The ships used until now for expedition cruises are, with rare exceptions, relatively old and many of them converted vessels. Furthermore, they are typically austere and do not offer the hotel standards that today's cruise passengers demand. The new generation of exploration ships must combine adventure, ecology, exclusivity, and luxury.
Article from CruisesNews magazine
The fleet of polar cruise ships that will be operating in Antarctica next winter has an average age of twenty-five years.
This situation will force shipping companies specializing in this sector to renew their fleets. The fundamental requirement will be compliance with the new Polar Code, but they will also have to consider size and passenger capacity. For example, ships with more than 500 passengers are not permitted to disembark in Antarctica. It is expected that legislation will become even stricter in this and other areas, so new polar vessel projects will have to take all these criteria into account from the outset.
The Polar Code
: The increasing feasibility of navigation in the two polar ice caps led the International Maritime Organization to create a common minimum set of regulations for ships operating in these areas, which it called the Polar Code. This legislation, of course, applies to tourist cruises in these regions.
The Polar Code will be mandatory for all new SOLAS-compliant vessels operating in the Arctic and Antarctic from 1 January 2017. Existing vessels must be retrofitted by 1 January 2018. Its main requirements relate to safety (SOLAS) and environmental protection (MARPOL). Certificates of compliance with the Polar Code will be the responsibility of classification societies (Lloyd Register, Det Norske Veritas GL, etc.) on behalf of the vessel's flag state authorities.
The Polar Code defines seven classes of polar vessels within three categories:
• Classes 1 to 5, comprising Category A. These will only be used for dedicated icebreakers operating year-round in these latitudes. A cruise ship built according to these classes would be financially ruinous for its owner when sailing in ice-free waters.
• Classes 6 and 7, forming Category B. These will be used by all newly built polar cruise ships. They are designed to operate seasonally in polar waters, with thin first-year ice and traces of old ice.
• Finally, Category C vessels, without a polar class designation, will be designed to operate in open polar waters, for which an ice-strengthened hull is not mandatory.
The Polar Code addresses the main risks identified when operating in polar waters, as well as measures to mitigate those risks. It first defines the Antarctic area as that with a latitude greater than 60° South; and the Arctic area (North Pole) as that with a latitude greater than 60° North. In the Arctic, exceptions are made for ice-free zones created by the Gulf Stream. Thus, North Cape, a typical cruise destination, located at 71°12'20" north latitude, will not be considered an Arctic area. Iceland, which lies right on the edge of the Arctic Circle, between 63°30' and 66°30' north latitude, will also not be considered an Arctic zone. However, Spitsbergen, situated between 74° and 81° north latitude, will be considered Arctic, as will Greenland. The Arctic and Antarctic share many similarities, but also significant differences: Arctic ice is longer-lasting and survives many summers of melting, making it harder. Antarctica has less multi-year ice.
The Polar Code is providing a tremendous boost to the renewal of the fleet of ships for polar cruises.
Ships offering cruises will have to meet a series of requirements by 2018. For example, the bridge crew must have specialized training, and the polar vessel must have a Polar Waters Operations Manual (PWOM) with sufficient information for the crew to make decisions about operational capabilities and limitations.
Regarding the prevention of hydrocarbon pollution, pumping out bilges beyond 60° latitude is prohibited, and all fuel tanks must have double hulls. The "Safe Return to Port" notation will be mandatory on a polar vessel, as well as sophisticated wastewater treatment systems (for bilges and greywater), solid waste compaction and storage, ballast treatment, and, of course, the ability to operate on light fuels (IFO gas oil instead of HFO fuel oil).
Bridge windows must be able to clear ice, snow, condensation, etc. Bridge wings must be closed. They must have means to prevent ice buildup on antennas and carry onboard ice-clearing equipment: electrical and pneumatic instruments and tools suitable for working in very low temperatures. This regulation raises questions, for example, about whether a ship with numerous balconies can comply with the Polar Code. Ice accumulation on decks must be taken into account when calculating stability with the hull intact, but not in the event of damage.
Lifeboats must be of the partially or fully enclosed type. All persons on board, including passengers, must wear immersion suits and thermal protection. This will limit the number of passengers. Since there are unmapped areas at the poles, new polar vessels must be equipped with two echo sounders and at least one GNSS compass for vessels operating at latitudes above 80°.
The first ship to comply with the Polar Code was the Danish supply ship Magne Viking, a powerful oil platform support vessel, which was delivered in 2011 by the Spanish shipyard Zamakona, in Bilbao.
Ulysseas. STX France's Bet.
During Seatrade 2015 in Miami, the French shipyard STX France unveiled its expedition ship design, the Ulysseas. Like all new designs for this market, it is a very luxurious, nine-deck prototype, capable of accommodating 200 passengers in a hull 145 meters long and 18 meters wide. The design offers one hundred cabins divided into four categories, all with French balconies, dressing rooms, beds with ocean views, and some with Jacuzzis. It also has 65 crew cabins.
The Ulysseas design makes extensive use of glass to maintain contact with the environment at all times.
The Ulysseas makes extensive use of glass in its superstructure, both in the cabins and in the public areas, with glass curtain walls. Among its 3,300 m² of public spaces, it features an observation lounge forward offering 360º views around the ship. It also has a helicopter, whose hangar is located inside a lounge called the "Helibar" aft. Between the two lounges is a swimming pool with a retractable roof.
The design uses a reinforced "X" bow for ice handling, while the stern features a significant innovation: an active ducktail that moves according to speed, generating substantial fuel savings. This area also houses a platform from which rigid inflatable boats are launched, allowing passengers to board safely from inside the vessel. It has diesel-electric propulsion, with four generator sets powering two 2,500 kW pods, propelling the Ulysseas at 17 knots. It can store all its waste onboard in tanks and storage facilities according to STX's ECORIZON concept, until it can be treated on land. It is also equipped with a scrubber.
Knud E. Hansen Prototype:
The Danish engineering firm Knud E. Hansen designed the first modern expedition ship, the Lindblad Polaris, in 1970. They are currently promoting a prototype capable of operating in both polar regions for 21 days with 300 passengers on board. Unlike other expedition ship designs, it prioritizes comfort over luxury, although thanks to its FlexCabin system, some cabins, located on three decks, can be transformed into suites. All public spaces are concentrated on two decks and include an observation lounge. The helicopter hangar is located within this lounge. The ship will have stabilizers.
Its 140-meter hull is ice-strengthened and features a double hull in the engine room and fuel tanks. Its superstructure is specially designed for operation in gales and in remote, hard-to-reach ports and inlets. It has diesel-electric propulsion, with four 2,670 kW diesel engines and two azipods. The engines run on light fuel, and the vessel will be marked "Safe Return to Port." A marina is located aft, from which crews will board the ten Zodiacs and five jet skis, as well as the exploration submarine.
Ole Olesen, a naval engineer at Knud E. Hansen, explains that this vessel is designed based on a “green philosophy,” a combination of active and passive measures to reduce the ship’s energy consumption and emissions. “Its four engines are specified according to Tier 3 NOx emission levels, without the use of scrubbers.” Furthermore, “it will have solar panels and a battery storage capacity that will allow for truly emission-free and silent navigation in particularly sensitive areas.” Several heat recovery systems from the engines, such as boilers, provide all the heating needs on board. “The use of LED lighting and an intelligent control system further reduces electrical consumption on board.” “The hull shapes, including the bulbous bow, reduce fuel consumption and improve maneuverability.” Finally, “a combination of windows and curtain walls made of low-emissivity glass has also been considered.”.
Scenic Eclipse: Spanish Design for a Polar Vessel.
In November 2015, the Australian shipping company Scenic commissioned the Croatian shipyard Uljanik Brodogradiliste Pula to build an expedition cruise ship, the Scenic Eclipse. The Spanish firm Oliver Design is responsible for the exterior design and architectural project, in coordination with the Finnish engineering firm ForeShip. This is Scenic's first ocean-going vessel. Scenic is a shipping company owned by Glen Moroney, a leader in river cruises, following in the footsteps of Viking River Cruises. It is also the first cruise ship to be built by Uljanik Brodogradiliste, which has specialized in cargo ships until now. And it is also Oliver Design's first expedition ship design. The Scenic Eclipse is scheduled for delivery in the summer of 2018.
The design of the Scenic Eclipse incorporates state-of-the-art technical solutions and an exterior appearance with the elegance of a mega yacht.
The vessel can accommodate up to 240 passengers in 114 cabins with balconies, all over 32 square meters in size, and a crew of 172. Its exterior is magnificent: balanced, modern, and refined. To use a cliché, it resembles a yacht, even though it has a gross tonnage of 16,500, a length of 165.70 meters, a beam of 21.50 meters, and a draft of 5.5 meters. It is the largest of the designs currently under construction, with eight decks, and will be built according to Class 6 of the Polar Code, approximately the same as that used by Swedish or Finnish ferries that operate year-round in the Baltic Sea (Ice Class 1A Super). It will also feature other facilities, such as a platform and hangar capable of accommodating two helicopters, a seven-person submarine, twelve Zodiacs and kayaks on board, a 240-seat theater, a heated swimming pool, a 450 m² spa, jacuzzis, five restaurants, several bars, and a Pilates studio. And of course, an observation lounge on the ship's top deck.
The project places great emphasis on safety, having received the Bureau Veritas "Safe Return to Port" certification, and also meets the most demanding comfort criteria, achieving the BV Comfort Class rating. It will feature a new stabilizer design that will eliminate rolling even when the vessel is stationary. Regarding environmental protection, it complies with Green Passport criteria. For example, it will have dynamic positioning to avoid using its anchors in sensitive seabeds.
The Scenic Eclipse will have diesel-electric propulsion, with two independent engine rooms and two azipods.
The Crystal Endeavour:
After decades without expansion, Crystal's acquisition by the Asian multinational Genting has revolutionized its management. One consequence has been its entry into the expedition cruise segment with the creation of Crystal Yacht Cruises and the arrival of the 62-passenger Crystal Esprit, which debuted in the Seychelles last winter.
Foreship is also the engineering firm responsible for the design of the expedition ship Crystal Endeavour, which will be delivered in August 2018 by Lloyd Werft. In addition to being the largest of the new prototypes (25,000 GT and 183 meters in length), the Crystal Endeavour will meet the requirements of Class 6 of the Polar Code. It will carry only 200 passengers in 100 suites, attended by a crew of 200 (the same number of passengers as Ponant's new ships, but on a vessel twice the size). The smallest suite will measure 37 m², and the two Owner Suites will offer 290 m² (including the terrace), making them among the largest on any cruise ship. These suites will provide two bedrooms, a living room, a garden, and a private spa with a jacuzzi and sauna, dressing room, etc. Lloyd Werft Group began cutting the steel in May.
Helicopters, submarines, Zodiacs, even hot air balloons: the new ships will have exceptional equipment.
The Crystal Endeavour will carry two helicopters, with two helipads, two seven-person submarines, eight electric zodiacs, several SEABOBs (the most powerful and fastest water scooter), and an ROV, a remotely operated underwater vehicle, which can show passengers the underwater depths.
Among the public spaces, the Palm Court observation lounge, typical of all Crystal ships, stands out with its 270º views; a 900 m² spa; a glass-walled swimming pool that can be converted into a dance floor; several restaurants; a theater with seating for all passengers; and more. It will also feature dynamic positioning and Safe Return to Port notification.
The Project Unlimited
expedition cruise sector is highly fragmented. Several tour operators (Quark, Aurora, etc.) offer expedition cruises, but they don't own the ships or crews. This situation was addressed by several Russian organizations that chartered their research vessels. International Shipping Partners Inc. (ISP), Niels-Erik Lund's company, also managed a diverse fleet of expedition ships until 2012, chartering them to tour operators on multi-year, seasonal, or even one-off contracts. In 2012, ISP was sold to a German investment fund.
Niels-Erik Lund then founded SunStone Ships to promote the construction of new expedition vessels. His strategy was Project Unlimited, a plan to build eight 11,000 GT expedition ships. One of the advantages of this design, which it shares with that of Knud E. Hansen, is the ability to change the cabin layout. Thus, while maintaining the same exterior dimensions, the Project Unlimited can be configured for 120 cabins/240 passengers or 60 cabins/120 passengers, with cabins of varying sizes and public spaces with different seating densities. This unique concept stems from SunStone's need to be able to offer these ships to different tour operators, allowing certain Project Unlimited specifications to be negotiated on a long-term charter basis.
In November 2012, it was reported that an unknown European shipyard had been selected to build eight vessels, having secured a guarantee for 80% of the cost to finance their construction. The firm contract for the first two vessels was theoretically expected in 2013, but ultimately the entire operation fell through.
Like all new expedition vessels, Project Unlimited will be energy efficient and as environmentally friendly as possible. It will also have the Finnish Ice Class 1A rating and comply with the Polar Code. It will use only marine diesel (MGO) on board. It will have a range of 10,000 nautical miles at 12.5 knots, or 33 days of sailing without refueling. This design incorporates 60 energy-saving devices, including ballast control, shutting down unused pumps and equipment, and LED lighting, which can result in operating cost savings of up to 4% annually.
The design also features high-resolution sonar, dynamic positioning, an observation lounge, and a floating marina for boarding Zodiacs and practicing water sports.
Hurtigruten's New Ships:
Since its acquisition by the private equity firm TDR Capital in December 2014, this traditional Norwegian company, founded in 1893, has taken decisive steps to become a leader in expedition cruises, while continuing its traditional coastal express service along the Norwegian coast. Following the delivery in 2007 of the Fram, its first expedition ship, a 11,600 GT vessel with 274 berths, the economic crisis slowed this line of business, to the point that an option to build a sister ship did not materialize.
In May 2015, the company decided that its expansion would focus on expedition cruises and family cruises. It thus decided to strengthen its Antarctic cruises, adding a second ship, the Midnatsol, to the Fram for the 2016-2017 winter season. This second ship, which is also the largest to offer Antarctic landings, will increase its capacity from 2,268 berths in the 2015/16 season to 6,800 in 2016/17. The Fram will remain based in Ushuaia, while the Midnatsol will be based in Punta Arenas, allowing it to offer sailings to the Chilean fjords, Cape Horn, and other destinations. In 2017, the company will venture into new destinations, such as the Amazon and the Canadian Arctic.
In addition, last year it bought a Portuguese ferry and converted it into a 180-seat expedition ship, renaming it Spitsbergen, and will offer Arctic cruises this coming summer, in addition to the coastal voyage, as well as replacing the Midnatsol during its Antarctic journey.
On April 21, 2016, the contract to build four new expedition ships (two firm orders and two options) between Hurtigruten and the Norwegian shipyard Kleven was made public. Hurtigruten CEO Daniel Skjeldam made it clear that the order was driven by the growing demand for adventure tourism.
The first ship is scheduled for delivery in the summer of 2018, and the second a year later. Both will comply with the Polar Code, featuring a Class 6 hull, enabling them to navigate beyond the traditional ice-free Norwegian fjords. Few details about the ships have been revealed, except that they will offer 300 cabins for 600 passengers, although Daniel Skjeldam commented that these vessels “represent Hurtigruten’s largest investment in its more than 120 years of experience sailing the Arctic.” Hurtigruten was also one of the first companies to offer Antarctic cruises. The ships are designed by Rolls-Royce, in collaboration with Norwegian naval engineer Espen Øino, and will be built by Kleven, a long-standing partner of the British multinational. Kleven, like Vard, the shipyard that will build the four ships for Ponant, previously specialized in offshore vessels. The drop in oil prices has left shipyards specializing in oil platform support vessels without work, forcing them to look for other markets.
The new ships will double the company's capacity and can be used for both expedition cruises and the coastal express service along the Norwegian coast. Both will feature state-of-the-art technology and be designed to minimize their environmental impact.
INTERVIEW WITH IÑIGO OLIVER, DESIGNER OF THE SCENIC ECLIPSE.
Could you tell us about the ship's design criteria?
Oliver Design's task was to develop an attractive exterior design for the ship, in addition to the architectural project that provides the necessary spaces to optimally operate a super-luxury cruise.
The design has been subjected to the complex requirements of a vessel prepared to face the most demanding conditions of storms, extreme temperatures, large waves, or the presence of ice.
The ship combines the luxury of its 114 suites with amenities such as two helicopters, a seven-seater submarine, inflatable boats, diving equipment, kayaks… which will allow for close-up exploration of the destinations and the seabed.
What is the scope of your contract? Will you be carrying out the renovation work or is it just the design?
Currently, our scope is limited to the architectural design, both exterior and interior. There would be a possibility of offering to carry out the interior work, but since it's a project in Croatia, we're not interested at the moment.
Do you have any similar designs in your portfolio?
We're also bidding on projects for several expedition vessels, but based on designs created by other companies. It's definitely a booming market.
