Spirit of Tasmania IV Finally Arrives in Devonport

A Long-Delayed Ferry Project Reaches a Milestone

The Tasmanian government may finally be close to closing the book on a replacement ferry program that has dragged on for nearly a decade. According to a report by Maritime Executive, the Spirit of Tasmania IV has arrived at its intended home port of Devonport, Tasmania — roughly two years after the vessel was actually delivered by its builder.

The saga behind this arrival has included contract cancellations, design revisions, budget blowouts, and the absence of a completed berth to receive the ship. Built at the Rauma Marine yard in Finland, construction began in 2022 and the 212-meter, 48,000 gross ton roll-on/roll-off ferry was handed over in September 2024. But with the new Devonport terminal infrastructure unfinished, the vessel had nowhere to go.

A Costly Wait in Scotland

Rather than sail directly to Tasmania, Spirit of Tasmania IV sat idle in Leith, Scotland, for close to a year. That layover wasn’t cheap — operator TT-Line reportedly paid around A$47,000 (roughly US$33,600) per week in berthing costs. The financial pressure was significant enough that TT-Line reportedly explored chartering the ship out to a third party simply to offset expenses and generate some return while it waited.

The ferry eventually left Leith in June of last year, completing a roughly 14,857 nautical mile journey to Hobart, where it underwent final outfitting and crew training before making its way to Devonport.

Terminal Construction Far Over Budget

The delay wasn’t limited to the ship itself. The new terminal facility, known as Spirit Quay at Terminal 3 Devonport, has faced its own long list of setbacks and cost increases. Originally budgeted at around A$90 million (US$64.3 million), the project has reportedly ballooned to about A$495 million (US$354 million) — more than five times the original estimate. With construction now nearing completion, the terminal and the vessel have finally come together for commissioning and operational readiness work.

What the New Ferry Brings

Tasmanian officials are describing the ship’s arrival as a turning point for both passenger travel and freight across Bass Strait. Spirit of Tasmania IV can carry up to 1,800 passengers, has a design life of 25 years, and is capable of speeds up to 26 knots. Importantly, it is expected to boost freight capacity on the Devonport-Geelong route by 40 percent compared with the ferries it replaces.

Its sister vessel, Spirit of Tasmania V, delivered in June last year, has also reached Australian waters after arriving from Leith in April. TT-Line has indicated both ships are scheduled to enter service by the end of October, replacing the aging Spirit I and Spirit II vessels, which date back to 1998 and are reaching the end of their operational lives.

TT-Line Chairman Ken Kanofski noted that the new vessels were purpose-built for the Bass Strait route, incorporating an enhanced hull design and large stabilizer fins intended to improve passenger comfort over the roughly 242-kilometer crossing between Devonport and Geelong.

The original order for two 212-meter ferries was placed in 2018 with the Flensburger Schiffbau-Gesellschaft yard in Germany, but TT-Line later cancelled that contract, revised the design, and moved the build to Rauma Marine in 2021.

What It Means for Owners and Operators

This project is a useful case study in how newbuild timelines can unravel even after a vessel leaves the shipyard. A ship built on schedule and delivered on time can still sit idle — and accrue substantial costs — if shoreside infrastructure isn’t ready to receive it. For owners and managers overseeing newbuild programs, it’s a reminder that berth and terminal readiness, hull condition monitoring during prolonged layup, and periodic surveys during extended idle periods deserve the same attention as the construction contract itself. A vessel mothballed for a year, even briefly, raises questions worth addressing through condition surveys before entering revenue service — corrosion, machinery lay-up effects, and class compliance can all be affected by unplanned idle time, regardless of how new the ship is.