Holland America Line’s new cruise ship has an emphasis on energy efficiency. Its builder Fincantieri describes the features that allowed it to surpass EEDI requirements
Holland America Line’s Nieuw Statendam has been delivered – and has achieved 30% more energy efficiency than required by the Energy Efficiency Design Index (EEDI), its builder Fincantieri told Passenger Ship Technology.
Nieuw Statendam is the sister ship of Koningsdam, which was delivered in March 2016. The 99,902-tonne vessel accommodates 2,666 guests in 1,339 cabins, with about 70% featuring private balconies.
Fincantieri project manager Guido Cucciniello said “Like its sister ship [Koningsdam], the technical design paid attention to efficiency and energy saving.” He emphasised that energy efficiency was “absolutely a driver in the design”, with the EEDI of 10,21 [G-CO2/grt MILE] achieving about 30% below the minimum required by the regulation.
Energy efficiency features include using A/C fan coils in public spaces and cabins. In addition, Mr Cucciniello said “The extensive use of variable frequency drivers in significant users such as HVAC chillers optimise energy consumption based on the real-time demand of users.”
Both Nieuw Statendam and Koningsdam represent Holland America Line’s move from centralised air conditioning to fan coil units. The cruise operator explained that about 20% to 25% of the air is now treated in the spaces themselves, such as the public rooms, rather than circulating it back to the air conditioning station. This not only boosts efficiency but also produces more comfort for passengers.
Energy has also been saved when it comes to galley equipment. For example, more ceramic hot plates are being used than those with a traditional heating element.
Air conditioning on board is granted by two x 4,600 kW and three x 5,050 kW JCI HVAC compressors. Two chiller units have a 4,600 kW cooling capacity and three have 5,050 kW.
Other environmentally friendly features include adopting black and grey water treatment equipment in compliance with the more stringent Special Area regulation of MEPC 227(64). Depending on how the plant is configured, black and grey water can be treated or, when in an area of strict regulation such as the Baltic Sea, just grey water, leaving the black water to be discharged shoreside. The blackwater treatment system was provided by Wärtsilä Water Systems.
Holland America Line developed a reverse osmosis plant in co-operation with Case Marine & Industrial in Seattle. There are two on board with a capacity of 500 m3 per hour.
Mr Cucciniello singled out another energy saving feature. “There is an intelligent heat recovery system for the engines’ LT water heat, which regulates automatically the flow of the circulating VDF pumps based on the needs of users.”
Furthermore, energy efficiency of the external glazing and windows has been improved with a U Value not exceeding 1.1W/m²K.
A focus was to obtain optimal speed performances at 50% and 100% of the installed power of Nieuw Statendam
The propulsion and engine configuration consist of electric generation by four DD.GG. MAK 12V43C engines at 12,600 kW/514 rpm each. Open loop exhaust gas cleaning systems have been installed on two of the four engines. Propulsion is provided by two ABB Azipods at 14,000 kW each.
Speaking of the propulsion considerations, Mr Cucciniello said “One of the challenges was to obtain the best speed performances in two different conditions at 50% and 100% of the installed power.”
The ship has a maximum speed of 22.2 knots giving a service speed of 18 knots. Much attention has been paid to the latter. For Koningsdam, a second reference point of 18 knots was added when it came to optimising the hullform.
The hull of the Pinnacle-class vessels has been extended to improve efficiency. The extra length improves glide in the water and so reduces resistance. The bulbous bow design was optimised based on the service speed.
LED lighting has been used in both technical and public spaces, and an LED wall screen of about 300 m2 has been installed in the main lounge.
Holland America Line has opted for a ballast water system from Headway Technology Co, also used on Koningsdam.
In terms of life saving equipment, 14 lifeboats (capacity 150 people) and six tenders (capacity 150 people each) are deployed. Hateke provided the lifeboats and Navalimpianti the davits. There are also two life/rescue boats and 62 liferafts which hold 35 people each. Viking Life-Saving Equipment provided the liferafts.
The infrastructure and IT systems on board have been designed and integrated by Lufthansa Systems. These carry all the phone, TV, video conferencing, wireless and interactive TV services, the wifi coverage etc.
The ship features a number of changes compared to Koningsdam. Mr Cucciniello said there had been a “classic improvement from the reference ship to solve issues”.
The following main modifications have also been applied:
Mr Cucciniello added “There has been a complete review of the observation lounge on deck 12 from a traditional bar lounge to an ‘Explorations Central’. This is an immersive onboard programme designed to make the passenger journey more engaging, vivid and meaningful by presenting the cruise destinations in an interactive way and showing the passengers navigation information.”
While much of the ship’s interior design will be similar to Koningsdam, Nieuw Statendam will have exclusive public spaces and its own style created by leading hospitality designer Adam D Tihany and designer and architect Bjørn Storbraaten. The ship will feature “grand, light-filled spaces, visual drama and sumptuous interiors inspired by the fluid curves of musical instruments”.
Onboard entertainment features the innovative Music Walk offering a variety of authentic live musical experiences and genres. These include the debut of the new Rolling Stone Rock Room with classic rock hits; Lincoln Center Stage, with chamber music; Billboard Onboard, with chart-topping hits; and the BB King’s Blues Club, bringing the best of Memphis music to sea. With the 270° LED projection at World Stage and expanded seating on Nieuw Statendam, more guests will enjoy performances with panoramic visuals and sound effects.
Creating an identifiable brand while ensuring a cruise ship has its own unique characteristics was a major focus for Holland America Line (HAL) when designing its latest Pinnacle-class vessels.
Holland America Group director of newbuilding services and fleet operations Mattias Eineborg told Passenger Ship Technology “Our latest Pinnacle-class vessels share a similar platform designed to cater to current guest demographics and we seek to imbue each vessel with its own unique character while at the same time being readily identifiable as HAL Pinnacle-class.”
One aspect that makes the ships identifiable as Pinnacle-class is a three-deck-high central atrium with a stainless-steel sculpture that is meant to evoke the feeling of a classical quartet, with strings, arches and bows, and a ceiling skylight that serves as a backdrop for changing high-definition projections.
On Nieuw Statendam, the dining room spans two floors and is framed by views of the sea. Strong, curved architectural pillars will accentuate the high ceiling. The centerpiece is a curved copper sheath surrounding a two-story wine tower.
Mr Eineborg emphasised that functionality of design was crucial. “While aesthetics is very important, particularly in newbuilds where you set the parameters for a platform that should endure for 30 years, a wrong decision on back of the house operations or crew logistics must be avoided at all costs. The vessels are refurbished every three to five years and the aesthetics can be refreshed but the main structure is in place for the duration of the platform.”
An important consideration was passenger flow and logistics. Mr Eineborg said “The movement of guests (flow) is paramount – a vessel is in reality a dense urban environment but we want the guests to experience it as their own private oasis when they want to retreat. It is very much about creating an environment where guests are free to personalise the experience on their own schedule.”
Explaining challenges when it came to creating interiors for the newbuilds, he said “the chief challenge unique to marine hospitality are the international codes and classification societies. Something that would be quite simple on land can be quite challenging to implement on a ship due to, for example, fire regulations or inherent restrictions on the type of materials permitted.”
Gross tonnage: 86,273 gt
Length overall: 285.3 m
Beam moulded: 32.3 m
Design draught: 7.9 m
Service speed: 21.8 knots
Classification society: Lloyd’s Register
Main diesel engines: Mak 4 x 12,000 + 2 x 8,000 kW
Electrical propulsion motors (POD): ABB 2 x 17,600 kW
Total installed electric power: 64,000 kW
Paint: Akzo Nobel
Deck machinery: BLM
Fin stabilisers: Fincantieri
Liferafts: Viking Life-Saving Appliances
Windows: Het Anker
Ballast water treatment: Headway
Bilge water centrifugal separator: Alfa Laval
Reverse osmosis: Case Marine
Evaporator: Wärtsilä Serk Como
Hi fog: Marioff
Plate heat exchangers: Alfa Laval
Black water treatment: Wärtsilä Water Systems
Vacuum system: Evac
Electrical plant: Schneider
Cabins' fan coils: Rhoss