CruiseBusiness.com CruiseBusiness.com REVIEWING CRUISE BUSINESS GLOBALLY Magazine Spring 2021 CARIBBEAN New homeports help set sail again FINANCES Pandemic changes the landscape BALTIC FERRIES Raising the quality of service ON THE COVER As the world fights Covid-19, cruise lines have been busy finding ways to restart passenger operations. Many cruise ports and regions remain closed to cruise ships, which has forced companies to find new homeports and itineraries. As a result, some surprising alternatives have emerged. Here, Viking’s newest vessel, the Viking Venus, arrives in Valletta, Malta, which will serve as one of the line’s home bases this summer. kansi2021.indd 1 kansi2021.indd 1 17.5.2021 12.22 17.5.2021 12.22
E X P L O R AT I O N OTHER VESSELS www.sunstoneships.com Wherever Your Destination, SunStone Can Take You There. As you explore farther and farther into the frontier, we’re there to support you. Our clients and partners depend on SunStone’s innovation to facilitate their ongoing exploration and expansion. Our INFINITY class vessels are a leap forward in technology, design, safety and cost. Join us as expedition cruising enters the INFINITY-era. M/V OCEAN ATLANTIC M/V SEA SPIRIT M/V GREG MORTIMER M/V OCEAN DIAMOND M/V OCEAN ENDEAVOUR M/V QUEST M/V OCEAN NOVA IS THE ENGINE THAT DRIVES INNOVATION. — EDITH WIDDER, O CEANO GRAPHER — Follow The Sun. M/V OCEAN ADVENTURER OCEAN DISCOVERER Delivery 2023 SYLVIA EARLE Delivery 2021 OCEAN EXPLORER/ODYSSEY Delivery 2021/2022 INFINITY-CLASS VESSELS | OCEAN VICTORY, Delivery 2021 OCEAN ALBATROS Delivery 2022 kannen sisa?osa.indd 1 kannen sisa?osa.indd 1 17.5.2021 12.23 17.5.2021 12.23
6 Editor’s Commentary 8 Upfront 12 Pandemic changed financial landscape 17 Helsinki Shipyard – striving for excellence 20 New Caribbean homeports emerge 26 Viking Line and Finnlines raise the bar 30 Viking Glory aims for early 2022 debut 32 Costa Firenze – built for China, introduced in Europe 35 Antti Marine unveils the e-hinge 36 Column: Fair wind and following seas 39 Norwegian unveils Prima-class CONTENTS – SPRING 2021 Ph oto cre dit : Te ijo Ni em elä STOP PRESS: As we are witnessing fast-moving changes in the recovery of cruise business, some of the information in this issue can be outdated. Please check always the latest news from www.cruisebusiness.com Design of cruise ferries reflect more on the environment they operate. Viking Grace of Viking Line provides great vantage points to watch the scenery of Stockholm and Turku archipelagoes. CRUISEBUSINESS.COM MAGAZINE SPRING 2021 3 3.indd 3 3.indd 3 24.5.2021 9.46 24.5.2021 9.46
Editor Teijo Niemelä Publisher Cruise Media LLC Chief Content Officer Carolyn Spencer Brown Copy Editor M.T. Schwartzman Sales and Production Christer Gorschelnik Art Director Julle Järvinen, Julle Oy COMPANY ADDRESS Cruise Media LLC 209 N Queen Street Chestertown, MD 21620 USA Telephone +1-609-751-2344 E-mail cruisemediallc[a]gmail.com SALES OFFICE FINLAND ChrisGo Consulting Pahtankatu 10 as 10 FIN-21200 Raisio, Finland Telephone +358-440-159 554 E-mail christer.gorschelnik[a]kolumbus.fi SALES OFFICE USA Teijo Niemelä 209 N Queen Street Chestertown, MD 21620 USA Telephone +1-609-751-2344 cruisemediallc[a]gmail.com FEATURED CONTRIBUTOR Carolyn Spencer Brown, the longtime award-winning Editor-in-Chief of Cruise Critic, is Chief Content Officer of Cruise Media LLC. In that role, she oversees the company's branded content projects for cruise lines, business to business clients and ports and destinations. PRINTED IN FINLAND – PUNAMUSTA OY, HELSINKI S ince the pandemic halted global cruise travel in March 2020, developments in April and May 2021 have been most encouraging in terms of resumption of service during these unprecedented times. There are good steps forward in many source markets, particularly places like Iceland and Greece, who are not only vaccinating their own residents but also providing cruise line crew members with jabs. There have been some unfortunate roadblocks as well. Last year certain markets, such as Taiwan, Singapore, Germany and Italy – just to name a few – were able to restart sailing, albeit in a limited fashion by limiting capacities onboard vessels and in many cases just offering “seacations.” As we close this issue in mid-May, North America, the largest cruise market in the world, has remained closed, except for ships smaller than 250 people onboard. This has allowed domestic operators, such as American Cruise Lines and American Queen Steamboat Company to restart their operations amid strict health protocols. Meanwhile, the U.S. Centers of Disease Control and Prevention (CDC) has started to ease the rules for cruises departing from the U.S. ports but, as of now, we are still unsure if cruise lines will be able to sail from the U.S. ports this summer. The current situation has prompted cruise lines to be more creative about deployment by creating and revising itineraries and departure ports. Celebrity Cruises, Crystal Cruises, Norwegian Cruise Line, Royal Caribbean International, Viking and Windstar, among others, have selected destinations, such as Antigua, Bahamas, Bermuda, Jamaica and St. Maarten for their new base ports – avoiding the popular, easy-to-reach ports in the U.S. In the Mediterranean, Piraeus in Greece has enjoyed a new renaissance with multiple cruise lines with new Greek and Cypriot itineraries. Royal Caribbean International EDITOR’S COMMENTARY even brought its newest ship, Odyssey of the Seas, to Haifa for a new Israel-based itinerary limited to Israeli residents (until the serious conflict between Israel and Hamas in Gaza forced it to cancel its new summer program). Some of these new deployments would not have been considered before the pandemic. Crystal Cruises will operate its flagship Crystal Serenity on 7-night cruises from Nassau just calling in the Bahamas. Viking will sail 7 nights from Bermuda’s Hamilton just calling in St. George’s and Royal Naval Dockyard. Similarly, both Crystal and Viking have announced round-Iceland sailings from Reykjavik this summer and new for Viking will also be its voyages from Valletta, Malta. Other pandemic-spawned trends we're seeing include in-country sailings, limited to residents only. And, in the U.K., numerous cruise lines have announced resumption of operations – but are limiting them to just U.K. passengers and British Isles' ports. Germany’s TUI Cruises launched last year 7-night scenic cruises to the Baltic without shore visits. What has been striking with so many major changes to the cruise experience as a result of the pandemic is the strength of pent-up demand. With travel restrictions still in place, everything from booking flights to shifting requirements for port exploring, travelers are booking cruises. And as we all know, current restrictions will not stay in place forever. Still, it has provided many destinations, like Antigua, the Bahamas, Jamaica and Malta, with an opportunity to showcase their facilities and logistics in the lucrative home-porting business. Even more, the Covid-19 pandemic has taught cruise lines how to expand beyond the same-old same-old home ports – and to become more creative when finding ways to operate when the world is still largely closed. Teijo Niemelä HOW TO FOLLOW US Twitter.com/cruisebusiness n facebook.com/CruiseBusinessUSA n Instagram.com/niemelateijo CruiseBusiness.com Magazine 6 CRUISEBUSINESS.COM MAGAZINE SPRING 2021 C M Y CM MY CY CMY K CRUISE_Cruise_Business_Review_210x297_ESE.pdf 1 12/03/21 09:41 MOVING TARGET 6-7 .indd 2 6-7 .indd 2 21.5.2021 10.00 21.5.2021 10.00
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UPFRONT 8 CRUISEBUSINESS.COM MAGAZINE SPRING 2021 Marking one of the biggest breakthroughs in destination development in years, MSC Cruises will base a ship in Jeddah, Saudi Arabia, in the winter of 2021-22 and two of its other ships – including the flagship MSC Virtuosa – will call at a number of ports in the country. Under the terms of an agreement between the two parties – MSC and Cruise Saudi, a new 100% public investment fund-owned business – the MSC Magnifica will homeport in Jeddah, the commercial hub and one of the largest cities of Saudi Arabia, as well as the second-largest port in the Middle East and a UNESCO World Heritage Site, to offer 7-night sailings. Fawaz Farooqui, Managing Director of Cruise Saudi, and Pierfrancesco Vago, Executive Chairman of MSC Cruises, signed a landmark framework agreement in the Saudi capital city Riyadh to mark the beginning of the new partnership. Meyer Werft and Disney Cruise Line reached a milestone in the construction of the new LNGpowered Disney Wish with the traditional keel laying on April 4. At approximately 144,000 gross tons and 1,250 guest staterooms, the ship will be slightly larger than the Disney Dream and Disney Fantasy. On the left, Philip Gannotte from Walt Disney Imagineering holds a specially minted coin, which was placed under the keel for good fortune. On the right is Meyer Werft’s Managing Director Jan Meyer. 8-11 .indd 2 8-11 .indd 2 17.5.2021 12.09 17.5.2021 12.09
UPFRONT ? CRUISEBUSINESS.COM MAGAZINE SPRING 2021 9 Meyer Werft officially began construction of the new cruise ship Arvia for the British cruise line P&O Cruises with the cutting of steel in February. The LNG-powered 180,000 gross ton newbuild will be a sister ship to the Iona when delivered in 2022 and the fourth cruise ship that Meyer has constructed for P&O. For the first time since the cruise industry’s pause in guest operations in March 2020, Carnival Cruise Line President Christine Duffy went aboard one of the company’s ships, the Carnival Sunshine, on April 28. The team of the Carnival Sunshine, which was docked at PortMiami, provided Duffy a warm welcome as she met with senior officers, toured the ship with Captain Leonardo Contarino, Chief Engineer Dinko Biskupovic and Hotel Director Steve Scandale, and engaged with the crew members who are onboard providing essential services to maintain the vessel and preparing for the company’s eventual return to service. 8-11 .indd 3 8-11 .indd 3 17.5.2021 12.09 17.5.2021 12.09
10 CRUISEBUSINESS.COM MAGAZINE SPRING 2021 UPFRONT UPFRONT As Holland America Line moves closer to the 150th anniversary of its founding, which takes place in 2023, this past year has taught the company the importance of celebrating the smallest of milestones, such as commemorating its 148th anniversary on April 18, 2021. Its next big milestone will be the introduction of a new ship in July when the Rotterdam, the third Pinnacle-class ship for the brand, joins sisters Nieuw Statendam and Koningsdam. The name has special meaning for the line: Holland America’s first ship, also named the Rotterdam, sailed its maiden voyage from Rotterdam to New York on October 15, 1872. This new vessel will be the seventh in the company’s history to bear the name. American Queen Steamboat Company christened the American Countess in New Orleans on March 21, 2021. The company followed strict SafeCruise health and safety protocols, welcoming guests to experience the new riverboat as it officially joined the paddlewheel fleet. The christening followed the American Duchess’ return to service with reduced guest capacity on March 15 on the Mississippi River. The American Empress and flagship American Queen will sail later this year. Celebrating the naming ceremony at Mardi Gras World are (from left) Bobby Duncan, Angie Hack, Jerry Hack, Claudette Waggoner, John Waggoner, Kristin Fary and Dickie Brennan. 8-11 .indd 4 8-11 .indd 4 17.5.2021 12.09 17.5.2021 12.09
CRUISEBUSINESS.COM MAGAZINE SPRING 2021 11 The launching ceremony of the Sylvia Earle (CMHI 196-2) took place at China Merchant Heavy Industries in Haimen, China, in March. The vessel is chartered to Aurora Expeditions on a year-round, long-term agreement. The Sylvia Earle is the fourth in a series of Infinity-class expedition vessels that SunStone Ships has ordered from CMHI. Each vessel is 104 meters long and 18 meters wide with a draft of 5.1 meters. Passenger capacities range from 130 to 200 persons with crew capacities between 85 and 115. The vessels feature an X-Bow configuration from Ulstein Design & Solutions, are rated Ice Class 1A, Polar Code 6, and are being built with Safe Return to Port, Dynamic Positioning and Zero Speed Stabilizers. They are small enough to give an exclusive atmosphere and yet large enough to offer all expected services and facilities, such as a swimming pool, bar and restaurants, lounges, boutique, gym and spa. Dream Cruises and Marina Bay Cruise Centre Singapore (MBCCS) welcomed Singapore’s 100,000th cruise passenger since the commencement of safe pilot cruises in the city. Starting with World Dream’s first sailing from 6 November 2020 has been a worry-free journey for guests aboard, with their health and safety being the number one priority for Dream Cruises. From right: Mithun Shetty, Hotel Director of World Dream, Michael Goh, President of Dream Cruises, Captain Robert Bodin of World Dream, Amin Abdul Rahim & family and Lionel Wong, CEO of SATS-Creuers Cruise Services. Kristina Cruises, the Finnish cruise-tour operator, announced an important change at its helm when Anu Markkanen took over as Managing Director on February 1. She succeeded Mikko Partanen, who retired from the post after 25 years and became a board member as of the beginning of February. UPFRONT 8-11 .indd 5 8-11 .indd 5 17.5.2021 12.09 17.5.2021 12.09
12 CRUISEBUSINESS.COM MAGAZINE SPRING 2021 COMPANY UPDATE The year 2020 went into the annals of the cruise industry as an “annus horribilis,” as the Covid-19 pandemic led to a virtual standstill of operations, which in turn had profound implications for the finances of cruise shipping companies. Deep losses forced the industry to seek funding in the form of both new equity and debt, which will probably have an impact on its finances for years to come. By Kari Reinikainen FINANCIAL REVIEW PANDEMIC CHANGED FINANCIAL LANDSCAPE A lthough there were some business failures in the course of the year, the industry as a whole survived as it was able to raise adequate funding to pull through not only 2020, but also the beginning of the present year, which still poses many challenges. However, in light of the figures published by the three leading listed cruise shipping groups – Carnival Corporation & plc (CCL), Royal Caribbean Cruises Ltd. (RCL) and Norwegian Cruise Line Holdings Ltd. (NCLH) – the losses of 2020 were at an almost astronomical level. While the three had posted a combined net profit of $5.74 billion in 2019, their losses last year amounted to a staggering $20.04 billion. Carnival group alone suffered a loss of slightly in excess of $10.0 billion. An obvious result of the difficulties that t h e industry as a whole and the three majors in particular faced was a significant increase in long-term debt. FINANCIALS.indd 2 FINANCIALS.indd 2 21.5.2021 9.28 21.5.2021 9.28
? Carnival 12 months to 30 November, others calendar year Source: Carnival Corporation & plc, RCL, NCLH Rise in long-term debt However, while all three listed majors experienced a sharp increase in such debt, there were major differences between the companies. Carnival’s long-term debt increased the most, not just in absolute terms that could be perhaps expected given the fact that it is significantly larger than its peers, but also in terms of percent. The Anglo-American company saw its long-term debt more than double by 130.6%, while RCL saw a 113.5% rise and NCLH one of 92.9%. The financing efforts carried out by the three groups significantly expanded their balance sheets, and the share of long-term debt of the balance sheet totals staged huge increases. The Carnival group retains the lowest proportion of long-term debt at 41.6%, as of the end of its financial year on 30 November 2020. However, the figure is almost double the 21.5% level that the company had recorded a year earlier. RCL experienced the greatest increase, as long-term debt made up 55.3% of its balance sheet at the end of last year, compared to just 27.7% at the end of 2019. The long-term debt percentage share of the RCL balance sheet more than doubled in just one year. The highest percentage debt level among the three was recorded by NCLH, with long-term debt accounting for 63.5% of its balance sheet at the end of 2020, up from 36.3% a year earlier. But it was not just debt that the three listed cruise majors had to raise in order to survive the challenges: Equity was also issued in large volumes, usually through placements that had been subscribed by institutional investors. Carnival Corp. was the most active issuer of new equity, as its share count increased by 58.9% in the course of calendar 2020. NCLH held second place with an increase of 29.5%, while RCL’s share count rose by just 7.0% in the course of the year. CRUISEBUSINESS.COM MAGAZINE SPRING 2021 13 Costa Smeralda, the flagship of Costa Cruises (part of Carnival Corporation & plc) recently returned back to service in the Western Mediterranean FINANCIALS.indd 3 FINANCIALS.indd 3 21.5.2021 9.28 21.5.2021 9.28
Per-share metrics affected The question of whether to issue debt or equity involves questions related not just to pricing of each option at a given time, but also that of dilution. Significant increases in the share count of a company reduce the stakes of existing shareholders, unless they are able to participate in each offering by an amount proportionate to their holdings. But the expansions of balance sheets, of long-term debt and of share count have quite a few other considerations to take into account as well. They will significantly reduce net asset value per share – the value of all assets minus debt divided by the number of shares. In cargo shipping, this is a major instrument in valuing listed stocks, but not so in the cruise industry, where expected and materialized earnings are a major guide for prices. Situation as per 30 November for Carnival, calendar year-end for others Source: Carnival Corporation & plc, RCL, NCLH Situation as per 30 November for Carnival, calendar year-end for others Source: Carnival Corporation & plc, RCL, NCLH The big increase in share count will reduce earnings per share, which is the metric that analysts prefer to use in following the cruise industry. And this is before the negative impact of the cost of servicing the marked increase in long-term debt. Dividends per share, when resumed, will probably be far lower than they were before the crisis, even if the industry is able to stage a strong recovery. Prospects of recovery The prospects of recovery, meanwhile, depend on at least three factors. For starters, operations need to be resumed on a wider scale than what is the case at the time of writing in late April, although matters seem to be developing in the right direction. Secondly, the level of demand is a major question. The industry has advanced bil14 CRUISEBUSINESS.COM MAGAZINE SPRING 2021 Resumption of cruise services has resulted some unusual homeports. Royal Caribbean International plans to operate its newest ship, Odyssey of the Seas from Haifa, Israel FINANCIALS.indd 4 FINANCIALS.indd 4 21.5.2021 9.28 21.5.2021 9.28
THE MOST INTELLIGENT DOOR IN THE WORLD You’ll see the difference Watch the video: antti.fi/ehinge The revolutionary e-hinge is an invisible ethernet cable system at sea. It looks like an ordinary hinge but comes equipped with online access and data transfer. This opens a variety of smart options for remote control. Everything you need in ship doors, we’ll handle it. GENTING WARNS OF DEEP LOSS n Genting Hong Kong – which has interests in cruise shipping and cruise shipbuilding – has warned of a deep loss for 2020 due to the ongoing Covid-19 pandemic as it seeks to restructure its business, adding that it would soon have 41% of its cruise ship capacity in service. The board said in a profit warning dated 12 March that it expected a consolidated group operating loss of not less than $600 million and a consolidated net loss of not less than $1,500 million for the year ended 31 December 2020, as compared to a consolidated operating loss of $96 million and a consolidated net loss of $159 million for the year ended 31 December 2019. Genting Hong Kong is the parent company of Dream Cruises and Star Cruises in Asia and Crystal Cruises in the U.S. Genting also owns the MV Werften shipyards in Germany that build ships for its Crystal Cruises and Dream Cruises brands. The company said the anticipated increase in the consolidated net loss is mainly attributable to prolonged suspension of fleetwide operations across its cruise and cruise-related businesses, as well as the suspension of shipbuilding operations at MV Werften’s shipyards between March and October. “This led to impairment losses being recorded on certain intangible assets, property, plant and equipment and other assets and loss on disposal of interest in certain subsidiaries which owned non-core assets,” the company said in a statement. With the resumption of operations aboard Crystal Cruises’ Crystal Serenity, Genting Cruise Lines will have 41% of its entire fleet in operation on a lower berths basis – the highest proportion of all cruise companies in the world. This includes the restart of cruises aboard Dream Cruises’ Explorer Dream in July 2020 in Taiwan and the World Dream in Singapore in November 2020. Crystal will also launch cruises on its new expedition ship Crystal Endeavor in Iceland and Crystal Symphony in the Caribbean later this summer. Despite the resumption of some services, Genting Hong Kong expects the pandemic to impact its businesses and the board said it is unable to predict with certainty the ultimate impact it would have on the group’s business, its financial condition and its financial performance. “However, with the launch of global mass vaccinations programme, the Group will continue to implement cost optimisation initiatives as well as preparation works to resume cruising. On the other hand, the Group continues to work closely with its financial creditors to finalise the Group’s restructuring proposal and to agree on a holistic restructuring solution for the Group,” Genting Hong Kong said. n All figures in millions Source: Ycharts.com for Carnival, Sharesoutstandinghistory.com for RCL, NCLH lions worth of cruise credits to its customers whose sailings had to be cancelled. These need to be cleared out and new bookings that bring in new money will be needed. Again, indications at this point suggest that there is both pent-up demand and ample savings that potential customers can turn into new business for the cruise industry. Third comes the question of how the Covid-19 pandemic will develop. For as long as it is running rampant in any part of the world, this means that new travel restrictions could be introduced, and the return to normal of the cruise industry – which is global in its scope both in terms of destinations and source markets – could face fresh upheavals. n FINANCIALS.indd 5 FINANCIALS.indd 5 21.5.2021 9.28 21.5.2021 9.28
S W E D E N · P O L A N D · U S A · S I N G A P O R E · T I L L B E R G D E S I G N . C O M With style since 1964 16-19 helsinki.indd 2 16-19 helsinki.indd 2 17.5.2021 12.13 17.5.2021 12.13
CRUISEBUSINESS.COM MAGAZINE SPRING 2021 17 H elsinki Shipyard Oy gained a new President and CEO in the beginning of February, when former CEO CarlGustaf Rotkirch moved to the position of board member with responsibility over developing and maintaining stakeholder relations. In his place, the shipyard’s former COO Esko Karvonen was appointed as the new CEO. Karvonen takes the helm of Helsinki Shipyard at a crucial time: The yard is re-entering passenger shipbuilding, with two cruise ships for the expedition segment under construction and a third on order. Despite the ongoing global SPONSORED CONTENT HELSINKI SHIPYARD – STRIVING FOR EXCELLENCE Helsinki Shipyard – the well-known pioneer in passenger shipbuilding – exited that sector in 2009. Under new ownership and management since 2019, today the experienced yard located in central Helsinki is back in business, building three expedition cruise ships. CruiseBusiness.com Magazine spoke with the new President and CEO Esko Karvonen and the Senior Vice President of Sales Markku Kajosaari about the shipyard’s new direction and its future. By Kalle Id pandemic, things are looking good for Helsinki Shipyard’s future. The new president and CEO is a relative newcomer to the Helsinki Shipyard – having worked at the yard for only two years, but with three decades of experience in the shipbuilding business. “My shipbuilding career started in 1982 with a summer job at the Wärtsilä Turku shipyard,” Karvonen recalls, “but when I graduated as a shipbuilding engineer in 1990, the Finnish shipbuilding branch was in turmoil, so I joined MacGregor Navire instead.” After 27 years at MacGregor, Karvonen returned to Finland in 2017, at first joining ALMACO Group. “Then, about two years ago, I heard about the change of ownership of the Helsinki Shipyard, met Carl-Gustaf Rotkirch, and we discovered that we had similar ideas of how the yard should be developed. In the summer, I was offered the post of COO, which I eagerly accepted. This yard has a good working spirit, and I very much enjoy working here.” Three core businesses After an intensive six-month strategy review, including a careful and honest analysis of the yard’s strengths and weaknesses, the new Helsinki Shipyard Oy has identified three core ship types that the company will specialize in: – Icebreakers and icebreaking specialist tonnage. This is a natural field for the yard that has built over half of all existing icebreakers currently in operation. “However, we don’t want to rely on icebreakers alone,” points out Markku Kajosaari, the Senior Vice President of Sales, “as this is a narrow segment with limited demand worldwide. Therefore, we are glad that we can combine our know-how in building the ice strengthened vessels with our next important ship type – cruise ships.” – Small and medium sized cruise ships. “We saw demand for this size of ships in the market, particularly in the expedition segment, which works excellent for us ? Ships of up to 25,000 gross tons can be finished entirely indoors at the Helsinki Shipyard’s covered building dock. The company celebrates its 2-year anniversary on May 20, 2021 S W E D E N · P O L A N D · U S A · S I N G A P O R E · T I L L B E R G D E S I G N . C O M With style since 1964 16-19 helsinki.indd 3 16-19 helsinki.indd 3 17.5.2021 12.13 17.5.2021 12.13
18 CRUISEBUSINESS.COM MAGAZINE SPRING 2021 with our experience in building ships for ice navigation,” Karvonen explains, while Kajosaari continues: “Our covered building dock is well suited for ships in this size range. Ships of up to 25 000 gross tons can be finished entirely indoors, which makes it easier for us to give a quality finish to our products.” – Superyachts. “Our analysis was that the border between a yacht and an expedition cruise ship is becoming more and more vague,” Kajosaari elaborates. “Expedition ships are becoming more exclusive and yacht-like and entering the superyacht market has obvious synergies in utilizing our skills, productions facilities and subcontracting network in passenger shipbuilding. Furthermore, the superyacht market seems to be less affected by market fluctuations than the cruise ship market, which is an obvious added bonus.” This is not to say the company is limiting itself to these segments. “Naturally, the fact we’re specializing in these three markets doesn’t mean we would not be open to building other ship types, if our customers so desire,” Karvonen points out. “If we find out we can profitably build good ships of some other kind, we’ll eagerly add them to our portfolio.” Efficiency and innovation After a period of stabilizing operations following the change of ownership, Karvonen says that the next task will be to modernize the shipyard’s operations and to develop ever more efficient methods of working. He further cites innovation as a key to future development. “Innovations and a culture of developing and refining things are in our DNA. This yard developed and built some of the first modern cruise ships, the first all-outside cabin ship, the Azipod. We must further emphasize this, not only relying on our own personnel but also our network of wellknown stakeholders in Helsinki like Aalto University and competent subcontractors and suppliers.” Karvonen continues by saying, “We have a very good working relationship with the city of Helsinki. Currently, the rental period of the yard’s land area extends until 2035, but we are negotiating to extend it until 2050. This will give more confidence for our modernization program. Making an investment for a 30year timespan is obviously different than investing for a 15-year timespan.” Vega-class details With the change of ownership, the Helsinki Shipyard also received its first new cruise ship contracts from the Russian river cruise operator Vodohod. Subsequently, with the acquisition of the wellknown Swan Hellenic brand by Vodohod’s owners, the ships were transferred to be completed for that company, and last October Swan Hellenic contracted for a third, slightly larger ship. “A key for this project has been understanding the business case of the customer,” Karvonen explains. “In the almost 15 years since the yard last built passenger vessels, we had lost some experience in this field, but we have been lucky to recruit young talents to replace them, as well as utilize our connections in the Finnish maritime cluster to make sure we have access to the best skilled workers.” Kajosaari provides further details on the technical aspects of the ships: “The SH Minerva and SH Vega are designed to Polar Class 5, so they have a slightly higher ice class than most new expedition ships, which are built to PC6. The customer saw this as advantageous, as it allows a somewhat longer operational season in the Arctic areas, and opens up some operational areas that ships in lower ice classes cannot access. However, we had to optimize the hull form not just for ice navigation but also long stretches of open water, for example the sea lane from Ushuaia in Argentina to Antarctica. The result is a small ship with high passenger comfort combined with good performance in ice.” The third, as of yet unnamed, ship is longer than the first two sisters. While it retains a similar layout in the passenger areas, Kajosaari reveals there are key differences behind the scenes: “The third ship is designed with a different operational profile, and as a result has a lower ice class. We analyzed the fuel consumpPresident and CEO Esko Karvonen 16-19 helsinki.indd 4 16-19 helsinki.indd 4 17.5.2021 12.13 17.5.2021 12.13
tion over the predicted lifespan of the ship and came to the conclusion it was worthwhile to redesign the entire hull form.” Good market position Helsinki Shipyard is currently looking for additional customers in the cruise sector. “We are currently in discussions with several potential clients about ships in the same size range as the ones we are building for Swan Hellenic, for both the polar regions and warmer waters,” Kajosaari reports, “but customers are naturally wary of committing to new contracts in the middle of the pandemic.” Adds Karvonen: “There are no winners in the pandemic, but our analysis is that there will be less demand for cruising on ships carrying thousands of passengers, with focus shifting to smaller, more intimate vessels with more space per passenger.” If this prediction comes true, then the Helsinki Shipyard is in an ideal position once orders for new ships pick up again. When asked about the physical location of the Helsinki Shipyard – not many other yards are located near the center of a national capital, surrounded by housing and offices – both Karvonen and Kajosaari agree it holds more positives than negatives. “Of course, the location brings some logistic challenges, but all of them can be overcome,” Karvonen maintains. “On the other hand, many of our customers have had a positive experience. Helsinki is friendly, Scandinavian, functional, compact and easy to reach from anywhere in the world. We are located close to many universities and the co-operation with them is smooth and easy-going.” Kajosaari further adds that “Helsinki Airport is only about half an hour away by car, train or bus. Other shipyards very seldom can offer connections that are as good. The shipyard’s territory size is today very handy, and this also challenges us to be more efficient. And, of course, this is a field where you can always strive to be better. We can always learn new things and it is always worth asking for advice.” Karvonen sums up the strategy and future of the Helsinki shipyard with a basic philosophy: “We have to constantly strive to be better than other shipyards. We are convinced that we are able to create the added value for our customers, and this makes them choose us over other shipbuilders in the same field. We have plenty of potential, but there is no other path to success. n CRUISEBUSINESS.COM MAGAZINE SPRING 2021 19 helsinkishipyard.fi SH Minerva is the first of three newbuilds for Swan Hellenic 16-19 helsinki.indd 5 16-19 helsinki.indd 5 17.5.2021 12.13 17.5.2021 12.13
20 CRUISEBUSINESS.COM MAGAZINE SPRING 2021 I t’s no secret that the U.S. Centers for Disease Control (CDC) spent much of the spring waffling on the timing of a restart for the cruise industry out of American ports. Further fueling the headaches, Florida Governor Ron DeSantis issued an executive order banning businesses from prohibiting access to the unvaccinated, presumably including ships operating from Miami, Fort Lauderdale and Port EvDESTINATIONS NEW CARIBBEAN HOMEPORTS EMERGE La Romana in the Dominican Republic, Nassau in the Bahamas, Antigua and even Bermuda – ports that see plenty of in-transit calls in a typical year – are being swiftly realigned to serve as base ports for cruise ships. Sailings are scheduled to commence weeks, perhaps months, before U.S. ports start operating again. By David Swanson erglades, the world’s three busiest cruise ports. With departures from U.S. ports being pushed back month by month for more than a year, Norwegian Cruise Line Holdings Ltd. (NCLH) CEO Frank Del Rio effectively reframed the discussion during the company’s May 6 earnings call. “Everyone wants to operate out of Florida – it’s a very lucrative market,” said Del Rio. “At the end of the day, cruise ships have motors, propellers, and rudders, and God forbid we can’t operate in the state of Florida for whatever reason, then there are other states that we do operate from, and we can operate from the Caribbean for a ship that otherwise would have gone to Florida.” The result is that cruise companies plan to reposition ships away from U.S. waters. Norwegian Cruise Line is not the only company that has committed to these island homeports for the balance of 2021. Royal Caribbean International, Celebrity Cruises, Windstar Cruises, Seabourn Cruise Line, Crystal Cruises and Viking are all selling summer cruises operating from ports in the Caribbean, Bahamas and Bermuda. If headaches continue with the CDC or in Florida, other lines may not be far behind. The island destinations are counting on some of the shifts in homeporting to become permanent. In some ways, the waters were being tested for this transition a year ago. As the pandemic took hold in Jamaica will offer turnaround services for Norwegian Cruise Line this summer 20-25 caribbean.indd 2 20-25 caribbean.indd 2 18.5.2021 11.05 18.5.2021 11.05
March 2020, some cruise ships suddenly had to struggle to find ports to offload guests. Repatriating crew followed, a process that took weeks and even months, and eventually required transferring crew from one ship to another based on nationalities for the return trip to their respective home countries. During the past year, several countries in the Caribbean, particularly the Bahamas, have served as a safe harbor for ships, assisting with provisioning and refueling efforts. “Barbados embraced the cruise lines from day one,” says Kenneth Atherley, Advisor on Projects and Port Operations for Barbados Port Inc. “We supported the repatriation efforts and the efforts to get passengers back home. That whole experience has built a relationship and a respect for Barbados, and certainly for the Caribbean.” In September, Barbados Prime Minister Mia Motley and Royal Caribbean International President and CEO Michael Bayley launched the Americas Cruise Tourism Task Force, focused on the safe return of cruising in the Caribbean. Still, Atherley notes that the cruise industry continues to face skepticism moving into the post-pandemic world – an issue that confronts ports as well. “The cruise lines have to creep before they run,” adds Atherley. “Likewise, Barbados is going to be creeping before we run.” The C a r i b b e a n as a whole is probably the most tourismd e p e n d e n t region in the world. Even the larger islands with more diversified economies, such as Jamaica, rely on tourism for a third or more of their income, with as much as 25% of the workforce employed by tourism. Varying protocols As the pandemic started to recede, most of the destinations have been opening their doors to visitors, but protocols have varied widely. At one end, some smaller islands with limited health care resources have played it very safe. Anguilla has required a 14-day quarantine for visitors, but the island went into a strict lockdown as recently as April 23 when a fresh outbreak emerged (this despite more than 50% of the upscale island’s residents having received at least a first vaccine dose, a much higher rate than is prevalent through much of the region). By contrast, Mexico has no entry restrictions or quarantine requirements and vaccinations have been slow. Some islands have not reopened to U.S. visitors at all, such as the French West Indies and Cayman Islands. “Jamaica was very proactive in the early days of the pandemic, in establishing what we termed the ‘resilient corridor,’ using the north coast highway from Negril all the way down to Portland,” explains William Tatham, Vice President, Cruise Shipping and Marina Operations, Port Authority of Jamaica. Currently, prior to airline check-in, U.S. visitors to Jamaica must submit a negative Covid-19 PCR or antigen test taken within 72 hours of travel. Travel to inland areas, to the capital of Kingston or along the south coast is not permitted. “We created an area in which tourism would stick to. They’d be in the resort or visit set attractions that all had to meet certain criteria or protocols.” First out of the gate to reveal a resumption of cruising in the region was Crystal Cruises, which a n n o u n c e d on March 11 that the Crystal Serenity would launch 16 7-night itineraries out of Nassau beginning July 3. Key to the plan: The ship would call only on Bahamian islands, meaning Crystal would need to navigate the rules of only one government to restart its cruises and minimize the chance of border closures. Crystal reported that the first 24 hours after the cruises went on sale represented the single biggest day of bookings for the line in company history. No sooner had the Bahamas news settled than another cruise line and destination was waiting in the wings to announce a single-country cruise option. Bermuda has employed “stringent” Covid-19 health protocols, says Hon. Lawrence Scott, JP, MP, Ministry of Transport, Government of Bermuda. The destination currently employs an online travel authorization process, with a fee of $75 to cover all Covid testing while in Bermuda. In addition to requiring a negative test before boarding the flight to Bermuda, visitors must take a Covid test upon arrival and quarantine in their hotel room until results are obtained (usually same day), and retests also are required on day four, on day eight and on day 14. Despite the restrictions, Viking Cruises will use Hamilton, Bermuda, as a homeport starting June 15. Eight 7-night, CRUISEBUSINESS.COM MAGAZINE SPRING 2021 21 William Tatham Hon. Lawrence Scott Celebrity’s ships making a service call in Antigua 20-25 caribbean.indd 3 20-25 caribbean.indd 3 18.5.2021 11.05 18.5.2021 11.05
Bermuda-only cruises aboard the Viking Orion will include overnight stays in St. George’s and King’s Wharf, along with two sea days. Royal Caribbean is charting a different approach. The line will begin 7-night voyages out of Bermuda’s Royal Naval Dockyard on June 26 using the Vision of the Seas. Rather than duplicating Viking’s Bermuda-intensive plan, the one port of call on the Vision’s itinerary will be RCCL’s private island in the Bahamas, CocoCay, along with five sea days. “Not all cruise lines were able to meet our prerequisites pertaining to Covid-19 PCR testing pre-arrival, on arrival and if still in Bermuda,” says Scott. “As well, all crew and passengers are required to be fully immunized. Some of our cruise lines partners have been challenged in obtaining vaccinations for their crew. A third cruise line fell away due to not being able to get vaccines in time for crew. We are not in discussions with any others at the moment.” Jamaica is another destination that, with five cruise ports, would be able to create a single-destination itinerary. Tatham says that Royal Caribbean had some initial discussions about such a plan. “They may still have an interest in the future,” he says. “In their original proposal they wanted to call on just Jamaican ports; they felt it would make it easier. I think that can work; we’re a pretty diverse destination.” Jamaica’s three best-known cruise ports are Montego Bay, Ocho Rios and Falmouth. Montego Bay has the benefit of being connected to one of the Caribbean’s busiest airports. Ocho Rios has two piers, and the older one – a former bauxite shipping pier – has received a US$22 million upgrade over the last two years, allowing it to be able to dock Carnival Cruise Line’s new XL-class ships. Some of the buildings were torn down, while a stage area and a promenade into town were added. Falmouth, centrally located on Jamaica’s north coast, opened in 2011 and can accommodate Royal Caribbean’s Oasis-class ships. Tatham says an artisan village for artists to work and sell their goods was due to open last year, but will now open by end of this summer. Jamaica also has two cruise ports which offer a more boutique experience. Port Antonio is the gateway to the lushest and arguably most beautiful part of the island, Portland Parish. The facility and infrastructure is limited to only smaller ships. But in January 2020, Jamaica’s fifth port opened, hosting the Marella Discovery 2 on the inaugural call at Port Royal, located outside Kingston. “It’s on a completely different scale, because it’s a really rich historical and cultural experience,” adds Tatham. “The exclusivity of it is a real draw, and the uniqueness. It’s the only sunken city in the Western Hemisphere.” Port Royal had just three calls before the pandemic shutdown, two for Marella Cruises and one with Fred. Olsen Cruise Lines. “They each immediately rebooked with six calls. The Marella port call was perfect – people said, ‘don’t ever change this, it’s the real Jamaica.’” Cruising in a ‘bubble’ Montego Bay has ample experience operating as a homeport, with AIDA Cruises, Marella and TUI Cruises using it as a home base for more than a decade. This year, the Norwegian Joy will offer 7-night cruises out of Montego Bay starting August 7, calling on Harvest Caye, Roatan, Cozumel and Ocho Rios. Tatham says Viking has also expressed interest in using Montego Bay as a homeport. He acknowledged there is some frustration with the “bubble” concept, whereby most destinations and/or cruise lines are requiring cruise visitors to stay in a tour bubble. In most cases, guests will only be allowed to disembark at destinations by booking a cruise line-organized tour, one that will envelope the guests, guide, driver and others who have been regularly tested, to minimize the chance of an outbreak onboard. “We all accepted that the bubble concept was how the industry was going to start back,” says Tatham. “That’s what they did in Europe, and it seemed to work for them there. So I think we’re going to err on side of caution.” Tatham notes that vaccine requirements for passengers and crew may eventually change the equation, but ultimately it will be up to Jamaica’s Ministry of Health to evaluate. “We have been having conversations with stakeholders and trying to explain how it’s not going to be business as usual. I think there is an acceptance that it’s a step – the stakeholders are saying, ‘I understand.’ It has to be done for the protection of both parties.” 22 CRUISEBUSINESS.COM MAGAZINE SPRING 2021 Artist’s rendering of new pier in Antigua 20-25 caribbean.indd 4 20-25 caribbean.indd 4 18.5.2021 11.05 18.5.2021 11.05
Others in the region agree on the bubble model. “We’re not going to be able to do limitless tours,” explains Atherley, who notes that Barbados is still in the process of setting the standards for how bubble tours will operate. “Passengers won’t be able to get off and walk across the destination as they like. It’s not that we’re preventing people from coming onshore to enjoy experiences, but we are going to be developing at the national level the standards to ensure that there is control for those shore experiences. We have to do a lot with the local population with respect to education, controlling the expectations of the service providers in the early stages of this resumption in cruise. We have to manage the expectations so that people don’t expect the economic benefits as if it were a regular season.” Antigua is another destination that has been announced as a new homeport, a development that Dona Regis-Prosper, General Manager for Antigua Cruise Ports, calls “very exciting.” No sooner did Crystal announce its restart in the Bahamas than it followed up with itineraries out of Antigua aboard the Crystal Symphony. The 10-night voyages will visit Barbados, Tobago, St. Lucia, St. Maarten and Tortola. “This is Antigua’s first time as a scheduled homeport,” says Regis-Prosper. The sailings initially announced are available for sale through December, but she says the Crystal Symphony is tentatively booked through March, and the port is in conversations with several other cruise lines. “We just finished our new cruise ship berth, and we’re putting together a terminal so that we can process screening with amenities and services.” The initial terminal will be a semi-permanent, fully enclosed structure, scheduled to be open in August. “But,” Regis-Prosper adds, “alongside we are developing designs for a more permanent structure. It’s something we have in our master plan in AntiDona Regis-Prosper CRUISEBUSINESS.COM MAGAZINE SPRING 2021 23 The Government of The Bahamas and Nassau Cruise Port Ltd. are engaged in a public-private partnership to invest US$300 million into developing Nassau’s cruise port and waterfront 20-25 caribbean.indd 5 20-25 caribbean.indd 5 18.5.2021 11.05 18.5.2021 11.05
gua, because we believe there is demand. Antigua checks so many boxes – it’s right in middle of the Caribbean, so itineraries can go south, north or west.” Potential for new itineraries This geographical fact points out one other advantage of Caribbean homeports: Although plane flights may take an hour or two longer than to Miami, the islands create the potential for a whole new roster of itineraries. 7-night, roundtrip cruises out of Miami cannot easily reach the southern Caribbean – islands such as Aruba, Curacao, Barbados and St. Lucia. It also means that some ports in the northern Caribbean – St. Thomas and St. Maarten in particular – are heavily visited specifically due to their location. Istanbul-based Global Ports Holding, operator of Antigua’s port as well as Nassau’s, is counting on the new Caribbean homeporting arrangements for initiatives such as the one in Antigua, as well as in Nassau. “God blessed the Bahamas with geography,” says Mike Maura, Regional Director of Americas at Global Ports Holding, The Bahamas. “The cruise lines collectively have invested over $1 billion in private islands, and we’ve got so many other islands that have so many other experiences. In 2019, we had almost 3.9 million passengers, and we expect to blow that right out of the water because the order book through 2027 is so strong. The South Florida homeports are busting at the seams, and cruise lines are going to be looking for other ports, other berths in order to accommodate the new ships.” In addition to Crystal’s sailings out of Nassau, Royal Caribbean will be using the Adventure of the Seas this summer for 7-night itineraries calling on CocoCay, Cozumel and Grand Bahama. Maura says MSC is performing due diligence to prepare for a Nassau startup. “If those bookings continue to be strong, the cruise lines have told us they will continue to homeport here,” he adds. “It’s all about customer satisfaction and the value that these passengers get from coming to Nassau.” To prepare for the projected influx, the Government of The Bahamas and Nassau Cruise Port Ltd. are engaged in a publicprivate partnership to invest US$300 million into developing Nassau’s cruise port and waterfront. “We are almost halfway through the marine works, which is providing an additional Oasis-class berth, and expanding one of our older berths to handle an Oasis class,” explains Maura. “In about six months we will be able to accommodate three Oasis ships at the same time as well as three Voyager-plus class vessels.” Previous to the project, Nassau’s capacity was limited to five vessels and a maximum of about 20,000 passengers. At completion, Nassau will be able to accommodate six ships and 30,000 disembarking passengers. The pandemic’s arrival also meant that Nassau could adjust plans to incorporate medical facilities into the arrivals terminal, including a doctor’s office, examination facilities, nursing stations, a pharmacy and increased CCTV surveillance. Maura continues: “Notwithstanding the investments on the marine side, with the investment that we’re making on the upland side – fantastic entertainment facilities, a state of the art arrivals terminal – we’re focused on authentically Bahamian flavor along our waterfront to really separate us from the many other cruise destinations throughout the Caribbean.” The port investments, especially the longterm ones, appear to be aimed at boosting the Caribbean’s carrying capacity for cruise ships. Long-term vision St. Maarten has served as a winter homeport for smaller lines such as Windstar and Star Clippers for years. This summer, the Celebrity Millennium will be operating out of St. Maarten, with 7-night cruises to a variety of islands starting June 5. Windstar will also be launching summer itineraries from St. Maarten starting June 19. Lela S i m m o n d s , Business Development & Marketing Manager for Port St. Maarten, says her team is open to discussion for further expanding the destination’s homeporting business. “This is not a short-term item where the consideration is only focused on this year,” says Simmonds. “However the opportunities that have presented themselves this year in the form of homeporting expansion certainly ties in to our long-term strategic plans to further grow the business.” Adds Tatham: “Out of this tragedy [the pandemic] came this opportunity, and I think the cruise lines are going to look at what other options they have.” This rethinking is similar to how the September 11 attacks previously altered the cruise industry. “Before, there were a limited number of homeports. But immediately after 9-11 they got the ships closer to the passengers and discovered there’s this whole other drive market out there to be able to feed our ships. It really expanded homeporting in the U.S.” And cruise lines say they are happy with the initial response from their customers to the new initiative. NCLH’s Del Rio says the two Norwegian ships based in the Caribbean this summer in the Dominican Republic and Jamaica “are doing better than expected” with bookings. “Who knows?” mused Del Rio, “That vessel might prove to be so profitable there that it never returns back to U.S. waters, which would be one of the economic casualties of this prolonged CDC-induced suspension.” n Lela Simmonds 24 CRUISEBUSINESS.COM MAGAZINE SPRING 2021 #you Royal Caribbean’s Coco Cay 20-25 caribbean.indd 6 20-25 caribbean.indd 6 18.5.2021 11.05 18.5.2021 11.05
26 CRUISEBUSINESS.COM MAGAZINE SPRING 2021 CRUISE FERRY DESIGN U ntil now, the vessels and service concepts of Viking Line and Finnlines have been quite different, but both companies are raising the bar, and, as a result, their concepts have come much closer to each other. The Nordic region is virtually the only place in the world where large ferries are used for mini cruises. The ships are often a destination in their own right, and they often have comfortable cabins, a good selection of bars and restaurants plus other amenities for the use of their passengers – hence these ships are often called cruise ferries. Interestingly, mini cruises that include an overnight crossing in one direction and a return in the other – or vice versa – in VIKING LINE AND FINNLINES RAISE THE BAR Viking Line and Finnlines, two Finnish ferry companies, are both in the process of building ships for their services that link southwestern Finland with the Stockholm region of Sweden. By Kari Reinikainen this region are popular on weekends even at times of the year when the weather can be awful and daylight almost nonexistent. Shipboard conferences are another important revenue stream for cruise ferry companies in the region. The fact that the ships carry lorries transporting high-value freight cushions the lower passenger volumes during midweek. During holiday periods, sailings are often solidly booked all around the week. Viking Line, which is headquartered in Mariehamn, capital of the autonomous Aland Islands province of Finland, pioneered both the roro ferry industry and the cruise ferry concept. The company traces its roots to 1959, when it started operations with a 1924-built, secondhand vessel of a mere 1,791 gross tons. But the business evolved at a rapid pace, and in 1985, the company introduced the 37,799 gross ton Mariella – one of the first modern cruise ferries. Finnlines has operated ferries of various types on several services since the early 1960s and established a service in the 1990s between Naantali in Finland and Mariehamn and Kapellskar in Sweden. Until now, ropax ferries with an emphasis on taking passengers, their cars and freight from A to B has been the focus of this business. However, with two new ships on order to replace the present duo, there will be much more attention paid to the facilities onboard, and the company has the short cruise market in mind as well. Viking Glory marks evolution The Viking Glory, which is under construction in China for Viking Line’s TurkuMariehamn-Stockholm service, will be very much a cruise ferry. Externally, it will bear a striking resemblance to the 2013Viking Glory will feature floor-to-ceiling windows 26-31 .indd 2 26-31 .indd 2 21.5.2021 9.57 21.5.2021 9.57
? built Viking Grace, in that all public areas will be located on the upper decks and the cabins below them. This marked a departure for the line, and with extensive use of floor to ceiling windows, it significantly improved possibilities to enjoy the views of archipelagoes that form a major attraction of the crossing. In technical terms, the Viking Glory will be LNG powered, as is its future running mate on the company’s Turku-MariehamnStockholm service the Viking Grace. However, the new ship will feature two Azipod propulsors, whereas the older ship has diesel-electric drive that uses fixed-blade propellers. “We’ve taken the best learning from Viking Grace and improved the concepts even further. What comes to the interior Viking Glory will be quite different than Viking Grace,” said Gustaf Eklund, Head of Business Development. Viking Glory’s central point will be called Torget, Swedish for the “marketplace” or “square,” which will be located at the lowest level of an atrium and where passengers can enjoy a cup of coffee and have a view of the sea. Thanks to the location of the public areas high up on the vessel and extensive use of glass, there will be good views from many of the public areas onboard. While this is also the case with the Viking Grace, it is not so on all modern cruise ferries on the Baltic. Eklund said there will not be a large night club on the new ship, whereas this is a major feature on the Viking Grace. Instead, there will be a living room called Vista Room that is intended to be used both during the day and in the evenings. The Viking Glory will make one daytime crossing of about 10 hours and a nighttime return crossing every 24 hours, so the facilities onboard need to cater to both nighttime and daytime use. The Vista Room can be divided up into smaller areas by sliding partitions, so that groups can have a section reserved for their private use. Flexibility and multi-functionality of areas has been one of the leading themes on the new ship. The dining concept on the Viking Glory will include a food court called Market, where several small outlets offer a variety of fare, ranging from pizza to a salad bar and an artisan bakery. As with several other aspects of the new ship, Eklund said that not all details are available. The company plans to publish these over time as part of a strategy to create interest in the new ship. One venue about which Viking Line has disclosed details is a bar called Algot’s. Named after Algot Niska, a daring smuggler of alcohol during a prohibition in Finland that ran from 1919 to 1932, it will be unusual in that it will have wide doors that open to a deck outside. To be called Vista Deck, it will feature good quality seating and tables and is partly covered with glass panels on each side. The Baltic may not trigger thoughts of enjoying drinks out on deck, but in fact in the summer season the weather can be pleasant and warm, which makes this kind of a facility a welcome addition. The Viking Grace features a full service spa with fine sea views, and a similar facility will be available on the Viking Glory as well. More details about this will be disclosed in the autumn, Eklund said. Open spaces and panoramic windows from Finnlines Meanwhile, Finnlines, which is part of the Italian Grimaldi Group, offers roro and passenger services on the Baltic Sea, the North Sea and the Bay of Biscay. Finnlines’ ropax ferries operate between Finland, Germany and Sweden. In December 2019, it ordered two Superstar-class newbuildings for the last named service, and these will differ markedly from their predecessors. The ships will be named Finnsirius and Finncanopus. On the new Finnlines ships, all public areas will be located on the upper decks, with large panoramic windows to offer views of the sea and the archipelagoes of Turku and Aland Islands that the ships will navigate on their crossings between Naantali and Kapellskar. “The sea and the archipelagoes CRUISEBUSINESS.COM MAGAZINE SPRING 2021 27 Vista Room will be used during the day and night. BELOW: Torget will offer several food outlets 26-31 .indd 3 26-31 .indd 3 21.5.2021 9.57 21.5.2021 9.57
28 CRUISEBUSINESS.COM MAGAZINE SPRING 2021 are our inspiration and we want to highlight the views with big windows plus themes related to them,” said Kristiina Uppala, Head of Customer Service, Passenger Services at Helsinkibased Finnlines. Views of the archipelagoes will play a central role in the design of the ships and all public areas onboard will have their own design and service concepts. Finnlines has hired dSign Vertti Kivi as architects, with Samuli Hintikka in charge as lead designer. The architectural firm’s special expertise is the use of light, and, in collaboration between Finnlines and dSign, a casual overall ambiance has been found. “We try to avoid unnecessary walls and thereby maximize the openness of the areas and link them with the panoramic windows. In addition, the public areas will consist of various smaller seating areas, so called micro areas,” Uppala said. The service concept on the new ships will raise the bar considerably compared to the lines’ existing ships – and indeed compared to most ropax type vessels in service anywhere. “New features will include a wide range of cabin categories, four deluxe and two suites, a spa and gym, yoga studio and an a la carte restaurant, which will be located forward on the uppermost deck, near the premium lounge,” Uppala said. “I believe that in the future, in luxury travel the aspects of luxury will become more downto-earth in style and highlight wellbeing. Passengers in our already existing market segment of people who travel because they need to will certainly enjoy our new vessels and their better dining options and design of interior areas. Our intention is to make people enjoy the time spent on sea more than before and to add new experiences to it so that the crossing would not be regarded just as transition from one place to another,” Uppala continued. Cabins and retail concepts refined Returning to the cabins on the new ships, Uppala said that these will reflect current trends and the values of Finnlines. Comfort Lodge grade premium accommodations will feature an ambiance resembling camper or cottage-style accommodations on land. Their materials and color schemes will reflect the hues of forests and camping. Cabins targeted at families and groups of friends will also be a new feature. Other new features will include a wide range of cabin categories, including two Adults Only suites. Shopping plays a significant role in the concept thanks to duty free, and thus a large shop will be located in a central location midships. “In addition, we will develop new, alternative ways to shop, such as pre ordering,” she said. Technology and digitalization will be widely employed on the new ships, which are being developed under the project name “Next Generation.” The aim is to develop “a paperless ship,” with sustainability and recycling high on the agenda. Finnlines also intends to use local suppliers when it comes to both the retail and catering sides of the business on the new ships, reflecting a modern trend that highlights offering local products in the hospitality and travel sectors. It must be fair to say that the concept of the new Finnlines ships sounds more like that of a cruise ship than a ferry. This is largely because Uppala spent 15 years at sea on the ships of MSC Cruises, which took her all over the world. Uppala joined Finnlines in 2015 to assume responsibility STUNNING SURROUNDINGS AT SEA “ Eat well, sleep well, relax and enjoy! Our purpose is to create stunning surroundings at sea that make passengers and crew long back the second they leave. Finnlines newbuilds will carry names Finnsirius and Finncanopus. BELOW: Architect’s renderings of arcade and restaurant 26-31 .indd 4 26-31 .indd 4 21.5.2021 9.57 21.5.2021 9.57
CRUISEBUSINESS.COM MAGAZINE SPRING 2021 29 ? for the onboard concept of its ropax vessels plus revenue, including developing the latter aspect further. “The work has been very interesting and also challenging, as previously I was working with people who were on holiday. Now I need to find a balance between the needs of lorry drivers, those travelling on business and those that travel for leisure,” she said. The ships are being designed at a time when the Covid-19 pandemic is changing the way we live, work and travel, and Uppala said the remote work practices that were accelerated by the pandemic have probably come to stay. On the other hand, new experiences and social interaction plus enjoying food and drink are all difficult to achieve remotely. While forecasting exactly what the travel market will look like after the pandemic is difficult, Uppala believes that there will be demand for genuine experiences. “Good food, public areas that are enjoyable, appealing themes in the design of spaces and in the dining concept plus wellbeing are going to be important elements in the future, together with environmental aspects and sustainability. I would like to think that a good product with well-thought-of details will bring passengers to us. Automatization and digitalization offer an exciting additional help to both passengers and crew as well,” she said. In addition to their focus on high-end passenger facilities, the new ships will have 5,100 lane meters of freight space, a high figure that reflects the size of the new ships and the major role that freight will play on them. However, weekends tend to be quieter on the freight side, and Uppala said Finnlines plans to focus more on the passenger side of the business during those times. Back and forth mini cruises will be part of the offerings from the company during the weekends and conferences will also be a target group. “The aim is to maximize capacity utilization regarding both passengers and cargo,” Uppala concluded. Capacity grows, competition intensifies In addition to these two companies, the Tallinn-based Tallink Grupp serves the TurkuMariehamn-Stockholm route with two cruise ferries. As the Viking Glory will replace the 1988-built Amorella that is much smaller at some 34,000 gross tons and the two Finnlines newbuildings will take over from smaller vessels, there will be a significant increase in capacity on the route. Competition between the three companies will intensify, and it will be interesting to see how the market will absorb the additional capacity. Although Stockholm County has a population of 2.3 million and with the surrounding region had a gross domestic product of € 145.7 billion in 2018 – one third of Sweden’s total – the ferry business there has traditionally relied more on the Finnish source market. By comparison, the Turku Viking Glory Finnlines newbuildings Gross tonnage 63,818 68,460 Length, m 226.6 235.0 Beam, m 35.0 35.3 Passengers 2,800 1,100 Lane meters 1,500 5,100 region has a population of about 335,000, but the two other largest urban areas in Finland – Helsinki and Tampere – are within a two-hour drive – hence the concentration of ships based at Turku and Naantali, the second being located some 15 kilometers from the first. This obviously significantly widens the base of potential customers, as the three city regions have a combined population of about 1.9 million. With these three ships on order plus Wasaline in the process of preparing for the delivery of the 21,400 gross ton Aurora Botnia in the summer and Tallink with a large ropax on order for its Tallinn-Helsinki service, the ferry scene in the northern Baltic is becoming increasingly lively. In the 1970s and 1980s, it dominated innovations in passenger shipping by offering far more varied catering concepts almost two decades before alternative dining became mainstream in ocean cruising. And while ferries may no longer lead innovations, the new ships of Viking Line and Finnlines will raise standards in their markets. n STUNNING SURROUNDINGS AT SEA “ Eat well, sleep well, relax and enjoy! Our purpose is to create stunning surroundings at sea that make passengers and crew long back the second they leave. TECHNICAL INFO 26-31 .indd 5 26-31 .indd 5 21.5.2021 9.57 21.5.2021 9.57
30 CRUISEBUSINESS.COM MAGAZINE SPRING 2021 C onstruction work on the Viking Glory is progressing in China so that Viking Line, the Åland Islands-based cruise ferry company that has ordered the vessel, expects it to enter service between Turku, Mariehamn and Stockholm in early 2022. At almost 64,000 gross tons, it will be the largest vessel ever built for the company and an evolution of the Finnish-built Viking Grace of 57,565 gross tons, which was one of the first large LNG-powered passenger ships when it entered service early in 2013. The Viking Glory will differ quite substantially from any other passenger ship built in China so far for a Western owner. These have either been rather small expedition cruise vessels or ropax ferries that have tended to focus more on freight and provided comfortable but hardly luxurious accommodations for passengers. However, vessels such as the ropax new buildings of Finnlines or the long E-Flexer series of the Stena group, indicate that even in this type of tonnage, passenger accommodation is becoming increasingly important and therefore, more upscale. The accommodations on the Viking Glory, which is under construction at the Xiamen Shipbuilding Industry Co, Ltd (XSI) shipyard in Xiamen, will be of high quality to reflect the fact that the ship will cater to mini-cruise travel, where the ship itself is a destination in its own right, rather than just a mode of transport. To manage the work in the best possible way and assure quality, Viking Line has sent a team of some 20 employees to supervise the work at Xiamen. A further 200 people from different partners are also involved in the work. The work is led by project manager Kari Granberg, who together with engineers and team leaders from Finland, the Åland Islands (which are an autonomous province of Finland) and Sweden are overseeing the work and ensuring compliance with safety requirements. “Right now our days are spent examining blueprints, checking documents and overseeing the work. Some 800 people are currently working here, with about 200 of them from our different partners working on the interiors. Every day, we have a large number of inspections and tests of different systems and automation. We examine internal and external doors, oversee the painting and insulation work, sprinkler and ventilation systems, the running of cables and connections. Day by day, the work is progressing and the vessel is starting to take shape. It’s really inspiring us,” Granberg said in a statement. As early as the planning stage, Viking Line decided to hire partners to develop the vessel’s environmental technology details and develop innovative interiors with a focus on the customer experience. These partners include ABB Marine, the architect firm Koncept, Climeon, Wärtsilä, Kone, Deltamarin, Scenso, ICF Group, TSI and Almaco. Almaco is currently busy installing wall panels in corridors and finishing the cabins’ interior fittings. Carpeting has been installed on some decks. Major jobs are being carried out in kitchens and storage facilities. Scenso – a joint venture between Sance and North Sea Offshore Technology – is working on the public spaces. Wall panels are VIKING GLORY AIMS FOR EARLY 2022 DEBUT Kari Granberg 26-31 .indd 6 26-31 .indd 6 21.5.2021 9.57 21.5.2021 9.57
being installed in the tax-free shops, and work is also under way in some public areas, conference facilities and spa facilities. ICF Group is working to complete the work in different restaurant areas. Total Solution Interiors (TSI) is working with the vessel’s stair system and with some restaurants, including the outdoor summer restaurant on deck. The next steps in the construction work are to further test the Azipod propulsion system, cool the liquefied natural gas (LNG) tanks and supply LNG fuel for the first test sailings, which are planned for June. Thanks to ABB’s Azipod propulsion system, which is being fitted to a cruise ferry for the first time, the vessel will be easier to maneuver in port, which will save both time and fuel. Vibrations and noise will also be reduced. Waste cooling from LNG will also be reused and air-conditioning, refrigerated display cases, cold storage units and other specialized facilities will be able to utilize the new technology. “We’re really pleased that we’ve come so far in the work. We’ve had some challenges because of the pandemic, but they’ve been worked out. Right now, there are 20 people here at the site office. A few more will be arriving, but it’s a challenge to travel here because of the strict quarantine restrictions,” Granberg commented. “Some of us have not been home for a year and a half because of them. It’s been unusually cold for this time of year due to the La Niña weather phenomenon, but now it’s starting to get warmer. We’ve experienced a great deal here in Xiamen and are all proud to be part of building this beautiful vessel,” he concluded. n CRUISEBUSINESS.COM MAGAZINE SPRING 2021 31 26-31 .indd 7 26-31 .indd 7 21.5.2021 9.57 21.5.2021 9.57
32 CRUISEBUSINESS.COM MAGAZINE SPRING 2021 FREEDOM OF DESIGN WITH PROVEN SOLUTIONS INTERIOR AND EXTERIOR DECORATIVE SOLUTIONS Seamless, durable and flexible artificial PUR deck system, the new Sikafloor® Marine Deco Comfort and Teak. Contact us now Sika Services AG, Tueffenwies 16, 8048 Zurich Tel. +41 (0)58 436 58 01, www.sika.com/marine Sikafloor® Marine Deco Teak Sikafloor® Marine Deco Comfort COSTA FIRENZE – BUILT FOR CHINA, INTRODUCED IN EUROPE SHIP REVIEW The Costa Firenze is the second 135,500 gross ton newbuild that Italian shipbuilder Fincantieri has delivered for Costa Cruises. The vessel is tailored for the Asian, and specifically for the Chinese, source market. Delivered on December 22, the Firenze has yet to carry revenue guests – and when it does, it will operate first in the Mediterranean instead of in Asia. C osta Cruises was the first Western operator to enter China in 2006, starting with the small, 28,430 gross ton and 820-passenger Costa Allegra. While international cruise lines had operated in the Far East for years, cruise vacations were a new venture in mainland China. Since then, many other cruise lines – including domestic Chinese companies – have entered or emerged on the scene, and China has become one of the top source markets in the world. According to Cruise Lines International Association (CLIA) 2019 Cruise Market Report, Mainland China had 1.9 million cruise passengers, showing an 18.6% decline in 2019. Yet China’s five-year CAGR (compound annual growth rate) is a strong 22.2% since 2014. Indeed, all-Asia CAGR for the past five-year period was 19.2%, with every one of the 12 markets showing double-digit growth. Mainland China continues to dominate in Asia with a 51.6% market share, followed by Taiwan (10.5%) and Singapore (8.7%). India (8.4%) overtook Japan (8.0%) to be the fourth-largest Asian source market. Piazza della Signoria is the 3-deck focal point of Costa Firenze 32-34 -35costa .indd 2 32-34 -35costa .indd 2 21.5.2021 10.07 21.5.2021 10.07
? CRUISEBUSINESS.COM MAGAZINE SPRING 2021 33 FREEDOM OF DESIGN WITH PROVEN SOLUTIONS INTERIOR AND EXTERIOR DECORATIVE SOLUTIONS Seamless, durable and flexible artificial PUR deck system, the new Sikafloor® Marine Deco Comfort and Teak. Contact us now Sika Services AG, Tueffenwies 16, 8048 Zurich Tel. +41 (0)58 436 58 01, www.sika.com/marine Sikafloor® Marine Deco Teak Sikafloor® Marine Deco Comfort Costa has steadily increased and replenished its tonnage in Asia and particularly in the Chinese market. From the very beginning, the line has used its Italian heritage as a selling point— from cuisine to fashion to architecture and design. The sister ships Costa Venezia and Costa Firenze – the company’s first tailor-made newbuilds for Asia – continue to capitalize on its Italian background. “The concept of the Costa Firenze is inspired by an iconic city [Florence], which represents Italian art, taste and refinement in the world’s collective imagination. We have designed this ship to offer our guests a unique experience, especially for the families, with a specific offer of entertainment and services,” said Mario Zanetti, Costa Cruises President. Investing more than € 6 billion Built at Fincantieri’s Marghera shipyard in Italy, the Costa Firenze is part of a more than € 6 billion investment that the Costa Group (which also includes Costa Asia and AIDA Cruises) is making in new ships. Meyer Turku, the Finnish arm of German shipbuilder Meyer Werft, previously delivered the 185,010 gross ton, liquefied natural gas-powered Costa Smeralda and is currently outfitting its sister ship the Costa Toscana, to be delivered before the end of 2021. Meyer Werft in Papenburg, meanwhile, delivered the group’s first LNG-ship, the 183,858 gross ton AIDAnova, in 2018 and is currently constructing its sister the AIDAcosma, which will be delivered around end of this year.. Registering 135,500 gross tons, the Costa Firenze shares the same platform with sister brand Carnival Cruise Line’s Vista-class ships. With an overall length of 323.6 meters and breadth of 37.2 meters, the Costa Firenze has a maximum passenger capacity of 5,246 guests in 2,136 cabins. The layout is as follows: Decks 1 and 2 are dedicated to inside and outside cabins, while decks 3, 4 and 5 are mostly reserved for public rooms, including bars, lounges, dining areas and the galleys and pantries serving them. However, there are small cabin areas forward on Deck 3 and aft on Deck 5. Deck 5 also houses the ship’s encircling promenade with various al fresco dining choices. Meanwhile, decks 6 to 9 are fully dedicated to passenger accommodations, featuring both interior and balcony cabins. The balance of the ship’s accommodations are located forward on decks 10, 11, 12 and 14. Food and beverage services include a choice of 13 different restaurants and food outlets plus nine bars. Dining choices encompass a wide range of cuisines, from La Fiorentina Steak House to Palazzo Vecchio and Dei Medici main dining rooms for Mediterranean cuisine. Frutti di Mare and Seafood Shack offer up seafood, while Asian specialties are served in the Teppanyaki, Dim Sum or Hot Pot restaurants. For the bar scene, Costa has formed partnerships with famous Mario Zanetti, President of Costa Cruises 32-34 -35costa .indd 3 32-34 -35costa .indd 3 21.5.2021 10.07 21.5.2021 10.07
34 CRUISEBUSINESS.COM MAGAZINE SPRING 2021 Italian brands. In addition to Aperol Spritz Bar, a new wine tasting experience will be provided at the Frescobaldi Wine Experience. The theme of the interior decor is based on the vessel’s namesake city, Florence. Public areas celebrate the Tuscan city’s culture and art. The focal point of the ship is the three-deck high atrium – Piazza della Signoria – designed to reflect a Florentine square. Costa Firenze itineraries The Costa Firenze sets sail July 4 on its maiden voyage, with an all-Italian itinerary that includes port calls in Savona, Civitavecchia, Palermo, Naples, Messina and Cagliari. From September 12 until mid-October, the Costa Firenze also will offer one-week international cruises visiting Savona, Civitavecchia, Naples, Ibiza, Barcelona and Marseilles. n Costa Firenze was built in Fincantieri’s Marghera yard. In the background, Holland America Line’s Rotterdam to be delivered this summer Pool deck is covered with a sliding glass roof Shopping arcade Teatro Rossi is the ship’s main show lounge Steakhouse Suite 32-34 -35costa .indd 4 32-34 -35costa .indd 4 21.5.2021 10.07 21.5.2021 10.07
CRUISEBUSINESS.COM MAGAZINE SPRING 2021 35 As it looks forward to celebrating its 70th anniversary next year and its marine division’s 30th anniversary as well, Antti-Teollisuus is taking stock of the current situation to focus on its current and potential orderbook boosted by a technological development. “W e see ourselves as a high-end manufacturer of Bclass Marine accommodation and fire doors focusing on projects which have specific requirements such as aesthetics, like appearance, according to the architects’ designs as well as standard doors for interiors,” states Markko Takkinen, Antti Marine’s Commercial Director. “The key points for shipbuilding, as it is project-based, are specification and certification, after which design and production can start. And clients want a large variety of doors: cabin, interior, and technical together in one package. Based on the IMO’s FTP code and product certification with targeted sound reduction, the doors are manufactured to fulfil all set standards and quality levels.” The latest innovation that the company is proud to bring to market is the e-hinge. “It originally came from a requirement for online locking doors. On cruise ships especially, these locks are like small computers connected to the ship’s ethernet system. Today, networks need to be hardwired to the system to have Power over Ethernet [PoE], which benefits ship operations,” explains Takkinen. “When locks have PoE, it helps maintenance and power input from the ship’s electrical network and allows longer service intervals and a longer lock battery life.” The online concept is not new. Currently, the doorframe is connected to the cabin structure or a bulkhead. The connecting cable is located behind structures, providing connection from frame to the door leaf over a lead cover assembly. The challenge was the lead cover, which does not look good – and is half a yard (meter) long. A request for the lead cover replacement took place in 2017, and work began then for these reasons plus increased safety aspects too. The new e-hinge system developed by Antti Marine and its hinge manufacturing partner is not visible, as the cable connection is housed by a hinge. “Passengers do not, nor do they need to, know it is there, just the appropriate crew members. The e-hinge is stamped to ensure they know exactly which one it is,” continues Takkinen. Otherwise, the e-hinge looks just the same. Because it is the top hinge, the e-hinge is at a safe height (the top hinge was chosen as it avoids eye and accidental physical contact). Since the e-hinge connection is inside the hinge, the PoE is disconnected when the door is removed and simply reconnected when it is put back again. The e-hinge has been FTPC tested and EN1935 hinge durability testing has been carried out. “Replacing doors or retrofits will be much easier, especially for cabin-makers, which are our clients. The old lead cover system was much more complicated and time-consuming,” comments Takkinen. Though still a brand new idea, order potential for the e-hinge looks more than promising. A newbuilding contract is close to being signed, with other projects in the pipeline for e-hinge doors. For a large project like those already supplied for the Costa Smeralda and Costa Toscana, a total of over 4,000 doors for interiors, cabins and the crew accommodation are designed and made by Antti Marine. Other cruise ship references that have Antti Marine doors include the Odyssey of the Seas, Spirit of Discovery, Iona, Celebrity Apex and Global Dream. In addition, SunStone’s expedition ships, as well as the Crystal Endeavor, are all door deals already signed by Antti Marine. Additionally, cutting-edge ferries such as the Viking Grace and its near-sister the Viking Glory plus the expedition cruise ships Roald Amunsdsen and Fridtjof Nansen have been fitted. “Even in these extraordinary circumstances, we are confident that new projects will follow, and we are able to build our orderbook in good cooperation with our clients. We are investing to improve our processes and to increase the list of great references, staying safe and with safety in mind.” ends Takkinen. n SUPPLIER PROFILE ANTTI MARINE UNVEILS THE E-HINGE Antti Marine has supplied cabin doors for both Costa Smeralda and Costa Toscana ON THE RIGHT: Markko Takkinen 32-34 -35costa .indd 5 32-34 -35costa .indd 5 21.5.2021 10.07 21.5.2021 10.07
36 CRUISEBUSINESS.COM MAGAZINE SPRING 2021 I have always said that for me, as a captain, the only version of a perfect storm is one where the wind is with us at perhaps 2 – 3 knots more than the actual speed of the ship. So, if we consider a fairly common cruise ship speed to be between 18 – 20 knots, a 22 knots following wind would be ideal! And of course, let’s not forget, that this picture-perfect wind should also coincide with a fantastic sunny day with not a cloud on the horizon, as we sail along with the ship moving just enough to feel that you are out on the sparkling blue ocean. Yes, this might appear like a navigator’s dream indeed. However, seldom do we have perfect conditions, if ever. Now, you might say that no wind at all on a glorious spring day would lure you to go out on deck to sunbathe, but while the ship is making close to 20 knots you will soon find out that that calm beautiful deck that was calling to you is, in reality, freezing and blustery; and what was seen from the bridge as a great idea wasn’t the best after all. You can probably feel it, when sitting in an open lounge looking out the big windows, seeing the dead calm ocean around you with the warm sun rays on your face, you feel the warmth and decide to go out, but as soon as you open that door to the exposed deck you’re suddenly slapped by a biting cold wind. Well, that said, what has sunbathing to do with navigation? The short answer is nothing, but it tells us a lesson about the significance of relative wind, which is the one we need to look out for since it is the relative wind that affects the ship. However, it’s not the only factor. FAIR WIND AND FOLLOWING SEAS Let’s say that there is a 20 knots wind, coming from any direction, and we’re making 20 knots speed while having the wind from the stern. There is no wind on deck, however, the moment we turn around and head into the wind we will have a 40 knots wind sweeping over the deck and the loose sunchairs will begin to fly away. The true wind didn’t change at all; however, the relative wind did. Formula for calculating wind force How much does the wind affect you, with which force? In the formula below, note: • F = Wind Force in Tonnes • K = factor for wind 0,00006 for wind and 0,033 for current • Cy = coefficient representing the lateral force component of the wind • A = Windage Area in Square Meters (m2) • V = Relative Wind Speed in m/s Cy can be found from the Crabbing Polar diagram (for cruise ships typically 0,9 – 1,15) F (wind) = k x Cy x A × V 2 = 0,00006 x Cy xA x V 2 The same formula can be used for calculating the force of the current in deep water, where A = LBP * d. For shallow water, you need to multiply by a factor f, which is the ratio between the Depth and the draft, which gives the factor f = 1 – 6, where 6 represents a grounding. Therefore, in reality, 1 is in deep water and 5 is in very shallow waters… so in these calculations, deep water is considered to be more than 6 times your draft. R = D depth / d draft Sperry Marine simulator bridge at Aboa Mare Maritime Academy and Training Center CAPTAIN’S COLUMN By Captain Mikael Hilden, MM, AFNI Independent Business Owner at AMH Maritime Consultancy 36-38mikael hildenin.indd 2 36-38mikael hildenin.indd 2 24.5.2021 9.49 24.5.2021 9.49
? The Center of Wind, COW When navigators are asked how the bow will be affected by the wind, they quite often say that the bow will go into the wind. Well perhaps it does, but certainly, that isn’t always the case. I would say it hinges on a few factors, where the Center of Wind (COW) is the important component, along with the direction of the wind and its relative speed. The position of the COW depends heavily on the profile of the ship, for example, its possible balconies. Most clearly put, the COW is the point at which the wind “attacks” the vessel. If you are on a tanker for example with the superstructure aft, with in addition a massive funnel, it is clear that the COW is at a point close to the stern of the ship, somewhere between the COG and the funnel. If you are on a box-like ship, such as a fully loaded container vessel it is most likely located close to the midship section. If you are on a large modern cruise ship, you have to be aware of the side profile. Do you have a very large construction above the bridge or perhaps some large constructions around the already huge funnels or perhaps both? I always advise navigators to go ashore, have a look at the profile and then think about the attacking wind. Where and how will it affect the vessel? Then imagine where your pivot point is. If there is a large forward construction and if the COW is close to that part, it is very likely that in low-speed passages the bow will be pushed away from the wind, but could perhaps change as the speed increases. Of course, it might be the other way around as well, and you might sail with a higher speed in a narrow channel or canal and then as you approach an area with a lower speed restriction, where you of course slow down, you now need to be aware that the ship might act differently due to the slower speed. The bow, instead of seeking the wind at higher speed will be pushed away as soon as you slow down. This is where you need to pay special attention because you might run into trouble. In a narrow channel if you approach the river or canal banks too fast you could be affected by the phenomenon known as bank effect and run into a situation where the ship‘s power itself is not enough to counteract the forces around the ship. The Pivot Point Remember that the pivot point is an imaginary point and exists only when there is a turning moment. The pivot point is not a fixed point on the ship, but a point that is the result of all hydrodynamic and internal forces acting on and around the ship. The location of the PP is determined by the movement of the vessel through the water the speed, rotation, the water-resistance the rudder forces applied, and whether you are in deep or shallow water. The PP moves virtually along the longitudinal axis of the ship and can in certain conditions be outside the ship’s hull. A rule of thumb is that the pivot point moves away from the force applied, e.g., forward when the engines are “kicked ahead” and astern when the engines are going astern. However, it is very much dependent on other factors as well, such as the under-keel clearance or if tugboats are connected and in use. Also, remember that the trim (Centre of Buoyance) the UKC (Under Keel Clearance), and the water pressure distribution will affect the pivot point. Note too how the stern swings behind the pivot point and how the flow of water affects the rudder. This is important to remember and consider how it will affect the lift force negatively in a swing. The COW relation to the PP In simple terms, if the COW is in front of the pivot point then the bow is turning away from the wind and if it is the other way around then the bow will turn into the wind. The behavior of the ship depends on Wind Moment and the Hydrodynamic Moment. Hydrodynamic Forces affect the ship’s hull below water (lateral component of force) and the Wind Forces (lateral component of wind force) acting on the structure above the waterline. Two important parameters and ratios to Keep in Mind Now these factors are not the only ones to take into account, wind impact depends largely on the following parameters and ratios: Wind impact (to change the basic manoeuvrability) depends on the Ratio of: • wind forces on the superstructure above waterline (changing manoeuvrability) • hydrodynamic forces on underwater hull (representing steer-ability without wind) 1. Ratio of the areas above and below the waterline: • above waterline: • Shape, design of the exposed area of the superstructure (balcony effect) • below waterline: • Hull form (CB, trim, draught) Average ratio for cruise ships: 5 The Ratio between wind speed and the ship’s speed are equally important. 2. Ratio of: (relative) WIND speed 2 to ship´s speed 2 The Ratio wind speed / ship’s speed is the most important parameter. Slow ship speed causes the same problem as high wind. Remember that the rudder angle to keep the ship balanced on a straight track with beam wind increases with the ratio V wind2 / V ship2 In the below statements and when I talk about head or stern wind, I mean a wind coming from almost dead ahead or almost dead astern. Given that wind from exactly or 180 degrees doesn’t really exist due to the fact that when we are sailing out at sea your heading is constantly changing by plus or minus 1-2 degrees depending on how well your autopilot is adjusted or how good a helmsman you have. a(Wind angle of attack), depending on wind direction, heading and speed of the vessel Head wind For head wind a stern or bow trim might change the resultant of the Wind Moment and the Hydrodynamic Moment, the ship may have a windward or leeward turning tendency. Counter rudder is required to compensate for these effects. Beam wind While with beam wind, the resultant of the Wind Moment and Hydrodynamic Moment can be windward (counter rudder required) or neutral (no rudder required), pending on if the vessel has stern or bow trim Stern wind For stern wind and especially wind on the quarters, the resultant of the Wind Moment and Hydrodynamic Moment is usually windward. Counter rudder is always required for both stern and bow trim. V 2 wind V 2 ship CRUISEBUSINESS.COM MAGAZINE SPRING 2021 37 36-38mikael hildenin.indd 3 36-38mikael hildenin.indd 3 24.5.2021 9.49 24.5.2021 9.49
38 CRUISEBUSINESS.COM MAGAZINE SPRING 2021 Force components and yawing moment Cy: coefficient representing the lateral force component of the wind Cx: force coefficient representing the longitudinal force component of the wind Cn: is the yawing moment that is generated by the wind Low-speed transfer in a narrow channel Sailing in a canal with a fairly low-speed limit and with wind from either quarter there are not many options to use. If you are lucky enough to sail on a ship with twin screw and twin rudders you may affect the steerability by splitting engines having one engine ahead and one astern, maintaining the low speed limit. In this way, one rudder with more power output is more effective allowing you to get a higher lift force and better steerability than you would with both rudders together with lower engine output. The ship can more easily be turned under the same wind conditions where the synchronized engines do not generate a turn. Or perhaps you are even luckier and you sail on a podded ship where the steerability stays quite well also in lower ships speed. However, for a ship with single screw and single rudder, the only option is to take an escort tug Good to remember Know your ship, study the information you have onboard, know its limits and act in the safest possible way. In this article I have not used too many formulas, I decided to tackle the issue from a basic level. The theory is much more intricate than explained here. Most ships have already calculated how the wind affects you and with which force, how much drift angle you would have while sailing with reduced speed, hence how much space you would need. Also, how different attack angles acts and how the Cy changes The different mandatory tests, like Turning circle, Zig-Zag tests, PullOut test, and Spiral test are done for you so that you can evaluate the steerability, course stability and yaw checking ability of your ship. From the Zig-Zag test, you will get the Turning Parameter (TP) of your vessel, calculated as TP = (top * v) / LBP and a result of 7 – 13 is considered as a good steerability and a number below 7 as very good, where as above 13 is considered as poor. Before entering a narrow channel, you might be affected by a crosscurrent or beam wind and you might have a drift angle to calculate before you enter a narrow channel. You need to decide which will be your no-go area, how much space you will leave between it and your ship, as well as how much your maximum drift angle, swept track, can be based on this. Formula for drift angle and swept track The angle = Vcurrent / Vship * 60 this you need to be able to calculate the sweep which is LOA / 60 * the drift angle. The swept track is the sweep + the breadth of the vessel Conclusion So, in truth, there is no ideal perfect storm – one in which we sail undeterred by challenging winds and demanding weather conditions. But there do exist best practices to remember and to follow that will ensure that our voyage is as safe as possible. Remember that a good seaman weathers the storm he cannot avoid and avoids the storm he cannot weather. n FEATURED COLUMNIST Mikael Hilden is a very experienced team player and a natural leader, 20 years in the position as a captain on several ships. He has been within the shipping industry for more than 40 years onboard a variety of different ships within the liquid energy sectors as well as during the last 21 years within the cruise industry. He has also worked an additional 10 years with different land-based employments, i.e., teaching, manning, operation of crude oil fleet, shipping agency, ISM, ISO and Vetting. He is an asset to the shipping establishment due to his skills and experience and he would take any organization to the next level. He has been involved within the shipping industry worldwide and during his career he has worked with more than 100 different nationalities. He has learned to safely navigate in a multi national environment with a great will to succeed. For two years Hilden worked as a Nautical Instructor and Assessor for CSMART Academy. 36-38mikael hildenin.indd 4 36-38mikael hildenin.indd 4 24.5.2021 9.49 24.5.2021 9.49
CRUISEBUSINESS.COM MAGAZINE SPRING 2021 39 SHIP PREVIEW NORWEGIAN UNVEILS PRIMA-CLASS ? The Haven has been re-located to the aft part of the Prima-class. Top aft decks houses private sun decks and infinity pool reserved for The Haven guests Ph oto cre dit , all ph oto s: No rw eg ian Cr uis e Li ne 39-42 prima.indd 1 39-42 prima.indd 1 24.5.2021 9.59 24.5.2021 9.59
40 CRUISEBUSINESS.COM MAGAZINE SPRING 2021 N orwegian Cruise Line Holdings Ltd. (NCLH), the parent of Norwegian Cruise Line (NCL), has contracted with Italy’s Fincantieri shipyard to construct six Prima-class vessels, the first of which – the Norwegian Prima – will be delivered in summer 2022. Choosing Fincantieri is a departure in itself for NCL, which has long constructed most of its ships in various German shipyards – apart from the Norwegian Epic, which was delivered from France in 2010. Selecting Fincantieri and its Marghera yard near Venice simplifies NCLH’s newbuilding supervision, as its sister brands Oceania and Regent both have newbuilding contracts in place with Fincantieri as well. Compared to its previous newbuildings, NCL decided to go slightly smaller this time around. The Norwegian Prima will be 294 meters (965 feet long), register 142,500 gross tons and carry 3,215 guests at double occupancy. This will give a space ratio of 44 tons. The vessel’s somewhat reduced size will allow NCL to include a vaCruise aficionados and the travel trade alike had been eagerly looking forward to May 12. On that date, Norwegian Cruise Line unveiled its Norwegian Prima, which represents the first entirely new prototype for the brand during the past ten years. The Prima will have many firsts and will also take Norwegian to a more upscale audience with its premium offerings. By Teijo Niemelä Infinity pool of the Ocean Boulevard Cabanas of Indulge Food Hall Norwegian Prima will offer diverse deployment. Departure ports will include Amsterdam, Southampton, Galveston, Port Canaveral and Reykjavik, among others 39-42 prima.indd 2 39-42 prima.indd 2 24.5.2021 9.59 24.5.2021 9.59
? CRUISEBUSINESS.COM MAGAZINE SPRING 2021 41 riety of smaller ports-of-call in the ship’s itineraries, and, as a matter of fact, the Prima’s inaugural season during 2022-2023 will encompass a smorgasbord of itineraries and homeports, ranging from Northern Europe and the UK to Bermuda and the Caribbean. Homeports will span both sides of the Atlantic, too, from Amsterdam and Southampton to New York, Galveston, Port Canaveral and even Reykjavik during summer 2023. New platform maximizes deck space The Norwegian Prima may remind some readers of other cruise ships that have recently originated from Fincantieri. It is related to the Seaside-class of MSC Cruises and the Scarlet Lady of Virgin Voyages. Almost a decade ago, Fincantieri unveiled its “Project Mille” prototype, where the main engines had been moved into the middle of the ship. That in turn moved the center of gravity amidships, with the superstructure both forward and aft designed narrower, allowing additional decks to maximize the number of balconied cabins. On the Norwegian Prima, outdoor areas have been taken to the next level. In 2013, the line’s then latest newbuilding the Norwegian Breakaway launched an attractive outdoor promenade deck called The Waterfront, with various outdoor bars and dining areas. Aboard the Norwegian Prima, there will be even greater variety. Located on Deck 8, Ocean Boulevard will offer 44,000 square feet of al fresco dining, bars, lounging areas and even infinity pools. Guests can walk around the entire vessel on this wraparound promenade. Another major change from previous generations of NCL ships is the relocation of The Haven – NCL’s ship-within-aship facility – to the top decks of the aft section. Norwegian has already revealed the hull artwork for the Norwegian Prima. Italian graffiti artist Manuel Di Rita, known commonly as “Peeta,” has for the first time been able to extend the hull art to the forward superstructure. NCL selected a group of famous architects – among them many that have worked with the company before – to design the vessel’s interiors. The list includes Italian designer Piero Lissoni and architectural firms such as the Rockwell Group, SMC Design, Tillberg Design of Sweden, YSA Design and Studio DADO, which conceptualized and composed the aesthetics of various restaurants, cabins and public areas onboard. What to expect from Ocean Boulevard As part of the many culinary experiences offered along Ocean Boulevard, NCL will introduce its first-ever upscale open-air marketplace called the Indulge Food Hall, offering guests diverse menu items from a variety of venues, as well as a mix of indoor and outdoor seating. This food hall concept will include Coco’s serving artisan sweet treats, Q Texas Smokehouse boasting Southern comfort food and barbecue, and Starbucks brewing up coffee Food trucks of Indulge Food Hall 39-42 prima.indd 3 39-42 prima.indd 3 24.5.2021 9.59 24.5.2021 9.59
42 CRUISEBUSINESS.COM MAGAZINE SPRING 2021 drinks. Culinary newcomers aboard the Norwegian Prima will include the Seaside Rotisserie, Nudls, Tamara, The Latin Quarter, Tapas Food Truck and Garden Kitchen. Passengers with a sweet tooth can indulge themselves at Just Desserts and Just Ice Cream. Ocean Boulevard also will house three additional specialty dining venues, all featuring indoor and outdoor seating: Onda by Scarpetta, Los Lobos and The Local Bar & Grill. In addition to its multiple dining choices and Infinity Beach (located on each side of the ship), Ocean Boulevard will feature two Oceanwalk glass bridges. At the forward end of the vessel, passengers will find La Terraza, an open-air lounge with forward-facing sea views. Elevated accommodations NCL says that the Prima will offer the highest staffing levels and space ratio of any cruise ship in the contemporary and premium cruise segments and the largest variety of suite categories (13). These include the largest three-bedroom suites of any new cruise ship and NCL’s largest inside, oceanview and balcony cabins to date. Due to the popularity, Studio cabins will also return to Norwegian Prima – the guests will have a private lounge. Small, 94 square feet Studios accommodates only single occupants. The Haven by Norwegian ship-within-a-ship concept will offer 107 Haven Suites – all located at the aft end of the ship – spanning eight decks. The Haven will feature its own private elevators, which will transport guests between Haven decks and to the public areas below and above. Meanwhile, The Haven public areas on Decks 16 and 17 will offer both indoor and outdoor lounge and dining areas. The pinnacle of Haven amenities will be its private infinity pool providing a view over the wake of the ship. n Onda by Scarpetta Studio Lounge. BELOW on the right: Studio cabin for a solo traveler Los Lobos 39-42 prima.indd 4 39-42 prima.indd 4 24.5.2021 9.59 24.5.2021 9.59