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Trip: 5 August 2022. From Patmos to Leros, via Leipsoi, with the DODEKANISOS PRIDE of Dodekanisos Seaways. The high speed ferry DODEKANISOS PRIDE was built in 2005 in Norway. She was the second ship in the history of the Greek company Dodekanisos Seaways (previously known as Dodekanisos Speedways), being delivered five years after her fleetmate and sister ship, namely the DODEKANISOS EXPRESS. She joined the latter on the inter-Dodecanese lifeline, being deployed on the Rhodes-Symi-Kos-Kalymnos-Leros-Leipsoi-Patmos line, where Dodekanisos Seaways had become an established player ever since beginning operations in 2000. The DODEKANISOS PRIDE also became the company's flagship, a role that she still maintains to date. Despite a difficult first season, she also went on to become one of the most valuable ships of the Dodecanese, and she has been widely praised for her extremely reliable and speedy service, including during the winter. In 2007 she operated on the Rhodes-Symi-Chalki-Tilos-Nisyros-Kos-Kalymnos-Leros-Leipsoi-Patmos-Agathonisi lifeline, while in 2013 she also began to serve the Rhodes-Castellorizon line during the summer. In 2015 she began to connect the Dodecanese with the Northeast Aegean Sea, as she was deployed on the Rhodes-Symi-Chalki-Tilos-Nisyros-Kos-Kalymnos-Leros-Leipsoi-Patmos-Arkioi-Agathonisi-Ikaria-Fournoi-Samos lifeline. In 2021 she was inserted on the Rhodes-Symi-Chalki-Tilos-Nisyros-Kos-Kalymnos-Astypalaia-Leros-Leipsoi-Patmos-Arkioi-Agathonisi-Ikaria-Fournoi-Samos lifeline, in addition to the Rhodes-Castellorizon line. Having now spent almost two decades on the Dodecanese, the DODEKANISOS PRIDE has become one of the most beloved ships to operate there, and she therefore clearly justifies the name she bears. She has been lauded for providing an effective connection of some of Greece's most remote islands between themselves and also with larger islands such as Rhodes or Kos. Being one of the few high speed craft in Greece that operate during the whole year and not only during the peak tourist season in the summer, her services during the winter have made her a vital part of these islands' daily life, and they rely heavily on her in order to ensure their daily connection. In addition, just like her sister ship, she has been praised for the punctuality of her services, as well as for the professionalism of her crew, with her company being one of the best examples of a well-run local family-owned venture. For all these reasons, the ship has been affectionately nicknamed 'The Maritime Subway of the Dodecanese', due to her continuous services linking all the islands between them. Since 2015, she has also been effective in connecting the Dodecanese with the Northeast Aegean Sea, thus enabling passengers to visit the beautiful islands of Ikaria, Fournoi and Samos without needing to wait for the larger ferries that connect these islands with Piraeus but which only perform such legs every other day. Her successful deployment there was a major reason why Dodekanisos Seaways won the 'Passenger Line of the Year' awarded by Lloyd's List Greek Shipping Awards for 2015, making it the first time in their history that they earned this prize. Thanks to the DODEKANISOS PRIDE, the DODEKANISOS EXPRESS and the conventional ferry PANAGIA SKIADENI (which joined the company in late 2011), Dodekanisos Seaways has remained one of the most reliable companies on the Dodecanese, maintaining a strong competitor against the likes of Blue Star Ferries or other local companies such as ANEK Sea Lines and Saos Ferries. The summer of 2022 was one that gave me several great moments in terms of shipspotting and traveling, including discovering new islands and seeing several ships of the Greek coastal service for the first time. One of these new explorations was that of the Dodecanese, to which I made my maiden appearance together with my parents. Spending 10 days in seven different islands of the region, I was fortunate to see unique places for the first time ever, as well as getting to travel with new ships, some of which I had never even seen before. The trip began on 2 August 2022, when we headed from Piraeus to Patmos while sailing with the BLUE STAR CHIOS of Blue Star Ferries. We spent two nights on that wonderful island, while we also performed a daily cruise that saw us visiting the small remote islands of Arkioi and Marathi. In the morning of 5 August 2022, we were planning to head to the next island that was part of our itinerary, namely Leros. We would go on to spend the whole day on the latter before then making our way to Kalymnos on that same evening. In order to therefore spend as much time as possible in Leros according to the available ships that would link it to both Patmos and Kalymnos, we therefore decided to travel with the DODEKANISOS PRIDE, as she was making the Southbound leg between Patmos and Leros at a convenient hour for us. By sailing with the DODEKANISOS PRIDE, this would mark my second trip to the Dodecanese, following the one that I had done three days prior with the BLUE STAR CHIOS. It was also my first-ever trip between two islands of the Dodecanese, my first-ever trip with a high speed craft on the Dodecanese, my first-ever trip with a ship of Dodekanisos Seaways, as well as my first-ever trip onboard a high speed ferry on an area outside of the Cyclades. In addition, it was also, logically, my first-ever trip to Leros. Towards 10:30, the DODEKANISOS PRIDE was seen arriving in the port of Patmos, after having sailed from Arkioi. This was her eighteenth straight season on the inter-Dodecanese lifeline, where she has spent her entire career so far. The DODEKANISOS PRIDE seen after having arrived in Patmos, just before she began her maneuvering procedure so that we could embark onboard her for the first time ever. The DODEKANISOS PRIDE seen while making her way towards her docking spot in the port of Patmos. The DODEKANISOS PRIDE, which has become a much-acclaimed ship on the Dodecanese, seen just before her maneuvering procedure in Patmos. A view of the DODEKANISOS PRIDE just before she began her maneuvering procedure in Patmos. The DODEKANISOS PRIDE now seen beginning her maneuvering procedure in Patmos. The DODEKANISOS PRIDE seen quickly performing her maneuvering procedure in order to dock in Patmos. The DODEKANISOS PRIDE seen about to complete her maneuvering procedure in order to dock in Patmos. The DODEKANISOS PRIDE seen having finished her maneuvering procedure and now about to dock in the port of Patmos. A view of one of the two funnels of the DODEKANISOS PRIDE, which features the beautiful logo of Dodekanisos Seaways. It depicts the Dama dama deer, which is one of the symbols of the island of Rhodes, which is where the company is based. The Rhodian deer is a notable part of the island's history and culture, and this is also highlighted by the fact that a statue of a deer stands over the column located near the famous port of Mandraki, where the legendary Colossus of Rhodes once stood several centuries ago. Just as the DODEKANISOS PRIDE was docking in Patmos, I got to see another ship arriving to the port. Indeed, that was the conventional ferry NISSOS KALYMNOS of ANEK Sea Lines, which had arrived from Leipsoi. A view of the NISSOS KALYMNOS while she also arrived in Patmos. Built in 1988 in Greece, she has also become a major part of the history of the Greek coastal service on the Dodecanese. Indeed, she has spent her entire career under ANEK Sea Lines (being their first-ever ship) and on the inter-Dodecanese services. She spent her first 15 years literally linking all the islands of the archipelago between them and with Samos, back when she was serving the Samos-Agathonisi-Farmakonisi-Arkioi-Patmos-Leipsoi-Leros-Kalymnos-Astypalaia-Kos-Nisyros-Tilos-Symi-Rhodes-Castellorizon lifeline. In 2003, after the DODEKANISOS EXPRESS had established herself as a successful ship on the Southern section of the inter-Dodecanese lifeline, the NISSOS KALYMNOS saw her services being reduced to the Norther section of that same lifeline, being deployed on the Samos-Agathonisi-Farmakonisi-Arkioi-Patmos-Leipsoi-Leros-Kalymnos-Astypalaia lifeline. Just like the two high speed ferries of Dodekanisos Seaways, this ship has also played a crucial role in maintaining the connection of all these islands by sea during both the summer and the winter. She is particularly regarded as a symbol for Kalymnos, which is the island after which she is named and also the one in which her company is based. The NISSOS KALYMNOS seen after having arrived in Patmos. She was performing the Northbound leg of her long itinerary, after having sailed from Leipsoi, and she would then be heading from Patmos to Arkioi. She was therefore sailing in the opposite direction of the DODEKANISOS PRIDE. A view of the NISSOS KALYMNOS in Patmos, during what was her thirty-fifth consecutive season on the Dodecanese, as well as her twentieth consecutive season on her current service. The NISSOS KALYMNOS seen just before performing her own maneuvering procedure in the port of Patmos. Her company's name can easily be confused with that of the more well-known Greek company ANEK Lines. However, the 'K' in both names stand for different islands. Indeed, ANEK Lines refers to Crete (as the acronym stands for 'Anonymi Naftiliaki Etaireia Kritis', literally meaning 'Anonymous Shipping Company of Crete'), while ANEK Sea Lines refers to Kalymnos as the acronym stands for 'Anonymi Naftiliaki Etaireia Kalymnou', literally meaning 'Anonymous Shipping Company of Kalymnos'). Both companies are among the few surviving public companies whose shareholders are the residents of the islands on which they are based, although they have both experienced managerial and financial issues over the past 15 years. The NISSOS KALYMNOS seen as she is beginning her maneuvering procedure in Patmos. Despite the various problems faced by her company as a result of poor management (notably highlighted by numerous controversies regarding the provision of new main engines, which were finally installed on the ship in 2009 after many years of planning) and financial difficulties, the ferry has remained an integral part of the inter-Dodecanese lifeline, and her crew has continued to be one of the most respected ones in Greece. The NISSOS KALYMNOS seen while maneuvering in Patmos. The NISSOS KALYMNOS seen while she continues to undergo her maneuvering procedure in Patmos. Her company also owns another ship, namely the small high speed boat KALYMNOS DOLPHIN, which was built in 2010 and which operates on the Western Kos-Kalymnos-Pserimos line, therefore linking the last two islands with the port of Mastichari in Kos. Previously, this service was performed from 2003 to 2009 by the original KALYMNOS DOLPHIN, which is today the FREEDOM II of Hydra Lines. Additionally, the company used to operate two ships there, having previously owned the small high speed boat KALYMNOS STAR from 2006 until 2020, when that ship sadly sank near Koufonisi while heading to Perama for her annual winter refit, at only 14 years old. The NISSOS KALYMNOS seen as she completes her maneuvering procedure just before docking in Patmos. The NISSOS KALYMNOS seen once again, as she completes her maneuvering procedure just before she began docking in Patmos. The NISSOS KALYMNOS now seen just before docking in Patmos. The veteran ferry NISSOS KALYMNOS seen as she is docking in Patmos. The NISSOS KALYMNOS seen in Patmos, moments before she finally docked in the island's port. Just as I took a picture of one of the funnels of the DODEKANISOS PRIDE, I decided to do the same with the port side funnel of the NISSOS KALYMNOS. It is painted in the company's dark blue colours, and it features the logo of ANEK Sea Lines. The latter is a lyre, which is also used as a logo by the Municipality of Kalymnos. After having witnessed the arrival of the NISSOS KALYMNOS, it was time to proceed to embarking onboard the DODEKANISOS PRIDE for the first time. We proceeded to embarking through the ship's small garage, where the crew greeted us. Overall, the ship can carry up to nine vehicles, and for that specific leg of her long trip back to Rhodes, we happened to be the only ones that had a car that had to be loaded onboard. In front of the garage (which is located in the aft section) is the main indoor lounge area, which is where most passengers stay during the trip. It features several rows of grey-blue aircraft-style seats. A view of the indoor lounge area in the lower deck of the ship, featuring several aircraft-style seats, with all of them having their top covered with the logo of Dodekanisos Seaways. Another view of the indoor lounge area in the lower deck towards the front section of the ship, featuring more aircraft-style seats as well as a television screen. A view of the indoor lounge area on the ship's port side, towards the front section. In the wall located in front of the first row on the left, one can see a map of all the islands that are served by Dodekanisos Seaways. It is noteworthy to state that all of them are served by the DODEKANISOS PRIDE, being the only ship of the company that performs this. Towards the central section of the indoor lounge area, the ship featured a small bar, which served coffee, soft drinks and various snacks. Not far form the ship's bar was a narrow storage area featuring a few bottles along with a distribution box. On the latter, one could see two stickers, with the top one showing the logo of Dodekanisos Seaways, while the one right underneath featured the DODEKANISOS PRIDE and the DODEKANISOS EXPRESS under their previous liveries (which they changed in 2020), along with the names of the various islands they serve on the Dodecanese. The fact that Arkioi, Ikaria, Fournoi and Samos (as well as Astypalaia) are not mentioned suggests that this sticker dates from before the 2015 season, when the DODEKANISOS PRIDE began serving these islands for the first time. Not far from the staircase which leads to the upper deck that features the ship's outdoor deck, one can see a portrait of the late Georgios Spanos, who was the founder of Dodekanisos Seaways, when he was a child. His upbringing and rise to becoming one of the most beloved shipowners of the Dodecanese is one of the most remarkable stories that I have ever read. Born into poverty in Rhodes in 1950, he made his first earnings by selling pumpkin seeds and chewing-gum near the port of Rhodes, as shown in the picture. He then proceeded to founding one of the first supermarkets on the island, from which he generated enough money in order to make his dream of deploying passenger ships on the Dodecanese a reality in 2000. Having acquired three ships, he became a revered figure not only in Rhodes, but also on all other islands of the Dodecanese. He unfortunately passed away in 2019, but his legacy lives on, as he continues to sail everyday onboard his beloved ship, namely the DODEKANISOS PRIDE. The company is now being managed by his son, namely Christos Spanos. His path has been truly inspiring, and I hope that one day I will be able to make my dream in Greece a reality in the same way he did. After having seen the indoor areas of the ship in the lower deck, I proceeded to the upper deck, whereupon I saw the aft section featuring numerous orange plastic chairs on which passenger could stay for the duration of the trip. A view of the outdoor deck alley on the ship's port side, which is not accessible to passengers. It features the crew cabins on the right side, as well as some of the vessel's life-rafts. A view of the outdoor deck alley from the ship's starboard side, with a portion of the bridge at the top being visible as well. At around 10:40, the DODEKANISOS PRIDE began to leave Patmos in order to head to Leipsoi and then to our destination, namely Leros. Here is a view of the NISSOS KALYMNOS, which was still loading passengers and vehicles prior to her own departure for Arkioi. A view of the NISSOS KALYMNOS in the port of Patmos. She has recently experienced a few misfortunes, as on the evening of 28 November 2022 she ran aground in the small island of Telendos next to Kalymnos, and she had serious damages to the lower parts of her hull as a result of this accident. She has since gone to Piraeus for repairs, and she is due to head for her second drydock in the Vassiliadis Drydock in the next few days. Her company continues to make efforts to have the ship reactivated very soon, so that she can continue to serve her lifeline during the winter, when the islands' inhabitants need her the most. One last view of the NISSOS KALYMNOS as we exited the port of Patmos. I would then find myself traveling with her for the first time in my life about 10 hours after taking all these pictures, as she was the ship onboard which we embarked in order to head from Leros to Kalymnos on the same evening that we did our trip with the DODEKANISOS PRIDE. After just 25 minutes of sailing following our departure from Patmos, we had reached the port of Leipsoi. This was my first time seeing the island, although we did not visit it at all. A view of the port of Leipsoi, which is located in the main town of the island, itself known as the Chora (as it is the case with most islands of the Aegean Sea). The latter is shown to have a very picturesque landscape. I hope that I will get the chance to visit that island that way, in the same way I got to see seven islands of the Dodecanese during my trip there with my parents. After a short stay in Leipsoi, we immediately sailed towards Leros, which we reached by heading to the port of Agia Marina. The latter is located in the Northern part of the island, and it is usually served by small ships that operate the inter-Dodecanese lifeline. The other major port of Leros is that of Lakki, which is located in the Southern part of the island, and it is notably served by the larger ferries such as those of Blue Star Ferries and Hellenic Seaways. Here is a view of the DODEKANISOS PRIDE shortly after completing my first-ever trip with her. Next to the DODEKANISOS PRIDE was another ship that had also arrived in Leros from Patmos, namely the small ferry PATMOS STAR of Patmos Star Ferries. Built in 1991 in Greece, she has been owned by her company since 2005, and she operates a local service along the Patmos-Leipsoi-Leros line. Another view of the PATMOS STAR in the port of Agia Marina in Leros. She has also been a much-appreciated local ship on the Dodecanese, as she ensures the daily connection of Leipsoi with both Patmos and Leros. Before joining Patmos Star Ferries in 2005 (owned by the Gryllis family), she had previously been operating on the Saronic Gulf, as the ELVIRA under the now-defunct Greek company Kriaras Shipping. During her 14 years there, she operated on the Piraeus-Northern Aegina-Poros line, serving the port of Agia Marina in Aegina. Since then, she has continued to serve a port called Agia Marina, being the one that is found in Leros. And this therefore marked the end of a short, but very enjoyable trip onboard a wonderful ferry which has been considered a symbol on the Dodecanese. I was more than happy to have completed my first-ever inter-Dodecanese trip onboard a ship that clearly knows how to define the pride of the Dodecanese. Indeed, the DODEKANISOS PRIDE is a very nice ferry, with comfortable indoor areas as well as a nice outdoor deck that enables passengers to have a nice view of the sea while the ship is sailing at full-speed. Despite her having one of the busiest schedules in Greece due to the many ports that she serves everyday, the DODEKANISOS PRIDE always performs her services dutifully, thanks in large part to her excellent crew. She has helped establish Dodekanisos Seaways as a top company on the Dodecanese, and she still carries the foundations and the legacy of her beloved late owner, namely Georgios Spanos. For many years now, there have been rumours suggesting that the company is looking to order a third catamaran similar to the DODEKANISOS EXPRESS and the DODEKANISOS PRIDE, but so far nothing has come fruition. But even so, with two very effective small high speed ferries and the recently-refurbished PANAGIA SKIADENI, Dodekanisos Seaways still provides excellent services at very high standards. Having completed my first trip of that day in the best way possible, I was now ready to enjoy my brief stay in the beautiful island of Leros together with my family. #dodekanisospride #dodekanisosseaways #summer2022 #greece #dodecanese #aegean #patmos #leipsoi #leros #nissoskalymnos #aneksealines #patmosstar #patmosstarferries #tribute

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: 2 August 2022. From Piraeus to Patmos, with the BLUE STAR CHIOS of Blue Star Ferries. The amazing and acclaimed cruiseferry BLUE STAR CHIOS was originally ordered by the famed Greek company Strintzis Lines in 1999, as part of their ambitious newbuilding plan which aimed to have five newly-built ferries delivered to them during the first years of the 21st century. The plans were to have two very large cruiseferries from The Netherlands, namely the SUPERFERRY ATLANTIC and the SUPERFERRY PACIFIC, due to be delivered in 2000 for service on the Adriatic Sea, as well a modern day ferry from South Korea, namely the SUPERFERRY ITHAKI, due to be delivered in 2000 as well but for service on the Ionian Sea. Finally, the other two ferries were planned to be built in Greece (hence they were due to be the first-ever cruiseferries to be built in the country), and they were scheduled for delivery in 2001 for service on the Aegean Sea. The first ship, due to be named SUPERFERRY CHIOS, was projected for service on the Piraeus-Chios-Mytilene line, while the second ship, due to be named SUPERFERRY MYKONOS, was projected to operate on the Rafina-Andros-Tinos-Mykonos-Ikaria-Samos line. But just as their construction began in 2000, Strintzis Lines was transferred to Attica Group (which controlled Superfast Ferries, which had been major rivals of Strintzis Lines on the Adriatic Sea during the late 1990s), and this resulted in the creation of Blue Star Ferries. As such, and following some changes in plans in terms of the ships' designs and scheduled operations, the SUPERFERRY CHIOS and the SUPERFERRY MYKONOS were therefore due to be delivered as the BLUE STAR CHIOS and as the BLUE STAR MYKONOS, respectively. In the meantime, the first three ships of the newbuilding plan were all delivered in 2000, with the two Dutch-built sister ships beginning service on the Adriatic Sea as the BLUE STAR 1 and as the BLUE STAR 2, respectively, while the South Korean-built ferry began service on the Cyclades as the BLUE STAR ITHAKI. However, following major delays regarding the delivery of the two remaining ships (along with financial problems experienced by the Hellenic Shipyards in Skaramangkas, where the two ferries were being built), the newbuilding contract was canceled by Blue Star Ferries in 2002. As such the few pieces of the BLUE STAR MYKONOS and the keel of the BLUE STAR CHIOS remained laid-up in Salamina until 2004, when the two newbuildings were sold to another Greek company, namely Hellas Flying Dolphins, for completion. Following this change in ownership, the BLUE STAR MYKONOS therefore became the NISSOS CHIOS and the BLUE STAR CHIOS became the NISSOS MYKONOS. The latter was completed in 2005 in Greece, and she was delivered to her company, which at the time had changed its name to Hellenic Seaways. The NISSOS CHIOS ultimately began her full construction in 2006, and she was completed in 2007 in the Elefsis Shipyards, being delivered two years after her sister ship. As another large cruiseferry that had been acquired by Hellenic Seaways, namely the ARIADNE, which was due to operate on the Piraeus-Chania line, was still undergoing her conversion in Keratsini throughout the summer season and was therefore not ready time, it was decided that the NISSOS CHIOS was going to operate on the Piraeus-Chania line instead. With her introduction there, she made instant impact in the Greek coastal service. After the ARIADNE eventually entered service later in 2007, the NISSOS CHIOS moved to the Piraeus-Chios-Mytilene line, whereupon she replaced the NISSOS MYKONOS (which had been operating there since 2005), with the latter heading to the Piraeus-Syros-Mykonos-Ikaria-Samos line. To cap off an incredible debut season, the BLUE STAR CHIOS won the prestigious 'Ship of the Year' award given by Lloyd's List Greek Shipping Awards for 2007, which the NISSOS MYKONOS had also won the prior year. In 2008, her itinerary was changed to the Piraeus-Tinos-Chios-Mytilene line. In 2009 she was operating on the Piraeus-Syros-Mykonos-Chios-Mytilene line. In 2010 she was again on the Piraeus-Chios-Mytilene only. In 2012 she collided with the port pier of Tinos, and she missed a large part of the summer season. She was subsequently repaired in Syros and she returned to service a month after the incident. In 2013 she spent a part of the summer on the Piraeus-Syros-Mykonos-Ikaria-Samos line in order to replace the NISSOS MYKONOS, which had suffered minor damages from a fire incident. She then returned again on the Piraeus-Chios-Mytilene line. In 2014, as a result of financial issues experienced by Hellenic Seaways, she sadly left Greece, being chartered to the Spanish company Baleària. She was initially deployed on the Algeciras-Ceuta-Tangier Med line on the Alboran Sea. In 2015 she was deployed on the Dénia-Palma-Ibiza line on the Balearic Sea, while in 2016 she was inserted on the Valencia-Mostaganem line. In 2017 she was deployed on the Almería-Málaga-Melilla line. After four extremely successful seasons in Spain, she returned to Hellenic Seaways and, fortunately, back to Greece. After a refit, she was first deployed in 2018 on the Piraeus-Paros-Naxos-Ios-Santorini line on the Cyclades, thus taking over the successful service that had been performed during the previous season by the NISSOS SAMOS. However, due to the takeover of Hellenic Seaways by Attica Group during that same year, her itinerary was reshuffled and she was instead deployed on the Piraeus-Paros-Naxos-Ikaria-Fournoi-Astypalaia-Patmos-Leipsoi-Leros-Kalymnos-Kos-Nisyros-Tilos-Symi-Rhodes-Karpathos-Castellorizon lifeline on the Dodecanese, as well as on the Piraeus-Chios-Mytilene line (where she had been operating at the start of her career). She would therefore become the main ship operating on the Dodecanese lifeline, thus taking over the service previously covered during the summers of 2016 and of 2017 by the BLUE STAR PAROS of Blue Star Ferries. In 2019 she was deployed on the Piraeus-Ikaria-Fournoi-Astypalaia-Patmos-Leipsoi-Leros-Kalymnos-Kos-Nisyros-Tilos-Symi-Rhodes-Kasos-Karpathos-Castellorizon lifeline, as well as on the Piraeus-Chios-Sigri line. In 2020, following some changes to the fleet of Attica Group, it was announced that she would be transferred back to her first-ever owners, namely Blue Star Ferries, and she was renamed BLUE STAR CHIOS. As a result of this, she finally began to carry the livery of the latter company almost two decades after she was originally supposed to do so. The same thing happened for the NISSOS MYKONOS, which joined Blue Star Ferries as the BLUE STAR MYCONOS. Under her new livery, the BLUE STAR CHIOS continued to operate on the Piraeus-Ikaria-Fournoi-Astypalaia-Patmos-Leipsoi-Leros-Kalymnos-Kos-Nisyros-Tilos-Symi-Rhodes-Kasos-Karpathos-Castellorizon lifeline and on the Piraeus-Mykonos-Chios-Sigri line, which she was still covering as of 2022. Fifteen years after she began service in Greece, the BLUE STAR CHIOS is widely regarded as one of the best ships to have ever operated in the country. Her impressive design, just like that of her sister ship, has made a distinguishable ferry on the Aegean Sea, and she has won much acclaim for her services there. Just like it is the case with the BLUE STAR MYCONOS, the BLUE STAR CHIOS is considered to be the greatest piece of work created by the Greek shipyards, and she still remains the most impressive passenger ship to have been built in the country which has been associated the most with shipping for so many centuries. Both ships are a testament of what Greek shipbuilders are capable of realising, and they have both played a prominent role in establishing Hellenic Seaways as the most dominant company on the Northeast Aegean Sea over the past 15-20 years, in addition to serving as two of the company's most valuable ferries until they joined Blue Star Ferries. A further recognition of their success is the fact that they became the first two ships of the Greek coastal service to win the prestigious 'Ship of the Year' award given by Lloyd's List Greek Shipping Awards. In the case of the BLUE STAR CHIOS, during her spell under Hellenic Seaways, she became the best ship to operate in Chios and in Mytilene, and her introduction there precipitated the downfall of NEL Lines, which had been serving these islands without any serious competition for over 30 years. Even while she was unfortunately gone from Greek waters for about four years, her spell in Spain with Baleària was also seen as a success, as she helped the company in its successful expansion plans during the past decade, and she showed that Greek ferries had the required credentials to operate abroad. Since her return to Greece, she has been become a true workhorse, as she would begin operations on the highly-demanding and busy (in terms of ports served) Dodecanese lifeline, while also operating across various services of Hellenic Seaways and then of Blue Star Ferries on the Aegean Sea, when her fleetmates would be undergoing their annual winter refits. Her versatility has therefore made her an important member of the fleet of Blue Star Ferries. While she is no longer regarded as flagship the same way she was under Hellenic Seaways, due to being one of many amazing ships owned by Blue Star Ferries, she is still a major contributor for the company, and her operations on the Dodecanese are highly regarded by the passengers traveling to these islands on a frequent basis. On 2 August 2022, just one day after spending several hours in Piraeus (most notably during the morning) and in Salamina for the first time during the 2022 season, including two trips (sailing from Piraeus to Salamina and back) with the small passenger ship ELENA F of Elena F Shipping and two more between Salamina and Megara with the double-ended ferry PANAGIA KOIMISIS of Galaga Shipping Company, I was now planning to perform a major trip in order to discover a new region in Greece for the first time. Indeed, with my parents, we organised a trip to the Dodecanese, whereupon we would be visiting the islands of Patmos, Arkioi, Leros, Kalymnos, Kos, Symi and Rhodes, over 11 days. As such, I would not only be seeing these islands for the first time in my life, but I would also have the chance to finally enjoy trips along that beautiful area of the Aegean Sea, while also getting to see numerous ships of the Greek coastal service for the first time ever. As our first stop for this trip was Patmos, we saw that the best way to reach the island that day was with the BLUE STAR CHIOS, which would be sailing there directly (as Ikaria, Fournoi and Astypalaia were not part of her scheduled itinerary that day). Therefore, a major dream of mine was to become a reality, as I had always hoped to travel onboard the BLUE STAR CHIOS ever since I was a child and from the moment that I saw her for the first time from a Hellenic Seaways magazine that had been given to me by my mother only a few months after the vessel began service in 2007. Even though she was now with Blue Star Ferries, I still expected to experience a wonderful trip with one of the best ferries of the Greek coastal service. This trip was also historic for various reasons. Besides obviously being my first-ever trip to Patmos and to the Dodecanese in general, it would also become the longest trip that I would be doing along the Aegean Sea in terms of distance (surpassing the previous record for the trips that I did between Piraeus and Santorini). It was also my first-ever trip with a Greek-built cruiseferry, as well as my second trip with a ship that received the 'Ship of the Year' award by Lloyd's List Greek Shipping Awards (following the high speed ferry WORLDCHAMPION JET of Sea Jets, which won the award in 2019, and with which I performed back-to-back trips between Piraeus and Syros on 20 September 2020, and also from Piraeus to Ios on 22 July 2021), Furthermore, she became the fifth ship of Blue Star Ferries on which I traveled, and my trip with her was the first one that I did with a ship from that company outside of the Cyclades. A view of the BLUE STAR CHIOS in Piraeus, just moments before I embarked onboard her for the first time ever. She was seen in the E1 gate in Piraeus, which is the usual departure spot for ships operating on the Dodecanese. It is the one located the furthest from the city centre of Piraeus, and it is also the one that is the closest to the port's entrance point. This was the ship's third consecutive season of operations under Blue Star Ferries (her first-ever owners as the successors of Strintzis Lines, before they canceled her contract after which her ownership was transferred to Hellenic Seaways), as well as her fifth consecutive summer on the Dodecanese lifeline, where she has been operating for most of the time after she returned to Greece in 2018, following her spell under charter to Baleària. The BLUE STAR CHIOS spotted in Piraeus, during the summer of 2022, which she once again spent on the Dodecanese lifeline. Every Saturday during the high season, she would also operate on the Piraeus-Mykonos-Chios-Sigri line, thus serving the Cyclades and the Northeast Aegean Sea. She has been performing this additional service since 2019, while Mykonos was added to the itinerary in 2020. She is therefore the only ship of the Greek coastal service to operate in the ports of Mesta (in Chios) and in Sigri, which is the second largest port of the island of Lesbos, after Mytilene. The BLUE STAR CHIOS seen in the port of Piraeus just before our embarkation. In addition to featuring a banner celebrating the 20 years since the establishment of Blue Star Ferries (which she acquired in 2021), a new banner stating 'Sailing together to the sustainable side of life' was added above her Blue Star Ferries insignia. This was a sustainability campaign advertisement which was added on most ships of Attica Group (which includes Superfast Ferries, Blue Star Ferries and Hellenic Seaways). The BLUE STAR CHIOS seen docked in Piraeus. For the 2022 season, she was one of three ships owned by Blue Star Ferries that operated on the Dodecanese, together with the BLUE STAR 2 (which has been operating there since 2005) and the Ro-Ro carrier BLUE CARRIER 1 (which began operations for the company in 2019). Upon embarking the ship for the first time, I got to see her well-known reception desk area, with the prominent floor markings that give a nice circle-shaped design. A view of the ship's deckplan. She has nine decks in total. Decks 1 to 5 are dedicated to the ship's garage, with Deck 5 also having a few cabins. Deck 6 features most of the lounge areas as well as the reception desk, the ship's onboard shop and the self-service restaurant. Deck 7 features most of the ship's cabins as well as the first outdoor sun deck and bar (known as the Panorama Bar), while Deck 8 and Deck 9 feature the outdoor deck areas (in addition to crew cabins). A view of the central lounge area located in Deck 6, just behind the reception desk. It features most of the ship's aircraft-style seats, which is where we stayed for most of the trip. Near the area where the aircraft-style seats were located, one could see an alley leading towards the front section lounge area (which is where one can find the Business Class area). There, we can see several purple lounges and tables right next to the windows, which give passengers a nice view of the sea during the trip. Another view of the alley featuring the purple lounges facing the ship's windows, together with the onboard shop on the right side of the picture. Moving more forward, this is another view of the small lounge area located on the starboard side of the ship, as seen in Deck 6. In the central section and just beside the reception desk in Deck 6, there is a modern bar called Central Bar serving various coffees, soft drinks and snacks for passengers. A view of the Café Greco area located in the central section of Deck 6. There, one can find a much smaller bar serving coffees, soft drinks and snacks, as well as a few brown chairs and small white tables. At the other side of the alley leading from the central lounge to the Business class area (known as the Ionia Lounge), one finds the ship's self-service restaurant area, whose tables are shown in this picture. The space is wide enough to accommodate many passengers willing to have a meal during the trip, and the area is very modern and passenger-friendly in general. Another view of the ship's self-service restaurant area, with the walls next to the windows featuring various lamps of different colours attached on them. Moving towards the front section after having passed by the ship's self-service restaurant area, we then enter the Ionia Lounge, which features a large lounge area preceding the Business Class area. It also features the Ionia Bar, with a bar that is managed by the Greek coffee chain Everest. The best view I could get of the Business Class area located in the Ionia Lounge, featuring aircraft-style tickets facing the ship's front-section windows. Another view of the aircraft-style seats located in the Business Class area in the Ionia Lounge. After seeing the indoor areas of Deck 6, I proceeded to Deck 7, where I saw the small lounge area which features more aircraft-style seats. This area was known as the Golden Lounge, and it was once also used for business-class passengers. One of the alleys leading to the passenger cabins in Deck 7. The BLUE STAR CHIOS has a total of 74 cabins, with 252 berths available. This is one of the main differences one finds between the ship and the BLUE STAR MYCONOS, as the latter only has 31 cabins. The additional number of cabins found on the BLUE STAR CHIOS was due to Hellenic Seaways having built the ship specifically for the Piraeus-Chios-Mytilene line that was being served overnight. This number of cabins also proved to be beneficial for the lengthy trips that the ship would begin performing on the Dodecanese lifeline. Another view of an alley leading to the passenger cabins of Deck 7. A view of an emergency plan that was found on Deck 7. Interestingly, the instructions are written not only in Greek and in English, but also in French and in Spanish, with the latter having potentially been from the time during which she was on charter to Baleària from 2014 to 2018. After having explored the ship's indoor areas, it was now the time to head outdoors. At the ship's stern section, Deck 6 also features a small outdoor sun deck with a few tables and blue chairs available to passengers. A view of the sun deck cover of Deck 6 as seen from Deck 7, with the Greek flag located on top. A view of the sun deck bar located in the aft section of the ship on Deck 7. Known as the Panorama Bar, it also serves ice cream and it is surrounded by several tables and chairs that are for passengers planning to stay outdoors during the trip. Another view of the sun deck area located in the aft section of Deck 7, featuring more tables and chairs for passengers to enjoy a nice time outdoors. A view of the outdoor alley located on the starboard side of the ship on Deck 7, with the passenger cabins and the Golden Lounge next to it. I then headed up in order to see the outdoor areas of Deck 8, where I got to see another sun deck area located around the ship's stern section. A wider view of the sun deck area located on Deck 8, which maintained the blue theme for the plastic chairs on which passengers could sit. An outdoor alley seen on the ship's port side on Deck 8, which connects the aft section with the crew cabins. It also passes between that side's lifeboats and the ship's funnel. A view of the outdoor alley of Deck 8, as seen from the ship's starboard side. It watches over the outdoor alley of Deck 7, itself located underneath the ship's lifeboats. While heading towards the front section of the ship, one can also see her impressive funnel, whose design is very similar to those found on many ships of Blue Star Ferries and most generally on cruiseferries that were built from the late 1990s onwards. Another view of the outdoor alley on Deck 8, also showing the crew cabins as seen from the exterior, in addition to the ship's bridge. Just as I finished exploring the outdoor areas of the BLUE STAR CHIOS, I then looked towards the entrance of the port of Piraeus, where I spotted the high speed catamaran SPEED CAT I of Alpha Lines just as she had made her way through between the two lighthouses of the port. The SPEED CAT I seen having just entered the port of Piraeus. She is one of many high speed craft that operate on the Saronic Gulf, as she serves the Piraeus-Poros-Hydra-Spetses line. As the SPEED CAT I had entered the port of Piraeus, she was being followed by another notable ship. Indeed, it was the fleetmate of the BLUE STAR CHIOS, namely the BLUE STAR PATMOS of Blue Star Ferries, which was also making her way back to the port. The SPEED CAT I seen after she entered the port of Piraeus. She was built in 2002 in France, and she first arrived in Greece in late 2020, after having been bought by the then-newly-established Greek company Alpha Lines. After a refit in Salamina, she began service on the Piraeus-Poros-Hydra-Spetses line in 2021. The SPEED CAT I seen in Piraeus, during her second season since beginning service for Alpha Lines. The latter is owned by the legendary Agapitos family, which has been present in the Greek coastal service for more than six decades. Most notably, Antonios Agapitos used to operate Agapitos Lines until most of that company's ships were acquired by Minoan Flying Dolphins, and he also served as the CEO of Hellenic Seaways (the former owners of the BLUE STAR CHIOS) for many years, including up until their acquisition by Attica Group in 2018. Another view of the SPEED CAT I as she starts to make her way towards her docking spot in Piraeus. The SPEED CAT I seen once more as she heads towards her docking spot in the port of Piraeus. Since she began service on the Saronic Gulf, I have traveled with her three times. The first time was on 9 September 2021 while heading from Poros to Piraeus. I then had two trips with her this year, going from Piraeus to Hydra on 24 September 2022 before performing the return leg the following day. The SPEED CAT I seen after having entered the port of Piraeus. Her introduction has so far been very successful, as her speed and impressive indoor amenities have made her a very reliable ship for the islands that she serves. She notably made Alpha Lines become the first serious challenger to the dominance of Hellenic Seaways on the Saronic Gulf after many years. One last view of the SPEED CAT I as she heads towards her docking spot in Piraeus. After having seen the SPEED CAT I heading towards her docking spot, I was now paying attention to the BLUE STAR PATMOS, just as she prepares to enter the port of Piraeus. The BLUE STAR PATMOS seen taking one final turn just before she is due to enter the port of Piraeus. She was built in 2012 in South Korea, and she is the youngest ship in the fleet of Blue Star Ferries. She was delivered one year after her fleetmate and sister ship, namely the BLUE STAR DELOS. The BLUE STAR PATMOS seen as she makes her way towards the entrance of the port of Piraeus. The BLUE STAR PATMOS seen ready to enter the port of Piraeus. Since 2015, she has been operating on the Piraeus-Syros-Paros-Naxos-Ios-Santorini-Anafi line on the Cyclades, with a few more islands being added in between, such as Donousa, Amorgos and Astypalaia from 2015 to 2017, and Ikaria and Samos in 2020. She performs the service from Piraeus to the Cyclades during the late afternoon, whereas the BLUE STAR DELOS serves the Piraeus-Paros-Naxos-Ios-Santorini line (although she does serve Ios during the summer) by departing Piraeus during the morning. The BLUE STAR PATMOS seen right before entering the port of Piraeus. Before she moved to the Cyclades, she also operated on the Piraeus-Chios-Mytilene line, where she was deployed for the first three years of her career, just like the BLUE STAR CHIOS had done so in 2007, as the NISSOS CHIOS under Hellenic Seaways. As such, the two ships used to be competitors on the Northeast Aegean Sea for the first two seasons of the BLUE STAR PATMOS in Greece, as the NISSOS CHIOS left in 2014 to operate in Spain. They were also going to be competitors in 2018, when the NISSOS CHIOS was initially deployed on the Piraeus-Paros-Naxos-Ios-Santorini line before Hellenic Seaways was acquired by Attica Group during that same year. Almost eight years after initially operating together on the same service as competitors, the two ships became fleetmates in 2020. The BLUE STAR PATMOS seen in Piraeus, just before entering the port. Just like the BLUE STAR CHIOS five years before her, her entry to service was met with much acclaim, and she also had a very successful spell on the Northeast Aegean Sea. She then became a major asset for her company on the Cyclades, where she has been operating successfully for the past seven years. The BLUE STAR PATMOS seen as she enters the port of Piraeus. Another view of the BLUE STAR PATMOS as she enters the port of Piraeus, thus completing her return leg from the Cyclades. The great BLUE STAR PATMOS seen after she entered the port of Piraeus. Since the end of the 2016 season, she has been the ship that would operate for most of the winter season on the Dodecanese lifeline. Since 2018, the BLUE STAR CHIOS has been serving it during the summer season, while the BLUE STAR PATMOS would be operating on the Cyclades. She is currently operating on the Dodecanese lifeline once again, having been deployed there since September. The BLUE STAR PATMOS spotted in Piraeus, as she heads towards her docking spot. The BLUE STAR PATMOS seen in Piraeus, about to pass in front of her fleetmate (and former rival), namely the BLUE STAR CHIOS. She notably bears the name of the island to which we were heading, namely Patmos. The BLUE STAR PATMOS seen once more as she heads towards her docking spot in Piraeus. While the BLUE STAR CHIOS became the fifth ship of Blue Star Ferries onboard which I traveled, the first one had been the BLUE STAR PATMOS. Indeed, my first-ever trip with her was on 7-8 July 2015, while heading from Piraeus to Santorini. Since then, I have traveled with her three more times. These were on 10 July 2017 while going from Santorini to Ios, on 26 July 2018 while sailing from Naxos to Paros, and on 12-13 July 2019 while heading from Piraeus to Santorini. Following the BLUE STAR PATMOS, the next ship seen entering the port of Piraeus was the hydrofoil FLYING DOLPHIN XXIX of Hellenic Seaways, therefore a former fleetmate of the BLUE STAR CHIOS back when the latter was still known as the NISSOS CHIOS. Just like the SPEED CAT I, the FLYING DOLPHIN XXIX also operated on the Saronic Gulf, as she was deployed on the Piraeus-Aegina-Agistri-Poros-Hydra-Ermioni-Spetses-Porto Cheli line ever since she began her career in Greece in 1993. The FLYING DOLPHIN XXIX seen having entered the port of Piraeus. Throughout her career in Greece, she operated under Ceres Flying Dolphins (1993-1999), Minoan Flying Dolphins/Hellas Flying Dolphins (1999-2005) and Hellenic Seaways (since 2005). She remains the youngest active hydrofoil in the Greek coastal service. Another view of the FLYING DOLPHIN XXIX in Piraeus. At the time this picture was taken, she was spending her last active days on the Saronic Gulf under Hellenic Seaways. Indeed, just a few days after my trip with the BLUE STAR CHIOS, the ship was replaced by the three newly-built aero high speed catamarans that her company had ordered, namely the AERO 1 HIGHSPEED, the AERO 2 HIGHSPEED and the AERO 3 HIGHSPEED. These brand new vessels succeeded the aging hydrofoils on the Saronic Gulf, although the FLYING DOLPHIN XIX continued to operate during the summer season. The FLYING DOLPHIN XXIX and her other fleetmate, namely the FLYING DOLPHIN XVII, were however sent for lay-up in Perama, and their future remains uncertain. The FLYING DOLPHIN XXIX seen after having entered the port of Piraeus, during one of her final days of service under Hellenic Seaways before she was replaced by the newer aero high speed catamarans ordered by her company (which were also the first newbuildings to be delivered to them since the BLUE STAR CHIOS herself, back when she began service for them in 2007 as the NISSOS CHIOS). As a result of her withdrawal from service she completed thirty straight summer seasons on the Saronic Gulf, which had been among the longest active streaks on that specific area. A few minutes after witnessing the arrival of the FLYING DOLPHIN XXIX, I now saw a ship heading towards the exit of the port of Piraeus. Indeed, that was the high speed ferry SUPERRUNNER JET of Sea Jets, which was leaving in order to head to the Western Cyclades. The SUPERRUNNER JET seen as she leaves the port of Piraeus. She was spending her second season with Sea Jets, which she joined in 2021 after having previously operated as the SUPERRUNNER under Golden Star Ferries. During the summer of 2022, she was deployed on the Piraeus-Serifos-Sifnos-Milos line on the Western Cyclades, where she was deployed for the first time since 2016. The SUPERRUNNER JET seen as she makes her way towards the exit of the port of Piraeus. She performed her service on the Western Cyclades together with the TERA JET, which would depart Piraeus during the morning. The SUPERRUNNER JET would perform the exact same service, but she would sail from Piraeus during the afternoon. The SUPERRUNNET JET seen as she leaves Piraeus. Built in 1999 in Italy, she first arrived in Greece in 2009, as the SPEEDRUNNER IV for Aegean Speed Lines. She operated for the latter until late 2016, when she was sold to Golden Star Ferries. Under that company, she was deployed on the Rafina-Tinos-Mykonos-Paros-Naxos-Ios-Santorini line on the Cyclades as the SUPERRUNNER during the 2017 season. She joined Sea Jets in 2021, and during her debut season she operated across various services for the company on the Sporades, on the Northeast Aegean Sea and on the Cyclades. The SUPERRUNNER JET seen while she heads towards the exit of the port of Piraeus. This was the first summer that I got to see her with the livery of Sea Jets. That same company acquired her sister ship and former fleetmate under Aegean Speed Lines, namely the SPEEDRUNNER III, this year. The latter ship was renamed SPEEDRUNNER JET and she was deployed on the Siteia-Kasos-Karpathos-Chalki-Rhodes line on the Dodecanese during the 2022 season. Therefore, after having previously started operations for Aegean Speed Lines (which ceased operations this year) together during the 2009 season, both ships are now back under the same ownership following their respective sales to Sea Jets. The SUPERRUNNER JET about to exit the port of Piraeus. I also had the chance to travel with her in the past, having done so back when she was still known as the SUPERRUNNER under Golden Star Ferries, while heading from Ios to Mykonos on 17 June 2018. Another view of the SUPERRUNNER JET just before she exits the port of Piraeus. The SUPERRUNNER JET seen having just exited the port of Piraeus and beginning to sail at full-speed towards the Western Cyclades. This is a region that she known very well, as she spent most of her years under Aegean Speed Lines there, most specifically from 2009 to 2012 and from 2015 to 2016. Her spell there was extremely successful, and therefore her return this year brought back some fond memories to the residents of Serifos, Sifnos and Milos. Just as the SUPERRUNNER JET was seen exiting the port of Piraeus, the double-ended ferry ACHAEOS of 2way Ferries was seen entering after having returned from Aegina. The ACHAEOS seen about to enter the port of Piraeus. Built in 2006 in Greece, she has been operating on the Piraeus-Aegina-Agistri line on the Saronic Gulf since 2014. Before that, she had spent her debut season in 2006 on the Piraeus-Aegina line, before heading to the Igoumenitsa-Corfu line on the Ionian Sea later in that same year. She remained there until 2013, while she also had a small stint abroad between 2011 and 2012, when she was chartered to the Italian company Blunavy for service on the Piombino-Elba line. The ACHAEOS seen just before she entered the port of Piraeus. The ACHAEOS seen having just entered the port of Piraeus, during her ninth consecutive season on the Saronic Gulf, and tenth overall when taking into account her debut season in 2006. The ACHAEOS seen having entered the port of Piraeus, while the SUPERRUNNER JET is making her way towards Serifos. The ACHAEOS seen having entered Piraeus and making her way towards her docking spot. She is one of three ships owned by 2way Ferries which operate on the Saronic Gulf. The other two are the conventional double-ended ferry POSIDON HELLAS and the conventional ferry APOLLON HELLAS. All of them operate under the Saronic Ferries joint venture, which includes their company together with Nova Ferries. Hellenic Seaways also used to be part of that joint venture until 2016, when they sold their last conventional ferry that was operating on the Saronic Gulf, namely the APOLLON HELLAS, to 2way Ferries. The ACHAEOS seen as she heads towards her docking spot in Piraeus. I have so far traveled with her on 14 different occasions between Piraeus and Aegina. One of these trips, most specifically the one that I did on 19 July 2016, has been fully covered. This year, I traveled with her three times, while heading from Aegina to Piraeus and back on 23 August 2022, followed by another trip from Aegina to Piraeus just one week later, namely on 30 August 2022. One last view of the ACHAEOS as she is seen proceeding towards her docking spot in Piraeus. The departure of the SUPERRUNNER JET and the arrival of the ACHAEOS in Piraeus were just one small description of the significant traffic that was noticed in the port in the few minutes preceding the departure of the BLUE STAR CHIOS. Indeed, another departure was witnessed, namely that of the small passenger ship ELENA F of Elena F Shipping. The latter operates on the Piraeus-Salamina line, serving the ports of Kamatero and Paloukia. The ELENA F seen as she also heads towards the exit of the port of Piraeus. Built in 1998 in Greece, she has spent her entire career so far on the Piraeus-Salamina line, except for the 2013 season, which she spent on the Glyfa-Skiathos line on the Sporades. Another view of the ELENA F, just as she is about to exit the port of Piraeus. Just one day before taking this picture, I had the chance to travel with her twice, while heading from Piraeus to Salamina and back. Towards 15:00, it was finally the turn of the BLUE STAR CHIOS to depart the port of Piraeus in order to begin her lengthy trip along the Dodecanese lifeline. As she began to leave from the E1 gate, I was able to take a better picture of a notable cruiseferry, namely the ARIADNE of Hellenic Seaways, which had been docked next to us the whole time. A view of the ARIADNE, which is a former fleetmate of the BLUE STAR CHIOS, as they both began service for Hellenic Seaways during the same year, most specifically in 2007. The ARIADNE notably replaced the BLUE STAR CHIOS (then known as the NISSOS CHIOS) on her first two services on two different occasions, first on the Piraeus-Chania line in late 2007, and also on the Piraeus-Chios-Mytilene line in 2014 (when the NISSOS CHIOS began her charter to Baleària). As we continued to head towards the exit of the port of Piraeus, I also had the chance to look at the E2 gate. There, I spotted two more former fleetmates of the BLUE STAR CHIOS, as they are both owned by Hellenic Seaways. These were the cruiseferry NISSOS RODOS, which has been operating on the Piraeus-Chios-Mytilene line (where the BLUE STAR CHIOS had once operated under Hellenic Seaways) since 2018, along with the FLYING DOLPHIN XXIX, which was also seen departing the port just minutes after having previously docked. Another view of the great ARIADNE, which was also operating on the Dodecanese during the 2022 season, as she was on the Piraeus-Paros-Naxos-Santorini-Samos-Patmos-Leros-Kos-Symi-Rhodes line. She began this service in 2021, when she returned to Greece after she had also been under charter overseas. Indeed, just as the ex-NISSOS CHIOS had returned to Hellenic Seaways in 2018, the ARIADNE joined the Italian company Tirrenia Di Navigazione and she stayed with them for three seasons. The ARIADNE seen as she head towards the exit of the port of Piraeus. The ship was one of the three cruiseferries of Attica Group that operated on the Dodecanese during the 2022 season, together with the BLUE STAR CHIOS and the BLUE STAR 2. These three ships were also serving the area during the 2021 season. The ARIADNE seen while docked in Piraeus. Since entering service for Hellenic Seaways in 2007, her career in Greece has been rather unstable, despite her tremendous amenities and her impressive size. Her stay on the Piraeus-Chania line was brief, and she has had numerous charters, notably to ANEK Lines from 2008 to 2009, to Algérie Ferries every summer season between 2009 and 2013, and to Tirrenia Di Navigazione from 2018 to early 2021. The only time during which she found a permanent role under Hellenic Seaways was from late 2013 until early 2018, when she was operating on the Piraeus-Chios-Mytilene line after replacing the ex-NISSOS CHIOS. And so far, she has managed to spend two years on the Cyclades and on the Dodecanese. Another view of the NISSOS RODOS alongside the departing FLYING DOLPHIN XXIX. Interestingly, the former used to operate on the Dodecanese, as her was operating on the Piraeus-Paros-Kos-Rhodes line during the 2010 season (this was after she had undergone a conversion into a passenger ferry after having previously operated for Hellenic Seaways as a Ro-Ro carrier). She has been operating on the Northeast Aegean Sea since 2015. The ARIADNE, which is considered to be one of the most beautiful ships of the Greek coastal service, seen once more as she is resting in Piraeus. Another view of the ARIADNE, during her second season since her return to Greece, as well as during her second consecutive season on the Dodecanese. A view of the ARIADNE along with the NISSOS RODOS in Piraeus. Both ships were built in Japan, and they first arrived in Greece during the mid 2000s. Unlike the BLUE STAR CHIOS (then known as the NISSOS CHIOS), they struggled to find permanent roles under Hellenic Seaways at the start of their careers in Greece, and they were instead chartered several times to different operators. Their fortunes changed during the mid 2010s, when they were both deployed on the Northeast Aegean Sea. They are now two former fleetmates of the BLUE STAR CHIOS, although they all continue to collaborate together as they are all under the control of Attica Group. A final view of the ARIADNE, the much-appreciated former fleetmate of the BLUE STAR CHIOS, as we have now exited the port of Piraeus. Right after we exited the port of Piraeus, I saw the FLYING DOLPHIN XXIX as she was also beginning to sail at full-speed following her own departure. She was now seen heading back to Aegina. The FLYING DOLPHIN XXIX seen once more, as she heads towards Aegina. Just a few days after taking this picture, her career under Hellenic Seaways came to an end. It will be interesting to see where she will end-up, as she is still relatively young as a hydrofoil. Considering that some vessels of her type which are over 40 years old and still sailing, she will most likely find a new role in the near future. Just as we were beginning to sail along the coast of Attica, there was yet another ship seen approaching the port of Piraeus. This time, it was the landing craft ANTIGONE that operates under the Saronic Ferries joint venture (being jointly owned by Nova Ferries and 2way Ferries). She was making her debut season on the Saronic Gulf, serving the Piraeus-Northern Aegina line (serving the port of Souvala). The ANTIGONE seen while making her way towards the port of Piraeus. She had been originally acquired by her current owners in 2019, and she spent three years undergoing a conversion in order to begin her current service on the Saronic Gulf. She is considered to be one of the most modern landing craft in Greece, and her service to the port of Souvala in Northern Aegina was met with much acclaim during her debut season. A view of the ANTIGONE while she heads back to Piraeus. She became the first ferry to serve Souvala in Northern Aegina since 2019, back when the landing craft MENEKRATIS of Kerkyra Lines had been chartered to Saronic Ferries in order to operate on that very same service. The ANTIGONE was built in 2010 in Greece, and she was previously known as the POSEIDONAS of Farmakoris-Villiotis NE. Under the latter she operated on the Arkitsa-Aidipsos line on the North Evoian Gulf from 2010 to 2018, with the exception of the 2011 season, which she spent on the Rion-Antirrion line. A nice view showing two ships operating on the Saronic Gulf about to meet each other outside of Piraeus. These are the ANTIGONE, which had just been introduced to service on the area, along with the veteran hydrofoil FLYING DOLPHIN XXIX, which was spending her final days of service on the Saronic Gulf after almost three decades there. Another view of the ANTIGONE as she is about to enter the port of Piraeus. The BLUE STAR CHIOS and the FLYING DOLPHIN XXIX were not the only ships that had exited the port of Piraeus. Indeed, the SPEED CAT I was also seen having exited and sailing at full-speed in order to serve the islands of Poros, Hydra and Spetses. After having sailed for more than an hour, we had now reached the end of the coast of Attica and passed by the separation of Cape Sounion and the Cyclades. There, I spotted another ship making her way back to Piraeus. This was the high speed ferry TERA JET of Sea Jets, which, as stated previously, was operating on the Piraeus-Serifos-Sifnos-Milos line together with the SUPERRUNNER JET. The TERA JET seen making her way back to Piraeus after having served the Western Cyclades during the morning and the early afternoon. The impressive TERA JET seen as she sails at full-speed back to Piraeus. This was her first summer of operations since 2019, as she had missed the 2020 season and the 2021 season after being left out of the plans of Sea Jets. She was reactivated this year in order to operate on the Western Cyclades. Another view of the TERA JET as she is heading towards Piraeus. Built in 1999 in Italy, she joined Sea Jets in 2014, and she became the company's flagship. She spent her first two seasons on the Heraklion-Cyclades service, while from 2017 to 2018 she had a much-acclaimed spell on the Rafina-Tinos-Mykonos-Paros-Naxos line (with Andros being also added in 2018). In 2019 she operated on the Piraeus-Paros-Ios-Santorini line, where she was also very successful. The TERA JET seen as she sails back to Piraeus, in order to complete her service for the day on the Western Cyclades. One last view of the TERA JET as she sails back to Piraeus, during what was deemed to be a very satisfactory comeback season for her. About 30 minutes after seeing the TERA JET, we spotted another ship of Sea Jets, namely the high speed ferry WORLDCHAMPION JET, near the island of Kea. She was also heading back to Piraeus after having served the Cyclades. The WORLDCHAMPION JET seen as she sails back to Piraeus. Built in 2000 in Australia, she began service for Sea Jets in 2019, being deployed on the Piraeus-Syros-Mykonos-Naxos-Santorini line with much success. In 2020 she was operating on the Piraeus-Syros-Mykonos-Paros-Naxos-Ios-Santorini line, while since 2021 she has been serving the Piraeus-Syros-Mykonos-Naxos-Ios-Santorini line. One more view of the amazing WORLDCHAMPON JET, as she sails back to Piraeus at full-speed. As stated previously, in 2019 she became the first ship of the Greek coastal service to win the 'Ship of the Year' award given by Lloyd's List Greek Shipping Awards since the BLUE STAR CHIOS had won hers back in 2007. After almost five hours of sailing, we had now passed by Mykonos, which meant that were shifting from the Cyclades to the Dodecanese just before the sunset. Another view of Mykonos after we had sailed past the famous island of the Cyclades. Another impressive view of the island of Mykonos during the wonderful sunset of the Aegean Sea, towards 20:30. The BLUE STAR CHIOS kept on sailing beyond the Dodecanese in order to head towards Patmos. This was a view of the sea towards 21:00. The beautiful waters of the Aegean Sea seen during sunset, as we were an hour away from arriving to Patmos. After a bit more than seven hours of sailing, towards 22:15, we had arrived in Patmos. Therefore, I had officially made my first visit to an island of the Dodecanese. Here is a picture of the ship shortly after she docked in the island's port, where she stayed for a few minutes before her subsequent departure to Leipsoi and the other islands of the Dodecanese lifeline. And this therefore marks the end of that historic first trip that I did to the Dodecanese. If the previous day in Piraeus and in Salamina had not been exciting enough in terms of seeing numerous ships of the Greek coastal service, this trip was just the beginning of a wonderful journey which took me to several new islands for the first time in my life. And there could not have been a better way for me to start this trip on the Dodecanese than by sailing with one of my favourite Greek ferries. The BLUE STAR CHIOS is truly a gem for the Aegean Sea, and she continues to be noted as a proud achievement of the Greek shipyards (despite the numerous setbacks that she faced along with her sister ship prior to the completion of her construction), being the most successful passenger ship that they have ever built. Her trip with her was very relaxing and I was really happy that I got to see what she looked like beyond the pictures of the Internet. She remains a ship that kept in high standards, and, despite her busy schedule along the very demanding Dodecanese lifeline, she performs this service with ease and she therefore serves as a vital ship for several islands that are extremely far from mainland Greece. It was a fantastic experience to sail onboard her for the first time, and fortunately I would find myself traveling with her again just eight days later, while heading from Symi to Rhodes. I was now ready to explore the Dodecanese, starting with the beautiful island of Patmos, and I was looking forward to seeing and traveling with many new ships over the next few days, many of which will appear in the next Blog posts that I will publish. #bluestarchios #bluestarferries #atticagroup #summer2022 #greece #dodecanese #aegean #piraeus #patmos #speedcati #alphalines #bluestarpatmos #flyingdolphinxxix #ariadne #nissosrodos #hellenicseaways #superrunnerjet #terajet #worldchampionjet #seajets #achaeos #2wayferries #elenaf #elenafshipping #antigone #saronicferries #tribute

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: 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: 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

As part of my five-day stay in the island of Ios during my first days in Greece for the summer of 2017, I decided to take advantage of the ship spotting opportunities occurring daily at the island. Indeed, on 13 July, after walking around the island in order to discover it more in depth, I reached the port, where I managed to see an impressive shipping spectacle, with several high speed craft arriving all one after the other in order to dock, unload passengers, load new ones and departing immediately afterwards for other different destinations. This was mainly explained by the fact that, during the high season, high speed craft all arrive in Ios at noon, depending on the connections they make with other islands on the Cyclades, as well as the ports of Piraeus and Rafina in Attica, or even the port of Heraklion in Crete. Ios has generally been connected with other popular Cyclades islands, notably its closest neighbour Santorini, but also Paros, Naxos, Mykonos and islands on the Western Cyclades such as Sifnos, Milos or Folegandros. The previous day, while walking near the Chora (the capital of the island, located on the hill just above the port), I had already seen two ships arriving at and leaving the port of Ios, these being the high speed craft HELLENIC HIGHSPEED of Hellenic Seaways, and the ferry AQUA SPIRIT of Sea Jets Ferries. Indeed, the former arrived first, docked immediately, and soon left for Santorini, while the latter was waiting near the dock in order to unload and leave for Thirassia, as part of her busy inter-Cyclades service. The HELLENIC HIGHSPEED seen maneuvering on 12 July 2017 in Ios, after having arrived from Sifnos. The HELLENIC HIGHSPEED seen leaving the port of Ios, while the ferry AQUA SPIRIT prepares to dock. This month turned out to be her last one while operating in Greece, as she was sold by Sea Jets Ferries to Canadian company BC Ferries. She was replaced after two years of service with Sea Jets by her former NEL Lines inter-Cyclades partner, the AQUA JEWEL, which was bought by the same company, following NEL Lines' demise and a three-year-long lay-up due to an engine failure she had suffered in 2014. The AQUA SPIRIT is now in Canada, has been renamed NORTHERN SEA WOLF, and is due to begin operations there during the summer of 2018. She is notably the first ship Sea Jets has ever sold in its 13-year history. On 13 July 2017, therefore, the spectacle mentioned above included four high speed ferries operating under three different owners, as well as a small high speed tour boat. As I was heading towards the port of Ios from the Chora, the first ship I noticed was the small high speed tour boat CAPTAIN KOULIS of the Santorini Boatmen Union. That ship, built in 2007, operates on the Santorini-Nea Kameni-Palaia Kameni-Ios line, and is sometimes deployed to transport cruise ship passengers from Santorini to Ios, or passengers from cruise ships docking near Ios, as the port is too small to fit them. The CAPTAIN KOULIS as seen from the port of Ios upon my arrival at the latter. That day, the CAPTAIN KOULIS was serving as a shuttle for passengers transported by the cruise ship CELESTYAL NEFELI of Celestyal Cruises, seen in the background. The CAPTAIN KOULIS heading towards the CELESTYAL NEFELI in order to get more passengers from the latter to Ios. The CAPTAIN KOULIS heading towards the CELESTYAL NEFELI. The CAPTAIN KOULIS seen here returning to the port of Ios. The small CAPTAIN KOULIS approaching the port of Ios. 2017 marked her eleventh season in Greek waters, having been built in Chalkidiki and serving the well-appreciated Santorini Boatmen Union ever since. She is named after the legendary Captain Kyrgiakos Koulis, who served in the Hellenic Navy for many years and was much adored by the Aegean Sea residents, particularly the ones from the Cyclades. The CAPTAIN KOULIS seen in Ios. She was the first of four sister ships that were built for the Santorini Boatmen Union in Chalkidiki. The other ships are the ORPHEAS, the NEFELI and the YPAPANTI. The CAPTAIN KOULIS was the flagship of the company from 2007 until 2013, when the much larger passenger boat GARBIS was delivered, followed by her sister ship, the SANTORINI, in 2015. Both ships were built in Santorini. The CAPTAIN KOULIS is also the company's hospital ship, being able to transport any sick Cyclades residents across the entire region when necessary, something for which she has been much acclaimed. The CAPTAIN KOULIS having just docked in Ios. The CAPTAIN KOULIS departing Ios again and heading towards the CELESTYAL NEFELI. The CAPTAIN KOULIS heading towards the CELESTYAL NEFELI. As the CAPTAIN KOULIS was leaving again, at this moment the HELLENIC HIGHSPEED emerged. It was the second straight day I was seeing her in Ios (and in general at the time). The HELLENIC HIGHSPEED preparing to maneuver in Ios. The funnel of the HELLENIC HIGHSPEED, with the background being white and featuring the well-known three dolphins of Hellenic Seaways, painted in red. The HELLENIC HIGHSPEED preparing to maneuver in Ios. Built in 1997, she operated in 2017 on the Piraeus-Sifnos-Ios-Santorini line, where she was very successful. The HELLENIC HIGHSPEED had been bought by Hellenic Seaways in 2009, initially being named HELLENIC WIND. However, she did not start to operate for them until 2016. This was because she was not initially part of the company's plans, being instead chartered every summer from 2010 to 2015 to the Portuguese company Atlântico Line, being deployed on the Azores Archipelago lifeline. She finally entered the company's plans following the 2015 season, being converted in Perama and being renamed HELLENIC HIGHSPEED. She entered service in 2016, on the Rafina-Tinos-Mykonos-Paros-Ios-Santorini line, where she met much success. She however had to leave that line in 2017, as she replaced the HIGHSPEED 6, which had been operating on the Piraeus-Ios-Santorini line and had been sold to Spanish company Naviera Armas following the summer of 2016. The island of Sifnos was added to the line for the 2017 season, a move which was seen as very successful. The HELLENIC HIGHSPEED was hence arriving from Sifnos, and she is seen here maneuvering in the port of Ios. In the meantime, the CAPTAIN KOULIS was once again returning from the CELESTYAL NEFELI to Ios. The HELLENIC HIGHSPEED maneuvering. The CAPTAIN KOULIS seen in Ios. The HELLENIC HIGHSPEED having completed her maneuvering procedure and preparing to dock in Ios. The HELLENIC HIGHSPEED having docked in Ios. The HELLENIC HIGHSPEED having docked in Ios and immediately unloading passengers. The HELLENIC HIGHSPEED unloading passengers in Ios. Another picture of the HELLENIC HIGHSPEED unloading passengers and vehicles in Ios. In the meantime, another high speed ferry was arriving in Ios and waiting her moment of docking. That was the CHAMPION JET 2 of rival operator Sea Jets. The CHAMPION JET 2 spent the summer season on the Heraklion-Rethymnon-Santorini-Ios-Naxos-Paros-Mykonos line, thus connecting Crete with the Cyclades, on one of the most popular seasonal lines in the Greek coastal service. The HELLENIC HIGHSPEED still unloading passengers and vehicles and ready to take the incoming passengers and vehicles to her next destination, Santorini. The HELLENIC HIGHSPEED having finished her loading of passengers and vehicles and now departing the port of Ios. The HELLENIC HIGHSPEED performing her departure maneuvering procedure. The HELLENIC HIGHSPEED preparing to depart Ios. As the HELLENIC HIGHSPEED was departing, the CHAMPION JET 2 (having arrived from Santorini) was slowly beginning to head towards the port, which is too small to fit two ferries at the same time. The HELLENIC HIGHSPEED has completed her departure maneuvering procedure and begins to head towards the port's exit. The HELLENIC HIGHSPEED begins to head towards the port's exit. The HELLENIC HIGHSPEED leaving Ios. The CHAMPION JET 2 heading towards the dock of the port of Ios. The CHAMPION JET 2 approaching the port of Ios. Built in 1996 in Australia, she was acquired by Sea Jets in 2015, alongside her younger sister ship, the CHAMPION JET 1. She spent her first two seasons on the Piraeus-Mykonos-Naxos-Santorini line, before switching lines with the CHAMPION JET 1 and being thus deployed on the Heraklion-Rethymnon-Santorini-Ios-Naxos-Paros-Mykonos line. Coincidentally, 13 July 2017 marked exactly two years and one day since my trip with the CHAMPION JET 2's sister, ship, the CHAMPION JET 1, when I was heading from Santorini to Piraeus. Moreover, during that trip, I had also passed by Ios before arriving to Piraeus. The CHAMPION JET 2 heading towards the dock while the HELLENIC HIGHSPEED leaves for Santorini. The CHAMPION JET 2 approaching the dock of the port of Ios after having arrived from Santorini, while the HELLENIC HIGHSPEED heads towards that same island. The speedy CHAMPION JET 2 fully heading towards the port of Ios. She had briefly operated on the Heraklion-Rethymnon-Santorini-Ios-Naxos-Paros-Mykonos line in September and October 2016 when the CHAMPION JET 1 went to undergo her winter refit earlier than expected. 2017 however marked her first summer operating there full-time. The CHAMPION JET 2 heading towards the dock of the port of Ios. The CHAMPION JET 2 seen in Ios. Another view of the HELLENIC HIGHSPEED. The HELLENIC HIGHSPEED leaves Ios for Santorini. The CHAMPION JET 2 preparing to maneuver in Ios. The HELLENIC HIGHSPEED leaving Ios. The CHAMPION JET 2 seen maneuvering in Ios. The CHAMPION JET 2 maneuvering in the port of Ios. The CHAMPION JET 2 almost finishing to maneuver in Ios. One final picture of the HELLENIC HIGHSPEED as she exits the port of Ios. The CHAMPION JET 2 almost done with her maneuvering procedure. The CHAMPION JET 2 having just maneuvered, and now preparing to dock in Ios. The CHAMPION JET 2 docking in Ios. The CHAMPION JET 2 having almost docked in Ios. The CHAMPION JET 2 having just docked and unloading a significant amount of passengers. While the CHAMPION JET 2 unloads passengers and vehicles, the smaller CAPTAIN KOULIS leaves Ios in order to reach the CELESTYAL NEFELI once again. The CHAMPION JET 2 and the CAPTAIN KOULIS, two completely different ships, seen together in Ios. The CAPTAIN KOULIS leaving Ios. The CHAMPION JET 2 loading passengers ahead of her departure to her next destination, Naxos. The CHAMPION JET 2 departing Ios. The CHAMPION JET 2 leaving Ios. The CHAMPION JET 2 departing Ios in order to head towards Naxos. Just like the CHAMPION JET 2 was waiting for the HELLENIC HIGHSPEED to depart from Ios, something similar occurred with the former's own departure. Indeed, the next ship waiting for her moment of docking was none other than the CHAMPION JET 2's direct competitor, the much-acclaimed HIGHSPEED 7 of Hellenic Seaways. The HIGHSPEED 7, having also arrived from Santorini, begins to head towards the dock of the port of Ios, while the CHAMPION JET 2 heads from Ios to Naxos. The HIGHSPEED 7 is considered to be one of the best, if not the best, high speed craft in Greece. She was built in 2005, and was previously known as the HIGHSPEED 5, the name she bore from her entry to service until 2016. The name change occurred because of her tragic fire incident in 2015, whereupon, following her repair, she was deployed as a completely new ship, with the view of leaving her past experience as the HIGHSPEED 5 behind. She has since made a successful comeback with Hellenic Seaways. The HIGHSPEED 7, just like the CHAMPION JET 2, connects Crete with the Cyclades by operating on the Heraklion-Santorini-Ios-Paros-Mykonos line (unlike the CHAMPION JET 2, she does not operate in Rethymnon and Naxos). This season was her fourth overall on that line, having spent two seasons as the HIGHSPEED 5 (in 2013 and 2014, the latter year was her most successful to date) and two as the HIGHSPEED 7 (2016 and 2017), having missed the entire 2015 season because of her fire incident that same year. The HIGHSPEED 7 preparing to dock in Ios. She has been, ever since her delivery, the youngest 'Highspeed' among the seven that Hellenic Seaways have operated in their thirteen years of operations. Only three operate as of 2017: the HIGHSPEED 7, the HIGHSPEED 4 and the HELLENIC HIGHSPEED. The HIGHSPEED 7 preparing to maneuver in Ios. It was the first time in my life that I saw this ship standing right in front of me. The HIGHSPEED 7 almost ready to maneuver in Ios. One of the two modern funnels of the HIGHSPEED 7 featuring, as it was also the case with the HELLENIC HIGHSPEED, the three dolphins of Hellenic Seaways. The HIGHSPEED 7 almost ready to begin her maneuvering procedure in ios. The HIGHSPEED 7 maneuvering in Ios. Recently, following the announced sale of Hellenic Seaways to Attica Group, part of that deal includes the sale of the HIGHSPEED 7 to Minoan Lines. Should the deal be accepted by the Geek Competition Authority, Hellenic Seaways could potentially lose one of its best ships, though no decision will be made until at least the start of 2018. Regardless of the sale occurring, should the ship be sold to Minoan Lines, this would most likely mean she will remain in Greece (with Minoan Lines having expressed earlier this year their intention to enhance their presence on the Aegean Sea, beyond their daily service on the Piraeus-Heraklion line). The HIGHSPEED 7 maneuvering in Ios Regardless of her potential sale, we can still admire her as she is just like that day in Ios. The HIGHSPEED 7 maneuvering in Ios. The HIGHSPEED 7 almost done with her maneuvering procedure in Ios. The HIGHSPEED 7 having completed her maneuvering procedure and preparing to dock in the port of Ios. The HIGHSPEED 7 almost docked in ios. The HIGHSPEED 7 almost berthed in the port of Ios. The HIGHSPEED 7 having just docked in Ios. The HIGHSPEED 7 unloading dozens of passengers and vehicles in Ios. After a quick stay in the pier of the port of Ios, the HIGHSPEED 7 left immediately, in order to reach Paros before her competitor, the CHAMPION JET 2, while the latter is heading towards Naxos. The HIGHSPEED 7 departing the port of Ios. The amazing HIGHSPEED 7 leaving Ios. The CAPTAIN KOULIS returns to dock in Ios once more. The little CAPTAIN KOULIS heading towards the port of Ios. The HIGHSPEED 7 heading towards the exit of the port of Ios. The HIGHSPEED 7 leaving Ios for Paros. The HIGHSPEED 7 departing the port of Ios. The HIGHSPEED 7 leaving Ios, in what could have been my first and last time seeing her under the colours of Hellenic Seaways. We will see what the future will determine. The CAPTAIN KOULIS resting in the small cruise dock of Ios. A view of the cruise ship CELESTYAL NEFELI of Celestyal Cruises. She had been chartered by the Greek cruise line since 2016, and her stint with them is certainly over now, as she has again taken her former name prior to this charter, being renamed GEMINI. Right next to her, a few minutes after the departure of the HIGHSPEED 7, the sister ship of the HELLENIC HIGHSPEED emerged. It was the SUPERRUNNER of Golden Star Ferries, formerly known as the SPEEDRUNNER IV of Aegean Speed Lines. Having already seen this ship as the SPEEDRUNNER IV in the past, it was somehow surprising to see her under new colours and under a new name. Indeed, the ship was purchased by the Andros-based Golden Star Ferries after the 2016 season, becoming the first high speed craft in the history of the company. The summer of 2017 was her debut season with her new owners, as she was deployed on the Rafina-Tinos-Mykonos-Paros-Naxos-Ios-Santorini line. The SUPERRUNNER was hence arriving from Naxos, after also serving the Cyclades ports of Tinos, Mykonos and Paros from Rafina, which is her company's base port. The SUPERRUNNER operated for Aegean Speed Lines from 2009 to 2016, spending most of her seasons with them on the Western Cyclades. She was, as the SPEEDRUNNER IV, the flagship of her former company. Her sale has since left Aegean Speed Lines with only one ship as part of their fleet, this being the sister ship of the SUPERRUNNER, the SPEEDRUNNER III. The SUPERRUNNER ready to dock in Ios. Her first season with Golden Star Ferries was very successful, despite strong competition from Sea Jets, which had also deployed two high speed ferries from Rafina to the Cyclades, the TERA JET and the PAROS JET, at very low fares. The SUPERRUNNER preparing to maneuver in Ios. The SUPERRUNNER ready to maneuver in Ios. The SUPERRUNNER seen in Ios, shortly before her maneuvering procedure. The SUPERRUNNER ahead of her maneuvering procedure in Ios. The SUPERRUNNER maneuvering in Ios. The SUPERRUNNER maneuvering in Ios. One of the two funnels of the SUPERRUNNER, featuring the logo of Golden Star Ferries, as well as the colours of the company, with the vertical yellow stripe being traditionally at the back of the funnel, as it is the case with the company's two other ships, the SUPERFERRY and the SUPERFERRY II. The SUPERRUNNER completing her maneuvering procedure in Ios. The SUPERRUNNER having completed her maneuvering procedure and docking in Ios. Just a few minutes later, the ship already departs the port in order to reach her final destination, Santorini, prior to making the return trip back to Rafina. The SUPERRUNNER departing Ios. The summer of 2017 marked the first summer during which she and her two other sister ships operating in Greece (her third sister ship operates in Spain for Trasmediterránea as the ALMUDAINA DOS) worked for three different owners: the SUPERRUNNER for Golden Star Ferries, the SPEEDRUNNER III for Aegean Speed Lines and the elder HELLENIC HIGHSPEED for Hellenic Seaways. Though the SPEEDRUNNER III in 2016 operated for Levante Ferries, it was a charter and she was still owned by Aegean Speed Lines. All ships, built in Italy as part of the MDV 1200-class, had previously operated together for SuperSeaCat on the Baltic Sea in the early 2000s before beginning their careers in Southern Europe in the late 2000s. The SUPERRUNNER departing Ios for Santorini. The SUPERRUNNER exiting the port of Ios following her departure maneuvering procedure. The SUPERRUNNER leaving Ios. The SUPERRUNNER departing Ios. The SUPERRUNNER heading towards the port of Ios' exit. The CAPTAIN KOULIS returning to Ios yet again. While the SUPERRUNNER heads from Ios to Santorini. The CAPTAIN KOULIS seen from the entrance gate of the beautiful Church of Agia Eirini, which is the church located right next to the port of Ios. It is a typical Cyclades-style church, and is one of the most recognisable in Greece. The SUPERRUNNER seen from the Church of Agia Eirini, heading from Ios to Santorini. The SUPERRUNNER and the CAPTAIN KOULIS seen together in Ios. The beautiful CAPTAIN KOULIS heading towards the port of Ios once more. The SUPERRUNNER seen from the entrance gate of the iconic Church of Agia Eirini. The SUPERRUNNER heading towards the exit fo the port of Ios. The SUPERRUNNER passing by the CELESTYAL NEFELI and leaving Ios. One final view of the SUPERRUNNER as she heads towards Santorini. There is no doubt that this day, and these few hours, were absolutely unique for a shipping enthusiast like myself. Seeing four well-known and very successful high speed craft and a small high speed tour boat come and leave one after the other was a scene I will never forget, and is undoubtedly one of my favourite experiences during my vacation in Ios during the summer of 2017. #highspeedcraft #summer2017 #greece #cyclades #aegean #ios #hellenichighspeed #highspeed7 #hellenicseaways #aquaspirit #championjet2 #seajets #seajetsferries #captainkoulis #santoriniboatmenunion #superrunner #goldenstarferries

The year of 2016 was for me a year full of surprises in regards to seeing various ships from the Greek coastal service for either the first time in my life or for the first time under different liveries and colours. However, the biggest hit of the summer came at the most random moment of my summer stay in Greece. Indeed, that moment lasted just five minutes, but it was quite significant for me. So these five minutes occurred during my stay in the island of Zakynthos, an island that has been the setting of several of my blog posts this year. It happened during a regular summer morning, at a time where my family and myself would go and spend some time on the island's well-known beaches. We tend to go to the same ones, but, just out of curiosity, my parents wanted to see another beach for a few minutes. It was called Vassilikos, being named after the village that is located on the Eastern peninsula of the island. It is a very famous beach, but it was the first time we ever went to see it. And there, upon arriving on the shore, I quickly saw the beautiful turquoise sea, which was the first image someone would normally see upon arriving in the area. However, I randomly turned my face towards the right to see whether we would be able to see the island of Marathonisi (which I talked about on the Zakynthos Tour Boats Blog Post back in March), when I suddenly saw a big classic white boat standing in front me. The picture was the following: The beautiful-and recognisable-boat standing right in front of me in Vassilikos Beach in Zakynthos. I saw the ship and was completely shocked. I blinked my eyes twice to make sure I was not dreaming. But, right after the second blink, I realised that what I was seeing was actually real. Indeed, this classic white boat was none other but the legendary yacht CHRISTINA O, which belonged to the historic Greek shipowner Aristotelis Onassis. This ship, although not a regular passenger ship like the ferries or the high speed craft from the Greek coastal service, is, perhaps, the most popular Greek ship of all time. She has been the center of much media attention, especially when she was owned by Onassis, as the latter was, from the 1950s to his death in 1975, among the richest and most famous men in the world at the time. Onassis remains the greatest Greek shipowner to have lived, having owned 100 tankers at the time of his death through his company, Olympic Shipping. This company is still active today in honour of his legacy, operating supertankers under the Greek flag. His personal life aside, Onassis has been the idol of many Greek entrepreneurs, and has even inspired me in some ways. He was certainly very charismatic and controversial, but he always treated his crew with respect, offering them excellent standards of living both aboard ships and ashore. He frequently stressed a good maintenance of his fleet, and always sought to improve his maritime relations with both Greek and foreign authorities. But most importantly, Onassis was inspired by Greece, loved the country, and maintained a Greek heritage throughout the entirety of his activities worldwide. And these aspirations serve as the bases of the Alexandros S. Onassis Foundation, which he founded at the time of his death, and named after his late son, Alexandros Onassis. The latter was supposed to be the man that would carry on his shipping empire for the decades to come. However, he tragically lost his life in 1973, following an airplane crash near Ellinikon. He was an air transport enthusiast (his father also founded and owned the company Olympic Airways before it was nationalised and later bought by Aegean Airlines) and was riding his favourite airplane, the Piaggio P136, along with two pilots that were testing the plane. In fact, it is believed that the plane left from the CHRISTINA O prior to its tragic crash. Alexandros' death had a profound effect on his father, who never recovered and ended up sadly losing his life two years later, thus ending the immense shipping enterprise he had built. However, both the Onassis Foundation and Olympic Shipping continue to exist today, carrying the immense legacy and history Onassis left. Among his various endeavours, which include owning the beaches of Monaco or whale-hunting frigates, one of Onassis' most famous possessions was perhaps the one of his historic yacht. The CHRISTINA O was built in 1943 in Canada as an anti-submarine frigate for the Canadian Navy during World War II. She was completed in the city of Montréal as the HMCS STORMONT. As a frigate, she participated notably in the Battle of the Atlantic against the Germans, and was also present at the Normandy landings in 1944. After the end of the war, she and her sister ships were deemed to surplus requirements. In 1947 she began a conversion from a frigate to a yacht in Germany, though these plans were initially abandoned and she remained laid-up awaiting a buyer. The moment that defined her career came in 1954, at the age of 11. The ship was bought by Onassis with the view of converting her into a luxurious superyacht. The Greek shipowner originally wanted to buy her and 10 other frigate sister ships in order to operate them as passenger ships in the Greek coastal service. However, the Greek Government at the time unfairly opposed his planned deployments, and he instead decided to buy just one of these frigates, which happened to be the HMCS STORMONT. She was brought back to Germany, where she began immediate conversion. Her exterior and current look was designed by Cäsar Pinnau, while the interiors were designed by the illustrator Ludwig Bemelmans. The ship was renamed CHRISTINA, which was the name of Onassis' daughter. She was also involved in her family's shipping environment, just like her older brother Alexandros. She inherited Aristotelis' fortune and fleet after his death, and was the President of the Onassis Foundation until her sudden death in 1988. After 3 years and $4 million invested for her conversion from a frigate to a yacht, the CHRISTINA finally set sail. She served as Onassis' main point of refuge from public life and from stressful moments. She was usually docked in either Monaco or the Greek island of Skorpios on the Ionian Sea, which was owned by the Onassis family during the second half of the 20th century. She was also his main mode of transportation during his summer vacations. Her crew was very well experienced and always maintained her according to the perfection demanded by her owner. As Onassis became popular worldwide, the ship also became a hit, being one of the most recognisable modes of transportation on the world. She reached a rise to international stardom in 1957, when she was used for Onassis' Mediterranean summer cruise, which hosted several celebrities, such as Greek opera singer Maria Kallas (who also became Onassis' love interest for many years), British Prime Minister Sir Winston Churchill, Welsh actor Richard Burton, Prince Rainier of Monaco, British actress Elizabeth Taylor, Swedish actress Greta Garbo, Egyptian King Farouk I, future United States President John Fitzgerald Kennedy and his wife (and Onassis' future wife) Jacqueline. The list goes on and on. The cruise became very popular, and the Greek destinations were particularly the most acclaimed highlights, therefore promoting tourism in Greece. The ship features an elegant master suite, eighteen staterooms for guests, a library, a large dining room, a music hall, a kid's play zone, three lounge areas, a fitness center and an amazing outdoor pool with a minotaur-themed mosaic floor that could rise at the push of a single button to become a dance floor. She also has a special indoor bar, called 'Ari's Bar', in honor of the shipping magnate's nickname. She can fit approximately 250 passengers, which was quite a big number for a yacht during the 1950s. She also had an airbase on her stern, and this is where she would usually carry Alexandros' doomed plane, the Piaggio P136. The ship was also the host of two historical weddings: the marriage of Prince Rainier of Monaco with famous American actress Grace Kelly in 1956, and the wedding of Aristotelis Onassis to former United States First Lady Jacqueline Lee Bouvier Kennedy in 1968. The historic CHRISTINA O seen in Vassilikos Beach in Zakynthos. She has kept the exact same appearance as the one she had when she was owned by Onassis. Everything seemed to be perfect for the ship (despite her advancing age) when tragedy struck the Onassis family in 1973, after Alexandros' death. Aristotelis' first wife Tina died the following year, and she was then followed by Aristotelis himself, who was unable to cope with his son's loss and had lost the will to live and to operate his ships. As a result, after his death, the ship was initially laid-up in Skorpios, before she was donated by her namesake, Christina Onassis, to the Greek Government in order to operate as a presidential yacht in 1978. As a result of this donation, she was renamed ARGO and was installed in Floisbos, operating frequently from the late 1970s to the early 1980s. However, her role soon became diminished and she was subsequently abandoned by the Greek State, which did not even bother to convert her into a historic floating museum or to organise historic cruises with her. She was therefore abandoned in Floisbos and listed for sale. Many auctions failed, until she was finally bought by Greek shipowner Giannis Pavlos Papanikolaou in 1998. The latter was among the Onassis family's good friends and business partners, and, having traveled aboard the ship as a child, he sought to redeploy the ship as a tribute to her previous owner. She was therefore renamed CHRISTINA O in 1999, and she was heavily refurbished during two years, in Rijeka, in Croatia. She returned to service in 2001 under her new name, operating under charter to several groups that wished to travel aboard her. Papanikolaou died in 2010. Three years later, the ship was again listed for sale. She was apparently bought by Russian interests, and she still remains active despite the various disputes over different owners and charterers. She at least operated in Greece in 2016, as I was able to see her in Zakynthos, and, in 2017, when she underwent a refit in Perama. She is currently the thirty-first largest yacht in the world, while also being the seventh oldest yacht among the Top 100 largest yachts in the world. Quite a remarkable record for this historic ship, more than sixty years after she was first deployed for the great Aristotelis Onassis. A final picture of the CHRISTINA O in Vassilikos Beach in Zakynthos, before we left the beach. I would go on to see her two days later in the Laganas Beach as well, though I unfortunately did not have a camera that day. My summary of this post is simple: in just five minutes, I managed to witness history. This short visit of the Vassilikos Beach, which was originally a random visit of the place, just to have a look at the beach, turned out to be one of the most memorable moments of my summer. It marked the first time in my life that I saw this legendary ship, and I truly managed to get a taste of the glorious legacy her owner left, and which I have gone to idolise thanks to his historic shipping career. #summer2016 #greece #ionian #zakynthos #christinao #yacht #onassis #legend