China boosts cruise shipbuilding industry

China is moving forward with its cruise shipbuilding plans as it gears up for the delivery of its first domestically built large cruise ship. 
Adora Magic City will officially begin operations on the first day of 2024.

The ship completed its second sea trial in September 2023, following its first sea trial in July. The 324-m long, 37-m wide ship has been built by Shanghai Waigaoqiao Shipbuilding, a CSSC subsidiary.

Waigaoqiao Shipbuilding general manager and chief designer of the shipyard’s large cruise ship project, Chen Gang, was reported in Chinese media as saying, “It marks the completion of China’s first large-scale cruise ship, which will accommodate 5,246 guests and serve the burgeoning domestic cruise market when it is put into full operation.” 

Adora Cruises is a joint venture between Carnival Corp and China State Shipbuilding Corp. 

In November 2018, CSSC signed a co-operation agreement for the design and construction of two 135,500-tonne Vista-class cruise ships with Carnival Corp and Fincantieri.

Infinity-class customisation 

China is keen to build up its cruise building business, and while this is its first domestic ship to be built in China, it is also keen for business from other countries.

SunStone Maritime Group is a first mover, as it was the first to build cruise ships in China, at CMHI Shipyard in Haimen. But while its Infinity-class ships were built in China, Ulstein in Europe oversaw the technical design and Tomas Tillberg Design looked after the interior design.

As SunStone Ships comes to the end of its Infinity-class ships, with the seventh and final Infinity ship to be built, it gives some thoughts about major themes running through these vessels. 

As well as being technologically advanced, with Safe Return to Port, Polar Class 6, an inverted bow, zero-speed stabilisers, dynamic positioning, and the energy saving X-Bow (Ulstein’s patented X-bow technology ), in a recent article for PST’s sister publication, Passenger Ship Interior & Refurbishment Review, it was highlighted that a major focus running through the series of ships is to customise the product for different charterers. 

Highlighting the difference in the interior designs of Infinity class, SunStone Maritime Group chief commercial officer Carsten Lund singles out Ocean Albatros, chartered to Albatros Expeditions and delivered earlier this year, and Ocean Odyssey, which was delivered in October last year to US travel firm Vantage.

“Our charterers for these ships have passengers of different ages and nationalities and they want interiors suitable for their customers. In Ocean Albatros, we see a lot of Scandinavia-inspired design as there is a slightly younger audience here compared with some of our American clients,” says Mr Lund. 

Ocean Odyssey has customers that tend to be Americans of an older generation. Here, the spaces are more decorative and darker colours are used. Also, compared with Ocean Albatros, the bow is more open, there are more public spaces and fewer cabins. 

Mr Lund comments, “While our ships are identical technically, their charterers come in and have a say when it comes to the interior design. They can make it their ship, it’s their name on the side and logo on the product. This type of flexibility makes the ship their own.”

He singles out SunStone’s charters are long term, usually 10-15 years, so with that length of time it is important charterers customise in a way that fits their own product. 

As SunStone finishes its Infinity-class ships – the seventh and final vessel will be delivered in 2025 – there is no doubt the Chinese yard must have learned important lessons.