- MedCruise General Assembly: Discussing and advancing best practices in Med ports
- Queen Victoria's dining options refreshed with new Verandah
- Silversea opens reservations for its 2015 World Cruise
- Royal Caribbean International names new Senior VP of Marketing
- Swan Hellenic says summer's ex UK programe now sold out
- Carnival UK's Dingle airs thoughts of online's future role
- Carnival Corporation appoints Senior VP of Corporate Communications
- Gianni Onorato leaves Costa Crociere
- Mariner of the Seas celebrates maiden Hong Kong call – more Voyager-class programs announced for 2013 and 2014
- Star Cruises to homeport Aquarius in Kota Kinabalu from November 2013
- Creditors agree to $271 million emergency cash injection to STX Shipbuilding & Offshore
- Perception of top cruise brands continues US decline post Carnival Triumph - poll
Ports & Destinations
- Honduras President Lobo dedicates Banana Coast Port
- Martinique to welcome Royal Caribbean's Quantum of the Seas
- Australian government grants AUD13 million to Norfolk Island cruise infrastructure
- Cruise Copenhagen Network focuses on new strategy to increase cruise guests to one million by 2015
- Six percent increase in cruise passenger throughput at Valencia in January-May
Products & services
- MEIKO appoints new head of export sales and marketing
- Wärtsilä launches a new more powerful version of its Wärtsilä 34DF engine
- Viking Cruises selects MAN engines to power its new ocean-going cruise ships
- Herkules Private Equity buys Umoe Schat-Harding and Noreq
- Viking Line to recycle vegetation brushed off from bottoms of ships
- Published on Saturday, 30 June 2012 00:17
- Written by Teijo Niemelä
The transformation of the Carnival Destiny into the Carnival Sunshine in a $155 million refit highlights the fact that leading cruise shipping lines are willing to spend large amounts of money to update their older tonnage to match the amenities available on their latest ships. In addition, the economic elements are also updated, so the revenue potential of these older vessels is brought into line with newer tonnage.
In most cases, a typical refit focuses more on the software side, so that restaurant concepts are updated and spa and fitness facilities receive attention. Bars and entertainment areas together with cabins are frequently upgraded as well. All this will be done on the Carnival Sunshine-to-be, but in addition to software enhancements, the ship will undergo significant structural changes.
The Carnival Destiny was built in Italy and delivered in 1996; at 101,353 gross tons, it was by far the largest cruise liner in service at the time. It was also the first post-Panamax size vessel and also the first passenger ship whose gross tonnage exceeded that of the biggest ship of the liner era – the first Queen Elizabeth at 83,673 grt.
Major structural and layout changes
The ship will spend 49 days at a Fincantieri yard in Italy before re-entering service in April 2013 on 9- and 12-night cruises in the Mediterranean. The refit will incorporate the Fun Ship 2.0 features that distinguish Carnival’s newest ships. Among the large number of changes that will take place, a large sun deck will be added forward on deck 14. The ship will receive a total of 168 additional cabins, some of which will be built forward on deck 12, where they replace an outdoor area with a Jacuzzi and mini golf.
Further cabins will be added forward on the deck below, currently occupied by the fitness center. A pool will be fitted in the outdoor area just aft of the cabins here. The cabins and suites on these two decks plus the ones forward on deck 10 will be given the new designation of Cloud 9 Spa, associated with a large fitness area and gym complex that will be fitted forward on deck 10, which is currently occupied by cabins.
Aft on deck 9, a sun deck and pool will make way for an expanded lido buffet. Cabin decks 8, 7 and 6 will be retained as they are in structural terms, although the cabins themselves will be refurbished. On deck 5 aft, a secondary lounge and two other small public rooms will be removed and replaced with cabins, some of which will have balconies overlooking the stern. Amidships on this deck, the traffic flow will be altered by replacing a passageway on the starboard side by an almost S-shaped corridor that links the atrium.
Perhaps the biggest structural change will embrace the forward section of decks 5, 4 and 3. Currently occupied by a large theatre that runs through these three decks, the area on decks 5 and 4 will be taken over by smaller entertainment areas that are just one deck in height. The area on deck 3 will be given up for additional cabins.
Effectively a new ship
The $155 million transformation of the Carnival Destiny to the Carnival Sunshine means that it will effectively be a new ship and offer a new guest experience. In addition to the structural changes and new public areas, passenger accommodations will be refurbished as well. They will adopt a crisp white-and-blue based color scheme instead of the present warm yellows and browns.
New venues onboard will include a food marketplace instead of a conventional lido buffet, a new steakhouse called Fahrenheit 555 and a casual restaurant concept dubbed The Comfort Kitchen. On the bars front, the Havana Bar in the marketplace will be in transition throughout the day—serving Cuban sandwiches at lunchtime, and then converting into a live Latin music venue after sundown, also serving late night snacks. The adults-only Serenity bar will offer a range of made-to-order shakes and salads.
Partner Ship Design, the Hamburg-based interior designers, will be in charge of the entire project. They were lead designers of the Carnival Breeze and designed many of the open deck spaces on the Carnival Magic before being chosen by Carnival for this project. The transformation of the Carnival Destiny to the Carnival Sunshine, a name that had been contemplated in-house for quite some time, is part of a $500 million program called Fun Ship 2.0, a comprehensive series of upgrades to the fleet carried out over a period of five years.
As yet there has been no announcement regarding the Carnival Victory and Carnival Triumph, which are younger sisters of the Carnival Destiny. However, they are likely to receive some kind of upgrade as well at a later date. At the same time, Evolutions of Fun, a $350-million investment program that entails eight ships of the Carnival Fantasy class, built between 1990 and 1998, has been carried out on six ships, with a further two to go.
More passengers, better guest experience
Once it emerges from the shipyard, the Carnival Sunshine will not only be a newer ship, but a better one for guests and crew alike. “That from the beginning is about protecting, no about enhancing and improving the guest experience. So even though there will be some additional passengers, we look at the ways they use the ship, its spaces. The guest capacity is increasing by 14%. When we worked on the gym space, treadmills and ellipticals, [they were] increased by 58% over the current Destiny. We went through bar seats, square footage per kid, number of decks,” said Mark Tamis, Senior Vice President of Carnival Cruise Lines.
A key element of the Fun Ship 2.0 initiative is creating greater interaction between guests and crew. “A huge part of my passion is for the guest experience, but also the crew experience—ultimately they are the ones who deliver the guest experience. We’ve seen that success on Carnival Liberty. Not only do the guests love the new experience, but also the crews love working onboard. Carnival Liberty was the first ship we did Fun 2.0: Guy’s Burger Joint, new deck parties—not just creating a space where a guest can get a drink, but a stage for them to have an emotional connection with the crew,” Tamis concluded.
- Published on Saturday, 21 January 2012 04:26
- Written by Teijo Niemelä
Editor's note: This interview was made and published in Cruise Business Review 3/2011 issue prior the tragic events of January 13, 2012.
By Henrik Segercrantz
Safety is a top priority at Star Cruises, whose vessels operate in some of the most congested waters and ports in the world. Star was the first cruise line to have its own tailor-made bridge simulator back in 1998, and a new simulator is being planned. "There must be a total commitment to safety, both onboard and ashore," says Gustaf Grönberg, Fleet Captain and Senior Vice President of Marine Operations. "This is achieved through teamwork, training, openness and professionalism. We think it is very important to recruit the right people for the tasks, because in one way or the other the human factor plays a major role in all accidents."
Cruise ships of today can carry 6,000 or 7,000 people and cost upwards of a billion U.S. dollars. Psychological assessment is a vital part of Star Cruises’ recruiting process for deck officers. "We want to recruit the best people, and we see the money spent on such programs is very well spent," Grönberg says. "The driving force in the next ten years will be the increasing sensitivity of the general public worldwide to damage of the physical environment and the loss of human life," Grönberg continues. "This will affect the shipping industry at every level, from the technical to the operational aspects and including the selection and training of officers. Response to recent accidents shows that there is zero tolerance for accidents that involve damage to the physical environment or loss of life." He also points out that as cruise ships are increasing in size, insurance companies are increasingly looking at liability issues.
"When looking ten years forward, in terms of selection and training and operational practices, I think the focus on the human element will have to further increase, including more psychological assessment work when recruiting but also in the daily working life of seafarers. Because the ISM [International Safety Management Code] does not address the human factors, error management must be developed and implemented as a vital part of a proper safety management system for the shipping industry. In aviation, it is understood that because of our limitations, human error cannot be entirely eliminated but must be managed. In this regard, the shipping industry and particularly the cruise industry need to follow the example of aviation."
Star Cruises is responding to these demands and already uses a system consisting of a written evaluation followed by an interview of each individual officer after every working period of eight weeks. "Progress has been made, though there is still much to be done," Grönberg says, but adds a wish: "Hopefully, the ISM Code will address also the real onboard human decision-making process in the future," Grönberg says. "I think the focus on all aspects of ergonomics, with focus on usability and on safety, will continue to grow in importance." When the SuperStar Leo and SuperStar Virgo were built, Star Cruises focused on the ergonomics of the wheelhouse. "We use a cockpit design where the panels are somewhat lower and the seat is not raised up, so that you can reach all important control panels from that position," Grönberg says, providing an example of their design philosophy. "The same layout has in fact been applied on all consecutive NCL vessels."
Another example is the SuperStar Virgo, which received a fourth dedicated working cockpit for the pilot when the vessel’s wheelhouse, including navigation system, was upgraded some two years ago. "This has become very popular. It is very important that the pilot is welcomed to be a part of the bridge team in order to avoid accidents." Grönberg definitely sees that bigger cruise ships need a separate safety officer relieving the officers on the bridge from other tasks not directly associated with safe navigation, "but the safety panels have to be adjacent to the bridge to maintain easy communication."
When talking about lifeboats and life-rafts, Grönberg thinks that using davits and cranes is becoming old-fashioned. "There are ideas to use an integrated part of a public space as a lifeboat, if required. This is a very complex system, which would also take away public space from the vessel and is a difficult question," he says, but he believes changes will take place regarding evacuation. He thinks the IMO SOLAS rule applied for ferries operating on shorter routes allowing evacuation using MES stations with chutes and rafts should also be applied to cruise ships. "Many argue that this system is safer in rough weather conditions than using lifeboats. I believe there might be a change here too in the years to come," he suggests.
"We enter Hong Kong and sail in the Singapore Straits every day. We operate in some of the most congested waters where vessel traffic is terribly intense and sometimes coupled with zero visibility due to dense fog. You really have to pay a lot of attention and make vital navigating decisions continuously. I am thankful that we have the best guys onboard. Although there are traffic control systems in these areas, the traffic is so enormous that there is no way they can be of any help," Grönberg says and notes further that in national waters, such as in the Hong Kong region, many vessels do not have AIS, and thus cannot even be identified. "I really hope that these systems will improve in the years ahead to adopt the system applied in the English Channel, where violation results in a fine. The legal responsibility though shall always remain onboard the vessels."
- Published on Wednesday, 21 September 2011 20:53
- Written by Teijo Niemelä
Greece is undergoing profound change and reforming large parts of its economy to attract much needed investment and revenue. This includes an extensive maritime sector and the huge tourism industry, of which the cruise business is an important part of both. Greece's Deputy Minister for Culture and Tourism Giorgos Nikitiades granted an exclusive interview to Cruise Business Review's John Pagni to outline what the new government has done to tackle structural problems and how it is laying down guidelines for the future, which will open up new opportunities for all players in the cruise industry.
Q: What is and has been the situation regarding cruise ship ports-of-call in Greece including past and present policy, the rules and regulations covering port fees and taxes, cruise ship terminals, services and those on the way?
A: The geographical maritime characteristics of Greece have always been popular and attracted cruise tourism because of the great diversity of the Greek islands and coastal regions. Cruise ships have, in fact, been coming to Greek ports since the 1950s. Of course, cruise tourism and cruise ships have evolved and developed technologically, especially in the last few years, resulting in the necessity to modernize and improve Greek ports' infrastructure so that they are able to serve the newer ships and the larger number of passengers they bring. There is enormous scope for the exploitation of ports and new port infrastructure is already developing in different areas, both on the Ionian Sea coast as well as along the Adriatic and Aegean seaboards.
On pricing policy, at Piraeus for example, the fee includes services at a lower rate than other European ports and will remain at competitive levels, rendering it a popular destination for cruise companies. We have taken the first important steps for maritime tourism, its infrastructure, passenger facilities, land services and we will continue to do so.
Q: When you visited Finland, you mentioned Greece's cabotage policy, which had a negative effect on cruise ship visits and had resulted in Athens/Piraeus losing its number one spot as the most popular port of call in the Mediterranean to Barcelona. Please explain what is being done to remedy the situation.
A: Removing the cabotage restrictions was the first major piece of legislation for Greece's cruise tourism and concerns the lifting of restrictions on the disembarkation and embarkation of cruise ship passengers in Greek ports regardless of their flag. Until recently, this allowed only ships flying the flag of an EU-member country, and as you know, eight out of ten ships have a third-country flag. The result of this protectionism was to deprive our national economy of 80% of the income that it could have had from this sector.
Piraeus continues to be the largest port for passenger movements in Europe and ranks third in size worldwide, since it is estimated that 21 million passengers are served annually. I would agree that, as a cruise port, Piraeus has lagged behind in terms of modernization in comparison with Barcelona and other Mediterranean ports. It has, however, proceeded with the upgrading of its facilities and a new passenger terminal of 3,900 square meters is under development.
Q: What makes Greece an attractive cruise ship port-of-call in your opinion, and what does the government intend to do to rectify the situation, as already described, to win back as many cruise companies and passengers as possible?
A: Our country's Mediterranean climate with the longest periods of sunlight in all of Europe, the calm seas, the unique monuments of ancient and Byzantine Greek culture, the way of life and entertainment, hospitality, diverse activities and attractions—all these constitute powerful motives for the cruise passenger to come ashore at Greek ports.
We are in constant touch with cruise company executives. In fact, we recently agreed with the board of the European Cruise Council for the establishment of an advisory committee aiming to review problems in cruise tourism and suggest improvements. This collaboration is directed at maximizing growth in maritime tourism in Greece. As an example, here at the ministry, we have ensured that over 200 of the country's national cultural monuments are open to visitors from morning until late afternoon. And we have made exceptional provisions for cruise passengers to visit archaeological sites during official holidays. Our country has all the preconditions in order to be at the forefront of world cruise-tourist destinations, and we are working systematically to achieve that.
Q: Will the privatization of ports, especially the passenger side, be allowed to bring in much needed investment plus cruise-ship service attitudes and skills? Will there be room for so-called public/private partnership projects?
A: We will examine all investment plans submitted by investors and then decide after taking into consideration the interests of the Greek economy. However, I do not see any reason why we would reject, for example, the investment proposal of a group of cruise companies, which would want to proceed with the construction of a passenger port terminal in return for the management of that project for 10, 20 or even 30 years.
Simultaneously, there are likely to be investments that will result from PPP projects and common economic collaboration. The government and Prime Minister Giorgos Papandreou personally are fully committed to exploit state properties and resources, and to this end we will apply our strategy for cruise tourism, and we maintain continuous contact with interested investors.
Q: An article in an international news weekly magazine quoted a World Bank survey that doing business in Greece ranked 109th out of 183 countries. Will this area be reformed to encourage cruise companies to become partners in on-shore facilities and services? Cruise companies build and operate terminals in the Caribbean and organize the excursions there, for example.
A: In recent meetings we have had in Greece with senior executives of the larger cruise companies, they have expressed a keen interest to actively participate in investment programs for the development of cruise-tourism infrastructure. I would also like to mention that Piraeus Port Authority has announced an ambitious investment program with a €500 million budget, which concerns the expansion of the port with the construction of six new cruise berths for new-generation vessels, the building of an exhibition and conference center, and the transformation of existing structures into a five-star hotel and the addition of two new passenger terminals.
Similar development projects are planned to take place at other ports in the country. We are open to proposals by cruise companies on these. These projects will come quickly to fruition with the application of the new legal framework [Fast Track Investment Law], which considerably facilitates investors’ plans with the bureaucratic procedures and with government intervention for the speedy issuance of the required permits.
Q: Would Deputy Minister Nikitiades wish to add anything in the context of the cruise ship business in Greece supported by statistics?
A: In the top spot for the number of cruise ship calls, the most popular Greek port [last year] was Piraeus, which totaled 805 ships with 1,864,657 passengers. Second was Santorini with 682 ships and 763,783 passengers aboard and a similar number [770,990] was recorded by the Port of Katakolon. Then came the ports of Mykonos [662,713], Rodos [577,044] and Corfu [565,686].The average time spent ashore by passengers varies depending on the port and on the coastal attractions, but an average is about eight or nine hours.
The cruise passenger market is of great interest to us; it is estimated each passenger that goes ashore spends on average €70 to €80. If, however, that passenger boards from a Greek homeport, the amount of money spent can multiply by up to a factor of five.
Our government, following our new strategy for tourism, has already begun collaboration with all cruise companies that are active in the Mediterranean and internationally. Members of the government, including myself, have attended cruise-tourism conferences and events, such as Cannes and Miami, and Greece will continue to be represented at such occasions.
Collaboration with cruise companies aims to continue the development of cruise tourism in Greece, the addition of new ports-of-call and the establishment of homeports. Cruise companies have expressed the desire to invest in port infrastructure, which constitutes important encouragement for the development of cruise itineraries.
Greece was in first place for cruise passengers in the Mediterranean in 2009, but lost the top spot in 2010. We hope to regain the number one position and will spare no effort in order to make our country an ideal cruise-tourism destination, with all the necessary services and facilities and to be a buzzing hub of cruise vessels and cruise tourists.
- Published on Friday, 27 May 2011 09:55
- Written by Teijo Niemelä
"It’s a lot of work!" exclaims Celeste Gladstone, Intercruises’ President for North America and the Caribbean, when reflecting on the Herculean effort required to be a partner in organizing the upcoming Cruise Canada/New England 2011 Symposium, to be held in New York City from June 14 through 16.
Of course, this is not the first Cruise Canada/New England Symposium for Intercruises – they’ve been in attendance in years past, but it’s the first time they’ve been part of the organizing effort. "One of the companies that was acquired by Intercruises was a company called Destination Canada/New England. They were one of the founders of putting the Symposium together," she says, relating the longstanding connection between Intercruises and the Symposium. Destination Canada/New England (along with Destination Florida) was purchased by Intercruises in 2008. Gladstone’s own company, Cruiselink II, had previously been acquired by Intercruises in 2007 as part of a worldwide expansion strategy that resulted in the formation of Intercruises North America.
"When our companies were purchased and we put them together to become part of the Intercruises brand in March of 2009, we continued that tradition" of participation, she says. "This is the first year we’ve organized it,” she continues. “NY Cruise asked us along with Ports America to help organize the event in New York."
Indeed, Intercruises will be well represented at the event, to say the least. The schedule for the three-day conference includes a cruise executive cocktail reception co-hosted by Intercruises and welcoming remarks by Mark Robinson, Intercruises Shoreside & Port Services Managing Director. In addition, a sizable contingent of Intercruises personnel will be present. "We’ll have our New York team, our New England team, and our Canadian team, plus our international board from our headquarters office in Barcelona," Gladstone reports.
Why invest the effort to go from attending to organizing? "The region is critically important to us," Gladstone says. "New York is our regional head office, and a lot of the vessels that go to the areas north start or turnaround in New York. We are very involved with many of the associations in the area," she adds, mentioning Portland and Bar Harbor as examples. "That’s to help address different issues that come up, such as the logistics of the ships arriving and the impact of the ships in the local community. We’ve been involved in every stage of developing the ports in Canada/New England for quite some time."
That involvement includes all major operations shore-side, she explains. “In any port that a ship turns around, meaning having all the people disembark the vessel and then load the ship with new people, we are the turnaround agent for many if not 90% of them. In New York and Boston and Quebec and Montreal – all the main turnaround ports of the region,” she notes. Intercruises’ clients include all the major cruise groups operating in the Canada/New England market – Royal Caribbean/Celebrity, Carnival Corporation, and Norwegian Cruise Line, she adds.
"We also are the shore excursions provider to a big percentage of the clients visiting the ports in the region, and the port agent as well," she continues. The port agent, she explains “is the person that liaisons with the vessel and the local authorities to bring the vessel in – to make sure it comes in smoothly and with all the I’s dotted and the T’s crossed from the authority’s perspective." An important job, she agrees.
As the 2011 conference gets ready to convene, Gladstone previewed the tone and the message that attendees can expect to hear, striking a positive note about Canada/New England as an important and vibrant cruise destination. "I would say it’s been a growing market for quite some time," she says when asked about the performance of the region over the past half decade. "From a standpoint of when I started to today, I would say there’s been tremendous growth, and we hope it will continue in the future.” At the same time, however, she sounded a note of caution: "There are a lot of factors that will determine whether more ships are deployed or whether they find higher yields in other markets, or whether the ECA piece affects them."
That last item – ECAs or Emission Control Areas – is scheduled to be the subject of a brunch presentation on the last day of the Symposium by Tom Dow, Vice President of Government Affairs for Carnival Corporation. Giving us a hint at what might be coming, she says, "I had a conversation with a client recently, and I asked if they would pull out of the area because of the ECA regulations, and he didn’t think so. It’s not on their radar yet, but are people concerned? Yes they are. Will if affect future deployments? It definitely could, but nobody’s attributed anything directly to that yet," she concludes.
By M.T. Schwartzman
- Published on Monday, 18 April 2011 17:27
- Written by Teijo Niemelä
Evac is the technology leader in providing vacuum sanitary systems, wastewater treatment systems and in galley and dry waste handling systems for vessels. With the head office based in Finland, Evac has companies also in Norway, France, the United States, in China and in South Korea. A dedicated service center is based in Miami which also takes care of the service of the Evac Norsk Inova incinerators and dryers, installed on many cruise ships sailing in the region. Evac had net sales in 2010 of some 60 million euros and employs some 130 people.
"We have a rather good situation at Evac, for the time being," Mika Karjalainen, General Manager at Evac Oy, tells Cruise Business Review. Within their main business sector, vacuum sanitary systems for cruise ships, Evac has received a number of important orders recently – for P&O Princess Cruises newbuilding at Fincantieri, for MSC Cruises at STX in France (and also the similar Libyan cruise ship), and the latest two newbuildings for NCL at Meyer Shipyard. At Meyer Werft Evac also received the AIDA Cruises seventh ship. The company also supplies vacuum systems to the entire Solstice class series of vessels and supplied together with Norsk Inova the dry and wet waste treatment and collecting systems.
Evac's scope of waste management products for cruise ships, in addition to the vacuum toilet system and tanks, includes also the grey waters system. "We provided the grey water automation system for Royal Caribbean International's Freedom, Voyager and Oasis class vessels," Karjalainen notes. Evac supplies vacuum food waste collection systems, dry waste treatment systems separating materials for re-cycling and incineration. These systems include bailing systems for aluminum cans, glass breakers and dry waste packaging. Evac also supplies the dryers for food and other waste to be incinerated.
In addition Evac produces its advanced wastewater treatment plant, Evac MBR. Sofar, Fred Olsen's 1,400 passenger Ms Breamar is the biggest cruise ship reference vessel. Evac's smaller MBR units, for 8 to 360 people, are typically supplied to other types of vessels, such as navy vessels and other types of commercial vessels. They have proven very popular in recent years. Some 200 units have been delivered and the order backlog is more than 200 units. One MBR 204F unit was recently delivered and commissioned for Arosa River Cruises' newbuilding Ms A-Rosa Brava.
In 2010 IMO's new resolution MEPC159(55) entered into force with new and more stringent limit values for effluent water from marine sewage treatment plants. Karjalainen tells CBR that the discussion in Alaska currently involves an evaluation period, based on which future limits of some metals in the wastewater will be decided on. "In the Baltic, the limits now proposed by HELCOM and by IMO are ok for our MBR process, and is a good compromise regarding nitrogen and phosphorus, in line with the wastewater limits typically applied within the EU," Karjalainen points out.
When looking at the recent products news within Evac there is the 910-type vacuum toilet, which is now Evac's main product sold. It was designed to provide silent operation. "Sound testing at VTT laboratories proven it is the most silent product on the market," Karjalainen notes.
Another new product is the OnlineMax vacuum tank collecting system. It has a very small size and footprint onboard despite its big capacity. "When compared to the previous generation vacuum system, still predominantly used onboard cruise ships, the OnlineMax is smaller, more efficient and it uses less energy," Karjalainen notes. "Compared to a conventional type vacuum system, the energy consumption is only some 25 percent." Evac has developed an on-line separator, separating the wastewater and air, through which the pumps for generating vacuum air (about at 0.5bar) and, for pumping wastewater have been optimized separately, providing a much improved efficiency. Four OnlineMax units would be sufficient to cater for the vacuum system for a big cruise ship plus some back-up units needed for redundancy.
"The OnlineMax system has proven very popular for retrofit installations," Karjalainen notes. "It is an efficient system to provide added capacity and more vacuum efficiency into old systems, either replacing the old system or installed in parallel." Evac recently received a big order for 16 OnlineMax units for several cruise ships for Holland America Line. Evac has received some smaller newbuilding projects with OnlineMax, but, according to Karjalainen, the big operators first want to see that it works well, before switching entirely to this system in their newbuilding projects. The system is also in use on Oasis of the Seas and on Allure of the Seas. On these vessels, the OnlineMax units are combined with traditional ejector systems. "This year we will provide some 100 of these units, mainly for retrofit projects," Karjalainen points out.
By Henrik Segercrantz
Oasis of the Seas Coverage
- Crystal creates visual magic with water for the AquaTheater on the Oasis and Allure
- Allure of the Seas features 3D digital cinema engineered by FUNA
- Allure of the Seas sails with KONE people flow solutions
- Starbucks and Royal Caribbean to offer first ever Starbucks at sea on Allure of the Seas
- Autronica delivers extensive safety system to Allure of the Seas