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Innovation in Safe Navigation

FarSounder ARGOS 3D Forward Looking Sonar (FLS) provides real-time imagery of what’s beneath

of the waters ahead. These systems give mariners the security of safely navigating through challenging waters and promptly being alerted when approaching objects up to 1000 meters ahead. Vessels can navigate with confidence in unknown and unchartered waters mitigating risks to ships and passengers. Ships around the globe are equipped with this technology and are detecting hazards, shallow bottoms, and a variety of moving underwater obstacles before a dangerous situation occurs. Nautical charts don’t know what has changed on the ocean floor; radar can’t see through water; and depth sounders only look down. FarSounder FLS provides the missing piece in safe navigation.

This issue of Passenger Ship Technology is sponsored by

1st Quarter 2020


The innovations behind MSC Grandiosa

CRUISE DESCRIPTION Princess Cruises’ new flagship: enter Sky Princess

FERRY PROFILE Stena RoRo reveals E-Flexer energy efficiency advances

TECHNICAL DESCRIPTION How Norled’s first hydrogen ferry will have wide impact

EXPEDITION CRUISE PROFILE Quark Expeditions: how newbuild meets its Polar Promise framework


Emission free operation

Low CAPEX Ship Design Dual-Fuel


LNG Bunkering

Hybrid Hydrogen


75 Years of experience

1000 references Fuel Cell




Expedition vessels

CNG Cruise

Energy saving

Double-Ended Ferries

LMG Marin is a leading Naval Architecture & Ship Design house with more than 1000 references worldwide including 15 LNG fuelled ferries and RoPaxes. www.lmgmarin.no • office@lmgmarin.no • +47 55 59 40 00 • Bergen, Norway

Contents 1st Quarter 2020 volume 13 issue 1








Operator profile

7 Red and White Fleet present the successes and considerations of operating a hybrid-electric propelled sightseeing vessel

Cruise ship profiles

11 How MSC Grandiosa is MSC Cruises’ most innovative ship to date 17 Fincantieri, builder of Princess Cruises’ Sky Princess, tells Passenger Ship Technology about the vessel’s innovations and energy efficiency focus

Ferry profiles

20 Stena’s E-Flexer ferries: how they achieved high energy efficiency levels 25 Austal reveals the advanced trimaran technology behind the Fred. Olsen Express new fast ferries

Repair and refurbishment

28 ForSea battery conversion: challenges and achievements



32 After building the most powerful electric ferry in the world, Søby Værft shipyard is keen to build more electric and hybrid ferries

Technical description

35 Norled’s hydrogen vessel to have impact 'far beyond' ferry sector

Expedition cruise profile

39 Quark Expeditions explains how its latest vessel adheres to its Polar Promise sustainability framework


42 The inaugural Cruise Ship Interiors Expo Europe, Bolidt's new innovation centre and the world's first sports' ship are under the spotlight

Ballast water

48 Major ballast water treatment system manufacturers reveal new solutions and features that will impact passenger ships


50 Major lifeboat manufacturers reveal new lifeboat solutions, contracts and service developments that will be key

Passenger Ship Technology | 1st Quarter 2020

Contents 1st Quarter 2020 volume 13 issue 1


Automation and control

Editor: Rebecca Moore t: +44 20 8370 7797 e: rebecca.moore@rivieramm.com

Manoeuvring & propulsion

Brand Manager: Indrit Kruja t: +44 20 8370 7792 e: indrit.kruja@rivieramm.com

54 The first automatic ferry enters regular service

56 Recent propulsion system upgrades and retrofits will enhance manoeuvrability, comfort and efficiency on passenger ships


58 Solutions provider Moment discusses the drivers behind Corsica Linea’s new infotainment system


61 Carnival and Intellian create a benchmark antenna solution


64 Shipmanagement companies are focusing more than ever on the passenger ship sector, with the expedition cruise sector an especially lucrative area for them


66 Coatings evolve on back of the ISO 19030 standard while ferry and cruise ship operators have new solutions available to them

Next issue

Main features include: flooring and decking; fire prevention and control; propulsors (including propellers, pods and waterjets); HVAC; passenger flow; waste water treatment and handling systems; cruise description: Virgin Voyages: Scarlet Lady; river cruise market update

Head of Sales – Asia: Kym Tan t: +65 6809 1278 e: kym.tan@rivieramm.com Senior Creative Manager: Mark Lukmanji t: +44 20 8370 7019 e: mark.lukmanji@rivieramm.com Design and Production: Richard Neighbour e: richard.neighbour@rivieramm.com Subscriptions: Sally Church t: +44 20 8370 7018 e: sally.church@rivieramm.com Chairman: John Labdon Managing Director: Steve Labdon Finance Director: Cathy Labdon Head of Content: Edwin Lampert Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK

Front cover credit: Bernard Biger/Chantiers de l’Atlantique www.rivieramm.com ISSN 1758-7255 (Print) ISSN 2051-0608 (Online) ©2020 Riviera Maritime Media Ltd

You don’t need more information, you need the right information A year’s subscription to Passenger Ship Technology costs £199 and gets you:

• Four issues of Passenger Ship Technology. • Access to the latest issue contents on your digital device. • Annual supplement: Interior & Refurbishment Review. • Access to www.passengership.info and its searchable archive of news, comment, features, articles and analysis. • Fortnightly PST Newsletter, featuring cruise ship and ferry news, events, products and services. To subscribe, please contact Sally Church on +44 20 8370 7018

Passenger Ship Technology | 1st Quarter 2020

Disclaimer: Although every effort has been made to ensure that the information in this publication is correct, the Author and Publisher accept no liability to any party for any inaccuracies that may occur. Any third party material included with the publication is supplied in good faith and the Publisher accepts no liability in respect of content. All rights reserved. No part of this publication may be reproduced, reprinted or stored in any electronic medium or transmitted in any form or by any means without prior written permission of the copyright owner.


We are here for you!


WE STAND READY We are here for our customers, both now with deliveries of chemicals and spare parts for preventive maintenance, and also when this is all over and the cruises start running again. We stand ready with service engineers and experts to support our customers starting up their systems. Making sure they all get back into normal operations.

| www.scanship.no - a part of Vow, www.vowasa.com


2020: hydrogen, biofuel and batteries

H Rebecca Moore, Editor

The challenge is making biofuel readily available to the ferry sector”


ydrogen, biofuel, batteries and Chinese cruise construction will be among the top trends this year in the passenger ship industry. Biofuel use is expected to gain pace in 2020 within the passenger ship industry. DFDS is investing in a start-up company that produces biofuel, MASH Energy, to develop a commercially viable alternative to fossil fuels. This biofuel is produced from agricultural waste, so not only meets the 2020 low sulphur directive but also future legislation which states that CO2 emissions must be cut by at least 50% in 2050 compared to 2008. The challenge is making biofuel readily available to the ferry sector. Greater quantities of it need to be produced to make it more cost competitive – something which DFDS’ investment will aid. It aims to produce sufficient volumes to make biofuel commercially viable. The biofuel will be tested on a DFDS ferry to verify and ensure it is suited to a ferry and its specific requirements. Such projects will make biofuel a real alternative to fossil fuels. SunStone Ships’ Greg Mortimer was delivered in 2019 – expect more orders to follow in 2020. As the first cruise ship delivered from a yard in China, it will no doubt influence other operators to follow suit. And importantly, the delivery was a success, with SunStone Ships “very pleased” with its newbuild, as its chief executive told PST. Owners can benefit from longer loan terms when building cruise ships in China. Stringent laws in Europe mean the maximum time for a shipbuilding loan to be paid back is 12 years. In China, there are no such laws, so cruise operators can negotiate a longer period for loan payback. This will be a compelling argument for operators. Norwegian ferry operator Norled is leading the way in developing hydrogen power by constructing two hybrid ferries – the first ferries powered by hydrogen in Norway (see pages 35-36). Using hydrogen as a marine fuel makes sense as it meets all upcoming emissions

legislation. But there are challenges to its use including bunkering infrastructure and hydrogen availability. This is where Norled’s work will help to make hydrogen available. Norled is working on two projects with partners to develop the supply chains and infrastructure needed. An initiative working on ‘blue hydrogen’, based on natural gas, steam forming and carbon capture to create hydrogen; and ‘green hydrogen’, using electrolysis to create a hydrogen supply value chain. Crucially for the industry, Norled said it is using these first projects to get the energy companies interested and present a future market for them, so they invest in hydrogen and its production in Norway. Battery use has been steadily growing within the ferry industry – but expect this to go up a notch next year following some groundbreaking newbuilds delivered in 2019. Perhaps the most notable is the fully-electric E-ferry Ellen. See pages 32-33. It will travel a greater distance than any other all-electric ferry and will have the largest battery pack installed at sea. The project is supported by the European research and innovation initiative Horizon 2020 and is thus required to log all data to publish concrete numbers on the operational costs of running a ferry. This will encourage other ferry operators by giving them the evidence on return on investment to make a commitment to fully electric propulsion. Batteries have started to be used in the cruise sector, expect this to escalate in 2020. An important milestone is the announcement in 2019 that AIDA Cruises is to carry out a pilot operation of battery systems on board one of its cruise ships. There are challenges to using batteries in cruise ships. But these are being ironed out as the technology develops. Batteries have become compact and lighter as energy density is increasing, so for the same weight and volumetric dimensions, there is more energy, making them more suitable for use in cruise ships. PST

Passenger Ship Technology | 1st Quarter 2020


How hybrid-electric ferry achieves 35% fuel savings Red and White Fleet presents the successes and considerations of operating a hybrid-electric propelled sightseeing vessel – and how this is a first step towards a fully electric fleet

Enhydra: The hybrid-electric propulsion represented around 10% of the capital. The operator needed to see a return on that investment (credit: All American Marine)


ightseeing passenger ferry owner Red and White Fleet revealed its recently delivered vessel has achieved fuel savings of around 35% compared to a steel ship with conventional propulsion by using an aluminium-hulled, hybridelectric vessel. The savings were the biggest highlight from a year’s operation of newbuild passenger vessel Enhydra in San Francisco harbour, California. The 39-m vessel carries up to 600 passengers on an hour-long voyage around San Francisco several times a day. And its Cummins generators and Corvus 160-kWh energy storage system give Enhydra nearly 600 kW of power for the trips. Red and White Fleet president Captain Joe Burgard said the company wanted to build an inspirational vessel with forwardlooking technology, and the end product had to be more economical than typical vessels performing similar services. “The hybrid-electric propulsion represents around 10% of the capital; we needed to see a return on that investment,” Captain Burghard said at Riviera Maritime Media’s Maritime Hybrid & Electric Conference in Bergen, Norway on 5 September.


“Our primary saving is in the fuel costs and we are seeing 30-35% fuel savings” versus a conventional steel-hulled vessel, he said. “A lot of the fuel savings is from the aluminium hull design as it is a light material," Captain Burghard said. Aluminium displaces only a third of the water volume of steel. The battery system made up the rest of the savings, he explained. "During operating hours, the vessel’s internal combustion engine only works around 50% of the time,” based on the vessel’s operational profile. Enhydra’s batteries are charged from a shore facility overnight and during idle periods by the diesel generators throughout the day. “Enhydra can do an all-electric cruise for one hour,” said Captain Burgard. The generators use diesel sourced from renewables to minimise the emissions and environmental footprint of vessel operations. Captain Burgard said another benefit of electric propulsion was how quiet the onboard systems are, adding to passenger comfort. Quiet operations generate challenges for crew, however. "On the rest of our vessels, operators use auditory input for

Passenger Ship Technology | 1st Quarter 2020


the engine controls, but Enhydra is quiet, so they need to have indication from the motion and instruments," he explained.

Training and operation

The low-volume engine operations mean telemetric information is particularly useful for crew operating this electric-hybrid vessel, informing sailing decisions that assist the vessel in operating on optimal battery power consumption. Captain Burgard said crew retraining was needed when the vessel launched as operations and failure-mode processes are different with hybrid-electric compared with conventional propulsion. “Crew needed to be trained on which sequences and processes to go through and on becoming familiar with the checklists,” said Captain Burgard. “We worked with the US Coast Guard to ensure we did not need more crew and with the system integrator so the system was not too complex, and the crew could be trained on the system,” he said. Red and White Fleet selected BAE Systems as the system integrator and the shipyard for its willingness to work in partnership. “We looked at the processes of the shipyard as they would be taking on something as new as we were,” said Captain Burgard. “It was important the yard had a direct line with the US Coast Guard to resolve technical issues quickly. It was important the shipyard had a sense of ownership and was a partner.” Construction of hybrid-electric Enhydra was a significant milestone in technical shipbuilding in the US, he said. “We all wanted this to be a success." The 39-m LOA aluminum monohull vessel with a 9-m beam was designed by Nic de Waal of Teknicraft Design in Auckland, New Zealand. All American Marine (AAM), which built the vessel, partnered with BAE Systems to design and integrate the electric hybrid system. BAE supplied its HybriDrive propulsion system that includes a generator, propulsion power converter, house load power supply and control system. The generator is mounted to a variable speed Cummins QSL9 410 mhp diesel engine. The system offers parallel

A benefit of electric propulsion is how quiet the onboard systems are, adding to passenger comfort (credit: Red and White Fleet)

Passenger Ship Technology | 1st Quarter 2020

hybrid powering of the AC traction motor from either the generator, the batteries or both. The motor is coupled to the propulsion shaft via a reduction gear for thrust and increased propeller efficiency. AAM said with this configuration, torque is immediately available for the propeller, and the speed can be precisely controlled. BAE Systems’ HybriGen system has lower engine operating hours and is more streamlined than a conventional drive, requiring fewer parts, thus resulting in savings in both fuel consumption and maintenance costs. Inherent in Enhydra’s design, said AAM in a statement, is the ability to expand the size of the batteries to reach complete zero emissions operations in the future as charging infrastructure advances and battery technology improves. This current battery system can meet any power demands of Enhydra. Simultaneously, the propulsion system provides a silent, emissions-free experience for recreational cruise excursions. The BAE HybridDrive system can automatically use full electric battery operation at slower speeds and when manoeuvring in and out of the harbour with Enhydra’s two Veem Star 4-blade props. At higher speeds, the generator will automatically engage and augment the additional power demands of the traction motor. Founded in 1892 and one of the oldest businesses operating in the San Francisco Bay area, Red and White Fleet is committed to environmental sustainability and community education.

Future possibilities

The innovative design of Enhydra makes Red and White Fleet’s Captain Burgard hopeful for future possibilities. "We see the propulsion configuration on Enhydra as phase one in our move toward the full electrification of our fleet. Stay tuned for phase two." This is not the only project Red and White Fleet is involved with using alternative power. Red and White Fleet is also involved in a hydrogen fuel cell-powered ferry project. Water-Go-Round will be the first of its kind built in the US, and the first commercially operated hydrogen fuel cell ferry in the world. Passenger Ship Technology reported in August 2019 that WaterGo-Round will undergo a three-month study period in service with Red and White Fleet in San Francisco Bay, with Sandia National Laboratories gathering and assessing performance data. California Air Resources Board (CARB) will use this data to assess the technology’s suitability for wider marine use. The Water-GoRound project received a US$3M grant from CARB in June. SW/TCH Maritime is the owner of the under-construction vessel, and the first customer of hydrogen fuel cell powertrain technology provider Golden Gate Zero Emission Marine. Designed by Incat Crowther, Water-Go-Round’s keel was laid in November 2018 at Bay Ship & Yacht Co of Alameda. Red and White Fleet says “An environmental consciousness is part of the company’s DNA, infiltrating every vertical of the business”. On top of Enhydra, Red and White Fleet implements daily practices to reduce the amount of energy consumed, and waste produced during its day-to-day operations, as well as education opportunities for their employees to garner environmental awareness and advocacy. Red and White Fleet has a goal of zero pollutants by 2025. PST




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The innovations behind MSC Grandiosa

MSC Grandiosa is a “stretched” version of MSC Meraviglia and MSC Bellissima, at 15.6 m longer (credit Bernard Biger/Chantiers de l’Atlantique)

MSC Grandiosa – labelled by MSC Cruises as its “most innovative ship to date” – has now entered service



he ship is the third Meraviglia-class ship but stands out because it is a ‘stretched’ version of MSC Meraviglia and MSC Bellissima, being 15.6 m longer. Chantiers de l’Atlantique is building the Meraviglia-class vessels. Its vice president of projects and ship performance Stéphane Cordier tells Passenger Ship Technology, “After you deliver the prototype ship and the second one, you get a very good idea of what the potential of the ship is in terms of possible growth, how it is working in terms of restaurants and elevators and all operational matters and whether the ship is performing well enough to support additional passengers.” The stretch has allowed MSC Cruises to add 196 more cabins for an extra 270 passengers. MSC Grandiosa has 2,440 cabins, and is 177,000 gt compared to 171,000 gt. Mr Cordier comments “This is a classic stretch, inserting a new segment of the ship in the middle. It is comparable to stretching

an existing ship where you integrate a slice in the existing fire zone without modifying the hull form.” The ship deploys hybrid exhaust gas cleaning systems, as do the earlier ships of the class, and a selective catalytic reduction (SCR) solution, which, MSC Cruises says, leads to 97% less sulphur oxide and 80% less nitrogen oxide. Their installation was a challenge due to space requirements. They are stacked with the heat recovery systems and acoustic dampeners. “The SCRs are fitted on each of the diesel exhausts lower down in the casing and required some modifications of the casing dimension and boiler configuration as the stacks take up the whole height of the superstructure” says Mr Cordier. Like its sister vessels, MSC Grandiosa is powered by an all-electrical plant consisting of four 12-cylinder diesel engines. Mr Cordier comments “The number of engines allows them to run at higher power at quayside and

Passenger Ship Technology | 1st Quarter 2020


contributes to the excellent energy efficiency of the ship. Furthermore, it is a more compact and cost-effective arrangement.” The propulsion is based on two ABB 2300 Azipods at 40 MW. This is a gearless steerable propulsion system where the electric drive motor is in a submerged pod outside the ship’s hull, driving a five-bladed propeller which was adapted from the previous ships to match the modified operating conditions. Azipods were used to “enable more independence from tug operations and provide low-speed manoeuvrability, while achieving excellent powering performance and contractual speeds,” Mr Cordier says. Reduced noise and vibration are another benefit as the propeller experiences minimum wake perturbations. The hydrodynamics of the hull ensure contractual speed at limited power and used computational fluid dynamics to achieve this. Following the stretch, the four-engine diesel plant is placed aft of midship. “These engines combined with an all-electric plant make this the natural position,” explains Mr Cordier. “They form the centre of gravity of the vessel together with fuel storage and the general arrangement and superstructure. In this case we still manage to have a very good positioning of the longitudinal centre of gravity.” He described one of the design implications of the stretch on MSC Grandiosa concerning the longitudinal position of the engines and funnel. “The advantage of the midship stretch is that the length of the pool deck is increased while the after deck, which may be affected by smoke, is not lengthened. This is one of the reasons why we have the engines placed slightly aft – to have better space forward from the exhaust.” The Meraviglia-class vessels have been built integrating the advances of the Ecorizon programme developed by the shipyard, to reduce the environmental footprint of the ships it builds while securing their economic profitability. Benefits include an advanced propulsion system, no discharge at sea and an optimised hull for better energy efficiency. There is also a heat recovery system patented by Chantiers de l’Atlantique that will enable significant annual fuel savings and a decrease in CO2 produced, through recovery of the heat generated by diesel alternators. The recovered heat is used for purposes including warm sanitary water and to produce fresh water.


Cirque du Soleil design impact

Snapshot CV

Stéphane Cordier (Chantiers de l’Atlantique)

Mr Cordier is currently vice president at Chantiers de l’Atlantique, and also head of ship performance. He was previously head of naval and specialised projects at Chantiers de l’Atlantique. Other positions have included chief naval architect at DGA and technical director at the Bassin d’essais des carènes. Mr Cordier’s education includes a DSc in fluid mechanics from the George Washington University and an MSc in naval architecture (hydrodynamics) from Massachusetts Institute of Technology.

MSC Grandiosa includes Cirque du Soleil at Sea, with two new shows. MSC Cruises vice president of newbuilding and refurbishment Trevor Young highlights the design of the area needed for Cirque du Soleil at Sea. He says “Due to the shows featuring highly trained acrobats and artists, you need specific equipment and the latest technology. The technology is so specific that the challenge is to get that in with the rigging they need.” Mr Young says calculations involving weight, power load and heat must be considered in the overall design. The amount of heat coming from the equipment meant more air conditioning was needed in the show space. Due to these demands, MSC Cruises employed someone to project manage Cirque du Soleil, working with them on the designs, structure and infrastructure of the show area. Mr Young adds “There are massive challenges, but it has paid off very well – it is hugely successful, always full and an interesting, fun, concept to have on a vessel. Our guests love it.” An important strategy for both the current fleet and newbuilds is to create a “brand within brands”. While MSC Cruises is the overall brand, different classes of vessels become the sub brand and within that, certain areas, restaurants and bars become brands themselves. Mr Young points to the English pub in World-class and on Meraviglia-class. It is being updated to include an enhanced entertainment space. “We are adding entertainment elements so the area becomes a destination. The first one will be seen on MSC Grandiosa.” MSC Cruises has launched its artificial intelligence and machine learning-based cabin concierge Zoe – a first of its kind for the cruise industry – which was first unveiled on MSC Bellissima and is on MSC Grandiosa. The digital cruise assistant was developed by the MSC innovation department along with experts from connected technology specialist Harman, part of Samsung Electronics. Zoe is not linked to a cloud system but to an onboard server, as MSC Cruises wants to ensure a very rapid connection independent from the satellite It gives the opportunity to provide

Passenger Ship Technology | 1st Quarter 2020


answers to frequent customers’ questions. Zoe will start with 800 answers, but being an artificial intelligence product, it will learn by use. MSC Cruises chief business innovation officer Luca Pronzati previously told Passenger Ship Technology about the huge operation involved in bringing Zoe to life. The system underwent extensive testing in areas such as speech recognition, transforming speech to text and vice versa, and other behavioural and performance tests. Some 400 people trained Zoe, which speaks seven languages. The aim is to increase this to 10. Mr Pronzati says “We started a project phase, analysing seven languages and all the different accents of these languages had to be taken into consideration. There are so many different accents for each language – we had to map all the accents and understand what the best combination of accents was, to record and cover 80% of each language.” PST

MSC Grandiosa is powered by four 12-cylinder diesel engines (credit Bernard Biger/ Chantiers de l’Atlantique)

Meraviglia-class: swapping from scrubbers to LNG The most significant development within the Meraviglia-class is that the fifth ship to be built will use LNG – a departure from the rest in the class, which are equipped with scrubbers. The fifth in class will be based on the same stretched design as MSC Grandiosa. When MSC Cruises initially designed its Meravigliaclass ships in 2013, there were “still a lot of technical and infrastructure constraints around LNG” as a fuel option for cruise ships. Therefore, an MSC Cruises spokesperson explains, when it placed the order for four Meraviglia-class ships with Chantiers de l’Atlantique, they were not planned to run on LNG. But as a lot of progress was made in the following years, it started considering building LNG-fuelled ships. In 2015 the cruise operator designed its World-class, which was conceived to run on LNG from the very beginning. “In 2016 we placed an order for four World-class ships with Chantiers. However, due to the shipyard’s orderbook constrains, work could only commence in late 2019. We cut steel for MSC Europa, our first World-class ship on 31 October.” It will be delivered in 2022. An MSC Cruises spokesperson tells Passenger Ship Technology “As we made progress in this space, we started exploring equipping ships within Meraviglia-class with LNG. We faced considerable challenges as LNG tanks take more

Passenger Ship Technology | 1st Quarter 2020

than double the space of standard fuel tanks. It would require a fundamental redesign of the ship’s interior spaces, affecting both crew and passenger areas. “Despite the challenges, we worked hard to develop a plan for our fifth ship in the Meraviglia-class, an additional order we placed in 2018. This ship will be powered by LNG and will be significantly different to the other four.” The spokesperson adds “In terms of environmental performance, it also needs to be pointed out that hybrid ESCGs (scrubbers) ensure air emissions that are actually in line with, if not better than, low sulphur marine gas oil currently in use. Our latest ship MSC Grandiosa, our third Meraviglia-class ship, is equipped with such a hybrid EGCS system.” In terms of the impact of LNG on the design of the ship, Mr Cordier explains “That involved a total redesign of the lower part of the ship to accommodate the tanks. It worked well with the stretched version, although we had to relocate some of the crew space. The challenge has been in terms of space. The platform supported the changes quite well. The associated gains in energy consumption, CO2, NOx, Sox and particulate emissions will make this vessel one of the most environmentally friendly cruise vessels.” Four Wärtsilä dual-fuel engines have been selected. Mr Cordier says “It means fitting a different diesel engine model but on the propulsion side nothing was changed.”



Siemens Marine’s SISHIP SiPOD used by Saga Cruises Siemens Marine provides cruise liner propulsion system for maximum passenger comfort


aga Cruises’ first newbuild Spirit of Discovery relies on a Siemens power and podded propulsion system package. The scope of supply for the Meyer Werft-built vessel consists of medium voltage (MV) generators, MV main switchboard, ring main units, MV distribution transformers, bow thruster motors, the podded propulsion drive train, and the remote access platform SISHIP EcoMAIN Suite. Siemens delivered two SISHIP SiPOD propulsion units to manoeuvre the vessel through the seven seas and to achieve maximum passenger comfort. Since the christening of Spirit of Discovery on 5 July 2019 in Dover, the vessel has been in constant service and the performance of the Siemens solution has proven to be operator-friendly and highly manoeuvrable, even under harsh conditions. Siemens Marine has been providing podded propulsion solutions for more than two decades. The latest version of the SISHIP SiPOD is customised for use on cruises liners where the focus is on vessel manoeuvrability, efficiency and passenger comfort. SISHIP SiPOD units are based on a permanent magnet motor located in the gondola below the vessel.

The performance of the Siemens solution on Spirit of Discovery has proven to be operator-friendly and highly manoeuvrable, even under harsh conditions.


Siemens Marine’s SISHIP SiPOD is customised for use on cruises liners where the focus is on vessel manoeuvrability, efficiency and passenger comfort

This leads to excellent efficiency values and extraordinary hydrodynamic performance as the electric motor design in the gondola is extremely slim. The 360° turnable units ensure the best possible manoeuvrability of the vessel even in harsh sea-state conditions. The whole power and propulsion system meet vessel space requirements and fulfills all requirements in respect of classification rules. The smooth control of the propulsion plant protects the power station from blackouts as far as possible. The generator load is monitored continuously, and extremely fast-acting converters can reduce propulsion power to prevent a blackout. A unique propeller design, together with the converter-driven permanent magnet motor, ensures optimised efficiency and very low noise levels. The vessel offers maximum comfort to passengers and crew. The excellent co-operation between Siemens Marine, the shipyard, classification society and shipowner contributed to the successful conclusion of the project. In addition to the propulsion system, Siemens Marine has supplied a digitalisation product, the SISHIP EcoMAIN Suite, which ensures the best possible remote support and allows fast analysis of the electrical systems and propulsion performance. SISHIP EcoMAIN Suite is a web-based system that provides Siemens Marine and the shipowner with continuous access to the vessel. The sister vessel Spirit of Adventure will go into service in mid-2020.

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Sky Princess: hydrodynamic efficiency, Sky Suites and Ocean Medallion Fincantieri, builder of Princess Cruises’ new flagship, tells Passenger Ship Technology about the vessel’s innovations and energy efficiency focus


ydrodynamic efficiency was a major focus for Sky Princess, Princess Cruises’ new flagship vessel. Fincantieri project manager for Sky Princess, Fabio Russian says “The ship is designed with the most advanced tools for optimising hydrodynamic efficiency to reduce resistance during sailing.” In addition, solutions are applied for energy recovery and energy saving including using LED technology for lighting, heat exchangers to recover the heat wasted by the main engines, using high efficiency systems for air conditioning generation and control, and using heat insulation. The generation system is diesel electric and the propulsion is granted by two fixed pitch propellers moved by variable speed propulsion electric motors. Mr Russian adds “The owner normally selects, with our support, the type of propulsion and the choice is driven by considering reliability and risk in comparison with technical alternatives.” The ship is equipped with an advanced air quality system, one for each exhaust gas line, to reduce SOx emissions. Mr Russian comments “This equipment allows the vessel to sail in environmentally protected areas.” Despite the ship being the fourth vessel of the series, initiated in 2013 by Royal Princess and followed by Regal Princess in 2014 and Majestic Princess in 2017, Mr Russian highlights that it differs in “many details and some substantial aspects”.


Advanced tools have been used to optimise hydrodynamic efficiency to reduce resistance during sailing (credit: Fincantieri)

SKY PRINCESS PRINCIPAL CHARACTERISTICS Length: 306 m Breadth: 38 m Maximum speed: 2,300 knots gt: 145,281 Decks: 17 Principal machinery: 2 x 14,400 kW Wärtsilä 12V46F 2 x 16,800 kW Wärtsilä 14V46F Thrusters: 3 x 2,500 kW (forward); 8,60 m 3 x 2,500 kW [aft] Emergency D-G: 1,700 kW

“In general, all materials and colour used for interior finishing has been revised from the sister vessels to capture new trends and guest satisfaction,” he points out. In terms of capacity, the LES has been increased from 5,600 to 5,800. The number of cabins has also been increased thanks to an additional external deck which allows it to accommodate 50 additional cabins, some of a superior standard, named Ocean View and Sanctuary Suite cabins.

Enter the Sky Suite

Mr Russian adds “The ship contains two very special suites named Sky Suites. These elite cabins are on the upper deck facing from the forward external deck to the central pool area through an exclusive private balcony.” He says the cabins are small apartments of about 80 m2, with two

Passenger Ship Technology | 1st Quarter 2020


bedrooms and a living and dining room. Miami-based interior design firm Studio DADO was selected to develop and implement a more modern vision for Princess Cruises, designing all guest accommodations – from staterooms to mini suites and suites, lifts, lobbies and stairs. While initially tasked with creating the design for Sky Suites only, executives at Princess then asked DADO to carry forward their design to all accommodation categories after they started working together. Studio DADO founding partner Jorge Mesa tells Passenger Ship Technology, “When we were approached, Princess Cruises wanted to take their brand to the next level. While staying true to their core values was important, they wanted to create an evolution of the brand for the next generation of travellers. We created a more open and modern space. The design of the Sky Suites still aims to keep within the elegance and sophistication that Princess is known for while integrating some modern touches.” The new design concept debuted on the brand-new Sky Princess and will be carried through to future vessels. For the Sky Suites, DADO said it sought to ensure guests have a ‘wow’ moment as they enter the two-bedroom suite. This includes suspending a dramatic contemporary chandelier within the suite’s skylight. The skylights, located at the pinnacle of the ship, are a “completely new concept for Princess and rare in shipbuilding”, said DADO. Capping off the modern design is the bed placed facing the ocean. For a focused, cohesive look, DADO kept within the same colour palette for each of the cabin types while evolving it even further for the Sky Suites. In the staterooms, the design team selected an updated colour story of soft blues, modern wood tones and neutral relaxing colours, while passenger corridors were refreshed with a brighter colour pallet and transitional design. In terms of how the vision was translated across the various DADOdesigned spaces on the ship, founding partner Javier Calle notes, “We stepped

Passenger Ship Technology | 1st Quarter 2020

Sky Princess is the first vessel delivered with the Ocean Medallion system already installed (credit: Fincantieri)

back and pinpointed the areas where we could make the biggest impact. We developed sophisticated carpet designs with a bit less colour, more neutral, also modern yet rich wood tones throughout, furniture with cleaner lines than they were used to, but that still felt elegant. Princess’ ships have always had a large amount of ornamental mouldings, we kept them but made them a bit more tailored and minimal.” The first-in-class Princess Sky Suites’ design sets the benchmark for all Princess vessels moving forward.

An Ocean Medallion first

Sky Princess is the first vessel delivered with the Ocean Medallion system installed. Mr Russian explains “This goal was reached through a long process of co-operation between Fincantieri and the owner. We were able to implement and install the necessary infrastructure during ship construction. Yard flexibility, fine scheduling and job prioritising were the key to implementing the latest revision of the Ocean Medallion System. “The system is designed to allow a full interaction between the guests and the ship. With the medallion, each passenger can access personalised information available from the Ocean system: a multimedia stream which, from the time of booking a cruise, during the stay on board and even after disembarking, keeps the passenger at the centre of their vacation.”

Ocean Medallion can facilitate passenger identification and boarding, and allows passengers to access their cabin using a keyless system, as it recognises the guest on the screens placed next to each door. The ship's services can be customised according to the needs and experiences gained during the hospitality on board. And the Ocean Medallion has been developed further now Princess Cruises has become the first ship operator to secure early access to a new constellation of satellites for gigabyte connectivity for passengers and crew. SES-owned O3b mPower will augment the Princess MedallionClass experience to enable passengers to use onboard wifi for internet access, social media, online gaming, media streaming and other online applications. O3b mPower will provide gigabytes of bandwidth to cruise ships over spotbeams of Ka-band when its new satellites are launched into medium Earth orbit (MEO) during 2021-2022. This constellation will ensure Princess MedallionClass ships are not constrained by traditional bandwidth capacity as SES will keep bandwidth ahead of demand with multi-gigabyte capabilities where and when it is required. Princess MedallionClass will be fully active on 11 ships by the end of 2020 with a new ship activated every 60 days. PST



Stena’s E-Flexer ferries: how they achieved high energy efficiency levels Stena’s first E-Flexer ferries have been delivered. Stena RoRo reveals the energy efficiency innovations deployed

Stena Estrid departs China for the Irish Sea (credit: Creative Commons attribution, no derivatives)

S The ship is scrubber and gas-ready to meet any future route-specific requirements”

tena Estrid has been hailed as the “most efficient ship in Stena’s history”. Stena RoRo’s 215-m long, 3,100-lane m capacity Stena Estrid is the first in Stena Line’s new line of E-Flexers. Five of these vessels are for Stena Line and additional vessels will be on long-term charter for other ferry operators. Nine E-Flexer vessels have been ordered and two have been delivered: Stena Estrid, delivered in November 2019 and Stena Edda, in January 2020. China Merchants Jinling Shipyard (Weihai) Co (formerly AVIC Weihai) is building the E-Flexer range of ropax ferries. Deltamarin is working on the project not only as a designer but also as a provider of comprehensive project management services to support the shipyard in the vessels’ construction. Deltamarin developed the concept of the vessel in close collaboration with Stena. Deltamarin

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says that in the design special attention has been paid to the vessels’ fuel efficiency as well as maximising the cargo space. Stena RoRo project manager newbuilding Magnus Lander tells Passenger Ship Technology “The ship is designed for the Stena Line route network and to combine maximum cargo intake, quick turnarounds and high passenger comfort with low fuel consumption. The design is based on the legacy from many Stena projects in the past where optimal flexible performance has been sought for.” Stena Estrid participated in sea trials to test the performance of the vessel including all the onboard systems such as the propulsion plants. The vessel is equipped with twin-screw Caterpillar marine propulsion drive trains with MPP 1410f propellers, shafts and packaged gearboxes. The vessel has a maximum output of 12,600



kW and is equipped with a MaK 12 M 43 C engine. The main engines and propulsion packages for seven of the ropax series were supplied by Caterpillar Marine. Stena Teknik project manager hydrodynamics Per Wimby says “After a long period of optimisation and testing with Weihai Shipyard, Deltamarin, MARIN and Caterpillar we now see the final product, which is the most efficient ship in Stena’s history.” The propulsion solution was a collaborative effort involving Deltamarin, Stena, Caterpillar and Weihai Shipyard. Speaking about the benefits of the propulsion system, Mr Lander says “Conventional ferries usually have four main engines for redundancy and to optimise the speed ranges with 85% MCR and shaft generator at constant speed. Stena Estrid is designed with two diesel-powered main engines, variable frequency shaft generators and with ability to feather the propeller blades on either side giving the vessel’s machinery a wider range to optimise the cost and fuel consumption. The ship is scrubber and gas-ready to meet any future route-specific requirements.” Indeed, as Mr Lander points out, the vessel has a gas-ready design philosophy and description which includes drawings and calculations to convert the vessel to dual fuel. Space and calculations have been prepared to allow for a dual-fuel conversion at a later stage. He comments “It goes without saying that it is always good to do the homework before the exam and the vessel is ready to be converted should the price and availability for LNG be favourable for the operator.”

Hydrodynamic performance and innovation

Singling out other environmentally friendly and energy efficient features Mr Lander says “The ship’s hull has an excellent hydrodynamic performance. Two leading naval architect consultancy firms were competing to win the design by achieving the lowest resistance through the water. Stena Estrid’s Energy Efficiency Design Index (EEDI) is significantly better than similar older tonnage and regardless of which fuel will be consumed onboard, it will be much less than conventional tonnage.” Mr Lander highlights other energy efficient and innovative solutions used: • Anti-fouling – Selektope (bio-repellent, organic, non-metal compound). • High lift streamlined flap rudders of twisted


MAIN EQUIPMENT SUPPLIERS Class: DNV GL Detailed design: Deltamarin Architect: Figura Interior package: Rheinhold & Mahla Cargo equipment: TTS Propulsion system: Caterpillar and Wärtsilä Automation system: SAM Switchboards and PMS: Terasaki Electrical motors: ABB Bridge: Sperry and SAM Oil separators: Alfa Laval and Westfalia GEA Ballast water treatment: Alfa Laval and Wärtsilä Paint: Chuguku/Selektope HVAC: Novenco and Heinen & Hopman Fin stabilisers: Mitsubishi

leading-edge type with rudder bulbs. • Trimmed thruster grids optimised for the design draft bulb wake, improving the hull performance even further. • Duck tail interceptor reducing the stern wake and optimising the hull performance. • Propellers with feathering mode which further optimises the speed ranges. • Fuel management system. • Stern tubes designed with anti-leaking system. • LED lightning for low energy consumption. • Variable frequency shaft generators. • Frequency-controlled pumps and fans. WE Tech Solutions’ permanent magnet shaft generator and variable speed drive combination are used on the E-Flexer vessels. The Finnish technology company’s innovative configuration on the latest versions of the E-Flexer series make energy efficiency gains, contributing to a 25% reduction in CO2 emissions compared to current generation roro vessels. The solution in fact scooped the 2019 Marine Propulsion Efficiency Improvement Award. The arrangement combines a variable frequency drive and permanent magnet shaft generator, along with a dedicated power management system. In power take-out mode, the system generates power for the ship’s electrical network. The shaft generator, driven by the main engine, can produce all the electricity required on board without using fuel to run auxiliary generators when sailing. The variable frequency drive allows the main engine to run at variable speed while producing electricity on board. The concept drew plaudits for building on wellestablished energy saving principles, with a novel application of permanent magnet technology. One judge at the Marine Propulsion Awards praised the WE Tech system on Stena Estrid as a “good basic concept for a hybrid propulsion train” that could easily be extended with the addition of energy storage. Another highlighted it as “a reallife example of the extended use of permanent magnets” beyond their established uses in thruster and winch motors.

Using a Chinese yard

Stena Line fleet manager Bob Brouwer received the award with WE Tech sales manager Peter Lindström. "Stena Line has put the latest technology in its Chinese newbuilds and we will continue to add more such innovations in the future," Mr Brouwer said. Explaining why Stena RoRo chose a shipyard in China to build the ferry, he says “To build a ▶

Passenger Ship Technology | 1st Quarter 2020


Snapshot CV

Magnus Lander

(Stena RoRo) Stena RoRo project manager newbuilding Magnus Lander is the project manager for the E-Flexer newbuildings. He is based in Gothenburg but frequently travels to China for project meetings with the shipyard. Previous positions include manager liner and breakbulk services at Stora Enso and he also spent nine years at Northern Marine Management, starting as chief officer before becoming captain and then superintendent. He started his career as deck officer at Stena Line. He graduated with a BA in nautical sciences, master mariner, at Kalmar Maritime Academy.

▶ ship is very cost efficient in China compared to South Korean, Japanese and European yards. AVIC [now Weihai]was determined to enter the ropax ferry building market and to develop the E-Flexer concept together with Stena. The shipyard in Weihai has a young modern leadership with a good safety track record. The design and production are well supported by Deltamarin and Reinhold & Mahla.” Speaking about the technical differences between Stena Estrid and the other ferries in the E-Flexer series, he says “There are a few adjustments to the other E-Flexers. For example, one will be equipped with a closedloop scrubber, two ships will be powered by an LNG dual-fuel system, two ships will be 25 m longer than the original design and one vessel will be a day ferry with a specialised port interface for the quick turnaround in the English Channel.” Deltamarin Group delivered a comprehensive engineering, procurement, construction and management package for Stena’s newbuilds. Deltamarin’s engineering package includes approval design, support in procurement handling and detail design. Deltamarin Floating Construction carries out the construction management in close co-operation with the shipyard and supplements the construction team with long passenger ship building experience. The project management services also include master planning, procuring project materials and material management, project information

management and site supervision. Deltamarin managing director Janne Uotila says “One of the key principles of Deltamarin designs has always been energy efficiency. Due to environmental reasons and stricter regulations, this is now even more important and this project is a good example of this,” adding “This is a great achievement and a benchmark for how close collaboration between all parties can lead to fantastic results.” Weihai Shipyard developed its facilities for constructing the Stena ferries. A new plate welding production line has been in operation to meet the high requirements of thin plate welding. Furthermore, a workshop for modular cabin production started production in 2018. The unit cabin building method means the cabins can be prefabricated. This is believed to be the first Chinese shipyard to have such a facility. In addition to its relationship with Deltamarin, the shipyard has built strong links with other European resources for vessel construction, using German interior outfitter R&M for the Stena vessels. R&M has a local branch in China, which is also beneficial. When Passenger Ship Technology interviewed Weihai [then AVIC] general manager Eric Deng at SMM 2018, he said the shipyard would learn about interiors from R&M with the aim of managing this aspect themselves for a future ropax project. Explaining how the shipyard approached the project, Mr Deng said the yard organised a dedicated technical research team and project management team to take care of the Stena project. PST

Stena Line deploys AI for digital transformation Stena Line is deploying AI-driven data management to improve efficiency, sustainability and profitability. Its first step is a pilot project to develop a unique data management solution with Semcon. Semcon is developing a smart solution to manage the data required for new digital offerings and additional AI projects for the shipping company going forward. Stena Line head of AI Lars Carlsson says this should drive the company’s digital strategy going forward. “Stena Line’s ambition is to be the world’s

Passenger Ship Technology | 1st Quarter 2020

first cognitive ferry operator using AI throughout the entire organisation,” says Dr Carlsson. “To succeed in this, we need to structure all our data and intelligence and make it available.” Semcon global business director for digital solutions Carl-Johan Aldén expects information management and AI will drive other shipping companies’ digital strategies. “Stena Line is embarking upon a fantastic data transformation initiative,” he says. “We are able to create smart data management solutions that allow new digital services to be implemented,” says Mr Aldén.



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The ferry features Austal’s latest, optimised hull form developed using advanced computer modelling and robust tank testing (credit: Osprey Creative)

How new trimarans cut fuel and boost efficiency Austal reveals the advanced trimaran technology behind Fred. Olsen Express’ new ferries



red. Olsen’s next-generation trimarans are designed to boost seakeeping, passenger comfort and efficiency. Bajamar Express was rolled out onto the hardstand at Austal Australia’s Henderson shipyard in Western Australia in December, in preparation for final fit out before launch in February 2020. The vessel is due to be delivered in Q2 2020. Its sister ship Bañaderos Express is being built by Austal’s yard in the Philippines. Austal was awarded the contract for the two 118-m trimarans, worth over A$190M (US$131M), in October 2017 and began constructing the first vessel in September 2018. This order comes on the back of Fred Olsen’s Benchijigua Express trimaran, delivered by Austal in 2005. Capable of transporting more than 1,100 passengers and 276 cars at speeds of up to 38 knots, the new ferries feature Austal’s latest, optimised trimaran hull form and will be fitted

with Austal’s motion control technology that delivers a smoother ride and an enhanced onboard experience for both customers and crew. Austal technical manager sales James Bennett tells Passenger Ship Technology that the main considerations in developing the two 118-m trimarans are passenger comfort and reduced fuel consumption. He adds “The route the vessels will operate in the Canary Islands faces intense competition from local airlines. Being able to offer a high-speed vessel with greater comfort and improved sea keeping over conventional high-speed vessels is essential in the battle for passenger patronage.” The decision to use a trimaran model over a conventional catamaran is based on Fred Olsen’s experience operating Benchijigua Express since 2005. “In that time the vessel has consistently demonstrated exceptional sea keeping when compared to other types of high-speed vessels. Compared to a catamaran, the trimaran

Passenger Ship Technology | 1st Quarter 2020


hull form gives passengers and crew a more comfortable experience due to the lower vertical and transverse accelerations,” says Mr Bennett. He expands upon the benefits of using a trimaran. “The primary answer is vessel motion. A catamaran, due to its two widely spaced hulls, is a very stable platform; this geometry inherently results in a fast roll period of about four-six seconds. The trimaran, with its narrow centre hull and low-volume amahs has a roll period over twice that of a similar catamaran. The longer roll period translates into a lower transverse acceleration. This characteristic, in combination with the long slender centre hull imparts a soft ride in bow quarter and head seas. Collectively, these features and characteristics create an environment where the passengers experience much lower accelerations and therefore a more comfortable ride.” The ferry features Austal’s latest, optimised hull form. Mr Bennett says Austal’s latest generation trimaran hull form has been developed using advanced computer modelling and robust tank testing, to offer the “best seakeeping and low resistance”. He adds “The low hull resistance means the new vessels will have a lower fuel

Passenger Ship Technology | 1st Quarter 2020

consumption per passenger, compared to previous generation vessels.” Optimising the vessel’s hull shape, reducing drag and improving efficiency has led to reduced fuel consumption. The new vessel also uses the latest generation silicon antifouling which contains no biocide. Explaining the environmental benefits, Mr Bennett adds “Silicon-based antifouling offers year-round performance compared to conventional antifouling which tend to lose their characteristics as the operating year progresses. The trimaran hull form also generates lower levels of wave wash compared to other high-speed vessels, meaning the potential to damage fragile coastlines on the vessel’s route is greatly reduced.”

Motion control and smart ship data

Austal’s motion control technology, fitted to the new trimarans, consists of a large T-foil mounted on the centre hull near the bow of the vessel moderating pitching motion. On the aft end of each amah there is a pivoting foil that controls roll motions. Mr Bennett expands “The motion control system operates these devices in a co-ordinated manner to reduce the vessel’s pitch, heave and rolling motions. The

Being able to offer a highspeed vessel with greater comfort and improved sea keeping over conventional high-speed vessels is essential in the battle for passenger patronage” James Bennett (Austal)



Snapshot CV

James Bennett (Austal) Bajamar Express was rolled out onto the hardstand at Austal Australia’s Henderson shipyard in Western Australia in December, in preparation for final fit out (credit: Osprey Creative)

design and engineering behind each of these devices has been developed over many years with a particular focus on easing maintenance and minimising the requirement to drydock the vessel for routine maintenance.” There are several innovations on the vessel, particularly within the structural design, that have optimised the vessels’ lightship weight. Austal has been working closely with Fred Olsen to develop MARINELINK-Smart. MARINELINK-Smart is being designed to give the operator smart ship data gathering capabilities with the aim to help reduce operational costs via fuel savings. Mr Bennett says “MARINE LINK-Smart includes intelligent learning modules monitoring and controlling vessel trim, fuel consumption, speed and engine rpm, and condition monitoring of ships’ equipment and components.” The two ferries will be powered by four MTU 20-cylinder 8000 M71L engines and by Kamewa waterjets from Rolls-Royce. Mr Bennett says “The propulsion configuration has been developed to ensure the vessel can operate safely in all sea conditions designed for, with excellent redundancy. Each of the four main engines drives its own waterjet


and is independent from the other engines. This means a failure in one drive line will not impact the remaining three engines or waterjets. The vessel is designed to safely operate on three engines if required. The vessel is also fitted with two large bow thrusters to help with in-port manoeuvring. The Canary Islands are well known for the daily strong northeast trade winds, so excellent manoeuvring is essential.” Benchijigua Express is also powered by MTU Series 8000 engines. Fred. Olsen technical manager Ivan Fernandez Martinez previously said, upon the announcement the vessels will be powered by MTU, “Benchijigua Express is a prestigious vessel in the world of fast ferries. It ticks all the boxes in terms of our high demands for power, speed and passenger satisfaction. On the back of this positive experience we have decided to install MTU engines in our new trimarans as well. These engines will be in service around-theclock, and we need the best possible efficiency and fuel consumption coupled with low levels of downtime. We know MTU can deliver on this. Since being launched into service back in 2005, Benchijigua Express has not had a single passage cancelled by engine issues.” PST

James Bennett is technical manager (commercial) at Austal, based at the Australian shipyard at Henderson, Western Australia. As one of Austal’s earliest recruits and most experienced naval architect, he has contributed to the company’s success since 1989 and celebrated 30 years’ service in 2019. During this time, Mr Bennett has held various roles covering design, project management and sales and marketing. After qualifying with a higher national diploma in naval architecture from the Southampton College of Technology, UK, Mr Bennett worked at companies including Allday Aluminium in the UK, Seaconstruct in Singapore and Precision Marine in Western Australia, before joining Austal in 1988. Mr Bennett has been heavily involved in Austal’s research programme investigating new ferry platforms that combine the benefits of lightweight aluminium construction with LNG.

Passenger Ship Technology | 1st Quarter 2020


Lessons learned Tycho Brahe meant that when Aurora was converted it worked from day one (credit: ForSea)

ForSea battery conversion: a ‘big little journey’ ForSea has led the way with battery conversions. Now its two retrofitted ferries have been in operation over a year, it reveals the challenges faced and achievements

Passenger Ship Technology | 1st Quarter 2020


orSea has been at the forefront of battery ferry conversion and has built up operational experience after more than a year in operation. ForSea former chief executive Johan Röstin called the conversion of Tycho Brahe and Aurora ferries the “little big journey” in his presentation to delegates at the Interferry conference in London in October last year. He explains “The journey is only 20 minutes and our competitor is a bridge 55 km away – that is our problem. We looked at how we could convert our company to be more CO2 neutral as a bridge is always polluting.” Mr Röstin says since the bridge opened in 2001, ForSea has experienced

a downturn in passenger traffic. But the company’s decision to convert two ferries will no doubt help; as he says “The younger generation is looking at how things will be in future, is it good to use a bridge or better to use something fossil free? That is our logic.” Indeed, he calls the company’s ferries a “floating bridge”.

Striving for zero emissions

He sums up “We are striving for zero emissions. It is not the easiest vision to have but it is necessary from our perspective. It is extremely important to make sure we can compete with the bridge in future.” The route the ferries take between



Denmark and Sweden is busy – there are 142 crossings a day, translating to 55,000 crossing annually. The ferries carry 7.1M passengers, 1.3M cars, 452,000 trucks and 16,500 buses a year. Mr Röstin says “We focused on environmental issues for a long time, but the big changes were when we started this battery project, were sold in 2015 to infrastructure company and signed a turnkey contract with ABB.” The first ferry to be converted, Tycho Brahe, was a diesel-electric ferry built in 1991. It became battery operated in December 2018. The next was Aurora. Mr Röstin comments “We learnt a lot when we converted the first ship, and when we took Aurora to service, it was more plug and play, it worked from day one.” 2018 was a significant year for the company as not only were the new batteries inaugurated, but the ferry operator changed its name from HH Ferries to ForSea. Tycho Brahe and Aurora were converted from conventional diesel engine operations to battery power at Öresund Dry Docks. Converting these 100-m ferries, both built in 1991, required installing a 4,160-kWh battery, battery racks, energy storage control systems and ABB’s Onboard DC Grid power distribution technology on each vessel. Additionally, ABB supplied automated shoreside charging stations using an industrial robot to optimise the connection time and maximise the charging period, leveraging 3D laser scanning and wireless communication between ship and shore. INEA, the EU’s executive agency for innovation and network, supported the project with approximately Skr120M (US$13M). Mr Röstin ran through the business considerations of the ferry conversions, explaining “There were two main considerations – economic due to high oil prices and minimising our environmental footprint. Our company wants a good return on investment, but due to unpredictable oil prices, this is difficult to calculate.” Other issues included power infrastructure in the port, battery lifetime


TYCHO BRAHE Built: 1991 Length: 111 m Width: 28 m Draught: 5.3 m Car capacity: 238 Passenger capacity: 1,100 Lane m: 539 m gt: 11,434

AURORA Built: 1991 Length: 111 m Width: 28 m Draught: 5.3 m Car capacity: 238 Passenger capacity: 1,250 Lane m: 539 m gt: 11,046

The younger generation is looking at how things will be in future. Is it good to use a bridge or better to use something fossil free? That is our logic”

– since battery development is developing fast, tax on electricity and diesel. It was also crucial to maintain a high-frequency sailing schedule with a 60-minute turnaround. A turnkey delivery was also an important consideration, and to achieve maximum environmental benefits ‘green’ electricity was needed. Indeed, the batteries are charged by green electricity from non-fossil fuel: wind, water and solar energy. Describing the project, Mr Röstin explains there are 640 batteries per ferry, with each weighing 90 kg. The batteries are placed in four containers between the chimneys. If the batteries cannot be charged, the vessel can be run with hybrid or diesel operation. The 640 water-cooled lithium Ion battery modules have a total weight of 57 tonnes, with a total weight for the installation of 270 tonnes. The batteries are charged by a fully automatic laser-controlled robot arm, with a charge of 10,000 kW to the batteries. There are six to nine minutes of efficient charging for a 20-minute crossing. The average charging time is seven minutes, corresponding to 1,175 kWh. There is a total capacity of 4,160 kWh. Mr Röstin says this “gives us surplus electricity in case we cannot load during a stop or if the transit takes longer than usual. “The energy combustion when using battery operation is much lower compared to diesel, due to the efficiency of the power.” Diesel engines are kept as a back-up. Mr Röstin told the Interferry audience “The capacity of 70 Tessler cars compares to our battery capacity. We charge for six minutes on the Danish side and nine minutes on the Swedish. The challenge for us is to make sure we have power and do it quickly as we have on average seven minutes to do the charging.” A presentation on the ferry conversion by ABB explains that when it comes to the charging, there is one medium voltage shore connection switchboard in each harbour. There are two fully automatic ABB robotic systems in each harbour for the energy transfer. The generators remain as back-up, with an energy storage of 4,160 kWh. Propulsion includes four 1.5-MW

Passenger Ship Technology | 1st Quarter 2020


Azimuth thrusters. ABB said in its presentation that the energy storage system was integrated with the existing infrastructure through a combination of distribution transformers, diode rectifier units and DC/DC converters, thus transforming the system into an ABB Onboard DC Grid. There is a connecting cable while the ferry is making the final approach to the ramp to optimise the connection time and therefore maximise the charging period. ABB said there is a long lifetime for the robot and cable reel, while the tower moves vertically based on tidal water. In terms of approval by authorities, as there were no rules for batteries at the time of the conversion, IMO Alternative design was needed, with 1455 Guidelines for approval of alternative design used. A design team consisting of all specialists was assembled and Lloyd’s Register was the class society used, while flag state authorities (DMA and STA) were used for approval.

The 640 batteries per ferry are placed in four containers between the chimneys (credit: ForSea)









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Picture © Ootahara

its food and beverage retail,“being as green as possible” and carrying out local sourcing. Mr Röstin summed up “Our beloved floating bridge: the always moving silhouette is a proud symbol of possibilities and development, connecting people and businesses from two countries, keeping the wheels turning now and tomorrow. “It promotes integration and growth in the region, is operated by 750 employees, generating up to 2,000 jobs in the region.” PST



we were using – the big thing is energy.” The company invested in new computer systems to measure the battery energy used by the ferries, which calculated the energy consumption decreases in transport between the two cities totalled between 6-9%. Mr Röstin underlines “First we had to bring in the batteries, and then saving energy as that is the big trick.” ForSea is looking at how to be as green as possible and to this extent is looking into


Speaking about the company’s experience of converting the ferries to battery power, Mr Röstin said “To be a first mover is time consuming… when we estimated man hours and overtime on ships, [we used] 750 staff when it came to scheduling the high season.” Other challenges included the complicated approval process, using industrial technology in a maritime environment and that lithium battery handling requires specialist knowledge. Mr Röstin adds “One reason there was a delay is that IMO did not have a regulation for using batteries as an alternative fuel. We pay VAT when we charge batteries on the Swedish side but do not pay with diesel, so a lot of things were difficult to sort out. From an HR perspective, more and more specialists became involved, so we did a lot more training. But it has been a huge motivator internally because we are the first ones in the world [to do this].” Speaking about lessons learnt from the first ferry converted, Mr Röstin says “Aurora was charged 93% in August 2019 across all routes and crossings so it works. It has not been an easy project as being first in the world for this, there were a lot of hurdles we could see from the beginning of project.” He summed up “But yes, it can be done and that was the biggest motivator internally and now everyone is looking for new ideas on how do more from an environmental perspective.” Other positives include that emissions reduced by 50% in Q1 2019. Furthermore, a welcome benefit of using the batteries is reduced noise and vibration, including underwater, of the ferries. Mr Röstin says “Vibrations were a lot less than before so there is a better working environment and we are filming under ships [to look at the effects] on water inhabitants. We have dolphins in the strait we cross, so this is a positive effect of the project.” The amount of energy being used was a big focus for ForSea. Mr Röstin says “Everybody talks about what it costs to bunker, and we need some sort of energy. Today everyone’s focus is on batteries to bring down pollution, but for us the first thing was to bring down amount of energy


Challenges of being a first mover

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Søby Værft shipyard: building upon Ellen After building the most powerful electric ferry in the world, Søby Værft shipyard is keen to use its experience to build more electric and hybrid ferries


øby Værft shipyard aims to continue building green and electric ferries after building e-ferry Ellen, the most powerful electric ferry in the world. The Denmark-headquartered shipyard dates from 1931 and offers repairs as well as shipbuilding, with ship repair the largest part of its business. As its chief technical officer Henrik Frederiksen tells Passenger Ship Technology, “This is because we do not always have newbuildings contracted, some years we do and some we don’t, although last year we delivered five newbuildings.” Indeed, last year was a stand-out year as not only was allelectric ferry Ellen delivered by the shipyard but also electrichybrid ferry Kanalen. The other three newbuildings were fishing boats for Norway. Overall, the shipyard has built 10 ferries and repaired many others over the years. Speaking about the impact of Ellen for the yard, Mr Frederiksen says “We are concentrating on electric, hybrid

and green ferries, having started with Ellen in 2015. This is the way the industry is going and we have good experience having built the most powerful electric ferry in the world. And we delivered Kanalen last year, so we have experience with both hybrid and fully electric. This is a huge advantage as we know all the rules and it is very different when you build fully electric ferries.” The shipyard was one of nine partners in the consortium building Danish operator Ærø Kommune’s all-electric ferry Ellen, which breaks several barriers. With its route covering a 22-nautical mile crossing, it travels a greater distance than any other all-electric ferry and has the largest battery pack installed at sea. It is also the first electric ferry to have no emergency back-up generator. Creating this e-ferry prototype, delivered in May last year, involved building a fully electric-powered green ferry which can sail without CO2 emissions. The project is supported by the European Commission’s €80Bn (US$90.5Bn) research and innovation initiative Horizon 2020. On 15 June 2015, Søby Værft started the project. Mr Frederiksen highlights the main challenge. “In terms of building Ellen, the challenge was that it was electric, so we had to invent it from the beginning. This was the case for class; the Danish Maritime Authorities did not have a complete set of rules for how to build an electric ferry so we had to use an alternative

Ellen: The shipyard’s goal was that passengers sense the ferry is electric because it so quiet

Passenger Ship Technology | 1st Quarter 2020



design. As a shipyard it was interesting for us to be involved in developing the entire project.” He says the first thing he did was to travel to Norway to tour the world’s first electric ferry Ampere. Mr Frederiksen says “We wanted to see how they did it, and we decided to avoid having any oil or hydraulic systems on board to keep the ferry as quiet as possible.” He says the shipyard’s goal was that passengers unaware that the ferry was electric, would realise there was something different about the ferry due to the lack of noise and vibration. Mr Frederiksen continues “That is why we removed hydraulic systems as they make noise. All our ventilation systems are quiet and our bow thruster system is a special design that works quietly. Together, this means the ferry is very quiet and comfortable and does not create noise when entering and leaving the harbour and during manoeuvring.” Instead of hydraulic systems, electric solutions were used. Mr Frederiksen says another notable achievement was the sea trial. “The ferry performed very well on the endurance test when it was at 100% load. It had to run six hours straight to check it could stand the full load. For six hours there was 100% sailing – this is very good for a first try on a fully electric ferry.” The shipyard built the electric hybrid ferry Kanalen, for the Thyborøn-Agger route on Denmark’s northwest coast at the same time it built Ellen, giving it valuable experience of constructing a battery hybrid. The 46-m double-end hybrid battery ferry contains two separate enginerooms, with one battery pack and genset in each. Mr Frederiksen says “The goal was to save fuel on the gensets. The idea for this ferry operator, which has a very short sailing distance of 13-14 minutes, is that we use two gensets which are smaller than the propulsion requires. When you are in port, the genset produces power for the propellers and charging batteries and when crossing to the other side, you need more power than the propulsion is able to give, so the ferry also takes power from the battery pack. In that way it is possible to put in smaller gensets to save fuel.” He highlights the benefits. “On a hybrid ferry, it is more comfortable, as there are two gensets working on a constant load, so you do not have all the machinery moving up and down. This cuts vibration and noise and is much quieter than a diesel-driven ferry.”

We are sure that in the next three to five years there will be a lot of conversions. We have no doubt that will be a big part of our job on the repair side” www.passengership.info

Snapshot CV

Henrik Frederiksen (Søby Værft)

Henrik Frederiksen is chief technical officer and head of newbuildings at Søby Værft shipyard in Denmark. Former roles include warranty engineer at MAN B&W and superintendent at Maersk Supply Service. He was educated and trained as a marine engineer.

He singles out a comparison: in 2012 the shipyard built a similar ferry, but a traditional diesel-driven one. “We can see a huge difference between that and Kanalen, as it is much more comfortable and quieter than the traditional one,” says Mr Frederiksen. The shipyard is hoping to harness its experience of building Ellen and Kanalen to win more e-ferry and hybrid electric orders. Mr Frederiksen comments “We want to build e-ferries and we hope that now Ellen has been operating for some time, people will see it is working properly and we get the chance to build more. We have the experience and know how to do it.” The shipyard also hopes to use its green ferry experience to apply its knowledge of batteries to these types of vessels. On the ferry retrofit side of the business, Mr Frederiksen is sure the shipyard will start to apply battery retrofits. He says smaller local ferries in Denmark use its facilities for drydock and “we have had a lot of requests about going fully electric or hybrid”. “We are sure that in the next three to five years there will be a lot of conversions. We have no doubt that will be a big part of our job on the repair side.” He sums up “Many have been waiting for Ellen to enter operation. It is a lot of money to invest and operators want to see how it performs. That is what we hear from our customers. Now is the time for lots of modifications and green solutions.” PST

Passenger Ship Technology | 1st Quarter 2020

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Norled’s hydrogen vessel to have impact ‛far beyond’ ferry sector

Norled will initially transport liquid hydrogen from France or Germany

Plans for a liquid hydrogen fuel cell-powered cruise ship for Havila and a hydrogen ferry for Norled will have wide ramifications for the passenger ship industry


hile Norled’s fully electric Ampere ‘turned the Norwegian ferry industry upside down’, the operator expects its first hydrogen ferry to have an even greater impact. Norled project manager for international transport Kjell Ove Hatlem was addressing Interferry’s annual conference in London and told delegates about the challenges of building a liquid hydrogen ferry, in a presentation titled ’The next industry game changers – hydrogen-fuelled ferries’. He said “We are working to get liquid hydrogen and I think that will change the business the same way Ampere [Norled’s first all-electric ferry] did at the time. There is no production or bunker station in


Norway, there is no way to get hydrogen.” Nevertheless, the company has a project to build two zero-emissions ferries, to be delivered in 2021. “They will look the same” but one will be fully electric, and one will be fuelled by liquid hydrogen. They will cross close to Stavanger in Norway. Mr Hatlem said, “We will initially transport liquid hydrogen from France or Germany by truck or boat, trying to have as small an environmental impact as possible. It will take another three or four years before we have the infrastructure in Norway to produce liquid hydrogen and have the bunker stations where we want them.” He highlighted that the hydrogen will be made from clean power such as

wind, water or solar power. “This is a business opportunity for hydrogen production, transport and bunkering,” he said, adding that while it will start in the ferry sector, hydrogen power will be used in other transport sectors including cruise ships, trucks and buses. Highlighting the help ferry operators gain from the Norwegian Government to build a vessel powered by hydrogen, he said it gave support by funding and giving the operator new contracts. “You need zero-emissions vessels and they pay the extra for that, giving us a huge advantage as an industry,” he said. Revealing more technical details about the hydrogen-powered and electricpropelled zero-emissions fast ferries, he said the energy consumption would be based on foils that will lift up the vessel and use 45% less energy per passenger than traditional high-speed craft. “We will introduce this new technology keeping the same speed we have today, the same comfort and timetables,” said Mr Hatlem. The electric version will go shorter distances and liquid hydrogen will be used for the ferry travelling longer distances. There will be no emission of NOx, Sox or CO2, they will be completely emissions-free with the hydrogen produced from clean sources. The ferry operator works with partners on the ferries, including experts in design and propulsion.

Hydrogen and cruise

Sustainable energy group Norwegian Electrical Systems (NES) is the technology brains behind a consortium called FreeCO2ast that aims to put a liquid hydrogen fuel cell-powered cruise

Passenger Ship Technology | 1st Quarter 2020


ship on the water by 2023. The largest of its type, at least in shipping terms, the fuel cell will boast an output of 3.2 MW, enough to propel the vessel for long distances along the coast, according to NES senior vice-president for sales, Stein Ruben Larsen. Designed by Havyard for shipowner Havila, the fuel will be delivered by a bunkering vessel or a truck, and then stored onboard in a liquid hydrogen tank. The FreeCO2ast project is the latest vote of confidence in fuel-cell technology, in part because more good hydrogen is being produced – that is, using sustainable techniques rather than fossil fuel technology, a major stumbling block until recently. The maritime industry is also piggybacking on fast-improving technology in land-based power. For instance Sweden’s PowerCell, which will provide the propulsion for the FreeCO2ast project, unveiled in late 2019 a more compact and robust version of its MS-100 fuel-cell system with a maximum output of 100 kW. “[The cell] has improved operating life-time and robustness for demanding applications on land and sea,” the company announced.

Hurdles to overcome

Although the promise of hydrogen fuel cells is high, the technical hurdles remain formidable. Probably the biggest of these is how to scale them up to power big deep-sea vessels, rather than the shorthaul ferries that will be the first adopters. Currently, the biggest installations pack a punch of just 100 kW, not nearly enough to replace an internal combustion engine; and certainly far from powerful enough to do away with the giant diesel engines on a cruise ship. However, as fuel cell group Ballard Power Systems says, the cruise industry is awake to the potential. “We are working on a megawatt-scale fuel-cell product with ABB Marine & Port for the cruise-ship market,” director Guy McAree says. “This would be a land-based system to provide electricity to power hotel operations onboard when the ships are docked.” As ABB Marine & Ports’ global product manager for energy storage and fuel cells Jostein Bogen said: “[ABB

Passenger Ship Technology | 1st Quarter 2020

The FreeCO2ast consortium aims to put a liquid hydrogen fuel cell-powered cruise ship on the water by 2023 (credit: Havila Kystruten)

is developing] a large hydrogen power solution for a passenger vessel as an addon to the existing propulsion system.” Meantime, short-sea companies are knocking on Ballard’s door. “We are very involved in the marine sector [but] primarily focused on propulsion for smaller craft, like passengers and car ferries and river push boats,” adds Mr McAree. Ballard, which pioneered fuel cells in the USA, is chasing much bigger megawatts. “In the future, other heavy-load applications could be addressed by large-scale fuel-cell systems,” predicts Mr McAree. For the moment though, most experts believe hydrogen fuel cells will be limited to the supply of purely supplemental energy for bigger ships. “The potential we see currently is for hydrogen fuel cells as a range extender where pure battery installations fall short,” explains Anders Valland, ocean research manager for maritime energy at Trondheim, Norwayheadquartered Sintef. “This would be for smaller vessels travelling at low speeds and/or short distances.” Although fuel cell science is pulling out all the stops to boost megawatts, for the foreseeable future the technology will be limited to the provision of auxiliary power.

Storage continues to hamper hydrogen take-up

An abundant element in the atmosphere, hydrogen is seen as one of the fuels of the future as shipping hurries to a carbonneutral deadline of 2050. Highly versatile,

it can be converted into an energy carrier, for instance when produced from carbonneutral resources such as sustainably derived electricity. But, as classification society DNV GL points out in its latest Energy Transition Outlook, “alternatively, carbon-neutral H₂ can made from natural gas (with carbon capture and storage) or from nuclear energy.” Hydrogen can also provide the basis for different electro-fuels – or e-fuels. “Electro-fuels is an umbrella term for synthetic fuels such as diesel, methane and methanol when they are produced from H₂ and CO₂ (carbon-based fuels), or from H₂ and nitrogen (nitrogen-based fuels),” explains DNV GL. Meantime, the big hurdle for deepsea sailing is storage. “An unsolved problem is that storage of hydrogen is not practical for larger vessels covering long distances,” DNV GL Maritime’s senior project engineer Lars Langfeldt says. “The only technology that may be promising is liquid organic hydrogen carriers [but] they still require a lot of space and are technically complex. But at least they solve the problem of very large fuel tanks at extremely low temperatures or at very high temperatures.” Fuel cells will be in common use in many landbased applications such as long-distance buses, trucks and trains long before they are used in shipping, he predicts. But the problems are not insoluble and says Mr Langfeldt, “deep-sea applications could be possible around 2035.” PST


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Ultramarine will carry 200 passengers to Arctic regions from 2021 (credit: Quark Expeditions)

Quark Expeditions unveils technical innovations on Ultramarine Quark Expeditions explains how its latest vessel adheres to its Polar Promise sustainability framework


xpedition cruise ship Ultramarine’s technical features will minimise the ship’s environmental footprint in keeping with its Polar Promise sustainability framework. The vessel, at 128 m long, with a beam of 21.5 m and at 13,500 gt, will set sail in 2021, accommodating up to 200 passengers in spacious cabins and public areas. Quark Expeditions announced in January 2020 that


Ultramarine is ready for booking during an inaugural Arctic season with voyages to Spitsbergen, Greenland and the Canadian Arctic. “Every aspect of the ship has been built with one thing in mind: continuing to redefine what is possible in polar adventure,” said Quark Expeditions president Andrew White at the steel cutting ceremony at Brodosplit shipyard last year. “We’ve created a ship unsurpassed in its class not only by partnering with industry leaders like Brodosplit and LMG Marin, who are as committed as we are to pushing the boundaries, but also by consulting with our own polar experts and expedition leaders, who know better than anyone else what guests want out of their polar experience.”

Minimising environmental footprint

Quark Expeditions operations and sustainability manager Lyndsey Lewis tells Passenger Ship Technology that Ultramarine will feature “ultra-efficient energy systems.” The ship will be powered by four main engines, which are compliant with the stringent IMO Tier III requirements. These will be manufactured by Anglo Belgian Corporation and located in two redundant enginerooms. Each engine will drive an electric generator which supplies power to the main propulsion motors at 3,000 kW each, and to the two bow thrusters at 600 kW each, a single stern thruster at 800 kW, and all onboard electrical consumption. This configuration allows

Passenger Ship Technology | 1st Quarter 2020


for the most fuel efficient and low emissions operation over a wide variety of operating speeds and conditions. The vessel will also feature a micro auto gasification system (MAGS). Ms Lewis says “The self-generating MAGS system gasifies combustible waste. Mixed waste is converted into thermal energy and solid carbon matter, called biochar, decreasing the waste volume by 95%.” There will also be efficient power. “Four diesel engines of two different sizes allow Ultramarine to meet fluctuating power needs, automatically shifting to the optimal combination and minimising fuel use and exhaust emissions,” Ms Lewis comments. Reused heat is another innovative feature. Ultramarine’s enthalpy wheel, a heat recovery system, “salvages useful energy and returns it to the ship as fresh air, reducing the amount of energy required to heat the ship”, says Ms Lewis. A consistent environment is also important. “Fan coil units, top-quality thermal insulation and low heat-transfer windows in every suite mitigate against high variability in HVAC usage, keeping temperatures stable,” says Ms Lewis. LEDs throughout the ship produce potential energy savings of up to 50% compared with standard fluorescent lighting, Ms Lewis comments. Ms Lewis also highlights the streamlined design. “The re-imagined hull and propeller design ensures the lowest possible resistance, reducing the power required to propel the ship.”

Polar Promise

In April 2019, Quark Expeditions unveiled its sustainability strategy named Polar Promise, which Ultramarine adheres to. Ms Lewis says “It advances both ongoing and new initiatives aimed at improving environmental and social outcomes in the polar regions. The strategy translates Quark Expeditions’ existing and new efforts into concrete, measurable goals and sustainable outcomes to be achieved by 2025. As part of this, the cruise operator follows the United Nations Sustainable Development Goals to view the impact

Passenger Ship Technology | 1st Quarter 2020

Snapshot CV

Lyndsey Lewis (Quark Expeditions)

Lyndsey Lewis is an operations and sustainability manager at Quark Expeditions, responsible for the Polar Promise sustainability framework and securing permits for voyages to the Arctic and Antarctic. Prior to joining Quark Expeditions, she co-founded a sustainable 3D printing materials company and brings with her nearly 10 years of experience as a consultant in the sustainable building industry.

of its activities and use as a benchmark to assess the relevance of its initiatives. Ms Lewis explains “We have identified sustainable development goals to which we believe we can make the biggest contribution. They include conserving our oceans and taking action to combat climate change. “We are committed to environmentally responsible tourism because protecting the places we visit is vital to ensuring we can continue to enable travellers to enjoy the spectacular beauty of the polar wilderness.” In addition to ultra-efficient energy systems, Ultramarine will feature innovative safety features including: • Engines: The vessel has four independent engines, two separate enginerooms, three vertical fire zones and 13 redundant critical systems. • Safe return to port: The ship is fully safe

return to port compliant. • Helicopters: The ship’s two twin-engine helicopters and two helidecks allow for fast emergency medical evacuation. • Wristbands: All guests are given a wristband with GPS tracking integrated with the gangway and mustering systems. • Optimisation: Optimised fuel, water, provisioning and waste-handling systems will allow Ultramarine to offer a completely new set of polar experiences, from exploring innovative itineraries to new, seldom-seen landing sites. Asked if Quark is planning on adding to its fleet, Ms Lewis says “With the largest and most diverse polar fleet offering passengers a wide range of choices, our continued mission is to offer travellers unparalleled access to the most remote places on earth. As the leader in polar expeditions for 30 years, we are always looking to go beyond, to help people experience the polar regions in unique ways – this includes constantly looking to enhance our fleet. “We are in the planning phases for future vessels and our current focus includes that of Ultramarine, our latest vessel, containing a pioneering mix of advanced sustainability features that will reduce its environmental impact to an extent unseen for a polar vessel of comparable size.” The ship represents LMG Marin’s first polar expedition cruise ship design contract. LMG Marin will deliver a basic design package in the contract with Brodosplit Shipyard. Brodosplit shipyard has previously highlighted to Passenger Ship Technology that the expedition cruise sector is not only an area of interest but is its “niche”. Brodosplit head of sales Matea Culo told Passenger Ship Technology “We have knowledge and experience with expedition cruise vessels and enough capacity for building these intimate ships for special experiences. This versatility of projects is also very exciting for our employees and increases our competences in a very demanding industry, which shipbuilding certainly is.” PST


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Designing the world’s first sports and fitness cruise ship The team behind the design of the world’s first cruise ship focused on fitness explains the key considerations and innovations


he world’s first cruise liner dedicated to sport and fitness has been launched – and is being designed by Tomas Tillberg International and Juan Poggi Designs. New cruise operator Blue World Voyages’ ship is designed to reflect this ethos. Its website explained that it has a deck dedicated to wellness, including the largest spa facility per passenger at sea. There is another deck dedicated to sports and fitness, including a bike fitting station, the world’s largest oceangoing functional training and strength conditioning facility and a golf school. Another innovative feature of the ship, due to launch in 2020, is the owners’ club residences. Buyers will be able to purchase the luxury one- and

Juan Poggi (Juan Poggi Designs): “For me everything will be a challenge because this is my first experience designing interiors for a cruise ship”

Passenger Ship Technology | 1st Quarter 2020

two-bedroom residences aboard the refurbished 350-guest vessel. Juan Poggi Designs’ Juan Poggi opens up to Passenger Ship Technology about some of the drivers for the design. “I decided not to think too much about cruise and dream about what our clients might like to experience in a ship with a different approach overall. Immediately my mind started to travel to beautiful textures, clean and open spaces, natural materials, daylight and candlelight, sweet and tart… It is all about the senses.” He adds “The interiors of all vessels are totally different today as the clientele is more informed – to be ahead in the cruise game, you must seduce the guest with beautiful and inviting design. We will use a clean selection of colours. We like to use colours we borrow from the natural pigment of the fibre – for example, from cottons and linens we will use off whites and beiges and from the indigos we will borrow the blues. We will be bringing soothing ocean colours and adding some earth tones for personality.” The project is the first time Mr Poggi has been involved in ship design. “For me everything will be a challenge because this is my first experience designing interiors for a cruise ship. I think this is an advantage, because I will dream and create… the adjustment will follow.” Sustainability is an important theme for the ship’s design. Mr Poggi comments, “We are very aware of sustainability, a core value for Blue World Voyages. I am planning to use recycled materials for tables and specific details.” Passenger flow and planning is also a crucial part of the design considerations. Mr Poggi explains



Blue World Voyages’ cruise ship will include owners’ club residences (rendering pictured)

“Space planning and flow are critically important considerations when designing for the number of people that will share the ship. The experience is a new one, so we are being extra careful to study this and incorporate it into our designs in ways that combine maximum functionality with esthetics. This project is about feeling great… in your mind and surroundings. Peace, place and pace are our main words for this project.” Mr Poggi is working with Tomas Tillberg on the design. Commenting on their combined efforts, he says “We are working with an amazing team. Tomas Tillberg has been creating groundbreaking designs for the cruise industry for five decades. The infusion of a residential design firm like Poggi Design will add new perspectives to furnishings, aesthetics,


We are working with an amazing team. Tomas Tillberg has been creating groundbreaking designs for the cruise industry for five decades”

lighting and space.” He adds “The depth and scope of experience that Tomas Tillberg brings to the project and to the team is priceless. He was the original innovator in designing for the cruise industry, I am very grateful to have this opportunity to work together and bring our collaboration to a new port.” Mr Poggi sums up “The idea for the vessel and concept fascinated me. …I just imagined being on this cruise and heading to less commercial, uncrowded destinations and bringing myself into nature and experiencing a health-focused voyage. The concept for an active cruise line, focused totally on doing what is good for the body and the mind, was something new. It is always a bold step to introduce something new into the marketplace. That appealed to me.” PST

Passenger Ship Technology | 1st Quarter 2020


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Bolidt Innovation Center opens ‘intelligent’ materials conversation Bolidt is unveiling Bolidt Innovation, part of a collaborative approach to new, ‘smart’ materials


olidt has unveiled its Bolidt Innovation Center just outside Rotterdam. The open-source facility has been designed to stimulate co-creative innovation and ingenuity as the company promotes a collaborative approach to new, smart materials. Its latest developments include intelligent decking systems with sensors to gather safety data, LED-integrated materials to enhance the appearance and safety of cruise decks and sustainable sealants, plant oil resins and adhesives for its production process. “Innovation and clever chemistry have run through the company’s DNA throughout its 55-year history,” says company chief executive Rientz Willem Bol.

Smart materials

The Bolidt Innovation Center is an open house for cruise ship designers, builders, materials and science experts. The centre’s ultra-modern structure houses a multi-functional facility with a brain-storming space and high-tech laboratories devoted to developing new polymer-based materials for special purposes such as low-and hightemperature and high-impact applications. A roof terrace shows off the company’s latest flooring and decking systems and is adorned with sustainable outdoor applications fabricated elsewhere on the Bolidt Campus. Meanwhile, a new high-tech logistics warehouse controls global deliveries. Bolidt maritime division director Jacco


The new Bolidt Innovation Center will provide facilities for its team of chemists and materials scientists to develop future products

van Overbeek says “The Bolidt Innovation Center is clearly designed to deliver the ‘wow’ factor to customers old and new, but it is also a very serious investment in making sure the company stays ahead in this highly competitive field. With materials technology development accelerating fast, Bolidt is also providing the facilities for its own team of highly specialised chemists and materials scientists to develop the products of tomorrow.” According to Mr van Overbeek, Bolidt products have been installed on board some 350 new cruise vessels, together with a similar number of retrofits. Recent advances include developing temperature-tolerant products suitable for exploration cruise vessels and a range of intelligent products designed not only with appearance, durability and cost in mind, but also key safety and efficiency components for today’s increasingly smart vessels. The latest innovations include a decking system that measures footfall over key areas of the ship, which is important for passenger management and safety.

Bespoke flooring with in-built LED lighting, designed both for style and practical purposes, is a relatively new product and can already be seen on some of the newest cruise deliveries. Glow-inthe-dark materials are also available for ships’ interior and exterior spaces. On board the 4,000-passenger Meyer Werft-built sister ships Norwegian Bliss and Norwegian Joy, products installed include a specially developed synthetic material used for the ships’ go-karting tracks. Bolideck Racetrack, based on established road-surfacing technology, is non-slip, resistant, durable and safe. Its surface adhesion composition varies between straights and corners to cater for the karts. Part of the resin-based decking systems installed on board Norwegian Bliss includes 5,575 m2 of Bolideck Future Teak. The Norwegian Cruise Line contract also includes flooring systems for the soon-to-be-delivered Norwegian Encore and five retrofit projects, bringing the total contract installation area to 46,000 m2. PST

Passenger Ship Technology | 1st Quarter 2020


‘Pillars’ of cruise ship design The inaugural Cruise Ship Interiors Expo Europe brought the industry together to explore the latest design and interior themes, considerations and forecasts


esign pillars, sustainability, expedition and river cruises, refits and innovative materials were just some of the topics discussed in the packed conference schedule of Cruise Ship Interiors Expo Europe. The first cruise interiors design expo in Europe gathered interior designers, architects, shipyards and interior suppliers alongside Europe’s cruise operators. Over two days, the speaker programme brought together 30 of the most influential and innovative cruise designers in the business, sharing their ideas and expertise in a series of interactive sessions which encouraged insightful discussion. The topical conference kicked off with the ‘Leader’s debate: pillars of design’. Pillars of cruise ship design – including lighting, balance, proportion and scale – must work together, said top executives at the opening conference session in Barcelona in December. MSC Cruises vice president of newbuilding and refurbishment Trevor Young told the audience at the leader’s debate, “The MSC company is passionately and vigorously run by family and they are involved in all decisions about the design of ships. It is about Mediterranean hospitality and values and about how the family interprets their 300

CRUISE SHIP INTERIORS EXPO EUROPE COUNTDOWN • Over 150 exhibitors • More than 2,000 attendees • 10 panel discussions • 1 keynote session • 47 cruise lines in attendance

Passenger Ship Technology | 1st Quarter 2020

years of seafaring into the cruise industry. Carnival UK director hotel design and projects Alison Clixby said of Carnival brand P & O Cruises that it “focuses on British design which is difficult to define even for a British person. We look at what makes it warm, homely and familiar... something recognisable that guests relate to.” Elsewhere, Carnival’s Cunard “is a super luxury brand… we handcraft details that make it distinct for Cunard. We have a lot of heritage to draw on, from the 1920s, the art deco period and direct pattern references; we bring those design elements in quite strongly.” Meanwhile, Tillberg Design partner and executive director Fredrik Johansson said “We need to understand each brand very deeply and help each brand stand out against background noise. If we work with 9-10 brands, we need to design each brand distinctively. If we design the ship from the very beginning, we make sure the design of the ship goes hand-in-hand with service and entertainment concepts. This makes the whole guest experience much stronger.”

Working as a ‘package’

Mr Young emphasised “We spend a huge amount of time making sure what is designed actually works from an operational point of view.” Ms Clixby added “Planning is critical… like the flow and ceiling heights, trying to get a feeling of space and how that changes as you walk through the ship. That journey is important and the operational side is what makes the difference. What makes it an experience that makes people want to come back, that it doesn’t just look pretty? We can all design things that look amazing, but what is it that creates that emotional response, that makes the guest

want to come back?” Mr Young said it must be one big package. “The pillars of design all have to work together, we always say lighting is a good third of design, that is one of the pillars of design, it all has to work together as a package. He said “10 years ago, LED was expensive and we had justify using it. Now by introducing LED we can lower greenhouse gas emissions and the technology allows it to be dimmable and different colours to create the atmosphere you want. Technology is extremely important; it is moving all the time.” Ms Clixby added “People are here on holiday and want to have an experience they do not have every day and we elevate that experience through multiple design tools.” She highlighted the importance of tweaking proportion, scale, balance and materials.

Age of design

Next, keynote speaker Adam D Tihany took to the stage to speak about ‘Defining narrative – cruising in the age of design’. In his roles as creative director for Costa Cruises and Cunard line, as well as designer for Holland America and Seabourn, Mr Tihany has developed the design vision for some of the largest and smallest new ships at sea. Highlights of his speech included his first collaboration with Celebrity Cruises, on Celebrity Solstice. This looked at the Grand Epernay restaurant and its role in pushing dining rooms from decorated to designed. Mr Tihany also discussed how he applied the architecture of music to the Pinnacle-class of Holland America ships. Elsewhere, sustainability was a prominent theme, running both through the conference and the expo. The ‘Sustainable cruise interiors’ session highlighted the importance of sustainability



The ‘future global outlook’ session: changing ships, impact on interior design, faster-growing regions and future sustainability

needing an industry-wide, international ruling similar to IMO. Waste management in drydocks was also discussed. The wide-ranging conference programme included an in-depth look at the specifications and procurement process. Moderated by Petra Ryberg (P&O Australia), the panel included Alexis Gouilly Frossard (Kettal), Angelica Bapty (Genting Hong Kong), Antonio Di Nenno (MSC Cruises) and Daniela Herget (Quark Expeditions). A key focus was how suppliers connect with cruise operators. Ms Herget recommended to anyone wanting to break into the cruise industry to go on a cruise themselves and experience the things a guest needs, while Ms Bapty suggested suppliers spend time educating their clients on the durability of their products. Asked about how to break into the market by an audience member, Mr Di Nenno said “[At this exhibition] you will find most of the people that will be behind the doors you are knocking on”. The session ‘Streamlining the refit process’ examined the importance of time saving and how to achieve efficiencies.

River and expedition design spotlight

Elsewhere, river and expedition cruise ship designs were under the spotlight. Delegates enjoyed an indepth look at space considerations, with input from the


The pillars of design all have to work together” Trevor Young (MSC Cruises)

panel consisting of Eleonora Brugnolotto (Crystal Cruises), moderator David McCarthy (AD Associates) and Lauren West (AmaWaterways). Ms West pointed out that with limited venues on board, it is important that spaces can be flexible and repurposed during the day – such as the moving floor of a swimming pool, which when raised, repurposes it into a cinema. Mr McCarthy suggested the space-saving techniques used for technical parts on board river vessels can be transferred to ocean ships. The refurbishment timetable of river vessels was also singled out, with a close look at its benefits. As they are smaller than ocean cruisers, materials can be re-used instead of replaced, leading to less waste and vessels that are in excellent condition all season. In Design imperatives for expedition interiors, a panel of Daniela Herget (Quark Expeditions), Anu Shaw (Kudos

Design), Eleonora Brugnolotto (Crystal Cruises), Fredrik Johansson (Tillberg Design), and Stefanie Jentz (HapagLloyd Cruises) took an indepth look at design and interiors topics specific to this cruise segment. This ranged from space considerations for effective operations and expedition vessel design being inspired by natural form, as well as applying the Arctic code to design. Finally, the last session, ‘Future global outlook’, offered an absorbing range of topics, with top cruise ship designers – David McCarthy (AD Associates) Andy Yuill (SMC Design), Greg Walton (Studio DADO), Anne Mari Gullikstad (YSA Design), Marco de Jorio (De Jorio Design International), and Duo Yang (Kuhne Logistics University) – looking at how ships are changing, how interior design is impacted, which regions are growing fastest and the future of sustainability in the cruise industry. P&O Cruises Australia head of design Petra Ryberg sums up the benefits of the first Cruise Ship Interiors Expo Europe. “Honestly, it feels like this show is truly made for me. I get to meet all the people I communicate with on a weekly or project basis. There is nothing better than meeting face to face. I only wish I could have more time with everyone.” The next Cruise Ship Interiors Expo Europe will be held on 2-3 December 2020, ExCeL London. PST

Passenger Ship Technology | 1st Quarter 2020


New and ‘revolutionary’ features bring ballast water market boost Major ballast water treatment system manufacturers reveal new solutions and features that will have a positive impact on the passenger ship market


yde Marine has made changes to its GUARDIAN ballast water treatment system which its senior market manager Mark Riggio describes as “truly revolutionary”. The company changed its system in order to acquire US Coast Guard (USCG) type-approval. Mr Riggio explains “We had to increase the power. We did that as beneficially as possible because before that we were the leader in power. Although we had to increase our power, this was at a lower level than most of our competitors as we previously realised power is an issue for container ships because of high reefer loading. During ballasting, you are onloading or offloading containers and usually load reefers first; so there are very high power loads as hundreds of reefer containers are being plugged in. We wanted to address that through the lowest possible power increase. We spent a lot of time coupling our power increase with a change in design philosophy.”

A ‘revolutionary’ system

This is where, he says, the system is revolutionary. “Most UV systems use a minimum intensity level. We took a different approach.” Mr Riggio describes it as “we allow you to move your reading chair close to the light” versus the traditional method of it simply being “bright or not bright enough”. Explaining how, he says “We do that by slowing down the flow rate through

Passenger Ship Technology | 1st Quarter 2020

Hyde Marine’s GUARDIAN (pictured) : The solution is integrated with the automation system on cruise ships

the UV chamber, so when the water condition is poor or low, instead of being stuck we allow you to improve the amount of time organisms are exposed to UV light. It is an elegant solution. Our system allows treatment to work in murkier waters as now, no matter what happens, we know how much flow to put through for any water condition, so that without the ship doing anything the flow gets immediately poised at the maximum flow the system can achieve to meet treatment goals.” He sums up “That is the biggest thing we have done. We were late to the game because of it, but we feel very strongly that as owners realise they cannot use their ballast solution at certain times, that is a huge problem and that is what we wanted to solve.”

The updated treatment system is still under review with the USCG after being submitted in December and Hyde Marine expects the approval to be granted in Q1 or Q2 2020. He says the company’s current systems being used by ship operators have a “defined upgrade path” so can be retrofitted. There are two other aspects, apart from the ability to regulate flow, that Mr Riggio feels will make the updated system revolutionary. The first is the ability to remotely access the system. Mr Riggio says “We have built and designed a completely automated and remote interface for the system. We can remotely operate and troubleshoot the system and also provide monthly and quarterly updates so owners know how much it is operating, and if they are running low



on anything. We can troubleshoot while the vessel is underway so we can arrive at port with the parts they need. That is a really important aspect of what we are doing as it creates the ability to react to issues before the vessel comes into port.” The second aspect is ease of use. “We want ballast water treatment systems to be no more difficult to operate than the ballast pump itself. “We have redesigned the user interface to be much more intuitive. Everything is resident in the software, so no valves are needed to be independently operated – crew push the button and walk away and when it is finished, they press stop.” Mr Riggio sums up “I honestly think it will change the market for everyone. We are bringing a product that works where you are.” The cruise market is extremely important to Hyde Marine. Mr Riggio says that the company holds 50% of the cruise market according to independent research. “Our product is on many of these large ships, for example, we are on the Oasis-class ships. The crew does not have time to deal with ballast, and we are a ‘magic black box’ that is integrated with the automation system that makes sure the vessel is compliant while

discharging their ballast.” Trojan Marinex has also recently developed its product. Highlighting the benefits of the solution, Trojan Product Specialist Andrew Daley says “…The Marinex system has a small footprint and very low power requirements, allowing it to fit into the vessel's existing infrastructure. This is a very important factor for many owners.” He adds “We are an extremely low power consumer, this is an important consideration for an owner with the higher prices of fuel – they do not want to to bring on another genset.” Trojan has two important new launches that help further ease retrofits and free up space. In late 2019 Trojan its Inline Lamp Driver has been approved for hazardous zones. “Conventional UV requires large electrical cabinets with purge and pressure systems. These are demanding on the vessels infrastructure. With the InLine Lamp Driver, this requirement is eliminated,” says Mr Daley. Improvements into the company’s product suite continue into 2020 as it is launching a single Control and Power Cabinet. Mr Daley explains “This further supports simple installation and reduces the complexity with electrical interconnections.” Elsewhere, the cruise is also important for BIO-UV Group and it has provided its systems to ships includes MSC Cruises’ Meravigliaclass. The ropax ferries sector is also a target of BIO-UV (customers include Corsica Linea and La Meridional). “As well as passengers, these have to load and unload mixed cargo so like a container ship, a reliable and easy to operate ballast system is very important a key point for owners to assure them compliance,” says BIO-UV Group business director Xavier Deval.

Low sulphur cap impact

Trojan has two new features that help further ease retrofits and free up space


Commenting on current industry issues, Mr Deval highlights the impact of the 2020 low sulphur cap. “Supply of ballast water solutions has been affected by the fitting of scrubbers in 2020 2019. Some ship owners are using drydock to install both scrubber and ballast water treatment systems at the same time and

Mark Riggio (Hyde Marine): “I honestly think it will change the market for everyone”

some of them are more reluctant about the investment [for a ballast treatment system] due to scrubbers. But one way or another cover ballast water.” Singling out the issues of bottlenecks in the shipyard due to scrubber retrofit work, he says “It is a concern for the owner and yard, we ask the ship owners to anticipate as much as they can confirmation of need with makers to be sure that they will be delivered on time and run with smooth installation and operation. Anticipation is a key word and we are working on inventory to have units ready for departure.” In January 2020 it was announced that BIO-UV Group has struck an agreement with Hai Cheung Trading, a specialist marine equipment supplier based in Hong Kong. The strategic alliance between France-based BIO-UV Group and Hai Cheung Trading (HCT) of Hong Kong aims to reinforce the commercial rollout of the company’s BIO-SEA ballast water treatment system across Asia. Under the new agreement, BIOUV Group will be able draw on HCT’s extensive network of Chinese shipyards to accelerate the take-up of BIO-SEA systems across the region, strengthening the company’s presence in Asia. Mr Deval says the new deal means that the BIO-UV Group is “closer to the market in Asia and can react faster.” PST

Passenger Ship Technology | 1st Quarter 2020


Making lifeboats safer The impact of the new 2020 lifeboat rules on the passenger ship industry are examined

Niels Fraende (Viking LifeSaving Equipment): The hooks have been addressed to the extent that they were never addressed before (pictured: a Viking hook retrofit as part of the new SOLAS-approved standards)


n 1 January 2020, new rules regarding the maintenance, examination, operational testing, overhaul and repair of lifeboats and rescue boats came into force. The new requirements are described in Resolution MSC.402(96) and provide regular inspections of: • Lifeboats including free-fall lifeboats, rescue boats and fast rescue boats. • Launching appliances and on-load and off-load release gear for lifeboats, rescue boats, fast rescue boats and davitlaunched life rafts. The inspections are to be conducted on a weekly, monthly, annual and five-year basis.

Passenger Ship Technology | 1st Quarter 2020

The key phrase in the documentation is “authorised service providers”. This does not have to be a representative of the original equipment manufacturer (OEM). The authorised service provider can be an entity authorised by the flag administration. For the weekly and monthly inspections, the authorised service provider can be a member of the crew who is being directed by a senior officer of the ship in accordance with the maintenance manuals. The annual inspection is a thorough examination and operational test and must be undertaken by a service provider, which could be the OEM, another party,

or the ship operator, provided they are authorised by the flag administration. The five-yearly examination is a thorough overhaul and includes overload operational tests. Repairs should be conducted by certified personnel of either the manufacturer or an authorised service provider in the presence of a class surveyor. At the five-year level, only the OEM or a third party may be the flag administrationauthorised service provider. The above amendments apply to the International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended, containing amendments to SOLAS III/3 and III/20. The main change as far as



OEMs are concerned is there is no hard link remaining between the OEM and inspection and maintenance. An operator will be free to appoint one entity to oversee the maintenance, examination, operational testing, overhaul and repair of lifeboats and rescue boats from a wide range of manufacturers. This will lead to considerable time savings, removing the need to co-ordinate different OEMs to inspect and service lifeboats across a fleet. Viking Cruise & LifeCraft division vice president Niels Fraende tells Passenger Ship Technology the amendments are a positive step forward for the passenger ship industry. “I think it is a good thing as you may have a range of lifeboats in your fleet that come from different manufacturers. Until now, you couldn’t get one single service provider to do the service, making it difficult to plan, execute and monitor servicing at a uniformly high level of quality. The benefit of the new requirements for both OEMs and ship operators is that OEM-certified service providers will be trained and certified technicians possessing exactly the right competencies to perform the job. This would definitely give a higher level of safety and much more predictability in the way service is conducted.” He points out another advantage is it makes it much easier for vessel owners and operators to make service frame agreements. “They will look at the number of lifeboats and know how and when they need servicing, which allows for much better systemising of service. It allows more predictability.” He says the lifeboat industry can look to marine evacuation system manufacturers (MES) as an example of how the updated modifications will work. “MES suppliers have been under this regime for many years.” Resolution MSC.402(96) also opens the market to providers offering such a service. Survitec global technical sales manager Robert Wallace notes that most vessels have life-saving equipment from different manufacturers. This means procuring a lifeboat inspection can involve liaising with a multitude of manufacturers demanding different


Viking Life-Saving Equipment’s hybrid LifeCraft: its latest flag approval came from the Bahamas

services on the davit, the hooks and the boat itself. Furthermore, the lifeboats in the fleet might have a range of engines. He says the new rule, allowing a fleet safety manager to pick a single multibrand provider, is an added benefit as they can inspect a number of brands and lifeboat types. Plus, they are uniquely positioned to implement best practice from across the board, rather than just what one manufacturer dictates.

Commonality and integration

Elsewhere, IMO has tackled the dangerous issue of on-load release hooks. SOLAS regulation III/1.5 requires that for all ships of 500 gt and above, a lifeboat release and retrieval system not complying with paragraphs to of the LSA Code, as amended by resolution MSC.320(89), be replaced or modified not later than the next scheduled drydocking after 1 July 2014, but not later than 1 July 2019. This has without doubt strengthened safety across the global lifeboat fleet. Mr Fraende says “I am confident this process has now finished and there is close to full compliance across the global passenger vessel fleet. The hooks have been addressed to the extent that they were never addressed before. There is now a fault prevention mechanism, and this is definitely a technical precaution leading to a higher level of safety.”

Survitec was also involved within the lifeboat hook replacement sector with its Lifeboat Release and Retrieval Systems’ (LRRS) replacement hook series. Mr Wallace notes one of the biggest contributing factors to accidents was the weight of the lifeboat could be transmitted to the opening mechanism in the previous hook designs, which could enable the mechanism to turn. “Now the weight of the lifeboat cannot be put on the turning mechanism – that has taken away one of the biggest problems,” he explains.

Davit developments

Navim Group is currently developing a range of davits for high-capacity life and tender boats, with what it calls the “on the go” Panama-passage transformation feature. Navim Group structural department design senior engineer Slavisa Skipina explains “They will allow ship designers to maximise the vessel’s beam for the latest Panama requirements, without compromising on the passenger promenade width and aesthetics in the davits area.” He adds “We are also dedicated to making our existing davit models even more safe and maintenancefriendly. Our programme of continuous assessment of the safety and reliability track record of all our systems and individual key components, carried out

Passenger Ship Technology | 1st Quarter 2020


in collaboration with our customers and OEM technicians, transforms into design improvements on each new release of our davits, with the final goal of increasing the overall safety and user-friendliness of our products.” Mr Skipina gives an example. “Based on feedback from our clients and technicians, we are currently redesigning hydraulic equipment components, aimed at decreasing the maintenance burden on the ship crew and further improving the acoustic and vibrational comfort level in the passenger areas adjacent to the technical rooms and passages.” The company is also redesigning the key components of the falls assemblies to increase their lifespan, safety and service readiness. “It is a broad process which includes enhanced quality control procedures and measures, and encompasses the lifespan of the falls from the drawing board, through the workshop and to delivery stage,” Mr Skipina says. He points out some trends within the cruise industry. “Having safety as a priority, the shipowners tend to be involved in the choice and design of LSA for their ships. The Navim Group is open to this, and this attention to our clients’ needs pays back positively in terms of customer retention and our good reputation in the industry.” Navim Group is also witnessing an increase of refit and lengthening jobs on existing ships, aimed at increasing passenger capacity and modernising

Navim Group provided the davits for Costa Venezia (credit: Navim Group)

interiors and onboard services. Mr Skipina says on these occasions, existing life and tender boats and launching appliances are replaced with new and more capacious models, with new launching stations often added. He says “The refit jobs have proven to be very resource demanding, because they arrive at short notice and require fast execution. They also require outstanding experience in evaluating existing technical spaces and systems on board, a vision of what intervention would be the most effective and advisable, and tight

scheduling of the work sequence. It takes clockwork-precise teamwork between our managerial and technical departments, the shipyard and the shipowner to get the job done well and delivered on schedule. If on newbuilds the design work walks at a fast and steady pace, on refit jobs it runs at full speed. “The Navim Group has already performed a number of successful refits worldwide, which have allowed us to build a solid know-how and hands-on experience in managing and executing these jobs.” PST

LifeCraft moves forward Viking Life-Saving Equipment is moving forward with its hybrid LifeCraft. The latest flag approval came from the Bahamas in January. Mr Fraende says “the Bahamas acceptance is the latest breaking news, from one of the major global flags for cruise vessels.” The LifeCraft also has Danish Maritime Authority approval. Its hybrid LifeCraft evacuation system consists of four survival craft units, each

Passenger Ship Technology | 1st Quarter 2020

with a capacity of 203 people. These units are stored and launched using a chute-based arrangement which can be placed either on deck or built into the ships’ side. Development work on the Viking LifeCraft started in 2009, aiming to combine the advantages of modern lifeboats, such as self-propulsion, with the features and advantages of liferafts. The newly approved and awardwinning system is sparking interest

from both cruise and ferry operators. Mr Fraende comments “I believe quite a few operators see it as something they would like to be a first-mover on, and we believe it will become the trend in the near future. We are addressing the cruise market and even the ferry market. It will become a trend as it vastly improves safety and evacuation efficiency on board and there is a much safer training environment in the daily operations of the crew, too.”



Automatic ferry enters regular service Bastø Fosen VI: unveiling daily automatic control


he world’s first adaptive ferry transit has been conducted during normal service. This landmark event, which took place in February on a vessel fully loaded with passengers and vehicles and demonstrated fully automatic control from dock to dock, is a key step forward in integrating autonomous technology into everyday shipping operations. It was made possible by close collaboration between shipping company Bastø Fosen, Kongsberg and the Norwegian Maritime Authority (NMA). Bastø Fosen VI will now use adaptive transit functions developed from Kongsberg Maritime’s advanced systems to enhance the daily operation of its Horten-Moss service, while continuing to carry a full complement of crew. The technology introduces new potential for the sustainability of diverse marine operations by providing a platform for optimised fuel consumption and reduced greenhouse gas emissions. While supporting key elements of the UN sustainability targets for climate change, ferry owners and operators adopting the technology can experience tangible

operational cost savings. The fully integrated digital system on Bastø Fosen VI automatically performs all docking and crossing functions to a “high and repeatable level of accuracy, ensuring best practice is followed to the smallest detail on every transit”, said a Kongsberg statement. The result is more exact timekeeping and improved customer satisfaction: during trials in December, Bastø Fosen VI consistently arrived within two seconds of the scheduled time. Bastø Fosen chief executive Øyvind Lund commented “Today, at the press of a button, one of our vessels left the quay in Horten, crossed the Oslo fjord and docked in Moss, all completely automatically. This leaves the crew more time to focus on monitoring the vessel and ensuring passenger safety, which for us are the main motivations for adopting this technology. “Co-operation with Kongsberg and the NMA has been crucial to the success of this venture, as has consultation with our captains and crew,” he continued. “We have included them in this project from the start and have been delighted with how engaged they have

Bastø Fosen VI will use adaptive transit, while carrying a full complement of crew

Passenger Ship Technology | 1st Quarter 2020

been in its delivery. This is an aid, not a replacement. Greater accuracy permits better logistics: for example, we can now pre-programme the time allowed for the crossing and thus reduce energy consumption. Digitalisation and automation are the future, and we are proud to be prime movers.” Bastø Fosen VI now enters a sixmonth trial period during which the automatic system – called ‘adaptive transit’ – is expected to control the vessel for most services, but the captain will remain in charge and the bridge will be fully staffed. At present, the installed equipment is not fully autonomous – if vessels or objects are detected on a collision course an alarm will sound and the captain will take control. An anti-collision system, comprising radar and electro-optical sensors, is expected to be fitted to Bastø Fosen VI mid-year and be under test by Q3, but crew will remain on the bridge even as the level of autonomy increases. To maintain manoeuvring skills, Bastø Fosen’s procedures require staff to perform manual transits on a regular basis. Speaking from on board Bastø Fosen VI, Kongsberg Maritime executive vice president integrated solutions Gunnar Pedersen said: “Leaving the quay, crossing and docking again, all at the press of a button – this is a world first. It is super-smooth too, as we saw today. But without collaboration between a forwardleaning ferry operator like Bastø Fosen, the support of the Norwegian Maritime Authority and a technology provider like Kongsberg, none of this would have been possible. This is a big day for everyone involved – this is the future.” PST



How e-navigation can boost passenger ship regulation compliance Advances in e-navigation can help passenger ship operators manage new and increasingly complex international, regional and local port regulations


assenger ship crew need to handle a raft of new regulations, with new rules entering into force in quick succession at times. The IMO 2020 sulphur cap came into force on 1 January 2020 and a series of new decarbonisation measures are expected soon. Other more regional regulations, such as the discussions over a new Mediterranean emissions control area (ECA), have started the process for an all Mediterranean agreement to match those in the Baltic and the US, and it is these regional rules that make the regulatory map complex for vessel operators. In addition to the international and regional rules there are an increasing number of port rules that can vary widely and it is important for masters to be aware of local regulations. Failure to meet these complex regulations can be costly with severe fines, particularly in the EU and US waters, so the need for clarity is real. NAVTOR’s memorandum of understanding it signed with Total Marine Solutions (TMS) offers owners and operators the kind of clarity needed to avoid falling foul of regulatory authorities.

Changing rules

As the regulations change, masters need to know which rules apply in each region and what mitigating actions need to be implemented to make certain the vessel they are operating remains compliant in all jurisdictions. Many of the new regulations will be simple to meet in as much as they are applied globally for all operators in all jurisdictions. Others such as ECAs are regional and are applied locally with new ECAs expected to be enforced in the future. Others are more complex with the US, for example, applying a more stringent threshold for regulating the cleaning of ballast water than the IMO, but with compliance with US regulations still to be firmly decided, the rules could change. TMS launched its Ocean Guardian software in 2017 which is designed to offer advice to crew and simplify the regulatory requirements as a ship heads into new regional jurisdictions, pertaining to port restrictions as well as mandatory rules on emissions and ballast water, so the crew are prepared for what lies ahead.


Using data supplied by TMS updating changes to regulations is fully automatic on Navtor’s e-navigation system

TMS president Alexandra Anagnostis-Irons says “This kind of collaboration – with expert partners leveraging each other’s skills and technology – is the way forward for an increasingly demanding maritime industry.” In offering an e-navigation system with regulatory updates, NAVTOR managing director Tor Svanes believes the most pressing issue for the service provider is to make certain all the information is correct and up to date. NAVTOR environmental officer Gaute Fossmark believes this is a crucial issue for the combined systems. “Using data supplied by TMS, updating changes to regulations is fully automatic, so the customer does not need to worry about updates to the software,” he says. TMS’s technical department makes certain all data is harvested and updates its systems on a bi-weekly basis, while NAVTOR updates its electronic navigation chart every week. Given the increasing frequency of localised rules, crew are offered a layered system for route planning with NAVTOR’s NavStation. NavStation offers a complete route planning service including weather routeing, passage planning and an e-publication reader. The user can operate all 12 layers of the system or switch individual layers off if required. However, by using the TMS system with the NAVTOR voyage planning system, “Masters can show port inspectors that the crew have taken environmental issues into account during voyage planning,” explains Mr Fossmark. “Serious shipowners want to comply with the regulations, but with the increasing complexity of the regulatory landscape it is becoming harder to comply without assistance and planning. NAVTOR/TMS gives crew the tools to plan ahead and to avoid costly penalties,” explains Mr Fossmark. PST

Passenger Ship Technology | 1st Quarter 2020


Manoeuvring: lowering emissions and fuel Passenger ship operators opt for sustainable manoeuvring solutions which reduce fuel consumption


reen solutions and cutting fuel consumption are among the major trends when it comes to manoeuvring solutions for passenger ships. One of the latest developments in the passenger vessel segment is the Schottel Rudder EcoPeller (SRE), covering the power range from 500 to 3,500 kW. Schottel sales director, cruise, ferry and yachts Andreas Witschel says “With its hydrodynamically optimised design the SRE generates maximum steering forces in combination with the smallest possible steering angles, enabling top performance in terms of overall efficiency and course stability. This reduces fuel consumption and ensures lower operating costs and emissions.” Maximum mechanical capability is also assured as the SRE is designed as an L-drive. This means it does not have an upper gearbox inside the vessel, which would reduce efficiency. “Instead of the upper gearbox, highly efficient and compact permanent electric motors will be installed on top of the thrusters. By featuring the L-design principle, low noise and vibration levels ensure the highest onboard comfort,” says Mr Witschel. With medium-sized azimuth thrusters, Schottel meets new challenges in the international maritime market. These include shifted engine power classes, new ice-class rules and the growing trend towards electric or hybrid-drive vessels. Combining the latest technologies in mechanical engineering, hydrodynamics and digitalisation, the mediumsized thrusters are available in sizes corresponding to the new engine power classes: SRE 210 (560 kW) and SRE 270 (900 kW). Schottel also offers an L-drive variant of the EcoPeller type SRE 150 (300 kW). Since its market launch in 2016, more than 30 Schottel Rudder EcoPellers have been in operation – mainly in ferries. Among them is the world’s first hydrogen ferry for Norwegian ferry operator Norled. “By providing sustainable propulsion solutions, Schottel is able to support operators on their way towards a greener future and to help them to comply with emissions and

Passenger Ship Technology | 1st Quarter 2020

The Schottel Rudder EcoPeller (SRE) has a hydrodynamically optimised design that generates maximum steering forces in combination with the smallest possible steering angles

environmental regulations,” comments Mr Witschel. Beyond this, Schottel has been awarded contracts in the Canadian ferry market, including for BC Ferries and Seaspan. These vessels will be equipped with batteryelectric, hybrid propulsion systems driven by Schottel twin propellers (STP). “STPs are the ideal alternatives for quiet vessels or applications with limited installation space, draught or propeller clearance. By sharing the load between two propellers, the risk of cavitation is minimised and tip clearance is increased. These characteristics lead to lower underwater radiated noise and vibration levels. This concept also improves the efficiency of the propulsion system and reduces fuel consumption compared to single propeller systems,” says Mr Witschel.



In Norwegian ferry projects, an increasing number of autocrossing or automooring systems are being installed. With EcoVoy already in operation on a ferry route, Schottel offers not only suitable interfaces, but also its own autocrossing system. By implementing state-of-the-art technologies, such as computational fluid dynamics (CFD), Mr Witschel says Schottel develops and optimises propulsion systems in the most modern way. CFD calculations can be used to simulate and analyse a wide range of applications, for example, open-water propeller performance, vessel resistance and towing power, manoeuvrability, risk of cavitation or noise development. Mr Witschel says “Latest methods such as CFD are essential to develop and continuously improve propulsion systems. By this, the positive impacts of the effective fin and greater propeller diameter have been investigated to ensure high steering forces, high efficiency and high manoeuvrability.”

Manoeuvring for battery ferries

Recent notable deliveries include Brunvoll supplying the hybrid propulsion package for battery-hybrid ferry Color Hybrid. This included gearboxes, controllable pitch propellers, tunnel thrusters, rudders, steering gears and control systems. “This is a ground-breaking contract for Brunvoll,” said Brunvoll Volda chief executive Hallvard Pettersen when the contract was announced. “It is the first complete equipment package supplied by Brunvoll, Brunvoll Volda and Brunvoll Mar-El together. It is a great honour to be chosen as supplier to this vessel, which has also been awarded the ‘Next Generation Ship’ prize at Nor-Shipping.” The propulsion configuration is designed for a combination of diesel-mechanical, electric or battery operation modes. The rudder has been integrated with the propeller and hull to achieve optimum fuel efficiency. The thruster package consists of two fixed-pitch propeller tunnel thrusters and one rim-driven, permanent magnetpowered tunnel thruster. Delivery also includes control systems for propulsion, positioning and manoeuvring. Ulstein Fosen Design and Engineering manager Per Edvin Tande comments that this is a “highly flexible plant that has several available modes”. He adds “The owner requested diesel-mechanical peak shaving and we have stabilised conditions for the main

engines, which are operating between 20 to 25%, so using 60% battery capacity.”

MSC World-class

The technology group Wärtsilä will supply Chantiers de l’Atlantique, France, a comprehensive package of integrated solutions designed to support and enhance the efficiency and environmental sustainability of the first two World-class cruise vessels being built for Geneva, Switzerland-based MSC Cruises. The ships will operate on clean-burning LNG fuel, with optimal environmental performance. The orders with Wärtsilä were placed by Chantiers de l’Atlantique in Q3 2018 and Q1 2019. These will be the first two cruise ships to run on LNG with Wärtsilä 46DF engines, and with Wärtsilä LNGPac systems. The cruise industry’s profile is now very much geared towards sustainable operations. Wärtsilä’s Smart Marine vision, whereby high levels of digitalisation and connectivity are used to deliver greater efficiencies and better environmental performance, strongly supports this trend. “The focus of our solutions is on reducing energy and fuel consumption to promote efficiency. At the same time, our nitrogen oxide reduction and LNG solutions enhance environmental sustainability, which together with the higher efficiency, is very much in line with Wärtsilä’s Smart Marine strategy,” says Wärtsilä Marine Power Solutions vice president Stefan Nysjö. “We are very familiar with Wärtsilä’s products and they have always provided us with excellent support in newbuild projects. These two new cruise ships will represent the latest thinking in minimising the environmental impact and reducing fuel consumption, which is in line with our Ecorizon plan, and Wärtsilä is playing a major role in this,” says Chantiers de l’Atlantique technical director Yves Pelpel. The full scope of Wärtsilä’s supply of fully integrated solutions includes, for each of the two vessels, five 14-cylinder Wärtsilä 46DF dual-fuel engines fitted with nitrogen oxide reduction (NOR) units, two Wärtsilä LNGPac fuel storage and supply systems, seven Wärtsilä thrusters, and two Wärtsilä fixed pitch propellers. The Wärtsilä 46DF engines are IMO Tier III-compliant in gas mode and are compliant in marine diesel oil mode in combination with the NOR units. The Wärtsilä equipment is scheduled for delivery in mid-2020 for the first ship, and in mid-2022 for the second. PST

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Passenger Ship Technology | 1st Quarter 2020


Corsica Linea leads ferry infotainment charge with new platform Solutions provider Moment discusses the drivers behind Corsica Linea’s new infotainment system and the developing trend for more sophisticated infotainment packages in the ferry industry

Moment’s platform is accessible from passengers’ devices and allows them to stream content and access personalised services via a local wifi network

F Just like any other industry, this market sector is experiencing a digital transformation in which connectivity and digital services have an important part to play” Yves Laffiché (Moment)

rench ferry operator Corsica Linea has launched an onboard streaming entertainment solution provided by Moment across its fleet. Moment business development director Yves Laffiché says “Corsica Linea was searching for a solution for its fleet to add value to customers’ journeys and increase the level of satisfaction on board. As a leading operator in the Mediterranean Sea, Corsica Linea has a customer-oriented strategy and wants to bring an unprecedent experience to each passenger with quality services.” He tells Passenger Ship Technology, “The comfort of a journey must now include digital services, with passenger habits changing fast due to hyper connectivity and widespread use of streaming platforms. The maritime company wanted to set up a digital onboard entertainment service with key features including premium content and e-shopping to meet the expectations of its passengers. Corsica Linea also wanted a solution that could address all travellers, including families.” Moment proposed a digital entertainment,

Passenger Ship Technology | 1st Quarter 2020

e-commerce and connectivity platform dedicated to the maritime industry. Available seamlessly on passengers’ devices, the platform can host different modules and services, while remaining flexible. “The ability to develop a tailor-made solution that focuses both on technological performance and passenger comfort is what made Moment stand out against other solutions,” says Mr Laffiché. Mr Laffiché comments that the quality of the content offered is a part of Moment's strategy, with the negotiation of partnerships with international film distribution rights holders enabling Corsica Linea to offer recent Hollywood blockbusters to their passengers. Beyond entertainment, Moment also developed an onboard shopping experience and digital catalogue with products reflecting the operator’s brand. Mr Laffiché adds “Used to an advanced digital experience at home, passengers want to enjoy the same experience wherever they are. For all our clients, including Corsica Linea, we aim to meet that high level of expectation. Our platform provides a fluid experience, with advanced



services, even at sea.” The solution also has to adapt to the entire fleet of the company. “We came to Corsica Linea with a wireless, easily deployable solution, enabling the maritime operator to have an immediately operational solution for its fleet of seven boats. Connected to the dedicated ship’s server, the platform is accessible from passengers’ devices and allows them to stream high-quality content and access personalised services via a local wifi network, making it an agile solution for their ferries.” Mr Laffiché says “The white labelled solution, customisable to the client’s identity, comes with a large diversity of modules, a benefit for operators that want to create a personalised platform to differentiate and strengthen their offering. The platform can also help generate additional revenue for operators should they commercialise access to premium content or use it to boost onboard sales with its shopping functionalities. Data and insight also improve the customer experience.” He says ferries are an important and growing market for Moment. “Just like any other industry, this market sector is experiencing a digital transformation in which connectivity and digital services have an important part to play. The ferry industry has to adapt to attract more connected holidaymakers in a competitive environment,” he adds. “Despite technological developments, ensuring communication at sea is not that simple. Coverage restraints, reliability, costly equipment and lengthy installation can be a drawback for some

Yves Laffiché (Moment): “Ferry operators need to embrace technology to provide a personalised and differentiated travel experience”

ferry operators.” But Mr Laffiché says Moment’s technologies enable operators to provide innovative onboard communication services, relying on highcapability and cost-effective solutions that permit easier installations. He adds “With travellers using technology in their daily lives and bringing their devices on board, ferry operators need to embrace technology to provide a personalised and differentiated travel experience, on and off the ship. Passengers expect to have the same connected experience they would have at home and enjoy entertainment as they would when using streaming platforms like Netflix or Spotify. “...ferry operators have to both diversify their onboard communication and continue to create a rich digital experience. Enhanced communication between passengers and crew is of crucial importance considering the size of some ships, and deploying a digital platform that supports the operators’ customer relationship strategy by helping answer passenger expectations is a game-changer.” Moment’s current focus is on internet of things (IoT). “IoT will transform the industry by enabling innovative features for enhanced passenger comfort and safety, responding to growing and evolving passenger demands,” comments Mr Laffiché. “This solution represents the opportunity to integrate a suite of powerful maintenance and service automation tools that help ferry operators improve operations, maintenance, communications and guest service levels.” PST

Stena and Baleària plump for BazePort’s IPTV Baze Technology’s internet protocol television (IPTV) system BazePort has recently scooped contracts with ferry operators. Stena Line's E-flexer newbuilds will be equipped with BazePort IPTV in all guest and crew cabins, as well as public areas. Live TV, video on demand and radio will be part of the offering. Content systems from Baze Technology are already installed on several Stena Line ropax vessels in operation. Spanish ferry operator Baleària has also selected BazePort IPTV for its fleet of ropax vessels. Baleària has built two new vessels and is also undergoing an LNG upgrade conversion of its ropax fleet. During the conversion, upgrades of several onboard systems, including IPTV, are being carried out. The setup of the BazePort IPTV system on different Baleària vessels may vary with the type of vessel. Vessels that only sail during the day may opt for a BazePort setup primarily for personal


devices, while vessels with overnight crossings may also have settop boxes and TV units in cabins. The BazePort IPTV installations for Baleària include video on demand and live TV facilities. The content is available for guests with subtitles and dubbed into many languages. The BazePort IPTV system is being delivered to Baleària in close partnership with Spanish system integrator Redcai. Baze Technology has also launched BazePort Seea – a standalone offline streaming service for entertainment, news and information. Baze Technology says “The system is a bespoke solution for vessels with up to 35 crew members on board. The aim was to create a service that is easy to set up, uses little to no bandwith and has the best content available.”

Passenger Ship Technology | 1st Quarter 2020

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Carnival and Intellian create benchmark antenna solution Intellian and Carnival worked in close cooperation to develop the future-focused v240MT antenna system – a world-first in tri-band and multi-orbit technology

Intellian and Carnival developed the tri-band, multi-orbit antenna 2.4-m v240MT system (antenna seen on a Carnival cruise ship)


ntellian Technologies solution engineering director Bladimiros Stavropoulos said “Together, the two corporations, having a very similar mindset, collaborated to create a state-of-the-art communications technology solution capable of addressing the high and ever-increasing bandwidth demands of data-hungry market sectors such as the cruise market. “Supplying extremely dependable, high-quality connectivity even in the remotest areas, is combined with the necessity to accommodate multiple onboard internet users – passengers and crew alike – thousands of whom might be online at once.” He said a significant consideration was to ensure such a sophisticated and capable antenna system would constitute a cost-effective long-term investment. Mr Stavropoulos commented that worldwide cruise companies budgeting for new communications technologies need systems that will be extremely flexible and future-proof, ready to connect to new satellite constellations as they come online. After five years of development and extensive fleet testing, the joint venture between Intellian and Carnival launched the 2.4-m v240MT; the world’s first tri-band, multi-orbit antenna system. Capable of operating proficiently on the C-, Ku- and Ka-band frequency ranges, the v240MT system will track GEO, MEO and LEO satellites. A significant element of the innovative v240MT is the system’s intelligent mediator (IM), which governs the autoswitching between multiple antennas, frequency bands, networks and constellations. As a vendor-agnostic, multiorbit solution, the v240MT system can connect to any global service, while its multi-band capabilities mean the system can automatically shift between bands in an unprecedented time of less than 40 seconds. Mr Stavropoulos adds “A revolutionary feature of the IM is its ability to regulate a multi-antenna configuration: anything from two antennas for smaller vessels to a four- or five-antenna configuration on larger vessels.” Identical onboard dual data centres positioned in separate areas facilitate an immediate backup or fail over, while


integrating multiple antennas within a single system eliminates the effects of blockage by a vessel’s superstructure. This will be a particularly significant factor when MEO and LEO satellite constellations come online, which may require two, three or four antennas to behave as one. When these new services go live, Carnival aims to provide 1 to 2Gb of capacity per vessel, setting itself a benchmark figure of 7,000 uploaded pictures per vessel per day to assist passenger interactions with social media sites such as Instagram and Facebook. Mr Stavropoulos says “The level of detail and product consideration in all respects is impressive. Starting with the installation, the v240MT is delivered pre-assembled in three crates containing the main components – pedestal, reflector and dome – and can be assembled in less than a day as opposed to the two to three days normally required to install other 2.4-m systems, typically reducing costs by 65%.” Further in-service cost reductions can be made by using the system’s inbuilt spectrum analyser, which facilitates automated diagnostics and remote support from onshore engineers, via Intellian’s Aptus web interface. The first Carnival cruise liner to be equipped with the v240MT was Regal Princess in November 2017 and the system has since been rolled out across the entire Carnival Cruise Line and Holland America Line fleets. A significant surge in demand for Ka-band capacity in the Caribbean has brought the number of v240MT units in use by the Carnival group to approximately 200. PST

Passenger Ship Technology | 1st Quarter 2020


Brim Explorer: providing connectivity in remote locations (credit: Daniel Benton)

Vessel owner challenged by Arctic communications Recently formed passenger vessel owner Brim sheds light on providing broadband on a limited budget to tourists in northern Norway


nvironmental passenger shipowner Brim is challenged by the communications shortcomings in the Arctic for its new hybrid-electric vessels. Brim was founded to provide a new way of viewing marine mammals in Norway’s far north, in fjords and open seas. This unique vessel owner requires connectivity for tourists, crew and vessel operations. But so far it has been stretched by limited capacity and high connectivity prices. Brim introduced its first ship Brim Explorer as a whale-watching vessel in Q4 2019. It was built at Maritime Partner shipyard in Ålesund, Norway, and provides tours from its home port of Tromsø, Norway.

Passenger Ship Technology | 1st Quarter 2020

This aluminium-hulled vessel can take up to 140 passengers on sustainable whale watching and sightseeing tours powered by a battery system supplied by Corvus Energy, a driveline by Servogear and system integration by Brunvoll Mar-El. For its communications requirements, Brim provides access to coastal 4G networks used for mobile phone communications. But it is struggling with the limitations of 4G bandwidth capacity and coverage. “As long as we are sailing close to shore in mainland Norway, the 4G solution provides a fairly stable and high-speed internet connection for both passengers and crew,” Brim chief financial officer and co-founder Espen LarsenHakkebo tells Riviera Maritime Media.

“But we are using a lot of gigabytes and we are struggling with high prices and a lack of will to tailor the pricing to our needs from Norwegian telecom providers.” This could lead Brim to consider satellite communications for vessel connectivity. It will certainly be needed for its second vessel, to be named Bard, as this will operate at even higher latitudes and remote locations away from 4G networks. Bard will be stationed in Spitsbergen on the remote northern island of Svalbard, as the first ultra-clean vessel specifically built to Polar regulations. It will operate in conjunction with the cruise and ferry operator Hurtigruten, allowing cruise passengers to visit waters that may be off limits to ships. “For our second ship, we need a different communications setup to provide our passengers and crew with free and stable internet,” says Mr Larsen-Hakkebo. “We are in touch with OneWeb, a company building a global satellite communications network, to find a good



solution for our emerging fleet of ships,” he says. OneWeb is building a low-Earth orbit (LEO) satellite constellation for Ku-band VSAT maritime communications worldwide. It commissioned six satellites for trials in Q1 2019 and plans to launch 30 satellites per month during 2020. It intends to provide partial service in Q4 2020 and global coverage in 2021, delivering broadband speeds of 400 Mbps and an average latency of 32 milliseconds. Brim has reviewed other satellite operators for its Arctic operations, but found they have their own challenges. “All other satellite-based systems are too expensive,” says Mr Larsen-Hakkebo, “and too limited to be of any use other than for emergency and high-priority communications.” On Brim Explorer, a wifi network

links passengers’ mobile devices to local 4G services. There are ultrahigh frequency radio wave devices for onboard communications and VHF radio for ship-to-ship and ship-to-shore operational communications. “The setup we have on board our vessels is provided by our local marine radio and electronics provider, and the communications services are provided by Telenor,” says Mr Larsen-Hakkebo. “Further offshore and in remote areas like Svalbard, 4G is limited by the service area, and in some of the areas where we will sail even the VHF has limited coverage,” he explains. “In the next decade, with satellite communications becoming more available, we hope to be able to offer these services to our guests and crew at a

Hondius: reliable pole-to-pole connectivity A dual high-speed Fleet Xpress solution from connectivity partners Inmarsat Maritime and Alphatron Marine has been installed on Oceanwide Expeditions vessel Hondius, which was delivered last year. As the cruise ship owner’s fleet and cruise experience capabilities have evolved, so have its connectivity needs, its chief operating officer Mark Van der Hulst explains. “Communication needs are changing continuously in today’s world. It is good to have a partner such as Inmarsat who is joining us on that journey. Because of our remote operating areas, the standard solution is not always possible. Inmarsat and Alphatron have worked together with us to find the optimal package.” “Since introducing GX we have worked together with Inmarsat and Alphatron to achieve the best solution for our onboard needs,” Mr Van der Hulst comments. “Because of the number of passengers on board Hondius and the quality we want to provide, we chose the dual Fleet Xpress solution offered by Alphatron Marine, where the aggregate bandwidth available over the GX network is 16Mbps on the downlink and 4Mbps on the uplink over the GX network.” Today, Oceanwide’s three-mast Arctic expedition ship Rembrandt van Rijn operates the FB500 FleetBroadband service, allowing its 33 passengers and crew of 12 to take advantage of a 5GB data allowance. The owner has also installed the Fleet Xpress high-speed maritime broadband service on board the Ice Class 1A vessel Ortelius and the Ice Class 1D vessel Plancius. “Fleet Xpress was the perfect solution for us with high-speed Global Xpress (GX) network availability in our Antarctic sailing region,” says Mr Van der Hulst. “We know that in the high Arctic satellite communications are challenging, but our experience in the Antarctic with the other vessels is of 95% uptime at least. Sometimes we sail inside fjords knowing a connection is not always available, but that is an accepted consequence of the areas we operate in. “Additionally, we require stable remote access to the IT environment of the vessel to keep this up-to-date and in good shape.” Online monitoring possibilities have been an especially attractive capability, he says.


more affordable price,” he says. Whatever the eventual solution, communications on these vessels needs to be reliable for operations, crew and passengers. “The main benefits of our communications systems are twofold,” explains Mr Larsen-Hakkebo. “First, they contribute to the comfort on board the vessel, and allow live sharing and communications with friends and family for both crew and passengers. “Second, communications systems are there to support us in case of emergency where the different systems overlap and ensure stable ways of calling for help, guidance and contact with emergency services.” As Arctic tourism becomes more popular with cruise ship operators, the need for high-latitude communications will become more important.

Arctic communications solutions

Polar exploration cruise expeditions are becoming more popular and frequent, driving future demand for faster broadband and higher VSAT capacity in the Arctic. OneWeb plans to offer global Ku-band VSAT from its low-Earth orbit (LEO) satellites by 2021. It has formed an understanding with Iridium, which already operates a LEO constellation with 66 satellites orbiting worldwide including over the poles. This could lead to them offering a Ku-band/L-band combined package with associated terminal and connectivity. Telenor operates satellites with high latitude coverage, its latest being Thor 7 with its Ka-band VSAT connectivity for vessels. It is offering high-speed broadband through its Anker services. Inmarsat intends to offer Ka-band communications in the Arctic from 2022 after two Global Xpress payloads (GX10a and GX10b) are commissioned. These will be on board Space Norway’s Arctic Satellite Broadband Mission satellites that will be launched into highly elliptical orbits. Other Ku-band VSAT coverage is available across regions in the Arctic. Ships using the northern sea route across northern Russia can use Ku-band communications from Russian satellites through service providers such as Orange Business Services. PST

Passenger Ship Technology | 1st Quarter 2020


V.Ships has scooped the contract for The Ritz-Carlton Yacht Collection, with services spanning crewing, technical, procurement and systems, as well as using its ShipSure platform

Cruise shipmanagement homes in on luxury cruise sector The booming luxury cruise sector, and increased focus on digitalisation and sustainability are offering opportunities to grow services for the passenger shipmanagement sector


.Ships Leisure director Per Bjornsen highlights how the growing links between the luxury cruise and yacht sectors is helping to boost new business. He tells PST “As luxury cruise shipping has become more popular and ship sizes increase, new entrants are coming to this sector to raise the bar for luxury even further. You have Scenic Eclipse and The Ritz-Carlton Yacht Collection on the one side, and super yachts on the other. This includes

Passenger Ship Technology | 1st Quarter 2020

a yacht we will manage, REV Ocean, which when launched will be the world’s largest yacht at 183 m long. It has a passenger ship class notation which will focus on sustainability and will undertake scientific research on the world’s oceans. Therefore, we see that the difference between the services these vessels require is no longer so different. Before a yacht was a yacht and cruise ships were cruise ships and now, they are increasingly converging.” V.Ships has scooped the contract

for The Ritz-Carlton Yacht Collection, which includes a range of services spanning crewing, technical, procurement and systems, as well as using V.Ships’ cutting edge ShipSure platform. Mr Bjornsen says he believes winning The Ritz-Carlton Yacht Collection contract will help V.Ships Leisure to win more business within the luxury cruise sector and for other new entrants to our industry. He adds “This brand is taking what they are doing ashore and bringing



this consistent ultra-luxury experience to sea. As one of the most recognised brands in the hospitality industry, this absolute focus on consistency for their yacht collection is key. For us, it is very exciting to have partners who want to step-up what they do and challenge and support us to do the same. It means we have a healthy opportunity to review what we do and how we do it, to innovate and deliver better services ever more constantly. They are coming into the cruise industry with a fresh approach and they see things differently. They want to do things with the latest hospitality innovations, technology and best practices on shore and at sea.” V.Ships Leisure will use its global ship management digital platform ShipSure as part of its contract for The Ritz-Carlton Yacht Collection.

ShipSure: massive investment

Having developed ShipSure inhouse for over 15 years, it has recently undergone a major update. Mr Bjornsen explains that the company has made a massive investment in the platform to make it much more user friendly. The updated platform started to roll out within the company’s passenger ship sector in 2019 and will be completed across all their partners’ fleets within the first six months of this year. Mr Bjornsen expands “It is setting a new standard in the shipping industry. The new version includes an owners’ app and real-time data covering financial, crewing and procurement arrangements. The seafarers will stay connected through the seafarers’ app on which they stay in touch with the shore team, upload information, get flight details and e-learning contents. It is user-friendly for the team and much more transparent. This is what our partners expect.” He sums up “There are two major trends within the cruise industry: digitalisation, which is in every aspect of operation, and sustainability which is both the greatest opportunity and challenge facing the industry as we enter this new decade.” PST


Creating digital waves

Columbia Shipmanagement president Mark O’Neil and CMMI CEO Zacharias Siokouros following the signing of the MOU to launch Digital Waves

Columbia Shipmanagement Ltd (CSM) and the Cyprus Marine and Maritime Institute (CMMI) signed an MOU in January to launch Digital Waves, a joint innovation programme to explore the digitalisation of certain domains of the maritime industry. The programme includes research and innovation in domains such as gathering data on ships and other stakeholders coupled with the latest trends in connectivity and artificial intelligence. Digital Waves will have a global perspective and address areas including adding sensors to ships, augmented and virtual reality, gathering and grooming data using 5G and edge-cloud technologies, combined with modern trends in machine learning and cognitive artificial intelligence. Digital Waves will explore these technological trends and combine them into a holistic programme which is expected to contribute to significant efficiencies, cost savings and strategic transformation. The programme will also analyse the valuechain of the maritime sector and investigate transforming the business model. CSM and CMMI have assembled a team of international experts who will investigate the current market and innovate with new products and services which will be offered to the sector through targeted solutions. Digital Waves’ joint innovation programme has already started and has been divided into three phases. To gain a deeper understanding of the present

mode of operation, the first phase involves strategic analysis of the main issues faced by maritime industry stakeholders. The second phase will involve testing in realtime maritime environments and the final phase will be developing digital products and solutions. This strategic partnership will enable CSM and CMMI to extend their services to other areas of mutual interest. Both companies are committed to making the shipping industry safer and more sustainable. In reference to Digital Waves, CSM president Mark O’Neil said “As we enter the new year and a new decade amid the beginning of fundamental digital transformation in shipping, we envisage, through Digital Waves, to benefit from the combination of the rise of improved and cost-sustainable connectivity, and digitalisation to transform every aspect of the shipmanagement model over the next three decades, with a primary focus on safety and efficiency to the benefit of our clients. ” CMMI chief executive Zacharias Siokouros said “We are very excited that only a few weeks after CMMI set sail – having received great support in funds and resources from the EU, the Cyprus Government and our industry and academia partners – we are now embarking with Columbia Shipmanagement on a voyage of exploration into the sea of big data. A voyage that promises a lot of opportunities.”

Passenger Ship Technology | 1st Quarter 2020


Cruise coatings: maximising efficiency and cutting CO2 emissions New coating solutions highlight the benefits of using coatings to cut both fuel costs and emissions

BELOW: Jotun’s Marathon IQ2, aimed at ice-class vessels, is being used by expedition cruise ships including those in Hurtigruten’s fleet (credit: Karsten Bidstrup/Hurtigruten)


he cruise industry’s awareness of the importance of underwater hull coatings to boost fuel savings has grown, according to Jotun Marine Coatings cruise concept director Jorunn Sætnøe. She tells Passenger Ship Technology “Paint providers are trying to educate operators about what the coating can do for them and how measuring hull and propeller performance can benefit cruise ships. We do this today for some owners. Most cruise ships have equipment on board to measure performance, and some are more sophisticated in this area than others.” An important point is that using underwater hull coatings suited for the sailing pattern means underwater cleaning might be carried out less frequently. Ms Sætnøe says “This is costly and there are upcoming restrictions in ports about where underwater cleaning can take place.” Cruise ship operators face challenges when it comes to drydockings and coatings. Ms

Passenger Ship Technology | 1st Quarter 2020

Sætnøe said the drydockings market could become squeezed in Europe as Grand Bahama Shipyard – a significant yard for cruise ship repairs and drydocks – is now down to two docks from three and with the coronavirus virus threat, there could be an impact on drydocking schedules and where ships are able to go to carry these out. Jotun extended its focus on the cruise market a few years ago by establishing a cruise concept. Ms Sætnøe says “It is an important and very interesting market for us and different from other types of commercial vessels. Europe is an important market where most cruise newbuildings are constructed, but so is the US, where most of the operators are based.” The company is about to reveal a ‘unique’ development for the cruise market, but Ms Sætnøe said it was too early to provide more details. But she mentioned that a year ago Jotun launched another product aimed at the cruise



market – its Marathon IQ2 coating, aimed at ice-class vessels, which is especially relevant for expedition cruise ships. Ms Sætnøe says “This is an ice-class product and meant for ice-class and expedition vessels – you can divide the cruise market into two. There are conventional cruise vessels, but there is a lot of focus on smaller expedition vessels. Our product will help these expedition cruise ships in areas including Antarctica. It is a very hard coating which stops scratches, takes care of the seal and will withstand some ice.”

Norwegian inks coatings contract

Norwegian Cruise Line Holdings (Norwegian) has struck a long-term antifouling system supply contract to 13 cruise ships operating under the Norwegian Cruise Line, Oceania Cruises and Regent Seven Seas Cruises brands. The agreement, signed with Nippon Paint Marine late last year, will see the coatings specialist apply its low-friction SPC antifouling, A-LF-Sea, to six Oceania vessels, five Regent Seven Seas Cruises vessels and Norwegian Cruise Lines ships Norwegian Epic and Norwegian Dawn. A-LF Sea has already been applied in 10 drydocks while three vessels, Marina, Nautica and Norwegian Epic will be coated with the hull coating during scheduled drydockings later this year. “Due to the impressive performance of A-LF-Sea in the past, we decided to broaden the scope of supply to half the Norwegian fleet with a more formal, long-term agreement,” says Norwegian Cruise Line Holdings vice president, technical operations Carlo Paiella. He adds “Nippon’s technical service and worldwide supply capabilities complement the excellent fuel-saving performance we have seen from this low-friction paint. “As leaders in the cruise ship sector, we believe it is vitally important to do all we can to mitigate against any operations that may influence global climate change. The use of A-LF-Sea has helped towards our ships meeting the very stringent emissions reduction targets we have set.” In December 2019, the company’s lowfriction hull coating system LF-Sea won the 2020 Japanese Government Award for Global Warming Prevention Activity. The judging panel found using the coating contributed to reduced drag, consequently resulting in lower fuel consumption and reduced CO2 emissions from vessels that have applied the hull coating. Nippon Paint Marine Europe director John Drew says “…Norwegian’s requirements are


Snapshot CV

Jorunn Sætnøe

(Jotun Marine Coatings) Jorunn Sætnøe has worked for Jotun since 2010, first in antifouling as product manager, then from December 2017 in cruise concept as cruise manager and from the start of last year as cruise concept director. Her previous experience includes working at Simrad marketing, a former subsidiary of Kongsberg Maritime (Kongsberg Group) from 2003 dealing with marine electronics, becoming marketing manager in 2005.

understandably extremely demanding but thanks to its forward planning, together with the reliability and performance of this coating, these vessels will benefit from greater fuel and operational efficiencies. “A-LF-Sea has been successful in assisting the Oceania Cruises and Regent Seven Seas Cruises fleets in coping with changes in their itineraries and providing predictable and effective protection from fouling in all the geographical areas in which these vessels operate.” Norwegian Cruise Line Holdings operates a fleet of 28 cruise ships. The 13 vessels to which A-LF-Sea has or will be applied are Oceania Cruises’ Insignia, Marina, Nautica, Regatta, Riviera and Sirena; Seven Seas Explorer, Seven Seas Mariner, Seven Seas Navigator, Seven Seas Splendo, and Seven Seas Voyager; and Norwegian Cruise Line’s ships Norwegian Epic and Norwegian Dawn. Nippon Paint Marine is also working with Norwegian in the verification testing and performance monitoring of its unique biocidefree hull coating Aquaterras. A test patch has been applied to an undisclosed cruise ship and results are being benchmarked against a conventional biocide coating. “The cruise industry has been an early proponent of this ground-breaking technology,” said Mr Drew. “Like other cruise lines, Norwegian also recognises that Aquaterras is a hugely significant breakthrough in the antifouling market, providing similar levels of performance to those systems containing biocides, such as cuprous oxide.” Nippon Paint Marine, which has been active in the cruise market since 2011, is expected to apply its low-friction hull coatings to its 70th cruise ship later this year. Seven Seas Explorer has had Nippon Paint Marine’s A-LF-Sea hull coating applied as part of a fleet-wide agreement with Norwegian Cruise Line Holdings.

Advanced anti-fouling properties

Elsewhere, Hempel launched a new coating system incorporating advanced antibiofouling properties at Nor-Shipping last year. Hempaguard MaX is applied in three layers, meaning it can be applied more quickly, reducing time in drydock by up to two days. The combined savings generated by Hempaguard MaX through reduced time in drydock and increased fuel savings could pay back the cost of the coating within three

Passenger Ship Technology | 1st Quarter 2020


months, based on a VLCC with an activity level of 70%, burning low-sulphur fuel costing 35% more than standard bunker fuel over a fiveyear lifecycle. Hempaguard MaX delivers an annual saving of around US$1.8M compared with a market average antifouling. Hempel’s head of marine group product management Davide Ippolito says “The high level of fuel savings and hull protection are achieved due to the low average hull roughness level delivered by the whole coating system, very low speed loss over the entire operational period and improved anticorrosive capabilities. “Hempaguard MaX is the next logical step for shipowners and operators seeking to maximise their efficiency and reduce associated CO2 emissions. At a time where marginal gains are of importance and environmental regulations are becoming stricter, the choice of hull coating can make a significant difference.” Hempel’s new system builds on the success of its flagship hull coating, Hempaguard X7. Since its launch in 2013, this coating has been applied to over 1,500 vessels. According to Hempel, this has allowed those owners to collectively reduce their annual bunker bill by US$500M and reduce their CO2 emissions by more than 10M tonnes. Hempaguard MaX exploits the synergies between its three different layers: Hempaprime Immerse 900, tie-coat Nexus II and Hempaguard X8. The top coat Hempaguard X8 is built on Hempel’s enhanced patented Actiguard technology. This unique coating combines the smoothness of a silicone coating with an improved hydrogel microlayer and active ingredient to provide outstanding antifouling performance, full operational flexibility and a smooth hull. Hempaprime Immerse 900 and Nexus II contribute significantly to Hempaguard MaX’s low AHR. A smoother hull delivers less drag and improved fuel efficiency from day one. Hempaprime Immerse 900 is an anticorrosive primer that can be applied in one coat, while Nexus II is a next-generation tiecoat technology with improved anticorrosive capabilities. Together, they provide the same protection delivered by two standard maintenance epoxy coats, reduce time in the dock for faster return to service and ultimately save money for the shipowner and operators. The new three-coat Hempaguard MaX system can be used with Hempel’s fuel-efficiency management software suite, which is available to

Passenger Ship Technology | 1st Quarter 2020

commercial shipowners and operators. Protecting ship hulls from barnacle settlement has become an ever-more dominant issue in recent years, especially as there is a heavier regulatory focus on this issue. Sweden-headquartered I-Tech’s barnaclerepellent, organic, non-metal antifouling coating active agent Selektope is being used in several marine coatings including Chugoku Marine Paints’ (CMP) premium product Seaflo Neo CF Premium. I-Tech chief executive Philip Chaabane says “CMP has taken out all the copper and replaced it with Selektope and their own advanced technology to come up with a much smoother surface with overall better performance and excellent colour retention. Selektope has enabled new ways of thinking for the paint makers. “It is about saving emissions and saving fuel, and the smoother the hull the better the performance – reducing excessive use of fuel and emissions to air.” Launched in 2016, CMP has brought eight products to market that include Selektope, including Sea Premier 3000 Plus, which was announced at the Bari Ship Expo in Imabari, Japan, last year. This product can be used to protect niche areas of a ship from barnacle fouling. Mr Chaabane says “It is an issue for all ships: protecting marine ecosystems from invasive species and reducing emissions to air.” He singles out how barnacles attached to the hull can lead to a 36% increase in drag. “You need to care about underwater before other aspects of the ship,” Mr Chaabane sums up. PST

BELOW: A vessel outside Japan after one year: the patch with Selektope shows very good results in comparison with regular Cu-antifouling paint


Listen to the sea

Posidonia 26 - 30 October 2020 Metropolitan Expo, Athens Greece

The International Shipping Exhibition

Organisers: Posidonia Exhibitions SA, e-mail: posidonia@posidonia-events.com



Ferry newbuilding market goes from strength to strength The ferry newbuilding market is bullish, with more owners selecting different forms of alternative propulsion, writes Barry Luthwaite


he ferry sector remains bullish for ropax enquiries and orders. The market goes from strength to strength centred on demand for larger tonnage to cover longer distance ferry routes. The last two years saw orders recorded for 58 and 60 vessels respectively. Order activity may be slacker this year due to long lead delivery times stretching into 2023. The long wait will not necessarily concern owners because more newbuildings are selecting different forms of dual propulsion including LNG, hydrogen, battery and electric sources of power. LPG may also enter the dual power choice in


RoPax Ferry RoPax Fast Ferry Catamaran Ferry RoPax (4) Ferry RoPax Train Ferry Fast Ferry Catamaran (2) Fast Ferry Catamaran Fast Ferry Ferry RoPax Fast Ferry Catamaran Fast Ferry Catamaran Ferry (3) Ferry RoPax Ferry RoPax Ferry RoPax Ferry RoPax Ferry RoPax Ferry RoPax Ferry RoPax Ferry Ferry RoPax Ferry (3) Ferry RoPax Train Ferry RoPax (2) Ferry RoPax Ferry RoPax Fast Ferry (4) Ferry RoPax Ferry RoPax (2) Ferry RoPax (2) Ferry RoPax Ferry RoPax RoPax Fast Ferry Catamaran Fast Ferry Catamaran RoPax (2)

Beneficial owner

ENTMV Kenya Ferry Services Azam Marine Andaman & Nicobar Indonesian Owner KTZ Express Majestic Fast Ferry World Heritage Cruises Trinidad & Tobago Trinidad & Tobago Aqualiner Aqualiner Aqualiner Aero D/S Samso-Linien Finnferries Viking Line Brittany Ferries Consell General du Finistere Kiel Port Norden-Frisia Stadtwerke Konstanz WSV Aran Island Ferries Ltd FS Italiane Group Grandi Navi Veloci Rete Ferroviaria Visentini Giovanni Trasporti Captain Morgan Doeksen GVB Amsterdam Boreal Transport Brevik Fergeselskap Fjord 1 Fjord Line Nordland Fylkeskommune Norled Norled

Passenger Ship Technology | 1st Quarter 2020

the future. Some of these fuels are in the early application stages so prospective owners of newbuildings can reserve judgement on the final propulsion arrangement until construction is close to starting. Faced with ever-increasing competition, owners are forced to reduce carbon emissions and adopt cleaner burning fuel, which will intensify in the years ahead. Older units will struggle to survive with conventional diesel propulsion. Today’s owners are relying on a steady exodus of older and fuel-hungry units being sold for demolition which opens the way for the plethora of newbuildings. PST

Owner country

Algeria Kenya Tanzania India Indonesia Kazakhstan Singapore Australia Trinidad and Tobago Trinidad and Tobago Belgium Belgium Belgium Denmark Denmark Finland Finland France France Germany Germany Germany Germany Ireland Italy Italy Italy Italy Malta Netherlands Netherlands Norway Norway Norway Norway Norway Norway Norway


Guangzhou Shipyard Ozata Shipyard Richardson Devine Cochin Shipyard Fujian Southeast Uljanik PT Cahaya Samudra Incat Tasmania Incat Tasmania Austal Vietnam Rodman Polyship Rodman Polyship Damen Antalya Soby Afai Southern Crist Shipyard Xiamen Shipbuilding Ind. Flensburger Soc.des Etab. MERRE Holland Shipyards Pella Sietas Pella Sietas Baltic Workboats Hin Lee Mariotti Guangzhou Shipyard Megatechnica Visentini Wight Shipyard Triyards Vungtau Holland Shipyards Vard Brevik Holland Shipyards Sefine Austal Ships GS Marine Oma Remontowa Gdansk

Builder country

China Turkey Australia India China Croatia Indonesia Australia Australia Vietnam Spain Spain Turkey Denmark China Poland China Germany France Netherlands Germany Germany Estonia China Italy China Greece Italy United Kingdom Vietnam Netherlands Norway Netherlands Turkey Australia Norway Norway Poland



RoPax Ferry RoPax (3) Ferry RoPax (2) Ferry RoPax Ferry RoPax Train Ferry Hydrofoil (2) Ferry Ferry RoPax (2) Ferry RoPax Ferry RoPax Ferry RoPax Ferry RoPax Fast Ferry Catamaran Fast Ferry Catamaran Ferry RoPax (2) Ferry RoPax Ferry RoPax (2) Fast Ferry Fast Ferry Catamaran (2) Ferry RoPax (2) Ferry RoPax Ferry RoPax RoPax (2) Ferry RoPax (2) Ferry RoPax (2) Fast Ferry Catamaran (2) Ferry RoPax Ferry RoPax Ferry RoPax Ferry RoPax (2) Ferry RoPax Fast Ferry Catamaran (2) Ferry RoPax (2) Ferry RoPax Ferry RoPax Ferry RoPax Ferry RoPax Ferry RoPax Ferry RoPax Ferry RoPax RoPax Ferry RoPax RoPax RoPax Ferry RoPax (2) RoPax (2) Fast Ferry Catamaran (2) RoPax (2) Ferry RoPax (4) Ferry RoPax Ferry RoPax Fast Ferry Catamaran Fast Ferry Catamaran (2) Ferry Ferry RoPax Fast Ferry Catamaran RoPax Fast Ferry Catamaran Train Ferry Ferry Ferry RoPax RoPax RoPax Fast Ferry Catamaran (3) Ferry RoPax Ferry RoPax Fast Ferry Catamaran Ferry RoPax 2

Norled Norled Olsen, Fred Torghatten Trafikk Polferries FSUE Rosmorport GTLK Sakhalin Shpg. Co. State Transport Leasing Co. Baleares Fletamentos Balearia (2) Balearia Balearia Eurolines Naviera Nabia Pitiusos CB Stena RoRo Izmir Deniz Caledonian Maritime Assets Ltd SeaStreak Blue Sea Jet Bohai Ferry Co. Changdao Xianglong Chinese Owner Fuzhou Arrow Guangdong Province Zhanjiang Sh. Group Guangdong Shuangtai Group Guangdong Water Transport Co. Han Joong Ferry Lines Huajia International Shpg. Quanzhou Maritime Shenzhen Xunlong Weihai Haida Xidao Dazhou Tourism Hankyu Ferry Co Ltd Ishizaki Kisen Ishizaki Kisen Japan Railway Construction Co. Japanese Japanese JR Kyushu Jet Ferry Nankai Ferry Ocean Trans Co. Ltd Tsugaru Kaikyo Ferries H Ferry Co. Ltd Hanil Express Co. Ltd Starlite Ferries Azerbaijan Caspian Shipping ARJ Holdings BC Ferries BC Transportation Alaska Marine Highway Fire Island Ferries Harbor Harvest Kitsap Transit Kitsap Transit Mackinac Island Ferry New Orleans Regional Transit New York City North Carolina State Seabulk Fleet Management LLC Staten Island Ferries U.S. Govt. Washington State Ferries Washington State Ferries WETA Nisa Navegacion SA Basto Fosen European Undisclosed

Norway Norway Norway Norway Poland Russian Federation Russian Federation Russian Federation Russian Federation Spain Spain Spain Spain Spain Spain Sweden Turkey United Kingdom United Kingdom China China China China China China China China China China China China China China Japan Japan Japan Japan Japan Japan Japan Japan Japan Japan Korea (South) Korea (South) Philippines Azerbaijan United Arab Emirates Canada Canada USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA Chile Undisclosed Undisclosed Undisclosed

Remontowa Gdansk Sembcorp Tanjong Austal Philippines Sefine Gryfia Nevsky Vympel Yantar Shipyard Amur La Naval Shipyard Visentini Armon La Naval Shipyard Gondan Rodman Polyship Avic Weihai Celiktrans Deniz Ferguson Marine Midship Marine Aulong Shipbuilding Yantai Raffles Penglai Zhongbai Jinglu Guangdong Sinoway Fujian Funing Bonny Fair Development Ltd Taizhou Kouan Shipbuilding Afai Southern Tianjin Xingang Shandong Huanghai Afai Southern Plenty Shipbuilding Industry Huanghai Aulong Shipbuilding Mitsubishi Naikai Naikai Naikai Kanda Miura Austal Ships Sanoyas Naikai Naikai Daesun Daesun Kegoya Dock Baku Shipyard Zelenodolsk Damen Galatz Waterbridge Steel Vigor Shipyards Undisclosed Derecktor Shipyards All American Marine Nichols Brothers Moran Iron Works Metal Shark Aluminium Boats Blount Marine Armstrong Marine Huangpu Wenchong Eastern Sb. Gulfstream Shipbuilding Vigor Shipyards Vigor Shipyards Dakota Creek Industries Guangdong Bonny Fair Sefine Gondan Wight Shipyard

Poland Singapore Philippines Turkey Poland Russian Federation Russian Federation Russian Federation Russian Federation Spain Italy Spain Spain Spain Spain China Turkey United Kingdom USA Australia China China China China Hong Kong China China China China China China China Australia Japan Japan Japan Japan Japan Japan Australia Japan Japan Japan Korea (South) Korea (South) Japan Azerbaijan Russian Federation Romania Canada USA Undisclosed USA USA USA USA USA USA USA China USA USA USA USA USA China Turkey Spain United Kingdom

For a full list of orderbook data inclusive of hull number, owner, capacity, charter, year, class, propulsion and owner country please visit: www.brldata.com


Passenger Ship Technology | 1st Quarter 2020


Facing up to the climate crisis W

Interferry chief executive Mike Corrigan

One size does not fit all in their ability to reduce emissions”

hat would you say if asked to name the shipping industry’s three most dramatic future challenges? From the ferry sector perspective, I suggest it’s a no-brainer… emissions, emissions and emissions. I cannot avoid stressing the imperative for greenhouse gas (GHG) solutions at a time when Planet Earth’s environmental sustainability is under threat as never before. Over recent months, the ever-increasing speed and spread of climate change has prompted a heightened sense of urgency across all responsible-thinking sections of society. A pointed redefinition of the issue – now commonly described as ‘The climate emergency’ – demonstrates their recognition that drastic strategies must be adopted without delay to avert a life-changing crisis. The maritime community has been responding to the alarm signals for many years, as evidenced in January when the IMO-sanctioned 0.5% sulphur cap on marine fuel entered force. It is another step in the right direction, but we all know this is not a long-term silver bullet. As such, I very much welcome an International Chamber of Shipping proposal – backed by members including Interferry – that will be submitted to IMO’s Marine Environment Protection Committee at MEPC 75 in late March/early April. The emissions-cutting initiative calls for mandatory contributions from the shipping industry to establish a US$5Bn fund to cut emissions through R&D into new fuels and technologies. Such support will be vital if shipping is to reach existing IMO mandates for global energy efficiency improvements of 40% by 2030 and 50% by 2050 compared with 2008 levels. Current technology should enable the 2030 target, but 2050 raises the unprecedented necessity for ships to be entirely reliant on fossil-free fuels. Meanwhile, short-term regulatory measures towards these targets are being developed at an almost frightening pace. IMO has decreed 2023

Passenger Ship Technology | 1st Quarter 2020

as the deadline for implementing proposals featuring stricter requirements on the Energy Efficiency Design Index (EEDI), shaft power and speed. Moreover, the measures will apply retroactively, so existing ships would have to be adapted to meet newbuild efficiency standards – which poses a unique risk to the viability of current roro and ropax vessels. In contrast to deepsea tonnage, ferries have many more variables in their operating speed and design efficiency, so one size does not fit all in their ability to reduce emissions. Interferry will continue to lobby IMO to ensure the sectorspecific dictates of ferry design and operation are taken into account. Our big issue in this respect is the energy efficiency index for existing ships – EEXI – which together with the EEDI will measure efficiency according to a ship’s capacity to carry weight. That is not relevant to the ferry sector, where carrying ability is measured by volume. Our definition of an efficient ship has to be different because our cargo includes passengers and is so different to most other ship types. We are also concerned that various jurisdictions are now suddenly reversing their support for previously approved initiatives such as using LNG and exhaust gas scrubbers. Many of our members adopted these solutions in good faith and now need reassurance that their huge investments will be respected even after more advanced technologies become a proven option. The ferry sector is already widely acclaimed for leading the shipping industry’s drive towards zero emissions. Long before the wave of regulatory demands, ferry operators have embraced social responsibility by pioneering the trail to decarbonisation with cutting-edge innovations including electrification and soonto-come hydrogen power. This commitment to long-term technologies underlines the resolve of Interferry and its members to play a commanding role in helping to solve one of the world’s most demanding challenges. PST



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Passenger Ship Technology 1st Quarter 2020  

Passenger Ship Technology is a leading market title dedicated to technical coverage of all aspects of passenger shipping, including ferries...

Passenger Ship Technology 1st Quarter 2020  

Passenger Ship Technology is a leading market title dedicated to technical coverage of all aspects of passenger shipping, including ferries...