MS Bluefort
MS Bluefort
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MS Bluefort

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Bluefort at Maassluis in 2017
History
Name
  • 1979: Diana II av Slite
  • 1979–1994: Diana II
  • 1994: Vironia
  • 1994–1996: Mare Balticum
  • 1996–2007: Meloodia
  • 2007–2013: ARV 1
  • 2013–2021: Bluefort
Owner
Operator
Port of registry
BuilderMeyer Werft, Papenburg, Germany
Yard number592
Launched31 March 1979
Completed1979
Acquired9 June 1979
In service14 June 1979
Out of service2021
Identification
FateScrapped at Alang, India in 2021
General characteristics (as built)[1]
Tonnage
Length141.7 m (464 ft 11 in)
Beam24.21 m (79 ft 5 in)
Draught5.50 m (18 ft 1 in)
Installed power
  • 4 × MAN 8L40/45
  • 17,650 kW (combined)
Speed15 knots (28 km/h; 17 mph)
Capacity
  • 210 passengers
  • 210 single berths
General characteristics (as Meloodia)[1]
Tonnage17,955 GT
Length138.90 m (455 ft 9 in)[2]
Capacity
  • 210 passengers
  • 210 single berths
General characteristics (as Bluefort)[3]
Tonnage
Length141.7 m (464 ft 11 in)
Beam27.8 m (91 ft 2 in)
Draught5.75 m (18 ft 10 in)

MS Bluefort was an accommodation vessel owned by the Canadian-based company Bridgemans Services Group LP. She was built in 1979 as a car/passenger ferry by Meyer Werft, Papenburg, Germany as Diana II av Slite for Rederi AB Slite for use in Viking Line's traffic. She has also sailed under the names Diana II, Vironia, Mare Balticum, Meloodia and ARV 1.

Background

[edit]

Tonnage war in the Baltic

[edit]

Rederi AB Slite had great success with their first generation of car and passenger ferries servicing between Sweden and Finland and by the late 1970s the growing market demanded larger ships. Slite's first route within the Viking Line marketing company had been that between Kapellskär and Naantali but this route had since been clogged with Viking Line ships and received competition from Silja Line's similar service between Norrtälje and Turku.

As a first step to find new markets, Rederi AB Slite had sold their merely six years old Apollo in 1976 and replaced her with the older Apollo III, making 24-hour cruises between Stockholm and Mariehamn. The company still served the Kapellskär—Naantali route with their other ship, the 1972-built Diana. But with four other Viking Line ships competing for the same cars and passengers on that route, Slite still needed to break new grounds to keep themselves profitable.

In 1974, the two other Viking Line partners started operating the Stockholm—Turku route which proved to be quite profitable. In preparation for the new ten-year agreement of collaboration[4] between the Viking Line partners to be settled in 1980, Slite made the decision to try to push out Rederi Ab Sally from the Stockholm—Turku route with a newbuilding that would outmatch their current ship there, the Viking 4.

Design and order

[edit]

The new ship was planned together with her contracted builders, Meyer Werft, Papenburg in West Germany. This shipyard had built the Apollo and the Diana for Slite as well as four sister vessels for Rederi Ab Sally.[5][6][7][8][9][10] The design greatly resembled the former ships but the newbuilding was larger in every respect.[11] Among the distinguishing differences were the addition of a second car deck as well as a larger number of berths. The new ship was named M/S Diana II af Slite and launching took place on March 31, 1979.

Operational career

[edit]

Entry into service

[edit]
Diana II at Kiel.
Diana II
Mare Balticum and Tallink.

Less than three months after her launch,[12] the ship was delivered to Rederi AB Slite. On June 14, 1979, she was put into Viking Line service between Stockholm and Turku with daytime callings at Mariehamn, replacing the Viking 4. In September the same year, her registered name was shortened to Diana II, although this had been her marketing name since her delivery.[1]

At the beginning of the summer season 1981, Diana II was transferred to the Kapellskär-Naantali route. Although she returned on the Stockholm-Turku during the summer of 1982, the Diana II remained on the Kapellskär-Naantali route for the rest of her Viking Line career.

During her time in Viking Line service, the Diana II encountered one serious incident. On February 5, 1989, she touched ground near Kapellskär and started taking in water. Due to her pumping system at the time only operated at half of its capacity, the ship took in a substantial amount of water and partially sunk in the shallow harbour of Kapellskär. She was soon refloated however and was docked for repairs.[1]

Sale and charter contracts

[edit]

In order to finance their newbuilding Kalypso which had been a victim of the bankruptcy of Wärtsilä Marine, Rederi AB Slite had to sell the Diana II to PK-Banken in 1989. The ship was chartered back to Slite and route remained unaltered.

As Slite's finances got worse during 1992 the company was forced to give the ship up altogether and by December 24 that year, the Diana II made her last sailing for Rederi AB Slite and Viking Line. PK-Banken chartered her to TT-Line and she started operating under their brand TR-Line's route Trelleborg—Rostock on December 30.

The Diana II operated on her new route until September 1994 when she was sold to Nordström & Thulin and Estonian Shipping Company who renamed her Vironia with the intention of putting her into service within the EstLine service between Stockholm and Tallinn together with her former Viking Line fleet mate Viking Sally, by now known as Estonia.

Estonian operations

[edit]
Meloodia at Tallinn

Only weeks before the Vironia was due to enter service on her new route, Estonia sank in a storm killing 852 people. The bow visor construction of Estonia, which caused her sinking, was of the same type as that of the Vironia. As a result of the disaster, the Vironia was renamed Mare Balticum to avoid association with the sunken ship due to the similar name ("Viro" means "Estonia" in Finnish). She was docked and rebuilt in Naantali and her bow visor was welded shut. She eventually entered service on Stockholm-Tallinn on November 11, 1994.[1]

Two years later, Nordström & Thulin acquired another former Viking Line vessel, Anna K. She was renamed Regina Baltica and replaced the Mare Balticum in August 1996. The Mare Balticum was chartered to Hansatee shipping OY and was renamed Meloodia. The ship's bow was rebuilt with bow gates and she was put into Tallink service on the Tallinn—Helsinki route on September 20, 1996. The Meloodia's ownership changed to Tallink's in February 2002 but she remained on the same service until New Year's Eve 2006.

New charter contracts and sale

[edit]
Bluefort at Ostend.

From January to December 2007, the Meloodia was on charter to the Spanish shipping company Baleària on service between the Balearic Islands and Spanish mainland. She operated different routes between Barcelona, Mahón and Palma de Mallorca.

Bluefort at Rotterdam.

In November 2007 Tallink entered a memorandum agreement to sell the Meloodia, with delivery in December 2007.[13] When the ship was delivered on 7 December 2007, the buyer was revealed to be Equinox Offshore Accommodation Ltd,[14] a Singapore-based company controlled by Norwegian interests.[15] Subsequently, the Meloodia was renamed ARV 1. In January 2008 the ARV 1 arrived at SembCorp Marine shipyards, Singapore for conversion into an accommodation and repair vessel, with the planned delivery in the third quarter of 2008.[1][15][16] The Bluefort was acquired by Vancouver, BC, Canada-based Bridgemans Services Group LP in 2015.

In December 2017, the Bluefort successfully completed a contract for accommodations and CTV boat landing services in the wind farm industry in Belgium.

Retirement and Scrapping

[edit]

In October 2021 MS Bluefort was sailed to Alang, India awaiting dismantlement and scrapping.[17]

Refits

[edit]

A number of alterations to the original design of the Diana II has been made during the years. Already during her first year of Viking Line service, her decks were heavily polluted by soot from the funnel. The funnel received extended smoke pipes but as the problem persisted, the screen on the rear top of the funnel was removed. After another extension of the smoke pipes, the problem was eventually solved but made the ship's exterior appearance rather odd.

The Diana II's large car deck on deck 4 was during the 1980s deemed to be larger than necessary and of its port side was rebuilt with additional cabins. In preparations of her entry into EstLine service in 1994, the ship received its most extensive modification to date. Apart from the sealing of the bow visor a "duck tail" was added at the stern. Also, the ship's funnel was once again rebuilt to sport a more solid look. The bow remained inaccessible until its complete rebuilding prior to the ships entry into the Tallinn—Helsinki service in 1996.

When sold by Tallink in 2007, the vessel underwent a major reconstruction transforming her to an accommodation and repair vessel. The superstructure at the stern was cut away, leaving way for a crane and a helicopter pad was constructed on top of her bridge front. To increase stability, big side sponsones were also added.

Under ownership of Bridgemans Services Group LP, an extensive refit was completed in 2016.

In October 2021, the ship stranded in Alang, India to be scrapped.

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

MS Bluefort

View on Grokipedia
from Grokipedia
MS Bluefort was a 141.7-meter-long offshore accommodation vessel, or floatel, capable of housing up to 210 personnel with facilities including a helideck, crew transfer vessel landing, 200-seat theatre, fitness center, and hospital, originally constructed in 1979 as a roll-on/roll-off passenger ferry.[1] Built by Jos. L. Meyer Werft in Papenburg, Germany, for Rederi AB Slite as part of the Viking Line consortium, the ship initially operated under the name Diana II on routes such as Kapellskär–Mariehamn–Åland and later Stockholm–Mariehamn–Helsinki from 1979 to 1992.[2] In 1992, she was chartered to TT-Line as Diana II for the Trelleborg–Rostock service under the TR-Line brand, continuing until 1994 when she was sold to a Cypriot company and chartered to Estline, renamed Vironia and then Mare Balticum for Tallinn–Stockholm and Helsinki–Stockholm routes.[2] By 1996, she was chartered to Tallink and renamed Meloodia, serving primarily on the Tallinn–Helsinki route until her sale in November 2007 to Equinox Offshore Accommodation, a Norwegian-controlled Singaporean firm, for conversion into an accommodation, repair, and supply vessel named ARV 1.[3][4] The refit, completed in Singapore, transformed her into a support vessel for offshore operations, emphasizing fuel efficiency at 4.5 cubic meters per day and fresh water production of 200 cubic meters per day.[1] In 2013, ARV 1 was acquired by the Canadian-based Bridgemans Services Group LP and renamed Bluefort, undergoing further refurbishment in Estonia in 2016 to enhance accommodations, navigation, IT, and safety systems for roles in remote mining, oil and gas, and construction projects.[5][1] Notable deployments included support for Voisey's Bay mining operations in Labrador in 2019 and positioning off the east coast of Africa in 2021 for worker accommodations.[6] The vessel, with a gross tonnage of 17,914 and IMO number 7816874, was retired and sold for scrapping in 2021 at Alang, India.[7][8]

Background

Tonnage war in the Baltic Sea

During the 1970s, the passenger ferry market in the Baltic Sea experienced intense competition, characterized by aggressive fleet expansions and route rivalries between major operators such as Viking Line and Silja Line on key connections between Finland and Sweden from 1970 to 1980.[9] This rivalry, driven by mixed Finnish-Swedish ownership structures, spurred rapid development of roll-on/roll-off (ro-ro) ferry services, with operators commissioning nearly 50 new vessels between 1960 and 1990 to capture growing tourism and commercial traffic.[9] Key milestones included Viking Line's introduction of larger, more efficient ferries, such as the MS Apollo launched in 1970 by partner Rederi AB Slite for the Kapellskär–Mariehamn–Naantali route, followed by the MS Diana in 1972, also built for Slite.[10][11] These launches exemplified the push toward bigger ships with enhanced passenger and vehicle capacities, but they contributed to market overcapacity as multiple vessels competed for the same traffic, triggering fare reductions and price wars among the lines.[9] The competition boosted passenger volumes significantly, with total traffic on Finland–Sweden routes rising from approximately 2.8 million passengers in 1975 to over 5 million annually by the end of the decade.[9] However, the rapid investments strained finances across the sector, particularly for operators like Rederi AB Slite, whose aggressive expansion in the 1970s foreshadowed long-term pressures culminating in the company's 1993 bankruptcy.[12] This environment underscored the demand for cost-effective, high-capacity designs to maintain competitiveness.[13]

Design and construction

MS Bluefort was commissioned in 1978 by Rederi AB Slite, a partner in the Viking Line consortium, as part of efforts to expand fleet capacity during the intensifying tonnage war in the Baltic Sea passenger ferry market.[14] The vessel was ordered from the German shipbuilder Meyer Werft in Papenburg, receiving yard number S-592.[15] Construction began with the keel laying in 1978, followed by launch in early 1979, and the ship was delivered in May 1979.[14] Originally named Diana II av Slite, the ferry measured 138.9 meters in length overall, with a beam of 24.2 meters and a draught of 5.45 meters.[15][16] Her initial gross tonnage was 11,672 GT, which was later increased through modifications.[14] Designed as a roll-on/roll-off (ro-ro) car ferry optimized for Baltic Sea routes, she accommodated up to 1,900 passengers and 555 cars across a multi-deck layout featuring cabins, restaurants, and lounges for enhanced passenger comfort on overnight voyages.[15] Propulsion consisted of a twin-screw system powered by four MAN 8L40/45 diesel engines providing a total output of 17,650 kW, enabling a service speed of 21.5 knots.[14] The design emphasized efficiency and reliability for competitive ferry operations, sharing some structural similarities with other Papenburg-built vessels for Slite. These vessels represented a wave of 1970s innovations in Scandinavian ferry construction, prioritizing larger capacities and modern amenities to meet growing demand in the region.[14] These specifications were later modified during refits, increasing length to 141.7 meters and gross tonnage to 17,914 GT. The Diana II av Slite completed her maiden voyage on May 26, 1979, entering service shortly thereafter.[15]

Ferry service career

Entry into service with Viking Line

The MS Diana II entered service with Viking Line on 14 June 1979, embarking on her maiden voyage along the Stockholm–Mariehamn–Turku route operated by Rederi AB Slite as part of the consortium.[17][18][19] This route involved daily sailings with a mandatory stop in Mariehamn on the Åland Islands to comply with cabotage regulations, enabling tax-free sales and enhancing passenger appeal; during peak summer seasons, intensified schedules allowed for multiple daily departures to handle surging traffic between Sweden and Finland.[19][17] Capable of accommodating up to 1,900 passengers across 867 berths and 480 vehicles, the vessel significantly bolstered Viking Line's capacity on this vital corridor, supporting efficient transport amid the competitive Baltic ferry market.[17][18] The Diana II served the Stockholm–Mariehamn–Turku route until 1980, after which she transferred to the Kapellskär–Naantali route until 1989. In 1989, she was sold to PK Finans but chartered back to Rederi AB Slite, continuing in Viking Line service until December 1992.[17][18]

Return to Viking Line and sale to Estline

In late 1992, MS Diana II was chartered by her owner, Rederi AB Slite (a Viking Line partner), to TT-Line for operation under the TR-Line brand on the Trelleborg–Rostock route across the Baltic Sea.[2] She retained her name and served reliably on this freight-heavy service from December 1992 throughout 1993 and into 1994, handling passenger and vehicle traffic amid growing competition in the region.[18] This period represented the ship's final years under Scandinavian ownership before its transition to new operators.[2] The charter concluded in September 1994, with the ship's last voyage under Slite marking the end of its long association with Viking Line traffic.[18] Shortly thereafter, she was sold to Nordström & Thulin in partnership with the Estonian Shipping Company, who intended to deploy her on expanding Estonian routes.[3] The transaction reflected the shifting dynamics of Baltic ferry markets, as older vessels like Diana II were repurposed for emerging post-Soviet trade links.[5] Following the sale, MS Diana II experienced a brief lay-up in Naantali, Finland, due to delays in finalizing documentation and preparations for her new role.[18] This interlude lasted until December 1994, after which she was relocated eastward to commence operations in the Baltic proper, renamed Vironia and later Mare Balticum for service between Tallinn and Stockholm under Estline management.[3] The move signified the close of her Scandinavian-focused career and the onset of a new phase in Eastern Baltic connectivity.[2]

Baltic and Mediterranean operations

Estonian operations with Estline and Tallink

Following its sale from Viking Line in 1994, the ship was sold to Nordström & Thulin and Estonian Shipping Company—the partners in the Swedish-Estonian joint venture Estline—and chartered to Estline, which renamed her MS Vironia in October of that year.[18] Due to the sinking of the MS Estonia on September 28, 1994, which shared a similar name and was also operated by Estline on the same route, the name was changed to MS Mare Balticum to avoid negative associations.[18] The vessel underwent modifications, including welding the bow doors closed for enhanced safety, widening the stern for added stability, and adding a collision bulkhead, before entering service on the Stockholm–Tallinn route on November 11, 1994, resuming the line's overnight crossings that had been halted by the Estonia disaster.[20][21] During its Estline service from 1994 to 1996, MS Mare Balticum operated the approximately 18-hour Stockholm–Tallinn route, accommodating up to 1,600 passengers in 826 cabin berths and 480 vehicles across its car decks.[18] The ship provided essential connectivity in the post-Soviet Baltic ferry market, serving business travelers, tourists, and freight amid growing demand between Sweden and newly independent Estonia.[22] Some crew members were survivors of the Estonia incident, underscoring the route's traumatic context.[22] In 1996, Estline leased the vessel to Tallink, another Estonian operator, renaming it MS Meloodia for the shorter Tallinn–Helsinki route, which emphasized high-frequency service for day-trippers and commuters.[18] The first sailing occurred on September 20, 1996, with daily departures supporting the burgeoning short-sea traffic between Estonia and Finland.[18] MS Meloodia maintained similar capacities of around 1,600 passengers and 480 cars, but its operations focused on quicker 2-hour crossings, prioritizing seating and retail facilities over extensive overnight accommodations.[18] The lease arrangement continued until Tallink purchased the ship outright in 2002.[18] MS Meloodia remained in Tallinn–Helsinki service until December 31, 2006, contributing to Tallink's expansion in the competitive Baltic passenger market.[18]

Service with Baleària

In December 2006, AS Tallink Grupp entered into a one-year charter agreement for the MS Meloodia with the Spanish ferry operator Baleària Eurolíneas Marítimas S.A..[23] The vessel, previously employed by Tallink on Baltic Sea routes since 1996, was transferred to Baleària's operations in the Mediterranean to bolster capacity for short-sea passenger services..[15] The charter began in January 2007, with Meloodia deployed on high-frequency routes connecting the Balearic Islands to the Spanish mainland, catering primarily to tourist traffic during the summer peak season..[23] Adapted for these demanding short voyages, the ship accommodated up to 1,900 passengers and 600 linear meters of vehicle space, enabling efficient handling of seasonal demand in the region..[24] Operations under Baleària continued through December 2007, focusing on reliable, tourist-oriented sailings that supported the archipelago's vital inter-island and coastal connectivity..[15]

Accommodation vessel phase

Conversion and charter to Equinox Offshore

In late 2007, the MS Meloodia, which had been operating on charter to the Spanish ferry company Baleària in the Mediterranean, was sold by its owner Tallink Grupp to Equinox Offshore Accommodation Ltd., a Singapore-based firm specializing in offshore support vessels.[4][18] The transaction was completed on 7 December 2007, after which the ship was renamed ARV 1 (Accommodation and Repair Vessel 1) and reflagged to the Bahamas.[25] The acquisition marked the beginning of ARV 1's transition from a conventional ro-pax ferry to a specialized floatel for the offshore oil and gas sector. Following delivery, the vessel underwent extensive modifications at Sembawang Shipyard in Singapore, with the conversion project commencing in January 2008 and completing in 2009.[26][27][28] Key technical enhancements included the installation of a DP2 dynamic positioning system for stationary offshore operations, removal of much of the original passenger deck infrastructure, and reconfiguration to prioritize worker accommodations and repair facilities.[29][30] Post-conversion, ARV 1 offered 523 berths in en-suite cabins, along with over 3,500 m² of workshop and storage space on a dedicated deck, enabling it to serve as a self-contained base for offshore personnel and maintenance activities.[29][31] The vessel's ice-class hull, inherited from its ferry design, provided enhanced stability for harsh environments, shifting its primary capacity from vehicular and passenger transport to supporting up to 523 workers in the energy industry.[32] Ownership remained with Equinox Offshore Accommodation Ltd. during this phase, aligning with the company's strategy to develop a fleet of multifunctional ARVs for global deployment.[26]

Operations as ARV 1 and Bluefort

Following its sale to Equinox Offshore Accommodation Ltd. in late 2007, the vessel was renamed MS ARV 1—standing for Accommodation and Repair Vessel—and underwent conversion at Sembawang Shipyard in Singapore, entering service as an offshore accommodation unit in 2009.[4][25] The conversion transformed the former ferry into a floating hotel capable of housing up to 523 workers.[15] Under Equinox ownership, which shifted through subsidiaries including Equinox Offshore ARV1 PTE Ltd. in 2010 and Eoal Cyprus ARV1 Ltd. in 2011, ARV 1 provided workforce accommodations for international offshore projects, including a charter in Angola starting in 2011, until 2013.[33] In 2013, the vessel was sold to Highclere Shipping Ltd. and renamed MS Bluefort, continuing its role as an accommodation vessel.[15] Ownership transferred again in June 2015 to the Canadian firm Bridgemans Services Group LP, based in Richmond, British Columbia, which planned to base operations primarily in Canadian waters for the offshore sector and undertook further refurbishments.[34] Under Bridgemans, Bluefort housed up to 210 personnel in single-occupancy cabins, equipped with amenities such as a fitness center, dining facilities for 200 guests, a briefing theater, lounge areas, and a medical bay to support extended offshore stays.[1] Notable deployments included support for the Wikinger offshore wind farm in Germany from 2018 to 2019 and Voisey's Bay mining operations in Labrador, Canada, in 2019.[35][6] Throughout this period, ARV 1 and Bluefort faced operational challenges typical of project-based offshore contracts, including seasonal layups during low-activity periods and frequent relocations between assignments to meet client demands in varying global locations.[32]

Refits and incidents

Major refits

In 1994, ahead of its entry into service with Estline, MS Bluefort (then named Diana II) underwent a significant refit influenced by the MS Estonia disaster earlier that year, which exposed safety risks associated with bow visors on ro-ro ferries. The bow visor was permanently sealed by welding it shut to prevent potential detachment in heavy seas, and a collision bulkhead, known as a "duck tail," was added at the stern for enhanced structural integrity. This refit also resulted in an increase of the ship's gross tonnage from 11,671 GT to 17,914 GT, reflecting modifications to internal volume and configuration.[36][18] During its brief period under Equinox Offshore ownership in 2007, the vessel received upgrades as part of its initial transition toward accommodation use, including enhancements to mechanical systems for improved operational reliability, though the full conversion occurred subsequently.[15] The most comprehensive refit took place in 2016 at an Estonian shipyard in Tallinn, following acquisition by Bridgemans Services Group LP, at a cost exceeding €6 million. This modernization transformed the former ferry into a fully compliant floatel, with renovations to all 210 deluxe self-contained cabins, the lounge, dining facilities, and common areas. Key upgrades included mechanical and engineering systems such as HVAC, navigational equipment, IT infrastructure, and dynamic positioning capabilities; the car deck was repurposed for equipment storage, and a 12,000-pound helicopter landing deck was installed to support offshore operations. These changes enabled accommodation for up to 210 personnel in remote environments, including renewable energy projects.[37][38]

Grounding incident of 1989

On February 5, 1989, while operating as MS Diana II for Viking Line on the Kapellskär–Naantali route, the vessel grounded near Kapellskär, Sweden, due to a navigational error by the crew.[18][39] The incident resulted in severe bottom damage and extensive leakage, leading to partial flooding of the ship, including the auxiliary engine room.[18] The grounding was attributed to a navigational error by the crew.[39] The ship partially sank in shallow waters but was salvaged soon after and docked for repairs, with all passengers and crew remaining safe aboard and no fatalities.[18] Following repairs, the vessel remained out of service for several months.[18] The event was later analyzed as the only grounding among 95 similar incidents between 1988 and 1994 that could have required passenger evacuation, with responsibility placed on the crew.[39]

Retirement and scrapping

In October 2021, Bridgemans Services Group announced the retirement of MS Bluefort after serving in offshore accommodation roles. The vessel departed Jebel Ali, UAE, on 17 September 2021, bound for Alang, India, for scrapping. It arrived at Bhavnagar Anchorage on 23 September 2021 and was beached at the Alang shipbreaking yard on 5 October 2021. By 2025, the vessel had been fully dismantled.[7][8][40]

References

  1. [PDF] MV BLUEFORT | Bridgemans Services
  2. Diana II Ferry Postcards - Viking Line - Tallink - TR Link
  3. Boats - EstLine
  4. Equinox takes Meloodia - TradeWinds
  5. Tallinn - Shipping Today & Yesterday Magazine
  6. MV Bluefort 210 cabin accommodation vessel positioned in Africa ...
  7. Offshore Support Vessel, IMO 7816874 - bluefort - VesselFinder
  8. chapter 10 history of ro-ro ferry traffic in the baltic sea - onse.fi
  9. Viking Line Apollo Ferry Postcards
  10. Viking Line Diana Ferry Postcards
  11. Viking Line has already served a quarter of a billion passengers
  12. Regional, yet Global: The Life Cycle of Overnight Ferry Shipping
  13. Diana II - MEYER WERFT
  14. M/S Bluefort - The ferry site
  15. BLUEFORT - Ships Nostalgia
  16. [PDF] THE SHIPS - Viking Line
  17. MS Mare Balticum - EstLine
  18. 33.1 "the diana II" incident in january 1993 - Estonia Ferry Disaster
  19. https://www.schippertje.be/SPECIALS/BLUEFORT/BLUEFORT.html
  20. History Timeline - Tallink Grupp
  21. Baltic Ferry Route Resumes Though Memory of Tragedy Haunts ...
  22. Sunken ferry replacement in maiden voyage - UPI Archives
  23. NEW FERRY RESUMES TRAGIC ROUTE - Deseret News
  24. Tallink clearing the decks - TradeWinds
  25. [PDF] A 25-year journey (1998-2023) - Baleària - Balearia
  26. MELOODIA - IMO 7816874 - ShipSpotting.com - Ship Photos ...
  27. Sembawang wins conversion work - TradeWinds
  28. ARV 1 - IMO 7816874 - ShipSpotting.com - Ship Photos, Information ...
  29. (PDF) OFFSHORE AND COASTAL FLOATING HOTELS: FLOTELS
  30. Oleksandr Pylypyuk – Freelance DP Master - 37 Years at O&G fields ...
  31. Accommodation repair vessels (ARVs) – floating accommodation ...
  32. ARV accommodation concept offers shipyard at sea
  33. Equinox Offshore to torch ropax but positive for two other vessels ...
  34. Bridgemans acquires MV Bluefort | News
  35. Owner of 'Estonia' orders sister ship's bow doors welded
  36. Bridgemans Bluefort commences refit in Estonia | News
  37. Wikinger workers rest well - 4C Offshore
  38. Handlingsprogram för ökad sjösäkerhet - lagen.nu
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