New MSC Ships Get Wartsila Power

MSC World Class
MSC World Class

Wartsila will supply Chantiers de l‘Atlantique comprehensive package of integrated solutions designed for the first two MSC World-class cruise ships, which will operate on LNG fuel.

The orders with Wartsila were placed by Chantiers de l’Atlantique in Q3 2018 and Q1 2019.

These will be the first two cruise ships to run on LNG with Wartsila 46DF engines and with Wartsila LNGPac systems.

“The focus of our solutions is on reducing energy and fuel consumption in order to promote efficiency. At the same time, our nitrogen oxide reduction and LNG solutions enhance environmental sustainability, which together with the higher efficiency, is very much in line with Wärtsilä’s Smart Marine strategy,” said Stefan Nysjö, Vice President, Marine Power Solutions, Wärtsilä.

“We are very familiar with Wärtsilä’s products and they have always provided us with excellent support in newbuild projects. These two new cruise ships will represent the latest thinking in minimising the environmental impact and reducing fuel consumption, which is in line with our Ecorizon plan, and Wartsila is playing a major role in this,” added Yves Pelpel, Technical Director, Chantiers de l’Atlantique.

Each ship will get five 14-cylinder Wartsila 46DF dual-fuel engines fitted with nitrogen oxide reduction (NOR) units, two Wartsila LNGPac fuel storage and supply systems, seven Wartsila thrusters, and two Wartsila fixed pitch propellers.

The Wartsila 46DF engines are IMO Tier III compliant in gas mode and are compliant in marine diesel oil (MDO) mode in combination with the NOR units.

The Wartsila equipment is scheduled for delivery in mid-2020 for the first ship, and in mid-2022 for the second.

2 New Icon Class Cruise Ships Ordered By Royal Caribbean

Image result for anthem of the seas under construction

Photo of Anthem of the Seas under construction.
 Royal Caribbean has announced that it has agreed to order two liquefied natural gas (LNG) powered cruise ships from Meyer Turku in Finland. Even though it is early stages the ships will accommodate around 5,000 passengers each.

The newly designed vessels which are currently known as Icon Class are scheduled to be delivered in the second quarter of 2022 and 2024. The ships will dramatically reduce greenhouse gas emissions with LNG technology.

Richard Fain, chairman and chief executive officer of Royal Caribbean Cruises, Ltd said:

“With Icon class, we move further in the journey to take the smoke out of our smokestacks.”

“We are dedicated to innovation, continuous improvement, and environmental responsibility, and Icon gives us the opportunity to deliver against all three of these pillars.”

The Icon class ships will mainly be powered on LNG but will also use distillate fuel for ports which can’t accommodate the infrastructure. The cruise line will be announcing further details including design, tonnage and specific details in the future. Until then, Royal Caribbean must still focus on new Oasis and Quantum class ships which are currently on order.

Icon Class
Icon Class

Image By: Royal Caribbean

Will AIDA Cruises LNG barge’s hurdles hinder cruise LNG take-up?

Image result for viking grace

Viking Grace Receives 1000th LNG Top-Up

by Rebecca Moore for 

The regulatory challenges to launch LNG barge-based electricity supplies to cruise ships – initially to AIDA Cruises’ new ships ‒ at Port of Hamburg have been called a “total disaster”. But on the other side of the coin Viking Lines has proudly announced it has achieved 1,000 bunkerings of its ferry Viking Grace via LNG refuelling vessel Seagas.

The passenger ship industry is keen to implement the use of LNG as fuel or for coldironing, but could the struggles that Becker Marine Systems’ LNG-powered Hummel bunker barge has faced be a barrier to the greater take-up of LNG by this sector, in particular cruise ships?

German shipowner VDR marine director Wolfgang Hintzsche told the CWC LNG fuels summit in Amsterdam a few months ago that Hummel‘s regulatory struggles have proved to be “a total disaster, from the point of view of legislation for LNG bunkering”. He warned: “LNG-fuelled ships simply will not come to Hamburg if we cannot sort out our bunkering problem.”

The project has been dogged by in-port restrictions, the barge’s operating permit requiring it to have an expensive harbour tug on standby, engines running, during loading and for Hummel to return to a night-time berth outside Hafencity after every loading, which requires tug assistance.

And Bomin Linde has long-standing plans to launch a small-scale LNG terminal at Hamburg that could include ship-based LNG bunker supply services. It, too, says it has taken “much longer than expected” to secure approvals for its plans.

But passenger ship operators should take heart from Viking Line’s announcement last week that its trailblazing LNG dual-fuelled Viking Grace has reached a milestone after achieving 1,000 LNG bunkerings in partnership with Swedish company AGA Gas AB since it was launched in January 2013.

Seagas, which was specially built for ship-to-ship refuelling, supplies Viking Grace ‒ the first large passenger vessel to run on LNG ‒ with about 60 tonnes of LNG while the vessel is docked in the morning at Stadsgården in central Stockholm.

Viking Line highlights the smoothness of the bunkering procedure, saying that it met its needs for bunkering to occur as quickly as possible, with no interruptions, with assured deliveries and without affecting cargo handling on the quay.

Indeed, Jan Hanses, president and chief executive of Viking Line said “both the technical solution developed by AGA and the vessel’s operation have outperformed expectations”.

And Jonas Åkermark, who is in charge of the LNG marine market at AGA Gas AB, said: “There is still heavy interest in the Seagas, our ship-to-ship bunkering solution and LNG as marine fuel both in Sweden and internationally. We have a well-functioning infrastructure solution in place in Stockholm and the possibility of bunkering more vessels.”

Obviously the two are very different projects and Hummel and Seagas meet different needs, but they both underline the importance of smooth processes and infrastructure if LNG is to be successfully taken up on a wider scale by ferries and cruise ships, either as fuel or for coldironing. Hopefully the regulatory challenges thatHummel is facing will be ironed out, and passenger ship operators can take heart from the success of Viking Grace and its bunkering vessel Seagas.