Passenger Ship Technology 1st Quarter 2017

1st Quarter 2017 www.passengership.info

“As a new technology platform it really is a breakthrough that does not exist anywhere else.�

Tony Roberts, vice president of Princess Cruises UK and Europe, see page 17

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contents

1st Quarter 2017 volume 10 issue 1

06 12

Regulars 4 COMMENT 58 BEST OF THE WEB 60 LAST WORD

Cruise ship profile 6 Configuring Norwegian Cruise Line’s Norwegian Joy for the Chinese market came with some specific challenges

Ferry profile 12 Fuel efficiency, energy optimisation and maximum functionality were the main priorities for Bastø Fosen’s newbuild. Its builder Cemre Shipyard and the

17

ferry operator explain

Operator profiles 17 Princess Cruises is to debut Carnival’s game-changing Ocean Medallion technology that promises to transform the cruise industry 21 Philippines ferry operator 2GO Group is building new fast ferries, and looking at options including solar energy and LNG, its head of shipmanagement said in an exclusive interview

Shipyard profile 24 Once a regional ferry operator and minor shipbuilder, Penguin International has become a highly successful builder of passenger ferries and mid-sized crewboats

21

How to 26 Self-sealing cable transits are the future of wireless internet networks on cruise ships, explain STI Marine

Manoeuvring and propulsion 29 Recent propulsion system upgrades and retrofits will enhance manoeuvrability, comfort and efficiency on passenger ships

Interiors 33 Rebranding and new technical solutions are the focus of the interiors sector of cruise ships and ferries

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Passenger Ship Technology | 1st Quarter 2017

contents Coatings 37 Philippines ferry operator 2GO and Italy’s Grimaldi Group have been using AkzoNobel’s new biocide-free coatings and Grimaldi has been using Hempel’s silicone hull coatings, too

Lifeboats and davits 41 The revolutionary LifeCraft is ever-closer to being launched, and offers strong integration benefits; also under the microscope are davit developments and possible new legislation

Ballast water treatment systems

1st Quarter 2017 volume 10 issue 1 Editor: Rebecca Moore t: +44 20 8370 7797 e: rebecca.moore@rivieramm.com Sales Manager: Indrit Kruja t: +44 20 8370 7792 e: indrit.kruja@rivieramm.com Head of Sales – Asia: Kym Tan t: +65 6809 3098 e: kym.tan@rivieramm.com

45 Do not delay installing BWMSs urge industry bosses in response to the 'wait and see' attitude of some shipowners, while the US type approval situation is also under examination

Group Production Manager: Mark Lukmanji t: +44 20 8370 7019 e: mark.lukmanji@rivieramm.com

Infotainment

Subscriptions: Sally Church t: +44 20 8370 7018 e: sally.church@rivieramm.com

48 Major advances have been made in boosting the integration and connectivity of cruise ship infotainment. We cover new developments from Allin Interactive, Lufthansa Industry Solutions, KVH and Global Eagle Entertainment

Shipmanagement 51 Shipmanagement companies are focusing more than ever on the passenger ship sector, with several setting up business to purely focus on this area; Areas of special interest include the expedition sector

Automation and Control 54 Automation and remote control are emerging as key themes within ship technology and passenger ships – and short haul ferries could well be among the pioneers

Communications systems 56 SpeedCast is acquiring Harris CapRock for its VSAT technology and its share of the cruise ship market, and Color Line is installing Telenor’s hardware across its fleet. Top management at SpeedCast and Harris CapRock provide commentary

Next issue Main features include: flooring and decking; fire prevention and control; propulsors (including propellers, pods and waterjets); HVAC; passenger flow; alternative fuels: LNG and hybrid; waste water treatment and handling systems; ferry description: Tallink Grupp: Megastar; cruise description: Silversea Cruises: Silver Muse; river cruise market update

Chairman: John Labdon Managing Director: Steve Labdon Finance Director: Cathy Labdon Operations Director: Graham Harman Editorial Director: Steve Matthews Executive Editor: Paul Gunton Head of Production: Hamish Dickie Commercial Portfolio Manager: Bill Cochrane Business Development Manager: Steve Edwards Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK

www.rivieramm.com ISSN 1758-7255 (Print) ISSN 2051-0608 (Online) ©2017 Riviera Maritime Media Ltd

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Passenger Ship Technology | 1st Quarter 2017

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

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4 | COMMENT

CRUISE SHIPS AND FERRIES START 2017 WITH A BANG

W

hile many shipping sectors are in the doldrums, passenger shipping has started 2017 on a strong footing, with a robust and growing newbuilding orderbook and the use of some highly innovative technology.

Brittany Ferries ended last year with the announcement that it has signed a letter of intent with the Flensburger Schiffbau-Gesellschaft shipyard in Germany to construct a new ship powered by liquefied natural gas (LNG). And there has been a flurry of further ferry orders since then. In Scandinavia, Vard has clinched contracts worth approximately NKr600 million (US$70.6 million) for the construction of two LNG ropax ferries for Torghatten Nord, while Color Line and Ulstein Verft have signed a letter of intent for the construction of the world’s largest hybrid vessel.

This will be a plug-in hybrid battery ferry, and is due to be delivered in the summer of 2019.

Interestingly, all the new orders feature a form of alternative power – LNG or batteries. And this theme is taken up by Viking Line, which has struck an agreement with Norsepower to install its auxiliary wing propulsion Rotor Sail solution on board LNG dual-fuelled Viking Grace.

There is interest in the use of LNG as

fuel by ferry operators all over the world.

When Passenger Ship Technology visited the Manila headquarters of Philippines ferry operator 2GO Group to interview head of shipmanagement Eduardo Dela Cruz, he revealed that the company was seriously considering using LNG in the future (see page 21).

And the use of LNG as a marine fuel is likely to become even more widespread among passenger ship operators, as it is becoming more available. In Last Word, AG&P head of advanced research Derek Thomas explains how the increase in small scale LNG infrastructure will boost the use of this gas as a marine fuel (see page 60).

The cruise sector, too, has started this year in a strong position. Cruise Lines International Association revealed at the end of last year, in its 2017 Cruise Industry Outlook, that 26 new ocean, river and speciality ships will make their debut this year for a total investment of more than US$6.8 billion in new vessels. From 2017 to 2026 the industry is expected to introduce a total of 97 new cruise ships with a total estimated investment of US$53 billion.

And a newbuild order was announced in just the first few weeks of this year. In January it was revealed that Carnival Corp has struck a memorandum of agreement

with Italian shipbuilder Fincantieri to build two new cruise ships, for the Holland America Line and Princess Cruises brands.

The final contracts are expected to be signed in early 2017. Carnival now has 19 new ships scheduled to be delivered between 2017 and 2022.

The company has also highlighted its commitment to innovation after taking a huge technological leap forward with the launch in January of the interactive Ocean Medallion.

The coin-sized Ocean Medallion will give guests a more personalised experience on board. It will gather information about their preferences and update itself multiple times per second, enabling the system’s infrastructure to present the guest with experiences and opportunities that suit them and so maximise their time on holiday.

The new guest experience platform will make its debut on Princess Cruises’ Regal Princess in November 2017, followed by Royal Princess and Caribbean Princess in 2018. It will be rolled out over the Princess Cruises fleet over the next few years. For more, see our cruise operator profile on page 17.

There seems plenty to be positive about, and no doubt Seatrade Cruise Global in March will reveal more on the theme of innovations and new ship orders. PST

Rebecca Moore

Editor Passenger Ship Technology

Click here for more editor's comment videos

Passenger Ship Technology | 1st Quarter 2017

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6 | RUNNING HEAD sub

Norwegian Joy designed for the Chinese market

Passenger Ship Technology | 1st Quarter 2017

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CRUISE PROFILE | 7

Norwegian brings Joy to China Norwegian Joy has been configured for the Chinese market, complete with go-kart track and Tai Chi garden. Susan Parker reports

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N

orwegian Joy may be a sister ship to Norwegian Escape in terms of the platform it is built on but there the similarities end. The Norwegian Cruise Line (NCL) 167,800gt newbuilding is under construction at Meyer Werft in Papenburg for delivery on April 27 2017. It is destined to sail out of Shanghai and Tianjin and is the result of much research into the targeted Chinese market.

Heading up this project is Marco Pastorino, managing director Independent Maritime Advisors, whose company took over the project management of all Norwegian Cruise Line Holdings (NCLH) newbuildings on December 1 2015.

Robin Lindsay, evp vessel operations NCLH, explained: “I met Marco in 2007 and at that time we were looking for a management team for the ‘O’ class [Oceania Cruises’ newbuildings]. The typical choices were V Ships and others but we wanted something new: a fresh look, innovative and creative.”

Having first consulted on, and then taken over, this class and “because of the success and savings, the quality of newbuilding and the great relationship with Marco and his company” IMA then went on to oversee Regent Seven Seas Cruises’ newbuilding, Seven Seas Explorer, which entered service in July 2016.

Subsequently in the normal course of business NCL was assessing its newbuilding team in Papenburg: “We made the strategic decision to outsource it for a variety of reasons including saving money in the construction process and getting a better quality ship”.

Hence IMA took on the project management of Norwegian Joy for this April, Norwegian Bliss in April 2018 and the third vessel for delivery in the fall of 2019. The company is also project managing Explorer 2 for delivery in January 2020 and drydocking for all three brands.

Mr Lindsay commented on NCLH’s cooperation with IMA: “We have developed an incredible trust and great relationship and it is tremendously financially beneficial for

the owner.” With headquarters in London and offices in Germany and Italy, IMA numbers 34 staff with expansion plans to go to 50 in 2017/18. Pastorino explained the company’s position: “We work only for NCLH to keep the quality we need to provide and also for the long-term relationship with all the present management, Robin, Frank [del Rio] and others so that, even if we don’t have an exclusive agreement, we are working exclusively for them.”

Norwegian Joy is the first ship which NCL has fully developed for the Chinese market.

Mr Lindsay explained: “The full GA has been completely reviewed by NCL, the architect and the Chinese consultant to match the needs of Chinese passengers. From restaurants to cabins, everything has been designed to match the feedback for a base product for the Chinese market. Specific features, such as the go-kart track (a first at sea), a sophisticated climbing wall, a Tai Chi garden, the Galaxy Pavilion for entertaining, gaming, video games and virtual reality have been designed for the future and put in place on this ship.”

The retail shopping space has been tailored to Chinese tastes and new restaurants have been created which are more suitable for the Asian palette, for example a Teppanyaki restaurant and Korean BBQ (Shabu-Shabu) dining experience. With the Chinese tending to travel in families, the recent signature NCL studios will not appear on Norwegian Joy but two-bedroom suites complete with living room are being created for this ship.

Mr Pastorino commented on particular challenges associated with creating the first go-kart track at sea: “One of the main [topics] was trying to save weight because of the stability due to it being located on the highest deck. A number of different options were considered with the final choice being made in terms of weight and space."

Behind the scenes, much of the machinery and equipment is the same as that installed on

Passenger Ship Technology | 1st Quarter 2017

8 | CRUISE PROFILE

Norwegian Escape. However, as with all series, certain changes have been made with regard to equipment and machinery. For example a new generation of liferafts from Survitec Group have been deployed on this ship. These have a suspended floor ensuring maximum thermal protection when connecting with water. There are 11 of these Marine ARC 158-person rafts.

In addition there are 16 Hatecke lifeboats which can hold 314 persons each and two MES for a total capacity of 1264 persons.

Also new is a tunnel washer from Jensen in the laundry which has been installed in order to recover and save energy. “We use less water for rinsing and then use this to start cleaning the new load. In this way we are saving water, heat and it is a more efficient process.”

In terms of IT, the whole ships has been fitted with Category-7 cable “which gives the owner the possibility of speed functionality for a long time to come”. As of today Mr Pastorino explained that there is a 1gb network installed but Cat-7 cable means it can be updated and support more and more data than the more usual Cat-6

cable that is installed on NCL ships prior to Norwegian Escape. The infrastructure for the technology comes from Systems Integration Specialists Company Systems (Cisco) and the communications are provided by two C-band and Ku-band satellite antennas.

All three types of fuel - HFO, LSF and MGO - are carried but Norwegian Joy will operate on HFO using scrubbers in the declared ECA zones of Japan, China and South Korea. The five main engines are from MAN Diesel & Turbo (two 14V48/60 and three 12V48/60) and each is fitted with a hybrid scrubbers from Yara International/ Greentech. These can operate in closed-loop for 24 hours. There is a 73m3 collection tank for residuals located below the engine room which can accommodate the 24-hour closedloop operation.

Eniram has installed systems to optimise trim and speed in different conditions and for different cruises as well as engine analysis for monitoring performance. Mr Pastorino said: “The objective is to work the vessel at its optimum, based on millions and millions

Robin Lindsay (Norwegian Cruise Line Holdings): The full general arrangement has been completely reviewed to match the needs of Chinese passengers

Marco Pastorino (Independent Maritime Advisors): We only work for NCLH

LEFT: Much of the machinery and equipment is the same as that installed on Norwegian Escape, although there are some changes

Passenger Ship Technology | 1st Quarter 2017

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10 | CRUISE PROFILE

MAIN PARTICULARS

Norwegian Joy will operate on HFO using scrubbers in the ECA zones of Japan, China and South Korea

Shipyard: Meyer Werft Delivery: 27 April 2017 Gross tonnage: 167,800gt Length: 333.46m Beam: 41.4m Draught: 8.4m Passengers: 3,889 (double occupancy) Crew: 1,817

MAIN SUPPLIERS Main engines: MAN Diesel & Turbo SE, 2 x 14V48/60 and 3 x 12V48/60,

of algorithms of every possible weather and sea condition. Eniram also tells us when we can clean the ship’s hull, and even the propellers, just through the characteristics of performance.” He also commented that the 80% general rule for engine use is “not necessarily the perfect point for the engine but here it is 85%, ie 184g/kWh which is the lowest point of consumption of fuel.”

The two ABB Azipods each have five blades of almost 6m in diameter. There are three Brunvoll bow thrusters of 3.5mW each.

Fincantieri has supplied the fin stabilisers and Alfa Laval an evaporator with a capacity of 900m3 every 24 hours using energy recovered from the engine cooling water. There are four WatMan reverse osmosis units with a capacity of 600m3 each.

The ballast water treatment system is supplied by Alfa Laval, PureBallast 3.0. “The purpose is to avoid contamination of microorganisms from, for example the Red Sea to the Mediterranean. It is a great system for this kind of use and it is the top technology today.

Obviously it doesn’t work with chemicals but with UV treatment.”

The air conditioning system provided

by Johnson Controls is an advanced fancoil system which also controls the amount of CO 2 in different spaces and is fully automated.

LED lighting has been installed throughout to maximise both the visual result and reduce the amount of energy used.

The advanced wastewater purification system comes from Scanship with Evac

Passenger Ship Technology | 1st Quarter 2017

supplying the vacuum toilet system, one for each main vertical zone to ensure redundancy.

In case of malfunction each zone can be operated by the adjacent.

Finally, the waste system comes from Deerberg Systems and includes two incinerators of 2,400kW each which can burn for 12 hour/ day. Recycling programmes are implemented where burning is not an option. PST

total output 76.8mW Pods: 2 x ABB Azipods at 22mW each Bow thrusters: 3 x Brunvoll Fin stabilisers: Fincantieri Scrubbers: 5 x Yara International/ Greentech Marine Freshwater: 4 x WatMan reverse osmosis at 600m3

“The objective is to work the vessel at its optimum, based on millions and millions of algorithms of every possible weather and sea condition.”

Mr Pastorino, IMA

and 1 x Alfa Laval evaporator at 900m3 Black and grey water: Scanship Waste disposal: Deerberg Systems Airconditioning system: Johnson Controls Ballast water: Alfa Laval Safety management system: Wartsila/Valmarine Integrated navigation: Wartsila/SAM Platinum package

All photos credit: Norwegian Cruise Line

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BASTØ VI SPECIFICATION Gross tonnage: 7,700 Length: 142.90m Car deck length: 139.20m Car capacity: 200 Passenger capacity: 600 Class society: DNV GL Flag: Norway

CEMRE DELIVERS LONGEST NORWEGIAN FERRY TO BASTØ FOSEN Fuel efficiency, energy optimisation and maximum functionality were the main priorities for Bastø Fosen’s newbuild. Its builder Cemre Shipyard and the ferry operator tell Rebecca Moore about the construction

Passenger Ship Technology | 1st Quarter 2017

N

orwegian operator Bastø Fosen has taken delivery of a newbuild ferry from Turkey’s Cemre Shipyard which can claim the title of being the longest ferry in Norway.

Bastø Fosen was granted the tender for operating the Horten–Moss ferry line in Norway for 10 further years from the Norwegian Public Roads Administration, from 2017.

The operator’s chief executive Øyvind Lund explained to Passenger Ship Technology: “This new tender includes a requirement for higher capacity, [specifiying] six ferries that can each carry a minimum of 200 cars. The new ferries

will be operating the busiest ferry line in Norway, the Horten–Moss line, which is why this new contract with the Norwegian Public Roads Administration required more ferries all with greater capacity.

“We have built three new ferries in Turkey. They replace two older vessels that were in operation until the end of 2016. These two ferries only carried approximately 112 cars.

“The main requirements for the newbuilds are that they should all have a minimum capacity of 200 cars and meet IMO Tier III environmental requirements.”

Bastø VI has been delivered by Cemre Shipyard. The other two ferries are being

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FERRY PROFILE | 13

built by Sefine Shipyard.

Explaining why Bastø Fosen chose Cemre Shipyard, Mr Lund said: “The decision to build a ferry in Cemre Shipyard was based on a combination of criteria: quality, price and delivery time.”

Samet Cirlak, Cemre Shipyard naval architect and marine engineer, and project manager of the Bastø VI build, gave Passenger Ship Technology an overview of the project. “The main considerations when it came to building the ferry were effectiveness, comfort, energy efficiency and environmental friendliness.”

The ferry consists of two fully independent enginerooms and propulsion rooms, with one engineroom and one propulsion room at each end of the vessel. Mr Cirlak said: “In the event of an individual fault, or damage, at least 50 per cent of the propulsion and electrical power will remain. The auxiliary engines, including their control systems and power supply, are also an emergency electric power source. Modern, efficient and low emission Tier III engines were chosen.”

There are two main diesel engines, one at each end of the vessel. Common rail diesel engines for direct propulsion were installed - General Electric (GE) type GE L250 MDC – designed for burning marine diesel oil (MDO).

The GE 8 L250 MDC is a common rail injection engine with electronic governor.

GE said that its marine version engine has eight cylinders in line, a bore of 250mm, and complies with IMO Tier III and EPA Tier 4 emissions regulations.

GE’s advanced diesel engine emissions reduction technology includes deployment of Engine Gas Recirculation (EGR), which is a technology that reduces the NOx emission by addressing the NOx formation within the combustion chamber of the engine. A portion of the exhaust gas is cooled and rerouted back to the

engine charge air. Since the specific heat capacities of the exhaust gas components are higher than that of air, this results in a reduced combustion temperature and so less NOx formation. Also, due to reduction of the oxygen level in the combustion chamber, less oxygen is available to combine with nitrogen to form NOx. Two 360 degrees azimuth thrusters are directly connected to the main engines, one at each end. The Rolls-Royce AZP100 Azipull thrusters are Ice classed, each with a controllable pitch (CP) propeller. “The thruster installation was optimised with regard to speed and manoeuvrability, to meet requirements and in accordance with detailed computational fluid dynamics calculations,” commented Mr Cirlak.

Two auxiliary engines were also installed, one at each end of the ferry, each with a rating of 250 ekW. “The diesel generators meet all requirements for an emergency source of power and the emissions are in accordance with IMO Tier III requirements, thanks to a selective catalytic reduction system, said Mr Cirlak.

At 142.9m, the vessel is the longest ferry in Norway. “This is because we wanted a ferry with only one deck, so that we can load and unload efficiently, in a few minutes,” explained Mr Lund.

This is the first time that Cemre has built a vessel longer than 140m.

“As the ferry is larger, it required larger thrusters for manoeuvring. The higher and longer the vessel, the greater the wind force and other pressures it faces at sea.

It requires stronger thrusters in order to counter these forces with more propulsion.

Stronger thrusters demand more power, but on this vessel they operate with dedicated power and the ferry has been designed for efficiency, in order to limit the power demand,” Mr Cirlak explained.

The vessel is notable for its fuel

MAIN SUPPLIERS Design Multi Maritime, Norway Diesel engines General Electric (GE), USA Azimuth propellers Rolls-Royce, Norway Central heating system Ulmatec Pyro, Norway Shaft generator including SFC system Betemar Engineering, Turkey

Bridge consoles Betemar Engineering, Turkey Electrical design Betemar Engineering, Turkey Main switchboards Betemar Engineering, Turkey Interior design and furniture Çita Marin, Turkey Interior panels and wet cabins Mercan, Turkey Passenger seats GRL, Turkey Ventilation system Heinen & Hopman, Turkey Intercom systems EDEL, Turkey Radio, navigation and communication system Özsay Deniz Elektroniği, Turkey Common hydraulic aggregates DIMO, Norway Lighting fixtures Glamox, Germany

Basto VI’s fuel consumption is 25-30 per cent less than the ferries currently plying its route

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Passenger Ship Technology | 1st Quarter 2017

14 | FERRY PROFILE

consumption, which is 25-30 per cent lower than the existing ferries plying the route. Its engines emit at least 80 per cent less NOx. Mr Cirlak explained: “Close co-operation with the shipowner and designers resulted in this achievement.

The main areas of attention included fuel efficiency and energy optimisation, high vessel performance and maximum functionality, all of which required detailed analysis and expert knowledge. We are sure that this vessel has set new standards with innovative solutions.”

He singled out weight as an important factor when it came to cutting fuel consumption. “Weight is a very important factor when choosing machinery, equipment and materials. All the equipment and installations were evaluated with reference to weight optimisation and a weight budget was worked out during the design phase that considered the weight optimisation of materials and components. The vessel’s energy consumption is estimated to be less than 30 per cent of the normal consumption of a conventional dieselpowered ferry of the same size. The low energy consumption is a result of a newly developed hull shape and propeller solution, the use of highly efficient heat recovery technology, a newly developed ventilation solution, light emitting diode (LED) lights, and an effective energy producing system with long durability.”

Cemre has developed a ship-specific energy management system with the close co-operation of Bastø Fosen.

The ferry operator has also prepared a Ship Energy Efficiency Management Plan with an associated performance indicator for energy efficiency. Mr Cirlak explained: “The ship energy efficiency operational indicator has been designed for optimisation for different conditions.

As a minimum, fuel consumption and the corresponding energy efficient operational indicator calculations are reported for sailing, manoeuvring, loading and unloading and lay-up conditions.”

Data recording of fuel consumption, distances, cargo and voyage was therefore incorporated into the system, once reporting procedures and the form of presentation had been agreed with the vessel owner.

The energy production system is especially innovative. Two shaft generators are installed, one at each end, and each of them is connected to a Static Frequency Convertor (SFC) system. The

Passenger Ship Technology | 1st Quarter 2017

shaft generators produce constant voltage with variable frequency of between 40Hz and 60Hz. The SFC system converts this to produce energy in the form of 440V of alternating current or 230V of alternating current and 50Hz. Mr Cirlak continued: “It is interfaced with the main propulsion system in order to avoid black-out and to ensure the proper functioning of the system. Special attention has been given to the central heating system design. Heat loss has been minimised through the use of high quality insulation materials. In addition to this, the heating, ventilation and air conditioning system has been designed with low loss in view, and a heat recovery system has been installed for the air handling system.

These systems have been improved with new technology for this project.”

One of the main challenges of building the ferry was the system integration. Mr Cirlak explained: “Integrating the main propulsion system was a major challenge, as it was the first time that some of the systems had been integrated with others.

This meant that the main propulsion system was not a proven design until the end of the project. We did all of the integration and tested the system within a tight schedule, which meant that the suppliers, too, had to design and manufacture equipment to specification and within a tight schedule. Along the way we discussed the technical issues in order to agree on the best systems and on their optimisation.”

Cemre Shipyard is in a strong position to capitalise on the Bastø VI project. Mr Cirlak summed up: “Cemre Shipyard has been a strong company within the shipping industry for the last 10 years, when it comes to newbuildings. Various types of vessels have been built at Cemre Shipyard and these have enabled our new facilities to gain experience. We produce good work with our young and skilled team, and we are always willing to improve our working methods and our results. Our comprehensive newbuilding references demonstrate our experience.

“An important point is that we are flexible, and used to taking on tailor-made projects.

We also carry out technical assessments, gathering information and technical evaluation from engineers and technicians.”

He added: “We are investing in new know-how and new technology in order to meet owner expectations and to continue improving our building skills and processes.” PST

ABOVE: Øyvind Lund (Bastø Fosen): “The main requirements for the newbuilds are that they should all have a minimum capacity of 200 cars and meet IMO Tier III environmental requirements” Weight was an important factor when it came to cutting the new ferry’s fuel consumption

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This advanced technology reduces key emissions by more than 70% without compromising fuel eeciency and provides ~15% more power in virtually the same footprint. The in-engine, simple to install and easy to operate system keeps you on schedule without ca sacriicing cargo, fuel or accomodation space.

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CRUISE OPERATOR | 17

Royal Princess is piloting the Ocean Medallion technology

Carnival’s breakthrough tech the ‘future’ of cruise industry Princess Cruises is to debut Carnival’s game-changing Ocean Medallion technology that promises to transform the cruise industry. Rebecca Moore attended its London launch

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C

arnival Corp and its brand Princess Cruises have taken a huge technology leap forward after announcing the launch of the interactive Ocean Medallion that is positioned to transform the cruise industry.

The 10p coin sized Ocean Medallion will give guests a more personalised experience on board, according to Carnival. With no digital interface, it connects to a newly developed onboard network (the experience innovation operating system, or xiOS) and gathers information about the wearer’s preferences. It is

updated multiple times per second, which enables the infrastructure to present the wearer with relevant options and so maximise their time on holiday.

The new guest experience platform will make its debut on Princess Cruises’ Regal Princess in November 2017, followed by Royal Princess and Caribbean Princess in 2018. It will be rolled out across the Princess fleet over the next three years.

Tony Roberts, vice president of Princess Cruises UK and Europe, told a press conference: “As a new technology platform it really is a breakthrough that does not exist anywhere else. And

it will provide experiences not available anywhere else on the planet right now. It will connect people, faces and cultures around the world. We want to expand the cruise market and elevate the guest experience so significantly that ocean vacations become first choice. How do we provide guest experiences that exceed people’s expectations so that we can grow the cruise industry?

This technology platform allows us to do this.”

Piloting the new technology with Princess Cruises makes sense given the background of the cruise operator, which carries two million passengers

Passenger Ship Technology | 1st Quarter 2017

18 | CRUISE OPERATOR

a year. As Mr Roberts pointed out, Princess has been in the forefront when it comes to developments in the industry.

“Princess is a great innovator.

It was the first to introduce affordable balcony cabins, and the first line to offer fly cruising in the UK. Innovation is at the heart of what we have done and Ocean Medallion is another example of this.”

But he was keen to emphasise that the cruise line was not innovating for innovation’s sake. “These are not gimmicks. We are not doing this to grab a headline.

It is about improving the guest experience and this new technology epitomises this. It is recognising that each guest’s needs are very different. We want to provide an environment which meets needs and

provides an experience that is memorable, so that people want to come back again and again. At the heart of this is Ocean Medallion.”

As well as personalising the cruise, the medallion provides other services. It will streamline the embarkation and disembarkation process, unlock cabin doors automatically for guests, find the location of friends and family on board and pay for merchandise, as well as aiding safety and evacuation. “We will not need to do roll calls, checking numbers. We will know whether people are at muster and whether they are in cabins or on board,” explained Mr Roberts.

Commenting on the streamlining of entry and exit to the cruise ship, he said: “In terms of check-in, all the

We believe this is the future of the holiday experience. Not just the cruise market but the whole holiday market will evolve in this direction.” Tony Roberts, Princess Cruises, UK & Europe

admin is done at home – the passport is scanned, and so on – and so the guest is ocean-ready. They just walk on board, so it is much simpler. We will still need to carry out security and check bags, but in terms of the check-in process, there will simply be a greeting and the guest is on board.”

There are three key components to the new technology. The first is the Ocean Medallion itself, which every guest will have before they start the cruise. “The medallion has simplicity of design. It is so intuitive that you already know how to use it. It has an innovation engine where preferences are stored.”

The second component is the optional digital concierge, Ocean Compass.

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CRUISE OPERATOR | 19

medallions themselves, they will have devices that will show guests’ preferences, such as their favourite drink or whether it is a guest’s birthday. The new technology will enable crew to be more efficient, said Mr Roberts.

A training programme will be rolled out for travel agents.

The importance placed by Carnival and Princess Cruises on this coin sized piece of kit is clear from Mr Roberts’s words: “We believe this is the future of the holiday experience. Not just the cruise market but the whole holiday market will evolve in this direction. PST

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Picture © Finnlines

non-medallion cruise, Mr Roberts said: “Absolutely.

When people learn about the guest experience, the personalisation on offer and the ability to maximise limited holiday time, it will create high demand for those cruises.”

While crew will not have

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This enables the guest to access the information.

They can do this through their own personal device, through the cabin TV or through one of the interactive screens that are situated throughout the cruise ship.

The final component is the xiOS infrastructure with which the Ocean Medallion and Ocean Compass interact. Mr Roberts explained: “This is where personalisation of experience is really clever.

As soon as you get hold of the medallion it gathers information about your preferences. It updates itself multiple times per second, so enabling the infrastructure to present you with things that suit you and maximise your time on holiday. It is completely personalised to the guest and constantly evolving, and it is where all three components come together.”

The cruise operator is not revealing the cost of the technology but, when asked, Mr Roberts conceded that it was the largest technological investment made by the cruise corporation in recent years. Indeed, the work to prepare the platform on Royal Princess gives an idea of the scale of the technology investment: 7,000 sensors, more than 100 new interactive portals and 118km of cabling.

Onboard WiFi, extended with more routers and beacons, is used to power the new technology platform.

Asked about the need for a return on Carnival’s investment, Mr Roberts responded: “By exceeding guest expectations we want to create excess demand for cruise holidays and by doing this grow the market.”

And asked whether cruise customers would choose a medallion cruise over a

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FERRY OPERATOR PROFILE | 21

T

he biggest operator of domestic ferries in the Philippines, 2GO Group, is busy with a number of projects. As well as building two new fast catamarans, it is planning to replace its entire fleet eventually and to use liquefied natural gas (LNG) dual fuel and renewable energy for propulsion.

The Manila-headquartered group operates eight fast ferries through SuperCat Fast Ferry Corp, a subsidiary of 2GO, and 13 ropax vessels, as well as six container vessels and four chartered container ships.

Two new 30m catamarans are being built by Australian shipyard Austal and will join the SuperCat brand. SuperCat Fast Ferry Corp has awarded Austal a US$9.7 million contract which includes the provision of spares.

Transporting up to 300 passengers each at up to 25 knots, the two catamarans will join the fast ferry fleet operating between 10 ports throughout the Philippines archipelago.

The two Incat Crowther designed vessels are being

2GO GROUP EYES UP RENEWABLE ENERGY AND LNG Philippines ferry operator 2GO Group is building new fast ferries and looking at options including solar energy and LNG. Rebecca Moore visited the company’s headquarters in Manila to meet its head of shipmanagement

built at Austal’s yard in the Philippines and delivery is scheduled for June 2017.

2GO head of shipmanagement Eduardo Dela Cruz told Passenger Ship Technology: “The market is growing, the demand for better ships is there, and there is pressure from regulators,

class and the Government to modernise and upgrade fleets.”

The new fast craft will have conventional propellers – unlike two of the current SuperCat fleet, which have a waterjet propulsion system. These two ferries will be converted to conventional propellers. 2GO aims to have the conversion work

finished by the middle of 2017.

“We will modify the hull to accommodate the new engine and convert them to the conventional propeller. The waterjet does not work well as there is a lot of debris in the waters in the Philippines. The fuel consumption is better too.

For the speed requirements

2GO is to use AkzoNobel’s Intersleek biocide-free fouling control to boost energy efficiency.

Credit: AkzoNobel

22 | FERRY OPERATOR PROFILE

on these routes, we only need conventional propellers,” explained Mr Dela Cruz.

2GO plans to place another order for a SuperCat next year.

The new orders are part of a wider programme to replace the entire 2GO passenger ship fleet, which is being driven by new Philippines regulations.

Speaking about ferry operations in general in the Philippines, Mr Dela Cruz said: “For a long time domestic operators were buying second-hand vessels from South Korea and Japan, but we want to modernise the fleet. There are Government incentives to encourage operators to modernise their fleets and add new vessels.

“Furthermore, maintenance is lower for a new vessel than for a 25 or 30 year old vessel and there is less fuel consumption. It also enables us to customise our vessels to match the specific requirements of our routes, for example making sure they are customised for Philippines port facilities.”

The Philippines Government is due to implement a requirement to replace older passenger vessels, as a means of improving the safety of operations. It is not known when this will be implemented or the exact age of the vessels that will have to be replaced. But its introduction is expected to be soon, and the age of vessels is expected to be 25 to 35 years old and above.

Mr Dela Cruz expects that the Government will give ferry operators about three years in

which to meet their obligations under the mandate.

“We will eventually replace all of the fleet, including the container vessels,” he commented. “As a company, all the way to the top, safety is our highest priority.”

A major focus for 2GO is saving fuel costs. Mr Dela Cruz said: “We are spending US$2 billion a year on fuel across all our vessels. We are trying to cut down these costs in the future. That is why we are open to the idea of using lots of different technologies, such as fuel additives. We are also exploring renewable energy, such as solar power.”

Indeed, the company is planning to roll out a solar panel programme across all of its vessels. It is starting with a pilot on one ferry and two container ships. “Solar technology has become cheaper. It has matured and is being used in more marine applications, so we have been having discussions with solar panel companies in South Korea. A couple of vessels have been looked at for proposal purposes. Their roofs have been measured to see how much power can be provided by placing the solar panels there,” explained Mr Dela Cruz.

“When the vessels are navigating, we will use the diesel generators. But we are looking at using solar as well as diesel, as a back-up, when they are cruising, as less power is needed then.” The company is looking into the solar option and at suitable capacitors to

“We are open to the idea of using lots of different technologies, such as fuel additives. We are also exploring renewable energy, such as solar power.”

Eduardo Dela Cruz, 2GO Group

Passenger Ship Technology | 1st Quarter 2017

2GO is looking at using LNG in new vessels. Credit: AkzoNobel

store the solar power.

“We are establishing whether the solar power would be sufficient as a back-up for the engine. If it is not, there are many other electric requirements that it could be used for, such as lighting and sound systems and televisions,” Mr Dela Cruz said.

The ferry operator is also planning to use LNG dual-fuel engines in the future, and to this end is conducting studies to see if its vessels can operate on gas engines. Explaining the appeal of using LNG, Mr Dela Cruz said: “In the near future, LNG will be readily available in the market. It is safer and environmentally friendly and although it requires a different way of managing the ventilation system and the vessel’s fuel system, it provides a lot of benefits. It is also cheaper than diesel fuel.

It would be a good move if we used hybrid engines, even though they are a little more complex than conventional engines. We have asked for a quote for hybrid engines.”

The new SuperCats that are being built will run on diesel fuel, but Mr Dela Cruz said that the next fast ferry order would probably be hybrid.

“We need to do more studies on this, and check operating costs and crew costs.

Crew costs will be higher as the training is different and the

job requires more skill,” he said.

He explained that the vessels would be fuelled with LNG via truck as there are no barges in the Philippines for this purpose.

He expects that eventually, as more shipowners use LNG, suppliers will set one up.

As part of its drive to lower costs, 2GO is planning to use AkzoNobel’s Intersleek biocidefree fouling control coating, across the whole fleet. It is also using AkzoNobel’s Intercept 7000.

Mr Dela Cruz said: “We are doing the whole fleet with the new coating. Every time we drydock we make sure we use the paint (Intercept 7000).

We will use Intersleek 1000 when we carry out full blasting, which is every other drydock.

Some of the vessels are due to use this next year.”

He added: “...in the long run it is better because of the better preservation and anticorrosive benefits, it preserves the steel longer, so you do not have to do blasting every two and a half years, and you generate a lot of savings; less resistance is needed in water, and there are less emissions.”

He singled out the benefit that carbon credits can be used.

Another attraction is that the ferry operator has to report to environmental regulatory bodies, as it operates in a very sensitive environment, so using the biocide-free coating helps in this respect. PST

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Penguin delivered Queen Star 5 to Sindo Ferry in September 2016

REINVENTION AND REINVIGORATION OF PENGUIN INTERNATIONAL Once a regional ferry operator and minor shipbuilder, Penguin International has become a highly successful builder of passenger ferries and mid-sized crewboats.

Rebecca Moore speaks to its chief executive James Tham

S

ingapore’s publicly listed designer, builder, owner and operator of high speed workboats Penguin International has been on a journey over the past decade.

It has transformed itself from a loss-making regional ferry business and a minor shipbuilder into a prolific builder of mid-sized crewboats for the offshore and maritime security industries, as well as a designer and builder of passenger ferries.

Backed by a strong balance sheet with substantially more cash than debt and a globally recognised brand – Flex – Penguin has delivered more

than 100 crewboats since 2006.

Ranging in size from 25m to 50m, most of them were built for stock as part of an internally funded investment programme.

In recent years, the company has included modern International Code of Safety for High-Speed Craft (HSC Code) passenger ferries in its portfolio of products. And late last year it was awarded a US$23 million contract by Singapore’s Ministry of Home Affairs to design, build and maintain two fire-fighting search and rescue vessels for the Singapore Civil Defence Force.

Reinvigoration of the business started when executive chairman Jeffrey Hing and

Passenger Ship Technology | 1st Quarter 2017

managing director James Tham took over the leadership of Penguin in 2008. Mr Tham recalled: “We saw that Penguin was an undervalued company with a rich history and solid assets. It simply needed a bit of tender loving care to focus, nurture and grow it into the successful company that it deserved to be.”

Under the new management team, which included finance director Joanna Tung, who started as an accountant at Penguin and defied the odds in a male-dominated industry, the improvements bore fruit.

Mr Tham said that the sale of the regional ferry business,

Penguin Ferry Services, in 2011 was a major milestone in the company’s transformation.

He said: “Penguin used to be seen, by the public, as a ferry operator between Singapore and Batam, Indonesia. However, the regional ferry business was, and still is, fiercely competitive.

Disposing of it and investing the sale proceeds into the design, construction and operation of crewboats made good sense at the time.”

The reinvention of Penguin was expedited by a shipyard that it already owned in Tuas on the south western tip of Singapore. Penguin Shipyard International had focused on the repair and maintenance of its own fleet of vessels.

However, the site’s 2,500m2 covered workshop with overhead cranes and a 500 tonne marine travel lift, on 12,000m2 of fully concreted ground, meant that the yard was ideal for building aluminium

www.passengership.info

Penguin decided to use its Singapore shipyard to build and repair crewboats and passenger ferries for third party owners as well as repairing its own fleet

SHIPYARD PROFILE | 25

“Converting ferries is not our normal business and in fact most shipyards shun it. However, our relationship with Sindo Ferry gave us the motivation and the confidence to take on this project.”

James Tham (Penguin International)

workboats and ferries safely and quickly, in addition to serving as a repair facility.

Today, as well as designing and building crewboats and ferries for third party shipowners, Penguin charters out its own Flex crewboats in Malaysia and Thailand, and provides ferry transportation services within Singapore waters.

“We usually own and operate what we design and build,” Mr Tham enthused. “This sets us apart from pure builders and pure operators. As a builder, we understand the trials and tribulations of being a shipowner.”

Mr Tham said that the company’s Singapore base and its heritage were a strong pull for attracting business. “We are a Singaporean company, born and bred. That alone is a competitive advantage. Singapore itself is a brand. It is known for honesty, quality and competitiveness.”

As well as crewboats, designing and building passenger ferries is an integral part of Penguin’s portfolio, a service offering that is helped by the fact that Penguin is no longer viewed as a competitor in the regional ferry market.

That is one reason why Singapore’s Sindo Ferry – the former Penguin Ferry Services – regularly sends its vessels to Penguin’s shipyards in Singapore and Batam for repair and docking.

Sindo Ferry has even

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ordered three newbuild HSC Code monohull ferries from Penguin. Based on a design purchased by Sindo Ferry and jointly developed with Penguin, the Queen Star series is Sindo Ferry’s flagship vessel type.

In September 2016, Penguin delivered Queen Star 5, followed by Queen Star 6 in December. Queen Star 7 is under construction, with delivery scheduled in the third quarter of 2017.

The series began with Queen Star 3, a partially built West Australian ferry converted by Penguin from Australia’s National Standard for Commercial Vessels to HSC Code, and improved in the process.

“Converting ferries is not our normal business and in fact most shipyards shun it,” Mr Tham explained. “However, our relationship with Sindo Ferry gave us the motivation and the confidence to take on this project. We had numerous sleepless nights, but it was all worth it in the end.”

Queen Star 3 has a registered passenger capacity of 268, including 10 VIP seats and six crew seats. Sister vessels Queen Star 5 and Queen Star 6 look similar to their predecessor but incorporate substantial improvements in passenger and crew comfort.

These ferries stand out because their hullforms are sleek and slender, Mr Tham said.

Other ferry newbuilds by Penguin in recent years include three catamarans for the Shipping Corporation of India and four monohull ferries for another Singapore–Batam ferry operator, Horizon Fast Ferry.

Both ferries were designed by BMT Nigel Gee in the UK. Indeed, Penguin has enjoyed a good working relationship with BMT Nigel Gee over the past decade.

Commenting on their working relationship, Mr Tham said: “We have learned to manage and complement each other’s strengths and weaknesses.

Designing and building a high speed aluminium vessel takes meticulous planning and an eye for detail. You spend as much time thinking about weight as you do about design.”

Penguin’s strategic alliance with BMT Nigel Gee has resulted in the recent contract awarded by the Singapore Government’s Ministry of Home Affairs. Mr Tham declined to comment on this project, citing client confidentiality.

Penguin might have seen its fortunes turned around, but its management are not resting on their laurels. They are keenly ambitious to develop new products and expand the shipbuilder’s business globally.

Penguin’s latest crewboat concept is a 42m, 30 knots triple-screw crewboat powered by three Caterpillar

C32 ACERT main engines.

Dubbed the Flex-42X, the vessel has 70 business class reclining seats and two VIP cabins on the main deck, as well as 100,000l of fuel capacity and 20,000l of fresh water capacity, plus a 110m2 cargo deck and two external fire-fighting monitors with a combined FiFi ½ half firefighting capability.

Designed in partnership with BMT Nigel Gee, the new Flex-42X scores a number of industry firsts for a midsized crewboat. These include the fact that it is the world’s fastest triple-screw mid-sized crewboat powered by three conventional Caterpillar C32 ACERT main engines, and the world’s first Maritime Labour Convention certified mid-sized crewboat. It has single and double crew cabins with natural lighting, generous living spaces and in-room conveniences.

The Flex-42X will eventually join Penguin’s product line in its built for stock programme.

Penguin does not yet build passenger ferries for stock. “We are open to building different types of high speed craft for stock, including passenger ferries, but we must first identify or carve out a niche – something that is not too specialised and that is generic enough to cater for a broad spectrum of shipowners,” Mr Tham said. PST

Passenger Ship Technology | 1st Quarter 2017

26 | HOW TO

Self-sealing cable transits: a new kid on the block Self-sealing cable transits are the future of wireless internet networks on cruise ships, explain STI Marine’s Ruben Wansink and James P Stahl*

Ruben Wansink (STI Marine): “Major advantages of these new cable transit devices include the ability to significantly reduce both upfront installation costs and the total cost of ownership”

C

ruise lines have invested millions of dollars in infrastructure to provide wireless internet access for customers.

New generation technology platforms require network cabling modification, and the one item that has not kept up with the times is the cable transit through which the cables are routed through bulkheads and decks.

However, over the past few years a new cable transit technology has emerged. Self-sealing cable transit devices are purpose-made to handle cables passing through non-watertight bulkheads and decks that will be subject to frequent moves, additions and changes. The new generation transits incorporate self-sealing foam pads that automatically adjust to the cable load. As cables are inserted the pads retract, thereby allowing the cables to pass through unchecked.

After the cables are installed, the pads rebound to seal themselves tightly around the grouped cables. The soft, supple foam conforms to the cables. In the event of a fire, the pads will expand with the heat to form a dense, insulative char that resists the passage of flames, hot gases, and smoke in accordance with IMO’s International Code for the Application of Fire Test Procedures (FTP Code) requirements.

Major advantages of these new cable transit devices include the ability to significantly reduce both upfront installation costs and the total cost of ownership. Once the self-sealing cable transit is installed, there are no additional actions other than running the cables.

And since the devices seal automatically, the time that would ordinarily be reserved for sealing the cable transits after cable installation can be reallocated to other construction activities.

Shipowners and operators benefit in the long term. Since self-sealing cable transits always remain sealed, there is no risk that they would ever be left unsealed as traditional cable transits can be. This eliminates compliance problems during safety surveys, while safeguarding passenger safety. The added benefit is that cable changes can be made remotely by leaving pulling strings inside the cable transits. Cable moves, additions, and changes are made quickly and efficiently, without the need to re-open

Passenger Ship Technology | 1st Quarter 2017

transit frames or make new openings in the division during refurbishment.

As advantageous as self-sealing cable transits can be, they are specifically intended for use in non-watertight divisions. Cable penetrations in watertight divisions should still use cable transit products that provide a hermetic seal, such as a traditional block and transit frame or a liquid-applied sealant. The self-sealing cable transits provide an excellent air and smoke seal, but it is not a hermetic seal and thus they are not rated for use in watertight divisions. Nevertheless, in cruise line construction, a great many of the penetrations will occur in non-watertight divisions, so shipyards and shipowners can expect substantial cost and time savings.

Shipyards have been calling for a better way to address cable penetrations in nonwatertight divisions for decades. With the introduction of self-sealing cable transits, such as STI Marine’s EZ-Path Marine Cable Transit, their requirement has been met. Certification and classification societies, including DNV GL, ABS, and Bureau Veritas, have rigorously examined this new class of product. In fact, the International Association of Classification Societies’ (IACS) FTP6 interpretation of IMO’s regulation for the testing and approval of pipe penetrations and cable transits for use in “A” class divisions (IMO FTP Code 2010 Annex 1, Part 3), published in 2013 and revised in 2015, included additional provisions for evaluating non-traditional cable transits. Beyond that which is required for traditional cable transits, self-sealing cable transits have been evaluated to these additional testing and design criteria to verify performance.

The resulting published type approvals validate conformity with the FTP Code as well as with the additional criteria set out in FTP6, assuring shipbuilders and owners of the safety and compliance of the devices. As shipyards continue to integrate self-sealing cable transits, and owners demand their use, this new class of products is quickly becoming the benchmark standard for cable penetrations in non-watertight divisions. PST

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MANOUEVRING AND PROPULSION | 29

PROPULSION PROVIDERS MANOEUVRE TO KEEP UP WITH OPERATOR REQUIREMENTS

M

odern day passenger vessels, from small commuter fast ferries right up to large cruise ships, all have to be highly manoeuvrable in port, comfortable to sail in, capable of operating with high levels of fuel efficiency, and environmentally friendly.

Balancing these requirements can be a complex task, but leading technology providers continue to upgrade their product portfolios to successfully meet evolving operator requirements.

Wärtsilä, for example, has introduced its new WTT-36 and WTT-40 transverse thrusters over the course of 2016. The latter has been specifically designed to meet cruise lines’ need for increased thrust levels. The first WTT-40 units are now being constructed and will be installed on a cruise vessel newbuilding to be delivered later this year.

The WTT-40 is the first Wärtsilä transverse thruster specifically designed for the 4,000kW power segment and is available with either a controllable or a fixed pitch propeller. Greater manoeuvrability is one of the main improvements claimed

by Wärtsilä for the WTT-40, along with reduced noise and vibration. The company also highlights features such as new lubrication and hydraulics systems which have been designed to increase fuel efficiency and reduce

www.passengership.info

Recent months have seen the launch of a number of propulsion system upgrades which will feature on new passenger ships as well as retrofits, enhancing manoeuvrability, comfort and efficiency

maintenance costs.

Alongside its higher power rating, the WTT-40 is distinguished from earlier generation models by its propeller diameter. Whereas standard 3MW or 3.5MW transverse thrusters employ a 3m diameter propeller, the

new thruster uses a 3.4m diameter propeller – the first time Wärtsilä has offered a propeller of this size. These larger propellers are more efficient and can provide more thrust, the manufacturer notes.

Wärtsilä has also designed a hydraulic system for the

WTT-40 that combines the lubrication of the thruster’s gears and bearings with that of the hydraulics for the pitch actuation of the propeller. By combining these two systems, the conventional hydraulic power pack needed to operate the propeller’s pitch is made redundant. And by bringing the two systems together, Wärtsilä has enabled the hydraulic setting for the propeller to be built directly onto the steel construction of the thruster itself. The changes make the thrusters easier to install and to maintain, Wärtsilä claims.

As a further improvement, the WTT-40 thrusters contribute to a reduction in noise and vibration levels.

Wärtsilä says it is encouraging cruise ship designers and owners to consider investing in transverse thrusters with fixed pitch propellers because of their greater efficiency and reliability and the fact they produce less noise and vibration. “The most effective way to reduce noise and vibration is by switching to a unit with a fixed pitch propeller and variable speed control. However, with the WTT-40, both controllable pitch propellers and fixed pitch propellers bring this benefit. A larger propeller and the careful design of the shape of the propeller tunnel to optimise flow help manage noise and vibrations,” comments Joost van Eijnatten, application engineering manager for

Passenger Ship Technology | 1st Quarter 2017

30 | MANOUEVRING AND PROPULSION

Wärtsilä Marine Solutions.

Rolls-Royce’s Azipull thrusters, with a pulling propeller and underwater skeg, have proved a popular option for shortsea and coastal ferries since they were introduced in 2003. This year, a new permanent magnet type azimuthing pulling propeller (AZP-PM) will be introduced.

This will have an L-drive configuration and will use the same underwater unit as a conventional Azipull thruster, but with a vertical shaft PM motor integrated into the upper part of the unit.

Three propeller types – controllable pitch, fixed pitch and fully feathering – will be offered for the AZP-PM, with the choice dependent on vessel type and operational requirements. Rolls-Royce highlights the fact that the fully feathering version has the

ability to align the propeller blades with the water flow, to minimise drag when the thruster is not powered. This option, it believes, will be particularly advantageous for double-ended ferries, where the aft unit is normally powered and the forward unit is fully feathered.

One of the biggest passenger ship projects with which Rolls-Royce is currently engaged is the building of Roald Amundsen and Fridtjof Nansen, on order at the Kleven shipyard, for Hurtigruten. Both cruise ships, due for delivery in 2018 and 2019 respectively, will feature two Azipull propellers using PM technology. They are the first delivery of this technology

by Rolls-Royce.

Norwegian company Servogear continues to upgrade its product range to achieve high levels of

manoeuvrability and propulsion efficiency as well as passenger comfort, on board high speed ferries in particular.

The recently introduced Comfort Class Propeller has been designed especially for passenger vessels, delivering very low levels of noise and vibrations while maintaining the same levels of efficiency as earlier generation propellers.

Last year Servogear undertook a number of refit projects for Rødne Fjord Cruise’s fast ferry fleet, replacing traditional Servogear propellers with the new Comfort Class Propeller type. Test results have been very promising, the company says, with customers expressing considerable satisfaction.

Lars André Rødne, chief executive at Rødne Fjord Cruise, says: “We have changed to the Comfort Class Propeller on two of our vessels

so far, with great results. On Rygerfonn, the first vessel on which we have been able to document the before and after situation, performance is good. We have seen enhanced comfort levels for our passengers, while fuelefficiency rates have been maintained, which is greatly appreciated.” Rødne Fjord Cruise is planning to upgrade two more vessels as a result of this positive experience.

Servogear is also achieving considerable success with conventional propeller technology in the fast ferry segment, supplying manoeuvring systems from Scana Mar-El as part of its controllable pitch propeller package, which it markets as the Ecoflow Propulsor. The company has been contracted to equip a series of 15 fast ferries with Ecoflow Propulsors.

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MANOUEVRING AND PROPULSION | 31

The 39m ferries are being built in Turkey at Özata Shipyard for the Ýzmir municipal authority.

The most recent delivery was Gezi, the 13th in the series, which was handed over last November having successfully completed sea trials. All of these so-called CarbCAT class fast ferries are equipped with Servogear controllable pitch propeller systems.

Work on the remaining two fast ferries at Özata Shipyard is underway and these are due for completion this year. Also in hand is an order for three fast ferries for Norwegian waterway operators, including a 24m passenger catamaran ordered last year by Brødrene Aa for Boreal Transport Nord.

Since 1973, Servogear has delivered propulsion and manoeuvring systems for a total of 237 fast ferries, so these latest orders continue a strong track record of success in this niche market.

Looking to the future, working together with NCE Maritime CleanTech and other companies, including Wärtsilä and Fjellstrand, Servogear is now involved in an interesting project to develop a green passenger ferry type. The Urban Water Shuttle concept features low weight and sustainable materials, including aluminium, as well as the latest battery technology.

Late last year the Norwegian Government granted funds to produce a prototype vessel.

Servogear is getting ready to develop a new energyefficient propulsion system for this project. Torleif Stokke, Servogear managing director, says: “We have been working along with other project members to get to this stage.

Thanks to the new Pilot-E programme the project is now being realised. As we expect to be exporting most of our production, we have already met businesses in big cities worldwide that could really benefit from the Urban Water

Shuttle concept.”

Towards the end of last year, Finland’s Steerprop launched a new generation of ducted azimuth propulsors featuring an upgraded design and a number of technical improvements. According to Steerprop, the latest SP propulsors offer agility and endurance in a compact

package and are both lighter and more robust than earlier generation units.

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INTERIORS | 33

CRUISE AND FERRY INTERIORS UP THE ANTE ON REBRANDING AND FUEL SAVING Rebranding and new technical solutions have become the focus of the sector that provides cruise ships and ferries with their interior design

I

Gabriele Cafaro (Marine Interiors): Shipowners have increasingly asked for lower weight so that more content can be added to the ship without affecting its performance

www.passengership.info

nterior rebranding is becoming more important than ever before to cruise ship and ferry operators.

Marine interiors specialist Trimline published a white paper in January this year on the subject. Entitled Ship Interior Rebranding, the paper explains the benefits to the operator of this growing trend. “A company’s brand is what makes it unique and helps it to stand out against the competition. By incorporating a company’s brand values into the interior design of its ships, Trimline enables its clients to communicate their corporate attributes, personality, key messages and beliefs to their guests. This results in greater customer loyalty and potentially higher profits.”

It said that Trimline has carried out more than 10 projects within this area in recent years, for vessels including cruise ships and ferries. These include the recent rebrand and transformation of Royal Caribbean International’s Splendour of the Seas into TUI Discovery, one of the largest ships in the Thomson Cruises fleet. The project took place over a six-week period in Cádiz in Spain.

The white paper explained: “TUI Discovery was a new type of ship for the Thomson brand and required a strong focus on high specification luxury and elegance for its refurbishment. Trimline relied on the company’s rich heritage and experience, as well as an adeptness in finding innovative solutions for areas which included a contemporary Live Room entertainment space. Meticulous pre-planning to maximise the work efficiency ensured that the extensive refurbishment was completed

within the six-week timescale to meet the ship’s in-service date.”

As a result of the success of the project, Trimline has been awarded the TUI Discovery 2 rebranding project, which starts in March this year.

Adrian Hibbert, Thomson Cruises’ director of operations, said: “TUI Discovery marks a step change for Thomson Cruises, building a product that offers our customers more dining, entertainment and cabin choice. To deliver our vision we embarked on a major refurbishment project and had confidence that Trimline could deliver on time and budget and, most importantly, exceed the expectations of our customers.”

A ferry project undertaken by Trimline last year was the rebranding and refit of DFDS’s latest cross Channel ferries, Côte des Flandres and Côte des Dunes, which took place at Damen Shiprepair Dunkerque.

“The challenge of the double ship transformation required careful pre-planning and superior project management by the expert in-house project management team, to ensure the work required was delivered on time and on budget,” said Trimline’s white paper. “Trimline spent considerable effort in cost engineering the project from an early stage whilst working closely with DFDS and the designers to ensure that the brief was adhered to using innovative solutions and all within the agreed budget.”

The large-scale refurbishment required the manufacture and installation of “high quality serveries and bars in the public areas which needed to be delivered in a very short timescale,” said Trimline’s paper. A total of over 63,000 man-

Passenger Ship Technology | 1st Quarter 2017

34 | RUNNING HEAD sub

Newbuild Bastø VI’s accommodation is “much more innovative than reference vessels,” says its builder Cemre Shipyard

hours ensured that the two ships were completed in 84 days.

Meanwhile, Marine Interiors, a Fincantieri business, has made good progress since it was established just a short time ago, in July 2014. Gabriele Cafaro, Marine Interiors chief executive, told Passenger Ship Technology that the company had been established to enrich the Fincantieri Group’s overall product portfolio, integrating cabin design and production into its design and construction flow.

He continued: “The event marks a major meeting of knowledge. Marine Interiors combines the 20 years’ experience in cabin construction and refurbishment of the former Santarossa, acquired on 5 May 2015, with Fincantieri’s world leading experience in ship construction and refurbishment and its solid financial background.”

Marine Interiors is already among the leaders in cabin and wet unit construction for cruise ships. It has carried out 54 newbuilding and 39 refurbishment projects for almost 20 customers.

Its growth has been impressive, increasing its revenues from the €30 million generated by the former company in 2014 to almost €100 million in 2016, and a plan for more than €200 million in the next two years.

Marine Interiors’ operations have been concentrated into a brand new facility in Pordenone, half-way between the

714 282

34,000 litres

Monfalcone and Marghera shipyards, that covers more than 30,000m3 and employs 200 people.

This year it is opening a new panel factory on the site, which will be able to produce a new low-weight panel. Dr Cafaro said: “Shipowners have increasingly asked for lower weight so that more content can be added to the ship without affecting its performance.” He said that a 2,500 cabin ship can save up to 200 tonnes in gross weight by using this new panel.

Other innovative projects that are underway include the My Cabin concept, which is a smart cabin with domotic (home automation) features and interaction with smartphones and tablets, and Greenlight, a new bulkhead made with environmentally-friendly materials and with the lowest weight available worldwide. Marine Interiors also provides conceptual solutions under the Marine Interiors Solution name.

It carried out eight cruise ship refurbishment projects last year, including Carnival Cruise Line’s Carnival Inspiration (194 wet unit floors) Holland America Line’s Oosterdam which included 25 cabins, and Disney Cruise Line’s Disney Wonder, for which the job included bulkheads, ceilings and doors for 13 officer cabins. In October, it carried out a four-cadet cabin conversion on board Holland America Line’s Koningsdam.

Over in the newbuild ferry sector,

4,500 m2

tables

paint

1,000 m2 of tiling

2,470

of carpet

chairs

accommodation was an important priority for Norwegian operator Bastø Fosen’s new ferry Bastø VI, which was delivered by Turkey’s Cemre Shipyard (see page 12). Samet Cirlak, Cemre Shipyard naval architect and marine engineer, and project manager of the Bastø VI build, told Passenger Ship Technology: “Accommodation was arranged in accordance with the NorthEuropean standard for passenger ferries and was much more innovative than reference vessels with regard to the standard of accommodation. The quality standard, materials and complexity of the accommodation, outfitting, machinery and equipment are outstanding.”

The accommodation includes a saloon with a 360 degrees view, for 600 passengers.

Other features are universal design for easy access, special designs for elderly and disabled persons, a playroom for children, and kennels for dogs that are travelling with their owners.

The shipyard worked closely with the ferry operator on the interior design. Mr Cirlak said: “For the interior work, various colour, material, and furniture plans for the passenger lounge with its kiosk area were presented to the owner.”

He said that one of the main aims of the project was to provide good protection against noise under all service conditions for the wellbeing of the crew and passengers. PST

5,500 m2

of Amtico flooring

880 m2

21 km

of LED rope lights

light fittings

CÔTE DES FLANDRES / CÔTE DES DUNES REBRANDING IN FIGURES Source: Trimline

Passenger Ship Technology | 1st Quarter 2017

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COATINGS | 37

Biocide-free coatings gain ground in passenger ship sector

A

kzoNobel’s Marine Coatings business has launched a new biocide-free fouling control coating, Intersleek 1000, making it easier for ship operators to switch to more sustainable shipping.

Passenger Ship Technology caught up with Robert Wong, AkzoNobel Marine Coatings marketing director and Richard Towns, marine manager, to hear more about it and how it can benefit passenger ships.

Intersleek 1000 is the first fouling control coating to be based on Lanion technology, which incorporates biorenewable raw material that helps to deliver enhanced vessel performance. This means that hulls coated with Intersleek 1000 maintain an ultra-smooth surface, reducing drag and lowering fuel consumption and emissions.

Mr Towns explained: “We

are looking at sustainability and at ways to reduce carbon footprint. Intersleek 1000 is part of a wave of technologies we are looking at launching into the antifouling market. It is designed for the self-polishing copolymer type antifouling market, as this kind of biocidefree technology is often beyond the reach of customer budgets. We are offering Intersleek 1000 to give them choice within their price range.

This is a key reason this product was launched.”

Intersleek 1000 was trialled for five years on a roro vessel operated by an Italian shipowner, leading to proven fuel savings of 6 per cent. Importantly, the coating links into AkzoNobel’s carbon credit scheme. Mr Towns said: “This technology saved 1,500 carbon credits over a five year period.

The numbers come from

Philippines ferry operator 2GO and Italy’s Grimaldi Group have been using AkzoNobel’s new biocide-free coatings and its carbon credit scheme – and Grimaldi has been using Hempel’s silicone hull coatings, too

independently verified data, which was collected from the shipowner before and afterwards, and the numbers were examined rigorously.”

AkzoNobel’s carbon credits methodology has been developed over a number of years in conjunction with The Gold Standard Foundation and the Fremco Group.

Launched in 2014, it is the first initiative of its kind that financially rewards shipowners for investing in sustainable hull coatings that improve

operational efficiencies and reduce emissions.

Mr Wong said: “This drives credibility for the figures that are used. In times past all sorts of claims were made about fuel savings, and the problem was one of proof. Owners want a robustness in how these savings are measured and calculated.” He said that the tool used by AkzoNobel, Intertrac Vision, uses 3.5 billion data points to develop algorithms as well as collaboration with energy institutes. “It is all about

Grimaldi has used AkzoNobel’s biocidefree coating as well as its carbon credits scheme. It has also been using Hempel’s silicone hull coatings

www.passengership.info

Passenger Ship Technology | 1st Quarter 2017

38 | COATINGS

transparency, credibility and robustness and I do not think that anyone else can say they have this,” Mr Wong commented.

The biggest domestic ship operator in the Philippines, 2GO, is planning to use AkzoNobel’s Intersleek series across the entire fleet. It is also using AkzoNobel’s Intercept 7000 which is a low friction, linear polishing antifouling solution.

2GO head of shipmanagement Eduardo dela Cruz said: “We are doing the whole fleet with the new coating. Every time we drydock we make sure we use the paint [Intercept 7000]. We will use Intersleek 1000 when we carry out full blasting, which is every other drydock.

Some of the vessels are due to use this next year.”

He made the point that carbon credits can be used, which is a particular benefit (see page 22).

Italy’s Grimaldi Group has received the largest number of carbon credits ever to have been issued through the carbon credits programme. Fourteen Grimaldi vessels – roros, pure car and truck carriers, cruiseferries and ropax ferries – were validated and verified within the carbon credits programme.

Each vessel was converted from a biocidal antifouling system to a premium, biocidefree advanced hull coating technology from International’s Intersleek range of coatings.

Philippines operator 2GO applying AkzoNobel’s Intercept 7000 to a ferry (credit: AkzoNobel)

issue of carbon credits demonstrates Grimaldi’s commitment to its social and environmental responsibilities, and to pioneering the market in developing transport and logistics solutions that are founded on sustainability.

The shipping industry is under considerable pressure to improve operational and environmental efficiencies and AkzoNobel’s carbon credits programme is an initiative that can play a significant role in helping achieve this.”

Grimaldi was presented with a total of 109,617 carbon credits through the awardwinning programme, which rewards shipowners for converting to sustainable hull coatings, such as those available in AkzoNobel’s International range.

Each carbon credit represents the avoidance of one tonne of CO2 being

“This has resulted in significant fuel and emissions savings, reducing energy consumption across Grimaldi’s global fleet” Claes Skat-RØrdam, Hempel Grimaldi Group’s external relations manager Paul Kyprianou said: “Being awarded the largest ever

emitted to the atmosphere.

The credits can either be sold on the carbon markets – where they are valued at in

Passenger Ship Technology | 1st Quarter 2017

excess of US$500,000 based on current prices – or used to offset emissions from other parts of an organisation.

Grimaldi has also been using Hempel’s silicone hull coatings and applied these to more than 30 vessels, as part of its ‘green profile’ programme, to reduce both operating costs and emissions.

Since 2011, the Group’s energy saving technical department has overseen the application of Hempasil X3 or Hempaguard X7, or both, to freight cruisers, roros, car carriers and passenger ferries.

“This has resulted in significant fuel and emissions savings, reducing energy consumption across the Group’s global fleet and helping to realise the organisation’s long-term commitment to improving environmental performance,” said Claes Skat-Rørdam, Hempel fouling control marketing manager.

To achieve optimum results, two advanced fouling defence coatings were applied to Grimaldi’s vessels. More than 100 Hempel coatings advisors were involved in coating the 30 selected Grimaldi vessels with the two products, which “have delivered significant operational savings, helping Grimaldi remain competitive in a challenging market,” said Mr Skat-Rørdam.

He explained that Hempasil X3 uses a combination of

hydrogel and silicone technology to combat fouling. “The silicone gives the hull a smooth nonstick surface, while the hydrogel makes the vessel’s hull appear as liquid, so the organisms do not attach themselves. The award-winning Hempaguard X7 was also applied to deliver a major reduction in fuel consumption and associated CO2 emissions – 4 to 8 per cent in the first year. It uses a combination of hydrogel– silicone and an efficient foulingpreventing biocide,” he said.

Highlighting the importance of hull coatings for the cruise sector, Mr Skat-Rørdam said that these ships generally operate in warmer waters, regularly switch from slow steaming to service speed and can have long idle periods in port which tend to encourage fouling. “The impact of a suitable hull coating on operational efficiency can therefore be significant.”

He summed up: “Cruise and passenger ship operators are keen, too, to minimise the impact of their vessel on the marine environment, for the benefit of their passengers.

Coatings solutions that deliver greener operations should have a high solids ratio and low biocide content. The higher the solids content, the less volatile organic compounds are released into the atmosphere on application.” PST

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LIFEBOATS AND DAVITS | 41

The LifeCraft can be integrated directly into the ship's hull

VIKING’S NEW LIFECRAFT REVEALS STRONG INTEGRATION BENEFITS The revolutionary LifeCraft is closer to being launched and offers beneficial integration possibilities, while possible new proposals on damage stability will affect the passenger ship lifeboat sector

V

iking Life-Saving Equipment’s groundbreaking LifeCraft has moved closer to its entry to market, with the first flag state approval expected this summer.

Niels Fraende, Viking director, passenger division, told PST that all tests had been completed other than the final sea trial, which is taking place this spring. ”We can see light at the end of the tunnel and that is very encouraging,” he said. The LifeCraft will be ready to go to market next year, when Viking expects to supply the first units.

Viking is currently working with several vessel operators, looking at general arrangement designs of their new ships and at how the LifeCraft can be integrated. “There are currently many passenger newbuilds on contract and on their way into contract, so this is a market with a lot of potential for us,” commented Mr Fraende.

There are two ways that the LifeCraft can be integrated into a vessel. Either it is installed on deck inside a dedicated compact storage unit, or it can be integrated directly into the ship’s hull.

“Especially the latter will enable entirely new ways of laying out the vessel, freeing up recreational deck space and allowing operators

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to gain more capacity,” said Mr Fraende and added. “Also, by integrating the LifeCraft into the ship’s side, both the storage unit and the actual system will be totally encapsulated in a climatised environment away from harsh environmental factors such as salty ocean spray and humidity. Eventually, this ensures an even higher longevity and operational safety margin on the functionality of all the different system elements.”

Mr Fraende felt hull integration remains a bit down the road and that rather, the first ships using the LifeCraft would opt for installing the system with the storage unit placed on deck, with operators perhaps then later deciding to go for full-scale hull integration.

In support of the storage unit based setup, Viking is working closely with an esteemed industrial design agency, to optimise the visual appearance of the unit. “The designers have done a great job on the exterior of the storage unit providing a look and feel easily integrated with the majority of passenger and cruise ship designs. Actually, the looks also contribute to the sense of safety experienced by passengers and crew,” Mr Fraende explained. “When

Passenger Ship Technology | 1st Quarter 2017

42 | LIFEBOATS AND DAVITS

something looks good and solid, it reassures those looking at it of its functionality and ability to save lives.” The new design has been finalised and will feature on the first LifeCraft systems delivered.

To the future

Meanwhile, passenger ship safety was high on the agenda at IMO’s Maritime Safety Committee meeting MSC 97 in November, as regulators pushed forward with new proposals for damage stability and survivability in the event of a collision. Further work on the proposals was seen as necessary before the MSC meets again in June next year.

The proposed new regulations will apply to all passenger ships contracted from 2020, or with keels laid from 2022, or delivered from 2024, and will supersede previous Solas 2009 provisions. The safety proposals, which have involved work by the European Maritime Safety Agency (EMSA), flag state representatives, and ship operators, designers and builders, have focused on a ship’s ability not to founder following a collision. The key objective has been to achieve a significant increase in the Required Subdivision Index ‘R’.

Ari Huttunen, head of ferry design at Foreship and one of the industry’s leading experts in ferry and passenger ship safety, explained: “Damage stability is about ships not sinking in the event of a collision or grounding. The current legislation, embodied in Solas 2009, is based on probability and presented as an index – the Required Subdivision Index ‘R’. It must be shown by calculations that a ship design exceeds the value of ‘R’.

“In the Solas 2009 regulations, the calculation of ‘R’ depends on the number of persons on board and the total lifeboat capacity.

The formula penalises ships which have fewer lifeboat seats than the total number of persons on board. In practice this is the case on every passenger ship, as a large proportion of the persons on board will need to use liferafts.” This places limits on designers, and especially on ferry design, said Mr Huttunen.

“As proposed, the new regulations will raise damage stability requirements on new ferries, but they will include a different way of calculating ‘R’, so that the number and capacity of lifeboats on board is no longer a factor in the calculation.”

Mr Huttunen has noted a recent surge in demand for passenger ship design consultancy services, as clients seek guidance on what the new regulations will mean from a practical point of view − not least because there are no easy options towards compliance. He explained that meeting the new regulations is likely to involve trade-offs between various design criteria, with a complex optimisation process necessary to offset gains made on one hand and drawbacks on the other.

He gave a straightforward example of how self-evident improvements in one area can have negative consequences elsewhere.

Increasing the freeboard of a ferry, for example, should improve its damage stability because it would be able to take in more water before potentially capsizing or sinking. However, damage stability may also be improved by increasing the beam which increases initial stability − the metacentric height (GM) − and reduces the risk of capsize.

However, the adverse result is a shorter roll period. This is uncomfortable for passengers, particularly on upper decks and in heavy seas, and also risks personal injury and damage to cargo, fixtures and fittings. Mr Huttunen explained that ferry designers therefore aim for relatively low GMs to improve seakeeping, and an optimisation process is required to find the best compromise between freeboard and GM in the applicable seakeeping range.

He summed up: “For designers, owners and operators, the task at hand is to work within the trade-offs that the new regulations imply and optimise the overall safety and efficiency of passenger vessels.” PST

Passenger Ship Technology | 1st Quarter 2017

DAVIT DEVELOPMENTS Italy’s Navalimpianti and Tecnimpianti are working on a number of cruise ship projects within the lifesaving appliance sector. These projects include: • MSC Seaside, which is under construction at Fincantieri Monfalcone. The group is supplying 12 semi-gravity hinged davits for lifeboats (each of at least 313 persons capacity), four semi-gravity hinged davits for combined lifeboat/tenders (each of at least 267 persons capacity as a lifeboat and at least 220 persons as a tender) and two semi-gravity hinged davits for lifeboat/rescue boats (each of at least 60 persons capacity as a lifeboat and six persons capacity as a rescue boat).

• Fincantieri hull 6243, under construction at Fincantieri Marghera. The group is supplying 20 fixed outboard launching systems with hydraulic winches suitable for partially enclosed lifeboats (each of at least 305 persons capacity), and two telescopic rescue hydraulic davits with electric winches suitable for rescue boats (each with capacity for six persons).

• Fincantieri hull 6244, under construction at Fincantieri Marghera. The group will supply 14 semi-gravity davits with hydraulic winches for partially enclosed lifeboats, (each with capacity for 150 persons), six semi-gravity davits with hydraulic winches for partially enclosed lifeboat/tenders, (each with capacity for 150 persons as a lifeboat) and two semi-gravity davits with hydraulic winches for lifeboat/rescue boats (each with capacity for 136 persons as a lifeboat and six persons as a rescue boat), and eight telescopic davits with electric winches for davit-launched liferafts (each with capacity for 35 persons).

• AidaPerla, under construction at Mitsubishi Heavy Industries in Japan. The group is supplying a full set of semi-gravity, side hinged davits for 300-passenger lifeboats. This davit type leaves part of the embarkation deck free for the embarkation operations. “Each semi-gravity davit is designed for a semienclosed lifeboat of 293 persons. It is dimensioned to move the boat from the stowed position to the embarkation deck and then, full and manned, from the embarkation deck to the water,” explained a statement.

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BALLAST WATER TREATMENT | 45

DO NOT DELAY INSTALLING BWMS URGE INDUSTRY BOSSES Confusion about the deadline for implementing ballast water management systems has put the brakes on some shipowners ordering the equipment – but they must not delay, say industry experts

I

MO is not making a decision about the implementation deadline for ballast water management systems (BWMSs) until July this year – and this has slowed down the ordering of these systems as shipowners wait for a decision, says Christopher Todd, executive director at Calgon Carbon UV Technologies and Hyde Marine.

July is when the next meeting of IMO’s Marine Environment Protection

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Committee (MEPC 71) takes place. MEPC was originally due to meet in May but the meeting has been moved to avoid a clash with a United Nations Framework Convention on Climate Change (UNFCCC) meeting that month.

Mr Todd urged shipowners not to delay in ordering equipment. “Given that shipowners can purchase equipment today that has United States Coast Guard (USCG) alternative management system

Sembcorp Marine's Semb-Eco LUV BWMS is the first in Singapore to be type approved by IMO

(AMS) acceptance and given that market prices are as low as they are going to get, combined with the fact that shipowners can safeguard the USCG AMS compliance by up to 10 years, then they should be installing equipment now. If the vessel is at an age of 10-15 years, then operators can secure compliance to the end of its useful life. There is value in that that is not yet quite understood by the market.

The message has not been communicated very well,” he told Passenger Ship Technology.

DNV GL, which is carrying out a great deal of work with BWMSs, has also warned about delaying the decision to buy a system.

Martin Olofsson, DNV GL senior principal engineer, told a select group of journalists at a press event organised by the class society at the end of last year: “In our scenario, the IOPP [International Oil Pollution Prevention certificate] renewal, which is when the BWMS needs to be installed, should be evenly spread out. What we do not want to happen is for a shipowner to find ways of avoiding installing the treatment system and then having to do a lot of retrofits closer to 2022.”

He warned: “Lots of shipowners are talking about rescheduling their IOPP renewal survey. They are asking if they can do it before the entry into force date [of the Ballast Water Management Convention], and moving the IOPP renewal survey date so they get another five years. More and more flag states are accepting the IOPP renewal before the entry into force. This means we will be getting everyone at the end of the time frame.”

If this happens then DNV GL’s workload will span 1,500 projects a year rather than 450.

“So from a class perspective, this is not what we want to see,” Mr Olofsson summed up.

The battle for USCG type approval

Hyde Marine is preparing to retest its system in order to receive USCG type approval, after its request was rejected for its most probable number (MPN) technique to be recognised as an alternative test method. The USCG requires organisms to be killed, and many manufacturers of ultra violet (UV) based systems rely on an MPN technique to confirm whether their systems

Passenger Ship Technology | 1st Quarter 2017

46 | BALLAST WATER TREATMENT

Hyde Marine is changing and retesting its system in order to receive USCG type approval

comply. But in December 2015 the USCG decided that MPN was not an acceptable testing method because it believed that it does not measure the efficacy of a BWMS to kill organisms.

Hyde Marine filed an appeal that was denied by the USCG in July last year.

Mr Todd said: “We are preparing to retest our system in accordance with the USCG’s preferred testing methodology.

We disagree [with its decision] but the USCG made it clear that that is its approach, so we are going to do what we have to do to get certification.”

In order to achieve compliance, Hyde Marine is aiming to increase its system’s UV dose capability. “The impact will only be nominal in terms of capital cost for the shipowner, but there will be a reasonably sizeable increase in its power consumption in order to meet the USCG testing regime.” Hyde Marine is looking to introduce two operating modes, one for shipowners operating in US waters (whereby the power is increased) and one for when in IMO waters (less power used).

Mr Todd said that Hyde Marine was going to carry out

its land based testing again, at the beginning of March.

This will take 4-6 months, and will be followed by shipboard testing. The target was to submit the type approval application by the end of the year. Mr Todd said that the company hoped that it would obtain type approval in the first quarter of next year.

Speaking about the changes to be made to the system, once it has gained type approval, he said: “We are very careful about product changes, to ensure that any changes can be retrofitted to existing equipment in the field. We have tried to be as alert to this as possible in order to minimise the difficulty of doing upgrades on systems that are currently

fitted in ships.”

Hyde Marine fitted another 10 cruise ships with its Guardian system last year, including vessels belonging to Royal Caribbean International. Hyde Marine’s current system has AMS acceptance from the USCG. Alfa Laval reached a milestone on 23 December last year when it received USCG type approval for the third generation of its PureBallast BWMS. The USCG based its type approval of PureBallast on CMFDA/FDA testing conducted at DHI in Denmark. This testing method uses a combination of two fluorescein-based stains (FDA and CMFDA) to evaluate the status of organisms in ballast water samples. The testing was carried out using the same hardware, power consumption and flow as the IMO-certified version of the PureBallast 3 family. Outside the USA, where PureBallast has been type approved using the MPN method, the USCG-certified system will operate in IMO mode and be able to treat water with UV transmittance as low as 42 per cent.

PureBallast has a flexible construction based on four different UV reactor sizes. This permits optimised sizing and competitive solutions over a wide flow range. The current type approval covers flows of 150m3-3,000m3 per hour based on the 300m3 and 1,000m3 per hour reactor sizes, while type approval for systems based on 170m3 and 600m3 per hour reactors is expected soon.

We disagree (with its decision), but the USCG made it clear that that is its approach, so we are going to do what we have to do to get certification Christopher Todd, Hyde Marine

Passenger Ship Technology | 1st Quarter 2017

Shipyards get in on act

It is not just manufacturers but shipyards, too, which are involved in providing BWMSs. Singapore’s Sembcorp Marine provides turnkey solutions for ballast water management retrofit installations. But as well as working with owner-furnished equipment specifications, Sembcorp Marine can provide alternative equipment supply solutions which integrate the SembEco LUV BWMS, the first in Singapore to be type approved

by IMO. Ms Wong Lee Lin, Sembcorp Marine executive vice president and head of repairs and upgrades, explained: “The Semb-Eco LUV BWMS is a nonchemical system with low power requirements, currently undergoing further testing to verify its USCG compliance.

For ships with ballast pump flow rates of 500m3 per hour, the Semb-Eco system needs less than 30kW of power, while conventional UV systems require more than 100kW for the same treatment capacity.”

Ms Wong also pointed out the division between those shipowners who are looking to install the system as soon as possible, and those wanting to delay. “Some shipowners have decided to make their vessels compliant and are now actively working on the selection and procurement of the appropriate BWMS equipment as well as on preparation for retrofit installations – either at sea or in shipyards.

“Conversely, there are also shipowners who have taken the approach of docking their vessels early, before entry into force of the regulations, to avoid having to install the BWMS on the ships till the next IOPP certification survey.

“Sembcorp Marine sees good opportunities in working with both groups.” PST

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IT infrastructure and systems on board Holland America Line’s Koningsdam were designed and integrated by Lufthansa Systems. Credit: Holland America Line

INTEGRATION FOCUS FOR INFOTAINMENT I

ntegration and connectivity are the current buzzwords for cruise ship infotainment. John Troutwine, senior vice president at interactive software platform specialist Allin Interactive, said: “It is clear that in today’s cruise vacation environment, guests are no longer looking to “disconnect.” They want to stay connected to friends, family and business at home, they want to maintain and even expand their personal, social, and entertainment options, and they expect instantaneous access and response to onboard information and service requests.

“As cruise lines react to these guest requirements with major bandwidth improvement initiatives, ITV [interactive television] and mobile applications, providers such as Allin Interactive are responding with tangible and visible features that help cruise operators to deliver an outstanding “connected” cruise experience that meets, or exceeds, landbased resort competition.”

He said that three examples of this are in-room screen casting, onboard social media, and live chat with service staff.

Passenger Ship Technology | 1st Quarter 2017

Major advances have been made in boosting the integration and connectivity of cruise ship infotainment

In-room screen casting

“Many guests want to be able to access their content subscription services – Netflix, HBO Now, Amazon Prime, YouTube, Pandora and so on – via their own mobile devices while on vacation. As ships introduce high speed wireless internet service, Allin Interactive is positioned to deliver simple, safe, and secure wireless screen casting from guest mobile devices to in-room televisions, powered by Google’s Chromecast technology and delivered as an Allin ITV module,” said Mr Troutwine.

When the guest selects the Screen Sharing module on the ITV main menu, a unique passcode is displayed on the TV interface. Once they have entered the passcode on their device the guest can then display their chosen content on the

big screen via any screen cast enabled app. The solution supports both iOS and Android smartphones and tablets, as well as laptops with the Chrome browser. “In addition to being very easy to use, screen casting is not dependent on automatic credential clearing when the guest checks out. This removes a major security vulnerability and guest concern,” Mr Troutwine said.

Onboard social media

Allin is introducing two social enhancements to its DigiMobile application for guest devices. The first is an option for the guest to create a profile by inserting a profile image, selecting their age (optional), gender, relationship status (optional), and any number of ship-defined

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INFOTAINMENT | 49

interests and attributes, e.g. snorkelling, dancing, or their favourite football team. The guest can then conduct in-app searches using the search filters in order to contact like-minded guests via the app’s chat and calling functions.

The second social enhancement is the introduction of a notice board where guests and onboard staff can post announcements, pictures, and comments as well as replies to other posts. Guests can also share picture posts on their other personal social apps. Onboard staff have back-end controls to remove offensive posts and lock out offenders from further posting.

Guest-to-staff chat is a new DigiMobile practical enhancement that enables guests to have real-time chat sessions with assigned onboard staff. Staff members can change their chat availability status (“available” or “not available”) within the app. The guest can select an available staff member and this initiates a chat session. Unlike guest-to-guest chats, guest-to-staff conversation threads are stored by the Allin system.

The Industry Solutions division of Lufthansa Systems, too, has been putting connectivity and integration to the fore. The IT infrastructure and systems on board Holland America Line’s Koningsdam, delivered last year, were designed and integrated by Lufthansa Systems. All applications and services are combined in one cable. “The IP-based high performance platform from Lufthansa Systems includes a wide range of security and service offerings, as well as great convenience for passengers,” said a statement from Lufthansa.

Guests can make phone calls over a wireless data network, surf the Web, request services and watch films or live TV. Additional applications, such as wireless LAN, monitoring and control of the lighting, door locks and air conditioning systems, and onboard safety installations are combined in a single network structure, so lowering the cost of cabling and connection.

Lufthansa Systems also provided the entire IT infrastructure of Seabourn Cruise Line’s Seabourne Encore, delivered at the end of last year. The platform is similar to the one that was provided to Koningsdam, supporting and integrating different systems, enabling guests to makes calls over the wireless data network and so on.

Lufthansa Industry Solutions has also provided its solution to three older

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Seabourn cruise ships Seabourn Sojourn, Seabourn Odyssey and Seabourn Quest.

Meanwhile, improving satellite connectivity for ships is providing opportunities to provide better services and content to seafarers for both training and leisure, said KVH senior vice president training and content Mark Woodhead.

Mr Woodhead said better connections also allow provision of better services such as news, sports, movies and TVs. KVH Videotel is introducing Newslink Live during the first quarter of 2017, enabling downloading of live news files. This is through KVH’s mini-Broadband VSAT service and IP-MobileCast, a multicast service where entertainment is sent over VSAT to ships. These files are stored on ship, updated if required, and ready for crew to download from an onshore server at any time for viewing.

For onboard training KVH Videotel is introducing more interactive modules, with richer content and a better learning experience. This can include virtual reality training allowing 'hands on' simulation of tasks. Gamification can also be used, to make training more entertaining. Mr Woodhead said the company is talking to a leading ship manager about introducing virtual reality training on board vessels.

Development of big data means that training records of seafarers on board ships can be transmitted and analysed for benchmarking and other purposes.

Mr Woodhead said this is especially valuable for shipowners and managers as KVH Videotel provides training for about 350,000 seafarers globally. "Connectivity will change training business models."

Global Eagle Entertainment offers more options

Global Eagle Entertainment (GEE) has announced it has entered into an agreement with the International Cricket Council (ICC) to offer telecasts of major events to cruise ships through its global VSAT networks.

The ICC has granted GEE worldwide rights to provide 1,140 hours of live cricket programming over a four-year period, from 2016-2019. The 2017 Champions Trophy and 2019 Cricket World Cup are among the 172 important events to be offered.

The announcement builds on GEE’s growing portfolio of sporting events agreements. Last year, the company signed separate global distribution

Allin Interactive is introducing two social enhancements to its DigiMobile application for guest devices

contracts with Lagardère Sports and Premiership Rugby to broadcast telecasts of their popular sporting events.

GEE’s MTN TV network is also to host the newly-launched global entertainment channel BBC HD, BBC Worldwide’s the main commercial arm of the British Broadcasting Corp (BBC) - first channel produced exclusively for cruise ships and the wider maritime market. It will go live through Global Eagle Entertainment’s MTN TV network. P&O Cruises and Cunard will be the first to offer this to their guests.

P&O Cruises senior vice president Paul Ludlow said: “We are delighted that our guests will be able to travel the world but still keep up with their favourite television shows for that touch of home.

BBC HD will be a superb addition to our in cabin entertainment and I am sure will be welcomed by our guests on both P&O Cruises and Cunard.”

As the launch customer, BBC HD will be available on all P&O UK and Cunard ships.

The channel will become available to the wider cruise industry in due course. PST

Passenger Ship Technology | 1st Quarter 2017

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SHIPMANAGEMENT | 51

SHIPMANAGERS RAMP UP CRUISE SHIP FOCUS Shipmanagement companies are focusing more than ever before on the passenger ship sector, with several setting up businesses dedicated to this sector

Columbia Cruise Services launched with three cruise ships (including Thomson Dream) two years ago – it has now swelled this number to 10 vessels

T

he trend among shipmanagement companies to focus on passenger ships is gaining momentum – and several have set up new companies or subsidiaries to concentrate purely on this sector.

January 2015 saw Schoeller Holdings launch a new, standalone Columbia company focused solely on cruise: Columbia Cruise Services.

Explaining the reasons behind this, Olaf Groeger, managing director of Columbia Cruise Services, told PST: “We wanted to put more emphasis on passenger ship management, our main goal is to be excellent, but at the time the passenger

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vessels were managed out of Columbia Shipmanagment - the standards were and are governed by oil majors, and the passenger ship side played a minority role. When we tried to expand and talk to passenger ship owners, we got the same answer: We were thought of as a good company, but not dedicated enough on the passenger ship side of things. Therefore we decided to de-harmonise the passenger ship side in its total and create a new company to just focus on this sector.”

The success of Columbia Cruise Services can be seen: When it was launched it started with three ships, (from

Thomson Cruises) – fast forward two years and it now has 10 cruise ships under management, including two from Thomson: Thomson Celebration and Thomson Dream. Mr Groeger started with four employees – this number has swelled to 42.

As well as having a company focused totally on passenger ships, there is the added benefit that Columbia Cruise Services has a strong sister company behind it (Columbia Shipmanagement), which allows for economies of scale in terms of purchasing power.

Columbia Cruise Services offers a full range of services from hotel and catering to

technical. The technical side encompasses fuel, deck and engine management. Mr Groeger singled out fuel management as being an important service: “We are very strong in fuel saving. We have expertise in fine tuning engines, and working out how much a cruise costs per passenger, based on fuel prices and other factors.”

A major part of this is the energy performance data that Columbia provides and manages. As well as leading to fuel efficiencies, using the data also boosts environmental savings. Mr Groeger said as an example that Thomson was targeting KPIs on carbon

Passenger Ship Technology | 1st Quarter 2017

52 | SHIPMANAGEMENT

footprints spanning black and grey water quantities and exhaust gasses. Columbia’s key for successful management is one dedicated technical superintendent per cruise ship who is in overall charge of collating the data, evaluating it and fine-tuning the ship accordingly as well as liaising with customers and in-house departments and personnel.

Another dedicated passenger shipmanager, Cruise Management International (CMI), started operating last year. The business arose from a complicated background.

Originally International Shipping Partners, owned by SunStone Ships’ president Niels-Erik Lund, it was taken over in December 2012, its name becoming FleetPro. Mr Lund stayed on until the end of 2013, according to contract.

SunStone Ships’ technical and commercial operations were then managed by FleetPro Ocean and FleetPro Leisure.

In October 2015, four of the owners of the SunStone fleet, including Mr Lund, bought out FleetPro Leisure (the cruise ship hotel management company), and renamed it CMI Leisure. The same owners also formed CMI, a new technical company, which took over all the contracts in SunStone’s fleet from FleetPro. In addition to the daily operation of these vessels, CMI has been busy with major upgrade work that is being carried out as part of a planned fleet-wide upgrade programme. With ISM (International Safety Management Code), ISPS (International Ship and Port Facility Security Code) and MLC (Maritime Labour Convention) certifications in place, the quality department focused on achieving the ISO 9000 quality management and ISO 14000 environmental management systems last year.

The launch of the two

companies marks the end of a turbulent time for FleetPro. Mr Lund explained: “For most of 2015 the FleetPro organisation did not live up to our expectations about how our fleet should be managed.”

However, SunStone has put this behind it and has started 2016 on a strong footing with CMI and CMI Leisure. CMI has taken over the technical management of Sunstone Ships’ fleet of 10 vessels, as well as four cruise ships belonging to other companies.

Describing how CMI had needed to focus on restoring service levels after taking over from FleetPro, Mr Lund said: “We have had to focus on getting everything up and running again, and on managing the ships perfectly.

That was our aim in 2016.

But now we have established ourselves, 2017 is the year that we will look to expand.”

CMI is especially interested in expanding within the expedition and remote cruise

sector. It is the largest technical manager of cruiseships operating within Antarctica, and also covers the Arctic and remote areas of Russia, among others. “CMI has a lot of knowledge. We have the in-house expertise and masters experienced with ice so we want to expand in this area,” explained Mr Lund.

CMI, too, has been establishing KPIs, including reducing off-time hire, keeping insurance claims below 60 per cent of annual premiums and reducing port and flag state deficiencies in order to check and validate performance with goals.

Shipmanagement company V.Group has also undergone some changes. Advent International announced in December last year that that it had agreed to acquire a majority ownership interest in V.Group, from OMERS Private Equity (“OPE”). OPE will reinvest in V.Group, working with Advent and the

“Advent is committed to investing in our growth and this is an exciting next chapter in V.Group’s success.” Per Bjornsen (V.Group)

Passenger Ship Technology | 1st Quarter 2017

management team to support the continued growth and development of the business.

V.Group’s management team will retain a minority stake in the company. The value of the transaction was not disclosed.

Advent said that following its investment, V.Group’s growth strategy will “remain focused on further geographical expansion and deepening its range of services organically and through complementary acquisitions.

Advent will also support the management team in making significant investments in technology, systems and operations to continue to deliver world-class solutions for its clients”.

Per Bjornsen, V.Ships leisure director, told PST: “Advent International is a global private equity investor with a wealth of experience in a number of sectors and their partnership approach with us is very much aligned to the partnership approach we foster with our clients. Advent is committed to investing in our growth and this is an exciting next chapter in V.Group’s success.”

V.Group’s leisure business offers technical and deck/ engine crew management services; safety and quality; environmental protection and planning; monitoring and implementation of maintenance of the vessel. It also provides itinerary planning and port operation with a unique experience in the start-up of cruise lines.

“We are expanding the energy and environmental management services we offer with voluntary implementation of ISO 140001 and ISO 5000 respectively,” Mr Bjornsen added.

“We are including ISO 18001 – occupational health and safety across the cruise fleet with excellent results – raising awareness and reducing incidents and accidents among crew and passengers.” PST

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54 | AUTOMATION AND CONTROL

Automation makes its mark Automation and remote control are emerging as key themes within ship technology, and passenger ships, including short haul ferries, could well be among the pioneers

by Clive Woodbridge

A

utomation has been a feature of individual ship systems, such as bridge technology, and heating, ventilation and air conditioning systems, for some time. But the idea of autonomous ships that are entirely remote controlled is fast approaching reality. Indeed Rolls-Royce, which has entered into a strategic arrangement with VTT Technical Research Centre of Finland to develop “smart ships,” believes that a remote controlled ship will be in commercial use by the end of this decade. The company envisages a remote controlled local vessel being operational by 2020, and by 2025 aims to have a remotely operated vessel sailing in international waters.

Working with VTT will enable Rolls-Royce to assess the performance of remote and autonomous designs through the use of digital simulation as well as traditional model tank tests. Karno Tenovuo, Rolls-Royce vice president for ship intelligence, says: “Remotely operated ships are a key development project for RollsRoyce Marine, and VTT is a reliable and innovative partner for the development of the smart ship concept. This collaboration is a natural continuation of the earlier user experience and usability in complex systems [UXUS] project, where we developed totally new bridge and remote control systems for shipping.”

As a taste of what may be to come, last year Rolls-Royce signed a deal to supply an automatic crossing system to Norwegian ferry company Fjord1. The system, claimed to be the first of its kind in the world, will control two new double-ended battery powered ferries as they operate between the Norwegian ports of Anda and Lote.

The automatic crossing system will be able to control the vessels’ acceleration, deceleration, speed and track. Two RollsRoyce Azipull thrusters fitted to the ferries will also be designed to respond adaptively to environmental conditions to ensure optimal behaviour and maximise efficiency. While the system is capable of running automatically, the captain will have the ability to intervene using traditional manoeuvring systems if needed.

The automatic crossing system, developed as part of RollsRoyce’s Ship Intelligence programme, is an important step along the road to realising the company’s goal of remote and autonomous vessels. Rolls-Royce points out that the automatic crossing system can be installed as an add-on to any standard Rolls-Royce azimuthing thruster. This means that it can be retrofitted to many existing ferries around the world, creating significant scope for the future roll out of the concept.

Construction of the two ferries is underway at Tersan Shipyard

Passenger Ship Technology | 1st Quarter 2017

in Turkey. The vessels are due for delivery towards the end of 2017 and are scheduled to commence operation on 1 January 2018.

Finland’s Valmet is similarly supplying automation and remote control technology for a new electric ferry design, called the E-ferry. An order for the technology was placed last year by electric powertrain specialist Visedo, which is responsible for the overall development of the new ferry type’s electric propulsion system.

Delivery of a prototype is set to take place by the middle of 2017.

This first E-ferry, which has Horizon 2020 funding from the European Union, will connect the island of Ærø in the Baltic Sea with the Danish mainland and will operate with Valmet automation and remote control technology.

Valmet will be delivering its Valmet DNA integrated automation system, which covers the control, alarm and monitoring of machinery, and the remote control system for the electric propulsion drives and bow thrusters.

The Valmet DNA system features fully redundant process controllers and multifunctional operator stations. This means that the ship can return to port in the event of any unexpected circumstances using its remaining propulsion units. The remote control system will include touchscreen control panels and an electric shaft system to facilitate the transfer of operational control between different control positions. Included in the scope of supply is the Valmet DNA history and analysing station which will collect data from Visedo’s electric power management and consumption control systems.

Valmet has also recently introduced a turbine control and monitoring system to the marine market and has secured a notable contract with Royal Caribbean Cruises for the refit of the system on board Celebrity Cruises’ Celebrity Constellation. The refit covers two General Electric type LM2500 gas turbines and a heat recovery steam turbine, and includes fitting new fuel valves.

It also includes Valmet’s vibration based condition monitoring system. Both the control and the condition monitoring system are fully integrated into the vessel’s Valmet DNA automation system.

The project was made possible by the fact that the ship’s

Fjord1 ferries will be equipped with the world’s first automatic crossing system, designed by Rolls-Royce

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AUTOMATION AND CONTROL | 55

integrated Damatic XD automation system was upgraded in early 2016 to Valmet DNA. This included adding the most recent user interface, a new control room network, and process controllers.

The turbine control system includes speed, fuel and air controls, emissions control, start-up, shut-down and cooling sequences, temperature spread monitoring, vibration monitoring and protection, overspeed protection and engineering tools for dynamic analysis and maintenance. All of these functionalities are available from the operator stations of the Valmet DNA automation system. The process controllers and the related input-output (I/O) devices have all been developed for turbine control use, with fast cycle time and voting on the protection signals, a process that enhances the effectiveness of the critical sensors protecting the turbine from damage.

Valmet enjoys a strong position in the cruise automation sector and one of its most notable deliveries in 2016 involved supplying an integrated automation system to the world’s biggest cruise ship, Royal Caribbean’s Harmony of the Seas. This was a complex installation, in terms of both the functionality of the automation system and the number of I/O signals. The automation system on board covers machinery power management, air conditioning and emergency shut down systems. These are structured as individual systems, Valmet points out, but are integrated together into a single network. The total number of I/O signals on the vessel is around 42,000.

Further developments in cruise ship automation technology are planned by Valmet. Per Syvertsen, senior technical manager, observes: “As a significant supplier to the cruise industry, it is inevitable that we will have a high level of focus on developing optimal automation system solutions for this segment.”

Highlighting one area of technological development that is already underway, he points out that Valmet is also a supplier of exhaust gas scrubbers, and some scrubber deliveries are to the newbuildings on which its automation systems will be installed. “Taking advantage of this fact, the scrubbers will be fitted with Valmet DNA controls and monitoring systems which can easily be integrated into the ship-wide Valmet DNA control and monitoring package,” he reports.

As well as ship-wide solutions such as those offered by Valmet, individual suppliers continue to refine local automation technology for cruise ships, integrating an increasing number of different functions.

For example, a new 228-passenger, ice class cruise ship, Scenic Eclipse, now under construction for Scenic at Uljanik Shipyard in

Croatia with delivery due in 2018, will feature an integrated navigation and automation system from Kongsberg Maritime.

The scope of supply contracted to Kongsberg includes navigation and dynamic positioning systems, automation, emergency shut-down, power management and safety management control systems, all within a single integrated control system, which will be further integrated with an online diagnostics and remote service facility.

The K-Chief automation control system that Kongsberg will supply features close to 10,000 I/O points and will be distributed across the vessel’s fire zones, to ensure high levels of reliability and resilience even in critical situations.

Scenic Eclipse will have the K-Master integrated bridge system installed. An important feature of this will be a redundant radar network that enables navigators to combine signals from all four radars on board into a single picture for maximum situational awareness. The new cruise ship will also have the advanced Kongsberg safety management and control system on board, which automatically gathers all safety related information into a common platform. This ensures that subsystems such as fire detection, emergency shut-down, flooding control, fire extinguishing, CCTV and the integrated alarm monitoring and control system are all closely interfaced.

Integrating third party systems with ship-wide automation arrangements is becoming more important for the cruise industry. Mr Syvertsen points out: “With more sophisticated local control systems being offered by equipment suppliers, the demand for integration into top level automation has become more important. A large cruise vessel today can have 30-50 interface links between the integrated automation system and local control systems.”

There is also a growing trend for owners to require the capability to transfer a large amount of automation data ashore for further analysis. Having analysis tools on board for use by the crew is also an increasingly important requirement. There is no doubt that big data is here to stay and will be making its mark on the cruise shipping business over the next few years. Automation systems will clearly be one of the key building blocks within the big data structures that owners and operators construct around the vessels. PST

Valmet is continuing to upgrade and extend the capabilities of its Valmet DNA automation technology

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Passenger Ship Technology | 1st Quarter 2017

SpeedCast International has acquired Harris CapRock from Harris Corp

RISING VSAT DEMAND DRIVES INVESTMENT AND CONSOLIDATION SpeedCast has acquired Harris CapRock for its VSAT technology and its share of the cruise ship market, and Color Line is installing Telenor’s hardware across its fleet

E

xpected high demand for bandwidth for passenger services is driving acquisitions and technology investment in satellite communications. It is one of the key reasons why SpeedCast International recently acquired Harris CapRock from Harris Corp, and why Global Eagle Entertainment acquired EMC. Increasing demand for passenger communications has also driven investment in new high throughput satellites with spot beams of VSAT coverage.

It has led companies such as Marlink to book capacity on Intelsat’s EpicNG constellation of satellites.

In the run up to SpeedCast’s announcement in November 2016 of its intention to acquire Harris CapRock, Passenger Ship Technology’s sister title Marine Electronics & Communications interviewed top management of the two companies. SpeedCast chief executive Pierre-Jean Beylier explained the company was building its market presence in passenger ship communications. Earlier this year it acquired WINS, a cruise ship communications specialist, to gain a foothold in that sector.

Passenger Ship Technology | 1st Quarter 2017

He later called the acquisition of Harris CapRock “a transformational opportunity for SpeedCast.” In November he said: “SpeedCast will become one of the largest purchasers of satellite capacity globally and create a diversified industry leader with a strong global network. The combination of SpeedCast and Harris CapRock enables us to accelerate our position in the cruise sector.”

Harris CapRock brings its technical experience in different types of satellite communications networks, its own antennas, and investment in long-range radio and WiFi. Harris CapRock president Tracey Haslam said the company provided satellite communications to around half of the world’s ocean-going cruise ships, including those operated by Royal Caribbean Cruises and Star Cruises.

It offers time division multiple access (TDMA), delivered by VT iDirect, and Comtech EF Data Corp’s single channel per carrier (SCPC) network technology, as well as the multiband, IP-enabled antenna that is offered as part of the Harris CapRock

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COMMUNICATION SYSTEMS | 57

One communications service. Ms Haslam explained: “We provide uncontended TDMA so customers can burst and dynamically allocate bandwidth when needed. But SCPC is also available where appropriate. It all depends on customer requirements.”

Indeed, Genting Corporate Services (HK) Limited selected Harris CapRock Communications (HCC) to transform communication services onboard the Star Cruises’ fleet of six ships. It was announced last year that Harris CapRock will use its advanced technologies and equipment to boost bandwidth by nearly 300% onboard Star Cruises’ Superstar Virgo, Superstar Gemini, Superstar Libra, Superstar Aquarius, Star Pisces and Taipan ships.

The solution uses Harris CapRock’s TDMA network. “Unlike traditional TDMA networks, the uncontended network ensures access to committed bandwidth levels at all times, providing an innovation over conventional TDMA networks,” said a statement.

Ms Haslam has seen communications technology on cruise ships advance rapidly over the last five years as passengers demand more bandwidth on board to use their own devices. “On cruise ships once we saw bandwidth of 3 Mbps,” she told MEC/PST. “But penetration of bandwidth in cruise has increased as we supply more at lower costs. People want to use this for social media, resulting in stronger demand. Growth is such that there are more devices on board than there are passengers.”

This leads to cruise shipowners investing in more onboard bandwidth to attract customers. “If cruise ships want to compete they will need more available gigabytes,” said Ms Haslam. “That is more than one satellite transponder per ship, so high throughput satellites are needed to meet this demand from cruise.”

The satellite service is useful until cruise ships operate in areas that are outside the coverage or the signal is blocked. For these scenarios, Harris CapRock offers wireless radio and long-

The combination of SpeedCast and Harris CapRock will enable SpeedCast to “accelerate its position in the cruise sector”

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term evolution (LTE) 4G mobile technology. It has deployed this radio technology in Alaska for cruise shipping, as satellite signals are blocked by mountains because of the low angle of sight between the antenna and satellites. Ms Haslam added: “We will also have radio technology going into Norway, where fjords provide obstructions to the satellite coverage.” The Harris CapRock One antenna can switch automatically between C-band and Ku-band.

When passenger ships have the VSAT, long-range radio and LTE technologies on board, there is an intelligent communications director that can choose any one of these options for least-cost routeing. For the future Harris CapRock is investing in Phasor’s flat panel antennas for VSAT connectivity and has taken capacity on the latest high throughput satellites, including Intelsat EpicNG. With the increasing number of technical solutions for passenger services, there is a challenge for passenger shipowners in choosing the right ones in which to invest. Ms Haslam explained: “With the rapid growth in bandwidth demand and availability, the challenge is in picking the right technology. We are working on future-proofing, so we can ensure that we deliver bandwidth and technology that can keep pace with cruise sector demand.” She added: “We offer an always-on, multi-method delivery with redundancy to deliver the guest experience. The internet needs to work all the time, as passengers can become frustrated if they cannot be connected.”

On passenger ferries the challenge is compounded by the short amount of time that passengers spend on the ships and the constant flow of users. Ferry operator Color Line has overcome some of these issues by deploying WiFi and fast broadband across its fleet to enable passengers to use their own devices on its ships. It has expanded its contract with Telenor Maritime to include VSAT and wireless networks.

Chief information officer for Color Line Marianne Gade Gørbitz expects these connectivity platforms to enhance passenger experience on its fleet of six vessels. “The agreement with Telenor Maritime means we can offer full WiFi coverage on our vessels with increased capacity and bandwidth during the first quarter of 2017,” she said. “This enables further investments in digital solutions to provide guests with the best experience on board.”

Telenor Maritime will provide VSAT connectivity to the vessels Color Fantasy, Bohus, Color Magic, SuperSpeed 1, Color Viking and SuperSpeed 2. This will be delivered through the Thor 7 Ka-band high-performance satellite and Ku-band coverage when required. Color Line operates ferry routes from Norway to Denmark and Germany.

Telenor Maritime is acquiring SatPoint to increase its market share of maritime satellite communications users in Scandinavia.

SatPoint has a strong position in the Baltic Sea market with more than 125 maritime broadband installations on ferries, merchant ships, and floating accommodation units.

Skybridge has introduced a digital voice service for passengers and crew to use over satellite links. The VoiSea application offers free voice over IP (VoIP), messaging and high definition video over IP to seafarers and ferry passengers. The program performs these applications while keeping bandwidth consumption to a minimum. It is hosted on a mobile phone and operates over the ship’s WiFi. VoiSea uses high bandwidth networks when they are available or can switch to a low bandwidth version that reduces consumption to as low as 8 Kbps for messaging over narrowband capacity. PST

Passenger Ship Technology | 1st Quarter 2017

58 | BEST OF THE WEB

BEST OF THE WEB Passenger Ship Technology’s website covers the latest technology developments within the cruise ship and ferry sectors. Our news coverage is now exclusively online and free to read. Here are some of the most popular stories covered over the last few months

Viking Line to install wind propulsion technology on Viking Grace Viking Line has struck an agreement with Norsepower Oy Ltd to install its auxiliary wing propulsion Rotor Sail solution on board LNG dual-fuelled Viking Grace.

The addition of Norsepower’s technology will slash carbon emissions by approximately 900 tonnes annually – the equivalent to cutting 300 tonnes of LNG fuel per year, said a statement from Norsepower.

Preparations for the retrofit are

passengership.info

underway, with the installation scheduled to take place during the second quarter of 2018. Viking Grace is set to be retrofitted with one medium-sized Norsepower Rotor Sail unit that is 24m in height and 4m in diameter, making it the first-ever global LNG/wind electric propulsion hybrid ship.

largest plug-in hybrid ship. It is very gratifying that the Norwegian shipbuilding industry has proven its competitiveness internationally,” said Color Line president Trond Kleivdal.

It will be 160m long, with capacity for 2,000 passengers and 500 cars.

http://bit.ly/2kn9dBS

http://bit.ly/2j7ZnXB

Color Line signs LOI on the world’s largest hybrid vessel

Meyer Turku delivers Tallink’s LNG-powered ferry Megastar

Color Line and Ulstein Verft have signed a letter of intent (LOI) for the construction of the world’s largest hybrid vessel.

The vessel will service SandefjordStrömstad from summer 2019. The ferry is a plug-in hybrid, where the batteries are recharged via a power cable with green electricity from their own shore facilities or recharged on board by the ship's generators.

The vessel, with the working title Color Hybrid, will replace Bohus, which is scheduled to be phased out when the new ferry is put into operation.

“The signing of the LOI represents a significant step to realise the world's

LNG fast ferry Megastar has been delivered to Tallink by Meyer Turku Shipyard on schedule and is due to start operating between Helsinki and Tallinn at the end of this month.

212m long LNG dual-fuelled Megastar will be the “most advanced fast ferry in the Baltic Sea”, said a statement

by Meyer Turku, explaining that not only is it powered by LNG, but the ship also has an “extremely advanced hull shape resulting in substantial fuel savings during the ship’s operation”. http://bit.ly/2jUUluI

To view more whitepapers visit the Knowledge Bank on www.passengership.info To upload a whitepaper to the Knowledge Bank, please email Steve Edwards at steve.edwards@rivieramm.com www.passengership.info/s/knowledgebank

Editor’s comment: Editor’s selection: AZIPOD PROPULSION IN POLAR WATERS – AN ABB WHITE PAPER Azipod propulsion in polar waters – an ABB white paper: Polar expedition ships: ultimate passenger safety and comfort with Azipod propulsion

Passenger Ship Technology | 1st Quarter 2017

ABB’s recommended starting point for Polar Class expedition cruise vessels is the gearless Azipod DO propulsor series covering power range from 1.5 MW to 7.5 MW per unit. In the case of an expedition cruise ship with Polar and Comfort Class notations, expected installed propulsion power saving with twin Azipod DO installation is about 10% compared to twin shaftline installation with electric propulsion.

www.passengership.info

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60 | LAST WORD

‘Virtual LNG pipeline’ to boost gas fuel use by passenger ships

T Derek Thomas

The growth of small scale LNG infrastructure will boost the use of gas as a marine fuel, says AG&P’s head of advanced research, Derek Thomas

he use of liquefied natural gas (LNG) by passenger ships will be facilitated by AG&P’s plans to make the fuel more widely available via small scale infrastructure.

AG&P is building its first small scale LNG carrier at its facility in Batangas in the Philippines. The vessel design has been finalised with a 16-month timeline to delivery. It will revolutionise the delivery of LNG in South East Asian island nations as well as having the potential to be used in India, China and the Caribbean, and on European waterways. One of the market drivers is a recognition of the need to break away from major, large scale terminals and deliver LNG to a broader market in a cost effective manner.

LNG is now at a viable price in South East Asia, but what is lacking is the availability of mechanisms to deliver the fuel to non traditional users. Large scale infrastructure costs so much that LNG is priced out of the market. So simple, economic solutions are going to be key. People in South East Asia are very concerned about pollution and they will support the conversion of vessels to this fuel if the cost is reasonable.

These kinds of platforms can also be applied in North America, Europe and Australia. There is interest in the use of LNG as fuel by cruise ships and ferries that operate on conventional fuels in and around Sydney Harbour, because people living nearby complain about the pollution. This same situation exists in European ports and small Caribbean islands, which may have five major cruise ships in port at the same time.

AG&P’s 4,000m³ workhorse LNG carrier is targeting locations which require shallow draught and do not have tugs and sophisticated dockside facilities. The aim is to extend the vessel’s capability by using different equipment

Passenger Ship Technology | 1st Quarter 2017

packages added to the base platform. AG&P are also looking at building multiple units in parallel and making them available on a leased basis. This innovative commercial approach is equally as important as the technology in opening these new markets.

The planned vessel is part of AG&P’s ‘virtual pipeline’ concept. There is a demand for LNG but the infrastructure is not in place to deliver it, and in many locations it is physically and economically unfeasible to construct gas pipelines.

As part of this concept the company is developing a range of smaller vessels and terminals to deliver LNG to locations without direct access to pipeline gas, thereby developing a virtual pipeline. This will support the take up of LNG by smaller cruise ships.

While Carnival Corp has the scale to ink an agreement with Shell, there are a lot of small cruise ship operators who have a need for small scale LNG bunkering infrastructure. A question that is repeated time and again by shipowners is: Where will we get the LNG? LNG as a marine fuel is moving forward, but these pieces will help it move faster.

There is also a need in the USA for small scale liquefaction facilities that can serve as peak shaving plants as well as being a local source of LNG for marine fuel. AG&P is exploring the idea of deploying facilities of this kind on floating platforms using pipeline gas as feedstock. The targets are major port locations serving Jones Act trade and cruise ships, particularly in the Pacific Northwest, such as Tacoma in the USA and Vancouver, Canada.

The transition from current marine fuels to LNG can be likened to the change from coal to oil. And the provision of bunkering infrastructure, cost effectively, is crucial for the swift uptake of this cleaner fuel of the future. PST

www.passengership.info

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