9 / 05.2019
INTERNATIONAL MAGAZINE FOR FERRY AND RORO SHIPPING
www.ropax.de
Visborg
LNG for Gotland
DFDS Ephesus Seaways
More Capacity for Turkish traffic
The most reliable freight
shipping network in Europe
Narvik
Bodø
Fauske
Mo i Rana
Mosjøen
Ålesund
Trondheim
Fort William
Greenock
Aberdeen
Ballina
Bellshill Larkhall
Belfast Newcastle
IE
Mullagh
UK
Dublin Liverpool Manchester
Cork Waterford
Immingham
Warrington
Killingholme
Paris
Florø
Bergen
NO
Haugesund Oslo
Drammen
Stavanger
Larvik Moss
Kapellskär
Brevik
Kristiansand
Lilla Edet
Fredrikstad
Halden
Gothenburg
DK
Esbjerg
Copenhagen Karlshamn
Fredericia
Malmo
Cuxhaven Kiel
NL
Lübeck
Felixstowe
Hamburg
Avonmouth Gravesend
Amsterdam (IJmuiden)
Newlyn
Botlek
Newhaven Dover
Rotterdam (Vlaardingen)
Zeebrugge
Paignton Calais
Antwerp Duisburg
Dunkirk Brugge Mortsel
Ghent
Boulogne
Dieppe
BE
Sur Mer
DE
Dourges
Bettembourg
Ludwigshafen
Chesterfield Grimsby
Peterborough
Lerwick
SE
Prague
CZ
PL
Poznan
Hanko
FI
Paldiski
EE
Ventspils
Kotka
Tallinn
LV
Liepaja
Riga
Klaipeda
LT
Vilnius
RU
Kaliningrad
BY
UA
Minsk
RU
Moscow
Almaty u
PT
Maia
ES
Bilbao
Le Boulou
Barcelona
FR
Lyon
Novara
Miramas/Avignon
Marseille
Toulon
CH
Busto
Melzo
IT
Munich
Wels
Salzburg
AT
Trieste
SK
HU
Gyula
RO
Tibod
Ilyichevsk
Madrid
Tarragona
Valencia
Bari
Ambarli (Istanbul)
Pendik (Istanbul)
Yalova
GR
TR
Tunis
Patras
Antalya
Mersin
PORTS OF CALL & SALES AGENCIES
LOGISTICS OFFICES
OPERATIONAL OFFICES
RAIL SERVICES
TN
dfds.com
EDITORIAL / 3
Neue Herausforderungen und Veränderungen
Liebe Leser,
die RoRo – und Fährschifffahrt muss sich immer neuen und vielfältigen Herausforderungen
stellen. Die weitere Limitierung der Schwefelemissionen ab dem Jahr
2020 auf allen Weltmeeren außerhalb der bekannten SECA Gebiete auf 0,5%
zwingt einige Reeder das richtige Antriebskonzept zu finden. Immer mehr Schiffe
mit einem LNG Antriebssystem werden in Dienst gestellt. Die erste in China für
die Rederi AB Gotland gefertigte Fähre „Visborg“ hat erfolgreich seinen Dienst
gestartet. Wir waren an Bord! Auch Balearia hat seine erste LNG Fähre „Hypatia
de Alejandria“ von der Werft Visentini im Mittelmeer übernommen. Andere wie
Grimaldi setzen weiter auf die sich weiter entwickelnde Scrubber Technologie mit
ganz neuen Ideen der Meeresreinigung gegen Plastikmüll.
Im Küstennahen Bereich auf Kurzstecken kommen immer mehr elektrisch betriebene
Fähren zum Einsatz. Auf der anderen Seite verändern sich die Ladungsströme und die Reedereien bieten neue Lösungen mit multimodalen
Konzepten. Der Transport von Hafen zu Hafen steht nicht mehr im Mittelpunkt. Vom Hinterland-Terminal über den Hafen
weiter mit der Fähre bis ins nächste Terminal im Zielgebiet aus einer Hand, ist ein Angebot welches voran getrieben wird. Durch die
Überlastung der Westeuropäischen Autobahnen verlagern sich Verkehrsströme in den Ostkorridor und bringen Fährverkehre ab Polen
nach Schweden zum boomen. Dennoch steigt der Druck nach kostengünstigen Lösungen und ein aufgeschobener Brexit lässt einige
Reedereien im Wartemodus zur Veränderung ihrer Kapazitäten.
Viel Spaß beim Lesen
New challenges and changes
Dear Readers,
RoRo and ferry shipping must always face new challenges. The further limitation of sulphur emissions from 2020 on all oceans outside
the known SECA areas to 0.5% is forcing some Shipowners to find alternative propulsion concepts. More and more new ships are being
delivered with an LNG propulsion system. The first ferry built in China for Rederi AB Gotland, the „Visborg,“ has successfully entered
service and RoPax was on board! Also, Balearia has taken delivery of its first LNG fueled ferry, the „Hypatia de Alejandria,“ from Italian
shipyard Visentini. Others, such as Grimaldi, continue to rely on evolving exhaust scrubber technology whilst some companies are
adopting new approaches to the disposal of plastic waste so as to preserve the marine environment. In addition to these efforts, coastal short
sea voyages are increasingly seeing the use of ferries that are partially or entirely powered by electric.
The cargo flows are also changing with the shipping companies offering new solutions involving multimodal concepts. The congestion of the
Western European highways is causing a traffic shift to the east corridor. The consequence is that ferry traffic from Poland to Sweden is
booming. Nevertheless, the pressure is increasing for cost-effective solutions. A postponed Brexit is also leaving some shipping companies in
limbo whilst they wait to see how their capacity strategy will need to be adapted.
Enjoy reading
Jan Philip Eckmann
(Herausgeber & Chefredakteur / Publisher & Editor)
RoPax 9 / 05.2019
4 / CONTENT
16 20
Content
EDITORIAL....................................................................................................... 03
MARKET REPORT
> Scandlines.................................................................................................................................. 06
> Lehmann Group Lübeck ......................................................................................................... 07
> SOL – Wallenius – DFDS......................................................................................................... 07
> Cobelfret..................................................................................................................................... 08
> New E Ferry „Aerö“.................................................................................................................. 09
> Eckerö......................................................................................................................................... 09
> Transfennica.............................................................................................................................. 10
> Tallink......................................................................................................................................... 10
> Brittany Ferries ......................................................................................................................... 11
> Hogia ......................................................................................................................................... 12
> For4Sea – New Name at the Öresund ................................................................................... 12
> Terberg Tugmaster ................................................................................................................... 12
> Carus .......................................................................................................................................... 13
> WDR .......................................................................................................................................... 14
> Bow Spirit Kids ......................................................................................................................... 14
INTERVIEW
Hoover of the sea! .......................................................................................................... 16
Onorato Armatori Group continue growth ............................................................................. 26
Scandlines – Mega Green Shipping ............................................................................... 30
DFDS rides the MED .................................................................................................................. 38
Attica Group ................................................................................................................................. 42
Hirtshals continue growth .......................................................................................................... 53
Stena Line – Niclas Mårtensson shows optimistic outlook ................................................... 62
Port of Ystad – Booming gate to Poland .................................................................................. 72
Fjord Line Cargo growth ............................................................................................................ 74
RoPax 9 / 05.2019
CONTENT / 5
30 50 70
NEWBUILDING
Visborg – First LNG for Gotland .................................................................................. 20
Ephesus Seaways – New Mega Ro-Ro for DFDS .................................................................... 32
Hammershus – Molslinjen introduces RoPax newbuilding
on lifeline link to Bornholm ...................................................................................................... 44
Irish Ferries W. B. Yeats – A New Ferry Tale Begins .............................................................. 57
Balearia – Leading LNG ferry operator in the Mediterranean .............................................. 64
DATA SHEET
Visborg .......................................................................................................................................... 24
Ephesus Seaways ......................................................................................................................... 36
Hammershus ............................................................................................................................... 48
W. B. Yeats ................................................................................................................................... 60
Hypatia de Alejandría ................................................................................................................. 68
REPORT
Poland – Sweden .......................................................................................................................... 20
Rostock, Lübeck und Kiel –
Die drei führenden Deutschen Ostseehäfen wachsen weiter! ...................................... 50
Wasaline – Strong Growth and a New Ferry Ordered ........................................................... 54
WDR expandiert – Neuer Katamaran und Wohnmobilkonzept .......................................... 63
Around Spain ................................................................................................................. 70
IMPRESSUM
RoPax International Magazine
for Ferry and RoRo Shipping
Anschrift der Redaktion:
JPE-Communication
Große Brunnenstraße 61, 22763 Hamburg
Fon: +49-(0)40-39109581
Mobil: +49-(0)170-8503722
Email: info@ropax.de
Web: www.ropax.de
Herausgeber und Chefredakteur:
Jan Philip Eckmann
Autoren in dieser Ausgabe:
Andrew Cooke, Jan Philip Eckmann,
Kai Ortel
Fotografen:
Andrew Cooke, Jan Philip Eckmann,
Kai Ortel und wie an den Fotos
gekennzeichnet
Anzeigenagentur:
JPE-Communication
Editorial Design / Art-Direktion:
Daniela Krieger (www.danielakrieger.de)
Alle Rechte sind vorbehalten. Nachdruck
oder foto mechanische Wiedergabe, Übersetzung
oder Datenspeicherung und
-auswertung für fremde Zwecke, auch
auszugsweise, nur mit vorhergehender,
schriftlicher Genehmigung des Herausgebers.
Sämtliche in dieser Publikation
gelieferten Informationen entsprechen
bestem Wissen und Kenntnisstand. Der
Herausgeber übernimmt keine Gewähr
für die Richtigkeit oder Vollständigkeit
der Informationen und kann nicht für ergriffene
Handlungen oder entsprechende
Verluste in Folge der Details in dieser Publikation
verantwortlich gemacht werden.
Die einzelnen Beiträge stehen inhaltlich
in der Verantwortung der jeweiligen Autoren
und geben nicht die Meinung des
Herausgebers wieder.
RoPax erscheint in gedruckter Form im
Ersten Halbjahr eines Jahres und ist im
Direkt vertrieb (Inland 9 Euro und Ausland
15 Euro inkl. Versand und Gebühren) zu
beziehen.
RoPax 9 / 05.2019
6 / MARKET REPORT
JPE
Market Report
New orders and New shipping companies
vices are using port of Puttgarden as a hub
for their network between Germany and
Scandinavia. Scandlines offers extra facilities
where logistic companies could storage
trucks and trailers and where they
could change truck drivers.
Dangerous Goods
Scandlines offers additional a very strong
schedule for dangerous cargo by its special
cargo ferry “Holger Danske”! The ship
offers all facilities for 12 drivers and can
Dangerous Goods only with Holger Danske.
JPE
SCANDLINES
Cargo competence!
Scandlines operates the leading cargo lines
between the European continent and
Scandinavia, the main line Puttgarden –
Rödby is carrying the biggest part of all
cargo flows to and from Scandinavia. At
the second route Rostock – Gedser the
Danish-German company recognized in
the last years also a huge increase in its
cargo traffic.
Every working day approximately 2,000
trucks use the route between Rödby and
Puttgarden. Per year over 500k trucks are
on board of the four double ended ferries
“Deutschland”, “Schleswig-Holstein”,
“Prins Richard”, “Prinsesse Benedikte” and
additional the cargo ferry Kronprins
Frederik sails in between to minimize
some overflows and to reduce waiting
times. Most of the cargo clients are part of
the European logistic networks and the
loads are planned for productions and
consumers not only for just in time deliveries
also for sequence deliveries. Additional
KEP (Kurier, Express, Parcel) seraccommodate
7 standard trucks. All
dangerous cargo, like explosives and toxic
liquids etc. which could not be transported
at the regular ferries will be shipped by
“Holger Danske”.
The former double end ferry was built in
1976 for the Öresund traffic and is the
oldest vessel in the Scandlines fleet. In
1 999 Scandlines decided the conversion
into a dangerous goods ferry.
On board is a little restaurant for the
drivers with a nice front view. Also shower
cabins are available for the trip over Fehmarnbelt.
The Danish crew is highly motivated
to offer the best service and to keep
the ferry in a good shape. Scandlines is the
leading ferry operator in the world with its
6 hybrid ferries`. The company works hard
on a continued development to reach the
“zero emission” operation. The four double
end ferries on Rödby – Puttgarden will get
whisper thrusters for sparing environment
and less energy consumption. Next steps
are planned on the new ferries “Copenhagen”
and “Berlin” to install Flettner
rotors.
RoPax 9 / 05.2019
MARKET REPORT / 17
MARKET REPORT / 7
Reederei Lehmann | Lübecker Hafenrundschau
Ferrylines.com – Company portrait
Ferrylines.com (“competence in ferries
since 2004“) is an independent online
booking platform for worldwide ferry
services. It claims it offers up-to-date information
about more than 7.700 routes,
810 ferry operators, 2.700 ports in 140
countries and 2.900 ferries. It also offers
customized online solutions for the ferry
business to the travel industry.
On the company’s homepage, the search
Even if there is planned to build a tunnel
mask for particular ferry routes is con -
under the Fehmarnbelt, Scandlines services
for cargo and special dangerous
veniently placed in the middle of the screen
with the left part occupied by a newsfeed
cargo will continue to be needed.
giving information about the latest developments
within the ferry industry. On the
right side of the screen, Ferrylines.com’s
LEHMANN GROUP LÜBECK
Continue
main business
Growth
partners
and new
are
vessels
presented
The
and
Lehmann
linked to which
Group
mostly
is an owner-managed,
European innovative ferry operators. and environmentally-
The website and
are the key
oriented booking enterprise engine is with available Hanseatic in roots. nine
Today languages Lehmann (German, operates English, and owns Spanish, four
different French, Italian, terminals Danish, in the Swedish, port of Lübeck Dutch
with and Polish). all kind Once of a facilities particular like route RoRo, has
LoLo, been selected, Break a new Bulk, window Forest opens Products, which
Container, shows an Project interactive and Heavy map of Lift the cargoes. geo -
The graphical company area in recognized which the route also in is situated 2018 a
growth with a total volume of abt. 2.4 Mio
tons. The company is managed by it`s
owner Holger Lehmann and managing
director Sven Lohse.
In April 2019 a new container service from
Cargo Terminal Lehmann to Halmstad,
Oslo and Aarhus was established by Containerships
as well as information
with two extra
regarding
calls per
sailing
week.
Especially
time, frequency,
the container
season
traffic
and operator.
and the
multimodal Customers can transport check developed a particular quite route well in
within three steps: the group chose over a departure the last port, years. chose a
With route, the then acquisition select a fare of and extra book. land next to
Lehmannkai Ferrylines.com 1 a claims new terminal it is in infrastructure
contact will with be developed all covered in the operators long run. and At
constant
the offers first direct construction online booking stage Lehman solutions intend for
to 280 build of the two overall new warehouses 810 operators plus on railway about
infrastructure 3.000 routes. Its for unique intermodal selling transport. point compared
to that other the ferry Lehmann booking Group platforms operates is
Besides
today seven own mini bulkers in size of
4-5000 dwat plus three vessels on management
in the European waters. In 2018 Lehmann
ordered in addition a sister vessel to
mv Ina Lehmann build 2017 by Royal
Bodewes in Netherlands. The Bodewes
Eco Trader with 4800 dwat and ice class 1B
is
the
expected
worldwide
for
coverage
delivery
whereas
in Spring
other
2020.
portals
The company
concentrate
looks
on
quite
particular
optimistic
regions,
into
the countries future or based continents. of an increase Ferrylines.com of warehouse
operated handling by Marine and Netservices the demand (Lübeck) for port
is
logistic and has services been nominated and multimodal at the solutions. World
Travel AwardsTM as the world’s leading
ferry website from 2010 to 2017. Ferrylines.com
– WALLENIUS is a member - of DFDS the German ferry
SOL
New association market VFF. players For for freight paper bookings, transport it
WALLENIUS has established SOL a co-operation is a new shipping with company
Munich-based that will transport agent Transcamion. forestry products
the
and other goods in a network covering Kai Ortel the
FOS – FERRY OPERATION SUPPORT SYSTEM
Monitoring | Documentation | Evaluation | Planning | Optimization
OPERATE IN THE MOST ECONOMICAL WAY
WHILE KEEPING YOUR SCHEDULE
The Ferry Operation Support System (FOS) by SkySails helps ferry operators to save fuel and
emissions while keeping schedule thus improving their bottom line. Via its onboard real-time
decision support tool as well as a web interface, onboard and onshore staff can easily measure,
monitor and optimize the actual leg. On top of that, FOS ensures and documents safety and
comfort of passengers and vehicles at all times. The FOS system builds on SkySails’ 16-year
experience in the measurement, processing and evaluation of ship data. In addition to FOS,
SkySails also offers highly effective tools for optimizing operation of other ship types – the wellestablished
Vessel Performance Manager (V-PER) and Crew Transfer Support system (CTS).
Get in touch: SkySails Marine Performance GmbH Hamburg/Germany
Phone: +49 (0)40 702 99 0 Email: sales@skysails.de
FOS
FERRY OPERATION SUPPORT SYSTEM
www.v-per.com
RoPax 8 / 06.2018
RoPax 9 / 05.2019
8 / MARKET REPORT
Wallenius - SOL
CIMC Raffles Offshore Ltd., China, for
whom KNUD E. HANSEN will provide
the engineering package for the construction
and approval by classification and flag
state authorities.
The 1A Super ice-classed vessels will have
a length of abt. 242 m and a deadweight
capacity of abt. 27,000 t making them
largest in the class. The Vessels will be the
first Mega RoRo vessels in the world
powered by LNG-fuelled engines, thus
reducing its total emissions and carbon
footprint. During port calls the vessels
will run on green electricity from shore
connections or LNG. Together with
other environmentally friendly initiatives
the vessels will not only be among the
largest in the world, they will also be
among the industry leaders of green RoRo
vessels. With a capacity of 5.800 lane
meters they will sail with a service speed of
20 knots
Artist impression of the new RoRo vessels for Wallenius – SOL.
Gulf of Bothnia, the Baltic Sea and the
North Sea. Founders are the two shipping
companies Wallenius and Swedish Orient
Line, SOL. It’s an investment to strengthen
the infrastructure for the needs of Finnish
and Swedish industry. The first customers
to sign long-term agreements are Stora
Enso and Metsä Board. It was deal to put
the smaller SOL in a stronger position for
the future. SOL lost his contract with Stora
Enso for the very successful line between
Gothenburg to Zeebrugge to DFDS. DFDS
and Stora Enso have signed a 5-year agreement
to annually carry around 700,000
tons of paper and board products between
Gothenburg and Zeebrugge. Stora Enso
has options to extend the agreement with
three years. DFDS will extend the service
form 8 to 12 departures per week. For
DFDS the deal comes in a very good situation
with decreasing volumes between
Swedena nd Britain the company can shift
capacities to this new line.
Wallenius SOL will build up more
RoRo activities.
”Together with Wallenius we can offer a
strong mix of experience and competence,
which can support a growing forest industry”,
says Ragnar Johansson, Managing Director
WALLENIUS SOL. ”Wallenius has
experience from industrial shipping, ship
owning, ship building and ship management.
SOL brings the competence of
logistics from forest industry and other
types of cargo in this geographical area”.
WALLENIUS SOL will have service in the
region around the Baltic Sea including
Gulf of Bothnia, operating from five ports
with regular calls to the continent and the
UK. WALLENIUS SOL can offer cost-efficient,
operationally efficient and sustainable
transports to the forest industry and
other customers.
”We rely on efficient and sustainable transports
for our products”, says Knut Hansen,
SVP Logistics Global, Stora Enso. ”The
partnership with WALLENIUS SOL will
enhance our opportunities to compete
globally, while at the same time the new
vessels will reduce environmental impact”.
Specially designed vessels built to Finnish/
Swedish ice class 1A Super will ensure
year-round service, even in the the Gulf of
Bothnia. The fleet in service in the Baltic
Sea will initially consist of five vessels. Up
to four new vessels are ordered and
delivery of the new vessels are planned for
2021. These vessels will be LNG-powered
and will also have other features that make
these vessels the most environmentally
efficient vessels in the area.
The new RoRo vessel are designed by well
known Danish company Knut E Hansen.
The last big RoRo projects were the new
DFDS RoRos and the upcoming Grimaldi
RoRos.
KNUD E. HANSEN has designed the first
generation of LNG-powered ultra-large
RoRo vessels for the newly-established
Swedish company Wallenius-SOL. Up to
four vessels have been ordered at Yantai
Wallenius - SOL
COBELFRET
Cobelfret flexible for all markets
Cobelfret better know in RoRo business as
CLdN (Compagnie Luxembourgeoise de
Navigation) generated in 2018 a turnover
of 1,4 billions Euro with its Bulk, RoRo
and Port services and over 1,700 employees
and actual 27 RoRo vessels. The family
owned company increased in the last
years it s RoRo capacity between Belgium/
Netherland and UK, Ireland, Sweden,
Denmark and Spain. CLdN is well known
as one of the leading carriers for the
Laureline in port of Dublin.
European automotive industry and its
suppliers. Ready for Brexit, the company
increased its capacities between Ireland
and west mainland Europe in the last years
by introduction of the huge RoRo carriers
„Delphine“ and „Celine“. In the beginning
of 2019 the next generation of RoRo vessel
entered the market by „Laureline“ type.
Another three RoRos of this type from
Hyunday Mipo yard (Ulsan South Korea)
will follow: “Ysaline”, “Sixtine” and “Hermine”.
These new vessels are also designed
for direct sailing to continental Europe
that avoids the UK “landbridge”. The new
type has a capacity of 5,400 lane meters.
CLdN increased capacity on the young
route between Zeebrugge and Santander
by 50% now three vessels will serve the
Port of Dublin
RoPax 9 / 05.2019
MARKET REPORT / 7
MARKET REPORT / 9
route „Caroline Russ“, „Severine“ and the
new „Laureline“.
CLdN offers a combined traffic for loads
from Scandinavia via Zeebrügge to Spain
and also for cargo, which moved from land
to sea. A higher demand for these transports
are the base also for the line to
Portugal (Leixoes) from Rotterdam offers
three departures per week. In the last three
years Cobelfret built up a strong connection
between central Europe and the Iberian
Peninsula. In port of Zeebrugge the activities
are divided in two port areas, all loads
to UK will be checked and load via Britannia
berth and all loads to Spain and Scandinavia
and Ireland via Albert II berth.
CLdN is ready for a smooth Brexit service
but no body knows what will happen this
year with UK. Cobelfret is flexible and
offers fast and reliable solutions.
Peter Therkildsen
The first Danish E Ferry „Ellen“ will serve the island Aerö.
NEW E FERRY “AERÖ“
The E-Ferry Project (Prototype and fullscale
demonstration of next generation
100% electrically powered ferry for
passengers and vehicles), funded by the
European Commission under the Horizon
2020 Program, was launched in June 2015
.The project involves 9 partners from 5 different
European countries with each their
area of expertise. The overall objective of
E-ferry is to apply an extremely energy efficient
design concept and demonstrate a
100% electric ferry, in order to promote
ing capacity to be operated by the Breton
energy efficient, zero GHG emission and
company.
air pollution free, waterborne transportation
This
for
new
island
48,000
communities,
GT vessel has
coastal
been
zones
commissioned
and inland
in
waterways
order to cope
in
with
Europe
the growing
traffic on the Great Britain-Spain
and
beyond.
E-ferry
routes.
addresses the urgent need for reducing
She will European replace the CO“Baie de Seine” in the
fleet, which will be returned 2
emissions and air
pollution from waterborne transportation
to her owner,
by DFDS demonstrating Seaways, in the April feasibility 2019. It is of also a 100% very
electrically likely that powered, the newbuild emission will replace free, medium
chartered sized Ro-Ro ferry for ship passengers MN Pelican, and whose cars,
the
trucks charter and has recently cargo relevant been extended to island until
communities, 2019 in order to coastal provide zones additional and freightcapacity
on The the Spain vessel - Great with name Britain „Ellen“ route,
inland
waterways.
will using be Poole based on as her a newly U.K developed, port. Until ener-
the
gy efficient design concept and demonstrated
in full-scale operation on longer
distances than previously seen for electric
drive train ferries, i.e. the medium range
connections Soeby-Fynshav return
(2×10.7 Nm) and Soeby-Faaborg return
(2×9.6 Nm) in the Danish part of the Baltic
Sea, connecting the island of Aeroe (Ærø)
to the mainland. This is more than 7 times
longer than the current record of 3 Nm.
The 100% electrically powered Ro-Pax
ferry, E-Ferry, has been designed with the
capacity to carry 31 cars or 5 trucks on
open deck and an amount of passengers
accounting to 147 during winter and 196
during the summer. Charging will only be
carried out in the island of Ærø, and in the
high season the vessel has three 22 minutes
breaks and three 32 minutes per day, as
well as a 40-minute lunch break. In addition,
a slow charging of 7.5 hours is carried
out The Connemara during the operates night. from Cork to Spain
Ellen has a lenght of 59.4 meters and a
width delivery of of 13.4 the with new a top ships speed is complete, of 15 knots. the
But “Etretat”, the service also chartered speed will from be 13 Stena knots Line, by
two is likely engines to remain with in total the fleet. 4.3 Mwh. The
Foto: Brittany Ferries
construction needed over 48 month but
the innovative ferry is in her final test trails
and will start service in summer 2019.
ECKERÖ
Eckerö invest in more tonnage
Finnish shipping company Eckerö Line
has announced that it has signed a preliminary
contract for a new cargo vessel to
take goods between Tallinn’s A-Terminal
The “Connemara” started operation on the
and the Port of Vuosaari in Finland
new mid-week Cork-Roscoff crossing in
starting in June 2019. The news sparked a
reaction
May to provide
from
new
Eckerö’s
short-sea
Estonian
travel possibilities
to
competitor
Tallink
Ireland
that
from
said
France.
it expects
The newly
equal
treatment
chartered Visentini
from Port
built
of Tallinn
Ro-Pax vessel
in that
also
its
cargo
operates
ferry
a
Sea
new
Wind
twice-weekly
could also dock
service
at
between Cork and Santander, in order to
address a growing need. The “Connemara”
operates on one of the most popular ser -
vices for Brittany Ferries, which attracted
more than 80, 000 passengers each year.
The vessel is a sister-ship to the “Etretat”
and was previously known as “Asterion”
and operated between Venice and Patras.
Before that the ship was LD Lines’ Norman
Low emission by wind power and an autonomous project for Fargen Fano ferry
The new Cargo Line FINBO of Eckerö.
Fotos: Faergen, Viking Line, Eckerö Line
Eckerö Linien
RoPax 8 / 06.2018
RoPax 9 / 05.2019
10 / MARKET REPORT
the A-Terminal. The new vessel „Euro pean
Endeavour“ was purchased from P&O
Ferries. The RoPax was built 2000 in Spain
by Izar yard Seville served the route
between Dublin to Liverpool. The
chartered RoRo „Mistral“ will continue
the route for P&O Ferries. In the last years
the traffic between Estonia and Finnalnd
increased by 4-5% every year. More capacity
is needed and Eckerö react now to get
more market shares back. The RoPax will
offer 2,100 lane meter and capacity for 200
passengers. Tallink will invest in more
tonnage the next years a sister vessel of
Megastar is ordered at Rauma Yards. the
new Eckerö vessel will create 80 new jobs
on board and additional at shore side. Actual
„European Endeavour“ has no ice
class it will be costly to add an ice class but
winter could be hard in Finalnd and a ice
class is needed. Eckerö will continue with
its night ferry „Finlandia“ service between
Helsinki west port and Tallin A terminal.
Brittany Ferries Tallink JPE
TRANSFENNICA
Transfennica succesfull with logistics
Transfennica operates very successful its
RoRo services from Lübeck Seelandkai to
Hanko; Kotka, Rauma, Paldsiki and St.
Petersburg. The port area in Lübeck got
more space by some landfill activities.
Transfennica use bigger vessels and more
LoLo facilities. The vessels „Hafnia Sea“,
„Corona Sea“ and „Bore Sea“ offer more
space than the former chartered Stena vessels.
In the last years Transfennica as part oft
he Spliethoff group developed it`s logistic
network. After closing RoRo lines to Iberian
Peninsula Transfennica offered its clients
the alternative via rail transport. Transfennica
Logistics offers a synchro- modal network
from Finland, Baltics, R ussia and the
BeNeLux to the Iberian Peninsula and vice
versa. Whether by short-sea, road or by rail.
Tranfennica Logistics offers own blocktrains
between the Benelux and Spain additional
trailers and minivan services are part
of service portfolio. With this divided strategy
Transfennica follows another way to offer
a very environmental friendly connection
to South Europe.
TALLINK
Tallink 30 years and new vessel ordered
On 12 May 2019 Tallink celebrated its 30th
anniversary of establishment. Over the
decades, Tallink which started with a
single passenger ship operating the
Tallinn-Helsinki route, has increased its
volume of passengers by almost 60 times
and become the largest shipping company
in the Baltic Sea region contributing
directly into the Estonian economy 1.2 per
cent of the Estonia’s annual gross domestic
product (GDP) per year.
“Tallink, founded in 1989, has grown from
an Estonian-Finnish joint enterprise with
RoPax 9 / 05.2019
MARKET REPORT / 11
a single passenger ship into the shipping
group it is today, uniting the people of
Estonia, Finland, Sweden and Latvia as
well as the economies of our countries by
sea,” Paavo Nõgene, Chairman of the
Board of Tallink Grupp said. “To mark this
occasion, this Sunday, we will celebrate the
anniversary on our Tallink branded ships
with special surprises for our customers.”
New vessel ordered in Rauma
AS Tallink Grupp and Rauma Marine
Constructions (RMC) signed in Marc 2019
the contract for the construction of a new
LNG-powered fast ferry for the Tallinn –
Helsinki route shuttle operations. Similarly
to the group’s newest vessel Megastar,
the new shuttle ferry will also be dual fuel
operated, its overall length will be approximately
212 metres and it will be able to
carry 2,800 passengers. The vessel will cost
approximately 250 million euros and it will
be built at the Rauma shipyard in Finland,
providing approximately 1,500 man-years
of employment for the shipyard. The delivery
of the vessel is expected in January
2022.
Cargo transport increase –
office in Poland
Tallink’s cargo business has seen steady
growth across all the group’s routes in recent
years as the company provides cargo transportation
onboard all its passenger vessels
as well as two dedicated cargo vessels and is
thus an essential part of the regional transport
infrastructure. The move for registering
an office in Poland comes as part of the
company’s desire to grow cargo operations
in Central Europe. Tallink will be more
active in sales process at the Polish cargo
market to offer ist services as alternative to
existing Baltic routes.
BRITTANY FERRIES
In 2018 the company carried 2.6 million
passengers on all routes last year, an increase
of 1.4 percent. It made a profit of
€8 million on a total turnover of €442m.
The encouraging results come despite the
pound being worth around 15 percent less
than it was two years ago. That has proved
challenging for a company whose income
Hornfleur will start service end of this year.
Britanny Ferries
is generated in pounds sterling, with a
cost-base in euros. Further challenges have
come from on-going Brexit uncertainty
and the effect this is having on summer
2019 bookings.
Brittany Ferries is a French company. But
its success is largely built on British customers.
In total, 85 percent of passengers
come from the UK. It has therefore used its
2018 results to reinforce an important
message to French government: take
urgent steps to ensure British holiday
makers and freight move freely. The
regio ns of north west France depend upo n
Brittany Ferries as a significant wealth
generator.
New vessels from Flensburg and China
Four new ships have been ordered
post-Brexit, following an investment of
€550m in the company’s future. Three of
these ships will be powered by LNG
(liquefied natural gas), a fuel that reduces
sulphur and particulate emissions to
almost zero and cuts average CO 2
(carbon
dioxide) output by around 20 percent.
With a little delay it is planned end of the
year 2019 to take over RoPax „Honfleur“.
Flensburg shipyard had some financial
setbacks but now the contsruction is on its
way. „Hornfleur“ will be the first ferry on
the English Channel to be powered by
LNG. As well as her environmental
The smart way of funding
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RoPax 9 / 05.2019
12 / MARKET REPORT
cre dentials, she will also embody the
company’s drive towards a digital future
and ambition to reveal even more fabulous
destinations around the coastlines of the
European west.
The first in China build E-Flexer type
Ropax will be set as „Galicia“ in 2021 into
service followed by „Salamanca“ in 2022.
The charter agreement, which includes an
option to purchase, represents the next
step in a fleet renewal and investment programme.
It will offer increased capacity
and comfort for customers as well as
employment of French seafarers. Brittany
Ferries is proud to be the largest employer
LÜBECK
BÜNDELUNGSPUNKT
DER OSTSEE
of French seafarers and is committed to fleet
renewal and a more sustainable future.
HOGIA
Hogia growth with ferry system
For the third year in a row, Swedish IT
company Hogia has had a record year:
Sales increased from SEK 565 million to
SEK 605 million. For the 10th consecutive
year employees numbers increased by 25
people bringing the company total to 675.
Net profit rose from 34 to SEK 36 million,
which is a profit margin of 6%, says Bert-
Inge Hogsved, Hogia’s founder and CEO.
Lübeck
Forsea
The business area with the greatest growth
in 2018 was the transport sector. Today,
this business sector accounts for 30% of
the Hogia Group’s total revenue. The fastest
sales growth being Hogia Ferry Systems
with its bookit system. “Ferries is our most
international transport branch with ferry
operators using our systems right around
the world,” says Bert-Inge Hogsved.
Bookit Browserless
Today BOOKIT is launched via Internet
Explorer, a good solution back in 2002
when we first started developing BOOKIT
but not really optimal in 2019. So, we are
happy to announce that BOOKIT will
become an APP, or it will be launched via
an app. The development will be finalised
during the summer and be part of the
2019-R3 release.
FOR4SEA –
NEW NAME AT THE ÖRESUND
In Q4 2018, ForSea inaugurated the two
ferries “Aurora” and “Tycho Brahe” as the
World’s largest battery-powered passenger
ferries. Simultaneously, the ForSea brand
was launched, and the introduction of
battery-powered combined with the name
change contributed significantly to an
increase in the number of leisure passengers
in the quarter. While the number of
transported cars declined moderately, the
strong growth in the number of transported
trucks continued.
– The number of transported trucks increased
by almost 2% in Q4 to 112,000
(2017: 109,000).
– The number of departures was 12,300 –
slightly above the Q4 2017 level. Precision
was very high, and capacity utilization
on the car deck was almost on par
with Q4 2017 despite a 3% increase in
total capacity following the expansion of
Hamlet’s sail plan.
Die Lübecker Hafen-Gesellschaft ist Deutschlands größte RoRo-
Hafenbetreiberin an der Ostsee. Wir bieten Ihnen:
• Hochfrequente Verbindungen ins Baltikum, nach
Skandinavien, Finnland und Russland
• Herausragende intermodale Hinterlandanbindungen
nach Mittel- und Südwesteuropa
• Logistische Komplettlösungen aus einer Hand –
gemeinsam mit unseren Tochter unternehmen
www.lhg.com
Shaping Baltic Shipments
– ForSea transported 260,000 cars in Q4
2018 (2017: 265,000), corresponding to
a decline of 2%, while the total number
of passengers increased to 1.5 million in
Q4 2018 (2017: 1.44 million). The increase
was mainly attributable to the
many activities that have attracted an increasing
number of leisure passengers
until and following the change of the
route’s brand to ForSea.
The link between Helsingborg and
Helsingör has a fruitful future and is the
leading ferry connection with lowest emission
production.
TERBERG TUGMASTER
The Dutch family driven manufacturer of
tugmaster and special terminal tractors
and logistic equipment recognized in the
AZ_LHG_RoPax_117x126_print.indd 1 08.05.19 11:39
RoPax 9 / 05.2019
MARKET REPORT / 13
more cargo in roro handling on board and
turnaround time could be reduced by 25%.
The new sales office of Movella in Northgermany
runs by Stefan Langbehn,
who still sells Terberg machines to his
clients.
Terberg
Movella in co-operation with Trans Cargo Lifter
delivered a heavy duty S4-translifter to LHG in
port of Lübeck for SECU-box handling.
last years a strong growth. The clients ask
more and more terminal tractors and body
carriers. Terberg launched four years ago
the first full electric driven tugmaster for
terminal operations. Another project are
the complete autonomous driven tractors.
First installation is very successful. Terberg
believe in the next years we will see more
terminal vehicles driven by robotic systems.
Terberg introduced a new warehouse for
spare part logistics at head office Benshop.
Movella from Finland
Some of Terbergs clients use also special
translifter and cassette loader. The finish
company Movella offers theses solutions.
In the port of Lübeck new cassette mover
where positioned. Movella systems move
Terberg
CARUS
Carus assists seamless transfer of vital
systems to Iceland’s new ferry operator
Carus has enjoyed working closely with
the outgoing operator (Eimskip) since the
Carus reservation system replaced a homegrown
system 8 years ago and, while we are
of course sad to have to end that relationship,
we are excited about working with
the municipality of Vestmannaeyjar and
helping them to establish themselves on
this high frequency route serving Iceland’s
Westman Islands from Landeyjahöfn
Harbor and Thorlakshöfn Harbor on the
Icelandic mainland. The route will shortly
also receive the newly built ‘Herjolfur II’
which will replace the 1992 built ‘Herjolfur’.
The proven combination of digital and
home printed tickets coupled with the
Carus mobile Wi-Fi boarding tools will be
transferred to the new operator and will
continue to ensure that passengers have
the most efficient and enjoyable boarding
experience while allowing the carrier to
Our port is being expanded
with two brand new ferry berths and
the harbor area is increasing by about
300.000 m². This provides enough room for
ferries with around 4 km capacity; an
increase of almost 100%. This expansion is
a natural step because we have made
great progress with new records several
years in a row. 2018 was no exception:
the freight volume increased by 3.3%,
the number of passenger cars by 1.8%,
the quantity of trucks by a full 7% and
passenger numbers by 1.3%, giving a total
of 2 209 706 passengers. A big step
f o r w a r d for Port o f Y s t a d ,
t o s a y t h e l e a s t !
www.port.ystad.se
RoPax 9 / 05.2019
14 / MARKET REPORT
The new catamaran Rüm Hart in his home port
Wyk auf Föhr.
streamline procedures and optimize staffing
levels at the port.
As Carus Sales Director John Bertell explains
“We operate a policy of maintaining
a single version of our software product
with two major releases to all our clients
every year which means that Vestmannaeyjar
will be receiving all the latest features for
the elements of the Carus ecosystem that
will be deployed, including a new version of
the ecommerce booking module.”
WDR
„Setting up a ferry operation from scratch
and managing the planning of a new vessel
is a challenging task, but the support
from the experienced Carus team has
helped us a lot in making sure that we have
the right IT tools available for reservations
and ticketing, just in time for our take-over
of the operations”, says Guðbjartur Ellert
Jonsson, MD of the new ferry operation.
Vestmannaeyjar municipality commenced
operating the service on 30th March 2019
and offer seven daily return trips on the
Herjólfur II which makes the crossing in
approximately 35 minutes and carries up
to 550 passengers and 75 vehicles.
WDR
The new Catamaran „Adler Rüm hart“ entered
its servcie at 15 of May . The vessel
has a high quality and will push the day
visitor business in the North Frisian Island
region.
BOWSPIRIT KIDS
Michael Speckenbach from Lübeck,
created a wonderful concept for children
please support his idea: Wouldn‘t it be
great if there was a place where sick and
traumatised children could go to relax and
unwind? Where the seriousness of the
disease and the worries of family and
friends could be forgotten for a time? A
place where it doesn‘t matter where you
come from, but who you are.
We are creating exactly such a place: A floating
holiday and recreation camp for sick
and traumatised children. A ship that can
also be used for maritime adventure-based
and experiential learning programmes for
kids to discover and explore the ocean.
The name Bowspirit Kids expresses this
place. It is an idea that will become a great
one if you help out now. More information
at the webpage:
www.bowspirit-kids-group.org JPE
Bowspirit Kids
More visitors for Gotland
Island Gotland is a wonderful destination in Sweden. In the last years the traffic volumes increased and now
the new LNG ferry “Visborg” with more capacity started its service. RoPax talked with the managing director
of Destination Gotland, Christer Bruzelius about the activities of the company.
RoPax: How was the development of
Gotland`s traffic in the last years and from
where come the visitors?
Christer Bruzelius: In the last years we
recognized a continues growth in passenger
traffic from 2016 till 2018. With the
new vessels we will offer more capacity and
more departures on Saturdays, Sundays
and Mondays. These days have a higher
demand for passenger traffic. We see more
visitors coming to Gotland. From 2003
until today volumes of islanders travelers
are doubled. We have more weekend commuters.
Visitors are coming from Stockholm
area also from Skåne and around
from Västervik. Gotland is a very attractive
island. International we have many
visitors from Germany, Norway and
Denmark. We see more potential to
generate more visitors from Germany.
We will operate from spring time until end
of September with three fast RoPax
vessels and one HSC and in the off season
with two fast RoPax vessels.
RoPax: In Germany you work with Ferry
Experts together?
Christer Bruzelius: Yes they have a sales
contract with us and sale also packages and
combi tickets with Stena, TT Line or Scandlines.
They offer German and continental
travelers complete packages for a trip to
Gotland.
“International
we have many visitors
from Germany, Norway
and Denmark. ”
RoPax: You relaunched the old line between
Västervik and Visby, in the main
season you are operating from three ports
from the Swedish mainland. Is this a fruitful
operation?
Christer Bruzelius, Destination Gotland
Christer Bruzelius: This was an old line
which we served until the eighties. We
came back two years ago and we saw a
demand and got good traffic figures. It is a
summer connection in the high season.
Passengers can combine the line with our
line to Oskarshamn. We believe to get new
visitors from Västervik area for a trip to
Gotland. We operate with our HSC vessel
“Gotlandia II” at this line.
RoPax: Thank you very much.
Destination Gotland
RoPax 9 / 05.2019
16 / INTERVIEW
Grimaldi
Hoover of the sea!
The Grimaldi Group, with its strong brands Grimaldi Lines, Finnlines, Minoan Lines, Malta Motorways of the
Sea and ACL (Atlantic Container Line), recorded a good result in 2018. The family company works hard on
the development of its fleet to be one of the greenest RoRo and RoPax operators in the world. RoPax spoke
with Dr Emanuele Grimaldi about the future and the next developments. He, together with his brother
Gianluca, is the leader of the group and the driver for new propulsion systems and energy savings. The group
has currently 18 newbuilding projects and more will come. One project of Dr. Grimaldi is also to clean the sea
from micro plastic and heavy metals.
RoPax: How was the year 2018 for the
Grimaldi Group?
Emanuele Grimaldi: It was a good year, in
line with our expectations. We had a
5-10% net profit on our turnover.
RoPax: Where are the challenges and
opportunities in the next years? For
Grimaldi Group and for the RoRo and
RoPax shipping industry?
Emanuele Grimaldi: The year 2019 will be
similar to 2018 and 2017, and is in line
with our expectations. We are investing
very heavily to prepare ourselves for the
0.5% sulphur regulation which will enter
into force on 01.01.2020. It will be a preparation
year.
We are doing a lot of retrofit and other
investments. A part of these investments is
in new scrubbers and another one in new
ships and new technologies. But we have
done this for many many years. In the last
few years we have lengthened six RoRo
vessels which belong to Finnlines. This
year we are lengthening the two vessels
“Cruise Roma” and “Cruise Barcelona”.
We have currently 18 ships under construction.
We have received four PCTCs
and we will receive another 6 ones plus 12
Emanuele Grimaldi
JPE
new RoRo vessels. Very soon we will order
the Superstar Class vessels to replace the
older units of the Hansa type which are
sailing for Finnlines.
RoPax: What is so special about the new
Superstar vessels?
Emanuele Grimaldi: These new ro/pax
vessels will have less fuel consumption,
produce less emissions and have a bigger
capacity for trucks, cars and passengers. It
will be a very beautiful ship type but I am
still working on this project. It will sail
between Travemünde and Malmö or
between Naantali (Finland) and Kapelskär
(Sweden). These vessels will produce zero
emission when they are at berth.
RoPax: You are very active in developing
energy saving systems and using modern
propulsion systems. In which systems will
you invest in the future? Perhaps in a
Flettner rotor?
Emanuele Grimaldi: I looked in it and
the saving of such a system is very low. The
saving was calculated with 5% but, in so
me cases, it generated only 2%. We will
not invest in such a system. We can generate
more savings with better propell ers or
RoPax 9 / 05.2019
INTERVIEW / 17
Grimaldi
JPE
Grimaldi
Hafenrundschau Lübeck
Travemünde – Malmö traffic is very successful.
rudders. From the silicone paints we
can save up to 10% energy. I made my
studies and on our vessels we have solar
panels for heating the water. We installed
led lights and air detectors which only run
when the air quality is bad and not the
whole time.
On the shore side, we are also working to
find solutions to save energy. For example,
we will use the first hydrogen tugmaster in
the world at our terminal in Valencia.
RoPax: Do you work on a propulsion
system with hydrogen power for your
vessels?
Emanuele Grimaldi: Not yet. But even if
you do that the hydrogen system must be
connected to a battery. Today all alternative
systems are complicated. But I
believe the biggest improve we will get in
the next years will come from batteries.
The automotive industry will dictate it
as they invest heavily in this alternative
energy source.
In the next years we will see a lot of changes
and developments also in digitalization.
From our side we will digitalize our routes.
Today we monitor all our vessels. Our
technical department can see all consumptions
and activities of the vessels. We have
in our Naples head office our own simulator
where we train all our captains to
operate the vessels in the right way.
Lübecker Hafenrundschau
RoPax: If we look into the lengthening of
the “Cruise Roma” you will sail with the
same engine but you have much more
capacity. How will the rentability quote for
the vessel be in the future?
Emanuele Grimaldi: The competition is
there and prices will not go up, while we
invest 50 million Euro into the lengthening
of each vessel, including the new battery
capacity of 5 megawatt. We will generate
the energy for the battery by one shaft
generator on board to stay four hours in
the port without auxiliary engine or cold
“We are working on a
concept together with
the university of Naples
to install in the scrubber
system very special
constructed filter to clean
the water from micro
plastic and heavy metals.”
ironing. At sea we produce so much energy
with the other shaft to generate the
power for the public areas. We do not need
auxiliary engines and they will there but
only on stand-by. We take the peak power
from the shaft.
Additionally on the “Cruise Roma” and
“Cruise Barcelona” we are installing scrubbers.
RoPax: LNG is no solution for Grimaldi
today?
Emanuele Grimaldi: We checked it and it
is not competitive because we see that dual
fuel engines have 10% less efficiency and
you need to install two tank systems. With
dual fuel systems you have less efficiency in
space and we need space for the cargo
in our vessels. LNG is also producing emissions
and it is not a valid alternative for the
concept we are following.
I have another dream to use the scrubber
systems as a cleaning system for the sea.
Every scrubber is pulling 2,000 tons of
water in and out per hour. This could be
50,000 tons of water per day to clean the
emissions in our scrubber system. We
are working on a concept together with
the university of Naples to install in the
scrubber system very special constructed
filter to clean the water from micro plastic
and heavy metals. If we find there a
solution our fleet of 70 vessels could clean
about 3.5 million tonnes of water every
day, in the Baltic, North and Mediterranean
Sea.
I told this story to my colleagues in the
European Community Shipowners Association
and one of them told me I am a
r omantic dreamer. But I strongly believe in
this and we are working on it in a pragmatic
way. Today, instead of eating big fish
which is contaminated by heavy metals
and micro plastic, I prefer small size fish.
RoPax: This should be a better solution
that to spend a lot of money for these new
The Scandinavien dock Travemünde
Lübecker Hafenrundschau
RoPax 9 / 05.2019
18 / INTERVIEW
be shipped to and from the UK. In the
short term, bottlenecks will be produced
in ports and on the hinterland connections.
The RoRo Eurocargo type of Grimaldi group operates very efficient and successful in the Med.
JPE
RoPax: How is the development of your
traffic between Spain and Italy? With the
lengthened ships you offer more space.
Emanuele Grimaldi: We take more and
more cargo from the roads to our vessels.
We had over 100.000 passengers from
Spain to Sardinia last year, a proof that the
connection between Barcelona and Porto
Torres is a success.
We also increased our market share on the
routes between Continental Italy and
Sardinia, reaching today a cargo coverage
of 55%. We started three years ago with
our traffic and we reached this leading
position. In Sicily too we could increase
our market share.
cleaning systems which they will install
at sea.
Emanuele Grimaldi: We will work on this
also together with universities from the
USA. We will operate the “Hoover” of the
sea. We are starting this project and we will
come out with a solution to clean the sea.
Today we are looking for the right filter
system. If we use 2,000 vessels of the world
merchant fleet we can clean the oceans!
The scrubber technology is today only 10
years old but, if we look into the future,
the scrubber technology will be further
developed.
RoPax: As a shipowner you are doing
much more than others to solve the problem
of emissions.
Emanuele Grimaldi: Yes, the climate
change is on top of our agenda. We have to
solve this. That is why we believe in the
development of batteries. The batteries
which we ordered for the lengthening of
the two Cruise ferries are costing today
half the price compared to when we
ordered them. We need to develop the
battery system and the cost will be half in
the future by using alternative materials.
The battery is the catalysator of the future.
For all alternative power systems you need
energy storage.
ACL ConRos are all 5 in service.
Port of Hamburg
RoPax: If we look to the Baltic there is a
market with a 10% increase of freight
volumes every year between Poland and
Sweden.
Emanuele Grimaldi: Yes, we have an eye
on it but it is a little bit strange that most of
the business is covered by two Statecontrolled
companies. We are looking at
cooperation agreements and we are open
to any privatization process. But today we
have no vessels to enter the market.
“The climate change is
on top of our agenda.
We have to solve this.
That is why we believe
in the development
of batteries.”
RoPax: How do you see the port of Travemünde
as a bigger hub for multimodal
traffic in the future?
Emanuele Grimaldi: Travemünde or
better the LHG must invest as they cannot
fulfill today the market volume. We can do
more at our line between Malmö and
Travemünde. However, today we have not
available ships.
RoPax: Is Brexit an issue for your business?
Emanuele Grimaldi: No, with Finnlines
we have twice per week departures from
and to the UK but we are prepared and I
see no big problems as we have enough
space and we will cover the customs clearance
time. When Brexit becomes a reality
we will see a decrease of goods which will
Festos Palace of Minoan Lines scrubber installation
RoPax: Your trade between Barcelona and
Civitavecchia is a success story because
you have often fully booked vessels with
passengers.
Emanuele Grimaldi: This line is very
seasonal and suffers from the competition
from airlines. We manage to reach interesting
numbers only in August.
With the lengthening programme of the
Cruise ferries, on each vessel we can take
50 trucks, 90 accompanying cars and 500
passengers more. The first departure of the
lengthened “Cruise Roma” was fully
booked with trucks.
With regards to passengers we hope to
attract more numbers. We already have
some new groups on board and with the
new capacity we can transport 3,500
passengers, most of them in pullman seats.
We have also installed in the added part a
huge fast food restaurant to offer passengers
a good and economically convenient
solution.
RoPax: Are you also planning the lengthening
of the sister vessels of Minoan Lines?
Emanuele Grimaldi: No we have to check
the capacity in the Greek ports served and
if their berths can accommodate this size
of vessel.
RoPax: What do you think about the concept
to offer to your clients not only the
sailing between ports but also a solution
Emmanuel L
RoPax 9 / 05.2019
INTERVIEW / 19
from hinterland terminal to terminal
through a multimodal solution?
Emanuele Grimaldi: That would mean
that you compete with your clients to offer
cargo space with own trailers or containers.
I would not feel comfortable if, as a
trucking or a logistics company, my sea
carrier offered the same solution.
We will not compete with my clients. We
Grimaldi
First Impression of the new Superstar RoPax
“We were asked sometimes
to buy a logistics company
but we decided not to step
into our clients’ business.”
were asked sometimes to buy a logistics
company but we decided not to step into
our clients’ business.
RoPax: How do you see the future development
of cargo flows in the Mediterranean,
from North Africa and Turkey to
Europe?
Emanuele Grimaldi: The question is: do
we need to install factories in these countries
to produce goods for Europe? We see
that delocalization is stopped. If you look
at the automotive sector, today you can
build a car by robotic and in the future an
electric car will need less parts and less
work capacity to be manufactured. We see
changes and this could also affect the
transport volumes in the future. If you
work with robots you need only super
talented engineers but no cheap personnel.
RoPax: How are your activities in Greece?
Emanuele Grimaldi: We are strengthening
our sister company Minoan Lines but
we are looking also to take over a com pany
as we are operating in a strong comp etitive
market.
Currently, we are investing also in scrubbers
on the Minoan vessels which today
sail between Piraeus and Chania and between
Piraeus and Heraklion. Moreover,
we operate our fast ferry “Santorini Palace”
out of Heraklion to the Cyclades islands
like Santorini, Mykonos, Ios and Paros.
RoPax: If we look to digitalization do you
think that your vessels will sail in some
years autonomous?
Emanuele Grimaldi: I think the legislation
is not ready yet. It is a question of responsibility
if something happens and persons
are injured. We need to change the
legis lation and the code of navigation.
Having said this, with the next type of
vessel we order we will study the possibility
to berth automatically. If you sail
the same route every day and if you can
push the button in order to berth automatically
it will be safer than today. I think
we need some time because the autonomous
car is not ready.
RoPax: Thank you very much for the
conversation. JPE
DIREKT AUS EINER HAND
+ Direkte Verbindung
Optimale Lage zwischen den
Ostsee-Ländern, Hamburg,
Süd- und Mitteleuropa.
+ Direkter Transport
Direkte Autobahn-, Schienen- und
Binnenwasserstraßen-Anbindung für
effiziente Intermodale Logistik.
+ Direkter Kontakt
Un ab hängig und inhabergeführter
Hafenbetrieb.
Alles aus einer Hand.
RoPax 9 / 05.2019
Visborg
First LNG for Gotland
JPE
22 / NEWBUILDING
JPE
The “M/S Visborg” is the new LNGpowered
Gotland ferry from Destination
Gotland, a subsidiary of Rederi
Gotland AB. The ship was delivered in
December 2018 from the Guangzhou
Shipyard International (GSI) in China.
In March 2019 this modern and sleek
new ferry entered service between mainland
Sweden and the island of Gotland.
The SF 1650 series RoPax has capacity for
1,650 passengers, 1650 lane metres for
freight or space for 500 cars. There are
also 98 passenger cabins on board.
The Swedish -flagged Ro-Pax was ordered
in 2014 by the oldest Swedish passenger
shipping company, founded 1865. The
project represented a big step forward into
a new area of high specification and technical
ship construction for the Chinese
shipbuilding industry. The requirements of
a dual-fuel propulsion system created an
extended delivery time as the Chinese
shipyard was still new to this technology.
Originally planned for delivery in 2017,
the vessel entered service one year later.
Rederi Gotland ordered a second vessel,
the “Thjelvar,” which will be delivered
from the yard later this year.
Rederi AB Gotland is popular in the ferry
scene for its innovation in ordering ferries
120%
115%
110%
105%
100%
95%
90%
2009-2018
at yards with less experience in building
RoPax ferries, but at good prices. In the
nineties the former “Gotland” was ordered
in Indonesia and also needed a prolonged
construction period. This vessel has been
very successful and remains in operation
for Polferries as the “Mazovia.” The existing
SF 1500 series fast RoPax ships “Gotland”
and “Visby” where the first newbuildings
from GSI, ordered in 1999 and
successfully delivered in 2003. Both vessels
still offer very good quality and high
performance in operation some 15 years
l ater. The concept of these conventional
ferries was the base for the new “Visborg”
but with some optimisation that has produced
a positive result in terms of less
consumption. The service speed for the
NynäshamVisby route is calculated at
27-28 knots.
Passengers Vehicles Freight
850 210
554 507
1 766 730
JPE
Diagramm from Destination Gotland
The main development of this new generation
of RoPax is the propulsion system.
Four Wärtsilä 12V50DF type main engines
and four Wärtsilä auxiliary engines are
installed. These have dual fuel capability so
can operate on LNG or MGO and, in the
future, it will be possible to also use bio gas
preferably from Gotland. Using LNG
means that the CO2 emissions decrease by
about 20 per cent and sulphur emissions
by about 99 per cent. Other energy efficiency
improvements on board include
better hull design and the cooling water
from the LNG supply is recycled to the
ship’s climate systems. During 2019, shore
power will also be installed at Visby
harbour, which will further reduce CO 2
emissions.
The powerful “Visborg” takes only 3 hours
and 25 minutes to complete the voyage
between Visby and Nynäsham. With an
LNG fuel capacity of 570 cubic metres the
ship can sail about 10 single trips at service
speed. Additionally, the ship has a 400 cubic
metre capacity for MGO, but Marine Gas
Oil is only needed for the engine starting sequence
before LNG enters the engines.
The Captain is most satisfied with the new
vessel and the quality of the steel work.
Also, operation in harsh weather conditions
is made easy by two bow thruster
units and a main engine power output of
46,800kw. The machinery spaces are very
clean, well-organised and, interestingly,
the auxiliary engines are located in
between the main engines in two selfcontained
engine rooms. The bridge
design and supply of navigation equipment
was handled by Sam Electronics
from Germany (now part of Wärtsilä
group). The ship is operated by Swedish
crewmembers because the ferry operates
on a domestic route and is subject to a tenyear
contract with the Swedish ministry of
transport.
LNG FROM BUNKER VESSEL “KAIROS”
Hamburg-based Nauticor, a unit of Linde,
operates the world’s largest LNG bunker
vessel, the 7,500-cbm capacity “Kairos.”
This brand-new tanker delivers the LNG at
RoPax 9 / 05.2019
NEWBUILDING / 23
seating. A kiosk is provided here, located
between the Radar and LNG vent/funnel.
The floor and wall covering design
throughout the vessel is of typical stones
from the island of Gotland. The on-board
shop sells Gotland specialties such as local
meat and ice cream.
the port of Visby whilst moored alongside
the “Visborg.” Other LNG vessels can also
use Visby as a bunker call. Nauticor chartered
the “Kairos” from her owner, Babcock
Schulte Energy, via the joint venture Blue
LNG where Nauticor has a 90 percent share
and Lithuanian energy infrastructure provider
KN (Klaipedos Nafta) has a 10 percent
share. However, in May 2019 KN agreed to
sell its 10 percent share to Nauticor.
FRESH DESIGN FROM GOTLAND
The “Visborg” was designed by OSK Ship-
Tech of Denmark with Figura Arkitekter
carrying out the restaurant area. The onboard
concept has been enhanced on the
new vessel and there is a special dog saloon
for passengers travelling with their pets.
The main cafeteria on deck 7 offers all
kinds of typically Swedish dishes plus there
is also a small coffee shop that remains
open throughout the duration of the crossing.
Situated forward on both decks 7 and
8 are large Pullman seats lounges that offer
a wonderful outlook over the bow. The
inside/outside passenger cabins are located
mid-ships on deck 8 whilst on deck 10
there is a wonderful outside area with
JPE
INCREASING TRAFFIC
The traffic to and from Gotland has increased
in recent years. More tourists are
visiting the island and now around 1.75
million passengers travel with the traffic
per annum. In the coming years or so
Destination Gotland target to increase to
more than 2 million passengers per
annum. Destination Gotland will be well
prepared for this summer to offer a
first-class service with a fleet consisting of
two 1,500 passenger capacity fast conventional
vessel and one new 1,650 passenger
capacity/LNG powered fast conventional
ferries operating to Oskarshamn and
Nynäshamn services. The highspeed ferry
“Gotlandia II” will also operate Västervik-Visby
during the peak season.
(see interview with MD Christer Bruzelius
on page 14)
JPE
mulTifunkTionalE
SpEzialfahRzEuGE
RoRo, Yard und Terminal-
Traktoren, Wechselbrückenumsetzer,
Zweiwege- und
Hakenlift-Fahrzeuge, KingLifter-
Mitnahmestapler und Kipper.
Für Hafen, Logistik, Industrie,
Bau und Tunnelbau, Flughafen,
Straße / Schiene und mehr.
Neu, gebraucht oder zur Miete.
TERBERG
SpEzialfahRzEuGE GmBh
+49 (0)40 430 91 14-0
www.terberg-deutschland.de
RoPax 9 / 05.2019
24 / DATA SHEET
Visborg
Destination Gotland
VISBORG DATA SHEET
Owner:
Gotland Rederi AB, Hamngatan 1, SE-621 57 Visby,
Sweden
Operator: Destination Gotland AB
Korsgatan 2, PO Box 1234, SE-621 23 Visby, Sweden
Yard:
Guangzhou Shipyard International (GSI)
Location: Guangzhou China
Yard No.: 14121001
IMO No.: 9763655
Ship Type: Passenger/Ro-Ro Cargo Ship
Classification: 1A1 Car ferry A BIS COMF(C-1, V-2) E0 Gas fuelled
Ice(1A) LCS(DC) NAUT(AW) TMON(oil lubricated)
Flag:
Sweden
Port of Registry: Visby
Launched: 18th November 2016
Date of delivery: 14th December 2018
Route(s) Served: Gotland Ferry Services
PASSENGER CAPACITIES
Total capacity: 1,650 passengers
Facilities: Restaurant seats 318
Accommodation: Lounge seats 1658
Cabins: 98
Beds: 222
Crew: 80
PROPULSION
Main engines: 4x W12V50DF, Wärtsilä Italia S.p.A.
Total Power Output: 46 800 Kw
Main Generators: Wärtsilä 9L20DF, Wärtsilä Finland Oy
Shaft Generator: KTA50-D(M) Cummins Inc.
Fuel:
LNG / MDO
Fuel Consumption: N/A
Range:
6500 nautical miles
Gear boxes: NDSHL-2400 - Renk Aktiengesellschaft
Propellers: 2x Contrallable Pitch - Wartsila
Thrusters: CT250M Wartsila
Stabilisers: Yes
Service speed: 28.5 knots 85% MCR
PRINCIPAL DIMENSIONS
Length overall: 199.99 m
Length b.p.: 183.60 m
Beam (Extreme): 31.20 m
Beam:
25.20 m
Hull depth: 9.30 m
Hull Draught: 6.415 m
Freeboard: N/A
Deadweight: 4,636 DWT
Gross tonnage: 32,447 GT
Net tonnage: 11,312 NT
CARGO ACCESS
Stern Access: Yes
Length: N/A
Width:
N/A
Internal ramp(s): N/A
Deckload: N/A
Lane width: N/A
REMARKS
Ordered: 23rd June 2014
Keel Laid: 10th December 2015
Anchor Chain Length: 605m
Ballast Capacity: 2087.1 m3
Named 9th December 2018 in Guangzhou City, capital of south China’s Guangdong Province.
The Visborg is the first of two sister ferries being built for the Swedish ferry company.
Both will be powered by Wärtsilä 50DF dual-fuel engines running on LNG.
When delivered, the Visborg and her sistership will be the world’s fastest LNG powered
Ro-Pax ferries, according to both Wartsila and Rederi AB Gotland.
CAPACITY OF DECKS Deck-area in sqm Deck Free Height (Net) Deckload (ton / sqm) Cars Truck Lanemetres Deck Lanemetres
Tank top: N/A N/A N/A N/A N/A N/A
Main Deck: N/A 4.95 N/A 260 870 1.180
Mezzanine Deck: N/A N/A N/A N/A N/A N/A
Upper Deck: N/A 4.90 N/A 240 875 1.130
Weather Deck: N/A N/A N/A N/A N/A N/A
Total: N/A 4.95/4.90 N/A 500 1,745 2,310
RoPax 9 / 05.2019
RoPax 9 / 05.2019
DATA SHEET / 25
26 / INTERVIEW
Onorato Armatori Group
continue growth
The family Onorato based in Milano operates with its brands Moby Lines, Tirrenia and Toremar a fleet of over
70 RoPax and RoRo vessels from Italy to the islands Corsica, Sardinia, Sicily and Malta and with one RoPax
vessel in the Baltic between Sweden, Finland, Estonia and Russia. The family company additionally operates in
Italy in the port of Cagliari tugboats. The company expands its capacity by new routes and new RoRo vessel.
RoPax talked with Dr. Alessandro Onorato, Vice President Marketing and Sales for Moby Lines.
RoPax: Moby Lines has a long history and
the main business is the transport to islands
Sardinia, Elba, Sicily and Corsica.
But in the past years Moby or better the
Onorato Group with its brands Tirrenia
and Toremar expand on other routes
around Italy and in the Baltic Sea?
Alessandro Onorato: At the passenger
side historically the main destinations
were Sicily, Sardinia and Elba. Of course
what happened after the takeover of Tirrenia
we started to become an important
player at the cargo side. Main issue was to
vitalize the Sicily market for the cargo traffic.
Compared with Sardinia the Tirrenia
business to Sicily has much more volume.
Now the goal of the group is to become an
international player.
Onorato Familly from left to right Alessandro, Vincenzo, Achille.
Onorato Group
RoPax: If we look to your traditional shipping
family could you explain how the
story began.
Alessandro Onorato: My grand father
Achille founded the company together
with his father Vincenzo Onorato with one
sailing boat. They sailed between Naples
and Sardinia. In the second world war the
company was destroyed. Achille Onorato
rebuilt the company. In 1982 the Moby age
was started by my father, which has also
the name of his grandfather Vincenzo Onorato.
My father and grandfather operated
parallel with the companies as Moby Lines
and Navarma Lines until the early nineties.
Both companies were merged as Moby
Lines. In 1995 my father moved with the
companies head office from Elba to Milano.
JPE
RoPax: The merge of Tirrenia and Moby is
not finalized?
Alessandro Onorato: It is not yet finalized
but the big target was to get two different
realities to one company. When Tirrenia
went private it was a huge gap in mentality
between the Tirrenia staff and the Moby
staff. The great challenge was slowly to get
people from both companies together and
to cooperate in its daily work. For example
on the sales area it was quite fast to teach
them how to sell and to use the sales instruments.
Sales people how visited every
day travel agencies started very fast to sell
all destinations of both companies. Today
the half sales volume which is handled by
Moby covers the Tirrenia network.
RoPax: Moby Lines generates more passengers
for Tirrenia ?
Alessandro Onorato: 50% from the passenger
side was generated by Moby sales
channel for Tirrenia traffic. It is not that
there was a shift from Tirrenia to Moby
we are speaking about new traffic for
Tirrenia.
RoPax: Moby is international a very
popular brand especial on the German or
better central European market. Tirrenia
as a brand was not as popular as Moby.
Everybody knows what Moby is. In the
past the blue whale at all ships and today
the nice paintings of the famous and very
popular figures of Warner Brothers
Movies.
Alessandro Onorato: Moby opened its
first sales office in Germany 20 years ago.
Tirrenia had not such a sales network like
Moby and not the communication into the
market. But in Italy Tirrenia is a strong
brand and the former company operated
international lines to North Africa from Italy
and at the Adria.
RoPax: After the Tirrenia Moby merger is
the question, do you will stay with these
two brands in the market or will you work
in the future only with Moby brand?
Alessandro Onorato: No the merge is just
on the logistic and administrative side the
two brands have a different kind of popularity.
Moby is much more international.
For example Moby is not very popular in
south Italy. On the other side Tirrenia is
very popular in south Italy. Tirrenia has a
south Mediterranean history that Moby
does not have. In the past Tirrenia offered
connection to the Balkan to Egypt, Tunisia,
Libya and to Malta .Some people still
remember the brand from the old time and
Moby doesn’t exists at that time. The two
RoPax 9 / 05.2019
INTERVIEW / 27
brands will survive they have little different
issues. The goal was to make Tirrenia
again attractive. The great job, which has
been done is to change the mentality of
people at the vessels and to improve the
catering service. We serve today the best
kind of food and the same service like Moby
has. We changed the external design of
the vessels. The target was to bring Tirennia
closer to Moby. Regarding to open new
routes at the passenger side we use Moby
as the brand and at the cargo side we use
Tirrenia. Because at the cargo side Tirrenia
is a much stronger brand compared to Moby.
We opened in 2016 the new Malta route
under Tirrenian brand to show Tirrenia is
back. The Tirrenia brand was founded in
1933 based on a decision of the state to
control the lines to Italian islands, to create
a state own company. Also the company
Adriatica Navigaziona was founded for international
operation at the Adria. The
Tirrenia brand was famous and we still
own the brand Adriatica. Sometimes I am
thinking to use it maybe for new routes.
RoPax: We want to look at the future and
we see the Tirrenia vessels will get also this
movie look with the popular figures of all
Warner Bros movies.
Alessandro Onorato: Yes we started in
2002 the cooperation with Warner Brothers.
The painting of our ferries gives our
group and also Warner Brothers a huge
impact. A big ferry changes the view over
a city. People in Genoa for example look at
our ferries to see some famous actors of
movies. The first idea was to make ferries
attractive for children our most important
clients. With Tirrenia we started to cover
the development of the past 10 years in
cinematic by the popular super heros. We
decided together with Warner Brothers to
push the super heros. But when Batman
was born one year before Tirrenia was
born!
RoPax: For this painting I think you must
invest some more money as you will use
for a boring white.
Alessandro Onorato: Yes we have some
more expenditure and we have also to pay
some license to Warner Brothers. But we
are successful with this concept. By this
concept children are pushing parents to
buy tickets of Moby and sometimes families
are fighting at the port in the high season
if the father bought a ticket of our
competitors, which have not such a concept
to entertain the children. If we look
back all started with the design of a blue
whale. Everybody started to make some
special brandings at the ferries than we decided
to go forward with a total different
design and unique ship painting.
RoPax: If we look into your new investment
in the new RoRo vessels “Alf Polack”
and “Grazia Onorato” you chartered them
on a longterm basis from Siem the former
owner of the Flensburg shipyard. Now you
have chartered out the Alfred Pollack to
DFDS . What are the plans for the other
vessel and the general planning with these
pure RoRo vessels.
Alessandro Onorato: We see a market
demand and the development of very fast
eastern Sicily cargo transport. We see on
the route to Catania a huge increase and
we opened in the last years new routes to
this destination from Genova and Naples.
Today we have a market share of 30% and
we could generate more only by higher
capacities. Yes the investment is huge but
we will get more loads and it is a strategic
development of our business.
RoPax: Your existing fleet has some very
old vessels which are in a good shape
but do you plan to invest in more new tonnage.
Alessandro Onorato: We need a lot of
time to repaint our vessels and the cost
level to maintain our older ferries on this
“The painting of our
ferries gives our group
and also Warner Brothers
a huge impact. A big
ferry changes the view
over a city.”
high standard costs more compared to
newer tonnage. Also the capacity calculation
today on a 30 year old ferry is different.
We have to calculate much more cars
like SuVs which need more space and the
new capacity of the amount of cars is lower
compared with the data from the seventies
or eighties. The average length of a car was
5 meters in the eighties now we have over
6 meters. Also the commercial push increased
if somebody had a one and half
size bed on one of our newer ferries he see
this as standard. When he is on its trip
back or on another trip and he is on an
older ferry we have only the standard beds
and then he is claiming.
The new Flensburg built „Maria Grazia Onorato“
Peter Therkildsen
Moby Wonder
RoPax: If we look at the map you have one
traffic in the Adriatic to the island Termoli
with a Tirrenia vessel. Are you planning
to enter the market in the Adria area in the
near future?
Alessandro Onorato: It is a historical
traffic. If you look back into history there
were the local operators which got the
license in one region to operate from the
main land to an island of the same region
In the Adria we have actual no plans for
expansions.
RoPax: How are you satisfied with your
operation in the Baltic between Sweden,
Finland and St Petersburg?
Alessandro Onorato: This part of our
business is what I like at most. We have an
old ferry there and we refurbished it and
now she is a young lady. We looked at our
competitors Silja and Viking and checked
what they do very good. Now we improved
our on board services and got very good
results. We changed the catering the music
service and a lot more. The business is
doing well not with an amazing result but
quite good. We are quite sure that the
market will be stabilized and we will make
some more profit in this area.
RoPax: From which countries are your
clients at the Baltic route?
Alessandro Onorato: We have mostly
Russians on board. The service was created
for Russians but the target is to get some
more Scandinavian guests on board.
Because the Scandinavian market pays
better than the Russian . This is why the
business is interesting to get the Scandinavian
Passengers on board.
RoPax: If we look at you market to the
islands Corsica and Sardinia do you look
also on the French market to operate from
there?
Alessandro Onorato: We are not interest
to operate from Marseille. The new line of
Corsica Ferries to Mallorca is interesting
and Mr Matei made a very good job to
enter here into a new market. We have an
eye on it but no activities are planned.
RoPax: Thank you very much for the
conversation.
JPE
JPE
RoPax 9 / 05.2019
28 / REPORT
Andreas Vogel
Stena Line JPE
Poland – Sweden
Booming market with small ferries
Last year we analysed at the ferry operations
between Sweden and Poland.
The market recognized again an increase
of 7% in cargo transports. We reported
about new building projects of the Polish
operators Unity Line and Polferries. But
actual there is no development and the
companies concentrate on used RoPax
vessel. Polferries introduced last year the
„Nova Star“ on its line between Nynäshamn
and Gdansk. The company
purchased in the last years three RoPax
ferries with an age between 20 and 10
years. The competitor Unity Line shows
the same picture with an aging fleet.
To offer more capacity and modern
transport solutions in sequence Polish
ferry operators should invest in new and
bigger tonnage. Today between South
Sweden and Świnoujście are sailing in
total 11 ferries (3 Polferries, 7 Unity
Line, 1 TT Line). At the east sector
between Gdynia and Sweden Stena
operating four RoPax vessels.
The market will continue its growth and
more capacity by modern ferries is
required. The port of Ystad invests in
new facilities to accommodate ferries
with a length of 240 m. The Greman TT
Line ordered two new RoPax ferries with
these dimensions in China. The “Peter
Pan” after lengthening offers the required
capacities. Stena has a good plan with the
new E Flexer type for the next years to set
new ferries in its fleet. Grimaldi is looking
at this booming market and new RoPax
vessel will be ordered in the next weeks.
Port of Malmö is ready to take care for a
S 3
line to Poland. Polferries ordered in
2017 a new RoPax ferry at MRS Gryfia
Yard. But it is very quiet about this project
caused by some financial problems of the
yard. Unity Line presented two years ago
new building projects but nothing
happened.
The industry, logistic and transport
companies will follow the best route and
way. Poland will continue to construct one
of the modernist motorway systems in the
next years with a very attractive pricing.
The story for the lines from Poland to
Sweden is simple by parallel Polish
motorway from south to north as an
alternative to the existing lines at the
German motorways. The Expressway S3 is
planned to run from Świnoujście to the
border with the Czech Republic, where it
will connect to the D11 motorway. The
motorway is ready on a length of 480 km
only 68 km are under construction.
Poland has a central location from the
point of view of the upcoming cargo flows
Wikipedia
RoPax 9 / 05.2019
REPORT / 29
Lübecker Hafenrundschau JPE
JPE
from Turkey Czech Republic, Hungary,
Bulgaria, Slovakia and Southern Europe
will use this line. This is the story for the
next years to fill up the Polish ferries. It will
be interesting if TT Line could increase
its capacities and set one of its new vessels
on the line between Świnoujście and
Trelleborg. Polferries need more time for
its first new RoPax the investment power
is limited and the big players are waiting
for a chance.
JPE
JPE
RoPax 9 / 05.2019
30 / INTERVIEW
JPE
Scandlines – Mega Green Shipping
RoPax spoke with the CEO of Scandlines, Sören Poulsgaard Jensen about the next steps to get the greenest
ferry fleet in the world. Scandlines operates six hybrid ferries on the lines between Puttgarden and Rödby and
Rostock – Gedser. The next investmenst are planned to make the vessels greener in it`s propulsion system.
Sören Poulsgaard Jensen
RoPax: Scandlines is the leading ferry
operator with the biggest “Hybrid” fleet in
the world! What are the next steps to go
forward to zero emission operation? We
saw the Flettner solution on a draft. What
comes next?
Sören Poulsgaard Jensen: Building on our
experience from the hybrid investment, we
see an opportunity to go zero emission in
JPE
the near future. To get there we need to
ensure that our vessels are as lean as
possible on electrical consumption therefore
we are currently investing 15-20
MEUR in the vessels – largest investment
is a renewal of the propulsion system. The
new thrusters will reduce underwater
noise and air emissions in the Fehmarn
Belt significantly at the thrusters allow a
homogenous water flow, which gives less
“Building on our
experience from the
hybrid investment,
we see an opportunity
to go zero emission
in the near future.”
noise and vibration. Reduced underwater
noise and less vibration can improve the
conditions for the marine life in the Fehmarn
Belt area – among these the harbour
porpoises. Furthermore, easier water flow
during propulsion ultimately reduces
emissions, including CO 2
. Please also
find attached COO Michael Guldmann
Petersen’s presentation from the Ferry
Shipping Summit in Amsterdam with
more information on the Flettner rotors
and silicone-hydrogel underwater coating.
As also mentioned at our new year’s reception
in Berlin, the EEG Umlage is a
challenge. There are right now big differences
in energy purchase in Germany and
Denmark. Cost estimate in Germany is
about EUR 0.13 and in Denmark about
EUR 0.05. EEG tax in Germany is about
EUR 0.06. Our operation today is without
„Holger Danske“ the oldest and smallest
Scandlines ferry.
JPE
RoPax 9 / 05.2019
INTERVIEW / 31
any fuel tax. A direct connection to windfarms
on Fehmarn is not allowed due to
subsidies regulations for the windfarms.
RoPax: Scandlines added an extra freight
ferry “Kronprins Frederik” at the line
between Puttgarden and Rödby. Do you
see an increase of freight volumes and how
is the reaction of your cargo clients? Do
you offer at high frequneted departures a
better flow?
Sören Poulsgaard Jensen: In 2017, Scandlines
invested around 3.5 MEUR in modifications
of the M/V Kronprins Frederik
and the berths in Puttgarden and Rødby to
allow her to act as a freight ferry on the
Puttgarden-Rødby route and as a replacement
ferry to counter potential disruption
of service arising from technical problems
or accidents. The M/V Kronprins Frederik
has capacity for 35 lorries. In 2018, our two
routes generated a strong freight volume
growth of 7 percent. M/V Kronprins
Frederik offers 3-5 departures from both
Puttgarden and Rødby Monday-Friday
with the option of adding extra departures
in case of outage of other ferries.
RoPax: Logistic networks are more and
more part of sequenced traffic for supply
chain, Scandlines ferries are today a part of
this system but how will you offer more
Our north-south routes and wind conditions are ideal for rotor sails
Our north-south routes and wind conditions are ideal for rotor sails
Preliminary investigation with study of sailing pattern
and wind conditions
Preliminary investigation with study of sailing pattern
and wind conditions
• Simulation study with current sailing pattern
• Simulation and wind conditions study with suggests current efficiency sailing pattern savings of 4-5
and percent wind (Rostock-Gedser)
conditions suggests efficiency savings of 4-5
percent (Rostock-Gedser)
• The wind conditions of the route area are good and
• the The prevailing wind conditions wind direction of the route is favourable area are good for rotor and sails
the prevailing wind direction is favourable for rotor sails
The flettner rotor project for „Berlin“ and „Copenhagen“.
frequence on your route between Gedser
and Rostock in the future? Do you have
digital projects in this case with your cargo
clients to offer guaranteed transport
time?
Sören Poulsgaard Jensen: Efforts to boost
efficiency and competitiveness continue as
we work to increase the capacity utilisation
of the relatively new hybrid ferries on the
Rostock-Gedser route. In 2017, our business
was supported by the implementation
Rotor sail:
30m Rotor high sail: and 5m diameter
30m high and 5m diameter
of a new booking system. To support and
promote the progress of our traffic machine,
we will introduce a new ERP system
in 2019. The Scandlines group will benefit
from this and optimisation efforts, ensuring
an efficient, reliable, green and highly
competitive piece of infrastructure connecting
Europe and Scandinavia.
RoPax. Thank you very much for the conversation.
JPE
Scandlines
Quick turnarounds are essential for our business. BOOKIT
has enabled us to streamline our processes with check-in
online, self-service kiosks, ANPR and speed-gates.
Iain Robertson
System and IT Manager, Destination Gotland
RoPax 9 / 05.2019
Ephesus Seaways
New Mega Ro-Ro for DFDS
JPE
34 / NEWBUILDING
JPE
The new mega RoRo Carrier of DFDS
is the first of six sister vessels ordered
from the Jingling Shipyard in China. In
March 2019 the pure RoRo freighter was
named in Istanbul by Mrs Eva Lundstedt,
wife of Volvo’s CEO Martin Lundstedt.
The huge vessel sailed under the name
“Gothia Seaways” from China to Istanbul
prior to being renamed. Originally
the ship was destined to sail between Gothenburg
and Ghent for DFDS, carrying
Volvo cars and parts. In 2018 DFDS purchased
UN RoRo with its freight network
from Turkey to the ports of Patras
(Greece), Trieste (Italy) and Toulon
(France). Today the market in this region
has a higher demand for additional cargo
space so DFDS relocated the new vessel
to its operations in the Mediterranean.
It is a tradition to christen all UN RoRo
freighters with a name from Turkish heritage.
Ephesos is a former town in Turkey
near Selçuk, which was a popular place at
the time of the Roman Empire and is
where the temple of Artemis was built.
With space for 6,700 lane metres of freight,
the Ephesus Seaways sailed on her maiden
voyage to Trieste with a full complement of
450 trailers. The second of the new mega
freight ferries will also join the Turkish
fleet when delivered in summer 2019.
The cargo is accommodated on five decks,
the uppermost being the open weather
deck extending from the bow to the
three-quarters aft superstructure. Cargo is
handled using what is described by DFDS
as a unique ramp system featuring three
independent axial ramps over the main
deck’s stern threshold and internal ramps
on each side of the ship, allowing rapid
freight exchange for fast turnaround times
in port. Only two of the three stern ramps
are usable as the berth in Trieste is too narrow
to accommodate the whole beam of
the vessel. The port authority will start a
rebuilding project in summer 2019 to provide
a berth that is wide enough for ships
of this size so that all three ramps are usable.
However, the design of the ship
means that she is very flexible and can
work using just two ramps. The turnaround
time in port is long enough to discharge
and load the vessel in 8 hours.
The sailing time between the port of Pendik
near Istanbul and Trieste is 60 hours
with an average speed of 18 knots. DFDS
JPE
ordered a class of vessel that offers very
good fuel consumption and the “Ephesus
Seaways” is fitted with two MAN eight-cylinder
S50ME-C diesels with an output of
11,800kW providing direct drive to controllable
pitch propellers for a 21-knot max
speed. The consumption is 25% lower per
trailer unit compared to the older vessels of
the “Flensburg” type.
There are two exhaust scrubbers installed
to fulfill the new emission regulations from
2020. Each driveline is fitted with an ABB
variable-frequency shaft generator, enabling
main engine revolutions to be set
optimally rather than being confined to a
certain speed range. The shaft generator
system is also compatible with shore-toship
power arrangements, allowing the
vessel to be sensitive to the local community
and environment in port by shutting
down auxiliaries. The engine control room
is located on the main deck in between the
ramps.
The ship is manned entirely by a Turkish
crew. Additionally, 12 truck drivers can be
accommodated in single cabins on board.
The route is popular with accompanied
freight and HGVs make up 35% of traffic
carried. However, due to the limit of 12
drivers, the Turkish truck drivers load
their trucks on board and are then shuttled
to the airport at Venice or Ljubljana to get
a direct flight to Istanbul. Around 60 hours
later they can collect their truck in Pendik
and continue their journey. The 12 cabins
on the ship are often fully booked by drivers
from Iran or Russia who do not use the
aircraft shuttle option.
The bridge of the “Ephesus Seaways” is
very large and the vessel has excellent maneuverability.
With two bow thrusters that
have a 4,700kw output, she has a lot of
power to operate in all weather conditions.
The bridge equipment was installed by
RoPax 9 / 05.2019
NEWBUILDING / 35
Huge cargo decks and clear ramp architecture, actual in Trieste only two ramps could be used the berth will be rebuild.
Wärtsilä, a subsidiary better known as the
former SAM Electronics from Germany.
The “Ephesus Seaways” has no bridge
wings due to the 33 metre width restriction
at the locks in Ghent. However, the new
ship was not delivered to her intended
route and went to UN Ro-Ro instead. The
Captain has to operate using an interactive
camera system and different monitors in
the wing to berth the vessel. During the sea
trials the “Ephesus Seaways” reached a top
speed of 22 knots. The Chinese workers
delivered a very good quality ship compared
with earlier RoRo vessels built in
China. The processed steel work is very
good, the engine room has a good, clean
layout and the entire network of insolation
for pipes and cable channels complies with
the European standard. Another big issue
for ferries built in China in the past was vibration.
The “Ephesus Seaways” has no
such vibration challenges. DFDS and its
suppliers made a very good job at the yard
to get a high-performance RoRo carrier
and DFDS management is most satisfied
with both the quality and the construction
schedule.
The company also has two Ro-Pax ferries
on order at Guangzhou Shipyard International
in China, which is contracted to deliver
these newbuilds in the first and third
quarters of 2021.
The terminal operations in Trieste are
managed by the Samer Group, of which
60% is owned by DFDS. The Managing Director
is Jens Peter Nielsen from Denmark.
He worked for many years for Maersk in
Italy before joining DFDS in September
2018 and speaks fluent Italian. The terminal
has a status as a free port and this is a
huge advantage for transporting freight
from Turkey or the Middle East to the EU.
In some countries along the Balkan route
there are limited transit permissions to
and from Turkey. To avoid this administrative
expenditure the direct route to Trieste
with its free port is a much more efficient
alternative for the transport chain. Trieste
also offers a huge terminal for multimodal
transport. One solution from DFDS is to
offer direct shipments from Turkey to
Ghent via its railway connection between
CUSTOMERS
Trieste, Ghent and other destinations. The
space in Trieste port is limited but DFDS
has hired more facilities outside the port
and installed a ticket system to guide the
trucks to the loading process at a set time.
DFDS plans to develop its new business
and the next steps are planned to obtain a
greater market share.
JPE
RoPax 9 / 05.2019
36 / DATA SHEET
Ephesus Seaways
DFDS, Knut E Hansen
EPHESUS SEAWAYS DATA SHEET
Owner:
UN Ro-Ro Isletmeleri AS, Ofis 83-92, Dumankaya
Vizyon Isyeri Bloklari, Milangaz Caddesi 77, Yali Mah,
Kartal, 34870 Istanbul, Turkey.
Operator: UN Ro-Ro
Yard:
Jinling Shipyard
Location: Nanjing, Jinling, China
Yard No.: JLZ9160408
IMO No.: 9816830
Ship Type: Ro-Ro Cargo Ship
Class:
Classification: LR 100A1 - Ice Class: 1C FS
Flag:
Turkish
Port of Registry: Istanbul
Launched:
Date of delivery: 16th July 2018
31st January 2019
Service:
Tuzla-Trieste
PASSENGER CAPACITIES
Total capacity: 12 Drivers
Facilities: Lounge & Restaurant
Accommodation:
Cabins:
6 single + 6 double
Beds: 18
Crew: 22
Crew Cabins: 22
PROPULSION
Main engines: MAN B&W 8S50ME-C9.5
Total Power Output: 2x 11,800kW
Auxiliaries: 2 x MAN 7L21/31 (each 1,980 kW)
Emergency Generator: Information Not Supplied
Shaft Generator: 2 x ABB – each 2,350 kW
Fuel:
HFO (Main Engine) + MGO (Auxiliaries)
Fuel Consumption : 92 per hour at 22 knots
Gearboxes: Information Not Supplied
Propellers: 2x Controllable Pitch Propellers
Thrusters: 2x 2,350kW Transverse Bow Thrusters
Stabilisers: Heeling Tanks
Service speed: 21 knots
PRINCIPAL DIMENSIONS
Length overall: 237.40m
Length b.p.: 232.00m
Beam: 33.00m
Hull Depth: 9.30m
Hull Draught: 7.10m
Deadweight: 15,350 DWT
Gross tonnage: 57,579 GT
Net tonnage: 32,045 NT
Payload: 12,750
CARGO ACCESS
Stern Access:
Deck 3:
15.5m long + 2.6m flaps, 9.5m wide
Deck 5: 2 ramps 18.5m long + 2.6m flaps, 6.4m wide
Access Clear 5.2m Deck 5
Height: 7.4m Deck 3
Internal ramp(s): 6
Access Ramp SWL: Deck 3 200t, Deck 5 150t
Lane width: 2.95m
REMARKS
Steel Cutting Ceremony: September 2017
14 Metre Trailers Capacity: 449
Tanktop Clear Height varies 2m – 2.70m
Clear Height beneath hoistable decks: 1.516m
Named Gothia Seaways when delivered
First of three 6700 LM newbuilds, designed by Knud E.Hansen.
The ship is named after Ephesus, an ancient Greek city on the coast of Ionia, three kilometres
southwest of the present-day Selçuk in İzmir Province, Turkey.
CAPACITY OF DECKS Deck-area in sqm Deck Free Height (Net) Deckload (ton / sqm) Cars Trucks/Trailers Lanemetres
Tanktop Deck 1: 2,413 4.70m 3t/sqm 730
Main Deck 3: 4,457 7.20m 3t/sqm 1,400
Upper Deck (1) 5: 4,768 4.70m 2t/sqm 1,480
Upper Deck (2) 7: 5,703 4.70m 2t/sqm 1,750
Weather Deck 8: 4,267 4.70m 1t/sqm 1,330
Total: 21,608 N/A 450 Trailers 6,690
RoPax 9 / 05.2019
RoPax 9 / 05.2019
DATA SHEET / 37
38 / INTERVIEW
DFDS
DFDS rides the MED
Interview with Peder Gellert Pedersen, Executive Vice President Shipping Division DFDS Group
An old dream come true for Peder Gellert Pedersen after DFDS entered the channel business. He and his
team and the board had the strategy to go into the Med. It was a big step for the Danish RoRo and RoPax
operator to raising up as the leading short sea operators between Turkey and Europe.
In 2018 DFDS published an increased
EBIT by 20% and the revenue increased
by 10% . The Danish company set its
targets on five pillars for the year 2019:
• Growth from Mediterranean expansion
• Well prepared for Brexit
• Route network strengthened by new
freight ferries
• Digital business projects to go live
• Improvement and efficiency projects
RoPax talked with Peder Gellert Pedersen
Executive Vice President of DFDS and
Head of DFDS Ferry Division about the
next steps and the content of the five
pillars.
RoPax: Congratulation for the successful
year 2018 and the very professional integration
and takeover of UN RoRo. Where
is the expected growth for the future in the
Med or the Baltic?
Peder Gellert Pedersen: If we look to the
market for an organic growth than Turkey
is the more attractive area to develop traffic.
There is not a lot of growth to be expected
in the Baltic with the current situation
around Russia. When you look at the
North Sea also with the Brexit and in general
even without Brexit – Western Europe
is not an area for high growth in volumes.
Peder Gellert Pedersen
“If we look to the market
for an organic growth than
Turkey is the more attractive
area to develop traffic.”
We can only expect an organic growth
around Turkey and the economies around
that area.
DFDS
RoPax: If you look to this Turkish business.
How will you develop the traffic
there? Your main link is from Turkey to
Italy but you serve also the connection to
France?
Peder Gellert Pedersen: We must differentiate
the French line is not as big as even
the line to Italy. That has an authority reason.
Trieste has a special position as a free
port. That enable the trucking companies
to start in Trieste their journeys into Europe.
It is a huge place also from the intermodal
point of view. Many of our clients
call the destination to Germany, Austria,
France and also to our port in Gent as intermodal
connection. This special hub we
can develop in France as well where we
able to target destinations like Spain and
France itself and to the UK. We have both
ports for transit to UK.
What is important to make the inter modal
connection attractive to create more
destinations and to open the trains for all
operators. We are establishing our own
trains, which we can offer to all our clients.
We want to create more train connections
with a higher frequency. That is coming
from our ambition not to develop only
our ferry business from port A to port
B. We are offering connections from an
inland terminal to another inland terminal.
RoPax 9 / 05.2019
INTERVIEW / 39
RoPax: You are also offering door to door
services.?
Peder Gellert Pedersen: Yes that is our
DFDS logistics division. But we as DFDS
will offer intermodal connection for every
logistic provider. We know how to do shipping
and we know more and more how to
operate inland connections via “Hinterland”
terminals.
RoPax: You are very wired forward with
you services compared with your competitors.
Because you will offer the whole connection
by intermodal- ferry or RoRo –
and intermodal. This puts DFDS in a
strong position and a leading position for
supply chain solutions and sequence delivery!?
Peder Gellert Pedersen: I think it is the
way forward., that you have to minimize
the empty run on the highways. There will
be more and more limitations on the highways
in the future. That is also a solution
which would be appreciate by our customers
to offer also some back loads. There are
enough IT platforms that exist. It is just a
matter connecting them to our systems
and the systems of our customers.
RoPax: This is one of your digital projects?
Peder Gellert Pedersen: Yes.
RoPax: You have set the new mega RoRo
to the line between Trieste and Turkey.
Peder Gellert Pedersen: Yes we renamed
the new RoRo at 07. March and reflagged
to the Turkish flag in Istanbul. The new
name is “Ephesus Seaways”.
RoPax: The Mediterranean RoRo short sea
market is one of the dynamic short sea
transport markets with a lot of opportunities.
How will you develop your network in
the Med are there new routes? You are now
very active in the eastern area are there
possibilities for new connection in the
Western part like to Spain or North Africa?
Peder Gellert Pedersen: We have looked
in the past at various acquisition candidates
in that area. We tried to established
with the existing operators some cooperation
expect the competition. But we are
looking at as solutions like we have the
Marseille – Tunis service to combine with
our Turkish service. Or with other services
from France which hits North Africa.
We will not be engaged in lines between Italy
and Spain. I think that market is well
covered by big operators. But I agree with
you that North Africa as market is very interesting,
specially we can combine it we
will be looking to that. We are calling today
the port of Toulon and there are no
service out to North Africa and it is difficult
to establish new services there, because
there is a Navy base. They have no
direct rail connections and there is not
more place for more services. We were
considering to move everything to Marseille.
Then we could combine more with
our Tunisian service and we could combine
it with service to Morocco or Algeria.
However, Marseille is a very expensive
port and neither the most reliable port,
though things have improved a lot over recent
years. We are looking to other options
to move our service to another port in
France. We do not have a final decision.
We need good intermodal rail connections.
“In general we think
the Brexit is not a good idea
for our business.“
RoPax: DFDS is well prepared for the
Brexit ! How will you manage the new situation
in your network and do you see a
decrease in volumes between Sweden UK
and Benelux – UK?
Peder Gellert Pedersen: We made sure
that we are accredited to apply the EU
certificate of all over the places we oper ate.
We have established IT system connected
to the port IT systems and local community
systems and the customs authorities. We
are ready to handle digital custom clearances
in the ports. We have established
additional space around our terminals for
example in Vlaardingen, Immingham,
Esbjerg and Gothenburg All in order to
cope with the stacking of traffic. Most of
the units we still believe will go thru without
stopping because you can do the custom
clearance electronically but some
Kiel – Klaipeda RoPax
Pearl Seaways
units have to be put aside. We have a
weekly Brexit steering committee which I
am sharing that exists from the last year.
We have trained a lot of people at our
various locations to make custom clearance
work. In some locations we have even
added more people. But right know as we
do not know when the Brexit will happen
or not we have mainly trained existing
people rather than employing more. We
thought it would be better to train the
people which we have and when the Brexit
will be reality we can employ some more
people. In general we think the Brexit is
not a good idea for our business. All big
automotive companies made a decision to
move out from Britain with their production
and this will hit our traffic and we
will realize decreasing volumes.
RoPax: Do you look at you capacity in the
future to make some changes in the existing
fleet to and from UK?
Peder Gellert Pedersen: In Q1 we saw
more traffic to UK regarding to fill up the
warehouses with more parts and stuff. To
cover some traffic interruption based on
Brexit. But in Q 2 we see a decrease. That’s
why we moved all our dockings to Q2 and
we made no dockings in Q1 to offer our
full capacity to the market.
DFDS
DFDS
RoPax 9 / 05.2019
40 / INTERVIEW
RoPax: DFDS operates a very successful
network from Sweden, Germany to the
Baltic States. Last year you reported a
growth at the Sweden routes and a stable
volume between Germany and Lithuania.
Could you describe the perspective and
situation of this area and the upcoming
plans with the new RoPax Tonnage?
Peder Gellert Pedersen: The market is
growing a little bit but not enough because
about the Russian situation. It is not a big
growing market around the Baltic. But
could get some market shares from the
highway that depends on the oil prices.
As long as the oil prices are reasonable we
see some slightly numbers.
RoPax: Do you have plans to change the
existing vessels?
Peder Gellert Pedersen: No we are looking
forward to get the new ships in 2021
there will be an reshuffle. The new RoPax
could sail between Kiel – Klaipeda but
also between Karlsham and Klaipeda. That
depends on the traffic developments. Both
ports are ready to accommodate the new
vessels. We keep it flexible.
RoPax: At the route between Kiel – St
Petersburg had a cooperation with Finnlines.
now Finnlines closed the service
what are your next steps to offer your
clients a solution?
Peder Gellert Pedersen: We were sorry to
learn that Finnlines had decided to cease
operations between Kiel and St. Petersburg
but at the same time we understand their
decision, as the market really has declined
drastically. We have decided to retain our
representation in Russia for now and we
are working on various alternative ways to
carry the goods of our customers to and
from Russia. It will, however, not be in the
form of a regular liner service as long as
the volumes are as low as they are now.
RoPax: You are offering a very high level
standard and quality service between
Sweden, Norway to UK and Benelux to
UK with a modern fleet. But from Newcastle
to Amsterdam your tonnage is getting
older. How are your plans for the next
years or do you wait after the Brexit market
development?
Peder Gellert Pedersen: We are holding
all decisions until Brexit or after Brexit.
What we are doing we are looking to
make a different concept. We have moved
the route management from Copenhagen
to Dover also for the Amsterdam –
Newcastle line. I did this, because the
market which they serve, is the same and
the concept on the Line Amsterdam –
Newcastle has always a copy paste concept
of Copenhagen – Oslo line. I am not sure
that is the right concept anymore. We are
reviewing the concept to look also at
tonnage and possibilities either second
hand or new build to fill the gap.
„Ephesus Seaways“ on its way to the Med.
RoPax: How do you see the actual developments
in the Baltic regarding the
new competition of TT Line between Trelleborg
and Klaipeda?
Peder Gellert Pedersen: There is a well
established market and they are competing
with one vessel to a high frequency with
every day sailing. They do it because they
have more capacity on one ship. It is
“We preparing our terminals
in Vlaardingen and Gent
where we are rebuilding our
terminals for autonomous
tug master operation but we
are today far away from the
first operation.”
hard to see to sail in competition with
Stena and us with three vessels operation
in that corridor. Because there is no
growth. Maybe to Sweden there is
some growth but it is also competition
between the Poland – Sweden ferries and
the Baltic States connections to Sweden.
It is not a big launch for a new service with
one vessel.
RoPax: What are the next digital steps in
DFDS?
Peder Gellert Pedersen: We preparing
our terminals in Vlaardingen and Gent
where we are rebuilding our terminals
for autonomous tug master operation
but we are today far away from the first
operation. More important is we focus on
our relations to our customers. That
is where we spent most of our time. How
can we increase the sales direct to our
clients at the passenger side and also on
the freight side. We have launched a
booking platform that allows clients to
book direct freight capacities at the
channel. We will develop further that people
avoid to using other platforms
also when they have only a few units but
they can book directly with no hassle.
That is our focus area. We are also developing
new ways of thinking where it comes
to booking of trailers. We will offer basic
opinion because clients do not need to
know which ship you want to book. It is
more important to know when our
vessel will discharge. We will provide
bookings based on when you can pick
up your trailer at the terminal. We prepare
the booking based on pick up time
and not departure time. This will create a
dynamic pricing model if you need very
fast your trailer you must pay a little bit
more.
RoPax: Do you see more big customers
like the big logistics companies or are there
still also the small operators and do you
increased also the direct business with
your industry clients?
Peder Gellert Pedersen: Yes we see an increase
at our big clients but we have today
25% of our volumes in direct connection
with industry clients. We will maintain a
very good relationship with our logistic
customers and develop for them more
services.
RoPax: Thank you very much for the conversation
and we wish you a good con tinue
with your business.
JPE
DFDS
RoPax 9 / 05.2019
Hirtshals Havn
P O R T O F H I R T S H A L S
LET’S CREATE NEW
BLUE OCEANS!
THE SCANDINAVIAN REGION HOLDS GREAT BUSINESS OPPORTUNITIES
- BOTH ON LAND AND IN THE SURROUNDING BLUE OCEANS
As a port and international logistics centre, With our insight and knowledge of the industry,
we are close to it all.
we are ready to help you spot new potentials.
Our location offers great views of large business
clusters and new business opportunities.
We are focused on the future transport
patterns in Scandinavia and Western Europe.
Let’s meet and exchange ideas and knowledge
- and let’s see where it takes us.
Jens Kirketerp Jensen, Managing director
CONTACT ME ON +45 96 56 50 02 OR J.JENSEN@HIRTSHALSHAVN.DK
...because geography matters
42 / INTERVIEW
Attica
Attica
Attica Group
The Attica Group is the leading ferry operator in Greece with it`s brands Superfast ferries, Blue Star ferries
and Hellenic Seaways and the Africa Morocco Link. The group consolidated its business in 2018 and had a
lot of challenges to integrate the Hellenic Seaways operation. Additional the main share holder MIG started
a sales process which is under its way. RoPax spoke with the CEO Spiros Paschalis about the next steps and
the positive outlook in 2019 Attica Group achieved five tourism awards by the Boussias Communications
RoPax: How was the year 2018 for Attica
Group and the development and integration
of Hellenic Seaways?
Spiros Paschalis: The year 2018 could be
considered a really challenging one for
Attica Group.
Attica’s Management Team was heavily engaged
in concluding the acquisition of
Hellenic Seaways and then working on the
operational integration of Hellenic Seaways
into Attica’s Organization.
A Project Team was set up with the CEO
as a project Manager in order to analyze
and coordinate all the actions of the individual
functional units and finally determine
the final structure and operation of
the Group and implement it. Within this
framework all requirements of the new Attica
were taken into consideration while all
corporate procedures, suppliers, partnerships
as well as operational systems of both
Companies were reevaluated in order to
create to synergies. As a result of the exercise
all the procedures and operations of
the Group were integrated. We are really
satisfied with the outcome of the integration
since we managed to complete the
whole process in only 9 months.
New departments were created and various
procedures were modified or further
developed. In addition, the new organizational
chart of Attica Group was introduced
enabling the new Group structure.
The decision concerning the Attica Group’s
offices was that all pillars should operate
closely, so a second building has been rented
next to Attica’s Head office. Following
this decision as from March 2019 the
new premises host the Commercial pillar.
Now the new Attica Group Organization
composed by top professionals of the
industry, through its brands Superfast
Ferries, Blue Star Ferries, Africa Morocco
Link and Hellenic Seaways is considered to
be one of the leading ferry operators in the
Mediterranean Sea and within the ten top
ferry operators in Europe, offering premium
services and continue to be the first
choice for our valued customers.
“Attica Group embraces
digital transformation and
aims to optimize every
touch point throughout
the customer journey.”
RoPax: Where had you success and where
do you need some improvement?
Spiros Paschalis: Following the acquisition
of Hellenic Seaways, Attica Group
operates in 4 countries, serving 60 destinations,
connecting 71 ports. Furthermore,
the Attica Group fleet consists of 30
modern and technologically advanced
conventional as well as high-speed vessels,
providing high quality transportation
services for passengers, cargo and private
vehicles, which meet the wide range of
different needs of all our customers.
Following the above growth, Attica has
been focusing on the next phase of development
which apart from purely commercial
considerations includes the company’s
increased attention to environmental
issues and green technology. The climate
issue is of great importance for us and we
are currently working on the next generation
of vessels as well as the need to have
fossil fuels while at the same time minimize
energy consumption.
Furthermore, Attica Group embraces
digital transformation and aims to optimize
every touch point throughout the
customer journey. Being consistent with
this, Attica Group is currently investing a
great part of the Marketing budget in the
renewal of the internet sites of Superfast
Ferries, Blue Star Ferries and Hellenic
Seaways in order to offer a unique user
experience, customized to each of our
customers’ needs. Additionally, the software
of our Loyalty Scheme “Seasmiles” is
planned to be restructured providing more
options to our members. Finally, we are
working on a CRM platform and on other
innovation projects.
RoPax: In 2018 you generated a higher
revenue but your earnings were limited by
the increase oil prices could you give us a
first report about 2018 in total?
Spiros Paschalis: The increase of fuel
prices affects all ferry operators and is one
of the most important challenges.
The Group’s financial results for 2018
which show consolidated Revenue of Euro
365.40mln compared to Euro 271.54 mln
in 2017 and consolidated Earnings before
interest, taxes, investing and financial
results, depreciation and amortization
(EBITDA) of 57.00mln compared to Euro
59.55mln in 2017. The lower EBITDA
margin in 2018 is attributed mainly to the
significant increase in fuel price and to the
RoPax 9 / 05.2019
INTERVIEW / 43
Attica
Attica
cost of integration of Hellenic Seaways
Maritime S.A. («HSW»). Profit after tax
and minority interests stood at Euro
17.11mln compared to profit of Euro 1.25
mln in 2017. Attica Group consolidates
HSW for the first time in 2018 financial
results for the period 1.6.2018 – 31.12.2018.
AFRICA:
RoPax: On the line between Spain and
Moroco you operated with reduced capacity
but now you will come back with a
second ship how is your position and do
you see a possible increase in capacity and
market share?
Spiros Paschalis: The year 2018 was actually
the first year of profitability of AML,
though small. The facts that led to that
positive result were the vertical reduction
of operating cost and overheads. Moreover,
AML has focused on freight business
which is less seasonal and more stable. The
fleet of AML for 2019 will be consisted by
the F/B Morocco Star and two other
chartered vessels to enforce the existing
service and facilitate the summer passenger
demand.
AML Management’s main aim for 2019 is
the strengthening of our capacity in the
existing line (Tanger Med – Algeciras)
always having in mind the required
equilibrium between demand and
supply.
NEW TONNAGE
RoPax: Two years ago you had plans to invest
in new RoPax tonnage do you will
come back with your plans for a fleet restructure?
Spiros Paschalis: Actually we have never
ceased our plans for newbuilding vessels.
Please be advised that we are currently
working on a fleet development/renewal
project, comprising the designing of
three ferry prototypes for different type
of operations. Those vessels would be
environmentally friendly ones, belonging
in the new generation of ferries.
RoPax: Thank you very much.
JPE
RoPax 9 / 05.2019
Kai Ortel
NEWBUILDING / 45
“Hammershus”
Molslinjen introduces RoPax newbuilding
on lifeline link to Bornholm
When, in a surprise development,
Molslinjen won the franchise for
the lifeline services between Ystad, Køge
and Bornholm in May 2016, the Danish
company did not wait long before ordering
a purpose-built RoPax newbuilding
for the route linking the Danish mainland
with Rønne. The order went to
Rauma Marine Construction (RMC), a
shipyard that was only just beginning to
re-enter the shipbuilding business.
A primary factor that saw Molslinjen win
the 2018-2027 franchise was its promise to
lower ticket prices compared to those
offered by Faergen. But, while the shorter
route between Rønne and Ystad could be
operated by Molslinjen’s own fast ferries
from the Kattegat where the company has
been a household name between Aarhus,
Ebeltoft and Sjaellands Odde for decades,
the company no longer owned a suitable
RoPax vessel for the longer route to the
Danish mainland. This link is vital to the
island’s economy since Danish hauliers
usually have their cargo shipped on the
night boat to Rønne in the evening hours
to deliver it to their customers all over the
island the next morning. Furthermore, the
Cardeck
Køge ship has also regularly carried out a
single day trip to Mukran (Sassnitz) during
the summer months as the lay-over time
slot in Rønne fits nicely into the time
required to undertake return sailing to the
island of Rügen.
CONSTRUCTION
On 22 June 2016, Molslinjen ordered a
RoPax at Rauma Marine Construction in
Finland for delivery in mid-2018 at a price
of EUR 68m. Molslinjen took over the
Kai Ortel
Bornholmslinien
Hammershus leaving port of Rönne.
franchise from Faergen on 01 September
2018, operating the services to Køge, Ystad
and Mukran under the new ”Bornholmslinjen”
brand name. The company also
announced shortly after winning the
ser v ice contract (in early July 2018) that it
would purchase outright from Faergen the
1978-built “Povl Anker”, the company’s
long-serving and immensely popular spare
vessel. Since Faergen’s “Hammerodde” had
been criticised several times for her limited
capacity of only 400 passengers,
Molslinjen revised the original design of
yard no. 6001 shortly after the keel laying
of the new ship on 04 August 2017 to carry
720 passengers instead of the original
capacity of 400 (and then 600). As a result
of this modification, the Danish operator
then announced that it would turn the seasonal
service to Mukran into a year-round
operation, offering three weekly sailings
on the Rønne – Mukran route in the winter
season. However, at peak times in summer
the 1,500-passenger capacity “Povl Anker”
will sail on the German route as well, thus
offering more capacity than ever on the
popular holiday service between the
former East Germany and Bornholm. The
new vessel, named “Hammershus” to pay
homage to a 1965-built ferry of the same
name, was launched on 05 January 2018
and went on her first set of sea trials in the
Northern Baltic on 20 June 2018. Despite
rumours that the ship could enter service
early and be chartered to Faergen in order
to guarantee a smooth transition when the
franchise renewed, the new vessel remained
in Rauma during the summer and
was only delivered to Molslinjen on 22 August
2018 after another set of sea trials.
“Hammershus” then proceeded to Køge
and Rønne for berthing trials and took
over the conventional ferry duties from her
predecessor “Hammerodde” as planned on
01 September. (The latter had been sold to
Stena Line as the “Stena Vinga” for future
service on the Frederikshavn-Gothenburg
route.)
ONBOARD
The “Hammershus” follows a simple
layout. Decks 3 and 5 are the two main
cargo decks with a clear height of 4.50m
Sun Deck
Kai Ortel
RoPax 9 / 05.2019
46 / NEWBUILDING
Kai Ortel
each and a combined capacity of 1,518 lane
metres or an equivalent of 353 cars. Access
is via a wide stern ramp and, quite unusually
for a ferry of her relatively small
size, fixed internal ramps. With a lot of
cargo on the overnight route from Køge to
Rønne being unaccompanied, the vessel
has been built as a stern-loader, but can be
converted to have bow doors retrofitted
easily. This arrangement has been chosen
due the fact that, especially during the
busy summer months, a quick loading and
unloading process is mandatory to keep
the tight schedules of one roundtrip each
from Rønne to both Køge and Mukran
within 24 hours. Passenger access is via
gangways in the two Danish ports while in
Mukran, work was still underway in
February this year to adapt the existing
gangway to the new ship. Foot passengers
therefore embarked and disembarked via
the car deck.
All public spaces for passengers are
concentrated on deck 7 while 16 fourberth
cabins for 72 guests and 2 additional
cabins for disabled passengers are to be
found one deck above on deck 8 (as is a
small sundeck). Compared to the “Hammerodde”
where public spaces and cabins
were spread over three decks, orientation
and passenger flow on the “Hammershus”
is very easy with basically all passenger
amenities found on one deck. In the front
of deck 7, a very spacious cafeteria offers
space for 200 passengers and also stunning
views both in the direction of travel and to
the sides of the ship. Subdivisions separated
by room dividers cater to guests with
allergies (24 seats) and those travelling
with pets (38 seats) while a dedicated
children’s area can be found on the port
side. The whole area conveys an atmosphere
of openness as the adjacent galley is
open to allow passengers to watch their
meals being prepared. Furthermore, the
cashier counter for the cafeteria also serves
as the point of sale for the small shop, as
the office for cabin key card handouts and
for all general information inquiries. A
nice feature in the cafeteria is the use of
real flowers as decorative elements where
even cruise operators have long passed to
artificial “Dauerflora” flowers.
In the aft part of the vessel, a lounge with
200 reclining seats is situated on the starboard
side and a “silent zone” with 100
“sleeperettes“ on the port side. The latter
were a popular feature on Bornholmstrafikken’s
“Jens Kofoed” and “Povl
Anker” for all those who did not want to
buy a cabin berth, but can still spend the
short overnight crossing in some comfort.
The updated versions of the sleeperettes
onboard the “Hammershus” can serve as
both a sofa and a bunk bed and are
equipped with a locker to deposit valuables
while sleeping. (At the entrance of the
reclining seat lounge there are separate
luggage lockers for other passengers as
well.)
Overall, the impression of the public
rooms is one of brightness and spaciousness.
Layout and design of the “Hammershus”
may be regarded as modern and
functional and not really resembling the
chic of the latest Finnish-built cruise ships,
but in terms of comfort and style, the
“Hammershus” definitely is a step forward
compared to the previous ship, the “Hammerodde”.
TECHNOLOGY
In terms of machinery and propulsion,
Molslinjen opted for a “no frills” solution
on the “Hammershus.” The vessel is
equipped with a conventional diesel
engine, but by choosing Wärtsilä’s new
W8V31 type, the Bornholm ferry is the
very first ship of this type to use this
engine. The two main engines are of a very
compact design and are praised for their
low fuel consumption. With “Hammershus”
solely sailing through ECA waters,
she uses ultra-low sulphur marine diesel
(MDO) just like the rest of the Molslinjen
fleet, although the engines can technically
burn heavy fuel oil (HFO) and regular
marine diesel just as well. At a total output
of 9.760 kW, the engines are designed for
Bridge
a required service speed of 17 – 18 knots,
but during sea trials, the vessel easily
reached 22 knots. Bunkering usually takes
place in Rønne when the ship is not
required to sail to Mukran.
Captain Jens Christian Fagerlund Andersen,
whom we met during our sailing from
Køge to Rønne and Mukran in February, is
very fond of his new vessel. “She’s a very
nice ship“, he remarked in a quiet minute
somewhere between Rønne and Mukran.
Only her overall length is something all
nautical officers still have to get accustomed
to. At 158 metres, “Hammershus” is
more than 20 metres longer than her
predecessor which is crucial in a small port
like Rønne. “It may be only 20 metres, but
it feels like 200!”, Andersen laughs. But,
having been “inherited” from Faergen to
take over command on the new Molslinjen
ship after having been master of the
Kai Ortel
RoPax 9 / 05.2019
NEWBUILDING / 47
“Hammerodde” for years, no-one may be
better suited than Captain Andersen to
guarantee safe manoeuvring in port. The
Chief Engineer agrees: “She’s a way better
ship than “Hammerodde”.” Commenting
on the engines he’s responsible for, he
smiles: “It’s basically the same engines that
they built 50 years ago, but they’re so much
more energy-efficient now.” Even half a
year after the introduction into service of
the “Hammershus”, Wärtsilä regularly
sends technicians onboard to oversee the
engine’s performance and to find ways to
still improve their efficiency. After all, both
Wärtsilä and RMC hope for consecutive
orders, and the “Hammershus” serves as
their reference ship, having attracted
quite some attention within the European
ferry industry since her delivery in August
2018. She still has her first full summer
season ahead of her this year (2019), but
judging from the performance so far, th
ere is every reason to believe that the
“Hammershus” will become the reliable
lifeline ferry to the mainland everyone on
Bornholm had hoped for. Furthermore,
if she proves to be popular among
German tourists on the Mukran-Rønne
route as well, this will make her better still.
Kai Ortel
DEUTSCHE ZUSAMMENFASSUNG
Die finnische Werft Rauma Marine
Construction (RMC) hat im August
2018 mit der “Hammershus” ihre erste
RoPax nach ihrer Restrukturierung infolge
der Zerschlagung von STX Finland
Ende 2013 abgeliefert. Molslinjen hatte
2016 überraschend die Konzession für
den Fährverkehr zwischen Rønne und
dem dänischen Festlandhafen Køge
gewonnen, für den in der eigenen Flotte
jedoch keine passende Tonnage zur Verfügung stand. Noch während der Bauphase
wurde das Design des Schiffes dahingehend geändert, dass anstelle der vertraglich
vorgeschriebenen 400 Passagiere 720 Gäste an Bord befördert werden können. Dies
vor dem Hintergrund, dass Molslinjen die neue Fähre auch auf der (nicht subventionierten)
Fährlinie Rønne – Mukran einsetzt, welche die Reederei seit der Indienststellung
des Schiffes erstmals ganzjährig betreibt. Das Layout der “Hammershus” wurde
bewusst einfach gehalten. Alle Passagier-einrichtungen (Cafeteria, Shop, Ruhesessel,
Schlafsofas) befinden sich auf Deck 7, lediglich 18 Kabinen für die fünfeinhalbstündige
Nachtfahrt zwischen Rønne und Køge liegen ein Deck darüber. Die konventionelle
Dieselmaschine vom Typ Wärtsilä W8V31 zeichnet sich durch besondere
Energieeffizienz aus. Ausgelegt ist sie für die Nutzung sowohl von Schweröl als auch
von Diesel, Molslinjen verwendet aber auf der konventionellen Fähre denselben
Treibstoff (Ultraniedrigschwefel-Diesel) wie auf den Schnellfähren der Reederei im
Kattegat. Zwei Autodecks verfügen über eine Gesamtkapazität von 1.518 Lademetern.
Verbunden sind sie über feste Rampe an der Backbord- und Steuerbordseite,
der Zugang an Bord erfolgt ausschließlich über eine breite Heckrampe. Kai Ortel
Kai Ortel
Rostock verbindet
Ihr Universalhafen in der südlichen Ostsee
Opening new horizons
www.rostock-port.de
RoPax 9 / 05.2019
48 / DATA SHEET
Hammershus
Bornholmslinjen
HAMMERSHUS DATA SHEET
Owner:
Molslinjen AS, Hveensgade 4, 8000 Aarhus, Denmark
Operator: Bornholmslinjen AS,
Yard:
Rauma Marine Constructions Oy
Location: Rauma, Finland
Yard No.: RMC-NB6001
IMO No.: 9812107
Ship Type: Passenger/Ro-Ro Cargo Ship
Classification: Ro-Ro passenger ship SRTP - COMF-NOISE 2,
COMF-VIB 2, AUT-UMS (SS), SYS-NEQ (SS), MON-SHAFT,
CLEANSHIP, ICE CLASS IC, INWATER SURVEY
Flag:
Denmark
Port of Registry: Rønne
Launched: 5th January 2018
Date of delivery: 22nd August 2018
Services: Rønne-Køge, 5hrs 30mins | Rønne-Sassnitz, 3hrs 20mins
PASSENGER CAPACITIES
Total capacity: 720 passengers
Facilities: 200-seat cafeteria/Shop/200 seat
Accommodation: Reclining Seat Lounge/100 berth Silent Zone
Passenger Cabins: 16 4-berth & 2 Disabled Access
Crew Cabins: 12
Beds: 86
Crew: 20
PROPULSION
Main engines:
2x Wärtsilä Wärtsila W8V31
4T - 8 cyl - 31.00 cm x 43.00 cm at 750 rpm
Total Power Output: 9,760kW
Propulsion Generators: 2x - 2000 kVA - 1600 kW
Auxiliaries: 4x Scania DI16 090M 563 kVA - 450 kW - 611 HP
Emergency Generator: 1x 313 kVA - 250 kW - 340 HP
Shaft Generator: 1,500 kW/690 V
Fuel:
MDO
Fuel Capacity: 533.84 m³
Gear boxes: Information Not Supplied
Propellers: 2x Screw Propeller Controllable pitch (oil -closed)
10.00m diameter
Thrusters: 2x 1500 kW, 690V/50Hz
Stabilisers: Yes
Service Speed: 18.0 knots
Trials Speed: 22.0 knots
PRINCIPAL DIMENSIONS
Length overall: 158.00 m
Length b.p.: 144.80 m
Beam:
24.50 m
Hull depth: 13.80m
Hull Draught: 5.85 m
Freeboard: 450 mm
Deadweight: 4,642 DWT
Gross tonnage: 18,009 GT
Net tonnage: 5,402 NT
CARGO ACCESS
Stern Access: N/A
Length: N/A
Width:
N/A
Max Ramp Load: N/A
Internal ramp(s): N/A
Deckload: N/A
Lane width: 2.50m-3.50m
REMARKS
The ship is named after Hammershus, Scandinavia‘s largest medieval fortification, situated
74 metres above sea level on Hammeren, the northern tip of the Danish island of Bornholm
in the Baltic Sea. Erected in the 13th century, it was long believed that the castle was built
as a private residence for the archbishop of Lund. However, new evidence found at the
ruins of the castle suggests it was constructed in the beginning of the century as a royal
residence for Valdemar II of Denmark and a base for the Danish crusades.
Keel laying – 4th August 2017
Service Debut: 1st September 2018
CAPACITY OF DECKS Deck-area in sqm Deck Free Height (Net) Deckload (ton / sqm) Cars Trucks/Trailers Lanemetres
Main Deck 3: 4.50m 805
MezzanineDeck:
Upper Deck 5: 4.50m 695
Total: Not Supplied 4.50m Not Supplied 353 Not Supplied 1,518
RoPax 9 / 05.2019
RoPax 9 / 05.2019
DATA SHEET / 49
JPE
JPE JPE
LHG
Rostock, Lübeck und Kiel
Hallenneubau am Skandinavienkai in Lübeck, die „Copenhagen“ an ihrem
Anleger in Rostock; Kombiterminal Rostock mit Containern der Lübecker
Spedition Bruhn; täglich fährt DFDS ab dem Ostuferhafen in Kiel nach Klaipeda.
Die drei führenden Deutschen
Ostseehäfen wachsen weiter!
Alle drei führenden Deutschen Ostseehäfen
Kiel, Lübeck und Rostock
konnten in 2018 ihre Umschlagszahlen
verbessern. Trotz ihrer unterschiedlichen
Schwerpunkte stehen alle drei Standorte
in einem Wettbewerb und müssen
für Ihre Zukunft kämpfen. Eine feste
Fehmarnbeltquerung und auch neue
Verkehrskorridore im Osten werden Ladungsströme
verändern. Die Hafenchefs
geben ein aktuelles Bild der Lage:
ROSTOCK PORT
In 2018 hat der Hafen Rostock im Fährverkehr
ein weiteres Wachstum verzeichnen
können trotz einiger Rückgänge in
anderen Bereichen des Hafens. Die RoRo
und Fährverkehre sind das starke Rückrad
Rostocks. Der Hafen hat den Vorteil
er generiert seine Umschlagsergebnisse
auf mehreren Säulen, dem Getreide, Flüssig
und auch Projektladungsumschlag,
seinen starken RoRo und Fährverkehren,
dem Kreuzfahrtgeschäft und auch den
Indus trieansiedlungen im Hafen.
fenbar eine Pause ein: die konjunkturelle
Lage mit abgeschwächten Wachstumsprognosen
für 2019 sowohl in Kontinental- als
auch Nordeuropa wirkt sich unmittelbar
auf den Außenhandel aus, so dass wir derzeit
eher von stabilen als von weiter stark
wachsenden Verkehren 2019 aus gehen.
Dafür werden andere Massengüter, mit
Ausnahme von Getreide, in diesem Jahr
wieder zulegen, da die Rückgänge des letzten
Jahres auf Sondereffekten beruhten,
die 2019 nicht und nur noch teilweise zur
Wirkung kommen werden.
Hier zeigt sich die Stärke des Geschäftsmodells
im Hafen Rostock, das auf verschiedenen
Säulen beruht. Auch der Ausbau
der Logistik- und Industriefunktion
wird durch die Bereitstellung von Ansiedlungsflächen
weiter vorangetrieben, zudem
erfolgt die Schaffung neuer Kapazitäten
für die Kreuzschifffahrt durch Errichtung
eines Großschiffsliegeplatzes.
Es besteht ein gewisser Wettebwerb zwischen
dem Ostkorridor und dem mittleren
Westkorridor. Im Ostkorridor laufen die
Verkehre über die Linie Ystad-Świnoujście,
beide Häfen werden derzeit ausgebaut. Nach
einer erfolgreichen Kapazitätser weiterung
besteht die Möglichkeit, dass zukünftig Verkehre
sich aus dem mittleren Westkorridor
nach Osten verlagern könnten.
Dr. Gernot Tesch hat dazu eine ganz klare
Vorstellung: Die Linie Ystad-Swinemünde
Die beiden Geschäftsführer Aurel Scharner
und Dr. Gernot Tesch.
Laut Geschäftsführer Dr. Gernot Tesch ist
der Fähr- und RoRo-Verkehr im vergangenen
Jahrzehnt, insbesondere aber die vergangenen
5 Jahre in Rostock extrem stark
gewachsen und wurde damit zum Hauptwachstumstreiber
der Entwicklung am
Standort. Dieses Wachstum legt derzeit ofist
eine ebenfalls sehr stark wachsende
Route (gilt aber auch Trelleborg-Swinemünde
sowie Gdynia-Karlskrona). Zuwächse
auf dieser Route beruhen im Wesentlichen
auf den extrem starken wirtschaftlichen
Wachs- und Aufholprozessen
der polnischen Volkswirtschaft sowie
weiterer südosteuropäischer Länder. An
diesen Prozessen hat auch Rostock (z.B.
auf der Linie Rostock-Gedser) partizipiert.
Von daher ist ein Kapazitätsausbau gerechtfertigt,
solange er am Marktwachstum
ausgerichtet ist und die Infrastrukturnutzung
entsprechend bepreist wird.
Rostock nimmt diese Konkurrenz ernst
und wird sich dem Wettbewerb stellen.
JPE
RoPax 9 / 05.2019
REPORT / 51
Rostock punktet mit seiner Funktion als
Hub zu verschiedenen Destinationen im
Ostseeraum.
Der Hafen Rostock wird seine Kapazitäten
und Anlagen auch weiter ausbauen und
erneuern. In Kiel gibt es das erste Truckerhotel
für die LKW Fahrer, damit diese
nicht mehr im LKW übernachten müssen,
wenn Sie auf ihre Ladung warten oder
auf die Fähre. In Rostock gibt es dazu
auch schon einige Ideen, dazu hat der
Geschäftsführer Aurel Scharner folgende
Informationen: „Der Fähr- und Ro Ro-
Verkehr als Hauptwachstumstreiber des
Rostocker Hafens steht naturgemäß im
Mittelpunkt der zukünftigen Infrastrukturplanungen.
Nachdem ROSTOCK
PORT in den vergangenen Jahren bereits
das Kombiterminal durch die Investition
in zwei leistungsfähige Portalkräne und 5
ganzzuglange Gleise kapazitätsmäßig ausgebaute
und der private Terminalbetreiber
Euroports in zusätzliche Hallenkapazität
investierte hat, liegt der Fokus von
ROSTOCK PORT derzeit auf der die
Anpassung der Anlegerkapazitäten an
heutige Anforderungen. So werden die
Liegeplätze 41, 51, 62 und 63 gegenwärtig
an neue Schiffsdimensionen (steigende
Schiffslängen bis 250 m) angepasst und
sind teilweise auch für Container- bzw.
ConRo-Schiffe nutzbar.
Im unmittelbaren Hafenumfeld bestehen
derzeit bereits Fahrerunterbringungsmöglichkeiten,
bei denen der Fahrer seinen
Truck gewissermaßen vor dem Fenster
parken kann. Weitere Investitionen in Beherbergungkapazitäten
sind herzlich willkommen.“
RoPax: Der Lübecker Hafen investiert
nach der Krise wieder in seine Kapazitäten,
vor allem am Skandinavienkai. Wie ist
die Reaktion der Kunden und die Entwicklung
der Umschlagszah-len, und wird
mehr Ladung nach Lübeck zurückkommen?
Prof. Jürgens: Das Jahr 2017 war für die
LHG ein Wendepunkt in vielfacher Hinsicht.
Es ist in diesem Jahr gelungen, langfristig
bindende Tarifvereinbarungen mit
dem Tarifpartner zu schließen, die uns eine
gute Grundlage für die Geschäftsentwicklung
der nächsten Jahre bis mindestens
2022 gibt. Gleichzeitig wurde in
diesem Jahr mit Unterstützung des Hauptgesellschafters
der Hansestadt Lübeck ein
großes Hafenentwicklungsprogramm für
den Skandinavienkai vereinbart. Damit
können wir unsere Leistungsfähigkeit und
Innovationsvorherrschaft weiter ausbauen.
Prof. Jürgens
Wir sind aktuell voll im Gange, diese Erweiterungs-
und Entwicklungsmaßnahmen
zu realisieren. Bereits heute freuen
wir uns über eine hohe Mengenauslastung
in allen Terminals, da offenkundig teilweise
verlorenes Vertrauen unserer Kunden
LHG
zurückgewonnen werden konnte. Das
zeigte auch die Umschlagsentwicklung im
vergangenen Jahr. Da machten uns vor allem
die Trailer Freude (+10 %), aber auch
die Forstprodukte haben sich gut entwickelt.
Im Intermodalbereich hat unsere
Tochtergesellschaft Baltic Rail Gate erstmalig
die 100.000-Marke übersprungen.
Wir sind zuversichtlich, dass wir diese positive
Entwicklung auch für die nächsten
Jahre weiter fortschreiben können.
RoPax: Der Skandinavienkai hat eine führende
Stellung im RoRo- und RoPax-Verkehr
nach Südschweden und Finnland
und entwickelt sich mehr und mehr zu
einem LOGISTIK Hub und dem Kombiterminal
mit den meisten Verbindungen
an der Deutschen Ostseeküste! Hat Lübeck
die Chance noch mehr Kombiverkehre zu
bündeln?
Prof. Jürgens: Der Skandinavienkai entwickelt
sich nicht mehr und mehr zu einem
Logistik-Hub, sondern ist bereits der
größte eigenständig betriebene Logistik-Hub
an der deutschen Ostseeküste.
Auch unser Intermodal-Terminal ist das
verbindungsstärkste unter den Wettbewerbshäfen
und mit im Jahr 2018 abgewickelten
103.800 Einheiten auch das umschlagsstärkste.
inselgrafik.com
PORT OF LÜBECK
Der Fährhafen mit den meisten Linien an
der Deutschen Ostsee, Lübeck ist nach
seiner Krise wieder auf Erfolgskurs. Im
Jahr 2018 konnte eine Umschlagssteigerung
von 12% verzeichnet werden im vergleich
zum Jahr 2017 , es wurden über 22
Mio to umgeschlagen. Neue Investitionen
am Skandinavienkai und Kapazitätserweiterungen
zeigen den neuen Weg der
Lübecker Hafengesellschaft RoPax
sprach mit Prof Jürgens über die nächsten
Schritte und die Aussichten für den Hafenstandort
Lübeck.
Zu den Inseln und Halligen
Liniendienste mit Fährschiffen zu den Inseln Föhr, Amrum und den Halligen, Ausfl ugsfahrten,
Busverkehre auf Föhr und Amrum.
✆ (0 46 81) 800 www.faehre.de
RoPax 9 / 05.2019
52 / REPORT
Dr. Claus (2.v.l.)zusammen mit seinen Kunden SCA Geschäftsführer Grage, DFDS Line Manager
Hoffmann und Stena Line Pressesprecher Wahl.
Zur Ihrer Frage: Ja, zusammen mit unseren
Hauptkunden auf der Reeder-seite sowie
den Partnern im Intermodal-Verkehr
arbeiten wir intensiv daran, weitere leistungsfähige
Intermodalverbindungen für
das deutsche und europäische Hinterland
zu entwickeln, die noch mehr Ladung über
den Standort Lübeck bündeln. Das Ziel ist,
die hohe Abfahrtsfrequenz auf Schiffsseite
optimal zu verbinden mit einer hohen
Zugfrequenz in die Hauptabladeregion.
Damit können wir unseren Kunden im
verladenden Gewerbe noch bessere Transportbedingungen
bieten.
RoPax: Danke für das Gespräch.
KIEL STEIGERT SEINE
PASSAGIERZAHLEN
Der Seehafen Kiel legte im Passagierverkehr
2018 weiter um 4,2 % auf über 2,2
Mio. Reisende zu. Auf der anderen Seite
ging der Umschlag um 3,5 % gegenüber
dem bisherigen Spitzenergebnis in 2017
leicht zurück. Die neue Color Line-
Frachtfähre wird den Kombinierten Ladungsverkehr
stärken und ein Ladungszuwachs
bringen. Im Kreuzfahrtbereich
verzeichnet der Hafen ein weiteres starkes
Wachstum. RoPax stellte drei Fragen
an den Hafenchef Dr Claus.
JPE
RoPax: Der Seehafen Kiel hat sich in den
letzten Jahren sehr gut im RoRo und Ro-
Pax Verkehr entwickelt, dennoch gibt es
einige Veränderungen, wie beurteilen Sie
die Einstellung der Verbindung nach Russland
durch den Kooperationsdienst von
DFDS und Finnlines?
Dr. Claus: Wir bedauern diese – zumindest
vorübergehende – Einstellung des
wöchentlichen Fährdienstes nach St. Petersburg,
der in Kiel eine lange Tradition
hat. Das Volumen auf der täglich von
DFDS selbst betriebenen Linie Kiel – Klaipeda
ist dagegen auf Top-Niveau und bietet
auch den Lkw-Verkehren nach Russland
eine Transportalternative. Kiel wird
zudem eine direkte Verbindung nach St.
Petersburg behalten, die allerdings mit
konventionellen Frachtschiffen und nicht
mit Fährschiffen mehrmals monatlich bedient
wird. Es bestehen in diesem Bereich
langfristige Verträge mit Importeuren von
Forstprodukten.
RoPax: Wie sind die ersten Monate gelaufen
mit der erweiterten Frachtkapazität auf
der Linie Kiel-Oslo? Haben Sie schon Zahlen?
Dr. Claus: Seit Januar bestehen zehn Abfahrten
je Woche und Richtung zwischen
Kiel und der norwegischen Hauptstadt.
Die hohe Frequenz und Geschwindigkeit
der Fähren erlauben attraktive Transitzeiten,
um zusätzliche Trailer-Verkehre von
der Straße auf den Seeweg zu verlagern.
Wir befinden uns hier in der Anlaufphase
und wollen auch den kombinierten Ladungsverkehr
bei den Vor- und Nachläufen
stärker entwickeln. Wir sind zuversichtlich,
dass dieses erweiterte Produkt
von den Kunden gut angenommen wird.
RoPax: Welche Perspektiven bietet der
Seehafen Kiel seinen RoRo- und Fährkunden
für die Zukunft ? Wird es mehr Flächen
geben? Wie wird das geplante Truckerhotel
angenommen? Welche weiteren
Verbesserungen wird es geben?
Dr. Claus: Derzeit investieren wir rund 9
Mio. Euro in die Erweiterung des Vorfeldes
des Ostuferhafens. Hiervon profitieren sowohl
die Lkw-Verkehre ins Baltikum als
auch die Kunden des SCA Forstproduktterminals.
Direkt am Hafenvorfeld befindet
sich auch die neue Unterkunft für Trucker,
die exklusiv an Speditionen vermietet wird,
sobald die Bauarbeiten am Hafenvorfeld
abgeschlossen sind. Bereits im Mai wurde
am Norwegenkai die erste Landstromanlage
des Kieler Handelshafens in Betrieb genommen.
Im kommenden Jahr folgen
Strom anschlüsse am Ostsee- und Schwedenkai.
Ki el will einer der ökologischsten
Häfen in Europa werden und eine
Benchmark in Bezug auf Umweltverträglichkeit
setzen.
RoPax: Danke für die Informationen.
JPE
The safe road
– for you cargo to Norway
RoPax 9 / 05.2019
INTERVIEW / 53
Hirtshals Port
Hirtshals continue growth
The port of Hirtshals in the North of the Danish Jutland recognized a continues growth in cargo traffic and
passenger traffic. The port invests in a new berth and will increase the cargo capacities for upcoming new
traffic. RoPax had a chat with the managing director of Hirtshals port Jens Kirketerp Jensen.
RoPax: How was the development in 2018
for port of Hirtshals? Do you recognized
more freight loads from Norway or Belgium?
Jens Kirketerp Jensen: In 2018 the development
at the Port of Hirtshals has
again been positive, as the number of
trucks/trailers transported over the port
has increased with another 6.000 units,
and the cargo volume reaches 147.000
units and 1,9 mill. tons. Mainly the growth
in cargo unites are related to the ferry
traffic to the five destinations in Norway,
but as well the cargo volume on Belgium
and Sweden on the CLdN service are increasing
due to the fact the more forwa
rders, transport companies and cargo
owners are being aware of route between
Zeebrugge, Hirtshals and Gothenburg,
and recognize the climate friendly and
efficient alter native to cargo transport by
road that the service offers to the transport
buyers.
RoPax: You will invest in new berthes for
Ro Ro vessel which is written in your
masterplan and actual you are building
berth 4 for the new catamaran of Fjord
Line. Where do you see the growth in
the future more cargo or more passengers?
Jens Kirketerp Jensen: The Port of Hirtshals
invests in the period 2019 – 2020 in a
RoPax 9 / 05.2019
new berth that can be called by both Fjord
lines new catamaran, which will operate
the Hirtshals – Kristiansand route from
spring 2020, and conventional ro/rovessels.
At the Port of Hirtshals we expect
the fastest increase in activities and transported
unit in the cargo business. The
growth in passenger traffic are depending
on the development in tourism business in
both Norway and northern Denmark,
which means that growth is expected to be
“At the Port of Hirtshals
we expect the fastest
increase in activities
and transported unit
in the cargo business.”
a reality in a horizon of three to four years.
As comes for the cargo business we have
the reason to expect that the growth that
we have experienced over the last 10 years
will continue. The increasing number of
cargo units are expected due to the fact
that more and more cargo owners recognize
the customers’ demands for climate
friendly transport of goods. Transport of
goods between the European continent
and Norway, and vice versa, can be performed
with a lower emission of climate
harmful gasses and with a higher economic
benefit by sea on the ferries between
Hirtshals and few destinations in Norway
instead of driving by road through Sweden
and over the mountains in Norway. The
direct transport by sea is safer and more
climate friendly, and this fact will be
recognized by forwarders and the industry
over the next years.
RoPax: How succesfull is the young connection
from Zeebrugge to Hirtshals and
do you plan more facilities for the cargo as
a hub function?
Jens Kirketerp Jensen: We believe that the
CLdN service between Zeebrugge, Hirtshals
and Gothenburg is successful and the
potential in the service and the services
connections with Color Line, Fjord Line
and Smyril Line to Norway, the Faroe
Island and Iceland is incredible large, and
the cargo volume will increase over the
coming years.
The Port of Hirtshals follows the development
in the number of cargo units, and the
port will increase the capacity of the terminal
facilities, so it will meet the demand
from the transport industry.
RoPax: Thank you very much.
JPE
54 / REPORT
JPE
Wasaline
Strong Growth and a New Ferry Ordered
Ferry AB /OY operates the
NLC “Wasa Express” under the
brand of Wasaline across the Kvarken
Strait between Umea in Sweden and Vaasa
in Finland. The company is owned by
the town of Vaasa and the municipality
of Umea. Some years ago, the former RG
Line went bankrupt and the service between
these two important Nordic cities
were interrupted. In 2013 the two cities
founded the new Wasaline, also known
as Kvarken Link. It is a small shipping
company with a big heart.
In 2019 Wasaline signed a contract with
Rauma Marine Constructions to build a
new RoPax vessel. In recent years the company
has recorded a continued growth in
freight and passenger traffic and this
success has been cultivated by the managing
director, Peter Stahlberg, and his team.
In 2018 Wasaline increased its market
share in passenger traffic between Finland
and Sweden with a new record year
recorded since the service started in 2013.
Passengers increased by 6.2% passengers,
car traffic increased by 6.3% and freight
traffic grew by 2.2% in 2018.
Main car deck of Wasa Express.
JPE
RoPax travelled aboard the 17,053gt/1981
built “Wasa Express,” a ship constructed
in Finland as the legendary “Travemünde”
by the former Wärtsilä Shipyard for the old
Gedser–Travemünde Ruten. The veteran
RoPax ferry is in very good condition and
Wasaline has invested a lot into the passenger
facilities. The ferry also offers day trips
for passengers from Vaasa to Umea and
additional short conference cruises. On
deck 8 the former Duty-Free Shop and
Pullman Seat area has become a new conference
centre with different sized meeting
and presentation rooms.
The old lady is still attractive with her two
restaurants and a huge bar area. The cargo
traffic is based on accompanied trucks
from the large logistic companies of the
North but also unaccompanied trailers
and containers for the forest industry are
conveyed on board every day.
NEW ROPAX FERRY ORDERED
The new Wasaline RoPax ferry will be
ready for the end of May 2021 and is a local
concept, designed by Wärtsilä, which has
one of its offices in Vaasa. The ferry will
have capacity for 800 passengers and 1,500
lanemetres for freight. Among the ship’s
outstanding features will be the hybrid
propulsion solution. This will incorporate
four highly efficient Wärtsilä 31DF dualfuel
engines capable of operating on
liquefied natural gas (LNG) and biogas. The
diesel version of the Wärtsilä 31 has been
recognised by Guinness World Records as
being the world’s most efficient 4-stroke
diesel engine. Wärtsilä will also supply the
LNG storage, supply and control systems, as
well as the thrusters, catalyzers, controls,
Captain Johannes Sjöholm and purser
Bjarne Birn.
and the integrated electrical and automation
systems. The latter will incorporate an
energy and power management system to
optimise the use and operation of the
hybrid power solution. The combination of
the Wärtsilä 31DF engines, hybrid propulsion,
and LNG and BioLNG fuel will establish
this ferry as a benchmark in efficiency
and sustainability. The CO2 emissions, for
example, will be reduced by more than 50
percent compared to Wasaline’s current
ferry on this route.
WÄRTSILÄ STANDS FOR HIGH
QUALITY AND RELIABILITY:
“We know and trust their products. For
example, our existing ship is powered
by a Wärtsilä Vasa 32 engine that has
already accumulated an incredible 200,000
hours of operation. This outstanding
reliability is an example of why we have
selected Wärtsilä again,” says Peter Ståhlberg
CEO at Wasaline. The new ferry will
improve service and transport between
Finalnd and Sweden by a complete Finish
concept with mainly Finish suppliers.
JPE
JPE
RoPax 9 / 05.2019
INTERVIEW / 55
Ferry Summit
RoPax 9 / 05.2019
FSG
Irish Ferries
NEWBUILDING / 57
Irish Ferries W. B. Yeats
A New Ferry Tale Begins
Anew era in the history of Ireland-
France ferry services began on 30th
May 2016 when the Irish Continental
Group (ICG) placed a €144 million order
with Flensburger Schiffbau-Gesellschaft
(FSG) in Flensburg, Germany, for a new
ship to operate Irish Ferries’ Dublin-Cherbourg
service March-September
and Dublin-Holyhead over the winter
months. For the time being, the winter
service to Cherbourg will be handled by
the chartered 26,375gt/2011 built Epsilon,
a Visentini built Ro-Pax ship that
also operates Dublin-Holyhead in the
summer (until another newbuild is
delivered in 2020).
ICG secured €75m in financing from The
European Investment Bank (EIB) towards
the capital cost of the new ship with a further
€80m made available for the second
newbuild project, which has commanded
a price of €162.5m. These long-term loans
were made under the EU’s Green Shipping
initiative, aimed at supporting newbuild
or retrofit projects regarded as having
particular merits as to emission-reducing
and energy-saving elements.
The present-day ferry service between the
two countries can trace its roots back to
1973 when Irish Continental Line was
Fixed ramp to upper car deck.
FSG
FSG
Bridge central cockpit
formed as a joint venture between Irish
Shipping, Fearnley & Eger and Swedish
company Lion Ferry. The first route was
Rosslare-Le Havre using the 7,819gt/1973
built Saint Patrick. When Irish Shipping
went into liquidation in 1984, Irish Continental
Line was the subject of a management
buyout and re-emerged as Irish
Continental Group.
The steel cutting ceremony for Yard No.
771, Irish Ferries’ first newbuild since 2001
and the first new Ireland-France service
newbuild since the Saint Patrick in 1973,
took place at FSG on 7th April 2017. The
ship’s name was announced in October
2017 as W. B. Yeats, the result of an online
naming competition that attracted 100,000
entries. He was an Irish poet and one of the
foremost figures of 20th-century literature.
DELAYED DELIVERY
The W. B. Yeats was named by Ms Rikki
Rothwell, daughter of ICG Chief Executive
Eammon Rothwell, at FSG on 19th January
2018 and the ship’s hull was subsequently
launched from the covered
shipbuilding hall at 12.00 local time.
The original maiden voyage was scheduled
for 6th July 2018 but on 20th April Irish
Ferries had to announce that all sailings
12th-29th July had been cancelled. Then,
on 6th July all 2018 France-Ireland bookings
on the W. B. Yeats were announced as
cancelled due to delays with deliveries and
the fitting out process.
Ironically, FSG had expanded its ferry
building ambitions from Ro-Ro to Ro-Pax
to boost profitability but the latter is a far
more complex field. Indeed, FSG has
endured very public problems with the
completion of CalMac’s 8,680gt/2014 built
Loch Seaforth, the 51,388gt W. B. Yeats
and now the 42,500gt Honfleur.
Flensburger Schiffbau-Gesellschaft was
founded in 1872 and the yard has built
over 750 ships, including Offshore and
Ro-Ro vessels, passenger ferries, and naval
vessels. In December 2008 FSG was the
subject of a management buyout from the
previous Owner, the Oldendorff Group in
Lübeck, and in 2014 the shipyard became
a subsidiary of SIEM Industries following
a further rocky period financially. Losses
of around €7.5m were recorded in 2017
but still the shipyard battled on to win contracts
and complete existing orders. On
12th February, Siem Europe announced
that it had signed an agreement with an
external investor, Sapinda Holding B.V.,
for the purchase of 76% of the shares of the
business of Flensburger Schiffbau-
Gesellschaft mbH & Co. KG.
Once the various construction issues had
been addressed, progress could then be
made towards the landmark stage of sea trials
and, ultimately, delivery to Irish Ferries.
RoPax 9 / 05.2019
58 / NEWBUILDING
Maud Gonne Bar and Lounge area
A NEW CHAPTER
Finally, on 12th December, ICG announced
that they had taken delivery of
the much-anticipated W. B. Yeats and she
departed from the shipyard on 15th
December. The first port of call for berthing
trials was Cherbourg on 18th December
followed by Rosslare the next day. A
celebratory arrival at her homeport of
Dublin was justifiably made on the morning
of 20th December under the command
of Captain Peter Ferguson. On the same
day as the new ship arrived home for the
first time came the news that the Rosslare-France
services would not operate in
2019 and that the W. B. Yeats was deemed
too large to serve the port of Roscoff. Irish
Ferries gave the contractual 6 months’
notice to withdraw from the Brittany port,
thus leaving Cherbourg as the only French
destination now offered by the company.
Furthermore, the Irish port for all sailings
to Normandy would be Dublin, offering an
18-hour voyage time.
SO, WHAT DOES THE NEW IRELAND-
FRANCE SHIP HAVE TO OFFER?
Well, firstly her vital statistics are a
gross tonnage of 51,388gt, an overall
length of 194.80m, a 31.60m beam and
a draught of 6.715m. The machinery spaces
are located midships to aft in Decks 1 &
2 with two main engine rooms, port and
starboard. There are four 8,400kW MAK
8M43C marine diesel engines from Caterpillar
Motoren GmbH & Co. KG operating
a diesel- mechanical propulsion system
driving twin controllable pitch propellers
through a pair of Siemens reduction gears.
Each of the main engines is an eightcylinder
model to provide a total power
concentration of 33,600kW (45,100 hp)
with a service speed of 22.5 knots (41.6
kph).
To allow continued use of heavy fuel oil
and meet the toughest sulphur controls in
any area, the vessel is equipped with
exhaust gas scrubbers.
Manoeuvrability in port is assisted by
three FU93 Brunvoll AS transverse tunnel
bow thrusters whilst stability at sea is
assisted by a pair of SKF Type 2 retractable
fins, each with a surface area of 9m 2 and
weighing 40t.
The ship is all about carrying freight and
this is demonstrated by three decks capable
of handling such cargo. The ship offers
2,800 lane-metres for freight (165 trucks)
and a total CEU (car equivalent unit)
capacity of 1,216.
Flensburg Yard FSG
CRUISE-FERRY OR ROPAX?
The W. B. Yeats has accommodation
(berths) for 1,800 passengers and 135
crewmembers in 435 passenger cabins and
60 crew cabins. The passenger spaces are
spread over 4 decks (8-11)
and the majority of the cabins are on Deck
8 and two thirds of Deck 9. Overlooking
the bow are three premium suites on Deck
8, namely the Lissadel, Thoor Ballylee and
Coole Park. There is also a small balcony
in the port and starboard sides overlooking
the bow, accessed from the Coole Park
and Lissadel suites. The remainder of the
bright and airy cabin accommodation consists
of inside and outside varieties. Crew
areas and the Navigation Bridge are situated
in the forward section of Deck 9 and
along the port side in the form of a 44 seat
Crew Mess, a 15 seat Day Room, a 20 seat
Officer’s Mess and a 16 seat Officer’s Day
Room. The daytime/evening facilities are
to be found throughout Deck 10 and within
the forward half of Deck 11. Overlooking
the bow on Deck 10 is the 183 seat Innisfree
Club Class Lounge, named after an
uninhabited island in Lough Gill. W. B.
Yeats also produced a poem entitled The
Lake Isle of Innisfree plus Irish Ferries’
first 22,365gt/1995 built newbuild Ro-Pax
was christened the Isle of Innisfree (now
operating in New Zealand as the Kaitaki).
This lounge offers an assortment of lounge/
at-table seating and reclining seats. The area
is used by premium cabin occupants on
the Cherbourg services. The décor is in
shades of beige, brown, grey and gold.
Adjoining the lounge on the port side is
the 108-seat The Lady Gregory a La Carte
Restaurant, named after a friend and
patron of W. B. Yeats. He wrote The Wild
Swans at Coole whilst staying with her. On
the starboard side here is the 71-seat Wild
Swans Freight Drivers Lounge and Restaurant
– continuing the W. B. Yeats theme.
The restaurant is on the lower level and the
110-seat lounge is up the staircase on Deck
11 but is only accessed via the Deck 10
entrance.
Midships is the 663 seat Boylan’s Brasserie,
which takes up most of this area with the
Reception and associated lounge on the
starboard side. A central staircase leads up
to the retail outlet on Deck 11. The aft
section of this deck offers the Salley
Flensburg Yard
RoPax 9 / 05.2019
NEWBUILDING / 59
Gardens Kids Room (named after Yeats’
poem Down by the Salley Gardens), 170
seat Café Lafayette (port side), The 56 seat
The Abbey Cinema and 44 seat The Peacock
Cinema (TV style lounges – starboard
side plus a small 97 seat lounge & a
kiosk serving drinks and popcorn at the
entrance) and the 96 seat Hazel Wood
Quiet Lounge with reclining seating.
Further cabins are located on the stern.
table and bench seating. There is also an
imitation fireplace. This area is named
after Maud Gonne MacBride (1866-1953),
an English born Irish revolutionary, actress
and suffragette. The sizeable onboard
shop (350sqm) is on this deck with the
large Drumcliffe Promenade Deck occupying
the aft portion of Deck 11, either side
and aft of the funnel casing. Drumcliffe is
a village in County Sligo and is the final
resting place of W. B. Yeats himself.
One of the luxury cabins
There is also a W. B. Yeats trail through the
passenger spaces with 10 examples of
poem verses and information on display
relating to the man himself. One level up
on Deck 11 forward is the 344-seat Maud
Gonne Bar & Lounge where the décor is
repeated and the seating is low back at-
Flensburg Yard
The W. B. Yeats is a modern RoPax with a
dynamic profile and a timeless décor designed
by Steen Friis Design A/S and OSK
Shiptech A/S that shows a definite Scandinavian
influence with easy on the eye
pastel colours, a minimalist approach to
fixtures and fittings and stylish seating.
The new flagship won her first awards the
Ferry Concept Award and the Interior
Architecture Award and another award
was bestowed upon the ship in the form of
the ‘Ferry of the Year 2019’ award at the
annual Ferry Shipping Summit.
Sincere thanks must go to Deirdre Geraghty
of Q4 PR (Irish Ferries’ PR Agency),
Birte.Sell of FSG, Robbie Cox and David
Flannagan for the supply of information
and images/diagrams. Andrew Cooke
Flensburg Yard
RoPax 9 / 05.2019
60 / DATA SHEET
W. B. Yeats
Irish Ferries
W. B. YEATS DATA SHEET
Owner: Irish Continental Group PLC Ferryport, PO Box 19,
Alexandra Road, Dublin Port, Dublin 1, Ireland
Operator: Irish Ferries Ltd
Yard:
Flensburger Schiffbau-Gesellschaft mbH & Co. KG (FSG)
Location: Flensburg, Germany
Yard No.: 771
IMO No.: 9809679
Ship Type: Passenger/Ro-Ro Cargo Ship
Classification: 1A Ferry(A) BIS DG(P) E0 NAUT(AW) TMON
ICE-1A except propellers
Class:
DNV GL
Flag:
Cyprus
Port of Registry: Limassol
Launched: 19th January 2018
Date of delivery: 12th December 2018
Service:
Dublin-Holyhead/Cherbourg
PASSENGER CAPACITIES
Total capacity: 1,800 passengers
Facilities: 5x lounge areas, Driver’s Restaurant,
Restaurant/Brasserie/Café, Shop & 2x cinema lounges
Accommodation:
Passenger Cabins: 435
Crew Cabins: 60
Berths: 1,885
Crew: 135
PROPULSION
Main engines: 4x MAK 8M43(C) - Caterpillar Motoren GmbH & Co. KG
Total Power Output: 33,600kW (Main Engines)
Auxiliary Engines: 4x CAT 8M20C diesel units
Emergency Generator: 1x S12R-M(P)TA, Mitsubishi Heavy Industries Ltd.,
Sagamihara Machinery Works
Gear boxes: GVL 1700 Siemens AG
Propellers: 2x 5m diameter CAT Controllable Pitch MPP 1700. 127rpm
Thrusters: 3x FU93 Brunvoll AS Transverse Tunnel Thrusters
Stabilisers: Two SKF Type 2 Fins with Surface area of 9m2 each &
weighing 40t
Service speed: 22.5 knots (41.47kph)
PRINCIPAL DIMENSIONS
Length overall: 194.80 m
Length b.p.: 186.50 m
Beam:
31.60 m
Beam (Extreme): 32.124 m
Hull Depth: 10.00 m
Hull Draught: 6.50 m (design)
Hull Draught: 6.715 m (scantling)
Freeboard: ---- mm
Deadweight: 7,947 DWT
Gross tonnage: 51,388 GT
Net tonnage: 26,479 NT
CARGO ACCESS
Stern Access:
Deck 3:
Twin stern ramps
Deck 5:
Twin doors/open
Deck 7: deck area, Ramp access from Deck 5
Bow Access:
Deck 3:
Clamshell doors
Deck 5:
Hydraulic door
Deck 7: Ramp access from Deck 5
Internal ramp(s): Deck 2 (fixed), Deck 3-5 (hoistable), Deck 5-7 (fixed)
Lane width: 2.5m-3.5m
REMARKS
Contract Date: 30th May 2016
Keel Laid: 11th September 2017
Anchor Chain Length: 660m
Ballast Capacity: 3565.4 m3
Freshwater Tanks Capacity: 679 tonnes
Laid down: 11th September 2017
In service: 22nd January 2019
Maiden arrival in Dublin 20th December 2018
Cost: 144 million (151 incl. Exhaust scrubbers)
Construction: The W.B. Yeats was built in 15 months
Anchors & Chains: 2 Anchors 7.8 tonnes each and 12 shackles of chains, around 330m
Distance Travelled Per Annum: Over 210,000kms
CAPACITY OF DECKS Deck-area in sqm Deck Free Height (Net) Deckload (ton / sqm) Cars Trucks/Trailers Lanemetres
Deck 2 Lower Hold:
Deck 3:
Deck 5:
Mezzanine Deck 6 (Starboard side)
Car Garage Deck 7: 300
Total: 1,216 165 2,800
RoPax 9 / 05.2019
DATA SHEET / 61
All fotos FSG
RoPax 9 / 05.2019
62 / REPORT
Stena Line
Niclas Mårtensson
shows optimistic outlook
Stena started last year a huge investment
program in new tonnage. The
popular E-Flexer RoPax ferries will come
into service in the next years. The order
and shipbuilding process is controlled
and managed by Stena RoRo. Stena Line
ordered in total 5 E Flexer RoPax of different
size the first two „Stena Estrid“
and „Stena Edda“ are floated and in the
last stage of construction process at AV-
IC Weihai yard in China. They will sail at
the Irish Sea together with the third „Stena
Embla“. All RoPax will have a length
of 214 meters and a capacity of 3.100
lanemeter . Additional the two more ordered
E Flexer will be bigger with an
length of 240 meter and capacity of 3.600
lane meters. Another three E-Flexer will
be delievered to Brittany ferries and one
to DFDS for its channel services. RoPax
asked the CEO of Stena Line, Niclas
Mårtensson talked about the current situation
of the business.
RoPax: How is the development of Stena
Line ? Where are the booming lines and
where do you see room for improvement?
- Poland traffic still increasing and why did
you closed your line to Nynäshamn?
Niclas Mårtensson: The growth continued
in our business during 2018, though it was
slightly lower than 2017. Freight, and passenger
volumes grew by 2 percent and cars
by 3 percent during 2018 and Stena Line
increased market shares on several of our
markets. The positive development continues
during this year. In general we have a
very high activity within our business with
a huge ship transfer program during last
year and our newbuilding program progressing
in China. The first vessel is
planned to be in operation from beginning
of 2020. Connected to our ship transfers
during last year, decision was taken to
“The new vessels
represents the next
generation of RoPax
ferries designed in line
with Stena Lines
strategic commitment
to sustainability and
will be highly fuel
efficient to help reduce
emissions.”
suspend the RoRo-service on Gdynia-
Nynäshamn and focus our investments in
this region on the route between Karlskrona
and Gdynia, where we believe in continued
strong growth in the coming years.
When Stena Nordica soon returns to the
route after a period of being relief vessel
during docking periods on the Irish Sea,
the route will once again be operated by 4
vessels.
JPE
RoPax: How is Stena Line prepared for the
Brexit?
Niclas Mårtensson: Like many other businesses,
we have voiced our concerns about
the high level of uncertainty that has existed
around Brexit and negotiations. The
lack of clarity has made it very difficult for
all business within the supply-chain to
plan or prepare business post the Brexit
deadline. We have been working closely
with authorities, customers and other
stakeholders both in the Netherlands, the
UK and Ireland to keep up to date with developments
to be able to prepare. Also, we
have a Brexit group internally preparing
our business from different perspectives.
RoPax: The first E Flexer will come to the
Irish Sea . Do you plan more new vessels of
this type on other routes ?
Niclas Mårtensson: In total we are building
5 new vessels on the AVIC Weihai
Shipyard in China. The first one will go into
operation on Holyhead-Dublin and the
following two will operate on Belfast-Liverpool.
Regarding the last two, that are
larger than the first three, we have not yet
decided on which route they will operate.
The new vessels represents the next generation
of RoPax ferries designed in line with
Stena Lines strategic commitment to sustainability
and will be highly fuel efficient
to help reduce emissions. The investment
underscores our commitment and determination
to deliver the best possible
freight and travel experience for our customers.
Stena Line continues to shape the
industry for the next generation of freight
and leisure passengers.
RoPax: How are the first results of your
battery project at Stena Jutlandica?
Niclas Mårtensson: The results are above
expectations. By using batteries and thus
reducing the use of diesel generators, approximately
500 tonnes of fuel are saved
annually, and CO2 emissions are reduced
by 1,500 tonnes. This corresponds to the
amount that 600 passenger cars emit annually.
So far, it seems that we have 35 percent
fewer operating hours on the generators
with the batteries. In addition to the
fuel savings, it is about savings on lubricating
oil and less wear on the generators. Another
positive effect is increased security of
supply, as we now have constant access to
electricity. If the generators fail, we have
the batteries back up, so we avoid blackout
on board.
If something happens to the generators,
there is power for 30-40 minutes of electricity
from the batteries, which will be
able to supply all electrical installations on
board if necessary.
RoPax: Thanks a lot for the information.
JPE
RoPax 9 / 05.2019
REPORT / 63
WDR expandiert
Neuer Katamaran
und Wohnmobilkonzept
ie Wyker Dampfschiffsreederei
D (WDR) betreibt erfolgreich mit
ihren 5 Autofähren den Versorgungsverkehr
zu den Nordfriesischen Inseln
Fö hr und Amrum sowie zu den Halligen
Hooge und Langeneß. Seit Mitte Mai
diesen Jahres hat die Reederei einen neuen
Passagierkatamaran in Dienst gestellt.
Das neue Schnellschiff „Adler
Rüm Hart“ wird für die Hauptsaison an
die Adler Reederei verchartert.
Die Adler Reederei von Sven Paulsen wird
den Katamaran als Zubringerdienst von
Dagebüll und Wyk auf Föhr nach Amrum
einsetzen, um dort den Anschluss zu bilden
für die Schnellfährverbindungen nach
Sylt mit dem „Adler Express“ und nach
Helgoland mit der „Adler Cat“.
Laut Axel Maynköhn , Geschäftsführer der
WDR wird es am Vormittag im Hafen von
Amrum zwischen 10 und 11 Uhr etwas
voll bzw. viel Trubel geben da zeitgleich
vier Schiffe dort festmachen werden und
die Passagiere entsprechend umsteigen
können. Die „Adler Rümhart“ wird weiter
die Halligen Hooge und Langeneß bedienen.
Der Katamaran hat Platz für 250
Passagiere und wurde von der niederländischen
Werft Scheepswerf Talsma und
dem Partnerunternehmen Conoship International
B.V. gebaut. Das besondere an
dem 34 Meter langen Katamaran ist sein
geringer Tiefgang von 1,40 m und die hohe
Geschwindigkeit von bis zu 20 Knoten.
Somit können auch bei niedrigen Wasserständen
und einer starken Tide die Fahrzeiten
gehalten werden.
Die WDR hat in den letzten Jahren mit der
Indienstellung der modernen Autofähren
„Uthlande“, „Schleswig-Holstein“ und
„Norderaue“ seine Flotte ordentlich verjüngt.
Die „Norderaue“ ist das perfekte
Schiff mit einer Fahrzeugspur mehr für
WDR
Der neue Katmaran „Adler Rüm Hart“.
LKW fährt sie jeden Morgen in Dagebüll
die Ladung für die Inseln ab. Die Frachtkunden
sind begeistert, die Doppelendfähre
hat den geringsten Verbrauch durch
die weiter optimierten Voith Antriebe.
Zusätzlich hat die WDR in eine neue Stellfläche
für Wohnmobile in Dagebüll investiert.
Die Nachfrage nach Stellplätzen ist in
den letzten Jahren konstant gestiegen. Auf
den Inseln gibt es nur begrenzte Stellplätze.
Jetzt können die „Camper“ direkt
hinter dem Deich stehen und die Fähren
und vor allem den neuen Katamarn für
Tagesausflüge ab Dagebüll nutzen. JPE
Rail and sail with Stena Line
Advertisement
“At Stena Line, we see a growing
demand for sustainable multi- modal
transports”, says Katrin Verner,
Freight Commercial Manager of
Stena Line. “Therefor, we offer our
customers package solutions involving
rail, stevedoring and sea
freight.”
In cooperation with Kombiverkehr,
Stena Line offers several intermodal
connections from Germany to
Sweden. Recently, a new connection
from Duisburg via Kiel to Gothenburg
has been implemented with
currently five departures per week.
This year, Stena Line also added
Nueremberg-Rostock-Trelleborg
three times per week to its wide
range of services.
On Rostock-Trelleborg, Stena Line
deploys the two biggest railway
ferries in the world on the only
direct rail connection between
Germany and Sweden. The newly
started conventional train from
Vienna to Trelleborg in cooperation
Eisenbahnentladung der MF Mecklenburg- Vorpommern in Rostock.
with RCA and Green Cargo, as well
as the long-term cooperation with
DB Cargo are perfect examples for
the functional and environmentallyfriendly
rail and sail solutions of
Stena Line.
www.StenaLine.de
RoPax 9 / 05.2019
Balearia
Leading LNG ferry operator
in the Mediterranean
Neubau
Hypatia
de Alejandria
Balearia
66 / NEWBUILDING
Balearia
Spanish ferry operator Balearia introduced
its first LNG ferry “Hypatia de
Alejandria” in February for the Valencia-Ibiza-Mallorca
and Barcelona-
Mallorca services. The 186m long ferry
will be followed in the coming weeks by
a sister ship, the “Marie Curie”, from the
Cantiere Navale Visentini shipyard. The
CEO of Balearia, Adolfo Utor, is pushing
his company to be the leading LNG operator
in the Mediterranean. In the next
two years 50% of the whole fleet should
be operating using LNG as fuel and in
ten years all Balearia ferries will be gas
powered. The strategy follows two directions.
Firstly, the new building of LNG
RoPax vessels and, secondly, the conversion
of existing RoPax ships to LNG
propulsion. The company has signed
long-term agreements with Naturgy, a
Spanish utility company, for the supply
of LNG until 2030, and with Rolls-Royce
and Wärtsilä providing the new LNG
engines.
The “Hypatia de Alejandria” is referred to
as a smart ferry. Balearia installed additional
solar panels on the uppermost
decks, uses only LED lighting and an antiscaling
silicone hull coating is applied to
mi nimise the water resistance. The main
engines are dual-fuel LNG units with
20,600kW of power output. The tanks are
located outside on the quarterdeck. The
combined investment for these ‘smart
ships’ is €200M (US$226M). Identical in
every respect, the ferries have a maximum
speed of 24 knots, capacity for 810 people,
2,100 lanemetres of cargo and 150 vehicles.
There are 120 four-bedded cabins on
board, all equipped with a smart TV and
bathroom.
The new ferry is a digital milestone in the
Mediterranean ferry scene. Passenger will
get access to the cabins without going
through the reception, thanks to the QR
code that customers will receive on their
mobile phone. In the pet zone, camera systems
are installed which allow passengers
to see their dogs or cats at all times through
their smartphone. The catering concept
uses self-service totems in the cafeteria
from where passengers can place their orders,
and they will be notified to pick them
up through digital screens, avoiding
queues. Moreover, there is an entertainment
platform aboard each ship that offers
all kinds of activities such as cinema and
television, online games and digital books
for reading. In all public areas Wi-Fi is
available and for free.
The “Hypatia de Alejandría” has a shop,
cafeteria and a la carte restaurant, plus jacuzzis
on the outside deck.
Balearia also placed an order with Armon
shipyard in Asturias, Spain, to build an
LNG-powered fast ferry. Balearia believes
RoPax 9 / 05.2019
INTERVIEW NEWBUILDING / / 27 67
Emanuele Grimaldi: Consolidation is
inevitable in all markets, including Spain
it where will be we the will first also of see its in kind the in future the world. fewer
The players fast active ferry will in the be named domestic “Eleanor ferry Rooseveltness.
with a length of 123 metres, a beam
busi-
of 28 metres and a space for 1,200 passengers
RoPax:
and
ACL
250
is
cars.
operating
The fast
the biggest
ferry will
RoRo
be
larger
in the world
than
how
the 7,109gt/2013
are the results
built
and how
LNG
is
powered Incat “Francisco” of Argentinian
the coverage of the new bigger capacity?
shipping company Buquebus and resembles
the profile of Molslinjen’s
Emanuele Grimaldi: The market in which
ACL is operating is extremely competitive.
11,345gt/2019 built “Express 4.”
Freight rates on the North Europe-North
America routes, especially for containers,
EU SUBSIDIES
The
are put
rebuild
under
process
great
of
pressure.
existing vessel started
ACL
last
has
year
completed,
with a subsidy
over the
of 20%
last two
from
years,
EU
funds. the deployment In total €72 of million the five G4-class Euro will vessels be invested
which have in the a installation significantly of higher LNG systems loading
aboard capacity six compared vessels from to the its existing predecessors fleet.
Baleària (+70% for has containers, already retrofitted +100% the for Ro-Pax cars,
“Napoles” +40% for ro/ro and the units) “Abel while Matutes” operating was costs still
being remain converted roughly the in May same. 2019. These The economies Napoles
is of now scale, a combined smart ship with and the completed mix of cargo her
rebuilding transported, process are allowing at GibYards ACL to in face Gibraltar
challenges before of returning the market to service in which on it the is
the
operating.
RoPax: You have started a newbuilding
program with the biggest RoRo hybrid vessels
in the world, when and where will be
the first vessel in traffic? Will you invest in
new scrubber technology?
Emanuele Grimaldi: A few days ago we
finalized a USD 800 million-worth order
with the Chinese shipyards of Jinling for
twelve ro/ro hybrid units. The first units
should enter in service not before 2020 and
CEO the last of Balearia in the Adolfo course Utor of 2022. together Nine with will the be
president of Barcelona port Mercè Conesa.
operated by Grimaldi Lines and another
three (ice-class) will be deployed by
Huelva-Canary Finnlines in the Islands Baltic and route North in cooperation
With with regards Lineas to new Fred scrubber Olsen. The technology, Napoles
Sea.
replaced when including the “Martin the above I Soler” newbuilding on this service. and
The lengthening change to projects dual fuel announced, engines allows we can the
ship
say that
to operate
in the last
on
four
LNG
years
or
Grimaldi
MGO. The
committed
to
installation
of
an
a
expense
200t capacity
of over
LNG
€ 1,5
tank
billion
provides
for the
a
building
range of 1,200
of 25 green
miles and
units,
involves
and to
an
an
investment
expense of
of
about
almost
€ 300
€12.5
million
million.
for about
Balearia reduces CO2 emissions by up to
150 green retrofit interventions on existing
35%, NOx by 85% and sulphur and particles
by 100% with every LNG vessel con-
ships. All in all nearly € 2 billion which will
be all spent in actions aimed at reaching environmentaverted.
The “Abel Matutes” already has her
LNG tanks installed
excellence
at the
and
time
at curbing
of writing.
polluting
The conversion
emissions.
to gas propulsion systems
was
The
made
positive
whilst
effect
the
of these
ship
investments
remained afloat
and
in
of
Valencia:
spreading
The
of
two
good
MAK
environmental
9M 43C main
engines friendly that practices the ship are was already built today with huge. were
Balearia
Foto: JPE
changed to dual fuel 9M 46 DF MAK engines
that can use both LNG and MGO.
It is expected that the work on the ship will
be completed at the end of June 2019. The
ferries “Sicilia,” “Bahama Mama” and
“Martín i Soler” are yetto be converted to
LNG, along with another ferry that will
not receive any subsidies from CEF funds.
The ships will all be completed by the end
of 2021.
The EU is subsidising 50% of a Balearia
project to monitor fuel consumption and
ship emissions in real time. The European
Union has approved a subsidy for half of
the green and connected ports project, of
which Balearia is a part, and which aims to
measure in real time both the fuel consumption
and the emissions generated
during the trip and the time spent in port.
Balearia is participating in the project
within a European consortium that also
includes the ports of València, Venice and
Piraeus.
The project is part of the Connecting Europe
Facility 2014-2020 (CEF Transport),
with a total budget of €7,175,700, of which
€1,195,600 has been awarded to Balearia.
The European Union will subsidise 50% of
the investment. Between 2019 and 2022
this pilot project will see the installation on
board five ships of the shipping company
(Cecilia Payne, Eleanor Roosevelt, Hedy
Lamarr, Hypatia of Alexandria and Abel
Matutes) sensors and measuring equipment
that will allow the teams to monitor
fuel consumption and emissions generated
by ships in real-time. These measurements
will be carried out in an entirely
multimodal transport chain, which combines
road transport, port operations and
maritime transport.
In the the last port 6 years of Barcelona, the CO Balearia was
2 emissions per
ton/km
awarded further
transported
EU funds
were
for
reduced
a clean port
by
project.
around 40%.
Barcelona has become the first
port in the Mediterranean to supply LNG
to a ferry on a regular and continuous basis.
This project started in 2014 with the
RoPax: How is your opinion today about
LNG? More and more operators order
launch of Balearia’s plan to set up an LNG
LNG vessel.
fuelled ferry operation.
Emanuele Grimaldi: Our Group does not
believe this alternative fuel is an immediate
REDUCED PROFITABILITY
solution, at least for the time being. Its
BUT MORE PASSENGERS IN 2018
In
price
2018,
is not
Baleària
as attractive
transported
compared
4,320,000
to IFO
passengers
while, in many
(+ 11%)
countries,
and 1,209,000
especially
vehicles
in
(17%) the Mediterranean, on its 23 routes, there of is which a lack 1,109,000 of supply
Balearia
Cargo Deck
corresponded to its five international
routes. “The turnover of the foreign market
is already 22% over the global Balearia
group,” said its president, Adolfo Utor, at a
press conference. On these services, passenger
growth was 26%, while turnover exceeded
€84 million (a 16% increase). The
routes that connect the Peninsula with
North Africa (Morocco, Algeria, Ceuta
and Melilla) convey more than half of the
group’s passengers, 2,277,000; thus, North
Africa is the area where the Valencian
shipping company is growing the most.
Freight traffic makes up half of Baleària’s
business and Adolfo Utor has indicated
that the growth was 3.5% (equivalent to
5,800,000 lanemetres of cargo transported).
“Currently the load is concentrated in
the Balearic Islands, with 79% of the total,
but it is a very mature market, so growth
comes from the other routes,” said Utor,
who facilities also wanted as ports to are mention located digitalisation in densely
of
inhabited
port cargo
areas.
operations. The new routes
created in 2018 are based on strategic alliances
RoPax:
with
Digitalizationthe
shipping
some
companies
operators
Marítima
set
up projects
Peregar
for
and
automatization
Fred Olsen.
and
Express,
digitali -
which strengthen the strategic position of
zation with less crew and automatize loading
processes. Are there also some projects
Baleària in the market. The high cost of the
start up of new routes, together with the
in the Grimaldi group?
increase in the price of fuel in 2018 caused
a
Emanuele
profitability
Grimaldi:
reduction.
This
Thus,
is the
despite
future and
the
fact
we are
that
studying
the shipping
it very
company
closely.
generated
€381,400,000, a 5% increase, EBITDA was
14%
RoPax:
less
Thank
(€70,300,000)
you very
and
much
the net
for
profit
the
was conversersation.
37% less (€ 27,400,000). JPE
Als alteingessenes Fachgeschäft für Schiffsminiaturen aus Metall bieten wir unseren Kunden
eines der weltweit umfangreichsten Sortimente an Schiffsminiaturen, aber auch Liebhaber
größerer Modelle werden bei uns fündig.
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Galerie Maritim • Inh. Jan-Peter Müller • Martin-Luther-Str. 21 • D-20459 Hamburg
Telefon: +49 (0) 40 36 43 12 • Telefax: +49 (0) 40 36 33 67 • galerie.maritim@t-online.de
RoPax 8 / 06.2018
RoPax 9 / 05.2019
68 / DATA SHEET
Hypatia de Alejandría
Balearia
HYPATIA DE ALEJANDRÍA DATA SHEET
Owner:
Balearia Eurolineas Maritimas, Estacio Maritima s/n,
03700 Denia (Alicante), Spain
Operator: Balearia
Yard:
Cantiere Navale Visentini
Location: Porto Viro, Rovigo, Italy
Yard No.: Not Supplied
IMO No.: 9498755
Ship Type: Passenger/Ro-Ro Cargo Ship
Classification: AUT-PORT AUT-UMS Gas Fuelled
Flag:
Cyprus
Port of Registry: Limassol
Launched: 30th March 2018
Date of delivery: 21st January 2019
Service:
Barcelona-Palma, Valencia-Ibiza
PASSENGER CAPACITIES
Total capacity: 810 passengers
Facilities: Shop, café, self-service and a-la-carte restaurant &
Jacuzzis on the outside deck.
Accommodation: Information not supplied
Cabins:
120 – 4 berth
Beds:
480 (maximum)
Crew:
Information not supplied
PROPULSION
Main engines:
2x 8-cylinder Wärtsilä 50DF dual-fuel LNG main
engines plus solar panels.
Total Power Output: 20,610kW
Auxiliaries: 3x – 9,440kW output
Emergency Generator: Information not supplied
Shaft Generator: Information not supplied
Fuel:
MGO/LNG
Gear boxes: Information not supplied
Propellers: 2x Controllable Pitch Propellers
Thrusters: Yes
Stabilisers: Yes
Service speed: 24.0 knots
PRINCIPAL DIMENSIONS
Length overall: 186.50 m
Length b.p.: 177.40 m
Beam:
25.59 m
Hull depth: 9.15 m
Hull Draught: 6.80m (Approx)
Freeboard: 3,000mm (Approx)
Deadweight: 7,718 DWT
Gross tonnage: 28,658 GT
Net tonnage: Information not supplied
CARGO ACCESS
Stern Access: Twin Ramps
Max Ramp Load: Info Not Supplied
Internal ramp(s): Info Not Supplied
Lane width: 2.95m
REMARKS
Date of Contract: 30th July 2017
Keel Laid: 21st December 2017
To accommodate passengers, the ship has three seating areas (two standard and one superior)
equipped with reclining seats and 120 cabins with capacity for up to four people, all equipped
with full baths, air conditioning, Wi-Fi, a smart TV and a digital entertainment system as well as
two cabins for people with reduced mobility. The Hypatia de Alejandría also has a shop, café,
self-service and a-la-carte restaurant in addition to Jacuzzis on the outside deck.
The name of the ship pays homage to the teacher and scientist Hypatia from Alexandria, who
offered unequalled progress in mathematics and physics. In all six of the shipping company’s
vessels have been baptised with names of pioneer women in their respective fields as part of
its commitment to one of the Sustainable Development Goals: equality and women’s empowerment.
CAPACITY OF DECKS Deck-area in sqm Deck Free Height (Net) Deckload (ton / sqm) Cars Trucks/Trailers Lanemetres
Tank top: - - - - - -
Main Deck: - - - - - -
Mezzanine Deck: - - - - - -
Upper Deck: - - - - - -
Weather Deck: - - - - - -
Total: Not Supplied Not Supplied Not Supplied 166 128 2,194 lmts
RoPax 9 / 05.2019
70 / REPORT
FRS Iberia
AML JPE
Around Spain
Traffic between Spain and Morocco still growing
The strategy of King Mohammed VI
to create huge industry zone at the
coast of the Strait of Gibraltar and to
built the biggest port “Tanger Med” in
the region to create jobs and to bring new
businesses to Morocco is a big success
story. In 2018 the port recognized 13%
more cargo flow (780.000 trucks) and 6%
more passengers. The industry zone will
get more huge companies for example
DHL will build up its Euro African Hub
with 6,000 m². Volvo and Chinese BYD
group are building it`s new car factories
in Tanger free zonearea.
Amras
New ordered RoPax for Armas
The steady growth and investments are
causing more traffic between Spain and
Morocco. Ferry operators are investing in
more tonnage. But the main route between
Algeciras and Tanger Med is operating at a
limit or with some botleneck. All big player
offer alternative routes. The FRS group
with its Spanish headoffice in Tarifa took a
very good position with its cargo hub in
Motril. The traffic inceased between Tanger
Med and popular logistic operators use
the line as realiable alternative. This summer
the company will increase its capcities
on the line between Motril and Mellila by
the chartered RoPax vessel “Golden
Bridge” This vessel, with an overall length
of 186 metres and beam of up to 24 metres,can
make the Melilla –Motril crossing
in 5 hours, meaning a reduction by 2 hours
on the current crossing time. The RoPax
“Golden Bridge” that is being completely
refurbished and adapted to the needs of
the line, will be incorporated in June. The
vessel has capacity for more than 1,500
passengers, 500 vehicles and cargo. Additional
FRS will place the chartered vessel
from Armas „Volcan de Tauce“ on the line
between Motril and Tnager Med to offer
more departures and capacity for cargo
and for passnagers. Motril will get more
and more an important cargo hub at the
Spanish coast for transports to Tanger but
also Region Mellila and Nador.
AML
Africa -Morroco Link will come back with
a second and third vessel in the next
month. After some trouble the line operated
by Greeks Attica group will offer more
departures at its route between Algeciras
and Tanger Med in competition to FRS
Iberia , Armas/Trasmed , Balearia and Interhsipping.
ARMAS TRASMEDITERRÁNEA
Armas became the leading Spanish ferry
operator position by the acquisition of
Trasmed . The 77 year old Canaryan company
is in a strong development process of
its business in all areas of Spain, Balearic
Islands, Spain North African routes and
Canary Islands. After the deal Balearia announced
an cooperation with Lineas Fred
Olsen to get a foot into the traffic between
mainland Spain and Canary islands. Today
three companies are operating to Canary
island Armas, FRS Iberia and Balearia.
Armas will expand ist fleet and network to
get a strong position. The hard competition
between the other players will continue
and new ferries will come.
Armas Trasmed Group will take over the
“Villa de Teror”, the vessel was originally
ordered by Viking Line. The New “Villa de
Teror” has dimensions of 139.1 meters in
length by 22 of width, the car deck has a
load length of 1,985 lane meters only for
cars and 609 meters for trucks, its speed
will be 23 knots, with capacity for 1,500
passengers, with 52 cabins and avant-garde
interiors, it is equipped with an outdoor
pool, bars, shop, nursery, Food Lounge area
and a VIP area. The vessel will be positioned
flexible in the fleet on different
routes.
Armas-Trasmed will position for this summer
its new 111-meter Incat “Volcan de
Tagora” to Gandia-Ibiza-Palma. It is a new
generation high-speed vessel with capaci-
RoPax 9 / 05.2019
REPORT / 71
JPE
Balearia
Armas / Trasmed
Armas
ty for 1,184 passengers, of which 155 in
business class and 16 crewmembers. The
garage has two decks for 215 cars and 595
linear meters of ro-ro cargo. The contractual
service speed will be 35 knots. Classified
by DNV-GL, it has a record of 10,800
gross tons and will be powered by four
MAN 28 / 33D STC 20V engines, with a
power of 9,100 kW each, which will drive
the same number of water jets from the
Finnish manufacturer Wärtsila.
Naviera Armas and the Barreras shipyard
signed the contract for the construction of
a 190 meter long ferry vessel with a capacity
for 1,800 passengers, which will be, at
the time of delivery, the largest of its kind
built in Spain. It is an improved version of
“Volcan del Teide” and “Volcan de
Tinamar”, the new ferry will get an LNG
propulsion system.
JPE
FRS Iberia will increase its capacity by the
chartered vessel Golden Bridge; „Morroco Star“
sails for AML between Algeciras and Tanger Med,
The new RoPax „Volcan de Teror“.
The former ferry „Albayzin“ was renamed as
„Ciudad de Cadiz“ Armas follows the tradition
to name all Trasmed vessels with a name of a
Spanish city.
FREQUENCY ∙ CAPACITY ∙ SUSTAINABILITY
Gothenburg
Stockholm
Welcome on board the world’s largest
hybrid fleet! Scandlines operates 2 high
frequent ferry routes with more than
130 departures per day between Germany
and Denmark.
In cooperation with our partners ForSea
Ferries and Øresund Bridge, Scandlines
also offers the fastest, most flexible and
efficient transport solutions between
the European mainland and Sweden/
Norway.
Welcome on board.
Szczecin
Berlin
www.scandlines-freight.com
RoPax 9 / 05.2019
72 / INTERVIEW
RoPax: You are now 10 years CEO of
Ystad port. Could you describe the developments
oft he last years.
Björn Boström: I started in 2008 and
three particular things happened. In
beginning of September 2008 the last
weekend of August 2009 port of Ystad
turned 100 years old!
At the first September I started as managing
director the second of September
Unity Line came with ferry MV Skania the
third of September the financial crisis
struck the whole economy of Europe. But
frankly speaking we did not noticed the
economic crisis as much. In 2009 of the
52 ports in Sweden only five ports had a
positive development of the cargo and port
of Ystad was one of these five ports. From
2009 we had worked very hard together
with our partners to develop this port. We
have now more vessels in the port than
Slawek Milewicz
Mazovia in port of Swinoujscie.
Port of Ystad –
Booming gate to
Poland Ystad port is over 110 years old and it is
one of the booming ports in Sweden. The
port started to invest heavily in a new port
area for bigger ferries and with much more
ca pacity. In 2018 the port recognized an
increase in its cargo traffic to Poland and
also a huge volume lift in the traffic to
Bornholm. From September 2018 the new
operator Mols linien decreased the prices
and increased the departures. RoPax spoke
with the managing director of Ystad port
Mr Björn Boström.
Ystad Port
ever. Together with the Polish line that
goes extremely well mainly cargo trucks
and trailers and the line to Bornholm
where we have a new operator since last
September 2018. They have increased the
traffic figures by 20- 25% every month. We
will see still a good development in the
next years but we will face some reductions
or stagnations depended what is happening
around us. All ports with ferry traffic
to Poland increased their volumes. But
Ystad is still the biggest port in Sweden for
Poland traffic.
RoPax: You have the shortest distance to
Poland to work on this high cargo flow.
Björn Boström: We are working with both
Polish shipping companies. Together with
Polferries we applied for EU funds and
actually we got a huge amount of money
for building a new outer ferry port. We will
invest 90 to 100 millions Euro for the new
port area.
RoPax: How long will be the whole
construction process?
Björn Boström: 94 weeks ! It is less than 2
years and it will be completed in November
2020! The Danish company Aarsleff
started with the construction in January.
RoPax: How is your capacity from
November 2020?
Björn Boström: Today we have an
RoPax 9 / 05.2019
INTERVIEW / 73
environ mental permission from the
authorities that allows us to have 4,100
ship calls every year. All ports in Sweden
have some limitations. Today we have
3,790 calls per year. We are under the limit.
With the new port we need more calls
and we are in a process to apply for 1,000
more ship calls per year. But if we look at
the capacity the vessels will be bigger and
eventually fewer. Today we have many
vessels here but old ones. The current ship
owners buy second hand tonnage and
therefore we have a lot of them. But economically
it would be much better to have
larger vessels and fewer. Today we cannot
host larger vessel, that is why we are building
a bigger port with larger berths for
bigger ferries.
RoPax: But if we look to the distance to
Poland, it is the shortest between Sweden
and Poland and the sailing time is today
six to seven hours. Today the demand of
the industry is not to have just in time
transportation they ask for just in
sequence. The question is also to offer
more departures and more frequency to
full fill this demand?
Björn Boström: When I talk about fewer
ferries I mean the physical ferry. With
fewer vessels you can have more departures.
They can sail more and than we have
more capacity also on the line.
RoPax: If the new port in 2020 is ready
could it be that your client will concentrate
more on Ystad and traffic, which sails
today from Trelleborg will come back to
Ystad?
Björn Boström: I am not sure if they will.
If they leave Trelleborg they will open it for
more competition.
RoPax: If we look to your counter port
Swinoujscie in Poland, did they have
enough capacity to cover the upcoming
traffic?
Björn Boström: They have today one big
berth and next year they will have two
berths to host large vessels. Than they have
two big berths and we have two, which
have a length for 240 meter ferries. This is
the next generation of ferries which we will
see in the next year`s. But it will take time
to find such vessels. The only operator who
ordered such vessels is TT Line in China
but nobody knows if these new vessels will
sail between Poland and Sweden.
Polferries operates with the first cargo based RoPax old Saga Star from 1981.
RoPax: If we look at your market, you
could get more volumes in the future also
from other corridors. Today Polish trucks
with destination Copenhagen area or
Helsingborg are also using the fast and
very good connection via Rostock to
Gedser. One managing director of your
Polish operators told me they are more and
more attracting also this traffic to use the
line via Ystad. Because the road connections
will be better in the future and the
high covered motorway around Berlin is
no problem to come to Swinoujscie instead
of Rostock. How do you see this situation?
Björn Boström: If we look at the planned
Fehmarnbelt connection in 2028 or 2030.
Much will depend what will happened in
Germany and what will do the German
government to develop the Mautsystem.
That will influence the cargo flow ad also
the tourism. The Polish authorities are
looking how to fill the new motorway
system along the German border. I am not
Björn Boström
“All ports with ferry
traffic to Poland increased
their volumes.
But Ystad is still the
biggest port in Sweden
for Poland traffic.”
JPE
afraid for the future. If the market will go
down we could use our new facilities also
for existing traffic to Bornholm and the
town of Ystad will develop a new “Harbour
City“ area at the existing place of the Bornholm
terminal. We will also offer a multimodal
port also for LoLo operation. Ystad
is a growing city and it needs also space for
some new flats.
RoPax: You described you recognized an
increase in the traffic to Bornholm what is
different compared to the old operator?
Björn Boström: There are three main
reasons,
1. The new operator has bigger vessels with
more capacity for cars. The Leonora
Christina could take 362 cars and the new
Express I can take 417 cars.
2. The main reason is the Danish state put
more money into the tender. The most
critical point to win the tender was to offer
lower prices in some segments. Actually
the new operator Molslinien won because
they have lowered the price you can go for
99 Danish Kroner with one car and 5
persons to Bornholm this is very cheap.
3. Another point is, that we now have four
daily departures instead of three daily departures
in the past. On the route to Bornholm
we have a lot of weekly commuting
persons and a lot companies, which have
business at the island. The Danes are travelling
people. You can sail today at 08:30
from the island and you can go back in the
afternoon or in the evening or you sail in
the later morning from the island. With
the schedule the Bornholmer have more
possibilities to make day trips for shopping
to Sweden or Copenahgen. In summer
time they will operate with two fast ferries
additional the Max Mols will serve the line.
RoPax: Thank you very much for the conversation.
JPE
JPE
RoPax 9 / 05.2019
74 / INTERVIEW
JPE
Fjord Line Cargo growth
Fjord Line is today Norway’s second largest international ferry company for passengers and freight between
Norway, Sweden and Denmark with a market share of 20%. Fjord Line operates four vessels on five routes and
carried 1,4 million passengers and about 70,000 freight units in 2018. The Norwegian company also recorded
a 15% growth on its Strömstad (Sweden) – Sandefjord (Norway) service and, from 2020, the company will
operate with two vessels on this line. The ferry operator would like to build a new port in Vindal but it is not
finalized yet. The cargo business is expected to increase in 2019 and the first month of the year demonstrated
this additional growth. RoPax spoke with Claus Riis, Cargo Director Fjord Line about the development.
RoPax: How was 2018 in terms of freight
transportation for Fjord Line?
Claus Riis: Positive. Despite a 6 week
docking period we managed to reach our
target, matching the same level as 2017.
Stavanger/Bergen is positive and the
“oil-crises” of 2015-2016 is, so to say, over.
We have seen a positive development here
in Q1 2019. Our domestic service between
Bergen and Stavanger is also developing
positively with a very positive growth
trend recorded in Q1 2019. Building materials
are again being shipped and that is a
signal that the construction industry is on
an upward trend once again.
RoPax: Is the West corridor still your
biggest market beween Hirtshals and
Stavanger / Bergen?
Claus Riis: Yes, it is. That is our primary
route in combination with the domestic
port calls.
RoPax: Color Line increased its capacity
for freight between Oslo and Kiel do you
see more cargo flow from Oslo, and do you
recognise an increase on your operations
from Langesund?
Claus Riis: Yes, the corridor to/from Oslo
is increasing. It is an important route for us
Claus Riis
“Building materials
are again being shipped
and that is a signal
that the construction
industry is on an upward
trend once again.”
Fjord Line
and there is a potential for growth. Our
afternoon departure from Langesund is
very popular for trucks coming from Oslo.
RoPax: Between Sweden and Norway you
are operating with the wonderfully rebuilt
“Oslofjord.” Could you generate more
cargo traffic on this line? Is there a potential
for the future?
Claus Riis: Well we offer space for freight
on that route but this is mainly a passenger
service. When it comes to freight on that
corridor, it is all about the frequency of the
sailings.
RoPax: How is your cooperation with the
port of Hirtsals and the growing cargo
hub?
Claus Riis: We have a very good cooperation
with the port of Hirtshals. They focus
on cargo and are always interested in
discussing issues which could build the
hub even bigger. We see a bright future
for Hirtshals as the hub to/from Norway
as this is the most effective and most
environment friendly corridor to/from
Norway.
RoPax: Thank you very much for this
positive outlook.
JPE
RoPax 9 / 05.2019
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