CruiseBusiness.com CruiseBusiness.com REVIEWING CRUISE BUSINESS GLOBALLY Magazine WINTER 2022 DECARBONIZATION PROGRESS VIKING OCTANTIS Viking launched its expedition voyages to Antarctica in early 2022 on the new Viking Octantis. The polar-class Viking Octantis can accommodate 378 passengers in 189 staterooms. Following the ship’s naming in New York City, the Viking Octantis will make its way to the Great Lakes region for a series of voyages throughout the spring and summer. Its sister ship, the Viking Polaris, will be delivered later this year from the VARD shipyard. NEW EXPEDITION SHIPS SET SAIL kansi2022.indd 1 kansi2022.indd 1 4.3.2022 10.46 4.3.2022 10.46
E X P L O R AT I O N EXISTING 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 M/V OCEAN EXPLORER OCEAN DISCOVERER Delivery 2023 SYLVIA EARLE Delivery 2022 OCEAN ODYSSEY Delivery 2022 OCEAN ALBATROS Delivery 2022 INFINITY-CLASS NEW BUILDINGS | OCEAN VICTORY, Delivery 2021 2-3.indd 2 2-3.indd 2 7.3.2022 11.25 7.3.2022 11.25
6 Editor’s Commentary 8 Upfront 16 Roberto Martinoli previews Silversea’s hybrid-power Silver Nova 19 Pocadel: Fire-resistant glazed doors must be increasingly impressive 20 Decarbonization progress being made 24 Aurora Botnia shines green light on shipping's future 26 Swan Hellenic sets sail again 33 Swan Hellenic air cleansed by Koja 34 Pandemic leads to sharp rise in interest expenses and liabilities 37 AQ Trafotek transforms shipboard power 38 Cruising like an Italian aboard Costa Smeralda CONTENTS – WINTER 2022 Ph oto cre dit : Te ijo Ni em elä CRUISEBUSINESS.COM MAGAZINE WINTER 2022 3 E X P L O R AT I O N EXISTING 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 M/V OCEAN EXPLORER OCEAN DISCOVERER Delivery 2023 SYLVIA EARLE Delivery 2022 OCEAN ODYSSEY Delivery 2022 OCEAN ALBATROS Delivery 2022 INFINITY-CLASS NEW BUILDINGS | OCEAN VICTORY, Delivery 2021 Sunset from the Mardi Gras balcony cabin while sailing in the Caribbean 2-3.indd 3 2-3.indd 3 7.3.2022 11.25 7.3.2022 11.25
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 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 A native of San Diego, David Swanson’s award-winning writing and photography has been featured in the pages of National Geographic Traveler, American Way, and the Los Angeles Times for more than 20 years, along with cruise and travel stories for dozens of U.S. newspapers and magazines. David served as President of the Society of American Travel Writers in 2018-2019. PRINTED IN FINLAND – PUNAMUSTA OY, HELSINKI A s I write this winter’s Editor’s Commentary, we are approaching the two-year anniversary of when the cruise business halted its operations globally as a result of the Covid-19 pandemic, which hit hard the hospitality and travel industries across the world. Two years later, cruise lines have progressed towards a return to normal, but they still suffer from new variants of the coronavirus, travel restrictions in several markets and uncertainty for the future. So far, the year 2022 has not been all that bright. In January, MV Werften, part of the Genting Hong Kong cruise conglomerate, declared insolvency in Germany. The shipbuilding unit was acquired by Genting to supply new cruise ships for its brands, including Crystal Cruises and Dream Cruises. In Wismar, MV Werften was outfitting one of the largest cruise ships in the world, the 208,000 gross ton Global Dream, which was 75% finished. At presstime, the newbuild was up for sale. The insolvency of MV Werften sent the rest of Genting Hong Kong into a downward spiral. Crystal Cruises, founded in 1990 by Japanese NYK Line, ceased operations on three of its ships – the Crystal Endeavor, Crystal Serenity and Crystal Symphony. The end of their cruises was an embarrassment for this luxury brand, which bills itself as the “most awarded luxury line in the world.” The fleet of two ocean ships, one expedition ship and five river cruise ships will be auctioned off, and it is difficult to see how Crystal Cruises will survive as a brand. While Crystal Cruises had a great reputation and loyal customer base before its sad demise, there is no shortage of choices in the luxury market. During the last few years, we have witnessed new brands EDITOR’S COMMENTARY and capacity coming into the ocean market from such operators as Scenic and Viking, who will soon be joined by Explora Journeys and Ritz-Carlton. In addition, established players like Seabourn, Silversea and Regent Seven Seas, among others, have expanded with new tonnage. As a matter of fact, Crystal’s problem in ocean cruising was its aging two-ship fleet and a lack of variety in itineraries. The world is also changing very fast geopolitically. At the end of February, Russia invaded its southern neighbor Ukraine. Just as the cruise business was coming back from the Covid-19 pandemic, it now has to deal with another blow: The Baltic cruise market will be depressed for a third season, as cruise lines are cancelling their calls in St. Petersburg – the highlight of Baltic itineraries, where most of the ships typically stay overnight at this Russian port. Obviously, the Baltic offers other great choices, such as Copenhagen, Helsinki, Tallinn, Stockholm and a lot of idyllic, smaller ports-of-call, but unfortunately, they are not selling points. Similarly, we can say goodbye to the cruise season in the Black Sea as well. On a more personal note as a magazine publisher, we here at Cruise Business are experiencing shortages in our supply chain. The paper industry is in turmoil, and it is affecting the availability of printing paper. However, we have continued to publish three print issues a year, albeit on an adjusted schedule. Simultaneously, our clientele has begun to request advertising in a digital format only. This may ultimately change how we publish CruiseBusiness.com Magazine in the future. Teijo Niemelä HOW TO FOLLOW US Twitter.com/cruisebusiness n facebook.com/CruiseBusinessUSA n Instagram.com/niemelateijo CruiseBusiness.com Magazine 4 CRUISEBUSINESS.COM MAGAZINE WINTER 2022 Interior Design, Equipment and Technology for the Cruise & Ferry Industry 6 – 9 September 2022, Hamburg smm-hamburg.com/mi CREATING DREAMS @SMM 2022 As the cruise markets recover gradually, the industry’s players keep on investing to meet new demands and requirements. Seize the unique opportunity to present your ideas to the decision-makers of the world’s leading cruise and ferry lines, shipyards as well as architecture and interior design studios – live and in person at the MARINE INTERIORS area at SMM 2022. Book your stand now limited spaces available THE WORLD IS CHANGING, AND IT’S CHANGING FAST 4-5 .indd 2 4-5 .indd 2 1.3.2022 9.10 1.3.2022 9.10
Interior Design, Equipment and Technology for the Cruise & Ferry Industry 6 – 9 September 2022, Hamburg smm-hamburg.com/mi CREATING DREAMS @SMM 2022 As the cruise markets recover gradually, the industry’s players keep on investing to meet new demands and requirements. Seize the unique opportunity to present your ideas to the decision-makers of the world’s leading cruise and ferry lines, shipyards as well as architecture and interior design studios – live and in person at the MARINE INTERIORS area at SMM 2022. Book your stand now limited spaces available 4-5 .indd 3 4-5 .indd 3 1.3.2022 9.10 1.3.2022 9.10
UPFRONT 8 CRUISEBUSINESS.COM MAGAZINE WINTER 2022 Meyer Werft handed over the AIDAcosma to AIDA Cruises on December 21, 2021, successfully delivering a new cruise ship for the fourth time since the pandemic began. Along with Meyer Turku's Costa Toscana, it was the second ship Meyer Group delivered to Carnival Corporation in less than three weeks. From left are AIDA Cruises CEO Felix Eichhorn and Meyer Werft CEO Jan Meyer. Meyer Werft handed over the AIDAcosma to AIDA Cruises on December 21, 2021, successfully delivering a new cruise ship for the fourth time since the pandemic began. Along with Meyer Turku's Costa Toscana, it was the second ship Meyer Group delivered to Carnival Corporation in less than three weeks. From left are AIDA Cruises CEO Felix Eichhorn and Meyer Werft CEO Jan Meyer. The 185 000 gross ton Carnival Celebration was floated out to the outfitting keel on February 11 at the Meyer Turku shipyard in Finland. As indicated by its name, the LNG-powered vessel will mark the culmination of Carnival Cruise Line’s 50th birthday. The Carnival Celebration is a sister ship to the Mardi Gras. 8-13 .indd 2 8-13 .indd 2 8.3.2022 7.17 8.3.2022 7.17
? CRUISEBUSINESS.COM MAGAZINE WINTER 2022 9 UPFRONT Fincantieri officially handed over the Discovery Princess for Princess Cruises, part of Carnival Corporation & plc, on January 28. Discovery Princess expands the Princess Cruises fleet to 15 MedallionClass vessels and features an evolution of the design platform used for the cruise line's previous Royal-class ships. The Discovery Princess handover was attended by John Padgett, President of Princess Cruises, Captain Gennaro Arma (both pictured), and Luigi Matarazzo, General Manager Merchant Ships Division of Fincantieri. Royal Caribbean Group and Chantiers de l’Atlantique celebrated the traditional steel cutting for the fourth Edge-class ship for Celebrity Cruises. From left are Celebrity Cruises CEO Lisa Lutoff-Perlo, Royal Caribbean Group Chairman Richard Fain and General Manager of the shipbuilder, Laurent Castaing. The Celebrity Ascent is expected to make its debut in early 2023. Silversea Cruises took delivery the Silver Dawn at the Fincantieri shipyard in Ancona, Italy in November. Executives from Silversea Cruises and Fincantieri attended an intimate delivery ceremony to welcome the 10th ship to the cruise line’s fleet. Following a video screening of the official coin and flag ceremonies, Roberto Martinoli – Silversea’s President and CEO – penned his signature to officially take delivery of Silver Dawn. Richard D. Fain—Chairman and CEO, Royal Caribbean Group – and Jason Liberty – then-Executive Vice President and CFO, Royal Caribbean Group – each connected via video feed to deliver a speech. Luigi Matarazzo, General Manager of Fincantieri’s Merchant Ships Division, was also in attendance. 8-13 .indd 3 8-13 .indd 3 8.3.2022 7.17 8.3.2022 7.17
UPFRONT UPFRONT Royal Caribbean International marked the christening of the last Quantum-class ship – the Odyssey of the Seas – during a November ceremony in Fort Lauderdale. From left are Royal Caribbean Group Chairman Richard Fain, Odyssey of the Seas Godmother Erin Brown, Royal Caribbean International President and CEO Michael Bayley and Odyssey Captain Sindre Borsheim. Brown – the first Bahamian paratriathlete to compete in the Paralympic Games qualifier – bestowed a blessing of safekeeping on the ship. SunStone Ships, the world’s largest tonnage provider to the expedition cruise industry, celebrated the keel-laying of the Ocean Albatros, the sixth vessel in the Infinity-class series of newbuilds. The ceremony took place at China Merchant Heavy Industries in Haimen, China. The vessel will be on a yearround charter to the Danish travel company Albatros Expeditions, which also charters SunStone’s Ocean Victory and Ocean Atlantic. Lindblad Expeditions celebrated the inauguration of its second new polar vessel, the National Geographic Resolution, during the ship’s maiden voyage in November to Antarctica, South Georgia and the Falklands. Under Antarctica’s clear blue skies in the Weddell Sea’s Duse Bay, guests walked onto the ice to cheer on Captain Heidi Norling, Lindblad’s first international fleet female captain, as she christened the 126guest National Geographic Resolution. From left are Captains Heidi Norling and Martin Graser. 10 CRUISEBUSINESS.COM MAGAZINE WINTER 2022 UPFRONT 8-13 .indd 4 8-13 .indd 4 8.3.2022 7.17 8.3.2022 7.17
CRUISEBUSINESS.COM MAGAZINE WINTER 2022 11 ? UPFRONT The Cruise Division of MSC Group and Chantiers de l’Atlantique celebrated two significant newbuild milestones in early December for the construction of the line’s next generation of environmentally advanced vessels: The MSC World Europa was floated out and the MSC Euribia underwent the traditional coin ceremony. Together, they will become the first LNG-powered vessels to join the MSC Cruises fleet next year, representing an investment of €3 billion in liquefied natural gas-powered ships, with the construction on the World Europa II due to commence in early 2023. MSC Cruises hosted the naming ceremony of the MSC Virtuosa when Hollywood superstar Sophia Loren officially named the ship on November 27 in Dubai, United Arab Emirates (UAE). MSC Cruises chose Dubai to host the ceremony in recognition of its long-term commitment to the UAE and the wider Middle East market, where it is the brand leader. 8-13 .indd 5 8-13 .indd 5 8.3.2022 7.17 8.3.2022 7.17
12 CRUISEBUSINESS.COM MAGAZINE WINTER 2022 UPFRONT Viking celebrated the floating out of its newest ship for the Nile River on January 27. The 82-guest Viking Osiris is set to debut in August 2022 on Viking’s best-selling 12day Pharaohs & Pyramids itinerary. The arrival of Viking’s new ship later this year will coincide with several key events in Egypt in 2022, including the highly anticipated opening of the new Grand Egyptian Museum outside Cairo on the Giza Plateau. Princess Cruises celebrated the arrival and return to service of Majestic Princess at the Port of Los Angeles on October 6. Princess Cruises and the Port of Los Angeles highlighted the positive multi-dimensional impact cruising has on Los Angeles and surrounding communities. Every cruise ship visit infuses more than $1 million into the local economy. From left, Port of Los Angeles Executive Director Gene Seroka, Princess Cruises thenPresident Jan Swartz and Cruise Marketing Manager Chris Chase. For this year, the port is forecasting a record 200 sailings. 8-13 .indd 6 8-13 .indd 6 8.3.2022 7.17 8.3.2022 7.17
CRUISEBUSINESS.COM MAGAZINE WINTER 2022 13 The first of three Vega-class ships under construction in Helsinki for Swan Hellenic’s heritage brand was named at Helsinki Shipyard. The small and private naming ceremony was held on November with godmother Johanna Mäkelä, Finland’s first professor of food culture and wife of Helsinki City Mayor Juhana Vartiainen. Mayor Vartiainen was also present, along with Swan Hellenic CEO Andrea Zito and Helsinki Shipyard’s top management. Viking Glory, the new Baltic cruise ferry of Viking Line, was ceremoniously christened on February 28 with traditional festivities in the Port of Turku. Jewellery designer Isabel Lennse from Stockholm smashed the bottle of champagne against the vessel’s hull. She is the wife of Jakob Johansson, a member of Viking Line’s Board of Directors and the company’s largest shareholder. The name Glory was chosen in a vessel-naming contest held three years ago. A total of 22,500 names were submitted from Finland, Sweden and other countries. More than 450 participants suggested the name Glory. UPFRONT 8-13 .indd 7 8-13 .indd 7 8.3.2022 7.17 8.3.2022 7.17
See you in Miami REGISTER TODAY at www.seatradecruiseglobal.com 25-28 April 2022 | Expo: 26-28 April 2022 Miami Beach Convention Center, Miami, FL USA Relax with friends old and new and enjoy your stay in Miami Beach Discover hidden gems, beautiful interiors, brilliant tech and future thinking Explore over 500 exhibitors showing the very latest cruise innovations Celebrate such a vibrant and resilient industry, packed with ideas… perfect for you Network with 10,000 cruise and destination executives from right across the globe Take Away a wealth of knowledge from leading lights at the world class conference 2022054 SCG ad CBM 420x297+3mm.indd 1 2022054 SCG ad CBM 420x297+3mm.indd 1 10.02.22 18:15 10.02.22 18:15 14-15.indd 2 14-15.indd 2 1.3.2022 8.42 1.3.2022 8.42
See you in Miami REGISTER TODAY at www.seatradecruiseglobal.com 25-28 April 2022 | Expo: 26-28 April 2022 Miami Beach Convention Center, Miami, FL USA Relax with friends old and new and enjoy your stay in Miami Beach Discover hidden gems, beautiful interiors, brilliant tech and future thinking Explore over 500 exhibitors showing the very latest cruise innovations Celebrate such a vibrant and resilient industry, packed with ideas… perfect for you Network with 10,000 cruise and destination executives from right across the globe Take Away a wealth of knowledge from leading lights at the world class conference 2022054 SCG ad CBM 420x297+3mm.indd 1 2022054 SCG ad CBM 420x297+3mm.indd 1 10.02.22 18:15 10.02.22 18:15 14-15.indd 3 14-15.indd 3 1.3.2022 8.42 1.3.2022 8.42
16 CRUISEBUSINESS.COM MAGAZINE WINTER 2022 R oberto Martinoli brings a lifelong passion and family history to his role as President and CEO of Silversea Cruises. A career naval architect and mechanical engineer, Martinoli has since 2016 overseen the delivery of Silversea’s three Muse-class vessels. A third, the Silver Dawn, debuts in April, along with the most state-of-the-art and eco-friendly ship sailing in the Galapagos, the Silver Origin. Today, Martinoli is eagerly anticipating the arrival of the Silver Nova, the first in an ambitious new ship class for Silversea that sets sail in summer 2023. Using a combination of LNG fuel and battery fuel cells, Silversea has designed the hybrid-power vessel to raise the bar not only for sustainability, but also for an innovative asymmetrical design that promises to be eye-opening. Martinoli shared details of the exciting plans for the Silver Nova with CruiseBusiness.com Magazine’s David Swanson. CruiseBusiness.com Magazine: How did the various partners in this project – Silversea, Royal Caribbean Group, your Genoabased architect GEM Design, Meyer Werft in Papenburg, Germany – contribute to the development of the Silver Nova? Roberto Martinoli: We were thinking of what we could do next, with sustainability being top of mind. Richard Fain [Chairman of the Royal Caribbean Group] was instrumental in pushINTERVIEW ROBERTO MARTINOLI PREVIEWS SILVERSEA’S HYBRID-POWER SILVER NOVA ing us to think really deep about it and to make sure that we were coming out with a revolutionary solution. Obviously, when we started designing the vessel, LNG was something Royal was already doing on other ships, so using LNG as a solution was already known to them. The other thing Royal was investing quite a bit of time and money and resources in was the fuel cell. So far, I think the biggest fuel cell plant that exists at sea is probably 200 kilowatts. Richard said, I want you to build something that uses 4 megawatts, because I want to make sure that you will be able to sustain your load in port without accessing any other source of energy. I said, wow – that’s big. It’s going to be 20 times bigger than anything we know exists today. We started working closely with both Meyer Werft and with the German government – they did a lot of studies and we ended up with a 4 megawatt fuel cell, combined with LNG, combined with batteries. It’s a multihybrid system that profits off all three sources. The batteries are mostly for peak shaving, while the fuel cell gives us the ability to operate for some length of time in port without needing any other source of energy, and the LNG is used for propulsion and normal operations at sea. We also have a shore power connection for ports that are equipped for that. It’s really state-of-the-art — the most updated multi-hybrid system you can think of in terms of sustainability these days. It Roberto Martinoli celebrating the steel-cutting ceremony of Silver Nova at Meyer Werft last November 16-18.indd 2 16-18.indd 2 1.3.2022 9.11 1.3.2022 9.11
? CRUISEBUSINESS.COM MAGAZINE WINTER 2022 17 gives us the opportunity to be on fuel cell while in port, operating with absolutely zero local emissions, and it will be 40% more energy efficient than any other vessel in our fleet. CBM: At 54,700 gross tons, the Silver Nova is quite a bit smaller than Royal Caribbean Group’s other newbuilds. Was Silversea chosen as the proving ground for this new technology, a bit like the Prius was the first hybrid car? Martinoli: Silversea’s hotel load is probably half that of any of the Celebrity vessels, and probably a third of what the Royal Caribbean vessels use. For them to start thinking big with the first hybrid operating for that length of time, going all in with independency from other sources of power, it was the right decision to start with a Silversea vessel. CBM: The Silver Nova is not the first true hybrid because there are battery cells on a few ships, but batteries are not powering these ships at sea, right? Martinoli: Exactly. The Silver Nova is the first hybrid that can go to that extent. There are other hybrid ships, but I would define them more as having batteries more for peak shaving, which is important because they give great efficiency, but they’re not really meant to operate the ship either in port or at sea for any significant amount of time. CBM: Other than the Silver Origin, which is much smaller, the Silver Nova is the first in the fleet to utilize a horizontal layout for cabins, instead of vertical. Was this born out of necessity to accommodate LNG, or does Silversea have other reasons for moving away from its traditional vertical layout? What are the benefits of horizontal layout? Martinoli: Traditionally, the Silversea ships were built with vertical layout – cabins forward and public spaces aft. In older times, vibration, transmission of noise and that sort of stuff were critical. On ships of that size and dedicated to the luxury segment of the market, it was quite common to have this vertical layout. But as we have moved forward, a lot of progress has been made in terms of noise insulation and vibration control, so that it’s not really necessary to have this layout anymore. You just need to take care of doing the right things when considering what is adjacent to the A/C system and to the transmission of vibrations. And when you go to a horizontal layout, you start to have a little easier flow around the ship. For instance, when you are going from the restaurant to the show lounge, instead of going vertical you go horizontal, so you go through all the spaces of the ship. It’s probably a more modern way of designing, and given the ability to control noise and vibration, it was a good way to go, and we are quite happy to see the results. CBM: One other advantage is that you can also vary the height of the decks? Martinoli: Correct. With the vertical, every deck has cabin spaces so you cannot go too high. With the horizontal, you can definitely go higher in the public spaces, and still have a very good height in your cabin decks. CBM: I really enjoyed my experience recently on the Silver Moon – the ship is lovely, with understated elegance. It’s great to see the direction that Silversea is going, especially in terms of design. Martinoli: GEM has been the one and only architect for every Silversea vessel. When we started working with Royal Caribbean Group, a lot of new things opened to us. We’ve been able to use the incredible resources of Royal Caribbean’s newbuild department, and that has been an incredible experience. They are accessing a number of different things that would have been difficult for us to get otherwise. That was a great change that encouraged us to think out of the box, evolving into something that is very different. Needless to say, the contribution of Richard Fain, who has always been a big innovator, has been great for us. GEM really knows what all our needs are, and we wanted to work off our strongest points. For instance, our suites are considered to be the best in the market. I have a big respect for Giacomo Mortola, the owner of GEM – he has been designing all the suites for our ships for the last 15 years. GEM knows the whole history of the company, and they are very familiar with our operational needs. So we are combining their ability in cooperation with the newbuild team in Miami to help us to progress further. CBM: Tell me about the Silver Nova’s asymmetrical design, which is very different for Silversea. I see at the aft starboard corner you have these bulges, almost like a platform that protrudes for the new Otium suites on deck 6. I also notice that on deck 5, the restaurant La Terrazza will have a kind of small room protruding out. The other thing I notice is the pool is not in the center, it’s on the starboard side. Otium Suite living room, bedroom and bathroom Silver Nova will be delivered in summer 2023 16-18.indd 3 16-18.indd 3 1.3.2022 9.11 1.3.2022 9.11
18 CRUISEBUSINESS.COM MAGAZINE WINTER 2022 Martinoli: The asymmetrical design is an idea that came from Harri Kulovaara, the guy that runs newbuilding for Royal Caribbean Group. He’s another naval architect, and probably the most talented in the newbuilding industry that I have known in my years. He asked me, what do you think about an asymmetrical design? Being a naval architect myself and having seen ships that are completely symmetrical all my life, my first reaction was – what, asymmetrical? Then he wanted to show me some projects he had done with this asymmetrical layout – they are becoming very interesting. We started brainstorming and doing some rendering, and now there are staircases on the sides of the ship, one port, one starboard, and the swimming pool is open on one side. This allows us to give you a sense of the great volume around you, into the sea. When you get away from the rigid symmetrical engineering necessities, it becomes very interesting. The upper and open decks are spectacular. The swimming pool is completely open on one side, enclosed on the other side – it’s a really, really great addition. When people see the ship from port side, they won’t know what’s on the starboard side. We are all very excited about it, and we believe that it’s going to be a really distinctive characteristic of that vessel that will make it extremely successful. CBM: What other ships have gone with this kind of asymmetrical design? Martinoli: Celebrity’s Edge class. Not only the Magic Carpet, but the two sides of swimming pools are different. The next one for that class is the Ascent – it’s a very beautiful design, very interesting. The Silver Nova is even more extreme, and we are really very pleased with what we see. CBM: The Silver Nova doesn’t have a rigid form, it feels more organic. Martinoli: That’s right. In that sense, Harri and Richard’s contribution have been very important. They’ve been pushing us to consider that, and they’re absolutely right. Besides renderings and everything, we have a ship model and it’s really coming together very well. CBM: What are the challenges of creating a ship with so much openness, so much glass? Martinoli: You need to design your steel structure in a very different way. You need to make sure that all of your stiffness and enforcements are inside, and not towards the outside. Traditionally, in shipbuilding we used to have a web structure to enforce the hull, towards the outside. Now those are more inside, and this is what allows you to have a lot more openings, a lot more glass, and more continuity between inside and outside, which gives the suites a feeling of openness, of volume, in the same square footage. CBM: You have some unique suites planned for the ship, and it seems like there’s a real push behind these larger accommodations. Martinoli: This is also coming in a way from going with the horizontal layout, because now you can have cabins also in the aft part, and these beautiful cabins have big balconies with a Jacuzzi – we believe that they’re going to be extremely successful. It’s definitely something that comes from our clients wanting to have larger suites in general, within certain limits, but the horizontal layout has helped us think of adding features that were not possible to do before. CBM: The guest capacity for the Silver Nova is 728 passengers, about 20% more than the Muse-class ships. Will your guests feel the difference? Martinoli: You have to look at the KPI – how many square feet or gross tons you have per person. If you look at that, the numbers are working very well. One of the reasons we increased the capacity was because a multi-hybrid power generation system requires more space down in the engine room. For the LNG you need to have the LNG tanks, plus the batteries, plus the fuel cells. Also, the hydrodynamically-optimized hull and propulsion design calls for a bigger hull. So this all made the ship longer, compared to what was originally planned. We were originally thinking we would stay within the capacity of the Silver Muse and her sisters. When the ship got longer, we added a few more cabins because we had the volume – it came naturally there. We just want to make sure that we were giving people the same space ratios. We gave a lot of attention to maximizing the open deck spaces, which are considerably more than any other vessel in the fleet, so you will not feel you are on a bigger vessel, you will not feel the difference of 20% more cabins. And of course, it’s a more recent model with many added features, so our guests will be very happy. We just opened sales and there’s a lot of interest. These days, it’s extremely important to give this level of sustainability – not only the power generation system, but with advanced wastewater systems, to everything being recyclable and making sure all the systems are designed to guarantee that we reduce to the minimum possible anything that goes out of the ship in terms of wastewater, garbage, you name it. People are really looking forward to having this level of commitment to sustainability. Of course, it’s all a process and a significant investment, but it pays back. n Martinoli addressing for the staff at Meyer Werft 16-18.indd 4 16-18.indd 4 1.3.2022 9.11 1.3.2022 9.11
P ocadel Oy, the Finnish company that specializes in manufacturing fire-resistant glass doors and walls, has been the market leader in its segment since it entered the business. Its products that are either B15 or A60 rated can be found on almost all cruise liners delivered in the past two decades. Pocadel’s products are also used onboard large yachts, ferries and floating structures in offshore industries. Exports account for 70% to 80% of the company’s annual sales, with Italy, France, Germany and Norway ranking as its most important markets. Innovation has been part of Pocadel’s DNA from the beginning, and the company revolutionized the market more than 20 years ago by introducing aluminum into the profiles instead of steel. Aluminum is much lighter, which is obviously a major consideration in fittings onboard ships. It also melts at a much lower temperature than steel, but the company was able to develop a solution which means that the products meet IMO regulations when it comes to both fire safety and structural strength, said Sami Luoto, CEO of Pocadel. “Customers of today want increasingly large glass surfaces, but the profiles should not be visible much. The decorations of glass surfaces are becoming increasingly impressive, but also more demanding from a technical point of view, which means that new specialist paints and coatings will need to be developed,” Luoto said. Automatic door plays music when it opens Pocadel’s products are becoming increasingly sophisticated. “We have recently supplied a door that opens automatically, with music starting to play as it opens. This required a complex connection with the music system onboard,” he recalls. The Covid-19 pandemic has significantly increased the level of interest among customers in automatic and touch-button doors. These are more hygienic than conventional doors that need to be opened and shut manually. “We expect the refit market to pick up significantly in the near future, and we anticipate a lot of demand for automatic doors in connection with refits, as owners want to replace manual doors,” Luoto continued. Fire-resistant glazed doors must be increasingly impressive To meet growing demand, Pocadel recently unveiled the new Deli B-15 range of automatic sliding doors, which meet relevant IMO rules and have been thoroughly tested to ensure smooth and reliable operation. Pocadel wants to retain its market leader position in the future as well, and Luoto said the company introduced a new enterprise resource planning (ERP) system last year. “This will significantly improve the efficiency of our processes,” Luoto said, adding that the pandemic provided an opportunity for the company to focus on its procedures. Sustainability, too, remains at the heart of Pocadel’s operations, and it is constantly striving to make headway in this field. New products that come to market will have to meet a range of requirements from customers, including technical and safety considerations. Pocadel’s role is to enable architects and shipowners to turn their ideas into reality by offering them practical advice on how this can be done in a way that ensures both high quality of the final product and cost effectiveness of the solution. “We expect the demand for our products to continue to grow, and we are preparing to invest in growing our manufacturing capacity to meet the needs of our customers. They expect increasingly impressive products, and it is our task to ensure that they receive these at a price that is attractive and at top quality,” Luoto concluded. Pocadel Oy pocadel.fi Korpelantie 229, 21570 Sauvo, Finland SPONSORED CONTENT 19 pocadel.indd 1 19 pocadel.indd 1 1.3.2022 8.53 1.3.2022 8.53
20 CRUISEBUSINESS.COM MAGAZINE WINTER 2022 C ruise ships are expensive to build and environmental credentials are an important tool in marketing cruises, the value of which is unlikely to decrease in the future, said Vesa Marttinen, Senior Advisor at the Finnish consultancy MarineCycles. The book value of the global cruise ship fleet has remained surprisingly high through the Covid-19 pandemic, although the ships have been in lay up for extensive periods of time. This has been made possible by export credit agencies in Germany, Italy, Finland and France – the countries where most cruise ships are built – and by banks in Europe and the U.S. plus investors that have had patience. “The role of European governments has been significant, as they have arranged payment holidays for cruise ship owners so that not a single order has been cancelled because of Covid,” Marttinen noted. Inflation has accelerated in the aftermath of the pandemic, which has also led to an increase in shipbuilding costs. “At the same time, the environmental footprint of ships on one hand and the whole spectrum of environmental, social and governance [ESG] matters of the cruise industry on the other has become more and more to the focus of financiers. It would be difficult to try to justify to European taxpayers backing of ventures that would not meet the current demands of societies from an ESG point of view,” he said. The shipping industry as a whole, and the cruise industry as part of it, faces a huge challenge when it comes to the need to decarbonize the business. There are both technical and commercial risks, but on the other hand, the cruise sector is working hard to find answers to the challenges and is leading global efforts to decarbonize shipping. By Kari Reinikainen ENVIRONMENT DECARBONIZATION PROGRESS BEING MADE Vesa Marttinen Le Commandant Charcot is powered by LNG 20-23.indd 2 20-23.indd 2 1.3.2022 8.55 1.3.2022 8.55
? CRUISEBUSINESS.COM MAGAZINE WINTER 2022 21 SHIP PREVIEW ESG credentials gain importance Marttinen noted that the cruise industry must prove its ESG credentials anew every day. Tens of billions have been invested in the past in environmental technologies, but it will be of little help as one looks into the future: Greenhouse gas (GHG) emissions, working conditions onboard and the impact of the industry in the ports that it uses will all require further improvements. “It can be expected that cruise ship owners will continue to invest in green technologies and also take action when it comes to working conditions on the ships and the impact they have on ports. There may be fewer voyages from one port to another in the future. One can expect more overnight calls, which would mean that the destinations earn more, and there would also be savings of energy and of the environment on the operational front, plus lower direct expenses for the cruise lines,” Marttinen continued. This could mean that the hotel load would overtake propulsion load as the biggest demand for power over a oneweek cruise. “The optimization of the use of energy would be continued, but a central question would be what energy the ship would use in port and how that can be converted for use by the hotel system in a sustainable way,” he said. Shore power would be an obvious answer, but duties levied on it in Europe will reduce its competitiveness compared to power generated onboard the ship. “Perhaps power generated by using renewable sources at Freeport could be a model for the future,” Marttinen pointed out. “Of course, it should be possible to produce low-carbon electricity also onboard ship. Biofuels have been dismissed in the past, but in the case of northern Europe and Canada, bio-based methanol could be a straightforward solution to provide energy for use in ports and maneuvering in and out of them,” he stated. To sum up, Marttinen stated that the cruise industry would be a leader in transitioning to green shipping, together with unit cargo businesses – container and roro. This was also the case when shipping ventured to reduce sulphur oxide (SOx) emissions, he pointed out. Less engine power, lower capital expenditure For many years, cruise industry operators have invested in t e c h n o l o gies to reduce fuel c o n s u m p tion, to reduce energy d e m a n d and to reduce their carbon footprint. Cruise ships were early adopters of LNG which, although a fossil fuel, is a transition fuel with significantly reduced emissions of both CO2 as well as harmful local air emissions, said Andreas Ullrich, Business Development Manager at Bureau Veritas, the French classification society. “Similarly, we have seen the installation of batteries and energy storage systems to further reduce fuel consumption and use green energy. In combination, both fuel consumption and also maintenance costs can be reduced and, with the reduced energy required, engines with less power could be utilized, reducing capital investment requirements,” he told CruiseBusiness.com Magazine. “In summary BV believes that the cruise industry is well on its way to a carbon neutral future and, perhaps, even carbon free in the years to come. In this context, BV’s role as a Classification Society and hub of expertise is to help stakeholders understand and address the risk and opportunities presented by new technologies and new fuels to enable the best Infographic of Silver Nova’s innovations Andreas Ullrich 20-23.indd 3 20-23.indd 3 1.3.2022 8.55 1.3.2022 8.55
22 CRUISEBUSINESS.COM MAGAZINE WINTER 2022 commercial and operational decisions to be taken, based on the fullest understanding of technical, regulatory and risk parameters,” he said. To meet targets for GHG emission reductions by 2030 and the growing consensus that net zero by 2050 is now the required level of ambition, the cruise industry, suppliers, researchers and leading class societies, like Bureau Veritas, are investigating different options including hydrogen, ammonia, methanol, biofuel, green LNG, fuel cells, wind and solar power to help secure the future of safe and sustainable cruise shipping. All fuels have pros and cons. Likewise, the technology. Fuel availability, cost and financing new technology are all important. “But in the face of the climate emergency and the importance of protecting and resuscitating ecosystems, there is an urgent need for the shipping industry to decarbonize its entire operations. This is not only driven by rules and regulations, but also by societal and stakeholder pressure. There is an important role for BV to play in providing confidence to operators, and to demonstrate and prove with verification that they are meeting performance and environmental targets,” Ullrich said. Innovation and risk identification “Our drive to net zero will require innovation and an understanding of the risks involved to develop practical design and operational requirements for low-carbon or carbon-free fuels and propulsion. BV has successfully applied its classification and fuel expertise, building on leadership in innovative LNG-fueled shipping, such as Le Commandant Charcot recently delivered to Ponant, and in LNG bunkering projects, to develop the first-class rules for future fuels,” he said. Taking a sophisticated approach to and understanding of risk identification and mitigation in the future fuels and propulsion landscape has resulted in the development of the first ammonia-prepared and full ammoniafueled ships class rules available to shipping; new class rules for methanol-fueled ships; modern rules for wind propulsion systems; and a timeline that will see the availability of new class rules for hydrogen available in 2022. These new rules will enable designers, shipyards, ship operators and regulators to develop ships able to run future fuel propulsion systems in safety and in compliance with international statutory and local regulatory requirements. “This allows innovation to bridge the gap from the digital drawing board to reality with effective solutions for safety, environmental protection, and risk management,” Ullrich noted. New fuels, such as ammonia, present different challenges that must be addressed. Ammonia is toxic and must be managed with great care to help ensure safety. The new rules address these safety requirements. Additionally, BV rules are developed in consultation with industry stakeholders, providing for continual improvement and updating in response to operational feedback. “Over the medium to longer term, hazard identification and hazard as well as operability studies for specific projects with identifiable parameters, further inform safety and environmental protection requirements. The rules will continue to be refined and will be adapted as the demands and ambitions of the industry for net-zero ships evolves,” Ullrich continued. The entry into service of ships fueled by ammonia, for example – with its toxicity and NOx emission challenges – and methanol will follow a process established by the development of LNG as a marine fuel and reduce the environmental impact of shipping with broader societal health and welfare benefits front of mind, as well as addressing the challenge of global warming. The future would likely see a mix of different fuels in combination with technical solutions such as fuel cells, wind or solar power as propulsion solutions for cruise shipping. For example, even when burning green hydrogen a pilot fuel is still required, but it can also be used as the basis for other fuels like ammonia and methanol or green LNG. Different fuel cell technologies available include proton-exchange membrane fuel cell (PEMFC) and solid oxide fuel cell (SOFC), and several operators and yards are working on pilot installations, among them MSC Cruises and AIDA Cruises. “The technology is available and works as demonstrated ashore and even on marine assets, however still in small power ranges. But development is rapid, and therefore we are optimistic that we will soon see fuel-cell installations with much larger power output” Ullrich pointed out. “Of course, nuclear power – especially with the development of the new molten salt reactors – could emerge as an option. Today, installation on a cruise ship is unlikely in the face of public and government opinion and technology maturity, and nuclear as a source of green fuels in balance with renewables may be a more realistic application,” he said. As far as engines are concerned, all engine makers are working on either new engines able to use different types of fuels and/or upgrade solutions for existing engines. This development needs to go hand in hand with the operators, the designers, the fuel suppliers, the regulators, class societies and other stakeholders. “The use of LNG as fuel combined with energy storage systems – as, for example, installed on Le Commandant Charcot – and planned on the new vessels for Silversea, is in my view a bridging technology until other options are technically feasible, accepted by society and are mature,” Ullrich concluded. High-value ships encourage refits Joep Bollerman, Global Manager at Passenger Ship Support Centre of Lloyds Register in Miami, said that the cruise industry had been quick to address enHurtigruten’s Richard With recently entered in Myklebust Yard for the installation of new engines and large batteries, making the ship hybrid powered 20-23.indd 4 20-23.indd 4 1.3.2022 8.55 1.3.2022 8.55
CRUISEBUSINESS.COM MAGAZINE WINTER 2022 23 ergy efficiency measures and the need for cleaner fuels before decarbonization regulations came in, with many operators keen to minimize impact in the often pristine environments or highly populated city centers their vessels visit. “For example, with the wide scale adoption of LNG-powered propulsion within the sector, thereby eliminating SOx, NOx and particulate matter and reducing CO2 by some 20%. LNG provides air quality benefits and gains in energy efficiency but delivering on the IMO's Greenhouse Gas ambitions requires other advances,” he said. The lifespan of a high-value cruise ship is much higher than other ship types, which does make it easier to justify investments to improve environmental performance, but also adds complexity for those vessels that are already ageing and still have many years left, as the investments may need to be larger for the ageing vessels. “The value of the technical systems on cruise ships is at a much lower percentage of the overall value of the vessel compared to other vessel types, such as cargo ships, which makes it easier to justify investments on cruise ships than other ship types. Also, the time between placing an order for a new ship to be built and the delivery of the vessel is much longer than for other ship types, which makes effective long-term planning critical,” Bollerman told CBM. The public perception around the environmental impact of cruise ships definitely has the industry’s attention and any “good news” stories will affect business performance and share pricing. A small pollution event on a cruise ship can make front page news, compared to other spills on another ship type. Cruise vessels require a substantial amount of power to keep the hotel services like lights, air-conditioning, refrigeration, cooking, elevators, etc. going while in port. Many ports are offering shore power connections to minimize the environmental impact to port areas, and this makes perfect sense if the provided shore power is generated in a responsible manner. For some cruise ships that run repeat itineraries, the supply chain for alternative greener fuels will be easier to set up than for ships that have changing itineraries, especially in the early stages of the use of alternative fuels. “A net-zero cruise vessel should be technically possible by 2035, but availability of reliable technology is just one of the factors to be addressed, and even if a net-zero vessel is delivered in 2035, the rest of the fleet with a life expectancy of 30-plus years will be around for a while after 2035, so effective future-proofing of the vessels that are expected to last longer is critical,” he concluded. Global and regional legislation There is a host of proposed and forthcoming legislation that can impact the cruise industry, together with other parts of shipping. The European Commission’s Fit for 55 legislative proposals, published in July of last year, mean that GHG emissions in the EU should be reduced by 55% by 2030 compared to 1990. These proposals also expand emissions trading to maritime transport, introduce a minimum tax on certain fuels and vessels, plus set a maximum limit on the GHG intensity for energy used onboard. They also say that passenger and container vessels should use shore power. However, Hans Eivind Siewers, Maritime Segment Director for Passenger Ships & RoRo at DNV, said that the proposed rules governing ships in excess of 5,000 gross tons include a number of exception clauses. These include vessels using zero emission technologies and situations when ships are unable to connect to on-shore power supplies because the shore installation at the port is not compatible with onboard power equipment. The legislation is still at a draft stage, though, and the actual details may change from the original proposals while they are being discussed on the various platforms of the EU. Meanwhile, Foreship, the Finnish consulting naval architects, said that while attention has been focusing on the International Maritime Organization’s Energy Efficiency Index for Existing Ships (EEXI), a mandatory Carbon Intensity Indicator (CII) is also planned for all ships above 5,000 gross tons. In the index, ships are given a rating of A to E based on their annual CO2 emission and annual travelled distance. Ratings of A to C are considered acceptable, but if the ship receives a rating of D or E a corrective action plan needs to be developed and approved so that at least a rating of C is achieved. The index, in which annual CO2 emissions are divided by the sum of the ship’s gross tonnage and the annual distance traveled, would take effect from 2023, although it should also be noted that rating thresholds are expected to get continually more stringent towards 2030, the company pointed out. Danish Ship Finance, the Copenhagenbased shipping bank, warned in a report published in November that fragmentation of solutions to decarbonization of shipping could lead to both equity investors and lenders taking a more cautious approach to shipping. Senior naval architects have noted that it is a real danger that some technologies which owners will opt for may not be viable in the long run, which could have a negative effect not just on the profitability of the ship, but also on its value on the second-hand market. Fragmentation of rules, meanwhile, is an ongoing concern in the shipping industry. While regional bodies like the European Union want to accelerate the transition to green shipping, it can lead to a situation where different rules apply in various parts of the world. This could cause problems to ships regarding compliance as they move from one region to another. Generally speaking, the shipping industry has favored the IMO as the body that passes legislation because of its global reach. n The NEcOLEAP project led by Meyer Turku brings together industry trailblazers to build a climate-neutral cruise ship. Read more on the decarbonization efforts in the Spring issue 20-23.indd 5 20-23.indd 5 1.3.2022 8.55 1.3.2022 8.55
24 CRUISEBUSINESS.COM MAGAZINE WINTER 2022 T he Aurora Botnia, as befits its name, is a shining maritime light packed with innovations and the latest technology. Its propulsion genset will be hybrid, running on an original fuel mix of LNG and LBG (liquid biogas) and batteries. However, that is for next year, as the vessel now runs only on LNG until the Vaasa biogas production starts and the Leclanché battery packs are optimized. Eventually, the Aurora Botnia will run on a LNG-LBG mix for most of its 3½ hour crossing between the Finnish city of Vaasa and Swedish counterpart Umeå. Ideally, this will be 100% LBG. Then for 20 minutes at either end on the approach to port, the 2.2MW lithium-ion GNMC battery cells will power the ship as it goes into zero-emissions mode. When docked in Vaasa, the OPS (onshore power system) will be connected for ship operations and charging overnight by green wind-generated power. The end result is that the Aurora Botnia's emissions will be half of its predecessor's, with fuel costs up to 40% less. The newbuilding has hit the water running and is a showcase for not only the Finnish shipbuilding cluster that provided 80% of its content, but the direction that global shipping is heading in its efforts to cut maritime emissions writes John Pagni. Wärtsilä has supplied most of the propulsion and their control systems with four 8V31DF engines producing 16.9MW to the two ABB DO1400P Azipods located astern with a top speed of 20 knots, though the route service speed is 18-19 knots. Wärtsilä also supplied the two 80-cubicmeter fuel tanks, catalyzers, integration and automation systems. “Azipods were chosen for their extra maneuverability and better performance in ice while saving space onboard and maintenance,” explains Senior Master Johannes Sjöholm, (pictured above) who was involved in the ship's multi-year planning process. Maneuverability and energy storage Maneuverability is also improved by two Wärtsilä 1.5kW bow thrusters. Both the 5.8MW Azipods and thrusters have fixedpitch propellers. Each Azipod propeller is 65-tons, 5-bladed and 3.65 meters in diameter with the highest rating Polar Code 6. This in combination with the hull's Super 1A classification guarantees ship safety even in the harsh winters of the Gulf of Bothnia, where thick ice is a fact of life. Two SKF retractable fin stabilizers help maintain stability to the point that there is little difference between at sea and in port. The latest energy storage and recycling systems mean as much is used onboard and as little as possible emitted via the prominent vent mast amidships. Recycled heat is reused in the HVAC network and even stored in thermos tanks when the ship is berthed. Covid-19 measures were factored in to the airflow system with anti-virus filters, plus the public toilets are cleansed automatically with UV light when not in use. The technical crew of 20-25 and the service complement up to 100 have their own quarters, while passengers and drivers can choose from the uniform 68 cabins with berths for 200 in normal times, but restrictions apply in the pandemic. Both euro and the Swedish kronor are accepted onboard, while the hotel personnel are all at least trilingual in Finnish, Swedish and English. AURORA BOTNIA SHINES GREEN LIGHT ON SHIPPING'S FUTURE REVIEW 24-25 aurora.indd 2 24-25 aurora.indd 2 3.3.2022 15.31 3.3.2022 15.31
? CRUISEBUSINESS.COM MAGAZINE WINTER 2022 25 For travelers of all types With up to 800 passengers, the ship has a variety of options to occupy the voyage time with little to see at sea. Decks 7 and 8 have large areas forward with views on both sides and ahead in the Show Lounge and Archipelago Buffet with capacity for 200. Along with the similar-sized Family Café, these form the main leisure areas. Seating is suitably spaced in keeping with the times. Smaller capacity options are the Pub, Comfort Lounge and Business Lounge (accessed by e-card like the cabins), kids' play area, shop, a la carte dining, the large conference area and a Pet Lounge located around the spacious Info reception area. Although still to see its first summer, the Aurora Botnia has a Sun Deck on 8, which will have a service counter aft, but obviously is not open in the dark, freezing winter season. Technical matters All liquid and dry waste is disposed of ashore after treatment by onboard equipment. For example, the waste food management system is an Evac OWMS that has a holding tank and includes the Evac EcoTrap grease separator and two UBP80 presses to reduce cardboard volume by 80%. AecorLink has been the hi-speed Wi-Fi provider since 2017 and has installed its latest version on the Aurora Botnia for use by all throughout the vessel. The bridge officers have at their disposal Wärtsilä's NACOS Platinum integrated navigation system as well as greater visibility due to bigger windows and narrower frames. Such is the advanced nature of the ship that it also acts as a guinea pig for future technologies to accommodate advances in fuels, batteries and maritime equipment. Wärtsilä provided two catalysators on four of the exhaust lines cutting NOx emissions by 90%, with the final output well within Tier III limits. Wärtsilä owns one of the engines that is connected in real time with its laboratory ashore in Vaasa. Thus, when all the propulsion choices are finally in use, optimum tuning can refine the propulsion mix and record fuel consumption. Costing € 120 million (US$136 million) the Aurora Botnia is seen as enhancing Wasaline's viability as its first quarter figures show, despite the pandemic. Forming the sea bridge of the E14, the 57-nautical mile (65 mile) voyage compares very favorably with the long arduous road alternative of 591 kilometers or 367 miles, in addition to all the environment benefits. n n Aurora Botnia public areas from top to bottom: Business Lounge; Family Cafe; Show Lounge and Bar; Reception 24-25 aurora.indd 3 24-25 aurora.indd 3 3.3.2022 15.31 3.3.2022 15.31
26 CRUISEBUSINESS.COM MAGAZINE WINTER 2022 ? SWAN HELLENIC SETS SAIL AGAIN REVIEW After a short hiatus, the iconic cruise brand is once more providing its own niche expedition service featuring cultural content within the wider cruise market. Appropriately, it is kicking off its renaissance in style with new purpose-built vessels for the first time. Its effervescent part-owner and CEO Andrea Zito gives the lowdown on the company's past, present and future to John Pagni. T he seed to start a new company was planted in 2019 and grew fast when the opportunity to build tailored vessels for the expedition sector appeared. Helsinki Shipyard (HSY) was sold to new owners, who became Andrea Zito’s partners in the resurrection of the Swan Hellenic name. “We saw the potential for more rewarding and accessible itineraries – brain-storming and planning resulted in the design and order for two ships [July 2019],” explains Zito. “Simultaneously, there was the chance to revive a 70-yearold concept by the famous British father and son duo W.F. and R.K. Swan. They began cultural tours by taking their fellow citizens to the eastern Mediterranean and Middle East by sea after a train trip to Marseille – travel in those days was difficult, more adventurous than easy.” The focus of Swan Hellenic then – as now – was on the sights to be seen supported by lectures given by professors and experts. The clientele was mainly ex-university graduate customers who had studied, but not visited, many of the famous places on an itinerary. The “Hellenic” in the company’s name referred to its ancient Greek emphasis, which at the time was reinforced by association with the Society for Promotion of Hellenic Studies. The business prospered until the 1990s, when it went into river cruising, too, partnering with names like the Princess Group. In 1996, the first Swan Hellenic ship – a converted Soviet ice-class vessel re-named the Minerva – was chartered for the tours. Eventually and after some ownership changes, global economic hardship caught up and Swan Hellenic ceased operations in 2017. Though the brand was bought by G Adventures that same year, it was in limbo till the consortium of Zito and partners bought it in 2020. The new Swan Hellenic’s maiden revenue cruise set sail from Ushuaia (Argentina) December 29 on a New Year Adventure, bringing an end to its hibernation and beginning of a new concept in polar and expedition cruising. Swan Nest Andrea Zito cbm koja.indd 1 7.3.2022 15:40:11 26-33 minerva .indd 2 26-33 minerva .indd 2 8.3.2022 7.22 8.3.2022 7.22
28 CRUISEBUSINESS.COM MAGAZINE WINTER 2022 The ‘new’ Swan Hellenic The new Swan Hellenic, headquartered in Cyprus, named its first vessel the SH Minerva that harks back to yesteryear’s glory days and revitalizes the standards on which its new innovation and concepts are based. “When the pandemic came, the announcement was delayed [till late July 2020] who was the owner of the newbuildings. However, when we made it, we got good media coverage, itineraries were planned and the construction continued – all in the middle of a pandemic,” reveals Zito. The ship was delivered on December 3 which Zito describes as “for a prototype in these circumstances in just 26 months, l found exceptional.” The choice of builder was easy. “Helsinki Shipyard was taken over by my partners after the previous owner – Russian state-owned enterprise USC – was sanctioned, so slots were available. It is a European Union entity with a large covered newbuilding dry dock hall that claims to have built half the world's current icebreaking fleet with a history of passenger ships, too,” says Zito. In fact, HSY in a previous life was the first modern-day cruise shipbuilder starting with the Song of Norway, Nordic Prince and Sun Viking in 1970-72, so it has the perfect combina26-33 minerva .indd 4 26-33 minerva .indd 4 8.3.2022 7.23 8.3.2022 7.23
? tion of experience and know-how to build polar expedition ships. Zito has history with HSY, too, as he was involved when Costa Cruises' Spirit-class ships were built there. “The cruise business is a small village where we cross each other, and I have been involved in 250 passenger vessels in my career.” he confides. (Zito brokered the original G Adventures deal, too.) Zito is very pleased with the SH Minerva and has reasons to support his praise. “We created an upscale product, sophisticated for the polar regions with Polar Code 5 classification and Safe Return To Port, which we decided to have as an extra layer, as safety can never be too little when operating in isolated areas of the Arctic and Antarctica. I know after 25 years what can happen there!” During sea trials, which Zito was onboard for, the ship performed above its design specifications and expectations. “We did 0.8 knot above the top speed, reaching 16 knots at maximum power when the ship still felt so motionless I thought we were still docked! Crossing the Bay of Biscay in 8-meter waves the stability was exceptional,” he relates. No helicopters or butlers Safety and sustainability are paramount. “We have no helicopters as they are not environmentally friendly – not only their emissions, but also their noise disturbs the wildlife. From my own experience, they are a nice tool, but dangerously risky, too. From a shore facility, maybe; but not aboard. Sustainability is very attractive to our clientele and the market generally. It is quite unique to focus on practical vessels – upscale, but not ultraluxurious. With this type of market segment and operation, some feel luxury has a negative connotation,” points out Zito. The attention to design detail has taken its expeditions and excursions into account. “There are a lot of open viewing spaces as the show is outside the ship, not the vessel itself.” By the numbers, the SH Minerva and its twin the SH Vega are 11,000 gross tons with capacity for 152 passengers in CRUISEBUSINESS.COM MAGAZINE WINTER 2022 29 26-33 minerva .indd 5 26-33 minerva .indd 5 8.3.2022 7.23 8.3.2022 7.23
30 CRUISEBUSINESS.COM MAGAZINE WINTER 2022 76 suites and staterooms with a crew of 120 in another 73 cabins. Accommodations range from six suites (19-49 square meters/204-527 square feet) that are up to double the comfortable standard size. All but fifteen have a balcony, with the suites having lounges plus a bedroom. As with the helicopters, butlers have been dispensed with, but a personalized service for the cleaning and drying of expedition gear and in-suite dining are provided. Twelve zodiacs aft are on deck not in a garage – again for safety reasons – enabling swift operation from both sides and aft. The side doors have in-suite changing rooms and cleaning facilities to 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 Swan Restaurant 26-33 minerva .indd 6 26-33 minerva .indd 6 8.3.2022 7.23 8.3.2022 7.23
change into polar gear, whilst aft deployment depends on conditions. “The Arctic is more stable meteorologically; in Antarctica winds change fast due to the chill currents, so it can go from 0-70 kilometers per hour in ten minutes,” reveals Zito, meaning that “everybody ashore and the craft need to be recovered asap.” Restaurants and public rooms Dining takes place in two restaurants: the main venue, The Swan Dining Room, caters for casual buffet breakfast and lunches, but in the evening converts to a more formal style with all guests being served at the table. The upper-deck Club Lounge has 24-hour service for night owls needing nocturnal or diurnal sustenance. Lastly is the outdoor Pool & Grill Bar, which acts as an al fresco option to the connected Club Lounge. A duo of consultant chefs, Andrea Ribaldone and Sang Keun Oh, have designed the menus to be expertly prepared by the galley team led by Jörg Lehmann, with a focus on global variety and an accent on local products and cuisine. The ship’s other public areas – the sauna, spa, gym, shop and library and the laboratory – all have large picture windows for outside views whenever there is an announcement. “This is because, as I stress, the show is outside, and it is remarkable that no matter how inclement the weather, people insist on having drinks or a snack outside as well,” comments Zito. “Accordingly, we have created heated and protected areas with windscreens and heaters to lessen exposure to the cold. For panorama-style observation,” Zito continues, “the Swan's Nest at the bow is a nice place to view the wildlife.” Itineraries In keeping with its original founders' concept, cruises in the first twelve months will have little repetition, but this to Zito is obvious, as conditions inevitably result in onthe-spot adaptation. “On a 10-day cruise with three features with none identical, due to weather and ice, it is unlikely in the same season you see the same thing twice.” The first two vessels, the SH Minerva and SH Vega, will have similar sailing patterns. The third (as yet unnamed) ship to enter service in late 2022 will be a stretched version. Measuring 12 meters longer with 90 cabins and registering 12,500 gross tons, this ship will spend more time in temperate regions. The SH Minerva and SH Vega will be positioned in the polar circles during their summers, moving north to south (and vice versa) – one via the Pacific, the other through the Atlantic. Thus passengers on one will cruise 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. ? 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 Club Lounge 26-33 minerva .indd 7 26-33 minerva .indd 7 8.3.2022 7.23 8.3.2022 7.23
32 CRUISEBUSINESS.COM MAGAZINE WINTER 2022 the Bering Strait region with others treated to northern Europe and the Canadian Arctic. “We will have culturally interesting expeditions during the north-south transitions, too, but we have had to change the itineraries as Asia and Pacific nations remain in lockdown. So the SH Minerva will be re-positioned to the American continent’s West Coast; the SH Vega will cover Iceland, Spitzbergen, Franz Josef Land and a long cruise up the Yenisey River, which is the fifth-longest in the world. No one has done this, so it is quite an ambitious, challenging cruise.” Although Zito says there is demand and not a lot of supply in expedition cruising, the sector is fairly competitive with ultraluxury products predominant. Well-known names like Ponant, Lindblad Expeditions, G Adventures, Quark Expeditions, Silversea Cruises and Viking are all involved, with newcomer Scenic now offering a “discovery yacht” high-end concept aboard the Scenic Eclipse. “It is a fact that there are areas of the planet you can only go to by ship. And nowadays the passenger profile has become younger, so they have less time to go on 15-20 day cruises as they do not have the time to leave their businesses even if they have the money,” Zito observes. “So, 10 days is now optimal, with prices ranging from $700-1,200 per person per day. The first cruises from Argentina are fully booked with pent-up demand caused by Covid-19 and a big base of potential experienced travelers wanting to see something new and unique on a comfortable cruise.” Technical aspects Powered by diesel-electric Tier III compliant polar Wärtsilä engines using SCR, the SH Minerva’s emissions are well within the limits set for emission control areas (ECAs) and the sensitive areas to be visited. And the electrical infrastructure is ready to receive a battery pack the company intends to install, once the technology improves, during the first technical dry docking. “In two to three years, when the technology has evolved, we will put in 3MW of batteries for which the ship is plug-and-play ready. So their port calls will be emission-free and can sail at slow speeds almost noiselessly in sensitive areas for five to eight hours with engines shut down depending on the load,” points out Zito. Advanced ports have OPS (Onshore Power Supply), not so remote calls. “But being emissionand noise-free means we can visit places others cannot, which is a good, attractive feature. And we have a light DPS (Dynamic Positioning System) so no need to anchor in sensitive areas, leaving the seafloor undisturbed. Finally, the DPS-battery mode is good for peak shaving, consuming less fuel as the thruster load is lightened, it is so energy efficient.” The power generators can produce 5.5MW and though burning diesel, exhaust is washed by the proven Selective Catalytic Reduction technology. The ships have a range of 8,000 nautical miles (9,200 miles or 14,816 kilometers) and are self-sufficient for 40 days. n Swimming pool is located on the aft of the ship Balcony cabin 26-33 minerva .indd 8 26-33 minerva .indd 8 8.3.2022 7.23 8.3.2022 7.23
T he Swan Hellenic ships being built at Helsinki Shipyard are notable for many reasons, one of which is the air-handling units that mean all aboard can literally breathe easier during these virulent times. “This is because Swan Hellenic requested that the AHU design include a disinfecting system based on ionization and oxidation that causes viruses, bacteria and particles to gather and fall to the floor where they die,” explains Koja Marine's Swan Hellenic Project Manager Juha Aro. Fitting the 12 air-conditioning units (ACUs) into 11 AC rooms also presented challenges with space restrictions, so that "every corner was used to maximize safety in all the public areas and cabins.” Aro also notes that the disinfecting system does not produce ozone, which is harmful to humans, and that the air emitted is safe in each area – especially the cabins – so that infections cannot pass from one area to another. And as the dead bacteria, viruses and germs are on the floor, they are easily disposed of, since the areas are regularly cleaned. SWAN HELLENIC AIR CLEANSED BY KOJA The technology inside each ACU frame is contained in a small tube where the purification system is located. Not only does each cabin get fresh air, but smoke and smells are removed before being emitted. “Swan Hellenic is the first to get this system inside Koja Marine ACUs. Previously, disinfection systems in our ACUs on cruise ships focused on cleaning the air of tobacco smoke and odors via ultra-violet light and ozone,” reveals Aro. “The passenger cabins have individual fancoil units with heating and cooling all done locally in each cabin, and only the required amount of fresh air is brought in from the ACU to save energy. Cruise ships need more accurate temperature control than ferries, so energy is saved when the cooling is done locally, just where it is needed,” Aro summarizes. The system is designed to operate in a temperature range of +32C to -15C (90 to 5 Fahrenheit), both with 85% relative humidity. The maximum-minimum was chosen from Caribbean summer cruise and polar temperatures, but – as Aro points out – “the lower figure is warmer than we get here in the Finnish winter!” The cold outside conditions can also be used as a free cooling energy source by getting cooling power from the “Alaska cooler,” which can be used instead of a water chiller when the sea water temperature is low enough. “Our AC system is designed to prevent airborne infection spreading in individual areas, but obviously cannot prevent this in public areas. But it means infected passenger cabin isolation will succeed,” confirms Aro. Both the SH Minerva and identical twin SH Vega, plus the as-yetunnamed larger third vessel, will have the same effective air-conditioning and cleaning systems installed. And with the Covid-19 pandemic still around, these features will become normal rather than exceptional. To encourage adoption of this novel hygiene safety technology, Aro wishes to add that retrofits are possible. “Of course, it has to be checked case by case to assess if there is sufficient space and power available, but the system is quite compact,” he concludes. n CRUISEBUSINESS.COM MAGAZINE WINTER 2022 33 Laboratory The interiors of SH Minerva was designed by Tillberg Design of Sweden. Pictured here is Observation Lounge Gym 26-33 minerva .indd 9 26-33 minerva .indd 9 8.3.2022 7.23 8.3.2022 7.23
34 CRUISEBUSINESS.COM MAGAZINE WINTER 2022 PANDEMIC LEADS TO SHARP RISE IN INTEREST EXPENSES AND LIABILITIES FINANCIAL REVIEW O ne of the legacies of the Covid-19 pandemic for the cruise industry will be a significant increase in both levels of liabilities and interest expenses. Accelerating inflation and the prospect of higher interest rates has the potential to affect both the cruise lines and their customers. Reducing levels of liabilities and interest expenses will probably be among the key targets of the industry in the years to come, and the leading three listed majors have already started to refinance expensive short-term borrowing raised at the start of the pandemic with cheaper financing, made available by the fact that the prospects for the industry have brightened since the spring and summer of 2020. On the other hand, although the Omicron variant of the Covid-19 virus has not led to another total shutdown of the industry, a new concern has emerged on the horizon—the prospect of higher interest rates. LISTED MAJORS; INCREASE IN LIABILITIES AND INTEREST EXPENSES 2018-2021 COMPANY LIABILITIES INTEREST EXPENSES Carnival Corporation & plc 76.7% 677.9% Royal Caribbean Group 69.3% 281.9% Norwegian Cruise Line Holdings Ltd 55.8% 310.9% Carnival 12 months to 30 November Royal Caribbean calendar year NCLH 2021 nine months to 30 September, 2018-20 calendar year Source: Carnival, Royal Caribbean, Norwegian 34-37.indd 2 34-37.indd 2 7.3.2022 12.21 7.3.2022 12.21
? CRUISEBUSINESS.COM MAGAZINE WINTER 2022 35 LISTED MAJORS; INCREASE IN LIABILITIES AND INTEREST EXPENSES 2018-2021 COMPANY LIABILITIES INTEREST EXPENSES Carnival Corporation & plc 76.7% 677.9% Royal Caribbean Group 69.3% 281.9% Norwegian Cruise Line Holdings Ltd 55.8% 310.9% Carnival 12 months to 30 November Royal Caribbean calendar year NCLH 2021 nine months to 30 September, 2018-20 calendar year Source: Carnival, Royal Caribbean, Norwegian All three listed cruise majors have reported a much higher pace of increase in interest expenses from the end of 2018 to the latest date of reporting in 2021 than the pace of increase in liabilities. Included in the last named are both long-term borrowing and current liabilities that are due for settlement within the next12 months. The companies in question have said that gradual resumption of operations will incur significant costs and, therefore, the results for the first few months of 2022 would still be negatively impacted by these expenses. LIABILITIES OF THREE LISTED CRUISE SHIPPING GROUPS 2018 2019 2020 2021 Carnival Corporation & plc 17,107 18,802 26,957 33,228 Royal Caribbean Group 16,050 17,586 23,704 27,172 Norwegian Cruise Line Holdings Ltd 9,242 10,169 14,045 15,846 This and subsequent table: All figures in millions of dollars Carnival 12 months to 30 November Royal Caribbean calendar year NCLH 2021 nine months to 30 September 2018-20 calendar year Source: Carnival, Royal Caribbean, Norwegian Norwegian Cruise Line Holdings expect to have approximately 85% of berth capacity operating by the end of the first quarter of 2022 with the full fleet expected to be back in operation during the early part of the second quarter of 2022, it announced in February 34-37.indd 3 34-37.indd 3 7.3.2022 12.21 7.3.2022 12.21
36 CRUISEBUSINESS.COM MAGAZINE WINTER 2022 The combined amount of liabilities of the three listed cruise majors increased to $76.25 billion at the latest available reporting date in 2021 from $42.39 billion at the end of 2018, an increase of a rather steep 79.8%. The Carnival group’s liabilities on 30 November 2021 alone amounted to roughly two thirds of the total figure for the three companies at the end of 2018. INTEREST EXPENSES OF THREE LISTED MAJOR CRUISE SHIPPING GROUPS 2018 2019 2020 2021 Carnival Corporation & plc 194 206 895 1,601 Royal Caribbean Group 338 409 844 1,291 Norwegian Cruise Line Holdings Ltd 270 273 482 1,122 The rise in interest expenses has been very significant: All three listed majors paid more than $1.0 billion in them in 2021, according to their latest published figures, which is more than the $802 million total figure for the three in 2018. That the interest expenses should have risen so much and so much faster than liabilities suggests that although borrowing has been available during the pandemic, it has come at a rather high cost. Meanwhile, a host of reasons has driven consumer prices higher, and inflation has risen to its highest levels in decades in the leading economies of the West. CONSUMER PRICE INDICES, YEAR ON CHANGE US January 2022 +7.5% Euro zone January 2022 +5.1% UK December 2022 +5.4% Acceleration of inflation is significant for consumers because unless earnings keep pace or exceed it, the purchasing power of their earnings will decrease. This could have a negative effect on the cruise industry as well. Central bankers are well aware of the situation, and in the UK, a 0.15 percentage point increase in the key lending rate of the Bank of England has already taken place. A 50 basis point rise is forecast for March. Sources interviewed by Reuters have said that the Federal Reserve in the U.S. is expected to raise interest rates four times this year, with the first increase likely to happen in March. This could be by a hefty 50 basis points. They also said the European Central Bank was likely to raise its key rate once in 2022. For the cruise industry, this is not good news. Higher cost of borrowing tends to curb consumer spending, but in the wake of the pandemic, holidays probably are not something that people want to forego easily. Provided that the cruise industry’s prospects continue to brighten during the course of 2022 and at the time of writing there is every reason to believe they will the door should remain open for companies to raise new loans at more favorable terms than ones at the start of the pandemic, when the outlook was very bleak indeed. However, accelerating inflation and higher interest rates tend to put downward pressure on the stock market. On the other hand, improving prospects of the cruise industry should provide listed cruise shipping companies some resilience in the face of this. This may matter should additional equity still be needed, but the leading companies should emerge cash-flow positive in the course of 2022, which should reduce the need for both new loans in net terms and also of new equity. In the bleak recent past, shares have been issued at prices well below pre-Covid levels, which has meant, among other things, significant dilution of stakes for shareholders that held stakes in listed cruise companies prior to the pandemic. A question of major importance to the cruise industry and economies as a whole is whether the current situation with inflation is a temporary concern, rising from supply chain problems related to recovery from the pandemic, or a more systemic and prolonged worry. Before the current year is out, there should be more clarity regarding this. n AIDA Cruises, part of Carnival Corporation & plc, has started the new year with a high demand for cruises, including for the new AIDAcosma 34-37.indd 4 34-37.indd 4 7.3.2022 12.21 7.3.2022 12.21
CRUISEBUSINESS.COM MAGAZINE WINTER 2022 37 A t the heart of a modern cruise ship beat the engines producing the power that enables the ship to move and the equipment that allows the crew to do their jobs, so the passengers may enjoy themselves. Unknown to many, that power output must be transformed to the levels the machinery and gadgets aboard require. This vital task is performed by transformers, which as the name suggests, adapt the voltage to the user equipment level. “A typical cruise ship genset output is 11,000 to 6600V, so a transformer steps it down to 230-690V for usage,” says Sales Manager Timo Heikkinen. AQ Trafotek has been in the business of designing, testing, manufacturing and delivering inductive components like transTECHNOLOGY AQ TRAFOTEK TRANSFORMS SHIPBOARD POWER formers since 1983. And with a reference list of over 1,400 vessels of all sizes globally, Trafotek has built up a solid database of knowledge, experience and acumen as to what customers want. “The laws of physics define how transformers are made. But with our quotations we include complete data sheets and drawings to help the client, be they the shipyard, owner or – more often – the system integrator responsible for a vessel’s entire electrical system. After the purchase order [PO], we are very fast in transmitting the documentation to the customer. Typically after the PO, we start work on the detailed design, then send the documentation to the customer for approval – as changes are always made – and update quickly," explains Heikkinen. “It's very important to the customer and we send in e-format. But there are so many types of transformer, we cannot re-use drawings unless the newbuilding is an identical twin sister. Otherwise, everything is tailored due to voltages, power, protection class, frequency difference and so on.” An additional plus is that every marine transformer has the “Made In Finland” plaque as a guarantor of quality. Growth has followed an upward tangent: After supplying Finnish yards, the company expanded to Europe and "now to all major shipbuilding nations and a few others – like North America,” quips Heikkinen. Out of 122 cruise ships, Seabourn Cruise Line’s Seabourn Encore and Seabourn Ovation, built by Fincantieri, plus Costa Cruises' Costa Toscana and Costa Firenze stand out. In addition, the three Swan Hellenic expedition cruise ships coming into service, as well as many cruise ferries, have (or will soon have) their power transformed by Trafotek. The enterprise became part of Sweden's AQ Group in 2019, which is a global powerhouse in this field that adds gravitas. Heikkinen sees retrofits as a sector with much future potential, as exemplified by AIDA Cruises’ AIDAperla having batteries fitted requiring large transformers. “Along with windturbine vessels, hybrid ships will be a major market, as ships built today are adaptable to changes in regulations and technology,” he sums up. n n Timo Heikkinen 34-37.indd 5 34-37.indd 5 7.3.2022 12.21 7.3.2022 12.21
38 CRUISEBUSINESS.COM MAGAZINE WINTER 2022 O f course, there was the little matter of a pandemic to consider. By last September, I had already traveled on three cruises during the summer and I felt comfortable – for the most part – with protocols the industry was implementing to move forward. Masked without a fuss and fully vaxxed, I have been excited to see firsthand how cruises offer the potential of a Covid-free bubble to protect passengers, crew and port residents alike. Still, boarding a 6,554-passengers vessel, even if capacity was kept to 60% of its maximum, did give me pause. Costa Cruises has been a brand I’ve looked forward to trying. After all, who doesn’t warm to the idea of Italian-style cruising in the Mediterranean? But Costa is a small player in the U.S. travel market, especially since shuttering its seasonal Caribbean service out of Miami a few PASSENGER EXPERIENCE CRUISING LIKE AN ITALIAN ABOARD COSTA SMERALDA In a decade of writing about the cruise industry, I’ve longed to sail under the big yellow funnel with the bright blue “C” emblazoned on its side. When the opportunity finally came last fall to board the Costa Smeralda, the cruise line’s newest and largest ship, how could I resist? By David Swanson years ago. With 11 ships sailing today, Costa nonetheless represents a sizeable chunk of hardware for parent company Carnival Corporation, and I was curious to see how an Italian-run cruise line would cater to the American audience. Plus, the 185,000-ton ship is hard to miss – only five Oasis-class ships are bigger – and surely, I thought, there’s a segment of the U.S. market that Costa is perfect for. The Costa Smeralda originally arrived on the scene in December 2019, but four months into its first sailings the pandemic shut things down. So the inaugural season didn’t really start up until summer 2020. Using the same platform as Carnival Cruise Line’s Mardi Gras, the Smeralda is notable for being the secondever LNG-powered cruise ship to launch (a sister, the Costa Toscana, will debut March 11), meaning that the trademark yellow smokestack is no longer trailed by a plume of carbon emissions. But LNG bunkering is not available everywhere, so the Costa Smeralda sails a tried-andtrue, 7-night circuit connecting France, Spain, and Italy – what Scott Knutson, Vice President of Sales and Marketing for Costa in the U.S., calls the line’s “breadand-butter itinerary.” Passengers can start and end the 7-night journey at any of the ports, which include Civitavecchia, Savona, Marseille, Barcelona, Palma de Mallorca and Palermo. Vaccinations weren’t required for sailing the Smeralda (and still aren’t today), making Costa an outlier among major cruise lines (MSC Cruises also does not require vaccines for its sailings outside North America). Antigen testing was conducted at the Barcelona terminal before boarding, a step that added about 30 minutes to the embarkation process. Cruising Italian style With four swimming pools and a water park, a casino, stage shows, and 16 restaurants, in many ways the cruise operation aboard the Costa Smeralda is not much different from the mainstream brands known to American cruisers, right down to the 15% service charge added to food and beverage bills. While the operation felt familiar, the Smeralda experience injects a healthy dose of Italian style. Some of this is superficial: Italy’s trademark flag colors of red, green and white are used liberally, and spaces are Colosseo atrium 38-44 .indd 2 38-44 .indd 2 7.3.2022 13.32 7.3.2022 13.32
CRUISEBUSINESS.COM MAGAZINE WINTER 2022 39 ? Sovereign of the Seas, Seaward, Seabourn Pride, Star Princess, Seabourn Spirit, Club Med I, Fantasy, Westerdam, Nordic Empress, Crown Princess, Horizon, Silja Serenade, Ecstasy, Regal Princess, Monarch of the Seas, Hanseatic, Silja Symphony, Majesty of the Seas, Dreamward, Zenith, Royal Viking Queen, Club Med II, Crown Jewel, Gruziya, Costa Allegra, Barfleur, Normandie, Windward, Crown Dynasty, Costa Romantica, Kazakhstan II, American Adventure, Kong Harald, Richard With, Nordlys, Oriana, Legend of the Seas, Century, Splendour of the Seas, Sun Princess, Carnival Destiny, Galaxy, Costa Victoria, Grandeur of the Seas, Nordkapp, Rhapsody of the Seas, Dawn Princess, Mercury, Enchantment of the Seas, Nordnorge, Vision of the Seas, Grand Princess, Sea Princess, R One, R Two, Voyager of the Seas, R Three, R Four, R Five, R Six, R Seven, R Eight, Norwegian Sky, Seven Seas Navigator, Explorer of the Seas, Aurora, Costa Atlantica, Millenium, Infinity, Adventurer of the Seas, Carnival Spirit, Radiance of the Seas, Norwegian Sun, Summit, Brilliance of the Seas, Constellation, Coral Princess, Navigator of the Seas, Island Princess, Crystal Serenity, Mariner of the Seas, Serenade of the Seas, Carnival Miracle, Jewel of the Seas, PontAven, Caribbean Princess, Carnival Valor, Pride of America, Norwegian Jewel, Carnival Liberty, Pride of Hawaii, Freedom of the Seas, Crown Princess, MSC Musica, Norwegian Pearl, Liberty of the Seas, Emerald Princess, MSC Orchestra, Norwegian Gem, Ventura, MSC Poesia, Independence of the Seas, Ruby Princess, MSC Fantasia, Celebrity Solstice, MSC Splendida, Oasis of the Seas, Celebrity Equinox, MSC Magnifica, Carnival Dream, Silver Spirit, Azura, Celebrity Eclipse, Le Boreal, Norwegian Epic, Queen Elizabeth, Allure of the Seas, L’Austal, Disney Dream, Carnival Magic, Celebrity Silhouette, Disney Fantasy, Carnival Breeze, MSC Divina, Celebrity Reflection, MSC Preziosa, Royal Princess, Mein Schiff 3, Regal Princess, Quantum of the Seas, Mein Schiff 4, Britannia, Anthem of the Seas, Carnival Vista, Ovation of the Seas, Harmony of the Seas, Mein Schiff 5, Silver Muse, Seabourn Encore, Majestic Princess, MSC Meraviglia, MSC Seaside, Symphony of the Seas, MSC Seaview, Seabourn Ovation, Mein Schiff 1, Aida Helios, Celebrity Edge, Mein Schiff 2, Costa Venezia, MSC Belissima, Spectrum of the Seas, Sky Princess, MSC Grandioza, Carnival Panorama, Celebrity Apex, P&O Iona, Enchanted Princess, Silver Moon, Odyssey of the Seas, Costa Firenze, Mardi Gras, MSC Virtuosa named for major landmarks, such as the Colosseo atrium and Piazza Trastevere. Look deeper and you’ll find a true Italian design aesthetic imbues things like the elegant, glass-floored sky bridge, the Volare Skywalk, that swoops around and above the 19th deck. Walking along it feels like flying over the sea. Voluptuous spaces such as these seem innately Italian. Embark the Smeralda in Marseilles or Barcelona, and you’ll feel you’ve entered Italy before you get there. An appreciation for Italian design is front and center at the Smeralda’s intoxicating onboard museum, the Costa Design Museum or CoDe. Curated by Matteo Vercelloni, the venue showers affection on Italian designers through the 20th century with almost 500 items exhibited, ranging from ceramics, couture, furniture, toys and appliances. One design quirk: Abundant furniture in the ship’s common areas is eye-catching, but I found much of it uncomfortable to be seated on for any extended period – look but don’t sit. The Smeralda’s casino is more intimate than is found on other ships of this size, while the Solemio Spa sprawls across a good piece of Deck 16. The eye-popping spa includes 16 treatment rooms, a hammam, a thalassotherapy pool with swing chairs, a salt room, and a snow room filled with real snow. Four swimming pools (one of them indoor), 10 hot tubs, and a bevy of slides on the top deck round out the water fun. Cabins come in four basic categories – inside, oceanview, balcony and suite – but there are variations within these types. I was in a balcony cabin that Teatro San Remo Lab Kitchen 38-44 .indd 3 38-44 .indd 3 7.3.2022 13.32 7.3.2022 13.32
40 CRUISEBUSINESS.COM MAGAZINE SUMMER 2021 was distinctly smaller than most other balcony units – 148 square feet by my measurement (plus balcony), which I’d call snug quarters for two. For families, I recommend springing for the Terrace Premium units, which include an interior covered terrace with day beds (ideal for cool-weather sailings), plus an oversized balcony; these sleep four. Italian cuisine Naturally, Italian cuisine is a focus for the Smeralda, although the main dining room menu might be better described as Continental, overall. Typical dinner entrées include such daily changing fare as pasta with sardines, lobster au gratin with vegetable tagliatelle, and pork knuckle medallion confit with couscous. Select gourmet items are available for an upcharge, such as spaghetti with lobster or grilled Piedmontese Fassona tomahawk steak. Portions on these items are quite generous, often suitable for sharing. The vegetarian selection was limited. Breakfasts were similar to what ones finds at European resorts, leaning to breads, cereal, fresh fruit, cured meats ranging from Prosciutto di Parma to Calabrian Nduja, and such cheeses as Parmigiano-Reggiano, Fontina and the house-made mozzarella. Hot breakfasts were available, including eggs cooked to order, omelets, pancakes and steak. The ship’s bustling buffet, La Sagra dei Sapori, served three meals through the day. Even with reduced capacity, the packed venue was a bit of a scramble at 9 a.m. The buffet is not currently self-serve, owing to the pandemic, and servers pile plates generously. Food options with a surcharge include Pizzeria Pummid’Oro, which offers delicious Naples-style pies, starting at €7 with dessert. The burger-and-fries combo at the pool grill cost a few euros. There was a poke bowl option, gelato bar, Nutella bar, sushi bar, and Il Bacaro, which served Cicchetti, the bar snacks I learned to enjoy in Venice once upon a time. There’s also a Teppanyaki Restaurant, which offers a copious meal alongside an “acrobatic” show by the chef, for 34 to 48 euros per person. Target market Knutson says the market for Costa is travelers who want an international experience without the international price tag and, to be sure, inside cabins are widely available for under $1,000 per person, even during summer. But I was still somewhat surprised at the number of opportunities to pad the bill. And so, a tip: For anyone planning to cruise with Costa, join the Costa Club before boarding. It costs nothing, and the corresponding app generates discounts of 15 to 50% off many food and drink items on the ship. It’s a no-brainer. Imbibing options were extensive. Some were themed to specific beverages, so for my Negroni cocktail there was a Campari Bar overlooking the Colosseo, where live music and a DJ alternate through the afternoon and evening. I think Negronis were available at any bar, but, hey… branding! There was a full roster of entertainment through the day and night, though it seemed to get a later start (9:00 a.m.) than some cruisers may be used to. Team games, Zumba fitness sessions, acrobatics, stage shows, and a various live music is found on the daily schedule, usually with an Italian twist – but not always conducted in English. Virtually all guest-facing crew members speak English. In fact, as with all mainstream lines, waiters and cleaning crew are predominantly sourced from Asian countries, and I found many of them spoke English better than they did Italian! Menus are available in multiple languages, and shore excursions are segregated by language. But most of the officers along with the shore excursion and entertainment staff were Italian, and announcements were not consistently shared in other languages. For anyone used to traveling in Europe, where a cacophony of languages percolates, this was no issue. And Costa eases things by having several liaisons onboard dedicated to non-Italian speaking guests. These ambassadors first meet their dedicated language groups during the safety briefing at the start of the cruise. They are accessible throughout the voyage for questions, recommendations, or to smooth over any hiccups foreign guests encounter. Covid protocols Covid protocols will continue to evolve in the cruise industry this year, but I found them wanting when I sailed with Costa in September, starting with the fact that there remains no vaccine requirement. An additional Covid test was conducted midway through the cruise, but with hundreds of guests lining up for the tests, the process was cumbersome. We were advised that each day by 3:00 p.m. we needed to use manual temperature check stations, of which there were three for the entire ship. The devices were finicky, and after a couple days it was obvious many passengers were skipping the check. Because new guests could embark almost daily, I got the impression that keeping the virus at bay was particularly challenging for this ship; the medical team of 28 (upped from its usual complement of eight members), seemed stressed and overworked. Notably, in September Italy required shore excursions to be conducted in a bubble, which I was fine with in the first two ports. But at Civatavecchia, I was surprised to encounter the Smeralda’s guided walking-tour group mingling amid hundreds of tourists at Rome’s Trevi Fountain – without masks. So much for the bubble concept. Still, hand sanitizer stations are ubiquitous aboard, and all the restaurant entrances feature automated hand-washing stations that are a pleasure to use. In the end, for someone who doesn’t speak Italian, a Costa Smeralda cruise provides a gentler immersion into Italian culture than an independent land vacation. And for those who want to combine a traditional Italian holiday with a Mediterranean cruise – especially the all-important multigenerational family groups – the Costa Smeralda is a good bet to keep la dolce vita going for another week. n Piazza Trastevere Costa Smeralda in Marseille 38-44 .indd 4 38-44 .indd 4 7.3.2022 13.32 7.3.2022 13.32
CRUISEBUSINESS.COM MAGAZINE WINTER 2022 41 HIGH standards High quality metal ceilings www. lautex.com Metal ceilings Costa Toscana 50 000 square meters Made in Nummela, Finland T he Costa Toscana – the newest Italianflagged ship in the Costa Cruises fleet – set sail from Savona on March 5, 2022, on its maiden cruise. The Costa Toscana is a sister ship to the Costa Smeralda; both are powered by liquefied natural gas (LNG). Costa Group, the parent company of Italy-based Costa Cruises and Germany-based AIDA Cruises, was the first in the cruise industry to use LNG. The company COSTA TOSCANA ENTERS SERVICE currently has four ships powered by this technology: The AIDAnova, Costa Smeralda, Costa Toscana and AIDAcosma. In addition, Carnival Cruise Line, a sister brand to Costa and AIDA, operates the Mardi Gras – the first LNG-powered cruise ship in North America. The Costa ships were constructed at Meyer Turku shipyard in Finland, while the AIDA new builds at Meyer Werft in Germany. Mario Zanetti, President of Costa Cruises, praised the new ship: “Costa Toscana is an innovative ship that fully interprets the new cruise experience, including the exploration of destinations, on which we have been working in recent months. The departure of Costa Toscana also represents a new step in the journey that will bring our fleet back to full capacity this summer. Our restart will bolster an ecosystem that 38-44 .indd 5 38-44 .indd 5 7.3.2022 13.32 7.3.2022 13.32
42 CRUISEBUSINESS.COM MAGAZINE WINTER 2022 See you in Miami REGISTER TODAY at www.seatradecruiseglobal.com 25-28 April 2022 | Expo: 26-28 April 2022 | Miami Beach Convention Center, Miami, FL USA Relax with friends old and new and enjoy your stay in Miami Beach Discover hidden gems, beautiful interiors, brilliant tech and future thinking Explore over 500 exhibitors showing the very latest cruise innovations Celebrate such a vibrant and resilient industry, packed with ideas… perfect for you Network with 10,000 cruise and destination executives from right across the globe Take Away a wealth of knowledge from leading lights at the world class conference 2022058 SCG ad CBM 210x297+3mm.indd 1 2022058 SCG ad CBM 210x297+3mm.indd 1 10.02.22 18:18 10.02.22 18:18 before the pandemic generated an annual economic impact of 12.6 billion euros in Europe, including 3.5 billion in Italy alone, with over 63,000 jobs,” Zanetti said. The debut of the Costa Toscana marked the restart of the Costa Cruises fleet after the pandemic pause. In fact, following the Costa Toscana, seven more ships will return to service, joining those already in service, until this summer, when the entire fleet of 12 ships will be operational again. From spring 2022 to winter 2022-23, Costa’s schedule includes a total of more than 1,800 cruises, with itineraries ranging from 3 to 127 nights in length. The company’s ships will visit 179 destinations around the world, with a completely revamped program of shore excursions providing about 1,800 different tours. The Costa Toscana’s first cruise was a weeklong itinerary with calls in Marseille, Barcelona, Valencia, Palermo and Civitavecchia/Rome. Following its debut, the new flagship remains positioned in the Western Mediterranean until late November. During the summer season it will call at Savona, Civitavecchia/Rome, Naples, Ibiza, Valencia and Marseille, while during the fall season Palma de Mallorca will take Ibiza’s place. The interiors of the Costa Toscana were created by Adam D. Tihany to enhance and bring to life the colors and atmospheres of this wonderful Italian region. Furniture, lighting, fabrics and accessories were all “Made in Italy” and produced by 15 partners highly representative of Italian excellence. Facilities onboard are perfectly integrated into this context, from the Solemio Spa and entertainment venues to the thematic bars and 21 restaurants and other areas dedicated to the overall culinary experience. n The interiors of the Costa Toscana were created by Adam D. Tihany together with many international architect firms 38-44 .indd 6 38-44 .indd 6 7.3.2022 13.32 7.3.2022 13.32
See you in Miami REGISTER TODAY at www.seatradecruiseglobal.com 25-28 April 2022 | Expo: 26-28 April 2022 | Miami Beach Convention Center, Miami, FL USA Relax with friends old and new and enjoy your stay in Miami Beach Discover hidden gems, beautiful interiors, brilliant tech and future thinking Explore over 500 exhibitors showing the very latest cruise innovations Celebrate such a vibrant and resilient industry, packed with ideas… perfect for you Network with 10,000 cruise and destination executives from right across the globe Take Away a wealth of knowledge from leading lights at the world class conference 2022058 SCG ad CBM 210x297+3mm.indd 1 2022058 SCG ad CBM 210x297+3mm.indd 1 10.02.22 18:18 10.02.22 18:18 38-44 .indd 7 38-44 .indd 7 7.3.2022 13.32 7.3.2022 13.32
THE PORT AUTHORITY OF JAMAICA Adversity is inevitable but our passion pushes us forward. Resilience. grit. fortitude. THE PORT AUTHORITY OF JAMAICA 5 Ports of Call. 5 Unique Experiences: Montego Bay | Falmouth | Ocho Rios | Port Antonio | Port Royal @cruisejamaica 38-44 .indd 8 38-44 .indd 8 7.3.2022 13.32 7.3.2022 13.32