw another small passenger boat, the AGIOS NIKOLAOS II of Oikonomopoulos-Drakos NE, departing the port of Perama in order to head towards Salamina. The small TZORTZIA seen resting in Perama. The AGIOS NIKOLAOS II seen departing the port of Perama. Built in 2000 for Oikonomopoulos-Drakos NE, she has so far spent her entire career on the Perama-Salamina line. The AGIOS NIKOLAOS II departing Salamina, in what was her twentieth consecutive season on the Perama-Salamina line. The AGIOS NIKOLAOS II leaving Perama for Salamina, with the high speed trimaran SUPERSPEED of Golden Star Ferries seen docked right behind her. The TZORTZIA seen docked in Perama, during her debut season under Speed Service Waterways. The TZORTZIA seen in Perama, as the PROTOPOROS X docked in the port at around 16:15. One last view of the impressive PROTOPOROS X in Perama, shortly after disembarkation. And this therefore concludes yet another day full of contact with the Greek coastal service. Indeed, by 07:00 I was already spotting the various ships departing the port of Rafina along with my father, and I then had two trips, from Perama to Salamina and back, with two very modern double-ended ferries. I was very happy to travel onboard another ship owned by Tsokos Lines, which is a very serious company that builds some of the most efficient double-ended ferries of the Greek coastal service. The PROTOPOROS X might appear huge for a short trip such as one from Salamina to Perama (or vice versa), but she does her job very well, and she is certainly one of the most impressive ships to operate on the line. It was the best way for me to finish my various excursions to the island of Salamina during the summer of 2019, just a day before heading to Aegina in order to spend the vast majority of the month of August there with my maternal family and with my friends. #protoporosx #tsokoslines #agiosnikolaoslines #summer2019 #greece #saronicgulf #aegean #salamina #paloukia #perama #tzortzia #speedservicewaterways #stavrosn #nikolaïdisne #salamisexpressi #salamisexpress #georgiosbroufasii #broufasvessels #annamaria #gavanozisshipping #salaminomachos #salaminomachoslines #theomitor #athinaislines #protoporosxi #spyridons #sofrasne #aggelisf #filiagkosne #konstantinosk #salaminiaferrieskstar #artemis #artemissne #alexandrosm #boufisshippingcompany #theologosvii #eviaferries #ioannissophiak #karnesislalousisne #georgios #georgioslines #agiosnikolaosii #oikonomopoulosdrakosne #superspeed #goldenstarferries #tribute

This is an extra post for the month of January, as I learned a couple of days ago that the high speed ferry JET FERRY 1 of GA Ferries has been sold for demolition, after 21 years of service (even though she was under lay-up for the last 8 years of her career), 16 of which were spent in Greek waters. She arrived in Aliağa in Turkey today, and she is now the first-ever Greek high speed ferry to have been sold for scrap. She is also the third youngest ferry in the history of the Greek coastal service to ever be demolished, after the landing craft PANAGIA ARMATA of Armata NE (which only operated for five years, between 1979 and 1984, before she was curiously scrapped in Greece), and the Ro-Ro carrier THESSALONIKI of Saos Ferries (which was sold for scrap in 2014, at the age of 19, after 6 years of lay-up in Alexandroupolis). She also became the second youngest-ever Greek passenger ship to be 'naturally' scrapped. The term 'naturally' refers to the fact that she was not sold for scrap because she had suffered an accident or because she had sunk and later had to be salvaged in oder to be demolished. She was scrapped mainly because of her long lay-up in the port of Piraeus (8 years, which makes her lay-up one of the longest ones in the history of Greece's main port) and because there was no company showing interest in reactivating her despite the numerous auctions that were held by the Piraeus Port Authority in order to remove her from the port. The JET FERRY 1 seen laid-up in 2015, which was the last year that she spent in the port of Piraeus. Regarding the ship and her career, we can clearly note that she had an unfortunate path, particularly because of her short spells in various services and ultimately because of her long lay-up. If she had received good care by her owners and had been quickly sold by them during their economic difficulties, then she would have avoided the torches of the scrapyards for sure. But even if we have a look at her career from the moment she was built, she encountered many obstacles, as she failed to establish herself in Northern Europe, going through three different names, four operators and three lines of operation in just five years. She was one of many high speed ferries to arrive in Greece during the early 2000s in order to provide quick, reliable and efficient service between mainland Greece and the Greek Islands. At the time of her arrival, her company, GA Ferries, was at still at the heart of its hay days. Despite her potential as a high speed craft and her young age at the time in which she joined GA Ferries, the JET FERRY 1 eventually did not experience the same success as that of her rivals during the 2000s. She initially sought to reduce the duration of the trip on the Patras-Kefalonia-Ithaca line on the Ionian Sea, but she was unable to overthrow the incumbent company operating there, namely Blue Star Ferries. As a result, she moved to the Sporades, where she finally found a stable role. But even there, while she had a respectable service, she failed to really stand out as one of the best ships of the area. The JET FERRY 1 was the first, and ultimately the only, high speed craft that operated under GA Ferries. The company already had the veteran ferries DALIANA, MILENA, ROMILDA, RODANTHI, MARINA and the Ro-Ro carrier NICOLAS A, and had also acquired the ferry DIMITROULA in 1997. But the Greek financial crisis completely changed the situation a decade later, with the company abruptly ending its operations in 2009, and with all its ships being abandoned by their crews in Piraeus by the end of that year. All ships were sold for scrap in 2011 and in 2012, with the JET FERRY 1 being the last survivor until today. The JET FERRY 1 was ordered in Norway in 1994, at the Mjellem Yards in Bergen, by the Danish company Grenaa-Hundested Linien as the KATTEGAT, named after the eponymous strait on which her company was operating since its establishment in 1934. She was one of the two sister ships ordered by Grenaa-Hundested Linien in order to operate on their namesake line on the Kattegat. Her sister ship, the DJURSLAND, however, never entered service for the company as they went bankrupt in 1996, which was the year during which she was completed. She was instead transferred to British company P&O European Ferries, was renamed JETLINER, and spent the beginning of her career on the Cairnryan-Larne line on the North Channel. The KATTEGAT, which was built in 1995, however, managed to operate for Grenaa-Hundested Linien, replacing the previous ferries operating for the company. These were the older DJURSLAND, which had been operating since 1981 and had been sold to Lineas Fred. Olsen in 1994 for service on the Canary Islands Archipelago as the BENCHIJIGUA, and the Danish veteran ferry PRINSESSE ANNE-MARIE of Let Line, which had been chartered for the 1994 season. The KATTEGAT was the third ship in the history of the company to bear that name. The first KATTEGAT (which operated under that name from 1961 to 1969) was coincidentally the legendary ICARUS of the Greek company ANTE Samou-Ikarias from 1980 to 1991 and later the EUROPEAN GLORY of fellow Greek company European Seaways from 1991 to 1997. The second KATTEGAT operated from 1972 to 1978, and then went on to have spells as the TIGER with P&O Normandy Ferries (1978-1985) and Townsend Thoresen (1985-1986), and then as the ÅLANDSFÄRJAN for Finnish company Viking Line (1986-2008), before moving to her current role as an expedition cruise ship on the Arctic Ocean and on the Antarctic Ocean in 2008, as the EXPEDITION of Canadian company Expedition Tours Shipping Company. The third KATTEGAT, by then the only ship of her company, began service during the summer of 1995 on the Grenaa-Hundested line. She operated under the Danish flag and was registered in Grenaa. However, the service was not successful, as she was unable to outmatch her competitors from rival company Mols Linien, whose services on the Aarhus-Odden line and on the Ebeltoft-Odden line were preferred by passengers traveling on the Kattegat. She also had many problems with her engines in late 1995. Ultimately, in March 1996, her owners ceased operations as they went bankrupt, leaving her and her unfinished sister ship laid-up in Grenaa, after just one year of service. The JET FERRY 1 as the KATTEGAT in Hundested, during her first year of operations. It was ultimately her only year under Grenaa-Hundested Linien. Picture taken by Claus Carlsen and available on www.shipspotting.com. The sister ship of the KATTEGAT, namely the JETLINER, seen leaving the port of Larne in 1997. She was originally ordered by Grenaa-Hundested Linien as the DJURSLAND, in order to operate alongside the KATTEGAT on the Grenaa-Hundested line on the Kattegat. However, before she was delivered to her company in 1996, the latter went bankrupt, and she was seized by the shipyard of Mjellem Yards. She was subsequently transferred to P&O European Ferries, and began service as the JETLINER on the Cairnryan-Larne line on the North Channel. She ended her service there in 2000, and in 2001 she was sold to the Indonesian company Pelarayan Nasional Indonesia (also known as PT Pelni), and she was deployed on the Semarang-Sampit-Pontianak line on the Java Sea, still as the JETLINER. In 2006 she joined the Sri Lankan Navy as a military high speed vessel based in Trincomalee, still under the name JETLINER, and she was used during the final three years of the Sri Lankan Civil War. After the war ended in 2009, the ship was once again reverted to a passenger vessel, and she was deployed on cruises on the Ramaswaram-Colombo-Galle line on the Laccadive Sea under a joint venture created by the Sri Lankan Navy and the Sri Lanka Tourism Development Authority. She also hosted several social events and conferences on behalf of both entities. In 2012 she returned to Pelarayan Nasional Indonesia, but she was not reactivated and remained laid-up in Tanjung Priok. After three years, the ship finally became a part of her company's plans again, as she was deployed on the Makassar-Labuan Bajo line on the Flores Sea in 2015. Picture taken by Albert Bridge and published on www.geograph.ie. The KATTEGAT however did not remain under lay-up for long, as she was sold the following month to Danish company DSB (Danske Statsbaner, which stands for Danish State Railways), which was (and still is) the largest railway operator in Denmark, while being owned by the Danish State at the time. The company not only operated railway services, but also ferries that would allow their trains to cross the Baltic Sea in order to connect Denmark with Germany and Sweden. This service was managed by the DSB Rederi division, which operated the ferries transporting the company's trains. By joining DSB, the KATTEGAT was the first high speed craft in the history of the company. She was renamed BERLIN EXPRESS (being named after Germany's capital city) and changed her port of registry from Grenaa to Copenhagen. By entering service on the Rostock-Gedser line in 1996 (which had been abandoned by the company Europa Linien, which had ceased operations during that same year), she became the first high speed ferry to ever connect Germany with Denmark via the Baltic Sea. She notably contributed to a rapid connection of Berlin with Copenhagen, serving as a bridge between the two countries for which these cities serve as capital cities. The BERLIN EXPRESS seen in Rostock in 1996, during her spell under DSB Rederi. The name of the line she was serving (the Rostock-Gedser line) was written on both sides of her hull. Picture taken by Simon Wepe and available on www.shipspotting.com. Despite her introduction to the new service and being the fastest ship to connect Germany with Denmark, the BERLIN EXPRESS did not experience the success her company had been anticipating. Moreover, the high fuel costs that she required in order to sail and the fact that she could not carry lorries made her less useful than the conventional ferries owned by the company. Just a year later, and barely two years since the completion of her construction, the ship experienced another change of ownership. Indeed, in 1997, DSB decided to merge with the Swedish company SweFerry, with which they had been cooperating on the Helsingør-Helsingborg line on the Øresund since 1991. The merger led to the establishment of the Danish company Scandlines. The following year, the newly-formed company decided to merge with the German company Deutsche Fährgesellschaft Ostsee (DFO), thereby becoming German-Danish in the process. The BERLIN EXPRESS, like all of her DSB Rederi fleetmates, was thus transferred to Scandlines. She resumed service on the Rostock-Gedser line for the 1997 season, and also remained there in 1998. The BERLIN EXPRESS in Rostock in 1997, shortly after having been transferred from DSB to Scandlines. Picture taken by Sebastian Ziehl and available on www.shipspotting.com. The BERLIN EXPRESS seen arriving in the port of Rostock in 1998, during her second summer under Scandlines, and third overall season on the Rostock-Gedser line. Picture taken by Tim Becker and published on www.shipspotting.com. After spending three seasons on the Rostock-Gedser line, Scandlines were not satisfied with the ship's performance and decided to seek a new operator for her. By that time, the company was ordering environmentally-friendly double-ended ferries, and also wanted to maintain an efficient freight service. This did not require the BERLIN EXPRESS as she was a high speed craft, and therefore she was not able to transport any freight at all. Consequently, she was replaced by the conventional ferry KRONPRINS FREDERIK (built in 1980) on the Rostock-Gedser line and was withdrawn from service. Failing to find a new role under Scandlines, she was chartered for the 1999 summer season to the Spanish joint venture Trasarmas, which consisted of a brief cooperation of the two Spanish giants Trasmediterránea and Naviera Armas (the word Trasarmas is therefore a portmanteau of the two companies' names), who both sought to outmatch the established company serving the Canary Islands Archipelago, namely Lineas Fred. Olsen. The BERLIN EXPRESS was renamed GOMERA JET and was given the Spanish flag, while being registered in San Sebastián de La Gomera. She entered service on the Canary Islands Archipelago, being deployed on the Los Cristianos-San Sebastián de La Gomera line. She was therefore connecting the island of Tenerife with the island of La Gomera on a daily basis. But the service there was not successful either, and she was unable to dethrone Lineas Fred. Olsen from their status as the best company operating in the region. More shockingly, she was outperformed by the very same ferry that she herself had replaced when she was built for Grenaa-Hundested Linien, namely the BENCHIJIGUA (the ex-DJURSLAND), as well as by the BAÑADEROS (which later became the SAMOTHRAKI of the Greek company Saos Ferries from 2005 to 2011), which was twenty years older and much slower. After a disappointing season, Trasarmas sent the GOMERA JET back to Scandlines in early 2000. She was again renamed BERLIN EXPRESS. Having been deemed to surplus requirements by Scandlines, she was laid-up in Nykøbing Falster until June 2000, when she was sold to the Greek company GA Ferries. The GOMERA JET seen in Los Cristianos in Tenerife in 1999, during her unsuccessful charter to Trasarmas. She would return to Scanlines in early 2000. Picture taken by Michael Segeth and available on www.shipspotting.com. The BERLIN EXPRESS was acquired by her new owners in time for the 2000 summer season. GA Ferries belonged to the Greek shipowner Gerasimos Agoudimos, whose initials, G.A., made-up the company's name. Founded in 1988, they had a very successful period during the 1990s, operating several successful second-hand ferries across the Greek coastal service. They established themselves on the Cyclades, on the Dodecanese, on the Northeast Aegean Sea and in Crete (while also having a brief but less successful spell on the Adriatic Sea), and mainly operated on lifelines that were subsidised by the Greek Ministry of Shipping, as well as on services with limited competition. The company began their activities with the two Japanese-built sister ships DALIANA and MILENA, which entered service in 1988 and 1989, respectively. They then acquired the ferry DIMITRA (the ex-EARL HAROLD of the British conglomerate Sealink British Ferries) in 1989, and operated her until 1994, when she was sold to Agapitos Lines, whereupon she was renamed NAÏAS EXPRESS (she later became the EXPRESS ADONIS of Minoan Flying Dolphins/Hellas Flying Dolphins). Afterwards, the Japanese-built ferries MARINA (which entered service in 1994) and RODANTHI were massive successes and further cemented the company's presence on the Aegean Sea. Then came the first ROMILDA in 1992, before she was sold in 1993 to Ventouris Sea Lines (becoming the APLLON EXPRESS 2, and later the PANAGIA EKATONTAPYLIANI of Agapitos Lines before joining Minoan Flying Dolphins/Hellas Flying Dolphins and rejoining Ventouris Sea Lines once again), when the company bought the second ROMILDA from P&O European Ferries. In 1994, they bought the IONIAN SEA of Strintzis Lines and renamed her DIMITRA, before selling her three years later to DANE Sea Line (where she ended her career as the LEROS in 2001). In 1996, GA Ferries introduced the Ro-Ro carrier NICOLAS A, while they then bought the ferry VERGA of the Italian company Tirrenia Di Navigazione in 1997, renaming her DIMITROULA. Despite this rapid fleet increase, GA Ferries faced a major threat at the end of the 1990s decade. Indeed, this was the launching of Minoan Flying Dolphins in 1999, which had absorbed almost all of the company's former competitors, and notably the ones that were operating on the Cyclades. Furthermore, Minoan Flying Dolphins acquired the high speed ferry HIGHSPEED 1 (built in 1996) from Minoan Lines, and also ordered the HIGHSPEED 2, the HIGHSPEED 3 and the HIGHSPEED 4, which were all delivered in 2000 in order to serve the Cyclades. Strintzis Lines (which became Blue Star Ferries during that same year after being purchased by Attica Group) had also deployed the newly-built BLUE STAR ITHAKI on the Cyclades, and was planning to introduce two newly-built ferries for the 2002 season. As a result of these developments, GA Ferries found themselves with dangerous competitors who were looking to expand their fleet with newer, much more modern, and much faster ships. As he had previously been one of the main forces on the Aegean Sea, and notably on the Cyclades, Gerasimos Agoudimos decided to strike back by bringing the BERLIN EXPRESS in order to show that he was also looking to renew his fleet, as most of his ferries would be turning 30 during the early 2000s. But another major event occurred ahead of the 2000 season, this being that GA Ferries sold 46% of their stake to Minoan Flying Dolphins. While the company was eventually not absorbed by the latter, this meant that both GA Ferries and Minoan Flying Dolphins would need to cooperate on the Cyclades. Because of this, the BERLIN EXPRESS, which was due to operate against the four 'Highspeeds' of Minoan Flying Dolphins on the Cyclades (it was rumoured that she would be deployed on the Piraeus-Paros-Naxos line), was no longer able to do so. As a result of this outcome, GA Ferries decided to deploy their newly-acquired high speed ferry on the Ionian Sea instead, thus competing only against Blue Star Ferries on their most dominant line in the region, namely the Patras-Kefalonia-Ithaca line. This marked the first time that GA Ferries began operations on the Ionian Sea. The BERLIN EXPRESS was quickly refitted in Perama and was renamed EXPRESS IONION (in order to imitate the use of the 'EXPRESS' prefix which was used by most ferries operating under Minoan Flying Dolphins), while also switching to the Greek flag and being registered in Piraeus. When she entered service in the summer of 2000, she became first monohull high speed ferry in the Greek coastal service, while also becoming the first high speed craft to to be deployed on the Patras-Kefalonia-Ithaca line. She brought little success to GA Ferries, but she was unable to outperform the conventional ferry KEFALONIA (now the NISSOS KEFALONIA for Kefalonian Lines), despite this ship being 20 years older than her. Even though she was faster than the already-speedy KEFALONIA, she lacked the passenger areas and the comfortable service that a high speed craft needed. Furthermore, the quality of her trips on the Ionian Sea were not really appreciated (her indoor areas were not in great condition, her A/C did not always work well, and she was operating just a few knots above the KEFALONIA despite being a high speed ferry and charging passengers twice the amount of the ticket fee that was being charged by the ship of Blue Star Ferries. Altogether, the more experienced KEFALONIA still remained a very popular choice among local passengers, which therefore limited the success of the services of the EXPRESS IONION. The EXPRESS IONION seen leaving for Greece in order to begin service under GA Ferries in 2000. Picture taken by Dirk Jankowsky and available on www.faktaomfartyg.se. The EXPRESS IONION was renamed JET FERRY 1 in the middle of the 2000 season, and she thus mirrored Minoan Flying Dolphins by acquiring a name highlighting her speed and with a number. GA Ferries possibly considered acquiring another high speed ferry in order to rename her JET FERRY 2, but this eventually never happened. Furthermore, the ship's livery resembled more to that of the 'Highspeeds' (notably the number '1' was written in a larger font, as it was the case with her competitors) than that of GA Ferries. The JET FERRY 1 seen in Patras in 2001, during her second and eventually final season on the Patras-Kefalonia-Ithaca line. Picture from www.shipfriends.gr. Because of the success of Blue Star Ferries on the Ionian Sea and her inability to prvide better service than the KEFALONIA, the JET FERRY 1 left the Patras-Kefalonia-Ithaca line following the summer of 2001, after just two seasons. She was not replaced by another ship owned by GA Ferries, and the latter knew that she would not be able to stand a chance against the ships of Minoan Flying Dolphins and of Blue Star Ferries on the Cyclades. As a result, her company decided to deploy her on the Sporades, on the Agios Konstantinos-Skiathos-Skopelos-Alonissos line in 2002. She was brought in order to compete against Minoan Flying Dolphins (which by that time had been renamed Hellas Flying Dolphins) in the area, and she became the first-ever high speed ferry to operate there, while also being the first GA Ferries ship to be deployed there on a full-time basis (the DIMITROULA served the Sporades while connecting them with Thessaloniki, the Cyclades and Crete from 1997 to 1999 and later in 2005). In 2003, GA Ferries bought back the 46% stake that they had sold to Minoan Flying Dolphins back in 1999, and thus reclaimed the possibility to operate as competitors against the company on the Aegean Sea. While being deployed on the Sporades in 2002, the JET FERRY 1 began to compete against different ships operating for Hellas Flying Dolphins under the Hellas Ferries division: the MACEDON (which was sold in late 2002 to Goutos Lines), the EXPRESS HAROULA (now the EXPRESS SKIATHOS of Hellenic Seaways) and their hydrofoils. There, she did a pretty good job, but more competition came when Saos Ferries later deployed the NONA MARY, the 2001-built ferry SAOS II, as well as the PANAGIA SOUMELA (previously the LADY OF MANN of the Isle of Mann Steam Packet Company). The competition further accelerated in 2005, when Hellas Flying Dolphins, which had been rebranded as Hellenic Seaways, introduced two newly-acquired passenger-only catamarans, the FLYINGCAT 5 and the FLYINGCAT 6, on the Sporades. Furthermore, two hydrofoils operated by the newly-established company VoSpo Dolphins also increased the competition. These two hydrofoils, namely the SKIATHOS DOLPHIN and the ALONISSOS DOLPHIN, operated between 2004 and 2007, when they eventually ceased operations. Despite the competition, the JET FRRY 1 continued to operate and to maintain a regular presence on the Sporades. While she did not really operate as a high speed craft due to sailing at a much slower speed, her seasonal services on the Agios Konstantinos-Skiathos-Skopelos-Alonissos line were generally appreciated. She had finally managed to establish herself on a line, after having previously struggled to settle in an area from the moment she was built and up until the start of her GA Ferries career. The JET FERRY 1 seen in Agios Konstantinos in 2005, as part of her summer service on the Sporades. Picture published on www.shipfriends.gr. For the 2007 season, the JET FERRY 1, which received the new livery of GA Ferries, was joined by the DIMITROULA on the Sporades, as the latter made a few trips on the Volos-Skiathos-Skopelos-Alonissos-Thessaloniki line. After completing the 2008 season alone, she headed to Piraeus for her annual refit. However, before the start of the 2009 season, it was revealed that GA Ferries had not paid their employees for over 9 months due to apparent financial troubles. This issue began to reveal itself as the company's fleet had become very old, with the conventional ferries deemed too slow and too outdated to sail on the Cyclades, the Dodecanese and the Northeast Aegean Sea. Passengers were preferring the younger and faster cruiseferries of Hellenic Seaways on the Cyclades and on the Northeast Aegean Sea, with a similar preference being seen for the ships of Blue Star Ferries on the Cyclades and on the Dodecanese. On the Western Cyclades, established companies like Hellenic Seaways, Ventouris Sea Lines, Aegean Speed Lines, Sea Jets and Zante Ferries (which had just started service with the newly-acquired ferry ADAMANTIOS KORAIS) were deemed superior to the ships of GA Ferries. Towards the second half of the 2000s, the company was severely criticised numerous times by passengers, travel agencies and lorry companies for the multiple delays that its ships would experience during their trips. Furthermore, the subsidised lines were no longer feasible for the company, with many of them being taken over by NEL Lines, ANEK Lines and Blue Star Ferries. Gerasimos Agoudimos appeared to have had exhausted all his efforts in the Greek coastal service, and his company's demise seemed inevitable. The JET FERRY 1, featuring the new livery of GA Ferries, seen arriving in Skopelos in 2008, during what turned out to be her final active season. She was laid-up in Perama only weeks after this picture was taken. Picture published on www.naviearmatori.net. Despite all these issues, the company managed to operate in 2009, although solely during the summer season. The only ships that operated were the RODANTHI, the MARINA and the DALIANA. The JET FERRY 1, the ROMILDA, the MILENA, the ANTHI MARINA (which had been acquired by the company in 2003) and the DIMITROULA were taken out of service by GA Ferries and remained laid-up in Piraeus. Moreover, the Ro-Ro carrier NICOLAS A had already been arrested in Safaga in Egypt in 2008, after a failed charter to an Egyptian company. The DIMITROULA, the MILENA and the ANTHI MARINA were arrested in the E1 gate, while the ROMILDA remained docked in the E9 gate, whereas the JET FERRY 1 remained in the E6 gate. Her service on the Agios Konstantinos-Skiathos-Skopelos-Alonissos line was taken over by the DALIANA for the 2009 summer season. Furthermore, the line continued to be served by a high speed ferry, as the service left by the GA Ferries was covered by one of the ships against which she was supposed to compete when she was initially bought by GA Ferries, namely the HIGHSPEED 1 of Hellenic Seaways. After the 2009 summer season ended, all the ships of GA Ferries were laid-up in Piraeus, hence effectively bringing an end to the company's operations. The three only ferries that operated that year were laid-up alongside the ROMILDA in the E9 gate. They were all confiscated and seized by the Piraeus Port Authority in 2010, as a result of the crew members having not received their salaries for more than 10 months. In late 2011, the DIMITROULA, the MARINA, the DALIANA, the ROMILDA and the MILENA left Piraeus for the scrapyards of Aliağa. They were followed in early 2012 by the RODANTHI and the ANTHI MARINA. The NICOLAS A, which had been laid-up since 2008 in Safaga, eventually sank there after being hit by a heavy storm in 2014. The JET FERRY 1 moved to the edge of the port's entrance pier next to the E1 gate in late 2011, and she remained there for the next four years, as she seemed to be the only ship of GA Ferries that could continue her career due to her age (then 16 years old) and due to her status as a high speed ferry. Numerous auctions were held, but all of them were unsuccessful, and the ship continued to remain abandoned in Piraeus. The JET FERRY 1 seen laid-up in 2013 in Piraeus, in what was my second-ever picture of the ship. The first one had been taken during the summer of 2012, but I unfortunately lost it as a result of my computer crash back in 2014. The JET FERRY 1 seen laid-up in Piraeus in 2014, six years after her last day of operation. The JET FERRY 1 seen laid-up in Piraeus during the summer of 2015. It was always quite sad to see her in that spot completely abandoned, without having the chance to ever return to service. The JET FERRY 1 seen laid-up in Piraeus in 2015. The JET FERRY 1 seen in her usual lay-up spot in Piraeus in 2015, which marked 20 years since her first year of service, back when she was known as the KATTEGAT and operating for Grenaa-Hundested Linien. The JET FERRY 1 seen completely abandoned in Piraeus in 2015. The JET FERRY 1 seen near the entrance pier of the port of Piraeus in 2015. The JET FERRY 1 seen as she is laid-up in Piraeus. She was the last ship of GA Ferries to remain alive, as all her former fleetmates were sold for scrap in 2011 and in early 2012. Another view of the laid-up JET FERRY 1 in the port of Piraeus in 2015. My last-ever picture of the JET FERRY 1, during the summer of 2015, on my way to the Athens Airport in order to return New York City. I actually knew that the chances of seeing her again were slim. I intentionally waved a goodbye sign to her since I was unsure whether she would still be alive the following summer. Now I am pleased to know that this farewell gesture was actually meaningful, as I had managed to make a proper goodbye to the ship. In late 2015, the JET FERRY 1 was towed from Piraeus to the Elefsina Bay, where she remained until January 2016, when she departed for Aliağa in Turkey in order to be scrapped. She became the first of the two high speed ferries built by the Mjellem Yards to be sold for scrap. As as I am writing this post, her sister ship, the JETLINER, has successfully resumed service in Indonesia, under Pelarayan Nasional Indonesia on the Makassar-Labuan Bajo line since 2015. With her departure to Aliağa, the JET FERRY 1 is the last ship to have carried the livery of GA Ferries, as she was the last ferry owned by the company at the time they ceased operations to officially depart the fleet. However, she is not the last ferry formerly owned by GA Ferries to be still alive, as the former ferry ALKMINI A, owned by the company between 2003 and 2004, still operates on the Baltic Sea as the WAWEL for Polferries on the Gdańsk-Nynäshamn line, and the first ROMILDA (owned between 1992 and 1993) is the current PANAGIA TINOU of Ventouris Sea Lines, but she is also likely to head to the scrapyards very soon because of her current company's recent economic troubles. With her departure, a very important chapter of the history of the Greek coastal service, namely that of GA Ferries which had entered the market with high ambitions back in 1988, therefore came to an end. Despite the abrupt end of its services, GA Ferries will remain an iconic company, with Gerasimos Agoudimos having played a crucial part in bringing some of the most impressive ferries to have ever served the Greek waters during the 1990s. While these ships were later outclassed by the newer and faster ships of Blue Star Ferries and Hellenic Seaways, they had featured, at the time of their introduction, some of the most modern and spectacular passenger amenities. GA Ferries did attempt to modernise its fleet through the JET FERRY 1, but the latter eventually became the only high speed craft that ever operated for the company. Even though she was not the best high speed ferry in Greece, the JET FERRY 1 surely impressed the residents of Skiathos, Skopelos and Alonissos, who have not seen a high speed ferry since the departure of NEL Lines from the area in 2012. It was on the Sporades that she had managed to find a permanent area of operations, something which was very hard for her in her early career, as she had three different operators in just five years, and unsatisfying performances on the Kattegat, on the Baltic Sea, on the Canary Islands Archipelago and also on the Ionian Sea at the start of her career in Greece. She was obviously the fastest and most modern ship of her company (even though she did not always sail at a fast speed as it was expected from her), and I am sure she would have continued her career if she had been taken under good care by all of her companies; we can see that through her sister ship that had a much more productive career and which was brought back to operations in Indonesia following three years of lay-up. Eventually, after eight years of misery, the JET FERRY 1 has found peace, but her inconsistent services combined with the problems of her last owners ended her career prematurely, which is a shame when considering that ferries that are more than twice her age still operate in Greece and abroad. Despite you not having a good end (as all ships I guess), thank you JET FERRY 1 for your contribution to the Greek coastal service. #jetferry1 #expressionion #gaferries #ionian #aegean #sporades #piraeus #greece #farewell #scrap #extratribute

The FLYING DOLPHIN XVIII seen in Piraeus in 2018, in what turned out to be her last summer operating in Greece, after having operated continuously since 1984. This Blog post comes under unexpected circumstances, as I learned a few days ago that the hydrofoil FLYING DOLPHIN XVIII of Hellenic Seaways no longer exists. Indeed, she was scrapped in Perama in late November 2019, 35 years after having first started operations. Her career, which was spent entirely in Greece, began on the Sporades in 1984, where she remained for 21 years before moving to the Saronic Gulf in 2005. She notably kept the same name throughout all of these 35 years, during which she served the Agios Konstantinos-Volos-Trikeri-Pefki-Skiathos-Skopelos-Alonissos-Marmaras line under the historic Ceres Flying Dolphins (which was the first company to introduce a full fleet of hydrofoils in Greece) and then the Agios Konstantinos-Volos-Trikeri-Skiathos-Skopelos-Alonissos line under the company that acquired the latter in 1999, namely Minoan Flying Dolphins, which became Hellas Flying Dolphins in 2002. She then headed to the Saronic Gulf, on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line, when her company was rebranded as Hellenic Seaways in 2005. Despite these changes, this did not prevent the hydrofoil from operating efficiently on both the Sporades and the Saronic Gulf, thereby providing regular service alongside the numerous fleetmates that she had during her career. At the time that she was retired from service, she had been, alongside her sister ship, namely the FLYING DOLPHIN XVII (still active and also owned by Hellenic Seaways) , the oldest active high speed craft of Hellenic Seaways. Despite her becoming older as the years went by, she avoided an early retirement at the age of 30 (which was previously mandatory as imposed by the age limit that had been in place under the Greek Maritime Law) in order to continue to serve Hellenic Seaways and the Saronic Gulf. Unfortunately, while everything seemed to be going well, she suffered a major blow which eventually ended her career for good. Indeed, on 24 May 2019, while she was undergoing her annual refit in Perama, she was almost completely damaged by a fire which began to spread for unknown reasons across the indoor areas of the ship . By the time the fire was extinguished, the ship was severely damaged, and she was declared a constructive total loss. As a result of the significant damage, she was never repaired, and she was eventually scrapped in Perama six months later. Just like all the Farewell Tribute posts that I have written on the Blog so far , this post aims to cover the entire career of the FLYING DOLPHIN XVIII, from her arrival in Greece under Ceres Flying Dolphins in 1984 until her unexpected partial-destruction which eventually ended her operations after 35 years. I will also describe in depth the operations of hydrofoils owned by the companies which operated her. While she was in Greece for three-and-a-half decades, pictures from her early career are very rare, as very few photographers have published pictures of hydrofoils during the 1980s, 1990s, and early 2000s. Therefore, I can only share the very small amount of pictures of the FLYING DOLPHIN XVIII that I managed to find during her first 20 years of operations. However, I hope they will manage to illustrate the ship's career alongside the detailed historical facts provided by this post. Overall, it is a sad event for me, as the FLYING DOLPHIN XVIII was a ship which I had seen several times since my childhood, especially in Piraeus and in Aegina, which is one of the two islands that I go to every summer in Greece. She was therefore one of the several ships that remained in the area while I was growing up. I took several beautiful pictures of her in recent years, and I also have a frame featuring a picture of her during one of her arrivals in the port of Aegina in the summer of 2015 decorating the wall of my bedroom. Despite seeing her and photographing her numerous times, I actually never had the chance to travel with her, not even for a trip from Piraeus to Aegina or vice versa. Instead, I have traveled with other hydrofoils owned by Hellenic Seaways, as well as with the FLYING DOLPHIN ATHINA of rival operator Aegean Flying Dolphins . Therefore, it is even more sad for me to see this ship being scrapped without having ever traveled onboard her. The FLYING DOLPHIN XVIII was built in 1984 in the Poti Shipyard and Shipbuilding Plant, located in Poti in Georgia, which was, at the time, part of the Soviet Union. She had been ordered alongside her sister ship, namely the FLYING DOLPHIN XVII , by the Greek company Ceres Flying Dolphins. The latter had been established in 1975 by the Greek shipowner Georgios Livanos, who at the time was the managing director of Ceres Hellenic Shipping Enterprises, which was operating several bulk carriers and tankers. Livanos sought to invest in the Greek coastal service by introducing innovative ships that would reduce the traveling time between the islands of the Aegean Sea. He decided to fulfill this goal by introducing high speed craft which would be more than three times faster than the conventional passenger ships operating in Greece at the time. He first sought to operate on the Saronic Gulf, which at the time was seeing several small passenger ships operating from Piraeus, while the first landing craft carrying vehicles had also started to appear during the late 1960s. Despite the significant number of ships, their service was deemed very slow. Therefore, Livanos brought a major revolution in the area, as well as in Greece as a whole, by deploying two newly-built hydrofoils, namely the FLYING DOLPHIN I and the FLYING DOLPHIN II, ahead of the summer of 1975. They were deployed on the Zea-Aegina-Agistri-Methana-Epidavros-Poros-Hydra-Ermioni-Spetses-Porto Cheli-Nafplion-Tolo-Tyros-Leonidion-Kyparissi-Gerakas line, thus serving the Saronic Gulf, the Argolic Gulf and the Eastern Peloponnese. Their entry to service was immediately impactful, as they considerably ensured faster trips between a handful of destinations. Despite their initial success, they did encounter multiple engine failures, which became a very recurrent issue experienced by almost all hydrofoils that were deployed in Greek waters over the last four decades. Regardless of these problems, the hydrofoils quickly helped Ceres Flying Dolphins acquire a major part of the market share in the area, and they remained unmatched in terms of high speed service until at least the late 1980s. Just like the FLYING DOLPHIN XVII and the FLYING DOLPHIN XVIII, these hydrofoils were all built in the former Soviet Union, and were part of the famed Kometa-class. The latter was one of the many different classes of passenger hydrofoils introduced by Soviet naval architects. Indeed, in the mid 1950s, the former country launched a massive investment plan in order to improve the water transit on the Black Sea, the Sea of Azov, on the Crimean peninsula, Far Eastern Russia, and on rivers such as the Volga and the Don. Thanks to funding by the Soviet government, and designed by the late Soviet naval architect Rostislav Evgenievich Alexeyev , the first hydrofoil, known as the RAKETA-1 of the company Volga United Shipping Company, began service in 1957 on the Moscow-Gorky-Kazan line. She became the lead ship of the Raketa-class, which stands for the word 'Rocket'. Based on that successful entry to service, new classes such as the Volga-class, the Meteor-class and the Kometa-class were introduced in the late 1950s and early 1960s, with more than 3000 hydrofoils being built! They entered service for several state-owned companies, such as Volga United Shipping Company, Black Sea Shipping Company (trading as Noroflot), Azovskoye Morskoye Parohodstvo on the Sea of Azov, Far Eastern Shipping Company and Belomorsko-Onega Shipping on the Black Sea, on the aforementioned rivers (in addition to the Lena, the Ob and the Yenisey in Far Eastern Russia), and provided water transit service in major cities like Moscow, Leningrad (now known as St Petersburg), Gorky (now known as Nizhny Novgorod), Kazan, Sochi, Rostov-on-Don, Anapa, and even Far Eastern Russian cities like Khabarovsk. The hydrofoils were built mainly in Nizhny Novgorod in Russia, but also in the shipyards of Poti (now part of Georgia) and Theodosia (now part of Ukraine). Besides local Soviet companies operating them, there was also a massive exportation of hydrofoils around the world, as several countries were interested in deploying high speed craft of their caliber in their respective seas. Major clients were Greece, Italy, Yugoslavia (now hydrofoils are mostly found in Croatia), Bulgaria, Spain, Poland, the United Kingdom, Turkey, Egypt, Israel, Cuba, Vietnam, Thailand, China, Tanzania and Cape Verde. Both hydrofoils ordered by Ceres Flying Dolphins in 1975 were part of the Kometa-class, which became the most prominent class of hydrofoils in Greece, with more than 50 different ships belonging to the latter having had a stint in Greek waters at some point during their respective careers. Most of them were named after dolphins (or 'delfinia' in Greek), as hydrofoils were said to resemble a lot to the latter. Ceres Flying Dolphins began the 'Flying Dolphin' brandname, which is still present to date. The impact made by the FLYING DOLPHIN I and the FLYING DOLPHIN II was so successful that the company ordered five more hydrofoils for delivery during the summer of 1976: these were the newly-built Kometa-class hydrofoils FLYING DOLHIN III, FLYING DOLPHIN IV, FLYING DOLPHIN V, FLYING DOLPHIN VI and FLYING DOLPHIN VII. All five of them entered the same service as the FLYING DOLPHIN I and the FLYING DOLPHIN II. Further successes experienced by all ships prompted the company to then order the Kometa-class sister ships FLYING DOLPHIN VIII and FLYING DOLPHIN IX in 1977, the FLYING DOLPHIN X in 1978 (also a newly-built hydrofoil from the Kometa-class), and then the Kometa-class hydrofoils FLYING DOLPHIN XI and FLYING DOLPHIN XII in 1979. All ships were also inserted on the Saronic Gulf, alternatively operating from Piraeus or from Zea. In 1981, the company decided to extend its services by deploying hydrofoils on the Sporades and on the Northeast Aegean Sea. For this occasion, three Kometa-class hydrofoils, namely the FLYING DOLPHIN XIV , the FLYING DOLPHIN XV and the FLYING DOLPHIN XVI , were ordered in Georgia. When they were completed, all three ships were deployed on the Agios Konstantinos-Volos-Trikeri-Pefki-Skiathos-Skopelos-Alonissos-Marmaras line. As it was the case with the Saronic Gulf, the arrival of Ceres Flying Dolphins brought significant changes to the coastal service of the Sporades, and the hydrofoils were quickly acclaimed by the residents and tourists in the area. Three years after their successful entry on the Sporades, Ceres Flying Dolphins sought to further improve their services by ordering the FLYING DOLPHIN XVII and the FLYING DOLPHIN XVIII. Unlike the previous 15 ships that were built for the company between 1975 and 1981, these two ships were not part of the Kometa-class. Instead, they belonged to the upgraded Kolkhida-class, which featured larger, wider, faster and more wave-resistant hydrofoils. They lacked the stern outdoor area and the front-section windows found in Kometa-class hydrofoils, and also featured wider alleys, a luggage storage area, and two extra flooding compartments. Moreover, they had a larger passenger capacity than the Kometa-class hydrofoils. Their construction had just started the year before, in 1983, when the lead ship, namely the COLCHIS 1 of Black Sea Shipping Company-Noroflot (which was built in Georgia), began service on the Odessa-Yalta line. Her deployment fascinated Ceres Flying Dolphins, which decided to order the fourth and fifth ships of the class, which were due to be built in Georgia in order to enter service in 1984. As a result, the FLYING DOLPHIN XVII and the FLYING DOLPHIN XVIII became the sixteenth and seventeenth ships of the company, respectively. This order is explained by the fact that Ceres Flying Dolphins never brought a ship named FLYING DOLPHIN XIII, as the number 13 is considered unlucky for superstitious reasons in Greece. The FLYING DOLPHIN XVII entered service in the summer of 1984 on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line on the Saronic Gulf, whereas the FLYING DOLPHIN XVIII was introduced on the Sporades, Agios Konstantinos-Volos-Trikeri-Pefki-Skiathos-Skopelos-Alonissos-Marmaras line . They became the first-ever hydrofoils of the Kolkhida-class to be deployed in the Greek coastal service, as well as the second and third fastest ships in Greece at the time, after the high speed catamaran NEARCHOS of Cretan Ferries (now the GIANNIS S since being released by Hydra Speed Lines in 2019) , which had arrived in 1983 as the first-ever ship of her type in Greece. Like all of their fleetmates, the two ships were registered in Piraeus. The FLYING DOLPHIN XVIII quickly became a core part of the company's operations on the Sporades, and was very appreciated by passengers for her speed, as she was at the time was the fastest ship in the area. In 1986, two years after her entry to service, Ceres Flying Dolphins bought another Kolkhida-class hydrofoil. This happened to be the aforementioned COLCHIS 1, the lead ship of the class, which had been built in 1983. She arrived in Greece, was renamed FLYING DOLPHIN XIX and was deployed on the Sporades, hence joining the FLYING DOLPHIN XVIII. She became the second ship of the Kolkhida-class to enter service on the Sporades. Moreover, she was the first ship to enter service for Ceres Flying Dolphins while having previously operated in the former Soviet Union, thus being the company's first second-hand vessel purchase. The FLYING DOLPHIN XVIII seen arriving in the port of Skiathos during the summer of 1986, which was the third season of her career following her delivery to Ceres Flying Dolphins. This picture was taken by Nigel Freebody, to whom I would like to express my gratitude for sending it to me and for allowing me to share it on this post. A rare picture of the FLYING DOLPHIN XVIII during the start of her career and under the livery of Ceres Flying Dolphins, as she is seen heading towards her docking spot in the port of Skiathos during the summer of 1986. This picture was taken by Nigel Freebody, to whom I would like to express my gratitude for sending it to me and for allowing me to share it on this post. The FLYING DOLPHIN XVIII, then only 2 years old, seen docking in the port of Skiathos during the summer of 1986. This picture was taken by Nigel Freebody, to whom I would like to express my gratitude for sending it to me and for allowing me to share it on this post. The FLYING DOLPHIN XVIII seen leaving the port of Skiathos in 1986. This picture was taken by Nigel Freebody, to whom I would like to express my gratitude for sending it to me and for allowing me to share it on this post. Towards the end of the 1980s, Ceres Flying Dolphins continued to be a dominant company by providing fast and reliable service on the Saronic Gulf, the Sporades and the Northeast Aegean Sea, despite some occasional mechanical troubles experienced by the hydrofoils. They also had occasional stints on the Cyclades and the Dodecanese, although such services were not as successful as the ones mentioned previously. In 1987, two twelve-year-old Kometa-class hydrofoils joined the fleet. These were the KOMETA 10 and the KOMETA 11 of the Bulgarian company Navibulgar, which had started their careers in 1975 on the Varna-Nesebar-Sozopol line. They were renamed FLYING DOLPHIN XX and FLYING DOLPHIN XXI, respectively. The next ships to join the company were four Kometa-class hydrofoils in 1989 from Black Sea Shipping Company-Norofolot, namely the KOMETA 32 (built in 1977), the KOMETA 43 (built in 1980), the KOMETA 23 (built in 1974) and the KOMETA 26 (built in 1975), which were respectively renamed FLYING DOLPHIN XXII, FLYING DOLPHIN XXIII, FLYING DOLPHIN XXIV and FLYING DOLPHIN XXV. The FLYING DOLPHIN XX, the FLYING DOLPHIN XXI, the FLYING DOLPHIN XXII and the FLYING DOLPHIN XXV were deployed on the Saronic Gulf, while the FLYING DOLPHIN XXIII and the FLYING DOLPHIN XXIV were deployed on the Sporades. By that time, Ceres Flying Dolphins began to experience some threats, as other operators decided to deploy hydrofoils in Greece, such as the newly-established Ilio Lines (the predecessors of Sea Jets) on the Cyclades and Sea Falcon Lines on the Saronic Gulf. All these companies ordered hydrofoils from the former Soviet Union and deployed them from ports like Piraeus, Zea, Lavrion and Rafina. Despite these threats, Ceres Flying Dolphins remained the main hydrofoil operator, and eventually sought to further enhance their presence on the Saronic Gulf. In order to do this, they brought-in four new ships in 1991. The first three were another trio of second-hand Kometa-class hydrofoils. They were the last ones to join Ceres Flying Dolphins. Indeed, these were the former Black Sea Shipping Company-Norofolot hydrofoils KOMETA 27 and KOMETA 28 (both built in 1975) and the then-12-year-old KOMETA 40 (built in 1979). They were renamed FLYING DOLPHIN XXVI, FLYING DOLPHIN XXVII and FLYING DOLPHIN XXVIII, respectively, and were deployed on the Saronic Gulf, serving the same ports as the FLYING DOLPHIN XVII, in addition to Tyros, Leonidion, Kyparissi, Gerakas, Monemvasia, Neapolis and Kythira. The fourth ship was, however, a completely different one. Indeed, it was the high speed catamaran FLYINGCAT 1 , which had been ordered in Norway by Ceres Flying Dolphins. She was far larger and faster than the hydrofoils, and featured much more amenities compared to the latter. She was deployed in 1991 on the Floisbos-Poros-Hydra-Ermioni-Spetses-Porto Cheli line (while also operating from Piraeus and Zea on a few occasions), and she also became the new flagship of the company. Carrying on from the success generated by this introduction on the Saronic Gulf, and combined with the parallel success of the FLYING DOLPHIN XVII, Ceres Flying Dolphins decided to order another Kolkhida-class hydrofoil from Georgia (which had become an independent country following the collapse of the Soviet Union in 1991). This was the FLYING DOLPHIN XXIX , which began service in 1993 on the same service as the FLYING DOLPHIN XVII, namely on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. She became the twenty-eighth and final former Soviet hydrofoil to join the company. Over the 1990s, Ceres Flying Dolphins continued to provide stable service, despite some increasing competition from Sea Falcon Lines (which operated Meteor-class hydrofoils), Ilio Lines and the newly-established company Vasilopoulos Flying Dolphins (which began to operate four Kometa-class hydrofoils on the Dodecanese and on the Saronic Gulf in 1996). However, the success of the FLYINGCAT 1 further cemented the company's presence on the Saronic Gulf. In order to better compete against Ilio Lines on the Cyclades, Ceres Flying Dolphins decided to buy three more hydrofoils in 1997. Unlike the other 28 hydrofoils already owned by the company, these were not from the former Soviet Union, but from Malta and Italy. Indeed, they belonged to the RHS 160F-class, which included two decks instead of one, and was also faster than the Kometa-class and the Kolkhida-class. It was, in other words, a class that combined the attributes small hydrofoils with those of catamarans like the FLYINGCAT 1. The first ship to arrive was the ALIJUMBO STROMBOLI of the Italian company Ustica Lines (now known as Liberty Lines), built in 1986 in Malta, which was renamed MEGA DOLPHIN XXX and marked the start of the 'Mega Dolphin' brandname. The other two ships were her sister ships, namely the PEZ VOLADOR and the BARRACUDA of the Spanish company Trasmediterránea, built in Italy in 1988 and 1989, respectively, which were renamed MEGA DOLPHIN XXXI and MEGA DOLPHIN XXXII. All three ships entered service in 1997 on the Cyclades, but their service was very troublesome due to the numerous engine failures. The MEGA DOLPHIN XXX then moved to the Sporades in 1998. A year after the introduction of the 'Mega Dolphins', Ceres Flying Dolphins ordered and acquired a second newly-built high speed catamaran, namely the FLYING DOLPHIN 2000 from Australia, which was inserted on the Saronic Gulf alongside the FLYINGCAT 1 and the other hydrofoils operating there. During the same year, the FLYING DOLPHIN XI was sold, becoming the first ship to leave Ceres Flying Dolphins. She was sold to the Israeli company Eilat Hydrofoils, was renamed LADY D, and operated on the Gulf of Aqaba until she was sold for scrap in 2010. At the end of the year, the company experienced an unexpected event which eventually forced it to shut down operations in 1999. Indeed, this unexpected event was the establishment of future giants Minoan Flying Dolphins, which was founded as a subsidiary of the established Greek operator Minoan Lines, which had been operating in Crete and on the Adriatic Sea since 1974 and 1981, respectively. The company’s charismatic manager, Pantelis Sfinias, sought to create a monopoly on the Aegean Sea by buying almost all ships operating on the Cyclades, Crete, the Dodecanese, the Northeast Aegean Sea, the Sporades and the Saronic Gulf, with most of them being owned by traditional shipping families that had been established in such areas for decades. In order to begin installing his new empire, he decided to first purchase Ceres Flying Dolphins, hence fully absorbing the latter under the new company. It therefore got its name by combining the names of both Minoan Lines and Ceres Flying Dolphins. As a result, ahead of the 1999 season, both companies cooperated on the Cyclades through Minoan Lines deploying a high speed ferry, namely the HIGHSPEED 1 (built in The Netherlands in 1996 and bought by Minoan Lines in 1997), and the 'Mega Dolphins' under the livery of Ceres Flying Dolphins and under the Ceres & Minoan brandname. After the season ended, Sfinias proceeded to the next steps of his plan, which consisted in acquiring almost all other major companies of the Aegean Sea. He did this by buying all ferries/high speed craft from Agapitos Lines, Agapitos Express Ferries (and their Ro-Ro carrier division on the Adriatic Sea called Express Sea Trailers), Nomicos Lines, Arkadia Lines, Lindos Lines, all but one from Goutos Lines, the domestic ferries of Ventouris Ferries and Agoudimos Lines, as well as the Saronic Gulf companies Lefakis Shipping, Poseidon Consortium Shipping, Maltezos Shipping and Akouriki Shipping Company. With a fleet of over 60 ships, the company became the new leading force of the Greek coastal service, with very few (but eventually strong) competitors left to challenge them. Ahead of the 2000 season, the company divided the fleet into four different operators, based on the region where they would be operating. All ferries operating on the Cyclades, the Northeast Aegean Sea and the Dodecanese as well as the Ro-Ro carriers on the Adriatic Sea would be operated by Hellas Ferries. The ferries operating on the Saronic Gulf and on the Sporades were transferred to the subsidiaries Saronikos Ferries and Sporades Ferries, respectively. As for the high speed craft, they operated under the eponymous Minoan Flying Dolphins division. The latter consisted of the the 27 'Flying Dolphins', the three 'Mega Dolphins', the FLYINGCAT 1, the FLYING DOLPHIN 2000 which was renamed FLYINGCAT 2, the SUPERCAT ATHINA of Goutos Lines which was renamed FLYINGCAT 3 , the SEA SPEED 1 of Agapitos Lines which was renamed FLYINGCAT 4 , the HIGHSPEED 1 and the three newly-built high speed ferries (namely the HIGHSPEED 2, the HIGHSPEED 3 and the HIGHSPEED 4 ) delivered to the company in 2000. As a result, the FLYING DOLPHIN XVIII, which was then 15 years old, was transferred to the Minoan Flying Dolphins division, just like her fleetmates. She remained on the Sporades, although her service was restricted to the Agios Konstantinos-Volos-Trikeri-Skiathos-Skopelos-Alonissos line. The FLYING DOLPHIN XX, the FLYING DOLPHIN XXI, the FLYING DOLPHIN XXII, the FLYING DOLPHIN XXV and the FLYING DOLPHIN XXVI also joined her on the Sporades, therefore providing additional service alongside the incumbent hydrofoils. During the summer of 2000, Minoan Flying Dolphins was the main operator on the Aegean Sea, including on the Sporades. However, the company suffered two major blows which made their position extremely weak over the following years. Indeed, during the high season, the FLYING DOLPHIN V suffered a major fire which completely destroyed her, and she was scrapped on the spot in Perama. Just a few months later, a more tragic event occurred. Indeed, the conventional ferry EXPRESS SAMINA (operating under the Hellas Ferries division) sank in Paros on 26 September 2000, resulting in the loss of 81 people . The entire country of Greece was shocked by the events. Just two days later, the ferry EXPRESS ARTEMIS (later the AGIOS GEORGIOS/PANAGIA TINOU of Ventouris Sea Lines , which was scrapped in 2017) suffered a blackout in Naxos, while carrying more than 1,000 passengers. As a result, all ships were arrested on a national scale, with many of them being laid-up until they would meet safety requirements. The FLYING DOLPHIN XVIII was cleared to sail without any issues, but other fleetmates were forced to end their services on a permanent basis. Her company was seriously hit by all these events, and the final straw came when Pantelis Sfinias committed suicide by jumping from the rooftop of the company’s office building in Piraeus. Despite all the chaos, the company continued to be active in 2001. However, by 2002, when the company was renamed Hellas Flying Dolphins, their services began to decrease. The FLYING DOLPHIN XVIII and the other active high speed craft were transferred to the newly-formed Hellas Flying Dolphins division. But during this period, the hydrofoils began to experience a decline which still lasts to date. Passengers considered them to be too old, too unreliable and with many mechanical troubles. The successful introduction of high speed ferries and of younger cruiseferries made the hydrofoils look outdated. Furthermore, even on short-distance services, the conventional ferries were larger (and hence had a greater capacity) and more efficient in terms of speed, due to rarely experiencing engine failures. As a result of this, the company slowly began to withdraw hydrofoil after hydrofoil as the years went by. The start of this 'phasing-out' scheme was in 2002, when the MEGA DOLPHIN XXX, the MEGA DOLPHIN XXXI and the MEGA DOLPHIN XXXII, d were removed due to their continued troubled services on the Cyclades and on the Sporades (despite all of them being less than 16 years old) and remained abandoned in Perama until they were sold for scrap. The latter two were demolished in 2005, while the former was scrapped two years later. The FLYING DOLPHIN IX was sold for scrap in 2003, while the FLYING DOLPHIN VIII was also withdrawn from service and was laid-up in Perama until she was also scrapped in 2006. The following year, the company further reduced its hydrofoil service. As they had reached or were about to reach the age of 30, which would indicate a mandatory retirement according to the Greek Maritime Law, the FLYING DOLPHIN I, the FLYING DOLPHIN II, the FLYING DOLPHIN XXIV (which had grounded off and partially sank in Trikeri in 2003, and was then refloated) and the FLYING DOLPHIN XXV were all sold for demolition, while the FLYING DOLPHIN VI was also retired (she was scrapped two years later in Perama). Despite all these changes, the FLYING DOLPHIN XVIII was spared from any service withdrawal, as she and her Kolkhida-class sister ships were still young and more reliable than their older Kometa-class fleetmates. The only picture of the FLYING DOLPHIN XVIII that I managed to find under-or almost under-the livery of Hellas Flying Dolphins. It comes from a poster depicting the emergency safety instructions onboard. The white and blue livery of the ship was present on all the high speed craft of the company, except for the 'Highspeeds' and the 'Flyingcats' beginning in 2003, as they began to carry a red livery of the telecommunications company Vodafone as part of a partnership formed with the latter. Here, the FLYING DOLPHIN XVIII is seen switching from Hellas Flying Dolphins to Hellenic Seaways, in 2005. Picture published on www.albumphotosvoyages.fr . In 2005, Hellas Flying Dolphins underwent another strategic rebuilding, whereupon the new company Hellenic Seaways was formed. All ships from all former divisions were now operating under the same company name. By that time, the company had sold several old ferries for scrap or to other operators, while also deploying the newly-built cruiseferry NISSOS MYKONOS and the brand new high speed ferry HIGHSPEED 5 (now the SANTORINI PALACE of Minoan Lines) for the summer of 2005. Two other ships were also due to make their debuts for Hellenic Seaways. Indeed, these were the high speed catamarans FLYINGCAT 5 and FLYINGCAT 6 , which had been acquired from the German company Weiße Flotte in late 2004. They were deployed on the Sporades, namely on the Agios Konstantinos-Volos-Skiathos-Skopelos-Alonissos line, thus replacing six hydrofoils at once! Among them was the FLYING DOLPHIN XVIII, which was deployed on the Saronic Gulf for the first time in her career, after having spent 21 years on the Sporades. She was deployed on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line, on which the FLYING DOLPHIN XVII was also operating. As Hellenic Seaways did not prioritise the services of the hydrofoils, many were withdrawn from service. The FLYING DOLPHIN III remained laid-up in Perama until she was scrapped in 2009 at the age of 33. The FLYING DOLPHIN VII was laid-up until she was sold in 2007 to the Greek-Albanian company Finikas Lines, and still operates for them today as the KRISTI on the Corfu-Sarandë line on the Ionian Sea. The FLYING DOLPHIN XII, the FLYING DOLPHIN XVI (now the ILIDA DOLPHIN of the Corfu-based company Joy Cruises) , the FLYING DOLPHIN XX and the FLYING DOLPHIN XXII joined the then-newly-established company Aegean Flying Dolphins, which deployed them on the Dodecanese and later also on the Saronic Gulf in 2006. The FLYING DOLPHIN XIV was sold to Paxos Flying Dolphins in 2005, and was renamed PAXOS FLYING DOLPHIN, and operated on the Corfu-Paxoi line on the Ionian Sea until 2008, when she also joined Aegean Flying Dolphins as the FLYING DOLPHIN VENUS I . The FLYING DOLPHIN XXI was initially due to operate for Hellenic Seaways, but this eventually did not happen and she remained laid-up in Perama until she was sold for scrap in 2010. The FLYING DOLPHIN XXVII and the FLYING DOLPHIN XXVIII were scrapped in 2005 and in 2006, respectively. The FLYING DOLPHIN XXVI (which had made an initial comeback to the Saronic Gulf in 2003) was sold in 2005 for service in Cape Verde, under CV Interilhas, before being scrapped in 2010 as the GOLFINHO I. With these changes, Hellenic Seaways had just eight hydrofoils at the start of the 2005 season. These were the FLYING DOLPHIN IV, the FLYING DOLPHIN X, the FLYING DOLPHIN XV, the FLYING DOLPHIN XVII, the FLYING DOLPHIN XVIII, the FLYING DOLPHIN XIX, the FLYING DOLPHIN XXIII and the FLYING DOLPHIN XXIX. The FLYING DOLPHIN XIX had already moved to the Saronic Gulf in 2004. Therefore, all hydrofoils were operating on the latter, except for the FLYING DOLPHIN X and the FLYING DOLPHIN XXIII which were deployed on the Sporades. The FLYING DOLPHIN XVIII seen leaving Piraeus in 2006, during her second season under Hellenic Seaways. She is also seen featuring the latter's initial livery, which consisted of a white hull with black in the foil section and on the bow, and the top of the ship and the bridge being painted in red. Picture taken by Aleksi Lindström and published on www.shipspotting.com . The FLYING DOLPHIN XVIII having arrived in the port of Piraeus during the summer of 2008, after having returned from Aegina. Picture taken by Daniel Ferro and published on www.shipspotting.com . The FLYING DOLPHIN XVIII seen leaving Piraeus during the evening, in order to head towards Aegina. She is seen following her long-time fleetmate and sister ship, the FLYING DOLPHIN XIX. Picture taken in 2011 by Evangelos Patsis and published on www.marinetraffic.com . As the years went by, Hellenic Seaways maintained a strong presence on the Saronic Gulf, despite facing competition from Aegean Flying Dolphins, to whom they had sold four hydrofoils back in 2006. However, from 2008 to 2011, a hydrofoil had to be retired each year due to her reaching 30 years of service. As a result, the FLYING DOLPHIN X (built in 1978) was retired from service in 2008 and has been laid-up ever since. The FLYING DOLPHIN IV (built in 1976) was retired in 2009, having surpassed the age limit as she was 33 years old. She was subsequently sold to Finikas Lines, was renamed FLYING DOLPHIN HARIKLIA, and was reunited with the KRISTI (her former fleetmate, namely the ex-FLYING DOLPHIN VII) on the Corfu-Sarandë line on the Ionian Sea, although she has been laid-up since 2017. The FLYING DOLPHIN XXIII (built in 1980) was retired in 2010 and has since remained laid-up in Perama. Her departure meant that the Sporades would no longer have hydrofoils operated by Hellenic Seaways, but this issue was temporarily solved when the FLYING DOLPHIN XV was moved to the area. However, as the latter was built in 1981, she was retired in late 2011, and she was immediately sold to the Greek-Albanian company Ionian Cruises, being renamed SANTA and being also deployed on the Corfu-Sarandë line. Therefore, ahead of the 2012 season, there were only four hydrofoils that were still active for Hellenic Seaways, and all of them were on the Saronic Gulf. These were the four Kolkhida-class hydrofoils, namely the FLYING DOLPHIN XVII, the FLYING DOLPHIN XVIII, the FLYING DOLPHIN XIX and the FLYING DOLPHIN XXIX. Their stint together did not last long, as in June 2012 the FLYING DOLPHIN XIX ran aground between Aegina and Agistri, in the small islet of Metopi. She was declared a constructive total loss and was sent for lay-up in Perama. As she was due to be retired in 2013, she was not repaired and was withdrawn from the plans of Hellenic Seaways. As a result, the remaining three hydrofoils continued to operate alone for the following years. Therefore, Hellenic Seaways went from 30 hydrofoils in 2000 (back when they were known as Minoan Flying Dolphins) to just three in just 12 years. With the construction of hydrofoils in Russia, Georgia and Ukraine having stopped since the mid 1990s, it did not appear like the company would be counting on this type of ships for long. The FLYING DOLPHIN XVII and the FLYING DOLPHIN XVIII were due to turn 30 in 2014, which would have meant that they would be retired at the end of that year. However, Hellenic Seaways was granted a one-year extension for both hydrofoils, as they were deemed seaworthy and had contributed to several successful years on the Saronic Gulf. Then, even though their service was due to end in 2015, the hydrofoils were again granted an indefinite extension after the age limit on hydrofoils was abolished. This therefore allowed them to continue their operations on the Saronic Gulf. Ahead of the 2015 season, the FLYING DOLPHIN XVIII underwent a small renovation in Perama, whereupon her indoor areas were refurbished, including the indoor lighting system. The FLYING DOLPHIN XVIII seen docking in Piraeus in 2015, in one of my first pictures of the ship since my computer crash in late 2014. Beginning in 2013, the hydrofoils were painted in lawn green following the new partnership that began between Hellenic Seaways and the Greek telecommunications company Cosmote, which replaced Vodafone. All high speed craft of the company were thus fitted with a new Cosmote livery, as the company's logo and colours at the time were lawn green. The hydrofoils also received a sponsor for the first time, after having been excluded from the partnership that Hellenic Seaways had with Vodafone. One of my all-time favourite pictures. Indeed, it shows the FLYING DOLPHIN XVIII departing the port of Aegina during the evening, in the middle of the summer of 2015. Her interior area was illuminated by beautiful shades of purple lights, which she acquired during her refit in 2015. She was seen performing return trip of the day from Aegina to Piraeus. The FLYING DOLPHIN XVIII seen docked in Piraeus during the summer of 2016. That year, after Cosmote changed its logo, all Hellenic Seaways high speed craft (the 'Highspeeds', the 'Flyingcats' and the 'Flying Dolphins') replaced their all-green liveries with a tri-colour one featuring different shades of green and blue, with the middle section of the hull being left in white and featuring the updated logo of Cosmote. The FLYING DOLPHIN XVIII having exited the port of Piraeus and heading towards Aegina during the summer of 2016. The FLYING DOLPHIN XVIII seen docked in Aegina during the summer of 2016. The FLYING DOLPHIN XVIII seen leaving Piraeus in the morning, during the summer of 2017. The FLYING DOLPHIN XVIII seen on the Saronic Gulf, heading from Aegina to Piraeus, in 2017. The FLYING DOLPHIN XVIII docked in Piraeus in 2017. The FLYING DOLPHIN XVIII seen leaving the port of Aegina during the evening, in order to head towards Piraeus, during the summer of 2017. The FLYING DOLPHIN XVIII in Piraeus during the summer of 2018, which unexpectedly turned out to be her last-ever summer of service. My last-ever picture featuring the FLYING DOLPHIN XVIII, as she is docked while her longtime fleetmate and sister ship, namely the FLYING DOLPHIN XXIX, is departing the port of Piraeus in 2018. The latter joined Ceres Flying Dolphins in 1993, and moved alongside the FLYING DOLPHIN XVIII to Minoan Flying Dolphins in 1999, and remained under them when they were renamed Hellas Flying Dolphins in 2002 and then rebranded as Hellenic Seaways in 2005. She is currently the youngest hydrofoil in Greece. Everything seemed to go fine for the FLYING DOLPHIN XVIII. She was able to operate for without any legal constraints following the abolition of the age limit, and her company continued to look after her. She was also the least troublesome hydrofoil of Hellenic Seaways in terms of engine failures and delays, and she continued to be appreciated on the Saronic Gulf. While Hellenic Seaways was acquired by Attica Group (which manages Blue Star Ferries and Superfast Ferries), the latter planned to continue the service provided by the hydrofoils on the Saronic Gulf. However, her 2019 season, and eventually her career, ended abruptly on 24 May 2019, while she was undergoing her annual refit in Perama in order to complete the final stages of her preparation ahead of the summer. A fire began to spread for unknown reasons across the indoor areas of the ship . It was extinguished and no casualties nor injuries were reported. Nevertheless, the ship was almost completely destroyed, and she was immediately declared a constructive total loss, just like her former fleetmate, namely the FLYING DOLPHIN V, following her own fire incident 19 years earlier. As a result of the significant damage, she was never repaired, and she missed the entire 2019 summer season. Her service was covered by the FLYING DOLPHIN XVII and by the FLYING DOLPHIN XXIX, while the FLYINGCAT 3 provided additional service on the Saronic Gulf, alongside the FLYINGCAT 4 and the FLYINGCAT 6, which had been the 'Flyingcats' that were initially supposed to operate alone on the Saronic Gulf. For next year, Hellenic Seaways decided to reactivate a former acquaintance. Indeed, the FLYING DOLPHIN XIX , which had been withdrawn permanently since her accident in 2012, had still not been demolished despite having also been declared a constructive total loss. She is currently undergoing major repairs in Perama in order to return to service on the Saronic Gulf for the 2020 summer season. She will hence be reactivated for the first time in almost eight years. After a clean-up performed by the Greek company Antipollution ANE was completed in November 2019, the FLYING DOLPHIN XVIII was scrapped on the spot in Perama, in the Hellenic Seaways Repair Zone, where the company's high speed craft usually dock during their refits, or remain under lay-up. This therefore ended the ship's career after 35 years, 21 of which were spent on the Sporades, while the remaining 14 were spent on the Saronic Gulf. Now, only the FLYING DOLPHIN XVII, the FLYING DOLPHIN XXIX, and soon the FLYING DOLPHIN XIX are the remaining hydrofoils of Hellenic Seaways which will remind the Greek coastal service about the career of their lost sister ship. Her abrupt career-ending fire continues to reflect on the considerable decline of the hydrofoils in Greece, and especially those of the once-glorious Ceres Flying Dolphins, which owned 31 of them at the peak of their existence back in 1998. Due to their old age and inferiorities compared to catamarans and high speed ferries, they have been mostly phased-out of the Aegean Sea. Despite this, Russian shipyards have now started to build larger and faster hydrofoils once again, notably completing the first ships of the new Kometa 120M-class in 2018. Perhaps Hellenic Seaways could have a look at these ships in order to continue to serve the Saronic Gulf with high speed craft in the long term. Hopefully this will be a way for them to honour the legacy of the FLYING DOLPHIN XVIII, which was a strong presence on the Sporades and on the Saronic Gulf for three-and-a-half decades. Despite this abrupt end, FLYING DOLPHIN XVIII, I would like to thank you for your contribution to the Greek coastal service, as well as for being present in Aegina and Piraeus throughout the entirety of my childhood and the first years of my adulthood. You will be deeply missed. #flyingdolphinxviii #hellenicseaways #atticagroup #ceresflyingdolphins #minoanflyingdolphins #hellasflyingdolphins #aegean #saronicgulf #sporades #piraeus #greece #hydrofoil #farewell #scrap #extratribute

Trip: 1 September 2017. From Aegina to Piraeus, with the AGIOS NEKTARIOS AEGINAS of ANES Ferries. The AGIOS NEKTARIOS AEGINAS was originally planned to be a landing craft, but she instead became a conventional ferry. Built in Greece, she was launched in 1999 as the MIAOULIS II for Miaoulis Shipping, but she was immediately sold to the Northern Sporades and Evoia Shipping Company (trading as Hellas Speed Cat since 2008), being renamed PANAGIA SKIATHOU and being deployed on the Sporades, on the Volos-Skiathos-Skopelos-Alonissos-Pyli line. In 2001, her company moved her to the Piraeus-Aegina line on the Saronic Gulf, and she was renamed AGIOS NEKTARIOS AEGINAS, in honour of Aegina's patron Saint, Agios Nektarios. She was sold in 2007 to ANES Ferries, with her previous owners acquiring the high speed craft PANORMITIS, which was renamed SPEED CAT 1. Though ANES Ferries at the time operated only on the Dodecanese, the AGIOS NEKTARIOS AEGINAS remained on the Piraeus-Aegina line and kept her name, remaining on the same line ever since. So this is a quick summary of the ship's history and career, which she has spent on the Piraeus-Aegina for all but her first two years of service. Despite being the slowest ship on the Saronic Gulf, she has been particularly appreciated by Aegina residents for her reliable and loyal service, and for the friendliness of the crew and the good maintenance undergone by her company. It also noteworthy to state that she is currently the only ferry that is not part of the Saronic Ferries joint venture, with her owners operating independently against all other ferries that are united! Nevertheless, she is certain to remain on the Piraeus-Aegina line for years to come, unless the future tells her otherwise. My trip with her was a particular one, as it marked my departure from Aegina to Piraeus for the last time in the 2017 summer season with a ferry. Indeed, I was in Aegina since 7 August, and I was the only one to remain with my grandparents on the island for such a long time, as my other family members left Greece earlier to return to work, university and school, respectively. I was intending to begin my studies in the United Kingdom, where the academic year begins in October. Hence, I stayed in Greece until mid September, where I began an internship with the shipping company Dorian LPG for two weeks. As a result, I left a few days before the latter began, along with my grandparents in the evening, having planned to do so with the AGIOS NEKTARIOS AEGINAS. I therefore traveled aboard her for the first time since 24 July 2015, hence in more than two years. In more recent years, I had also traveled with her from Piraeus to Aegina and vice versa during the summer of 2013. She therefore became the last ferry on which I traveled for the 2017 season, but not the last ship (the June Blog post will explain why). The AGIOS NEKTARIOS AEGINAS seen in Aegina prior to our departure. The ship was set to leave at 19:00. We immediately entered it upon arriving at the port. Here is a view of her main garage. She also has side lanes, where cars can be parked in an open space. The ship is the only one on the Saronic Gulf that has an elevator. After taking it, I was able to enter the main passenger lounge area. Upon entering it, one can see the small reception desk. On the right side of the reception desk, a poster depicting the AGIOS NEKTARIOS AEGINAS in the port of Aegina during the evening can be spotted. The ship's main passenger lounge area, featuring several chairs, tables, lounge seats, TV screens, as well as the vessel's main bar. The ship's interior wall also featured an icon of Agios Nektarios, the patron Saint of the island of Aegina, after whom she is named. The ship's passenger lounge area. An upper deck also provides passengers with another lounge area. The upper deck passenger lounge area. Upon exiting the upper passenger deck, a small outdoor alley can be seen on the ship's starboard side, with several side benches and a sun deck next to the bridge. The stern outdoor section, featuring yellow chairs and a small sun deck. The ship's bow, featuring the anchor and knot control area, as well as the vessel's bell. The ship's outdoor alley on the port side. The port side lower deck exterior alley, with a staircase leading to the upper deck. While we began to leave the port of Aegina, the double-ended ferry ACHAEOS of 2way Ferries was seen approaching it. The ACHAEOS seen approaching the port of Aegina. The ACHAEOS almost ready to reach the port of Aegina. The ACHAEOS heading towards Aegina. For the 2017 season, she was the youngest ferry on the Saronic Gulf, the second being the AGIOS NEKTARIOS AEGINAS, which was built seven years before the former. The ACHAEOS seen approaching the port of Aegina. The ACHAEOS beginning to head towards the port of Aegina. Crossing the ACHAEOS, during her fourth straight summer on the Saronic Gulf (and fifth overall in her career). The ACHAEOS almost ready to dock in Aegina. The ACHAEOS as we pass by her near Aegina. The ACHAEOS heading towards the dock of the port of Aegina. She has been on the Piraeus-Aegina-Agistri line since 2014. The ACHAEOS almost reaching the dock of the port of Aegina. The ACHAEOS docking in Aegina. The ACHAEOS having just docked in Aegina. Shortly after passing by the ACHAEOS, the hydrofoil FLYING DOLPHIN ATHINA of Aegean Flying Dolphins was also seen heading towards the port of Aegina, having arrived from Piraeus. The FLYING DOLPHIN ATHINA heading towards Aegina. The FLYING DOLPHIN ATHINA, owned by Aegean Flying Dolphins since 2010, and deployed on the Piraeus-Aegina-Agistri line since 2011, seen heading towards her docking spot in Aegina. After ten minutes, as we were heading towards Piraeus, I spotted another ferry heading towards Aegina. It was the fleetmate of the ACHAEOS, the APOLLON HELLAS. The APOLLON HELLAS heading towards Aegina. The APOLLON HELLAS seen heading towards Aegina. I had traveled with her 25 days prior to my trip with the AGIOS NEKTARIOS AEGINAS, as I was heading from Piraeus to the Saronic Gulf island. Crossing the APOLLON HELLAS on the Saronic Gulf. The APOLLON HELLAS seen heading towards Aegina, in what was her first summer on the Saronic Gulf with 2way Ferries, and her first summer on the line since 2013, back when she was owned by Hellenic Seaways. The APOLLON HELLAS seen on the Saronic Gulf during the evening. The APOLLON HELLAS en route towards Aegina. The APOLLON HELLAS heading towards Aegina. The APOLLON HELLAS heading towards Aegina, with sunset approaching. After another 20 minutes, sunset began towards the East. Here is a nice overview of the Piraeus Roads landscape, where tankers, dry bulk carriers and container ships are moored prior to their eventual berthing in Elefsina, Keratsini or Drapetsona. A distant view of the cruiseferry SUPERFAST XII of Superfast Ferries leaving the port of Piraeus. The SUPERFAST XII seen leaving in the evening, for the Cyclades and the Dodecanese. The SUPERFAST XII, in what was her third straight summer operating on the Piraeus-Syros-Amorgos-Patmos-Leros-Kalymnos-Kos-Rhodes line. The SUPERFAST XII having departed Piraeus for Syros. The SUPERFAST XII leaving Piraeus for Syros. One last view of the SUPERFAST XII, in what turned out to be my last picture of the ship in Greece. Indeed, she will unfortunately depart the Superfast Ferries fleet as she was purchased by Grimaldi Group, which sold its shares in Hellenic Seaways to Attica Group (the parent company of Superfast Ferries), a deal which was approved by the Greek Competition Commission last month. Therefore, this unique ferry is leaving Greece, after 16 extremely successful years, where she was considered to be one of the best ferries (if not the best according to a few) in the country, having served the Aegean Sea and the Adriatic Sea flawlessly. Right after the SUPERFAST XII, another red-hulled ship was exiting Piraeus. This time, it was the much smaller ferry PHIVOS of Nova Ferries, which also operates on the Saronic Gulf. The PHIVOS, one of the best ferries the Saronic Gulf has ever seen, departing Piraeus in order to head towards Aegina. She operates on the Piraeus-Aegina-Methana-Poros line. Built in 1980 in Spain, the PHIVOS has been operating on the Saronic Gulf since 2005, after a one-year-long conversion following her sale to Nova Ferries. Since 2014, she has been operating under the joint venture Saronic Ferries. The PHIVOS heading towards Aegina, in her last itinerary for the day. Crossing the PHIVOS as she heads towards Aegina. The great PHIVOS, seen here heading towards Aegina. The PHIVOS en route towards Aegina. The PHIVOS on her way towards Aegina. Another view of the PHIVOS. The ship's outdoor alley in the starboard side seen in the evening, as we progressively begin to approach Piraeus. Piraeus Roads seen during sunset. We shortly entered Piraeus. There, the BLUE STAR 1 of Blue Star Ferries was seen docked. The BLUE STAR 1 seen in Piraeus, in what was her third straight season on the Northeast Aegean Sea, and second consecutive on the Piraeus-Syros-Mykonos-Psara-Oinousses-Chios-Mytilene line. The BLUE STAR 1 seen in Piraeus. Following the takeover of Hellenic Seaways by Attica Group, she will be replaced on her line by the NISSOS SAMOS of Hellenic Seaways. She is set to operate to the Cyclades and the Dodecanese for the first time since 2014. Behind her was the cruiseferry ARIADNE of Hellenic Seaways, which operated on the Piraeus-Chios-Mytilene line. The BLUE STAR 1 seen resting in Piraeus. The ARIADNE resting as well. She is currently under charter to Italian company Tirrenia di Navigazione for the rest of 2018. Her loss will be felt this year. Hopefully she will be back in 2019. The two ferries connecting Chios and Mytilene with Piraeus for the 2017 season: the BLUE STAR 1 and the ARIADNE. Behind the ARIADNE was the KNOSSOS PALACE of Minoan Lines, which operates on the Piraeus-Heraklion line. And behind the latter were the two ferries of Blue Star Ferries operating in Crete: the BLUE HORIZON and the BLUE GALAXY. Next to them was the high speed craft HELLENIC HIGHSPEED of Hellenic Seaways, which was deployed on the Piraeus-Sifnos-Ios-Santorini line. She had recently returned to Piraeus from the island of Sifnos. The BLUE HORIZON, which has been on the Piraeus-Heraklion line since 2014. The BLUE GALAXY serves the Piraeus-Chania line since 2015. The latter line was served by the BLUE HORIZON from 2010 to 2011. On the right side of the E8 gate, where the E9 gate is located, was the high speed ferry CHAMPION JET 1 of Sea Jets, which had also returned from her daily service, which was spent on the Piraeus-Mykonos-Naxos-Santorini line. Next to her, on the E8 gate, was the hydrofoil FLYING DOLPHIN XVIII of Hellenic Seaways, which was resting for the rest of the day. The FLYING DOLPHIN XVIII seen resting in Piraeus. Another view of the CHAMPION JET 1, in what was her third summer with Sea Jets. Another view of the CHAMPION JET 1, as the AGIOS NEKTARIOS AEGINAS started maneuvering in Piraeus. After one hour and 30 minutes, the AGIOS NEKTARIOS AEGINAS docked in Piraeus and began to unload passengers and vehicles, thus marking the end of the trip. And this marked my last trip for 2017 with a passenger ferry, though not my last trip with a ship in the Greek coastal service as a whole (you will see in the next post, which will be published in June). It was a pleasant evening trip aboard a very friendly and reliable ferry, which has been serving the island of Aegina tirelessly and flawlessly since 2001. #agiosnektariosaeginas #anesferries #summer2017 #greece #saronicgulf #aegean #aegina #piraeus #achaeos #apollonhellas #2wayferries #flyingdolphinathina #aegeanflyingdolphins #superfastxii #superfastferries #phivos #novaferries #bluestar1 #bluehorizon #bluegalaxy #bluestarferries #ariadne #hellenichighspeed #flyingdolphinxviii #hellenicseaways #knossospalace #minoanlines #championjet1 #seajets #tribute

Trip: 9 September 2021. From Poros to Piraeus, with the SPEED CAT I of Alpha Lines. The high speed craft SPEED CAT I was built in 2002 in France. She was one of six sister ships that were ordered by the Swiss government in order to perform an inland waterway service connecting three major Swiss lakes, namely Lake Neuchâtel, Lake Bienne and Lake Morat. They were all part of the Iris Catamaran-class built between 2000 and 2002. The ship began service as the LYON on the Neuchâtel-Bienne-Morat-Yverdon line, just before the start of the 2002 National Swiss Exposition. She remained in this service until 2008. In 2009 she was sold to the Croatian company Adriatic Lines, and was renamed ADRIATIC JET. She was introduced on the Venice-Umag-Poreč-Rovinj-Pula line, thus connecting Italy with Croatia via the Adriatic Sea. She remained in this service until 2020, when she was sold to the newly-established Greek company Alpha Lines. The latter was created by the well-known shipowner Antonios Agapitos, who was once the manager of the historic company Agapitos Lines, and his son, Vassilios. The company therefore served as a successor of the famed Agapitos family, which had been a major contributor to the development of the Greek coastal service from the late 1960s to the late 1990s, having had major success on the Cyclades, the Northeast Aegean Sea, the Dodecanese and the Ionian Sea. After Agapitos Lines was taken over by the then-newly-established giants Minoan Flying Dolphins (which then became Hellas Flying Dolphins before being rebranded as Hellenic Seaways in 2005) in 1999, Antonios Agapitos became one of the leaders of the new company, and served as the CEO of Hellenic Seaways from 2013 until 2018, when the company was acquired by Attica Group. Looking to continue his activities in the Greek coastal service with a fresh new company that would be managed by his son, Agapitos proceeded to launching Alpha Lines and buying the ADRIATIC JET as the company's first ship. The latter was renamed SPEED CAT I, and, following a conversion in Salamina, she was deployed on the Piraeus-Poros-Hydra-Spetses line on the Saronic Gulf in 2021. The debut season of the SPEED CAT I proved to be a major success, as she was praised for her comfortable service and indoor areas. Despite her unusual aesthetic appearance which has polarised shipping enthusiasts, the ship was considered to be extremely reliable and was further appreciated due to the fact that she provided competition on a demanding line of the Saronic Gulf that had previously been dominated solely by Hellenic Seaways (the former employers of Antonios Agapitos himself). This was in spite of the fact that very few other companies managed to enter service on the Piraeus-Poros-Hydra-Spetses-Porto Cheli line in the past decade (such as Hydra Speed Lines, Aegean Flying Dolphins or Hellas Speed Cat) with no success. Additionally, Alpha Lines was noted for providing innovative features as part of the passengers' onboard experience. These included each passenger seat having a QR code from which passengers could order food and drinks from the ship's onboard bar, an online entertainment service displayed across digital screens that could be used by passengers during the trip, as well as providing luggage vouchers (passengers would give their luggage to the crew before the trip in exchange of a voucher code, which the crew would then keep in store in order to discharge the luggage themselves at the passengers' desired destination, hence saving them time and effort from looking for their belongings as the ship would undergo her docking procedure). All such features had never been seen before in the Greek coastal service. Finally, the ship notably had an outdoor deck area with dedicated aircraft-style seats that would enable passengers to remain outdoors throughout the whole duration of the trip-a rarity for a Greek high speed craft. All these factors were key in Alpha Lines ultimately being awarded the prestigious 'Passenger Line of the Year' award given by Lloyd's List Greek Shipping Awards for 2021, therefore became the first company to ever win the award in its debut season. With the arrival of the SPEED CAT I, Hellenic Seaways finally managed to encounter a serious and threatening competitor on the Saronic Gulf, and the anticipated arrival of the SPEED CAT I was another factor in the company deciding to order three newly-built aero high speed catamarans, which are due to arrive this summer so as to replace the aging hydrofoils. Therefore, the 2022 season, which is already forecasted to experience record numbers in passenger traffic on the Saronic Gulf, is undoubtedly going to be very promising and very exciting to watch. After having spent the whole day of 9 September 2021 in the island of Poros, whereupon I saw several ships that frequently serve the island, it was now time for me to head back to Piraeus for the evening. I had arrived to the island in the morning with the FLYINGCAT 6 of Hellenic Seaways (with which I performed my second-ever trip, with the first one having been on 28 July 2019 from Spetses to Piraeus), I was now intending to perform the return leg to Piraeus with the SPEED CAT I. Besides this being my first trip with the ship and the company, it was also my first-ever trip on the Saronic Gulf onboard a high speed craft that was not owned by Hellenic Seaways or Aegean Flying Dolphins, and my first-ever trip on the Saronic Gulf onboard a high speed craft that was built during the 2000s and which was performing her debut season in Greece. The SPEED CAT I seen arriving in the port of Poros, after passing by the Troizinia Strait. The pictures of the ship arriving in Poros from Hydra can also be seen in the previous Blog post that I wrote. A view of the SPEED CAT I as she is arriving in Poros, during her debut season in Greece and under Alpha Lines. The SPEED CAT I about to dock in Poros. Her aesthetic appearance has made her a distinguishable ship in Piraeus, and shipping enthusiasts and passengers have mixed opinions regarding the design. Regardless of this, the ship still provides an excellent service ever since her arrival in Greece. The SPEED CAT I seen as she is about to dock in the port of Poros. Coincidentally, she became the first ship not owned by Hellenic Seaways to be deployed on the Piraeus-Poros-Hydra-Spetses line since the similarly-named SPEED CAT 1, also a high speed craft, which is owned by Hellas Speed Cat. Indeed, the latter ship, which was previously the PANORMITIS of ANES Ferries from 2001 to 2007, attempted to operate on the Saronic Gulf during the 2016 season. After being deployed there in March 2016, she unfortunately suffered a major engine failure after only a couple of weeks in service, and she was withdrawn from the line. She has never returned to service ever since, instead remaining laid-up in Salamina while awaiting her fate. The SPEED CAT I seen passing in front of me in order to dock in the port of Poros. A view of the SPEED CAT I as she is about to dock in the port of Poros. While she became the first ship of her class to successfully operate in Greece, she was actually not the first one to be deployed in Greek waters. Indeed, her sister ship, the IRIS JET (built in 2000), which had previously operated in Spain for the company Cape Balear (2000-2003) before having a stint in Turkey, had briefly been introduced for service during the 2017 season on the Dodecanese, under the management of the Greek tourist agency Travelway, based in Kos. She reportedly performed a few (if not any) excursions along the Rhodes-Symi-Kos-Kalymnos-Leros-Patmos line before experiencing a major engine failure in late July 2017. In fact, she was the mysterious ship that I had seen being towed to Perama while I was heading from Piraeus to Sifnos with the ADAMANTIOS KORAIS of Zante Ferries on 26 July 2017. Ultimately, while the ship was repaired in late 2017 and was due to resume service on the Dodecanese in 2018, she never did so, and has been remaining laid-up in İskenderun ever since. Two years later, her sister ship, the SPEED CAT I, would go on to be acquired by a Greek company, and she eventually entered service with much success. The SPEED CAT I seen as she is docking in the port of Poros, just before I proceeded to embark onboard her. The SPEED CAT I features indoor passenger areas across two decks, with the lower one having seats of the Economy Class while the upper one was dedicated to the Business Class. Here is a view of the aircraft-style seats of the Economy Class, which was decorated with impressive lighting over the ceiling. Another view of the brown aircraft-style seats of the Economy Class. A view of the aircraft-style seats of the Business Class, located in the ship's upper deck. Another view of the Business Class indoor area towards the aft section, which features white and grey aircraft-style seats, all of which also have the logo of Alpha Lines printed on them. After seeing the indoor areas of the ship, I proceeded to heading towards the upper outdoor deck, which features numerous white chairs assigned in rows. This outdoor area enabled to passengers to stay outside for the duration of the trip, something which is very uncommon for a Greek high speed craft. Having such an opportunity, I decided to stay outdoors for the whole trip. A view of the outdoor area on the upper deck of the ship, which covers mostly the stern section. In addition to the numerous seats one can find in the outdoor area, there is also additional storage for luggage, which is organised according to the islands in which passengers are due to disembark. At 18:00, the SPEED CAT I began to leave the port of Poros in order to complete her return leg to Piraeus. As she was departing, I was able to spot the port of Galatas Troizinias, which is the departure port for ferries heading from the Peloponnese to Poros. There, I saw two ships owned by Troiziniaki NE, namely the landing craft NIKOLAKIS D and the double-ended ferry KYRIAKI. The NIKOLAKIS D seen docked in Galatas Troizinias alongside her fleetmate, the KYRIAKI. The KYRIAKI seen in the port of Galatas Troizinias. Built in 2000 for Troiziniaki NE, she has spent her entire career on the Galatas Troizinias-Poros line. She is notably the smallest double-ended ferry that operates in Greece. The NIKOLAKIS D seen as she is departing the port of Galatas Troizinias in order to head to Poros. Built in 1994 in Greece, she began her career as the AGIOS SPYRIDON for the Elafonisos-based company Simos Star, operating on the Pounta-Elafonisos line until her sale to the Paros-based company Agia Marina I NE in 2003. Under the latter, she spent 13 years on the Paros-Antiparos line on the Cyclades. In 2016 she was bought by Troiziniaki NE, was renamed NIKOLAKIS D, and began service on the Galatas Troizinias-Poros line. The NIKOLAKIS D seen undergoing her maneuvering procedure in order to leave Galatas Troizinias. The NIKOLAKIS D seen completing her maneuvering procedure in order to make her way towards the port of Poros. Another view of the KYRIAKI, as she is seen resting in Galatas Troizinias. A wider view of the port of Galatas Troizinias, with the NIKOLAKIS D leaving for Poros while the KYRIAKI remains docked. As the SPEED CAT I began to leave the port of Poros, I got to see two other landing craft that serve the Galatas Troizinias-Poros line, namely the NISSOS POROS of Poros Ferries and the IOANNIS II of VR Ferries. One last view of the beautiful island of Poros, on which I got to spend a very memorable day and had the chance to see several ferries of the Greek coastal service. The NIKOLAKIS D seen once again, as she makes her way towards the port of Poros. The stern of the SPEED CAT I seen while she sails at full-speed on the Saronic Gulf, while heading back to Piraeus. After only 70 minutes of sailing, the SPEED CAT I had arrived at the entrance of the port of Piraeus at 19:10. There, I spotted the small passenger boat GEORGIOS BROUFAS of Broufas Vessels having left the port in order to head towards Salamina. The GEORGIOS BROUFAS seen having left Piraeus for Salamina. Built in 1997, she has spent almost her entire career on the Piraeus-Salamina line, serving the ports of Kamatero and Paloukia. The only time in which she did not serve Salamina was during the 2016 season, when she operated on the Ios-Sikinos-Folegandros line on the Cyclades. Another view of the GEORGIOS BROUFAS, during what was her fifth consecutive season on the Piraeus-Salamina since her return from the Cyclades. The GEORGIOS BROUFAS seen sailing while performing yet another trip from Piraeus to Salamina. I traveled with her for the first time during the 2020 season, back when I headed from Piraeus to Salamina on 14 August 2020. Since then, I had the opportunity to travel with her two more times-both during the 2021 season-on 5 August 2021 and on 3 September 2021 (hence 8 days before my trip with the SPEED CAT I). The GEORGIOS BROUFAS seen once more as she leaves the port of Piraeus for Salamina. Her sister ship and fleetmate, the GEORGIOS BROUFAS II, was missed in Piraeus this year, as she was sent on a long-term charter to the Hellenic Army in order to transport soldiers on the Northeast Aegean Sea and on the Dodecanese, following the conclusion of the 2020 season. The GEORGIOS BROUFAS seen right as she is about to exit the port of Piraeus. One last view of the GEORGIOS BROUFAS as she heads towards the exit of the port of Piraeus. As the SPEED CAT I began to head towards the E8 gate of the port of Piraeus, I had the chance to spot the large ferry NISSOS RODOS of Hellenic Seaways, which has been operating on the Piraeus-Chios-Mytilene line since 2018. The NISSOS RODOS seen docked in the port of Piraeus. Built in 1987 in Japan, she was acquired in 2005 by Hellenic Seaways, shortly after the latter had been rebranded. Initially known as the OCEAN TRAILER (2005-2007) and then as the HELLENIC VOYAGER (2007-2010), her first years under her owner saw her alternating operations between serving the Corinth-Venice line on the Adriatic Sea as a Ro-Ro carrier or spending time on charter to Grimaldi Lines (for whim she operated for two years). She was extensively refurbished between 2009 and 2010 in order to be deployed as a passenger ferry on the Piraeus-Paros-Kos-Rhodes line on the Dodecanese in 2010, being renamed NISSOS RODOS in the process. Her service there was unsuccessful, however, and she remained inactive for the most part between 2011 and 2013, before returning to the Corinth-Igoumenitsa-Venice line in 2014. Since 2015, the ship has been an established ferry on the Northeast Aegean Sea, having served the latter's main lifeline from Piraeus between 2015 and 2017, before heading to her current service on the Piraeus-Chios-Mytilene line in 2018. Passing by the NISSOS RODOS, which was due to depart the port of Piraeus during the evening. As we continued to head towards the docking spot of the SPEED CAT I, I saw two prominent high speed craft of the Greek coastal service. Indeed, these were the high speed ferry SPEEDRUNNER III of Aegean Speed Lines and the high speed catamaran FLYINGCAT 4 of Hellenic Seaways. I also got to see a high speed ferry that was docked in Piraeus as part of her annual winter lay-up. Indeed, that was the HELLENIC HIGHSPEED of Hellenic Seaways, which had just completed her summer season on the Piraeus-Mykonos-Ikaria-Fournoi-Patmos-Leros-Kalymnos-Kos-Symi-Rhodes line. A bit further down, I went on to spot three high speed ferries owned by Sea Jets, which has undoubtedly become the leading operator of high speed craft in Greece, and one of the most dominant companies operating on the Cyclades. These high speed ferries happened to be three of the best ships owned by the company, namely the WORLDCHAMPION JET, the TERA JET and the CHAMPION JET 2. The TERA JET seen docked in Piraeus alongside the CHAMPION JET 2. The former joined Sea Jets in 2014, whereas the latter was bought in 2015. Both ships played an integral role in the growth of the company during the late 2010s. The HELLENIC HIGHSPEED seen docked in Piraeus after having ended her summer season. The summer of 2021 marked her second consecutive season back with Hellenic Seaways, after having spent the previous year on the Siteia-Kasos-Karpathos-Chalki-Rhodes line. Before that, she had spent the 2019 season under charter to Fast Ferries, for whom she operated on the Rafina-Tinos-Mykonos-Naxos line as a replacement for the conventional ferry EKATERINI P, which missed two years of service because of a major engine failure. The HELLENIC HIGHSPEED was seen docked alongside the hydrofoil FLYING DOLPHIN XXIX of Hellenic Seaways, which also served the Saronic Gulf. Another view of the WORLDCHAMPION JET alongside the TERA JET and the CHAMPION JET 2. The WORLDCHAMPION JET and the TERA JET seen together in Piraeus. They are the two largest and fastest high speed craft of the company, and widely perceived as the two best ships of the company. The CHAMPION JET 2 seen in Piraeus during what was her seventh consecutive season with Sea Jets, and her second consecutive summer on the Piraeus-Serifos-Sifnos-Milos line on the Western Cyclades. Her service there has been quite successful, and she notably performed two sailings a day from Piraeus during the summer of 2021. The HELLENIC HIGHSPEED seen resting in the port of Piraeus. Unfortunately, the summer of 2022 will see her operating outside of Greece, as she will be chartered to Africa Morocco Link (which is part of Attica Group, of which Hellenic Seaways is also a subsidiary) in order to operate a seasonal high speed service on the Algeciras-Tangier Med line on the Gibraltar Strait. Her service on the Cyclades, the Northeast Aegean Sea and the Dodecanese will not be taken over by another ship of the company. A view of the FLYING DOLPHIN XXIX as she is docked in the port of Piraeus. Built in 1993, she has spent her entire career on the Saronic Gulf, on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. She was therefore a notable competitor of the SPEED CAT I in 2021. I also had the chance to see the cruiseferry KNOSSOS PALACE of Minoan Lines, which was serving the Piraeus-Milos-Heraklion line. Built in 2001, and formerly known as the OLYMPIA PALACE, she spent her first summer under Minoan Lines since 2011, after having previously operated on the Tyrrhenian Sea first as the BONARIA under charter to the Italian company Tirrenia Di Navigazione (2012-2018) and then as the CRUISE BONARIA for Grimaldi Lines (2018-2020). As part of the fleet reshuffle undertaken by Minoan Lines in 2020 and in 2021, she returned to her original owners in late 2020, as a replacement of the original KNOSSOS PALACE, which ended her 20-year-long career on the Piraeus-Heraklion line and joined Grimaldi Lines instead, becoming the new CRUISE BONARIA. The new KNOSSOS PALACE joined her sister ship, the FESTOS PALACE (previously the EUROPA PALACE and then the MYKONOS PALACE), which had been introduced on the Piraeus-Milos-Heraklion line in 2020. Behind the KNOSSOS PALACE, I spotted the two ships of ANEK Lines that served Crete during the 2021 season. Indeed, these were the KRITI I and the ELYROS. The former served the Piraeus-Heraklion line, whereas the latter operates on the Piraeus-Chania line. A view of the KNOSSOS PALACE in Piraeus, during her first season under Minoan Lines after a decade. During her first spell under the latter, she operated on the Adriatic Sea. She operated on the Patras-Igoumenitsa-Ancona from 2001 to 2009, before moving to the Patras-Igoumenitsa-Corfu-Venice line in 2010. After the 2011 season, this service was discontinued, and, following a failed attempt by Minoan Lines to operate her and the EUROPA PALACE (today the FESTOS PALACE) on the Piraeus-Chania line in 2012, the two ferries service joined Tirrenia Di Navigazione under charter. Both ships eventually returned to Minoan Lines, with the ex-EUROPA PALACE joining them in 2018 as the MYKONOS PALACE in order to finally serve the Piraeus-Chania line. After two seasons she was renamed FESTOS PALACE in 2020, and the ex-OLYMPIA PALACE joined her on the Piraeus-Milos-Heraklion line in 2021. The SPEEDRUNNER III seen docked in the port of Piraeus. Bought by Aegean Speed Lines in 2009, she was spending her third consecutive season on the Piraeus-Serifos-Sifnos-Milos line and her fifth consecutive summer on the Western Cyclades altogether. I traveled with her twice during the 2021 season, first on 23 June from Piraeus to Milos, and then from Milos back to Piraeus on 1 July. Before these trips, I had also traveled with her from Sifnos to Piraeus on 29 July 2017. Not far from the SPEEDRUNNER III was the FLYINGCAT 6 of Hellenic Seaways, onboard which I had traveled earlier that day. The SPEEDRUNNER III, the sole remaining ship of Aegean Speed Lines since 2017, seen resting in Piraeus. A view of the veteran ferry KRITI I, which was spending her first summer under ANEK Lines since 2016, and her first season on the Piraeus-Heraklion line since 2014. Indeed, from 2017 to 2020 she was operating under charter to the Italian company Grandi Navi Veloci on the Civitavecchia-Termini Imerese line on the Tyrrhenian Sea. After returning to Greece in 2020, she was refurbished and replaced her sister ship and fleetmate, the KRITI II, ahead of the 2021 season. The latter ferry spent the entire summer under lay-up in Perama. Another picture of the KNOSSOS PALACE, as she is seen docked in Piraeus. As we almost headed towards the docking spot of the SPEED CAT I, I saw another high speed catamaran, namely the FLYINGCAT 4 of Hellenic Seaways. She has been the main competitor of the SPEED CAT I, as she is the largest and fastest ship of Hellenic Seaways operating on the Saronic Gulf. Even though her career is mostly associated with her successful operations on the Cyclades, since 2019 she has been serving the Piraeus-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. The FLYINGCAT 6 seen docked in Piraeus. Along with the FLYINGCAT 4 and the FLYINGCAT 5, she is one of the three 'Flyingcats' of Hellenic Seaways that served the Saronic Gulf during the 2021 season, something which they also did in 2020. She has been operating on the Saronic Gulf since 2018, and has been assigned on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line since 2020. A view of the impressive WORLDCHAMPION JET, which was spending her third season with Sea Jets. The summer of 2021 saw her operating on the Piraeus-Syros-Mykonos-Naxos-Ios-Santorini line, which she served with considerable success. A view of the FLYINGCAT 4 alongside the FLYINGCAT 6 in Piraeus. As both ships serve the Saronic Gulf, they were two major competitors of the SPEED CAT I. Another view of the SPEEDRUNNER III as she is seen docked in Piraeus. As we began to approach the docking area of the E8 gate, I had the chance to see additional ferries serving the Saronic Gulf. One of them was the PHIVOS of Nova Ferries, which served the Piraeus-Aegina-Methana-Poros line as part of the Saronic Ferries joint venture. The PHIVOS was seen alongside the conventional double-ended ferry POSIDON HELLAS of 2way Ferries, which serves the Piraeus-Aegina-Agistri-Methana-Poros line, also under the Saronic Ferries joint venture. The POSIDON HELLAS seen docked in Piraeus. She was built in 1998 in Greece, and became the first double-ended ferry in the history of the Greek coastal service. She has spent her entire career on the Saronic Gulf, and originally operated for Poseidon Consortium Shipping from 1998 to 1999, when she was acquired by Minoan Flying Dolphins and joined the Saronikos Ferries division. Her company was renamed Hellas Flying Dolphins in 2002, before being rebranded as Hellenic Seaways in 2005. In 2015 the ship was sold to 2way Ferries, for whom she has continued to operate on the Saronic Gulf. The PHIVOS seen docked in Piraeus next to the POSIDON HELLAS. She has been operating in Greece and on the Saronic Gulf since 2005, after having spent a year being converted following her acquisition by the then-newly-established company Nova Ferries. Her first two seasons were spent on the Piraeus-Aegina-Methana-Poros-Hydra line, before she operated exclusively on the Piraeus-Aegina line from 2007 to 2013. Following the establishment of the Saronic Ferries joint venture in 2014, the ship has been serving the Piraeus-Aegina-Methana-Poros line. The FLYINGCAT 6 seen docked in Piraeus during what was her fourth consecutive season on the Saronic Gulf, and her seventh season overall. Indeed, she also operated there in 2013, in 2015 and in 2016. Besides these years, she spent her Greek career on the Sporades (from 2005 to 2012, in 2014 and in 2017). She is due to return there this year, being deployed on the Volos-Skiathos-Skopelos-Alonissos line for the first time in five years. Another view of the SPEEDRUNNER III in Piraeus. The ship has been in the news quite frequently these past few weeks, as it was announced that she had been sold to Sea Jets. She is due to join the company later this month, presumably as the SPEEDRUNNER JET. Her sale ultimately marks the end of the existence of Aegean Speed Lines, which had been a notable company of the Greek coastal service for 17 years, being particularly successful on the Western Cyclades. Unfortunately, strong competition provided by Sea Jets and uncertainties regarding the current geopolitical and economic conditions and their impact in the ferry industry led the company in divesting from operating high speed craft. With this move, the SPEEDRUNNER III is set to reunite with her sister ship and former fleetmate, the ex-SPEEDRUNNER IV, which has been known as the SUPERRUNNER JET since joining Sea Jets in 2021 (after having previously operated for four years as the SUPERRUNNER for Golden Star Ferries). Another view of the TERA JET in Piraeus. After spending the 2020 season and the 2021 season under lay-up, the ship will be reactivated by her company in order to begin service on the Piraeus-Serifos-Sifnos-Milos line. She will therefore replace the CHAMPION JET 2 on the Western Cyclades, with the latter being planned for service on the Piraeus-Paros-Naxos-Ios-Santorini line. Passing by the impressive WORLDCHAMPION JET, which has become one of the most successful high speed ferries to have been introduced in Greece. This largely thanks to her unrivaled speed, as she is able to sail at an average of 44 knots during the high season. She also features impressive and comfortable indoor areas, and she serves several popular islands of the Cyclades, which has therefore made her a favourite amongst tourists. She notably received the prestigious 'Ship of the Year' given by Lloyd's List Greek Shipping Awards for 2019. She became the first Greek high speed craft to win the award, as well as the third passenger ship to do so, following the NISSOS MYKONOS of Hellenic Seaways (today the BLUE STAR MYCONOS of Blue Star Ferries) in 2006 and the BLUE STAR CHIOS of Hellenic Seaways (today the BLUE STAR CHIOS of Blue Star Ferries) in 2007. Another view of the WORLDCHAMPION JET, during her third season in Greek waters. Built in 2000 in Australia, she spent the first 18 years of her career on the Rønne-Ystad line on the Baltic Sea, as the VILLUM CLAUSEN of the Danish company Bornholms Traffiken, which has been known as Bornholmer Færgen since 2010. She was subsequently sold to Sea Jets in late 2018, and began service for them on the Cyclades during the 2019 season. The PHIVOS and the POSIDON HELLAS seen resting together in Piraeus, as the SPEED CAT I prepares to dock next to them. The PHIVOS and the POSIDON HELLAS, two beloved ferries of the Saronic Gulf, seen docked together in the port of Piraeus. Another view of the POSIDON HELLAS, during what was her seventh consecutive season under 2way Ferries. Next to the docking spot of the SPEED CAT I was the hydrofoil FLYING DOLPHIN XVII of Hellenic Seaways. Built in 1984, she has also spent her entire career on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line on the Saronic Gulf. A view of the FLYING DOLPHIN XVII as she is seen resting in the port of Piraeus. I traveled with her three times during the 2021 season, on all occasions from Piraeus to Aegina. Indeed, I performed trips with her on 19 July 2021, 1 August 2021 and 1 September 2021. I had also traveled with her from Aegina to Piraeus back on 7 August 2019. The SPEED CAT I seen docking next to the POSIDON HELLAS, while the latter is resting in the port of Piraeus. A broader view of the port of Piraeus during the evening, featuring the KNOSSOS PALACE, the SPEEDRUNNER III and the FLYINGCAT 6. Another view of the KNOSSOS PALACE in Piraeus. The POSIDON HELLAS seen once again in Piraeus. She is one of the three ships owned by 2way Ferries that operate on the Saronic Gulf, together with the ACHAEOS and the APOLLON HELLAS. Another picture featuring the FLYINGCAT 6 and the FLYINGCAT 4 together in Piraeus. The KNOSSOS PALACE seen in Piraeus alongside the SPEEDRUNNER III, the FLYINGCAT 6 and the FLYINGCAT 4, with the KRITI I and the ELYROS in the background. One last view of the POSIDON HELLAS in Piraeus, just as the SPEED CAT I has completed her docking procedure, therefore marking the end of my trip with her. I proceeded to disembark from the SPEED CAT I as soon as we arrived in Piraeus. Here is a picture of her together with the much larger WORLDCHAMPION JET. The SPEED CAT I seen in the port of Piraeus, shortly after disembarkation. The office headquarters of Alpha Lines happen to be right at the opposite side of the road passing by the E8 gate where the ship docks. A view of the PHIVOS, which has been my all-time favourite ship of the Greek coastal service, and a major part of my childhood in Greece. Another view of the TERA JET, still considered to be the flagship of Sea Jets despite having been inactive for the past two years. Since joining the company, she has seen much success, first on the Heraklion-Cyclades service from 2014 to 2015, before garnering much acclaim when she entered service on the Rafina-Tinos-Mykonos-Paros-Naxos line in 2017. After two seasons based in Rafina and a spell on the Piraeus-Paros-Ios-Santorini line in 2019, the ship was deemed too costly to operate and was therefore laid-up from 2020 to 2022. She is finally set to make her comeback under Sea Jets on the Western Cyclades. Another view of the PHIVOS, which, despite being 42 years old and the oldest conventional ferry of the Saronic Gulf, still maintains high-quality services and continues to be appreciated by the local passengers. Another view of the WORLDCHAMPION JET, which is set to spend a second consecutive season on the Piraeus-Syros-Mykonos-Naxos-Ios-Santorini line. The PHIVOS seen as she is resting in the port of Piraeus. One last view of the great PHIVOS, with which I had the chance to travel twice during the 2021 season, including on 21 June 2021, which marked my first trip in Greece that year. My last one would turn out to be the one that I did with the SPEED CAT I, almost three months later. The SPEED CAT I seen together with the WORLDCHAMPION JET in Piraeus. Both ships have played a vital role for their companies since their arrivals in Greece, regardless of the different destinations that they serve. One final view of the SPEED CAT I, right after having completed my first-ever trip with her. This therefore marks the end of the Blog post, which covered what eventually proved to be the final trip that I did with a ship of the Greek coastal service for the 2021 season. And this season will hardly be one to forget, as I performed a total of 41 different trips during the summer, a record that easily stands in front of the previous one that I held (26 trips in 2018). It was a pleasure to end this incredible run with a high-quality trip onboard a very nice high speed craft. The SPEED CAT I is a very reliable ferry, and her outdoor area which is accessible to passengers was without a doubt the main highlight of my trip from Poros to Piraeus. The journey was very smooth and comfortable, and I was further impressed with the ship's indoor areas. It was a great way for me to end this special day, which I spent in a beautiful island of the Saronic Gulf. Altogether, it was nice to see a newly-established company entering a market that had previously been dominated by just one main company, and already experiencing success from its first year of operations. Not only does competition improve the Greek coastal service, but it is also great to see the famed Agapitos name continuing to make its mark on the Aegean Sea, with the new generation also ready to give us exciting prospects for the future. These are the families that the Greek coastal service needs in order to thrive, just like it did from the 1970s to the late 1990s. #speedcati #alphalines #summer2021 #greece #saronicgulf #aegean #poros #piraeus #galatastroizinias #nikolakisd #kyriaki #troiziniakine #nissosporos #porosferries #ioannisii #vrferries #georgiosbroufas #broufasvessels #nissosrodos #flyingcat4 #hellenichighspeed #flyingdolphinxxix #flyingcat6 #flyingdolphinxvii #hellenicseaways #speedrunneriii #aegeanspeedlines #worldchampionjet #terajet #championjet2 #knossospalace #minoanlines #kritii #elyros #aneklines #phivos #novaferries #posidonhellas #2wayferries #tribute

Trip: 26 July 2021. From Ios, to Tinos, via Naxos, Paros and Mykonos, with the SUPEREXPRESS of Golden Star Ferries. The high speed ferry SUPEREXPRESS, a wave-piercing catamaran, was built in 1998 in Australia. She was the second out of four sister ships that were ordered by various operators, and in her case she was delivered to the Argentinian company Buquebus in order to operate on their Western Mediterranean Sea service. She was initially named CATALONIA and she made history by capturing the Blue Riband Challenge Trophy (also known as the Hales Trophy) for having made the fastest Eastbound Atlantic Ocean crossing, while performing her delivery voyage from New York to Ceuta. Her record however lasted just six weeks, as it was then surpassed by her younger sister ship, the CAT-LINK V of Scandlines (now the SKÅNE JET of the German company FRS). The CATALONIA was renamed CATALONIA L just before she began service on the Barcelona-Palma line. In 1999 she was transferred to the Algeciras-Málaga-Ceuta line. In 2000 she was chartered to P&O European Ferries in order to operate under their P&O Portsmouth division. She was renamed PORTSMOUTH EXPRESS and was deployed on the Channel, serving the Cherbourg-Portsmouth line. She returned in late 2000 to Buquebus and was again renamed CATALONIA, before returning to P&O Portsmouth in 2001, having again been renamed PORTSMOUTH EXPRESS and being redeployed on the Cherbourg-Portsmouth line. She returned to Buquebus and was again renamed CATALONIA in late 2001, before being sent again on charter on the Channel as the PORTSMOUTH EXPRESS in 2002, on the Cherbourg-Portsmouth line. The following year, P&O Portsmouth was discontinued as P&O European Ferries began to trade as P&O Ferries on the Channel. She thus spent the summer on the Cherbourg-Portsmouth line as the EXPRESS. After spending the winter of 2003-2004 as the CATALONIA for Buquebus, she was sold to P&O Ferries in 2004 and returned to the Cherbourg-Portsmouth line as the EXPRESS (with the marketing name CHERBOURG EXPRESS). Her spell on the Channel was marred by numerous engine troubles which resulted in several canceled services. In 2005 she was transferred to the P&O Irish Sea division, being deployed as the EXPRESS on the Troon-Cairnryan-Larne line, connecting Scotland with Northern Ireland via the Irish Sea on a seasonal service. In 2010, P&O Irish Sea began to trade as P&O Ferries as well. The EXPRESS was refurbished in 2013, and returned to service by only serving the Troon-Larne line. After many disappointing and unprofitable results, P&O Ferries announced the closure of the Troon-Larne line at the conclusion of the 2015 season. The EXPRESS was laid-up in Belfast. In 2016 she was sold to the Swedish company Gotlandsbåten, and, after being refurbished in Helsingborg, she entered service on the Västervik-Visby-Nynäshamn line on the Baltic Sea. After unsatisfactory service there as well, she was laid-up at the end of the season in Västervik. In 2017 she was chartered to the Finnish company Viking Line, and was deployed on the Tallinn-Helsinki line under the marketing name VIKING FSTR. In 2018 she was chartered to the Spanish company Naviera Armas and was deployed on the Canary Islands Archipelago, on the Los Cristianos-San Sebastián de La Gomera-Valle Gran Rey line. After her charter ended during the fall, it was announced that she had been sold to Golden Fast Ferries, a joint venture between the Greek companies Golden Star Ferries and Fast Ferries. Both companies have been known as key players on the Cyclades, having operated successful services out of Rafina since 2011 and 2007, respectively. Indeed, during the 2010s, passenger traffic from Rafina boosted significantly, and this prompted companies such as the aforementioned ones to invest in new ships that provided even more efficient service. However, during the mid 2010s they began to experience threatening competition from Sea Jets, which notably deployed the large high speed ferry TERA JET on the Rafina-Tinos-Mykonos-Naxos-Paros line in 2017, before adding other vessels such as the PAROS JET and the NAXOS JET during that same span. That same year, Golden Star Ferries introduced a newly-acquired high speed ferry, namely the SUPERRUNNER (the ex-SPEEDRUNNER IV of Aegean Speed Lines, sold in late 2016), on the Rafina-Tinos-Mykonos-Paros-Naxos-Ios-Santorini line on the Cyclades. This service was considered extremely successful, and therefore sparked a fierce rivalry between Golden Star Ferries and Sea Jets. As this competition carried on, Sea Jets bought the impressive high speed ferry WORLDCHAMPION JET, one of the fastest ferries in the world. They were planning to deploy her in 2019 out of Rafina, while the TERA JET would move to the Piraeus-Paros-Ios-Santorini line. Anticipating another summer full of confrontations with Sea Jets, Golden Star Ferries decided to partner with Fast Ferries and bought the EXPRESS. She arrived in Greece under the name GOLDEN EXPRESS, and began conversion in Perama and in Salamina. She was planned to be deployed on the Rafina-Syros-Mykonos-Paros-Naxos-Koufosini-Amorgos line. Right before the start of the 2019 season, however, a dispute between Golden Star Ferries and Fast Ferries ensured, and this resulted in the ship being fully transferred to former. She was renamed SUPEREXPRESS, and became the fourth high speed craft of the company. As the WORLDCHAMPION JET was eventually inserted on the Piraeus-Syros-Mykonos-Naxos-Santorini line, the company decided to add the SUPEREXPRESS on a service out of Piraeus. As a result, she was deployed on the Piraeus-Paros-Naxos-Mykonos-Tinos-Andros-Rafina line, on which her fleetmate, the high speed trimaran SUPERSPEED, had started operations. With this move, that ship was instead deployed on the Rafina-Syros-Mykonos-Paros-Naxos-Koufosini-Amorgos line, where she had a very disappointing service and ended her season prematurely after suffering a severe engine failure in Naxos. As for the SUPEREXPRESS, her first season was met with mixed reviews. While praised for her impressive amenities and comfortable service, she experienced several engine troubles, which resulted in multiple delays. Golden Star Ferries was eventually unable to match Sea Jets after that season, and this resulted in the company selling four of its ships to the latter in 2021. They only kept the SUPERFERRY and the SUPEREXPRESS, which was deployed on the Rafina-Tinos-Mykonos-Naxos-Paros-Ios-Santorini line, hence replacing the SUPERRUNNER which joined Sea Jets as the SUPERRUNNER JET. This is a full overview of the SUPEREXPRESS, a high speed craft which, despite her potential, has experienced several ups and downs and has had a rather inconsistent career. This was proven by the several changes in operators, especially before and after her stint on the Irish Sea under P&O Ferries. Her first season in Greece was also troublesome, but she eventually managed to provide good service afterwards. In her first summer out of Rafina, however, she managed to thrive at last, having an excellent season with less engine troubles and with very good passenger numbers. She was therefore deemed as a worthy successor of the SUPERRUNNER, which had made a name for herself during her time under Golden Star Ferries. She was one of the few high speed craft that connected so many islands of the Cyclades between them, and she helped provide a good reputation for her company, despite the latter having a diminished fleet. I had the chance to travel with the SUPEREXPRESS for the first time as part of the trip that I had been doing with my friends from my exchange semester in Beijing, in which we first stopped by Ios before then heading to Tinos. I had arrived in Ios from Piraeus with the WORLDCHAMPION JET on 22 July, and I had the chance to see a few ships serving the island on 24 July and on 26 July. Later that day, the SUPEREXPRESS was returning to the island from Santorini, in order to make her way back to Rafina. By traveling with her, she became the fourth ship of Golden Star Ferries on which I traveled, after having already been on the SUPERFERRY on 14 June 2018 while heading from Rafina to Ios, then on the SUPERRUNNER three days later from Ios to Mykonos, and on the SUPERFERRY II (now the SUPERSTAR of Sea Jets) while heading from Andros to Rafina. She also became the second high speed craft of Golden Star Ferries on which I traveled, after the SUPERRUNNER. She became the second ship Incat-built high speed craft on which I traveled, after the CHAMPION JET 1 of Sea Jets, on which I embarked on 12 July 2015 while sailing from Santorini to Piraeus. Moreover, it was my second inter-Cyclades trip with a high speed craft, after the one that I did with the SUPERUNNER back in 2018. The SUPEREXPRESS seen arriving in the port of Ios from Santorini, moments before I embarked onboard her for the first time. A view of the SUPEREXPRESS shortly before she underwent her maneuvering procedure in order to dock in the port of Ios. The SUPEREXPRESS having docked in Ios and preparing to load passengers and vehicles. This is a view of her stern, which features the well-known glass window covering the two passenger decks that gives a nice view from the inside. Her name is written right above the glass window, in the classic font used by Golden Star Ferries. A view of the lower deck of the ship's garage, which is quite modern and provides sufficient lighting. The upper deck of the garage of the SUPEREXPRESS, featuring several ramps that can provide additional vehicle capacity. The ship can carry a total of 200 cars, in addition to 1,070 passengers. A view of the reception area, which is located in the first of two decks dedicated to the passenger accommodation. Overall, the ship features many modern areas, including very nice indoor lounge areas along with many comfortable and colourful aircraft-style seats, such as those seen in this picture. A view of the passenger lounge area in the lower deck, which features dozens of aircraft-style seats, as well as a bar located next to the staircase that leads to the upper deck. Another view of the indoor lounge area of the lower passenger deck, towards the middle section of the ship. It once again features dozens of aircraft-style seats. The aft section of the indoor lounge area of the lower deck, featuring more aircraft-style seats and the well-known glass window at the back. A quick picture of the VIP Lounge area, which features wider spaces and several aircraft-style seats. It was located in the upper deck of the passenger accommodation area. The front section of the upper deck, which again features several comfortable aircraft-style seats, which are all covered with a yellow patch displaying the logo of Golden Star Ferries. At the back of the section is the Psarou Bar, which is named after the well-known Psarou Beach in Mykonos. A view of both the lower deck and the upper deck from the ship's atrium, as seen on the starboard side. This give a very nice view of the sea and its surroundings, as well as of the ship's space and lower deck from above. A view of the Economy Class lounge area in the upper deck of the SUPEREXPRESS, towards the middle section. It had several rows of grey and orange aircraft-style seats. In the middle section of the upper deck of the SUPEREXPRESS, one can also find the Kardiani Snack Bar, which is named after the eponymous village of Tinos, known for being one of the most picturesque settlements of the Cyclades. A view of the ship's aft area in the upper deck, once again featuring rows of orange and grey aircraft-style seats. At 15:20, the ship began sailing towards Naxos. Here is a view from the glass window located in the ship's stern. One unfortunate thing that I experienced onboard was the lack of outdoor areas where one could stay, even at least when the ship would be docked in a port (which is allowed in most high speed craft in which outdoor stay is forbidden during the trip). As such, I could not take many pictures of the other ships that I saw in the ports of Naxos, Paros and Mykonos. While I did manage to take some, they are not of great quality, as the windows of the SUPEREXPRESS were wet and gave a blurry view towards the outside. As a result, I did not take any pictures in Naxos, where we arrived towards 16:30, and departed immediately afterwards. We arrived in Paros at around 17:00. The best picture that I could take in the port of Paroikia in Paros, right after the SUPEREXPRESS had docked, was that of the small high speed craft EXPRESS PANORMITIS of Agia Marina I NE. She was built in Greece in 2019 and has been serving the Paros-Antiparos line ever since. A view of the EXPRESS PANORMITIS in Paros, as she prepares to leave the port in order to head to Antiparos. She is the youngest ship serving the line, and is one of the company's two high speed craft, the other one being the 2015-built ANTIPAROS STAR. Additionally, Agia Marina I NE operates two landing craft that connect Antiparos with the port of Pounta in Paros, both built in 2018: the AGIOS NIKOLAOS and the AGIOI ANARGYROI. I traveled with both of them on 27 July 2018, while heading from Paros to Antiparos and then back to Paros. The EXPRESS PANORMITIS seen leaving the port of Paroikia in Paros, in order to head to Antiparos. This was her third summer on the Paros-Antiparos line. About an hour later, towards 18:10, the SUPEREXPRESS arrived in Mykonos. There, I saw the small high speed catamaran SUPER JET of Sea Jets. This was the best picture that I could take from the blurry windows of the SUPEREXPRESS. The SUPER JET was built in 1995, originally as the SEA JET 1 of Strintzis Lines, which later became Blue Star Ferries in 2000, following the takeover of Attica Group. She then operated for Aegean Jet Maritime as the JET ONE from 2002 to 2004, after which she joined the newly-established company Sea Jets, for whom she has since been operating as the SUPER JET. She has spent all her career on the Cyclades, except in 2004 when she was on the Rafina-Samos-Ikaria-Patmos-Leipsoi-Leros line. She is currently the high speed craft with the most experience in the Greek coastal service, if hydrofoils are not included. In 2021, she operated on the Piraeus-Serifos-Sifnos-Milos-Kimolos-Folegandros-Sikinos-Santorini-Amorgos-Koufonisi-Naxos-Paros-Mykonos line, where she was also found during the 2020 season. She has been performing this service alongside her fleetmate and sister ship, the SEA JET 2. While the SUPEREXPRESS was docked, I saw the small high speed passenger boat MYKONOS EXPRESS of Delos Tours arriving in the port. She connects the new port of Mykonos with the old port of Mykonos, where the Chora is located, under the Mykonos Sea Bus brandname. She additionally serves the Mykonos-Delos line. She was built in 2013, and became the first ship to operate under the Mykonos Sea Bus brandname. Since then, four ships have joined: the MYKONOS STAR built in 2015, the MYKONOS SPIRIT bought in 2017, the MARGARITA CH already owned by Delos Tours, and soon the MYKONOS EXPLORER which is due to start service in 2022. At around 18:45, the ship had arrived in Tinos from Mykonos, and I therefore arrived in the former island for the first time in my life. Here is a view of the SUPEREXPRESS, shortly after our disembarkation. The SUPEREXPRESS seen docked in the port of Tinos during the evening. Not far from the main ferry terminal, I spotted the high speed catamaran FLYINGCAT 4 of Hellenic Seaways. She was operating on the Rafina-Tinos-Mykonos-Naxos line, substituting the FLYINGCAT 3, which was normally operating there. This was because the latter high speed craft grounded off near Mykonos, only a few days after having returned following an engine failure which had kept her out of service for almost a month. As a result of this, the FLYINGCAT 3 headed for Perama for repairs, and the FLYINGCAT 4 replaced her, just as she had done at the start of the month. The SUPEREXPRESS seen docked in Tinos, while loading new passengers and vehicles prior to her departure for Rafina. Shortly after seeing her docked in the port of Tinos, the FLYINGCAT 4 was seen leaving in order to head to Rafina. While having to operate on the Cyclades for most of July in order to substitute the FLYINGCAT 3, she spent her summer on the Saronic Gulf, on the Piraeus-Poros-Hydra-Ermioni-Spetses-Porto Cheli line, where she has been deployed since the 2019 season. Another view of the SUPEREXPRESS as she is seen docked in the port of Tinos. The FLYINGCAT 4 seen leaving Tinos and passing by the SUPEREXPRESS. The former was built in the United Kingdom, which is the same country in which the SUPEREXPRESS operated for the most part of her career so far, having been there from 2000 to 2016. The FLYINGCAT 4 seen leaving Tinos for Rafina, which would the same trip that the SUPEREXPRESS would be performing only a few minutes later. The FLYINGCAT 4 seen as she sails from Tinos to Rafina. One last view of the SUPEREXPRESS in the port of Tinos, shortly before she departed for Rafina as well. A few minutes after the SUPEREXPRESS left the port of Tinos, the conventional ferry EKATERINI P of Fast Ferries had arrived. She was operating on the Cyclades for the first time since 2018, after having missed the 2019 season and the 2020 season due to a major engine failure. Owned by Fast Ferries since 1999, she began to operate from Rafina to the Cyclades in 2012, initially on the Rafina-Andros-Tinos-Mykonos line. In 2016 she was deployed on the Rafina-Tinos-Mykonos-Naxos line, where she stayed until 2018. For the 2017 season, she added Andros to her itinerary and was therefore on the Rafina-Andros-Tinos-Mykonos-Naxos line. For her comeback season in 2021, she added the island of Koufonisi to her itinerary, and was therefore on the Rafina-Tinos-Mykonos-Naxos-Koufonisi line. The EKATERINI P seen docked in Tinos. Her return to service was widely praised, and she posted impressive results both in terms of passenger traffic and service quality. The addition of Koufonisi was also deemed a success, and therefore the good reputation of Fast Ferries, who at one point owned the SUPEREXPRESS together with the Golden Star Ferries, reached new heights and extended further to the Cyclades. The company also deployed an owned high speed ferry for the first time in 2021, namely the THUNDER. She however operated out of Piraeus rather than Rafina, being deployed on the Piraeus-Syros-Mykonos-Naxos line. I saw her in Mykonos while being onboard the SUPEREXPRESS, but could not manage to take a good picture of her due to the blurry windows of the Golden Star Ferries vessel. This therefore marked the end of a very nice trip with a very impressive high speed ferry. Indeed, the SUPEREXPRESS had eye-catching indoor areas, which were very well refurbished by Golden Star Ferries. They are very spacious and comfortable, and therefore making the passengers believe like they are traveling onboard a cruise ship. The vessel's speed was excellent, and overall the trip was very pleasant, even if I did not have the possibility of staying outdoors, even when being docked in Naxos, Paros and Mykonos. Apart from this, I had a very good experience onboard this great vessel, which was a major asset for Golden Star Ferries and compensated for the loss of her fleetmates by providing excellent service on a very demanding and competitive line of the Cyclades. Hopefully she can maintain a strong presence on the Cyclades and finally find herself a place where her potential and her great attributes can be utilised, in contrast to her past services under Buquebus or P&O Ferries, which were marred by technical troubles. If her engines stay in good condition, she can definitely be considered as one of the best high speed craft in Greece. Otherwise, she already has some of the nicest passenger amenities found onboard a ferry of the Greek coastal service. #superexpress #goldenstarferries #summer2021 #greece #cyclades #aegean #ios #naxos #paros #mykonos #tinos #expresspanormitis #agiamarinaine #superjet #seajets #mykonosexpress #delostours #mykonosseabus #flyingcat4 #hellenicseaways #ekaterinip #fastferries #tribute

Trip: 17 June 2018. From Ios to Mykonos, via Naxos and Paros, with the SUPERRUNNER of Golden Star Ferries . The SUPERRUNNER seen between Paros and Naxos, three days before having my trip with her. The high speed ferry SUPERRUNNER was built in Italy, being almost completed in 1998 with a view of operating for the British conglomerate Sea Containers, under their Superseacat Italia brandname as the SUPERSEACAT FOUR on the Brindisi-Çeşme line. However, she remained incomplete for the entire year, instead entering service in 1999 on the Finnish Gulf, on the Tallinn-Helsinki line. She was also chartered to the Finnish company Silja Line between 2000 and 2006, operating under the SuperSeaCat brandname, alongside her sister ship, the SUPERSEACAT THREE. She is part of the MDV 1200-class, which corresponds to a class of four high speed craft, three of which went on to spend their careers in Greece (the fourth one is the current ALMUDAINA DOS which operates for the Spanish company Trasmediterránea). With SuperSeaCat beginning to experience financial difficulties and eventually going out of business, she was sold to the Greek company Aegean Speed Lines in 2008, along with the SUPERSEACAT THREE, and both ships were renamed SPEEDRUNNER IV and SPEEDRUNNER III , respectively. Aegean Speed Lines was a company founded through a collaboration between Sea Containers and the Greek shipowner Leonidas Dimitriadis-Evgenidis, whose family is from Sifnos. The company was founded in 2005, and its first ship was the Incat-built SPEEDRUNNER I (the ex-HOVERSPEED GREAT BRITAIN of Hoverspeed and then of SeaCat, which were two companies owned by Sea Containers), which was deployed on the Piraeus-Serifos-Sifnos-Milos-Folegandros-Paros line. After two successful years, the company acquired another high speed ferry, the larger and faster SPEEDRUNNER II, which had been built in the same shipping yard as the SPEEDRUNNER III and the SPEEDRUNNER IV three years earlier, and which had several similarities with the latter (though she is not entirely part of the MDV 1200-class). The company soon began to expand its services on the Cyclades, serving islands such as Syros, Mykonos, Naxos or Santorini. The SPEEDRUNNER I was sold in 2008 to Panagiotopoulos Shipping, and the company decided to replace her with the incoming SPEEDRUNNER III and SPEEDRUNNER IV for the following summer. After the completion of the 2008 season on the Baltic Sea, the two newly-acquired high speed craft went to Poland for conversion, arriving in Greece right before the start of the summer of 2009. That year, the SPEEDRUNNER III was deployed on the Piraeus-Syros-Tinos-Mykonos line, while the SPEEDRUNNER IV was deployed on the company's main service, namely on the Piraeus-Serifos-Sifnos-Milos-Kimolos-Folegandros line. She made an instant impact on the line, and quickly won the hearts of the Western Cyclades residents thanks to her speed and her comfortable service. Not only did she become her company's new flagship, but she was also instrumental in her owners receiving the 'Passenger Line of The Year' award in the Lloyd's List Greek Shipping Awards for 2009. She remained deployed on the Piraeus-Serifos-Sifnos-Milos-Kimolos-Folegandros line until 2011. She stopped services in Kimolos and Folegandros in 2012, and was the only ship to operate for the company as the Greek economic crisis began to hit Aegean Speed Lines, with the SPEEDRUNNER II and the SPEEDRUNNER III being sent for lay-up in Elefsina Bay. The following year, she herself was laid-up in the same place, with the SPEEDRUNNER III taking her place on the Piraeus-Serifos-Sifnos-Milos line. However, she returned to service in 2014, being deployed on the Piraeus-Paros-Naxos line. After a positive season overall, she returned to the Piraeus-Serifos-Sifnos-Milos line in 2015, replacing the SPEEDRUNNER III which was chartered to the Moroccan company Navline. In 2016 she extended her service to Kimolos, Folegandros and Sikinos, thus serving the Piraeus-Serifos-Sifnos-Milos-Kimolos-Folegandros-Sikinos line. However, the 2016 season unexpectedly marked her final one under Aegean Speed Lines, as she was sold to the Andros-based company Golden Star Ferries in November 2016. This company has been one of Greece's most promising coastal service companies, as it has experienced an impressive growth over the past years. It was founded in 2010 by the brothers Georgios and Dimitris Stefanou, shipowners originally from Andros and who had experience in shipping through the freight company Bright Navigation. Golden Star Ferries had its first breakthrough in the Greek coastal service by acquiring the legendary SUPERFERRY II of Blue Star Ferries in order to extend her career on her highly-acclaimed operations along the Rafina-Andros-Tinos-Mykonos line. She was delivered in 2011 and resumed her service on the Rafina-Andros-Tinos-Mykonos-Naxos line. As her service continued to be extremely successful despite strong competition, the company decided to expand its fleet, acquiring the Japanese ferry KOGANE MARU of Sado Kisen in 2015, which entered service on the Rafina-Andros-Tinos-Mykonos line in 2016 as the SUPERFERRY . Following the latter's success, but also due to the rise of competition on the lines linking Rafina with the Cyclades (notably that of Sea Jets, which is a company that is also specialised in the operations of high speed craft), Golden Star Ferries sought to further improve their services by bringing a high speed ferry to Rafina, hence buying the SPEEDRUNNER IV. The latter was renamed SUPERRUNNER, and, following a refit in Salamina, she began operations on the Rafina-Tinos-Mykonos-Paros-Naxos-Ios-Santorini line in 2017, where she also operated in 2018. Her successful introduction in 2017 was the main factor behind Golden Star Ferries winning the 'Passenger Line of The Year' award award in the Lloyd's List Greek Shipping Awards for 2017. Therefore, during both of her first seasons under Aegean Speed Lines and Golden Star Ferries, she helped both companies win this prestigious award for the first time in their respective histories. So this is a summary of a long but quite successful career spent by this unique high speed craft. Whether she has operated as the SPEEDRUNNER IV or as the SUPERRUNNER, her service on the Cyclades has been praised by many. She has constantly provided reliable service, has rarely suffered engine failures and has usually avoided delays when calling in all the various Cyclades ports that she has served. Currently, as the SUPERRUNNER, she is the main weapon used by Golden Star Ferries to compete against Sea Jets, and notably against their flagship, the TERA JET . The two high speed craft have often had live confrontations regarding which of them will arrive in a Cyclades port first, and have hence been said to form one the biggest Greek coastal service rivalries in recent years. But now I think the time is right for me to talk about my trip with the Golden Star Ferries ship. Indeed, three days prior to it, I went to Ios by traveling from Rafina with the SUPERFERRY in order to go and spend a week on the Cyclades with university friends. We were supposed to spend three days in Ios followed by three more in the popular island of Mykonos. As we were due to leave Ios in the afternoon, the most convenient way to go from the latter to Mykonos was through the itinerary of the SUPERRUNNER, which was arriving from Santorini and was heading back towards Rafina. I was therefore able to carry out a portion of her entire trip, by heading from Ios to Mykonos while also stopping by the islands of Naxos and Paros. This was my second trip with a Golden Star Ferries ship (the first one having been three days earlier with her fleetmate, the SUPERFERRY), my first-ever trip with a high speed craft owned by Golden Star Ferries, my first-ever inter-Cyclades trip (as all previous trips that I did on the Cyclades linked one of the islands with a port in Attica, namely Piraeus and Rafina) with a high speed craft (I had done one with the BLUE STAR PATMOS of Blue Star Ferries from Santorini to Ios on 10 July 2017 ), and my second trip for the 2018 summer season. Moreover, an important fact about this trip was that it meant that I now had traveled with all three sister ships of the MDV 1200-class operating in Greece, as I had previously traveled with the SPEEDRUNNER III on 29 July 2017 from Sifnos to Piraeus , while having also done a trip with the SUPERRUNNER's other sister ship, the HELLENIC HIGHSPEED of Hellenic Seaways , on 14 July 2017, from Ios to Piraeus . This is therefore the first time I have ever traveled with all available ships from a class operating in Greek waters. I now only need to travel with the ALMUDAINA DOS in Spain in order to ensure that I have traveled with all MDV 1200-class ferries, though this case seems to be a long shot for now. As we prepared to depart the port of Ios, we stayed at the port's waiting area while the SUPERRUNNER was arriving from Santorini. The SUPERRUNNER having arrived in Ios and now preparing to maneuver in the port. The SUPERRUNNER preparing to maneuver in Ios. Note the 'High Speed' label on her hull, which is used by all the high speed craft that Golden Star Ferries has gone on to buy following the success experienced by the SUPERRUNNER. The SUPERRUNNER maneuvering in Ios. As the ship docked, we were able to board. I had a quick look at the ship's garage, which is spread through two decks. It features passenger luggage storage at the entrance, which is organised based on the islands in which they disembark. Before having the chance to look at the Ios port from the ship, I quickly had a look around the ship's indoor areas. Structure-wise, it looked exactly like the indoor areas of the SPEEDRUNNER III and of the HELLENIC HIGHSPEED. One notable feature however was this poster which was found hanging in the wall next to the reception. It shows the company's two conventional ferries (and first two ships in its history), the SUPERFERRY II (on top) and the SUPERFERRY (at the bottom), as well as the company's logo and website. The back section of the Economy Class area, featuring lounges next to the stern as well as orange chairs featuring the logo of Golden Star Ferries and tables separating them. More forward were aircraft-style seats, the central seats being light green while the ones next to the windows being orange. All of them feature the logo of Golden Star Ferries. The ceiling had several TV screens, which at the time of my trip were showing the matches of the 2018 FIFA World Cup held in Russia. Even more forward, one can see more aircraft-style seats, this time coloured in grey and in red. The forward section of the Economy Class area. The walls were decorated with sea navigation maps depicting the Cyclades. Behind the grey chairs, the wall features a sailing ship in a black and white font. The ship's bar next to the stern section of the Economy Class. Known as the Kaldera Bar and operated by Golden Cafe, it sells several snacks, cakes, pastries, coffee and soft drinks. The outdoor area of the SUPERRUNNER, as seen from outside the Economy Class lounge area. The stern features the ship's helicopter landing area, which is surrounded by blue benches facing towards the sea. And it of course features the Greek flag, which went on to spend its tenth summer onboard the ship during the 2018 season. Unfortunately, as it was the case with the HELLENIC HIGHSPEED, I was forced by the crew to stay inside for the duration of each crossing, for 'safety reasons'. Strangely, the crew of the SPEEDRUNNER III allows passengers to remain outside for the duration of the ship's trips, despite the Western Cyclades being more windy than the Central Cyclades. Anyways, these are the rules and they need to be respected. I still had the chance to go outside whenever the ship would approach a port and stay in the latter before her next departure. Here, this picture shows the port side alley next to the ship's First Class (similar to the one found on the HELLENIC HIGHSPEED) leading towards the ship's bridge. It also features several life-rafts. As the ship began to leave the port of Ios, I could spot the famous white Church of Agia Eirini, which is among the most famous churches of the island and of the Cyclades as a whole. We left Ios at 15:35, as planned, and began to head towards our first stop while setting course for Mykonos: Naxos. In less than 50 minutes, we had already began to approach the port of Naxos. There, I saw the oil products tanker EKO 2 of Greek company EKO, which operates all around the Aegean Sea. At approximately 16:30, we reached the port of Naxos, passing by its entrance pier. Inside the port of Naxos, one can spot several small boats, either those owned by Naxos residents or the ones serving passengers, as it is the case with this orange-hulled ship. It is the KYRIARCHOS of Naxos-based Kerras Cruises , which operates trips from Naxos to other Cyclades Islands. She is the oldest out of the four ships owned by the company, and operates on the Naxos-Irakleia-Schoinousa-Koufonisi line. The small but beautiful port of Naxos, seen as the SUPERRUNNER undergoes her maneuvering procedure. A nice sailing ship seen in the port of Naxos. A very famous landmark of Naxos: the remains of what was the Temple of Apollon during the Ancient Greece era. Only the entrance of the Temple remains standing, and is known in Greek as the 'Portara' (the 'Big Gate' in English). Not far from the KYRIARCHOS was one of her fleetmates, the newly-built KYRIARCHOS IV . Built in 2017 as the fourth ship of Kerras Cruises, she is the company's flagship and operates on the Naxos-Irakleia-Schoinousa-Koufonisi line. She also occasionally stops in the Agia Anna beach, which is perhaps the most famous one in Naxos. After only ten minutes, the SUPERRUNNER left the port of Naxos. Note the container seen right in front of the pier, which carries a livery of Blue Star Ferries. The latter is, as you now know, the former company operating the SUPERFERRY II, which was Golden Star Ferries' first acquisition back in 2010. Leaving the 'Portara'. I would find myself visiting Naxos with my family a month and nine days after my trip with the SUPERRUNNER. While the SUPERRUNNER was leaving Naxos, I had the chance to spot another high speed craft before being told to return inside the ship. But I could not miss the opportunity of seeing one the best high speed craft in the history of the Greek coastal service. Indeed, this ship was none other than the highly-acclaimed HIGHSPEED 4 of Hellenic Seaways , which was heading towards the same port from which we had just left. Built in 2000, the HIGHSPEED 4 has spent her entire career with Hellenic Seaways (though they were known as Minoan Flying Dolphins from 1999 to 2002 and as Hellas Flying Dolphins from 2002 to 2005), and is now the only 'Highspeed' ship remaining with them (alongside the HELLENIC HIGHSPEED), as the ex-HIGHSPEED 7 had been sold seven days before my trip to Minoan Lines, being renamed SANTORINI PALACE . The HIGHSPEED 4 operated on the Piraeus-Paros-Naxos-Koufonisi-Amorgos line for the third straight summer and fourth overall, having also served the line in 2014. In 2015, she was on the Heraklion-Santorini-Ios-Paros-Mykonos line in order to replace her then-fleetmate, the HIGHSPEED 5 (which then became the HIGHSPEED 7), which was forced to miss the 2015 season due to a severe fire she suffered while undergoing a minor conversion in Keratsini. The speedy HIGHSPEED 4 heading to Naxos, having arrived from Koufonisi. The HIGHSPEED 4 heading towards Naxos. The HIGHSPEED 4 on her way to Naxos. Another view of the HIGHSPEED 4 as she heads towards Naxos. In less than 40 minutes, at around 17:20, we had already reached our next stop: the port of Paros, known as Paroikia. While maneuvering in Paros, I spotted another Hellenic Seaways ship: the great NISSOS CHIOS . I was really excited to see the NISSOS CHIOS, as I finally had the opportunity to take pictures of her. Built in Greece in 2007 for Hellenic Seaways, she unfortunately, from a Greek shipping enthusiast's point of view, spent the summers of 2014, 2015, 2016 and 2017 in Spain, while being chartered to Baleària. Fortunately she returned to Greece after a successful spell there. I therefore got the chance to see her with my own eyes for the first time since 2010, as I remember seeing her in Piraeus during that year. Though the NISSOS CHIOS was on the Piraeus-Chios-Mytilene line from 2007 to 2014 (while also including some Cyclades islands in certain summers), her return to Greece saw her go through another path. Initially deployed on the Piraeus-Paros-Naxos-Ios-Santorini line for Hellenic Seaways, the plans changed when the latter was taken over by Attica Group. She thus abandoned that line (despite being extremely successful, even though the summer season had not even started) and was deployed on the Dodecanese lifeline instead of the BLUE STAR PAROS of Blue Star Ferries which was sent to the Piraeus-Syros-Tinos-Mykonos-Ikaria-Fournoi-Samos line. She was deployed on the Piraeus-Paros-Naxos-Ikaria-Fournoi-Astypalaia-Patmos-Leipsoi-Leros-Kalymnos-Kos-Nisyros-Tilos-Symi-Rhodes-Karpathos-Castellorizon line, hence also serving some Cyclades and Northeast Aegean Sea islands. Every Saturday, however, she would operate on her well-known line, the Piraeus-Chios-Mytilene line, in order to provide additional service there alongside her fleetmates. The NISSOS CHIOS seen leaving Paros in order to head towards Naxos. A windmill found in the middle of the Paroikia village, right next to the port. Another ship seen in Paros was the oil products tanker CHRISANTHI of Argo. She also operates all around the Aegean Sea, and also features a garage like ferries do, although she is not a passenger ship. As the NISSOS CHIOS was leaving Paros, the HIGHSPEED 4 was arriving from Naxos. At around 17:35, the SUPERRUNNER began to depart Paros, an island which I would also go on to visit later during the summer with my family. Two of Hellenic Seaways' best ships, the NISSOS CHIOS and the HIGHSPEED 4, seen together outside of Paros. The impressive HIGHSPEED 4 heads towards the port of Paros, while the great NISSOS CHIOS heads towards Naxos as part of her long itinerary which ends in Castellorizon. The HIGHSPEED 4 approaching the port of Paros, which she has served almost every summer she has been operating since 2000. The HIGHSPEED 4, an icon of Paros, heading towards the island's port. The catamaran HIGHSPEED 4 seen heading towards Paros. Another view of the HIGHSPEED 4. The HIGHSPEED 4 in Paros. She is the only 'Highspeed' of her company to have carried all the different liveries of Minoan Flying Dolphins, Hellas Flying Dolphins and Hellenic Seaways over time. She was notably sponsored by telephone services company Vodafone from 2003 to 2013 (as were all of the catamarans owned by Hellenic Seaways), and by rival operator Cosmote (based in Greece) since 2013. Her current livery has been painted on her hull since 2016, when Cosmote changed its logo and brand colours, Previously, the ship had a light green hull only, before transitioning to a livery featuring white, and different shades of green and blue. The funnel of the HIGHSPEED 4, featuring the famous three dolphins, which make up the logo of Hellenic Seaways. After only 55 minutes, the SUPERRUNNER arrived in Mykonos, which was my final destination. She quickly maneuvered in the new port of the island, which is only served by ferries and by some cruise ships. Here she is after having disembarked her. Another view of the SUPERRUNNER in Mykonos, after having completed her trip with her. She then headed towards Tinos and her final destination for the day, the port of Rafina. And this therefore marks the end of my trip with the impressive SUPERRUNNER, which made the trip look like a taxi drive. It was unfortunate that I could not spend more time in her exterior areas, but I still had an enjoyable experience inside her nice and comfortable indoor areas. She is a great ship which has been an extremely valuable asset for Golden Star Ferries in their fight against competitors, especially Sea Jets. The good news is that her company will enhance their presence on the Cyclades by adding three more high speed craft: the already-bought passenger-only ships SUPERSPEED and SUPERCAT , as well as a new ferry: the EXPRESS. The latter is mostly known for her spell with P&O Ferries on the Troon-Cairnryan-Larne line (a connection of Scotland with Northern Ireland), and is due to operate in Rafina as the GOLDEN EXPRESS in 2019, while being owned by Golden Star Ferries and fellow company Fast Ferries simultaneously. This expansion, combined with the very successful service that the SUPERRUNNER has already been providing, can only define an optimistic future for her company. #superrunner #goldenstarferries #summer2018 #greece #cyclades #aegean #ios #naxos #paros #mykonos #kyriarchos #kyriarchosiv #kerrascruises #highspeed4 #nissoschios #hellenicseaways #tribute

Santorini is perhaps the most famous island in Greece, along with Mykonos. Both Cyclades islands are known worldwide for their beautiful architecture, landscape, beaches and natural treasures, and are the two most visited islands in the country, with thousands of tourists arriving every year, especially during the summer. Santorini is the Southernmost island on the Cyclades, and belongs to the Santorini Archipelago, which is a group of islands that were all part of an island known as Strongili during the Cycladic civilisation era, before volcanic eruptions separated them constantly throughout the years. The islands that are part of that archipelago are (obviously) Santorini (the largest and the most important; the island is also known as Thira or Fyra, which is the name of its capital city), Thirassia (the only inhabited island along with Santorini), Palaia Kameni and Nea Kameni (where the volcano is located) and Aspronisi. All islands are very frequently visited by tourists, although the main island of Santorini remains the most popular destination. Due to its status as one of the most recognisable islands in Greece, Santorini is, as a result, one of the islands with the most significant sea transportation traffic. Indeed, due to the vast amount of tourists coming each summer, the island sees several connections with the rest of Greece, particularly with Piraeus and other Cyclades islands (especially Mykonos, Paros, Naxos and Ios) but also with Rafina, Lavrion, the Dodecanese and Crete. The latter island is also known for its connection with Santorini through the popular seasonal service linking Heraklion (and occasionally Rethymnon) with the most popular Cyclades islands (usually Santorini, Ios, Naxos, Paros and Mykonos) with high speed craft. Moreover, the island has regular connections with its neighbours, Thirassia and Anafi, as well as with the islands of the Western Cyclades, with the ships serving the latter's lifeline usually reaching Santorini as their last stop. Furthermore, the traffic within the Santorini Archipelago is extremely important, with many tour boats owned by local operators organising daily excursions around the volcanic islands and Thirassia, while others regularly transport passengers from cruise ships arriving in Santorini to the shore (due to the ports of Santorini being too small and too underdeveloped to fit such large ships). I had notably given a quick overview of these operators in February 2016, when I wrote a Blog post about my excursion from Santorini to Nea Kameni, Palaia Kameni and Thirassia on 11 July 2015. I have so far been to this magnificent life three times in my life. The first time was during the summer of 2015, when I stayed there for four days with my family, except for my sister who had athletic obligations. The second time was briefly on 10 July 2017, when I arrived to the island by plane from Barcelona during my high school summer trip, in order to go to Ios (which does not have an airport). And the third time happened to be this year, as I went there for the weekend of 13-14 July 2019 with my sister. I made her a birthday gift by taking her there so that she could see it, as she did not have the opportunity to do so back in 2015. We visited all the main highlights of the island, and notably the villages of Oia and Thira, which have a spectacular view of the rest of the Santorini Archipelago (especially at sunset). We arrived to the island with the BLUE STAR PATMOS of Blue Star Ferries (from Piraeus via Paros, Naxos and Ios), which marked the fourth time that I have ever traveled with this ship. The first time was also from Piraeus to Santorini on 7-8 July 2015, the second time was from Santorini to Ios on 10 July 2017 (a few hours after arriving to the island by plane from Barcelona), and the third time was from Naxos to Paros on 26 July 2018. Thus, I have been with the BLUE STAR PATMOS in Santorini in three different trips, the most-ever so far. She is also the ferry with which I have traveled the most times on the Cyclades so far, as well as the ship of Blue Star Ferries on which I have traveled the most amount of times. We left on 14 July 2019 with her sister ship, the BLUE STAR DELOS. It was my second-ever trip with this ferry, as the first time had been on 23 July 2018, when I sailed onboard her from Piraeus to Naxos. During our stay in Santorini, while walking around the two villages, I was able to see several ships approaching and leaving the island, as part of their daily services within the Greek coastal service. Just like the post I made about the arrivals and departures of high speed craft in Ios on 13 July 2017 (exactly two years before my stay in Santorini), or about the ships that I saw near the port of Paros between 27 July and 29 July 2018, this post is about the different passenger ships that I saw near the island of Santorini. Many pictures were taken from the top of the island's hills, which made the entire scenery very beautiful and which gave the ships a majestic stature, regardless of their different sizes. Without further ado, let's have a look at the different kinds of ships of the Greek coastal service that I saw during both days. 13 July 2019: The first ship that I saw was the one and only high speed ferry TERA JET of Sea Jets, which was seen approaching Santorini. I saw her from the Northern tip of the island, as I was heading towards the village of Oia at early noon. Built in 1999 and owned by Sea Jets since 2014, she was spending her first season on the Piraeus-Paros-Ios-Santorini line, which her company inaugurated ahead of the summer of 2019. The TERA JET seen heading at full-speed towards Santorini. Since entering service for Sea Jets in 2014, she has been the company's flagship. She notably had spells on the Heraklion-Cyclades service in 2014 and in 2015, before operating on the Piraeus-Chios-Mytilene line in 2016 in order to help transport Syrian refugees that had arrived in these two islands to Athens. In 2017 and in 2018, she had a tremendously successful service connecting Rafina with the Cyclades, which helped cement Sea Jets' presence in the area. For 2019, she operated extremely well on the new service introduced by her company, and has generally been a very acclaimed high speed ferry in Greece. The next ship that I saw was also a high speed craft. It was the SUPERCAT of Golden Star Ferries, which was seen from the top of the village of Oia. The SUPERCAT was seen leaving Santorini in order to head towards her next destination, which was Ios. This was her debut summer in Greece under Golden Star Ferries, as she had been purchased by them in 2018. In her first season, she was deployed on the Piraeus-Milos-Folegandros-Santorini-Ios-Naxos-Mykonos line. While the SUPERCAT was leaving, I noticed another ship heading towards Santorini. It was the small high speed craft ELEFTHERIOS D of Dakoutros Speed, which is one of the many small boats operating across the Santorini Archipelago. In her case, she serves the Santorini-Nea Kameni-Palaia Kameni line. The SUPERCAT seen during her first season with Golden Star Ferries. It was overall successful, although she occasionally experienced some technical issues which resulted in a few delays and some canceled trips. However, her season was far better than that of the company's other passenger-only high speed craft, the SUPERSPEED, which saw her season on the Rafina-Syros-Mykonos-Paros-Naxos-Koufonisi-Amorgos line end prematurely due to a major engine failure that she suffered in Naxos. The SUPERCAT heading at full-speed towards Ios. As she is a small high sped craft, she is allowed to go through the passageway that separates Santorini from Thirassia. Only ships of her kind and conventional ferries can go there, as they do not produce significant waves that disturb the beaches on the Western part of Santorini. As a result, larger high speed craft need to sail around Aspronisi in order to reach the port of Athinios (located underneath Thira), which is the ferry terminal of the island. The fast SUPERCAT seen leaving Santorini for Ios. Before arriving in Greece under Golden Star Ferries in 2018, she had operated between 2009 and 2017 on the Tallinn-Helsinki line on the Finnish Gulf as the KAROLIN of the Estonian company Linda Line, thus linking the respective capital cities of Estonia and Finland in just 90 minutes. Before her stint there, she operated between 2000 (the year during which she was built) and 2008 on the North Sea as the POLARSTERN of the German company AG Ems, linking several ports of Germany and The Netherlands with the German islands of Borkum and Heligoland. The ELEFTHERIOS D seen heading towards Nea Kameni. She was built in 2016, as part of the fleet renewal plan of Dakoutros Speed, which began in 2013. This company is a subsidiary of Dakoutros Shipping (also known as Santorini Boatmen & Mooring Services), which also operates tour boats around the Santorini Archipelago under the subsidiary Dakoutros Brothers Cruises, which consists of five traditional sailing boats operating on the Santorini-Nea Kameni-Palaia Kameni-Thirassia line: the SANTA IRINI, the POSEIDONAS, the ODYSSEAS, the AGIOS NIKOLAOS and the JASON. Furthermore, it also operates on the same line with the small passenger ship CALYPSO, which operates under the Dakoutros Glass Bottom Boat Cruises subsidiary. A few minutes after seeing the SUPERCAT and the ELEFTHERIOS D, I saw another small high speed craft. Indeed, it was the ORPHEAS of the Santorini Boatmen Union, which was seen heading for docking on the small port of Ammoudi, which serves as the port of the village of Oia. The ORPHEAS seen approaching the port of Ammoudi, with the magnificent landscape of the Santorini Archipelago being shown in the background. The ORPHEAS seen heading for docking in the small port of Ammoudi in Santorini. She was built in 2009, being one of the first small high speed boats ordered by her company. She was also the last of the four small sister ships built between 2007 and 2009. The ships that preceded her were the CAPTAIN KOULIS and the YPAPANTI in 2007, and the NEFELI in 2008. The beautiful little ORPHEAS seen from the top of the village of Oia, transporting passengers towards the small port of Ammoudi in Santorini. The ORPHEAS seen leaving the port of Ammoudi in Santorini shortly afterwards, in order to head towards Nea Kameni. At the same time that the ORPHEAS was leaving, I spotted another high speed catamaran leaving Santorini. It was the SEA JET 2 of Sea Jets, which was spending her first season on the Piraeus-Serifos-Sifnos-Milos-Folegandros-Ios-Santorini-Amorgos-Koufonisi-Naxos-Paros-Mykonos line, which was also served by her sister ship, the SUPER JET. In the meantime, as I looked over the Santorini Archipelago, I spotted the ORPHEAS heading towards Nea Kameni, while the small high speed craft TAXIARCHIS D of Dakoutros Speed (a sister ship of the ELEFTHERIOS D) was heading towards the small port of Ammoudi in Santorini. The SEA JET 2 leaving Santorini in order to head towards Ios. Built in 1998, she began service as the MIRAGE for Strintzis Lines on the Saronic Gulf. The following year she was renamed SEA JET 2 and was transferred to the Cyclades, where she has since been remaining. In 2000, after Strintzis Lines was taken over by Attica Group, the company Blue Star Ferries was established. She operated for them under the Blue Star Jets division, until 2006, when she was bought by Sea Jets (which had bought her sister two years earlier). She became the second ship to join the company, and has been one of the most reliable passenger-only high speed craft to operate in Greece. The TAXIARCHIS D and the ORPHEAS seen in the middle of the Santorini Archipelago, with another special ship seen behind them (at the top corner on the left side of the picture). The TAXIARCHIS D seen approaching the small port of Ammoudi in Santorini. She was built in 2016, alongside the ELEFTHERIOS D. Both small high speed craft are sister ships of the IOANNIS D, which was the first small high speed boat built for Dakoutros Speed, having entered service under them in 2013. Besides them, the larger PELAGOS was also introduced in Santorini for Dakoutros Speed in 2016. The TAXIARCHIS D seen from the top of village of Oia, heading with several passengers to the small port of Ammoudi in Santorini. The special ship previously mentioned above was the Ro-Ro carrier NEARCHOS of Creta Cargo Lines, which is the oldest ship of her type operating in Greece. Built in 1968, the NEARCHOS has been owned by Creta Cargo Lines since 2016. In the 51 years since she was built, she has had an extremely adventurous career, having operated as a ferry around the world, namely on the Skagerrak between Denmark and Norway (1968-1984), in Malaysia (1984-1994), then on the Adriatic Sea between Italy, Greece and Turkey (1994-1995), in Portugal on the Madeira Archipelago (1996-2003) and in Cape Verde (2003-2005), before being sold in 2005 to the Greek company Efstathiou Shipping. She then began a small conversion in Drapetsona and was renamed MENHIR. She was supposed to be deployed on the Adriatic Sea for the second time in her career, but her owners eventually experienced severe financial difficulties and she was sent for lay-up in Salamina. She went on to spend more than a decade there, with a return to service seeming impossible due to her advanced age. However, against all odds, she was sold in 2016 to Creta Cargo Lines. After 11 years of lay-up she began a major conversion in Salamina, during which her stern was extended and her passenger superstructure decks were removed, which resulted in her becoming a Ro-Ro carrier. She was renamed NEARCHOS and entered service on the Aegean Sea. The NEARCHOS seen leaving Santorini, with the island of Thirassia seen in the background. The veteran ship NEARCHOS seen in Santorini. Her comeback to service was perhaps one of the most unexpected moments in the history of the Greek coastal service. She began service at the age of 48, making her one of the oldest ships to make her debut for a Greek operator. In 2016, she operated on the Piraeus-Andros-Mykonos-Paros-Naxos-Ios-Santorini-Rethymnon line, on the Piraeus-Skyros-Skopelos-Skiathos-Chios-Mytilene-Limnos line, and on the Piraeus-Serifos-Sifnos-Milos line. The following year, she moved her departure port from Piraeus to Lavrion, with the service from Piraeus being restricted to her fleetmate, the TALOS. She was deployed that year on the Lavrion-Mykonos-Paros-Naxos-Santorini-Kos-Rhodes line and on the Lavrion-Skiathos-Skopelos-Chios-Mytilene-Limnos line. In 2018 she operated on the Lavrion-Syros-Tinos-Mykonos-Paros-Naxos-Ios-Santorini-Skiathos-Chios-Mytilene-Limnos line, while in 2019 she was on the Lavrion-Syros-Tinos-Mykonos-Paros-Naxos-Ios-Santorini-Ikaria-Samos-Chios-Mytilene-Limnos line. The hardworking NEARCHOS seen leaving the port of Santorini, during her fourth season under Creta Cargo Lines. The NEARCHOS leaving Santorini. Since returning to the service in 2016, she has been operating on the Cyclades and the Northeast Aegean Sea. She also operated on the Sporades from 2016 to 2018, in Crete in 2016, and on the Dodecanese in 2017. Behind the NEARCHOS, I spotted the legendary landing craft NISSOS THIRASSIA of Thirassia Lines, which operates on the Santorini-Thirassia line, heading towards her namesake island. One last view of the NEARCHOS as she is seen leaving Santorini. The NISSOS THIRASSIA seen heading towards Thirassia. Built in 1995 in Greece, she has spent her entire career under Thirassia Lines. She is a vital ship on the Santorini Archipelago, as she is the main ferry connecting Santorini with the smaller island of Thirassia. While the NEARCHOS and the NISSOS THIRASSIA were heading towards the North, the TAXIARCHIS D had departed the small port of Ammoudi in Santorini, and was beginning to head towards Nea Kameni. Another view of the TAXIARCHIS D, during the fourth summer of her career, with all of them having been spent under Dakoutros Speed on the Santorini-Nea Kameni-Palaia Kameni line. The next ship that I got to see was the sister ship of the ORPHEAS, the YPAPANTI, which was also heading towards the small port of Ammoudi in Santorini. The YPAPANTI about to dock in Santorini. She was the second out of the four sister ships ordered by the Santorini Boatmen Union to be delivered to them between 2007 and 2009. The YPAPANTI was built in 2007, and entered service just a few months after the CAPTAIN KOULIS. The NEFELI followed in 2008, as did the ORPHEAS in 2009. The beautiful YPAPANTI having docked in the small port of Ammoudi in Santorini. In the meantime, the NISSOS THIRASSIA had just departed Thirassia and was seen heading towards Santorini once again. The YPAPANTI seen leaving Santorini shortly afterwards. I then saw another notable ship leaving Santorini. Indeed, it was the oil products tanker CHRISANTHI of Argo. She also operates all around the Aegean Sea, and also features a garage like ferries do, although she is not a passenger ship. The YPAPANTI having departed Santorini. The NISSOS THIRASSIA is seen heading from Thirassia to Santorini. The NISSOS THIRASSIA on her way towards Santorini. She is one of the most experienced landing craft operating on the Cyclades. The next ship seen near the village of Oia was the small high speed boat MYTILINAIOS CH of the Santorini Boatmen Union. The MYTILINAIOS CH was built in the United States in 2000, and was originally known as the TAXIARCHIS (whose name is not related to that of the ship owned by Dakoutros Speed). She underwent a major refit in 2014, and in 2015 she was renamed MYTILINAIOS CH, in memory of her late captain, Chrysostomos Mytilinaios, who had tragically passed away a year earlier. She serves the Santorini-Nea Kameni line. The beautiful MYTILINAIOS CH about to dock in the small port of Ammoudi in Santorini. The MYTILINAIOS CH seen from the top of the village of Oia, located right above Ammoudi. The MYTILINAIOS CH having just docked in the small port Ammoudi in Santorini. She was the flagship of the Santorini Boatmen Union from 2000 to 2005, when her fleetmate, the larger and faster ELSA, entered service for the company. While looking more towards the South, I spotted the high speed ferry SUPERRUNNER of Golden Star Ferries arriving towards Santorini. The MYTILINAIOS CH departing Santorini shortly afterwards. The next ship that showed up was another small high speed craft owned by Dakoutros Speed. It was the THEOSKEPASTI, which is a sister ship of the ELEFTHERIOS D, of the TAXIARCHIS D and of the IOANNIS D. She was built a year after the former two, being delivered alongside another sister ship, the KALLIOPI (also built in 2017). The THEOSKEPASTI seen arriving in the small port of Ammoudi in Santorini. The THEOSKEPASTI on her way towards Santorini. She and the KALLIOPI were the youngest ships of Dakoutros Speed, until the company deployed its newly-built flagship, the larger and faster MEGA STAR, during the summer of 2019. A picture showing the ORPHEAS arriving in Santorini, while the MYTILINAIOS CH is heading towards Nea Kameni. The THEOSKEPASTI having docked in the small port of Ammoudi in Santorini. The ORPHEAS seen arriving in Santorini once again. The 10-year-old ORPHEAS seen heading towards the dock of the small port of Ammoudi in Santorini. The ORPHEAS seen approaching the small port of Ammoudi in Santorini, while the younger THEOSKEPASTI is about to depart. The ORPHEAS is seen approaching the small port of Ammoudi in Santorini, while the younger THEOSKEPASTI is about to depart. Both ships operate for different Santorini-based owners. The next ship that appeared was another Aegean Sea workhorse. Indeed, it was the landing craft MARIA T of Thalassies Metafores, which operates as a Ro-Ro carrier across the entire Aegean Sea. In the meantime, the THEOSKEPASTI has departed the small port of Ammoudi in Santorini, while the ORPHEAS prepares to dock there. The MARIA T seen heading towards Santorini, as seen from Oia. The 40-year-old landing craft is one of the most busy ferries in Greece, as she connects Elefsina and Lavrion with Evoia, the Cyclades, the Northeast Aegean Sea Islands, Thessaloniki, Kavala, the Dodecanese, Crete and Kythira. The veteran landing craft MRIA T seen from the hill of the village of Oia in Santorini. The MARIA T on her way towards Santorini. Coincidentally, I had also seen her from the top of the village of Oia during the summer of 2015, although in that case she was departing Santorini. The ORPHEAS having docked in the small port of Ammoudi in Santorini. The MARIA T seen in Santorini. She has been owned by Thalassies Metafores since 2013. Before that, she was the MARIA P of now-defunct company Paliogiannis Shipping, which deployed her on the Rion-Antirrion line from 1980 to 2008, and from 2010 to 2012. Between 2008 and 2010, the ship operated on the Agia Marina-Nea Styra line on the Petalioi Gulf. She notably underwent a conversion in Perama in 1986 in order to be fully renovated. She was renamed MARIA T upon being acquired by Thalassies Metafores in 2013. Th MARIA T seen in Santorini. Her Thalassies Metafores fleetmate is the landing craft MELINA II (built in 1980), which was previously known as the CHRISTOS T of Nea Styra Ferries. She notably operated on the Agia-Marina-Nea Styra line (just like the MARIA T, then known as the MARIA P, had done so from 2008 to 2010) between 1988 and 2010. In 2010 she began operating as Ro-Ro carrier across the Aegean Sea (just like the MARIA T is doing right now), while from 2015 to 2018 she operated on the Rion-Antirrion line, a line on which she had also operated from 1985 to 1988. Another view of the MARIA T as she heads for docking in Santorini. The ORPHEAS seen resting in the small port of Ammoudi in Santorini. An hour after seeing the ORPHEAS, my sister and me had headed down to the beach of Ammoudi. From there, I saw the high speed catamaran ALEXANDER of Cycladic Cruises, which was leaving Santorini. Built in 1986 in Japan, the ALEXANDER arrived in Greece in 2000 for Cycladic Cruises. She makes daily cruises around the Cyclades, serving the Naxos-Paros-Delos-Mykonos-Irakleia-Koufonisi-Ios-Santorini line. The reliable ALEXANDER seen leaving Santorini, during her twentieth season in Greece under Cycladic Cruises. Thirty minutes later, I spotted another ship leaving Santorini from the beach of Ammoudi. It was the cruiseferry BLUE STAR DELOS of Blue Star Ferries, which serves the Piraeus-Paros-Naxos-Santorini line. The BLUE STAR DELOS seen leaving Santorini, in order to make her return trip to Naxos, Paros and Piraeus. She has spent her entire career so far on the Piraeus-Paros-Naxos-Ios-Santorini line (though she does not serve Ios during the summer). She was delivered to Blue Star Ferries in 2011, and is considered to be the best day ferry in Greece. The BLUE STAR DELOS seen leaving Santorini. I would go on to travel with her just 24 hours later, as I headed back from Santorini to Piraeus on 14 July 2019. It was my second-ever trip with her, having already done one the previous summer from Piraeus to Naxos (via Paros) on 23 July 2019. The great BLUE STAR DELOS seen leaving Santorini, during her seventh summer in Greece, with all of them having been spent on the Piraeus-Paros-Naxos-Santorini line. Another view of the BLUE STAR DELOS as she leaves Santorini in order to head towards Naxos. Just a few minutes later, I spotted the NISSOS THIRASSIA once again, as she was heading towards Thirassia. After another hour, we had left the beach of Ammoudi, and headed back to Oia. From there, I spotted another ship approaching Santorini. More specifically, it was the historic SUPERFERRY II of Golden Star Ferries, which was spending her second consecutive season on the service connecting Rafina with the Cyclades and Crete. For 2019, she was on the Rafina-Andros-Tinos-Mykonos-Paros-Santorini-Heraklion line. The iconic SUPERFERRY II seen heading towards the port of Santorini. Since entering service in Greece in 1993, she has spent her entire Greek career on the Rafina-Andros-Tinos-Mykonos line, while also making occasional extensions to other islands over the years. She first operated on the Channel from 1974 to 1992, before being bought by Strintzis Lines, who converted her in Perama from 1992 to 1993. Her conversion is considered to be one of the greatest in the history of the Greek coastal service. She operated for Strintzis Lines from 1993 until 2000, when the company was taken over by Attica Group, leading to the establishment of Blue Star Ferries. She operated for the latter until the end of the 2010 season. She then began operations for newly-established company Golden Star Ferries in 2011, and has remained with them ever since. Later during the evening, my sister and me headed to Thira in order to see the iconic sunset that occurs everyday on the Santorini Archipelago. It is one of the most beautiful sunsets in the world, and many tourists gather in order to see it. From there, I saw a small boat still working in the area. It was the AGIOS EFRAÏM of the Santorini Boatmen Union, which is one of the first small passenger ships ordered by her company, between 1995 and 1996. She serves the Santorini-Nea Kameni-Palaia Kameni line, and also helps transport passengers arriving in Santorini via cruise ships to the island. I also saw the YPAPANTI heading towards Nea Kameni during the sunset. This was the last of the many pictures I took that day. 14 July 2019: The first ship that I saw the following day, during the late morning, was the high speed ferry CALDERA VISTA of Sea Jets, which was seen leaving Santorini. The CALDERA VISTA is seen leaving Santorini. It was her second consecutive season under her current name. Before that, she was operating for Sea Jets as the MASTER JET, after having been acquired by them in 2011. As the MASTER JET, she operated on the Heraklion-Rethymnon-Santorini line in 2012 and in 2013, on the Piraeus-Tinos-Mykonos-Naxos-Ios-Santorini line in 2014, as a spare ship in 2015 and in 2016 (operating in particular on the Heraklion-Rethymnon-Santorini-Ios-Naxos-Mykonos line, on the Piraeus-Mykonos-Naxos-Santorini line, on the Piraeus-Paros-Naxos-Koufonisi-Amorgos line, on the Piraeus-Sifnos-Milos-Folegandros-Ios-Santorini line and on the Rafina-Tinos-Mykonos-Paros-Naxos-Ios-Santorini line), before being sent on charter in 2017 to Atlântico Line for service on the Azores lifeline. In 2018 she returned to Sea Jets and was renamed CALDERA VISTA, and was deployed on the Heraklion-Rethymnon-Santorini-Paros-Mykonos-Tinos-Syros line, while in 2019 she was deployed on the Heraklion-Santorini-Ios-Paros-Mykonos line. The CALDERA VISTA seen leaving Santorini for Ios. She is now the only Sea Jets high speed craft not to have the suffix 'JET 'as part of her name, although she previously had it when she was known as the MASTER JET. The CALDERA VISTA on her way towards Ios. Barely a few minutes after the CALDERA VISTA had left Santorini, another ferry was seen arriving. This time, it was the legendary EXPRESS SKOPELITIS of Small Cyclades Lines. The EXPRESS SKOPELITIS seen from a beautiful church in Oia. This is the perfect Cycladic landscape featuring an iconic Cycladic ferry. The EXPRESS SKOPELITIS heading for docking, as seen from the top of the village of Oia. The EXPRESS SKOPELITIS on her way towards Santorini. Since 1998 (when she was bought by Small Cyclades Lines), she operates on the Naxos-Irakleia-Schoinousa-Koufonisi-Donousa-Amorgos-Ios-Santorini line, connecting the Lesser Cyclades between them and with Naxos, Amorgos, Ios and Santorini (thought he latter are served only during the summer) on a daily basis. Her service has been acclaimed by the residents of these islands, as she is their main supplier of goods throughout the entire year. Despite her small size, she operates extremely well, including during the winter, when the weather at sea is more rough. Before entering service with Small Cyclades Lines, the ship was known as the ERESSOS II of Baïraktaris Shipping, and operated from 1986 to 1998 on the Mytilene-Ayvalık line, connecting Greece with Turkey. The historic EXPRESS SKOPELITIS seen in Santorini, with the beautiful bell of this church in Oia waving at her. The EXPRESS SKOPELITIS seen heading towards Santorini, during her twenty-second season under Small Cyclades Lines. I then saw the TAXIARCHIS D once again, as she headed towards Nea Kameni. Later, towards the afternoon, it was time for us to leave Santorini. We were due to leave with the BLUE STAR DELOS, which arrived towards 14:30. Before her arrival, while heading towards Athinios, I spotted the SUPERRUNNER maneuvering next to the port, as she had arrived in Santorini from Ios. The SUPERRUNNER seen maneuvering in Santorini. The summer of 2019 was her third straight under Golden Star Ferries and her current name. It was also her third year in a row operating on the Rafina-Tinos-Mykonos-Paros-Naxos-Ios-Santorini line. The SUPERRUNNER seen in Santorini. Before she was bought by Golden Star Ferries in late 2016, she was the SPEEDRUNNER IV of Aegean Speed Lines, having been bought by them in 2009. After spending seven successful years with them, primarily on the Western Cyclades, while also being the company's flagship, she was sold to Golden Star Ferries. She became the first-ever high speed craft in the history of the company. Since then, three other ships of her type have also been acquired. I notably had my first-ever trip with her, when I traveled onboard her from Ios to Mykonos on 17 July 2018. One last view of the SUPERRUNNER as she maneuvers in Santorini, in the port of Athinios. As it was the case with Ios in 2017 and with Paros in 2018, it was extremely impressive to see so many ships arriving in and leaving Santorini, regardless of their type and size, and whether they were local ships or occasional visitors. One thing that Santorini also has, compared with the other two islands, is the fabulous landscape which makes every picture special, and every ship majestic in her own way. It was very nice to see several ships, including some for the first time, while also exploring the beautiful villages of Santorini, which rightfully is one of the prettiest islands in all of Greece. #ferries #highspeedcraft #summer2019 #greece #cyclades #aegean #santorini #oia #ammoudi #thira #athinios #thirassia #neakameni #palaiakameni #terajet #seajet2 #calderavista #seajets #supercat #superrunner #superferryii #goldenstarferries #eleftheriosd #taxiarchisd #theoskepasti #dakoutrosshipping #dakoutrosspeed #orpheas #ypapanti #mytilinaiosch #agiosefraïm #santoriniboatmenunion #nearchos #cretacargolines #nissosthirassia #thirassialines #mariat #thalassiesmetafores #alexander #cycladiccruises #bluestardelos #bluestarferries #expressskopelitis #smallcycladeslines

Located on the Northern Cyclades, Tinos is certainly one of the most beautiful and famed islands of the Aegean Sea, having a rich history and being one of Greece's major religious, artistic and cultural centres. It is also known for its picturesque village and beautiful beaches, and altogether for its warm environment and quietness in contrast to its much more popular neighbour, the island of Mykonos. Tinos is primarily known in Greece for its famed Holy Monastery of Panagia Evangelistria, or Megalochari, and usually mentioned as 'Panagia Tinou' ('Our Lady of Tinos'), after which four historical ships of the Greek coastal service have been named. The Church attracts several visitors and Christian pilgrims during the year, and also hosts major celebrations on 15 August (the day of Dormition of the Virgin Mary) which are known not only in Greece, but also around the world. Tinos also has several archaeological sites dating from Ancient Greece, rich marbles resources, and has also been the birthplace of many well-known Greek painters and sculptors, including Giannoulis Chalepas. Due to its natural beauty and religious and cultural significance, the island has established itself as one of the most popular ones in Greece, and therefore it serves a prominent part of the Greek coastal service. Indeed, the island enjoys daily connection from Piraeus, as well as Rafina and Lavrion. These services help connect it with the rest of the Cyclades, and it is more frequently linked with neighbouring islands such as Andros, Syros and Mykonos. To that end, the Piraeus-Syros-Tinos-Mykonos line and the Rafina-Andros-Tinos-Mykonos line have become two of the most demanding and most popular services of the Greek coastal service, with the latter in particular having experienced an impressive rise over the past 30 years, and even more so in the last decade. During the summer, Tinos also maintains good connections with other popular islands such as Paros, Naxos, Santorini or Ios, and, in recent years, it has also been connected with islands of the Northeast Aegean Sea as well as Crete. Ferries operating on the inter-Cyclades lifeline also stop by the island, and therefore further contribute to its good connection with the Southern Cyclades Islands. Finally, several small passenger boats and tour boats stop by Tinos and connect it with Mykonos, Delos, Syros or Andros. As I arrived in Tinos for the first time in my life during the summer of 2021, I could not miss out on the opportunity to see the port and the various ships that serve it on a daily basis. I stayed there in late July, as part of a trip that I did with friends from my exchange semester in Beijing. We first stayed in Ios from 22 July to 26 July, and during that span I also had the opportunity to see some ferries that served the island during the summer. Afterwards, we traveled from Ios to Tinos on 26 July, sailing onboard the high speed ferry SUPEREXPRESS of Golden Star Ferries. In the next days that followed, I frequently went to the Chora of Tinos, and this gave me the opportunity to see many ships, most of which I managed to photograph. I also saw a few of them from the beaches that we visited, usually while they were sailing towards the island's port or towards Mykonos. This post features pictures taken each day between 27 July and 30 July, shortly before my departure from the island. 27 July 2021: On 27 July, I briefly headed to the Chora, and I got to see three different ships. The first one happened to be the high speed catamaran FLYINGCAT 4 of Hellenic Seaways. She was operating on the Rafina-Tinos-Mykonos-Naxos line, temporarily taking over the service that was covered by the FLYINGCAT 3, which had to head to Perama after having ran aground near Mykonos. A view of the FLYINGCAT 4 in the port of Tinos. For most of the 2021 season, she was operating on the Saronic Gulf, on the Piraeus-Poros-Hydra-Ermioni-Spetses-Porto Cheli line, where she has been deployed since 2019. She however operated on the Rafina-Tinos-Mykonos-Naxos line for the largest part of July, as the FLYINGCAT 3 first experienced an engine failure that kept her out of service for a few week, before having her accident in Mykonos only a few days after being reactivated. Fortunately, in early August the ship was repaired and resumed service without any further issues, while the FLYINGCAT 4 completed her season on the Saronic Gulf. A view of the FLYINGCAT 4 in Tinos, in what was her first appearance on the Cyclades since 2018. Built in 1999, she was initially ordered by the historical Greek company Agapitos Lines, as their first-ever high speed craft. She was known as the SEA SPEED 1 and was due to operate on the Cyclades. However, she never entered service for the company, instead joining Minoan Flying Dolphins in 2000 as the FLYINGCAT 4. She was deployed on the Cyclades, where she went on to become a massive success. Her company was renamed Hellas Flying Dolphins in 2002, and was rebranded as Hellenic Seaways in 2005. She has gone to establish herself as one of the most successful high speed craft in the history of the Greek coastal service, having been provided excellent seasons for her company on the Cyclades, as well as on the Sporades (where she operated from 2001 to 2003 and then from 2016 to 2017). The FLYINGCAT 4 seen in Tinos, right before her departure. Her last spell on the Cyclades had been during the 2018 season, when she was operating on the Rafina-Tinos-Mykonos-Naxos-Ios-Sikinos-Folegandros line. In front of the FLYINGCAT 4, I spotted a ship that is very well-known to the locals of Tinos. Indeed, it is the veteran small passenger boat NISSOS TINOS of Tinos Sea Tours, which performs daily cruises around the island, while also serving the Syros-Tinos-Andros-Mykonos-Rineia-Delos line. The NISSOS TINOS seen docked in her namesake island. She was built in 1979 in Greece, and has spent her entire career connecting Tinos with the other islands of the Northern Cyclades. She was owned by Tinos Island Cruises from 1979 to 2005, when she was sold to her current company. The NISSOS TINOS seen resting in Tinos. In addition to performing tours on the Cyclades, she has also been used as an emergency vessel , transporting sick or wounded passengers to larger hospitals found in Mykonos, Syros and Andros. Another view of the NISSOS TINOS as she is seen docked in her namesake island. The FLYINGCAT 4 seen alongside the NISSOS TINOS. Two completely different passenger ships coming from different generations, yet united by the purpose of serving the island of Tinos. About an hour later, I spotted the conventional ferry FAST FERRIES ANDROS of Fast Ferries arriving in Tinos. Built in 1989 in Japan, she has been owned by Fast Ferries since 2015. She began service for them on the Rafina-Syros-Tinos-Mykonos line, before being rerouted to the company's main service, on the Rafina-Andros-Tinos-Mykonos line, in 2016. In 2021, she extended her service to Paros, therefore she was on the Rafina-Andros-Tinos-Mykonos-Paros line. This marked the first time that Fast Ferries deployed a ship to the island of Paros. The FAST FERRIES ANDROS seen arriving in Tinos, in what was her seventh consecutive season under Fast Ferries. The FAST FERRIES ANDROS seen as she is arriving in the port of Tinos, after having sailed from Mykonos. The FAST FERRIES ANDROS seen in Tinos. She is one of the many conventional ferries that connect the island with Rafina. Another view of the NISSOS TINOS, as she is seen docked in the port of Tinos. These were all the pictures that I took that day, and they gave me a quick glimpse of what traffic can look like when more ships stop by the port towards the late morning. 28 July 2021: The next morning, I arrived in the ferry terminal of the port of Tinos, where I saw two ships of Fast Ferries arriving. Indeed, I spotted the FAST FERRIES ANDROS and the EKATERINI P. Both ships had arrived from Rafina, with the FAST FERRIES ANDROS having also stopped by her namesake island beforehand. A view of the FAST FERRIES ANDROS as she is seen approaching the port of Tinos. The FAST FERRIES ANDROS seen arriving in the port of Tinos. The FAST FERRIES ANDROS seen arriving in Tinos, a port that she has been calling every year since joining Fast Ferries. She also served it between late 2017 and early 2018, when she was briefly chartered to Blue Star Ferries in order to replace the BLUE STAR NAXOS on the Piraeus-Syros-Tinos-Mykonos line, with the latter vessel having replaced the BLUE STAR PATMOS which was taken out of service due to having grounded off in Ios towards the end of the summer of 2017. The FAST FERRIES ANDROS about to enter the port of Tinos. The FAST FERRIES ANDROS seen entering the port of Tinos, during her first season on the Rafina-Andros-Tinos-Mykonos-Paros line. The FAST FERRIES ANDROS seen having entered the port of Tinos, with the EKATERINI P following right behind. The FAST FERRIES ANDROS having entered the port of Tinos and seen about to begin her maneuvering procedure. The FAST FERRIES ANDROS beginning her maneuvering procedure in Tinos. Before joining Fast Ferries, she was known across the Greek coastal service as the EPTANISOS of the now-defunct company Strintzis Ferries. She operated for them on the Ionian Sea from 2003 to 2012, when her company ceased operations due to financial difficulties. She spent her first nine seasons on the Kyllini-Kefalonia line, while her final season in 2012 was on the Patras-Kefalonia-Ithaca line. That year, her service from Kyllini was stopped and she took over the operations that were provided by the iconic KEFALONIA (her fleetmate at the time), which was laid-up for the whole year. After completing the season, the EPTANISOS joined her fleetmate in Drapetsona for lay-up. The KEFALONIA was then sold to Kefalonian Lines in 2013, for whom she was reactivated on the Ionian Sea from 2013 to 2018 as the NISSOS KEFALONIA, before being sold to her current owners, Levante Ferries, in late 2018. Strintzis Ferries attempted to reactivate the EPTANISOS for the 2013 season, but this failed and the ship was sent for further lay-up in the Elefsina Bay. She was eventually sold to Fast Ferries in 2015, and became a major success on the Cyclades as the FAST FERRIES ANDROS. The FAST FERRIES ANDROS seen about to maneuver in Tinos. Before she was bought by Strintzis Ferries in 2003, she had operated in Japan from 1989 to 2000 as the SHINKO MARU of Nippon Kaiun, and then from 2000 to 2003 in Taiwan as the KING HUNG of King Fung Ma. The FAST FERRIES ANDROS seen arriving in Tinos and ready to undergo her maneuvering procedure. Coincidentally, another ship that used to be named EPTANISOS (the ship's former name under Strintzis Ferries) was also operating on the Rafina-Cyclades service. Indeed, it was the legendary EPTANISOS of Strintzis Lines (the predecessors of Blue Star Ferries, which was formed after Attica Group purchased the Kefalonia-based company in 2000), which operated on the Rafina-Andros-Tinos-Mykonos-Syros line from 1984 to 1992. She became such an acclaimed ship that she brought much popularity to the services based in Rafina, as several other companies decided to deploy ships there during the late 1980s. The EPTANISOS then operated on the Patras-Kefalonia-Ithaca line from 1992 to 1995, and then on the Kyllini-Kefalonia line from 1995 to 2000. She was then sold to Ventouris Ferries, for whom she ended her career as the POLLUX in 2003, after having spent three years on the Bari-Durrës line on the Adriatic Sea. Therefore, it is quite impressive to see that the original EPTANISOS operated on all lines that were also served by the newer EPTANISOS, which is now the FAST FERRIES ANDROS. She also performed these services in the opposite order of that undergone by the current FAST FERRIES ANDROS. The EKATERINI P seen arriving in Tinos. Built in 1990 in Japan, she has been owned by Fast Ferries since 1999. During the summer of 2021 she was operating on the Rafina-Tinos-Mykonos-Naxos-Koufonisi line. The FAST FERRIES ANDROS seen maneuvering in Tinos, while her fleetmate, the EKATERINI P, is approaching the port. Both ships were introduced on the Cyclades during the 2010s, and their services have generated much favourable feedback from passengers, Cyclades residents and tourists. The FAST FERRIES ANDROS seen maneuvering in Tinos. The EKATERINI P seen right outside the entrance of the port of Tinos. This was her first summer of service since 2018. Indeed, right before the 2019 season began, she had a severe engine failure which kept her out of service for the duration of that summer, as well as for the one that followed. She was repaired and refurbished in Perama and in Piraeus, and was successfully reintroduced in 2021. The FAST FERRIES ANDROS seen as she is maneuvering in Tinos. The EKATERINI P seen approaching the port of Tinos. When she joined Fast Ferries in 1999, she operated on the Igoumenitsa-Corfu line on the Ionian Sea. This was where her company was based for the largest part of its history, having deployed four landing craft between 1975 and 2005. The EKATERINI P became the first conventional ferry bought by the ferry, as well as the third conventional ferry to have been introduced on the Igoumenitsa-Corfu line. She remained there until 2012, when Fast Ferries decided to add her as a second ship on the Rafina-Andros-Tinos-Mykonos line. She underwent a major conversion in Perama, whereupon her bow was remodeled and her stern was upgraded. Her entry to service proved to be very successful. In 2016 she was deployed on the Rafina-Tinos-Mykonos-Naxos line, as a result of the introduction of the FAST FERRIES ANDROS on the Rafina-Andros-Tinos-Mykonos line. She stayed there up until 2018, while in 2017 she performed a service on the Rafina-Andros-Tinos-Mykonos-Naxos line. The FAST FERRIES ANDROS seen completing her maneuvering procedure in Tinos, while the EKATERINI P is about to join her. The reliable and much-appreciated FAST FERRIES ANDROS seen completing her maneuvering procedure and ready to dock in Tinos. The FAST FERRIES ANDROS having completed her maneuvering procedure and now docking in Tinos. The FAST FERRIES ANDROS seen about to dock in the port of Tinos. The FAST FERRIES ANDROS seen docking in Tinos, in what was yet another successful summer for her and her company. The EKATERINI P is seen having entered the port of Tinos, and is now about to dock next to her fleetmate, the FAST FERRIES ANDROS. The EKATERINI P seen as she begins her maneuvering procedure in Tinos. Just like the FAST FERRIES ANDROS, she was also built in Japan and spent the first years of her career there. More specifically, she was the ROKKŌ MARU of the Japanese company Kansai Kisen, and was deployed on the Kobe-Takamatsu line. She stayed there until 1999, when she joined Fast Ferries. The EKATERINI P seen docking next to the FAST FERRIES ANDROS in Tinos. The EKATERINI P seen in Tinos, as she is about to begin her maneuvering procedure. The FAST FERRIES ANDROS now seen resting in Tinos, prior to her departure for Mykonos. The EKATERINI P seen in Tinos, shortly before undergoing her maneuvering procedure. This was her eighth season on the Cyclades, and her first one on the Rafina-Tinos-Mykonos-Naxos-Koufonisi line. The EKATERINI P seen maneuvering in Tinos. The addition of Koufonisi to her itinerary proved to be a major success, as it gave the island more connection with the rest of Greece, as well as with Rafina for the first time since 2019, when the high speed trimaran SUPERSPEED of Golden Star Ferries was operating on the Rafina-Syros-Mykonos-Paros-Naxos-Koufonisi-Amorgos line. That service was however unsuccessful and ended prematurely after the high speed craft suffered a major engine failure in Naxos. She has not returned to service ever since, even following her sale to Sea Jets in 2021. The service of the EKATERINI P helped forget this unfortunate event, and she was one of the two conventional ferries calling at Koufonisi during the 2021 season, alongside the BLUE STAR NAXOS. The EKATERINI P seen maneuvering in Tinos, in a summer that was viewed as a nice comeback story for the Japanese-built veteran ferry, The EKATERINI P seen docking right next to her fleetmate, the FAST FERRIES ANDROS, in the port of Tinos. Both ships have had very similar career paths. Indeed, they were both built in Japan, and had spells on the Ionian Sea upon being bought by Greek companies, before being deployed from Rafina to the Cyclades during the 2010s. The EKATERINI P seen about to dock right next to the FAST FERRIES ANDROS in Tinos. The EKATERINI P seen docking in the port of Tinos. She is the second ship in the history of the company to have that name. Indeed, the first one was the landing craft EKATERINI P, which was built in 1975 in Greece and operated for Fast Ferries on the Igoumenitsa-Corfu line from 1975 until her sale to the Greek company Ifigeneia NE, for whom she operated as the EKATERINI D. She then became the KONSTANTINOS G of Costar Lines (2006-2011) and then of NEL Lines (2011-2014), operating on the Mytilene-Dikili line on the Northeast Aegean Sea. She was laid-up in 2013 in Elefsina, and was sold the following year to the Equatorial Guinean company Somagec, for whom she still operates today as the ELOBEY XII. The EKATERINI P docking next to the FAST FERRIES ANDROS. Both ships have been very successful on the Cyclades and have further contributed to the company's good reputation. Both ships offer very good amenities onboard, always arrive according to schedule in the ports that they serve, and have very friendly crew members onboard. Moreover, Fast Ferries has never found itself in the centre of controversy or media attention, unlike many of its competitors. The EKATERINI P having almost docked in Tinos in order to join the FAST FERRIES ANDROS. Both ferries are the two oldest ones of the fleet, being 31 years old and 32 years old, respectively. The EKATERINI P having almost docked in Tinos, while the FAST FERRIES ANDROS is unloading passengers and vehicles. The EKATERINI P having finally docked in Tinos, and seen right next to the FAST FERRIES ANDROS. The EKATERINI P seen resting in the port of Tinos, next to her fleetmate, the FAST FERRIES ANDROS, which later left for Mykonos. The EKATERINI P still seen in Tinos, shortly after the FAST FERRIES ANDROS left the port in order to head to Mykonos. The EKATERINI P seen departing the port of Tinos, in order to head to Mykonos as well. The EKATERINI P seen once again as she departs Tinos for Mykonos. About an hour later, after returning to the port, I saw the BLUE STAR PAROS of Blue Star Ferries. Built in 2002, she has been serving the Piraeus-Syros-Tinos-Mykonos line since 2020. She had also been serving it since 2018, albeit being deployed on the Piraeus-Syros-Tinos-Mykonos-Ikaria-Fournoi-Samos line for two seasons. The BLUE STAR PAROS seen docked in Tinos. Along with her sister ship, the BLUE STAR NAXOS, and also the BLUE STAR ITHAKI (which operated for Blue Star Ferries from 2000 to 2014, and is now the FUNDY ROSE of the Canadian company Bay Ferries Limited) in the past, she has been one of the most successful ferries in the history of the Cyclades and of the Greek coastal service. In almost two decades of service, she has provided excellent service and has been acclaimed by residents and tourists alike. The BLUE STAR PAROS seen docked in the port of Tinos, right before sailing to Mykonos. I traveled with her back on 20 June 2018, while heading from Mykonos to Piraeus (via Tinos and Syros). She therefore became the second ship of Blue Star Ferries on which I traveled, following the BLUE STAR PATMOS, on which I have been four times, including on 7-8 July 2015 while heading from Piraeus to Santorini, and also on 10 July 2017 while heading from Santorini to Ios. The BLUE STAR PAROS seen resting in the port of Tinos. She has spent her entire career on the Cyclades, except for the 2016 season and the 2017 season, when she operated on the Dodecanese. This was due to the sale of the DIAGORAS, which was operating on the lifeline for 10 years, to the Moroccan company Africa Morocco Link, although she rejoined Blue Star Ferries in late 2017. Ahead of the 2018 season, the BLUE STAR PAROS was rerouted to the Piraeus-Syros-Tinos-Mykonos-Ikaria-Fournoi-Samos line, while her service on the Dodecanese lifeline was taken over by the NISSOS CHIOS of Hellenic Seaways, which went on to join Blue Star Ferries in 2020 as the BLUE STAR CHIOS. Another view of the great BLUE STAR PAROS in Tinos. The NISSOS TINOS seen resting in Tinos, shortly after the BLUE STAR PAROS left the port in order to head to Mykonos. Later in the afternoon, I again saw the FAST FERRIES ANDROS, as she had returned to Tinos from Mykonos. The FAST FERRIES ANDROS seen docked in Tinos, prior to her departure for Andros. The FAST FERRIES ANDROS seen resting in Tinos. Among the four ships currently owned by Fast Ferries, she was the third one to join the fleet. Another view of the FAST FERRIES ANDROS in Tinos, shortly before her departure for Andros and later Rafina. Later during that day, I headed to beautiful beach of Agios Fokas in Tinos. There, I saw the EKATERINI P, which was heading towards the port after having left from Mykonos. The EKATERINI P seen from the beach of Agios Fokas in Tinos, making her way to the port as part of her return trip from Mykonos. Another view of the EKATERINI P, as she heads towards the port of Tinos. That was the final picture that I took that day, which was undoubtedly marked by the simultaneous arrival of the FAST FERRIES ANDROS and of the EKATERINI P. 29 July 2021: I again headed to the Chora of Tinos on 29 July, and I therefore had the chance to see a few ferries in the port. The first one that I saw was the THEOLOGOS P of Fast Ferries, which was arriving from Mykonos. That way, I had now seen all three conventional ferries of Fast Ferries in Tinos. The THEOLOGOS P seen arriving in Tinos. She was built in 2000 in Japan, and was bought by Fast Ferries in 2006. After being converted for a year, she was introduced on the Rafina-Andros-Tinos-Mykonos line during the 2007 season, becoming the first ship of Fast Ferries to be deployed on the Cyclades. Her arrival proved to be a massive success for the company, and she was widely credited for increasing passenger and freight traffic from Rafina to the Cyclades and vice versa. With the success of the THEOLOGOS P, the company later introduced two new ships on the Rafina-Cyclades service: the EKATERINI P in 2012 and the FAST FERRIES ANDROS in 2015. The THEOLOGOS P seen arriving in Tinos, during her fifteenth consecutive season on the Rafina-Andros-Tinos-Mykonos line, where she is currently the ship with the second largest amount of experience, after the SUPERFERRY II of Golden Star Ferries, which became the SUPERSTAR of Sea Jets in October 2021. The THEOLOGOS P seen arriving in the port of Tinos. Since beginning service for Fast Ferries in 2007, she has been the flagship of the company. The much-acclaimed THEOLOGOS P seen arriving in the port of Tinos, after having left Mykonos. In 2017, she operated alongside the EKATERINI P on the Rafina-Andros-Tinos-Mykonos-Naxos line. The THEOLOGOS P seen in Tinos, shortly before undergoing her maneuvering procedure. She is the third ferry in the history of Fast Ferries to be named THEOLOGOS P. The previous two were landing craft that were deployed on the Igoumenitsa-Corfu line in the 1970s and the 1980s, although the original THEOLOGOS P also had a spell on the Oropos-Eretria line from 1974 to 1979. The second THEOLOGOS P (built in 1985) is still in service in Greece, being currently known as the PANAGIA THASSOU of Thassos Ferries since 2005, and is operating on the Kavala-Thassos line on the Northeast Aegean Sea. The THEOLOGOS P having docked in Tinos. I traveled with her for the first time in my life on 15 August 2020, while heading from Rafina to Andros. This was my first-ever trip with a ship of Fast Ferries, and I have to say that I was very impressed with her amenities and the reliable journey that she undertook. The THEOLOGOS P seen resting in Tinos, just before leaving in order to head to Andros. A view of the THEOLOGOS P in the port of Tinos, right after she docked following her arrival from Mykonos. The THEOLOGOS P, one of the most successful ships in the history of the Rafina-Andros-Tinos-Mykonos line, seen resting in Tinos. The THEOLOGOS P seen once again in Tinos, shortly before her departure. The THEOLOGOS P now seen departing the port of Tinos. One last view of the THEOLOGOS P as she is seen leaving Tinos in order to head to Andros. I once again saw the NISSOS TINOS docked in her namesake island, right before she headed to Mykonos. Later on, I also saw the high speed ferry SUPEREXPRESS of Golden Star Ferries leaving the port of Tinos. This was her first season on the Rafina-Tinos-Mykonos-Naxos-Paros-Ios-Santorini line. I had traveled with her for the first time while heading from Ios to Tinos just three days before taking this picture. A few minutes after the departure of the SUPEREXPRESS, I once again got the chance to see the FLYINGCAT 4, which was arriving in Tinos from Rafina. The FLYINGCAT 4 seen arriving in the port of Tinos. She has served the island during the 2000 season, when she spent her first summer under Minoan Flying Dolphins on the Piraeus-Kythnos-Andros-Syros-Tinos-Mykonos-Paros-Naxos-Ios-Santorini line, and then between 2013 and 2015 and in 2018 under Hellenic Seaways. The FLYINGCAT 4 seen arriving in the port of Tinos, while still substituting for the FLYINGCAT 3 which was still out of service. The FLYINGCAT 4 seen in Tinos, during the second year in which she bore the current livery of Hellenic Seaways used by all its high speed craft, which were formerly advertising the Greek telecommunications company Cosmote, from 2013 to 2020. The FLYINGCAT 4 seen heading towards her docking spot in Tinos. One last view of the FLYINGCAT 4 as she heads towards her docking spot in the port of Tinos. Later during that day, I headed to Kionia Beach in Tinos, from where I saw the FAST FERRIES ANDROS making her way from Tinos to Andros. Another view of the FAST FERRIES ANDROS from Kionia Beach, as she heads from Tinos to her namesake island. I would go on to travel with her for the first time in my life just a day after taking this picture, as I headed with her from Tinos to Rafina. During the evening of 29 July, I saw the EKATERINI P docked in the port, after she had arrived from Mykonos. She was loading passengers and vehicles in order to end her daily itinerary and head back to Rafina. The EKATERINI P seen departing the port of Tinos in order to head back to Rafina. This was my last picture of the day, in what was my last evening in Tinos during my stay in the island. 30 July 2021: On the day that I was supposed to leave Tinos, I stopped by the Chora as I would be traveling with the FAST FERRIES ANDROS during the afternoon. During the morning, I spotted the SUPERFERRY of Golden Star Ferries leaving the port and heading to Mykonos. The SUPERFERRY seen leaving Tinos and heading to Mykonos. She was built in 1995 in Japan, and was bought by Golden Star Ferries in 2015. She made her debut on the Aegean Sea in 2016, on the Rafina-Andros-Tinos-Mykonos line. Her second season in 2017 was on the Rafina-Andros-Tinos-Mykonos-Naxos line, while in 2018 she connected Rafina with Crete via the Rafina-Andros-Tinos-Mykonos-Paros-Ios-Santorini-Heraklion line together with her then-fleetmate, the SUPERFERRY II. She returned to the Rafina-Andros-Tinos-Mykonos line in 2020. The SUPERFERRY seen leaving Tinos, during what was her sixth consecutive season on the Cyclades and under Golden Star Ferries. The SUPERFERRY seen leaving Tinos in order to head to Mykonos. After Golden Star Ferries sold four of its ships to Sea Jets, she and the SUPEREXPRESS are the only two remaining ships of the company's fleet. The SUPERFERRY seen shortly after her departure from Tinos. I traveled with her from Rafina to Ios on 14 June 2018, making it my first-ever trip with a ship of Golden Star Ferries and the first time that I saw Tinos, as we had stopped by the island during that journey. The SUPERFERRY seen once more, as she makes her way from Tinos to Mykonos. This therefore marks the end of my post, in which I added a large amount of pictures depicting what a typical scene in the port of Tinos looked like during the summer. Overall, I saw most of the ships that serve the island and which play a vital part in connecting it with the rest of Greece, hence promoting its tourist activities and attracting more visitors as the years go by. This wonderful island has been fortunately served by very reliable companies such as Fast Ferries, Golden Star Ferries and Hellenic Seaways. I was very impressed with the maneuvering procedures undertaken by the ferries, and in particular those of the FAST FERRIES ANDROS and of the EKATERINI P. Overall, I really enjoyed my time in this beautiful island, which has so much to offer, both in terms of natural beauty and touristic attractions. And seeing all these ships within that four-day span made this stay even more memorable. #summer2021 #greece #cyclades #aegean #tinos #flyingcat4 #hellenicseaways #nissostinos #tinosseatours #fastferriesandros #ekaterinip #theologosp #fastferries #bluestarparos #bluestarferries #superexpress #superferry #goldenstarferries

Trip: 18 August 2020. From Andros to Rafina, with the SUPERFERRY II of Golden Star Ferries. The legendary day ferry SUPERFERRY II was built in 1974 in Belgium. She was initially known as the PRINCE LAURENT of the Belgian company Regie voor Maritiem Transport (RMT), which was part of the British conglomerate Sealink . She entered service on the Ostend-Dover line. She collided with a quayside of Dover in 1978, but she was quickly repaired afterwards. She was transferred to Townsend Thoresen in 1985. She was then transferred to P&O European Ferries in 1987, and continued to serve the Ostend-Dover line. Her company then traded as Oostende Lines in 1991. She was sold in 1992 to the Greek company Strintzis Lines and was renamed IONIAN EXPRESS. Initially supposed to be deployed on the Patras-Kefalonia-Ithaca line, it was instead decided that she would operate on the Cyclades, in order to replace her older fleetmate, the SUPERFERRY, which had an impressive yet troublesome season on the Rafina-Andros-Tinos-Mykonos-Syros line, due to her large size preventing her from docking safely in any of the ports she was serving, as most of them were extremely underdeveloped at the time. Because of these issues, Strintzis Lines shifted their attention to the IONIAN EXPRESS. She underwent a major conversion in Perama, where she saw an expansion of her garage, a full renovation of her interior areas, (including the removal of several cabins), a new bow, an improved stern and the addition of balconies above her bow. She was ultimately renamed SUPERFERRY II and began service in 1993 on the Rafina-Andros-Tinos-Mykonos-Syros-Astypalaia-Kalymnos-Kos-Nisyros-Tilos-Rhodes line on the Cyclades and on the Dodecanese, with the latter being served due to the ship usually operating there, the IONIAN SEA (later the DIMITRA of GA Ferries and the LEROS of DANE Sea Line) having been chartered to Tunisia Ferries. Upon her introduction, she went on to be a massive success, and a ship far better than her predecessor. Beginning in 1994 she stopped serving the Dodecanese, operating solely on the Rafina-Andros-Tinos-Mykonos-Syros line, in which she cemented herself as one of the best ferries on the Cyclades. She remained with Strintzis Lines until the latter was taken over in 2000 by Attica Group, with the new company being named Blue Star Ferries. She remained in service on the Rafina-Andros-Tinos-Mykonos line for the next ten years, initially under the Blue Ferries division from 2000 to 2004 and then under Blue Star Ferries from 2004 to 2010. She also occasionally operated on the Piraeus-Syros-Tinos-Mykonos line when her fleetmates would undergo their annual refits. In 2010 she collided with the main pier of the port of Tinos, ending her Blue Star Ferries career. She was subsequently bought by the newly-established Andros-based company Golden Star Ferries. After a small conversion that included the addition of a new bulbous bow in Piraeus, she began service in 2011 on the Rafina-Andros-Tinos-Mykonos-Naxos line, where she was once again extremely successful. She returned to Rafina-Andros-Tinos-Mykonos line in 2013. With the arrival of her new fleetmate, the SUPERFERRY, in 2016, she was deployed on the Rafina-Andros-Tinos-Mykonos-Naxos-Paros line. She returned to the Rafina-Andros-Tinos-Mykonos line in 2017, after having undergone a major renovation in Perama. The following year, she and the SUPERFERRY were deployed on the Rafina-Andros-Tinos-Mykonos-Paros-Ios-Santorini-Heraklion line, thus marking the first-ever connection of Rafina with Crete. In 2019, she and the SUPERFERRY were deployed on the Rafina-Andros-Tinos-Mykonos-Paros-Santorini-Heraklion line. In 2020 she was deployed on the Rafina-Andros-Tinos-Mykonos-Paros line. So this is a quick overview of the long and legendary career of the SUPERFERRY II. Having now completed 28 summer seasons from Rafina to the Cyclades, she is considered to be one of the greatest ships in the history of the Greek coastal service, if not the greatest according to some. She is certainly the best day ferry to have ever sailed in Greek waters, and is undoubtedly the best ship to have ever operated from Rafina. Despite her being 47 years old (making her one of the oldest ferries in Greece), she still provides a speedy and reliable service, and shows no signs of declining anytime soon. Her longevity, her comfortable indoor areas, her outstanding outdoor alleys and balconies, as well as her impressive speed and sail-worthiness have all been key reasons behind her iconic career on the Cyclades. She has widely been lauded by passengers heading to Andros, Tinos and Mykonos, as well as the other Cyclades islands that she has served from time to time. This is considering how demanding and difficult the line on which she operates is, and the fact that she has remained there for such a long time despite the arrival of fierce competitors such as newbuildings and high speed craft makes her even more unique. She has also been a massive success for all three companies under which she sailed, and she played a key role in enabling their growth and expansion into the Cyclades over the last ten years (including Strintzis Lines, whose work has been continued by Blue Star Ferries since 2000). I was finally able to have a trip onboard this great ferry on 18 August 2020, and therefore I managed to accomplish a childhood dream at last. Indeed, after having spent three days in Andros with my family, it was now the time to return to Rafina in order to then head to Aegina in order to spend the remainder of our vacation together. After having been to the beautiful island of Andros on 15 August 2020 with the THEOLOGOS P of Fast Ferries, our return trip was planned to be with the SUPERFERRY II. By traveling onboard her, I had my first-ever trip from Andros to Rafina, as well as my third-ever trip with a ship owned by Golden Star Ferries. Indeed, I had already traveled with the SUPERFERRY from Rafina to Ios on 14 June 2018, followed by the SUPERRUNNER from Ios to Mykonos three days later. Furthermore, it was my first trip with a Golden Star Ferries-owned ship in more than two years, and I had now been onboard both conventional ferries of the company. She also became the oldest ferry on which I ever traveled, as she was 46 years old at the time of my trip (thus eclipsing the record held by the KEFALONIA of Levante Ferries, which was 44 years old when I traveled with her from Zakynthos to Kyllini on 7 July 2019). It was also my first-ever trip with a ship that began operating on the Cyclades before I was born, and also my first-ever trip with a ship built in Belgium. The incredible SUPERFERRY II seen arriving in Andros, after having left Tinos. This was her twenty-eighth summer, with all of them having been on the Rafina-Cyclades service. The SUPERFERRY II having entered the Gavrion Bay, which is named after Gavrion, the coastal town that features the ferry port of Andros. The SUPERFERRY II preparing to enter the port of Gavrion in Andros. This was her tenth consecutive summer under Golden Star Ferries. She was the company's first ship. Following her successful operations, Golden Star Ferries have since acquired five more ships, including four high speed craft. All of them serve the Cyclades from both Rafina and Piraeus. The SUPERFERRY II seen approaching Andros. Even if she was 46 years old when I had my trip with her, she still looked like she was a majestic ship, showing no signs of getting older. The SUPERFERRY II on her way towards her docking spot in Andros. A view of the iconic SUPERFERRY II. She is the last ship among those built in Belgium between the 1950s and the 1970s which went on to have successful spells in Greece (mostly on the Cyclades), after having first operated under the famed Belgian company Regie voor Maritiem Transport (RMT). This group of ships is known as the 'Gentle Belgians', and included legendary ships, such as the late AIGAION of Agapitos Lines (1976-1992) and later of Agapitos Express Ferries (1992-1996); the late GEORGIOS EXPRESS (considered by some to be the best ferry in the history of the Greek coastal service regardless of the SUPERFERRY II overtaking her in terms of longevity) of Ventouris Ferries (1980-1983), Ventouris Sea Lines (1983-1996) and later Agios Georgios Ferries (1996-2009, although the company ceased operations in 2001); the latter's sister ship, the BARI EXPRESS, of Ventouris Ferries (1983-1997), and later the EXPRESS HERMES of Agapitos Express Ferries (1997-1999) and then of Minoan Flying Dolphins/Hellas Flying Dolphins (1999-2003); the late LYDIA of the now-defunct company Hellenic Mediterranean Lines (1985-1995); and lastly the SUPERFERRY II's sister ship, the PANAGIA TINOU 2 of Ventouris Sea Lines (1993-1997), later the EXPRESS ATHINA of Agapitos Express Ferries (1997-1999), Minoan Flying Dolphins/Hellas Flying Dolphins (1999-2005) and Hellenic Seaways (2005-2007), before ending her career as the EXPRESS LIMNOS of Saos Ferries (2007-2011). The SUPERFERRY II is the only ship from that group that is still alive and still sailing in Greece to date. The SUPERFERRY II having entered the Gavrion Bay and preparing to undergo her maneuvering procedure. The SUPERFERRY II seen about to begin her maneuvering procedure in Andros. The SUPERFERRY II seen from the docking spot in which she went on to moor following her maneuvering procedure. The SUPERFERRY II was not alone in Andros, as I could also spot the veteran landing craft AGIA MARINA of Dolychio (also trading as Petrogaz). The AGIA MARINA spotted in Andros. She is a ship that has been to almost every port that exists on the Aegean Sea, as she conducts several itineraries from Aspropyrgos (near Elefsina) to the Cyclades, the Sporades, the Northeast Aegean Sea and the Dodecanese. In fact, she has served all islands of the Cyclades, as well as Aegina on the Saronic Gulf (which is usually her first stop). She transports different types of cargo, including lorries, chemicals, fuel, dangerous goods and wind generators. She has been operating under this capacity since 2007. The AGIA MARINA seen in Andros. I had first seen her in 2014, while she was heading from Aspropyrgos to Aegina. I failed to see her again until 2020, initially in Aegina on 12 August and then in Andros six days later. The AGIA MARINA seen in Andros just before the SUPERFERRY II began her maneuvering procedure. The AGIA MARINA seen in Andros. She was built in 1978, four years after the SUPERFERRY II. Her career has been quite eventful, as she spent the first 19 years of her life in Yemen as a Ro-Ro carrier and dangerous good carrier under Petrola, which was the Saudi Arabian subsidiary of the Latsis Group. In 1997 she was bought by Dolychio and was renamed AGIA MARINA, and operated in Greece for the first time in her career (despite having been built there). She spent 10 years on the Kefalonia-Ithaca-Lefkada line on the Ionian Sea as a passenger landing craft, before moving to her current role in 2007. The AGIA MARINA seen docked in Andros. The SUPERFERRY II preparing to perform her maneuvering procedure in Andros. The SUPERFERRY II about to maneuver in Andros. The SUPERFERRY II seen undergoing her maneuvering procedure in Andros. She has been registered in Piraeus since the start of her Greek career, whereas her fleetmate, the SUPERFERRY is registered in Andros, as this is the island of origin the Stefanou brothers (the owners of Golden Star Ferries). The SUPERRUNNER is also registered in Andros, whereas the other three high speed craft (the SUPERSPEED, the SUPERCAT and the SUPEREXPRESS) are registered in Piraeus. The SUPERFERRY II having almost completed her maneuvering procedure in Andros. The SUPERFERRY II preparing to dock in the port of Gavrion in Andros. The AGIA MARINA seen resting in Andros. The SUPERFERRY II about to dock in Andros. The SUPERFERRY II having finally docked in Andros, with passengers ready to embark onboard her. The first four decks of the SUPERFERRY II are dedicated to her engine room and her garage. Deck 5 is the first deck that is available to passengers. There, obviously, one can see the ship's reception desk and pursuer's office. Moving beyond the reception desk, one can see the rest of Deck 5, which includes most lounge areas of the ship. This one is the Aft Economy Lounge area, which mostly features plastic orange chairs. The floor is wooden, but has been notably upgraded since the 2017 season, as were the wooden columns in the middle. The central part of the Aft Economy Lounge area, which also features a bar called Golden Cafe, which is the same name used by bars on the SUPERFERRY and on the SUPERRUNNER. The front view of the luggage room located in Deck 5, which is covered by a deckplan of the ship. Deck 5 also features the ship's onboard retail store, which sells various products such as clothes, bags, souvenirs, jewelry, toys and gadgets. In the forward section of Deck 5 is another lounge area known as the Pergola Lounge, which features very comfortable grey lounge chairs. The lounge chairs of the Pergola Lounge, as seen on the ship's port side. The ship's lift (reserved to the crew) and staircase entrance which leads to the other decks. The doors' design suggests that they were there during the ship's career in Belgium. The lounge area located in the front section of Deck, which is known as the Ionian Lounge. It features additional chairs as well as glass walls which are decorated with the company's logo. The lounge area's name presumably originates from the time during which the ship was undergoing her conversion for Strintzis Lines in order to begin service on the Ionian Sea, although she eventually moved to Rafina and the Cyclades once her conversion was completed in 1993. The bar located in the Ionian Lounge area, also sponsored by Golden Cafe. After seeing Deck 5, I headed to Deck 6, whose middle section has aircraft-style seats which are assigned in rows. This area is named Air Seats A, and is located in the ship's port side. Right next to it is the Air Seats B area, which has aircraft-style seats on the ship's starboard side. The walls in both areas are decorated with many beautiful frames themed after the ship and the islands which she serves. Here is a picture of the SUPERFERRY under the original livery of Golden Star Ferries, which had a different font compared to now. Next to the aircraft-style seats is a small room consisting of the ship's onboard cinema hall. She is one of the very few ferries that have one in Greece. It was extremely popular during the start of her career on the Cyclades, and it is still used by passengers once in a while. A view of the first-class lounge area, which is known as the Aphrodite Lounge. It features many white chairs and lounges, as well as a bar and many television screens. A frame seen in Deck 6, which depicts a map of the Cyclades, with a particular focus on Andros, Tinos and Mykonos, which are the three islands that the SUPERFERRY II has been serving in every season of her career. We can also see the island of Syros, as well as Paros, Naxos and Donousa at the bottom. Furthermore, Kea, Kythnos and Serifos, the three Northernmost Western Cyclades islands, can be spotted. The small area in Deck 6 that leads passengers to the Aphrodite Lounge, the outdoor area or the ship's cabins which are located in Deck 7. A view of the alley leading to the ship's cabins in Deck 7. Popular during her spell on the Ostend-Dover line, their role has diminished in Greece, due to the ship primarily operating as a day ferry. However, they are occasionally booked by passengers. Two cabins are considered to be very luxurious, and are named 'Andros' and 'Mykonos' as a tribute to the two islands of the Cyclades. After having seen all of the ship's indoor areas, I proceeded to check the outdoor areas. Here is the starboard side outdoor alley in Deck 6, which located right below the ship's lifeboats. I then headed to Deck 7, which has a sun deck located in the ship's stern. It features many white chairs and tables. Another view of the well-known sun deck in Deck 7. The outdoor alley of Deck 7, as seen from the ship's starboard side. It features many chairs facing the sea and the lifeboats. At 13:30, we departed Andros in order to head to Rafina. I was able to witness the ship's incredible speed, as she had already left the Gavrion Bay in less than ten minutes. Despite her age, the SUPERFERRY II still sails at the same speed as she did during the 1990s and 2000s. I then proceeded to Deck 8, which has an outdoor open deck area, with many rows of blue chairs attached to the floor, hence giving a full view from the stern's angle. The middle section of the open deck area in Deck 8, which has reserves of life jackets and the ship's iconic funnel. As it is the case with the ships of Golden Star Ferries, the back section of the funnel is painted in yellow, while the rest of the funnel has a dark blue background. Passing by the ship's funnel in Deck 8. The forward section of Deck 8, which has the bridge, the crew cabins, the galley and the mess room. The port side alley of Deck 8 that leads to the ship's famed bridge. Both sides feature an outdoor area that can be accessed by the crew. A view of the port side staircase leading passengers from Deck 7 to Deck 8. In front of it is one of the most famous highlights of the ship. This highlight is the iconic front section balcony, located right above the ship's bow. It allows passengers to have a unique view of what the ship is facing. Even when she sails under strong winds, passengers are rarely disturbed by it. These balconies were added during the ship's spectacular conversion, and they surely contributed greatly to her success. The ship does not only have this feature in Deck 7 (as seen above), but also in Deck 6, with passengers being much closer to her bow. Another view of the front section balcony in Deck 7, which is were I stayed for the vast majority of the trip. While I did not see many ships, the trip remained very pleasant, and the SUPERFERRY II made it very comfortable and enjoyable. Moreover, she was sailing at such a high speed, that the coast of Attica would gradually appear to be closer and closer to the ship. After passing by the dangerous Cavo Doro channel, we could now see the island of Evoia. At some point, I spotted the containership MSC LUNA F of the Mediterranean Shipping Company (MSC) sailing on the Aegean Sea. She was seen here from the balcony of the SUPERFERRY II. Moments later, after the ship had passed by Southern Evoia and was now on the Petalioi Gulf, I spotted the veteran ferry EVIA STAR of Geraistos NE, which was heading from Marmari to Rafina. Passing by the EVIA STAR, which is also heading towards Rafina. Built in 1980 in Japan, this ship was originally a Ro-Ro carrier, but, upon being acquired by Geraistos NE in 2000, she was converted into a passenger ferry. She began service on the Rafina-Marmari-Karystos line in 2001. Following another conversion during which she received sponsons in 2010, the ship was deployed on the Rafina-Marmari line, where she has since been remaining. Crossing the EVIA STAR on the Petalioi Gulf, during her twentieth season in Greece. She is the ship with the second largest amount of experience in Rafina, after the SUPERFERRY II. The EVIA STAR on her way towards Rafina. After two hours and ten minutes, we had finally arrived in Rafina, our final destination. There, I saw the ship on which I had traveled just three days prior to my trip with the SUPERFERRY II, namely the THEOLOGOS P of Fast Ferries. The THEOLOGOS P, a longtime rival of the SUPERFERRY II, seen docked in Rafina. Built in 2000 in Japan, she was bought in 2006 by Fast Ferries. After a conversion in Perama, she was deployed on the Rafina-Andros-Tinos-Mykonos line in 2007, becoming the flagship of Fast Ferries and the first ship of the company to operate on the Cyclades and on a service other than the Igoumenitsa-Corfu line (on which they were previously based) since 1979. Her introduction was extremely successful, and she is considered to be the main ferry carrying out the afternoon service from Rafina to the Cyclades. The THEOLOGOS P seen in Rafina, in what was her fourteenth summer under Fast Ferries. During the 2017 season only, she operated on the Rafina-Andros-Tinos-Mykonos-Naxos line, thus performing the same service that the SUPERFERRY II had done during her first two seasons under Golden Star Ferries. The THEOLOGOS P seen in Rafina as the SUPERFERRY II prepares to undergo her maneuvering procedure at 15:25. She is now the ship with the second largest amount of experience on the Rafina-Cyclades service, after the SUPERFERRY II. She is also the ship with the third largest amount of experience in Rafina, after the SUPERFERRY II and the EVIA STAR. The THEOLOGOS P seen resting in the port of Rafina. One last view of the THEOLOGOS P, as the SUPERFERRY II begins to dock next to her. We immediately disembarked upon our arrival in Rafina. This marked the end of the trip and of the beautiful three-day spell that I had in Andros with my family. I was more than thrilled to have completed it by traveling with the unique SUPERFERRY II. For a Greek coastal service enthusiast, traveling onboard the SUPERFERRY II is like an Ancient Greece expert visiting Delos, Ancient Olympia or Delphi. She is truly a legend of the Greek coastal service, with many considering her the best ferry to have been present in Greek waters. I clearly got to see why such people have this view, as the ferry provides unique amenities, comfortable lounge areas, and spectacular outdoor areas, with notably the front section balconies that provide a magnificent view on the Aegean Sea. The ship's name, which has remained untouched despite operating under three different companies, clearly fits her capabilities, as she truly is a superferry, whether it is in terms of speed, comfort, sail-worthiness or passenger/vehicle capacity. This is a result of the smart conversion that she underwent upon her acquisition by Strintzis Lines, and it eventually kept her as one of the main ships of the Cyclades even as she is nearing three decades in her service. Despite her advanced age, which often comes into debates regarding her long-term future, she does not seem to be stopping anytime soon. In fact, her indoor areas are so modern, that they clearly do not indicate how old the ship actually is. She is lucky enough to operate for serious and ambitions owners, who actively seek to extend their services on the Cyclades by buying impressive ships, which is all thanks to the success that she generated them and which set the tone for greater things to come. #superferryii #goldenstarferries #summer2020 #greece #cyclades #petalioigulf #aegean #andros #rafina #agiamarina #dolychio #petrogaz #eviastar #geraistosne #theologosp #fastferries #tribute

The NISSOS KEFALONIA seen leaving Kyllini in order to head towards Kefalonia, during the summer of 2016. This post is written in order to inform readers about one of the most shocking news in the recent history of the Greek coastal service, as the ferry NISSOS KEFALONIA of Kefalonian Lines, which had been operating for the latter since 2013, was sold to their rival operator, namely Levante Ferries, based on an announcement made by both companies. These news are especially surprising due to the fact that the best ship of the company was sold to its direct fierce rival, and, as a result, the overall picture of the coastal service on the Ionian Sea will be completely different in 2019. Indeed, besides the sale of the NISSOS KEFALONIA, Kefalonian Lines announced their intentions to leave the Ionian Sea altogether, while the other company operating there, Zante Ferries, will sell the ferry ANDREAS KALVOS to Levante Ferries as well. This therefore simply means that there will be just one company serving the islands of Zakynthos and Kefalonia from Kyllini, namely Levante Ferries. The post marks the start of the 'In The News' series on my blog, during which major news affecting the Greek coastal service (and mainly the ships that are part of this website) will be analysed in depth, with all the information and the backgrounds of the involved ships, companies and markets being provided to you. As this sale concerns the two main companies that were operating so far in Zakynthos (one of the two islands in which I go to every summer), these news will be affecting me as well, as I foresee that I would only be seeing yellow ships sailing to the island in the upcoming years. To have a better look at the news, it is important to provide you with some essential historical context dating from five years ago. Indeed, in early 2013, there are rumours regarding the reactivation of the ferry KEFALONIA of Strintzis Ferries, which had been laid-up in Salamina and then in Drapetsona for 16 months. This was due to her company facing very serious economic difficulties in the middle of the Greek financial crisis. The KEFALONIA had been serving the Kyllini-Kefalonia line in 2011, while her other Strintzis Ferries fleetmate, the EPTANISOS, was on the company's main service, namely on the Patras-Kefalonia-Ithaca line. It was on the latter that the KEFALONIA had been operating from 1995 to 2010, whereupon she became the most acclaimed ferry in the history of the Ionian Sea. Built in 1975 as the VENUS of the Japanese company Higashi Nihon Ferry, she had been bought from Japan by the Greek company Strintzis Lines in 1995. She operated for them from 1995 until 2000, when they were taken over by Attica Group, which rebranded the company as Blue Star Ferries. The KEFALONIA continued to serve the Patras-Kefalonia-Ithaca line under the new company, until 2004, when she was sold to Strintzis Ferries, which had started operations in 2003 after having introduced the EPTANISOS on the Kyllini-Kefalonia line. In 2012, following the problems caused by the Greek financial crisis on the Greek coastal service, Strintzis Ferries were forced to abandon the Kyllini-Kefalonia line served by the KEFALONIA, instead maintaining the EPTANISOS on the Patras-Kefalonia-Ithaca line until she herself was no longer able to keep the company profitable. In late 2012, Strintzis Ferries officially ceased operations, and ceded the Patras-Kefalonia-Ithaca line to the Ionian Ferries joint venture (a Zakynthos-based joint venture which at the time included the traditional local companies Zante Ferries and Tyrogalas Ferries, each with two ships). The EPTANISOS and the KEFALONIA were laid-up in Drapetsona. While the former was believed to be reactivated within a short period of time due to her respectable age (23 at the time) and her recent service during the 2012 season, the latter was rumoured to have been sold for scrap, as she was 37 years old and had not been operating since late 2011. Ultimately, shortly before the 2013 spring season was due to start, it was announced that the KEFALONIA was sold by Strintzis Ferries to the newly-established company Kefalonian Lines, which was an entity owned by a group of Kefalonia-based businessmen under the leadership of the Lykoudis family which sought to operate the ship in Kefalonia. The news were met with much excitement from the Ionian Sea residents and passengers, as the legendary ferry was spared from going to the scrapyards. She was refitted in Piraeus, was renamed NISSOS KEFALONIA, and resumed service on the Kyllini-Kefalonia line shortly before the start of the 2013 summer season. Her entry to service was very successful, and it also marked the return of significant competition on the Ionian Sea, as the Ionian Ferries joint venture (which had also seen the addition of the reactivated company ANEZ in early 2013) had been the sole operator from Kyllini. In the meantime, the EPTANISOS remained laid-up until 2015, when she was sold to Fast Ferries, becoming the FAST FERRIES ANDROS and being deployed on the Rafina-Andros-Tinos-Mykonos line on the Cyclades. At the end of the 2013 season, Kefalonian Lines also began to deploy the NISSOS KEFALONIA on the Kyllini-Zakynthos line and on the Kyllini-Kefalonia-Ithaca line, thus further strengthening the competition against Ionian Ferries. In 2014, Kefalonian Lines continued to rise and to change the overall landscape of the Ionian Sea coastal service, as they chartered the ferry ZAKYNTHOS 1 of ANEZ (which had departed the Ionian Ferries joint venture earlier that year). Anticipating a fierce competition on both the Kyllini-Zakynthos line and on the Kyllini-Kefalonia line, Ionian Ferries withdrew from the Patras-Kefalonia-Ithaca line, leaving it without a ship for the entire year. By the end of the summer season, the NISSOS KEFALONIA and the ZAKYNTHOS 1 were operating against the IONIAN STAR and the IONIS of Tyrogalas Ferries, and the DIONISIOS SOLOMOS and the ANDREAS KALVOS of Zante Ferries. The NISSOS KEFALONIA maneuvering in Kyllini in 2014, during her second season under Kefalonian Lines. While the competition on the Ionian Sea was smooth thanks to all ferries being already established in the area for more than ten years, the end of the year 2014 would mark an unexpected introduction of a new company, which would eventually take over the market. Indeed, that was Levante Ferries, a Zakynthos-based company founded in 2012 by the shipowner Georgios Theodosis, which deployed the astonishing ferry FIOR DI LEVANTE, which was formerly known as the HYUNDAI SEOLBONG of the South Korean company Dong Yang Express Ferry Company. She had undergone a major conversion in China between 2012 and 2014, during which she was entirely remodeled, and her indoor areas madeher a very luxurious and impressive day ferry. She began operations in late 2014 on the Kyllini-Zakynthos line, and immediately made an impact due to her advantageous amenities in contrast to the ships owned by the other companies. Moreover, she was awarded the prize of 'The Best Ferry in the World' in 2015 by Shippax, which is a major ferry newspaper covering the industry worlwide. The amazing FIOR DI LEVANTE seen in Kyllini during the summer of 2016. The introduction of the FIOR DI LEVANTE had several major consequences on the Ionian Sea during the 2015 season. Indeed, Tyrogalas Ferries was forced to abandon the area, initially by deploying the IONIS on the Saronic Gulf (and eventually selling her to the Aegina-based company Leve Ferries a year later), and then by selling the IONIAN STAR to Levante Ferries. By acquiring the latter (which was renamed MARE DI LEVANTE in 2016), Levante Ferries cemented their presence on the Ionian Sea and had abruptly removed a company that had been operating in the area since 1973. As Tyrogalas Ferries ceased to operate on the Ionian Sea (and eventually ceased to exist in 2016), the Ionian Ferries joint venture was discontinued. Zante Ferries, in the meantime, had sent the ANDREAS KALVOS to the Western Cyclades, where they had been operating their third ferry and flagship, the ADAMANTIOS KORAIS, since 2009. Only the DIONISIOS SOLOMOS was operating on the Ionian Sea, and without Tyrogalas Ferries, her owners seemed vulnerable against Levante Ferries and Kefalonian Lines. Eventually, the former decided to create a new joint venture called Ionian Group. It included both Levante Ferries and Zante Ferries, and the DIONISIOS SOLOMOS was sent to operate on the reactivated Patras-Kefalonia-Ithaca line for the rest of the summer. As a result, the new main competing forces on the Ionian Sea consisted of Ionian Group (with two ships from Levante Ferries and one ship from Zante Ferries) and Kefalonian Lines (with two ships). The upgraded ticket agencies in the port of Kyllini during the summer of 2016. These are the ones of the Ionian Group joint venture, which consisted of Levante Ferries and Zante Ferries. For the 2016 season, the former had notably chartered the high speed ferry SPEEDRUNNER III of Aegean Speed Lines, which was deployed on the Patras-Kefalonia-Ithaca line. The Kefalonian Lines ticket agencies in Kyllini in 2016. A post analysing the infrastructural changes in the port can be seen here. In the summer of 2016, Kefalonian Lines spent considerable money by renovating the ZAKYNTHOS 1 during her annual winter refit (despite the ship being 43 years old at the time), and decided that she would solely operate on the Kyllini-Zakynthos line, while the NISSOS KEFALONIA would serve the Kyllini-Kefalonia line. During that summer, there was a very fierce competition with Levante Ferries and Zante Ferries, which resulted in numerous price wars and heated confrontations, with Kefalonian Lines accusing the Ministry of Shipping and Insular Policy of giving them inadequate timetables for their ships to operate. Additionally, the company announced that they had purchased a new ferry which would enter service in late 2016. However, nothing happened, with only the NISSOS KEFALONIA and the ZAKYNTHOS 1 sailing for Kefalonian Lines at the start of 2017. After another very intense summer season in 2017 (during which the DIONISIOS SOLOMOS underwent a conversion in order to be deployed on the Western Cyclades, with the ANDREAS KALVOS returning to the Ionian Sea after two years on the Aegean Sea), the two main operators continued to see their rivalry becoming more intense. In the meantime, Kefalonian Lines suffered a major disadvantage during that year. Indeed, having previously relied on KTEL buses (the main inter-city bus network in Greece) connecting Athens with Kefalonia, (while Ionian Group relied on KTEL buses connecting Athens with Zakynthos), the latter instead decided to operate according to the services of Ionian Group. This resulted in the company losing a considerable amount of passengers. They then decided to reactivate the Patras-Kefalonia-Ithaca line in late 2017 (which had been discontinued since the end of the 2016 season, after the SPEEDRUNNER III returned to Aegean Speed Lines) by having the NISSOS KEFALONIA combine her services on the Kyllini-Kefalonia line with her formerly-acclaimed service. She was thus deployed on a rather odd itinerary, which consisted of the new Patras-Ithaca-Kefalonia-Kyllini line. The following year turned out to be one of one of the most eventful ones for all three operators. Indeed, at the start of 2018, while maintaining their services both from Kyllini and Patras, Kefalonian Lines announced that they had purchased the veteran ferry MYRTIDIOTISSA of Aqua Ferries, which had been operating on the Agios Konstantinos-Skiathos-Skopelos-Alonissos line on the Sporades since 2016. Built in 1975 in Japan just like the NISSOS KEFALONIA, she has been operating in Greece for 30 years. She was previously the well-known ANEMOS of the now-defunct company Nomicos Lines (1988-1999), then briefly the EXPRESS ANEMOS of Minoan Flying Dolphins (1999-2000), before having stints as the MYRTIDOTISSA under the now-defunct company ANEN Lines (2000-2010) and as the AQUA MARIA of the similarly-defunct company NEL Lines (2010-2016) before joining Aqua Ferries (which also ended-up ceasing operations after selling the ship to Kefalonian Lines). Despite the ship being already old and serving mostly as a cruiseferry, Kefalonian Lines decided to spend a considerable amount of money in order to refit her for service on both the Kyllini-Zakynthos line and the Kyllini-Kefalonia line as a day ferry. The ship was fully renovated in Drapetsona and was renamed ALEXANDRA L. Immediately after acquiring that ship, Kefalonian Lines also announced that they had bought the ANDREAS KALVOS from Zante Ferries. As a result, ahead of the 2018 summer season, Kefalonian Lines had a line-up of four ships (namely the NISSOS KEFALONIA, the ZAKYNTHOS 1, the ANDREAS KALVOS and the ALEXANDRA L), which was twice the amount of ships owned by Levante Ferries (which still had the FIOR DI LEVANTE and the MARE DI LEVANTE at the time). However, while things looked promising, the events that followed throughout the rest of the year proved disastrous for the company, which ended-up with them having no ships operating on the Ionian Sea. The ANDREAS KALVOS seen on the Ionian Sea during the summer of 2017. She had previously spent the summers of 2015 and of 2016 on the Western Cyclades, on the Piraeus-Kythnos-Serifos-Sifnos-Milos-Kimolos line, before she was replaced by the DIONISIOS SOLOMOS. Prior to the start of the 2018 summer season, she was supposedly bought by Kefalonian Lines, although this transaction eventually brought a lot of chaos to the Ionian Sea. The ALEXANDRA L seen on the Ionian Sea, heading from Zakynthos to Kyllini. A well-known ship in Greece which has been to almost all Aegean Sea ports, she made her debut on the Ionian Sea under Kefalonian Lines in 2018, although this first season eventually became her only one as her company decided to shut down operations on the Ionian Sea later this year. The events preceding and following the 2018 summer season eventually brought considerable turmoil within Kefalonian Lines. Indeed, the ANDREAS KALVOS was supposed to have been delivered to the company, however Zante Ferries did not manage to hand over the ship in due time. There are allegations stating that Levante Ferries, the partner of Zante Ferries through Ionian Group, did not want the ship to depart the joint venture and join their main rivals. A sale of the ship to Kefalonian Lines would have required the banks regulating Zante Ferries and the joint venture to give their approval, but this did not happen as, in the long term, Levante Ferries wanted to buy the ship for themselves. As a result, the ANDREAS KALVOS remained with Zante Ferries during the summer of 2018. At the same time that Kefalonian Lines had reportedly announced that the ship would join them, the company suffered another major blow. Indeed, the ZAKYNTHOS 1 had a major engine failure and was forced to head to Drapetsona so that she could be repaired. Eventually, the ship was left abandoned there, as the company preferred to invest on the conversion of the ALEXANDRA L. The latter began operations on the Kyllini-Zakynthos line and on the Kyllini-Kefalonia line, while the NISSOS KEFALONIA continued to serve the Patras-Ithaca-Kefalonia-Kyllini line. Eventually, the summer season saw both ships of Kefalonian Lines underperforming, while Levante Ferries, notably thanks to the partnerships with KTEL, had the upper hand. After the season ended, Kefalonian Lines continued to struggle economically. While the NISSOS KEFALONIA and the ALEXANDRA L were still operating, the ZAKYNTHOS 1 was still laid-up and not repaired, while there were also reports that the service on the Patras-Ithaca-Kefalonia-Kyllini line was unprofitable. Furthermore, no revenues were being made, and the company allegedly had significant amounts of debt, with them having failed to pay their crews and the required port fees for several months. Finally, just a few days ago, Kefalonian Lines announced their intentions to leave the Ionian Sea by selling their main ship, the legendary NISSOS KEFALONIA, to Levante Ferries. Their announcement was the following: 'Kefalonian Lines officially announce the end of their operations in Zakynthos and Kefalonia by deciding to deploy the ALEXANDRA L in another area of the Greek coastal service and by selling the NISSOS KEFALONIA to the fellow company Levante Ferries. The Company, having been impacted by long-standing and unprecedented-for the standards of the Greek coastal service-"persecution" by political and other entities, especially after 2015, reported, on the aforementioned services, significant economic losses, which no longer enables us to operate there. The economic losses became even more large during the past year, when we decided to serve the Patras-Kefalonia-Ithaca line, which resulted in costs that exceeded €2.5 million. It is therefore our ethical obligation to hand over the service on the Patras-Kefalonia-Ithaca line to Ionian Group. We want to thank all sailours and the people from the islands that we have been serving for their long-standing support of the Company, which will now be operating in other areas in our country. With best regards, Kefalonian Lines.' And thus, after more than five years of operations, Kefalonian Lines have decided to abandon the Ionian Sea. And as suggested by this announcement, it was the so-called 'persecution' of the company by various parties, most notably political entities (and specifically the Ministry of Shipping and Insular Policy) which had an alleged bias towards their competitors, which supposedly is the reason behind their underperforming financial results in recent years. While they confirm their intentions to operate on the Aegean Sea with the ALEXANDRA L, this seems like a long shot. Indeed, the economic losses and their large amount of debt owed to their crews, the port authorities and the shipyards, will not guarantee any chance of survival on a similarly-demanding area. Besides, services on the Cyclades, the Dodecanese, the Northeast Aegean Sea, Crete and the Saronic Gulf are well covered. The only exception could be the Sporades, where the ALEXANDRA L used to operate, but that will also require significant operating costs. With the 45-year-old ZAKYNTHOS 1 laid-up and with no repaired engines, the ship is very likely to never operate for Kefalonian Lines again. The NISSOS KEFALONIA is set to join Levante Ferries in order to resume service on the Kyllini-Zakynthos line and on the Kyllini-Kefalonia line. Similarly, the ANDREAS KALVOS, which was supposed to join Kefalonian Lines, has now been sold to Levante Ferries as well. Indeed, the latter had successfully managed to block the sale to their rivals, and they now have the chance to operate her under their own terms. This means that Zante Ferries will also leave the Ionian Sea, as they no longer have a ship operating there. Instead, their two ships, the ADAMANTIOS KORAIS and the DIONISIOS SOLOMOS, operate on the Western Cyclades. Without Zante Ferries, Ionian Group will cease to exist as a joint venture. Furthermore, Levante Ferries is now set to have a monopoly on the Kyllini-Zakynthos line, on the Kyllini-Kefalonia line and on the Patras-Kefalonia-Ithaca line, while owning four ships. It is very astonishing to see that, at the start of the year Kefalonian Lines were supposed to have four ships on the Ionian Sea, and now they are left with none. Instead, Levante Ferries is the one that has four ships, and will be taking over the Ionian Sea for the next few years. From rivals to fleetmates: The FIOR DI LEVANTE and the NISSOS KEFALONIA are both seen in Kyllini in 2016, back when their companies engaged in a fierce competition on the Ionian Sea. The NISSOS KEFALONIA is now set to be painted in yellow, just like the FIOR DI LEVANTE. The FIOR DI LEVANTE and the NISSOS KEFALONIA seen in Kyllini during the summer of 2016. The two best ships of the Ionian Sea will now be operating under the same company, namely the fast-growing Levante Ferries. The ALEXANDRA L seen in Zakynthos during the summer of 2018. Her future is, yet again, uncertain. She is said to be returning to the Aegean Sea, although I have a feeling that it will not be under Kefalonian Lines, which are very likely to cease operations altogether. She could potentially be acquired by a company like Sea Jets, which does not mind investing in older ferries? The future will determine this, I guess. The ZAKYNTHOS 1 seen in Drapetsona during the summer of 2018. Just like the ALEXANDRA L, her future is very uncertain, especially considering her old age and the fact that she has not been repaired since suffering her engine failure. A return to ANEZ (which have been inactive since 2014) could be a possibility, but it is not guaranteed that she will operate again under them. Perhaps she could be sold for scrap? The future will probably determine this. The summer of 2019 on the Ionian Sea will be very interesting, although there will only be one operator, and no joint venture for the first time since 1993. It is impressive to see that, in less than four years, Levante Ferries managed to remove all three major companies serving Zakynthos and Kefalonia, while also buying a ship from each one of them. Indeed, they purchased the IONIAN STAR from Tyrogalas Ferries, the ANDREAS KALVOS from Zante Ferries and the NISSOS KEFALONIA from Kefalonian Lines. The latter two are due to undergo their refits in order to make their debuts for their new owner in early 2019. Considering the fantastic job the company did when converting the FIOR DI LEVANTE, it is is certain that both ships will return fully-renovated and with significant upgrades in their indoor areas. It is not known whether they will be renamed. But what is certain is that, five years after saving the legendary KEFALONIA from going to the scrapyards (to the delight of the passengers of the Ionian Sea), Kefalonian Lines now belongs to history, with two veteran ferries having an uncertain future ahead of them. #nissoskefalonia #kefalonianlines #levanteferries #summer2018 #greece #ionian #kyllini #zakynthos #kefalonia #ithaca #patras #zakynthos1 #alexandral #maredilevante #ioniangroup #ionis #ionianstar #tyrogalasferries #andreaskalvos #dionisiossolomos #adamantioskorais #zanteferries #anez #ionianferries #sale #inthenews

Trip: 20 September 2020. From Piraeus to Syros and back, with the WORLDCHAMPION JET of Sea Jets. The impressive high speed ferry WORLDCHAMPION JET was built in 2000 in Australia. She is one of seven sister ships built by the famous shipyard of Austal. All seven high speed craft belong to the Auto Express 86-class, and were built between 1998 and 2004 for different operators across the world. The ship in question began service as the VILLUM CLAUSEN for the Danish company Bornholms Traffiken, and was deployed on the Rønne-Ystad line, which connects the Danish island of Bornholm with Sweden via the Baltic Sea. At the time of her delivery, she was the fastest passenger ship in the world, and held the record for the fastest speed ever recorded by a ferry from 2000 until 2013, when it was surpassed by the newly-built FRANCISCO of the Argentinian company Buquebus. In 2005 she hit the quay in Rønne, which required her to be repaired in Landskrona. In 2006 she collided with the GRYF of the Polish company Unity Line in Ystad, and later that year she hit the lighthouse of Rønne, and suffered significant damage. She was again repaired in Landskrona and returned to service. In 2010, Bornholms Traffiken merged with the Danish services of Scandlines, which resulted in the creation of the new company Danske Færgen. As a result, Bornholms Traffiken was renamed Bornholmer Færgen. In 2018, after 18 years of service on the Rønne-Ystad line, the VILLUM CLAUSEN was sold to the Greek company Sea Jets, a company which has established itself as one of the most dominant companies on the Cyclades during the 2010s. She arrived in Greece under the name WORLDCHAMPION JET. After being converted in Salamina, she entered service in 2019 on the Piraeus-Syros-Mykonos-Naxos-Santorini line, taking over the popular Sea Jets service that was previously operated by the CHAMPION JET 1. In 2020 she was inserted on the Piraeus-Syros-Mykonos-Paros-Naxos-Ios-Santorini line. Ever since she was introduced on the Cyclades, the WORLDCHMAPION JET quickly became one of the most impressive ferries of the Greek coastal service, and the new superweapon of Sea Jets against competitors like Blue Star Ferries, Hellenic Seaways and Golden Star Ferries. She automatically became the fastest ship in the Greek coastal service, and her entry to service was a massive success, as she made an immediate impact thanks to her unrivaled speed and her impressive accommodation. Even some of the fastest high speed craft in Greece, such as the HIGHSPEED 4 of Hellenic Seaways (which was also built in Austal in 2000), the SANTORINI PALACE of Minoan Lines (also an Austal-built ship), or the SUPEREXPRESS of Golden Star Ferries, were not a match against her in terms of speed. Her success was further highlighted by the fact that she also went on to win the prestigious 'Ship of the Year' award given by Lloyd's List Greek Shipping Awards for 2019. She therefore became the first ship of the Greek coastal service to win the award since the NISSOS CHIOS of Hellenic Seaways (now the BLUE STAR CHIOS of Blue Star Ferries) won it back in 2007. As a result of her successful debut season in 2019, she also started serving the ports of Paros and Ios, which also benefited from her speedy and reliable operations. She would leave Piraeus in the early morning to serve six of the most famous islands of the Cyclades, and return back to Athens' main port right before the night. The WORLDCHAMPION JET seen arriving in Naxos, twelve days before I traveled onboard her for the first time. A week after having done my back-to-back trips to and from Aegina, I had stayed in Athens with my family. As these were the last days that I was spending in Greece during the summer of 2020, I decided to take the opportunity to visit the island of Syros on the Cyclades throughout one day. I had long desired to see this island ever since I saw a picture of its main port and capital, Hermoupolis, on a postcard when I was about eight years old. Syros has been known for being a very traditional and picturesque island, and serves as the capital of the Cyclades. It also has a great shipping tradition, as it features the famous Neorion shipyards which have been operating since the 19th century. Due to its importance, it therefore has a very important ferry connection with mainland Greece, the other Cyclades islands, as well as the Northeast Aegean Sea Islands and the Dodecanese. For all these reasons, I thought that it was ideal to have my last trips with a ship of the Greek coastal service for the 2020 season by visiting Syros for almost an entire day. Besides having the opportunity to land in Syros for the first time in my life, I also had the chance to travel with a unique ferry: the WORLDCHAMPION JET. As I had seen several pictures of her indoor areas, and had heard about her impressive speed while sailing, I thought that it would be great to have a taste of a trip onboard her. Her schedule was also very convenient, as she would arrive in Syros in the early morning and leave in the late afternoon, thus giving significant time to have a look around the island. By traveling onboard her, it was my first-ever trip from Piraeus to Syros, my first-ever morning trip from Piraeus to the Cyclades with a high speed ferry, and the fastest ship on which I ever sailed. It was my second-ever trip with a ship owned by Sea Jets, as the first one was back in 12 July 2015, when I traveled from Santorini to Piraeus with the CHAMPION JET 1. It was my second-ever trip with a high speed ferry built in Austal, following my trip from Paros to Piraeus onboard the HIGHSPEED 4 of Hellenic Seaways on 29 July 2018. She also became the second ship on which I traveled in the Greek coastal service that was not carrying the Greek flag. Indeed, as she is registered in Limassol (like several ships owned by Sea Jets), she sails under the Cypriot flag. Finally, it was the first time that I ever did back-to-back trips on the Cyclades on the same day and with the same ship. The WORLDCHAMPION JET seen in the dark, at 06:30 in the morning. She was being prepared for her morning departure to the Cyclades, which was scheduled at 07:00. Not far from the WORLDCHAMPION JET was the ferry AGIOS NEKTARIOS AEGINAS of ANES Ferries, which serves the Piraeus-Aegina line on the Saronic Gulf. A view of the ship's garage, which is large enough to fit more than 220 vehicles. As soon as I embarked onboard the WORLDCHAMPION JET, the light started to emerge. From that moment, I spotted the high speed catamaran FLYINGCAT 5 of Hellenic Seaways, which spent the 2020 season on the Saronic Gulf. The ship has two main decks for passengers, with the first one having the Economy Class indoor area. Right next to the entrance is an indoor bar, which serves various drinks and snacks. Upon arriving at the atrium section of the ship, one can see one of its main highlights: an actual Formula 1 race-car, which is exhibited as a symbol of the high speed craft's speed. This specific car was manufactured by Minardi, and was driven by the now-retired Dutch driver Jos Verstappen (the father of the current well-known driver Max Verstappen) during the 2003 season. The owner of Sea Jets, Marios Iliopoulos, is known for being an avid racing fan, and he has himself participated in several rallying competitions. He managed to acquire this car in some way, and has made it one of the most popular features on board a Greek ferry. A view of the impressive Minardi race-car. The wall behind her features a crowd watching a Formula One race. This was the second time that I saw a vehicle being permanently exhibited onboard a ferry in Greece. Indeed, the first time was onboard the FIOR DI LEVANTE of Levante Ferries, which has a yellow Volkswagen van which features the company's colours and other businesses owned by Georgios Theodosis (who is in charge of the company). The Minardi race-car seen once again. Carrying on from the enthusiasm shown by passengers upon seeing the car when traveling with the WORLDCHAMPION JET, Marios Iliopoulos decided to introduce another race-car onboard his most recent introduction, the POWER JET. The latter features a rally car which was driven by Marios Iliopoulos himself in one of his races. Another view of the Minardi race-car in the atrium area. Right above it is the second deck that is accessible to passengers, and it features the Club Class and the Platinum Class, both of which have the most comfortable seats. Above the race-car, one can also see the script logo of Sea Jets. A view of the ship's builder's plate, which shows her original name (which she bore during her entire career in Denmark), her hull number and the name and the logo of Austal. A view of the staircase leading to the Club Class and the Platinum Class. The logo of Sea Jets can be seen again. One can also see the ship's roof made out of glass, something which has been a common feature on many high speed craft built by Austal. Most of the Economy Class lounge area is decorated with pictures that are all themed after racing and speed. These walls feature black and white pictures depicting a Formula One race. A clearer view of aircraft-style seats on the Economy Class lounge area. As you can see, the walls still harbour racing-themed pictures. A few aircraft-style seats seen on the starboard side of the Economy Class lounge area. The wall behind them depicts a race with cars dating from the middle of the 20th century. The central part of the indoor lounge area on the Economy Class deck, which has multiple aircraft-style seats. All the way at the front is another bar selling coffee, other drinks and snacks. The aft section of the Economy Class lounge area, which has orange aircraft-style seats. The walls in front of it yet again display a crowd watching a Formula One race. Another poster could be seen in the starboard side of the Economy Class lounge area. It depicted a pit stop operation being carried-out on a red race-car. After having seen the indoor areas of the WORLDCHAMPION JET, I proceeded to the outdoor area at the aft section, in which passengers were able to stay at least up until the ship's exit from Piraeus. Here is a view of the cabins of the crew and of the port side funnel. The two funnels of the ship also bear a racing theme. Indeed, instead of featuring the logo of Sea Jets, they have white and dark blue checkers, which aim to symbolise the ship's speed, making it appear as if she was a race-car herself. Right next to the WORLDCHAMPION JET was the FLYINGCAT 6 of Hellenic Seaways. She also serves the Saronic Gulf, as she is deployed on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. Due to her small size, I could see her from the outdoor deck of the WORLDCHAMPION JET, and I therefore spotted the Hellenic Seaways logo which was right underneath her bridge. The AGIOS NEKTARIOS AEGINAS seen in Piraeus at dawn. I had traveled onboard her from Piraeus to Aegina just seven days before my trip with the WORLDCHAMPION JET, as part of the Saronic Gulf one-day trip that I did on 13 September 2020. As I had a considerable view over the ships serving the Saronic Gulf, I could also see the ACHAEOS of 2way Ferries, the PHIVOS of Nova Ferries, the POSIDON HELLAS of 2way Ferries along with the AGIOS NEKTARIOS AEGINAS. Next to them was the high speed ferry HIGHSPEED 4 of Hellenic Seaways. She was built in the same year and in the same shipyard as the WORLDCHAMPION JET. She has spent her entire career in Greece, having operated on the Cyclades since 2000. The HIGHSPEED 4 was seen alongside the ACHAEOS, the PHIVOS, the POSIDON HELLAS (which also used to operate for Hellenic Seaways from 2005 to 2015) and the AGIOS NEKTARIOS AEGINAS. The FLYINGCAT 5 was seen along with the hydrofoil FLYING DOLPHIN XVII, also owned by Hellenic Seaways. Both ships served the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line in 2020. On the port side of the ship, I noticed one of her fleetmates, namely the CHAMPION JET 2. I then saw another ship belonging to Sea Jets, right in front of the WORLDCHAMPION JET. It was the high speed catamaran SEA JET 2. Another view of the FLYING DOLPHIN XVII and of the FLYINGCAT 5. They both carried the new livery of Hellenic Seaways, which was introduced on all of the company's high speed craft in 2020, following the end of the advertising partnership with Cosmote. The FLYINGCAT 6 seen in Piraeus, as the WORLDCHAMPION JET began to leave the port. She was operating on the Saronic Gulf for the third straight season, and sixth overall, as she had also operated there in 2013, 2015 and 2016. I notably traveled with her from Spetses to Piraeus back on 28 July 2019. The AGIOS NEKTARIOS AEGINAS seen in Piraeus. This was her twentieth consecutive season on the Piraeus-Aegina line. Before that, she had spent the first two years of her career on the Sporades, as the PANAGIA SKIATHOU of the Northern Sporades and Evoia Shipping Company, on the Volos-Skiathos-Skopelos-Alonissos-Pyli line. She moved to the Saronic Gulf in 2001, and was sold to ANES Ferries in 2007. A view of different ferries serving the Saronic Gulf, including the PHIVOS, the POSIDON HELLAS and the AGIOS NEKTARIOS AEGINAS. On the left side of the PHIVOS was the APOLLON HELLAS of 2way Ferries. The HIGHSPEED 4, a notable rival of the WORLDCHAMPION JET, seen in Piraeus at dawn. She was also carrying the new livery of Hellenic Seaways for the first time. In my opinion, it looked really good on her. I then proceeded to seeing the high speed ferry SPEEDRUNNER III of Aegean Speed Lines. Owned by the latter since 2009, she has been operating on the Western Cyclades since 2017, and on the Piraeus-Serifos-Sifnos-Milos line since 2019. Another view of the FLYING DOLPHIN XVII and of the FLYINGCAT 5 together in Piraeus. A very impressive picture that I was able to capture for the first time in my life. Indeed, it shows all the ferries operating on the Saronic Gulf from Piraeus together in the port. These are the ACHAEOS, the APOLLON HELLAS, the PHIVOS, the POSIDON HELLAS and the AGIOS NEKTARIOS AEGINAS. The first four operate together under the Saronic Ferries joint venture. I have traveled with all five ferries several times, and they have all been an integral part of my childhood and of my stays in Aegina. The HIGHSPEED 4 spotted in Piraeus, with the cruiseferry ELYROS of ANEK Lines seen in the background. Two ships owned by 2way Ferries, the ACHAEOS and the APOLLON HELLAS, seen together in Piraeus. The former operates on the Piraeus-Aegina-Agistri line since 2014, whereas the latter serves the Piraeus-Aegina-Methana-Poros line since 2017. She had also been on the Saronic Gulf from 1990 to 1995, and from 1999 to 2013. Between 1995 and 1999 she was operating in South Korea (before being repatriated in Greece in 1999), whereas from 2014 to 2016 she spent three summers on the Sporades. The SEA JET 2 seen in Piraeus, right before her morning departure, which was right after that of the WORLDCHAMPION JET. In 2020 she operated on the Piraeus-Serifos-Sifnos-Milos-Kimolos-Folegandros-Sikinos-Santorini-Amorgos-Koufonisi-Naxos-Paros-Mykonos line on the Cyclades, in a tandem with the SUPER JET. The SPEEDRUNNER III seen in Piraeus. She has been the sole ship operating for Aegean Speed Lines since late 2016. Ever since returning to the Western Cyclades in 2017, she has become a vital ferry for the region, and she has been acclaimed for providing a fast and regular service far beyond the high season. While we began heading towards the exit of the port of Piraeus, I was able to see the FESTOS PALACE of Minoan Lines. Formerly known as the EUROPA PALACE (2002-2012) and later as the MYKONOS PALACE (2018-2020), she was spending her debut season on the Piraeus-Heraklion line, while also making additional calls to Milos. At the E3 gate, I spotted another fleetmate of the WORLDCHAMPION JET, namely the AQUA JEWEL. Usually she departs from the E9 gate, ever since she began operations on the Piraeus-Gytheion-Kythira-Antikythira-Kissamos line for Sea Jets in 2020. She operates under the Sea Jets Ferries division since she joined the company in 2017. I also noticed the FLYINGCAT 4 of Hellenic Seaways, which had completed her second season on the Saronic Gulf, on the Piraeus-Poros-Hydra-Ermioni-Spetses-Porto Cheli line, and was now undergoing her winter refit. Passing by the CHAMPION JET 2, which was also preparing for a morning service on the Western Cyclades. She had spent her debut season on the Piraeus-Serifos-Sifnos-Milos line in 2020. Right next to the CHAMPION JET 2 was a major rival of the WORLDCHAMPION JET and of Sea Jets, namely the SUPEREXPRESS of Golden Star Ferries. She has been owned by the latter since 2018, and began operations in 2019 on the Cyclades. Another view of the five ferries serving the Saronic Gulf from Piraeus. The summer of 2020 also marked the first time that I had traveled onboard all of them at least once during the same season. A view of the SPEEDRUNNER III, on which I had traveled back on 29 July 2017, while heading from Sifnos back to Piraeus. She was the third high speed ferry on which I ever traveled in Greece. The ELYROS and the AQUA JEWEL seen together in the port of Piraeus. The former is the flagship of ANEK Lines, and operates on the Piraeus-Chania line. Both ships were spending their first summer in Greece after many years of summer charters abroad. Indeed, the ELYROS was chartered for each summer between 2015 and 2019 to the Algerian company Algérie Ferries, whereas the AQUA JEWEL was chartered to Atlântico Line for service on the Azores Archipelago during the summers of 2018 and 2019. The impressive ELYROS seen in the port of Piraeus. Built in 1998 in Japan, she joined ANEK Lines in 2007, and began service on the Piraeus-Chania line in 2008. She has been considered the greatest ferry in the history of the Chania-based company. The FESTOS PALACE seen resting in Piraeus. She was also spending her first-ever season under her new name, which she inherited from her fleetmate and sister ship that is currently known as the KYDON PALACE. This change happened following the fleet reshuffle that was carried-out by Minoan Lines, whereupon they switched the ships serving the Piraeus-Heraklion line and the Piraeus-Chania line. The original FESTOS PALACE (built in 2001) was renamed KYDON PALACE and took over the service on the Piraeus-Chania line, whereas the MYKONOS PALACE which was previously operating there became the new FESTOS PALACE and was inserted on the Piraeus-Milos-Heraklion line. I then saw the CHAMPION JET 1, which was docked in Piraeus. Owned by Sea Jets since 2015, she was operating on the Piraeus-Mykonos-Naxos-Santorini line for two seasons, before her service was assigned to the WORLDCHAMPION JET (followed by the addition of Syros). As a result, she spent the summer of 2019 under charter to the Spanish company Naviera Armas. She returned to Sea Jets in 2020. Three notable high speed craft of the Cyclades seen together in Piraeus. These are the CHAMPION JET 2, the SUPEREXPRESS and the CHAMPION JET 1. All three of them were built in the Incat Shipyard in Australia, which is the rival shipyard of Austal. Next to them was the high speed trimaran SUPERSPEED of Golden Star Ferries, which was also built in Australia, back in 2001. Passing by the FESTOS PALACE in Piraeus. She is notably the first ship in the history of the Greek coastal service to have been equipped with an exhaust gas cleaning system, also known as 'scrubbers', which enables ships to limit the aerial pollution caused by sulphur consumption. An impressive picture featuring numerous Greek high speed craft together in Piraeus. This included the FLYINGCAT 5, the FLYINGCAT 6, the SEA JET 2, the CHAMPION JET 2, the SUPEREXPRESS, the CHAMPION JET 1 and the SUPERSPEED. Another view of the SPEEDRUNNER III, with the BLUE STAR DELOS of Blue Star Ferries seen right behind her. Towards the exit of the port of Piraeus, I saw the sister ship and former fleetmate of the SPEEDRUNNER III, namely the SUPERRUNNER of Golden Star Ferries. She is the ex-SPEEDRUNNER IV of Aegean Speed Lines, having operated for them from 2009 to late 2016. We also passed by the NISSOS RODOS of Hellenic Seaways, which operates on the Piraeus-Chios-Mytilene line on the Northeast Aegean Sea. I then proceeded to seeing the BLUE HORIZON of Blue Star Ferries, which had started her annual refit that day after having completed her service on the Piraeus-Heraklion line. She moved to the E2 gate temporarily, before heading to Perama. A view of the BLUE HORIZON as she began her annual refit, right before going to Perama. She has been operating on the Piraeus-Heraklion line since 2014. Near the exit of the port of Piraeus, another ship owned by Blue Star Ferries was seen undergoing her annual refit. It was the company's flagship, namely the BLUE STAR 1. Another view of the BLUE HORIZON in Piraeus, before she headed to Perama for her annual refit. The NISSOS RODOS seen in Piraeus. She was the ship that went on to replace the BLUE HORIZON on the Piraeus-Heraklion line during the latter's annual refit. Her service on the Piraeus-Chios-Mytilene line was taken over by the DIAGORAS of Blue Star Ferries. The BLUE STAR 1 seen in Piraeus, during her annual refit. For the 2020 season, which was 20 years following her introduction to service, she operated on the Piraeus-Syros-Paros-Naxos-Santorini-Samos-Kos-Rhodes line. The BLUE HORIZON seen alongside her temporary substitute, the NISSOS RODOS. Between them is the floating museum HELLAS LIBERTY. Both ferries were built in 1987 in Japan, and formerly operated on the Adriatic Sea before permanently moving to the Aegean Sea in the mid 2010s. The BLUE STAR 1 seen in Piraeus. Unfortunately, this year, she will not be operating in Greece, as she has been chartered to Irish Ferries for service on the Pembroke Dock-Rosslare line on the Irish Sea. This will mean that she will be heading to Northern Europe for the first time since 2008, as she had also spent a year on the Zeebrugge-Rosyth line, back when this service was operated by Attica Group. Irish Ferries has been keen on expanding its services beyond the Irish Sea. They plan to begin service on the Calais-Dover line on the Channel, by deploying their ferry, the ISLE OF INISHMORE, which was on the Pembroke Dock-Rosslare line. In order to not leave the latter service without a ship, the company therefore sought the BLUE STAR 1, which is due to operate there for at least a year. While this certainly arranges her owner and her charterer, shipping enthusiasts like myself will definitely miss her on the Aegean Sea this year. Her service is due to be taken over by the ARIADNE of Hellenic Seaways, which has rejoined the company following a three-year-long charter to the Italian company Tirrenia Di Navigazione. The WORLDCHAMPION JET having exited the port of Piraeus, and now beginning to sail at full-speed. To be fair, I had never experienced such a speedy trip in my life, and it really appeared as if I was onboard an airplane. Unfortunately, due to impending rough weathers, the crew ordered all passengers to head indoors while the ship would be in the open sea. From one of the ship's windows, I was able to spot the Ro-Ro carrier TALOS of Creta Cargo Lines, albeit under a blurry landscape. This ship has been operating for almost five decades, and has been in Greece since 2001. She was formerly the MYCONOS (later MYKONOS) of Mykonos ANE from 2001 to 2010, and later of NEL Lines from 2010 to 2013. She was sold to Creta Cargo Lines in 2014, and began operations for them as the TALOS. For the 2020 season, she was on the Piraeus-Andros-Syros-Tinos-Mykonos-Paros-Naxos-Ikaria-Samos-Kos-Rhodes line and on the Piraeus-Santorini-Chania line. A blurry view of the TALOS as she is seen sailing back to Piraeus, after having served the Cyclades, the Northeast Aegean Sea and the Dodecanese. At around 09:00, just two hours after our departure from Piraeus, the WORLDCHAMPION JET had arrived in Syros. I therefore arrived in the island for the first time in my life. Performing a trip between Piraeus and Syros in only two hours is something that used to be unheard of even three years ago. However, with the WORLDCHAMPION JET, all records were broken. The WORLDCHAMPION JET seen in the port of Hermoupolis in Syros, loading passengers and vehicles in order to then immediately head towards Mykonos. The WORLDCHAMPION JET seen about to depart the port of Hermoupolis in Syros. A view of the WORLDCHAMPION JET leaving Syros, just a few minutes after she had docked. The cranes behind her are part of the Neorion shipyards. The WORLDCHAMPION JET seen leaving Syros. Her livery and overall appearance remain impressive, even today despite having already been operating for more than two decades. The WORLDCHAMPION JET seen as she is leaving Syros. The WORLDCHAMPION JET leaving Syros in order to head towards Mykonos, as well as to all the other islands included in her itinerary. This was therefore the end of the first trip that I did with the WORLDCHAMPION JET. I now proceeded to visiting the island, beginning from Hermoupolis, and then to Ano Syros and Alithini before heading to the shipyards of Neorion and Tarsanas. I was amazed by the island, its beauty and its shipping tradition. Before the WORLDCHAMPION JET was to head back in order to complete her return trip to Piraeus, I was able to see a few other frequent visitors in Syros during the 2020 summer season. A ship that had arrived in Syros was the CALDERA VISTA, also owned by Sea Jets. She has been owned by the latter since 2011, and initially began service as the MASTER JET, before she was renamed in 2018. She does not have the livery of Sea Jets, nor does she have the usual 'JET' suffix found on most of the company's high speed craft. The CALDERA VISTA seen in Syros, right after having docked. For the 2020 season, she was operating on the company's inter-Cyclades service. After having spent the 2018 season and the 2019 season on the popular service connecting Heraklion with the Cyclades, the ship headed to the Lavrion-Kea-Kythnos-Andros-Tinos-Syros-Paros-Naxos-Donousa-Amorgos-Koufonisi-Schoinousa-Irakleia-Folegandros-Sikinos-Ios-Thirassia-Santorini-Anafi lifeline, in order to replace the ANDROS JET, which was taken off service following a major engine failure. Just as the CALDERA VISTA was docking in Syros, the BLUE STAR PAROS of Blue Star Ferries was also seen arriving in the port of Hermoupolis. The BLUE STAR PAROS seen arriving in Syros. She serves the Piraeus-Syros-Tinos-Mykonos line since 2018, even though she also extended her service to Ikaria, Fournoi and Samos in 2018 and in 2019. The BLUE STAR PAROS about to begin her maneuvering procedure. Built in 2002, she has spent her entire career on the Cyclades, albeit for the summers of 2016 and 2017 when she also served the Dodecanese. She has been considered one of the best ferries of her generation, and still provides very efficient service to this day. A view of the CALDERA VISTA and of the BLUE STAR PAROS in Syros. The BLUE STAR PAROS seen here about to begin her maneuvering procedure in Syros. I have traveled with her once, just two years and three months before taking this picture, as I was heading from Mykonos to Piraeus on 20 June 2018. During that trip, I stopped by Syros. This had been the last time that I had seen the island, before my eventual trip with the WORLDCHAMPION JET over two years later. The BLUE STAR PAROS seen maneuvering in Syros. The BLUE STAR PAROS completing her maneuvering procedure in Syros. The BLUE STAR PAROS having finished her maneuvering procedure and docking in Syros. The BLUE STAR PAROS seen resting in Syros. She would then leave the port in order to go back to Piraeus. The BLUE STAR PAROS later seen leaving the port of Hermoupolis in Syros. The BLUE STAR PAROS leaving Syros and heading back to Piraeus. A view of the CALDERA VISTA, in what was her third season under current name. It was her eighth season under Sea Jets, as she operated as the MASTER JET from 2012 to 2016. In 2017 she was chartered to Atlântico Line for service on the Azores Archipelago, along with the MEGA JET (an Incat-built ship owned by Sea Jets since 2008). The CALDERA VISTA seen in Syros, as her fleetmate, the WORLDCHAMPION JET, was seen arriving. The WORLDCHAMPION JET seen entering the port of Hermoupolis in Syros. The WORLDCHAMPION JET having just entered the port of Hermoupolis in Syros. The WORLDCHAMPION JET having arrived to Syros from Mykonos. The CALDERA VISTA and the WORLCHAMPION JET seen together in Syros. Both ships are owned by Sea Jets, and have both been built in Australia, although the CALDERA VISTA was built in Austal. The WORLDCHAMPION JET about to begin her maneuvering procedure in Syros. The impressive WORLDCHAMPION JET about to begin her maneuvering procedure, right before docking in Syros. The WORLDCHAMPION JET seen in Syros. The WORLDCHAMPION JET seen maneuvering in Syros. The WORLDCHAMPION JET maneuvering in Syros, in anticipation of her departure back to Piraeus. A view of the WORLDCHAMPION JET in Syros, while she undergoes her maneuvering procedure. The WORLDCHAMPION JET seen maneuvering in Syros, just before I had my second-ever trip onboard her. The WORLDCHAMPION JET seen completing her maneuvering procedure in order to dock in Syros. The WORLDCHAMPION JET seen in Syros, right before I embarked onboard her. At around 18:30, the WORLDCHAMPION JET depated Syros in order to return to the port of Piraeus. After about two hours, the ship had arrived in Athens' main port. I would then head back home in order to celebrate my grandmother, who had her birthday that day. The POSIDON HELLAS seen leaving the port of Piraeus during the evening, in order to perform the last trip to Aegina during that day. A view of the CHAMPION JET 2, next to which the WORLDCHAMPION JET docked. She had completed her trip on the Piraeus-Serifos-Sifnos-Milos line for the day. One last view of the impressive Minardi onboard the equally-speedy WORLDCHAMPION JET. This therefore marked the end of my back-to-back trips onboard the WORLDCHAMPION JET. I had extremely high expectations before traveling onboard her, after having heard so many great comments about her service. And clearly I was not disappointed. The ship features impressive amenities, a colourful indoor area filled with racing themes, and her speed is unrivaled by any other Greek coastal service ship. It was impressive to see that she could serve so many islands on the Cyclades in just over 12 hours, when other ships cover just 2 or 3 of them in one single trip during that same timespan. She is the pride of Sea Jets, which has proven doubters wrong in terms of providing improved and speedy passenger service across the Cyclades. Her success has enabled the company to further cement itself on the Aegean Sea, while also being effective against tough competitors such as Blue Star Ferries, Golden Star Ferries, Hellenic Seaways, Fast Ferries, Aegean Speed Lines or Zante Ferries. My hope is that this unique ship will remain in Greece for many years to come, and that she will potentially inspire a new generation of fast ferries to serve the Greek coastal service by providing similar standards in terms of speed and reliability. I could not have asked for a better ship to take me to the beautiful island of Syros, which I finally got to visit after so many years of just seeing pictures and passing by it in other trips. #worldchampionjet #seajets #seajetsferries #summer2020 #greece #cyclades #aegeansea #piraeus #syros #agiosnektariosaeginas #anesferries #flyingcat5 #flyingcat6 #highspeed4 #flyingdolphinxvii #flyingcat4 #nissosrodos #hellenicseaways #achaeos #posidonhellas #apollonhellas #2wayferries #phivos #novaferries #championjet2 #seajet2 #aquajewel #championjet1 #calderavista #speedrunneriii #aegeanspeedlines #festospalace #minoanlines #superexpress #superspeed #superrunner #goldenstarferries #elyros #aneklines #bluestardelos #bluehorizon #bluestar1 #bluestarparos #bluestarferries #tribute #backtobacktrips

Santorini is perhaps the most famous island in Greece, along with Mykonos. Both Cyclades islands are known worldwide for their beautiful architecture, landscape, beaches and natural treasures, and are the two most visited islands in the country, with thousands of tourists arriving every year, especially during the summer. Santorini is the Southernmost island on the Cyclades, and belongs to the Santorini Archipelago, which is a group of islands that were all part of an island known as Strongili during the Cycladic civilisation era, before volcanic eruptions separated them constantly throughout the years. The islands that are part of that archipelago are (obviously) Santorini (the largest and the most important; the island is also known as Thira or Fyra, which is the name of its capital city), Thirassia (the only inhabited island along with Santorini), Palaia Kameni and Nea Kameni (where the volcano is located) and Aspronisi. All islands are very frequently visited by tourists, and the volcanic islands (Palaia Kameni and Nea Kameni) are subject to daily tours. All these tours are only reachable through ship transportation, and this post is based on most the ships I was able to see that do all the daily work so that the tourists get to see the gifted nature of the archipelago. Shipping has been a very important tradition in Santorini ever since Greece became independent in 1830. It is the island which operates the biggest maritime traffic in the country, as it operates the local ships going to the neighbouring islands, and is also the top destination for cruise ships from all around the world (especially during the summer). Many residents operate shipping companies that have become very important to the connection of the island with Crete, Piraeus, the rest of the Cyclades and the rest of the world through airports (Nomicos, Panagiotopoulos), and the island is always a favourite place for Hellenic Seaways, ANEK Lines, Blue Star Ferries, Sea Jets and many other Greek coastal service companies. I will now talk about the trip I had with my family during my visit in Santorini (in which I arrived with the BLUE STAR PATMOS of Blue Star Ferries). It was an organised guided tour, held on 11 July 2015, which began from the port of Ammoudi in Oia (the Northernmost-and the most beautiful-village of Santorini) to Nea Kameni, Palaia Kameni, Thirassia, and directly back to Oia. We made the trip with the wooden sailing ships of the company Santorini Boatmen Union. This company operates the largest fleet of tour ships on the Santorini Archipelago (20 ships as of 2016), and is owned, as its name indicates it, by local boatmen from Santorini. It has been operating since 1945, so I boarded one of their ships during the seventieth anniversary of the historic shipping enterprise. The fleet consists of three wooden traditional sailing ships, nine small passenger rafts, and eight modern small high speed ships. In this case, I traveled with the traditional sailing ship AFRODITI, which is the largest and youngest amongst the three ships of the company. She was built in 2004 in Greece, and has spent her entire career with the Santorini Boatmen Union. Breakfast in Oia: From the restaurant I saw the SUPER JET of Sea Jets, which had made her morning arrival in Santorini, and was now returning to Ios. The super speedy SUPER JET. She was spending her third consecutive summer on the Rafina-Tinos-Mykonos-Paros-Naxos-Ios-Santorini line, where she had successfully been deployed back in 2013. The SUPER JET seen leaving Santorini. She has been owned by Sea Jets since 2004, when she became their first-ever ship. Before that, she operated as the SEA JET 1 for Strintzis Lines (1995-2000), Blue Star Ferries under the Blue Star Jets division (2000-2002) and as the JET ONE for Aegean Jet Maritime (2002-2004). Her entire career has been spent on the Cyclades so far, except for the 2004 season (her debut season under Sea Jets), when she operated on the Northeast Aegean Sea and the Dodecanese while serving the Rafina-Samos-Ikaria-Patmos-Leipsoi-Leros line. One of the modern high speed ships of Santorini Boatmen Union, the CAPTAIN KOULIS, leaving Oia for the small volcanic islands. A beautiful sailing ship seen from Oia. Leaving Oia, onboard the AFRODITI. Crossing the CAPTAIN KIOULIS, on her way to Oia, after having boarded the passengers from Nea Kameni. She was built in 2007, being one of the first small high speed boats ordered by her company. She was also the first of four small sister ships built between 2007 and 2009. The ships that followed were the YPAPANTI in 2007, the NEFELI in 2008 and the ORPHEAS in 2009. While approaching Nea Kameni, we crossed another high speed tour ship, the IOANNIS D, which is owned by the Santorini Boatmen Union's main competitors, Dakoutros Shipping. Just like the Santorini Boatmen Union, Dakoutros Shipping operates tour excursions in the volcanic islands of the Santorini Archipelago. They also operate their ships by having them transport the cruise ships' passengers to the island, as, due to infrastructural constraints, none of Santorini's ports are able to fit any of the gigantic cruise ships that arrive on the island everyday. The company was on the news for the past three years, as it built three small high speed boats in 2013 and 2014. The one built in 2013 is the small IOANNIS D (bearing the name of the company's patriarch, Ioannis Dakoutros) photographed above, and the two sister ships that were built in 2014 are the FANTASIA and the PRESTIGE, which are slightly bigger than the IOANNIS D. All three operate under Dakoutros Speed, which a subsidiary of the entire Dakoutros Shipping company (also known as Santorini Boatmen Services). This means that the company (Dakoutros Speed) had, on the day of my visit, a fleet average age of only 1.3 years, which was the youngest one in all of the Greek coastal service. These three high speed boats therefore represent the rise of the local touring industry and their company's continued and traditional success in the region. One thing that I forgot to point out is that all ships were built in Greece, and therefore are a representation of the country's pride in building tour boats. Moreover, three small high speed boats have been ordered by the company for service during the summer of 2016. One of them, due to operate as the PELAGOS, is a sister ship of the FANTASIA and of the PRESTIGE, while the other two (whose names have not yet been announced) are sister ships of the smaller IOANNIS D. Besides Dakoutros Speed, Dakoutros Shipping operates Dakoutros Brothers Cruises, which consists of five traditional sailing boats operating on the Santorini-Nea Kameni-Palaia Kameni-Thirassia line: the SANTA IRINI, the POSEIDONAS, the ODYSSEAS, the AGIOS NIKOLAOS and the JASON. Furthermore, it also operates on the same line with the small passenger ship CALYPSO, which operates under Dakoutros Glass Bottom Boat Cruises. Based on all the information I have give to you so far, you can see that the Santorini Boatmen Union and Dakoutros Shipping are two main tour operators on the Santorini Archipelago, as they have the biggest and most modern ships in the area. There are also two other notable local operators, which have also been present on the Santorini Archipelago for many years. The first company is Santorini Sea Excursions, which operates four traditional wooden sailing ships (the ALCYON, the CAPTAIN LEFTERIS, the CAPTAIN GIANNIS and the AGIOS NIKOLAOS), while the second company is Kamari Tours, which owns one traditional sailing boat (the KING THIRAS) and one regular passenger boat (the MANOLIOS, formerly a fishing boat). All of them operate on the Santorini-Nea Kameni-Palaia Kameni-Thirassia line as well. All three Dakoutros Speed ships seen together in Nea Kameni (from left to right): the IOANNIS D, the FANTASIA and the PRESTIGE. The bows of the two smallest in age but bigger in size ships of Dakoutros Speed, the FANTASIA and the PRESTIGE. The IOANNIS D seen in Nea Kameni. The stern of the IOANNIS D mentioning the ship's name in Greek, along with the port of registry, Piraeus, in a stylish font. The AFRODITI and another sailing ship, the PEGASUS of Santorini Excursions, anchored in Nea Kameni. The two sailing ships, the PEGASUS and the AFRODITI, seen together in Nea Kameni. Behind them is the small passenger boat MANOLIOS of Kamari Tours, which looks like a former fishing boat. From Nea Kameni, I got to see the HIGHSPEED 4 of Hellenic Seaways, which operated on the Heraklion-Santorini-Ios-Paros-Mykonos line for the summer instead of the HIGHSPEED 5, which had suffered a fire while undergoing conversion. The latter will return to the line in 2016 under the name HIGHSPEED 7, fully rebuilt and renovated. From far away I saw the flagship of Sea Jets, the TERA JET, competing against the HIGHSPEED 4 on the Heraklion-Santorini-Ios-Naxos-Mykonos line in a fierce rivalry between the two companies. The ship here leaves Santorini for Ios. From the volcano's rocks I also saw one of the many cruise ships berthed near Santorini. This one is the FREEDOM OF THE SEAS of American cruise giants Royal Caribbean International. A lineup of four Santorini excursion sailing ships. These are the ODYSSEAS of Dakoutros Brothers Cruises (the main company of the Dakoutros family), the CAPTAIN GIANNIS of Santorini Sea Excursions, the PRINCESS and the AFRODITI (both owned by the Santorini Boatmen Union). The FANTASIA leaving Nea Kameni in order to board the passengers from the cruise ship AEGEAN PARADISE of Etstur and to take them to Santorini. The PRESTIGE following her sister ship in order to carry-out the same assignment. The FREEDOM OF THE SEAS, one of the many Royal Caribbean International ships operating on the Mediterranean Sea. Another view of the FREEDOM OF THE SEAS. A view of the cruise ship AEGEAN PARADISE of Turkish company Etstur, built in Japan in 1990, and operating on the Aegean Sea for many years. She previously did so as the DELPHIN VOYAGER of Delphin Kreuzfahrten, before she was sold to Etstur in 2012. The AEGEAN PARADISE in what was her last summer on the Aegean Sea, as she was sold to Indonesian company New Century Cruise Line in December of 2015, thus returning to Asia, the continent where she was built. Another ship owned by the Dakoutros family, the CALYPSO, which is better known as the 'Glass Bottom Boat' (operating for Dakoutros Glass Bottom Boat Cruises), since she has a glass area underneath her hull for passengers to have a view underwater. On the way to Palaia Kameni, we saw the sailing ship CAPTAIN LEFTERIS, which is owned by Santorini Sea Excursions. After swimming in the volcanic muddy waters of Palaia Kameni, we left for Thirassia, the other inhabited island of the Santorini Archipelago. On the way we crossed the sister ship of the SUPER JET, the SEA JET 2, also owned by Sea Jets, which was leaving Santorini for Amorgos, Koufonisi, Naxos, Paros and Mykonos. The SEA JET 2 then set up a few waves that lightly shook the AFRODITI. In 2015, she operated on the Piraeus-Sifnos-Milos-Folegandros-Ios-Santorini-Amorgos-Koufonisi-Naxos-Paros-Mykonos line. While arriving in Thirassia, I had the chance to see a local ferry that is hardly unnoticeable. Indeed, that was the legendary landing craft NISSOS THIRASSIA of Thirassia Lines, which makes daily crossings on the Santorini-Thirassia line, and was the only ferry serving the island since the departure of the AQUA SPIRIT of NEL Lines earlier in the spring of 2015. Arriving at the same time as AFRODITI was the small high speed boat THIRASSIA II of Thirassia Shipping, which also makes daily crossings on the Santorini-Thirassia line, although she stops by the port of Ammoudi in Santorini. The NISSOS THIRASSIA seen resting in her namesake island. The NISSOS THIRASSIA, which has been operating since 1995, seen resting in her namesake island. The NISSOS THIRASSIA spotted in Thirassia, where she was resting. One last view of the NISSOS THIRASSIA in Thirassia. We returned from Thirassia directly back to Ammoudi in Oia, where I was able to get a picture of the BLUE STAR DELOS of Blue Star Ferries, the sister ship of the BLUE STAR PATMOS, as she was leaving the strait between Santorini and Thirassia to go to Naxos. The fantastic BLUE STAR DELOS returning to Piraeus. She has been on the Piraeus-Paros-Naxos-Santorini line since she began service in 2011. I was very excited with this trip, as I was able to see many ships of all kinds, and was happy to see them since I knew already a lot of historical information on these particular local companies, and I was finally very pleased to see new islands that are very frequently visited by tourists. I learned also a lot about Santorini's tradition and the companies working non-stop to transport passengers all around the Santorini Archipelago. The hard work continued three days after this trip (and two days after my departure from Santorini), as the Santorini Boatmen Union launched and executed the maiden voyage of a newly-built big and speedy passenger ship, the SANTORINI, sister ship of the then-flagship GARBIS (built in 2013) which is extremely modern and impressive, while Dakoutros Speed is due to introduce the newly-built PELAGOS and two future sister ships of the IOANNIS D in 2016. #santorini #summer2015 #greece #cyclades #aegean #neakameni #palaiakameni #thirassia #superjet #terajet #seajet2 #seajets #captainkoulis #afroditi #princess #santoriniboatmenunion #ioannisd #fantasia #prestige #odysseas #calypso #dakoutrosshipping #dakoutrosbrotherscruises #dakoutrosspeed #dakoutrosglassbottomboatcruises #pegasus #captainlefteris #santoriniseaexcursions #manolios #kamaritours #highspeed4 #hellenicseaways #nissosthirassia #thirassialines #thirassiaii #thirassiashipping #bluestardelos #bluestarferries

Trip: 26 July 2017. From Piraeus to Sifnos, via Serifos, with the ADAMANTIOS KORAIS of Zante Ferries. The ADAMANTIOS KORAIS seen in Sifnos on 29 July 2017. The ADAMANTIOS KORAIS was built in 1987 in Japan, as the VISVA for the Japanese company Higashi Nihon Ferry, alongside a sister ship, the VENA. Both ferries were deployed on the Aomori-Hakodate line. The VISVA however was sold in 1999 to fellow Japanese company Kyushi Orange Ferry, where she was renamed KYUSHU. She was subsequently deployed on the Yawatahama-Usuki line, where she remained until 2007. That year, she reunited with her sister ship, the VENA, when both ferries were acquired by the Greek company Zante Ferries, being renamed ADAMANTIOS KORAIS and ODYSSEAS ELYTIS, respectively. That company, also known as ANMEZ, was founded in 1991 and initially operated Ro-Ro service on the Kyllini-Zakynthos line with the ships AGIOS DIONISIOS I (1991-1995) and later the AGIOS DIONISIOS S (1995-1999). In 1999, they introduced passenger service by buying the also-Japanese-built ROYAL KAWANOE, which became the DIONISIOS SOLOMOS. Four years later, the converted ANDREAS KALVOS joined the DIONISIOS SOLOMOS on the Ionian Sea. As the company began to see an economic rise, it began to seek for other areas to operate in, beyond their base in Zakynthos. After deciding to start operations on the demanding Cyclades Islands, the company decided to purchase the two Japanese ferries rather than their first option, which was the Finnish ferry ROSLAGEN (which went on to become the IONIAN SPIRIT of the now-defunct Agoudimos Lines from 2007 to 2016). The ADAMANTIOS KORAIS arrived initially in Zakynthos, then underwent an extensive conversion in Drapetsona and in Salamina, which lasted almost a year. The ship was completely modified, having acquired an upgraded stern and very luxurious passenger amenities. Upon the completion of her conversion in 2008, whereupon she began carrying the Greek flag under the Piraeus registry, she became the company's flagship. Because of the cost of her conversion, the ODYSSEAS ELYTIS never underwent her own and remained laid-up in Zakynthos before being finally sold in 2013 to Indonesian company PT Munic Line. The ADAMANTIOS KORAIS was deployed on the Piraeus-Paros-Naxos-Ios-Santorini line, becoming the first ship of Zante Ferries to operate on the Aegean Sea. Her stay there proved to be short however, as, in 2009, she was transferred to the Western Cyclades lifeline, the Piraeus-Kythnos-Serifos-Sifnos-Milos-Kimolos-Folegandros-Sikinos-Ios-Santorini line, where she remains to date. She also cooperated with the ferry operating on the same line at the time, the AGIOS GEORGIOS (later the PANAGIA TINOU) of Ventouris Sea Lines, under the Cyclades Ferries joint venture, which lasted from 2010 to 2014. After the departure of the latter from the line after the 2014 season, she was joined by her fleetmate, the ANDREAS KALVOS, for the 2015 and 2016 summer seasons. In 2017, the recently-converted DIONISIOS SOLOMOS was deployed on the Piraeus-Kythnos-Serifos-Sifnos-Milos-Kimolos-Folegandros-Sikinos-Ios line, with the ANDREAS KALVOS returning to the Ionian Sea. The ADAMANTIOS KORAIS has been among the best day ferries in Greece since her arrival on the Aegean Sea, and has won the hearts of the residents of the Western Cyclades islands she has been serving for so many years. She has been praised for her regular and efficient service, her ability to operate throughout the whole year (since the departure of the AGIOS GEORGIOS she has only stopped service during her annual refits, which last less than one month per year), and for her excellent passenger accommodation. Despite being 30 years old at the time I traveled on her, she seems to hide her age very well, looking pretty much like a newly-built ferry. Her conversion, despite costing the career her sister ship was due to make in Greece, is considered to be one of the most successful in Greek coastal service history. So this is a quick summary of the ship's career up until the 2017 season, which marked her tenth season operating on the Cyclades and ten years since her first arrival in Greece from Japan. I can thus talk to you about my trip with her. It became my first-ever trip with a Western Cyclades island serving as a destination, as I was leaving Piraeus for the island of Sifnos, where I was to spend four days with my family. Moreover, the ADAMANTIOS KORAIS was the second conventional ferry that I traveled with on the Cyclades, the first being the BLUE STAR PATMOS of Blue Star Ferries. She was also the third ferry from Zante Ferries on which I traveled (I had previously traveled with the DIONISIOS SOLOMOS and the ANDREAS KALVOS from Kyllini to Zakynthos and back), meaning I had now traveled with all the ships of the current Zante Ferries fleet. Also, it marked my first time ever traveling on a Zante Ferries ship outside of Zakynthos and the Ionian Sea, which is the home base of the company. The ADAMANTIOS KORAIS was due to depart Piraeus in the afternoon, at 14:00. As we arrived shortly prior to the ferry's departure, I was not able to photograph her in Piraeus. We immediately entered her garage and I subsequently had the chance to take pictures of her indoor and outdoor areas, as well as of the ships that were located in Piraeus at the same time as us. Upon entering the ship from the stern ramp, escalators lead passengers to the Hermes Saloon, where aircraft-style seats are located. All of them feature the logo of Zante Ferries on the top middle section. The sign indicating the Hermes Saloon, which is named after the Greek God Hermes. More forward is the Apollon Saloon, which features more lounges and comfortable seats. An extension of the Apollon Saloon. The deckplan of the ADAMANTIOS KORAIS. The exterior sun deck on Deck 5. The VIP Area Zeus Saloon, featuring orange aircraft-style seats. The sign indicating the Zeus Saloon. Next to the Zeus Saloon is an alley leading to the ship's cabins. Although there are not many of them, they are useful for passengers staying onboard overnight, with most of them being the ones stopping at the most distant islands from Piraeus, such as Folegandros, Sikinos, Ios and Santorini. The forward section of the Zeus Saloon, which goes up until the ship's front windows. A view of the nice reception desk of the ADAMANTIOS KORAIS, which features a ceiling with colourful lights. The ship's Self-Service restaurant. The ship's Self-Service restaurant and its adjacent canteen area. The starboard side outdoor alley on Deck 5. The stern area of the Deck 6 exterior section, featuring a nice sun deck and the vessel's security lifeboat. The starboard side alley on Deck 6, where the ship's two funnels are located. The ship's bridge, alongside life-rafts. The sun deck on Deck 5, with a spiral staircase leading to Deck 6. The ship's well-known stern sun deck, which has the shape of a semi-circle and is parallel to the blue ground, which has dozens of orange round tables spread over the area. Between the bridge and the funnel, the accommodation deck features the crew cabins. Above them is a big orange sign featuring the ship's name in Greek characters. The ADAMANTIOS KORAIS is named after the eponymous Greek intellectual who lived in the 18th and 19th centuries, and who was known as one of the major figures of the Greek Enlightenment era. The ship's accommodation deck and exterior alley on the port side, featuring some life-rafts. On the other side of the E9 gate (from which the ADAMANTIOS KORAIS departs), one is able to see the ships that operate in Crete. The only ship that was present there was the BLUE HORIZON of Blue Star Ferries, which is deployed on the Piraeus-Heraklion line. On the starboard side of the ADAMANTIOS KORAIS is the E8 gate, where ferries that operate on the Saronic Gulf dock. At the corner of this gate were three different passenger ships that operate for different owners and on different lines: the AGIA MARINA AEGINIS of Evoïkos Lines, the ELENA F of Elena F Shipping and the hydrofoil FLYING DOLPHIN XXIX of Hellenic Seaways. The AGIA MARINA AEGINIS, built in 2000 and formerly known as the ALEXANDROS, operates on the Piraeus-Northern Aegina line, serving the ports of Souvala and Agia Marina since 2008, and since 2016 under her current name and owners. The ELENA F, built two years before the AGIA MARINA AEGINIS, operates on the Piraeus-Salamina line. The hydrofoil FLYING DOLPHIN XXIX, the youngest one of her type in Greece, serves the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. The BLUE HORIZON, also built in Japan, in the same year as the ADAMANTIOS KORAIS, 1987. The AGIA MARINA AEGINIS was acquired by Evoïkos Lines in 2016, after the company had deployed one of its ferries, the OSIOS DAVID, on the same line. Despite the latter's success, she was surprisingly sold to Kerkyra Lines, operating since the summer of 2017 as the MENEKRATIS on the Igoumenitsa-Corfu line. As a result, there was no ship on the line, with the exception of the AGIA MARINA AEGINIS, although the latter is not a ferry. As I was seeing the three ships described to you above, the hydrofoil FLYING DOLPHIN ATHINA of Aegean Flying Dolphins was heading towards the dock, after she had returned from her service to the islands of Agistri and Aegina. The FLYING DOLPHIN ATHINA heading for docking, alongside the FLYING DOLPHIN XXIX in the background. Towards the port's exit, I was able to see another ship owned by Hellenic Seaways: the ARIADNE, which operated on the Piraeus-Chios-Mytilene line. The FLYING DOLPHIN ATHINA having just docked in Piraeus. While seeing the FLYING DOLPHIN ATHINA dock, I then surprisingly saw the ferry APOLLON HELLAS of 2way Ferries arriving and maneuvering in Piraeus. Another view of the FLYING DOLPHIN XXIX resting in Piraeus. The APOLLON HELLAS preparing to dock in Piraeus. 2017 marked her first season operating on the Saronic Gulf for her new owners, having previously served the area under the colours of Hellenic Seaways (2005-2013) and their predecessors Minoan Flying Dolphins/Hellas Flying Dolphins (1999-2005, under the Saronikos Ferries division). Just like her longtime collaborator, the POSIDON HELLAS, the APOLLON HELLAS was sold by Hellenic Seaways to 2way Ferries. The former was sold in 2015, while the latter was sold in 2016 while operating on the Agios Konstantinos-Skiathos-Skopelos-Alonissos line. She completed that year's summer on that line before returning to the Saronic Gulf in 2017. The APOLLON HELLAS heading towards the dock of the E8 gate in Piraeus. The FLYING DOLPHIN ATHINA departing Piraeus shortly after docking. The APOLLON HELLAS almost docked in Piraeus. A view of the cruise ship MSC POESIA, owned by Swiss-Italian company MSC Cruises. The FLYING DOLPHIN ATHINA departing Piraeus for Aegina and Agistri, with the APOLLON HELLAS seen in the background. The FLYING DOLPHIN ATHINA leaving Piraeus for Aegina and Agistri, with the APOLLON HELLAS seen in the background. The FLYING DOLPHIN ATHINA leaving Piraeus for Aegina and Agistri. The APOLLON HELLAS having just docked in Piraeus. The FLYING DOLPHIN ATHINA departing Piraeus for Aegina and Agistri. Another view of the APOLLON HELLAS in Piraeus. The ELENA F departing Piraeus as well. The ELENA F departing Piraeus and heading towards Salamina. The ELENA F leaving Piraeus and heading towards Salamina. The ELENA F departing Piraeus for Salamina. Another view of the resting APOLLON HELLAS. The ELENA F heading towards Salamina. The APOLLON HELLAS seen in Piraeus. We began to leave Piraeus. As soon as we began heading towards the exit of the port, the BLUE HORIZON could be seen a bit better than before. In front of the BLUE HORIZON was her direct competitor, the impressive FESTOS PALACE of Minoan Lines, which also operates on the Piraeus-Heraklion line. The APOLLON HELLAS seen once again. Another view of the AGIA MARINA AEGINIS. The FESTOS PALACE resting in Piraeus. Just like the APOLLON HELLAS. Another view of the BLUE HORIZON, which was spending her fourth straight season on the Piraeus-Heraklion line. The impressive BLUE HORIZON, in her twentieth summer in Greece, having first arrived under the name SUPERFERRY HELLAS for Strintzis Lines, before her company was transferred to Blue Star Ferries in 2000, under whom she got her current name. It has to be noted however that she spent two summers (2011 and 2012) laid-up in Syros due to the Greek economic crisis impacting her company, before fortunately returning to service in 2013. The SALAMIS EXPRESS I of Salamis Express heading towards the E8 gate. She operates on the Piraeus-Salamina line, just like the ELENA F. The FESTOS PALACE seen in Piraeus, in what was her seventeenth summer on the Piraeus-Heraklion line, the only one she has served in her entire career, alongside her older sister ship and fleetmate, the KNOSSOS PALACE. The SALAMIS EXPRESS I heading towards the dock of the E8 gate. 2017 was her second year in a row operating on the Piraeus-Salamina line, having also done so in the first summers of her career from 1996 to 2000. One final view of the APOLLON HELLAS. As well as of the BLUE HORIZON. Another picture of the FESTOS PALACE. The FESTOS PALACE seen in Piraeus. The FESTOS PALACE seen resting in Piraeus. As we begin to head outside of the port, we start to approach the ARIADNE. Passing by the FESTOS PALACE. The FESTOS PALACE seen as we start passing by her. Another view of the FESTOS PALACE. The stern of the ARIADNE. The FESTOS PALACE in Piraeus. We are beginning to pass by the ARIADNE. This ferry, just like the ADAMANTIOS KORAIS, was built in Japan. She arrived in Greece a year earlier than the latter and began service in 2007, the year during which the ADAMANTIOS KORAIS underwent a major part of her conversion. After failing to find her place within her company's plans and following charters to Minoan Lines, ANEK Lines and Algérie Ferries, the ferry finally cemented her place in 2013, being deployed on the Piraeus-Chios-Mytilene line instead of the NISSOS CHIOS. She has been extremely successful there, being much acclaimed by the Northeast Aegean Sea residents. The very modern funnel of the ARIADNE, featuring the well-known three dolphins of Hellenic Seaways. Passing by the ARIADNE. The beautiful bow of the ARIADNE. As we almost head towards the exit of the port of Piraeus, another ship could be seen resting. This time, it was the SUPERFAST XII of Superfast Ferries, which operates on the Cyclades and mainly on the Dodecanese. Another view of the ARIADNE. The vessel is currently under charter for the winter to Italian company Grandi Navi Veloci. She is set to return to Greece in February in order to undergo her refit and hopefully return to service on the Aegean Sea. The ARIADNE seen in Piraeus. The SUPERFAST XII resting in Piraeus. The SUPERFAST XII has been operating on the Piraeus-Syros-Amorgos-Patmos-Leros-Kos-Rhodes line since 2015. The 2017 summer season included stops in Kalymnos for the first time. The bow of the SUPERFAST XII, which is also the flagship of her company. Passing by the SUPERFAST XII, whose future in Greece is uncertain due to the reported sale of Hellenic Seaways by Grimaldi Group to Attica Group, with a sale of the ship to the former being included in the deal. The SUPERFAST XII resting in Piraeus prior to her next departure. After exiting the port of Piraeus, we spent more than 90 minutes on the Attica coast, which goes from Piraeus to Lavrion, where one can subsequently spot the island of Makronissos. We were heading immediately for Serifos as the ship was not calling Kythnos that day. Along the Attica coast, I had the chance to see several ships returning from the Cyclades to Piraeus, including some that operate on the Western Cyclades, just like the ADAMANTIOS KORAIS. The first ship that emerged in front of the ADAMANTIOS KORAIS shortly after our exit from the port was the high speed catamaran SUPER JET of Sea Jets, which was returning to Piraeus from Serifos. The SUPER JET is the high speed craft (excluding hydrofoils) with the most experience in Greek waters as of the 2017 season. She has been active since she was built in 1995, when she started service with the now-defunct Strintzis Lines. She has been operating with Sea Jets since 2004, when she became the first ship of the then newly-established company. Crossing the SUPER JET as she returns to Piraeus. The SUPER JET heading towards Piraeus. She is also deployed on the Western Cyclades, serving the Piraeus-Serifos-Sifnos-Milos-Kimolos-Folegandros-Ios-Santorini line. She therefore called in all islands that are also part of the itinerary of the ADAMANTIOS KORAIS, except for Kythnos and Sikinos. While she did operate in Sikinos in 2016, she stopped doing so the following year. Immediately after the SUPER JET passed by the ADAMANTIOS KORAIS, two ships showed up, namely a tug and a rather bizarre-looking passenger ship. The tug boat was transporting a high speed craft. I later learned that this high speed craft was called the IRIS JET and was registered in Kos. She apparently was supposed to operate on the Dodecanese but suffered an engine failure. The tug boat with the IRIS JET. She was towed up until Perama, where she currently is undergoing refit. I do not know any information about the ship and her company yet, but I expect to see more details about her if she (most likely) sails in 2018. Next up was a familiar face: the great BLUE STAR PATMOS of Blue Star Ferries. The ship, which operated on the Piraeus-Syros-Paros-Naxos-Donousa-Amorgos-Ios-Santorini-Anafi-Astypalaia line for the the third straight season, was heading back to her base port. The BLUE STAR PATMOS heading towards Piraeus. The BLUE STAR PATMOS was, until my trip with the ADAMANTIOS KORAIS, the only conventional ferry on which I had traveled on the Cyclades and on the Aegean Sea outside of the Saronic Gulf. Indeed, I had already traveled with her twice: the first time from 7-8 July 2015 from Piraeus to Santorini, and the second time from Santorini to Ios sixteen days prior to my trip with the ADAMANTIOS KORAIS. Crossing the amazing BLUE STAR PATMOS near the Attica coast. The 2017 summer season was another success for the ship. However, she unfortunately ended her service earlier than expected due to her accident in Ios in August 2017, when she grounded off near the port's entrance. She is currently undergoing repairs in Elefsina, and is normally due to return to service next month, in February. The BLUE STAR PATMOS returning to Piraeus. She was usually staying three hours in that port, before her late afternoon and evening service to the Cyclades Islands. Another view of this fantastic ferry. After seeing the BLUE STAR PATMOS, the ADAMANTIOS KORAIS began to pass by the cruise ship SALAMIS PHILOXENIA of Cypriot company Salamis Cruise Lines. Passing by the SALAMIS PHILOXENIA, which operates on the Aegean Sea during the spring, summer, and early fall. Another view of the SALAMIS PHILOXENIA. Passing by the veteran cruise ship SALAMIS PHILOXENIA. A short time after passing by the SALAMIS PHILOXENIA, another ship was spotted heading towards Piraeus. This one was the high speed ferry SPEEDRUNNER III of Aegean Speed Lines, a company that also operates on the Western Cyclades, just like Zante Ferries. The SPEEDRUNNER III spent the 2017 season on the Piraeus-Serifos-Sifnos-Milos-Kimolos-Folegandros-Sikinos line. It marked her first season with Aegean Speed Lines and on the Western Cyclades since 2014. The year before, she had been on the Patras-Kefalonia-Ithaca line under charter to Ionian Sea company Levante Ferries. The SPEEDRUNNER III returning from Serifos. She is a notable main competitor of the ADAMANTIOS KORAIS, although a different one as she is a high speed ferry. Nevertheless, both ships are praised by the Western Cyclades passengers for their service, and were, along with the DIONISIOS SOLOMOS, the only ones operating there for the vast majority of the calendar year. I would find myself traveling on the SPEEDRUNNER III on my return trip from Sifnos to Piraeus three days after my trip with the ADAMANTIOS KORAIS. The small island of Agios Georgios, located on the Lavrion-Kea-Kythnos Strait. After passing by the island of Agios Georgios and leaving the Attica coast, I was surprised to see the SUPER JET heading towards the same direction as us. The SUPER JET heading at full-speed towards Serifos. The SUPER JET seen heading towards Serifos. A view of the SUPER JET. After previously crossing her on the Attica coast, she had the time to arrive in Piraeus, unload her passengers, load new ones, and begin her new trip to the Western Cyclades before passing by us again. This really shows how fast she is, compared to the conventional ferries on the line. The impressive SUPER JET sailing on the Cyclades. The SUPER JET at full speed. The dolphins painted on her hull were part of the company's livery branding between 2009 and 2013, whereupon all the fleet had, at the time, different types of sea creatures painted on their hulls. The SUPER JET had the two diving dolphins, while her sister ship, the SEA JET 2, received a swordfish. The larger MEGA JET saw a shark on her hull, while the MASTER JET, which was fully acquired by Sea Jets in 2012, received an orca in 2013. The SUPER JET heading towards Serifos. She then has the time to call at all other islands before the late evening. She then spends the entire night in Ios, before leaving the latter the following morning in order to make the return trip to Piraeus. The SUPER JET heading towards Serifos. The SUPER JET seen sailing at full-speed on the Cyclades. Another view of the SUPER JET. After being passed by the SUPER JET, the last ship I saw heading towards Piraeus was the sister ship of the SPEEDRUNNER III, the high speed ferry HELLENIC HIGHSPEED of Hellenic Seaways. The HELLENIC HIGHSPEED had her first season on the Piraeus-Sifnos-Ios-Santorini line in 2017. It was her second season with her owners, after she had spent the 2016 season on the Rafina-Tinos-Mykonos-Paros-Ios-Santorini line. Crossing the HELLENIC HIGHSPEED. I had traveled with her twelve days before my trip with the ADAMANTIOS KORAIS, as I headed from Ios back to Piraeus. Crossing the HELLENIC HIGHSPEED during her debut season on the Piraeus-Sifnos-Ios-Santorini line, with all ports also being served by the ADAMANTIOS KORAIS The impressive HELLENIC HIGHSPEED heading back to Piraeus. The HELLENIC HIGHSPEED seen as she heads towards the port of Piraeus. The HELLENIC HIGHSPEED heading towards the port of Piraeus. Another view of the HELLENIC HIGHSPEED. Two hours after seeing the HELLENIC HIGHSPEED, we began to approach the island of Serifos, the ship's first destination. The island of Serifos, featuring a beautiful lighthouse. A lighthouse seen off the coast of Serifos. Entering the port of Serifos, located on the small town of Livadi. Entering the Serifos Bay. After a few minutes, the pier of the port of Serifos became visible. A view of the Serifos port prior to our maneuvering procedure. The ADAMANTIOS KORAIS maneuvered for a long time and docked safely in Serifos. Few passengers left the ship, although significant passengers and vehicles embarked onboard. The remaining passengers and vehicles waiting to embark onboard the ADAMANTIOS KORAIS. A view of the Livadi town, some sailing boats, and the Serifos Chora in the background, at the top of the hill. After twenty minutes, the ADAMANTIOS KORAIS left Serifos and began heading for Sifnos. The distance between these islands is not that large, so the trip usually lasts fifty minutes to an hour by conventional ferry. After one hour, we reached the beautiful port of Sifnos, known as Kamares. We were the only ones present, as most ferries dock during the morning and in the afternoon. After a quick maneuvering procedure and docking, the trip was over, after having spent five hours onboard. The village of Kamares, where the port of Sifnos is located. A beautiful view of a beautiful ferry, the ADAMANTIOS KORAIS, facing the fading sun in Sifnos. And this marked the end of a beautiful trip, in which I saw many ships in Piraeus and on the Attica coast. The ADAMANTIOS KORAIS truly is a great ferry with nice indoor and outdoor areas for passengers, and I could witness the success of her conversion in Greece back in 2007. She is an exceptional ferry which went on to have yet another successful season on her line, for which she has been notably praised. This ferry is really one of my favourite, and is undoubtedly one of the best ones in the Greek coastal service, with her crew doing an exceptional job on a demanding area everyday. Here is an extra picture of her when I saw her in Ios, sixteen days before finding myself onboard her. A view of the great ADAMANTIOS KORAIS in Ios, on 10 July 2017. #adamantioskorais #zanteferries #summer2017 #greece #cyclades #piraeus #sifnos #serifos #bluehorizon #bluestarpatmos #bluestarferries #agiamarinaaeginis #evoïkoslines #elenaf #elenafshipping #flyingdolphinxxix #ariadne #hellenichighspeed #hellenicseaways #festospalace #minoanlines #apollonhellas #2wayferries #salamisexpressi #salamisexpress #superfastxii #superfastferries #superjet #seajets #speedrunneriii #aegeanspeedlines #tribute

The KYDON PALACE (the ex-FESTOS PALACE) seen docked in Piraeus during the summer of 2020. The CRUISE EUROPA seen heading towards the port of Patras, during the summer of 2018. The Heraklion-based company Minoan Lines has been the focus of much attention within the Greek ferry scene over the past few years due to the various changes that were introduced on their services. However, the past few days have added additional coverage to such an extent that it is noteworthy to specify every detail, as its content can be confusing for someone who reads it for the first time. Indeed, in the upcoming weeks, the fleet reshuffle which had started in early 2020 will continue on the Adriatic Sea services, where the company has been operating since 1981. In other words, the two cruiseferries that were operating for the company in this area, the CRUISE EUROPA and the CRUISE OLYMPIA, will be transferred to their parent company, the Italian giants Grimaldi Lines. The latter is the flagship company of the Grimaldi Group, which is owned by the Grimaldi family (a major shipping powerhouse for many decades). This group is undoubtedly the most dominant one of its kind on the Mediterranean Sea, as well as in Europe as a whole. It operates a gigantic fleet of vehicle carriers and passenger ferries across Europe, North America, South America and Africa. It consists of the following companies: -Grimaldi Lines: Operates vehicle carriers which connect European and West African ports with North American and South American ports via the Atlantic Ocean. It also operates cruiseferries and Ro-Ro carriers across the whole Mediterranean Sea, connecting mainland Italy with Sardinia, Sicily and Malta, as well as with Spain, Tunisia and Greece. -Finnlines: A major Finnish company which was purchased by the Grimaldi Group in 2007. It operates large Ro-Ro carriers and Ro-Pax ferries on the North Sea, the Baltic Sea, the Channel and the Bay of Biscay, connecting mainland Finland with the Åland Islands, Sweden, Denmark, Poland, Germany, Russia, Belgium, The Netherlands, the United Kingdom and Spain. -Atlantic Container Line: A Swedish-American company which was purchased by the Grimaldi Group in 2001. It operates a fleet of large Con-Ro vessels, which are a mix of containerships and Ro-Ro carriers (thus transporting both containers and vehicles). Their ships trade between Sweden, Germany, The Netherlands, Belgium, France, the United Kingdom, the United States and Canada via the North Sea, the Channel and the Atlantic Ocean. -Malta Motorways of the Sea Limited: A Maltese company established as a subsidiary of the Grimaldi Group in 2005. It operates Ro-Ro carriers which connect Malta with mainland Italy, Sicily and Libya. -Minoan Lines: As you know it, a Greek company which began operations in 1974 and of which the Grimaldi Group has been the main shareholder since 2008. It operates cruiseferries on the Piraeus-Crete services on the Aegean Sea, on the Adriatic Sea and on the Crete-Cyclades service. As a result of its large size and countless areas of operations, the Grimaldi Group possesses very large, modern, fast and efficient ships. All companies of the Grimaldi Group are dominant players in their respective markets, with the freight services garnering notable acclaim. A major advantage that the Grimaldi Group has is the incredible flexibility of the fleet, meaning that it can easily switch services of various ships and areas between them, regardless of the company that operates them. This has notably been the case with ships of Finnlines and Malta Motorways of the Sea Limited, which have been sent from their usual respective services on the North Sea and the Mediterranean Sea to operate under Grimaldi Lines on other areas, with the latter sending their own ships to operate elsewhere. And this is what has happened with Minoan Lines. Before getting into the details of the changes that are occurring in the upcoming days, it is also important to have a quick overview of the services of Minoan Lines, and how they had changed in recent years, prior to the departures of the CRUISE EUROPA and of the CRUISE OLYMPIA. Indeed, the company is considered to be one of the best in the history of the Greek coastal service, and it has owned several ships which went on to have legendary spells in Greece. The company began service on the Piraeus-Heraklion line (its flagship service) in 1974, before then beginning to operate on the Piraeus-Chania line in 1978. Successful stints on both services from Piraeus to Crete led the company in expanding its operations, and it eventually decided to enter the Adriatic Sea market. For this, they bought the Japanese-built ferry FERRY ATSUTA of Meimon Car Ferry in 1979. After two years of conversion in Perama, the ship entered service on the Adriatic Sea in 1981 as the EL GRECO, beginning operations on the Patras-Igoumenitsa-Corfu-Ancona line. Her service there became an instant success, and it cemented her company as one of the best to operate on the Adriatic Sea. As Minoan Lines continued to be ambitious, they went on to considerably expand their services during the 1980s and 1990s, bringing large and comfortable second-hand ferries on both Crete and the Adriatic Sea. They also began operating on the Cyclades, the Sporades and the Northeast Aegean Sea. By 1993, they were the main operators on the Adriatic Sea, along with their Chania-based arch-rivals ANEK Lines, Strintzis Lines and Ventouris Ferries. Following the introduction of Superfast Ferries (owned by Attica Group) in 1995, Minoan Lines sought to match the impressive services offered by the newly-established company's high speed cruiseferries by ordering newbuildings of their own. Overall, they ordered three cruiseferries to be built in Sweden and Norway between 1995 and 1998. These were the ARETOUSA (built in 1995, sold in 2001 to the French company Compagnie Méridionale de Navigation, also known as La Méridionale), the IKARUS (built in 1997, later renamed IKARUS PALACE, began to operate under charter to Grimaldi Lines in 2010, before being sold to the latter in 2016 as the CRUISE SMERALDA) and the PASIPHAE (built in 1998, later renamed PASIPHAE PALACE, sold in 2009 to the French company SNCM as the JEAN NICOLI). But this did not stop there. Indeed, they then went on to order seven other ships, which consisted of four cruiseferries and three Ro-Pax ferries. The former were to be built in Italy between 2000 and 2002, while the latter were to be built in South Korea between 2001 and 2002. The first pair of the ships to be built in Italy were the KNOSSOS PALACE and the FESTOS PALACE, which were planned for service on the Piraeus-Heraklion line. The second pair consisted of the OLYMPIA PALACE and of the EUROPA PALACE, which were to be deployed on the Adriatic Sea. They were to be joined there by the three South Korean-built sister ships, namely the PROMETHEUS (sold to the Italian company Caronte & Tourist in 2004, before being subsequently sold to Grimaldi Lines in 2005, for whom she initially sailed as the EUROSTAR BARCELONA before being renamed ZEUS PALACE in 2009), the OCEANUS (later renamed ARIADNE PALACE ONE, sold in 2003 to the French-Italian company Corsica Ferries-Sardinia Ferries, for whom she still operates today as the MEGA EXPRESS THREE) and the ARIADNE PALACE (sold in 2006 to the Italian company Moby Lines, for whom she still operates today as the MOBY TOMMY). The company also had a strong presence in Greece through the establishment of Minoan Flying Dolphins, a partly-owned subsidiary which almost became a monopoly on the Aegean Sea. This company was renamed Hellas Flying Dolphins in 2002, before being restructured as Hellenic Seaways in 2005. Despite this impressive fleet expansion, strong competition provided by ANEK Lines, Superfast Ferries and Blue Star Ferries (the successor of Strintzis Lines, which had been taken over by Attica Group in 2000) and financial struggles caused by debts to shareholders (as the company had entered the Athens stock market in 1998) shook Minoan Lines at the time, even though the new ferries were considered a massive success. In order to cover most of their debts, they sold many old ferries between 2000 and 2002. However, problems persisted, and this forced the company to sell the ARETOUSA, the PROMETHEUS, the ARIADNE PALACE ONE and the ARIADNE PALACE between 2001 and 2006. They also had to abandon several areas of service, such as the Cyclades, the Sporades, the Northeast Aegean Sea and the Patras-Igoumenitsa-Corfu-Bari line (on which the PROMETHEUS and the ARIADNE PALACE ONE were operating). The PASIPHAE PALACE also left the fleet in 2009. However, despite its struggles, the company was salvaged in 2008, as most of its shares were acquired by the Grimaldi Group, which subsequently sought to expand its services on the Adriatic Sea. For this, the Grimaldi family decided to operate two of the four extremely large cruiseferries that had been ordered in Italy between 2008 and 2010 to be deployed on the Adriatic Sea. These were the CRUISE EUROPA and the CRUISE OLYMPIA, built in 2009 and 2010, respectively. They entered service on the Patras-Igoumenitsa-Ancona line, and became the new major weapons of Minoan Lines on the Adriatic Sea. Their service was so successful that it led to their two rivals, ANEK Lines and Attica Group (Superfast Ferries and Blue Star Ferries), in forming a joint venture in 2011. When the 2010s began, Minoan Lines owned seven ships. Indeed, they had the KNOSSOS PALACE and the FESTOS PALACE on the Piraeus-Herkalion line, the OLYMPIA PALACE and the EUROPA PALACE on the Patras-Igoumenitsa-Corfu-Venice line, the CRUISE EUROPA and the CRUISE OLYMPIA on the Patras-Igoumenitsa-Ancona line, and the IKARUS PALACE which was chartered to Grimaldi Lines and serving the Livorno-Barcelona-Valencia-Tangier Med line. However, in 2012, the company ceased to operate on the Patras-Igoumenitsa-Corfu-Venice line. They then attempted to deploy the OLYMPIA PALACE and the EUROPA PALACE on the Piraeus-Chania line (which they had left in 1995), however their request was rejected by the Ministry of Shipping and Insular Policy. As a result, the two ferries were chartered to a competitor of Grimaldi Lines, namely Tirrenia Di Navigazione. They were respectively renamed BONARIA and AMSICORA, and were deployed on the Civitavecchia-Olbia-Arbatax line on the Tyrrhenian Sea. As a result of this, the company only deployed four ships from 2013 to 2017. The KNOSSOS PALACE docked in Piraeus in 2016. She was the first of the four sister ships that were ordered by Minoan Lines in Italy to begin service for the company. She began operations on the Piraeus-Heraklion line in late 2000, while also becoming the company's new flagship. Before her, it had been the IKARUS/IKARUS PALACE from 1997 to 2000. She spent 20 years on the line, and was widely lauded for her impeccable service and the unique amenities that she had onboard. Despite only operating four ships, Minoan Lines remained very successful on both the Piraeus-Herkalion line and the Adriatic Sea. By that time, Grimaldi Lines had also started to become more present on the latter area, deploying smaller Ro-Pax ferries on the Patras-Igoumenitsa-Brindisi line. By 2017, it had become the main company serving the line. Ships that operated there included the late SORRENTO (scrapped in 2016 following a fire which destroyed her in 2015), the CATANIA and the ZEUS PALACE. They then had two Ro-Pax ferries that were transferred from Finnlines, the EUROFERRY OLYMPIA and the EUROFERRY EGNAZIA, which were very successful in terms of freight transport, but did not have a large passenger capacity. They then had the FLORENCIA along two of her sister ships, the CORFÙ (the ex-CARTOUR GAMMA of Caronte & Tourist and TTT-Lines) and the VENEZIA (the ex-ALBAYZIN/CIUDAD DE CÁDIZ of the Spanish company Trasmediterránea) in 2019 and in 2020. 2018 proved to be a milestone year for the company. Indeed, their services drastically expanded on the Aegean Sea, beyond their core operations on the Piraeus-Heraklion line. That year, the Grimaldi Group decided to sell its Hellenic Seaways shares to Attica Group. In exchange, the SUPFERFAST XII, the flagship of Superfast Ferries, was due to join Grimaldi Lines for service on the Civitavecchia-Olbia line as the CRUISE AUSONIA. Moreover, the deal also included the sale of the high speed ferry HIGHSPEED 7 of Hellenic Seaways to Minoan Lines. With this acquisition, the company had a high speed ferry for the first time since 1999, and was able to operate on the Cyclades for the first time since 2005. Indeed, it was agreed that the ship would continue to serve her extremely successful seasonal service on the Heraklion-Santorini-Ios-Paros-Mykonos line (where she had been operating since 2013). She began service for Minoan Lines after having been renamed SANTORINI PALACE. The company also decided to further strengthen its presence on the Cyclades by having the KNOSSOS PALACE and the FESTOS PALACE stop at the beautiful island of Milos as an intermediate port between Piraeus and Heraklion. As a result, both ships were deployed on the Piraeus-Milos-Heraklion line. The SANTORINI PALACE (the ex-HIGHSPEED 5/HIGHSPEED 7 of Hellenic Seaways) seen in the port of Mykonos, just 10 days after she began operations under Minoan Lines for the first time, during the summer of 2018. However, things did not stop there. Indeed, Minoan Lines made the most important deployment of 2018 by bringing back an old acquaintance in one of their former services. Indeed, following a six-year-long spell under Tirrenia Di Navigazione, the AMSICORA and the BONARIA were no longer part of the company's plans. The Grimaldi Group decided to assign the two ships into two different services under two different operators. The BONARIA was taken over by Grimaldi Lines, was renamed CRUISE BONARIA and was deployed on the Livorno-Olbia line (together with the CRUISE OLBIA, which has been owned by Grimaldi Lines since 2016, and is coincidentally the former SUPERFAST VI of Superfast Ferries, hence a former competitor of Minoan Lines on the Adriatic Sea). As for the AMSICORA, she was due to return for service under Minoan Lines for the first time since 2012. She was renamed MYKONOS PALACE and was initially planned to be deployed on the Piraeus-Syros-Mykonos-Naxos line on the Cyclades, however her company decided to assign her on a more notable service, namely the Piraeus-Chania line. Not only was this the first time since 1995 that the company would operate there, but it was also attempting to bring an end to the monopoly held by ANEK Lines (as well as Blue Star Ferries which was operating under the ANEK-Attica Group joint venture). The introduction of the ship was extremely successful, and she was praised for her speedy and comfortable service. Overall, 2018 was a very memorable year for the company, with its success laying the foundations for the subsequent plans it had in mind for its services on the Aegean Sea. The MYKONOS PALACE (the ex-EUROPA PALACE) seen in Piraeus, during her first summer on the Piraeus-Chania line, in 2018. It was also her first summer under Minoan Lines since 2012. On the Adriatic Sea, Minoan Lines began to gradually cede most of the services to Grimaldi Lines. This happened in 2017, when the Grimaldi Group decided that Grimaldi Lines would be the operators of the CRUISE EUROPA and of the CRUISE OLYMPIA, while Minoan Lines would remain their commercial managers. As a result, both ships began to trade under the Grimaldi Minoan Lines brandname. Furthermore, after having operated on the Patras-Igoumenitsa-Ancona-Trieste line from late 2012 to late 2016, they began serving the Patras-Igoumenitsa-Ancona-Venice line instead (with Corfu being added in 2019). After yet another successful season during the summer of 2019, in which all three cruiseferries operating in Crete also became the first-ever ships of the Greek coastal service to be equipped with an exhaust gas cleaning system (also known as 'scrubbers'), Minoan Lines decided to further improve their services by undergoing a major fleet reshuffle that would last from 2020 to 2021. Their decision was influenced by the fact that the MYKONOS PALACE and her sister ship, the CRUISE BONARIA, had a larger garage than the KNOSSOS PALACE and the FESTOS PALACE, which would benefit the lorry drivers traveling on the Piraeus-Heraklion line. With an upgraded capacity, the company could provide better services than those of the ANEK-Attica Group joint venture. As a result of this decision, the following reshuffle was proposed by the Grimaldi Group. For the summer of 2020 the company would: -Withdraw the FESTOS PALACE from the Piraeus-Milos-Heraklion line, and instead operate her on the Piraeus-Chania line. She was to be renamed KYDON PALACE. -Withdraw the MYKONOS PALACE from the Piraeus-Chania line, and instead deploy her on the Piraeus-Milos-Heraklion line. She was due to take the former name of her fleetmate and sister ship, as she would become the new FESTOS PALACE. The new FESTOS PALACE (the ex-EUROPA PALACE/MYKONOS PALACE) seen in Piraeus in 2020, during her first season on the Piraeus-Milos-Heraklion line, and during her first summer under her new name, which had been held by her sister ship from 2001 to 2020. Following the completion of the 2020 season, Minoan Lines implemented the second phase of their fleet reshuffle: -The KNOSSOS PALACE would end her service on the Piraeus-Heraklion line after 20 years, and would be transferred to Grimaldi Lines in order to begin service for them as the new CRUISE BONARIA (therefore taking the name of her former fleetmate, the ex-OLYMPIA PALACE). -The CRUISE BONARIA (the ex-OLYMPIA PALACE) would rejoin Minoan Lines (two years after the MYKONOS PALACE/FESTOS PALACE had done so, and for the first time since 2012) in order to replace the KNOSSOS PALACE on the Piraeus-Heraklion line. She would also take her predecessor's former name, hence becoming the new KNOSSOS PALACE. The KNOSSOS PALACE seen in Piraeus in 2020, in what turned out to be her last summer under Minoan Lines. She had spent her entire 20-year career on the Piraeus-Herkalion line, while also serving Milos during the summers of 2018, 2019 and 2020. Two months ago, the original KNOSSOS PALACE ended her Minoan Lines career and left for Naples in order to be repainted in the colours of Grimaldi Lines. She became the new CRUISE BONARIA. It is currently unknown where she will operate, although it is highly likely that she will operate on the Civitavecchia-Olbia line, which is where the original CRUISE BONARIA was deployed during the 2020 season. The latter ferry has already rejoined Minoan Lines and has been introduced on the Piraeus-Heraklion line as the KNOSSOS PALACE. Now that the full background is clearly explained, it is now the time to talk about the additional fleet reshuffle that Minoan Lines and the Grimaldi Group will undertake, this time on the Adriatic Sea. Indeed, due to an increase in passenger and freight demand on the Livorno-Olbia line, it was decided that the CRUISE EUROPA and the CRUISE OLYMPIA (which also happened to be equipped with scrubbers in 2020) would be transferred to this service, therefore joining Grimaldi Lines on a full-time basis. Furthermore, the CRUISE OLYMPIA will be renamed CRUISE SARDEGNA. They are to replace the CRUISE OLBIA and the CRUISE AUSONIA (the former ships of Superfast Ferries), which were considered too small to compete against Moby Lines and Tirrenia Di Navigazione. Ultimately, the goal of Grimaldi Lines is to deliver a final striking blow to both companies, as both of them are suffering from many financial difficulties and are in dire necessity of making money. In order to replace the CRUISE EUROPA and the CRUISE OLYMPIA on the Adriatic Sea, the Grimaldi Group has so far planned to introduce an usual service. Indeed, instead of having two ships on the Patras-Igoumenitsa-Ancona line, they would have a total of four ships. Two would have a direct service on the Patras-Ancona line, while the other two will only serve the Igoumenitsa-Ancona line. This will happen in order to compensate the speed and capacity voids left by the two gigantic cruiseferries, as having two smaller ships will not satisfy the large freight demand for Ancona. While the summer lineup of the company is uncertain, in the near future it will be as follows: -The CRUISE OLBIA will begin service on the direct service on the Patras-Ancona line. It is also rumoured that she will be renamed EUROPA PALACE, hence taking the former name of the current FESTOS PALACE. It will be her first time operating on this line since 2013. Indeed, she had served the Patras-Igoumenitsa-Ancona line as the SUPERFAST VI for Superfast Ferries from 2001 to 2013. She was then sold to the American company Resorts World Bimini (owned by Genting Group) in 2013, and served the Miami-Bimini line on the North Atlantic Ocean for three years before being bought by Grimaldi Lines in 2016. Her stint under Superfast Ferries was extremely successful, therefore her return will certainly bring back memories to regular Adriatic Sea passengers. However, it is presumed that would still be operating under Grimaldi Lines, and not under Minoan Lines. -The second ship that will operate alongside the CRUISE OLBIA has not yet been determined. For now, the CRUISE BONARIA (the ex-KNOSSOS PALACE) will begin service on the Patras-Ancona line, but, as stated previously, she will likely be transferred to another service based in Italy during the summer of 2021. She will be replaced by either the ZEUS PALACE or the CRUISE AUSONIA (the ex-SUPERFAST XII). Both ships had previously operated on the Adriatic Sea, hence their experience is certainly useful for Grimaldi Lines. -The two ships that are to operate on the Igoumenitsa-Ancona line are most likely to be the small Ro-Pax ferries and sister ships CORFÙ and FLORENCIA. The CRUISE OLBIA seen in Livorno in 2016, during what was her debut season under Grimaldi Lines. Five years later, she is due to return to the Adriatic Sea, where she had spent the first 12 years of her career as the SUPERFAST VI. Whether she will be renamed EUROPA PALACE remains to be seen in the upcoming weeks. Picture taken by Will Weijsters and published on www.shipspotting.com. As the Minoan Lines fleet reshuffle is about to end, the different changes on the Adriatic Sea will be very interesting, as they will certainly have a major impact on competitors like ANEK Lines and Superfast Ferries. From a shipping enthusiast's point of view, it is also nice to see former Greek Adriatic Sea ferries making their return to the area, albeit under the livery of an Italian operator. Ultimately, this nostalgic feeling is also an indicator of how the Greek companies, which had been the main players on the Adriatic Sea for so many decades, have experienced such a decline that their former ships now operate under their competitors, and under foreign liveries. It goes on to show how all steps taken by the Grimaldi Group have gradually started to mark a full control over the Adriatic Sea. This rise is far from over, as the Italian giants have all the means to continue upgrading their services. They have ordered dozens of new environmentally-friendly Ro-Ro carriers and Ro-Pax ferries to be delivered in the 2020s, and they are also looking to further invest in the Spanish ferry market, as they seek to take over Naviera Armas and Trasmediterránea (two of Spain's largest ferry companies). Besides having considerable economic resources, it is also their ability to switch ships of their fleet very effectively, as they easily have the possibility to move ferries from the Adriatic Sea to the Tyrrhenian Sea and vice versa, or to trade Finnlines-owned ships with Grimaldi Lines-owned ships. Hence, they are likely to further expand their services. At this pace, it is also extremely likely that they will have a full control of the Mediterranean Sea, making them an unmatched competitor. While the Grimaldi Group is benefiting from its continuous rise in power, its subsidiary, Minoan Lines, finds itself under a reduced fleet. And it appears that, 40 years after the EL GRECO first began service on the Adriatic Sea, there will be no ship operating under Minoan Lines there. Instead, the company will continue to focus on the Aegean Sea, where it has experienced a vast amount of success over the past three years. It is certainly sad to see that its former flagship, the KNOSSOS PALACE, no longer operates in Crete, however her successor, the new KNOSSOS PALACE, will undoubtedly have a successful service for the upcoming years. In the end, after seeing how many ships have alternated between Minoan Lines and Grimaldi Lines, who knows if the old KNOSSOS PALACE will come back to her original owners? Will they expand somewhere beyond Crete and the Cyclades? Will the CRUISE EUROPA and the CRUISE OLYMPIA also return to Minoan Lines if the demand on the Livorno-Olbia line falls? The future will tell us. #minoanlines #grimaldigroup #summer2020 #greece #italy #ionian #adriatic #cyclades #aegean #aegean #patras #igoumenitsa #corfu #ancona #venice #trieste #piraeus #heraklion #chania #milos #santorini #cruiseeuropa #cruiseolympia #festospalace #knossospalace #europapalace #mykonospalace #olympiapalace #santorinipalace #hellenicseaways #aneklines #superfastxii #superfastvi #superfastferries #bluestarferries #atticagroup #anekatticagroup #cruiseolbia #cruisebonaria #cruiseausonia #grimaldilines #fleetreshuffle #inthenews

Trip: 9 September 2017. From Floisbos to Hydra, Poros, Aegina and back, with the PLATYTERA TON OURANON of Hydraïki Cruises (Athens One Day Cruise). The one-day cruise ship PLATYTERA TON OURANON was built in Greece in 1999 for the Agion Oros-based company Agioreitikes Grammes. She originally operated on the Agion Oros area, operating as a one-day cruise ship on the Ormos Panagias-Ouranoupolis line. In 2007 she was sold to Hydraïki Cruises (also known as Athens One Day Cruise since 2012). She underwent a major conversion in Perama in 2008, during which she was considerably lengthened. She began operating that same year on the Saronic Gulf, making one-day cruises on the Piraeus-Hydra-Poros-Aegina line. In 2012 she began operating from the port of Floisbos (near Phaliron), competing against the KASSANDRA DELFINOUS of Olympic Cruises and the legendary AEGEAN GLORY of Pleasure Cruises, which was then transferred to Olympic Cruises in 2016, with the latter company being renamed Evermore Cruises. The PLATYTERA TON OURANON herself was replaced in 2016 by her fleetmate, the ANNA MARU, in order to undergo an extensive refit, returning to service only at the end of that year. In her first summer season since 2015, she returned to the Floisbos-Hydra-Poros-Aegina line, where she is now cooperating alongside the ex-AEGEAN GLORY, now known as the COSMOS of Evermore Cruises, under the joint venture Platinum Cruises. Despite the existence of this joint venture, only one ship operates at the time. Hence, for 2017, the COSMOS operated in June and July, and the PLATYTERA TON OURANON first began cruises for the season in August, and remains active to date. The KASSANDRA DELFINOUS was sold in that same year to Corfu Cruises, and operated on the Ionian Sea. She is however due to operate for new owners for the 2018 season, the newly-reformed Kassandra Cruises, on the Skiathos-Skopelos-Alonissos line on the Sporades. The Saronic Gulf one-day cruise, which basically implies a visit to the islands of Hydra, Poros and Aegina from either Piraeus or Floisbos, is an extremely popular and cheap touristic activity. It has been active since the 1950s, and was represented by several well-known ships, such as the CITY OF POROS of Cycladic Cruises (which was a victim of an onboard terrorist attack while heading from Aegina to Floisbos back in 1988), the legendary HERMES of Epirotiki Line (later known as Royal Olympic Cruises and then as Royal Olympia Cruises), the historical GIORGIS (formerly known as the legendary PORTOKALIS ILIOS which served as a passenger ship on the Saronic Gulf in the 1960s and 1970s) of Hydraïki Cruises, and the AEGEAN GLORY, currently known as the COSMOS. The cruise is notable for its well-organised service, planned excursions to the three islands' major highlights, and constant entertainment while at sea. Several tourists visiting only Athens have the chance to see three islands close to the latter, making a good alternative to visiting more popular islands (Crete, the Cyclades or the Dodecanese) which are more distant. Hence, the concept of doing the Saronic Gulf one-day cruise had been in my mind for many years. Indeed, as I was spotting the cruise ships when I was much younger (the AEGEAN GLORY and the PLATYTERA TON OURANON, as well as the ANNA MARU in earlier years), and then read about them on Greek shipping magazines, I progressively began to have the desire to do one. I therefore decided to do it alone in 2017, at the end of the summer season. I was still in Athens in early September, and my parents and siblings had already left Greece. In this period, I had started a brief internship at the Greek shipping company Dorian LPG, and was staying with my grandmother at home in Athens. Though I had left Aegina eight days prior to my trip with the PLATYTERA TON OURANON, I decided to come back to the island for the last time during the summer of 2017, and also to visit the islands of Hydra and Poros for the first time in my life. As I was free during the weekend, I booked my tickets for the cruise on Saturday 9 September 2017 (a gift that was made by my grandmother, to whom I am truly grateful), being told to be in Floisbos at 07:00 in the morning. The PLATYTERA TON OURANON seen in Aegina on 7 August 2017, one month and two days prior to my trip with her. I arrived in Floisbos at 07:00, as planned. There stood the PLATYTERA TON OURANON, awaiting for the passengers to embark. The vast majority of them came from Northern European countries, although several people from Italy, India and Eastern Asia were also spotted. I was probably one of the only Greeks onboard. The PLATYTERA TON OURANON seen in Floisbos, prior to passenger embarkation. I was one of the first passengers to embark. I thus had the advantage to go and take pictures of all the ship's areas. Here is the lower deck, which features a huge wooden passenger lounge area, with a glowing ceiling and an air hockey table. The beautiful lower deck passenger lounge, which has a high quality bar at the back. It is reserved to passengers that have paid extra money, similar to the Business Class in ferries of the coastal service. On the upper passenger deck was another lounge area, much more modern than the deck below, and featuring a small jewelry and fashion store. The jewelry and fashion store, alongside the seats in the lounge area. The ship's outdoor port side deck alley. The ship's stern sun deck area, featuring a bar (closed at the time). The stern sun deck, featuring several chairs and tables and very limited passageways. On the right side of the sun deck was a small music corner, used for entertainment while the ship is sailing from one port to the other. The outdoor section of the ship in the front section, just above the bridge. The ship's bow, featuring an area full of sun beds facing the sea. It is used by special class passengers and is undoubtedly a perfect way to relax and to admire the sea view. The ship has a small funnel above the bridge, painted in white. On the front section of the funnel is the original logo of Hydraïki Cruises, installed on all the ships that have been owned by the latter. It was apparently designed by the company's owner's son, who sadly passed away at a very young age. The drawing has thus become the company's traditional logo in his memory. The ship's sun deck. The Greek flag placed above the ship's stern. Another view of the outdoor deck. The upper deck bar, which displays the logo of Athens One Day Cruise, as well as the one of Hydraïki Cruises, alongside a sign welcoming passengers onboard. The floor near the bar, painted in yellow and showing a couple dancing. It turned out to be the dancing area for passengers, who learn traditional Greek dances by the crew while the ship sails. My cruise ticket, which I needed to keep for the duration of the cruise. It is quite interesting, as it features three ships that have operated for Hydraïki Cruises. The ones above are the ANNA MARU (which has only operated for one season since 2010, being laid-up every year in Perama with the exception of 2016), and the late GIORGIS (owned by the company between 1997 and 2012, though she was inactive from 2010 until 2012, when she was sold for scrap in Greece). The ship below the 'Welcome on Board' sign and the website of Athens One Day Cruise is the PLATYTERA TON OURANON, when she was carrying a previous livery (she has constantly changed her exterior appearance, having had six livery changes since 2012!). Next to the PLATYTERA TON OURANON was the high speed catamaran HYDRA I of Hydra Speed Lines, which has been laid-up in Floisbos since 2012, and out of service since 2009. The HYDRA I seen laid-up in Floisbos. I had previously known her as the KERAVNOS II, back when she was serving the Piraeus-Aegina-Agistri line under Panou Shipping, from 1999 to 2006. She was then laid-up for two years before being sold to Hydra Speed Lines, which deployed her briefly on the Piraeus-Poros-Hydra-Spetses line. Her season was cut short due to engine troubles, and she has since never returned to service. On a much more positive note, another well-known ship, the trireme OLYMPIA (built in 2004), was seen in Floisbos. She also performs several cruises around the Saronic Gulf and hosts various events and parties onboard. She is a replica of the legendary triremes, ships that were built and belonged to Ancient Greeks, and particularly Athenians. They achieved their iconic status upon their successful use during the Battle of Salamina, where the Greeks faced and defeated the former Persian Empire. On the other side of the port was the legendary COSMOS of Evermore Cruises, previously known as the AEGEAN GLORY. The COSMOS seen resting in Floisbos, having been taken out of service since August 2017. That year's summer was her debut under her new owners, who refitted for the entire duration of 2016. The HYDRA I seen in Floisbos. It is noteworthy to state that she is the first catamaran to ever arrive in Greece, having done so in 1983, when she joined the company Cretan Ferries as the NEARCHOS. She remained with them until 1999, when she was sold to Panou Shipping. Another view of the HYDRA I, as the PLATYTERA TON OURANON begins to leave Floisbos. Another picture of the HYDRA I. The COSMOS seen resting in Floisbos. The COSMOS, formerly a fleetmate of the PLATYTERA TON OURANON (she was operated by Hydraïki Cruises between 2006 and 2011). The COSMOS first began daily cruises on the Saronic Gulf in 1985. Her company at the time, Tsafos Shipping, was rebranded as Pleasure Cruises in 1992. She spent all the next years under that brand, with the exception of stints under Epirotiki Line from 1995 to 1998 and with Hydraïki Cruises from 2006 to 2011. She last operated for Pleasure Cruises in 2014, before being sold two years later to Evermore Cruises (formerly known as Olympic Cruises). Another legendary ship could also be seen in Floisbos upon our departure. This time it was the armored cruiser GEORGIOS AVEROF. She is the only ship of this type still in exercise, and was the flagship of Greece for half a century. She was built in 1911, served the Hellenic Navy under both World Wars, and has been kept as a museum ship since 1952 (being in Poros from 1956 to 1983 and in Floisbos from 1984 to date). She is one of the greatest Greek ships of all time, and I have had the honour to visit her back in 2012 with my grandmother and my siblings. Another view of the OLYMPIA. After 30 minutes out of the port of Floisbos, we were in the heart of the Saronic Gulf. There, I spotted the catamaran FLYINGCAT 3 of Hellenic Seaways, which was heading from Piraeus to Poros. The FLYINGCAT 3 heading towards Poros, with Aegina in the background. Shortly after seeing the FLYINGCAT 3, Hellenic Seaways' other catamaran operating on the Saronic Gulf, the FLYINGCAT 5, was seen returning from Poros to Piraeus. The FLYINGCAT 5 seen heading towards Piraeus. After one hour, we passed by the Eastern coast of Aegina in order to head towards Hydra, the furthest island from Floisbos. One-day cruise ships traditionally stop in the furthest island (Hydra) first, and then head towards the islands located closer to Athens, hence making the return trip towards the latter shorter during the evening. Passing by Aegina. Passing by a strait of islets located between Aegina and Hydra. After passing by Troizinia, I spotted the hydrofoil FLYING DOLPHIN XVII of Hellenic Seaways, which was heading from Hydra to Poros. The FLYING DOLPHIN XVII seen on the Saronic Gulf. Like all hydrofoils owned by Hellenic Seaways, she operates on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. Crossing the FLYING DOLPHIN XVII as she heads towards Poros. The FLYING DOLPHIN XVII heading from Hydra to Poros. In the meantime, entertainment had began onboard, with a crew member teaching foreign passengers traditional Greek dance moves, notably the 'Sirtaki', which is played on the well-known movie 'Zorba the Greek'. As we began to approach the port of Hydra at approximately 10:30, the FLYINGCAT 3 was seen leaving the island for Poros. The 2017 season was the FLYINGCAT 3's second straight season permanently operating on the Saronic Gulf, having previously served the Cyclades. In 2015 she had also done some itineraries on the Piraeus-Hydra-Spetses line. She is now on the Piraeus-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. The FLYINGCAT 3 having exited Hydra. The FLYINGCAT 3 heading towards Poros. Another view of the FLYINGCAT 3. The port of Hydra seen from the ship. We began to approach the port of Hydra, which is one of Greece's most traditional and folkloric ports. It is however small in size, thus not allowing ships of considerable size to dock. The beautiful port of Hydra, alongside the Chora. It is now only served by high speed craft (hydrofoils and catamarans), landing craft and small passenger high speed boats. Next to the passenger docking spot was the small passenger boat FREEDOM III of Hydra Lines, which operates on the Metochi-Hydra line, thus connecting the island with the Peloponnese. At the center of the port was the landing craft GEORGIA M of Metaforiki Hydras, which is on the Ermioni-Hydra line and transports various products on a daily basis to the island, being its main supplier of goods arriving from mainland Greece. The GEORGIA M berthed in Hydra. She has been a Ro-Ro carrier and a supplier for the island of Hydra since 2002, being an extremely vital ship for the residents. The ship remained in Hydra for an hour and thirty minutes, during which passengers could have a guided tour of the island's port and history, go for a swim in the closest beaches, or simply walk around the island on their own, which is what I did. I thus had the chance to explore this amazing island, being able to see how traditional and low-key it is compared to other Greek Islands. Another small passenger boat seen approaching Hydra. This time, it was the METOCHI EXPRESS of Hydra Celebrity Lines, the rival operator of Hydra Lines. The METOCHI EXPRESS approaching Hydra, having arrived from Metochi. The METOCHI EXPRESS approaching Hydra. Built in 2014, she spent her fourth straight summer on the Metochi-Hydra line in 2017. The METOCHI EXPRESS having just entered the port of Hydra. The METOCHI EXPRESS seen entering the port of Hydra. The PLATYTERA TON OURANON seen in Hydra, after disembarkation. Another view of the GEORGIA M, which previously had stints on the Oropos-Eretria line and then on the Trypiti-Ammouliani line, before starting her current role as a Ro-Ro carrier in Hydra in 2002. Furthermore, she used to be a fleetmate of the PLATYTERA TON OURANON when both ships were operating for Agioreitikes Grammes on the Agion Oros area. They operated together for the same company from 1999 (the debut season of the PLATYTERA TON OURANON) until 2002, when the GEORGIA M (then known as the ARGONAFTIS) moved to the Saronic Gulf. The PLATYTERA TON OURANON followed her five years later and the two former fleetmates are often seen together in Hydra ever since. The METOCHI EXPRESS resting in Hydra. The GEORGIA M seen in Hydra. Another view of the PLATYTERA TON OURANON in Hydra, seen from the Chora. The beautiful port of Hydra, alongside the wonderful Saronic-style houses built on the hill. Moving more forward towards the port, I was able to spot several passenger ships performing daily cruises from the Peloponnese to Hydra and other nearby Saronic Gulf islands. The first ship I saw was the BARBAYANNIS of Fostinis Cruises. Built in 1979, the BARBAYANNIS performs daily cruises on the Porto Cheli-Spetses-Hydra-Poros-Monemvasia line. Porto Cheli is where her company, Fostinis Cruises is based. The PLATYTERA TON OURANON again seen in Hydra. The PLATYTERA TON OURANON resting in Hydra. The METOCHI EXPRESS seen leaving alongside various small passenger boats that transport passengers from the port to the island's beaches. This is one of the only ways to go to the latter, as Hydra prohibits the presence of vehicles on the island. Another alternative however is going there with donkeys :) The METOCHI EXPRESS leaving Hydra. This turned out to be the first and only time I saw her under that name and in Hydra, as in 2018 she moved to the neighbouring island, Spetses, in order to begin operations on the Kosta-Spetses line under the name SPETSES EXPRESS I and under the ownership of Boufis Shipping Company. While the METOCHI EXPRESS was leaving, I spotted the FLYINGCAT 5 arriving in Hydra. Next to the BARBAYANNIS was another ship operating in Hydra, Spetses and the Peloponnese. This was the KELLY CRUISE of Fostinis ANE (though related to Fostinis Cruises, it is a different company). She is also based in Porto Cheli, performing cruises on the Porto Cheli-Spetses-Hydra-Nafplion-Leonidion-Monemvasia line. The FLYINGCAT 5 having just berthed in Hydra. The 2017 season was her second on the Saronic Gulf, the first one having been in 2014. Since beginning operations with Hellenic Seaways in 2005, she has been on the Sporades, with the exception of the summers of 2014 and 2017. She is due to return there for the 2018 summer season. The FLYINGCAT 5 seen departing Hydra. While the FLYINGCAT 5 departs, another ship owned by Hydra Lines, the FREEDOM II, was arriving from Metochi. The FREEDOM II arriving in Hydra. She has been owned by Hydra Lines since 2010. The FLYINGCAT 5 seen leaving Hydra. The departing FLYINGCAT 5 seen alongside the PLATYTERA TON OURANON. The FLYINGCAT 5 having finished her departure maneuvering procedure and beginning to head towards Spetses. Three different kinds of passenger ships seen together in Hydra: the high speed catamaran FLYINGCAT 5, the one-day cruise ship PLATYTERA TON OURANON and the small passenger boat FREEDOM II. The PLATYTERA TON OURANON seen in Hydra. The FLYINGCAT 5 heading from Hydra to Spetses. The FREEDOM II loading passengers for Metochi. The small FREEDOM II seen in Hydra prior to her departure for Metochi. Another view of the KELLY CRUISE. I went onboard the PLATYTERA TON OURANON ten minutes prior to her departure for Poros. There I spotted another small passenger boat arriving from the Peloponnese. This time it was the CHRISTOS of Hydra Tours Travel, which was arriving from Ermioni. Having previously operated on the Hydra coastline by transporting passengers from the port to the island's beaches, as well as to islands like Dokos and Spetses, the CHRISTOS was deployed for the first time in 2017 on the Ermioni-Hydra line, making it also the first time her company deployed a ship on that line. The CHRISTOS seen entering the port of Hydra. The CHRISTOS was immediately followed by the FREEDOM III, which was returning from Metochi. The FREEDOM III approaching Hydra. She is the youngest ship of the company, having been built in 2013. The FREEDOM III seen entering Hydra. The FREEDOM III seen heading towards the port of Hydra. For the next 40 minutes, the PLATYTERA TON OURANON began to sail from Hydra to the next destination of our cruise, Poros. We subsequently entered the Troizinia Strait, where Poros is located. After passing through the passageway, I was able to see the island of Poros, with Troizinia on the opposite side. The Chora of Poros, which also has the island's main port. Another view of the Chora of Poros. In front of us, I spotted the double-ended ferry KYRIAKI of Troiziniaki NE, which is one of the many ferries that operate on the local Galatas Troizinias-Poros line. On the other side of Poros was the small port of Galatas Troizinias, where local landing craft and double-ended ferries perform short trips towards Poros. I immediately recognised the ship that was docked there: it was the fleetmate of the KYRIAKI, the NIKOLAKIS D. The KYRIAKI seen heading towards the port of Poros, which is located behind the building seen in the picture. The NIKOLAKIS D seen in Galatas Troizinias. The 2017 season was her first on the Galatas Troizinias-Poros line, having been acquired in late 2016 by Troiziniaki NE (owned by the Darsinos family) in order to replace the landing craft ELEFTHERIA D, which had been sold to the British Virgin Islands-based company Solaris Shiptrade Company. She was previously known as the AGIOS SPYRIDON, and had stints on the Pounta-Elafonisos line for Simos Star (1994-2003) and on the Paros-Antiparos line for Agia Marina I NE (2004-2016). While we were approaching the port of Poros, the hydrofoil FLYING DOLPHIN XXIX of Hellenic Seaways was also heading for docking, having arrived from Agistri. The FLYING DOLPHIN XXIX heading towards the port of Poros. The KYRIAKI having almost reached the ferry terminal of Poros, where the APOLLON HELLAS of 2way Ferries was already docked. The PLATYTERA TON OURANON having docked in Poros. The stay in Poros is the shortest one throughout the cruise, with passengers having the chance to explore the island under 45 minutes only. Therefore, the only thing one can do during this short period of time is walk around the Chora and the port. The KYRIAKI docking in Poros. Another view of the KYRIAKI in Poros, where she has spent her entire career ever since she was built in 2000. The KYRIAKI is the smallest double-ended ferry in the Greek coastal service, and is nicknamed 'The Basket' due to her small size and basket-like appearance. The KYRAKI seen near Poros. The APOLLON HELLAS seen berthed in Poros, in what was her first season on the Saronic Gulf since 2014, and her first under 2way Ferries, having been previously owned by Hellenic Seaways. The KYRIAKI departing Poros. As the KYRIAKI departed, I spotted the landing craft FANEROMENI POROU IV of VR Ferries, which was built in 2015. The FANEROMENI POROU IV was ordered in 2014 in order to replace her predecessor, the FANEROMENI POROU III, which had been sold to Cameroonian company BIR in that same year. The FANEROMENI POROU IV seen in her namesake island. The APOLLON HELLAS seen resting in Poros. The FANEROMENI POROU IV resting in Poros prior to her next departure for Galatas Troizinias. Another view of the FANEROMENI POROU IV. The APOLLON HELLAS in Poros. Under the Saronic Ferries joint venture, she operates on the Piraeus-Aegina-Methana-Poros line. Next to the FANEROMENI POROU IV was her most recently-acquired fleetmate, the IOANNIS II, which was built in 2017 and had started operations only a month prior to my trip with the PLATYTERA TON OURANON. The newly-built IOANNIS II seen in Poros. She replaced another ship previously owned by VR Ferries, the IOANNIS VR, which had been sold in 2016 to Kefalonia Ferries, where she operates under the name VIKENTIOS D. The IOANNIS II, which was at the time the youngest ship in the Greek coastal service, seen resting in Poros. The Greek-built IOANNIS II resting in Poros. Another view of the IOANNIS II. Next to the IOANNIS II was the oldest landing craft operating on the Galatas Troizinias-Poros line: the NISSOS POROS of Poros Ferries. A view of the port of Poros. The FANEROMENI POROU IV seen once again. The KYRIAKI returning to Poros once again. The KYRIAKI seen heading towards the port of Poros. Another view of the small KYRIAKI. After 30 minutes of taking pictures of the ships in Poros, I went for a quick walk around the Chora, before returning to the PLATYTERA TON OURANON, which subsequently departed for our final destination, the well-known (to me) island of Aegina. While we departed the NISSOS POROS was heading from Poros to Galatas Troizinias. The NISSOS POROS heading towards Galatas Troizinias. The NISSOS POROS, which was spending her eighth season on the Galatas Troizinias-Poros line. Before that, she was on the Kefalonia-Ithaca-Meganisi-Lefkada line from 1986 to 2007 and on the Lefkada-Meganisi line from 2007 to 2009, under the name MEGANISI and under the ownership of Coastal Lines Ionios Corporation. Crossing the NISSOS POROS as she heads towards Galatas Troizinias. The NISSOS POROS approaching Galatas Troizinias. The NISSOS POROS having just docked in Galatas Troizinias. Another view of the NIKOLAKIS D in Galatas Troizinias. The APOLLON HELLAS seen in Poros, shortly before her departure to Methana. After 20 minutes, the island of Aegina began to appear in front of the ship. Being in the heart of the Saronic Gulf, we passed by the small island of Moni, which is the closest island to Aegina. Though uninhabited, it is accessible to tourists for swimming excursions during the day, with small traditional boats leaving from Aegina on a daily basis. Passing by Moni. After 20 other minutes, we reached the port of Aegina, with the above picture being extremely familiar to me, as I frequently pass by the port during my stay in Aegina each summer. The stay in Aegina is the longest throughout the cruise. Indeed, the ship stays there for three hours. Passengers have the option to go to Moni for swimming, or to perform the cultural visit of the island, which is going (by bus) to the Monastery of Agios Nektarios (the patron Saint of Aegina) and then to the well-known Temple of Aphaia. Both island landmarks are located towards Northern Aegina, with the Temple of Aphaia being close to the small village and port of Agia Marina. A tour guide explained in depth the history and the traditions of Aegina to tourists while heading towards Agios Nektarios and then towards the Temple. After stopping by Agios Nektarios, we then went to the Temple of Aphaia, where one can see Athens and the Saronic Gulf from the top of the island. And indeed, by looking at the sea, I spotted the FLYINGCAT 3 returning again towards Piraeus. Shortly afterwards, I saw the small passenger ship AGIA MARINA AEGINIS, owned by Evoïkos Lines, heading towards the port of Agia Marina. The AGIA MARINA AEGINIS heading towards her namesake village and port. The AGIA MARINA AEGINIS seen from the Temple of Aphaia. She was previously known as the ALEXANDROS of Alexandros Shipping (2000-2015) and later of my WAYS (2015-2016), and has been owned by Evoïkos Lines since 2016. She has been on the Piraeus-Northern Aegina line since 2008 (serving the ports of Souvala and Agia Marina) The AGIA MARINA AEGINIS approaching the port of Agia Marina. The AGIA MARINA AEGINIS seen approaching the port of Agia Marina. The AGIA MARINA AEGINIS almost reaching the port of Agia Marina. After two hours of visiting the landmarks of Aegina, we returned to the port, where the PLATYTERA TON OURANON was set to depart at approximately 18:00. Prior to our departure, the ferry AGIOS NEKTARIOS AEGINAS of ANES Ferries was also docked in Aegina. In the meantime, the hydrofoil FLYING DOLPHIN XVIII of Hellenic Seaways was leaving the island and heading towards Piraeus. In the port of Aegina was a small passenger boat named GIORGIS II, which was seemingly owned by Hydraïki Cruises, as she bore the logo of the company shown to you earlier, and is the second ship to be named GIORGIS after the former passenger ship which was sold for scrap in 2012. I assumed that this ship is the one that brings passengers choosing to go to Moni while departing from Aegina. The AGIOS NEKTARIOS AEGINAS in Aegina, shortly after I had seen the Monastery that bears her name. We began to leave Aegina. Here is a view of the AGIOS NEKTARIOS AEGINAS, on which I had traveled eight days prior to my trip with the PLATYTERA TON OURANON. This trip was my second-to-last for the 2017 season in Greece, with the one I did on 9 September being my last for the year. The AGIOS NEKTARIOS AEGINAS resting in Aegina. Another view of the AGIOS NEKTARIOS AEGINAS in Aegina. Leaving the island of Aegina for the last time in 2017. Shortly after our departure, I saw the double-ended ferry ACHAEOS of 2way Ferries, which was heading from Piraeus to Aegina. The ACHAEOS heading towards Aegina. The ACHAEOS, in what was her fourth consecutive summer on the Saronic Gulf (and fifth overall in her career). The ACHAEOS seen heading towards Aegina. Due to some wind, the trip from Aegina to Floisbos was performed more slowly than usual. We hence stayed onboard for one hour and thirty minutes. There I spotted a ship that was returning to Piraeus: the ARIADNE of Hellenic Seaways. The ARIADNE was returning from Mytilene and Chios, where she was operating for the fifth straight summer. The ARIADNE seen heading towards Piraeus. The ARIADNE seen in what eventually was my last picture of the ship prior to her charter to the Italian company Tirrenia Di Navigazione for the 2018 season. Hopefully it will not be my last of the ship altogether, and I wish her to be back in Greece with Hellenic Seaways once her charter ends. The future will determine this in the upcoming months. We then began to approach Floisbos once again, where the COSMOS was still resting. Another view of the legendary COSMOS. Passing by the COSMOS in the evening. During the last part of the trip, musicians returned again onboard to play the 'Sirtaki' with passengers dancing up until the ship docked in Floisbos. Another view of the HYDRA I in Floisbos in the evening, awaiting her fate. After quickly maneuvering, the PLATYTERA TON OURANON was back at her docking spot in Floisbos, more than 13 hours after leaving it earlier in the day. And hence the trip (or rather the cruise) was over, as was the 2017 summer season for me in terms of the Greek coastal service. Personally, I think it ended in a perfect way, as I got a chance to discover new islands, to see Aegina one last time in 2017, and also to discover new ships that operate locally on the Saronic Gulf. It was a very pleasant cruise, with the ship providing excellent results in response to the high standards for such a trip. It is definitely recommended to anyone who is in Athens and who wants to get a quick taste of what the Greek Islands look l like. Also, huge thanks to my grandmother for making this trip possible and memorable for me. #platyteratonouranon #hydraïkicruises #athensonedaycruise #platinumcruises #summer2017 #greece #saronicgulf #aegean #floisbos #hydra #poros #aegina #galatastroizinias #onedaycruise #hydrai #hydraspeedlines #cosmos #evermorecruises #flyingcat3 #flyingcat5 #flyingdolphinxvii #flyingdolphinxxix #flyingdolphinxviii #ariadne #hellenicseaways #freedomiii #freedomii #hydralines #georgiam #metaforikihydras #metochiexpress #hydracelebritylines #barbayannis #fostiniscruises #kellycruise #fostinisane #christos #hydratourstravel #kyriaki #nikolakisd #troiziniakine #apollonhellas #achaeos #2wayferries #faneromeniporouiv #ioannisii #vrferries #nissosporos #porosferries #agiamarinaaeginis #evoïkoslines #agiosnektariosaeginas #anesferries #tribute

As I mentioned it in my previous blog post, on 19 July 2016, I had the first two trips with a Greek ferry for my 2016 summer vacation. It was for the same exact purpose as the trip I made with my mother and her own mother on 3 July 2015: it was a round-trip to the island of Aegina (one of the two islands in which I go to every summer, as you already know from last year). Traditionally, my mother and my grandmother had been going to Aegina together a few days before we leave Athens for Zakynthos, in order to store in our Aegina house whatever we do not need for the vacation (such as oversized bags, warm clothes) and in order to take whatever is necessary for the beaches (volleyballs, rackets, towels, which stay in our Aegina house all year long). For the second consecutive year, I also went to Aegina with them for help, so it was once again an opportunity for me to see the Greek coastal service ships during both trips. We took the PHIVOS of Nova Ferries to Aegina, as you saw it in last month's blog post, and we returned with the ACHAEOS of 2way Ferries a couple of hours later. This was the third time in my life that I traveled on this double-ended ferry, as I had been on her two years ago on both trips from Piraeus to Aegina and from Aegina to Piraeus during the summer of 2014. That summer had marked her first season on the Saronic Gulf since the first summer of her career. Indeed, when the ship was completed in Salamina in 2006, she spent that summer on the Piraeus-Aegina line, before then transferring on the Igoumenitsa-Corfu line in the fall of 2006, as that line was, at the time, 2way Ferries' main area of operations (though they still operate the fellow double-ended ferry ANO CHORA II there under the Corfu Ferries joint venture). The ACHAEOS then spent her next 7 years on the Igoumenitsa-Corfu line, with the exception of a charter from 2011 to early 2012 to Italian company Blunavy, during which she operated on the Piombino-Elba line. In late 2013, her owners decided to bring her back to the Saronic Gulf in order to strengthen their presence on the Aegean Sea. The establishment of the Saronic Ferries joint venture (which included fellow Saronic Gulf operators Hellenic Seaways and Nova Ferries with two ships and one ship, respectively) made things easier for the company, and in February 2014 the ACHAEOS made her first crossing from Piraeus to Aegina in 8 years. She has since been the only double-ended ferry to operate on the Saronic Gulf (excluding the dozens that operate on the Perama-Salamina line) besides the POSIDON HELLAS and is also the youngest ferry to be deployed in that area. Her first season was successful, being spent on the Piraeus-Aegina-Agistri line. Despite the fact that she is the second slowest ferry on the line (after the AGIOS NEKTARIOS AEGINAS of ANES Ferries), she is among the most convenient and most comfortable ships. Her success, along with her company's strong presence in the operations of Saronic Ferries, inspired 2way Ferries to buy, the following year, a ship that they previously owned and which had been cooperating with them through the joint venture: it was the POSIDON HELLAS of Hellenic Seaways, which had previously operated with the company in the first two years of her career (1998-1999), back when they were known as Poseidon Consortium Shipping. This acquisition was followed, in 2016, by that of another Hellenic Seaways ship operating on the Saronic Gulf: the APOLLON HELLAS (though she was scheduled to operate in the Sporades that year for Hellenic Seaways, and 2way Ferries decided to keep her there). This means that 2way Ferries is without a doubt the leader of the joint venture following the subsequent departure of Hellenic Seaways from the area (only in terms of conventional ferries, as they still operate hydrofoils and catamarans). All this historical information is essential as the ACHAEOS has been the key factor behind the change of the Saronic Gulf coastal service picture in the last two years. This post is, therefore, a tribute to this unique ship, apart from the trip I had with her representing my return to Piraeus on that specific day. I had taken many pictures of my 2014 trips, but, as you now know, they have all disappeared following my computer crash which made me lose all my photos. As this is my first trip with the ACHAEOS since my website and my blog have been launched, I personally think that it is a perfect time to show you my return trip while putting an emphasis on that specific ship. I did not do this with the PHIVOS in last month's blog post as I had already made a tribute to that ship back in June 2016. Here are all the pictures I took on my return trip, which hopefully will make you realise how the ACHAEOS has been an essential ship for the islands of Aegina and Agistri. The ACHAEOS waiting for us in the port of Aegina, having just arrived from Agistri. Actually, this unique double-ended ferry is so far the only ship of her type with which I have traveled in Greece, along with the POSIDON HELLAS. Most double-ended ferries can be found on the Perama-Salamina line and on the Megara-Salamina line (also on the Saronic Gulf), the Rion-Antirrion line (on the Rion Strait), the Arkitsa-Aidipsos line, the Oropos-Eretria line and the Glyfa-Agiokampos line (on the Evoian Gulfs), the Igoumenitsa-Corfu line (on the Ionian Sea) and on the Kavala-Thassos line and on the Keramoti-Thassos line (on the Northeast Aegean Sea). 2016 marked the ship's tenth anniversary since her first trip, and I think it was a nice way for her to be spending it on the place where it all began: the Saronic Gulf. The impressive garage entrance of the ACHAEOS. The ship had two passenger accommodation decks (Deck 4 and Deck 5). This is the indoor area on Deck 4, which has pretty modern, comfortable and funky seats. The indoor area is extended to the two edges of the ship, with more chairs and tables being included. The Deck 4 coffee shop, known as Sea Bar. There is also a sweet shop called Soocre a couple of metres away, although it was not operating during that specific trip. Another view of the lounge area in Deck 4. The ship's arcade and children's play area, which included air hockey tables, video games and vending machines. The only outdoor area is located on Deck 5, which includes a big range of black and red seats in the middle part of the ship. A picture of the crew cabins hallway. One of the ship's doors in Deck 5 had a picture of her in her original livery, which she had from 2006 to 2013 (before the 2way Ferries sign was added to both sides of her hull). One of the ship's many inflatable life-rafts. And more of them seen on the other side. As the ship was preparing for her departure, another ship was leaving at the same time. It was the water tanker AEGINA of Hydrousa Maritime Company, built in 1957, which was heading for her company's water base in Elefsina, in the port of Aspropyrgos. The water tanker AEGINA was making an unusual departure from the port of Aegina, as she normally docks on the island's Southernmost port, which is known as Perdika. It is usually her younger fleetmate, the AEGINA II, that docks in her namesake port. The AEGINA having completed her maneuvering procedure and preparing to head towards Aspropyrgos. The AEGINA leaving her namesake island. The AEGINA now at full-speed heading towards the Elefsina Bay. And while the AEGINA was leaving her namesake island, the ferry AGIOS NEKTARIOS AEGINAS of ANES Ferries was approaching the port. The beautiful AGIOS NEKTARIOS AEGINAS, in her sixteenth consecutive summer on the Saronic Gulf, and her tenth for her current owners. The beautiful AGIOS NEKTARIOS AEGINAS. Her entire Saronic Gulf career has been spent on the Piraeus-Aegina line. The slow but reliable AGIOS NEKTARIOS AEGINAS approaching the port of Aegina, as the ACHAEOS leaves the dock. The AGIOS NEKTARIOS AEGINAS preparing to dock in Aegina. Crossing the AGIOS NEKTARIOS AEGINAS as we depart and head towards Piraeus. The AGIOS NEKTARIOS AEGINAS preparing to dock in Aegina. Following a 360-degree turn, we started heading towards the port of Piraeus. The AEGINA remained in front of us. But we soon begin to pass by her. A classic Saronic Gulf seagull flying next to the ship. As we begin to progress towards the Piraeus anchorage, we saw the Saronic Gulf fleetmate of the ACHAEOS, the POSIDON HELLAS, heading towards Aegina. The POSIDON HELLAS, which has spent her entire career on the Saronic Gulf since the completion of her construction in 1998. Crossing the POSIDON HELLAS, which was bought by 2way Ferries in 2015, after having spent the summer of 2014 cooperating with the ACHAEOS under the Saronic Ferries joint venture with her previous company, Hellenic Seaways. It is technically the POSIDON HELLAS' second stint with 2way Ferries, as she was owned from 1998 to 1999 by Poseidon Consortium Shipping, whose chairman, Pavlos Papaïoannidis, then rebranded as 2way Ferries following the building of the ANO CHORA EXPRESS in 2001 (operating as the TIN UJEVIĆ of Croatian company Jadrolinija since 2003) and the subsequent deliveries of the ANO CHORA II and of the ACHAEOS in 2004 and in 2006, respectively. He died in 2014, but his son became the new leader of the company. His first years have been successful so far, as he bought both the POSIDON HELLAS and the APOLLON HELLAS from Hellenic Seaways in 2015 and 2016, respectively. The POSIDON HELLAS, in her second straight summer operating for 2way Ferries under the Saronic Ferries joint venture. The POSIDON HELLAS heading towards Aegina. She stops by all the ports that are served by the Saronic Ferries joint venture, as she operates on the Piraeus-Aegina-Agistri-Methana-Poros line. The POSIDON HELLAS seen on the Saronic Gulf. In 2015, her funnels were left blank, but this year, the company added a portrait of the Greek God Poseidon (after whom the ship is named), similar to the one she had during the first two years of her career. The POSIDON HELLAS heading towards Aegina. I would go on travel with her less than a month later, on the same line (from Aegina to Piraeus), for my last trip for the 2016 summer season. More information on that trip will be revealed in the next few months. The POSIDON HELLAS was followed by another ferry heading from Piraeus to Aegina. It was the legendary IONIS of Leve Ferries, during her first season for her new owners and second overall on the Saronic Gulf. Seeing the IONIS right outside of Piraeus. Crossing the IONIS on the Saronic Gulf. In her first season under Leve Ferries she was assigned on the Piraeus-Aegina line. After a stellar career on the Ionian Sea that lasted almost 37 years, the IONIS has embarked on a successful career on the Saronic Gulf, despite the change in her ownership. Though she is quite different in her dark green livery, the IONIS still remains a wonderful traditional Greek-built ship. The IONIS heading towards Aegina, the home of her two owners, Georgios and Ioannis Leventakis. The IONIS in her first season for Leve Ferries, heading towards the island of Aegina. We soon started to approach the entrance of the port of Piraeus. In the entrance pier we could still see the cruise ship CARNIVAL VISTA (just like we did when we traveled with the PHIVOS earlier that day). Next to the port's entrance, there was the small passenger boat SALAMIS EXPRESS I of Salamis Express heading towards Salamina, in her first summer since replacing the BOB SFOUGKARAKIS of Kavouris Shipping Company on the Piraeus-Salamina line. Before we entered the port, the Greek tug boat ARMADORES II of Vernicos Tugs was leaving and heading towards Keratsini. As soon as we entered the port, two ships were located right next to the pier. These were the two Blue Star Ferries ships operating on the Dodecanese for the 2016 summer season: the small BLUE STAR PAROS and the much bigger BLUE STAR 2. For the BLUE STAR PAROS, it was the first summer since her delivery in 2002 that she was operating in an area other than the Cyclades. Indeed, the ship fully transferred to the Dodecanese lifeline this year as a replacement for the great DIAGORAS, which was unexpectedly and sadly sold to company Africa Morocco Link for service on the Gibraltar Strait, after 10 years with Blue Star Ferries and 14 years on the Dodecanese overall. The amazing BLUE STAR PAROS resting in Piraeus during her tough season, which was spent on Piraeus-Astypalaia-Patmos-Leipsoi-Leros-Kalymnos-Kos-Nisyros-Tilos-Symi-Rhodes-Castellorizon line. With the trip requiring overnight service, she lacked the necessary amount of cabins for passengers, prompting a few complaints by the Dodecanese passengers, as she was therefore seen as much smaller compared to the reliable DIAGORAS. Thankfully for her, she was then assisted by the larger KRITI I of ANEK Lines, which was deployed on the Piraeus-Kalymnos-Kos-Rhodes line for the summer. The BLUE STAR PAROS along with the bigger BLUE STAR 2, which operated on the Piraeus-Syros-Mykonos-Santorini-Kos-Rhodes-Karpathos line during that summer. The much smaller in size BLUE STAR PAROS, during her hardworking first summer on the Dodecanese lifeline. The Dodecanese debutant BLUE STAR PAROS along with the much more experienced Dodecanese veteran BLUE STAR 2. The BLUE STAR PAROS and the BLUE STAR 2, two greatly acclaimed Blue Star Ferries ships together next to the E1 gate in Piraeus. The BLUE STAR PAROS and the BLUE STAR 2 seen together in Piraeus. The magnificent BLUE STAR 2, in her second straight season on the Piraeus-Syros-Mykonos-Santorini-Kos-Rhodes line, marked by the extension of her service to Karpathos for 2016. A view of the headquarters of the Ministry of Shipping and Insular Policy right next to the E1 gate. The BLUE STAR 2 seen resting in Piraeus. The floating museum HELLAS LIBERTY, one of the only three Liberty ships that still exist today, in the same spot she has been occupying since 2010. Another view of the BLUE STAR 2 and of the BLUE STAR PAROS. Just like in the previous blog post (earlier that day), the cruise ships LE LYRIAL of the French company Ponant and BRILLIANCE OF THE SEAS of the American cruising giants Royal Caribbean International were still resting in the Piraeus cruise terminal. A view of the LE LYRIAL and of the BRILLIANCE OF THE SEAS, the latter being the sister ship of the cruise ship RADIANCE OF THE SEAS on which I traveled 11 days prior to this trip, during my vacation in Alaska. The two mega modern cruise ships LE LYRIAL and BRILLIANCE OF THE SEAS resting together in Piraeus. We then saw the FESTOS PALACE of Minoan Lines, just like we did in the morning. The great 15-year-old cruiseferry operates on the Piraeus-Heraklion line along with her sister ship, the KNOSSOS PALACE. The LE LYRIAL seen in Piraeus. Alongside the BRILLIANCE OF THE SEAS. The FESTOS PALACE resting in Piraeus. More towards the North, three ships were in sight. These were the Cretan ships BLUE HORIZON of Blue Star Ferries and KYDON of ANEK Lines, along with the partly-submerged PANAGIA TINOU of Ventouris Sea Lines. Two Japanese-built ferries operating under the ANEK-Attica Group joint venture in Crete. The BLUE HORIZON operates on the Piraeus-Heraklion line, while the KYDON (ex-SOPHOCLES V) serves on the Piraeus-Chania line. The PANAGIA TINOU (ex-AGIOS GEORGIOS) seen in a horrible condition, after spending more than a year laid-up in the port of Piraeus after the economic troubles of Ventouris Sea Lines. The great BLUE HORIZON seen in Piraeus, during her third consecutive summer on the Piraeus-Heraklion line. The KYDON seen in Piraeus, during her second consecutive summer on the Piraeus-Chania line. The doomed PANAGIA TINOU, now having almost no possibilities of operating again. The BLUE HORIZON resting in Piraeus. The KYDON seen right behind her. She is the third ship in the history of ANEK Lines to bear that name. The first one was actually the first-ever ship of the company, which operated from 1969 (after having been converted for two years, as she was previously a tanker) to 1989. She was also on the Piraeus-Chania line for the vast majority of her career under the Cretan company. The second ship was the Japanese-built ferry OKUDOGO 8, which was acquired in 1990 by ANEK Lines. She was renamed KYDON and spent her first four seasons of service (1991-1994) under that name. After undergoing a major conversion in Perama in 1995, she was renamed TALOS. She then had a stint with LANE Sea Lines (1999-2009) and then again under ANEK Lines (2009 to date) as the IERAPETRA L. However she has been laid-up since 2014, following a major fire incident which severely damaged her. A return to service seems very unlikely under such circumstances. Right next to the E8 gate, where the ACHAEOS is preparing to dock, there was the landing craft OSIOS DAVID of Evoïkos Lines, which connects Piraeus with the Northern Aegina ports of Souvala and Agia Marina. The historical meeting with that particular ship occurred when we were on the PHIVOS earlier that day. Next to the OSIOS DAVID was the catamaran FLYINGCAT 6 of Hellenic Seaways, which operates on the Piraeus-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. Another picture of the BRILLIANCE OF THE SEAS. The landing craft OSIOS DAVID having a rest in Piraeus before her next departure to Souvala, a port which, until the arrival of the landing craft, had not seen a ferry in more than six years. The arrival in Piraeus concludes another unique one-day trip on the Saronic Gulf, which has been a tremendous experience since it marked my first two trips with the ferries of the Greek coastal service for the summer 2016. It was great to travel on a great double-ended ferry, the ACHAEOS, with her indoor areas being quite comfortable and her outdoor areas offering enough space in order to have a pleasant trip on the Saronic Gulf #achaeos #2wayferries #saronicferries #summer2016 #greece #saronicgulf #aegean #aegina #piraeus #agiosnektariosaeginas #anesferries #posidonhellas #ionis #leveferries #salamisexpressi #salamisexpress #bluestarparos #bluestar2 #bluehorizon #bluestarferries #festospalace #minoanlines #panagiatinou #ventourissealines #kydon #aneklines #osiosdavid #evoïkoslines #flyingcat6 #hellenicseaways #tribute

Trip: 21 July 2018. From Eretria to Oropos, with the PROTOPOROS XIII of Tsokos Lines. The double-ended ferry PROTOPOROS XIII was built in 2017 in Greece, becoming the eleventh ship built for the Greek company Tsokos Lines (the PROTOPOROS XI and the PROTOPOROS XII were built later). She was deployed on the Oropos-Eretria line on the South Evoian Gulf, replacing the PROTOPOROS IX, which had been sold to the Tanzanian company Azam Sealink. Just a few hours after my trip with the ANNA MARIA of Gavanozis Shipping in order to go visit a friend who was in Evoia for a few days with his family, it was time for me to return to Athens. The first step was a taxi ride from the hotel where he was staying to the port of Eretria, located in the Central part of Southern Evoia (Greece's second largest island, after Crete). From there I would again be taking the 20-minute-long ferry ride to Oropos, from which I would then head to Athens by bus. The previous post covers a brief summary of the Oropos-Eretria line, which is now mainly a seasonal service and had three double-ended ferries operating there during the summer of 2018. The PROTOPOROS XIII heading from Eretria to Oropos, as seen during my trip onboard the ANNA MARIA of Gavanozis Shipping. The PROTOPOROS XIII seen approaching Eretria, shortly before my trip with her. Another view of the PROTOPOROS XIII as she approaches Eretria. Before giving an overview of my trip, I think it is a good idea to present to you the history of Tsokos Lines, its importance within Eretria and the wider Greek coastal service, and all the ferries that have operated for the company. Indeed, the company is owned by the Eretria-based Tsokos family, and was founded in 2004. It first began service on the Oropos-Eretria line with the then-newly-built double-ended ferry PROTOPOROS, which became the first double-ended ferry to ever operate on the line. The word 'Protoporos' means 'Pioneering' in Greek. And this is exactly what the mindset of her company is about: pioneering. And this has been done by deploying very modern and technologically-advanced double-ended ferries for short-distance routes throughout Greece. All 'Protoporos' ships have been hailed so far for their large size compared to other double-ended ferries, and for their flawless and comfortable service. Over the next 15 years, the company went on to order a total of 15 double-ended ferries, two of which are under construction today and should be completed before the end of 2019. All ships have been built in either Perama or Amaliapolis. This is the record for the most ferries ever built for one specific Greek company, thus eclipsing the record previously held by Superfast Ferries which had 14 newly-built ferries delivered to them between 1995 and 2009. Moreover, all ferries ordered by Tsokos Lines were built in Greece, thereby making it the company with the most ships built in the country (excluding tour boat-based companies such as the Santorini Boatmen Union or the Association of the Boatmen of Mykonos). Only the historic and now-defunct company Ceres Flying Dolphins has had more newly-built ships delivered to them, with a total of 19 ships (17 hydrofoils and two catamarans) entering service for the company as soon as they were built between 1976 and 1998. But, at this rhythm, Tsokos Lines could even surpass them, if they order five more ships, something that is likely to happen in the future. Although the company has ordered 15 ferries in as many years, it currently only owns three of them (in addition to the ones that are under construction). Tsokos Lines is known for quickly selling their ferries to other companies (both Greek and foreign) just a few years after beginning to operate them. They however replace them immediately with newer ships. Thus, a cycle keeps repeating itself: Build, operate, sell, replace by another built ship, operate it, sell it, and so on. In order to avoid confusion and in order to provide you with a clear general overview of the fleet of Tsokos Lines, here is an outline of all the ships that operate, that have operated, or that are due to operate for Tsokos Lines, and what their current status is as of March 2019: -The PROTOPOROS (2004-2010): Built in 2004 as the first ship of the company, she operated on the Oropos-Eretria line before being sold in 2010 to the Salamina-based company Panagia Faneromeni. She now operates on the Perama-Salamina line as the FANEROMENI. -The PROTOPOROS II (2006-2007): Built in 2006 as the second ship of the company, she operated for two seasons on the Oropos-Eretria line before being sold in late 2007 to the Tunisian company Sonotrak. Initially named LOUD 7TH, she has been known since 2012 as the LOUD TUNISIE and operates on the Sfax-Chergui-Gharbi line. -The PROTOPOROS III (2008-2010): Built in 2008 as a replacement for the PROTOPOROS II, she entered service on the Oropos-Eretria line before being sold in 2010 to the Thassos-based company ANETH Ferries. She has since been operating on the Keramoti-Thassos line as the THASSOS I. -The PROTOPOROS IV (2010-2015): Built in 2010, she began operating on the Oropos-Eretria line, and her role became more prominent following the sale of the PROTOPOROS III. She became the first ship of the company to operate on the Rion-Antirrion line, something that she did in 2014. In the winter of 2015, she was sold to the Russian company Obshchestvo S Ogranichennoy Otvetstvennost'yu. She was not renamed (but was simply reflagged from Greece to Russia) and operated on the Kavkaz-Port Krym line, connecting Russia with Ukraine through the Kerch Strait in the Crimean peninsula. After the opening of the Kerch Strait Bridge in 2018, she was laid-up in Kerch in early 2019. -The PROTOPOROS V (2011-2012): Built in 2011, she began operations on the Oropos-Eretria line, replacing the PROTOPOROS which had been sold the previous summer. She was sold in 2012 to the Tanzanian company Azam Sealink. She has since been operating on the Dar Es Salaam-Zanzibar line as the AZAM SEALINK 1. -The PROTOPOROS VI (2012-2015): Built in 2012, she began operations on the Arkitsa-Aidipsos line (on the North Evoian Gulf), becoming the first (and so far the only) ship of the company to ever operate on the line. After spending the winter of 2014-2015 on the Perama-Salamina line with the PROTOPOROS IV, she was also sold for service on the Kerch Strait, being acquired by the Russian company Proekt CJSC. She was renamed POBEDA and was deployed on the Kavkaz-Port Krym line. After the opening of the Kerch Strait Bridge in 2018, she was laid-up in Kerch in early 2019, and is now listed for sale. -The PROTOPOROS VII (2015-2016): Built in 2015, she began operations on the Perama-Salamina line in order to replace the PROTOPOROS IV and the PROTOPOROS VI which were sold to Russian companies that year. She would find herself sold after just one season to the Mexican company Transcaribe Conecta. She has since been operating on the Calica-Cozumel line as the TRANSCARIBE I. -The PROTOPOROS VIII (2016-2017): Built in 2016, she began operations on the Perama-Salamina line order to replace the PROTOPOROS VII which had been sold to Transcaribe Conecta. She spent the 2017 summer season on the Rion-Antirrion line. After the completion of the latter season, she was sold to the newly-established Thassos-based company Thassian Sea Lines. She has since been operating on the Keramoti-Thassos line as the DIMITRIOS CH (competing against the THASSOS I, formerly the PROTOPOROS III). -The PROTOPOROS IX (2016-2017): Built in 2016, she began operations on the Oropos-Eretria line, becoming the first ship to operate there since the 2013 season. But her service lasted just one summer as she was sold in early 2017 to the Tanzanian company Azam Sealink, which had also acquired the PROTOPOROS V five years earlier. She has since been operating on the Dar Es Salaam-Zanzibar line as the AZAM SEALINK 2. -The PROTOPOROS X (2017-present): Built in 2017, she began operations on the Perama-Salamina line, taking over the service left by the PROTOPOROS VIII which was transferred to the Rion-Antirrion line. She still operates for the company to date. -The PROTOPOROS XI (Under construction): Currently under construction in Perama, she is due to enter service for the company on the Perama-Salamina line during the summer of 2019. -The PROTOPOROS XII (2018-2019): Built in 2018, she only operated for a few days on the Perama-Salamina line in the summer of 2018 before being eventually sold two months ago to the Tanzanian company Zan Fast Ferries. She has since been operating on the Dar Es Salaam-Zanzibar line as the SEA STAR I. -The PROTOPOROS XIII (2017-present): Built in 2017, she began operations on the Oropos-Eretria line, replacing the PROTOPOROS IX which had been sold to Azam Sealink. She still operates for the company to date. -The PROTOPOROS XIV (2018-present): Built in 2018, she began operations on the Rion-Antirrion line, replacing the PROTOPOROS VIII which had been sold to Thassian Sea Lines. She still operates for the company to date. -The PROTOPOROS XV (Under construction): Currently under construction in Perama, she is due to enter service for the company on the Perama-Salamina line during the fall of 2019. So here you go, you have all the information about each ferry in the history of Tsokos Lines (for the time being). It is also noteworthy to state that all ferries currently operating for the company are part of the Salamina Ferries joint venture, which they represent on either the Perama-Salamina line, the Oropos-Eretria line or the Rion-Antirrion line. Now it is finally the time to talk about the trip. Notably, this was my first-ever trip from Evoia to mainland Greece, the first-ever with a ferry owned by Tsokos Lines, and the second-ever onboard an open-type double-ended ferry, after the ANNA MARIA. The PROTOPOROS XIII seen approaching the port of Eretria. The PROTOPOROS XIII having almost reached Eretria, after arriving from Oropos. The PROTOPOROS XIII preparing to dock in Eretria. The PROTOPOROS XIII preparing to dock in the port of Eretria. The PROTOPOROS XIII seen about to dock in Eretria. The PROTOPOROS XIII seen docking in the port of Eretria. After the ship docked, it was finally time to embark onboard her. Here is a view of the wide open garage, which passes under her accommodation superstructure. She also has side ramps which allow the passengers to take the staircases that lead to the accommodation superstructure. The first deck of the accommodation superstructure. It stretches between the two edges of the ship, above each ramp door. The first deck has, just like most Greek-built open-type double-ended ferries, an indoor area that includes seats. At each side of the superstructure, there is a small alley with white chairs where passengers can sit while remaining outside. The small alley, featuring white chairs where passengers can sit while remaining outside. Next to it is the stairway that leads to the second deck of the accommodation superstructure of the ship. The indoor lounge area, featuring a darker approach than the one seen on the ANNA MARIA. It features modern lounge seats and more space for passengers. A view of the lounge seats of the PROTOPOROS XIII, with many of them centered around wooden tables attached to the floor. Another view of the indoor lounge area onboard the PROTOPOROS XIII. The ship's garage seen from the first deck of the accommodation superstructure. The outdoor seating area, located next to the front mast and the garage ramp door, hence giving a clear view of the ship's surroundings. Several white chairs aligned together in the outdoor area of the second deck of the accommodation superstructure. On the deck above, one can spot the ship's bridge, which is painted in black. Above it, you can see the company flag of Tsokos Lines. The second deck of the accommodation superstructure, which has numerous chairs as well as the ship's lifeboat. The ship's accommodation superstructure seen from the edge of the outdoor deck. It is very wide and provides lots of space for passengers. Above the garage and underneath the windows of the first deck, the ship's name is written in Greek letters, with white characters highlighted in red. Mainland Greece seen at the opposite side of the South Evoian Gulf. Soon afterwards, the ship began to head towards Oropos. Five minutes into the trip, I spotted the ANNA MARIA of Gavanozis Shipping heading towards Eretria. The ANNA MARIA seen heading towards Eretria. Built in 2009, she has operated on the Oropos-Eretria line from 2009 to 2014, in 2016 and in 2018. In 2015 and 2017, she was operating on the Perama-Salamina line, as she alternated services with her fleetmates. Indeed, in 2015, the AEOLOS operated on the Oropos-Eretria line, while the service was taken over by the AEOLOS II in 2017. Another view of the ANNA MARIA, during what was her eighth season on the Oropos-Eretria line, and her first one since 2016. The beautiful ANNA MARIA seen heading towards Eretria. The ANNA MARIA on her way towards Eretria. She is currently spending the winter season on the Perama-Salamina line. One last view of the ANNA MARIA as she heads from Oropos to Eretria. Ten minutes after passing by the ANNA MARIA, the third ship of the line, namely the ARIS III of Psomas Shipping, was seen heading from Oropos to Eretria as well. The ARIS III on her way to Oropos. This was her ninth season of service under Psomas Shipping. All of them have been spent on the Oropos-Eretria line, with the exception of the summers of 2015 and 2016, when she was on the Perama-Salamina line. Crossing the ARIS III as she heads towards Eretria. Her company has had a long history on the Oropos-Eretria line. Indeed, they began service in 1967, after having deployed the newly-built landing craft ARIS on the line. They operated her until 2002, when she was sold to GM Shipping. She still sails for that company to date on the Ionian Sea, under the name GRIGORIS M, operating as a Ro-Ro carrier on the Igoumenitsa-Corfu-Paxoi-Ereikousa-Othonoi-Mathraki line. After five years of inactivity, the company ordered a new double-ended ferry, the ARIS II, which began service in 2007 on the Oropos-Eretria line. Three years later, the ARIS III was built, and replaced her elder fleetmate, which was sold to the Croatian company Rapska Plovidba. She operates under as the BARBAT on the Stinica-Mišnjak line. The ARIS III on her way towards Eretria. The ARIS III seen in what will eventually turn out to be my last-ever picture of her. Indeed, she has now arrived in Perama (after a four-month-long stint on the Rion-Antirrion line), as it was announced a few days ago that she has been sold to the Italian company Delcomar. She is due to be replaced by a newly-built double-ended ferry named ARIS IV, which has been ordered by her company and will normally be ready in 2020. The new name and the line where the ARIS III will be deployed have not been announced yet. Five minutes after passing by the ARIS III, we had reached Oropos, thus marking the end of our short but enjoyable trip from Evoia to mainland Greece. The beautiful PROTOPOROS XIII having just arrived in Oropos. The PROTOPOROS XIII seen loading passengers and vehicles in Oropos prior to her next departure to Eretria. The PROTOPOROS XIII now seen leaving Oropos in order to return to Eretria. And this officially marked the end of my trip and my short stay in the island of Evoia. As it was also the case with the ANNA MARIA, the trip with the PROTOPOROS XIII was short due to the small distance separating the two ports, but it was still pleasant and a nice experience. The PROTOPOROS XIII truly is a great ferry, with a huge amount of space for passengers (especially outdoors) and is the most modern ship operating on the Oropos-Eretria line. She therefore illustrates her company's vision and her own name perfectly: she is a pioneer in her respective market. Her first two summers have been very successful and she seems likely to continue providing excellent service for many years to come, no matter the line on which she will operate. My first trip with a ship owned by Tsokos Lines shows that the company does excellent investments in building new double-ended ferries, something which likely will not stop for the time being, as they still expect the deliveries of the PROTOPOROS XI and the PROTOPOROS XV, while having also planned to begin building another ship in the future, namely the PROTOPOROS XVI. #protoporosxiii #tsokoslines #salaminaferries #summer2018 #greece #southevoiangulf #aegean #eretria #evoia #oropos #annamaria #gavanozisshipping #arisiii #psomasshipping #tribute

On 19 July 2016, I had my first trip with a Greek ferry during my 2016 summer vacation, only two days after arriving in my country. It was for the same exact purpose as the trip I made with my mother and her own mother on 3 July 2015: it was a round-trip to the island of Aegina (one of the two islands in which I go to every summer, as you already know from last year). Traditionally, my mother and my grandmother had been going to Aegina together a few days before we leave Athens for Zakynthos, in order to store in our Aegina house whatever we do not need for the vacation (such as oversized bags, warm clothes) and in order to take whatever is necessary for the beaches (volleyballs, rackets, towels, which stay in our Aegina house all year long). For the second consecutive year, I also went to Aegina with them for help, so it was once again an opportunity for me to see the Greek coastal service ships during both trips. We took the PHIVOS of Nova Ferries to Aegina, just like last year and we returned with the ACHAEOS of 2way Ferries a couple of hours later. This post is dedicated to the first of the two trips I made that day: the one from Piraeus to Aegina the PHIVOS. Just like last year, this first part is not a tribute to the Nova Ferries ship, as I had already made a tribute post to PHIVOS last June. I did take photos of the PHIVOS' indoor areas, but they are the same as the ones from last year, so I will not upload them in this post. While I am describing the contents of this post, I also have a little note about my Tribute post policies: there will not be a second tribute to a ship which already has a Tribute post on my blog, with the sole exceptions being if that ship has changed her line of operations or her ownership within Greece, or if that ship has been retired (this will be a Farewell Tribute post, just like the one I made last January when the JET FERRY 1 of GA Ferries had been scrapped). However, the second part of the trip, which will be published next month, will indeed be a Tribute post for the ACHAEOS, as I have not yet made a Tribute post about that ship. But now let's talk about this first trip of the 2016 season. It was a great joy to make my first trip of the season with the PHIVOS (almost 12 months after having my last trip in Greece, again with the same ship). 2016 marked her twelfth consecutive summer on the Saronic Gulf, though she had been operating only since early May, after she had suffered an engine failure during her annual refit which kept her out of service three months longer than expected. Fully repaired and refitted, she returned to service for her third straight summer under the Saronic Ferries joint venture, which still includes 2way Ferries but recently lost Hellenic Seaways, after the latter sold their only remaining Saronic Gulf ferry, the APOLLON HELLAS, to the former. This trip was exceptional as it was my first time at sea during that summer, and I managed to see many ships under different liveries, different names and occasionally different ownerships. The pictures below will describe you the experience of the first out of the two trips I had to and from the second nearest island from Piraeus, Aegina. We arrived to Piraeus with a taxi cab. The first thing I saw for this year was the beautiful red hull of the PHIVOS, which was waiting for us in the E8 gate, which is the departure gate for the ships operating on the Saronic Gulf. Right next to her was a familiar ship that I saw for the first time under a new livery, a new name and a new company. Indeed, the ship that had previously been operating with the name ALEXANDROS (bearing my name) had been sold to company Evoïkos Lines, in order to continue her service to the Northern Aegina ports of Souvala and Agia Marina. After only one summer with my WAYS, the ship's red hull became Evoïkos Lines' blue and yellow, and the name that she had been carrying for the first 15 years of her career and changed, as she became the AGIA MARINA AEGINIS. Just a few seconds after seeing the recently-renamed small passenger ship, I saw the catamaran FLYINGCAT 6 of Hellenic Seaways arriving and preparing to dock in the E8 gate, after arriving from the island of Poros. Right behind her was the cruise ship BRILLIANCE OF THE SEAS, owned by American cruise giants Royal Caribbean International. It was a very special moment to see that ship, as I had been on a cruise with her sister ship, the RADIANCE OF THE SEAS, in Alaska, just 11 days prior. The FLYINGCAT 6 preparing to dock in Piraeus. She became the first Hellenic Seaways high speed craft that I saw carrying the new Cosmote livery. Indeed, after the Greek telephone services company changed its logo, all Hellenic Seaways high speed craft (the 'Highspeeds', the 'Flyingcats' and the 'Flying Dolphins') replaced their all-green liveries with a tri-colour one featuring different shades of green and blue, with the middle section of the hull being left in white and featuring Cosmote's updaded logo. The FLYINGCAT 6 steadily reaching the E8 gate departure gate. The AGIA MARINA AEGINIS watches the FLYINGCAT 6 docking. The AGIA MARINA AEGINIS departs the port for Agia Marina. This was her ninth consecutive summer operating to Souvala and Agia Marina, and this year marked her first summer collaborating with her most recent fleetmate, the landing craft OSIOS DAVID, which was deployed on the same line following her company's new operations strategy. The FLYINGCAT 6 almost reaching the E8 gate. 2016 marked her second straight season on the Saronic Gulf and her third in her career, as she had also operated there in 2013. Apart from these years, she had been deployed on her company's Sporades operations after she had entered service back in 2005. The beautiful AGIA MARINA AEGINIS leaving the port of Piraeus. Preparing to embark onboard the PHIVOS, which was at that moment the only one of the three ships that I had seen which did not change her appearance from last year. While, in this case, the fourth ship I saw had also changed her livery. Indeed, the hydrofoil FLYING DOLPHIN XVIII of Hellenic Seaways, just like the FLYINGCAT 6, carried the new colours of Cosmote. The FLYING DOLPHIN XVIII and the FLYINGCAT 6 together in Piraeus. The AGIA MARINA AEGINIS heads towards the port's exit. The FLYING DOLPHIN XVIII, a familiar face, awaiting her departure to Aegina. She operates on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. The FLYINGCAT 6 having just docked in Piraeus. After we entered the PHIVOS, I immediately went to the outdoor area in order to see the rest of the Piraeus scene. I was lucky enough to capture the small passenger boat GEORGIOS BROUFAS II of Broufas Vessels, which was arriving from Salamina. On the other side, I could see the BLUE HORIZON of Blue Star Ferries, which operates on the Piraeus-Heraklion line under the ANEK-Attica Group joint venture. And right behind her was a ship which I was able to see again after 9 years of waiting. This ship is the KYDON of ANEK Lines, previously known as the SOPHOCLES V, which operates on the Piraeus-Chania line, also under the ANEK-Attica Group joint venture. The FLYING DOLPHIN XVIII resting in Piraeus. More South was the FESTOS PALACE of Minoan Lines, which has been operating for the past 15 years on the Piraeus-Heraklion line for her company. The GEORGIOS BROUFAS II heading towards the E8 gate. Her fleetmate and sister ship, the GEORGIOS BROUFAS, did not operate in Salamina like she had been doing so for the past 18 years, but instead she was deployed on the Cyclades, on the Ios-Folegandros-Sikinos line. The GEORGIOS BROUFAS II maneuvering in the port of Piraeus, with the two Hellenic Seaways Saronic Gulf high speed craft in the background. Three different kinds of ships operating on the Saronic Gulf: the small passenger boat GEORGIOS BROUFAS II, the hydrofoil FLYING DOLPHIN XVIII and the catamaran FLYINGCAT 6. The GEORGIOS BROUFAS II preparing to dock in Piraeus. The GEORGIOS BROUFAS II having just docked. The GEORGIOS BROUFAS II and the FLYING DOLPHIN XVIII seen together in Piraeus. And as I kept looking more towards the South, I saw a very very familiar face, for the first time under a new livery. It was the IONIS of newly-established Leve Ferries, which operates on the Saronic Gulf for the second straight season of her legendary career. The IONIS was sold surprisingly to her current owners during the winter of 2016, after 23 years with Tyrogalas Ferries, with 22 of them being spent on the Ionian Sea, and the last one on the Saronic Gulf, on the Piraeus-Aegina-Methana-Poros line. I had previously traveled with the IONIS to Zakynthos when she was owned by Tyrogalas Ferries. This makes her one of the few ships which have operated to both islands I go to every summer. The newest feature in the IONIS' funnels: the Leve Ferries logo, which is the same logo that water tankers owned by Aegina-based company Leventakis Shipping (Leve Ferries is a subsidiary of the latter) carry. The Leventakis family has been operating water tankers in Aegina for 50 years, and this year marked their first try in the passenger sector and in the Greek coastal service. The IONIS maneuvering in Piraeus, right next to the PHIVOS. Despite the fact she was sold to completely different owners, the IONIS kept her name (which she has been bearing for her entire career) and service on the Saronic Gulf, though she operates exclusively on the Piraeus-Aegina line, without making extensions to Methana and Poros like she did last year with Tyrogalas Ferries (which was branded as Ionis Ferries throughout the entire year during which the ship operated on the Saronic Gulf). The legendary IONIS maneuvering in Piraeus. The IONIS preparing to dock in Piraeus, during her second straight season on the Saronic Gulf and her first with her new owners. The IONIS seen docking. The IONIS having just docked in Piraeus. This year marked the first time since 1991 that the IONIS had her owner's name printed in her hull, the last time being when she was operated by the now-defunct company Seven Islands Lines from 1989 to 1991. The GEORGIOS BROUFAS II leaving for Salamina immediately afterwards. The FLYING DOLPHIN XVIII having just left the dock and maneuvering in order to head towards the port's exit. The PHIVOS also departed in the same time. Seeing the IONIS as we head towards the port's exit. The FLYINGCAT 6 resting in Piraeus until her next departure for the Saronic Gulf. The BLUE HORIZON seen as well. The FESTOS PALACE a bit more South. After we passed by the E8 gate, I managed to see one of the saddest scenes currently happening in the port of Piraeus: the PANAGIA TINOU (ex-AGIOS GEORGIOS) of Ventouris Sea Lines remaining partly-submerged in the spot where she has been arrested since March 2015. After 13 months without any intervention from any party (except for the Piraeus Port Authority), the ship capsized in April 2016 and she has now been a hindrance to the port. On a brighter side, I got a better view of the KYDON. She previously operated for ANEK Lines on the Adriatic Sea from 1999 to 2011, first on the Patras-Igoumenitsa-Corfu-Trieste line (1999-2004) and then on the Patras-Igoumenitsa-Corfu-Venice line. After that she had an unsuccessful charter with her sister ship, the LEFKA ORI (also owned by ANEK Lines), in South Korea with Jeju Cruise Line in 2012, which kept them inactive until they managed to return to Greece in late 2013. The SOPHOCLES V was then chartered for summer service in Italy with Go In Sardinia and later in Algeria with Algérie Ferries during the 2014 season, and in 2015 she returned to service for ANEK Lines with her current name (which is also the name that the first-ever ANEK Lines ship had). Operating on the Piraeus-Chania line, she has now reunited with her sister ship, which nowadays is the BLUE GALAXY of Blue Star Ferries and also operates under the ANEK-Attica Group joint venture. The KYDON during her second consecutive season on the Piraeus-Chania line for ANEK Lines. Such a shame to see one of the Greek coastal service's most historical ferries end her career like this. A return to service for the PANAGIA TINOU now seems like a completely long shot. The BLUE HORIZON and the KYDON, two former Adriatic Sea ferries now both operating in Crete. And their main competitor is this ship, the FESTOS PALACE, as well as her sister ship, the Minoan Lines flagship KNOSSOS PALACE. The FLYING DOLPHIN XVIII following us from right behind. The IONIS and the FLYING DOLPHIN XVIII seen together in Piraeus. The stern of the BRILLIANCE OF THE SEAS, which did nothing but remind me of my great experience with the RADIANCE OF THE SEAS. The giant stern was then approached by the tiny passenger boat SALAMIS EXPRESS I of Salamis Express. The SALAMIS EXPRESS I, which had previously operated on the Perama-Salamina line, was deployed on the Piraeus-Salamina line in order to replace the BOB SFOUGKARAKIS of Kavouris Shipping Company, which was deployed on the Perama-Salamina line. The BRILLIANCE OF THE SEAS seen in Piraeus. The little SALAMIS EXPRESS I heading towards the E8 gate. The super luxurious cruise ship LE LYRIAL of French company Ponant was also berthed in Piraeus. The FESTOS PALACE resting in Piraeus. Another view of the LE LYRIAL. The bow of the FESTOS PALACE. The FLYING DOLPHIN XVIII seen from right behind. The old Piraeus factory building carrying the rusty advertisement sign of the project of the Piraeus Cultural Coast. The two cruise ships, the BRILLIANCE OF THE SEAS and the LE LYRIAL, together in Piraeus. A view of the headquarters of the Ministry of Shipping and Insular Policy. The floating museum HELLAS LIBERTY, one of the only three Liberty ships still in existence worldwide, seen in her permanent docking spot, where she has been staying since 2010. The HELLAS LIBERTY seen in her permanent docking area. As we approached the port's exit, I saw the largest of the cruise ships in the port that day, namely the impressive CARNIVAL VISTA of Carnival Cruise Lines, which is their most recent newbuilding and their flagship. The fact that her home port is Piraeus makes the Greek cruising market quite a competitor on the Mediterranean Sea. The stern of the CARNIVAL VISTA. A Greek Navy frigate also resting in Piraeus. The impressive CARNIVAL VISTA seen in Piraeus. We now have fully exited the port, but another ship was preparing to enter. This was the double-ended ferry ACHAEOS of 2way Ferries, which operates with the PHIVOS under the Saronic Ferries joint venture. Another view of the CARNIVAL VISTA. The ACHAEOS preparing to enter the port of Piraeus. It is her third straight season operating on the Saronic Gulf, as well as her fourth overall, as she had also operated there in 2006, the first summer of her career, before transferring to the Igoumenitsa-Corfu line from 2007 to 2013. The GEORGIOS BROUFAS II in the meantime heads for Salamina, where she stops by the ports of Kamatero and Paloukia. The ACHAEOS enters the port of Piraeus. The ACHAEOS seen entering the port of Piraeus. Since her return to the Saronic Gulf in 2014, she has been operating on the Piraeus-Aegina-Agistri line. The ACHAEOS enters the port of Piraeus. Five hours later I would find myself traveling with her on my way back to Piraeus. More information about her will be revealed next month. The FLYING DOLPHIN XVIII, having now reached the open sea area, passes by us and quickly heads for Aegina. The port of Piraeus seen from behind. The FLYING DOLPHIN XVIII, with the laid-up EUROPEAN EXPRESS of troubled company NEL Lines in the background (in the Drapetsona Repair Zone). The FLYING DOLPHIN XVIII heads towards Aegina. The FLYING DOLPHIN XVIII heading at full-speed towards the port of Aegina. Immediately after the FLYING DOLPHIN XVIII passed by the PHIVOS, another hydrofoil was seen on the Saronic Gulf, though she was heading in the opposite direction. This was the FLYING DOLPHIN XXIX, also of Hellenic Seaways, which was returning to Piraeus from Aegina. Just like her fleetmate, the FLYING DOLPHIN XXIX also had a change in her livery. In fact, she was the first out of all Hellenic Seaways high speed to change her Cosmote livery between the 2015 and 2016 seasons. After the FLYING DOLPHIN XXIX passed by us, it was the turn of a ship I had long been waiting to greet. It was the much talked-about landing craft OSIOS DAVID of Evoïkos Lines, which has been operating from Piraeus to Souvala since April 2016, making her the first ferry since 2010 to operate in that port, and also the first landing craft since 2007 to operate from the main port of Piraeus. Her arrival proved all doubters believing that the landing craft era on the Saronic Gulf was over wrong. The OSIOS DAVID, which previously connected mainland Greece with the island of Evoia on the North Evoian Gulf, as well as Skiathos during the summer, is the first ferry in Souvala since the PHEDRA (previously owned by the PHIVOS' company, Nova Ferries), and the first landing craft operating in Piraeus since the AIAS of Hellenic Seaways, which was one of the most historical ferries operating on the Saronic Gulf. Her deployment on the Piraeus-Northern Aegina line was very well received by Aegina residents, something which prompted her company to buy the other ship that was operating there, the ALEXANDROS of my WAYS, which is now the AGIA MARINA AEGINIS. The beautiful OSIOS DAVID, which is one of the youngest landing craft in Greece. The OSIOS DAVID heading from Souvala to Piraeus. The OSIOS DAVID seen heading from Souvala to Piraeus. The OSIOS DAVID approaching Piraeus. As the PHIVOS approached Aegina, another ship was leaving the island. It was a Saronic Gulf veteran, the AGIOS NEKTARIOS AEGINAS of ANES Ferries, operating on the Piraeus-Aegina line for the sixteenth consecutive season of her career. The beautiful AGIOS NEKTARIOS AEGINAS heading towards Piraeus. Despite her slow speed making her a major weakness among her Saronic Gulf competitors, the ship has constantly been fighting in the area, and the fact that she is still here means that she has been successful. Crossing the AGIOS NEKTARIOS AEGINAS on her way back to Piraeus. Crossing the AGIOS NEKTARIOS AEGINAS on her way to Piraeus. Crossing the AGIOS NEKTARIOS AEGINAS as she heads towards Piraeus. The port of Aegina seen from far away. The first Aegina lighthouse. As we were preparing to dock in Aegina, another ship was preparing to disembark her passengers and vehicles. It was the third ship that was part of the Saronic Ferries joint venture, namely the POSIDON HELLAS of 2way Ferries, which was arriving from the port of Methana. The POSIDON HELLAS preparing to dock in Aegina. This was her second summer with her new owners, following her sale from Hellenic Seaways after operating for the latter from 2005 to 2015. We docked and immediately left the ship. I had a few seconds to take extra pictures of the port of Aegina. Right in front of me was the water tanker AEGINA of Hydrousa Maritime Company, which unusually was present in this port. She regularly docks in Aegina's Southernmost port, Perdika, and her spot in the port of Aegina is on most occasions covered by her fleetmate, the AEGINA II. The POSIDON HELLAS ready to maneuver in Aegina. As we took our car in order to head for our Aegina home, I saw another familiar local face from the island. This was the passenger boat AGISTRI EXPRESS I of Agistriotiki NE, which operates on the Aegina-Agistri line. Her livery was updated compared to the one she had last year, as her upper part of her hull was painted in white and her insignia indicated the two islands she connects during her daily service. A view of the two ferries in the port of Aegina. The POSIDON HELLAS loads passengers and vehicles for Piraeus, while the PHIVOS immediately departs for Methana and Poros. The amazing PHIVOS heading towards Methana. There is no doubt about it: a trip with PHIVOS is always unique, especially when it is the first trip of a Greek summer. I also had the chance to see a couple of new ships and photograph them for the first time, while I was also able to take pictures of familiar ships under new liveries and, in some occasions, under new owners. There are many other things I saw that day, which will be revealed in the second part post next month (which will also be a tribute to the ferry ACHAEOS). #saronicgulf #summer2016 #greece #aegean #piraeus #aegina #phivos #novaferries #saronicferries #agiamarinaaeginis #osiosdavid #evoïkoslines #flyingcat6 #flyingdolphinxviii #flyingdolphinxxix #hellenicseaways #georgiosbroufasii #broufasvessels #bluehorizon #bluestarferries #kydon #aneklines #festospalace #minoanlines #ionis #leveferries #panagiatinou #ventourissealines #salamisexpressi #salamisexpress #achaeos #posidonhellas #2wayferries #agiosnektariosaeginas #anesferries #agistriexpressi #agistriotikine

Trip: 16 August 2016. From Aegina to Piraeus, with the POSIDON HELLAS of 2way Ferries. The POSIDON HELLAS was originally planned to be built in 1981 as an electricity supplier under the name THALIS O MILISIOS II for OTE, but her construction was delayed for 17 years, before being completed in 1998 in Greece for Poseidon Consortium Shipping (ancestor of her current owners, 2way Ferries), under her current name. She is the first conventional double-ended ferry in the history of the Greek coastal service, and the second double-ended ferry in general, being delivered a few months after the SALAMINIA of Salaminia Ferries-K Star (currently the LIDO DI VENEZIA of the Italian company ACT Ferries, since 2010). She was deployed on the Piraeus-Aegina-Poros-Hydra-Spetses line. Poseidon Consortium Shipping, owned by the shipowner Ioannis Papaïoannidis, was the main operator on the Saronic Gulf at the time of the POSIDON HELLAS' delivery, as it operated several well-known landing craft that had been deployed in the area for several decades, such as the APOSTOLOS P, the ODYSSEAS II and the HELLAS. One year later, the company acquired another conventional ferry, the APOLLON HELLAS, which had originally been built in Greece and operated for the company Akouriki Shipping Company on the Saronic Gulf from her delivery in 1990 to 1995 before being sold to the South Korean company Wing Ferry Company. This ship would go on to be a fleetmate of the POSIDON HELLAS under several other owners, most recently being reunited through the company 2way Ferries. Upon entering service on the Saronic Gulf, the ship was deemed a success due to her valuable assets as a double-ended ferry, as they fitted with the difficult and demanding Saronic Gulf ports. She spent her first two summer seasons with the Poseidon Consortium Shipping, before the latter was purchased by the powerful Minoan Flying Dolphins in 1999. All ships operating on the Saronic Gulf for Poseidon Consortium Shipping as well as competitors Agapitos Express Ferries, Akouriki Shipping Company, Lefakis Shipping and Maltezos Shipping were bought by the company, and were assigned to operate under the Saronikos Ferries division. The POSIDON HELLAS kept her name and began service on the Piraeus-Aegina-Agistri-Methana-Poros-Hydra-Spetses line under the colours of Saronikos Ferries. As Minoan Flying Dolphins (which became Hellas Flying Dolphins in 2002) was declining, several landing craft of Saronikos Ferries left the area, with only conventional ferries like the POSIDON HELLAS, the APOLLON HELLAS, the ARTEMIS and the NEFELI (now the LA GALERA of Venezuelan company Navibus), the SARONIKOS (now the GRAMVOUSA of Cretan Daily Cruises) and the AIAS (now the ELOBEY X of Equatorial Guinean company Somagec) being the remaining ships in the area. All of them joined Hellas Flying Dolphins' successor, Hellenic Seaways, in 2005, and continued to operate on the Saronic Gulf. The POSIDON HELLAS operated on the Piraeus-Aegina-Agistri-Methana-Poros-Hydra-Spetses line. In 2008, her service was limited to the Piraeus-Aegina-Agistri-Methana-Poros line. In 2014, she joined the newly-established Saronic Ferries joint venture, which was composed of her company Hellenic Seaways (with both the POSIDON HELLAS and the ARTEMIS which operated in the Saronic Gulf during the 2014 season) and competitors Nova Ferries (with their sole ferry, the PHIVOS) and 2way Ferries (with their new introduction at the time, the double-ended ferry ACHAEOS, which returned to the Saronic Gulf in 2014, after having spent her first summer season in the area, back in 2006). In 2015, shortly before the high season began, Hellenic Seaways shocked the Greek coastal service world by selling the ship to fellow Saronic Ferries collaborator 2way Ferries. This move was interesting not only because it marked the expansion of 2way Ferries' fleet and influence on the Saronic Gulf (and thus ending Hellenic Seaways' presence in the area with conventional ferries), but also because it marked her second stint under the shipowner Papaïoannidis, whose family is at the charge of 2way Ferries. She therefore returned to her original shipowner for the first time since leaving Poseidon Consortium Shipping in 1999. The following year, she was once again reunited with the APOLLON HELLAS, which was also purchased by 2way Ferries from Hellenic Seaways. Both ships, along with the ACHAEOS and the PHIVOS, are set to operate under Saronic Ferries for the 2017 season. Now that the full history of the ship has been provided to you, I can now talk about my trip with her, as well as its importance. Indeed, it was my last for the 2016 season, as I was leaving Aegina for Athens in order to take the plane back to New York City. It marked my first trip with this ship since 2012, when I had traveled on her to perform the opposite trip, which is going from Piraeus to the island of Aegina. Just like my last trip of the 2015 season which was performed with the PHIVOS of Nova Ferries, this trip with the POSIDON HELLAS was very emotional as it gave me the chance to see all ships for the last time for 2016 or even in general (for some particular cases) as I was leaving Greece for my final year in the United States. As I am set to see Greece again in the next couple of days, this post is also being published in order to remind both you and myself of the good moments I had in the Greek coastal service for the 2016 summer season. The POSIDON HELLAS was arriving from Methana, as she had stayed in Poros during the night and was performing this day's first trip from the latter to the Peloponnesian town, Aegina and Piraeus. The beautiful POSIDON HELLAS approaching the port of Aegina, during her second consecutive season with 2way Ferries (and fourth overall under the ownership of the Papaïoannidis family). The POSIDON HELLAS approaching the port of Aegina. The POSIDON HELLAS almost ready to prepare to dock in the port of Aegina. The POSIDON HELLAS ready to undergo her maneuvering procedure in order to dock in Aegina. With several passengers awaiting her final docking, the POSIDON HELLAS prepares to maneuver in Aegina. The beautiful Greek-built POSIDON HELLAS having completed her maneuvering procedure in the port of Aegina, as she is due to dock with her bow's ramp in the port's pier. The POSIDON HELLAS almost ready to dock with her bow's ramp (a great asset for a double-ended ferry) in the port of Aegina. The ship finally docked and several passengers entered it. Unfortunately, due to a huge amount of crowding, I was not able to take pictures of the ship's indoor areas, but was still able to provide pictures from her exterior areas, which are shown below. The ship's crowded garage. In the background you can see the ship's stern ramp, which is usually used when she docks in Piraeus. The POSIDON HELLAS has three decks that are accessible to passengers: Deck 5 (indoor lounge area), Deck 6 (indoor and outdoor lounge areas as well as the ship's bridge) and Deck 7 (a small outdoor seating area). This picture is from Deck 6's sun deck area which was completely crowded due to the high number of passengers coming from Poros. The outdoor bar on Deck 6, which is a small Everest shop providing several snacks and soft drinks. A view of the ship's port side funnel and inflatable life-rafts, right next to the outdoor seating area on Deck 6. On the right, in the background, are the island of Moni and the Peloponnese (including the port she called before arriving in Aegina, Methana). This picture is from the ship's highest deck, Deck 7, where a small outdoor passenger seating area offers the chance to see most of the sea, as well as the ship's two white and blue funnels. The front view of the small outdoor passenger seating area on Deck 7, featuring the ship's foremast. As I was looking around the seating area on Deck 7, I was caught by surprise upon seeing the arrival of the hydrofoil FLYING DOLPHIN XXIX of Hellenic Seaways, which was arriving from her first morning departure from Piraeus. The speedy FLYING DOLPHIN XXIX, which used to be a fleetmate of the POSIDON HELLAS under both Minoan Flying Dolphins/Hellas Flying Dolphins and Hellenic Seaways, approaches the port of Aegina. The FLYING DOLPHIN XXIX has entered the small pier of the port of Aegina, and is now ready to dock. A few minutes after the FLYING DOLPHIN XXIX docked, the POSIDON HELLAS departed the port of Aegina, undergoing a quick maneuvering procedure so that her bow could now face the port of Piraeus. Here was one of my last pictures of the island for the 2016 season, as both the main city and a small portion of the port are being shown. The water tanker AEGINA II of Hydrousa Maritime Company, which provides daily water supply, heads for her morning call to the town of Aspropyrgos, located in the Elefsina Bay. And she is followed by another water tanker from Aegina, the IOANNIS L of competitor Leventakis Shipping, who also owns the Greek coastal service company Leve Ferries. The IOANNIS L heading for Aspropyrgos. On the other side of the POSIDON HELLAS was the AEGINA II, also heading for Aspropyrgos. And the POSIDON HELLAS passes by the AEGINA II, which I therefore got to see for the last time for the 2016 season. Soon after passing by the IOANNIS L and the AEGINA II, the POSIDON HELLAS met with the first ferry heading from Piraeus to Aegina. It was the IONIS of Leve Ferries, a close fleetmate of the IOANNIS L. The legendary IONIS was operating for the second straight season on the Saronic Gulf, while also spending her first season with her new owners Leve Ferries, who had acquired the ship earlier in 2016 from Tyrogalas Ferries. This picture turns out to be somehow symbolic. Indeed, it is my last of the ship for 2016, but it could be my last one of her under the livery of Leve Ferries or while operating on the Saronic Gulf. This is the case because there have been conflicts between Leve Ferries and Tyrogalas Ferries regarding debts owned by the former to the latter following the ship's purchase. These conflicts have kept the ship laid-up in Salamina, and it remains uncertain on whether the ship will return to service for the 2017 season. There are several rumours suggesting that Leve Ferries have ceased operations and that the IONIS has returned to Tyrogalas Ferries, but nothing has been materialised yet. Nevertheless, while thinking at the time this picture was taken that I would be seeing the ship in 2017, I waved a goodbye at her while also hoping to travel aboard her this year, as it marks her fortieth birthday. This seems as a long shot unfortunately, but the future could hold something positive for this legendary ferry, hopefully. As soon as the IONIS passed, she was followed by the POSIDON HELLAS' Saronic Ferries collaborator, the PHIVOS of Nova Ferries, which was also heading from Piraeus to the island of Aegina. The great PHIVOS, which was spending her twelfth season on the Saronic Gulf, heads towards Aegina. Seeing her for the last time in 2016 reminded me of the emotional and nostalgic trip I spent aboard her in 2015, when I made my final trip in Greece for that year, again from Aegina to Piraeus. The PHIVOS seen on the Saronic Gulf. Another view of the PHIVOS as she heads for Aegina. The PHIVOS passes by and continues her journey towards Aegina. And this is my last picture of the ship for 2016, and I look forward to seeing (and eventually traveling onboard her) this summer. I still waved a temporary goodbye to her, with the hope of seeing her again very soon. The simple stern of the POSIDON HELLAS proudly carrying the Greek flag across the Saronic Gulf. After the PHIVOS, a third ship was heading from Piraeus to Aegina. This time, it was the slowest ferry of the Saronic Gulf, the AGIOS NEKTARIOS AEGINAS of ANES Ferries. Despite her slow speed, the ship is much appreciated by the residents of Aegina due to her loyal and reliable service, which she has been providing since 2001. Only the POSIDON HELLAS had the most experience of any ferry on the Saronic Gulf during the 2016 season. And I also waved a goodbye to the AGIOS NEKTARIOS AEGINAS, with the hope of seeing her very soon, in what will be her seventeenth summer season on the Saronic Gulf. The POSIDON HELLAS was soon approaching the port of Piraeus, where several cruise ferries were being seen on the Glyfada coast heading for their respective destinations in the Aegean Sea. I still managed to see another ship operating on the Saronic Gulf. It happened to be the catamaran FLYINGCAT 3 of Hellenic Seaways, which operates on the Piraeus-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. This was the ship's first season operating full-time on the Saronic Gulf. Indeed, the year before (2015), she combined her services to the Cyclades (on the Piraeus-Serifos-Sifnos-Koufonisi line) with a few crossings on the Piraeus-Hydra-Spetses line, providing additional service to these islands which were also being served by two other Hellenic Seaways catamarans, the FLYINGCAT 1 (which was sold in 2016 to Turkish company Bursa Deniz Otobüsleri) and the FLYINGCAT 6. The FLYINGCAT 3 heading for her first destination: the island of Poros. It was also her first season carrying the Cosmote livery, which was applied to all Hellenic Seaways high speed craft. The POSIDON HELLAS entered the port of Piraeus. As usual, the research vessel AEGEO of the company ELKETHE was moored near the entrance pier. The well-known headquarters of the Ministry of Shipping and Insular Policy, located inside the main port of Piraeus. Along with the well-known Liberty ship HELLAS LIBERTY (one of the only three Liberty ships alive to date), which has been a floating museum in Piraeus since 2010. On the starboard side of the POSIDON HELLAS was the port's first cruise terminal, which featured the French super yacht cruise ship LE LYRIAL, owned by the French company Ponant. While on the left side passengers were able to see the FESTOS PALACE of Minoan Lines, which operates on the Piraeus-Heraklion line. Another picture of the LE LYRIAL. Right beside her was the much larger cruise ship NORWEGIAN JADE, owned by American cruise giants Norwegian Cruise Line. Another view of the FESTOS PALACE, which is also receiving bunkers. The very modern funnel of the FESTOS PALACE, featuring the Minoan Lines historic logo: the representation of the fresco of the Minoan Lilly Prince, which is found in the archaeological site of Knossos in Crete. Behind the FESTOS PALACE was one of her competitors: the BLUE HORIZON of Blue Star Ferries, also operating on the Piraeus-Heraklion line. And right beside her were two veteran ferries, one that was active and the other one that was nearing her end. On the left was the partly-submerged PANAGIA TINOU of Ventouris Sea Lines, while on her right was the VITSENTZOS KORNAROS of LANE Sea Lines. A view of four ferries docked together in Piraeus: the BLUE HORIZON, her fleetmate, the BLUE GALAXY (also owned by Blue Star Ferries), the PANAGIA TINOU and the VITSENTZOS KORNAROS. The VITSENTZOS KORNAROS in Piraeus, in what was her eight consecutive season operating on the Peloponnese-Kythira-Antikythira lifeline. Her summer season in 2016 was extremely successful, and this was a defining moment for the ferry, which was celebrating her fortieth anniversary that year. In contrast to the VITSENTZOS KORNAROS, the PANAGIA TINOU, which had been laid-up since early 2015, had sunk inside her lay-up spot in April 2016, and therefore not only ended any hope of her being reactivated, but also was the subject of much scrutiny by both Greek passengers and foreign tourists, as she was partly-submerged inside Greece's biggest port. She was sold for scrap the following year, and left the port of Piraeus after a legendary 25-year-long career spent on the Greek coastal service. The two cruise ships, the NORWEGIAN JADE and the LE LYRIAL, together in Piraeus. Another view of the FESTOS PALACE, which has been on the Piraeus-Heraklion line since 2001. The BLUE HORIZON alongside her Cretan fleetmate, the BLUE GALAXY, which was operating on the Piraeus-Chania line for the second straight season under Blue Star Ferries. The beautiful BLUE HORIZON, during her third straight season on the Piraeus-Heraklion line. Along with her former Adriatic Sea competitor, the BLUE GALAXY. Indeed, this ferry was previously the LEFKA ORI of ANEK Lines and operated on the Patras-Igoumenitsa-Corfu-Trieste line from 2000 to 2004 and then on the Patras-Igoumenitsa-Corfu-Venice line from 2005 to 2011. After a failed charter in South Korea in 2012, she was finally reactivated in late 2014 and returned to service for Blue Star Ferries in 2015. She became the first ship of the company to operate on the line since 2011, back when the BLUE HORIZON was operating there. In the meantime, the POSIDON HELLAS was heading for the E8 gate, where all the Saronic Gulf ferries and high speed craft depart. There, her fleetmate, the ACHAEOS, was waiting for her. Another view of the two Japanese-built Cretan ferries of Blue Star Ferries, the BLUE HORIZON and the BLUE GAALXY. Another view of the BLUE HORIZON, which has been in Greece since 1998. She initially started her career as the SUPERFERRY HELLAS of Strintzis Lines, but after the latter was taken over by Attica Group in 2000, she was transferred to Blue Star Ferries and was renamed BLUE HORIZON. She operated initially under the Blue Ferries division from 2000 to 2004, before also joining Blue Star Ferries from 2004 onwards. Another picture of the BLUE GALAXY. The FESTOS PALACE docked in Piraeus. The POSIDON HELLAS is now ready to enter the E8 gate, where the ACHAEOS and the landing craft OSIOS DAVID of Evoïkos Lines are moored. The impressive and modern ACHAEOS, operating for the third straight year (and fourth overall) on the Saronic Gulf, on the Piraeus-Aegina-Agistri line. Her success in the area led to the reacquisition of the POSIDON HELLAS (and later of the APOLLON HELLAS) by 2way Ferries from Hellenic Seaways. In the meantime, the small passenger boat ELENA F of Elena F Shipping was departing Piraeus in order to head for the island of Salamina. A view of the stern of the OSIOS DAVID, in what turned out to be my last picture of the ship under that name. Indeed, her first season on the Piraeus-Northern Aegina line (serving the ports of Souvala and Agia Marina) in 2016 turned out to be her last. She was sold in 2017 to the company Kerkyra Lines in order to operate on the Igoumenitsa-Corfu line on the Ionian Sea. The same company had acquired her former fleetmate, the AMALTHEIA, which was also due to operate in Souvala and Agia Marina alongside the OSIOS DAVID for the 2017 season. Unfortunately, the island of Aegina will not be seeing any of these two ships, as both of them are in Corfu under a new owner and two new names. Indeed, the OSIOS DAVID has been renamed MENEKRATIS and the AMALTHEIA has been renamed ALKINOOS. Therefore, the only ship set to operate for Evoïkos Lines on the Saronic Gulf for 2017 is the small passenger boat AGIA MARINA AEGINIS (shortly seen behind the OSIOS DAVID), but no ferry will be present. Quite a shame after a successful ferry comeback on a line which had been waiting six years for such a return. The ACHAEOS standing right next to the POSIDON HELLAS as the latter is undergoing her maneuvering procedure in order to dock in Piraeus. The ELENA F heads for the island of Salamina. The FLYING DOLPHIN XXIX, which had managed to return from Aegina earlier than the POSIDON HELLAS. A final view of the VITSENTZOS KORNAROS in Piraeus. So far, her 2017 season has been disastrous, as she has suffered a major engine failure and all her scheduled trips on the Piraeus-Gytheion-Kalamata-Kythira-Antikythira-Kissamos line have been temporarily canceled. The islands' residents and mayors have called for a replacement as the ship is aging and seems to be unfit to serve the demanding lifeline. She is due to return to service in early July, but only the future will show how much she has left on the tank, and whether she will suffer the same fate (or, and hopefully, not) as the doomed PANGIA TINOU. The BLUE HORIZON seen yet again. As well as the ACHAEOS, while the POSIDON HELLAS is preparing to dock in Piraeus. The POSIDON HELLAS successfully docked in Piraeus, thus releasing passengers and vehicles. Our trip has come to an end, and so has the 2016 summer season for me. Here is a final view of the ship's stern, displaying the ship's name and port of registry, Piraeus, in Greek. There was no doubt about it: just like last year, this trip was rather emotional than adventurous, as it would be the last time that I would see some ships in Greece, as well as some ships under their previous owners prior to sales in 2017. But making a final trip for 2016 with the simple and calm POSIDON HELLAS was the ideal way to end yet another summer, in which I did not see as many new ships as I did in 2015, but rather got a taste of the ships I have known for years under different liveries, different owners and different operations. #posidonhellas #2wayferries #saronicferries #summer2016 #greece #saronicgulf #aegean #aegina #piraeus #flyingdolphinxxix #flyingcat3 #hellenicseaways #ionis #leveferries #phivos #novaferries #agiosnektariosaeginas #anesferries #festospalace #minoanlines #bluehorizon #bluegalaxy #bluestarferries #vitsentzoskornaros #lanesealines #panagiatinou #ventourissealines #achaeos #osiosdavid #agiamarinaaeginis #evoïkoslines #elenaf #elenafshipping #tribute

Trip: 13 August 2020. From Aegina to Piraeus, with the APOLLON HELLAS of 2way Ferries. For this first time ever in this Blog, I find myself writing a Tribute Post about the same ship. Indeed, after having already written one on the APOLLON HELLAS during the trip that I had with the latter on 7 August 2017 from Piraeus to Aegina, I find myself writing a new one as the only trip that I had with her this year was quite particular. This was because the ship underwent a major refit, and as a result her amenities are completely different to the ones that I had shown you in her original Tribute Post. As you will see it in the upcoming pictures, her indoor areas were fully upgraded as part of a major renovation plan carried-out by 2way Ferries on the ship prior to the start of the 2020 summer season. They were modernised to today's standards, and they make her look much younger than usual, despite her celebrating her 30th anniversary this year. Besides this impressive transformation, she also saw her engines being upgraded, and she is thus able to sail much faster than before. Therefore, following all these changes, I thought this was the perfect moment to write a second Tribute Post about the APOLLON HELLAS. While I usually write just one Tribute Post for each ship on which I have traveled since this website was launched, under exceptional circumstances I can write a second one. This can happen if a ship on which I have previously traveled changes her ownership or her area of operations, or if such a ship underwent a major refit which changed her overall appearance and amenities, as it is the case here with the APOLLON HELLAS. While the ship's full historical background can be seen in either her page on the Gallery or in the previous Tribute Post, I still want to provide some information for viewers who see this post for the first time without having necessarily seen the aforementioned pages. The APOLLON HELLAS was built in 1990 in Greece, as the GEORGIOS of Akouriki Shipping Company, and she operated on the Saronic Gulf until 1995, when she was sold to the South Korean company Wing Ferry Company and was renamed SUN BEACH. After spending four years in South Korea, she was repatriated in the country where she had been built, hence becoming one of the few ships to have returned to Greece after having been owned by a company operating overseas. Her new owner was Poseidon Consortium Shipping, which renamed her APOLLON HELLAS and deployed her back on the Saronic Gulf in 1999. At the end of that same year, her company was taken over by the newly-formed giant Minoan Flying Dolphins, which then became Hellas Flying Dolphins in 2002. For the latter, the ship operated under the Saronikos Ferries division. In 2005 the company was restructured as Hellenic Seaways, and the ship continued to operate for them on the Saronic Gulf until 2013. In 2014 she was deployed on the Sporades for the first time in her career. She first operated on the Volos-Skiathos-Skopelos-Alonissos line, and in 2015 she was inserted on the Agios Konstantinos-Skiathos-Skopelos-Alonissos line. In 2016 she was sold to 2way Ferries, which coincidentally was the successor of Poseidon Consortium Shipping, and she therefore returned to her original owner, Papaïoannidis. After spending the summer on Agios Konstantinos-Skiathos-Skopelos-Alonissos line, she returned to the Saronic Gulf in 2017, being deployed on the Piraeus-Aegina-Methana-Poros line (which she had also served during her stint under Hellenic Seaways) under the Saronic Ferries joint venture (which includes 2way Ferries and Nova Ferries). So this is a quick overview of the ship's history, which has seen her operating in various areas, although her true base is the Saronic Gulf. In 30 years of service, she has operated on the Saronic Gulf in 23 of them. She has also been a notable part of my childhood, as I would travel regularly with her in order to go to Aegina, which is, as you know, one of the two islands in which I go to every summer in Greece. I would frequently see her docked in the ports of Aegina and Piraeus, or sailing in the middle of the Saronic Gulf. Since her return to the latter in 2017, I have traveled with her three times. The first time was, as I previously stated, on 7 August 2017 from Piraeus to Aegina. The second time was on 7 July 2018, again from Piraeus to Aegina, while the third time was this year, on 13 August 2020, as I was heading from Aegina back to Piraeus. After having arrived in Aegina on 7 August 2020 with one of the ship's fleetmates, the ACHAEOS, it was time for my family to head back to Athens as we were then planning to spend a few days in Andros before eventually going back to Aegina later in the summer. We thus left on 13 August 2020 during the afternoon, and the ship on which we were going to travel happened to be the APOLLON HELLAS. As such, this was my first-ever trip with the ship since her major refurbishment, and my second trip of the 2020 season. The APOLLON HELLAS seen in the port of Aegina, as she is loading passengers and vehicles right before her departure for Piraeus. The APOLLON HELLAS docked in Aegina, in what was her fourth consecutive season on the Saronic Gulf, as well as her fifth summer under 2way Ferries. The beautiful APOLLON HELLAS seen in Aegina. She is the only ship of her company that is not a double-ended ferry, as such she does not really fit the name of her owners. Regardless, she performs very well for them, with her success being even more considerable this year thanks to her renovation. The APOLLON HELLAS seen right before we embarked onboard her. As soon as we embarked onboard, I began to explore the renovated indoor areas of the ship. Indeed, compared to the last trip that I had with the APOLLON HELLAS, there were indeed notable changes. As you can see, new chairs and tables were added in the ship's lower accommodation deck indoor area. They are either grey or yellow, and they look much more comfortable and convenient. The floor and the ceiling were also modernised, while new white columns were added. A view of the ship's main indoor area, which clearly looks brighter and more modern compared to what it was previously. The ship's bar, operated by the well-known Greek chain Everest, was also upgraded. Moreover, the central lounges were removed and replaced by the new chairs. Moving more forward, one can spot additional chairs. Overall, the indoor lounge area just seemed like it was more appealing and upgraded due to it becoming more bright and with the wooden floor making it appear like there was more space, in contrast to the old carpet that was previously onboard the ship. Another view of the upgraded indoor lounge area. At the back one can spot the ship's reception desk and pursuer's office, which remained the same although the wall surrounding it was fully painted in dark grey. The new staircase leading to the upper passenger deck, which was however unaccessible during this trip. A view of the ship's upper passenger deck outdoor area, which features a sun deck with several seats. While the chairs appeared to be the same as the ones she usually has, they were certainly repainted as they looked very bright. The open deck seen at the highest accessible point of the ship, which helps the passenger have a 360 degree overview of the ship and her surroundings. It looked identical to the one I saw a when I had previously traveled with the ship, so I assume that it was not renovated in contrast to the indoor areas. A view of the ship's foremast. The ship's foremast carries two notable flags. The one at the top is the company flag of 2way Ferries, while the one at the bottom is the official flag of Aegina. Three of the ship's life-rafts, stored into canister containers, as it is the case with most ships operating on short-distance trips. At around 16:00, the APOLLON HELLAS left Aegina in order to begin her trip towards Piraeus. While departing the island, the hydrofoil FLYING DOLPHIN XVII of Hellenic Seaways was seen arriving. She is one of the many former fleetmates of the APOLLON HELLAS. The FLYING DOLPHIN XVII seen arriving in Aegina. Built in 1984, she has spent her entire career on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line on the Saronic Gulf. She began serving Ceres Flying Dolphins, until the latter was acquired by Minoan Flying Dolphins (the former owners of the APOLLON HELLAS) in 1999, which became Hellas Flying Dolphins in 2002 and then was rebranded as Hellenic Seaways in 2005. Crossing the FLYING DOLPHIN XVII as she heads towards the port of Aegina. This was her first summer under the new Hellenic Seaways livery that was introduced after the partnership with Cosmote (which saw the latter advertising the company's high speed craft) ended. As Hellenic Seaways decided not to collaborate with a new advertiser, the high speed craft were repainted in the company's traditional colours. Another view of the FLYING DOLPHIN XVII as she heads towards Aegina. I have traveled with her only once, back in 7 August 2019, when I headed from Aegina to Piraeus. The FLYING DOLPHIN XVII on her way towards Aegina. A few minutes later, I spotted one of the fleetmates of the APOLLON HELLAS, namely the double-ended ferry ACHAEOS. She was seen heading from Piraeus to Aegina. The ACHAEOS seen on the Saronic Gulf, while heading towards Aegina. Built in 2006 for 2way Ferries, she has been operating on the Piraeus-Aegina-Agistri line since 2014. Crossing the ACHAEOS, in what was her seventh consecutive season on the Saronic Gulf, and eighth overall. Indeed, she spent her debut summer in 2006 on the Piraeus-Aegina line. She then moved to the Ionian Sea after that year's summer, as she was deployed on the Igoumenitsa-Corfu line. Apart from a charter to the Italian company Blunavy from 2011 to 2012 (during which she operated on the Piombino-Elba line), she constantly remained in this service, before moving back to the Saronic Gulf in 2014. The ACHAEOS seen heading towards Aegina. Her return to the Saronic Gulf was very successful, and it eventually lead in her company becoming the main ferry operator there. Indeed, just one year after she began service on the Piraeus-Aegina-Agistri line, 2way Ferries bought the POSIDON HELLAS of Hellenic Seaways (which was also operating on the Saronic Gulf), and then just one year later they bought the APOLLON HELLAS, which became the third ship of the company to operate on the Saronic Gulf in 2017. The ACHAEOS seen on the Saronic Gulf, while heading towards Aegina. Just six days before taking this picture, I had traveled onboard her while heading from Piraeus to Aegina, with this marking my first trip for the 2020 season. The ACHAEOS seen on the Saronic Gulf. Overall, at the time of my trip with the APOLLON HELLAS, I had traveled with her seven times: twice in 2014, once in 2016, twice in 2018, once in 2019 and once in 2020. I then traveled with her two more time during the 2020 season, on 27 August 2020 and then on 13 September 2020 (both times from Aegina to Piraeus). One last view of the ACHAEOS as she is seen sailing towards the port of Aegina. The next ship that I saw was the hydrofoil FLYING DOLPHIN ATHINA of Aegean Flying Dolphins, which was also heading from Piraeus to Aegina Crossing the FLYING DOLPHIN ATHINA as she heads towards Aegina. She was built in 1991 and has spent the largest part of her career on the Saronic Gulf. She has been owned by Aegean Flying Dolphins since 2010, and spent her debut season under them on the Piraeus-Hydra-Spetses-Porto Cheli line. Since 2011 she has been on the same line as the ACHAEOS, namely the Piraeus-Aegina-Agistri line. The FLYING DOLPHIN ATHINA seen on the Saronic Gulf, during her eleventh season under Aegean Flying Dolphins, and tenth consecutive summer on the Piraeus-Aegina-Agistri line. Another view of the FLYING DOLPHIN ATHINA as she heads towards Aegina and Agistri. Just a few moments after seeing the FLYING DOLPHIN ATHINA, I again spotted the FLYING DOLPHIN XVII, although this time she was heading in the same direction as the APOLLON HELLAS. The FLYING DOLPHIN XVII, which had managed to quickly dock and load her new passengers in order to begin heading back to Piraeus. The FLYING DOLPHIN XVII preparing to pass by the APOLLON HELLAS. Crossing the FLYING DOLPHIN XVII on the Saronic Gulf, as she heads back to Piraeus. The FLYING DOLPHIN XVII seen during her first season while featuring the new and beautiful Hellenic Seaways livery. The FLYING DOLPHIN XVII having passed by her former fleetmate. Indeed, from 1999 to 2016, the two ships belonged to the same owner, namely Minoan Flying Dolphins (1999-2002), Hellas Flying Dolphins (2002-2005), and Hellenic Seaways from 2005 until the APOLLON HELLAS was sold to 2way Ferries in 2016. The FLYING DOLPHIN XVII continues to operate for Hellenic Seaways to date. The next ship that I went on to see was the conventional ferry AGIOS NEKTARIOS AEGINAS of ANES Ferries, which was also heading towards Aegina. The loyal and hardworking AGIOS NEKTARIOS AEGINAS seen heading towards Aegina. She was built in 1999 in Greece, and just like the APOLLON HELLAS, she has spent her Greek career on the Sporades and on the Saronic Gulf. She has been on the latter since 2001, when she first began service on the Piraeus-Aegina line, which she still serves to date. The AGIOS NEKTARIOS AEGINAS seen during her twentieth season on the Piraeus-Aegina line. Before that, she spent the first two summers of her career on the Sporades, as the PANAGIA SKIATHOU of the Northern Sporades and Evoia Shipping Company, while serving the Volos-Skiathos-Skopelos-Alonissos-Pyli line. She was renamed AGIOS NEKTARIOS AEGINAS in 2001, when she began operating on the Saronic Gulf, She remained under the Northern Sporades and Evoia Shipping Company until 2007, when she was bought by ANES Ferries. Despite the latter being initially based on the Dodecanese, she has remained on the Piraeus-Aegina line ever since. The AGIOS NEKTARIOS AEGINAS seen heading from Piraeus to Aegina. The AGIOS NEKTARIOS AEGINAS en route towards Aegina. After only an hour, at around 17:00, the APOLLON HELLAS had arrived in Piraeus. The first that I could spot from the ship's open deck was another one of her former Hellenic Seaways fleetmates. Indeed, it was the gigantic ferry NISSOS RODOS. A view of the NISSOS RODOS while is seen resting in Piraeus. She has been owned by Hellenic Seaways since 2005. She was operating on the Piraeus-Chios-Mytilene line on the Northeast Aegean Sea for the third summer in a row. At the entrance of the port was the ferry EKATERINI P of Fast Ferries. She was not operating during the 2020 summer season, as her crew instead continued the repair work on her engines, which were damaged in 2019, right before that year's summer season. The EKATERINI P seen alongside the larger ferry BLUE STAR 1 of Blue Star Ferries, which was preparing to depart for the Cyclades and the Dodecanese. The EKATERINI P seen in Piraeus. She was built in Japan in 1990 (the same year as the APOLLON HELLAS), and she first arrived in Greece in 1999 (the same year during which the APOLLON HELLAS returned to Greece) after having been bought by Fast Ferries. After her conversion, she first served the Igoumenitsa-Corfu line from 1999 to 2011. In 2012 she underwent another conversion and was deployed on the Cyclades, on the Rafina-Andros-Tinos-Mykonos line, where she became very successful. In 2016 she moved to the Rafina-Tinos-Mykonos-Naxos line, where she also had a very good stint. Her engine are currently being improved so that she can resume service in 2021. A view of the impressive BLUE STAR 1, which is the flagship of her company. For the 2020 season, she operated on the Piraeus-Syros-Paros-Naxos-Santorini-Samos-Kos-Rhodes line. The BLUE STAR 1, which, just like her company, was celebrating her twentieth anniversary since she first began operations. She has been one of her company's most useful ships, as she has operated across many areas, including the Adriatic Sea, the Cyclades, the Dodecanese, the Northeast Aegean Sea and Crete. She also had a brief stint abroad, when she was deployed on the Zeebrugge-Rosyth line on the North Sea from 2007 to 2008, back when Attica Group (the parent company of Blue Star Ferries) was operating there. The BLUE STAR 1 seen in Piraeus. After serving the Northeast Aegean Sea from 2015 to 2018, she was now on her third consecutive summer on the Cyclades and the Dodecanese (where she also operated from 2002 to 2004, from 2008 to 2012, and in 2014). She was one of the three ships of Blue Star Ferries to operate on the Dodecanese, the other ones being her sister ship, the BLUE STAR 2, and the BLUE STAR CHIOS (ex-NISSOS CHIOS of Hellenic Seaways, hence a former fleetmate of the APOLLON HELLAS), which joined the company in 2020. Another view of the EKATERINI P, which was spending her second straight summer in the Piraeus area as a result of her engine failure. The BLUE STAR 1 seen in Piraeus, shortly before she departed the port. Next to her was the high speed ferry SUPERRUNNER of Golden Star Ferries, which was seen in Piraeus. The NISSOS RODOS docked in Piraeus. The BLUE STAR 1 seen in Piraeus, right before her late afternoon departure for Syros. One last view of the BLUE STAR 1 in Piraeus. The EKATERINI P and the BLUE STAR 1 seen together in Piraeus. Passing by the NISSOS RODOS, another former fleetmate of the APOLLON HELLAS. I then went on to see three other high speed craft. The first two were high speed ferries, while the third one was a high speed trimaran. Indeed, I saw the SUPEREXPRESS of Golden Star Ferries, the CHAMPION JET 1 of Sea Jets and the SUPERSPEED of Golden Star Ferries. Next to them, I saw two other high speed ferries. The first one was the hydrofoil FLYING DOLPHIN XXIX of Hellenic Seaways (which was leaving Piraeus), while the other one was the high speed catamaran CHAMPION JET 2 of Sea Jets. She is a sister ship and a fleetmate of the CHAMPION JET 1. Moreover, she was built in the same shipyard as the SUPERXPRESS, which is the famous Incat Shipyard in Australia. All three ships operated on the Channel before later coming to Greece. The SUPEREXPRESS and the CHAMPION JET 1 seen together in Piraeus. Both of them are fierce rivals, as their owners, who are mainly based on the Cyclades, engage in an intensive competition through the many impressive high speed craft that they have at their disposal. Both ships used to also operate for the Spanish company Naviera Armas. Indeed, the SUPEREXPRESS (then known as the EXPRESS) was under charter to them in 2018 (the summer before she joined Golden Star Ferries), while the CHAMPION JET 1 was chartered to them the following year. She then rejoined Sea Jets in 2020. A view of the SUPERSPEED in Piraeus. She became the second high speed craft to join her company, the first one being the SUPERRUNNER. She was bought in late 2017, and first began service in 2018, on the Sporades, while serving the Thessaloniki-Skiathos-Skopelos-Alonissos line. In 2019 she moved to the Cyclades, and had an unfortunate season on the Rafina-Syros-Mykonos-Paros-Naxos-Koufonisi-Amorgos line, as she suffered a major engine failure which ended her summer prematurely. I then spotted the BLUE HORIZON of Blue Star Ferries, which operates on the Piraeus-Heraklion line since 2014. The FLYING DOLPHIN XXIX, another former fleetmate of the APOLLON HELLAS, seen leaving the port of Piraeus. Crossing the FLYING DOLPHIN XXIX as she is seen leaving Piraeus. Just like the FLYING DOLPHIN XVII, she operates on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. She is also seen carrying the new livery of Hellenic Seaways. Another view of the FLYING DOLPHIN XXIX, which is the youngest active hydrofoil in Greece. Indeed, she was built in 1993 for Ceres Flying Dolphins, and since the start of her career she has been operating on the Saronic Gulf. Right behind her, another ship was seen leaving the port. This time, it was a new ship which I saw for the first time in my life. Indeed, it was the small high speed boat SEBECO of ANES Ferries, which was spending her debut season on the Piraeus-Northern Aegina line, serving the port of Souvala. The SEBECO seen leaving Piraeus, with the CHAMPION JET 2 spotted right behind her. She was built in 2018 in Greece, and spent her first two summers under ANES Ferries on the Rhodes-Symi line on the Dodecanese. In 2020 she came to the Saronic Gulf for the first time, as she replaced the AGIA MARINA AEGINIS (which was bought by ANES Ferries in 2019), which was not activated during the summer, and has been rumoured to have been sold to Aqua Vera NE, a newly-established company. The SUPEREXPRESS seen in Piraeus, during her second year under Golden Star Ferries. The SEBECO seen leaving Piraeus in order to head towards the port of Souvala in Aegina. Right behind her was yet another ship which had departed the port. This time, it was the small passenger boat GEORGIOS BROUFAS of Broufas Vessels, which operates on the Piraeus-Salamina line. While the APOLLON HELLAS was heading towards her docking spot, I saw that the PHIVOS of Nova Ferries was docked there. Just like the APOLLON HELLAS, she operates on the Piraeus-Aegina-Methana-Poros line. Next to the PHIVOS was the POSIDON HELLAS (also owned by 2way Ferries), and the FLYING DOLPHIN XVII, which had arrived in Piraeus. The SEBECO seen leaving Piraeus. In 2019, a ship which also had her name and which was built in the same shipyard as her was operating on the Saronic Gulf. Indeed, it was the SEBECO II of Alko Ferries, which was built in 2019 (a year after the SEBECO) and was operating on the Piraeus-Aegina-Agistri line. She stayed there for just one season, as she moved to the Rhodes-Chalki line on the Dodecanese (where the SEBECO had previously been operating) in 2020. Another view of the SEBECO, in what was her first summer on the Saronic Gulf. The GEORGIOS BROUFAS seen leaving Piraeus for Salamina. Built in 1997 in Greece, she has spent her entire career on the Piraeus-Salamina line, except for 2016, when she operated for one single season on the Cyclades, on the Ios-Sikinos-Folegandros line. The CHAMPION JET 2 seen in Piraeus. In 2020, she was deployed on the Piraeus-Serifos-Sifnos-Milos line, on the Western Cyclades, where she has had a very successful service. The CHAMPION JET 2 seen in Piraeus. This was her sixth season under Sea Jets, and all of them have been spent on the Cyclades. In 2015 and in 2016 she was on the Piraeus-Mykonos-Naxos-Santorini line, while from 2017 to 2019 she served the Heraklion-Rethymnon-Santorini-Ios-Naxos-Paros-Mykonos line. A view of the three Incat-built catamarans seen in Piraeus: the CHAMPION JET 2, the SUPEREXPRESS and the CHAMPION JET 1. The BLUE HORIZON seen with her fleetate, the BLUE GALAXY. The former operates on the Piraeus-Heraklion line since 2014, while the latter serves the Piraeus-Chania line since 2015, when she first joined the company. Both ships previously operated on the Adriatic Sea, before being temporarily laid-up in the early 2010s as a result of the Greek financial crisis. However, since the mid 2010s, they have been serving Crete, where they have become acclaimed ferries. Interestingly, both ships were also fleetmates back when they operated in Japan, as they were both built for and operated under Higashi Nihon Ferry before then leaving in order to start their careers in Greece. The BLUE GALAXY seen during her sixth season under Blue Star Ferries. Before that, she was the LEFKA ORI of ANEK Lines, and she was operating on the Adriatic Sea, first on the Patras-Igoumenitsa-Corfu-Trieste line (2000-2004) and then on the Patras-Igoumenitsa-Corfu-Venice line (2005-2011). After a failed charter to the South Korean company Jeju Cruise Line which kept the ship inactive from 2012 to 2014, she was acquired by Blue Star Ferries and began service on the Piraeus-Chania line as the BLUE GALAXY. The BLUE GALAXY seen in Piraeus. Two years and one month before taking this picture, I had notably seen the ship's impressive maneuvering procedure upon arriving in Piraeus, back when I went to visit the port in the early evening of 13 July 2018. As the APOLLON HELLAS began docking in Piraeus, I spotted yet another one of her former fleetmates. This time, it was the fantastic HIGHSPEED 4 of Hellenic Seaways, which was also carrying her company's new livery. On the ship's port side, I spotted two of her former fleetmates as well. Indeed, these were the HELLENIC HIGHSPEED and the FLYINGCAT 5, which were also carrying the new livery of their owner, Hellenic Seaways. Behind them is the BLUE STAR PATMOS of Blue Star Ferries, which was operating on the Piraeus-Syros-Paros-Naxos-Ios-Santorini-Anafi-Ikaria-Samos line. The FLYINGCAT 5 spotted in Piraeus, in what was her first season on the Saronic Gulf since 2017. Owned by Hellenic Seaways since 2005, this was her third season on the Saronic Gulf, having been deployed there in 2014, 2017 and 2020. Apart from these seasons, she operated on the Sporades, on the Agios Konstantinos-Volos-Skiathos-Skopelos-Alonissos line. She had notably spent a season operating on the Sporades alongside the APOLLON HELLAS back when she was also operating there. In 2020, she was operating on the Piraeus-Aegina-Agitri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. Another view of the HIGHSPEED 4, which has been among the best ships to operate on the Cyclades, which she has been doing since she was built in 2000. The PHIVOS, which is another Saronic Gulf veteran ferry. Built in 1980 (ten years before the APOLLON HELLAS), she was bought the then-newly-established company Nova Ferries in 2004, and entered service on the Saronic Gulf in 2005. She was first on the Piraeus-Aegina-Methana-Poros-Hydra line, before she started operating exclusively on the Piraeus-Aegina line from 2007 to 2013. Since 2014, when the Saronic Ferries joint venture was established, she has been serving the Piraeus-Aegina-Methana-Poros line. Some impressive traffic in Piraeus, as three small ships operating on the Saronic Gulf are all seen leaving the port. These are the SEBECO, the GEORGIOS BROUFAS and the FLYING DOLPHIN XXIX. Next to the latter is her fleetmate, the NISSOS RODOS. The PHIVOS and the POSIDON HELLAS seen in Piraeus. Alongside the APOLLON HELLAS and the ACHAEOS, they are the four ferries operating under the Saronic Ferries joint venture. The FLYING DOLPHIN XVII docked in the port of Piraeus. The POSIDON HELLAS seen in Piraeus. She was built in 1998 in Greece and began operating for Poseidon Consortium Shipping on the Saronic Gulf. The latter company was the one that repatriated the APOLLON HELLAS from South Korea just a year later, and which gave her current name. The POSIDON HELLAS then operated under Minoan Flying Dolphins on the Saronic Gulf, under the Saronikos Ferries division, something that she also did when the company was known as Hellas Flying Dolphins from 2002 to 2005. She then spent 10 years under Hellenic Seaways before she was bought by 2way Ferries in 2015. Just one year later, she was reunited with the APOLLON HELLAS, which was sold to 2way Ferries as well. Another view of the PHIVOS, which is a ship on which I have traveled numerous times, including on 7 August 2015, while heading from Aegina to Piraeus. The POSIDON HELLAS, which has been a frequent fleetmate of the APOLLON HELLAS, under three different owners. In fact, for all but two years since she began service, she has been a fleetmate of the APOLLON HELLAS. These were her debut year in 1998, when the APOLLON HELLAS was still in South Korea, and 2015, when the APOLLON HELLAS spent her final season under Hellenic Seaways before joining 2way Ferries as well. Another view of the great PHIVOS, as she is seen resting in Piraeus. A view of the CHAMPION JET 2, which was about to depart the port of Piraeus in order to head towards Serifos, Sifnos and Milos. After the APOLLON HELLAS had finished maneuvering in Piraeus, we disembarked, and this therefore marked the end of my trip. I was very impressed with the new indoor areas of the ship, and they clearly make her stand out compared to how they looked previously, and they do make her appear like a much more modern ship. She also sailed efficiently and much faster compared to my past trips with her. Overall, the trip was very pleasant, as I saw several other ships as well, including several of her Hellenic Seaways fleetmates and many well-known ships of the Aegean Sea. This therefore marked the end of my first spell in Aegina for the summer of 2020, although my experience with the Greek coastal service was far from being over, as the days that followed this trip were also extremely interesting and eventful. You will learn more about them in the upcoming posts. #apollonhellas #2wayferries #saronicferries #summer2020 #greece #saronicgulf #aegean #aegina #piraeus #flyingdolphinxvii #nissosrodos #flyingdolphinxxix #highspeed4 #hellenichighspeed #flyingcat5 #hellenicseaways #achaeos #posidonhellas #flyingdolphinathina #aegeanflyingdolphins #agiosnektariosaeginas #sebeco #anesferries #ekaterinip #fastferries #bluestar1 #bluehorizon #bluegalaxy #bluestarpatmos #bluestarferries #superrunner #superexpress #superspeed #goldenstarferries #championjet1 #championjet2 #seajets #georgiosbroufas #broufasvessels #phivos #novaferries #tribute #secondtribute

The IONIAN SKY laid-up in Salamina during the summer of 2019, which happened to be the last one she spent in Greece as she headed for scrap just six months later. Just two months after writing my Blog post about the FLYING DOLPHIN XVIII of Hellenic Seaways, I now find myself writing another Ship Farewell Tribute post, as the veteran Ro-Pax ferry IONIAN SKY of Agoudimos Lines and formerly under charter to NEL Lines departed Salamina, where she had been laid-up since 2013, for the Turkish coastal city of Aliağa in order to be scrapped. This therefore ended the 46-year-long career of this particular ferry, which was built in 1974 in Japan and spent her first 24 years there, before spending the remaining 22 years of her life In Greece, although the last seven years saw her inactive due to her owners' severe financial difficulties which led to their (and the ship's) eventual downfall. The IONIAN SKY, which saw the majority of her Greek stint on the Adriatic Sea, was a classic Japanese-built ferry which became one of the many that went on to spend the second part of their career from the 'Land of the Rising Sun' to the Greek coastal service. She was bought by the historic Greek company Strintzis Lines in order to provide a fast service between Italy and Greece. Following a successful career in Japan, she did not really undergo an extensive conversion like that of many of her compatriots which were acquired by Greek companies, and this did not necessarily make her superior to the newly-built cruiseferries that soared the Adriatic Sea market in the late 1990s and early 2000s. Despite this, she performed loyally for Strintzis Lines as the IONIAN VICTORY, before the latter company was taken over by Attica Group in 2000, resulting in the creation of the new company Blue Star Ferries. Renamed BLUE SKY, the ship continued to serve the Adriatic Sea until her owners sought to renew their fleet by selling most of the older ferries that they owned at the time. Plagued by several engine failures during her stint with Blue Star Ferries, she then joined Agoudimos Lines, a traditional company with many years of service on both the Adriatic Sea and the Aegean Sea, in 2004. Renamed IONIAN SKY, she continued to provide reliable service on the Adriatic Sea until the early 2010s, when the Greek financial crisis began to hit the ferry industry. As a result, her owners started to become very vulnerable from a financial point of view, and she was eventually arrested by her crew following the completion of the 2012 season. She then managed to look for an opportunity to redeem herself by being chartered by NEL Lines for service on the Northeast Aegean Sea in 2013. Her stint there however was a failure, as she suffered from multiple engine troubles which ended her season and her charter prematurely. Combined with NEL Lines' economic difficulties and Agoudimos Lines shutting down operations in late 2013, the IONIAN SKY was laid-up in Salamina, where she proceeded to remain, under a very bad condition, until four days ago. Some comeback attempts did occur, however none of them came to fruition, and, as a result, the ship was forced to end her career by being demolished in Turkey. Despite her downfall during the 2010s, the ship is still remembered fondly by passengers who traveled with her on the Adriatic Sea, and she did experience some successful summers with all three owners under whom she operated. While she never became one of the best ships to ever operate on the Adriatic Sea, and was nowhere near the standards of the younger cruiseferries against which she had to compete, she still had some bright moments, and would still be a useful ferry on any long-distance service in Greece if she had been managed by a more prosperous shipping company. Just like all Ship Farewell Tribute posts that I have done in the past, this Blog post covers the entire history of the IONIAN SKY, from her career in Japan until her long lay-up in Salamina. Personally, I was never able to see and photograph the ship during the period when she was still active. Instead, I photographed her for the first and only time on 28 July 2019, while I was heading from Perama to Salamina with the GLYKOFILOUSA VIII of Panagia Glykofilousa NE. It happened to be during her last summer of lay-up, and she continued to be seen languishing in the small port of Ambelakia. I never got the chance to travel with her either, as I have not been a frequent Adriatic Sea passenger. Despite this, I still admired this ship and was upset when I heard that her career was nearing the end. This post will hence help the readers see what the ship's true career was, and not only base it on the three pictures I took of her while she was laid-up (which will be shown towards the end of this post). The IONIAN SKY was built in Japan in 1974, in the Hayashikane Zosen Shipyard in Shimonoseki, as the SAPPORO MARU for the Japanese company Nihon Enkai Ferry. The latter had been established in 1970 in order to connect the capital city, Tokyo, with Matsusaka and the island of Hokkaido, as well as Osaka with the island of Kyushu. They notably inaugurated the new Tokyo-Tomakomai line in 1972, by deploying two newly-built sister ships connecting the Japanese capital with Tomakomai, the largest city of the Iburi Subprefecture located in the Hokkaido Prefecture, through the North Pacific Ocean (located along the Eastern coasts of the country). These two ships were the ERIMO MARU and the SHIRETOKO MARU, which later became the legendary KING MINOS and N. KAZANTZAKIS of the Greek company Minoan Lines, from 1987 to 2002 and from 1989 to 2001, respectively. The successful entry of both sister ships prompted Nihon Enkai Ferry to order a new ferry to operate alongside them. They were initially due to deploy the newly-built PEGASUS in 1973, but the latter instead joined Taiyō Ferry on the Osaka-Kanda line. She later became the famed APTERA of ANEK Lines, operating for them from 1985 to 2006. As Nihon Enkai Ferry failed to operate the PEGASUS, they instead ordered another newly-built ferry, namely the SAPPORO MARU, which was due to be even faster than the ERIMO MARU and the SHIRETOKO MARU. Named after the city of Sapporo (which is the largest city in Hokkaido and the fifth largest city in Japan) and registered in Tokyo, she began service in 1974 on the Tokyo-Tomakomai line. Her service there was as successful as that of her two elder fleetmates, and she helped cement the presence of her company on the service between Honshu and Hokkaido. At the time of her entry to service, she was considered by many as one of the most luxurious ferries in Japan, as she became the first ship on the Tokyo-Tomakomai line to feature premium cabins and a swimming pool. She also maintained a regular speed of 22 knots, which made her one of the fastest ferries in Japan at the time. Following the increasing demand due to the success of the service, Nihon Enkai Ferry ordered two Ro-Ro carriers from a class of five sister ships which were being built in the same shipyard as the one where the SAPPORO MARU was built in Shimonoseki. The first ship was the TOMAKOMAI MARU, which was completed in 1975 and also entered service on the Tokyo-Tomakomai line. She also went on to operate in Greece later in her career, as she was bought in 1999 by Minoan Flying Dolphins, becoming the NAVE TRAILER and operating on the Corinth-Venice line on the Adriatic Sea. Her owners became Hellas Flying Dolphins in 2002 and were then rebranded as Hellenic Seaways in 2005, and in 2007 she was renamed HELLENIC TADER, and continued to operate until she was sold for scrap in 2013. The second ship was the TOKYO MARU, which also entered service on the Tokyo-Tomakomai line after her construction was completed in 1976. She also went on to operate Minoan Flying Dolphins/Hellas Flying Dolphins/Hellenic Seaways, as she joined her sister ship on the Corinth-Venice line as the CIELO TRAILER from 1999 to 2007 and then as the HELLENIC CARRIER from 2007 to 2010, being sold for scrap during the latter year. With five ships operating on the Tokyo-Tomakomai line (with all of them going on to be acquired by Greek companies later in their careers), Nihon Enkai Ferry had a very successful period during the 1970s, and managed to make the ferry industry in Japan even more popular and appreciated by passengers and freight operators. The SAPPORO MARU seen in Tomakomai, during her first years of operations. Picture found on the book 'History of Japanese Car Ferries' and published on www.adriaticandaegeanferries.com. A picture of the SAPPORO MARU in an advertisement card made by Nihon Enkai Ferry, whose logo can be seen below the ship. Picture published on www.simplonpc.co.uk. The SAPPORO MARU continued to provide excellent service on the Tokyo-Tomakomai line for the following 11 years. In 1985, she had a change in service for the first time in her career, as she was transferred to the newly-launched Ōarai-Tomakomai line. She became the first-ever ship to serve it, and she appeared to be able to provide an alternative service to Tomakomai other than that of Tokyo. Indeed, Ōarai, located in the Ibaraki Prefecture, was a prominent town that was part of the Greater Tokyo Area, and had a more direct proximity with the North Pacific Ocean that allowed a quicker service towards ports on Hokkaido like Tomakomai. The SAPPORO MARU had a very successful stint in her new service, which today is considered to be one of the most important of the Japanese coastal service. Two years later, however, Nihon Enkai Ferry deployed the newly-built ferry ŌARAI MARU on the Ōarai-Tomakomai line. That ship, which was far larger than the SAPPORO MARU, had been built in order to serve more passengers and freight respectively. She also went on to operate in Greece, when she was chartered to NEL Lines between 2010 and 2012 as the COLOSSUS, operating on the Corinth-Venice line in 2010 and on the Piraeus-Kos-Rhodes line on the Dodecanese, before leaving the company in 2012. She was scrapped in 2013 at the age of 26, the year during which the SAPPORO MARU joined NEL Lines as the IONIAN SKY. As a result of the introduction of the ŌARAI MARU, the SAPPORO MARU returned to the Tokyo-Tomakomai line in 1987, covering the service left by the ERIMO MARU, which had been sold to Minoan Lines, becoming the KING MINOS and being initially inserted on the Adriatic Sea in 1988. Another advertisement made by Nihon Enkai Ferry featuring the SAPPORO MARU while she is sailing during her stint under the company. Picture available from the collection of Marko Hänninen and published on www.faktaomfartyg.se. Everything appeared to be going normally for the SAPPORO MARU on the Tokyo-Tomakomai line during the late 1980s. At the turn of the decade, however, Nihon Enkai Ferry was sold to the newly-established company Blue Highway Line, which was formed through a merger with the company Nippon Kosoku Ferry Company (also known as Japan Fast Ferry Company). The new company sought to continue operating the services of their predecessors between Honshu and Hokkaido. The SAPPORO MARU and the ŌARAI MARU therefore joined the company in 1990, while the TOKYO MARU and the TOMAKOMAI MARU were sold to the Japanese company Kawasaki Kinkai Kisen. Blue Highway Line continued the naming policy used by Nippon Kosoku Ferry Company, which consisted of all ships being named 'SUNFLOWER' followed by a number. This was however done by using the 'SUNFLOWER' prefix and then the name of a Japanese city. As a result, the SAPPORO MARU was renamed SUNFLOWER SAPPORO, while the ŌARAI MARU was renamed SUNFLOWER ŌARAI. Both ships continued to operate on their respective lines. The SUNFLOWER SAPPORO seen with the well-known livery of Blue Highway Line (known as MOL Ferry since 2003), in a postcard made by her company. Picture published on www.adriaticandaegeanferries.com. The SUNFLOWER SAPPORO seen in an advertisement of Blue Highway Line, as she sails on the North Pacific Ocean. Picture published on www.simplonpc.co.uk. As the 1990s progressed, the SUNFLOWER SAPPORO began to show signs of aging and of being outdated. This, combined with the increasing demand for freight service on the Tokoyo-Tomakomai line and on the Ōarai-Tomakomai line, led Blue Highway Line to order a significant amount of large cruiseferries and Ro-Ro carriers that could have a much bigger passenger and vehicle capacity than the incumbent ferries. As a result, in 1997, the four-year-old cruiseferries SUNFLOWER KIRISHIMA and SUNFLOWER SATSUMA were inserted on the Tokyo-Tomakomai line, at the expense of the SUNFLOWER SAPPORO. The latter therefore left the line after 10 consecutive years of service, and 21 years altogether, as she had also operated there from 1974 to 1985. She was transferred to the Osaka-Shibushi line, where the SUNFLOWER KIRISHIMA and the SUNFLOWER SATSUMA were previously operating, thus connecting Honshu with the Kagoshima Prefecture on Kyushu via the Kanmon Straits. She was joined in this new service by the SUNFLOWER ERIMO (later the YONG XIA of the Chinese company Dalong Ferry, which was sold for scrap in 2019). The SUNFLOWER SAPPORO began her new service on the Osaka-Shibushi line during the 1997 season. However, she stayed there for just one year. Indeed, as part of her company's ongoing fleet renewal plan, her service was taken over by the SUNFLOWER ŌARAI, as the latter had herself been replaced by the newly-built SUNFLOWER TSUKUBA on the Ōarai-Tomakomai line. The latter ship entered service there in 1998, and, since 2007, she has been known as the great ELYROS of ANEK Lines in Greece. As a result, the SUNFLOWER SAPPORO, now aged 24, no longer had a role within the plans of Blue Highway Line (which became MOL Ferry in 2003), and was therefore listed for sale. Fortunately for the ship, she did not need to wait for a long time in order to find a new owner, as she was quickly sold to the Greek company Strintzis Lines in 1998. That company was one of the most historical operators in the Greek coastal service, having had an acclaimed service on the Ionian Sea, on the Adriatic Sea, on the Cyclades and on the Dodecanese. Founded by the legendary Strintzis family, which came from the island of Kefalonia on the Ionian Sea, the company began operations in 1960, by deploying the little ferry AGIOS GERASIMOS on the Patras-Kefalonia-Ithaca line. Almost 30 years later, they found themselves with a very large fleet featuring some of the best ships the Greek coastal service has ever seen. Their initial success on the Ionian Sea with the AGIOS GERASIMOS and then with the legendary AINOS (later the HYDRA of Ventouris Ferries and then the AGIOS NEKTARIOS of Ventouris Lines) and the KEFALLINIA (later the EXPRESS PAROS of Amorgos Ferries-Katapoliani) prompted them to expand their services on the Adriatic Sea, going on to buy several ships which had very successful stints while connecting Greece with Italy, such as the first IONIAN STAR (operating for them from 1976 to 1990), the IONIAN GLORY (which operated for them from 1981 to 1988), the historic IONIAN SUN (1986-2000), the IONIAN FANTASY (1988-1994, later known as the IONIAN SEA, going on to operate on the Dodecanese first for Strintzis Lines, then as the DIMITRA for GA Ferries and finally as the LEROS for DANE Sea Line before being scrapped in 2001), and the legendary sister ships IONIAN GALAXY and IONIAN ISLAND (which also operated in Japan during the early stages of their careers). All these ships had a very successful career on the Adriatic Sea, and cemented Strintzis Lines' dominance and reputation as one of the most efficient shipping companies at the time. Further successes were noted on the Cyclades, with the iconic EPTANISOS (the former VALENCAY of the British conglomerate Sealink) having a legendary stint on the Rafina-Andros-Tinos-Mykonos-Syros line from 1984 to 1992, becoming one of the best ships to have ever operated from Rafina. Her successors, the SUPERFERRY and the SUPERFERRY II, brought further success, the latter in particular becoming one of the most acclaimed ferries in the history of the Greek coastal service. In 1995, the newly-built high speed catamaran SEA JET 1 was deployed on the Cyclades, while the Patras-Kefalonia-Ithaca line experienced a revolution through the introduction the then-recently-acquired ferry KEFALONIA (formerly the VENUS of the Japanese company Higashi Nihon Ferry). By that time, however, competition on the Adriatic Sea had reached new heights, due to the newly-established company Superfast Ferries, managed by the acclaimed Pericles Panagopoulos of Attica Group, deploying two brand new and extremely fast cruiseferries, the SUPERFAST I and the SUPERFAST II, on the Patras-Ancona line. As their entry to service marked the start of a new era where speed and comfort were the essential components of the perfect trip on the Adriatic Sea, numerous operators began to suffer from the new competition. Only a few companies decided to imitate the new model introduced by Panagopoulos, with these being Minoan Lines, ANEK Lines and Strintzis Lines. In response to the introduction of the newly-built cruiseferries IKARUS PALACE and PASIPHAE PALACE by Minoan Lines on the Patras-Igoumenitsa-Ancona line in 1997 and 1998, respectively, as well as that of the then-recently-converted Japanese-built sister ships KRITI I and KRITI II by ANEK Lines on the same line in 1997, Strintzis Lines bought two Japanese ferries with significant speed and vehicle capacity in order to deploy them as Ro-Pax ferries on the Adriatic Sea. These were the VARUNA of Higashi Nihon Ferry (built in 1987), and the SUNFLOWER SAPPORO. Both ships arrived in Perama in order to begin their respective conversions. The SUNFLOWER SAPPORO left Japan for the last time in early 1998, and arrived in Greece, whereupon she was renamed IONIAN VICTORY. She therefore had the 'IONIAN' prefix used by most ships of Strintzis Lines. She was the second ship in the history of the company to be named IONIAN VICTORY, as the original one used to operate for Strintzis Lines on the Adriatic Sea from 1984-1986. She then had stints as the PALOMA for the now-defunct Greek companies Afroessa Lines (1986-1990) and Arkadia Lines (1990-1993), before ending her career in China as the JINH HU of Shantou Shipping between 1993 and 2004. The VARUNA was renamed SUPERFERRY HELLAS. Both ships were registered in Piraeus. The IONIAN VICTORY seen undergoing her conversion in Perama in 1998. Her funnels were upgraded, as did her garage and her indoor lounge areas and cabins. Her windows and side alleys were also modified. Her swimming pool was removed as well. Picture taken by Antonis Molos and published on www.nautilia.gr. During her conversion, the IONIAN VICTORY had all her areas improved to Adriatic Sea standards. However, as Strintzis Lines wanted to have her deployed as soon as possible, her refit was rather considered to have been done in a rush, and she therefore did not acquire any additional amenities. This became apparent when ships with wider lounge areas and with more cabins entered service, and the IONIAN VICTORY did not have enough of them for such a long service. Furthermore, her engines from Japan, which had been the same since she began operating in 1974, were not upgraded, which made her vulnerable from a technical point of view. She entered service in 1998 on the Patras-Igoumenitsa-Corfu-Ancona-Venice line, replacing the IONIAN GALAXY which was chartered to the Libyan company Libya National Maritime for the 1998 season. Her service during her first season received mixed reviews. Praised for her large garage (thus satisfying freight demand), she did not have the same luxurious amenities as the IONIAN GALAXY and her partner on the line that season, the IONIAN ISLAND. Furthermore, one of the main reasons why she was bought was because she was reportedly able to sail under an average speed of 22 knots, but this never happened during her spell in Greece, and her engines were one of her biggest weaknesses. She was therefore less preferred than the IONIAN ISLAND or by the ships of Superfast Ferries (notably the impressive sister ships SUPERFAST III and SUPERFAST IV, which were delivered in 1998), Minoan Lines and ANEK Lines. The IONIAN VICTORY seen maneuvering in Igoumenitsa during her debut summer under Strintzis Lines in 1998. Just like all ships of the company, she bore its iconic dark blue livery. Picture taken by Ton Grootenboer and published on www.faktaomfartyg.se. The IONIAN VICTORY seen resting in Patras, during her debut season under Strintzis Lines in 1998. It was also her first-ever summer operating in Greece. Picture taken by Michele Lulurgas and published on www.adriaticandaegeanferries.com. Following the completion of the conversion of the SUPERFERRY HELLAS in 1999, the latter replaced the IONIAN VICTORY on the Patras-Igoumenitsa-Corfu-Ancona-Venice line, along with the returning IONIAN GALAXY. The IONIAN VICTORY was instead placed on the direct service on the Patras-Ancona line, without making any intermediate stops. She replaced the second IONIAN STAR (built in 1992, owned by Strintzis Lines from 1994 to 1999), which was sold to the French company Compagnie Méridionale de Navigation (also known as La Méridionale). There, she directly competed against the SUPERFAST III and the SUPERFAST IV of Superfast Ferries, and had an average spell. During that year, and ahead of the transition to the 21st century, Strintzis Lines reached the peak of their history, with continuous success on the Adriatic Sea, the Ionian Sea and the Aegean Sea. They had the IONIAN VICTORY on the Patras-Ancona line, the IONIAN GALAXY and the SUPERFERRY HELLAS on the Patras-Igoumenitsa-Corfu-Ancona-Venice line, the IONIAN ISLAND on the Patras-Igoumenitsa-Bari line and the IONIAN BRIDGE (which had been acquired in 1997) on the shorter Igoumenitsa-Corfu-Brindisi line on the Adriatic Sea. On the Ionian Sea, they were extremely dominant on the Patras-Kefalonia-Ithaca line with the KEFALONIA and on the Kyllini-Kefalonia line with the EPTANISOS and the IONIAN SUN. In the case of the Cyclades, the SUPERFERRY II and the SEA JET 1 continued their successful operations from Rafina. They were joined by the SEA JET 2, sister ship of the SEA JET 1, which had been initially operating as the MIRAGE on the Saronic Gulf under Strintzis Lines in 1998, before being renamed and deployed in Rafina as well. The SUPERFERRY was also available for the company on the Cyclades. Furthermore, in anticipation of the newly-built cruiseferries ordered by Superfast Ferries, ANEK Lines and Minoan Lines from 2000 to 2002, the company ordered five different cruiseferries. Two were due to enter service in 2001 on the Northeast Aegean Sea, one was to be deployed in 2000 on the Kyllini-Kefalonia line, and the other two, the largest ships ever ordered by Strintzis Lines, the SUPERFERRY ATLANTIC and the SUPERFAST PACIFIC, were to be deployed on the Patras-Ancona line in 2000 instead of the IONIAN VICTORY. The IONIAN VICTORY seen docked in the port of Patras in 1999. Picture taken by Ton Grootenboer and published on www.faktaomfartyg.se. Despite their continuous success and the incoming new ferries, Strintzis Lines unexpectedly saw their services end in 2000, during one of the most shocking changes in Greek coastal service history. Indeed, Attica Group, which oversaw Superfast Ferries, purchased the majority of the stakes in Strintzis Lines, hence absorbing them. While the majority of the Strintzis family joined the board of directors of Attica Group, the company had to end its operations, and this resulted in the creation of a new operator, namely Blue Star Ferries. Ahead of the 2000 season, the newly-formed Blue Star Ferries carried on the plans introduced by their predecessors and remodeled some of the previous services in order to maintain a strong presence on the Adriatic Sea against ANEK Lines and Minoan Lines, as well as on the Ionian Sea and on the Cyclades. The first three newly-built ferries arrived that year. The first ship to arrive was the small day ferry BLUE STAR ITHAKI from South Korea, which was deployed on the Cyclades instead of the Kyllini-Kefalonia line where she had initially been set to operate. Her service there was acclaimed immediately, and she went on to become one of the best ferries of the Greek coastal service. The other two ferries were the SUPERFERRY ATLANTIC and the SUPERFERRY PACIFIC, which had been completed in The Netherlands as the BLUE STAR 1 and the BLUE STAR 2, respectively, with the former becoming the company's flagship. Both ships were deployed on the Patras-Brindisi-Ancona line in 2000, and then on the Patras-Igoumenitsa-Ancona line in 2001. They also became very successful, but eventually the company preferred to have them on the Aegean Sea. Blue Star Ferries then decided to structure themselves under three different divisions, based on the different ships it owned. The three newly-built ferries operated for the core Blue Star Ferries brandname, while the SEA JET 1 and the SEA JET 2 joined the newly-formed Blue Star Jets division. The remaining ferries, with the exception of the EPTANISOS which was sold to Ventouris Ferries, joined the Blue Ferries division, which regrouped all the ferries previously operating under Strintzis Lines. The large majority of the ships were renamed, switching their 'IONIAN' prefix with a new 'BLUE' prefix. The SUPERFERRY II, the KEFALONIA and the IONIAN SUN kept their original names. The IONIAN GALAXY, the IONIAN ISLAND and the IONIAN BRIDGE were renamed BLUE GALAXY, BLUE ISLAND and BLUE BRIDGE, respectively. The SUPERFERRY was renamed BLUE AEGEAN, while the SUPERFERRY HELLAS was renamed BLUE HORIZON. Finally, the IONIAN VICTORY was renamed BLUE SKY. After being renamed, she was deployed on the Patras-Igoumenitsa-Corfu-Venice line for the 2000 season, hence teaming-up alongside the BLUE HORIZON. All other ships except for the BLUE GALAXY and the BLUE ISLAND remained in their same services, while the BLUE AEGEAN was inserted on the Piraeus-Syros-Tinos-Mykonos line. The BLUE SKY seen in Venice in 2001, during her second season with Blue Star Ferries and the Blue Ferries division. Picture taken by Daniele Miglio and published on www.faktaomfartyg.se. Ahead of the 2001 season, Blue Star Ferries decided that they would need to limit some of their services in the long term, in order to have a more modern fleet and focusing mostly on the Aegean Sea, where the BLUE STAR ITHAKI and the SUPERFERRY II continued to offer spectacular services. The Adriatic Sea was mostly reserved for the ships of Superfast Ferries, and the Ionian Sea would be abandoned. As a result, the 32-year-old IONIAN SUN was sold in 2001, while the aging BLUE ISLAND, BLUE GALAXY and BLUE AEGEAN departed the company in 2002. They were also followed by the SEA JET 1 that year, as Blue Star Ferries (and Attica Group in general) were not fond of high speed craft. The ship was sold to Aegean Jet Maritime and operated as the JET ONE for them, before joining newly-established company Sea Jets in 2004, for whom she still operates to date as the SUPER JET. The two cruiseferries that were supposed to enter service on the Northeast Aegean Sea in 2001 experienced problems with the Greek shipyards that were supposed to build them, and as a result they were sold to Minoan Flying Dolphins, which completed them only by the time they had rebranded themselves as Hellenic Seaways. The first one, the NISSOS MYKONOS, was completed in 2005, while the second one, the NISSOS CHIOS, entered service for the first time in 2007. Instead of these two ships, Blue Star Ferries instead ordered two sister ships of the BLUE STAR ITHAKI, the BLUE STAR NAXOS and the BLUE STAR PAROS, both of which entered service on the Cyclades in 2002 and went on to have immensely successful careers there. Despite all these changes, the BLUE SKY was still part of her company's short-term plans, and continued to serve the Patras-Igoumenitsa-Corfu-Venice line with the BLUE HORIZON, until the latter moved to the Patras-Igoumenitsa-Bari line in 2003. Throughout this spell, she suffered from multiple engine failures, which did not always make her service very reliable. At the end of the 2003 season, Blue Star Ferries stopped operating in both Ancona and Venice. The BLUE SKY was then deployed on the Igoumenitsa-Corfu-Brindisi line during that time, replacing the BLUE BRIDGE which was due to undergo her annual refit. The BLUE SKY seen in the port of Patras in 2003, which marked her last summer operating for Blue Star Ferries under the Blue Ferries division. Picture taken by Georgios Grekos and published on www.faktaomfartyg.se. Another view of the BLUE SKY in the port of Patras in 2003, which marked her last summer operating for Blue Star Ferries under the Blue Ferries division. Picture taken by Georgios Grekos and published on www.faktaomfartyg.se. After spending a few months on the Igoumenitsa-Corfu-Brindisi line, the BLUE SKY would go on to experience another change in ownership. Indeed, Blue Star Ferries wanted to further limit their services on the Adriatic Sea and also stop their remaining operations on the Ionian Sea. Therefore, by the end of 2004, they had sold three ships. The BLUE BRIDGE was sold to the Spanish company Iscomar, being renamed MERCEDES DEL MAR (she then made a comeback on the Adriatic Sea as the BRIDGE of the Greek company European Seaways from 2010 to 2017), while the KEFALONIA was sold to then-newly-established company Strintzis Ferries, which kept her on the Patras-Kefalonia-Ithaca line. They were a new company managed by the Strintzis family, and remained active until 2012. The KEFALONIA is now owned by Levante Ferries and operates on the Kyllini-Zakynthos line and on the Kyllini-Kefalonia line. The third ship to be sold was the BLUE SKY, which joined the Greek company Agoudimos Lines in early 2004, at the age of 30. Moreover, the Blue Ferries division was discontinued, and all ships (except for the SEA JET 2 which continued to operate under the Blue Star Jets division until she was sold in 2006 to Sea Jets as well) began to operate under the standard Blue Star Ferries brandname. The new owners of the BLUE SKY were a company with a significant presence on both the Cyclades and the Adriatic Sea. Founded in 1988 by the shipowner Dimitris Agoudimos (the brother of Gerasimos Agoudimos, who owned and managed the company GA Ferries from 1988 until 2009), they first deployed the ferry ALEKOS (formerly a Ro-Ro carrier, and which was renamed KAPETAN ALEXANDROS in 1989, and then KAPETAN ALEXANDROS A in 2002) from Rafina to the Cyclades and later to the Dodecanese in 1990. In 1992, the company bought the ferry STENA HORSA of Sealink Stena Line, converted her, renamed her PENELOPE A, and deployed her on the Rafina-Andros-Tinos-Mykonos line, where she became a legendary ship. The KAPETAN ALEXANDROS was transferred to the Adriatic Sea, on the Igoumenitsa-Corfu-Brindisi line when the PENELOPE A entered service on the Cyclades. After she also produced good results, Agoudimos Lines sought to expand their services, but their plans were put on hold in 1999, when the PENELOPE A was sold to Minoan Flying Dolphins and was renamed EXPRESS PENELOPE. Agoudimos Lines instead bought the Ro-Pax ferry ROSTOCK LINK of Scandlines in 2000, converted her, renamed her PENELOPE A, and deployed her on the Igoumenitsa-Corfu-Brindisi line as well, while the KAPETAN ALEXANDROS was inserted on the Bari-Vlöre line. In 2004, the company experienced an unexpected growth which enabled them to expand both their fleet and their services. The KAPETAN ALEXANDROS A was deployed on the Brindisi-Vlöre line, and three new ships were acquired: the EXPRESS PENELOPE which was bought back from Hellas Flying Dolphins (the name under which Minoan Flying Dolphins became known in 2002) and resumed service as the PENELOPE A on the Rafina-Andros-Tinos-Mykonos line, the BLUE SKY from Blue Star Ferries and the Japanese-built cruiseferry FERRY LAVENDER of Shin Nikonhai Ferry (built in 1991). The latter two ships underwent a conversion in Perama, and were respectively renamed IONIAN SKY and IONIAN KING, beginning a small trend whereupon some of the ships of Agoudimos Lines would receive the 'IONIAN' prefix, just like Strintzis Lines had done so in the past. The IONIAN SKY resumed service on the Igoumenitsa-Corfu-Brindisi line, while the IONIAN KING began service in 2005 on the Patras-Kefalonia-Igoumenitsa-Bari line. That season, the PENELOPE A which had been acquired in 2000 ceded her place to the IONIAN SKY, and she entered service as the PENELOPE on the Aegean Sea, operating on the Thessaloniki-Samos-Kos-Rhodes-Chalki-Karpathos-Kasos-Heraklion-Santorini-Paros-Tinos-Skiathos line in 2005, and then on the Kavala-Thessaloniki-Samos-Kalymnos-Kos-Rhodes-Chalki-Karpathos-Kasos-Heraklion-Santorini-Paros-Tinos-Skiathos line in 2006 and in 2007. With five different ships across the Adriatic Sea and the Aegean Sea, Agoudimos Lines became one of the most dominant companies of the Greek coastal service in the mid 2000s. The IONIAN SKY seen on drydock in Perama, during her change of livery from the one of Blue Star Ferries to that of Agoudimos Lines, in early 2004. Picture taken by Dinos Lemonis and published on www.faktaomfartyg.se. The IONIAN SKY seen in Brindisi in 2004, during her first summer of operations under Agoudimos Lines. Picture taken by Daniele Miglio and published on www.faktaomfartyg.se. The IONIAN SKY seen departing the port of Brindisi in 2005, during her second summer under Agoudimos Lines. Picture taken by Dominik Wagner and published on www.adriaticandaegeanferries.com. In 2007, Agoudimos Lines made a few changes to their services. The IONIAN SKY was reflagged from Greece to Panama in order to have a flag of convenience, but she continued to serve the Igoumenitsa-Corfu-Brindisi line with much success. Similar positive results provided by the IONIAN KING and the PENELOPE A prompted Agoudimos Lines to buy another ship, namely the Baltic Sea veteran ferry ROSLAGEN of the Finnish company Eckerö Linjen (which was initially reported to have been sold to Zante Ferries), which was renamed IONIAN SPIRIT. The IONIAN SKY seen at night in Igoumenitsa in 2007, when she was sailing under the Panamanian flag. Picture taken by Michele Lulurgas and and published on www.adriaticandaegeanferries.com. During the 2008 season, there were more significant changes within the operations of Agoudimos Lines. Indeed, the PENELOPE ended her service on the Aegean Sea and returned to the Igoumenitsa-Corfu-Brindisi line, where she was also joined by the IONIAN SPIRIT, which had finished her conversion in Keratsini and in Perama. The IONIAN SKY joined the IONIAN KING on the Patras-Kefalonia-Igoumenitsa-Bari line that season, while also reacquiring the Greek flag and being registered in Piraeus once again. The IONIAN SKY seen in Patras in 2008, in what was her first summer operating from the port since 2003. It was eventually her last summer operating there, and also the last summer of her career under the Greek flag. Picture taken by Michele Lulurgas and published on www.adriaticandaegeanferries.com. With the arrival of the newly-built Ro-Pax ferries SUPERFAST I and SUPERFAST II of Superfast Ferries in 2008 and 2009, respectively, on the Patras-Igoumenitsa-Corfu-Bari line, Agoudimos Lines found themselves under a new threatening competition, which eventually pushed the IONIAN SKY out of the line. She therefore returned to the Igoumenitsa-Corfu-Brindisi line in 2009, operating there alongside the PENELOPE, which was deployed on the Zakynthos-Igoumenitsa-Corfu-Brindisi line. The IONIAN SKY replaced the IONIAN SPIRIT, which was sent to the Brindisi-Vlöre line in order to replace the KAPETAN ALEXANDROS A, which was sold for scrap to Turkey at the age of 47. The IONIAN SKY was also reflagged once again, this time to Cyprus, and was registered in Limassol, which was the last port of registry of the ship's career. She continued to serve the Igoumenitsa-Corfu-Brindisi line, and kept providing positive results. At the start of the 2010s, however, Agoudimos Lines found themselves among the first victims of the Greek financial crisis, which hit the ferry market (and particularly the one of the Adriatic Sea) very hard. The company saw their debts to their crews, shipyards and port authorities increase dramatically. As a result of these ongoing difficulties, the IONIAN KING, the youngest ferry and the flagship of the company, was sold in 2011 after spending her last summer under Agoudimos Lines on the Zakynthos-Kefalonia-Igoumenitsa-Corfu-Brindisi line. This sale was done in order for Agoudimos Lines to limit some of their debts. The IONIAN KING was sold to the Japanese operator Huis Ten Bosch Shipping, was renamed OCEAN ROSE, and began service in 2012 on the Shanghai-Nagasaki line. Just a year later, she was sold to International Oceanic Group, was renamed OCEAN GRAND, and operated as a casino ship in Singapore. After a two-year-long lay-up in Batam in Indonesia from 2015 to 2017, she was sold for scrap to India in 2017, aged only 26. Furthermore, the PENELOPE was withdrawn from service. The IONIAN SKY seen approaching the port of Igoumenitsa during the summer of 2010. Picture taken by Stefanos Antoniadis and published on www.marinetraffic.com. Ahead of the 2012 season, the sacrifices of the IONIAN KING and of the PENELOPE were not enough to prevent the company from experiencing further financial difficulties. Ultimately, the IONIAN SPIRIT was arrested in Brindisi. Only the PENELOPE A continued to operate on the Rafina-Andros-Tinos-Mykonos line. The IONIAN SKY, despite having her crew being unpaid for many months, eventually returned to service on the Igoumenitsa-Corfu-Brindisi line, but only during the months of July and August. After that, she was arrested in Igoumenitsa due to the continued debts owned by the company to the crew. The IONIAN SKY seen arriving in Igoumenitsa in 2012, which was her last summer operating for Agoudimos Lines. Picture taken by Marios Ferentinos and published on www.marinetraffic.com. With the future of Agoudimos Lines now under a very uncertain state, there were many concerns about the availability of the crews and whether the ships would operate during the 2013 season. The crew of the PENELOPE A also reported that it had not received wages in many months, and threatened to arrest the ship as well. Ultimately, ahead of the summer of 2013, the IONIAN SPIRIT remained laid-up in Brindisi, the PENELOPE A returned to service on the Rafina-Andros-Tinos-Mykonos line (being the only ship to operate for the company), the PENELOPE was sold for scrap to Turkey at the age of 38, and the IONIAN SKY was chartered to the Greek company NEL Lines. This new move for the ship became very interesting, as she was joining another struggling company after having already experienced issues with her current owners. Indeed, NEL Lines, which was the main company operating on the Northeast Aegean Sea and notably on the Piraeus-Chios-Mytilene line since 1973, had unexpectedly expanded its fleet in 2010, by buying and chartering various ships owned by inactive companies such as the MYRTIDIOTISSA of ANEN Lines (which was renamed AQUA MARIA), the AQUA JEWEL of Alpha Ferries, the EUROPEAN EXPRESS of Access Ferries, the Ro-Ro carriers of Adriatic Lines RO-PAX 1 (which was renamed AQUA HERCULES) and RO-PAX 2 (which was renamed OLYMPUS) and the Ro-Ro carrier MYKONOS of Mykonos ANE (now the TALOS of Creta Cargo Lines). They also went on to charter the high speed craft of My Ferries that were being prepared for the summer season, the MYCAT I (which was renamed ALKIONI) and the MYCAT II (which was renamed CYCLADES EXPRESS, and is now the NAXOS JET of Sea Jets), two Ro-Ro carriers built in Japan (one of which was the former Nihon Enkai Ferry/Blue Highway Line fleetmate of the IONIAN SKY, namely the ex-ŌARAI MARU, which became the COLOSSUS; while the other one was renamed IPPOTIS). In 2011 they also added the ferry MR SHOPPY ONE that was previously operating for the Swedish company Mr. Shoppy and renamed her AQUA SPIRIT, and also bought the laid-up landing craft KONSTANTINOS G owned by Costar Lines, and reactivated her on her previous service, on the Mytilene-Dikili line (connecting Lesbos with Turkey). Hence, the company found itself with a fully expanded fleet, and with numerous new areas to operate in. Previously, their only services were based on the Piraeus-Chios-Mytilene line (with some occasional extensions to Limnos, Kavala or Thessaloniki), the Northeast Aegean Sea lifelines and the inter-Cyclades lifelines, where the AEOLOS KENTERIS I and the AEOLOS KENTERIS II were being deployed (before being respectively replaced by the AQUA JEWEL in 2010 and then by the AQUA SPIRIT in 2011). With the new additions, they could now operate on the Sporades, on the Heraklion-Santorini line, on the Adriatic Sea and the Dodecanese (with the Ro-Ro carriers), as well as on the Lavrion-Psara-Chios line. This rise was well received by passengers, but met with skepticism by some, as it seemed incomprehensible for a company that was mainly based on government-subsidised lifelines to buy and charter so many ferries at once, including some that had been inactive for as many as two years. Eventually, these acquisitions caused a huge debt for the company, from which they never recovered and which ended-up sealing their demise just five years later. Indeed, just two years after expanding their fleet, NEL Lines had already shown signs of instability, as several of the ships they chartered left after only one or two seasons. The CYCLADES EXPRESS and the ALKIONI were sent for lay-up in 2010 and 2012 respectively, the departures of the IPPOTIS and of the COLOSSUS ended the company's presence on the Dodecanese after only two years (they were then scrapped in 2014 and 2013, respectively), the AQUA HERCULES and the OLYMPUS had an unsuccessful spell on the Igoumenitsa-Corfu-Bari line and were sold to the Emirati company SAMC (and spent the next years laid-up in Port Saïd, with the OLYMPUS heading for scrap in 2017), the PANAGIA THALASSINI and the PANAGIA PAROU ended their respective services on the Sporades and on the Northeast Aegean Sea in order to be chartered to Inter Shipping on the Algeciras-Tangier Med line on the Gibraltar Strait (a charter that lasted just a season and which turned out to be a failure, as both owners and charterers ended-up suffering from economic problems), and the AEOLOS KENTERIS, the AEOLOS KENTERIS I and the AEOLOS KENTERIS II were laid-up in Salamina, having been taken out of the company's plans due to their financial situation. Furthermore, in early 2013, the two ships operating on the Piraeus-Chios-Mytilene line, the THEOFILOS and the EUROPEAN EXPRESS, were shockingly arrested by their crews, and this marked the first time that the company did not have a ship operating on its main line, which it had been serving continuously for 40 years. However, they sought to fill that gap by bringing-in the IONIAN SKY, which was deemed fit for such a service despite her large size. During the spring of 2013, the IONIAN SKY arrived in Drapetsona. She was planned to be deployed on the Piraeus-Lavrion-Psara-Chios-Mytilene line under the name EUROPEAN SKY. She began a small conversion which also included a drydocking procedure in Perama. By the time she was due to begin operations for NEL Lines, the company had had found itself under an unprecedented turmoil. The THEOFILOS, due to return on the Northeast Aegean Sea lifeline, was still laid-up, the charter of the MYKONOS ended, the KONSTANTINOS G was abruptly withdrawn from her service and never returned to operate for NEL Lines (being instead sold to the Equatorial Guinean company Somagec the following year), the AQUA JEWEL suffered an engine failure which kept her laid-up in Lavrion for three months (and thus causing issues regarding the inter-Cycaldes services), the AQUA MARIA was forced to leave the Lavrion-Psara-Chios line several times in order to cover the service left by her engine-plagued fleetmates. The EUROPEAN EXPRESS had been sent on the Northeast Aegean Sea lifeline, on the Thessaloniki-Kavala-Limnos-Mytilene-Chios-Samos-Ikaria line, while waiting for the THEOFILOS to arrive. However, she herself was due to depart that line ahead of the summer as she had been chartered to Ventouris Ferries for service on the Adriatic Sea, on the Zakynthos-Kefalonia-Igoumenitsa-Corfu-Bari line. With the THEOFILOS still not ready for service and with her crew unpaid in a long time, NEL Lines did not have any available ship to operate on the Northeast Aegean Sea lifeline. They considered chartering the laid-up IERAPETRA L of ANEK Lines (now the AQUA BLUE of Sea Jets), but they instead decided to operate the IONIAN SKY, whose preparation was almost complete in Drapetsona. As a result, the IONIAN SKY made her debut on the Aegean Sea by being deployed on the Thessaloniki-Kavala-Limnos-Mytilene-Chios-Samos-Ikaria line. She ultimately kept her name and did not change it to EUROPEAN SKY, and she also maintained the Cypriot flag. The IONIAN SKY seen in Drapetsona during the spring of 2013, right before she started operations for NEL Lines. Picture taken by Michele Lulurgas and published on www.adriaticandaegeanferries.com. By deploying the IONIAN SKY on the Northeast Aegean Sea, NEL Lines hoped that the ship would help them reacquire a positive reputation in the area, with less engine failures and canceled trips, while also proving that the ship was still sail-worthy. However, their hopes soon became nightmares. Because of alleged poor maintenance on the ferry, she experienced several engine failures, almost to the same extent as the ship that she had replaced, the EUROPEAN EXPRESS. As a result, despite offering good accommodation onboard, she failed to be appreciated by passengers and caused several problems within the connection of the Northeast Aegean Sea Islands. Finally, towards the end of the 2013 summer season, she suffered a new major engine failure in Mytilene, which eventually ended her summer, her charter, and, ultimately, her career. Unable to be repaired on-the-spot, she was towed to Salamina. Due to the ongoing economic problems of NEL Lines, she ended-up remaining abandoned there. Her charter to the company ended, and she was replaced on the Northeast Aegean Sea by the EUROPEAN EXPRESS, whose charter to Ventouris Ferries had ended. She therefore returned to Agoudimos Lines, but the latter had also suffered from irreparable economic damages. The crew of the PENELOPE A finally had enough with the company's inability to provide their salaries, and therefore permanently arrested the ship in Rafina. She was later brought to Elefsina in 2014, where she has been remaining laid-up ever since. She was the last ship to serve for Agoudimos Lines, which eventually ceased operations for good. The IONIAN SKY seen heading from Piraeus to the Northeast Aegean Sea in order to begin her service there, ahead of the 2013 summer season. Picture taken by Georgios Koutsoukis and published on www.faktaomfartyg.se. The IONIAN SKY seen in the port of Chios during the summer of 2013, in what was her only season under NEL Lines and eventually the last summer during which she operated overall. Picture published on www.marinetraffic.com. The IONIAN SKY seen laid-up in Salamina in late 2013. It was there that she went on to stay until early 2020. Picture taken by Georgios Mertis and published on www.marinetraffic.com. With the IONIAN SKY laid-up, the problems of NEL Lines and Agoudimos Lines remained prominent in 2014 and in 2015. In the case of the latter, all the ships remained laid-up, with only the IONIAN SPIRIT being reactivated, after she was sold in 2016 (following four years of lay-up in Brindisi) to the Italian-Albanian company European Ferries, and has since returned to service as the ST DAMIAN on the Brindisi-Vlöre line. In the case of NEL Lines, continuous engine problems suffered by the EUROPEAN EXPRESS, the THEOFILOS and later the veteran ferry MYTILENE on the Northeast Aegean Sea eventually forced the Greek Ministry of Shipping and Insular Policy to remove the company from the area, replacing them with Hellenic Seaways and Blue star Ferries. The THEOFILOS and the EUROPEAN EXPRESS were permanently laid-up in Drapetsona in late 2014, before moving to Elefsina and Perama respectively in the years that followed. The MYTILENE suffered a major engine failure in Samos in 2015, and spent a year laid-up there before being towed for permanent lay-up in Elefsina as well. After the company was unable to pay the crews of the other remaining active ships, the TAXIARCHIS and the AQUA SPIRIT, both ships were arrested, and the company shut down operations before the start of the 2015 season. With NEL Lines no longer active, their ships went on to await their fates. Some were luckier, others are still laid-up and others, like the IONIAN SKY spent several years of misery before finally giving in to the torch-breakers. The MYKONOS joined Creta Cargo Lines in 2014 and was renamed TALOS, the AQUA JEWEL temporarily rejoined Alpha Ferries and returned to service in 2017 after having been bought by Sea Jets. The latter also bought the AQUA SPIRIT and the CYCLADES EXPRESS in early 2016, reactivating them for service on the Cyclades. The AQUA MARIA was bought by Aqua Ferries, was again renamed MYRTIDIOTISSA and entered service on the Sporades in 2016 (later becoming the ALEXANDRA L of the now-inactive Kefalonian Lines in 2018). The PANAGIA THALASSINI returned to Greece after having been bought by Idomeneas Lines (owned by the Panagiotopoulos family) but never re-entered service due to debts owed by NEL Lines. The PANAGIA PAROU remained laid-up in Algeciras until sinking inside the port in 2017, eventually being refloated and sold for scrap to Turkey in 2018. The high speed craft ALKIONI (which has recently started to undergo renovation works), AEOLOS KENTERIS I and AEOLOS KENTERIS II have remained in Salamina for years and are progressively becoming more assimilated to the scrapyards despite their young age. The TAXIARCHIS was laid-up in Lavrion from 2015 to 2018 and is now also in Salamina awaiting her fate. The EUROPEAN EXPRESS was laid-up in Drapetsona from 2014 to 2016, and then in Perama from 2016 to early 2019, when she departed Greece for the final time in order to be scrapped at the age of 45. The MYTILENE, the THEOFILOS and the PENELOPE A have all been laid-up together in Elefsina Bay, and a return to service for them also seems like a very long shot. Ahead of the 2015 season, there were rumours about the IONIAN SKY making a comeback to service under Agoudimos Lines on the Zakynthos-Kefalonia-Igoumenitsa-Corfu-Bari line, but this did not happen as the travel agencies thought that such a deployment would be too risky. She was then reportedly sold to a Cypriot company called Medferry Shipping Company, during an auction held by the Piraeus Port Authority in 2018, but nothing happened. During that same year, she was then rumoured to have been sold to a Portuguese company for service on the Setúbal-Funchal line, thus connecting mainland Portugal with the Madeira Archipelago. However, this sale did not materialise either. Besides, the ship was 44 years old, and left without any proper engines that would allow her to sail again. My first-ever picture of the IONIAN SKY, as she is seen laid-up during the summer of 2019, just a few months before she was sold for scrap. All that time, despite having returned under the control of the now-defunct Agoudimos Lines, she kept the livery of NEL Lines, the last company for which she operated. The IONIAN SKY laid-up in Salamina, where she had been remaining since late 2013. She is seen here during the summer of 2019, which marked 20 years following her last summer under Strintzis Lines, before the latter was transferred to Attica Group, which resulted in the creation of Blue Star Ferries. The IONIAN SKY seen in Salamina, in what happened to be my last-ever picture of the ship. I did not expect her to leave Greece forever just a few months after I had seen her for the first time. Therefore, I was unable to say a proper goodbye to her. Towards late 2019, the ship began listing a bit towards her starboard side, but immediate action taken by the Piraeus Port Authority prevented the situation from worsening, which would have meant that the ferry would start to sink in Salamina. In early 2020, it was reported that the IONIAN SKY would soon leave Salamina in order to be scrapped. This eventually happened on 21 January of this year, when she was towed to Aliağa in Turkey in order to be demolished. It marked her first trip after seven years of lay-up, but it was to be the last of her 46-year-long career. A trip without a real destination, with no passengers nor vehicles loaded onboard. After having served the Greek coastal service for 22 years under four different operators, the ship now belonged to history. A frequent presence on the Adriatic Sea during 15 years, the IONIAN SKY had an inconsistent spell, largely explained by the poor condition of her engines which prevented her from sailing at full-speed like other ferries in the area. They were perhaps the only thing that Strintzis Lines did not take into consideration when they bought her as the IONIAN VICTORY and converted her under a limited time frame. This quick conversion eventually haunted her in the long run, and she eventually succumbed to her technical issues during her sole season on the Aegean Sea under NEL Lines. Despite her occasional problems, she still managed to operate well on certain services, particularly on the Igoumenitsa-Corfu-Brindisi line on which she operated for the largest part of her stint under Agoudimos Lines. Had her final operators been under a better financial situation, and had her engines been refitted during her arrival in Greece, she would have certainly still continued to operate today, as she did during her successful career in Japan, and considering the fact that some ships built during the same period as her continue to operate efficiently across the Greek coastal service. Eventually, her engines and the poor management of Agoudimos Lines and NEL Lines sealed her fate, and she is now ready to meet her end after seven years of waiting. Only ships like the PENELOPE A, the THEOFILOS, the MYTILENE and the TAXIARCHIS still remain languishing in Elefsina and Salamina, respectively, although their end seems to be arriving soon. Despite her turbulent end, the IONIAN SKY was a loyal ferry which served several passengers and vehicles on the Adriatic Sea, including during the times when she was known as the IONIAN VICTORY and then as the BLUE SKY. Her indoor areas and her large garage were much-appreciated and made her useful on services like the Igoumenitsa-Corfu-Brindisi line. Even during her troublesome spell on the Northeast Aegean Sea lifeline, passengers were impressed by her amenities which were deemed superior to those of her former NEL Lines fleetmates. She has at least found peace after several difficult years, and many will keep remembering her for her potential and for her lengthy service under Agoudimos Lines. Therefore, IONIAN SKY (the name under which I got to know you), I would like to thank you for your contribution to the Greek coastal service. #ioniansky #agoudimoslines #nellines #bluesky #bluestarferries #blueferries #atticagroup #ionianvictory #strintzislines #aegean #ionian #adriatic #northeastaegeansea #greece #farewell #scrap #extratribute

The RIGEL I seen docked in the port of Zakynthos in 2017, during her first season in which she connected the islands of the Ionian Sea with Italy. This Blog post comes a few days after some rumours that were circulating on the Internet were confirmed, regarding the fact that the cruiseferry RIGEL I of Ventouris Ferries was sold for scrap to the Indian coastal city of Alang. Indeed, on 5 September 2021, she departed the port of Aegion as the ROGER, sailing on her own without needing to be towed all the way to India. This moment therefore brought an end to a ship that operated for 48 years, including her last 14 under the famed Greek company. And more specifically, with the exception of the 2021 season during which she was laid-up in Aegion and was then sold for scrap, the RIGEL I spent her entire spell under Ventouris Ferries on the Adriatic Sea, becoming one of the most prominent ships that connected Italy with Greece and with Albania. In almost five full decades of service, the RIGEL I had a very eventful career, having had 11 different names and having operated under 10 different companies and in various parts of the world. Indeed, while the bulk of her career was spent on the Baltic Sea under ownerships from companies based in Finland, Sweden, the former Soviet Union, Estonia and Latvia, she also had a spell on the Caribbean Sea, on the Alboran Sea, and finally on the Adriatic Sea. Overall, her stays under all these different owners varied, as she would cement her place under some, while having irregular services under others, and on a few occasions her owners had to cease operations. She also failed to operate under two of her companies in two different occasions, including when she was sold to Turkish company Euro7, right before she joined Ventouris Ferries. Under the latter, despite being over 35 years old, she managed to provide very good service on the Adriatic Sea from 13 years. She initially operated solely on the Bari-Durrës line from 2007 to 2016, hence she would not directly call in Greece unless she would undergo her annual refit. Although this service is known for being one of the most competitive ones on the Adriatic Sea, she always performed well, despite being much smaller than other vessels and the Greek financial crisis impacting Greek shipping companies operating in the region. She first operated simply as the RIGEL, before being renamed RIGEL I in 2013 as she changed her port of registry. Following the arrival of larger fleetmates and the successful deployment of her previous Bari-Durrës line, partner, the BARI, on the Zakynthos-Kefalonia-Igoumenitsa-Corf-Bari line, in 2015, the RIGEL I went on to join her in 2017, performing extremely well there as well. She remained present until the 2020 season, during which her service was restricted to the Igoumenitsa-Corfu-Bari line as a result of decreasing passenger demand and the arrival of a much larger and modern vessel, namely the RIGEL VII. Because of this, the ship, which was also the oldest one of her company for several years, was no longer deemed useful for service, and, with scrap prices being at excellent levels in late 2021, Ventouris Ferries found the good opportunity to sell her and the BARI for demolition. Unlike most ferries, fortunately the RIGEL I managed to have a rather good career and did not have a miserable end, which would have been spending many years under lay-up or suffering from a major accident that would have forced her to end her services prematurely. Instead, she kept on sailing even at the age of 47, and it was only the arrival of a newer and larger vessel and higher scrap prices that forced her into retirement. Otherwise, one could definitely have imagined her continuing to sail. After all, she was praised for her passenger amenities, including her indoor lounge areas, cabins and food and catering areas. These were deemed to be her major attributes and made her trips more enjoyable in spite of her age. However, one of her disadvantages was her small garage, which after some point proved unable to cover the required vehicle capacity, hence Ventouris Ferries (or even most of her former owners in Northern Europe for that matter) buying larger ferries such as the RIGEL II in 2015 and later the RIGEL VII in 2019. Just like all Ship Farewell Tribute posts that I have done in the past, this Blog post covers the entire history of the RIGEL I, from her career on the Baltic Sea, on the Caribbean Sea and on the Alboran Sea, until her final moments before making her long trip to Alang. I only got to see her once in my life, and that was during the summer of 2017, when I happened to be in the port of Zakynthos at the same time during which she was moored, during what was her first summer on the Ionian Sea. At least I was able to see her while she was still active and sailing, unlike other cases such as the EUROPEAN EXPRESS of NEL Lines or the IONIAN SKY of Agoudimos Lines. The ferry that went on to become the RIGEL I was ordered back in 1969, by the Finnish company Oy Siljavarustamo, which was the daughter company used by the collaboration of three major companies linking Sweden with Finland on the Baltic Sea: the Finnish companies Finska Ångfartygs Aktiebolaget (known in the English world as the Finnish Steamship Company, later renamed Effoa in 1976) and Bore Line, and the Swedish company Rederi AB Svea. The collaboration between the two Finnish companies traces back to 1904, while Rederi AB Svea joined in 1928. All three companies served the Stockholm-Turku line and later the Stockholm-Helsinki line. The Oy Siljavarustamo brandname was established in 1957, when the companies realised that the ferry industry in Europe was booming, and that they would need to further collaborate by deploying ferries on the Baltic Sea. This became a reality in the early 1960s when Finska Ångfartygs Aktiebolaget deployed the first-ever purpose-built ferries for the Baltic Sea, namely the SKANDIA in 1961 and her sister ship, the NORDIA (later the THEOSKEPASTI of Pyrgi Chios Shipping company from 1986 until her destruction by a fire in 1987), in 1962. Both ships were inserted on the Stockholm-Mariehamn-Turku line, and immediately won the acclaim of the Baltic Sea passengers. As a result of the increasing demand, the three companies quickly expanded their fleet, with Rederi AB Svea bringing the four-year-old HOLMIA (the ex-PRINS BERTIL of the Swedish company Lion Ferry) in 1965 on the Stockholm-Mariehamn-Långnäs-Turku line. They then ordered two new vessels under Bore Line: the FENNIA in 1966 and the BOTNIA (later the CIUDAD DE LA LAGUNA of the Spanish company Trasmediterránea, and later the VOLCÁN DE TENAGUA of fellow Spanish giants Naviera Armas) in 1967. Bore Line additionally ordered a sister ship of the BOTNIA, the FLORIA (later the VILLA DE AGAETE of Trasmediterránea and then the CARMEN DEL MAR of the Spanish company Iscomar), which was introduced on the Stockholm-Mariehamn-Helsinki line in 1970. That same year, with three other rival companies (Rederi Ab Vikinglinjen, Rederi AB Slite and Rederi Ab Ålandsfärjan) having formed the Finnish giants Viking Line in 1967, Finska Ångfartygs Aktiebolaget, Bore Line and Rederi AB Svea decided to form a similar corporate structure and formally launched Silja Line, a new coalition for their ferries connecting Sweden with Finland. While all vessels would be painted under a common livery, their funnels would maintain the logos of each company in order to indicate the real owner of each ferry. The fleet continued to expand, with the arrival of several Ro-Ro carriers under Bore Line, including the new HOLMIA built in 1971 (which replaced the original HOLMIA which was sold to the Italian company Navigazione Toscana). The next ships that were delivered to the company, as a result of the increasing company, were the newly-built sister ships AALLOTAR (later the ROGALIN of Polish company Polferries and the CELTIC PRIDE of Swansea Cork Ferries) and SVEA REGINA (which had spells in Greece, first as the MEDITERRANEAN SUN of Karageorgis Lines from 1979 to 1982 and then as the ODYSSEAS ELYTIS of NEL Lines from 1982 to 1985) of Finska Ångfartygs Aktiebolaget, which were deployed on the Stockholm-Helsinki line in 1972. At the same time, the construction of the future RIGEL I was still in progress, being monitored by Bore Line which was anticipating to deploy her on the Stockholm-Mariehamn-Turku line under the Silja Line brandname. She was launched in late 1972 and was completed in early 1973 at the Wärstilä Ab Turku Shipyard in Turku in Finland. She began service as the BORE I on the Stockholm-Mariehamn-Turku line, replacing the older passenger-only vessel BIRGER JARL. She was registered in Turku and flew the Finnish flag. She became the third ship in the history of the company to be named BORE I, the first having been a steamship that operated from 1901 to 1916 and then from 1927 to 1961, and the second one having been a small ferry that operated on the Stockholm-Mariehamn line from 1962 to 1968. Bore Line had also deployed, under the Silja Line brandname, the small ferry BORE (later the cruise ship KRISTINA REGINA of the Finnish company Kristina Cruies, now the floating hotel BORE). The BORE I did not have a sister ship, however her design was largely inspired by that of the FENNIA. She notably had a bulbous bow, which was uncommon for ice-class vessels serving the Baltic Sea at the time. She also included several cabins, a restaurant, a self-service area, as well as a swimming pool and a disco bar, which were brand new features onboard ferries at the time. In the first two years of her career, the BORE I was also one of the largest ferries operating in Northern Europe. Her entry to service was quickly praised and she provided a solution to the ever-growing number of passengers willing to travel between Sweden, the Åland Islands Archipelago and Finland. The BORE I seen arriving in Mariehamn in 1973, during her debut season under Silja Line. Her two funnels carried the livery of Bore Line. Picture taken as an official photograph by Silja Line and published on www.simplonpc.co.uk. The BORE I seen sailing on the Baltic Sea, at the very start of her career. Picture taken by Folke Österman and published on www.shipspotting.com. The BORE I seen arriving in Stockholm in 1975, at the very start of her lengthy career. Picture taken by Micke Aleksander and published on www.faktaomfartyg.se. Just 2-3 years into the start of the career of the BORE I, traffic on the Baltic Sea kept on soaring, and as a result smaller ships such as the SKANDIA and the NORDIA were considered too small and outdated to operate on the connection between Sweden and Finland. They were therefore sold in 1974 to the Venezuelan company Naviera Oriental. The BOTNIA was also sold in 1975, to the Spanish company Trasmediterránea. As a replacement, Silja Line ordered three new vessels, for the Stockholm-Helsinki line. All of them were far larger and faster than their predecessors. These were the SVEA CORONA (later the unfortunate cruise ship PEGASUS of the Greek company Epirotiki Lines) the WELLAMO (later the DANA GLORIA/KING OF SCANDINAVIA of DFDS Seaways and Scandinavian Seaways, and subsequently the COLOR VIKING of the Norwegian company Color Line and the JUPITER of the Norwegian company Fjord Line), which were delivered in 1975. They were followed by the BORE STAR (later the SILJA STAR and then the ORIENT EXPRESS of the British conglomerate Sealink). The SVEA CORONA was deployed by Rederi AB Svea, the WELLAMO was deployed by Finska Ångfartygs Aktiebolaget and the BORE STAR was inserted by Bore Line. Finska Ångfartygs Aktiebolaget became known as Effoa in 1976. During that same year, the BORE I, which was unaffected by the fleet changes, ran aground near Stockholm. While no injuries were reported, she needed to be towed to the Finnboda Shipyard in Nacka (just outside of Stockholm), and, upon her entry to the drydock, she began to list. Fortunately she was repaired and resumed service after one month. She also encountered a few mechanical issues in 1978, but these did not impact her services to such an extent. Altogether, she continued to provide good service, being partnered with the AALLOTAR and the SVEA REGINA until they both departed the fleet of Silja Line in 1978. Her other partner for the two years that followed was the FENNIA. In 1979, in response to the newbuilding plans of Viking Line, Effoa and Rederi AB Svea announced the order of two new cruiseferries, which would become the largest ferries in the world upon their entry to service. Bore Line, however, decided not to join the project, and eventually decided to leave Silja Line in order to focus on its freight services provided by its Ro-Ro carriers. As a result, its two passenger ferries were transferred to Effoa, namely the BORE I and the BORE STAR. They were renamed SKANDIA and SILJA STAR, respectively, and were both registered in Helsinki. The SILJA STAR also went on to join the SKANDIA on the Stockholm-Mariehamn-Turku line. In the meantime, the new ships of the company, the FINLANDIA (the current MOBY DADA of the Italian company Moby Lines) and the SILVIA REGINA (which was operating up until 2020 as the STENA SAGA of Stena Line), were added to the Stockholm-Helsinki line in 1981. The SKANDIA seen on the Baltic Sea in 1980, shortly after her name change and her transfer from Bore Line to Effoa, whose colours she now bore in her two funnels. Picture taken by David Mandt and published on www.faktaomfartyg.se. A view of the SKANDIA (on the right) alongside her fleetmate, the SILJA STAR, in the port of Turku in 1981. This was a year after the two vessels left Bore Line in order to join Effoa, although they remained under the management of Silja Line. Picture taken by Timo Hirvi and published on www.flickr.com. The introduction of the FINLANDIA and of the SILVIA REGINA proved to be a massive success, and Silja Line further asserted its reputation on the Baltic Sea, despite fierce competition from Viking Line. In 1981, the company underwent another structural change, as Rederi AB Svea was taken over by the Swedish company Johnson Line, which was now collaborating with Effoa. Seeing the success of the two new cruiseferries on the Stockholm-Helsinki line, the two companies decided to order a further pair of sister ships to be delivered in 1985 and 1986, respectively, for service on the Stockholm-Turku line. These ferries would turn out to be the SVEA (later the SILJA KARNEVAL, then the COLOR FESTIVAL of Color Line, and today the MEGA SMERALDA of Corsica Ferries-Sardinia Ferries) and the new WELLAMO (later the SILJA FESTIVAL, and today the MEGA ANDREA of Corsica Ferries-Sardinia Ferries). As a result of their deployment, the SKANDIA and the SILJA STAR would be sold due to their smaller size compared to the new vessels. The former also spent one month in early 1983 under charter to Norwegian company Larvik-Frederikshavnferjen (later renamed Larvik Line in 1984), and operated on the Frederikshavn-Larnik line, hence linking Denmark with Norway via the Skagerrak. She then returned to the Stockholm-Mariehamn-Turku line for the 1983 summer season. After the latter ended, the SKANDIA, now 10 years old, was sold to the Swedish company Stena Line. She headed to Gothenburg in early October 1983 in order to undergo a refit and to be deployed on the Frederikshavn-Moss line for her new owners. She was renamed STENA BALTICA, becoming the third ship in the history of the company to have that name. The second one happened to be the ex-FINNPARTNER of the Finnish company Finnlines, which operated under Stena Line from 1978 to 1982, before becoming well-known in Greek waters as the legendary IALYSSOS of the defunct company DANE Sea Line from 1982 to 2002. In addition to her new name, the new STENA BALTICA now flew the Bahamian flag and was registered in Nassau. The STENA BALTICA seen in Gothenburg, shortly after being acquired by Stena Line in 1983. While the livery of Silja Line was removed, the ship had not yet been repainted in the colours of Stena Line. Picture taken by Bertil Söderberg and published on www.faktaomfartyg.se. Just as the STENA BALTICA was due to begin her conversion in order to begin service under Stena Line, the latter immediately sold her to another operator. This was deemed as a tactic performed by the company as they saw that the ship's price remained quite high considering her age and her good condition, hence they would be able to make a profit by selling her to a company willing to pay a higher fee in order to have her deployed on the more demanding services of the Baltic Sea. This was mainly due to her status as an ice class 1A vessel, which caught the attention of one company in particular. Indeed, this was the Soviet state-owned company Baltic Shipping Company. Founded in 1922, it operated an enormous fleet of cargo vessels based out of the Baltic Sea, as well as passenger ships linking the former Soviet Union with Finland, Sweden, as well as Germany. The company was based in St Petersburg, which was then known as Leningrad. Anticipating a rise in ferry transportation between the Soviet Union and the Scandinavian countries in the 1980s, the company built a new passenger terminal in the city's port, which was completed in late 1982. Along with the new terminal, they then sought to purchase cruiseferries that would provide a comfortable service, including during the night. To that end, the company ordered the ferry KONSTANTIN SIMONOV (later the cruise ship KRISTINA KATARINA of Kristina Cruises), which was part of the Dmitry Shostakovich-class built in Poland. This new ship was delivered to the company in 1982, and was deployed on the Helsinki-St Petersburg line. Aiming to expand their services to Sweden, they then bought the STENA BALTICA which was still docked in Gothenburg. Beginning in late October 1983, the vessel started undergoing her conversion for her new owners, who renamed her ILICH, which is a typical Russian surname. She was registered in St Petersburg (then Leningrad), and she underwent an extensive refit altogether. Her indoor areas were upgraded, and she notably saw her front funnel being removed, whereas the one in the back was heightened and was equipped with new exhaust pipes. The ILICH seen in Gothenburg, while undergoing her conversion under the Baltic Shipping Company in late 1983. This was one of the final pictures which depicted the ship with her two funnels, prior to the front one being removed. Picture taken by Bertil Söderberg and published on www.faktaomfartyg.se. Just before the 1984 summer season began, the newly-refurbished ILICH began operations on the Stockholm-St Petersburg line, hence marking the connection between Sweden and the former Soviet Union (today Russia). Her services were once again deemed very successful, with her passenger amenities being praised by passengers at the time. Her services on the Stockholm-St Petersburg line were rebranded by the company as ScanSov Line. With passenger numbers increasing, the company continued to remain successful, and its operational structure was further enhanced by the perestroika reforms introduced by the last leader of the Soviet Union, Mikhail Gorbachev, who gave shipping companies less state control and more financial flexibility. A scan (of rather mediocre quality) featuring the ILICH while she sails on the Baltic Sea near the Russian coast in 1985, while featuring the livery of the ScanSov Line division under which she was assigned by the Baltic Shipping Company. Picture taken by Gena Anfimov and published on www.shipspotting.com. The ILICH seen in 1987 in Stockholm, as she continued to serve the Stockholm-St Petersburg line. The latter was written on both sides of her hull from 1986 to 1991. Picture taken by Micke Aleksander and published on www.faktaomfartyg.se. As the ILICH continued to provide good service thanks to the Baltic Sea continuing to experience a substantial rise in ferry traffic, her company made some significant changes to its corporate identity in late 1991, as a result of the dissolution of the Soviet Union. Indeed, it was placed under Russian independent management (going from a partly-state-owned company to a privatised enterprise) and was rebranded as Baltic Line. In addition, it bought a new cruiseferry that would connect Russia with Sweden as well as Germany, via the Kiel-Nynäshamn-St Petersburg line. This ship turned out to be the 1980-built BRAEMAR of Norwegian company Fred. Olsen Lines, which was also the ex-VIKING SONG of Viking Line from 1980 to 1985. She was therefore a former rival of the ILICH back when the latter operated as the SKANDIA under Silja Line, although the VIKING SONG was on the Stockholm-Helsinki line. After being temporarily renamed BALTICA, she eventually started her new service under Baltic Line as the ANNA KARENINA in late 1991, hence becoming the third ferry of the company. The ILICH also began to stop by the port of Riga in the newly-independent Latvia, hence she was now operating on the Stockholm-Riga-St Petersburg line. She stayed in this service until 1995, when she changed her Swedish port of call from Stockholm to Nynäshamn. She was therefore serving the Nynäshamn-Riga-St Petersburg line during that year. The ILICH seen departing the port of Stockholm in order to head towards Riga and St Petersburg during the summer of 1992, which was her first under the livery of Baltic Line. As a result of the company's name change, the ship's funnel changed. Having previously featured the colours and the flag of the Soviet Union, it was now depicting the flag of the Russian Federation. Picture taken by Lee Brown and published on www.shipspotting.com. A view of the ILICH as she is seen leaving the port of St Petersburg in 1994. Picture taken by Bo Friberg and published on www.shipspotting.com. As the 1990s progressed and competition kept on growing on the Baltic Sea, the ILICH was able to maintain her above-quality services. However, Baltic Line began to experience serious difficulties which eventually led to its demise. Its owner was arrested in 1993 due to fund mismanagement and fraud. Although he was later cleared of all charges, the company's reputation was significantly affected. In addition to the emerging financial crisis experienced by Russia, the company's freight division also began to suffer from losses. Moreover, Baltic Line made the decision to operate in the cruise industry, by operating the veteran cruise ship BALTICA (formerly the DANAE of the Greek company Delian Artemis Cruises) on the Baltic Sea and the Norwegian Fjords from 1994 to 1996. This service was not successful and resulted in additional losses. As a result, in early 1996, the company found itself unable to repay debts owed to suppliers and port authorities, and all its vessels were seized by the latter. The ILICH was laid-up in Stockholm for the whole year as a result. The ANNA KARENINA was laid-up in Hamburg, whereas the ANTONIN SIMONOV was arrested in Kiel. As a result of this, the ferry service between St Petersburg and the rest of Europe came to a halt. The ILICH seen laid-up in Stockholm in 1996, following the demise of Baltic Line. Picture taken by Per Jensen and published on www.faktaomfartyg.se. While Baltic Line ceased to exist as a company, its management nevertheless attempted to reactivate the three ships under a new enterprise that would have them registered under offshore companies that would reduce the debts owed by the former owners. The ANNA KARENINA was temporarily sold to Empremare Shipping Company, an offshore company based in Cyprus, which renamed her ANNA K. She was subsequently re-sold to the Estonian company Estline (the future owners of the ILICH) in 1996, and began service for them as the REGINA BALTICA on the Stockholm-Tallinn line. Some of the proceeds from the sale went to the former management of Baltic Line. The ILICH was sold at auction Penomi Shipping Company, a Maltese beneficiary of ScanSov Transport, which was the new entity of Baltic Line. She was renamed ANASTASIA V and was registered in Limassol, hence carrying the flag of Cyprus. With new funds seemingly secured, the ship left Stockholm after 10 months of lay-up, and headed to Turku in order to undergo a refit that would see her reactivated back on the Stockholm-St Petersburg line. She underwent an extensive overhaul, during which she had her bow slightly modified, whereas her machinery and indoor areas were fully refitted. Despite this considerable refurbishment, financial issues faced by the company persisted, and they were unable to repay the shipyard at the requested time. As a result of this, the ANASTASIA V was once again seized and remained laid-up in Turku in early 1997, with her conversion remaining incomplete. The ANASTASIA V seen laid-up in Turku in 1997, after her owners failed to pay the debts they owed to the shipyard. The ship continued to feature the name of Baltic Line on both sides of her hull, whereas her funnel featured the initials of Penomi Shipping Company. Picture taken by Tapio Karvonen and published on www.shipspotting.com. As the ANASTASIA V continued to remain laid-up in Turku just before the 1997 summer season was to begin, she managed to find a new owner that would be able to cover all remaining liabilities and reactivate her after almost two years of inactivity. This company turned out to be one that was not based in Europe, but rather from St Vincent and the Grenadines! Indeed, it was Windward Lines, a company that was founded in order to establish a ferry connection between Venezuela and the Caribbean Sea Islands. As such, the ANASTASIA V was purchased as she was deemed fit to perform such a lengthy trip. With her refurbishment complete, she was renamed WINDWARD PRIDE and was registered in Kingstown, which meant that she was now carrying the flag of St Vincent and the Grenadines. She left Europe in May 1997 and arrived on the Caribbean Sea a month later, and she was then deployed on the Puerto La Cruz-Margarita-Port of Spain-Bridgetown-Kingstown-Castries-Santo Domingo line. As such, she connected Venezuela with Trinidad and Tobago, Barbados, St Vincent and the Grenadines, St Lucia and the Dominican Republic. However, the service quickly proved to be unsustainable, and as a result her operations ended after only 3 months. The WINDWARD PRIDE seen departing the port of Turku in order to head to the Caribbean Sea, where she would begin operations under Windward Lines in 1997. Picture taken by Tapio Karvonen and published on www.shipspotting.com. Despite ending her services prematurely and once again being laid-up due to her owners not making the necessary profits, the WINDWARD PRIDE did not have to wait for a long time in order to find a new role. Indeed, she would go on to make a comeback on the Baltic Sea, as she was sold to the Estonian company Estline in September 1997. The latter company was established in 1990, as a partnership between the Estonian-Swedish shipowner Hans Laidwa and the Swedish company Nordström & Thulin, who sought to operate a ferry between Sweden and the soon-to-be independent Estonia. To that end, the company bought the ferry DANA REGINA of DFDS Seaways, and introduced her on the Stockholm-Tallinn line as the NORD ESTONIA. Seeing the immediate success that the ship had (most notably due to Estonia's independence in 1991, which significantly boosted passenger traffic between the country and the rest of Europe), half of the shares of the company were soon taken over by the public corporation Estonian Shipping Company, also known as ESCO. By 1993, it was clear that the NORD ESTONIA was too small to accommodate the ever-increasing number of passengers and vehicles, therefore the company purchased the cruiseferry WASA KING of the Finnish company Wasa Line (formerly the VIKING SALLY of Viking Line from 1980 to 1990 and then the new SILJA STAR of Silja Line for the 1990 season, until her sale to Wasa Line), which was the sister ship of the ANNA KARENINA (the former fleetmate of the WINDWARD PRIDE). The ship was renamed ESTONIA and began service on the Stockholm-Tallinn line, replacing the NORD ESTONIA which was chartered to Larvik Line (the former charterers of the WINDWARD PRIDE in 1983). Despite experiencing much success, this ferry abruptly ended her service just a year later, in one of the biggest maritime tragedies in history. Indeed, on 28 September 1994, while sailing from Tallinn to Stockholm in poor weather, the ship's bow door was hit by waves and was detached, hence causing the ESTONIA to sink rapidly. This led to 852 lives being lost, which is considered to be one of the worst maritime disasters in history, and the deadliest peacetime disaster in European waters. The sinking was widely perceived as a national tragedy in both Estonia and Sweden, and became the source of much media coverage as a result of public outcry. Due to the sinking, passenger traffic on the Baltic Sea, which had been on the rise for almost three decades, rapidly deteriorated over the following years. As a result of this, the reputation of Estline was severely tarnished. In spite of the disaster, the company resumed operations after two months, deploying the newly-acquired MARE BALTICUM (the ex-DIANA II of Viking Line and of Germany company TR-Line) on the Stockholm-Tallinn line. In order to make passengers forget about the ESTONIA disaster, the company adopted a new corporate identity, changing its logo and colours, and also omitting its name from the hulls of its vessels, instead simply adding the line on which they operated. To that end, the MARE BALTICUM had the sign 'Stockholm-Tallinn' written on both sides of her hull. While featuring the same amenities as the ESTONIA, her service was not as successful as her doomed predecessor. As a result, she was sold in 1996 to the Estonian company Tallink, which had been founded in 1990 and was experiencing a rapid rise towards the mid 1990s, having already acquired the ex-NORD ESTONIA in 1994 and having renamed her VANA TALLINN. The MARE BALTICUM joined her new company as the MELOODIA, and her replacement was the ANNA K, previously the ANNA KARENINA of Baltic Line, and the sister ship of the ill-fated ESTONIA. She began service for them as the REGINA BALTICA on the Stockholm-Tallinn line during the summer of 1996. As she proved to be much more successful, Estline progressively started to win back many passengers. Finding themselves with the need to add a second vessel in order to satisfy the re-emerging demand, they decided to buy the WINDWARD PRIDE. As a result of this, the latter was reunited with her former Baltic Line fleetmate, the ex-ANNA KARENINA. She arrived in Turku in October 1997. She was once again renovated, and she notably saw a third passenger ramp added to her stern. She was renamed BALTIC KRISTINA and was registered in Tallinn. She was introduced on the Stockholm-Tallinn line in 1998, hence making her return to the Baltic Sea after almost three years. Besides a small incident in 1998, during which she was hit by violent waves which damaged her bow (which necessitated repairs in Turku), the services went well. At the same time, in 1998, Nordström & Thulin pulled out of Estline, which meant that ESCO was now the sole proprietor of the company. The WINDWARD PRIDE seen in 1997 in Turku, after having returned from the Caribbean Sea. She is now beginning her refit in order to enter service under Estline. Picture taken by Marko Hänninen and published on www.faktaomfartyg.se. The BALTIC KRISTINA seen in Turku in 1997, as she undergoes her refit in order to enter service on the Stockholm-Tallinn line on the Baltic Sea under Estline. Picture taken by Marko Hänninen and published on www.faktaomfartyg.se. The BALTIC KRISTINA seen in Stockholm in 1998, during her debut season under Estline. She was seen featuring her owners' new colours, as well as the sign 'Stockholm-Tallinn' written on both sides of her hull, instead of the name of Estline (so as to avoid bad memories of the ESTONIA disaster). Picture taken by Micke Aleksander and published on www.faktaomfartyg.se. The BALTIC KRISTINA seen docked in the port of Tallinn in 2000, in what would turn out to be her final year under Estline. Picture taken by Eerik Laine and published on www.shipspotting.com. With only ESCO being in charge of Estline ahead of the 1999 season, the company found itself under the full control of a corporation that was also the major shareholder of another Estonian ferry company that was on the rise: Tallink. Indeed, the latter benefited greatly from Estonia's independence from the Soviet Union in 1991, as it paved the way for the connection of the country with Finland via the Tallinn-Helsinki line. This service went on to become extremely popular in the 1990s, and this provided significant revenue to the company. Viking Line and Silja Line would later join the service towards the end of the decade, initially with high speed craft. Tallink however remained the dominant force. They first began service by deploying the eponymous ferry TALLINK (the ex-SVEA REGINA of Silja Line, once a fleetmate of the BALTIC KRISTINA during the 1970s) from 1992 to 1996. In late 1992 the company deployed the Ro-Ro carrier TRANSESTONIA (once the ARONA of Silja Line from 1984 to 1985) on the Tallinn-Helsinki line as well. They then chartered the ferry SAINT PATRICK II of Irish Ferries (later the EGNATIA II of the now-defunct Greek company Hellenic Mediterranean Lines from 1998 to 2000) from 1992 to 1995 in order to provide additional tonnage to the line. They then expanded their services with the addition of the VANA TALLINN (the ex-NORD ESTONIA) in 1993 and that of the MELOODIA (the ex-MARE BALTICUM) in 1996. They also deployed small hydrofoils in order to provide additional high speed service in 1994. These were replaced in 1997 by the high speed catamaran TALLINK EXPRESS I (built in 1989, and later the PANORMITIS of the Greek company ANES Ferries from 2001 to 2007, and since then the SPEED CAT 1 of Hellas Speed Cat, which has been inactive since 2016). In 1998 the company added another large ferry on the Tallinn-Helsinki line, namely the LION KING of Lion Ferry (the ex-TURELLA of Viking Line and later the STENA NORDICA of Stena Line, and the future RIGEL III of Ventouris Ferries), which began service as the FANTAASIA. Later in that same year, the company began a service on the Kapellskär-Paldiski line, hence beginning a new connection between Sweden and Estonia. This was done with the acquisition of the freighter KAPELLA (the ex-MARINE ÉVANGÉLINE of Sealink British Ferries and then of Opale Ferries). Seeing the ever-increasing reputation of Tallink, ESCO, its major shareholder, decided to abandon the Estline brandname once and for all in late 2000, and therefore the services it provided on the Stockholm-Tallinn line would also be under the management of Tallink. As a result of this, the BALTIC KRISTINA and the REGINA BALTICA joined Tallink, while Estline ceased to exist. Both ships kept their names and continued to be registered in Tallinn. While it was anticipated that the BALTIC KRISTINA would remain on the Stockholm-Tallinn line, she was instead deployed on the Kapellskär-Paldiski line together with the KAPELLA, while the REGINA BALTICA (which continues to operate today under the Spanish company Baleària) remained on the Stockholm-Tallinn line. She began operations there in 2001, and she remained for a total of two seasons. The BALTIC KRISTINA seen on the Baltic Sea in 2001, which was her first season under the Estonian giants Tallink. Picture taken by Cpt. Jan Melchers and published on www.shipspotting.com. The BALTIC KRISTINA seen in the icy port of Tallinn during a cold winter day in early 2002. Picture taken by Miran Hamidulla and published on www.faktaomfartyg.se. Towards the end of the 2002 season, the BALTIC KRISTINA became the subject of much interest by other companies based on the Baltic Sea, in particular by the Latvian company Riga Sea Line. At the same time, Tallink began a newbuilding programme that would last throughout the rest of the 2000s, and this consisted in ordering extremely large and luxurious cruiseferries that would enable a better connection of Estonia with Finland and Sweden. This programme started with the the delivery of the cruiseferry ROMANTIKA, a ship that could carry 2,500 passengers. She was delivered in 2002 to Tallink, and began service on the Tallinn-Helsinki line. As a result of this, the VANA TALLINN was removed from the line and instead was deployed on the Kapellskär-Paldiski line, thereby substituting the BALTIC KRISTINA. The latter completed her last service under Tallink in October 2002, and departed the fleet two months later as her sale to Riga Sea Line was confirmed. It is noteworthy to state that Tallink would go on to purchase Silja Line, the original owners of the BALTIC KRISTINA, in 2006, hence four years after she had left the Estonian company. The new owners of the BALTIC KRISTINA (which was now 29 years old) were established in early 2002 with the aim of introducing a ferry service from Latvia to Sweden via the Baltic Sea, in a similar way in which Tallink was connecting Estonia with Sweden. Their first season consisted of chartering the high speed ferry MAX MOLS of the Danish company Mols-Linien (known as Molslinjen since 2017), which served the Nynäshamn-Riga line during the summer before returning to her owners. Seeking a larger and permanent ferry that would also provide freight transportation, the company turned its attention to the BALTIC KRISTINA, which joined them in late 2002. Riga Sea Line included several shareholders, from private Latvian shipowners to the Riga City Council. The BALTIC KRISTINA was not renamed, but only switched her flag from Estonia to Latvia, and was now registered in Riga. She did not undertake any refit, and was immediately inserted on the Stockholm-Riga line in December 2002. The BALTIC KRISTINA seen in Stockholm in early 2003, just a few months after she began service under Riga Sea Line. As it was also the case during her spell under Estline, she once again bore the name of the line that she was serving on both sides of her hull, with this time having the sign 'Stockholm-Riga' printed as her livery. Picture taken by Micke Aleksander and published on www.simplonpc.co.uk. The BALTIC KRISTINA seen heading towards the port of Stockholm during the summer of 2003, the first one that she spent under Riga Sea Line. Picture taken by Paul Gunnstedt and published on www.faktaomfartyg.se. The BALTIC KRISTINA seen docked in the port of Stockholm in 2004, which was her second full year operating for Riga Sea Line. Picture taken by Bill Ostring and published on www.digitalmuseum.se. After three years on the Stockholm-Riga line, the BALTIC KRISTINA saw her career on the Baltic Sea end abruptly in 2005, as she was seized by the Port Authority of Riga as a result of her company experiencing financial issues and having unpaid debts. As such, she once again found herself under lay-up due to her owners' economic problems, as it had also been the case nine years prior, when she was operating with Baltic Line as the ILICH. She was laid-up in Riga, and the port authority sought to hold auction events in order to get rid of her. Due to her being 32 years old, there was also a possibility for her to be sold for scrap, but there were hopes of reactivation as her indoor amenities remained at high levels and the vessel was still considered to be in a good condition from a technical point of view. Riga Sea Line ceased operations at the end of the year, hence ending any prospects of seeing the ship operating under them again. In 2006 there were discussions regarding a potential charter to the Italian company Express Line, but the move did not materialise and the ship continued to remain laid-up in Riga. The BALTIC KRISTINA seen laid-up in Riga in 2006, while awaiting her fate. Picture taken by Ingvar Svensson and published on www.faktaomfartyg.se. After two years of lay-up, the port of Riga finally managed to sell the BALTIC KRISTINA, as she was acquired in 2007 at auction by the company Euro7, based in Germany but under Turkish management. As a result of this, the ship was renamed ATLAS 1 and headed to Tuzla for her refit under her new owners. She therefore left the Baltic Sea for the last time, after having been there for almost all 34 years of her career, with the sole exception being her two-month-long stay on the Caribbean Sea under Windward Lines. The ATLAS 1 was also reflagged to and registered in Panama. Plans for the ship were to have her deployed on the Adriatic Sea, on the Brindisi-Çeşme line. However, just before the 2007 season was supposed to begin, and while the company had advertised the services and had sold several tickets online, they disappeared from all platforms and never performed the ship's services nor refunded the passengers for the canceled itineraries. It was later revealed that the executives of the company were sought after by the Turkish municipal police. Their fate remains unknown so far. Because of these actions, the ATLAS 1 was once again laid-up, being sent to İstanbul, with her return to service being delayed yet again. The ATLAS 1 seen in İstanbul, right after leaving the Baltic Sea for the last time. When she arrived in Turkey, she still featured the livery of Riga Sea Line, although the company's logo was removed from the ferry's funnel. Picture taken by Lars Helge Isdahl and published on www.faktaomfartyg.se. Fortunately for the vessel, she did not wait long to find service again this time, as it was reported that she would spend the summer of 2007 under charter to the Moroccan company Comarit, in order to connect Spain with Morocco. These rumours were later confirmed as the ATLAS 1 headed to Almería, having been renamed BADIS (and still registered in Panama). Comarit , which was founded in 1984, was among the largest companies operating on the Alboran Sea and on the Gibraltar Strait, having several ships on its flagship Algeciras-Tangier Med line, and connecting Morocco with Spain and France. Fred. Olsen Lines previously had a stake in the company, before selling it in 2005. With her new operators, the BADIS was deployed on the Almería-Al Hoceïma line on the Alboran Sea. This was the company's first operations on this line since 2005, back when they had operated the ferry SARA I (the ex-BENCHIJIGUA II/BENCHIJIGUA/BETANCURIA of Fred. Olsen Lines) under charter from 2003 to 2005. The BADIS had a fair service on a competitive region, and spent three months overall on the Almería-Al Hoceïma line. The BADIS seen arriving in the port of Almería in 2007, during her lone season under charter to Comarit. During that year, she bore a red livery, which had been introduced by Euro7 when they were supposedly planning to deploy the ship on the Adriatic Sea. Picture taken by Juanfra Monzón and published on www.shipspotting.com. The BADIS seen sailing on the Gibraltar Strait during the summer of 2007. This was notably her first season on the Mediterranean Sea, after having previously been based for the largest part of her career in Northern Europe. Picture taken by Tony Davis and published on www.faktaomfartyg.se. After her charter was completed, the BADIS returned (supposedly) to Euro7, and she remained laid-up in İstanbul, hoping to find a buyer or facing the possibility of demolition due to her close proximity to the scrapyards of Aliağa. However, she once again did not have to wait for too long, as it was announced in October 2007 that she had been bought by the Greek ferry company Ventouris Ferries. She therefore left İstanbul in order to begin her service under her new owners, who this time actually had plans to operate her. Ventouris Ferries has been an important company in the Greek ferry scene, having had a strong presence on both the Adriatic Sea and the Aegean Sea for more than four decades. Its roots go back to 1975, when a ferry company was founded by the Kimolos-native Konstantinos Ventouris, a well-known self-made shipowner who established himself by operating cargo vessels before deciding to enter the Greek coastal service. Along with his four sons, he bought the small passenger ship AGIOS GEORGIOS, which began service in 1976 on the Western Cyclades. The ship immediately made a great impact and gave the company significant exposure across the Aegean Sea. In 1978, the family bought the ferry KONINGIN WILHELMINA of the Dutch company Stoomvaart Maatschappij Zeeland, which was initially renamed CAPETAN KONSTANTINOS, and was introduced on the Piraeus-Syros-Tinos-Mykonos line in 1980. She was then renamed PANAGIA TINOU in 1981, and went on to have a legendary spell on the aforementioned line. The success of the vessel led the Ventouris family in making significant new acquisitions in the early 1980s. Indeed, in 1980, the company, which had began trading as Ventouris Ferries, bought the ex-FREE ENTERPRISE I of the British company Townsend Thoresen (the predecessor of P&O Ferries), converted her in Perama and introduced her in 1980 on the Western Cyclades as the KIMOLOS. The latter also went on to become largely successful, and therefore the company bought the ferry ROI BAUDOUIN of the Belgian company Regie voor Maritiem Transport (later known as Oostende Lines) in 1983. Initially renamed GEORGIOS B, this ship was converted in Perama and entered service on the Cyclades as the legendary GEORGIOS EXPRESS, considered by many to be the greatest ship in the history of the Greek coastal service (though the PANAGIA TINOU is also a major candidate regarding that debate). In 1984, they also began operating on the Adriatic Sea, having bought two ships belonging to the British conglomerate Sealink: the PATRA EXPRESS (the ex-ST GEORGE of British Railways) and the BARI EXPRESS (the ex-PRINCESSE ASTRID of Regie voor Maritiem Transport, and the sister ship of the GEORGIOS EXPRESS). Both ships were successfully introduced on the Patras-Igoumenitsa-Corfu-Bari line. However, in 1986 the Ventouris family split into two groups following disagreements between the four Ventouris brothers as their father retired from the coastal service sector. The two oldest sons formed the two subsequent companies: the new company Ventouris Sea Lines was founded by Evangelos Ventouris (along with his younger brother Antonis), while Ventouris Ferries continued under Georgios Ventouris (along with his younger brother Apostolos). The result of this was the transfer of the GEORGIOS EXPRESS and of the KIMOLOS to Ventouris Sea Lines, while Ventouris Ferries would continue to operate solely on the Adriatic Sea with the PATRA EXPRESS and the BARI EXPRESS (although the company later resumed service on the Cyclades, by deploying the BARI EXPRESS on the Rafina-Andros-Tinos-Mykonos line in 1988) as well as the newly-acquired ATHENS EXPRESS (later renamed ATHENS in 2003). Just a year later, the Ventouris family experienced a further split, as Apostolos Ventouris went on to found the company AK Ventouris, and took over the ownership of the PANAGIA TINOU. Antonis Ventouris also operated the smaller company Ventouris Lines on the Saronic Gulf beginning in 1992. By 1995, Ventouris Sea Lines and Ventouris Lines had stopped operations due to financial issues, while AK Ventouris ceased operations in 1990 and then again in 1992, before being reformed as C-Link Ferries (based on the Aegean Sea) from 2002 to 2007. While his brothers experienced abrupt ends to their services, Georgios Ventouris and his company prevailed, operating several successful ships that went on to have legendary spells on the Adriatic Sea as well as on the Aegean Sea. The company established a solid base in Bari, becoming very popular amongst Italian travelers and hauliers. Their presence there during the 1980s was key in the port's development, and in fact several passengers preferred to call there rather than in Brindisi, which had been the main Southern Italian port that was connected with Greece. Ships that were deployed on the Patras-Igoumenitsa-Corfu-Bari line as well as on the shorter Igoumenitsa-Corfu-Bari line over the following years included: the GRECIA EXPRESS (bought in 1987 from the Dutch company North Sea Ferries, caught fire under under mysterious circumstances while being under refit in Aegion in late 1993), the legendary Ro-Pax VENUS (the ex-DANA GLORIA of DFDS Seaways and later the GEDSER/GEDSER LINK of the Germany company GT-Link, she was bought in 1989 and replaced the PATRA EXPRESS-which was sold in 1990-and was later named SIREN in 2004), the sister ships EUROPA (the ex-FALSTER of the Swedish company Rederi Ab Nordö, then operated as the ATLAS IV on the Adriatic Sea for the Greek company Libra Maritime, before being bought in 1989 by Ventouris Ferries, being renamed VEGA in 1990 before being sold for scrap in 2004) and EUROPA II (the ex-SCANDINAVIA of Rederi Ab Nordö, then operated as the ATLAS III on the Adriatic Sea for Libra Maritime, before being chartered in 1989 and then bought in 1990 by Ventouris Ferries, being renamed SATURNUS and operating until 2003, she was then the ALEXANDRA/ALEXANDRA T of Tsirikos Lines from 2005 until her sale for demolition in 2011). Another major purchase occurred in 1991, when the company deployed the iconic Ro-Pax ferry POLARIS (the sister ship of the VENUS/SIREN, and previously the DANA FUTURA of DFDS Seaways and then the SKÅNE LINK of the Swedish company Nordö-Link), which operated for 20 years and is widely considered to be the greatest ship in the history of Ventouris Ferries. The company then continued to thrive during the 1990s, while also further enhencing its presence on the Adriatic Sea with the subsequent acquisitions of the PEGASUS (the ex-ESPRESSO MALTA of the Italian company Tirrenia Di Navigazione, was deployed on the Western Cyclades in 1996 and sold in 1999 to Minoan Flying Dolphins/Hellas Flying Dolphins, and is today the EXPRESS PEGASUS of Hellenic Seaways, currently under lay-up) and of the POLLUX (which operated for just one season as she then became the THEOFILOS of NEL Lines in 1995) in 1994. Right before the 21st century began, the company had become a massive success in Bari, and had formed one of the most well-known fleets of the Greek coastal service. However, in 1999, the company gave away its Cyclades services by selling the PEGASUS to Minoan Flying Dolphins, while having also sold the BARI EXPRESS to Agapitos Express Ferries just a year prior. Moreover, the company soon began to face competition threats beginning in 1998, when the company Superfast Ferries of Attica Group (founded in 1993) deployed its first two vessels, the SUPERFAST I and the SUPERFAST II, on the Patras-Igoumenitsa-Bari line. Considered much faster and more modern than the vessels of Ventouris Ferries, they quickly began to earn a larger part of the market share, and this led Ventouris Ferries to abandoning the service to Patras, instead operating solely on the Igoumenitsa-Corfu-Bari line, while also focusing more on freight transportation. An attempt to win over more passengers on the Igoumenitsa-Paxoi-Corfu-Brindisi line with two high speed ferries, the THUNDERCAT I (now the MEGA JET of the Greek company Sea Jets) and the THUNDERCAT II (now the JAUME I of Baleària) in 2001 resulted in a major flop. However, a more successful service was the one introduced in 2000 on the Bari-Durrës line, which links Italy with Albania. This was done with the company buying the legendary EPTANISOS of Strintzis Lines (which had been taken over by Attica Group in order to become Blue Star Ferries during that same year), and deploying her as the new POLLUX. She remained there until 2003, when she was sold for scrap and was replaced by the ATHENS EXPRESS, which was renamed ATHENS. In 2001, this service was further enhanced, as the company chartered the ferry IONIS of fellow Adriatic Sea company European Seaways (now A-Ships Management), which had a lengthy spell on the Adriatic Sea (she is also a different ship to the well-known IONIS of Triton Ferries, which currently operates on the Lavrion-Kea-Kythnos line). At the time of the arrival of the BADIS, Ventouris Ferries had a fleet of four vessels: the POLARIS and the SIREN on the Igoumenitsa-Corfu-Bari line, and the ATHENS and the IONIS on the Bari-Durrës line. They were continuing to experience competition from Attica Group, which had been deploying the BLUE HORIZON of Blue Star Ferries on the Patras-Igoumenitsa-Bari line. Moreover, the company was planning to introduce two newly-built Ro-Pax ferries under Superfast Ferries in 2008 and 2009, respectively, namely the new SUPERFAST I and the new SUPERFAST II. Aiming to further strengthen their services out of Bari, they decided to introduce a new ferry on the Bari-Durrës line, one which would have excellent indoor areas, a fair amount of cabins and a respectable speed of 17-18 knots. This ship was the BADIS, which arrived in Igoumenitsa in late November 2007. She was renamed RIGEL, and hence continued the company's naming policy, which has been (since 1990) to name their vessels after constellations. She remained registered in Panama. After a short refit in Igoumenitsa, she began services under her new company on the Bari-Durrës line on the Adriatic Sea. She was also the first ship of Ventouris Ferries to be painted in the new dark blue livery, which was introduced on all other ships (except for the IONIS) in 2008, hence replacing the company's traditional white colours. The RIGEL seen in the port of Igoumenitsa in early 2008, just a few months after she began service for Ventouris Ferries. This was the start of what went on to be her longest spell under one company in her career, as she stayed with Ventouris Ferries for 14 years. Picture published on www.shipfriends.gr. Right upon entering service for Ventouris Ferries, the RIGEL quickly became a ship much appreciated by both Italian and Albanian passengers, as she featured excellent amenities that were up to very high standards, despite the ship being almost 35 years old at the time. She would also perform overnight trips which were widely praised by passengers as well as hauliers. Ahead of the 2009 season, the IONIS returned to European Seaways and became a competitor of the RIGEL on the Bari-Durrës. The latter however prevailed due to having better passenger amenities. Overall, the line remained very competitive, with Ventouris Ferries, European Seaways, Halkidon Shipping (which owned the GRECIA and the VENEZIA, two sister ships of the EXPRESS PEGASUS), Tirrenia Di Navigazione and Adria Ferries (which notably had the ferry RIVIERA ADRIATICA, previously the DAEDALUS of Minoan Lines) being the main players. At the time, the RIGEL was considered to be the most comfortable and appreciated vessel of the line. She also operated in a very good tandem alongside the ATHENS, despite the latter being much older and having less passenger capacity. In the meantime, the company further enhanced its services on the Igoumenitsa-Corfu-Bari line by deploying the veteran Ro-Pax ferry SEATRADE (the ex-STENA SEATRADER of Stena Line) in 2008, together with the POLARIS. With this move, the SIREN went on to join the RIGEL and the ATHENS on the Bari-Durrës line in 2009. The RIGEL seen departing the port of Bari during the 2008 season, which was her first full summer under Ventouris Ferries. Picture taken by Jan Vinther Christensen and published on www.faktaomfartyg.se. The RIGEL seen docked in the port of Bari during the summer of 2009, in what was her second full season under Ventouris Ferries. Picture taken by Kostas Sarlis and published on www.nautilia.gr. Despite the promising results of the RIGEL on the Bari-Durrës line, Ventouris Ferries was forced to face the difficulties of the Greek financial crisis, which started to deeply affect the ferry sector, including on the Adriatic Sea. Having already lost the edge on the service between Greece and Bari due to the success of the SUPERFAST I and the SUPERFAST II, and with their vessels becoming older and some of them failing to comply with the new SOLAS criteria, the fleet began to diminish. The SIREN and the ATHENS were sold for scrap in 2010. With only the RIGEL remaining on the Bari-Durrës line, but also in the need to add a second vessel on the line, Ventouris Ferries bought the ISLA DE BOTAFOC of Baleària, which was also on her way to Alang for scrapping as the WINNER 9, but they went on to save her from being demolished. The ship was renamed BARI and was introduced on the Bari-Durrës line during the summer of 2010. She became the main partner of the RIGEL up until the latter's career end. While the service between Italy and Albania continued to be successful, Ventouris Ferries decided to abandon the Igoumenitsa-Corfu-Bari line and sold both the iconic POLARIS and the SEATRADE for scrap in 2011. With this move, the company now only had two ferries remaining: the RIGEL and the BARI. The RIGEL seen departing the port of Bari during the summer of 2010. Picture taken by Pantelis Sotos and published on www.marinetraffic.com. The RIGEL having just entered the port of Bari during the summer of 2010. Picture taken by Trevor Jones and published on www.faktaomfartyg.se. With a reduced fleet, Ventouris Ferries entered the 2012 season with much uncertainty, as many traditional Greek companies serving the Adriatic Sea progressively began to disappear. Moreover, the competition on the Bari-Durrës line remained very strong, as it featured Adria Ferries (with two ships), ANEK Lines which deployed the legendary LATO on the line, as well as a new company called Albanian Ferries, which had two ships, with one of them being the ex-VANA TALLINN, the former fleetmate of the RIGEL back when she was owned by Tallink. The services on the Igoumenitsa-Corfu-Bari line were taken over by NEL Lines, which introduced the Ro-Ro carriers AQUA HERCULES and OLYMPUS, but the results were disappointing and both ships departed the fleet in late 2012. The RIGEL and the BARI had a very good season during that year, and they therefore ensured the survival of Ventouris Ferries. In 2013, the RIGEL was renamed RIGEL I, as she changed her port of registry from Panama to Limassol (being the second time that she would be registered in the Cypriot port). The change to the Cypriot flag came with a name change, as the Limassol Registry already had another ship named RIGEL. Even if she was now 40 years old, she continued to serve the Bari-Durrës line during the 2013 season, as well as for the following three years. Despite her age, she continued to provide reliable service, although her smaller garage soon began to be a problem for the company, especially as passenger and vehicle throughput on the line continued to grow. The RIGEL seen in Igoumenitsa while undergoing her annual winter refit in late 2012. A few months later she changed her name, as she became the RIGEL I. Picture taken by Marios Ferentinos and published on www.marinetraffic.com. The RIGEL I seen departing the port of Bari during the summer of 2013, which was her first season under her new name. Picture taken by Russell Judge and published on www.shipspotting.com. The RIGEL I docked in Bari during the 2014 summer season. Picture taken by Marius Esman and published on www.shipspotting.com. Ahead of the 2015 season, Ventouris Ferries was once again a profitable company, and had managed to beat off competition very effectively against Adria Ferries, while companies like Albanian Ferries ceased operations in late 2014, and ANEK Lines did not return following the summer of 2014. With growing demand, Ventouris Ferries bought the large cruiseferry SCANDINAVIA of Polferries, which was due to begin service on the Bari-Durrës line as the RIGEL II during the summer of 2015. She became the new partner of the RIGEL I, whereas the BARI was deployed on the Zakynthos-Kefalonia-Igoumenitsa-Corfu-Bari line, thereby marking the return of Ventouris Ferries on the ferry link between Greece and Bari for the first time since 2011. All ships had a very successful 2015 season, as they also did during the 2016 season. With the company still very much satisfied with the performance of its vessels, it proceeded to buy another ferry for Bari-Durrës line, namely the veteran cruiseferry REGINA DELLA PACE of Croatian company Blue Line International. This ship was once the FANTAASIA of Tallink, hence a former fleetmate of the RIGEL I back when she was operating for that same company. The two ships were therefore reunited under Ventouris Ferries, with the REGINA DELLA PACE being renamed RIGEL III. She began service on the Bari-Durrës line in 2017. The RIGEL I left this service and went on to join the BARI on the Zakynthos-Kefalonia-Igoumenitsa-Corfu-Bari line for the 2017 season. This move marked the first time that the ferry operated in Greece since joining Ventouris Ferries. Both ships had a remarkable season, and once again provided much revenue to the company, which further reasserted its presence on the Adriatic Sea after many years in the shadow of larger competitors. The RIGEL I seen docked in the port of Zakynthos during the summer of 2017, as I happened to be in the island during the time in which she served the island. This was her first summer on the Ionian Sea. A view of the RIGEL I as she is seen resting in Zakynthos during the summer of 2017. The RIGEL I seen in Zakynthos in 2017. This was the first (and eventually only) time that I saw her, and therefore I could not miss out on the opportunity to take pictures of her while she was in the port of my beloved island. The stern of the RIGEL I as she is seen resting in Zakynthos in 2017. It has not changed much since the start of her career, with only the middle passenger outdoor deck being equipped with a nice sun deck as result of the warmer temperatures on the Mediterranean Sea. The RIGEL I seen in the port of Zakynthos in 2017, shortly before her departure for Kefalonia. The RIGEL I seen in Zakynthos in 2017, in what turned out to be my last-ever picture of the ship. I never got the chance to see her again after that day, as she would head for demolition just over four years after taking this picture. The successful service provided by the RIGEL I-BARI duo continued during 2018, as well as 2019. At the same time, the RIGEL II and the RIGEL III were also doing a very good job on the Bari-Durrës line, even with the introduction of the Italian giants Grandi Navi Veloci in 2015. With enough earnings at their disposal, Ventouris Ferries sought to purchase a new vessel that would be more efficient in the long term, as its fleet was once again aging. This was the ferry ORANGE 7 of the Japanese company Shikoku Kaihatsu Ferry, which arrived in the summer of 2019 as the RIGEL VII (skipping over the numbers between III and VII). She was introduced on the Kefalonia-Igoumenitsa-Corfu-Bari line in 2020, where she replaced the BARI. The latter was due to perform services on the new Bari-Sarandë line, but these were canceled due to low numbers of tickets sold. As a result, the ship was laid-up in Durrës, only serving the Bari-Durrës line once again in late 2020. The RIGEL I was the partner of the RIGEL VII, although her service was restricted to the Igoumenitsa-Corfu-Bari line, as passenger traffic towards Kefalonia and Zakynthos had diminished. This would prove to be her last year of operations under the company, as she was now the oldest vessel of the company (almost 48 years old), and her garage continued to be an issue as it meant vehicle capacity constraints. The RIGEL I seen arriving in Igoumenitsa in 2020, in what turned out to be the final operating season of her career. Picture published on www.shipsotting.com. Upon the completion of the 2020 season, the RIGEL I headed to Aegion for her winter lay-up. The 2020 season was deemed a disappointment for many companies on the Adriatic Sea, including Ventouris Ferries. As passenger and vehicle numbers began to shrink, five vessels were no longer deemed necessary by the company. As a result of this, they decided to operate the newer ships that they had bought (the RIGEL II, the RIGEL III and the RIGEL VII), whereas the BARI and the RIGEL I remained laid-up in Durrës and Aegion, respectively, for the whole 2021 season. The RIGEL I was not added back to the Igoumenitsa-Corfu-Bari line due to the RIGEL VII being preferred over her, as she was younger, larger, faster and had better vehicle capacity. After spending the entire summer laid-up in Aegion, the RIGEL I eventually became the victim of the growing demolition market, as scrap prices were at very good levels. With this in mind, and with her services no longer required, Ventouris Ferries decided to send the ship for demolition. She would depart the company as its oldest vessel, as well as the one that had been operating for the longest time under them. She holds the fourth longest tenure of a ferry under the company, together with the BARI EXPRESS and the VEGA, with 14 years. She only trails the ATHENS EXPRESS/ATHENS (24 years), the VENUS/SIREN (21 years) and the POLARIS (20 years). The RIGEL I was not the only ship that was due to depart the company. Indeed, the BARI has also been announced as being sold for scrap, therefore she will finally meet the end of her career, after having dodged it 11 years prior. With the departures of both ferries, Ventouris Ferries will carry on with a fleet of three vessels, unless they consider purchasing a new one with the money that they will earn from the sales of the RIGEL I and of the BARI. With her planned departure for India underway, the RIGEL I was renamed ROGER and was registered in Moroni, hence her final flag was that of the Comoros. On 5 September 2021, the RIGEL I, which had a lengthy career on the Baltic Sea for many prominent companies, and which had a very successful spell on the Adriatic Sea, left Greece and Europe for the last time, as she began to head towards Alang in order to be scrapped. She therefore completed a long career, filled with many ups and downs, but definitely one worthy of remembering. The ROGER seen departing Greece for the last time, as she passes below the Rion-Antirrion Bridge in order to head towards the Suez Canal, by which she will transit while making her final trip to India. Even while heading towards her final destination under a new name, she still kept the livery of Ventouris Ferries, whom she served loyally for 14 years. Picture published on www.shipfriends.gr. While it was sad to see the ship heading for scrap and knowing that the Adriatic Sea will miss one of its most beautiful vessels, one may at least suggest that she had a much better path than many other ferries that operated in Greece, as she kept on sailing effectively until the very end, regardless of her being over 45 years old (when other ferries head for demolition at a much younger age). She was a key ship of the Baltic Sea for more than three decades, and she contributed significantly to the rise in passenger traffic there. She had contrasted experiences under the different owners she had, being far more lucky and operational under most, but also encountering issues with some (such as Baltic Line, Penomi Shipping Company, Riga Sea Line or Euro7) which kept her out of service for some time. But even in these challenging times, she prevailed, and her attributes were noticed by Ventouris Ferries, which went on to keep her for 14 years. Under the latter, she established herself as one of the top ferries on the Bari-Durrës line in the late 2000s, and then also operated with great success on the demanding Zakynthos-Kefalonia-Igoumenitsa-Corfu-Bari line towards the end of her career. Altogether, she proved to be a valuable asset for a historical company even during her final years. Her services enabled the company to survive the Greek financial crisis, and they can still hope for many great things to come in the future. And, ultimately, unlike other ships that make their final journey under tow and in miserable conditions, she left on her own, thereby concluding her successful career with pride. While I was not able to travel with her, the day that I saw her in Zakynthos during the summer of 2017 was very memorable for me, as I was able to see a beautiful vessel that came from another era but which was also up to date with the more modern landscape of the ferry scene. Her impressive appearance really left me amazed, and I therefore feel lucky that I got to see her and photograph her, as such moments were quite rare and precious. Therefore, RIGEL I (the name under which I got to know you), I would like to thank you for your contribution to the Greek coastal service. #rigeli #rigel #ventourisferries #ionian #adriatic #greece #farewell #scrap #extratribute

Trip: 19 June 2018. From Mykonos to Delos and back, with the ORCA of Delos Tours. Two days after arriving in Mykonos with the high speed ferry SUPERRUNNER of Golden Star Ferries, I was able to experience, with my university friends, one of the island's main touristic highlights. This consisted of doing a one-day trip to the Cyclades island's neighbour, the historic island of Delos. For Greek history enthusiasts, this name undoubtedly sounds familiar. Indeed, Delos is one of the most important islands of Ancient Greece, having been a sacred mythological site (according to the legend, the Ancient Greek Gods Apollon and Artemis were born there, and Zeus is said to have his main sanctuary there) and the center of the well-known Delian League which was an association between Ancient Greek city-states that would cooperate economically and culturally under the command of Athens, which was at the peak of its Classical era Golden Age. By hosting several temples, former homes, Ancient Greek theatres, former sanctuaries and numerous sculptures still well-maintained to date, Delos is currently one of Greece's most famous, most visited and most important archaeological sites, as it welcomes 100000 visitors from all over the world on annual basis. Moreover, the island became a UNESCO World Heritage Site in 1990. Despite its popularity, Delos has very few inhabitants, and its daily activities now solely rely on the visits from tourists, who have the chance to explore the entire island and its unique exhibits. As it is the case with its fellow small neighbour, the uninhabited island of Rineia, Delos is primarily accessed by boat from the larger island of Mykonos. Hence, several ships connect Delos with Mykonos, transporting all tourists in order to help them reach this historical island and bring them back to Mykonos before each evening. Historically, the shipping company which has performed daily trips between Mykonos and Delos is Delos Tours, which has been operating these services for almost 90 years. It was founded in the 1930s by the Rouchos family, which was transporting locals and farm animals between the two islands and Rineia. Due to the rise of tourism in Greece, the family kept increasing the services in order to allow them to explore Delos, initially in the 1970s with the small motor ship NERAÏDA, which was replaced in 1986 by the larger NERAÏDA II, before the latter found herself replaced by the larger passenger ship HERA (ex-THIRA of Nomicos Lines, scrapped in 2008). The introduction of that ship proved key as it allowed larger passenger capacity and a faster and safer service. After the success of the HERA, the company brought in the Ukranian-built ALINA III, in 1994, which became the DELOS EXPRESS. Following a decade of continuous success, Delos Tours decided to replace the aging HERA with a younger and larger tour boat. And in 2003, this became a reality, when the company bought the Turkish-built ORCA, formerly a floating casino in the coastal town of Marmaris. This ship's introduction on the Mykonos-Delos line was a massive success, as she was even bigger and even faster than her predecessor. She quickly became her company's new flagship, and, alongside the DELOS EXPRESS, has constantly provided efficient and reliable service. A conversion she underwent in Perama in 2004 (a year after her introduction on the Mykonos-Delos line) helped her increase her passenger capacity and provide a longer sun deck, hence making the trip much more comfortable. She ended up being the ship on which I traveled during both trips to and from Delos, and she became the first tour boat on which I traveled since the Santorini Boatmen Union's wooden sailing ship, the AFRODITI, when I explored the Santorini Archipelago back in 2015. Beyond the services provided by Delos Tours, the historic island has also been accessible from tour boats from other Cyclades islands, which perform daily trips there. For example, Naxos-based companies Cycladic Cruises and Panteleos Cruises or Tinos-based company Tinos Island Cruises bring their ships to Delos, and connect it with other islands such as Mykonos, Tinos, Paros, Santorini, Ios, Koufonisi, Amorgos and more. Delos Tours also makes occasional connections of Mykonos and Delos with other close islands such as Tinos and Syros. Furthermore, they also perform daily connections between the old port of Mykonos (located in the city's main village, the Chora) and the new port of Mykonos (located in Tourlos, which is ten minutes away from the Chora by high speed boat), where the conventional ferries and most cruise ships now dock. These connections are performed since 2013 by four smaller but faster boats, which you will get to see in this post. The ORCA seen in the old port of Mykonos, a day before my trips with her. During midday of 19 June 2018, I reached the old port of Mykonos in oder to do my one-day visit to Delos. As I approached the port, I could see a high speed craft arriving there as well. This was the FLYINGCAT 4 of Hellenic Seaways, which was on the Rafina-Tinos-Mykonos-Naxos-Ios-Sikinos-Folegandros line that summer. The FLYINGCAT 4 preparing to dock in the old port of Mykonos, with cruise ships in the background. Unlike larger ferries which are too big to dock in the old port, smaller passenger ships (notably high speed catamarans such as the FLYINGCAT 4 or Sea Jets' smaller ships) still dock in the old port. As I was now on the dock of the old port of Mykonos, I could spot another small high speed boat: the OKEANOS of the Association of the Boatmen of Mykonos. She operates on the Mykonos-Agios Georgios line, the latter being a tiny island next to the former. She also helps transport cruise ship passengers to the old port in case the latter are unable to dock due to infrastructure constraints. Behind the OKEANOS was one of the fleetmates of the ORCA: the small high speed boat MYKONOS STAR. Built in 2015, she operates on the Mykonos-Delos line as well as between the old port and the new port of Mykonos. The ORCA seen just before embarkation. Just like most bigger passenger tour boats, embarkation is performed through the stern. Right above the first deck, the ship's name could be seen hanging behind the sun deck, with large red letters using the letter font of Delos Tours. The ORCA's lower deck, which is basically her only indoor passenger area. The walls, the tables and the chairs are all wooden, and have enough space to fit approximately 450 passengers. In the front section of the interior area, the ship features a bar providing passengers with various snacks, soft drinks and coffee. On the bar's ceiling, one can notice a few orcas, which are the animal after whom the ship is named. She has kept her name ever since she was built in Turkey, with Delos Tours not changing it when she arrived in Greece in 2003. The ship's deckplan. The ship's side alley, leading to the engine room. It also features two pictures hanged on the walls, showing the landscapes of the two most popular Cyclades islands: Santorini and Mykonos. The ORCA's lower deck starboard side outdoor alley, which features a few benches, including in the bow section. Next to her was another one of her fleetmates, the MYKONOS SPIRIT, which has been owned by Delos Tours since 2017. I then headed to the upper deck in order to have a view of the ship's surroundings. The ORCA has a typical open deck, with several benches for passengers willing to spend their trips in the outdoor area. The forward section of the open deck, featuring more benches, a small sun deck as well as the foremast and the ship's bridge. The MYKONOS STAR heading towards the old port of Mykonos. Like all Delos Tours-owned ships connecting Mykonos' ports, she operates under the Mykonos Sea Bus brandname. Behind her was a historic tour boat. Indeed, it was the sailing passenger ship SOPHIA STAR of Aegean Ventures, which is the oldest active ship in the Greek coastal service. Initially a fishing boat from 1955 to 1995, she was then converted to a passenger ship. She was initially on the Northeast Aegean Sea and on the Sporades, before arriving in 2014 to the Cyclades. She was owned by Mykonos Cruises from 2014 to 2016, when she was bought by her current owners. She operates on the Mykonos-Rineia-Paros-Naxos line. Finally, she has been designated as a Historic Preserved Monument by the Greek Ministry of Culture, being the only Greek passenger ship to have ever received such an honour. Beyond the old port, one can view parts of the new port in Tourlos. There, I saw another veteran ship, the Ro-Ro carrier KAPETAN CHRISTOS of Sourmelis NE, which was spending her second season in the Greek coastal service. She supplies several goods mainly for the Greek Army, but also transports lorries across the Aegean Sea. Though she has served several islands, she tends to make very frequent appearances in Mykonos. The MYKONOS STAR waiting to dock in the old port of Mykonos. At the same time, the MYKONOS SPIRIT leaves the old port. Just like the MYKONOS STAR, she also operates under the Mykonos Sea Bus brandname. The MYKONOS SPIRIT seen heading towards the new port of Mykonos. She was previously the MYTHOS of Kefalonia-based company Captain Vangelis Special Cruises (also known as Kefalonia Cruises), serving the Kyllini-Zakynthos-Kefalonia-Ithaca line on the Ionian Sea from 2009 until her sale to Delos Tours in 2017. The MYKONOS STAR seen in Mykonos, with the SOPHIA STAR also slightly visible at the back. A nice view of the Mykonos coastline, right next to the new port. Behind the MYKONOS STAR, I spotted another ship owned by the Association of the Boatmen of Mykonos, the AIMILIA, which was heading towards the old port. Just like the OKEANOS, the AIMILIA helps transport cruise ship passengers to the ports of Mykonos, while also connecting Mykonos with the small island of Agios Georgios. The beautiful and classic KAPETAN CHRISTOS seen departing Mykonos. Next to her, I could see another ship of Delos Tours approach the old port of Mykonos: the veteran passenger ship MARGARITA CH. Built in 1981, the ship spent the first years of her career on the Northeast Aegean Sea serving the Mytilene-Ayvalık line (connecting Greece with Turkey), before being inserted on the Mykonos-Delos line under Delos Tours in 1998. She was initially named NIKI from 1998 to 2002, before switching to her current name during the latter year. She is named after Margarita Chatzigioannou, the wife of Georgios Chatzigioannou, who had become the main owner of Delos Tours in the 1970s while also serving as a captain on the company's ships at the time. The MARGARITA CH entering the old port of Mykonos. She is the company's oldest ship, and also operates under the Mykonos Sea Bus brandname. Before arriving on the Cyclades, she operated as the ERESSOS of Baïraktaris Shipping, operating alongside her younger fleetmate at the time, the ERESSOS II, which also went on to operate on the Cyclades from 1998 onwards, becoming the legendary EXPRESS SKOPELITIS of Small Cyclades Lines. The MARGARITA CH preparing to maneuver in the old port of Mykonos. Note the company's name being placed right above her bridge. Further back, the KAPETAN CHRISTOS was leaving the island, while the high speed ferry CHAMPION JET 1 of Sea Jets was approaching the new port of Mykonos. Two completely different ships, the KAPETAN CHRISTOS and the CHAMPION JET 1, seen together right outside the new port of Mykonos. The ORCA left the old port of Mykonos at 10:00. The trip to Delos normally lasts 30 minutes, when the weather conditions allow it. Right outside the old port, I could see yet another ship owned by Delos Tours. This time, it was the larger DELOS EXPRESS, which, like the ORCA, operates exclusively on the Mykonos-Delos line, while also occasionally heading to Tinos and Syros. The CHAMPION JET 1 approaching the new port of Mykonos. The summer of 2018 was her fourth consecutive in Greece under Sea Jets, and her second in a row on the Piraeus-Mykonos-Naxos-Santorini line. The MYKONOS STAR having unloaded passengers in the old port of Mykonos. Just like the CHAMPION JET 1, 2018 marked her fourth consecutive summer operating in Greece, as she was built and delivered to Delos Tours in the summer of 2015. Behind her was another ship approaching the old port: the ANEMOS of the Association of the Boatmen of Mykonos. While the ANEMOS was approaching the port, her fleetmate, the AIMILIA, was leaving it. Another ship was then entering the old port of Mykonos. It was yet again a ship owned by Delos Tours: this time it was their most recent acquisition, the MYKONOS JEWEL. Built in 2015 in Greece, this ship was previously operating as the KATERINA of Venus Cruises on the Samos-Kuşadası line in 2015 and then on the Patmos-Samos-Kuşadası line. A brief charter to Kontogiorgis Cruises on the Kefalonia-Ithaca-Skorpios-Madouri-Meganisi-Lefkada line on the Ionian Sea followed in 2017. In 2018, after not being in the plans of Venus Cruises, she was sold to Delos Tours, becoming their third acquisition in as many years. The CHAMPION JET 1 preparing to maneuver in the new port of Mykonos. The MYKONOS STAR seen sailing near the old port of Mykonos. The MYKONOS JEWEL, in her first season under her new owners. The MYKONOS JEWEL seen maneuvering in the old port of Mykonos. The MYKONOS JEWEL maneuvering in the old port of Mykonos. After seeing the MYKONOS JEWEL, I also got to see the last fleetmate of the ORCA, the small high speed boat MYKONOS EXPRESS. Further back, while looking at the new port of Mykonos, I spotted the SUPERRUNNER of Golden Star Ferries, which was preparing to maneuver after having arrived from Tinos. The ANEMOS seen leaving the old port of Mykonos. The OKEANOS seen arriving in the old port of Mykonos once again, after having previously returned to Agios Georgios. The MYKONOS EXPRESS approaching the old port of Mykonos. She was built in 2013 for Delos Tours, and was the company's first newly-built ship since the NERAÏDA II in 1986. She was also the first ship to serve both the Mykonos-Delos line and the connection of the two Mykonos ports. The latter became a huge success, and it led to her company deploying three new ships under the brandname Mykonos Sea Bus: the MYKONOS STAR, in 2015, the MARGARITA CH (already owned by the company since 1998) in 2016, and the newly-acquired MYKONOS SPIRIT in 2017. The DELOS EXPRESS waiting outside of the old port of Mykonos. The MYKONOS JEWEL having just docked in the old port of Mykonos, while the ORCA has departed. Another view of the ORCA's fleetmate, the DELOS EXPRESS. The MYKONOS JEWEL seen leaving the old port of Mykonos shortly afterwards. After only a few minutes spent at the port, the CHAMPION JET 1 departed Mykonos in order to head towards her next destination, which was Naxos. The CHAMPION JET 1 seen leaving Mykonos. The CHAMPION JET 1 beginning to travel at full-speed right outside of Mykonos. The CHAMPION JET 1 heading towards Naxos. She was the first high speed ferry on which I had traveled in my life, having been onboard her on 12 July 2015 (almost three years before my trip with the ORCA) during a trip from Santorini to Piraeus. The CHAMPION JET 1 seen heading towards Naxos. Two cruise ships seen moored next to the new port of Mykonos: the CELESTYAL CRYSTAL of Celestyal Cruises and the COSTA NEORIVIERA of Italian company Costa Crociere (Costa Cruises). The CHAMPION JET 1 seen again, heading towards Naxos. Another view of the CHAMPION JET 1. Right behind the CHAMPION JET 1, the SUPERRUNNER was also already leaving Mykonos, in order to head towards Paros. The SUPERRUNNER, in what was her second consecutive summer under her current owners, the Andros-based Golden Star Ferries, It was also her second straight summer on the line her company inaugurated for her: the Rafina-Tinos-Mykonos-Paros-Naxos-Ios-Santorini line. The impressive SUPERRUNNER, on which I had traveled two days earlier, seen heading towards Paros. Another view of the SUPERRUNNER, which was previously known as the SPEEDRUNNER IV of Aegean Speed Lines from 2009 to 2016, as she leaves Mykonos. One final view of the SUPERRUNNER as she heads from Mykonos to Paros. After 30 minutes, we began to approach the small port of the historic island of Delos. The ORCA seen in Delos, shortly after our arrival, at around 10:30. The ORCA seen in Delos. She is the only ship of the company not to have her hull painted in dark blue, which is Delos Tours' main colour. Instead, she has kept her white-painted hull which she had during her spell in Turkey. The ORCA seen in Delos, an island she has been serving for the past 15 years. The ORCA seen in Delos, as we begin to visit the island. The ORCA seen from the archaeological site of Delos. Alongside the resting ORCA, I could also spot another small passenger ship: the NAXOS STAR of Panteleos Cruises, which is a sister ship of the DELOS EXPRESS. The NAXOS STAR and the ORCA seen together in Delos. The former is, as I mentioned previously, one of the ships that connect Delos with the rest of the Cyclades and not just Mykonos. Another view of the NAXOS STAR and the ORCA, in the port of Delos, surrounded by precious ruins depicting Ancient Greece. The NAXOS STAR seen in Delos. She was built halfway through in 1994 in Ukraine, and arrived in Greece for the Naxos-based Panteleos Cruises the following year in order to have her construction finished. She is one of the numerous ships of her class that were built in Ukraine in the late 1980s and early 1990s before being bought by several Greek companies. They have operated almost everywhere, including on the Cyclades, the Sporades, the Saronic Gulf, the Cretan Sea, the Libyan Sea, the Dodecanese, the Northeast Aegean Sea and the Ionian Sea. The younger ORCA seen in Delos. The NAXOS STAR in what was her twenty-fourth consecutive summer operating on the Cyclades. She serves the Naxos-Paros-Delos-Mykonos-Irakleia-Koufonisi-Amorgos-Santorini line. The NAXOS STAR seen in the port of Delos. The NAXOS STAR and the ORCA resting together in Delos. Another view of the NAXOS STAR, one of the most well-known ships performing one-day cruises around the Cyclades Islands. Another view of the NAXOS STAR and of the ORCA in Delos. The NAXOS STAR seen once again. The ORCA seen Delos. She also has two orcas underneath her bridge, as well as on each of the two sides of her bow, right above her name imprint. The NAXOS STAR seen once again in Delos. As I reached the top of Delos' main hill, I saw the DELOS EXPRESS approaching her namesake island. The NAXOS STAR and the ORCA seen in Delos, with the DELOS EXPRESS approaching the port as well. The DELOS EXPRESS preparing to join the NAXOS STAR and the ORCA in the port of Delos. The ruins of one of Delos' temples, seen right above the port of Delos, where the DELOS EXPRESS prepares to moor next to the NAXOS STAR and the ORCA. From above the main Delos hill, I could feel like I was at the center of the Cyclades Archipelago. And from there, I spotted another ship of the Greek coastal service. This time, it was the high speed ferry NAXOS JET of Sea Jets, which has heading towards Mykonos. The NAXOS JET seen from Delos, on her way towards the new port of Mykonos. The NAXOS JET en route towards Mykonos. That summer marked her first for Sea Jets, after having spent a two-year-long conversion for the latter. Before that, she had been laid-up in Salamina for six years, after an unsuccessful charter under NEL Lines in 2010. She spent her debut season on the Rafina-Andros-Syros-Tinos-Mykonos-Paros-Naxos line, where she was very successful. Three small passenger ships seen in Delos: the NAXOS STAR, the DELOS EXPRESS and the ORCA. Interestingly enough, the DELOS EXPRESS shares at least one point in common with the other two ships. Indeed, she is a sister ship of the NAXOS STAR and a fleetmate of the ORCA. Shortly afterwards, the ORCA began to leave Delos. The NAXOS STAR and the DELOS EXPRESS remained docked, for now. The ORCA leaving Delos, while the sister ships NAXOS STAR and DELOS EXPRESS remained moored in the island's port. The ORCA seen leaving Delos in order to return to Mykonos. Two sister ships operating under different owners, seen together in Delos: the NAXOS STAR and the DELOS EXPRESS. The NAXOS STAR and the DELOS EXPRESS, present on the Cyclades since 1995 and 1994, respectively. The DELOS EXPRESS seen in Delos alongside her sister ship. Though she is the second oldest ship of Delos Tours (after the MARGARITA CH), she is the one which has served the company for the most years. As stated earlier, apart from serving the ports of Mykonos and Delos, she also makes occasional appearances in the ports of Tinos and Syros. After almost three hours spent on the magnificent island of Delos, it was the time to return to Mykonos, as each passenger spends an average of three hours visiting the island and its archeological artifacts. Hence, at around 13:15 we were already heading towards the port in order to travel on the ORCA once again. The two funnels of the DELOS EXPRESS, which was still resting in her namesake port. Underneath the funnels, one can see the logo of her company. The DELOS EXPRESS seen in Delos. Despite her being the sister ship of the DELOS EXPRESS, the NAXOS STAR has funnels that are not in the same shape as the former. They were possibly upgraded when she arrived in Greece in 1995. They are painted in yellow and feature the initial of the ship's owner, Panteleos Cruises. Underneath her funnel, she has a shooting star heading upwards. The star is most likely a reference to her name. The ORCA seen approaching the port of Delos. The NAXOS STAR moored in the port of Delos. At 13:30 the ORCA left Delos, after having loaded all passengers returning to Mykonos. Here is a view of the bow of the DELOS EXPRESS, which was still staying in her namesake island. Passing by the NAXOS STAR, which features the shooting star in her bow as well. The NAXOS STAR and the DELOS EXPRESS seen together in Delos, once again. The NAXOS STAR and the DELOS EXPRESS seen once again. The NAXOS STAR in Delos, loading passengers as the ORCA has left the port. The NAXOS STAR seen loading passengers in Delos. After having already spent 20 minutes onboard since leaving Delos, I saw, to my surprise, the NAXOS STAR, which had left 15 minutes after the ORCA, approaching the latter. The reason behind this is because the NAXOS STAR operates under a speed average of 17 knots, which is far faster than that of the ORCA. The NAXOS STAR passing by the ORCA while also heading towards Mykonos. As we began to approach the old port of Mykonos, I could see another ferry leaving the island. This time, it was the BLUE STAR 1of Blue Star Ferries, which was serving the Piraeus-Syros-Mykonos-Amorgos-Santorini-Samos-Patmos-Leros-Kalymnos-Kos-Symi-Rhodes line that summer. The BLUE STAR 1 seen leaving Mykonos. The summer of 2018 was her first on the Cyclades and on the Dodecanese since 2014. Between that period, she was connecting Piraeus with the Northeast Aegean Sea Islands. She has spent her career serving almost all the main ports of the Aegean Sea, and has been Blue Star Ferries' flagship since her construction was finished in 2000. The BLUE STAR 1 seen leaving Mykonos. She operated on her new line alongside her sister ship, the BLUE STAR 2, which was also delivered to Blue Star Ferries in 2000. The BLUE STAR 1 leaving Mykonos and heading towards Amorgos. Another view of the new port of Mykonos, featuring cruise ships. And between them I spotted the CHAMPION JET 2, the sister ship and fleetmate of the CHAMPION JET 1, leaving the new port of Mykonos. The CHAMPION JET 2 seen leaving Mykonos. Having also began service for Sea Jets in 2015, she was operating in Greece for the fourth consecutive summer. Her last two seasons were both spent on the Heraklion-Rethymnon-Santorini-Ios-Naxos-Paros-Mykonos line. Before that, she had spent two seasons on the line where the CHAMPION JET 1 was operating, on the Piraeus-Mykonos-Naxos-Santorini line. The CHAMPION JET 2 seen leaving Mykonos in order to head towards Paros. Another view of the CHAMPION JET 2, previously known as the CONDOR EXPRESS of French company Condor Ferries. The CHAMPION JET 2 en route from Mykonos to Paros. The CHAMPION JET 2 seen heading from Mykonos to Paros. At around 14:00, we were back in the old port of Mykonos. From there, I could see one of the island's most famous tourist attractions: the Little Venice coast, which features several Cyclades-style buildings built right on the coast and having immediate contact with the beautiful turquoise sea. After having docked in the old port, I saw the NAXOS STAR once again, now resting in the island of Mykonos. I again got to see the MYKONOS SPIRIT, which was preparing to dock in the old port of Mykonos as well. Another view of another Delos Tours ship: the MYKONOS EXPRESS. The MYKONOS SPIRIT seen leaving the old port of Mykonos. After disembarking, I had officially finished these back-to-back trips with the ORCA. It was truly a very nice experience, as I got to explore one of the prettiest and most historical islands in Greece. I truly had my overall cultural knowledge enriched, and all of this is thanks to the great services provided by Delos Tours. The ORCA is a very comfortable and efficient ship, and is rightfully the flagship of her company. The latter's growth can be easily spotted, as it has acquired four new ships since 2013. I am very confident that it will keep doing so, as the owners are experts in combining tradition and history with ship services that correspond to today's customer standards, as shown with their more recently-built and recently-acquired ships. #orca #delostours #mykonosseabus #summer2018 #greece #cyclades #aegean #mykonos #delos #flyingcat4 #hellenicseaways #okeanos #aimilia #anemos #associationoftheboatmenofmykonos #mykonosstar #mykonosspirit #margaritach #delosexpress #mykonosjewel #mykonosexpress #sophiastar #aegeanventures #kapetanchristos #sourmelisne #championjet1 #naxosjet #championjet2 #seajets #superrunner #goldenstarferries #naxosstar #panteleoscruises #bluestar1 #bluestarferries #tribute #backtobacktrips

Trip: 28 July 2019. From Spetses to Piraeus, via Ermioni, Hydra and Poros, with the FLYINGCAT 6 of Hellenic Seaways. The small passenger-only high speed catamaran FLYINGCAT 6 was built in 1997 in Norway, being delivered to the German company Weiße Flotte as the BALTIC JET. She was used as a high speed craft on the Travemünde-Warnemünde line on the Baltic Sea. She moved to the Cuxhaven-Heligoland line on the North Sea in 1998. She then spent a year on charter to Channel Hoppers between 1999 and 2000, being deployed on the Jersey-Guernsey-Alderney line on the Channel, and in 2000 she returned to Weiße Flotte and she was renamed HANSE JET II. She operated on the Hamburg-Heligoland line on the North Sea until 2003, when she was returned to the Cuxhaven-Heligoland line. In 2004 she was deployed on the Bremerhaven-Heligoland line. At the end of the year, she and her fleetmate and sister ship, the HANSE JET, were sold to the Greek company Hellas Flying Dolphins. Initially formed as Minoan Flying Dolphins back in 1999, that company was among the largest in the Greek coastal service, until some misfortunes caused it to get rid of its older ships. The two high speed catamarans were brought in order to replace the company's aging hydrofoils. They were converted in Perama ahead of the 2005 season. They both joined the 'Flyingcat' brand (which regrouped the company's passenger-only catamarans), with the HANSE JET being renamed FLYINGCAT 5, whereas the HANSE JET II was renamed FLYINGCAT 6. Both ships were deployed on the Sporades in 2005, operating on the Volos-Skiathos-Skopelos-Alonissos line. Hellas Flying Dolphins was renamed Hellenic Seaways during that same year, but the FLYINGCAT 6 remained on the Sporades, continuing to operate on the Volos-Skiathos-Skopelos-Alonissos line while also operating on the Agios Konstantinos-Skiathos-Skopelos-Alonissos line alternatively with the FLYINGCAT 5. She remained on the Sporades until 2013, when she was transferred to the Saronic Gulf, being deployed on the Piraeus-Poros-Hydra-Ermioni-Spetses-Porto Cheli line, operating alongside the FLYINGCAT 1 (known as the İZNIK of Turkish company Bursa Deniz Otobüsleri since 2016). She returned to the Agios Konstantinos-Volos-Skiathos-Skopelos-Alonissos line in 2014, and then again to the Saronic Gulf, once more on the Piraeus-Poros-Hydra-Ermioni-Spetses-Porto Cheli line in 2015, remaining there until 2016. In 2017 she once again returned to the Agios Konstantinos-Volos-Skiathos-Skopelos-Alonissos line, before returning to the Saronic Gulf, once more on the Piraeus-Poros-Hydra-Ermioni-Spetses-Porto Cheli line, in 2018. She also remained there in 2019, operating alongside the younger and larger FLYINGCAT 3 and FLYINGCAT 4. Having been present in Greece since 2005, the FLYINGCAT 6 has been yet another important ship of Hellenic Seaways, as she has notably contributed to the company's high speed service on the Sporades and the Saronic Gulf, just like it is the case with the FLYINGCAT 5. Despite suffering some occasional engine troubles, she has been praised for her efficient speed and the professionalism of her crew. While she is not as reliable as the larger and faster FLYINGCAT 3 and FLYINGCAT 4 (which have been essentially operating on the Cyclades throughout most of their careers, whereas the FLYINGCAT 6 has been restricted to the Sporades and the Saronic Gulf only), she still plays an important role in the connection of less-visited islands with mainland Greece. As you know it from last week's Blost post, I went to visit the island of Spetses on the Saronic Gulf on 28 July 2019, spending the first half of that day there in order to explore it. I arrived there with the FLYINGCAT 3, and was due to leave and return to Piraeus with the FLYINGCAT 6. By going to Spetses, I had officially been to all the main islands of the Saronic Gulf, as I had already been to Aegina, Agistri, Salamina, Poros and Hydra in the past. After leaving the island, I would then spend the rest of the afternoon in Salamina in order to see multiple ships operating in that island. Hence, just like it was the case when heading there, the fastest and most convenient way to return from Spetses to Piraeus was to travel with a high speed craft of Hellenic Seaways, and the ship that happened to leave the island at around 13:30 was the FLYINGCAT 6. Therefore, I traveled onboard her for the first time in my life, while also traveling onboard a passenger-only high speed catamaran in my life for the second time, the first time having been just a few hours earlier with the FLYINGCAT 3. It was also my first trip from Spetses to Piraeus, my second-ever trip on the Saronic Gulf with a Hellenic Seaways high speed craft other than the company's hydrofoils, my second-ever trip with a ship of the 'Flyingcat' brandname (the first one having been the FLYINGCAT 3), and the sixth Hellenic Seaways high speed craft on which I ever traveled. The FLYINGCAT 6 seen departing Piraeus in the evening of 22 July 2019, just six days before my trip with her. After having visited and walked around the largest part of the island of Spetses, I headed back to the Chora, where the island's port is located. There, I saw the landing craft KATERINA STAR of Boufis Shipping Company loading some passengers and vehicles just before her upcoming departure to Kosta. Built in 2001, she has spent her entire career on the Kosta-Spetses line, and she is the only ferry to serve island. The KATERINA STAR seen leaving the island of Spetses and heading towards Kosta. The reliable KATERINA STAR seen leaving Spetses and heading towards Kosta, in what was her nineteenth season on the Kosta-Spetses line. Next to her was the small high speed boat SPETSES EXPRESS I, also of Boufis Shipping Company, and also serving the Kosta-Spetses line. A few minutes later, another small high speed boat owned by Boufis Shipping Company, the SPETSES EXPRESS II, was arriving to Spetses from Kosta. The SPETSES EXPRESS II seen docking in her namesake island. She was built in 1983 in the United States, initially as a private yacht in Tampa Bay, before she was sold to a Greek individual based in Rhodes in 2000. She was sold in 2018 to Boufis Shipping Company, and was renamed SPETSES EXPRESS II. She underwent a major conversion in Argolida, during which she became a passenger ship and entered service on the Kosta-Spetses line. The SPETSES EXPRESS II having almost docked in Spetses. The SPETSES EXPRESS II seen docked in Spetses, behind her fleetmate, the SPETSES EXPRESS I. The SPETSES EXPRESS I seen docked in the port of Spetses. It was her second consecutive season operating there under Boufis Shipping Company. Before that, she operated from 2014 to early 2018 as the METOCHI EXPRESS of Hydra Celebrity Lines on the Metochi-Hydra line. I had seen her in that service when I did my trip with the PLATYTERA TON OURANON of Hydraïki Cruises on 9 September 2017. Just a few months later, her company ceased operations and she moved from Hydra to the neighbouring island of Spetses, being renamed SPETSES EXPRESS I and beginning service for Boufis Shipping Company on the Kosta-Spetses line in 2018. While having a look of the ships of Boufis Shipping Company, I finally got to see the FLYINGCAT 6, which was arriving from Porto Cheli. The FLYINGCAT 6 preparing to dock in Spetses. This was her second consecutive summer on the Saronic Gulf, and fifth overall, having also operated there in 2013, 2015 and 2016. The FLYINGCAT 6 on her way towards her docking spot in Spetses. The FLYINGCAT 6 approaching her docking spot in Spetses. The FLYINGCAT 6 about to dock in the port of Spetses. The FLYINGCAT 6 just before she docked in Spetses, and I embarked onboard her for the first time in my life. Just like it was the case with the FLYINGCAT 3, the FLYINGCAT 6's indoor area consists of two decks which only have multiple rows of aircraft-style seats. This corresponds to the typical passenger-only high speed catamaran indoor area set, which is basically like a floating bus. A view of the ship's general arrangement plan, depicting the overall structure of the two passenger decks and of the lower deck that includes the engine room. A view of the port side area of the lower deck indoor area, which features a big number of aircraft-style seats. Another view of the port side area of the lower deck indoor area. Towards the stern section of the indoor lounge area of the lower passenger deck, one can find a small bar operated by Greek coffee chain Everest, which serves coffee, soft drinks and snacks. I then had a view of the upper passenger deck, which also featured numerous aircraft-style seats in a much more condensed area. The seats were mostly dark red and maroon. Another view of the indoor lounge area found on the upper passenger deck of the ship. We departed the port of Spetses at 13:30, as it had been scheduled. Unfortunately, just like it is the case with all Hellenic Seaways high speed craft, passengers are not allowed to stay in the outdoor areas while the concerned ships are sailing from one port to the other. As a result, I had no other choice than to stay at my seat while the FLYINGCAT 6 was sailing at full-speed towards the first stop of the trip, which was the port of Ermioni. However, as the ship stays there for just a few seconds, passengers are not allowed to head to the catamaran's outdoor areas during that time either. Therefore, we then headed towards Hydra, arriving towards 14:00, before then heading for Poros. The traveling time between these islands was slower this time, as the FLYINGCAT 3 is much faster than the smaller FLYINGCAT 6. At around 15:30, we had finally arrived in Poros. From there, I could at last get to see the port's surroundings. This is the outdoor area of the FLYINGCAT 6 at the stern section, which features several hawsers and lifebuoys. In Poros, I also happened to see the hydrofoil FLYING DOLPHIN VENUS I of Aegean Flying Dolphins, which was operating for the first time since 2011 (although she made a few trips in 2016 on the Piraeus-Aegina-Agistri line), having been reactivated in order to be deployed on the Piraeus-Aegina-Agistri-Methana-Poros line. Built in 1981, she spent the first part of her career as the FLYING DOLPHIN XIV on the Sporades, operating initially for Ceres Flying Dolphins (1981-1999) and the for Minoan Flying Dolphins/Hellas Flying Dolphins (1999-2005). She was then replaced, coincidentally, by the FLYINGCAT 6 (as well as the FLYINGCAT 5) in 2005, and she was sold to Paxos Flying Dolphins, and operated on the Corfu-Paxoi line on the Ionian Sea as the PAXOS FLYING DOLPHIN from 2005 to 2008. She was then sold to Aegean Flying Dolphins, was renamed FLYING DOLPHIN VENUS I, and spent two seasons on the Dodecanese before moving to the Saronic Gulf in 2010, remaining there until 2011. She finally returned there on a permanent basis during the summer of 2019. Right at the opposite of the port of Poros, one can see the small coastal town of Galatas Troizinias, from which small local ferries leave in order to head towards the former. There, I saw two ships: the landing craft NISSOS POROS of Poros Ferries and the double-ended ferry KYRIAKI of Troiziniaki NE. The NISSOS POROS docked in Galatas Troizinias, in what was her tenth season on the Galatas Troizinias-Poros line under Poros Ferries. Before that, she had operated on the Ionian Sea as the MEGANISI under Coastal Lines Ionios Corporation from 1986 to 2010. An hour later, towards 16:30, we had finally arrived in Piraeus. I disembarked and immediately saw another passenger-only high speed catamaran. Indeed, it was the most recent introduction of the Greek company Sea Jets, namely the SIFNOS JET. Built in 1999, she was initially known as the BETICO of New Caledonian company Compagnie Maritime des Îles, operating under them from 1999 to 2009. Having been replaced by the newly-built BETICO 2, she was laid-up in Nouméa until late 2016, when she was acquired by Sea Jets. She was renamed SIFNOS JET, underwent a three-year-long conversion in Elefsina, Chalkida and Piraeus, and entered service during the summer of 2019 on the Piraeus-Serifos-Sifnos-Milos-Kimolos-Folegandros-Thirassia-Santorini-Ios line. The stern of the FLYINGCAT 6, just a few minutes after she had arrived in Piraeus. One final view of the FLYINGCAT 6 following the trip I had with her from Spetses to Piraeus. Another view of the SIFNOS JET, in what was her first season operating in Greece under Sea Jets. She departed the port of Piraeus for the Cyclades just a few minutes after my arrival in the port. The arrival in Piraeus therefore marked the end of the second part of my Spetses stay shared on this Blog. After having arrived there with the FLYINGCAT 3, I was quite pleased to have had the chance to travel with the FLYINGCAT 6. Despite being a year older than the former, as well as a bit smaller and slower, the trip was very smooth, without any issue, and we arrived in Piraeus according to the schedule. Even though I was unable to appreciate the trip outdoors due to the restrictions imposed by Hellenic Seaways, I still enjoyed the trip, right before going to spend the remainder of the afternoon in Salamina, in order to see the ships that operate there. #flyingcat6 #hellenicseaways #atticagroup #summer2019 #greece #saronicgulf #aegean #spetses #ermioni #hydra #poros #piraeus #galatastroizinias #katerinastar #spetsesexpressi #spetsesexpressii #boufisshippingcompany #flyingdolphinvenusi #aegeanflyingdolphins #nissosporos #porosferries #kyraki #troiziniakine #sifnosjet #seajets #tribute

Trip: 14 August 2020. From Salamina to Megara, with the PANTANASSA of Pantanassa NE. The landing craft PANTANASSA was built in 1990 in Greece, as the PREVEZA for the Municipality of Preveza, for service on the Preveza-Aktion line on the Ambracian Gulf. She was part of the many landing craft that were deployed on this line during the 1980s and 1990s, helping connect Preveza and Epirus with Aetolia-Arcanania. She operated there until 2002, when the service between both ports she was serving was discontinued following the completion of the construction of an undersea road tunnel, the first and so far only one of her type in Greece. As a result, she was deployed on the Rion-Antirrion line during the summer of 2002. She then moved to the Kefalonia-Ithaca-Lefkada line on the Ionian Sea in 2003, where she remained for one season. She then returned to the Rion-Antirrion line in 2004. In 2007 the PREVEZA was sold to newly-established company Pantanassa NE, and was renamed PANTANASSA. She underwent a major conversion in Salamina, during which she was lengthened, her bridge was moved forward, an upper deck was added, her bow was completely modified and her engines were replaced. As a result of this conversion, she looked like she was a completely different ship to compared to her initial design when she was built. She then entered service on the Igoumenitsa-Corfu line on the Ionian Sea, where she operated for three seasons with mixed results. In 2010 she returned to the Rion-Antirrion line, which she served over the the next 10 years. There were often rumours of her leaving the service in order to be deployed elsewhere, most notably in 2018 and in 2019, when it had been reported that ANES Ferries had chartered her for service on the Piraeus-Northern Aegina line (serving the port of Souvala) on the Saronic Gulf, as well as on the Agios-Konstantinos-Skiathos-Skopelos line on the Sporades. However, such moves were never materialised and the ship continued to serve the Rion-Antirrion line. In 2020 she was deployed on the Megara-Salamina line, becoming the largest ship to ever operate there. In 30 years of service so far, the PANTANASSA has operated on numerous short-distance lines, with the vast majority of them being based on the Ionian Sea and in Western Greece. Despite her potential and the increase of onboard amenities following her conversion in 2007, the ship has not been completely sparred from criticism, especially regarding the quality of her engines. Moreover, even though I personally like her overall appearance and think that her design is quite impressive for a landing craft, many Greek shipping enthusiasts have often disapproved of the conversion on social media, but I guess this is simply a matter of taste. While not necessarily successful on the Igoumenitsa-Corfu line, she was pretty effective on the Rion-Antirrion line, where she has spent half of her career so far. Now that you have the full background of this veteran landing craft, I can now talk to you about my trip with her. Indeed, I had arrived in Salamina from Piraeus in the late morning of 14 August 2020 with the GEORGIOS BROUFAS of Broufas Vessels, after having also spent the early morning photographing the ships departing the main port of Athens. When doing this trip, I arrived in the port of Paloukia, which is located at the opposite of Perama and the vicinity of Piraeus, at the Eastern side of the island of Salamina. Paloukia is also the main passenger port of Salamina, and also welcomes the dozens of double-ended ferries and small passenger ships operating on the Perama-Salamina line, which is the busiest line of the Greek coastal service. However, Salamina can also be reached from another line, namely the Megara-Salamina line. This is a very short service that links the Western part of the island with the town of Megara, which is located between Athens and Corinth, and is not far from Elefsina and Agioi Theodoroi. Megara is also located on the Megara Gulf, which is the Northern section of the Saronic Gulf. The line is quite useful, as it enables passengers and vehicles arriving from Western Greece to head to Salamina without needing to go all the way to Perama and only arriving in the Eastern part of the island. The port in Salamina that is linked with Megara (whose port is also known as Pachi) is Faneromeni, which is known for having the Holy Monastery of Panagia Faneromeni, one of the most historical landmarks of the island. A trip of the Megana-Salamina line lasts just five minutes, making it one of the shortest in Greece. Nevertheless, the service is very busy, and has been an essential part of the communities of Megara and Western Salamina for many decades. The line has notably seen dozens of landing craft throughout its history, with many of them having had previous experience on the Perama-Salamina line. During the 1990s and 2000s, most ships operating on the line were landing craft that had spent two to three decades of the Perama-Salamina line and were thus nearing the end of their careers in Greece. However, the line also included many newly-built landing craft, with the Holy Monastery of Panagia Faneromeni also owning numerous ships between 1964 and 2009 (including the landing craft KANARIS of Georgios Lines, which operated for them as the AGIOS LAVRENTIOS II from 1979 to 1989). In the 2010s, the line continued to have landing craft, but also occasionally had double-ended ferries operating there, such as the FANEROMENI of Panagia Faneromeni and the PANAGIA KOIMISIS of Galaga Shipping Company. In 2020, three landing craft were operating on the line, including the PANTANASSA. The PANTANASSA seen leaving Salamina for Megara, during her first summer in her new service. After arriving in Salamina and taking numerous pictures of the ships that could be seen within the port of Paloukia, the next plan for me was to further explore the island, and to go see the ferries that operate on the Megara-Salamina line. As a result of this, I headed from Paloukia to Faneromeni, from where the PANTANASSA was just about to depart. She therefore became the first-ever ship that I used in order to head from Salamina to Megara. It was most likely my first-ever trip with a landing craft that was either heading to or leaving Salamina, although there could have been a possibility that I traveled with a landing craft back when I went to Salamina in 2000 with my parents. Unfortunately, as I was just 17 months old at the time, I cannot confirm this. She was also the first landing craft on which I traveled since my trip with the AGIOS NIKOLAOS of Agia Marina I NE from Antiparos to Paros back in 27 July 2018. A view of the ship from her port side alley leading from the garage to the upper deck of her accommodation superstructure. Here is a view of the garage, which was almost full. A view of the ship's bridge, which, unlike most landing craft, is in the front section. Underneath it, one can see the ship's name written in Greek characters, with her company's logo (depicting a snake going around a trident) just above it. The ship is name after Pantanassa, which is alternative way to mention the Virgin Mary in Greek, which is usually called 'Panagia'. Pantanassa is a portmanteau of 'panton' (all) and 'anassa' (queen), with her name thus being 'Queen of All' in English. A view of the port side outdoor alley of the middle deck, which leads to the ship's sun deck. A view of the ship's indoor lounge area, which is located in the middle deck. It features several beige lounges, which surround wooden tables. A view of the ship's outdoor area located in her upper deck. It features several white chairs aligned in rows. Moreover, one can see some of the ship's life-rafts. A view of the ship's bridge. At 13:15, the ship began to leave Salamina in order to make her short crossing to Megara. Next to her was another landing craft, the ALKYON II of Farmakoris-Villiotis NE. Built in 2018 in Greece, she began service on the Megara-Salamina line, before heading to the Pounta-Elafonisos line in 2019. After just one season there, she returned to the Megara-Salamina line in 2020. She is currently the youngest ship operating on the line. I then went on to see the third landing craft operating on the line. Indeed, it was the AIANTAS of Aiantas Ferries Company, which was seen heading towards Salamina. Crossing the AIANTAS as she heads towards Salamina. Out of the three ships, she is the most experienced one on the Megara-Salamina line. Indeed, she has been operating there for all but four seasons in her career, which began when she was built in 1999 in Greece. The AIANTAS seen heading to the port of Faneromeni in Salamina. She spent her first ten years on the Megara-Salamina line, while also occasionally operating on the Perama-Salamina line during the low season. In 2009 she was deployed on the Arkitsa-Aidipsos line on the North Evoian Gulf, where she spent one season. In 2010 she stayed on the North Evoian Gulf, although this time she was deployed on the Agios Konstantinos-Agios Georgios Lichados line, where she remained until the end of the 2012 season. Since 2013 she has been back on the Megara-Salamina line. The AIANTAS, the veteran of the Megara-Salamina line, meets the debutant, the PANTANASSA, as they are seen heading in opposite directions. Crossing the AIANTAS as she approaches Salamina. This was her eighteenth season on the Megara-Salamina line, and it was also her eighth summer in a row there. After only five minutes, the PANTANASSA had arrived in Megara. Here is a view of her bow, with passengers beginning to leave from the ramp. The PANTANASSA seen in Megara, right after she had docked in the port. A view of the PANTANASSA in Megara, right after I had completed my first-ever trip with her. A view of the port of Faneromeni in Salamina, which was clearly visible from Megara. This goes on to show how close it is from Megara, and how short the line is. I could spot two of the three ships serving the line, namely the AIANTAS and the ALKYON II. The PANTANASSA seen resting in Megara. The PANTANASSA seen docked in Megara. Since beginning service for Pantanassa NE, she has sailed under different liveries, with the current one simply consisting of a full black hull. She received it during the 2018 season. A view of the AIANTAS in Salamina. The PANTANASSA docked in Megara, during her first season on the Megara-Salamina. As stated previously, she is the largest ship to ever operate there. The impressive PANTANASSA, which is one of the most unusual landing craft of Greece. The PANTANASSA seen in the port of Megara. One final view of the PANTANASSA in Megara. This therefore marked the end of this very short trip, but which was very meaningful to me. Indeed, I traveled with a landing craft on the Megara-Salamina line for the first time, and it was nice to do it with the PANTANASSA. While she is definitely big, in fact too big to operate on such a short-distance trip, she operates efficiently and carries out her service without any problems. Her crew was very friendly as well, and I really enjoyed this brief but pleasant experience. #pantanassa #pantanassane #summer2020 #greece #megaragulf #saronicgulf #aegean #salamina #faneromeni #megara #pachi #alkyonii #farmakorisvilliotisne #aiantas #aiantasferriescompany #tribute

Trip: 19 July 2021. From Piraeus to Aegina, with the FLYING DOLPHIN XVII of Hellenic Seaways. The hydrofoil FLYING DOLPHIN XVII was built in Georgia (then part of the Soviet Union) in 1984, after having been ordered by the Greek hydrofoil company Ceres Flying Dolphins. The latter, which had been established in 1975, became one of the most innovative comapnies of the 1970s, as it successfully introduced hydrofoils on the Saronic Gulf and later on the Sporades, with the islands on both areas encountering unprecedented passenger traffic as a result of trips lasting much shorter than with the conventional vessels of the time. Because of this successful start, the company had found itself with a fleet of 15 hydrofoils by the 1981 season, with all of them under the iconic 'Flying Dolphin' brandname. To further expand its services, the company ordered hydrofoils belonging to the Kolkhida-class in 1983. This was in sharp contrast to the other hydrofoils, which belonged to the smaller Kometa-class. The Kolkhida-class featured more modern and larger hydrofoils, which could hence accommodate more passengers. To that end, they ordered two new hydrofoils, the FLYING DOLPHIN XVII and the sister ship FLYING DOLPHIN XVIII. The latter was introduced on the Sporades, while the former was deployed on the Saronic Gulf, on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line, where she went on to spend her entire career. The company kept growing, eventually reaching a fleet of 28 small hydrofoils, three larger hydrofoils known as the 'Mega Dolphins' and two high speed catamarans by 1998. However, in 1999, Ceres Flying Dolphins was transferred to Minoan Flying Dolphins, which became Hellas Flying Dolphins in 2002 and then was renamed Hellenic Seaways in 2005. Despite these changes, the FLYING DOLPHIN XVII remained on the Saronic Gulf, always on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. Even though she was supposed to be retired in 2014 because of the completion of her 30 years of service, Hellenic Seaways was granted a one-year extension for both her and the FLYING DOLPHIN XVIII. Then, even though her service was due to end in 2015, the hydrofoil was again granted an indefinite extension, allowing her to continue her operations on the Saronic Gulf. As a result of the introduction of newer high speed vessels in Greece, combined with the fact that most hydrofoils were aging and were underperforming from a technical perspective, as well as the mandatory forced retirement of these vessels at age 30 (up until 2015), and a few saw their careers end abruptly due to experiencing accidents while sailing or while undergoing their refits, Hellenic Seaways found itself with only three hydrofoils in 2012, and all of them deployed on the Saronic Gulf: the FLYING DOLPHIN XVII, the FLYING DOLPHIN XVIII and the FLYING DOLPHIN XXIX, the youngest of all hydrofoils as she was built in 1993. In 2019, the company's hydrofoil fleet changed as the FLYING DOLPHIN XVIII was destroyed by a fire while she was undergoing her refit, which led to her being scrapped at the end of the year. As a result, the company reactivated the FLYING DOLPHIN XIX, another Kolkhida-class hydrofoil which was built in 1983 and which joined Ceres Flying Dolphins in 1986, which had been taken out of service in 2012 after she had grounded off in the islet of Metopi (located between Aegina and Agistri) and had remained laid-up in Perama. After undergoing an extensive repair and refit, she returned to service on the Saronic Gulf in 2020, joining the FLYING DOLPHIN XVII and the FLYING DOLPHIN XXIX. The FLYING DOLPHIN XVII seen docked in Piraeus in the morning of 19 July 2021, on the same day that I got to travel with her. So this is a quick overview of the career of the FLYING DOLPHIN XVII, which has been providing an uninterrupted service on the Saronic Gulf for almost four decades. She is currently the longest-serving hydrofoil in Greece, as well as the longest-serving passenger ship on the Saronic Gulf. Only the one-day cruise ship COSMOS of Evermore Cruises has operated for a longer period than her on the Saronic Gulf (almost 50 years), although she has been only performing cruises since 1984 (the year in which the FLYING DOLPHIN XVII was built). She is currently the third oldest ship of Hellenic Seaways, after the ferry EXPRESS PEGASUS (built in 1977, although likely to be sold for scrap soon) and the FLYING DOLPHIN XIX (built in 1983). Despite encountering more frequent technical issues in the past few years as a result of her aging engines, she nevertheless continues to provide stable service on the Saronic Gulf and to serve the islands during the busy high season, when more trips occur. Hellenic Seaways is however planning to soon replace her and her fleetmates, as it announced in early 2021 that it proceeded to order three newly-built high speed catamarans in Norway, which are scheduled to enter service during the 2022 season. Hence, one wonders whether this will mark the end of the much-acclaimed 'Flying Dolphins', or whether they will continue to operate somewhere else or under another capacity in the future. As I knew that the 2021 season would likely be the last one for the three hydrofoils of Hellenic Seaways (although the FLYING DOLPHIN XIX can provide additional service due to having underwent a significant refurbishment only a year ago), I had hoped to travel with at least one of them in order to enjoy them as much as I could before their pending retirement. On the occasion, I finally got to write a Tribute Post for a hydrofoil, something which I had not done in the past due to their small sizes and limited amenities, as well as the fact that they are usually fully crowded so their indoor areas cannot be seen adequately. Despite the hydrofoil having been around way before I was born, I never happened to travel with her until 7 August 2019, while heading from Aegina to Piraeus. I then performed three trips with her in 2021, all of them while heading from Piraeus to Aegina. My second trip, on 19 July, is the one covered in the post. I went from Aegina (where I had been spending some time during my vacation) to Athens and then headed back to the island on the same day. I had reached Piraeus with the ACHAEOS of 2way Ferries, and then had, as I did not have a car with me, the chance to travel with the passenger-only hydrofoils as well. And this happened to be with the FLYING DOLPHIN XVII. Overall, I have traveled with only three hydrofoils of Hellenic Seaways: the FLYING DOLPHIN XV (now the SANTA of Greek-Albanian company Ionian Seaways, the subsidiary of Ionian Cruises) back in 2007, the FLYING DOLPHIN XXIX in 2017 and the FLYING DOLPHIN XVII in 2019 and 2021. I have also traveled several times with the FLYING DOLPHIN ATHINA of competing operator Aegean Flying Dolphins (in 2012, 2015, 2017, 2019, 2020 and 2021). As I arrived in Piraeus during the evening in order to make my way back to Aegina, I spotted the PHIVOS of Nova Ferries. Built in 1980 in Spain, she began operating in Greece in 2005, when she was introduced by her company on the Saronic Gulf. She first served the Piraeus-Aegina-Methana-Poros-Hydra line, before being restricted to the Piraeus-Aegina line from 2007 to 2013. Since the establishment of the Saronic Ferries joint venture in 2014 (which includes Nova Ferries and 2way Ferries, and also used to have Hellenic Seaways), she has been operating on the Piraeus-Aegina-Methana-Poros line. Next to the PHIVOS was one of the surprises of the summer. Indeed, it was the landing craft ELENI of Kerkyra Seaways, which was deployed on the Piraeus-Aegina line for the 2021 season. Built in 1993 and having been operating on the Igoumenitsa-Corfu line on the Ionian Sea since 2005, she was called to replace the AGIOS NEKTARIOS AEGINAS of ANES Ferries, which was sent to operate on the Sporades, as her fleetmate operating there, the SYMI, experienced a severe engine failure which caused her to miss the rest of the summer season. As ANES Ferries had no other ship to replace the AGIOS NEKTARIOS AEGINAS on the Piraeus-Aegina line, the ELENI was called. She provided very good service, as she was the first landing craft to serve the line in 14 years. I also happened to see the small passenger boat ELENA F of Elena F Shipping, which operates on the Piraeus-Salamina line. The ELENA F seen in Piraeus. Built in 1998 in Greece, she has spent her entire career on the Piraeus-Salamina line, except during the 2013 season, when she was deployed on the Glyfa-Skiathos line on the Sporades. Facing the E8 gate in Piraeus was the much-acclaimed high speed ferry WORLDCHAMPION JET of Sea Jets. Owned by the latter since late 2018, she entered service in 2019 on the Cyclades, quickly experiencing massive success as she became the fastest ferry in Greece. She spent her debut season on the Piraeus-Syros-Mykonos-Naxos-Santorini line, followed by an extended service on the Piraeus-Syros-Mykonos-Paros-Naxos-Ios-Santorini line in 2020, and then by serving the Piraeus-Syros-Mykonos-Naxos-Ios-Santorini line in 2021. The WORLDCHAMPION JET seen in Piraeus, after she had returned from the Cyclades. Following her debut season in 2019, she won the 'Ship of the Year' award given by Lloyd's List, at the 2019 Lloyd's List Greek Shipping Awards. In front of the WORLDCHAMPION JET was her fleetmate, the TERA JET. While being a major asset for her company, she was kept out of their plans during both the 2020 and 2021 summer seasons, the latter of which she spent in Piraeus. Her last service had been on the Piraeus-Paros-Ios-Santorini line in 2019. The WORLDCHAMPION JET and the TERA JET, the two best ships of Sea Jets, seen together in Piraeus. I then got to see the FLYING DOLPHIN XIX of Hellenic Seaways, a sister ship and fleetmate of the FLYING DOLPHIN XVII. This was her second season in service on the Saronic Gulf since she was reactivated following her accident in Metopi back in 2012. A view of the FLYING DOLPHIN XIX, which, like all hydrofoils of Hellenic Seaways, serve the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. The WORLDCHAMPION JET seen resting in Piraeus, during her third summer under Sea Jets. I traveled with her on 20 September 2020 for the time, while heading from Piraeus to Syros and back on the same day. As such, she became the fastest ship on which I ever traveled. I also got the chance to embark onboard her in 2021, as I traveled from Piraeus to Ios with her just three days after taking this picture. Another view of the FLYING DOLPHIN XIX in Piraeus. She is the lead ship of the Kolkhida-class, as she was its first-ever ship to enter service back in 1983, when she operated on the Odessa-Yalta line under Black Sea Shipping Company-Noroflot. She was bought by Ceres Flying Dolphins in 1986, and was deployed on the Sporades. She moved to the Saronic Gulf in 2004, just a year before her company at the time, Hellas Flying Dolphins, was rebranded as Hellenic Seaways. The WORLDCHAMPION JET seen in Piraeus during the evening, during what was yet another summer for her on the Cyclades. The ELENA F and the FLYING DOLPHIN XIX, two different kinds of ships serving the Saronic Gulf, seen together in Piraeus. A bit further down was the cruiseferry FESTOS PALACE of Minoan Lines, which operates on the Piraeus-Milos-Heraklion line since 2020. She was formerly the EUROPA PALACE under Minoan Lines from 2002 to 2012, before she was chartered to Italian company Tirrenia Di Navigazione as the AMSICORA from 2012 to 2018. After returning to Minoan Lines and being renamed MYKONOS PALACE in 2018, she was deployed on the Piraeus-Chania line, before being renamed FESTOS PALACE in 2020. After seeing all these ships, the FLYING DOLPHIN XVII had returned to the port of Piraeus and was heading towards her docking spot. The FLYING DOLPHIN XVII having just returned to Piraeus, shortly before I embarked onboard her. The FLYING DOLPHIN XVII approaching her docking spot in Piraeus. The FLYING DOLPHIN XVII about to dock in Piraeus, with the WORLDCHAMPION JET and the TERA JET right behind her. The FLYING DOLPHIN XVII now ready to dock in Piraeus, in preparation of her subsequent departure for Aegina. A view of the upper deck of the FLYING DOLPHIN XVII, which houses the ship's bridge. Right underneath the bridge's windows, the hydrofoil's name is mentioned. Here is a view of the main indoor area of the FLYING DOLPHIN XVII, which pretty much only features several rows of aircraft-style seats. Overall there are 130 seats, as this is the maximum passenger capacity for hydrofoils of the Kolkhida-class. Another view of the indoor area of the FLYING DOLPHIN XVII. The seats were certainly refurbished at some point during the 2010s. Towards 19:00, we began to leave the port of Piraeus in order to head towards Aegina. The trip was very quick, as it usually is when embarking onboard such ships. There were no weather issues, and the trip was very smooth altogether. After just 45 minutes, the FLYING DOLPHIN XVII had arrived in Aegina and was now disembarking her passengers. The FLYING DOLPHIN XVII seen in Aegina, right after having completed my trip with her. Another view of the FLYING DOLPHIN XVII in the port of Aegina, as she begins to load passengers in order to then head to Agistri. While I was walking around the port, I then spotted the conventional double-ended ferry POSIDON HELLAS of 2way Ferries, which was returning to Aegina from Agistri. The POSIDON HELLAS is seen heading towards her docking spot in Aegina. Built in 1998, she has spent her entire career so far on the Saronic Gulf, just like it has been the case for the FLYING DOLPHIN XVII. She was first deployed under Poseidon Consortium Shipping on the Piraeus-Aegina-Poros-Hydra-Spetses line, before her company was taken over by Minoan Flying Dolphins (later Hellas Flying Dolphins) in 1999. As a result, she became a fleetmate of the FLYING DOLPHIN XVII, as she entered service under the Saronikos Ferries division, on the Piraeus-Aegina-Agistri-Methana-Poros-Hydra-Spetses line. Her company was rebranded as Hellenic Seaways in 2005, hence she remained a fleetmate of the FLYING DOLPHIN XVII. In 2008 she saw her service restricted to the Piraeus-Aegina-Agistri-Methana-Poros line, and she remained with Hellenic Seaways until 2015, when she was sold to her current owners, 2way Ferries. The POSIDON HELLAS, formerly a fleetmate of the FLYING DOLPHIN XVII, seen about to maneuver in Aegina. This was her seventh consecutive summer under 2way Ferries, which is part of the Saronic Ferries joint venture. The POSIDON HELLAS approaching her docking spot in Aegina. When she was built in 1998, she became the first-ever conventional double-ended ferry in the history of the Greek coastal service. The POSIDON HELLAS seen in Aegina. During the summer of 2021, she established a new impressive record regarding my traveling experience. Indeed, I was onboard her for a total of six times during that summer (3 times from Piraeus to Aegina and 3 times from Aegina to Piraeus), which broke the record previously held by the PHIVOS, on which I had traveled four times during two different summers (2007 and 2019). My first-ever trip with her under her current owners was on 16 August 2016, while heading from Aegina to Piraeus. Another view of the POSIDON HELLAS, which has provided excellent service throughout her entire career on the Saronic Gulf. The POSIDON HELLAS approaching the dock of the port of Aegina. One last view of the POSIDON HELLAS right before she docked in Aegina. And this concludes my Blog post regarding my trip from Piraeus to Aegina with the FLYING DOLPHIN XVII. It was quick and efficient, and it was a good opportunity for me to provide you with pictures of her indoor areas and to finally write a Tribute Post covering a hydrofoil. Despite her age, the ship was very nice altogether, and completed her trip on time. I then got to travel onboard her again two other times during the summer, once on 1 August and one last time on 1 September. It now remains to be seen what the future will hold for her, as Hellenic Seaways expects the arrival of the new high speed catamarans which will replace 'the current older technology', which refers to the three hydrofoils. A sale to another company could be an option, otherwise she might face the possibility of remaining laid-up in the company's ship repair area in Perama, as it has been the case for two of her retired former fleetmates (the FLYING DOLPHIN X since 2008 and the FLYING DOLPHIN XXIII since 2010). Hopefully the former will occur and not the latter. In any case, as I knew that her end was coming up, I really tried to enjoy seeing her and photographing her (as well as traveling with her), as hydrofoils, despite their age and their need to be replaced, remain a huge part of my childhood memories in Aegina. #flyingdolphinxvii #hellenicseaways #atticagroup #summer2021 #greece #saronicgulf #aegean #piraeus #aegina #phivos #novaferries #eleni #kerkyraseaways #elenaf #elenafshipping #worldchampionjet #terajet #seajets #flyingdolphinxix #festospalace #minoanlines #posidonhellas #2wayferries #tribute

Trip: 23 July 2018. From Piraeus to Naxos, via Paros, with the BLUE STAR DELOS of Blue Star Ferries. The cruiseferry BLUE STAR DELOS was ordered by Blue Star Ferries, along with her sister ship, the BLUE STAR PATMOS, at the Daewoo Shipyards in South Korea for construction and service on the Aegean Sea. The two ships were built in the same shipyards where Blue Star Ferries had ordered ferries in the past, namely the BLUE STAR ITHAKI (now the FUNDY ROSE of Canadian company Bay Ferries Limited) in 2000 and the BLUE STAR PAROS and the BLUE STAR NAXOS in 2002. The BLUE STAR DELOS was completed in 2011 (after several delays which caused her to miss the 2011 summer season), and began service on the Piraeus-Paros-Naxos-Ios-Santorini line, while the BLUE STAR PATMOS was completed in 2012 and was deployed on the Piraeus-Chios-Mytilene line (though she was also inserted on the Cyclades since late 2014). Among the youngest and most reliable ferries in the Greek coastal service today, the BLUE STAR DELOS has been hailed as, ever since she began her operations, the best day ferry in Greece. Over the past seven years, the BLUE STAR DELOS found herself to be permanently operating on the Piraeus-Paros-Naxos-Ios-Santorini line (though she does not serve Ios during the summer), and operates throughout almost the entire year, despite her having a smaller vehicle capacity and a smaller amount of cabins compared to her sister ship. She leaves Piraeus in the early morning, arrives in Santorini in the afternoon, and returns to Athens' main port during the late evening. Her service is widely acclaimed and has practically never been halted due to technical issues. The BLUE STAR DELOS seen departing the port of Paros, in late July 2018. After having already traveled with her sister ship in two different occasions, I finally had the opportunity to travel with her for the first time ever. Indeed, when my parents arrived in Greece for the summer (I had already been there since early June as I had an internship with the shipping company V-Ships Greece), we had planned to spend a six-day trip together with my siblings before our annual stays in Zakynthos and in Aegina, as you are now very familiar. The previous summer had seen us in Sifnos, while the summer of 2018 was marked by a visit to the islands of Naxos and Paros. Indeed, we were in Naxos between 23 July and 26 July, and then in Paros from 26 July to 29 July. Hence, we were due to leave Athens very early in the morning in order to reach Naxos before the afternoon. This trip marked my first-ever trip with this ship, my first-ever trip from Piraeus to Naxos, the third ferry from Blue Star Ferries on which I have traveled (after the BLUE STAR PATMOS and the BLUE STAR PAROS), my first-ever early morning trip from Piraeus to the Cyclades (and the second-ever from the Attica region to the Cyclades, as I had done a trip from Rafina to Ios with the SUPERFERRY of Golden Star Ferries over a month prior to this trip). Moreover, I had now officially traveled with both the two Daewoo sister ships that were the last cruiseferries to have been delivered to a Greek coastal service company to date. The trip began in an unconventional manner. Indeed, while we were heading from Central Athens to the port of Piraeus, there was a huge traffic on the road between Phaliron and Piraeus (mainly due to useless the construction of the tram in that area, which has made one lane out of three unavailable, and due to the many ship departures from the port occurring between 06:30 and 08:30). Luckily, my father managed to find a shortcut which allowed us to pass by all vehicles waiting on the line. We managed to board the ship just one minute before her departure, which was at 07:25! I am not joking when I am saying that, as soon, as our car entered the ship, her ramp closed and we began to leave Piraeus! As a result of this, I was unable to take pictures from the ships that were in the port at the time of our departure, as it took time for us to have the car maneuvered in the garage and then to find seats inside the ship's indoor areas. Hence, I could only take pictures after we had exited the port. As soon as I headed towards the ship's outdoor area in her stern section, I saw that we had left Piraeus, and that we were being followed by her fleetmate, the BLUE STAR PAROS, which had departed Piraeus in order to begin her daily service on the Piraeus-Syros-Tinos-Mykonos-Ikaria-Fournoi-Samos line. Behind her is the NISSOS MYKONOS of Hellenic Seaways, also preparing to exit the port. We then immediately passed by the cruise ship CELESTYAL CRYSTAL of Celestyal Cruises (formerly known as Louis Hellenic Cruises, or just Louis Cruises), which had also exited Piraeus and was heading towards her usual destinations, which include the Cyclades, the Dodecanese and the Turkish coast. As there were not any other ships to see for the time being, I decided to explore the ship's indoor areas and amenities. The crowded sun deck outdoor area in Deck 6, which is the first deck used for passenger amenities. The other ones are Deck 7 and Deck 8. The area has several modern chairs and even a few lounges. It is under the exact same structure as the BLUE STAR PATMOS. The area also features, as it is the case with the BLUE STAR PATMOS, an outdoor bar and café area, operated by Flocafé Espresso Room. It offers coffee, water, soft drinks and small snacks. The ship's deckplan. It follows the same pattern as the BLUE STAR PATMOS. She has 9 decks: Decks 1 to 5 are dedicated to the ship's garage and engine rooms, Decks 6, 7 and 8 to passenger areas, and Deck 9 to the ship's bridge. Like her sister ship, the BLUE STAR DELOS has aircraft-style seats occupying the sides of each passenger indoor area. This part is located on the narrow starboard side of the ship, and is located on Deck 7. A view of the wider aircraft-style seat area at the port side of Deck 7. The floorplan of the BLUE STAR DELOS, which is posted next to the lifts (located at the front section of the ship). This is one is also located in Deck 7. The lifts are all covered by advertisements, which are either showcasing Attica Group and Blue Star Ferries, or sunscreen brand Frezyderm, as it is the case here. The staircase area, located near the lifts, allowing passengers to walk from deck to deck. Here, we are at the intersection of Deck 6 and Deck 7. We are now in Deck 6, which also has aircraft-type seat areas on both sides (rooms AK1, AK2 and AK3). In the middle section, there are a few nice chairs and tables, as well as the ship's onboard store, ran by Hellenic Travel Shops. It features a wide range of products, namely clothes, bags, jewelry, beauty products and small gadgets. Further towards the middle section of Deck 6, the ship has a large restaurant and canteen area, which is managed by Goody's Burger House, a very famous fast food chain in Greece. Very popular amongst passengers traveling with her, these restaurants are also found on other Blue Star Ferries-owned ferries, such as the day ferries BLUE STAR PAROS (as you saw it during my trip with her) and the BLUE STAR NAXOS, but also on the larger sister ships BLUE STAR 1 and BLUE STAR 2, which perform even longer trips and sail during both day and night. Even more forward, I had the chance to take a quick picture of the Business Class Lounge area, which has more space, a wall decorated with a picture showing wood-sticks, nice-looking chairs, and a large bar. It is located right underneath the bridge. The ship's iconic front-side windows are seen at the back of the picture. A view of the Business Class Lounge area from the ship's port side. It shows the nice chairs and lounges, and the ship's frontside windows. Moreover, the passengers sitting in the lane located around the windows are circled by rectangular glasses decorated with white straight lines. Another view of the staircase leading to the various decks of the ship. They are very modern, as suggested by the glass and the overall design. The alley located between the Goody's Burger House restaurant and the indoor area near the stern on Deck 6. At the side is another aircraft-style seat area, while the central part has a wall with a big and beautiful painting showing a large amount of seabirds flying next to a coast. A very modern and artistic approach to the ship. The Economy Class Lounge area right next to the ship's reception, featuring lounges and white chairs. The walls are decorated with small white columns. The ship's very modern reception desk, which is very similar to the one that the BLUE STAR PATMOS has. Next to the reception desk and right before exiting the area in order to go outside, one can see another seating area, which features white chairs and tables that are the same as the ones seen in the area between the restaurant and the reception area. The wall, which is circular, has a drawing of a green frog swimming below water. This drawing is different to the one the BLUE STAR PATMOS has, as she has a goldfish instead. Next to the reception desk, passengers are greeted by a welcome sign made out of yellow 3D letters laying on the floor. The BLUE STAR PATMOS has a similar sign as well. The BLUE STAR DELOS was the first ship in the history of the Greek coastal service to have such a welcome sign. This feature quickly became iconic and many tend to assimilate the ship with this sign. The ship's floor welcome sign, alongside a compass drawn on the floor which covers the whole welcoming area. Between the reception desk and the welcome sign, the BLUE STAR DELOS has a small kid's corner (the room with the windows showing red stickers of a buoy, a ship and a submarine), an online booking and Sea Smiles (Attica Group's loyalty programme offered to passengers) refill machine, as well as a telephone and an ATM machine. The ship's indoor lounge area located near the door leading to the outdoor sun deck. Another view of the crowded sun deck outdoor area. The sun deck outdoor area located in Deck 7. In Deck 8, there is an alley accessible to passengers. It is leads to a small outdoor lounge area which also has a TV screen. Next to it we can find the ship's lifeboats. Between this alley and the one located on the opposite side, there is an indoor area which has 24 cabins for passengers. These are rarely used however, as the ship operates generally throughout the day. One of the ship's four lifeboats, located next to Deck 8. The outdoor lounge area that I previously mentioned, located towards the front section of the ship. This area also features a Flocafé bar, much larger than the one located in the stern sun deck area of Deck 6. The only way I could take a picture of the ship's funnel while onboard (apologies for the bad quality of this photo). The funnel is very large and modern, and features, just like it is the case for her fleetmates, her owners' iconic blue star logo. The passenger staircase area, at the intersection between Deck 7 and Deck 8. As soon as I was done taking pictures of the ship's indoor and outdoor areas, I noticed that we had finally encountered a ferry while heading towards our destination. Indeed, it was the classic ferry ADAMANTIOS KORAIS of Zante Ferries, which had left Piraeus just a few minutes before the BLUE STAR DELOS and was beginning her long trip on the Western Cyclades lifeline, with her first destination being Kythnos. The beautiful ADAMANTIOS KORAIS seen heading towards Kythnos. She was built in Japan in 1987 and was bought by Zante Ferries in 2007. After a year-long conversion, she entered service in 2008 on the Piraeus-Paros-Naxos-Ios-Santorini line, where the BLUE STAR DELOS currently operates. But her service there lasted just one season as she was then transferred to the Western Cyclades lifeline, which is, in other words, the Piraeus-Kythnos-Serifos-Sifnos-Milos-Kimolos-Folegandros-Sikinos-Ios-Santorini line, in 2009. She has since been remaining there, becoming extremely successful and reliable. The ADAMANTIOS KORAIS seen next to the Attica coast, heading towards Kythnos. The ADAMANTIOS KORAIS, among the best ships of the Cyclades and Zante Ferries' flagship, seen heading towards Kythnos. Passing by the ADAMANTIOS KORAIS. She was the ship on which I traveled from Piraeus to Sifnos on 26 July 2017, when I went to the island with my family. The trip was very memorable and truly a nice experience, which shows how the ferry can offer a very nice trip to anyone boarding her. Passing by the ADAMANTIOS KORAIS. Due to the BLUE STAR DELOS being faster, we did not wait for that long before we overtook her. The ADAMANTIOS KORAIS, in what was her tenth consecutive season on the Western Cyclades lifeline, and eleventh consecutive season in Greece overall. The ADAMANTIOS KORAIS seen calmly sailing over the Aegean Sea. The ADAMANTIOS KORAIS shortly after we had passed by her. She was the first ship of her company, which was traditionally operating on the Kyllini-Zakynthos line and on the Kyllini-Kefalonia line on the Ionian Sea, to be deployed on the Aegean Sea. The entry to the new market was successful, and her two fleetmates eventually joined her, each for two summer seasons. She was supposed to be joined in 2008 by her sister ship, the ODYSSEAS ELYTIS (which had also been acquired by Zante Ferries), but the large sum of money spent on her conversion did not guarantee enough funding for the latter's conversion. Ultimately, the ODYSSEAS ELYTIS remained laid-up in Zakynthos from 2007 to 2013, and never entered service for Zante Ferries. She was sold in late 2013 to Indonesian company PT Munic Line, and operates there today as the ELYSIA. One last view of the wonderful ADAMANTIOS KORAIS, as she is seen hading towards Kythnos. An impressive view of three ferries located near the Attica coast and sailing right behind the BLUE STAR DELOS. All are heading towards the Cyclades, though two of them are also heading towards the Northeast Aegean Sea Islands. We can see the ADAMANTIOS KORAIS in the left, the BLUE STAR PAROS in the middle, and the NISSOS MYKONOS (which had already passed by the BLUE STAR PAROS) in the right. Barely five minutes after having passed by the ADAMANTIOS KORAIS, I saw another ship owned by Zante Ferries operating on the Western Cyclades, and also a very familiar face to me. Indeed, it was the DIONISIOS SOLOMOS, which was also heading to Kythnos, having left a few minutes before her fleetmate. The DIONISIOS SOLOMOS was built in 1990 in Japan and entered service in Greece in 1999 after having been bought by Zante Ferries. She was the company's first-ever conventional ferry, as they previously operated Ro-Ro carriers (the AGIOS DIONISIOS I from 1991 to 1995 and the AGIOS DIONISIOS S from 1995 to 1999). She entered service on the Ionian Sea, mainly serving the Kyllini-Zakynthos line, but also occasionally operating on the Kyllini-Kefalonia line. She remained there until 2017, when she was transferred to the Western Cyclades lifeline, joining the ADAMANTIOS KORAIS. The DIONISIOS SOLOMOS seen heading towards Kythnos, during her second straight summer on the Western Cyclades. She is an important part of my childhood, as I would see her every year in Zakynthos, and had also traveled onboard her multiple times. The last time was on 21 July 2013, hence exactly five years and two days before my trip with the BLUE STAR DELOS. The DIONISIOS SOLOMOS has spent her first two seasons on the Cyclades operating on the Piraeus-Kythnos-Serifos-Sifnos-Milos-Kimolos-Folegandros-Sikinos-Ios line. Hence, she serves all the islands that are part of her fleetmate's itinerary, except for Santorini. Her entry to the Western Cyclades occurred right after a major conversion that she underwent in Perama, during which her stern was upgraded and her bow was fully replaced. Having had a ramp throughout her entire career on the Ionian Sea, it was covered by a classic bow, in order to make her trips on the more aggressive Aegean Sea more comfortable and frictionless. Her introduction has been successful so far, due to her larger garage, which has been favoured in terms of freight service. The DIONISIOS SOLOMOS seen heading towards Kythnos. Before her, Zante Ferries had added her former fleetmate, the ANDREAS KALVOS, as a partner of the ADAMANTIOS KORAIS on the Western Cyclades. The ship was also on the Kyllini-Zakynthos line and on the Kyllini-Kefalonia line, operating there from 2003 to 2014. In 2015, following a conversion in Perama, she was deployed on the Piraeus-Kythnos-Serifos-Sifnos-Milos-Kimolos line. After two seasons, she was deemed unfit for this service, which prompted her owners to deploy the DIONISIOS SOLOMOS instead. After returning to the Ionian Sea in 2017 and operating there for two seasons, the ANDREAS KALVOS was sold to Levante Ferries. She has been operating for them since January on the Patras-Kefalonia-Ithaca line. The DIONISIOS SOLOMOS, now established on the Cyclades, heading towards Kythnos. Passing by the DIONISIOS SOLOMOS, which is also slower than the BLUE STAR DELOS. At the same time, the containership CMA CGM BERLIOZ of French containership giants CMA CGM was seen heading towards Piraeus. One last view of the DIONISIOS SOLOMOS as she heads towards the island of Kythnos. Thirty minutes after having passed by the DIONISIOS SOLOMOS, we had passed through the passage separating the islands of Kea and Kythnos. The BLUE STAR DELOS at the stern section, seen in the middle of the Cyclades. The NISSOS MYKONOS, in the meantime, is heading towards the North, as she is due to call at Syros, while we are heading towards Paros (which is more towards the South than Syros). Built in Greece in 2005, she spent the 2018 season on the Piraeus-Syros-Mykonos-Ikaria-Samos-Chios-Mytilene-Limnos-Kavala lifeline, and is among the best ships of the Greek coastal service, to the same extent as the BLUE STAR DELOS. Two hours later, I was able to witness a beautiful moment, as the BLUE STAR DELOS encountered her sister ship and fleetmate, the BLUE STAR PATMOS, which had left Paros and was making her return to Piraeus. The BLUE STAR PATMOS, a ship on which I had already traveled two times before my trip with the BLUE STAR DELOS: the first time on 7-8 July 2015 from Piraeus to Santorini, and the second time from Santorini to Ios on 10 July 2017. Built just a few months after the BLUE STAR DELOS, the BLUE STAR PATMOS entered service during the 2012 summer season on the Piraeus-Chios-Mytilene line. She quickly dispatched NEL Lines off its historic line and was a major threat to Hellenic Seaways for several seasons. After the sale of the BLUE STAR ITHAKI to Bay Ferries Limited in late 2014, she was transferred to the Cyclades. Her first summer season there saw her conducting the same trip as the BLUE STAR DELOS, though she would be serving much more islands. Indeed, from 2015 to 2017, she was on the Piraeus-Syros-Paros-Naxos-Donousa-Amorgos-Ios-Santorini-Anafi-Astypalaia line. Since 2018, she has been on the Piraeus-Syros-Paros-Naxos-Ios-Santorini-Anafi line, no longer making calls to Donousa, Amorgos and Astypalaia. The great BLUE STAR PATMOS passing by her sister ship. Both ships ensure the daily connection of Piraeus with Paros, Naxos and Santorini (though the BLUE STAR PATMOS also serves Syros, Ios and Anafi). The BLUE STAR DELOS leaves from Piraeus to the islands in the morning, while the BLUE STAR PATMOS does so in the late afternoon, returning from the islands to Athens' main port the following morning. The BLUE STAR PATMOS seen heading back towards Piraeus. The moment the two sister ships met together, near the island of Paros, where they have been widely acclaimed. The BLUE STAR PATMOS, one of Blue Star Ferries' jewels, and one of the best ships operating in Greece. The BLUE STAR PATMOS on her way towards Piraeus. Three days after my trip with her sister ship, I would find myself traveling onboard her once again, while heading from Naxos to Paros. Therefore, it would be the third time that I would be onboard this amazing ferry, the most times out of any ferry operating on the Cyclades. Shortly after seeing the BLUE STAR PATMOS, we were beginning to approach the port of Paros, located in the town Paroikia. There, two infamous islets were awaiting us: the 'Portes', which is where the doomed EXPRESS SAMINA of Hellas Ferries collided and sank, resulting in the tragic loss of 82 people. Therefore, these two islets are a place that Paros residents tend to forget, due to the horrible events they experienced that tragic night of 26 September 2000. On a more positive note, I saw a nice high speed craft, the NAXOS JET of Sea Jets, leaving Paros, as she was making her return trip back Rafina. The NAXOS JET was formerly known as the CYCLADES EXPRESS of NEL Lines, operating for them only during the 2010 season on the Heraklion-Santorini line. Afterwards, due to the company's financial problems, she was laid-up in Salamina from 2010 to 2016. That year, she was sold to Sea Jets, which went on to refit her during two years. She entered service for the first time in 8 years on the Rafina-Andros-Syros-Tinos-Mykonos-Paros-Naxos line, where she operated successfully. In her debut season under Sea Jets, the NAXOS JET would leave Rafina for the Cyclades islands in the afternoon, reaching Naxos in the evening and spending the night there. She would leave her namesake island in the morning, in order to return to Rafina in the early afternoon. After passing by the NAXOS JET, I saw one of her fleetmates departing the port of Paros. It was the company's flagship, the TERA JET, which was collaborating with the NAXOS JET, serving the Rafina-Andros-Tinos-Mykonos-Paros-Naxos line. Unlike her fleetmate, however, the TERA JET leaves Rafina in the morning and returns there in the late afternoon of the same day. The NAXOS JET seen heading towards Mykonos, her next destination. It was almost 11:40, and we were now right next the port of Paros. Here is a nice view of Paroikia. In the meantime, another high speed craft was departing the island. It was the SUPERRUNNER of Golden Star Ferries, which was heading from Paros to Naxos. The SUPERRUNNER (formerly the SPEEDRUNNER IV of Aegean Speed Lines, from 2009 to 2016) seen leaving Paros. It was her second season with Golden Star Ferries, which has successfully deployed her on the Rafina-Tinos-Mykonos-Paros-Naxos-Ios-Santorini line. Her rival, the TERA JET, had also left Paros and was also heading towards Naxos. Both ships became fierce competitors in 2017, which marked the first summer of the SUPERRUNNER in Rafina under Golden Star Ferries and the first one of the TERA JET on the Rafina-Cyclades service. Due to both of them being excellent and very fast high speed craft, their owners engaged in both a price war and port racing contests in Tinos, Mykonos, Paros and Naxos (as the SUPERRUNNER then continues her trip to Ios and Santorini, while the TERA JET heads back to Rafina) in order to see which ship would moor first (with a view of impressing passengers). Despite the heated rivalry, both ships had an excellent first season, as they also did in 2018. No incidents and very rare engine failures have been reported so far. Thanks to them, their companies won the prestigious award 'Passenger Line of The Year' provided by Lloyd's List Greek Shipping Awards, in 2017 and 2018, respectively. The SUPERRUNNER and the TERA JET beginning their racing contest from Paros to Naxos. The SUPERRUNNER has the upper hand for now, as she left Paros before her rival. Another view of the SUPERRUNNER and of the TERA JET leaving Paros for Naxos. In the meantime, we were now close to the start of our maneuvering procedure in Paros. There, the fleetmate of the BLUE STAR DELOS, the BLUE STAR NAXOS, was resting before her departure for Naxos. The acclaimed BLUE STAR NAXOS, also built in the Daewoo Shipyard like the BLUE STAR DELOS, seen in Paros. She connects Piraeus with the Lesser Cyclades on a daily basis through a very tight schedule, operating on the Piraeus-Syros-Paros-Naxos-Irakleia-Schoinousa-Koufonisi-Donousa-Amorgos-Santorini-Astypalaia line. She leaves Piraeus at 06:45 every morning, and returns there the following day at 05:00. The crew only has one hour and thirty minutes to rest before her next departure there. This is why she is such an exceptional ship. Besides the BLUE STAR NAXOS, I also saw the oil products tanker CHRISANTHI of Argo resting at the corner of the Paroikia port. The BLUE STAR NAXOS seen in Paros as we were starting our maneuvering procedure. Another view of the SUPERRUNNER leaving Paros. I had traveled onboard her just a month and six days before my trip with the BLUE STAR DELOS, from Ios to Mykonos (via, coincidentally, Naxos and Paros). The TERA JET is seen following her. The BLUE STAR NAXOS seen in Paros, as the BLUE STAR DELOS is docking in the port. The amazing BLUE STAR NAXOS, which has been a major weapon of Blue Star Ferries on the Cyclades for the past 17 years! A beautiful little church built under the Cycladic architectural style seen in Paroikia. It is the Church of Agios Nikolaos, known to to be protector Saint of seamen in the Greek Orthodox Church. Next to the CHRISANTHI, I saw a small passenger ship, and more precisely the small high speed boat ANTIPAROS STAR of Agia Marina I NE, which operates on the Paros-Antiparos line. Shortly after the BLUE STAR DELOS had docked in Paros, the BLUE STAR NAXOS had already left the port in order to begin heading towards Naxos. The hardworking and acclaimed BLUE STAR NAXOS seen leaving Paros. The BLUE STAR NAXOS leaving Paros in order to head towards her namesake island. The CHRISANTHI, which operates around almost all Cyclades and Dodecanese Islands, seen resting in Paros. The ANTIPAROS STAR, seen shortly before her departure for Antiparos. The latter is located right next to Paros and is accessible via small high speed boat and landing craft. The ANTIPAROS STAR leaving Paros in order to head towards her namesake island. She was built in 2015 in Greece for her owners, which deployed her on the line as a replacement for the ELAFONISOS, which was sold to Zakynthos-based company Elafonisos-Christina Cruises. She now operates as a day tour boat on the Zakynthos-Marathonisi line. After 15 minutes in Paros, it was the turn of the BLUE STAR DELOS to leave in order to reach Naxos, our final destination. We started heading towards Northern Paros, passing by the well-known Naoussa village, in order to reach Naxos' port, which is the Northwestern part of the island. Near Naoussa, I noticed another high speed craft, also owned by Sea Jets. It was the CALDERA VISTA, which had previously been known as the MASTER JET. She was renamed prior to the start of the 2018 season, as part of her deployment on the Heraklion-Rethymnon-Santorini-Paros-Mykonos-Tinos-Syros line. The CALDERA VISTA was operating in Greece for the first time since 2016, as in 2017 she had been chartered to Azores-based company Atlântico Line. She had a successful comeback on her new line, which she had partially served in her first two seasons under Sea Jets (2012 and 2013), covering the Heraklion-Rethymnon-Santorini line. The CALDERA VISTA seen heading from Santorini to Paros. She is now the only high speed craft of her company not to have the 'JET' suffix (although she did when she was named MASTER JET), and she has a different livery, displaying her name on her hull instead of her company's name and just having a red wave on her funnel instead of Sea Jets' logo. Her name is a reference to the view of the sunset on the Caldera area of Santorini, which is visited by millions of tourists each year. The CALDERA VISTA on her towards Paros. After 45 minutes, we had almost reached Naxos. There, I saw the TERA JET and the BLUE STAR NAXOS, which had all arrived in the island and were beginning to load their new passengers and vehicles. A nice view of the Naxos port, headlined by the TERA JET which is about to depart the island. As the BLUE STAR DELOS was beginning to maneuver in the port, I saw a historic ship in the port. It was the legendary EXPRESS SKOPELITIS of Small Cyclades Lines, known as 'The Little Hero of the Lesser Cyclades', as she ensures the daily connection of these islands with Naxos and Amorgos all year long. She operates on the Naxos-Irakleia-Schoinousa-Koufonisi-Donousa-Amorgos-Ios-Santorini line, serving the latter two islands only during the summer. She is widely praised as she is among the main sources of supplying in these islands due to their isolation from the rest of the more popular Cyclades islands. Her work is supported by the BLUE STAR NAXOS, which serves the islands from Piraeus. The historic EXPRESS SKOPELITIS seen resting in Naxos. At 12:40, more than five hours after our departure from Piraeus, the BLUE STAR DELOS had arrived and docked in Naxos. She was also followed by the high speed craft CHAMPION JET 2, also owned by Sea Jets, and which was spending the summer season on the Heraklion-Rethymnon-Santorini-Ios-Naxos-Paros-Mykonos line, where she has been since 2017. The port of Naxos seen after I had left the BLUE STAR DELOS. Here you can see the sterns of the latter and of the CHAMPION JET 2. Barely a few minutes after having arrived in Naxos, the BLUE STAR DELOS had already departed the island in order to head towards Santorini. And this thus marks the official end of my fantastic trip onboard this amazing ferry. We barely made it onboard due to the traffic in Athens, but ultimately we went inside the ship and all the stress was immediately forgotten. Just like her sister ship on which I had traveled two times prior to that day's trip, I was impressed by the BLUE STAR DELOS and her modern amenities, which made the trip very pleasant and enjoyable. It is obvious why many people consider her the current best day ferry in Greece. She is extremely efficient and has been a major reason behind Blue Star Ferries' continuous success on the Cyclades. She is a true favourite among Paros, Naxos and Santorini residents. Let's hope she will remain in our waters for years to come. I was happy to then travel onboard her sister ship from Naxos to Paros, three days after this trip. #bluestardelos #bluestarferries #atticagroup #summer2018 #greece #cyclades #aegean #piraeus #paros #naxos #bluestarparos #bluestarpatmos #bluestarnaxos #nissosmykonos #hellenicseaways #adamantioskorais #dionisiossolomos #zanteferries #naxosjet #terajet #calderavista #championjet2 #seajets #superrunner #goldenstarferries #antiparosstar #agiamarinaine #expressskopelitis #smallcycladeslines #tribute

Trip: 28 July 2019. From Salamina to Perama, with the DIMITRIOS P of Dimitrios P NE. The double-ended ferry DIMITRIOS P was built in 2000 in Greece, for the Salamina-based company Dimitrios P NE. She was delivered shortly after her sister ship and fleetmate, the TELAMON. She is the fifth double-ended ferry in the history of the Greek coastal service to be built. Indeed, she had been preceded by the conventional double-ended ferry POSIDON HELLAS of 2way Ferries and the SALAMINIA of Salaminia Ferries-K Star (currently the LIDO DI VENEZIA of Italian company ACT Ferries, since 2010), both built in 1998, and then by the AGIOS ELEFTHERIOS III of Feidias NE (built in 1999, owned since 2009 by Agios Nikolaos Shipping and known as the AGIOS NIKOLAOS L) and the TELAMON (also built in 2000). She has spent her entire career on the Perama-Salamina line. In 2007 and 2008, she would occasionally make trips from Perama to Aegina while transporting additional cargo trucks to the latter island. Besides her and the TELAMON, Dimitrios P NE also owns the double-ended ferry PROKOPIOS M, which was delivered three years after the former two, in 2003. All three ships are part of the Salamina Ferries joint venture, which is one of the two main joint ventures of double-ended ferries primarily based on the Perama-Salamina line, the other being Agios Nikolaos Lines. So this is a quick overview of the DIMITRIOS P, which has been on the Perama-Salamina line for about two decades, being one of the veterans of the line. She has notably been the ship with the most experience on the line, as the TELAMON, although built and deployed there before her, spent a season on the Rion-Antrrion line, back in 2015. Similarly, the AGIOS NIKOLAOS L had some stints on the Rion-Antirrion line, from 2000 to 2004 and in 2015. The DIMITRIOS P has therefore been the sole continuous presence on the Perama-Salamina line for the past 20 years. After having spent the first part of 28 July 2019 in Spetses, having headed there with the FLYINGCAT 3 of Hellenic Seaways and then returned to Piraeus with her fleetmate, the FLYINGCAT 6, I then spent the late afternoon in Salamina in order to see and photograph various ships serving the island, with these primarily being the double-ended ferries that operate on the Perama-Salamina line. I headed there with the impressive GLYKOFILOUSA VIII of Panagia Glykofilousa NE. Therefore, after having arrived to Salamina with the newest ferry of the line at the time (as she was built in 2019), I was now, coincidentally, leaving the island with the most experienced double-ended ferry serving the line. As I did go to Salamina presumably by car back in 2000 (when I was just one year old), I do not remember whether I had traveled with a ferry operating on the Perama-Salamina line, although this could be a possibility. Therefore, my trip with the DIMITRIOS P was the second one with a ferry on the Perama-Salamina line that I happened to remember. It was also possibly my first-ever trip with a ship of Dimitrios P NE, although there could be a minimal possibility that I traveled with the DIMITRIOS P back in 2000, considering that this was her first summer of service on the line, but I doubt this was the case. The all-white DIMITRIOS P seen in Salamina, shortly before embarking onboard her. That summer was her twentieth consecutive on the Perama-Salamina line, making her streak on the line the longest one carried-out by a double-ended ferry in the history of the Greek coastal service. The DIMITRIOS P seen right after having embarked onboard her. Here is a view of the wide open garage, which passes under her accommodation superstructure. She also has side ramps which allow the passengers to take the staircases that lead to the accommodation superstructure. Right above her garage area, one can see her name, written in Greek letters, and in an Ancient Greek font. Another view of the ship's garage, which passes right underneath her accommodation superstructure. Here is a view of the lower deck of the accommodation superstructure, which has the ship's indoor lounge area. The ship's plain indoor lounge area, which features several blue lounges and some walls made out of glass decorating some sections of the room. The ship's reception desk, seen at the corner of the indoor lounge area. Here is the port side outdoor alley of the DIMITRIOS P, which leads passengers from one side of the ship to the other. The middle deck of the ship's accommodation superstructure, which is known to feature the crew's cabins. The outdoor section of the deck features a few small wooden benches available for passengers. The ship's garage seen from the middle deck of the accommodation superstructure, while also displaying her foremast (there is one at the other side of the ship, from which the ferry was loading passengers during that trip). It was already completely full as there were several passengers returning from Salamina to Athens as it was already 18:15. From the port of Paloukia in Salamina, I saw the double-ended ferry SALAMINOMACHOS of Salaminomachos Lines, which was seen heading towards Perama. Next to the DIMITRIOS P, I spotted her fleetmate and sister ship, the TELAMON, which was docked in Salamina. And, under a matter of coincidence, her other fleetmate, the PROKOPIOS M, was docked at the other side. Therefore, all three Dimitrios P NE ferries were docked together, the one next to the other, in Salamina. The TELAMON seen Salamina as the DIMITRIOS P has already departed for Perama. Built in 2000, just a few months before the DIMITRIOS P, she has been operating on the Perama-Salamina line for her entire career, except during the 2015 season when she was deployed on the Rion-Antirrion line. Furthermore, at the start of the 2016 season, she was also briefly used as a floating bridge connecting Epirus with Lefkada on the Ionian Sea, as the regular floating bridge (known as the AGIA MAVRA) was undergoing her refit. Another view of the PROKOPIOS M. She was built three years after the TELAMON and the DIMITRIOS P. Just like them, she has spent the bulk of her career on the Perama-Salamina line, operating there from 2003 to 2013 and from 2015 to 2019. She was deployed on the Rion-Antirrion line in 2014, and has returned there in order to serve it during the 2020 season. Next to the TELAMON was the double-ended ferry ELENA A of Agios Fanourios Ferries. Built in 2009, she has also spent her entire career on the Perama-Salamina line. The ELENA A docked in Salamina, in her eleventh season in a row on the Perama-Salamina line. Besides the PROKOPIOS M, I spotted the two sister ships of Panagia Glykofilousa NE, both built in 2017: the GLYKOFILOUSA V and the GLYKOFILOUSA IV. The impressive GLYKOFILOUSA V, which was operating on the Perama-Salamina line for the third season in a row. And next to her was her sister ship and fleetmate, the GLYKOFILOUSA IV, which was also serving the Perama-Salamina line for the third straight season. The two fleetmates of the DIMITRIOS P, the TELAMON and the PROKOPIOS M, seen together in Salamina. While the DIMITRIOS P began to leave Salamina, the THEOLOGOS V II of Evia Ferries was seen arriving from Perama. The THEOLOGOS V II seen heading from Perama to Salamina. She was built in 2018, a year after her sister ship and fleetmate, the PANAGIOTIS D. Another view of the ELENA A. Six double-ended ferries seen together in Salamina: the TELAMON and the PROKOPIOS M of Dimitrios P NE, the GLYKOFILOUSA V of Panagia Glykofilousa NE, the AGIOS ELEFTHERIOS IV of Feidias NE, the GLYKOFILOUSA IV of Panagia Glykofilousa NE and the APOSTOLOS M of Athinais Lines. The THEOLOGOS V II heading towards Salamina. She is the fourth ship in the history of the company to be named after one of its co-owners: Theologos Vassiliadis. The three previous ships were all named THEOLOGOS V, and operated under three different stints before being sold overseas. The first THEOLOGOS V was built in 2005 and operated from 2005 to 2008, before being sold to Croatian company Jadrolinija, where she still operates as the ILOVIK. The second THEOLOGOS V was built in 2009 and operated from 2009 to 2014, before being sold to Brazilian company Internacional Travessias, where she still operates as the ZUMBI DOS PALMARES. Finally, the third THEOLOGOS V was built in 2016 and operated for just one year before being sold in 2017 to Tunisian company Sonatrak, for whom she now operates as the HABIB ACHOUR. She was replaced a year later by the current THEOLOGOS V II. In Salamina, next to the ELENA A, I managed to spot the IOANNIS SOPHIA K, which is owned by Karnesis-Lalousis NE. She was built in 2016, and has served the Perama-Salamina line and the Rion-Antirrion line (the latter only in 2018). One last view of the THEOLOGOS V II as she is about to arrive in Salamina. As the DIMITRIOS P began to head towards Perama, the small port of Kamatero in Salamina could now be clearly seen. There, I spotted, just like it was the case with my trip with the GLYKOFILOUSA VIII, the landing craft POSEIDONAS, formerly owned by Farmakoris-Villiotis NE. After her failed sale overseas in late 2018, she spent the entire 2019 season laid-up in Salamina. However, she is now due to return to service, as she was acquired by Saronic Ferries in order to be deployed on the Saronic Gulf as the ANTIGONE. She is currently undergoing her conversion in Perama. The next ship that I got to see was a familiar face. Indeed, it was the ANNA MARIA of Gavanozis Shipping, which was operating on the Perama-Salamina line for the first time since 2017. Built in 2009 as the second double-ended ferry in the history of Gavanozis Shipping, the ANNA MARIA was initially deployed on the Oropos-Eretria line on the South Evoian Gulf, where she remained from 2009 to 2014. In 2015 she was deployed on the Perama-Salamina line, but returned to the Oropos-Eretria line in 2016, before heading back to the Perama-Salamina line the following year. In 2018, she once again returned to the Oropos-Eretria line, before heading once more to the Perama-Salamina line 2019. She is now back on the Oropos-Eretria line. Crossing the ANNA MARIA as she heads from Perama to Salamina. I notably traveled onboard her on 21 July 2018, hence exactly one year and one week before my trip with the DIMITRIOS P, while heading from Oropos to Eretria for the first time in my life. The ANNA MARIA seen heading towards Salamina, in what was her third season on the Perama-Salamina line, having also been there in 2015 and in 2017. The impressive ANNA MARIA en route towards Salamina. One last view of the ANNA MARIA as she is seen heading from Perama to Salamina. She is now back on the Oropos-Eretria line, having returned there for the first time since 2018. While the DIMITRIOS P was seen approaching the port of Perama towards 18:25, the SALAMINOMACHOS, which had left a few minutes earlier, was about to dock in the port. In the meantime, as the SALAMINOMACHOS was approaching the port of Perama, the GLYKOFILOUSA VIII of Panagia Glykofilousa NE was seen departing the port in order to head towards Salamina. The environmentally-friendly GLYKOFILOUSA VIII seen heading towards Salamina, during the first summer of her career. I had traveled with her while heading from Perama to Salamina just a few hours before my trip with the DIMITRIOS P. The GLYKOFILOUSA VIII on her way towards Salamina, in the first season of her career. The impressive GLYKOFILOUSA VIII, whose amenities include automated engines consuming low amounts of sulphur, interior and exterior furnishing made out of wood coming from the Agion Oros area, and also dozens of plants and trees in both indoor and outdoor areas. The GLYKOFILOUSA VIII seen right after having left Perama. Her ecological amenities are part of the 'Think Green' campaign, whose logo she has on both sides of her hull. The GLYKOFILOUSA VIII on her way towards Salamina. As the DIMITRIOS P began to approach the port of Perama, I noticed three double-ended ferries: the PROTOPOROS X of Tsokos Lines, the SALAMINOMACHOS and the FANEROMENI of Panagia Faneromeni, as well as the high speed trimaran SUPERSPEED of Golden Star Ferries, which was laid-up following her engine failure which cut her 2019 summer season short. The impressive PROTOPOROS X was built in 2017, and has spent her entire career on the Perama-Salamina line so far. Another view of the PROTOPOROS X, in the exact same spot where I had seen her a few hours earlier, when I departed the port of Perama to head towards Salamina with the GLYKOFILOUSA VIII. The FANEROMENI seen in Perama. Coincidentally, she was also a former ferry of Tsokos Lines, as she was the latter's first-ever ferry. Indeed, she was built in 2004 for them, as the PROTOPOROS, and was deployed initially on the Oropos-Eretria line on the South Evoian Gulf. She remained under them until 2010, when she was sold to Panagia Faneromeni. She has since been on the Perama-Salamina line (2010-2011, and since late 2014), while having also served the Megara-Salamina line from 2012 to 2014. The PROTOPOROS X and the SALAMINOMACHOS seen together in Perama. Another view of the PROTOPOROS X, with the SALAMINOMACHOS seen right next to her. The SALAMINOMACHOS seen as the DIMITRIOS P is about to dock in Perama. She is now also on the Rion-Antirrion line ahead of the 2020 season. Just as the DIMITRIOS P was docking in Perama, the FANEROMENI departed the port in order to head towards Salamina. Right after the DIMITRIOS P had docked in Perama, I disembarked, thus ending my trip with her. Just a few seconds after her arrival, I immediately noticed a famed Greek coastal service veteran. Indeed, it was the landing craft EIRINI K of Kipreos Cargo Lines, which operates as a Ro-Ro carrier across the Aegean Sea. She was built in 1966, and has had an adventurous career across the Greek waters. The EIRINI K was seen heading towards Elefsina, after having returned from the Aegean Sea ports that she serves. Indeed, she operates on the Elefsina-Lavrion-Marmari-Karystos-Kea-Mykonos-Naxos-Santorini line since she underwent her latest conversion in Perama in 2018. Before that, she spent the early part of her career as the AGIOS NIKOLAOS of Hermes Shipping Company on the Rafina-Marmari-Karystos line (1966-1980) and then on the Rion-Antirrion line (1980-2001). She was then sold to Kelessidis-Koukianakis Shipping in 2001. She was deployed as Ro-Ro carrier on the Saronic Gulf in 2002, serving the Elefsina-Aegina-Agistri-Poros-Hydra line together with the fellow landing craft AGIOS KONSTANTINOS (known as the IGOR of Guinean company Manoir Shipping Limited since 2007). In 2004 she operated solely on the Elefsina-Aegina line, and was withdrawn from service in late 2005. She was laid-up in Elefsina, remaining there for the next four years, until 2009, when she was sold to the Kalymnos-based company Kipreos Cargo Lines, and she was renamed EIRINI K. Since then, she has been operating as a Ro-Ro carrier across the Aegean Sea, being inserted on the Elefsina-Kea-Santorini-Ikaria-Fournoi-Samos-Chios-Kalymnos-Kos-Nisyros-Tilos-Rhodes-Heraklion-Rethymnon line from 2010 to 2014, then on the Elefsina-Lavrion-Agios Georgios line from 2015 to 2016, on the Elefsina-Lavion-Marmari line in 2017, and in her current service since 2018. One last view of the EIRINI K as she is seen heading towards Elefsina. And this therefore marked the end of my trip with the veteran double-ended ferry DIMITRIOS P. After having traveled with the youngest and most environmentally-friendly ship of the Perama-Salamina line, I had then made my return trip to Perama with the ferry which had the most experience on the service. It was really nice to have this short yet pleasant trip with this classic double-ended ferry, which continues to offer reliable service for over two decades. I had now finished my long day of taking pictures of countless ships on the Saronic Gulf, after having made four trips and visited two islands, Spetses and Salamina. This trip with the DIMITRIOS P was the best way to end that memorable day which I will hardly ever forget. #dimitriosp #dimitriospne #salaminaferies #summer2019 #greece #saronicgulf #aegean #salamina #perama #paloukia #salaminomachos #salaminomachoslines #telamon #prokopiosm #elenaa #agiosfanouriosferries #glykofilousav #glykofilousaiv #glykofilousaviii #panagiaglykofilousane #theologosvii #evoiaferies #agioseleftheriosiv #feidiasne #apostolosm #athinaislines #ioannissophiak #karnesislalousisne #poseidonas #farmakorisvilliotisne #annamaria #gavanozisshipping #protoporosx #tsokoslines #faneromeni #panagiafaneromeni #superspeed #goldenstarferries #eirinik #kipreoscargolines #tribute

Trip: 3 September 2021. From Salamina to Perama, with the FANEROMENI of Panagia Faneromeni. The double-ended ferry FANEROMENI was built in 2004 in Greece, as the PROTOPOROS of the newly-established Greek company Tsokos Lines, becoming their first-ever ship. She was deployed on the Oropos-Eretria line, becoming the first-ever double-ended ferry to operate on the line. She remained there until her sale in 2010 to the Salamina-based company Panagia Faneromeni. The latter was perceived as the successor company of the former operator Iera Moni Faneromenis, which was in fact the shipping company owned by the Holy Monastery of Panagia Faneromeni, which managed the operations of the ferries serving the Megara-Salamina line, next to which the Holy Monastery is located. The latter is a major place of worship in Salamina, and especially during late August when the feast of Panagia Faneromeni is celebrated. The old ferry company ceased operations in 2009, after selling their final landing craft, the AGIOS LAVRENTIOS FANEROMENI (built in 1997), to the Sierra Leonean company Afrimpex Navigation Company. She was renamed FANEROMENI and was deployed on the Perama-Salamina line in 2011. In 2012 she was sent to operate on the Megara-Salamina line. She stayed there until the end of the 2014 summer season, before returning to the Perama-Salamina line, where she has since been remaining. With 18 years of service, the FANEROMENI has become an established double-ended ferry in Greece, and has become a strong presence in Salamina since joining her current owners. Her status as the first-ever double-ended ferry on the Oropos-Eretria line and as the first-ever ship of Tsokos Lines (which has since proceeded to order and deploy 15 more double-ended ferries) are a further proof that she has been an important double-ended ferry for the Greek coastal service. She now operates on the demanding and busy Perama-Salamina line, being one of the many double-ended ferries to serve the line. Moreover, she operates under the Agios Nikolaos Lines joint venture, which competes against the standard Salamina Ferries joint venture. On 3 September 2021, I was still in Greece and waiting to head to London for my Master's degree later in the month. I decided to take advantage of my last few days in the country by traveling around various parts where I would be able to see several ships of the Greek coastal service. Of course, stopping by Salamina was an obvious choice, as the island has several ferries and small passenger ships that one can see and photograph. I headed there from Piraeus with the GEORGIOS BROUFAS of Broufas Vessels, for which I had already written a Tribute Post back when I traveled onboard her on 14 August 2020. As the small passenger ships operating to Piraeus had stopped service in the late afternoon, I decided to return to Athens via Perama, and therefore I proceeded to embark onboard the FANEROMENI. This was therefore my first trip on the Perama-Salamina line onboard a double-ended ferry for the 2021 season, and overall my sixth trip with a ferry at least to my knowledge (as I did head to Salamina in 2000, aged 1, presumably with a landing craft as there were few double-ended ferries back then). It was also my first-ever trip with a double-ended ferry previously owned by Tsokos Lines, and she became the third ferry amongst the 16 ships to have so far operated for Tsokos Lines at some point during their careers on which I embarked onboard. The other two were the PROTOPOROS XIII (built in 2017), on which I traveled on 21 July 2018 while making my way from Eretria to Oropos. The second one was the PROTOPOROS X (also built in 2017), on which I traveled on 3 August 2019, while also heading from Salamina to Perama. A view of the FANEROMENI in the port of Paloukia in Salamina, shortly before I proceeded to embark onboard her. This was her seventh consecutive season on the Perama-Salamina line. It was also her eighth overall season on the line, as she also operated there during her debut season under Panagia Faneromeni in 2011. I proceeded to embark onboard the FANEROMENI. Here is a view of her wide open garage, which passes under her accommodation superstructure. She also has side ramps which allow the passengers to take the staircases that lead to the accommodation superstructure. The bottom part of her accommodation superstructure features her name, which is written in Greek letters. Right above is the first deck of the accommodation superstructure, which features the ship's indoor lounge area. Finally, the upper deck of the accommodation superstructure features the ship's bridge. A view of the lower deck of the accommodation superstructure, which passes right above the ship's garage. Once again, one can spot the ship's name written in Greek letters. Staircases on both sides of the ship lead to the lower deck of the accommodation superstructure. A view of the starboard side alley in the lower deck of the accommodation superstructure. It notably features a row of blue chairs attached to the floor and facing towards the sea. Another view of the outdoor area in the lower deck of the accommodation superstructure, which features additional rows of blue chairs which face the ship's garage and ramp. I then had a look at the ship's indoor lounge area in the lower deck of the accommodation superstructure. Here is a view of the ship's reception desk, which is covered with a glass protector that also happens to feature the ship's name, written in Greek, over a blue stripe. Another view of the indoor lounge area in the lower deck of the accommodation superstructure, with the central section featuring sets of red and pink lounge seats surrounding small wooden tables attached to the floor. Another view of the indoor lounge area in the lower deck of the accommodation superstructure, with the various sets of lounge seats located in the central section of the ship. While heading towards the corner sections of the indoor lounge area in the lower deck of the accommodation superstructure, one can find sets of blue lounge seats, with most of them attached to the walls and next to the ship's windows. I then proceeded to head to the middle deck of the ship's accommodation superstructure, which also features the crew's cabins. Additionally, it has several plastic blue chairs attached to the floor, all of which face the ship's garage and ramp. Another view of the middle deck of the ship's accommodation superstructure, as seen from the other side of the ship, which was facing Perama. Once again, there were several plastic blue chairs attached to the floor and facing towards the sea. Right upon embarking onboard the FANEROMENI, I saw one of the many double-ended ferries operating on the Perama-Salamina line, namely the PANAGIOTIS D of Evia Ferries, heading towards the port of Perama. On the starboard side of the FANEROMENI, I saw that the SALAMINOMACHOS of Salaminomachos Lines was docked in the port of Paloukia in Salamina as well. Built in 2006, she was spending her first season on the Perama-Salamina line since 2019. Indeed, during the 2020 season, she had operated on the Rion-Antirrion line, which she also served back in 2013. While the PANAGIOTIS D was heading towards Perama, another double-ended ferry, namely the DIMITRIOS P of Dimitrios P NE, was arriving in Salamina. The SALAMINOMACHOS seen resting in Salamina. Except for the 2013 season and the 2020 season, she has spent her her entire career on the Perama-Salamina line. The DIMITRIOS P seen heading towards Salamina, after having arrived from Perama. Built in 2000, she has spent her entire career on the Perama-Salamina line. She is the fifth double-ended ferry in the history of the Greek coastal service to have been built, and she is currently the ferry with the longest-serving stint on the Perama-Salamina line. As the DIMITRIOS P was arriving towards Salamina, so was the small passenger ship GEORGIOS BROUFAS of Broufas Vessels, which had arrived from Piraeus. Right behind the DIMITRIOS P and the GEORGIOS BROUFAS, I saw the double-ended ferry THEOMITOR of Athinais Lines arriving towards Salamina as well. On the port side of the FANEROMENI, which was now departing the port of Paloukia in Salamina in order to head to Perama, was the double-ended ferry MATOULA K of Salaminia Ferries-K Star. The MATOULA K seen in Salamina at 18:50, just as the FANEROMENI was leaving in order to begin her trip to Perama. Built in 2006, the MATOULA K has also spent her entire career on the Perama-Salamina line, with the exception of the 2013 season and of the 2018 season, when she operated on the Rion-Antirrion line. The DIMITRIOS P having just docked in Salamina, while the FANEROMENI is leaving in order to head to Perama. A view of the MATOULA K, one of the most beautiful double-ended ferries to have been built in Greece. This was her third consecutive season on the Perama-Salamina line, having returned there in 2019 after having spent the 2018 season on the Rion-Antirrion line. The DIMITRIOS P seen docked in Salamina. I notably traveled onboard her more than two years before this picture was taken. Indeed, I sailed with her on 28 July 2019, while heading from Salamina to Perama. She therefore became the first double-ended ferry built during the 2000s on which I embarked onboard while traveling between Perama and Salamina. The second ship built during that same decade on which I traveled proved to be the FANEROMENI, which was built four years after the DIMITRIOS P. Another view of the SALAMINOMACHOS as she is seen docked in Salamina, with the evening sunset spotted right above her. The MATOULA K seen docked in Salamina. She is currently one of the two double-ended ferries that are part of the fleet of Salamina Ferries-K Star, with the other one being the KONSTANTINOS K. The latter spent the 2021 season on the Rion-Antirrion line, where she had also operated back in 2017. Another view of the veteran double-ended ferry DIMITRIOS P in Salamina, where she had just docked. One more view of the MATOULA K while she is resting in Salamina. As we started to leave Salamina, I spotted two other double-ended ferries docked right next to the SALAMINOMACHOS. Indeed, these were the GLYKOFILOUSA IV of Panagia Glykofilousa NE and the EMPEDOKLIS of Aianteiaki NE. Another view of the DIMITRIOS P in Salamina, as she was completing the twenty-second season of her career on the Perama-Salamina line. The SALAMINOMACHOS seen resting in Salamina, right next to several other double-ended ferries. At the same time, the THEOMITOR was continuing her course towards her docking spot in Salamina. Built in 2004, she has spent the entirety of her career on the Perama-Salamina line, with the exception of the 2015 season, when she was deployed on the Rion-Antirrion line. The DIMITRIOS P and the MATOULA K are docked in Salamina, and watch as the THEOMITOR is preparing to dock right in between them. Another view of the GLYKOFILOUSA IV, along with the CHRYSA of Farmakoris-Villiotis NE, the EMPEDOKLIS and the SALAMINOMACHOS. A bit further towards the port of Paloukia in Salamina, I saw the small pier where the small passenger ships dock. Most of them serve the Perama-Salamina line, in addition to the ones operating on the Piraeus-Salamina line. There were also many ships usually operating on the Thermaic Gulf that were undergoing their winter refit or were permanently laid-up. There, I saw the POSEIDON of Poseidon Waterways, the ARTEMIS of Artemis SNE, the AFRICANA of Thessaloniki Cruises, the PETROULA of Petroula Speedline, the SALAMIS EXPRESS III of Salamis Express and the PANAGIA of Panagia Thalassini NE. The next double-ended ferry that I happened to see was the GLYKOFILOUSA V of Panagia Glykofilousa NE. Built in 2017, she has so far spent her entire career on the Perama-Salamina line. The GLYKOFILOUSA V seen heading towards Salamina, during her fifth season on the Perama-Salamina. She is a sister ship of the GLYKOFILOUSA IV, and she was also the sixth ship to have been built for her company, as the latter had also built the FILOTHEOS in 2011. The latter has been operating as the THASSOS II of ANETH Ferries on the Keramoti-Thassos line since 2012. A view of the GLYKOFILOUSA V as she heads to Salamina. The GLYKOFILOUSA V seen right before she passed by us. She is one of the largest and most modern double-ended ferries in Greece. The GLYKOFILOUSA V having passed by us and continuing her trip to Salamina. As the FANEROMENI continued her trip to Perama, I notably saw the floating drydocks found in the latter. On the PIRAEUS II Drydock (also known as the Small Perama Drydock), I saw the high speed ferry POWER JET of Sea Jets. She was forced to head for drydock as a result of an engine failure in late August, which forced her to briefly interrupt her service on the Heraklion-Santorini-Ios-Naxos-Paros-Mykonos line, where she was spending her second season. Despite this engine failure, she had a very successful season, and was considered to be the best ship on the Heraklion-Cyclades service that year. Facing the floating drydocks of Perama was the Spanopoulos Shipyard in Salamina, which features several ships of all kinds which are either undergoing repairs or remaining laid-up. There, I saw two notable ferries. Indeed, the first one was the small conventional ferry SYMI of ANES Ferries, which had prematurely ended her 2021 season on the Agios Konstantinos-Glyfa-Skiathos-Skopelos-Alonissos line on the Sporades after suffering a major engine failure. The ship, built in 1974 in Greece, had spent her fourth summer under ANES Ferries on the Sporades, while also had another stint under the same company between 2005 and 2008 on the Rhodes-Symi line on the Dodecanese. Next to her was a double-ended ferry that had made her return to Greece after six years, namely the PROTOPOROS VI of Thassos Link. As suggested by her name, she also happens to be a double-ended ferry previously owned by Tsokos Lines, as she became the sixth ship to join the company back when she was built in 2012. As she entered service two years after the FANEROMENI left Tsokos Lines, the two ships never operated under the latter at the same time as fleetmates. The PROTOPOROS VI spent three years on the Arkitsa-Aidipsos line on the North Evoian Gulf under Tsokos Lines, before being sold in 2015 to the Russian company Proekt CJSC. She was renamed POBEDA and was deployed on the Kavkaz-Port Krym line on the Kerch Strait. After the opening of the Kerch Strait Bridge in 2018, she was laid-up in Kerch in early 2019, and remained there until she was sold in 2021 to Thassos Link. While she was due to be renamed STELIOS FILIAGKOS, she instead reverted to her former name. She is due to enter service on the Keramoti-Thassos line in the upcoming months. A view of the SYMI and of the PROTOPOROS VI in the Spanopoulos Shipyard in Salamina. Both ships were built Greece, albeit with a 38-year gap. The SYMI notably spent the first 31 years of her career on the Saronic Gulf, first as the MARIA of Mavroïdis and Company (1974-1981) and then as the EFTYCHIA under Lefakis Shipping (1981-1999) and under Minoan Flying Dolphins/Hellas Flying Dolphins (1999-2005). As the latter was rebranded as Hellenic Seaways in 2005, the EFTYCHIA was sold to ANES Ferries for whom she began service as the SYMI on the Rhodes-Symi line. Between her two stints under ANES Ferries, she also operated for the Greek company Sea Dreams for 10 years (2008-2018). After her service on the Sporades was halted due to her engine failure, she was replaced by her fleetmate, the AGIOS NEKTARIOS AEGINAS, which usually operates on the Piraeus-Aegina line. As for the PROTOPOROS VI, she became the third Greek double-ended ferry previously sold overseas to return to a Greece for further deployment. Despite having the name STELIOS FILIAGKOS written underneath her accommodation superstructure, it appears that her official name will continue to be PROTOPOROS VI. By entering service for Thassos Link, she will officially become the successor of the original STELIOS FILIAGKOS, which had been sold in late 2019 to the Croatian company Jadrolinija (for whom she has been operating as the FAROS). Just as we were approaching the double-ended ferry terminal in the port of Perama, I spotted the AIAKOS of Evangelos NE having departed for Salamina. The AIAKOS seen just after she left Perama, in order to head to Salamina. She was built in Greece in 2002, and has so far spent her entire career on the Perama-Salamina line. After the DIMITRIOS P, she is the ship with the second longest current tenure on the line. The AIAKOS seen as she heads from Perama to Salamina. She was built two years before the FANEROMENI, and is therefore one of the most experienced double-ended ferries in Greece. The AIAKOS seen as she leaves Perama for Salamina. One last view of the AIAKOS, as she sails towards Salamina. At about 19:00, the FANEROMENI was about to dock in Perama. There, I got to see the PROTOPOROS XI of Tsokos Lines. Built in 2019, she operates for the former owners of the FANEROMENI, having spent all her seasons so far on the Perama-Salamina line. The PROTOPOROS XI seen in Perama, during the third season of her career. The PROTOPOROS XI seen docked in Perama. Being far larger and featuring wider outdoor decks than the FANEROMENI, the ex-PROTOPOROS, she goes on to show how Tsokos Lines has developed its fleet ever since ordering their first-ever ship back in 2004. The PROTOPOROS XI seen as she is resting in Perama. Despite her name, she is the fourteenth ship built for Tsokos Lines, as the PROTOPOROS XIII was built in 2017, whereas the PROTOPOROS XII (known as the SEA STAR I of the Tanzanian company Zan Fast Ferries since 2019) and the PROTOPOROS XIV were built in 2018. The PROTOPOROS XI was also seen in Perama alongside the PANAGIOTIS D, next to which the FANEROMENI intended to dock. Another view of the impressive PROTOPOROS XI in Perama. The PROTOPOROS XI and the PANAGIOTIS D seen in Perama, as the FANEROMENI was preparing to dock right next to them. A view of the PANAGIOTIS D in Perama, just as the FANEROMENI was preparing to dock right next to her. She was spending her first season on the Perama-Salamina line since 2017, which was the year during which she was built. After her debut season, she operated on the Glyfa-Agiokampos line on the North Evoian Gulf during the summer of 2018, followed by two seasons on the Rion-Antirrion line. After the FANEROMENI docked in Perama, I immediately disembarked, which signified the end of a short trip which nevertheless was very enjoyable. Here is the ship in Perama, although the sun prevented me from having a cleaner picture. This therefore concludes this post, which depicted a nice trip onboard a classic Greek double-ended ferry that provides reliable service for her current owners. Despite being now one of the oldest ships on the Perama-Salamina line, the FANEROMENI remains a worthy ferry and performs her job effectively. I was also able to enjoy my trip onboard her as I also saw many other prominent ferries of Salamina and Perama, including two ships that went on to operate for her original owners, namely Tsokos Lines. Seeing these two ships and how they indicate an evolution of the 'Protoporos' brandname, one can only refer to the original ship of the group, which remains a strong presence in Salamina. It was a nice experience which also concluded yet another visit in Salamina, an island that I have now visited for four consecutive summers just for the sake of watching the ships that connect it with mainland Greece. #faneromeni #panagiafaneromeni #agiosnikolaoslines #summer2021 #greece #saronicgulf #aegean #salamina #paloukia #perama #panagiotisd #eviaferries #salaminomachos #salaminomachoslines #dimitriosp #dimitriospne #georgiosbroufas #broufasvessels #theomitor #athinaislines #matoulak #salaminiaferrieskstar #glykofilousaiv #glykofilousav #panagiaglykofilousane #empedoklis #aianteiakine #chrysa #farmakorisvilliotisne #poseidon #poseidonwaterways #artemis #artemissne #africana #thessalonikicruises #petroula #petroulaspeedline #salamisexpressiii #salamisexpress #panagia #panagiathalassinine #powerjet #seajets #symi #anesferries #protoporosvi #thassoslink #aiakos #evangelosne #protoporosxi #tsokoslines #tribute

Trip: 24 July 2015. From Zakynthos to Kyllini, with the FIOR DI LEVANTE of Levante Ferries. The amazing FIOR DI LEVANTE was built in South Korea in 1998. She was owned by Dong Yang Shipping Company, and she began her career in South Korea under the name TREASURE ISLAND, on the Busan-Jeju line. She was renamed HYUNDAI SEOLBONG in 2000, while her company was renamed Dong Yang Express Ferry Company in 2005. In late 2011, a fire partially destroyed her while she was sailing from Busan, although it was extinguished and the passengers and crew were safely evacuated. Despite her state, in 2012 she was purchased by the newly-established Zakynthos-based company Levante Ferries. She was repaired in China (in Shanghai) and underwent an extensive conversion, being entirely modernised and having completely refitted interior and exterior areas. After two years of undergoing a conversion which cost of 30 million euros, the ship arrived in Greece and began service on the Kyllini-Zakynthos line in late 2014, marking the start of a new era on the Ionian Sea as well as in the Greek coastal service. The ship was awarded the title of 'The Best Ferry in the World' by Shippax in 2015, and she quickly became a threat to her competitors, the Ionian Ferries joint venture and Kefalonian Lines. The success of the FIOR DI LEVANTE led her company in purchasing the IONIAN STAR of Tyrogalas Ferries (which has now been renamed MARE DI LEVANTE) in 2015, and this caused the end of the Ionian Ferries joint venture and the subsequent creation of a joint venture between Levante Ferries and Zante Ferries named Ionian Group. The ship was also deployed on the Kyllini-Kefalonia line as a result. Currently the youngest ship on the Ionian Sea, she is unarguably the most exciting and most luxurious ferry in the region. Zakynthos is one of the two islands, along with Aegina, in which I go to each summer, as you now know. This means that I am used to seeing all established ferries on both islands, but I also get to see new ferries arriving, such as the hydrofoil FLYING DOLPHIN ATHINA of Aegean Flying Dolphins in 2011 (though I only saw her for the first time in 2012), the double-ended ferry ACHAEOS of 2way Ferries in 2014 (both in Aegina) and, this year, the FIOR DI LEVANTE. I was so excited with that arrival that I asked my parents if we could travel with her on the Kyllini-Zakynthos line. This happened, as we booked a ticket with Levante Ferries on our return from Zakynthos to Athens via Kyllini, so that we could later go to Aegina. I finally had the chance to see the ship with my own eyes. As it was also the case with the BLUE STAR PATMOS of Blue Star Ferries, I had already seen many pictures of the ships in various websites dedicated to the Greek coastal service, but seeing them in real-life was even more impressive. Of course, I was not disappointed at all with what I got to see, and in fact, the BLUE STAR PATMOS' status as the best ferry I had ever travelled with lasted only 16 days. Here are a few photos of my experience with the FIOR DI LEVANTE, and I will explain through them how this 18-year-old ferry is such a precious jewel which the Greek coastal service is lucky to have under its possession, let alone the Ionian Sea. The FIOR DI LEVANTE awaiting her morning departure to Kyllini. The FIOR DI LEVANTE seen before we embarked onboard her. The mega modern funnel of the ferry, featuring her company's logo. The shape of the funnel resembles to that of many modern Greek ferries, especially of those under Blue Star Ferries, ANEK Lines, Superfast Ferries and Hellenic Seaways ownership. Talking about Blue Star Ferries, the FIOR DI LEVANTE underwent her conversion under shipping architect Apostolos Molyndris, who also made the designs of the two most recent newbuildings in the Greek coastal service, the BLUE STAR DELOS of Blue Star Ferries in 2011, and her sister ship and fleetmate, the BLUE STAR PATMOS in 2012. Therefore, I saw many similarities in the designs of the BLUE STAR PATMOS and of the FIOR DI LEVANTE, and the only thing I have to say is that Molyndris is simply a genius. The entrance through the stern's passenger door, featuring a beautiful painting featuring albatrosses. After going through the end of the escalators, passengers can see, on their left-hand-side, a large poster of the ship attached to the glass at the back, greeting them and welcoming them onboard. The impressive reception, featuring this funky red-and-white-stripped column and Levante Ferries' logo. The mirrors on the ceiling are also very impressive. A very popular feature of the ship: the 11880 van. It is recorded as the first time that a vehicle has ever been onboard a ferry's interior areas excluding the garage, or that has been permanently onboard. The van, decorated with Levante Ferries' colours, is used as an advertisement for the company and its owner, Georgios Theodosis. Apart from owning Levante Ferries, he also owns the telephone service company 11880 and the information and booking site vrisko.gr. Both companies' names are printed on both sides of the van. The impressive van onboard the FIOR DI LEVANTE, featuring the names of 11880 and of vrisko.gr. The modern staircase leading to the ship's upper deck. The stairs are also decorated with Artemide lights, just like it is case with the BLUE STAR PATMOS. These specific lights are shielded by silver turtles, which are a famous symbol of Zakynthos' marine life (the 'Caretta Caretta' sea turtles, which are extremely popular in the island). One of the many comfortable passenger lounge areas. The kid's corner room, featuring an electronic map quiz of the island of Zakynthos and its landmarks. It is by far the most original game found inside a ferry's kid's corner. A view of the central indoor staircase, which leads passengers from the first passenger deck to the upper deck. Another original feature of the FIOR DI LEVANTE: this secluded room is an indoor smoking area which absorbs the smoke and limits its spread through the rest of the ship's interior areas. The walls are also decorated with Zakynthos turtles. The ship's outdoor sun deck area seen at the level of the stern. On the upper deck, a very modern bar is located in the stern's open deck area. The chairs are very similar to the ones that the BLUE STAR PATMOS has in her outdoor passenger areas. The Greek flag flying with pride in this superb ferry. A sneaky view on the bridge's hallway, which leads to crew's cabins. From photos I have seen on the Internet, they look as luxurious as the passenger cabins of cruiseferries like the OLYMPIC CHAMPION of ANEK Lines (a ship that I travelled with back in 2007 and 2008). We began the trip, with the ferry being fully loaded. It did not last long, obviously, as it only takes an hour for ships to connect Zakynthos with Kyllini. This meant that I only saw two other ships passing by the FIOR DI LEVANTE, and both of them now operate with her for the newly-established joint venture, Ionian Group. I also saw a few Zakynthos tour boats. Leaving Zakynthos with us was the DELFINI of Voutirakos Cruises, which makes around-the-island trips and calls in the small island of Marathonisi. I traveled with her back in 2009. Like the DELFINI, the DIMOSTHENIS K of Top Cruiser departs for a trip around Zakynthos. The FIOR DI LEVANTE en route to Kyllini. This is the port side alley, located next to the ship's bridge and crew cabin area. Crossing Levante Ferries' most recent acquisition: the IONIAN STAR (now known as the MARE DI LEVANTE), whose sale from Tyrogalas Ferries had been completed just three days before this trip. In just three days, the Tyrogalas Ferries funnels of the IONIAN STAR were replaced with those of Levante Ferries. The blue stripe over the windows was later painted in black for the rest of the 2015 summer season. The ship then had a brief spell on the Patras-Kefalonia-Ithaca line during the winter of 2015-2016, and then headed for a refit in Perama, during which she was fully painted in Levante Ferries' colours, while also taking the name MARE DI LEVANTE. The IONIAN STAR seen heading towards Zakynthos. That summer marked her last one under Tyrogalas Ferries (who had owned her since 2003), and her first one under Levante Ferries. She has now returned on the Kyllini-Zakynthos line and on the Kyllini-Kefalonia line. As we began approaching the port Kyllini, we met with the DIONISIOS SOLOMOS of Zante Ferries, which was coming back from Kefalonia. Staying behind the DIONISIOS SOLOMOS, which was now collaborating with the FIOR DI LEVANTE after her owners, Zante Ferries, agreed to form the Ionian Group joint venture with Levante Ferries just two days prior to my trip with the latter ferry. The DIONISIOS SOLOMOS, named after the Zakynthian poet who composed Greece's national anthem, ready to enter the port of Kyllini. She has been owned by Zante Ferries since 1999. A few days after seeing her, she was sent to the Patras-Kefalonia-Ithaca line under the Ionian Group joint venture, thus reactivating the line for the first time since the summer of 2013 (during which she herself was operating on the line for the majority of that season). The DIONISIOS SOLOMOS seen arriving in the port of Kyllini. The DIONISIOS SOLOMOS after having docked in Kyllini. We arrived in Kyllini, but we had to leave immediately because of the cars awaiting departure to the Ionian Islands. Just like with the BLUE STAR PATMOS, there are no doubts that the FIOR DI LEVANTE is an exceptional ship, with areas (both indoor and outdoor) that are incomparable with those of other ferries in the Greek coastal service. She has already offered so much to the coastal service of Zakynthos and Kefalonia, and it is very likely that she will continue to do so for many years to come, as her owner, Georgios Theodosis, does not plan to deploy her on the Aegean Sea like despite considerable demand. Even though the Aegean Sea is missing out on a real jewel, it is better that she continues to write her own history on the Ionian Sea. She represents the start of a new era of fast and luxurious ferries set to operate in Greece, despite the difficulties caused by the Greek financial crisis. #fiordilevante #levanteferries #ioniangroup #summer2015 #greece #ionian #zakynthos #kyllini #delfini #voutirakoscruises #dimosthenisk #topcruiser #ionianstar #tyrogalasferries #dionisiossolomos #zanteferries #tribute

As it was mentioned in the Piraeus Buildings blog post, Piraeus is Greece's main port and the biggest passenger port on the Mediterranean Sea. Everyday, ships of all kinds depart it in order to bring passengers and tourists to all the destinations of the Aegean Sea. Most people will usually recognise all the big and modern ferries that make long trips to the Cyclades, Crete, the Dodecanese, Kythira or the Northeast Aegean Sea Islands, or even the smaller ferries and hydrofoils that operate on the Saronic Gulf. But if you look closely to all ships that enter and leave the port, you will see very small passenger boats that make dozens of stops to Piraeus each day. These small ships are deployed from Piraeus to its closest island, Salamina. Because of the short distance, all of these ships make the Piraeus-Salamina line in just 20 or 45 minutes, depending on which port they stop to in Salamina. These ports are Paloukia, Kamatero and Selinia, the largest and the fifth and fourth largest ports, respectively. Salamina has been an important place for Greek shipping for almost 2500 years. The island is known for the very famous naval battle which occurred in 481 B.C. and which resulted in the Greeks removing the Persians from their territory. For the past centuries, the island has contributed a lot to shipbuilding for the Greeks, and it still operates a large number of shipyards and drydocks for ship refits and repairs even today. It is also very well connected with both Piraeus and Elefsina. However, Salamina is also a place (particularly in the Kynosoura port and in the Ambelakia Shipyard) where many ships are laid-up, abandoned and even partly submerged, which creates many difficulties for the Piraeus Port Authority (OLP), which manages the island. But going back to the ships operating in the Piraeus-Salamina line, these boats transport people working in Salamina daily, and tourists willing to visit the island, often during the high season. Because of their reliability, visitors can spend an entire day on the island and return to Athens on the same night. Service to and from Salamina is performed everyday, except for Sundays (including during the summer) and during holidays. Besides the service from Piraeus, Salamina also has a very reliable connection with Perama, both through small passenger boats (making the trip in barely five minutes) and especially through double-ended ferries. The Perama-Salamina line is considered to be the busiest one in the entire Greek coastal service, as ships depart from each port every five minutes between 05:00 and midnight everyday. But now it is time to focus on the Salamina-based boats which operate from Piraeus. The service has been present for more than 70 years. It began with small sailing boats owned by Salaminians, until the late 1960s, where wooden motor boats started service. They became extremely popular and were all known as the 'Koulouriotika', being named after Koulouri, which is another name by which the island of Salamina is known. These ships operated on the Piraeus-Salamina line as well as to other ports of the Saronic Gulf (notably Aegina, Agistri and Poros) over three decades, before they began to be phased out in the late 1990s. This was primarily due to them reaching an advanced age, all the while larger and faster boats were being built. Eventually, the number of ships declined from the late 1990s to the early 2010s (which decreased the service even further due to the Greek financial crisis), but it remains prominent and is still appreciated by passengers. Today, four ships operate on the line: the ELENA F of Elena F Shipping, the GEORGIOS BROUFAS and the GEORGIOS BROUFAS II of Broufas Vessels (also known as Neosalaminiaki), and the BOB SFOUGKARAKIS of Kavouris Shipping Company. The first three serve the ports of Kamatero and Paloukia, while the latter only stops by the port of Selinia. ELENA F: The small passenger boat ELENA F was built in Greece in 1998 for Elena F Shipping (owned by the Filiagkos family), as a replacement for her elder fleetmate, the DIMITRIOS F (a 'Koulouriotiko', which was retired from service) on the Piraeus-Salamina line. Her operations on the Piraeus-Salamina line consist of making stops in Kamatero and in Paloukia in just 45 minutes. Apart from her daily sailings in Salamina, the ship also made some one-day cruises in Spetses during the summers of 2011 and 2012. In 2013, she left the Piraeus-Salamina line to operate on the Sporades, being deployed on the Glyfa-Skiathos line. This turned out to be her only season on this line, as she returned the following year to operate on her original line, the Piraeus-Salamina line. She has also made successful summer cruises in the islands of Aegina and Agistri in 2012, 2014 and 2015. A ship previously owned by her company, formerly known as the ELENI F a name similar to that of the current ELENA F), still operates to date, as the IONIAN DOLPHIN of Mitsoulis Cruises, on the Syvota-Antipaxoi-Paxoi-Corfu line on the Ionian Sea. She operated on the Piraeus-Salamina line under Elena F Shipping from 1967 (at the same time as her sister ship, the DIMITRIOS F) to 1981, before she was sold to Panou Shipping. Under them, she operated as the MOSCHOS EXPRESS on the Piraeus-Aegina-Agistri line until 2000, when she was sold to her current owners. The DIMITRIOS F has reportedly been removed from all registries since 2002. The ELENA F in Piraeus, before departing for Salamina. The ELENA F departing Piraeus for Kamatero and Paloukia in Salamina. GEORGIOS BROUFAS: The GEORGIOS BROUFAS was built in Greece in 1997 for her namesake owner, Broufas Vessels, for service on the Piraeus-Salamina line (serving the ports of Kamatero and Paloukia). In the summer, she makes a few crossings between Megalo Pefko (which is near Megara, located in the Elefsina Bay) and Salamina, though in this case she serves the port of Faneromeni. The GEORGIOS BROUFAS entering the port of Piraeus, seen from the BLUE STAR PATMOS of Blue Star Ferries. The GEORGIOS BROUFAS having just entered Piraeus. GEORGIOS BROUFAS II: The GEORGIOS BROUFAS II is the sister ship of the GEORGIOS BROUFAS and also belongs to her namesake owner, Broufas Vessels. She was built in Greece in 1998, one year after her sister ship, and she has since operated on the Piraeus-Salamina line (making stops in Kamatero and Paloukia). Like her sister ship, she also makes a few calls between Megalo Pefko and Salamina (in the port of Faneromeni) during the summer. The GEORGIOS BROUFAS II seen in Piraeus. The GEORGIOS BROUFAS II departing Piraeus for Kamatero, with the PHIVOS of Nova Ferries in the background. The GEORGIOS BROUFAS II leaving Piraeus in the morning, as seen from the PHIVOS. BOB SFOUGKARAKIS: The BOB SFOUGKARAKIS is the smallest ship that operates on a passenger line out of Piraeus. She was built in 2008 in Greece and she has since been deployed on the Piraeus-Salamina line (serving the port of Selinia), under the ownership of Kavouris Shipping Company. She makes each crossing in 20 minutes. She is the fastest ship connecting Piraeus with Salamina. In the winter the ship operates on the Perama-Salamina line, and she always returns to the Piraeus-Salamina line in April, and operates there until late October or late November (depending on the demand each year). Her name is the Greek translation of the name of the cartoon character Spongebob Squarepants, which was presumably given to her due to her small size and funky appearance. The BOB SFOUGKARAKIS having just entered Piraeus, arrives for docking to the E8 gate. The high speed craft MASTER JET of Sea Jets is seen in the background. The BOB SFOUGKARAKIS having arrived in in Piraeus. Her hull features yellow signs advertising the line on which she operates and the time it takes for the crossing, 20 minutes (the number 20 can be seen written in magenta colours). The BOB SFOUGKARAKIS docking in Piraeus, alongside the My Ways passenger ship ALEXANDROS and the hydrofoil FLYING DOLPHIN XVII of Hellenic Seaways. Many people would think these two ships are the smallest ones in Piraeus, but the BOB SFOUGKARAKIS is proving them that it is not the case. The BOB SFOUGKARAKIS leaving Piraeus immediately afterwards, passing by the FLYING DOLPHIN XVII. The BOB SFOUGKARAKIS en route from Piraeus to Selinia in Salamina. Despite their small size and passenger capacity, these four ships play a vital part in the connection of two very important Greek shipping hubs, which are not that far from each other. They are very reliable and regularly available for service, either for tourists or for residents based in Salamina. #piraeus #salamina #summer2015 #greece #selinia #kamatero #paloukia #elenaf #elenafshipping #georgiosbroufas #georgiosbroufasii #broufasvessels #bobsfougkarakis #kavourisshippingcompany #phivos #novaferries #masterjet #seajets #alexandros #myways #flyingdolphinxvii #hellenicseaways

This Blog post marks the first of what I hope will be many within a new category called 'Greek Ships Abroad'. Indeed, since late February 2020, I moved to Cyprus for a five-month-long internship at the Limassol-based shipping company Intership Navigation. During that period, I was lucky enough to visit several well-known places in the island, such a Nicosia, Larnaca, the popular coastal villages of Protaras and Pissouri, as well as the port town of Paphos. I happened to go to the latter on 19 July 2020, alongside the family of my godson who was living in Cyprus as well. There, I happened to see a former Greek coastal service ship operating overseas for the first time in my life. That ship happened to be the passenger landing craft WAVE DANCER I of Wave Dance Shipping Company (also trading as Cyprus Sea Cruises), which was known to Greek waters as the MARGARITA of Margarita NE from 1962 until she headed to the neighbouring island in 2004. A view of the WAVE DANCER I in the port of Paphos, as she was seen resting in the port where her services are based for the past 16 years. Even before arriving in Cyprus, I had already heard about the WAVE DANCER I and her current operations. Indeed, her company deploys her on one-day cruises (quite an interesting service for a ship that was originally built as a ferry) around Paphos and the Akamas Peninsula (which is the Northwestern tip of Cyprus) via the Coral Bay, the Lara Bay and the Chrysochou Bay. In other words, she is deployed on the Paphos-Geronissos-Agios Georgios-Lara-Latsi line. In most of her classic cruises, she departs from Paphos' main port, usually stops in the middle of the Coral Bay in order to let passengers swim next to the rocky coast, then goes to the small island of Geronissos and also to the small village of Agios Georgios, before eventually heading to the beach of Lara (located in its eponymous bay), and sometimes until Latsi in the Chrysochou Bay, where the famous Blue Lagoon of Cyprus is located. Her cruises are extremely popular, as they are frequently the main highlight of countless foreign tourists coming to Paphos (especially British, Germans and Russians). She also performs some occasional family-based half-day cruises every Tuesday of July and August from Paphos to the Atlantida Bay (located at the Eastern coast of the town) where she just stops in order to let passengers take a quick dive there. She then also hosts night cruises to the same area for adults, providing beverages and music onboard. Moreover, she also serves well-known barbecue meals onboard throughout most of her cruises. The success of the ship in Cyprus is largely due to the impressive conversion that she underwent right upon arriving at the island in 2004. Indeed, her former open garage was completely covered and converted into a lounge area, with the top of the cover being transformed into an open deck area featuring several sun-beds and tables (when events are being held onboard), one dance floor area and one large bar, making her look like an actual tour boat such as the ones found in Greece. Despite the ship being almost 60 years old, this conversion makes her look far more modern and appealing to passengers, and this clearly shows why she has been so successful during her second career as a tour boat in Cyprus. The WAVE DANCER I seen performing a cruise in the Coral Bay. Picture taken in 2012 by Rob Renes and published on www.shipspotting.com. The WAVE DANCER I seen next to Paphos during the summer of 2015. Her impressive outdoor deck can be seen. She also uses her former ferry ramp as a diving spot for passengers willing to take a swim in the various bays she serves. Picture published on her company's Facebook page. The WAVE DANCER I seen doing a night cruise during the summer of 2012. Her original appearance as a Greek landing craft can clearly be seen, although her accommodation superstructure has been completely renovated. Her former open garage area has been fully covered by a closed deck, with the top being used by passengers for the ship's onboard activities. Picture published on her company's Facebook page. Now that some information about the ship and some photos of her current service have been provided, it is now a good moment to talk about the former ferry's history, including her 42 years in Greece. Indeed, she was ordered in 1960 by the then-newly-established company Margarita NE, which was owned by the Salamina-based shipowners Margarita Evangelodimou (after whom the company and the ship were named), Athina Papanikolaou and Athina Papadimitriou. She was completed in the Savvas Shipyards in Neo Ikonio in Greece in 1962, and she became one of the many landing craft built in the 1960s to join the well-known Perama-Salamina line. The latter was in full development, as it became one of the most effective ways for Salamina residents to commute to Athens. The MARGARITA would go on to spend more than three decades on that line, which continued to see a significant increase in landing craft which would go on to spend a significant portion of their careers there. Despite her longevity, there have been no pictures of her while operating in Greece available on the Internet. The MARGARITA continued to operate on the Perama-Salamina line until 1997, when she reached the then-mandatory 35-year age limit for landing craft operating on passenger services, and she thus continued service for Margarita NE as a Ro-Ro carrier on the Aegean Sea. Her actual services and the line on which she was deployed are unknown, although it is quite possible that she was using Elefsina or Aspropyrgos as her base port. In order to replace her service in Salamina, the company built a new landing craft, the MARGARITA II, which was completed in 1999 in Greece and was deployed on the Perama-Salamina line. After spending approximately seven years as a Ro-Ro carrier transporting dangerous goods across the Aegean Sea, the MARGARITA was sold to the Cypriot company Wave Dance Shipping Company, was renamed WAVE DANCER I, and departed Greece for the first time at the age of 42. She changed her port of registry from Piraeus to Limassol (and hence her flag from Greece to Cyprus), and underwent the impressive conversion which transformed her into a one-day tour boat. Ever since then, she has been operating on the aforementioned cruises based in Paphos. Her successor, the MARGARITA II, continued to operate on the Perama-Salamina line for two more years, until it became clear that, due to the increasing arrival of newly-built double-ended ferries in the area, landing craft were now becoming less useful. As such, following the completion of the 2006 season, she was sold to the Greek company ANEM Ferries, for whom she began service as the OLYMPIOS ZEUS. She has since been deployed on the Western Kos-Kalymnos line on the Dodecanese, departing from the port of Mastichari. With her sale to her current owners, Margarita NE ceased operations after 44 years of service which saw them operating two landing craft. The MARGARITA II, the successor of the MARGARITA, seen heading from Perama to Salamina in 2006, in what was her last season on the line and under Margarita NE, as she was then sold to ANEM Ferries later that year. She has since been operating as the OLYMPIOS ZEUS on the Western Kos-Kalymnos line on the Dodecanese. Picture published on www.shipfriends.gr. Now that all the available history of the ship and that of her former company have been revealed, it is the time for me to show all the pictures I was able to take of the ship while she was docked in Paphos on 19 July 2020. She was seemingly seen having a rest at her departure port, probably hosting a night event later on that day. The bow of the WAVE DANCER I, which looks like a typical Greek landing craft. The Cypriot flag can be seen at the top of her foremast. A view of the WAVE DANCER I, showing her name printed on a wooden plate on both sides of her bow. The staircase seen at the right, behind her ramp, leads passengers to the upper outdoor deck. Another view of the bow of the WAVE DANCER I while she is resting in Paphos. Another overview of the bow of the WAVE DANCER I. The logo of the owners of the WAVE DANCER I, Wave Dance Shipping Company, printed on the wooden garage ramp of the ship. A better view of the WAVE DANCER I as she is seen from the top of the Paphos Castle Her stern was also considerably converted, as a section of it has a hull made out of wood, in contrast to the rest of her accommodation superstructure. The WAVE DANCER I seen from the top of the Paphos Castle, resting in her home port. One last view of the WAVE DANCER I from the top of the Paphos Castle, as we then left the city in order to head back to Limassol. This very nice trip to Paphos was very meaningful as it allowed to see a former Greek coastal service ship overseas for the first time in my life. It was indeed a very old ferry which spent many years in Salamina before finding a new home in Paphos. Despite her advanced age, as she is nearing six decades of service, her successful conversion (whose type is rarely found amongst former landing craft) has made her a very impressive tour boat, and her services have been extremely popular and acclaimed by tourists heading to the Western part of Cyprus. This success is likely to carry on for many years to come, as her customer base is far from disappearing any time soon, unless a new ship joins the fleet of Wave Dance Shipping Company in the near future. #wavedanceri #wavedanceshippingcompany #cyprusseacruises #margarita #margaritane #akamas #coralbay #larabay #chrysochoubay #paphos #geronissos #agiosgeorgios #lara #latsi #cyprus #greece #greekshipsabroad

Zakynthos has been, as you now know, one of the two Greek islands in which I go to every summer with my family. It is among the most popular islands on the Ionian Sea along with Kefalonia, Lefkada or Corfu, and is on average the fourth most visited Greek island during the summer. Zakynthos is known for its popular crystal blue beaches (and notably the famous Navagion Beach), water caves, the traditional music called 'cantades', for the famous Greek poets Dionisios Solomos and Andreas Kalvos (with two Zante Ferries ships bearing their names) and for its patron Saint, Agios Dionisios, whose namesake church decorates the island's beautiful and lively port. Also, with a variety of restaurants, hotels, clubs and amusement parks that are compliant to both Greek and foreign tourists, Zakynthos surely offers many options for the latter to explore and to enjoy time on the island. There is, however, another popular touristic activity that is being held daily during the high summer season (from late May to late September) and which involves one of my biggest passions: the Greek coastal service. Indeed, it is frequent for tourists to do a day-long trip around the entire island with small passenger boats, which offers them the chance to explore the blue caves, the Navagion Beach, the small island of Marathonisi (known as the 'Turtle Island' and located near the beach of Laganas, itself located in the Southern part of Zakynthos), or, on some occasions, other Ionian Islands such as Kefalonia, Ithaca or Lefkada. In 2016, there was a total of nine small tour boats making such trips, only six of which I was able to capture and to take pictures. All of them are extremely modern and reliable, have large passenger capacities and provide comfortable accommodation and entertainment throughout their respective trips. This blog post is dedicated to these six ships, whose historical information is already mentioned in the site's Gallery section, but I will provide a bit more information regarding their companies and their services. The ships are: the DELFINI and the MENIA MARIA I of Voutirakos Cruises, the DIMOSTHENIS and the DIMOSTHENIS K of Top Cruiser, the IKAROS PALACE of Seven Islands Cruises and the ANNOULA II of TUI Zakynthos. DELFINI: The tour boat DELFINI was built in 2001 in Greece, for Zakynthos-based company Voutirakos Cruises, which operates daily cruises around Zakynthos and in small neighbouring islands. She replaced her older fleetmate, also named DELFINI (from which her hull was actually built), and entered service in her company's one-day cruises around Zakynthos, while also making some stops in Marathonisi. She is the flagship of Voutirakos Cruises, and her amenities include outdoor bars and water slides (which she acquired in 2010). She is actually the only Zakynthos tour boat on which I have traveled. Indeed, I had done an around-the-island trip with her back in 2009 with my family, while also stopping at Marathonisi for half-an-hour. The beautiful red-hulled DELFINI preparing to enter the port of Zakynthos, having completed her daily around-the-island cruise. The DELFINI preparing to enter the port of Zakynthos. The DELFINI having just entered the port of Zakynthos. Unlike the other tour boats, she and her fleetmates dock in the main port pier (where the ferries also dock), in contrast to a smaller pier, located in the Eastern section of the port, where all other tour boats depart for their respective cruises. The DELFINI having just entered the port of Zakynthos and heading for the Voutirakos Cruises docking area. The DELFINI seen from my hotel in Argassi, returning to the port of Zakynthos after an around-the-island cruise. MENIA MARIA I: By far the most original ship of the tour boat lineup, the pirate-themed cruise ship MENIA MARIA I was built in Greece in 2002, for the company Athos Cruises, for service on the Ormos Panagias-Agion Oros line. She stayed there until 2011, the year during which she was sold to Zakynthos-based company Voutirakos Cruises. She has since been operating on daily cruises around the island of Zakynthos, while also making some crossings to the island of Marathonisi, and sometimes in Kefalonia. She also serves as a floating restaurant and bar during evenings. All her cruises are pirate-themed, which makes her quite an impressive ship in the region. Though she seems to be coming from three centuries ago, the ship is extremely modern and is an excellent option for tourists who want to have an entertaining cruise, combining both the past (as Zakynthos was known to be a popular place among Turkish and Venetian pirates back in the 16th, 17th and 18th centuries) and the present. Two similar ships exist in Greek waters, both of whom also bore the name MENIA MARIA and operate or have operated for Athos Cruises. Indeed, the MENIA MARIA III still operates under Athos Cruises (the original company of all three MENIA MARIAs) on the Ormos Panagias-Agion Oros line, while the ex-MENIA MARIA II operates for the company Cretan Daily Cruises under the name BLACK PEARL on the Chania-Almyrida-Marathi-Loutraki line, as part of cruises around the Cretan Souda Bay since 2010. Furthermore, another ship named MENIA MARIA operated for Athos Cruises from 1997 to 2004, even though she was regular passenger boat and not a pirate-themed cruise ship. Today she operates as the PORTO GRAMVOUSA for Cretan Daily Cruises on the Kissamos-Gramvousa-Balos line. The MENIA MARIA I in the port of Zakynthos, in the departure point of all Voutirakos Cruises ships. The MENIA MARIA I seen in the port of Zakynthos. Voutirakos Cruises is a company owned by the Voutirakos family, and has operated cruises around Zakynthos since 1987. Indeed, 2016 marked the company's thirtieth season on the Ionian Sea. Apart from the DELFINI and the MENIA MARIA I, it also owns the small passenger raft SETI (built in 1996), and the much modern small high speed craft STAVROULA V and ATHANASIOS V, built in 2014 and 2016, respectively. Both high speed ships are very similar to the passenger boats owned by Dakoutros Speed or by the Santorini Boatmen Union in Santorini, although I was unfortunately unable to find them in order to take pictures of them. The DELFINI preparing to join her Voutirakos Cruises fleetmate MENIA MARIA I in the port of Zakynthos. The two largest ships of Voutirakos Cruises, the MENIA MARIA I and the DELFINI, seen together in the port of Zakynthos, shortly before their morning departures for their respective cruises. The MENIA MARIA I and the DELFINI, two completely different ships, together in the port of Zakynthos. DIMOSTHENIS K: The largest passenger boat in Zakynthos, the DIMOSTHENIS K was built in Greece in 1994, as the first ship for newly-established Zakynthos-based tour company Top Cruiser. She was the first tour boat on the island to feature three passenger decks, a yacht-like appearance, as well as a swimming pool. The ship has been the flagship of Top Cruiser ever since her delivery, and mainly competes against the DELFINI. She operates tours and daily cruises around Zakynthos, while also occasionally making stops in the small island of Marathonisi. The DIMOSTHENIS K seen from my hotel in Argassi, heading towards the Eastern Zakynthos beaches during an afternoon cruise. The DIMOSTHENIS K in the passenger tour boat pier in the port of Zakynthos. DIMOSTHENIS: Though her name is confusing as it is shared with that of her older fleetmate, the DIMOSTHENIS is still a distinguishable ship in Zakynthos. She was built in 1999 in Greece for company Top Cruiser, five years after the delivery of her fleetmate, the DIMOSTHENIS K. The ship operates daily cruises around Zakynthos, while also occasionally making stops in Marathonisi. The beautiful DIMOSTHENIS seen from my hotel in Argassi, on her way back to the port of Zakynthos after having performed a cruise around the island. The DIMOSTHENIS leaving the port of Zakynthos for a morning cruise. The DIMOSTHENIS having just exited the port of Zakynthos in order to start her morning cruise around the island and to Marathonisi. The two ships of Top Cruiser, the similarly named DIMOSTHENIS and DIMOSTHENIS K, together in Zakynthos. The Top Cruiser ships, the DIMOSTHENIS and the DIMOSTHENIS K, together in Zakynthos. On the right of the DIMOSTHENIS K (the ship with the blue hull) is the ship PANAGIA ATHONITISSA of the now-defunct Actipis Cruises, which has ceased operations due to economic difficulties since 2011. IKAROS PALACE: The small tour boat IKAROS PALACE was built in Greece in 1999 as the IKAROS for the Petychakis family. She was deployed on the Kefalonia-Ithaca-Skorpios-Meganisi-Lefkada line as a daily cruise boat. She was transferred to Seven Islands Cruises in 2003, and in 2004 she was renamed IKAROS PALACE. Following the delivery of her new fleetmate, the MAKEDONIA PALACE, in 2007, the IKAROS PALACE was transferred to Zakynthos. She has since been operating as a tour boat, making trips around the entire island while also stopping by the small island of Marathonisi She is the fastest tour boat of her kind (tour yacht) on the Ionian Sea. Though she underwent the same naming process as the similarly-named former Minoan Lines ferry IKARUS PALACE (now operating as the CRUISE SMERALDA for Italian giants Grimaldi Lines), which spent the first years of her career under the name IAKRUS (as the passenger boat began her career under the name IKAROS), the two ships have no relation nor connection within their companies. Her younger fleetmate, the MAKEDONIA PALACE, is currently undergoing a major conversion in Perama, in which she has been lengthened and has acquired a new bow. Her main competitor, the EPTANISOS of the Kefalonia-based Kontogiorgis Cruises (operating on the same line as the MAKEDONIA PALACE) is also undergoing the exact same conversion. The IKAROS PALACE leaving the port of Zakynthos for an afternoon cruise. The fast IKAROS PALACE of Seven Islands Cruises leaving Zakynthos for an afternoon cruise around the island. Her hull features the word 'VIP', which is a reference to her occasional VIP cruises. The beautiful and fast IKAROS PALACE leaving the port of Zakynthos. The IKAROS PALACE resting in the port of Zakynthos, in the passenger boat pier. ANNOULA II: The small passenger tour boat ANNOULA II was built in Greece in 1992, after a two-year delay in her construction. She is a sister ship of the ELENA F of Elena F Shipping (which operates on the Piraeus-Salamina line), although their designs differ largely. Ever since her delivery, she has been operating during the summer in Zakynthos, operating in daily cruises around the island and to the islet of Marathonisi. She was extensively refitted in 1995, increasing her passenger capacity by 70%. In 2009 the ship was preparing to operate on the Piraeus-Salamina line, but this eventually did not happen and the ship remained in her daily Zakynthos summer service. The ANNOULA II resting in the port of Zakynthos, having completed her morning around-the-island cruise. The ANNOULA II seen from my hotel in Argassi, as she leaves the port of Zakynthos in order to perform a cruise around the island and to Marathonisi. The ANNOULA II resting in the port of Zakynthos. Just like the Salamina passenger boats, despite their small size, these ships play an extremely important role in providing tourists an unforgettable experience when they discover the entirety of the island as well as its most popular locations. Some of them occasionally provide a touristic connection of Zakynthos with other Ionian Islands as well, something which is rarely being performed by ferries, except for the ones arriving from Italian ports such as Bari and Brindisi. #zakynthos #tourboat #summer2016 #greece #ionian #marathonisi #delfini #meniamariai #voutirakoscruises #dimosthenisk #dimosthenis #topcruiser #ikarospalace #sevenislandscruises #annoulaii #tuizakynthos

Trip: 29 July 2018. From Paros to Piraeus, with the HIGHSPEED 4 of Hellenic Seaways. Among the best high speed craft and ships of the Greek coastal service, the HIGHSPEED 4 was built in 2000 in Australia, being the fourth high speed ferry to join Minoan Flying Dolphins (three of them were built in the same shipyard, Austal). This company, formed in 1998 by the late Pantelis Sfinias as a subsidiary of Minoan Lines, had become by late 1999 the main Greek coastal service company on the Aegean Sea, having acquired almost all ferries from traditional family-based companies (such as Agapitos Express Ferries, Agapitos Lines, Lindos Lines, Nomicos Lines and more) and all the high speed craft (hydrofoils and passenger catamarans) of Ceres Flying Dolphins. Having become the company with the largest market share on the Cyclades, the Sporades, the Saronic Gulf as well as having a strong presence on the Dodecanese, Crete and the Northeast Aegean Sea, Minoan Flying Dolphins sought to strengthen its presence by introducing the 'Highspeed' brand, which consisted at the time of four high speed ferries that were to be deployed on the Cyclades. The first one, the HIGHSPEED 1, had already been built in 1996 in The Netherlands and had served under Minoan Lines from 1997 to 1999. The other three were all ordered for 2000 at the well-known Austal Shipyards. The HIGHSPEED 2 and the HIGHSPEED 3 were completed in early 2000 and entered service on the Cyclades. The larger and faster HIGHSPEED 4 followed them a few months later, and she began service on the Piraeus-Paros-Naxos line, where she immediately earned much acclaim for her fast and comfortable service. She made such an impact that her success was enough to prevent her company from collapsing, notably due to the tragic sinking of the ferry EXPRESS SAMINA on 26 September 2000. Despite the instability of her company, she was still able to uphold strong competition, notably against Blue Star Ferries which had also deployed newly-built ferries on the Cyclades. Minoan Flying Dolphins was renamed Hellas Flying Dolphins in 2002. She was deployed on the Piraeus-Syros-Tinos-Mykonos-Paros-Naxos line in 2003. In 2005 her company was renamed Hellenic Seaways, and she was deployed on the Piraeus-Chania line, making the trip in just four-and-a-half hours! Despite this success, Hellenic Seaways preferred to operate a conventional ferry there, while having the 'Highspeed' brand primarily on the Cyclades. Thus, in 2006 she was deployed on the Piraeus-Syros-Tinos-Mykonos-Paros-Naxos-Chania line. In 2008 she was deployed on the Piraeus-Syros-Tinos-Mykonos line. In 2009 she was on the Piraeus-Syros-Tinos-Mykonos-Paros-Naxos-Ios-Santorini line, and in 2010 she operated on the Piraeus-Syros-Tinos-Mykonos-Paros-Naxos line, forming a formidable duo with her fleetmate, the HIGHSPEED 5, during both seasons. She stayed there in 2011 and in 2012, before being deployed solely on the Piraeus-Paros-Naxos line in 2013. In 2014 she was deployed on the Piraeus-Paros-Naxos-Koufonisi-Amorgos line, where she was very successful. In 2015, following the fire suffered by the HIGHSPEED 5 (which later became the HIGHSPEED 7 and is now the SANTORINI PALACE of Minoan Lines), the HIGHSPEED 4 replaced her on her planned line, the Heraklion-Santorini-Ios-Paros-Mykonos line for the summer. She returned to the Piraeus-Paros-Naxos-Koufonisi-Amorgos line in 2016, where she has since been remaining. Based on this detailed historical background, everyone can clearly see that, for almost two decades, the HIGHSPEED 4 has been among the most successful ships in the Greek coastal service and a major force for her company on the Cyclades, which she has served in every year of her career except during the 2005 summer season (when she was operating on the Piraeus-Chania line). Her long presence in the area, combined with her extremely fast and comfortable service, has made her a favourite amongst Cyclades residents and tourists, and she has been praised for contributing to a faster connection between the islands and Athens. Rarely hit by engine troubles, she has also been able to efficiently cover service left by her fleetmates when they would be having an incident, including during the summer. Throughout her career, she has also done some popular overnight trips, notably in Paros (which she has been doing since 2016), as well as in Santorini, Syros and Mykonos. Over the years, the Greek economic crisis and bad decisions made by her company have led to a decline of the 'Highspeed' brand, with Hellenic Seaways selling the HIGHSPEED 2 and the HIGHSPEED 3 to now-defunct Moroccan company Comarit in 2010, the HIGHSPEED 1 to South Korean company Jang Heung Ferry in 2011, the HIGHSPEED 6 to Spanish company Naviera Armas in 2017, and the HIGHSPEED 5/HIGHSPEED 7 to Minoan Lines in 2018. Currently, only the HIGHSPEED 4 and the HELLENIC HIGHSPEED (ex-HELLENIC WIND, owned by Hellenic Seaways since 2009, but operating for them since 2016) are the two remaining high speed ferries that are part of the brand. The HIGHSPEED 4 is notably the only ship of the brand to have operated in every single summer season of Minoan Flying Dolphins/Hellas Flying Dolphins/Hellenic Seaways throughout their whole existence. Now that Hellenic Seaways has been acquired by Attica Group since early 2018, her future is uncertain as the latter is not a particular big fan of high speed craft. Nevertheless, she is set to operate this season and to continue her excellent service under Hellenic Seaways, always on the Cyclades. The HIGHSPEED 4 seen in the port of Paroikia in Paros, three days before my trip with her. Now it is finally the time to speak about my trip with this much-acclaimed ship. Indeed, as you now know it based on my previous posts, I had spent some time in Paros with my family during the summer of 2018. Indeed, we stayed there between 26 July and 29 July, while having also spent most of 27 July in neighbouring island Antiparos. It was obviously my first-ever trip with this ship, and, as I had already traveled with the HELLENIC HIGHSPEED back in 14 July 2017 from Ios to Piraeus, I had now traveled with both the current Hellenic Seaways ships that are part of the 'Highsped' brand. It was also my first-ever trip with an Austal-built high speed craft, and overall my fifth trip with a Greek high speed ferry (with all trips involving ships operating on the Cyclades). We arrived in the port of Paroikia in Paros 30 minutes before the ship's planned arrival and immediate departure. She was heading from Naxos, as part of her return trip from the Cyclades to Piraeus during the day. As she was on the Piraeus-Paros-Naxos-Koufonisi-Amorgos line, Paros was obviously the last island in which she would stop before making her way back to Piraeus. Therefore, this trip did not include any stops in any islands (it was therefore my first-ever trip with a Greek high speed craft without making any intermediate stops between my embarkation port and my disembarkation port). She was due to arrive at 14:10 and leave at 14:20, something which she did without any issues. Before the HIGHSPEED 4 arrived, I witnessed an unexpected but exciting arrival: that of the legendary SUPERFERRY II of Golden Star Ferries, which was arriving from Mykonos. Built in 1974 in Belgium and present in Greece since 1992, the SUPERFERRY II has spent her entire Greek coastal service career serving the Rafina-Andros-Tinos-Mykonos line, with additional islands being added throughout the years. Surely the best-ever ship to have operated on the line, she is regarded by many as the greatest day ferry, and possibly the greatest Greek coastal service ship, of all time. Her longevity, large capacity, speed, comfortable amenities and exciting outdoor areas have been all hailed. Her conversion is also considered to be one of the best amongst second-hand ships delivered to Greek coastal service companies. The iconic SUPERFERRY II seen approaching Paros. In 2018, she had her debut season on a new line introduced by her owners, which linked Rafina with the Cyclades and Crete for the first time ever. This service was spent on the Rafina-Andros-Tinos-Mykonos-Paros-Ios-Santorini-Heraklion line, and was also performed by her fleetmate, the SUPERFERRY. The SUPERFERRY II heading towards Paros. Despite her now being one of the oldest ferries on the Cyclades, her service is still much appreciated and acclaimed. Thanks to a major renovation performed in her indoor areas in 2017 by her company, she can still sail for many years to come. The SUPEFERRY II seen in Paros. She was bought by now-defunct company Strintzis Lines in 1992. Initially renamed IONIAN EXPRESS and planned to be deployed on the Patras-Kefalonia-Ithaca line on the Ionian Sea, it was decided during her conversion that she would take over the service of her fleetmate, the SUPERFERRY (the old one, which still operates today, as the MAHABBAH of Egyptian-Saudi Arabian company Namma Lines, on the Safaga-Jeddah line, which connects Egypt and Saudi Arabia via the Red Sea), which was too big for the line and lacked the necessary garage (despite her tremendously successful amenities), on the Rafina-Andros-Tinos-Mykonos-Syros-Astypalaia-Kalymnos-Kos-Nisyros-Tilos-Rhodes line, before operating solely on the Rafina-Andros-Tinos-Mykonos-Syros line beginning in 1994. Having been renamed SUPERFERRY II in 1993, she entered service and immediately earned great acclaim. The ship joined the newly-founded Blue Star Ferries in 2000, after Strintzis Lines were taken over by Attica Group, and remained on the Rafina-Andros-Tinos-Mykonos line. After the 2010 season, she was sold to newly-established company Golden Star Ferries, which refurbished her and redeployed her on the Rafina-Cyclades service. Her success inspired the company to purchase more ships in the following years, with their fleet now reaching six ships as of April 2019. The SUPERFERRY II making her way towards the port of Paros. Since operating for Golden Star Ferries, she has made extensions to Naxos in 2011 and 2012, as well as in both Naxos and Paros in 2016. During her twenty-sixth season in Greece, she was now performing a long trip from Rafina to Heraklion, via six Cyclades islands. The SUPERFERRY II about to begin her maneuvering procedure in Paros. The impressive SUPERFERRY II, with her famous stern and front balconies (added after her conversion in 1992-1993), preparing to maneuver in Paros. The SUPERFERRY II about to maneuver in Paros. She is the last ship among those built in Belgium between the 1950s and the 1970s which went on to have successful spells in Greece (mostly on the Cyclades), after having first operated under iconic Belgian company Regie voor Maritiem Transport (RMT). This group of ships is known as the 'Gentle Belgians', and included legendary ships, such as the late AIGAION of Agapitos Lines (1976-1992) and later of Agapitos Express Ferries (1992-1996); the late GEORGIOS EXPRESS, perhaps the best ferry in the history of the Greek coastal service, of Ventouris Ferries (1980-1983), Ventouris Sea Lines (1983-1996) and later Agios Georgios Ferries (1996-2009, though the company ceased operations in 2001); the latter's sister ship, the BARI EXPRESS, of Ventouris Ferries (1983-1997), and later the EXPRESS HERMES of Agapitos Express Ferries (1997-1999) and then a fleetmate of the HIGHSPEED 4 under Minoan Flying Dolphins/Hellas Flying Dolphins (1999-2003); the late LYDIA of now-defunct company Hellenic Mediterranean Lines (1985-1995); and lastly the SUPERFERRY II's sister ship, the PANAGIA TINOU 2 of Ventouris Sea Lines (1993-1997), later the EXPRESS ATHINA of Agapitos Express Ferries (1997-1999), then being a fleetmate of the HIGHSPEED 4 under Minoan Flying Dolphins/Hellas Flying Dolphins (1999-2005) and Hellenic Seaways (2005-2007), before ending her career as the EXPRESS LIMNOS of Saos Ferries (2007-2011). The SUPERFERRY II is the only ship from that group that is still alive and still sailing in Greece to date. The well-known funnel of the SUPERFERRY II. Its shape has remained intact since the start of her career on the Channel. It now features her current owners' logo, that of a star painted in both gold and white. If you can see the funnel more precisely, you can notice the marks of the old logo of RMT, still visible despite having been painted over. The SUPERFERRY II seen maneuvering in Paros. The true definition of a legendary ferry: the SUPERFERRY II seen maneuvering in Paros. She would then head towards Ios, Santorini and Heraklion, arriving at the Cretan port towards the evening. The SUPERFERRY II having finished her maneuvering procedure and beginning to head in Paros. I know that this post should be focusing on the HIGHSPEED 4. However, after having seen the SUPERFERRY II before my planned trip, I could not avoid posting all the photos I took of that legendary ship. The SUPERFERRY II about to dock in Paros. The SUPERFERRY having almost docked in Paros. I had the chance to perform a large portion of her line on 14 June 2018, when I traveled from Rafina to Ios (via Andros, Tinos, Mykonos and Paros) with her fleetmate, the SUPERFERRY. The SUPERFERRY II seen docking in Paros. Several minutes after the SUPERFERRY II had arrived and docked in Paros, the HIGHSPEED 4 had finally arrived in Paros, and began to unload several passengers and vehicles immediately. The ones that were about to board immediately quickly started to approach the vessel. Like all Hellenic Seaways high speed craft, she carries a livery promoting Greek telephone service company Cosmote, whose logo is visible in both her hulls and in her stern (next to the garage entrance). The HIGHSPEED 4 was previously promoting rival operator Vodafone even back in her Hellas Flying Dolphins days, when the two companies agreed to paint all high speed ships (except hydrofoils) with Vodafone's red colours in 2003. This lasted until 2013, when Hellenic Seaways opted to switch from Vodafone to Cosmote. All high speed craft (this time including the hydrofoils) were painted in light green (Cosmote's colours at the time). After Cosmote changed its logo in the fall of 2015, all ships were repainted ahead of the 2016 season in different shades of blue around the stern, white in the middle section of the hull, and different shades of green around the bow. It was now time for us to board the ship. The entrance can be accessed through both sides of the stern thanks to the side ramps (used only by passengers). They each lead to an alley which takes passengers to the upper decks, where the indoor lounge areas are located. Above the entrance to this alley, one can see the logo of Hellenic Seaways. Underneath it, there are welcome signs written in Greek (top) and English (bottom), as well as the company's website and telephone number. After arriving at the first accommodation deck thanks to the staircase, one can spot the company's reception desk near the starboard side. The small reception desk features a glass poster featuring the logo of Hellenic Seaways, hanging in the background. Next to the reception desk, I spotted a large poster featuring the company's logo (known for its famous three dolphins). Above it, the company states, in Greek, 'For 18 years, the Aegean Sea has been our destination'. Hence, the poster was to commemorate the company's 18 years in service (though the company was founded in 1999, their first summer was during the 2000 season). Thus, despite being known under that name since 2005, Hellenic Seaways still considers her predecessors, Minoan Flying Dolphins/Hellas Flying Dolphins, as part of the corporation's history. Next to the reception desk, the lounge area could be already seen. As it is common with high speed craft, most of the seats are aircraft-style seats aligned throughout the length of the of the area. The aircraft-style seats on the starboard side of the ship. The first indoor deck is part of the Economy Class. The VIP section is located on the deck above. The aircraft-style seats area, featuring very comfortable seats, some of which are surrounding tables, while the ones next to the windows are usually aligned by pairs one behind the other. In the middle part of the area, between the free alleys, there are some aircraft-style seats with a blue cover, all of them having a table in front of them. Not far from the reception desk, the ship has a large bar, which is operated by Greek coffee and snack brand Everest. The modern bar has a large range of products for passengers, namely coffee, water, juices, soft drinks, alcoholic beverages, fruits, sandwiches, snacks and biscuits. The ship's onboard retail store, called Shopping Island, which sells various products such as clothes, bags, jewelry, toys, books, gadgets and more. The front section of the Economy Class lounge area, also featuring aligned chairs around wooden tables. At the back of the room are the ship's well-known front-side windows.. At the corner of the lounge area, one can see a small alley leading to a staircase which heads towards the front section of the ship's garage. A quick view of the ship's garage, which is only accessible to cars, motorcycles and small vans. At the center of the indoor area on the Economy Class deck is the ship's well-known glass-made staircase which leads to the upper deck featuring the VIP lounge area. The glass underneath the rails was decorated with stickers promoting Coca-Cola beverages on the Cyclades. The small outdoor area of the HIGHSPEED 4, located on the Economy Class deck. It is only accessible to passengers when the ship is in a port and hence at low speed. You can also see the ship's Greek flag and the electronic destination board underneath it. While I was exploring the HIGHSPEED 4's outdoor areas, I noticed that the SUPERFERRY II had already departed for Ios. Instead, I saw another ship having arrived in Paros. It was the high speed ferry ANDROS JET of Sea Jets, which operates on the inter-Cyclades service, alongside the fleetmate of the HIGHSPEED 4, the ARTEMIS. The ANDROS JET seen in Paros. This was her first summer under Sea Jets, after having been bought shortly after the completion of the 2017 season. In her first year, she operated on the inter-Cyclades lifeline, on the Lavrion-Kea-Kythnos-Andros-Tinos-Syros-Paros-Naxos-Donousa-Amorgos-Koufonisi-Schoinousa-Irakleia-Folegandros-Sikinos-Ios-Thirassia-Santorini-Anafi line. The ANDROS JET seen departing Paros. Her first season under Sea Jets was quite turbulent, as she had several engine failures, which caused her to experience significant delays. This was problematic, especially when considering the long and demanding line on which she was operating. Though, when she was operating normally, she would perform the service much faster than the ship that she was replacing on the line, the ferry AQUA JEWEL (also owned by Sea Jets), which had been sent on charter to Azores-based company Atlântico Line for the summer. The small funnel of the ANDROS JET, which features the logo of Sea Jets under a navy blue background. The ANDROS JET seen departing Paros. Coincidentally, she was built in the exact same shipyard as the HIGHSPEED 4, at Austal in Australia. She was built three years before the latter, having been ordered by Turkish company İstanbul Deniz Otobüsleri, under the name CEZAYIRLI HASAN PAŞA 1. She operated on the Yalova-Pendik line for exactly twenty years, until she was sold to her current owners, Sea Jets. The ANDROS JET seen leaving Paros. Though she was built in the same shipyard as the HIGHSPEED 4, she is much smaller in length, width and passenger and vehicle capacity. The ANDROS JET having departed Paros. The ANDROS JET now leaving at full-speed. While the ANDROS JET was leaving the port of Paros (followed by our own eventual departure), I also spotted her fleetmate, the CHAMPION JET 2, heading towards the port, having arrived from Naxos. The CHAMPION JET 2 seen approaching Paros. Owned by Sea Jets since 2015, she was operating on the Heraklion-Rethymnon-Santorini-Ios-Naxos-Paros-Mykonos line, which she served for the second season in a row. The ANDROS JET seen leaving Paros, while the CHAMPION JET 2 heads towards the same port. The ANDROS JET seen leaving Paros in order to head towards Naxos. The CHAMPION JET 2 making her way towards Paros, while we are departing the port. Passing by the CHAMPION JET 2 in Paros. She was built in 1996, also in Australia. However, she was not built in Austal, but rather in the rival shipyard, Incat. Most Sea Jets high speed craft were built there during the 1990s. Hellenic Seaways only had one Incat-built ship, the HIGHSPEED 6, which was built there in 2000, the same year as the HIGHSPEED 4. She joined Hellenic Seaways in 2010, and was sold by the company to Naviera Armas in 2017, and now operates in Spain as the VOLCÁN DE TENO. The CHAMPION JET 2 heading towards the port of Paros. She was previously operating on the Channel as the CONDOR EXPRESS of French company Condor Ferries, connecting France and Great Britain with the British Channel islands of Guernsey and Jersey. She was sold in 2015, alongside her younger sister ship, the CONDOR VITESSE, to Sea Jets. She was renamed CHAMPION JET 2, while the CONDOR VITESSE was renamed CHAMPION JET 1. The CHAMPION JET 2 heading towards the port of Paros, in what was her fourth season under Sea Jets on the Cyclades. She spent her first two seasons on the Piraeus-Mykonos-Naxos-Santorini line, before moving to her current service in 2017. The speedy CHAMPION JET 2 about to begin her maneuvering procedure in Paros. The CHAMPION JET 2 beginning to maneuver in Paros, as we have already departed the port. The ANDROS JET on her way towards Naxos. The CHAMPION JET 2 having maneuvered in Paros, and now beginning to dock in the port. As the HIGHSPEED 4 begins to depart, I was able to take a picture of her starboard side water jet, which is the main source behind her speed. It located right underneath the passenger ramp. I unfortunately had to head inside the ship's indoor area as no passenger is allowed to remain outdoors while the high speed craft is sailing (a policy found on all Hellenic Seaways high speed ships). After barely three hours, we had reached Piraeus at 17:30. As access to outdoor areas was still restricted while the ship was heading towards her docking spot, I had no choice but to head to the garage alongside my family. As the garage was at full capacity, we had to wait for a long time before making it out, thus ending our trip. While this trip with the HIGHSPEED 4 was short and lacked intermediate stops, I was still happy to have finally been able to travel with her, after having been aware of her positive reputation for so many years. Her service is extremely fast, but also very comfortable. In fact, I barely had the time to sit and read a shipping magazine and I had already felt like we were near our destination. Her indoor areas are very impressive and still give the impression that she is a newly-built ship, even though she will be turning 20 next year. While the 'Highspeed' brand is unfortunately on a considerable decline, luckily she is still operating in Greece, showing how she has been one of the best high speed craft of her company, and of the Greek coastal service as a whole, for so many years. It is not surprising to hear that she is one of the favourite ships of the Cyclades residents and tourists. This trip further made me understand the reasons behind their statements. #highspeed4 #hellenicseaways #atticagroup #summer2018 #greece #cyclades #aegean #paros #piraeus #superferryii #goldenstarferries #androsjet #championjet2 #seajets #tribute

Trip: 26 July 2016. From Zakynthos to Kyllini and back, with the FIOR DI LEVANTE of Levante Ferries. Nine months after I made a Tribute post about the amazing FIOR DI LEVANTE of the Zakynthos-based Levante Ferries, I am now posting about my second and third respective trips with this ship, which occurred in the morning of 26 July 2016, which was exactly one year and two days after the first trip I ever had with the Levante Ferries flagship. Indeed, my summer stay in the island of Zakynthos was short this year, and the tickets we bought in the port of Kyllini included a trip with the ZAKYNTHOS 1 of Kefalonian Lines from Kyllini to Zakynthos and with the FIOR DI LEVANTE's fleetmate, the MARE DI LEVANTE (ex-IONIAN STAR). As a result, I initially thought that I would not be able to travel at all with this unique ferry for the 2016 summer season. Thankfully though, my father offered to have me do an early morning trip to Kyllini and back with the FIOR DI LEVANTE two days prior to our departure, which I immediately accepted (this post is mainly dedicated to my father, who made these two trips possible). As a typical day in Zakynthos includes going to the beach during the morning and the afternoon, I decided to board the FIOR DI LEVANTE on her first morning trip from Zakynthos to Kyllini, which is at 05:45! After arriving in Kyllini, the ship would depart at 07:30 on the return trip to Zakynthos. These two trips mark the earliest ones I have ever taken on the Ionian Sea exclusively. As there were not many passengers, I got the chance to experience calm and comfortable trips with an already extremely comfortable and modern ferry. Though two days later, in the end, I did not end up traveling with the MARE DI LEVANTE as the tickets were originally stating, but with... the FIOR DI LEVANTE! There were various interesting personal facts about these two trips. They marked my first back-to-back trips in almost 8 years, the last time had been with the PHIVOS of Nova Ferries from Aegina to Piraeus and back, in 2008. They were also the first Greek coastal trips in which I was completely alone by myself. Furthermore, these trips meant that the FIOR DI LEVANTE was the ship with which I traveled the most times during the summer of 2016. They, finally, also marked my first trips with a ferry operating under the Ionian Group joint venture. Indeed, last year's trip with the FIOR DI LEVANTE was during the last days of Levante Ferries operating independently in Zakynthos, and, more precisely, three days before the establishment of the joint venture with Zante Ferries, a week after the company had bought the IONIAN STAR from Tyrogalas Ferries, thus ending the latter's activities on the Ionian Sea and, eventually, the joint venture they had with Zante Ferries. 2016 was Ionian Group's first full summer season. Apart from operating on the Kyllini-Zakynthos line (served fully by the FIOR DI LEVANTE and alternatively by the MARE DI LEVANTE and the DIONISIOS SOLOMOS of Zante Ferries), the joint venture also operated on the Kyllini-Kefalonia line (served alternatively by the MARE DI LEVANTE and the DIONISIOS SOLOMOS) and on the Patras-Kefalonia-Ithaca line (served by the chartered SPEEDRUNNER III, though her replacement has yet to determined for this year, as she is returning to her owners, Aegean Speed Lines, for the 2017 summer season). With the FIOR DI LEVANTE as their flagship, Ionian Group had a very successful summer season, and the joint venture is already considering many different ways in which it could expand its services on the Ionian Sea. Another thing to mention is that, three months prior to the trips, the FIOR DI LEVANTE won the title of 'The Best Ferry in the World' in 2015 by Shippax, which is the most prestigious award given to a ferry on the international scale. The 2016 summer season was the FIOR DI LEVANTE's second in the Greek coastal service, having been on the Ionian Sea since December 2014, after a successful two-year-long conversion in China (in Shanghai). Despite this being respectively the second and third time that I would go on to travel with this ship (so I already knew how a trip with her would look like), it still seemed to me as if I had boarded her for the first time in my life. Also, she might have been 18 years old at the time that I did these two trips, but she clearly seems like a newbuilding. Therefore, an early morning trip with this ship seemed to be an ideal way to start the day. I would like to mention that I have already written (as mentioned above) a Tribute post on the FIOR DI LEVANTE, so this post is not an additional tribute to the ship herself, but rather to the two trips I had with the ferry. Note also that some pictures taken in the dark are not very good in terms of quality, but I assure you that they will get better as the light begins to appear. The FIOR DI LEVANTE seen six days prior to my two trips with her (my first picture of her for the 2016 summer season), as she is preparing to maneuver in the port of Kyllini, having just arrived from Zakynthos. A view of the FIOR DI LEVANTE from my hotel in Zakynthos, as she heads towards Kyllini. The FIOR DI LEVANTE at 05:30 in the morning, though the picture's quality is not that great. Entering the ship through the very modern wooden and illuminated entrance gallery. The ship's upper garage. As there were not many passengers due to the early morning trip, it was nearly empty. Though there was at least a car boarding the ship :) The ship's entrance gallery seen from behind (therefore being the exit gallery when passengers are in the opposing direction), featuring an advertisement of the company thanking passengers for sailing with them. After reaching the top of the escalators, the passenger area welcomes travelers with this beautiful replica of the FIOR DI LEVANTE printed on glass, as shown in last year's tribute post. The impressive reception desk, featuring the company's logo and a funky red and white column. This is the first passenger lounge area, located right behind the replica shown and mentioned above, featuring comfortable blue and grey chairs. A bar-like lounge area located next to the corner of the ship's indoor bar. The impressive indoor smoking area, featuring a nice shade of blue light and sea turtles, which are a popular living species in Zakynthos. The ship's stairs leading to various passenger decks, though they are mainly used by the crew. The ship's very modern and artistically creative bathrooms. The ZAKYNTHOS 1 must have been inspired by these bathrooms during her renovation in 2016. Another view of the passenger lounge area. The ship's outdoor passenger area, located next to the stern. The ship's aircraft-style passenger seats, which are very similar to the ones the BLUE STAR PATMOS of Blue Star Ferries had during my trip with her to the Cyclades during the summer of 2015. A look inside the ship's onboard passenger shop. Apart from featuring typical Greek Islands products, the shop also has many Levante Ferries souvenir items, such as T-Shirts, hats, cups and replicas of the FIOR DI LEVANTE. Therefore, it is clear that Levante Ferries is not just a shipping company, it is also a rising brand! Another view of the passenger lounge area. The ship's popular VW 11880 van. As you saw last year, it is recorded as the first time ever that a vehicle has been onboard a ferry excluding the garage, or that has been permanently onboard a ship. The van, decorated with Levante Ferries' colours, is used as an advertisement for the company and its owner, Georgios Theodosis. Apart from owning Levante Ferries, he also owns telephone service company 11880 and the information and booking site vrisko.gr. Both companies are painted on both sides of the van (and also on both sides of the FIOR DI LEVANTE's hull). The front view of the van. Another set of high chairs around a high wooden table, which also features chargers for smartphones. A view of the ship's interior bar along with the chairs and lounges around it. Another modern passenger lounge area. The ship's main staircase (leading to the upper passenger deck). The lights, designed by the great lighting company Artemide, are shielded by beautiful silver turtles. Another view of the passenger lounge. As we move towards the front passenger section, which also features a large lounge area, the ship's central walls are decorated with various paintings depicting Zakynthos during the Venetian era. A beautiful painting representing the island's main neighborhood, the Solomos Square, during the Venetian era. Along with a beautiful mosaic of the port of Zakynthos, presumably as it looked like during the 20th century. The front passenger lounge area, featuring comfortable yellow chairs, which represent the company's colours. The ship's kid's corner room. As we had seen it last year, it features an electronic map quiz of the island of Zakynthos and its landmarks. And it also includes a Tic-Tac-Toe setup. A sign giving the directions to the ship's different areas, both in Greek and English. The company's logo is printed right next to the directions. After quickly exiting the ship's interior areas, there was another sign showing the directions to the different areas of the ferry. Another view of the staircase leading to the garage and the bridge. The ceiling of the upper deck as seen from above the main staircase, featuring a very modern lamp, also designed by Artemide. The staircase as it is seen from the upper passenger deck. The ship's outdoor passenger area, located in the upper deck. As there were very few passengers, it seemed like it was completely abandoned, though it eventually got full on the return trip from Kyllini to Zakynthos. The ship's exterior seating area, along with the closed outdoor bar. It opened only during the return trip from Kyllini to Zakynthos. Another section of the outdoor seating area, which also features lounges attached to the ship's columns. The port of Zakynthos at approximately 05:40, with the sun slowly beginning to rise. The ship's very modern funnel, with the company's logo being illuminated in the dark. The sun deck area located right next to the ship's stern. Another view of the lounge found in the upper deck. Another view of the lounge area, featuring a large TV screen in the middle of a nicely-designed wall with white stripes. The starboard side passageway leading to the ship's bridge. The starboard side passageway at seen from behind, with the passenger lounge area located behind the glass. We began our trip towards mainland Greece. As the time went by, the sun was soon rising. Interestingly, Zakynthos was already under the light, whereas the Peloponnese was still found in the dark. The sun rising. It is the namesake of the ship, as FIOR DI LEVANTE means 'Flower of the East' in Italian, which makes a reference to the unique sunrise of the Ionian Sea. The name has since been used as a nickname when referring to the island of Zakynthos. A small sailing boat heading towards the Peloponnese. The calm beautiful Ionian Sea seen during the morning. As the sun begins to rise, more light starts to appear. Here is the ship's stern outdoor seating area as it leaves the dark. The ship's stern, proudly carrying the Greek flag. One of the ship's many deckplans, located right next to her black funnel. As we head towards Kyllini, the FIOR DI LEVANTE's Ionian Group collaborator, the DIONISIOS SOLOMOS of Zante Ferries, is already heading towards Zakynthos in order to complete the first trip of the day from mainland Greece to the Ionian island. The DIONISIOS SOLOMOS, in what was her eighteenth season on the Ionian Sea, all of them under Zante Ferries. This season, though, marked the ship's first with a new livery, with her hull being fully painted in orange (in contrast to the half-orange and half-white hull that she previously had) and featuring her company's name and website. The beautiful DIONISIOS SOLOMOS heading towards Zakynthos. After spending the first part of her Ionian Group career on the resurrected Patras-Kefalonia-Ithaca line in 2015, the ship returned to her original Kyllini service after that year's summer ended, serving both the Kyllini-Zakynthos line and the Kyllini-Kefalonia line, alternatively with the MARE DI LEVANTE. The DIONISIOS SOLOMOS heading towards the island of Zakynthos. The beautiful DIONISIOS SOLOMOS leaving the Peloponnese in the dark and heading towards the brighter Zakynthos. Note the first picture of the ship, in which she is under the sunrise. As our meeting with the DIONISIOS SOLOMOS ends, the FIOR DI LEVANTE is soon approaching the port of Kyllini. Another view of the DIONISIOS SOLOMOS en route to Zakynthos. As we approach the port of Kyllini, another ship is leaving for an Ionian island. This time it is the NISSOS KEFALONIA, owned by Ionian Group's competitors, Kefalonian Lines, heading towards her namesake island. Though some of my pictures were of bad quality due to the dark, from this moment and until the end of the trip I took what I personally consider as my favourite pictures. The legendary NISSOS KEFALONIA, now in her fourth summer season with her current owners, heads for Kefalonia. In the past two summers she also operated on the Kyllini-Zakynthos line, though this service is now being operated by her fleetmate, the ZAKYNTHOS 1. The NISSOS KEFALONIA leaving Kyllini under the beautiful Ionian Sea sun. She has been in these waters since 1995, operating as the KEFALONIA under Strintzis Lines (1995-2000), Blue Star Ferries (2000-2004) and Strintzis Ferries (2004-2013). She became extremely popular for her operations on the Patras-Kefalonia-Ithaca line, which she served for 16 years. Strintzis Ferries' economic problems led to her lay-up in 2012 in Salamina and later in Drapetsona, but she was sold the following year to her current owners, who have since operated her out of Kyllini. During her last summer of operations under Strintzis Ferries in 2011, she had served the Kyllini-Kefalonia line. The NISSOS KEFALONIA, a former Japanese ferry, passing under the rising sun. The beautiful and legendary NISSOS KEFALONIA heading towards Kefalonia. As the FIOR DI LEVANTE prepares to turn in order to enter the port of Kyllini, here is another view of the NISSOS KEFALONIA. Just a few minutes after the NISSOS KEFALONIA had exited the port of Kyllini, she would be immediately followed by her fleetmate, the ZAKYNTHOS 1, which heads towards her own namesake island. The ZAKYNTHOS 1 operating in her third season for Kefalonian Lines, who have chartered her from her owners, ANEZ, since 2014. The ship was considerably upgraded this year, in order to better compete against Ionian Group and their Zakynthos operations. The ZAKYNTHOS 1 ready to pass under the Ionian sun, as did her fleetmate a couple of minutes ago. The ZAKYNTHOS 1 passing under the sun and preparing to head towards Zakynthos. The beautiful ZAKYNTHOS 1, with which I had traveled six days prior to my two trips with the FIOR DI LEVANTE, makes her first call of the day from Kyllini to Zakynthos. The ZAKYNTHOS 1, the oldest ferry on the Ionian Sea, heading towards her namesake island. A picture featuring both Kefalonian Lines ships while they head for their respective destinations. Another view of the ZAKYNTHOS 1. A wonderful view of sunrise. I now understand the origins behind the FIOR DI LEVANTE's name. Another view of the two Kefalonian Lines ships: the NISSOS KEFALONIA en route to Kefalonia and the ZAKYNTHOS 1 en route to Zakynthos. A further view of the NISSOS KEFALONIA. And another one of the ZAKYNTHOS 1. And another one featuring both ships. The FIOR DI LEVANTE docked and arrived in Kyllini. Despite me being a passenger for her next trip to Zakynthos, I was still forced to leave the ship, as the company prohibits passenger stay inside the ships after the latter arrive to their final destination. Here is a picture of the fishing area of the port. The FIOR DI LEVANTE seen in Kyllini. The amazing FIOR DI LEVANTE in Kyllini, as she prepares for her departure to Zakynthos, already boarding her passengers and their vehicles. Another view of the FIOR DI LEVANTE before I had to board her for the return trip, otherwise I would have waited until the next ship's return from Zakynthos. I left the port of of Kyllini at approximately 07:30. The sun had completely risen, and now I could see everything perfectly. Here is a view of the DIONISIOS SOLOMOS, this time heading towards the opposite direction. The beautiful DIONISIOS SOLOMOS returning from her first trip to Zakynthos. The DIONISIOS SOLOMOS has been, for the past two summers, the only Zante Ferries ship to actually operate on the Ionian Sea. Indeed, her other two fleetmates, the ANDREAS KALVOS (a former Ionian Sea veteran) and the ADAMANTIOS KORAIS both operate on the Western Cyclades (the former since 2015 and the latter since 2009, after initially operating on the Piraeus-Paros-Naxos-Ios-Santorini line in 2008). The DIONISIOS SOLOMOS, one of the FIOR DI LEVANTE's three collaborators for the summer of 2016. The DIONISIOS SOLOMOS on the Ionian Sea, more imposing with her orange hull. Apart from her new livery, the DIONISIOS SOLOMOS also had a new feature. Indeed, a decal celebrating Zante Ferries' 25 years of operations was printed over her hull next to her stern, next to her upper garage. Zante Ferries is known in Greek as ANMEZ (the direct translation in English being 'Anonymous Shipping and Transportation Company of Zakynthos'). The company began its operations in 1991, having bought the Ro-Ro carrier ship AGIOS DIONISIOS I, a 1959-built ferry which previously had many years of experience on the Cyclades. After four years with Zante Ferries, she was replaced by the younger Ro-Ro carrier ship AGIOS DIONISIOS S (built in 1972), which went on to operate for the following four years, before the company bought its first-ever passenger ferry, the DIONISIOS SOLOMOS. Both ships were scrapped in 2007 and 2014, respectively. The DIONISIOS SOLOMOS returning to the port of Kyllini. As the FIOR DI LEVANTE approaches the port of Zakynthos once again, the other ship which I had previously seen, the ZAKYNTHOS 1, is preparing for her own return to Kyllini. The ZAKYNTHOS 1 resting in her namesake island, a few minutes before her departure. The ZAKYNTHOS 1 in Zakynthos. The ZAKYNTHOS 1 seen as the FIOR DI LEVANTE prepares to dock next to her. Another view of the ZAKYNTHOS 1 just before the FIOR DI LEVANTE enters the port of Zakynthos. The ZAKYNTHOS 1 seen as we begin to enter the port. The ZAKYNTHOS 1 in what was her permanent docking spot for five years, when she was laid-up due to her owners' then-economic difficulties, though some of their economic difficulties still remain, even today. This was the major reason why the ship was chartered to Kefalonian Lines. The bow of the ZAKYNTHOS 1. The FIOR DI LEVANTE has just entered the port of Zakynthos and is now ready to dock next to her Kefalonian Lines competitor. A final view of the ZAKYNTHOS 1. And there ends a journey which had included back-to-back trips. It was a great experience to travel on my own for the first time, while also having the chance to travel with a unique ship. The FIOR DI LEVANTE, regardless of how many times you travel with her, remains an absolutely splendid ferry that cannot be compared to any other in the world. She rightfully deserves her prestigious Shippax award, and I am hopeful that she and her company will carry on their excellent service for many years to come. Once again, I would like to thank my father for making these two unique trips possible. #fiordilevante #levanteferries #ioniangroup #summer2016 #greece #ionian #zakynthos #kyllini #dionisiossolomos #zanteferries #nissoskefalonia #zakynthos1 #kefalonianlines #extratribute #backtobacktrips

Trip: 14 August 2020. From Megara to Salamina, with the AIANTAS of Aiantas Ferries Company. The landing craft AIANTAS was built in 1999 in Greece for the Salamina-based company Aiantas Ferries Company. She was one of two sister ships, with the other one (also built in 1999) being the MARGARITA II of Margarita NE (currently the OLYMPIOS ZEUS of ANEM Ferries). She was deployed on the Megara-Salamina line, where she would usually operate during the summer, while also serving the Perama-Salamina line (where the MARGARITA II was also operating prior to her sale to ANEM Ferries) during other moments of the year. In 2009 she was deployed on the Arkitsa-Aidipsos line, hence connecting mainland Greece with Evoia via the North Evoian Gulf. In 2010 she moved to another service on that same gulf, as she was inserted on the Agios Konstantinos-Agios Georgios Lichados line, which she served for three seasons. In 2013 she returned on a full-time basis to the Megara-Salamina line, where she has since been remaining. Overall, the AIANTAS rightfully justifies her namesake, who was the legendary King of Salamina in Homer's Iliad. Indeed, she has spent the bulk of her career operating on the Megara-Salamina line, operating there in all but four seasons so far. Despite only being 21 years old, she is the most experienced ship on this short line, which helps connect the Western section of Salamina with Megara (located between Athens and Corinth, and next to Elefsina and Agioi Theodoroi) via the Megara Gulf, which is the Northern section of the Saronic Gulf. She therefore a valuable ship for the island of Salamina, and she has also been praised for providing reliable service almost all year long, with very few absences. She also had a good spell on the North Evoian Gulf during her four seasons there, although her owners preferred to keep her in her preferred home base in Salamina. As you saw it in the previous Blog post, I headed from Salamina to Megara for the first time with the PANTANASSA of Pantanassa NE. After having seen the port of Megara, it was now the time for me to head back to Salamina in order to return to the port of Paloukia. Coicidentally, the ship that was waiting for me at the port was the AIANTAS. As a result, this was my first time traveling with her, as well as my second crossing on the Megara-Salamina line. Moreover, it was my second trip of the day to Salamina, as I had previously arrived there from Piraeus with the small passenger boat GEORGIOS BROUFAS of Broufas Vessels. A view of the AIANTAS, right after she had arrived in Megara from the port of Faneromeni in Salamina. The AIANTAS seen in Megara, in what was her eighteenth season on the Megara-Salamina line, as well as her eighth consecutive summer on the line. The AIANTAS docked in Megara, whose port is also known as Pachi. She has so far been the only ship to operate for Aiantas Ferries Company. I boarded the AIANTAS as soon as she had finished unloading her previous passengers. Unlike the PANTANASSA, the AIANTAS looks like a standard Greek landing craft, with her accommodation superstructure and her bridge being located near her stern. The rest of her hull is her open garage, which stretches until her bow and her ramp. Her name is written right below her bridge, in an Ancient Greek character font. As it is the case with most landing craft, the AIANTAS has side alleys that lead passengers from the entrance to the accommodation superstructure. Here is a view from the starboard side alley. Just like the PANTANASSA, the AIANTAS has three decks. The first one, the lower deck, includes the garage and the engine room. The middle deck has the ship's bridge and indoor lounge area, while the upper deck is an open deck that has many outdoor seats. Here is a view of the starboard side alley located right next to the indoor lounge area. A view of the ship's indoor lounge area. It includes multiple dark blue lounges attached to the walls or on metallic columns, as well as a few tables. There is also a small bar in the middle section of the lounge area. Another view of the ship's indoor lounge area. Inside the lounge area, I saw a picture frame showing the ship in her original livery, back when she was simply fully painted in white, like most landing craft. She only changed her livery for the first time in 2017, when her hull was fully painted in dark blue and was also featuring the initials of Aiantas Ferries Company. She reverted to her current livery in 2019. A view of one of the doors leading to the indoor lounge area. While its base is made out of wood, the middle features a glass window, on which a portrait of the legendary King Aiantas (after whom the ship is named) can be seen alongside the ship's name. Aiantas, also called Aias in Greek and Ajax in foreign literature, was the King of Salamina who was said to have fought alongside the Greeks during the Trojan War. A staircase on the ship's port side, which leads passengers from the middle deck to the upper deck. A view of the outdoor area on the middle deck, which features the ship's main lifeboat. A view of the upper deck, which features a wide open deck area and the ship's funnel. One can spot several dark blue benches, aligned one behind the other. At approximately 14:15, the AIANTAS departed the port of Megara in order to head towards Salamina. Just like the PANTANASSA, she makes the trip in just five minutes. As a result, passenger barely have the time to take a seat and already find themselves at destination in just a few minutes. Despite this being a short service, it is essential for the regular connection of Salamina with Megara and the nearby towns. Due to the short distance separating Salamina from Megara, I could clearly spot the port of Faneromeni. There, I saw the other two landing craft operating on the Megara-Salamina line. The first one was the PANTANASSA of Pantanassa NE, which was maneuvering in order to leave Salamina. The second one was the landing craft ALKYON II of Farmakoris-Villiotis NE. The PANTANASSA seen maneuvering in order to leave Salamina. She was the ship on which I had traveled almost an hour before my trip with the AIANTAS. The PANTANASSA seen maneuvering in order to head towards Megara. Built in 1990 and owned by Pantanassa NE since 2007, she was spending her debut season on the Megara-Salamina line. The PANTANASSA almost completing her maneuvering procedure in order to begin heading towards Megara. The PANTANASSA having completed her maneuvering procedure and now seen heading towards Megara. A view of the PANTANASSA as she heads towards Megara. She was built in 1990 in Greece, as the PREVEZA for the Municipality of Preveza, for service on the Preveza-Aktion line on the Ambracian Gulf. She operated there until 2002, when the service between both ports she was serving was discontinued following the completion of the construction of an undersea road tunnel. That year she was deployed on the Rion-Antirrion line. She then moved to the Kefalonia-Ithaca-Lefkada line on the Ionian Sea in 2003, where she remained for one season. She then returned to the Rion-Antirrion line in 2004. In 2007 she was sold to newly-established company Pantassa NE, and was renamed PANTANASSA. She underwent a major conversion in Salamina, during which she was lengthened, her bridge was moved forward, an upper deck was added, her bow was completely modified and her engines were replaced. She then entered service on the Igoumenitsa-Corfu line on the Ionian Sea, where she operated for three seasons. In 2010 she returned to the Rion-Antirrion line, which she served over the the next 10 years, before being inserted on the Megara-Salamina line in 2020. A view of the ALKYON II as she was seen in Salamina. Built in 2018 in Greece, she was spending her second season on the Megara-Salamina line. It was also her first one since 2018, as she was on the Pounta-Elafonisos line in 2019. During that summer, she operated under the Elafonisos Ferry joint venture alongside NE Elafonisou. A view of the ALKYON II. She is one of the four ships owned by Farmakoris-Villiotis NE, with all of them having been built in 2017 and 2018. She has a sister ship, the AKLYON, which was also built in 2018. In fact, both ships operated together on the Megara-Salamina line during their debut summer in 2018. The ALKYON then moved to the Arkitsa-Aidipsos line on the North Evoian Gulf in late 2018, which is where the AIANTAS had also operated during the summer of 2009. As a result of this move, the ALKYON was lengthened in Perama in early 2019, thus increasing her passenger and vehicle capacity. The ALKYON II seen in Salamina. She is currently the youngest ship operating on the Megara-Salamina line. A view of the small ALKYON II, during her second season on the Megara-Salamina line. A view of one of the two small funnels of the ALKYON II. It features her company's logo, which appears to be a yellow circle by which a yellow stripe passes by, while having a red background. A view of the ALKYON II as the AIANTAS begins to dock next to her in Salamina. Her other two fleetmates are the double-ended ferries CHRYSA (built in 2017) and ORION III (built in 2018). The latter replaced her in 2019 on the Megara-Salamina line, before she returned to the Perama-Salamina line, where she had spent her debut season in 2018, this summer. The ALKYON II docked in Salamina. At 14:20, the AIANTAS had arrived and docked in the port of Faneromeni in Salamina. Here is a last view of the ship shorty after I had disembarked her. My trip therefore came to end. This marked the end of my time traveling along the Megara-Salamina line. I was very happy to make the return trip to Salamina with the AIANTAS, which is a very reliable landing craft and imposes her presence on the small service on which she has operated for the largest part of her career. It was an enjoyable way to finish the third main part of that very eventful day, during which I saw so many ships, including some for the first time. #aiantas #aiantasferriescompany #summer2020 #greece #megaragulf #saronicgulf #aegean #megara #pachi #salamina #faneromeni #pantanassa #pantanassane #alkyonii #farmakorisvilliotisne #tribute

Trip: 8 September 2020. From Koufonisi to Naxos, via Schoinousa and Irakleia, with the EXPRESS SKOPELITIS of Small Cyclades Lines. The legendary small ferry EXPRESS SKOPELITIS, known as the 'Little Hero of the Lesser Cyclades Islands', was built in 1986 in Greece, as the ERESSOS II of Baïraktaris Shipping. The latter had started service back in 1981, back when they deployed the newly-built passenger ship ERESSOS on the Mytilene-Ayvalık line, which connects Greece with Turkey via the Northeast Aegean Sea and the Mytilene Strait. Five years later, they doubled their services on the line by introducing the ERESSOS II. In 1998, the company ceased operations, selling the ERESSOS to the Mykonos-based company Delos Tours (for whom she has since been sailing as the MARGARITA CH), while the ERESSOS II was sold to Amorgos-based company Small Cyclades Lines, owned by the Skopelitis family. She was renamed EXPRESS SKOPELITIS and was deployed on the Naxos-Irakleia-Schoinousa-Koufinisi-Donousa-Amorgos-Ios-Santorini line, replacing the older ship SKOPELITIS, which was retired. She has remained on this service ever since. For over two decades, the EXPRESS SKOPELITIS has been one of the most appreciated and acclaimed ferries of the Cyclades. She has been the main source of transportation for the Lesser Cyclades residents, and she plays a vital role in maintaining the daily connection of all islands between them. Notably, she has been praised for being the main supplier of goods and for never leaving the passengers of all these small islands behind. She sails throughout the entire year, including during the demanding (in terms of weather) winter season, and only misses 20 days per year, during which she performs her annual refit in Salamina in order to return fully-upgraded and in anticipation of the summer season. The Skopelitis family has widely been venerated by the residents of Irakleia, Schoinousa, Koufonisi and Donousa for providing constant and professional service for so many decades. They were notably honoured for their contribution to the Greek coastal service by winning the prestigious 'Passenger Line of the Year' award given by Lloyd's List Greek Shipping Awards in 2013. But even such an award is not enough to define the importance of this ferry on the Lesser Cyclades. She symbolises the tradition and warmth of the Lesser Cyclades residents, and their connection with the rest of Greece through larger Cyclades islands like Naxos and Amorgos. She operates daily on the Lesser Cyclades, with the only other ship supporting her being the much larger BLUE STAR NAXOS of Blue Star Ferries which sails from Piraeus. She only serves Ios and Santorini during the summer, whereas all the other islands are served throughout the entire year. A view of the EXPRESS SKOPELITIS in Naxos, just five days before I traveled onboard her for the first time ever. Having a trip onboard the EXPRESS SKOPELITIS was a lifelong dream which became a reality on 8 September 2020. Indeed, just five days earlier, I went to Koufonisi for the first time alongside my two best friends from my university, by traveling onboard the BLUE STAR NAXOS. After visiting this precious island for five days, it was the time for us to head back to Piraeus. As the BLUE STAR NAXOS had shifted to her winter season schedule, the timetables did not satisfy our needs, and therefore we decided to make our return to Piraeus under two trips: the first one would be from Koufonisi to Naxos with the EXPRESS SKOPELITIS, and the second one would be from Naxos to Piraeus with the BLUE STAR DELOS of Blue Star Ferries. Thus, I would now be able to experience a trip onboard this unique ferry, as she would sail from Koufonisi to Naxos via Schoinousa and Irakleia. This was obviously my first-ever trip between the Lesser Cyclades, and my fourth-ever inter-Cyclades trip. A view of the EXPRESS SKOPELITIS in the port of Koufonisi, just before we embarked onboard her. As it was in the early morning, the sunlight clearly imposed itself over the ship. A view of the small garage of the EXPRESS SKOPELITIS, which is able to transport many vehicles that travel along the Lesser Cyclades on a daily basis. It is also said that sometimes donkeys travel onboard the ship, something which you rarely find in a ferry! On top of the door leading to the indoor deck of the ship is the company's logo. The 'S' serves as the initial for the Skopelitis family. The EXPRESS SKOPELITIS has three main decks. The bottom deck is for the garage and the indoor area, whereas the middle deck features the ship's outdoor alleys, sun decks, bar, as well as the bridge. The upper deck is an open deck featuring seats for passengers. Here is the port side outdoor alley in the middle deck, which leads from the ship's stern to the front section. On the left side is one of her two funnels. A view of the outdoor sun deck located in the front section of the ship. It features many white benches looking towards the wooden door located right behind the ship's bridge. It serves as the small room leading from the indoor area of the bottom deck to the outdoor area of the middle deck. A view of the starboard side in the middle deck, which features some benches as well as some lifeboats. One of the most distinguishable features of the EXPRESS SKOPELITIS: the open deck located in the upper deck. It is a small area, but it features several chairs that enable passengers to have a large view on the Cyclades. In front of the open deck is the ship's foremast. At around 08:40 we left Koufonisi in order to head towards Naxos. The Greek flag seen sailing proudly over the stern of the EXPRESS SKOPELITIS. After just 40 minutes, the EXPRESS SKOPELITIS had arrived in Schoinousa, which was the first port at which we stopped following our departure from Koufonisi. A view of the small port of Schoinousa, an island which has hugely benefitted from the services offered by the EXPRESS SKOPELITIS. After just 10 minutes, the EXPRESS SKOPELITIS was already in Irakleia. It is noteworthy to state that the distance between Irakleia and Schoinousa is one of the shortest on the Cyclades. This was the last island of the Lesser Cyclades in which the EXPRESS SKOPELITIS docked, before heading towards her final destination: Naxos. For the next two hours, the EXPRESS SKOPELITIS was heading towards Naxos, where she would be resting before making her return trip to Amorgos via the Lesser Cyclades. On the way to Naxos, we passed by the small passenger sailing boat IASON of Cycladic Cruises. Built in 1997, she has been owned by Cycladic Cruises since 2007. She has spent her entire career on the Naxos-Paros line, although the 2020 season saw her operating on the Naxos-Paros-Koufonisi line for the first time. Her fleetmate is perhaps more famous. Indeed, it is the small high speed catamaran ALEXANDER, which operates on the Naxos-Paros-Delos-Mykonos-Irakleia-Koufonisi-Ios-Santorini line. A few moments later, I saw another small passenger boat, namely the small high speed boat KYRIARCHOS II of Kerras Cruises. She was built in 2011, and was the second ship to be delivered to Kerras Cruises, following the KYRIARCHOS. She operates on the Naxos-Irakleia-Schoinousa-Koufonisi line, operating in small cruises and private trips. She additionally sails around different parts of Naxos, including between the port and the famous beach of Agia Anna. A view of the KYRIARCHOS II, as she is seen sailing on the Cyclades after having left the port of Naxos. Another view of the KYRIARCHOS II, in what was her tenth summer under Kerras Cruises. At around 11:10, hence two-and-a-half hours after having left Koufonisi, the EXPRESS SKOPELITIS had arrived in Naxos, thus completing her morning service along the Lesser Cyclades. Next to her, I spotted the high speed catamaran SEA JET 2 of Sea Jets departing the port. As the SEA JET 2 was leaving, her fleetmate, the WORLDCHAMPION JET, was seen arriving in Naxos as well. A view of the SEA JET 2 as she is seen leaving Naxos, while the EXPRESS SKOPELITIS carries-out her maneuvering procedure. The WORLDCHAMPION JET seen arriving in Naxos. Built in 2000 and owned by Sea Jets since 2018, she was spending her second summer under the latter. After a massively successful first season on the Piraeus-Syros-Mykonos-Naxos-Santorini line, the high speed ferry was spending her second summer on the Piraeus-Syros-Mykonos-Paros-Naxos-Ios-Santorini line. The SEA JET 2 seen leaving Naxos, while the WORLDCHAMPION JET prepares to dock. The WORLDCHAMPION JET preparing to undergo her maneuvering procedure in Naxos. In addition to becoming the fastest ferry in the Greek coastal service, she also won the prestigious 'Ship of the Year' award given by Lloyd's List Greek Shipping Awards for the year 2019. This was the same organisation which had rewarded Small Cyclades Lines back in 2013. A view of the WORLDCHAMPION JET as she is about to undergo her maneuvering procedure. The WORLDCHAMPION JET seen docking in Naxos. In the meantime, the EXPRESS SKOPELITIS had also docked. A view of the EXPRESS SKOPELITIS in the port of Naxos, shortly after we had disembarked. As such, the first part of our trip from Koufonisi to Piraeus had ended, following our arrival in Naxos. I was fortunate enough to have done it with such a unique ferry, which is the much-acclaimed local ferry of the Lesser Cyclades. The EXPRESS SKOPELITIS might no longer be one of the youngest ferries in Greece, but she certainly provides a demanding service that few ships in the Greek coastal service are able to perform. She is a vital part of these small yet beautiful islands, and she never misses a single port while performing her long itinerary. I was impressed with her outdoor amenities, and was very happy to had finally experienced them in-person, after having only known them previously through pictures and videos. Her crew, the true heroes of the Lesser Cyclades, continues to maintain her up to the highest standards, and this will certainly continue to be the case for many years to come. I will remember this trip forever, as I was able to witness history and tradition within two-and-a-half hours. #expressskopelitis #smallcycladeslines #summer2020 #greece #cyclades #aegean #koufonisi #schoinousa #irakleia #naxos #iason #cycladiccruises #kyriarchosii #kerrascruises #seajet2 #worldchampionjet #seajets #tribute

Trip: 28 July 2019. From Piraeus to Spetses, via Poros, Hydra and Ermioni, with the FLYINGCAT 3 of Hellenic Seaways. The high speed craft FLYINGCAT 3 was built in the United Kingdom in 1998, as the ATHINA 2004 for the Greek company Goutos Lines, becoming one of the many high speed catamarans to enter the Greek coastal service in the late 1990s. She became the first high speed craft of her company, which has been present on the Cyclades since 1981. She operated on the Rafina-Andros-Tinos-Mykonos-Naxos-Paros line, where she immediately became one of the most notable ships of the Cyclades. She was renamed SUPERCAT ATHINA for the 1999 season, due to the International Olympic Committee forbidding ships to be named after someone or something related to the Olympic Games. After two seasons with Goutos Lines, she was bought by Minoan Flying Dolphins in 2000, as part of the massive transitional period which saw many traditional companies selling their ships to the new operator, which sought to have the largest market share on the Aegean Sea. As a result, Goutos Lines sold all their ships, with the exception of the MIRINA EXPRESS (built in 1991 and operated by the company until 2008), which was still operating on the Lavrion-Kea-Kythnos line (she is now known as the DONA CÂNDIDA of Equatorial Guinean company Viteoca GESL). She was renamed FLYINGCAT 3, as she joined the new 'Flyingcat' brandname which consisted of the passenger-only high speed catamarans, which operated under the core Minoan Flying Dolphins division. She resumed her service on the Rafina-Andros-Tinos-Mykonos-Naxos-Paros line, while in 2003 she notably operated on the Rafina-Mykonos-Tinos-Syros-Kythnos-Kea-Lavrion line. Minoan Flying Dolphins were renamed Hellas Flying Dolphins in 2002. In 2004, she replaced her fleetmate, the FLYINGCAT 4, on the Agios Konstantinos-Skiathos-Skopelos-Alonissos-Thessaloniki line, thus operating on the Sporades for the first time in her career. Her company became Hellenic Seaways in 2005, and she continued to work on the Sporades that year, as well as the next one, 2006 (where she was forced to miss a part of that year's summer season due to a major engine failure). In 2007 she returned to the Cyclades and was successfully deployed on the Piraeus-Sifnos-Folegandros-Santorini-Amorgos-Naxos-Paros-Syros line, before she was transferred to the Piraeus-Kythnos-Sifnos-Folegandros-Amorgos-Ios-Santorini line the following year. In 2009 she was deployed on the Rafina-Syros-Tinos-Mykonos-Naxos-Ios-Santorini line. In 2010 she was deployed on a new inter-Cyclades service introduced by her company, operating on the Syros-Tinos-Mykonos-Naxos-Paros-Ios-Santorini line. In 2011 she returned to her previous base, Rafina, operating on the Rafina-Tinos-Mykonos-Naxos-Ios-Santorini-Koufonisi-Amorgos line, while in 2012, she operated on the Rafina-Tinos-Mykonos-Naxos-Ios-Santorini line. That summer, however, she suffered a major engine failure, causing her to miss the entire 2013 season, but she returned to service in the following year, being deployed on the Western Cyclades, on the Piraeus-Sifnos-Milos-Kimolos-Folegandros line. In 2015 she was deployed on the Piraeus-Serifos-Sifnos-Koufonisi line, while also making additional trips on the Piraeus-Hydra-Spetses line on the Saronic Gulf. She was deployed full-time in that region in 2016, operating on the Piraeus-Poros-Hydra-Ermioni-Speteses-Porto Cheli line, whereupon she replaced the elder FLYINGCAT 1 which had been sold to Turkish company Bursa Deniz Otobüsleri that same year. She has since been operating there. With more than two decades of service in Greece, the FLYINGCAT 3 has been one of the most reliable ships of her company. Despite suffering some occasional engine troubles, she has been praised for her efficient speed and for her versatility, as she has been able to operate on any line on the Cyclades, as well as on the Sporades and later on the Saronic Gulf. This is something that only her fleetmate, the resembling but larger FLYINGCAT 4 can do as well. Furthermore, the FLYINGCAT 3 is notable for having recorded the fastest-ever crossing made by a catamaran in Greece to date, having once reached a speed of 52 knots! Just a day after having visited the port of Piraeus in the early morning and having traveled to Agistri, I decided to then continue my Saronic Gulf tour by going to the island of Spetses during the first half of day of 28 July 2019. By going to the latter island, this meant that I would have officially been to all the main islands of the Saronic Gulf, as I had already been to Aegina, Agistri, Salamina, Poros and Hydra in the past. I would then spend the afternoon in Salamina in order to see multiple ships operating in that island. Hence, the fastest and most convenient way to reach the island of Spetses was to travel with a high speed craft of Hellenic Seaways, and the ship happening to leave during the early morning was the FLYINGCAT 3. Therefore, I traveled onboard her for the first time in my life, while also traveling onboard a passenger-only high speed catamaran for the first time in my life as well. It was also my first trip from Piraeus to Spetses, my first-ever trip on the Saronic Gulf with a Hellenic Seaways high speed craft other than the company's hydrofoils, my first-ever trip with a ship of the 'Flyingcat' brandname, and the fifth Hellenic Seaways high speed craft on which I ever traveled. The fantastic FLYINGCAT 3 seen about to depart Piraeus, just a day before my trip with her. The FLYINGCAT 3 seen docked in Piraeus, just a few minutes before my trip with her. Next to where I was standing, I spotted the small passenger boat AGIA MARINA AEGINIS of ANES Ferries, which was spending her first summer under the latter. She also operated on the Piraeus-Northern Aegina-Hydra line for the first time in 2019. She has been connecting Piraeus with Northern Aegina (reaching the ports of Souvala and Agia Marina) since 2008. Built in 2000, she operated as the ALEXANDROS for Alexandros Shipping (2000-2015) and my WAYS (2015-2016), before being sold to Evoïkos Lines in 2016 and being renamed AGIA MARINA AEGINIS. In front of the FLYINGCAT 3, I spotted one of her fleetmates, the hydrofoil FLYING DOLPHIN XVII. Built in 1984, she has spent her entire career on the Saronic Gulf, serving the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line. She initially operated for Ceres Flying Dolphins (1984-1999) before the latter was taken over by Minoan Flying Dolphins in 1999. She then operated for the latter on the Saronic Gulf from 1999 to 2002, then under Hellas Flying Dolphins from 2002 to 2005, and under Hellenic Seaways since 2005. Behind the FLYING DOLPHIN XVII and in front of the FLYINGCAT 3, I was able to see the small high speed boat SEBECO II of Alko Ferries, which had been built in 2019 and was spending the first season of her career on the Saronic Gulf, namely on the Piraeus-Aegina-Agistri line. I then saw the cruiseferry KNOSSOS PALACE of Minoan Lines, which operates on the Piraeus-Milos-Heraklion line, docked in the port of Piraeus. The SEBECO II seen resting in Piraeus. I had traveled with her just a day before taking this picture, while heading from Piraeus to Agistri via Aegina. The AGIA MARINA AEGINIS seen resting in Piraeus, during her first summer under ANES Ferries. I embarked onboard the FLYINGCAT 3. The indoor area consists of two decks which only have multiple rows of aircraft-style seats. This corresponds to the typical passenger-only high speed catamaran indoor area set, which is basically a floating bus. A view of the numerous aircraft-style seats found onboard the FLYINGCAT 3. In the front section of the lower deck indoor area, there is a small bar operated by the Greek coffee chain Everest that sells coffee, soft drinks, beers, water, juices and snacks. We departed the port of Piraeus at 08:30, as it had been scheduled. Unfortunately, just like it is the case with all Hellenic Seaways high speed craft, passengers are not allowed to stay in the outdoor areas while the concerned ships are sailing from one port to the other. As a result, I had no other choice than to stay at my seat while the FLYINGCAT 3 was sailing at full-speed towards the first stop of the trip, which was the port of Poros. At around 09:40, hence just one hour and 10 minutes after our departure from Piraeus, we had already reached the latter island. When we arrived in Poros, I was allowed to go in the small stern section outdoor alley in order to take pictures. At the opposite side of the island are the small town and the port of Galatas Troizinias, from which small ferries operate in order to transport vehicles to Poros. There, I saw two ships, one that was docked and the other one that was departing. These were the double-ended ferry KYRIAKI and the landing craft NIKOLAKIS D, both owned by Troiziniaki NE. The NIKOLAKIS D seen heading from Galatas Troizinias to Poros. I saw her for the first time since 9 September 2017, when I had visited Poros for the first time while performing the Saronic Gulf One-Day Cruise trip with the PLATYTERA TON OURANON of Hydraïki Cruises. The NIKOLAKIS D seen leaving Galatas Troizinias. The 2019 season was her third consecutive on the Galatas Troizinias-Poros line, as she had been acquired in late 2016 by Troiziniaki NE (owned by the Darsinos family) to replace the landing craft ELEFTHERIA D, which had been sold to the British Virgin Islands-based company Solaris Shiptrade Company. She was previously known as the AGIOS SPYRIDON, and had stints on the Pounta-Elafonisos line under Simos Star (1994-2003) and on the Paros-Antiparos line under Agia Marina I NE (2004-2016). The KYRIAKI is seen docked in Galatas Troizinias. Another view of the KYRIAKI in Galatas Troizinias, where she has spent her entire career ever since she was built in 2000. The NIKOLAKIS D on her way towards Poros. This was her third season under Troiziniaki NE. The KYRIAKI seen docked in the port of Galatas Troizinias. She is the smallest double-ended ferry in the Greek coastal service, and is nicknamed 'The Basket' due to her small size and basket-like appearance. The NIKOLAKIS D en route towards the port of Poros. A nice view of Galatas Troizinias, which is located right at the opposite of the docking spot of the FLYINGCAT 3 in Poros. The NIKOLAKIS D seen heading from Galatas Troizinias to Poros. A view of the port of Poros from the outdoor deck of the FLYINGCAT 3. A final view of the NIKOLAKIS D, now on her way towards Poros. The onboard crane of the FLYINGCAT 3 as seen in the stern section of the ship's outdoor area, which is used to lift the ship's main lifeboat. After a few minutes in the port of Poros, we left at around 09:45 for the next destination, which was the beautiful island of Hydra. We reached the latter barely 30 minutes after having left, hence docking at around 10:15. After the FLYINGCAT 3 had docked in Hydra, I was able to head outside once again. From the port's entrance, I spotted the cruise ship SILVER WHISPER of American cruise line Silversea Cruises. A view of the SILVER WHISPER, which was docked right outside of the port of Hydra. I was also able to spot the landing craft GEORGIA M of Metaforiki Hydras, which is on the Ermioni-Hydra line and transports various products on a daily basis to the island, being its main supplier of goods arriving from mainland Greece. She has been a Ro-Ro carrier and a supplier for the island of Hydra since 2002. The iconic GEORGIA M seen docked in Hydra, the island which she has been serving loyally since 2002. She previously had stints on the Oropos-Eretria line and then on the Trypiti-Ammouliani line, before starting her current role as a Ro-Ro carrier in Hydra after having been bought by Metaforiki Hydras in 2002. Next to the GEORGIA M, I saw the small high speed boat CHRISTOS of Hydra Tour Travels. Built in 2007, she has spent her entire career for her owner, and initially operated on the Hydra coastline by transporting passengers from the port to the island's beaches, as well as to islands like Dokos and Spetses. Since 2017, she has been operating on the Ermioni-Hydra line during the summer. Another view of the GEORGIA M in Hydra. The GEORGIA M and the CHRISTOS seen together in the port of Hydra. At around 10:30, the FLYINGCAT 3 departed Hydra in order to stop in Ermioni. Due to the extremely brief stay in the port, I was unable to take any pictures as the crew forbade passengers to head outdoors. As a result, I had to wait for an extra 20 minutes in order to finally arrive in Spestes, at around 11:00. Therefore, my trip with the FLYINGCAT 3 was completed. The FLYINGCAT 3 having just arrived in the port of Spetses. I had now officially made it to the latter island for the first time in my life. Therefore, I had now been to all main islands of the Saronic Gulf at least once in my life. The FLYINGCAT 3 having reached the port of Spetses. The speedy FLYINGCAT 3 docked in Spetses, having arrived in the latter from Piraeus in just two-and-a-half hours. The FLYINGCAT 3 seen in Spetses, during her fourth consecutive full season on the Saronic Gulf, and fifth overall (as she also made a few trips on the Piraeus-Hydra-Spetses line in 2015, in addition to her main service which was spent on the Piraeus-Serifos-Sifnos-Koufonisi line). In front of her, I spotted another ship docked in the port of Spetses. Indeed, it was the small high speed boat SPETSES EXPRESS I of Boufis Shipping Company, which is one of the ships operating on the local Kosta-Spetses line, which connects Spetses with the Peloponnese. The SPETSES EXPRESS I docked in the port of Spetses. It was her second consecutive season operating there under Boufis Shipping Company. Before that, she operated from 2014 to early 2018 as the METOCHI EXPRESS of Hydra Celebrity Lines on the Metochi-Hydra line. I had seen her in that service when I did my trip with the PLATYTERA TON OURANON on 9 September 2017. Just a few months later, her company ceased operations and she moved from Hydra to the neighbouring island of Spetses, being renamed SPETSES EXPRESS I and beginning service for Boufis Shipping Company on the Kosta-Spetses line in 2018. The FLYINGCAT 3 seen shortly before her departure from Spetses. I then saw the landing craft KATERINA STAR, also of Boufis Shipping Company, arriving in the port of Spetses. Built in 2001, she has spent her entire career on the Kosta-Spetses line, and she is the only ferry to serve island. The locally-acclaimed and reliable KATERINA STAR seen about to dock in the port of Spetses, after having arrived from Kosta. The FLYINGCAT 3 preparing to depart the port of Spetses. The FLYINGCAT 3 seen departing her docking spot in Spetses. The FLYINGCAT 3 seen leaving Spetses, just a few minutes after she had docked there. The FLYINGCAT 3 seen leaving Spetses in order to head towards her final destination before making her way back to Piraeus: Porto Cheli. One last view of the SPETSES EXPRESS I, in what was her second season operating on the Kosta-Spetses line. One final view of the FLYINGCAT 3 as she heads from Spetses to Porto Cheli. The KATERINA STAR and the SPETSES EXPRESS I docked together in Spetses. Both ships are owned by Boufis Shipping Company, which is the primary local operator in Spetses. They have two other fleetmates: the small passenger boat SPETSES EXPRESS II which also operates on the Kosta-Spetses line, and the double-ended ferry ALEXANDROS M which operates on the Perama-Salamina line and does not serve Spetses, except when the KATERINA STAR undergoes her annual refit. One last view of the KATERINA STAR and of the SPETSES EXPRESS I. This therefore ends the first part of my stay in Spetses during 28 July 2019, as I got to explore the island from the late morning until the early afternoon. I had now been to every single main island on the Saronic Gulf. I chose the perfect ship in order to make this achievement a reality, as the FLYINGCAT 3 is a very fast and reliable ship which connects all Saronic Gulf ports under very short time intervals. Despite not being able to appreciate the trip outdoors due to the restrictions imposed by Hellenic Seaways, I still enjoyed the trip and was also happy to see several lesser-known local coastal service ships serving Poros, Hydra and Spetses. #flyingcat3 #hellenicseaways #atticagroup #summer2019 #greece #saronicgulf #aegean #piraeus #poros #hydra #ermioni #spetses #galatastroizinias #agiamarinaaeginis #anesferries #flyingdolphinxvii #sebecoii #alkoferries #knossospalace #minoanlines #kyriaki #nikolakisd #troiziniakine #georgiam #metaforikihydras #christos #hydratourtravels #spetsesexpressi #katerinastar #boufisshippingcompany #tribute

Trip: 7 July 2019. From Zakynthos to Kyllini, with the KEFALONIA of Levante Ferries. The day ferry KEFALONIA was built in Japan in 1975, as the VENUS for the company Higashi Nihon Ferry. She spent her first 20 years there, operating first on the Hachinohe-Tomakomai line (1975-1979), then on the Aomori-Hakodate line (1979-1987) and finally on the Aomori-Muroran line (1987-1995), before being purchased by historical Greek company Strintzis Lines in 1995. She was renamed KEFALONIA (after the famous island of the Ionian Sea, which is also where the Strintzis family comes from), underwent a major conversion in Perama, and entered service on the Patras-Kefalonia-Ithaca line, replacing the legendary EPTANISOS which was transferred to the Kyllini-Kefalonia line. Her entry to service was much acclaimed, and she went on to experience a lot success during the next 15 years. Strintzis Lines was transferred to Attica Group and became Blue Star Ferries in 2000. The KEFALONIA nevertheless remained on her usual service. She initially operated under the Blue Ferries division, before beginning to operate under the Blue Star Ferries brandname in 2004. Later in that same year she was bought by the newly-established company Strintzis Ferries (which was an indirect successor of Strintzis Lines). She remained on the Patras-Kefalonia-Ithaca line until 2011, when she switched operations with her fleetmate, the newer EPTANISOS (another former Japanese ferry, which was built in 1989 and had started service in Greece under Strintzis Ferries in 2003). She was therefore deployed on the Kyllini-Kefalonia line. With the rise of the Greek financial crisis, Strintzis Ferries found themselves in a very difficult position during the 2012 season. Unable to maintain profits, they were forced to withdraw from the Kyllini-Kefalonia line, and instead solely remained on the Patras-Kefalonia-Ithaca line with the EPTANISOS for the summer. As a result, the older KEFALONIA was sent for lay-up in Salamina and missed the entire season. In late 2012, due to the continuing problems experienced by the company, Strintzis Ferries ceased all operations, and left the Patras-Kefalonia-Ithaca line, which was taken over by the Ionian Ferries join venture. Both the EPTANISOS and the KEFALONIA were laid-up in Drapetsona. The latter was detained for 16 months, with many rumours of her being sold for scrap. However, in 2013, to the Greek coastal service's joy, the ship was bought by the newly-established company Kefalonian Lines, which deployed her on the Kyllini-Kefalonia line, and made a major comeback to the Ionian Sea, being renamed NISSOS KEFALONIA. Her fleetmate, the EPTANISOS, remained laid-up in Elefsina from 2013 to 2015, until she was acquired by Fast Ferries, which renamed her FAST FERRIES ANDROS. In the end of 2013 she also started to operate on the Kyllini-Zakynthos line and on the Kyllini-Kefalonia-Ithaca line, the latter being operated only from 2013 to 2015. In 2016 and 2017 she solely operated on the Kyllini-Kefalonia line. In late 2017, she combined her operations on the Kyllini-Kefalonia line with the re-opening of the line where she had been acclaimed in the past: the Patras-Kefalonia-Ithaca line. She was therefore deployed on the new Patras-Ithaca-Kefalonia-Kyllini line. After the 2018 season, following continuing economic and internal problems faced by Kefalonian Lines, she was sold to Levante Ferries and was again renamed KEFALONIA following a major upgrade in Drapetsona. The latter company, which had started operations in late 2014 with the superb FIOR DI LEVANTE, had become a major threat to Kefalonian Lines. Alongside the Ionian Group joint venture formed in 2015 with Zante Ferries, they quickly became the dominant company on the Ionian Sea. They prevented the ANDREAS KALVOS of Zante Ferries to be sold to Kefalonian Lines, and instead acquired her in late 2018 as well. The latter ship was converted in Drapetsona and entered service on the Patras-Kefalonia-Ithaca line, which had been left abandoned by Kefalonian Lines. As a result of the sale of the NISSOS KEFALONIA to Levante Ferries, Kefalonian Lines ceased to operate on the Ionian Sea, and Levante Ferries had now become a monopoly in the area. After her refit in Drapetsona, the KEFALONIA resumed service under her new owners on the Kyllini-Zakynthos line and on the Kyllini-Kefalonia line during the spring of 2019. The KEFALONIA is undoubtedly the greatest ship that has ever operated on the Ionian Sea. In her 23 years of service, she has won the hearts of many Ionian Sea residents and tourists alike, and she continues to provide excellent service even today. Her longevity, comfortable amenities, and particularly her speed (which is still very smooth despite her being 44 years old) have been acclaimed. Only the Greek economic crisis was able to force her to leave the Patras-Kefalonia-Ithaca line, where she was widely lauded between 1995 and 2010. It was not a surprise to learn that the residents of Kefalonia celebrated her reactivation under Kefalonian Lines in 2013, after it was initially thought that she would never enter service again following Strintzis Ferries' demise. While she is now one of the oldest ferries of the Greek coastal service, the refit she had under Levante Ferries before entering service under the latter gave the impression that she was a newly-built ferry, thus hiding her real age. She is set to remain a strong presence on the Ionian Sea for years to come. The KEFALONIA seen in the port of Zakynthos, one day before my trip with her. After having given you this overall presentation of the ferry, it is now time for me to talk about my trip. Indeed, as this blog post is the first one covering the 2019 summer season, it obviously talks about the first trip that I had with a ship in Greece during that period. It was a real pleasure to inaugurate this year's season with a trip onboard such a historic ferry. The trip was from Zakynthos to Kyllini, as I was already on the island since 28 June. I flew there from Vienna with my family, with this marking the first time that we went to the island by plane and not by ship. This happened due to the fact that my family had started the summer vacation in late June, whereupon we spent a few days in Iceland. Afterwards, due to my brother going to spend an exchange year in Australia (where the European summer is the equivalent of the winter season there) and having to go there in mid July, we only had just ten days to spend some time together in Greece, and we decided to use it in Zakynthos. Afterwards, my siblings and I headed to Athens just in time to vote in the Greek legislative elections, which were held in the same day as my trip with the KEFALONIA. Regarding the facts about this trip, it marked my first one under the Levante Ferries monopoly on the Ionian Sea. Moreover, it was my second-ever trip with the ship (I had previously traveled with her on 13 July 2015, when she was sailing as the NISSOS KEFALONIA under Kefalonian Lines, but unfortunately I had not taken any pictures that day), and my first-ever trip under her new owners and her current name. She also became the oldest ship on which I have ever traveled, as she was 44 years old at the time (eclipsing the record held by the ZAKYNTHOS 1, her former Kefalonian Lines fleetmate, which was 43 years old when I traveled with her from Kyllini to Zakynthos on 20 July 2016). The KEFALONIA seen in Zakynthos shortly before my trip with her, during her first season under Levante Ferries. Next to her was one of her fleetmates, namely the MARE DI LEVANTE, which had arrived from Kyllini a few minutes earlier. Upon embarkation, I decided to have a look at the ship's amenities. Here is the small reception desk, which is located in Deck 4. The ship's deckplan on Deck 4. She has a total of five decks: Decks 1 to 3 cover her garage, while Decks 4 and 5 feature the accommodation superstructure. Moreover, Deck 5 has the ship's bridge. Right next to the reception desk, one can see the Economy Class lounge area, which was completely full during the trip. It features multiple white chairs surrounding steel-made tables that attached to the floor. The end of the Economy Class lounge area, which is seen in the middle section of Deck 4. Featuring a few more chairs, the area also has a poster of the logo of Levante Ferries, which replaced the one that Kefalonian Lines previously had. At the opposite side, one can see the ship's onboard store, which sells clothes, bags, beauty products, gadgets, toys, and notably turtle plushes (as seen in the bottom) which honour the Zakynthos sea turtles, an essential type of living species originating from the island. Moving more forward, there is a small and narrow lounge area featuring aircraft-style seats. The aircraft-style seats seen in the lounge area preceding the one located in the front section of the KEFALONIA. A small corner next to the aircraft-style seats lounge area, which features a beautiful poster displaying an aerial view of the beach of the coast of Fiskardo, which is one of the most famous villages of the island. The Forward Lounge area, which also features chairs and tables, but also black lounges. The ship's floorplan on Deck 4, displaying the various aforementioned areas in both Greek and English, while also featuring the logo of Levante Ferries. The stern section of the outdoor deck in Deck 4, which featured several grey chairs, as well as the Greek flag flying over the stern. The outdoor staircase leading from Deck 4 to Deck 5, which was accessible by passengers just a few minutes before the trip began. One of the ship's two side lifeboats, located in Deck 5. After being allowed to access Deck 5, I immediately headed there. It features an open deck which has the helicopter emergency landing spot, as well as some seats next to the two funnels. Between the latter is a small sun deck featuring several grey seats aligned in columns. The small sun deck located in the middle of the two funnels of the ship. It features three columns of grey chairs that are stuck to the floor. On the port side of the ferry, one can spot an additional emergency motor boat. In front of it, there are four sets of four grey chairs, with life jackets located underneath them and available for passengers in an unlikely event. The ship's port side outdoor alley, leading to the bridge in Deck 5. Shortly after I was done exploring the ship's areas, we began our trip, as the ship departed the port of Zakynthos at 08:00 in the morning. As usual, a trip from the latter to Kyllini lasts just one hour, so it is very quick, But with the KEFALONIA, it is even quicker, as she is the fastest ferry of the Ionian Sea despite her advanced age. As soon as the ship began to depart the port of Zakynthos, I spotted the various tour boats that operate around the island while also stopping by the small island of Marathonisi. There, I first saw the two ships of Top Cruiser: the DIMOSTHENIS and the DIMOSTHENIS K. And next to them, I could also see the two ships of Seven Islands Cruises that operate in Zakynthos: the IKAROS PALACE and the IONIAN SUN. The IKAROS PALACE seen resting in Zakynthos. Built in 1999, she has been owned by Seven Islands Cruises since 2003. The summer of 2019 marked her thirteenth straight operating in Zakynthos and in Marathonisi. Her fleetmate, the IONIAN SUN, has been a more recent introduction, as she began her operations in Zakynthos and in Marathonisi in 2018. Before that, she operated as the VASSILIOS A for Akliros Cruises on the Saronic Gulf from 1990 (the year during which she was built) to 2017, when she was sold to her current owners. The DIMOSTHENIS, which has spent her entire career with Top Cruiser since she was built for them in 1999. The DIMOSTHENIS K resting in Zakynthos during the morning. Just like her fleetmate, she has also spent her entire career on the Ionian Sea under Top Cruiser, although she was built five years earlier. Passing by the bow of the MARE DI LEVANTE as we depart Zakynthos. The bow of the MARE DI LEVANTE (also a former Japanese ferry) seen in Zakynthos. The MARE DI LEVANTE right after having passed by her. This was her fifth summer season under Levante Ferries, and the fourth one under her current name. While looking towards the other side, I noticed the small tour boat DELFINI of Voutirakos Cruises, which also operates around the island of Zakynthos and in Marathonisi. The DELFINI seen resting in Zakynthos. I remember traveling with her ten years ago, back when I did a cruise around the island with my family in 2009. The MARE DI LEVANTE seen resting in Zakynthos. Before joining Levante Ferries in 2015, she was known as the IONIAN STAR of now-defunct company Tyrogalas Ferries. She had been bought by them in 2003 from South Korean company Kukjae Express (for which she was operating between 1994 and 2003), and, following a spectacular conversion, she entered service on both the Kyllini-Zakynthos line and on the Kyllini-Kefalonia line. She became the flagship of her company, and eventually Levante Ferries took notice of her abilities. They acquired her as part of their successful Ionian Sea conquest, which led to the termination of Tyrogalas Ferries' operations on the Ionian Sea, as well as to the closure of the Ionian Ferries joint venture (which included Tyrogalas Ferries and Zante Ferries), which was succeeded by Ionian Group (a joint venture between Levante Ferries and Zante Ferries which was discontinued following the 2018 season). The MARE DI LEVANTE seen in Zakynthos. Since she acquired her current name, I have traveled onboard her three times, the first time being on 30 July 2017 from Kyllini to Zakynthos. I then traveled with her twice in 2018, both from Kyllini to Zakynthos and from Zakynthos to Kyllini. I had previously traveled with her numerous times back when she was known as the IONIAN STAR, including during the summers of 2010, 2012, 2013 and 2014. The veteran ferry MARE DI LEVANTE, formerly a rival of the KEFALONIA, seen resting in Zakynthos. The speedy IKAROS PALACE seen docked in Zakynthos. Another view of the MARE DI LEVANTE in Zakynthos. The DIMOSTHENIS seen resting in Zakynthos as well. The DIMOSTHENIS and the DIMOSTHENIS K seen together, as I leave Zakynthos for the last time in 2019. After barely 45 minutes, we were already arriving in Kyllini. I did not even see the time go by, but it was simply due to the impressive speed of the KEFALONIA, which can reach up to 22 knots. In front of her was her fleetmate, the FIOR DI LEVANTE, which was arriving from Kefalonia. The FIOR DI LEVANTE seen heading towards the port of Kyllini, in what was her fifth summer season in Greece under Levante Ferries. The FIOR DI LEVANTE is probably the most exciting ship operating in Zakynthos and in Kefalonia, due to her impressive amenities which were acquired during her unique conversion in China between 2012 and 2014. Her entry to service in late 2014 was a massive success, and eventually cemented Levante Ferries' dominance on the Ionian Sea, whereupon three more ships were acquired between 2015 and 2019, with all of them belonging to former competitors. The FIOR DI LEVANTE, the former main rival of the KEFALONIA, seen heading towards the port of Kyllini. Since the establishment of the Ionian Group joint venture during the summer of 2015, she serves both the Kyllini-Zakynthos line and the Kyllini-Kefalonia line. The FIOR DI LEVANTE having maneuvered and docking in Kyllini. The FIOR DI LEVANTE docking in Kyllini. So far, I have traveled with her five times. The first time was during her first summer in Greece, during a trip from Zakynthos to Kyllini on 24 July 2015. I then had a memorable morning doing back-to-back trips with her on 26 July 2016, and traveled again onboard her two days later from Zakynthos to Kyllini. The fifth time was during the summer of 2017, again from Zakynthos to Kyllini. The great FIOR DI LEVANTE seen docking in Kyllini, as we also begin to head towards the port. One last view of the FIOR DI LEVANTE in Kyllini. After arriving and docking in Kyllini at 08:50 (after barely 50 minutes following our departure from Zakynthos), the KEFALONIA immediately began to unload passengers and vehicles. My siblings and me took the KTEL bus that was supposed to take us to Athens, where I went on to spend the rest of the month as I was doing an internship, once again with a Greek shipping company. It was very nice to travel on such a historical ferry, which still provides excellent service despite her old age. I was very satisfied by the job Levant Ferries did during her conversion, and was more than pleased to begin my 2019 Greek coastal service season by doing a trip with her from Zakynthos to Kyllini. Despite Levante Ferries no longer having any competitors, they sure do have the best ships of the Ionian Sea, which have been efficient many years and will probably continue to be so in the long term. #kefalonia #levanteferries #summer2019 #greece #ionian #zakynthos #kyllini #maredilevante #fiordilevante #dimosthenis #dimosthenisk #topcruiser #ikarospalace #ioniansun #sevenislandscruises #delfini #voutirakoscruises #tribute