RoPax11

11 / 05.2022
INTERNATIONAL MAGAZINE FOR FERRY AND RORO SHIPPING
www.ropax.de
Viking Glory
Wonderful Cruise Ferry in the North
Eco Valencia
Green Mega RoRo
Grimaldi
Leader in Fuel efficency

K O N F E R E N Z
M A R K T P L A T Z
2022
N E T Z W E R K E N
Lübeck 7./8. September
www.shortseashipping.de
Partner:

EDITORIAL / 03
Mehr Herausforderungen als vor Covid 19
Die internationale Fähr- und RoRo Schifffahrt hat die Pandemiezeit gut überstanden. Einige Reedereien mussten viel Personal entlassen
und Linien einstellen. Jetzt haben viele Reedereien die Herausforderungen neues Personal zu finden. Egal mit wem man in der Branche
spricht und auch bei den Kunden in der Logistik überall fehlen Fachkräfte. Man hat das Gefühl der Arbeitskräftemarkt in Europa ist
leergefegt. Aber die Herausforderungen im Arbeitsmarkt stehen erst noch bevor, in den nächsten Jahren gehen viele Mitarbeiter in
Europa aus der Babyboomer Zeit in Rente und es kommt nicht genug qualifiziertes Personal nach.
Eine weitere Belastung ist die steigende Inflation und die steigenden Energiekosten, mit beeinflusst durch den Ukrainekonflikt.
Erste Anzeichen das Urlauber ihre Budgets einschränken machen sich bemerkbar.
Dennoch, die größte Herausforderung der gesamten Schifffahrt ist die Reduzierung der Co2 Emissionen. Die Industrie hat noch nicht
die beste Lösung und in unseren Gesprächen mit Reedern und auch Häfen gibt es verschieden Wege die eingeschlagen werden.
Wir werden Ihnen einen weiteren in dieser Ausgabe zeigen und Ideen, welche Lösungen es neben Elektroantrieben und LNG noch gibt.
Wir bleiben optimistisch gestimmt, denn die Europäische Fähr- und RoRo Schifffahrt bekommt immer mehr Ladung, weil es immer
weniger LKW Fahrer gibt. Die Ladungsströme wachsen weiter, angetrieben von der digitalisierten Welt.
Wir wünschen Ihnen viel Spaß mit der RoPax 2022
More challenges than before Covid 19
International ferry and ro-ro shipping managed the pandemic times well. Some operators had to lay off a lot of staff and shut down lines.
Many shipping companies are now faced with the challenge of finding new staff. No matter to whom we talked in the industry and also with
customers in logistics, there is a lack of employees everywhere. We have feeling that the labour market in Europe has been swept clean. But
the challenges in the labour market are yet to come. In the next few years, many employees in Europe from the baby boomer era will retire
and there will not be enough qualified personnel to follow.
Another burden on the industry is rising inflation and rising energy costs, partly influenced by the Ukraine conflict. The first signs that
holidaymakers are restricting their budgets are becoming apparent.
Nevertheless, the greatest challenge facing the entire shipping industry is the reduction of Co2 emissions. The industry does not yet have the
best solution and in our discussions with ship-owners and ports there are different paths that are followed. We will show you another one
in this issue and ideas about what other solutions there are besides electric propulsion systems and LNG. We remain optimistic, because the
European ferry and RoRo shipping gets more and more cargo because there are fewer and fewer truck drivers. The logistic chain will continue
to grow pushed by the digitized world.
We wish you a lot of fun with the RoPax 2022
Jan Philip Eckmann
(Herausgeber & Chefredakteur / Publisher & Editor)
RoPax 11 / 05.2022

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CONTENT / 05
Content
EDITORIAL....................................................................................................... 03
MARKET REPORT
Lehmann Group Lübeck well prepard for the future ............................................................. 06
Port of Ystad is ready for next RoPax Generation .................................................................. 07
Port of Helsinki continue Growth.............................................................................................. 08
Scandlines transportes more Cargo in Covid Times............................................................... 09
Wallenius SOL Green RoRo Leader in the north .................................................................... 10
Terberg develops electric terminal tractor ............................................................................... 12
Cobelfred – new green RoRos and one name – CLCN........................................................... 12
INTERVIEW
Grimaldi leader in fuel saving!................................................................................................... 22
Seehafen Kiel – Rekordergebnis in 2021................................................................................... 36
More focus on RoPax ferry business ......................................................................................... 44
LHG erzielt gute Umschlagsergebnisse..................................................................................... 54
Fjord Line more traffic by fast service....................................................................................... 64
DFDS growth in cargo................................................................................................................. 76
Trelleborg is ready for next huge growth................................................................................... 82
NEWBUILDING
Viking Glory – Innovative, Sustainable, Unique! ......................................................... 14
Eco Valencia – the biggest first green cargo collector................................................... 24
Fjord FSTR – best in its Class .................................................................................................... 32
Aura Seaways – new workhorses of DFDS .................................................................... 39
Eleonor Roosevelt – Balearia`s new Spanish built Catamaran ............................................. 48
Aurora Botnia – green efficient floating laboratory...................................................... 56
Stena Scandica – Stena Line’s “jumbo” Visentini.......................................................... 66
New Visentini GNV Bridge – Expands in the Med................................................................. 72
DATA SHEET
Viking Glory............................................................................................................................... 20
Eco Valencia.................................................................................................................................. 28
Aura Seaways................................................................................................................................ 42
Eleonor Roosevelt ........................................................................................................................ 52
Aurora Botnia .............................................................................................................................. 60
IMPRINT
RoPax International Magazine
for Ferry and RoRo Shipping
Address of the editorial office:
JPE-Communication
Große Brunnenstraße 61
22763 Hamburg, Germany
Fon: +49-(0)40-39109581
Mobil: +49-(0)170-8503722
Email: info@ropax.de
Web: www.ropax.de
Publisher and chief editor:
Jan Philip Eckmann
Authors in this issue:
Andrew Cooke, Jan Philip Eckmann,
Horst-Dieter Foerster, Philippe Holthof,
Marko Stampehl, Kai Ortel
Photographers:
Andrew Cooke, Jan Philip Eckmann,
Philippe Holthof in cooperation with
ferrybalear, Kai Ortel and marked
at the pictures
Ad agent:
JPE-Communication
Editorial Design / Art-Direction:
Daniela Krieger-Vogt
All rights reserved. Reprint or photomechanical
reproduction, translation or data storage and
evaluation for external purposes, even in extracts,
only with the prior written permission of the publisher.
All information provided in this publication
is to the best of our knowledge and belief.
The publisher does not guarantee the accuracy or
completeness of the information and cannot be
held responsible for any actions taken or corresponding
losses resulting from the details in this
publication. The individual contributions are the
responsibility of the respective authors and do not
reflect the opinion of the publisher.
RoPax is published in printed form in the first
half of a year and can be obtained by direct sales
( domestic 9 Euro and foreign 15 Euro incl. shipping
and fees).
REPORT
Green Fuel Alternatives.................................................................................................. 30
The Port Hirtshals prepares for the future ............................................................................... 46
The hard Competition around Balearic Island ............................................................. 63
Capacity Increases for TT Line, Hansa Destination, Unity Line .......................................... 70
Cuxport – Rostock Port – Katamaran Alarm .......................................................................... 78
www.ropax.de
RoPax 11 / 05.2022

06 / MARKET REPORT
Port of Helsiniki
Market Report
Growth in ports and green operators
LEHMANN GROUP LÜBECK WELL
PREPARED FOR THE FUTURE
The Lehmann Group in Lübeck currently
operates four of its own port terminals
with a quay length of more than 2500
metres and indoor storage capacities of
60,000m². The family-owned company
offers handling of RORO, LOLO, general
cargo, bulk cargo, heavy lift, high-value
goods such as paper and cellulose as well
as all kinds of vehicles. The Lehmann
shipping company is currently operating
10 flexible mini-bulkers on the European
seas for the transportation of steel, paper,
wood pellets, salt, scrap, soil, building
materials, fertilizer, grain and coal. The
group is managed by Holger Lehmann
RoRo handling at Lehmann Kai
Lehmann Group
Port area of Lehmann Group in Lübeck
together with the managing director
Sven Lohse. His son Henrik Lehmann
holds the position as executive assistant.
RoPax spoke to him and Mr. Lohse about
the Covid 19 period and the current
challenges.
According to Mr. Lohse, the Lehmann
Group coped well with the Corona period,
as the employees accepted and applied the
Corona protective measures very quickly.
The company was able to record very few
corona cases. Digitalization and document
management were accelerated to enable
commercial employees to also work from
home. The biggest challenge was prompt
handling of the cargo for the port of
Hamburg, as a large part of the cargo
that arrives from Scandinavia today is
Lehmann Group
exported via Hamburg. Due to the delay of
many container ships and the shortage of
containers, further shipments were delayed
or postponed.
The current challenges are the rising
energy costs. Like many other companies,
the Lehmann Group will continue to have
to deal with alternative energy sources in
the future, such as the use of photovoltaics
on the roofs and the switch to LED lighting
systems and emission-free industrial
trucks. The conversion of the existing port
handling equipment to a green drive is also
an issue.
Prior to the war in Ukraine, the ships to
and from St Petersburg were very busy.
Due to the current sanctions against
Russia, calls to St. Petersburg have been
suspended for the container line as well as
for the Ro-Ro service until further notice.
In combined transport, 13 trains per week
are now dispatched from the Lehmann
terminals. Five trains go to Lehrte, from
where they are coupled to other trains to
various destinations, two departures go
directly to Verona and six departures go to
Sweden for Bode Spedition. Customers
would like to load more combined
transports from the Lehmann terminals.
With the expansion of Lehmann Kai 1 +,
the Lehmann Group will gain additional
RoPax 11 / 05.2022

MARKET REPORT / 07
capacity for handling combined transport.
Unfortunately, the planning procedures
are very prolonged nowadays, so a specific
date for the expanded capacities cannot be
given. Mr. Lohse emphasizes that clear
information for further expansion will not
be available before the end of 2023.
Four new halls are planned on Lehmannkai
1+ and have been requested. However,
whether they will be built or not depends
on the needs of the customers. In the last
two years, Lehmann has been able to win
new business in handling and storage for
timber and paper products from Kotka
Mills and Estonian Cell. The paper from
Kotka Mills is shipped in via Finnlines and
Containerships and the cellulose from
Estonian Cell is brought directly to Lübeck
aboard Lehmann’s own ships. Another
advantage of the Lehmann terminals is the
good handling for inland shipping like
barges. Lehmann is still very interested in
having the Elbe-Lübeck Canal back on the
political agenda for expansion for larger
inland waterway vessels. At present, only
barges with a maximum payload of 850
tons can navigate the waterway, which
means that potential new business cannot
be acquired because the canal is too small.
The Lehmann Group achieves an annual
volume of 650-700 tons in paper handling
with over 10 different customers from
Scandinavia and also from the continent.
According to Henrik Lehmann, the group
of companies is pursuing the strategy of
expanding and increasing timber handling
in the port areas. In the RoRo sector,
Transfennica and Finnlines use the
terminal. Traffic to Russia is currently
suspended.
New buildings for the shipping company
are not yet specifically planned, but in the
future, investment will be made in larger
ships. A limiting criterion is the lack of
available building slots at European
shipyards. 60% of Lehmann ships sail on
firm contracts, mainly with cargo for
renewable energies and paper.
The new port aera for the next generation of RoPax vessels
RoPax: How was the year 2020 and 2021
for the port of Ystad?
Björn Boström: We have had a great
development the last 14 years since I
started my job here. The pandemic of
Corona has of course been harsh but not
too harsh. We are a ferry port with cargo
and a lots of passenger traffic. We are still
the third largest ferry passenger port in
Sweden. We broke new records in 2020 as
well as in 2021 in passengers and person
cars. Other ports in the world have been
negatively affected by Corona but we have
been growing in passenger traffic due to
Corona. One positive effect was also the
new fast ferry route from Ystad to Sassnitz
operated by the German FRS Group. They
had a positive impact on the result.
It is a very attractive route with only two
hours and 15 minutes crossing time.
LÜBECK
BÜNDELUNGSPUNKT
DER OSTSEE
Another positive effect by Covid 19 was
the call of 10 cruise vessels. Due to the
opening of the new ferry berths big vessels
of Tallink Silja and Viking Line called the
port for short domestic cruises. In 2022 we
do not see so many bookings of cruise
vessels yet but in 2023 we have some pre
bookings. This shows the world, Ystad is a
good cruise destination with a lot of
tourist attractions.
RoPax: How is your construction work in
new part of t he port Ystad?
Björn Boström: The first part of our new
port area is ready. It has been in service
since March 2021 and is used mainly by
Polferries. Bornholmslinjen is using it also
for “Povl Anker” and “Hammershus” and
we got a very positive feedback that we
could use it for cruise vessels.
Lübeck
Port of Ystad
PORT OF YSTAD IS READY FOR NEXT
ROPAX GENERATION
The port of Ystad the gateway from Sweden
to Poland invest in its port structure and
opened in 2021 its two new ferry berths in
the new part of the growing port.
The year 2021 started quite tough with
very restrictive opportunities to travel,
especially to Bornholm due to the pandemic
and the following restrictions.
During the first two months of the year,
approximately half of the normally
planned trips were made. From March,
traffic went up in normal mode and Ystad
port recorded a completely new record for
passenger cars as well as for passengers.
Polish traffic has developed well, especially
with regards to goods and lorries.
Die Lübecker Hafen-Gesellschaft ist Deutschlands größte RoRo-
Hafenbetreiberin an der Ostsee. Wir bieten Ihnen:
• Hochfrequente Verbindungen nach Schweden, Finnland und in die
Baltischen Staaten
• Herausragende intermodale Hinterlandanbindungen
nach Mittel- und Südwesteuropa
• Logistische Komplettlösungen aus einer Hand –
gemeinsam mit unseren Tochterunternehmen
www.lhg.com
Shaping Baltic Shipments
RoPax 11 / 05.2022
AZ_LHG_RoPax_117x126_print.indd 1 08.05.19 11:39

08 / MARKET REPORT
RoPax terminal in the Westport
We are starting now with the second step
of developing the port. We are in the
pre-project phase. The purpose is to move
all the current activities from the inner
port to the outer port. We are looking to
the timeframe when we can do this and
what is possible. The Municipality of Ystad
is looking forward to developing in these
areas, amongst all new houses as a little
harbour city. The port area is extremely
beautiful.
We are planning to have in the future at
least four RoPax berths of the size, which
we have built in the past two years. For the
Fast Ferries we would like to develop two
berths i.e., one for FRS and one for Bornholmslinjen.
RoPax: How do you look at the announcement
that your Polish clients Unity Line
and Polferries will order four new RoPax
vessels for the trade between Ystad and
Swinoujscie?
Björn Boström: It is very positive to see
the development with new ferries from
Poland to Ystad. The port is ready, and the
new facilities are here to serve the new
ferries.
RoPax: You are developing your port for
the future. Will you also offer green fuel in
your port in the future?
Björn Boström: Yes, we plan to supply in
some years also hydrogen for vessels and
also trucks or other vehicles.
RoPax: How much capacity will you have
when the port is ready?
Björn Boström, CEO Port of Ystad
Port of Ystad
Björn Boström: This depends on the usage
of the port by the ship-owners. It is
important to know how many hours will
stay one vessel in the port before we can
get another vessel in. We can say we raise
our capacity by 100% but it is more but the
port capacity is steered by the ship owners
timetable. We have also the formal limitation
by environmental permission by the
Swedish Environmental Court by the
number of ship calls. Now we have a
permission to have 5,100 calls. Last year
we had 3,998 calls. If the ships are growing,
we will see no problems but for the future
we have to apply for a new permission to
get more ship calls for even more growth
in traffic.
We have space and capacity for new operators
and new lines. Ystad could be also in
the future a port to support the offshore
windmill construction and service in the
south Baltic Sea.
RoPax: How was the traffic to Bornholm?
Björn Boström: We had both losses and
records due to the Covid 19 regulations. In
late 2020 the traffic to Bornholm was shut
down and it came back after some discussions
with the politicians to offer Danish
people the possibility to transit through
Sweden for a trip and holiday in Denmark
on their island of Bornholm.
In 2021 the start was very low, we had only
50 less departures but from March the
traffic came back, and we had also a record
year. This is based on Corona more cars
and more passengers as well. People from
Denmark travelled to Bornholm to make
holidays far away from their home but still
in a Danish speaking area. The Bornholm
fast ferry line is still a very successful line.
RoPax: Thanks for the conversation.
PORT OF HELSINKI
CONTINUE GROWTH
The Port of Helsinki is the biggest port of
Finland and the leading passenger port in
Europe. In 2021, a total of 14.4 million
tonnes of goods (+8% compared to 2020)
Port of Helsinki
were transported via the Port of Helsinki
group, and unitized cargo traffic reached
an all-time high. Due to travel restrictions
brought about by the covid-19 pandemic,
the Port of Helsinki’s total number of
passengers only reached 3.7 million, which
was clearly less than in the first year of the
pandemic. RoPax talked with the CEO
Ville Haapasaari about the actual situation:
RoPax: How managed Helsinki port the
last two years under Covid restrictions?
Ville Haapasaari: Covid-19 has had a
serious impact in Port of Helsinki, because
we have been the biggest passenger port in
Europe pre-pandemic. Passenger throughput
in 2022 in our port was practically
only 1/3 of the 2019 volume. This has had
a negative impact in our turnover and even
though we have had cost saving programs
our results have been negative as well in
2020 and 2021. Our main focus has been
to ensure safe traveling and that we can
respond correctly to travel restrictions. On
cargo side the focus has been, especially
during the first year of Covid-19, to ensure
that operations in ports can be maintained
Ville Haapasaari, CEO of Port of Helsinki
on a normal level. In these actions we have
succeeded quite well. Now we are again
investing normally and our focus has been
shifted already last year towards actions
after Covid-19.
RoPax: We see an increase in cargo figures
in the first month of 2022 compared to
2021 could you explain the outlook and
will Helsinki back on higher cargo volumes
in the year 2022? Do you see an increase in
cargo traffic between Estonia and Finland
in the next years?
Ville Haapasaari: The unitized cargo
volumes dipped in first half of 2020. Thereafter
the development has been positive
even though last year we also witnessed
negative effects of global problems in
container traffic. This has resulted in our
ports to more cargo being shipped in
trailers and lorries. Our expectation on the
cargo side was positive for 2022 and the
first quarter has developed quite well, both
in Estonian and German traffic. Now of
course there are lot of uncertainties in the
market due to war in Ukraine, which in
our case has not yet materialized so much
Port of Helsinki
RoPax 11 / 05.2022

MARKET REPORT / 09
due to small share of Russian transit
volumes.
RoPax: Helsinki will be a green port in the
future which projects are started to get
green energy for port operations and more
shore power for the vessels? You will offer
shore power in West port and you install
solar panels. Do you have more plans for
green energy?
Ville Haapasaari: We are currently investing
quite heavily in OPS. Last year we installed
OPS in South Harbour, this year we
are setting up two OPS equipment in West
Harbour. Furthermore this year we start
building OPS for ropax traffic in Vuosaari
Harbour together with Finnlines. Outlook
is that we will invest annually to 1-2 new
OPS-systems annually. Apart from that we
are investing currently to different
measures to improve energy efficiency in
our buildings and other infrastructure. We
are targeting to be carbon neutral by 2030.
RoPax: Due to the limited trade with Russia
how will be the cargo flow decrease in
port of Helsinki in the trade with Russia?
Ville Haapasaari: It is still early to say.
Overall the effects in our case are more
indirect in short term. The increase in oil
prices, container supply, re-routings of
cargo and how economic outlook develops.
So the outlook is worse than two months
Terminal in port of Vuossari
back, but hard to say yet how much.
Depends fully on the development of the
war in Ukraine.
RoPax: Thanks for the conversation.
SCANDLINES TRANSPORTED
MORE CARGO IN COVID TIMES
Scandlines operates the tow important
ferry connections between Germany and
Denmark and is the supply chain link for
Scandinavian Countries. RoPax spoke
with the new CEO Carsten Nørland about
the past two years and the upcoming
projects.
RoPax: How did Scandlines manage the
pandemic time and can you give an outlook
for 2022?
Carsten Nørland: In 2020,our business
was severely impacted by the extreme
market conditions caused by COVID-19.
During a historic year marked by rigorous
travel restrictions, we sustained operations
and maintained a high frequency to
continue to serve our freight customers
and keep the vital supply of medicine, food
and other critical goods flowing. 2021 was
Port of Helsinki
The smart way of funding
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Issues such as sustainability, compliance, growth, organisation,
digitalisation and automation as well as performance, efficiency
and profitability can demand substantial investment and financing
needs. With this workshop we will provide North European executives
with necessary insight into smart financing, primarily co- financing in
the form of funding/ grant of all kind of develop ment and/ or investment
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way ahead for a more efficient financing strategy.
We will provide the newest carbon calculation! More information at www.ropax.de
RoPax.Workshop
KNOWLEDGE TRANSFER FOR FUNDED PROJECTS
More information at www.ropax.de or www.wilhelm-borchert.com
RoPax 11 / 05.2022

10 / MARKET REPORT
in Rødby and berth 1 in Puttgarden must
be rebuilt to also load lorries on the upper
deck. At the same time, a new lorry storage
area will be established in the terminal of
Puttgarden.
Right now, it is not planned that the ferry
will also operate at Rostock-Gedser.
Ne Double End ferry for cargo traffic
another year of uncertainty and extreme
volatility as travel restrictions continued to
impact our business. Again, we lived up to
our responsibilities as critical infrastructure
and maintained operations, not least
thanks to our dedicated employees.
Despite a negative impact from travel
restrictions, car traffic rebounded and
increased significantly by 19 percent from
a historically low level in 2020 and with a
significantly higher increase on the
Rostock-Gedser route.
Freight continued to deliver impressive
growth throughout 2021 (+12%). In fact,
the freight figures are higher than both
2020 and 2019 and even a few percentage
points higher than 2018, which was the record
year so far. We expect to continue
growing this part of our business in the
years ahead.
Carsten Nørland
Scandlines
Rostock-Gedser ferries and the long-term
investment in a new emission-free freight
ferry for the Puttgarden-Rødby route. We
already now offer an unparalleled
reliability on our two ferry routes between
Germany and Denmark together with
bespoke freight and retail offerings. This
combination forms a solid competitive
foundation for our business ahead of the
planned opening of the Fehmarn Belt fixed
connection, which – to the best of our
knowledge – won’t be until the mid 2030s.
RoPax: Scandlines ordered a new green
double end ferry for cargo transport. Are
you prepared enough for growing cargo
volumes in the future and will you operate
the ferry additional at Rostock- Gedser?
Carsten Nørland: Yes, in November 2021,
Scandlines entered into a contract with
Cemre Shipyard, Turkey, to build an
emissionfree freight ferry for the
Puttgarden-Rødby route. The ferry will be
inserted in 2024 and will launch the next
generation of ferries on the route.
The vessel has a capacity of 66 freight units,
which increases the current capacity by 23
percent. With the added capacity, we will
be able to meet the increasing need from
freight customers
As it is known from the ferries operating
the Rostock-Gedser route, it will be
possible to transport lorries on both the
upper and lower decks. Therefore, berth 3
Scandlines
RoPax: At Rostock-Gedser both ferries
will sail with the Norse power Flettner
rotor to reduce more CO 2
emissions. What
are the next steps at this line? Will you put
more batteries on the ferries to operate in
the port of Rostock without emission?
Carsten Nørland: In May 2021, hybrid
ferry M/V Berlin was prepared for a rotor
sail by installing a steel foundation on the
ferry on which the rotor sail will be standing.
The work took place when the M/V
Berlin was on a planned yard stay at
Remontowa in Poland.
The installation of the rotor sail itself is
scheduled for spring 2022.
By installing a rotor sail, we reduce the
CO 2
emission by four percent on average.
We are working with a catalogue of
energy-saving measures for the ferries
operating the Rostock-Gedser route, but
right now I cannot be more specific.
RoPax: Thanks for the conversation.
WALLENIUS SOL GREEN RORO
LEADER IN THE NORTH
WALLENIUS SOL offers a liner service
with frequent and regular departures
between important ports in northern
Finland and Sweden, Germany, the
Benelux region, and the United Kingdom.
WALLENIUS SOL was established in 2019
when Wallenius Lines and the Swedish
Orient Line formed a joint shipping
company with the aim of strengthening
the infrastructure at the Gulf of Bothnia
and the Baltic Sea. The Gothenburg based
shipping company is currently building
two multi-fuel mega RoRo vessels with ice
class 1A Super. The first new vessel “Botnia
In the shorter term, we expect to continue
on the path to normality despite a continued
negative impact of COVID-19
repercussions on traffic volumes. We expect
to see a rebound in traffic and activity
levels when restrictions are lifted during
the spring/summer as was the case last
year.
RoPax: The Femern tunnel is under construction
how will you position Scandlines
for the future at the Fehmarnbelt ?
Carsten Nørland: Ten years ago, we
initiated our green agenda and have today
a unique green profile with the world’s
biggest hybrid fleet, several other green
initiatives as the rotor sails on the
First New LNG RoRo “Botnia Enabler“
Wallenius SOL
RoPax 11 / 05.2022

MARKET REPORT / 11
Ragnar Johansson CEO of Wallenius SOL
Enabler”, which will be operational in June
2022, will reduce greenhouse gas emissions
by 63 percent per shipped ton compared to
today‘s vessels. The second vessel “Baltic
Enabler” will follow two months later.
RoPax talked with Ragnar Johansson managing
director of WALLENIUS SOL about
the next steps.
WALLENIUS SOL increased on its exiting
RoRo MV “Tavastland” the container
capacity by 50%. The RoRo ferry got an
upgraded stability program, and in
February 2022 the first trips with
triple-stacked containers were completed.
This solution has increased container
capacity by 50% – from 224 TEU to 336
TEU. WALLENIUS SOL will offer at the
two new LNG powered RoRos the triple
stacked solution with a total capacity of
JPE
1,000 TEUs. The new green RoRos have a
capacity like a feeder vessel. The main containers
are transported on the trade
between North Finland and Antwerp. In
container transport WALLENIUS SOL
offers very attractive conditions.
Ragnar Johansson pointed out that his
company was not really hurt by the Covid
19 pandemic. The business runs at the
same level as before the pandemic.
The service was created to serve the paper
industry. With the worldwide reduced
demand for paper and print products,
WALLENIUS SOL‘s volume has also
changed from paper to more packaging
material made of paper and pulp. New
application will come by using paper
products like bottles and other packages.
WALLENIUS SOL will transport in the
future the volumes of the new Northvolt
factory which is located in Skellefteå
(Sweden). The contract was made via
Scanlog (Scandinavian Logistics Partners
AB) The transport volumes also include
the incoming volumes which are mostly
coming from Asia and will be shipped via
Antwerp to the North. Ragnar Johansson
sees a lot of potential in transports for the
new industry in North Sweden and
Finland. There will be also more transports
between Finland and Sweden. Ragnar
Johansson mentioned in the area Kokkola
are a lot of minerals which will be used for
Wallenius SOL RoRo Tavastland
the battery production. WALLENIUS SOL
is sailing today from Kokkola to Skellefteå.
When the management team of Wallenius
Lines and Swedish Orient Lines decided to
start the company in 2018 at that time they
didn`t knew about a company like Northvolt
and the green steel production company
Hybridt in Lulea and H2GS in North
Sweden. There is an investment in the
Swedish region of about 100 Billion Euro
in new production facilities in the next
years. This will create a huge demand for
people, transport, logistics and for more
vessel operation. WALLENIUS SOL comes
to the right time with the two huge green
RoRo vessels. The vessels have dual fuel
engines and can sail also with MDO
(Marine Diesel Oil) and bio diesel. To
operate the existing schedule between
Hans Herbert Dünow
Though Europe might be facing challenges at present, it is with great confdence that we
navigate through times of uncertainty. Thanks to our ferry berths, we have the capacity to
handle the demands of the future. A capacity that enabled several record breaking numbers
in passengers, goods and cruise ships last year. So let this message in a bottle be one of hope
enabled
and let’s make sure
now.
for more people
that
and
we
goods to
remember
future,
we
travel
this
further,
where
period
freer
the
of period
seize
and
time as a
Let’s onward.
www.port.ystad.se
RoPax 11 / 05.2022

12 / MARKET REPORT
Western Europe incl. UK, Lübeck
Travemünde and the North, WALLENIUS
SOL needs five vessels to fulfill the
schedule. With the upcoming new
businesses Ragnar Johansson and his team
are working on two additional new RoRos
but with a flexible propulsion system
which they can switch also to other green
fuels. For Ragnar Johansson the green fuel
Ammonia is not the first choice. The liquid
is very difficult to handle and dangerous
for people. He believes in an electric propulsion
system which could be feed by
different system like hydrogen, biofuel,
and bio methane.
Mike Louagie Terberg Wallenius SOL
TERBERG DEVELOPS ELECTRIC
TERMINAL TRACTOR
Terberg has been producing fully electric,
CO2-neutral terminal tractors since 2013.
The third generation has been delivered
since 2021 and features significant
improvements. Comparable performance
with that of diesel engines, better range
thanks to larger battery packs and the new
thermal management of the battery also
enable use in very cold and very warm
climate zones.
The electric motor has the same performanceas
as a diesel engine, and it does not
cause any CO 2
or NOx emissions at the
place of use. As early as 2013, Terberg
Special Vehicles was the first European
manufacturer to bring a terminal tractor
with an electric drive to the market, which
has been continuously developed. The
third generation, the YT 203-EV, is
CO 2
-neutral and has minimized emissions
in terms of fine dust, vibrations and noise.
This means that it can not only be used
almost without restrictions in closed halls,
but also on non-operational routes and
with road approval in urban traffic.
The battery capacity of 170 kWh, which
corresponds to a range of around 11
operating hours, can be extended to two or
three-shift times through intermediate
stops and can therefore meet the daily
requirements of tightly scheduled work
processes in logistics centers. The
lithium-ion magnesium phosphate battery
is optimized for traction applications and
has a service life of several thousand
charge/discharge cycles. The 203 kW
electric motor is coupled to an Allison
3000 series transmission, which is also
used in diesel-powered YT tractors.
COBELFRET – NEW GREEN
ROROS AND ONE NAME – CLDN
Cobelfret concentrates all its brands under
one short brand CLdN! The family owned
company developed its business very well.
CLdN increased its capacities on the direct
RoPax 11 / 05.2022

MARKET REPORT / 13
lines between Zeebrugge an Ireland and
participate also very positive form the
Brexit change in logistics. The Belgium
company with headquarter in Luxemburg
started to invest in greenest RoRo ferries in
Europe.
CLdN signed a contract with Hyundai
Mipo Dockyards for two hybrid 8,000 lane
meter ro-ro vessels. The order forms part
of CLdN’s long-term growth plans and
further strengthens its current role as
greenest ro-ro operator in North-Western
Europe. Both vessels will be delivered in
the first half of 2025.
After the delivery of the new 5,000 lane
meter LNG vessel Faustine at the end of
last year and the expected delivery of her
sister Seraphine later this month, CLdN
has now placed an order or for two new
super-efficient 8,000 lane meter vessels
with a technologically advanced propulsion
train. The order represents the
largest investment in CLdN’s history and is
a result of two years of intense engineering
and development together with Hyundai
Mipo Dockyard.
The new vessels, cargo wise, are modelled
on the two 8,000 lane meter ships M/V
Celine and M/V Delphine that CLdN
operates since 2017. These two ships still
hold the enviable title as the largest short
sea RoRo vessels operating in the world
today, having a proven track record and
New LNG powered RoRo “Faustine“
delivering reliability with unparalleled
flexibility for customer’s cargoes.
Hybrid design
The new ships, built in South Korea, will be
equipped with two LNG dual fuel main
engines (ME-GI type) of 11MW each as
well as two electric propulsion motors of
6MW each. In full electric mode the ship
can achieve a cruising speed of 16 – 17kn.
Both vessels will also be future proofed, to
allow expansion or integration of technological
advancements as time moves on.
Compared with CLdN’s largest vessels
currently in operation, the new ships will
further reduce GHG emissions by 40% and
will be NOx TIER III compliant.
REDUCING CARBON FOOTPRINT
In 2021, CLdN announced they are the top
performer amongst their ro-ro shipping
peers in Northwest Europe for CO 2
emissions per tonne of freight carried.
These new vessels will strengthen CLdN’s
current position as greenest ro-ro operator
and push its ambition to further reduce its
carbon footprint.
By investing in technologically advanced
ships and terminals, CLdN enables its
customers to improve their carbon
footprint and support them at the same
time in making their supply chains more
efficient and robust.
JPE
Hyundai MIPO
RoPax 11 / 05.2022

Viking Glory
– Innovative, Sustainable, Unique!
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16 / NEWBUILDING
Viking Line took delivery in March
2022 of the cruise ferry “Viking
Glory” from China. The ship was
launched in January 2021 and entered
service in March 2022. The Viking Glory
was built at the Xiamen Shipbuilding Industry
shipyard in China and now operates
on the Turku-Åland-Stockholm
route. The service is characterised by
very short turnarounds in port. The first
weeks of service were a success for Viking
Line with many passengers using the
ferry for short trips and enjoyed the
service on board. Viking Line’s total
investment in the project is approximately
EUR 225 million.
GREAT GUEST FACILITIES
In total there are five restaurants on board
with very different concepts. The architecture
office of Koncept in Stockholm
designed the interior of the vessel whilst
the ship was designed by Deltamarin.
On Deck 11 is the Kobba A La Carte
Restaurant (the name of a lighthouse in the
archipelago). This restaurant offers
atmosphere, astounding views and firstclass
menus at affordable prices. For
private parties or groups there is a very
nice area above the Kobba Restaurant on
Deck 12 that has a rotating round table
called “Fyren.” Here guests have an
extraordinary 220-degree view. The table
rotates 3 times in one hour, seating a
maximum of 12 guests. On deck 10 the
classic buffet restaurant “The Buffet” is
located, together with Mimi’s Restaurant.
Mimi was a lady from over a century ago
that often took passengers by boat between
the Aland Islands and Finland. Here
burgers and other present-day food can be
ordered. A huge market place on Deck 10
offers four different kiosks for food,
namely “Pizzaboden,” “Majas Kitchen”
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(with local Nordic food), “Farled“ (with
fish and chips and vegan dishes) plus
“Bread and Greens” (with an assortment
of bread-related dishes). The concept is
created for young families and tourists. In
the same area one deck below is the
“Torget” with snacks and a coffee bar plus
a kid’s entertainment area and games. On
the same deck at the stern of the “Viking
Glory” is a huge Duty-Free shopping mall
offering a perfumery, a large winery and
assorted alcohol and sweets. Another
innovation for a north European
operating ferry is the vast terrace on Deck
11, midships, with a glass roof that can be
opened in summer, plus a sizable dance
floor. In the high season more than 300
people can be seated here. Also on Deck
11 is the spa area with a small pool, a
sauna and a great view. The large picture
windows that feature on the ship were
promised by Viking Line to enable
passengers to have great views of the sea
and archipelago in all weathers. This
intention is also the reason behind the
unique design of the great Vista Room,
which is equipped with two large bars and
even larger windows. During the daytime
passengers can enjoy the outlook whilst
during the evening and night the dance
floor is open, accompanied by live music.
In total, 18 different cabin categories are
offered on board. There are luxury suites
and also special pet cabins available
(inside and outside). The ferry can
accommodate 2,800 passengers in 922
cabins. The cabins have to be cleaned in
only 1 hour in port by 150-200 service
Staircase to the restaurant Fyren
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RoPax 11 / 05.2022

NEWBUILDING / 17
Captain Ulf Lindroos
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people, which go aboard the vessel from
the shore. The time scale for the work is
intense. The ship offers 1,500 lane metres
for the transportation of cargo on the main
deck. At the stern of the vessel on Deck 5
is a dedicated car deck for 120 cars. In the
ceiling of Deck 3 can be found additional
mezzanine decks (becoming Deck 4 when
deployed) that offer space for 464 cars. For
the supply of Duty-Free goods, food, linen
and towels to the storage area, a lift from
deck 3 to Deck 2 is installed for one 12.50m
metre long standard trailer. The trailer is
changed at each turnaround port.
SUSTAINABLE ENERGY CONCEPT
“Viking Glory” is the evolution of “Viking
The “Viking Glory” is the evolution of the
2013-built “Viking Grace,” the second
cruise ferry on the route. The route is a
Main engines
high earner for the company and is very
attractive due to 80% of the cruise being
through the archipelago between Sweden,
Aland and Finland. The “Viking Glory”
has six Wärtsilä 31DF dual fuel engines,
which utilise the latest technology and run
on completely sulphur-free liquefied
natural gas (LNG). As with the Viking
Grace, the Viking Glory will also have the
ability to run on biogas, once it becomes a
viable fuel alternative in the future.
The engines have the lowest fuel
consumption, but at the same time, the
highest cylinder output in their segment
(550kW/cylinder). The Viking Glory is the
first cruise ferry in the world to recover the
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Four new ferry berths are completed
The investment and expansion of Port of Trelleborg makes it possible
to meet future volume increases of freight, significantly increase the
capacity with intermodal freight transports, freight by rail and the ability
to receive the next generation of RoRo vessels, so-called Green Ships,
with less climate impact but significantly greater capacity. When all four
ferry berths are taken into operation, the freight flows will be able to
be handled even more efficiently in Scandinavia’s largest RoRo port for
rolling traffic. Port of Trelleborg is well equipped to handle the increasing
freight volumes and passenger traffic of the future in a competitive way.
www.portoftrelleborg.se
RoPax 11 / 05.2022

18 / NEWBUILDING
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waste cold from the use of LNG and
recycle it for use in the chilled counters,
cold rooms and other special rooms
aboard. On the other hand, the vessel is
equipped with a Climeon energy recycling
system that harnesses and converts waste
heat from the engines into electricity. The
system generates up to 40% of the
electricity required for the passenger
functions. Moreover, a dynamic air conditioning
and lighting system is installed
on-board, which has a direct effect on
energy consumption. This system is
controlled by the reservation system: if a
cabin remains empty at departure, it will
be set in power-saving mode, thereby
minimising air-conditioning and heating
for that particular cabin.
In total the “Viking Glory” consumes up
to 10% less fuel than the “Viking Grace.”
Two large ABB Azipod units propel the
ferry and Captain Ulf Lindroos is very
satisfied about the performance of this
propulsion system. Additionally, in the
ports of Mariehamn and Turku, an
automatic mooring system is used. This
features vacuum technology and uses less
energy for mooring the vessel. Three
2,000kWh bow thrusters are installed
(total output 6,000 kWh) to assist in
positioning the ferry in harsh weather
conditions.
In total the whole ship concept is based on
reducing fuel consumption and saving
energy. The project entails an upgrade of
maritime transport links between Stockholm,
Mariehamn and Turku with a new
vessel that runs on liquefied natural gas
(LNG) as well as infrastructure improvements
at the ports. The project is in line
with the EU’s TEN-T priorities, since it
contributes to increased use of more
sustainable vessel fuel and thus reduced
emissions while also improving efficiency
plus logistics on the link between Stockholm
and Turku. Several hundred
employees from Viking Line’s various
partners worked together with local staff
at the Chinese shipyard XSI, where the
Viking Glory was built, and some of them
travelled back to Finland on the vessel in
January 2022. The work to fit-out the
vessel continued on the delivery voyage.
The ship is a success and is an attractive
concept. RoPax can recommend a trip on
board as both a wonderful event and
experience.
RoPax spoke with the CEO of Viking
Line, Jan Hanses about the new cruise
ferry and the situation after the challanging
pandemic times.
RoPax:The last two years have been a
challenge for the short cruise industry.
How has Viking Line managed the time
and what are your prospects?
RoPax 11 / 05.2022

NEWBUILDING / 19
Jan Hanses: We have managed through
extensive furloughs of the crews and land
personnel, Lay ups of part of our vessels.
M/S Mariella was sold to Corsica ferries
and we also arranged a successful rights issue.
As an end of this difficult period we
took delivery of Viking Glory in December
2021 from Xiamen Shipbuilding Industri
in China. Die to this our prospects for the
future are good.
RoPax: With the commissioning of the
“Viking Glory” on the Stockholm - Turku
route, you now have two wonderful cruise
ferries in operation. What are the plans for
the other route to Helsinki, will you also
place new vessels there in the next few
years?
Jan Hanses: At the time we are looking at
alternatives for the Helsinki – Stockholm
route, we now operate two vessels there:
the Amorella and the Gabriella. The Fit for
55 measures will be challenging on this
route and also make it challeninging to decide
on what fuel to use in the future.
RoPax: Viking Glory is a green ship with
LNG propulsion, in the first drawings it
was also planned to use the flettner rotor
system. Why is it not installed?
Jan Hanses: We hade a rotorsail for test on
Viking Grace for more than 2 years. The
technique is very interesting and new. We
Jan Hanses
“We are very satisfied
with the Viking Glory.
She has exceeded
our expecatations.”
are glad that we were able to take part in
this test. Unfortunately, the Turku-Stockholm
route is not optimal for this technique
since ouu sail on open waters inly
for 1,5 h on one leg.
RoPax: “Viking Glory” is the first ferry for
Viking Line which was built in China,
could you describe your experience with
this new building process far away from
the Aland islands?
Viking Line
Jan Hanses: We are very satisfied with the
Viking Glory. She has exceeded our
expecatations. It was a bit challenging to
build her in China, since we couldn’t visit
the yard during the pandemic and the staff
in China couldn’t come home. The yard
had no previous experience of building a
cruise ferry, on the other hand it wasn’t the
firt time for us to build on a yard with no
previous experience. We did this with
Amorella and Isabella in the late 1980’s.
Our site team was in practice isolated in
Xiamen for 2 years, and their work was decisive
for the successful completion of the
Viking Glory.
RoPax: You are operating between Finland
and Sweden where the cargo volumes are
growing. Why operate Viking Line not a
cargo base ferry to get more of this piece of
cake?
Jan Hanses: Our expertise is to combine
different areas: passengers (route & cruise)
cargo, conferences and cars. This to maximize
the utilization of the capacity. On the
other hand we have increased our cargo
capacity on both Turku-vessels: the Viking
Grace and the Viking Glory. For instance
the Viking Glorys freight capacity is 60%
bigger than the Amorellas, which she replaced.
RoPax: Thank you very much.
RoPax 11 / 05.2022

20 / DATA SHEET
Viking Glory
Andrew Cooke
VIKING GLORY DATA SHEET
Operator / Owner: Viking Line ABP PL 166, Norragatan 4,
AX-22100 Mariehamn, Aland, Finland
Yard:
Xiamen Shipbuilding Industry Co., Ltd.
Location: Xiamen, China
Yard No.: 488A
IMO No.: 9827877
Ship Type: Passenger/Ro-Ro Cargo Ship
Classification: 1A Ferry(A) BIS BWM(T) COAT-PSPC(B) COMF(V-1)
E0 Gas fuelled Ice(1A*) LCS(DC) MCDK RP(3, 50%, +)
Flag:
Finland
Port of Registry: Mariehamn
Launched: 26th January 2021
Date of delivery: 23rd December 2021
In Service: 26th January 2021
Route:
Turku-Mariehamn | Långnäs-Stockholm
PASSENGER CAPACITIES
Total capacity: 2,800 passengers
Facilities: 2,694 seats
Cabins: 898
Beds: 2,952
Crew: 200
Decks: 12
PROPULSION
Main engines: 6x W10V31DF Wärtsilä Finland Oy
Total Power Output: 33,000kW
Propulsion Generators: ABB AMG 0900LS08 LSE
Auxiliaries: N/A Shaft Generator: N/A
Emergency Generator: 1x 1,180kW K50-D(M) Chongqing Cummins Engine Co. Ltd.
Fuel:
LNG – 590m3 capacity – C-Type Storage Tanks
Fuel Consumption: N/A Range: N/A Gear boxes: N/A
Propellers: 2x Azipod ABB Oy, Marine and Ports 5.2m diameter
Thrusters: 3x 2,000kW WTT-24CP Wartsila
Stabilisers: 1 pair Fincantieri SRA 4-135
Service speed: 22.10 knots
PRINCIPAL DIMENSIONS
Length overall: 222.59m
Length b.p.: 203.15m
Beam: 34.94m (35.61m extreme)
Hull depth: 9.75m
Hull Draught: 7.15m
Freeboard: D3 9.75mm | D6 18.60m
Deadweight: 8.087 DWT
Gross tonnage: 65,211 GT
Net tonnage: 42,626 NT
CARGO ACCESS
Stern Access: Length: 7.5m
Width: 15.0m
Max Ramp Load: 30t Road trailer axle bogie load
Bow Access: Length: 21.2m
Width: 6m
Max Ramp Load: 30 t Road trailer axle bogie load
Lane width: Not Supplied
Internal ramp(s): Not Supplied
REMARKS
Contract Date: 5th April 2017
Keel Laid: 3rd June 2019
Ballast Water Capacity: 2356.2m3
Auxiliary Boiler (Oil/Gas Fired): Aalborg CHB-5000 Alfa Laval Aalborg OY
Auxiliary Boiler (Exhaust Gas Heated: Aalborg CHB-5000 Alfa Laval Aalborg OY
CAPACITY OF DECKS Deck-area in sqm Deck Free Height (Net) Deckload (ton / sqm) Cars Trucks/Trailers Lanemetres
Tanktop: N/A N/A N/A N/A N/A N/A
Main Deck: 5,764sqm 4.90m 2t/sqm 287 82 1,480
Mezzanine Deck: 1,306sqm 2.10m 0.2t/sqm 105 Nil 516
Upper Deck: 2,009sqm 2.4m 0.3t/sqm 90 Nil 633
Weather Deck: N/A N/A N/A N/A N/A N/A
Total: 482 82 2,629
RoPax 11 / 05.2022

RoPax 11 / 05.2022
DATA SHEET / 21

22 / INTERVIEW
Grimaldi Group
Grimaldi leader in fuel saving!
Italian Grimaldi Group reported for 2021 the best result ever in the history
of the family-owned world leading RoPax and RoRo shipping company! In
2021 it took delivery of the first five of a total of 12 ordered ECO vessels,
with a 50% reduction of emissions compared to the previous generation
of RoRo vessels. The Grimaldi Group is the leader in sustainable fleet
development. Next Car Carrier generation with double capacity and
50% less emissions is finalized for order. RoPax was in Naples and spoke
to Dr. Emanuele Grimaldi.
Dr. Emanule Grimaldi together with
Jan Philip Eckmann
RoPax: If we look back at the last two years
dominated by the Covid 19 pandemic how
was the performance of the Grimaldi
Group?
Emanuele Grimaldi: We can say that the
Grimaldi Group has always produced a
profit, with 2021 being the best year ever.
In fact, we generated an EBIDTA (Earnings
Before Interest, Taxes, Depreciation
and Amortization) of Euro 947 million
compared to Euro 659 million of 2020.
In 2020 we were hit by the pandemic,
which heavily affected our new vehicles
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traffic due to the closing down of factories.
Also, passenger traffic was stopped
for all vessels of Finnlines, Grimaldi Lines
and Minoan Lines due to the restriction
in the transportation of passengers.
Despite the ongoing pandemic, in 2021
we announced to be back with significant
figures. Our turnover increased by Euro
700 million, moving from Euro 2.78
billion to Euro 3.46 billion. This significant
growth was partially due to the set up
of Trasmed and the growing volumes
handled by the new ECO class vessels.
RoPax: If we look at these figures your
performance is much better than the
pre-pandemic times.
Emanuele Grimaldi: As for the traffic of
passengers, in 2021 we did not come back
to the pre-pandemic volumes, but now in
2022 we see a huge increase in pre-bookings
and a +100% increase in bookings.
We had 800.000 pre-bookings only for
Grimaldi Lines by the end of March 2022.
Minoan Lines and Finnlines are also
doing better.
RoPax: What is your forecast for 2022?
Emanuele Grimaldi: We are confident
that results will be above those of 2021.
RoPax: How will you cover the increasing
energy costs, which came up the last
months?
Emanuele Grimaldi: We have invested
billions to be more efficient with the result
that our vessels are less fuel consuming.
Moreover, we have an increase in cargo
volumes, which is higher than that of our
competitors. On the other hand, our
bunker surcharge is moderate compared
to other operators, partly covering the
increase of the price of fuel. Besides,
some of our competitors have not installed
scrubbers on their vessels and they must
pay more for low sulphur fuels. But we do
not have such problems, as most of our
vessels are equipped with exhaust gas
cleaning systems.
RoPax: You did your homework to be
more successful than all the other
operators.
Emanuele Grimaldi: On the new ECO
ships we have 20 tools that reduce fuel
consumption. We used every possible
invention and even today we are working
on the new car carriers which we will
order in the course of the year to make
them even more energy efficient. Right
now, we have three new patents covering
some of the innovation introduced on
these new car carriers. For example, these
new ships will have an engine with a
smaller horsepower but a loading capacity
(9.000 CEU), which will be double,
compared to the vessels they will replace.
RoPax 11 / 05.2022

INTERVIEW / 23
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Hans Herbert Dünow
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RoPax: If we see the new regulations on
emissions, which are, according to you, the
fuel of the future?
Emanuele Grimaldi: Here I will speak not
only on behalf of the Grimaldi Group but
also on behalf of ICS (the International
Chamber of Shipping), of which I am the
Chairman Designate. In a form of respect,
many efforts have been made in different
directions. You have one fuel type perhaps
in pole position, which is ammonia, then
comes hydrogen and then, in third
position, you have electric power which is
currently possible only for short distances
and small ships. Behind these options you
have synthetic fuels and biofuels. But my
favorite solution is carbon capture! This
solution is wonderful as you can convert
and integrate existing scrubbers to catch
the carbon, which is then used in many
ways such as in the construction field.
RoPax: You started last year the activities
around the Balearic Islands. How will it
work in your opinion if we look at the
competition?
Emanuele Grimaldi: There is a fierce
competition because GNV came into this
market too. However, we handle a huge
part of the cargo volumes moving between
Continental Spain and the islands.
RoPax: Today you have around the
Balearic Islands four operators, Trasmed,
Balearia, GNV and Trasmapi. How do you
see this competition?
Ettore Morace: Trasmapi is a very good
friend of ours we are using the Trasmapi
connection between Ibiza and Formentera
in combination with our schedule. We
offer combined tickets, at the beginning
of May we will launch a service from
Barcelona and Valencia to Formentera by
using Trasmapi for the connection from
Ibiza to Formentera.
RoPax: Let’s look at your new wonderful
ECO vessels, which are very huge and have
a lot of capacity. As in some ports you have
issues with space, what will you do to
increase the room for operation?
Emanuele Grimaldi: We see a lot of
possibilities to grow together with ports.
As done in the past, we intend to buy in the
future other terminal operators. In
Barcelona we are operating also in the
Trasmed area, and we have now a huge
“My favorite solution
is carbon capture!
This solution is wonderful
as you can convert
and integrate existing
scrubbers to catch the
carbon, which is then
used in many ways
such as in the
construction field.”
terminal for all our activities to the Balearic
Islands and the trade to Italy and other
destinations. Through this operation, we
are getting cargo to Mallorca from Valencia
and more passengers via Barcelona to/
from the Balearic Islands.
RoPax: How will you manage your fast
operations between Travemünde and
Helsinki in the future?
Emanuele Grimaldi: We must slow down
to 22-23 knots. I think we have the risk we
must put an additional slower RoRo vessel
there. We can go down to 21 knots and stay
for a shorter time in the ports. This would
imply that we must put more tug masters
there for the discharging and loading
process.
RoPax: Are you still interested to buy the
port of Igoumenitsa?
Emanuele Grimaldi: Yes, we are very
interested. The port of Igoumenitsa is a strategically
located port with a lot of potential
and is the gateway to Greece, the Balkans
and Turkey. Via the Egnatia motorway you
can very fastly reach Northern Greece and
the borders with Turkey.
RoPax: What do you think about the new
competitor from the port of Norvik, in the
south of Stockholm to Hanko in Finland?
Emanuele Grimaldi: We will see how they
will perform. We think there is enough
competition between Sweden and Finland
and that there is no room for additional
competitors. When we talk about Finnlink
and Nordölink we have two extremely
competitive markets. If we look at the trade
between Sweden and Germany there are
three main operators with a total of 11
ships and the fourth competitor operates
via Denmark. There, we have a market
volume of about one million trucks and
trailers per year. As Finnlines, we transport
about 250.000 units per year. If you consider
the area between Kiel, Travemünde
and Rostock there is no room for more
competition. Now, if we go to the route
between the Stockholm area and Finland
we have currently three highly competitive
operators with a dozen vessels.
RoPax: Thank you very much.
➔ On our webpage www.ropax.de you
can read the complete interview.
RoPax 11 / 05.2022

JPE

NEWBUILDING / 25
Eco Valencia
– the biggest first green cargo collector
It was in 2011 when the IMO (International
Maritime Organisation) set up
new regulations for Emission in worldwide
shipping. The IMO Greenhouse gas
(GHG) Strategy is to reduce CO 2
emissions
per transport journey, as an average
across international shipping, by at
least 40% by 2030, pursuing efforts towards
70% by 2050, compared to 2008!
The energy-efficiency requirements were
adopted as amendments to MARPOL
Annex VI in 2011 and they came into
force on 1 January 2013. The regulations
of the Energy Efficiency Design Index
(EEDI) are mandatory for new ships, and
the Ship Energy Efficiency Management
Plan (SEEMP) is also now a requirement
for all ships. These regulations pushed
Dr. Emanuele Grimaldi and his team to
think about new green vessels. Many ferry
operators decided to opt for LNG as a
green fuel. But LNG offers only a reduction
of approximately 20% and to go
the next step to use biogas was no option
for Grimaldi.
Grimaldi does not believe in LNG, his
opinion is to reduce emissions with the
existing engine concept, which will use less
fuel, and to use a lot of technical solutions
in the vessel to further reduce the fuel
consumption whilst using the economies
of scale to increase the cargo capacity to
the maximum. The idea for the new GG5G
(Grimaldi Green 5th Generation) projects
was born. Grimladi Group ordered 12 of
these Ro-Ros from the Jingling Shipyard in
China. Three of them have ice class and
less capacity because they are Finneco
Class vessels for Finnlines to operate
between Belgium, the UK and Finland.
The other 9 Ro-Ros are for operations in
the Mediterranean Sea and are known at
the Eco Class Ro-Ros. Each ship has a load
Capitan Claudia Mondino
JPE
JPE
Solra Panels at the deck house, wide ramps for encounter traffic and fas load process, 180 casr could
be load on the hanging decks in the bow area at the main deck.
capacity of 7,800 lane metres (500 trailers)
and is 238 metres long with a beam of 34
metres. Six of these ships are now in
service, namely the “Eco Valencia”; “Eco
Barcelona”; “Eco Livorno”; “Eco Catania”;
“Eco Savona”, “Eco Malta”. The first Finnlines
Finneco Class ship, the “Finneco 1,”
is also entering service in May 2022. The
“Fineco 2” and “Fineco 3” will follow in
2022. These super-economic Ro-Ros are
operating the Motorway of the Seas routes
of Barcelona-Valencia-Livorno-Savona,
Ravenna-Brindisi and Catania- Genoa-
Livorno-Catania and Malta. The first vessel
of the impressive Eco Class series was the
“Eco Valencia.” RoPax was on board and
made a test trip.
ECO – A LOT OF FUEL
SAVING SOLUTIONS
Dr. Grimaldi and his energy saving department
began work in 2013 to develop
fuel-efficient vessels. The result is the Eco
Class & Finneco Class Ro-Ro vessels. The
ships are classified by RINA (Italian Naval
Registry) and are assigned with a
additional “Green Plus” class, the top
RINA certification in the field of environmental
sustainability. The “Green Plus”
status recognises the design solutions, onboard
systems and operational procedures
put in place voluntarily, both during the
construction phase and during the
operation of the ship, aimed at improving
environmental performance beyond the
minimum levels required by the relevant
international regulations. The 67,311 gross
tonne Ro-Ros are equipped with two MAN
B&WsS 50ME-C9.6 engines, each with an
output of 12,780 kW. To lower the fuel
consumption, the engines deliver 1,420
kW per cylinder. These engines are usually
used on deep-sea carriers because they
are of a large design, which will not usually
suit the machinery spaces of a ferry. But,
due to the wonderful design of Knud E.
Hansen, these Eco Class vessels can
accommodate the engines under the fixed
ramps on the port and starboard sides. The
engines have a pre-design to later use
RoPax 11 / 05.2022

26 / NEWBUILDING
Grimaldi Lines
ammonia or methanol when available. To
save fuel, a first for Grimaldi was to add
bubble carpet technology under the keel
of each ship, supplied by Silverstream’s air
lubrication system. This saves more than
6% fuel compared to a vessel of this size
without the air lubrication. Another solution
to further reduce fuel consumption is
silicon underwater painting, which provides
a fuel saving of 8%. Grimaldi also
installed a 5 MW battery power pack
from Leclanche in each vessel, which will
be charged at sea by a shaft generator. In
the future, in ports where shore power is
available the batteries will be charged
there. Today the batteries can provide
power to the ship in port for eight hours.
If more energy is needed during the time
in port, three Himsen auxiliary generators
can be used. Battery installation has a
huge Capex, but on the other hand, fewer
auxiliary engines are needed compared to
a conventional Ro-Ro vessel. Grimaldi uses
no engine power in ports, drawing the
power from the onboard batteries instead.
On the upper deck are 350m2 of solar
panels, installed to provide energy for the
lightning in the deckhouse. The Eco Class
vessels are also equipped with an intelligent
lighting system to save energy consumption.
JPE
JPE
Claudia Mondino together with the pilot from
Savona port
HUGE CAPACITY
Grimaldi continues to use the weather
deck for cargo as with the Eurocargo
Ro-Ro design. The Eco Class vessels have
a huge full-length weather deck, from the
bow to the stern. The unique construction
of the deckhouse means that it is supported
only from the sides of the hull, without
the use of additional pillars on the upper
deck. All decks are connetced with very
wide ramps where trucks can pass without
hindrance. This forms the basis for a
fast loading and unloading process when
the ship is in port. The heavy Ro-Ro decks
have an optimized steel density to provide
a maximum deadweight for the vessel.
There are 200 sockets for reefer containers
and 100 can be used at the same time. The
Eco Class vessels have two stern ramps - a
smaller ramp on the port side and a wider
ramp on the starboard side. In ports like
Livorno, only the wider ramp can be used.
The very low carbon emission per trailer is
also based on the huge load capacity.
RoPax 11 / 05.2022

NEWBUILDING / 27
One of the three auxiiary diesel Himsen
Grimaldi reports 0.9 kg per trailer per
nautical mile (nm). Compared to the
Eurocargo Hyundai Class vessels, that offer
a 2.1 kg emission total per trailer per nm.
JPE
CARGO COLLECTOR
With these new Eco Class vessels, the
Grimaldi Group offers the best price in
green transportation at sea. Today the
Group controls more than 60% of the trailer
cargo flow between Italy and Spain. One
example is the olive oil forwarding company
Kortimed that transports between
Spain and Italy a huge amount of olive oil.
Some departures from Spain have over 80
trailers aboard carrying this oil. With the
Eco Class vessels, Grimaldi aims to carry
even more cargo by sea, meaning less by
road. The company is working on the
next concepts to further reduce fuel
consumption via new propulsion systems.
One challenge is the space in the ports in
Grimaldi Group
Eco Valencia in port of Savona
Italy but the Grimaldi Group is also
planning to invest in these port areas to
increase cargo and marshalling space
where required.
JPE
TOP PERFORMANCE IN OPERATION
Captain Claudia Mondino has worked for
over 20 years at the Grimaldi Group and is
happy to be captain of the “Eco Valencia”.
She is responsible for 30 crewmembers and
12 passengers. The bridge crew is Italian
and the rest of the crewmembers are from
the Philippines, including the Engineers.
There is an upcoming lack of Italian seafarers
and Grimaldi is increasingly sourcing
well-trained crew for their international
lines from overseas countries. The Chef
onboard is also from the Philippines but
learned very fast how to prepare typical
Italian food and dishes. But the bridge
crew remains under Italian control! After
one-year of operation the ship is in a very
good condition and is well maintained. An
important procedure is also the cleaning of
solar panels to maintain a constant power
supply from the system. The “Eco Valencia”
was the first of the Eco Class vessels in
service and the operation of such a huge
vessel in narrow ports like Livorno is very
good. Each ship has two 2,000 kW bow
thrusters. The bridge is vast and the
navigation cockpit is of a large design. The
Eco Class vessels have very good sea
keeping qualities and can operate safely in
rough seas. The top speed of 20.8 knots is
useful but all vessels generally operate
more at a efficient and economic speed
mode of between 18 and 19 knots, or
slower. The crew accommodation includes
11 single cabins for Officers and 17 crew
cabins, all of a comfortable design. There
are six twin passenger cabins on the
starboard side for the Truck Drivers.
Zu den Inseln und Halligen
JPE
Fährverbindungen ab Dagebüll zu den Inseln Föhr und Amrum,
ab Schlüttsiel zu den Halligen Hooge und Langeneß.
JPE
www.faehre.de
Battery Room
RoPax 11 / 05.2022

28 / DATA SHEET
Eco Valencia
Andrew Cooke
ECO VALENCIA DATA SHEET
Operator: Grimaldi Line
Owner:
Grimaldi Group
Yard:
Jinling Shipyard
Location: China
Yard No.: JLZ8180404
IMO No.: 9859533
Ship Type: Passenger/Ro-Ro Cargo Ship
Classification: RINA
Flag:
Italy
Port of Registry: Palermo
Launched: 16/12/2019
Date of delivery: 16/10/20
Service:
Valencia-Barcelona-Livorno-Savona
PASSENGER CAPACITIES
Total capacity: 12 Drivers
Facilities: Drivers Mess/Day Room
Cabins: 6
Beds: 12
Crew: 33
PRINCIPAL DIMENSIONS
Length overall: 238.00m
Length b.p.: 229.75m
Beam: 34.00m
Hull depth: 28.85m (Weather Deck)
Hull Draught: 7.20m
Freeboard: 2,100mm
Deadweight: 18,128 DWT
Gross tonnage: 67,311 GT
Net tonnage: 41,147 NT
CARGO ACCESS
Stern Access: 2x ramp/door
Length: 2x 15m + 3m flap
Width: 18m (Starboard) 6m (Port Side)
Max Ramp Load: 250tT
120t
Internal ramp(s): 3,000 sqm
6m wide
Lane width: 3.00m approx..
PROPULSION
Main engines: 2x Hyundai-MAN B&W 9S50ME-C9.6 Tier II
Total Power Output: 2x 12,780kW@117rpm
Propulsion Generators: N/A
Auxiliaries: 3x Hyundai-Himsen 7H21/32 (HR) 1,540kW ea @1,000rpm
Emergency Generator: 1x 375kW CMXD CCFJ375-E
Shaft Generator: 2x 2,000kWe
Fuel:
Heavy Fuel Oil – 1,675m3 capacity
Marine Gas Oil – 255m3
Fuel Consumption: 63.7t/day HFO at 19 knots
Range: N/A Gear boxes: N/A
Propellers: 2x Controllable Pitch – 4 bladed – 5.80m diameter
Thrusters: 2x 2,000kWe (Bow Thrusters)
Stabilisers: N/A
Service speed: 19 knots
REMARKS
CAPACITY OF DECKS Deck-area in sqm Deck Free Height (Net) Deckload (ton / sqm) Cars Trucks/Trailers Lanemetres
Tanktop: 2,200sqm 4.80m 4t/sqm N/A 49 744
Main Deck: 4,400sqm 6.80m 4t/sqm 380 104 1,558
Hoistable Deck A: 900sqm 2.00m 0.25t/sqm 90 N/A N/A
Hoistable Deck B: 900sqm 2.00m 0.20t/sqm 90 N/A N/A
1st Upper Deck: 4,400sqm 4.70m 3t/sqm N/A 98 1,509
2nd Upper Deck: 5,300sqm 4.70m 2t/sqm N/A 124 1,679
Weather Deck: 5,900sqm 4.70m 1.5t/sqm N/A 140 2,025
Total: 560 515 7,515
RoPax 11 / 05.2022

RoPax 11 / 05.2022
DATA SHEET / 29

30 / REPORT
Windcat
The first Hydrocat i48 in operation in the Netherlands
Green Fuel Alternatives
Diesel engine in mix with Hydrogen
In June 2021, the IMO adopted
extensive new CO2 regulations
applicable to existing ships. The Energy
Efficiency Existing Ship Index (EEXI)
addressing the technical efficiency of
ships, the Carbon Intensity Indicator
(CII) rating scheme addressing the
operational efficiency, and the enhanced
Ship Energy Efficiency Management
Plan (SEEMP) addressing the management
system. From 2023, the CII
requirements will take effect for all
cargo, RoPax and cruise vessels above
5,000 GT and trading internationally.
The CII measures how efficiently a ship
transports goods or passengers and is
given in grams of CO 2
emitted per
cargo-carrying capacity and nautical
mile. The ship is then given an annual
rating ranging from A to E, whereby the
rating thresholds will become increasingly
stringent towards 2030.
These regulations push the international
shipping industry to change its propulsion
concepts and to follow the green way. But
today there is not the final and complete
solution. Some ship owners invested in
LNG ferries and RoRos but this is only a
bridging solution for the next 10 years to
solve carbon tax.
The CMB group from Belgium invested in
alternative fuel solution for the shipping
industry based on Ammonia and Hydro-
Hydrocat 48 in action at wind turbine platform,
Hydrogene modul in the deckhouse
All pictures CMB
gen. The actual example is the first Hydro
driven Windcat. A great advantage is the
usage of existing combustion engines. In
the Hydrocat engines of MAN are used
with1050 kw. The fuelling process is fast
and based on the load profile up to 80%
hydrogen could be used. The Hydrocat can
save 60-80% carbon emission by this
system. The system will be developed for
coastal ferries and coastal vessels. MAN
works on a solution also for bigger engines.
The first Hydrocat is in operation in the
Netherlands. CMB offers also a green
system to produce hydrogen at the site
where the vessel will have its home berth.
IMPLEMENTATION
As the storage system for hydrogen and
ammonia is heavier and more voluminous
compared to diesel, the implementation of
the H2/NH3 ICE and the corresponding
storage will affect the application’s capability.
To minimize the impact on autospecialistic
integration philosophy is
required. Although dual fuel technology
minimizes the impact, a thorough study
needs to be conducted to ensure that
operational constraints, easy maintenance,
weight balance, sight lines, and safety
zones are respected.
SYSTEM
Hydrogen is injected in the aspirated air
during the intake stroke. During the
RoPax 11 / 05.2022

REPORT / 31
CMB
Hydrocat 48 at the first Hydrogene fuel station in Antwerp
compression stroke Hydrogen mixes into a
homogeneous mix. A small amount of
diesel pilot fuel is injected into the combustion
chamber just before top dead centre.
Diesel autoignites due to the high
temperature and pressure and co- combusts
with all the hydrogen, forcing the piston
down during the power stroke. The
cylinder is cleaned during the exhaust
stroke. Due to hydrogen co-combustion,
the NOx and CO 2
emissions have strongly
reduced in the exhaust gases.
DIESEL BACK-UP
Dual fuel engines offer the added
advantage of full diesel back-up in case
hydrogen is not available or too expensive.
This is a very important added benefit for
industrial and marine operators. JPE
A clear vision –
green ferry operation
hybrid
drive
system
rotor
sails
CO ²
/noisereducing
push
thrusters
zero
emission
freight ferry
in 2024
many more
projects
on board
+ ashore
RoPax 11 / 05.2022

32 / NEWBUILDING
Fjord FSTR
– best in its Class
RoPax 11 / 05.2022

NEWBUILDING / 33
RoPax 11 / 05.2022
JPE

34 / NEWBUILDING
Huge duty free shop at a fast catamaran
Fjord Line launched its new fast catamaran
“Fjord FSTR” in June last year
on the Hirtshals-Kristiansand service.
The catamaran carries 1,200 passengers,
has three restaurants and has lower CO 2
emissions than traditional ferries. After
the pandemic restrictions were relaxed,
Fjord Line started the 2021 summer season,
which brought great success. .
In 2017 the Australian shipyard Austal was
given the task of building the ship and construction
started in the spring of 2018 at
the company’s shipyard in the Philippines.
The “Fjord FSTR” was launched in February
2020 and should have been put into
operation soon afterwards but, due to
COVID-19, the ship remained at the shipyard.
The vehicle-passenger ferry is the
largest aluminium vessel ever constructed
in the Philippines, and is currently the
largest ferry (by volume) to be constructed
by Austal, at any of the company’s shipyards
worldwide. The final outfitting was
made in Perth, Australia, at the headquarters
of Austal shipyard. However, the fast
craft was delivered one year late into
service due to Covid 19 restrictions and
the pause in construction. During the
delivery voyage from Australia to Denmark
the “Fjord FSTR” was delayed in the Suez
Main engine starboard side
Canal traffic jam caused by the container
vessel Ever Given going aground and
blocking the canal for several days. The
vessel is 109 metres long with a 30.5 metre
beam, a 3.42 metre draught and a
maximum deadweight of 1,019 tonnes.
The HSC (High Speed Craft) is classed by
DNV and sails under the Danish flag with
35 crewmembers, most of which are
Danish.
HIGH GUEST COMFORT
The “Fjord FSTR” has doubled the capacity
on the fastest sea route between Norway
and Denmark and completes the journey
in around 2 hours and 15 minutes. The
craft offers a very high guest comfort on
one large passenger deck, with an upper
JPE JPE
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bridge deck. At the front is a comfortable
business class lounge with a great view
over the bow. In the business lounge is a
tapas-style buffet where a huge selection of
food is served and an assortment of soft
drinks, beer and wine. Today it costs only
169 Danish Kroner (ca. 23 Euro) per
Person to use this facility, including drinks
and food. Pullman seats are provided, the
atmosphere is very quiet and calm and a
very good service is offered by the Danish
personnel. The remainder of the passenger
deck offers a high standard of comfort and
a very good catering concept. The restaurant
area for the collection of food and
drinks offers a fast automatic order system
like the McDonald’s System, albeit with a
totally different food selection and high
quality. The food dishes are typically
Danish and Norwegian such as Skagen
Toast and other fish-based cuisine. Fjord
Lines has also created Burgers, namely the
FSTR Burger and Bistro Burger, which are
very delicious. If the vessel is fully booked,
passengers will not have a long waiting
time to get their food and drinks. Additionally,
a Starbucks coffee bar, the world’s
first such facility on a fast ferry, offers a
variety of Starbucks drinks. The whole on
board service is designed for a fast ferry –
fast and smooth. Also, the Duty-Free shop
is very large for a fast ferry and offers a
large assortment of goods. On the port
side at the stern of the vessel is a children’s
area, positioned with a view to the sun
deck.
VAST MODERN CAPACITY
The “Fjord FSTR” has space for a total of
404 cars on two decks with capacity available
for 30 trucks - but only a maximum of
10 are usually carried at any one time. This
is an additional cargo service for the Kristiansand-Hirtshals
route where Fjord Line
only operates the catamaran and not a conventional
ferry. The service prioritises the
transportation of passenger cars and
caravans. With more and more Norwegians
using electric cars, electric charging
systems have also been installed on board.
The embarkation and disembarkation
process is managed via the huge stern
ramp to achieve short turnaround times in
the port. The catamaran is also equipped
with a new and optimised hull shape,
which minimises fuel consumption and
Bridge cockpit
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RoPax 11 / 05.2022

NEWBUILDING / 35
waves when she sails across the Skagerrak.
Compared to the old “Fjord Cat,” the new
catamaran has 32% less fuel consumption
and more capacity. Power is provided by a
quartet of MAN 20V 28/33D STC main
diesel engines that each produces 9,600
kW. The engines drive four water jets via
ZF 60000 NR2H gearboxes, allowing a
cruising speed of 37.5 knots to be achieved
at 90% MCR. The normal crossing speed is
calculated between 30 and 35 knots,
Main car deck
depending on the schedules. In the high
season, the “Fjord FSTR” will make three
round trips per day and in the off-peak
season two round trips are offered. When
Fjord Line ordered the craft in 2017 there
were no dual fuel engines (LNG/MDO)
available for fast ferries. This situation has
proved to be fortuitous as the vessel’s
JPE
operation is far more economic with MDO
due to the present high cost of LNG and
fuels in general.
The “Fjord FSTR” has a specially developed
motion control system that helps to
ensure improved stability and comfort
even at high operating speeds. The system
uses an array of hull-mounted sensors to
monitor vessel motion. An advanced
algorithm then computes the correct
amount of damping forces that need to be
generated by a set of hydraulically powered
T-foils that have been installed on the
lower hull sections. Passengers are very
happy to have a much higher sea keeping
stability on board compared to the old
catamaran.
Captain Sören Frank is very satisfied with
the new Austal catamaran and he pointed
out that the maneuverability is very good
because they also have the use of a bow
thruster. Many fast catamarans are not
equipped with bow thrusters. All manoeuvres
are managed on the bridge via a very
comprehensive monitoring system.
Fjord Line recorded a successful high
season in 2021, which saw an increase in
passenger transportation between
Denmark and Norway. The excellent
service on board and the modern transport
concept is attracting more passengers
and the management is very happy to have
the new catamaran in its fleet. JPE
JPE
RoPax 11 / 05.2022

36 / REPORT
Seehafen Kiel –
Rekordergebnis in 2021
Der SEEHAFEN KIEL hat trotz Corona in 2021 ein Rekordergebnis im
Umschlag erzielt und investiert weiter in seine Nachhaltigkeit. Im KIELER
SEEHHAFEN konnte im Jahr 2021 ein Frachtvolumen von 7,6 Millionen
Tonnen umgeschlagen werden. Das ist eine Steigerung um 9,3 Prozent
zum Vorjahr.Der norddeutsche Ostseehafen profitiert dabei von Zuwächsen
in mehreren Bereichen. So konnten die erwarteten Rückgänge im
Papiergeschäft durch höhere Zuwächse auf der Göteborg-Verbindung
und Klaipeda-Linie überkompensiert werden. Auch auf der Verbindung
nach Oslo konnte sich der Hafen über eine Umschlagssteigerung von
2 Prozent zum Vorjahr freuen. Als einer der wichtigen europäischen
Standorte für Fähr- und Kreuzfahrten hat sich die Passagierzahl im PORT
OF KIEL mit 921.796 gegenüber dem vergangenen Jahr fast verdoppelt
(2020: 517.540). Natürlich konnte an die Zahlen der Vor-Corona Zeit
noch nicht angeknüpft werden.
Port of Kiel
Port of Kiel
RoPax sprach mit dem Geschäftsführer
der SEEHAFEN KIEL GmbH & Co. KG:
Dr. Claus über die Entwicklung und den
Ausblick für den Hafen an der Förde.
„Wir sind sehr zufrieden mit dem erreichten
Volumen im Frachtbereich. Auch die
Zahlen im Passagierbereich sind gut und
wir gehen in 2022 von einer schrittweisen
Rückkehr zu einer gewohnteren Reisetätigkeit
mit guten Hygienekonzepten aus.
Darauf sind die Reedereien und wir vorbereitet.
Natürlich schauen wir aktuell vor
allem besorgt auf die Situation in der
Ukraine. Dieses Jahr und dieser Krieg
ha ben jetzt schon vieles in Europa verändert,
sei es in der Politik, der Wirtschaft
oder der Gesellschaft. Wir hoffen sehr,
dass es schnellstmöglich wieder Frieden in
der Ukraine gibt. ‚Business as usual’ fällt in
solchen Zeiten sehr schwer.“ betont Dr.
Claus.
KREUZ- UND FÄHRFAHRTEN
Die Corona Pandemie ist am Seehafen
nicht spurlos vorbeigegangen. Laut Dr.
Claus hat vor allem der Norwegenverkehr
durch die Pandemie gelitten. Die Reederei
Color Line beförderte normalerweise
1,1 Mio. Passagiere im Jahr. Durch die
pandemiebedingte Unterbrechung wurden
in den vergangenen beiden Jahren jedoch
wesentlich weniger Passagiere befördert:
275.000 Passagiere in 2020 und 370.000
Passagiere im Folgejahr. Dr. Claus ist
jedoch optimistisch, dass man die alten
Zahlen wieder erreichen wird. Die
Buchungslage für Fährfahrten sei derzeit
sehr gut. Das gleiche gälte auch für das
Kreuzfahrtgeschäft, so Dr. Claus. Ein
Grund für die hohe Attraktivität des Kieler
Hafens für Passagiere sei auch die Lage.
Der PORT OF KIEL hat im internationalen
Bereich eine führende Stellung bei der
umweltfreundlichen Anreise von Passagieren.
Ungefähr die Hälfte der Kreuzfahrtpassagiere
reist mit der Bahn an. „Mit einer
guten Anbindung an den Hamburger
Hauptbahnhof und einem übersichtlichen
Kopfbahnhof im Stadtzentrum in unmittelbarer
Nähe zum Hafen bringen wir
ein attraktives Gesamtpaket für die Anreise
per Bahn mit. Am Ende auch ein wichtiger
Umweltaspekt beim Thema Kreuzfahrt!“,
betont Dr. Claus. Die emissionsfreie
Anreise der Passagiere ist ein häufig
diskutiertes Thema in Debatten zur
Nachhaltigkeit von Kreuzfahrtreisen.
LANDSTROMMEISTER
AN DER OSTSEE
Der PORT OF KIEL setzt seit Jahren auf
eine stringente Umweltstrategie. Ein
wesentlicher Bestandteil ist die Versorgung
der im Hafen liegenden Schiffe mit
Ökostrom. Kiel ist in der Bereitstellung
von Landstromanlagen einer der führenden
Häfen in Deutschland. In den vergangenen
Jahren hat das Unternehmen
m assiv in die entsprechende Versorgungs-
RoPax 11 / 05.2022

REPORT / 37
infrastruktur investiert und versorgt
bereits seit mehreren Jahren die Fährschiffe
von Stena Line und Color Line
täglich mit Strom. Um langfristig alle im
Hafen liegenden Schiffe mit Landstrom zu
versorgen werden bis Ende 2023 zwei
weitere Landstrom anlagen in Betrieb
genommen. Dr. Claus betont, dass der
PORT OF KIEL mit der Fertigstellung der
zwei zusätzlichen Landstromanlagen am
Ostuferhafen dann an insgesamt 8 Liegeplätzen
bis zu 6 Schiffe gleichzeitig versorgen
kann. Einer der beiden Anschlüsse
ist für Kreuzfahrtschiffe gedacht und der
zweite speziell für 50 Hz Fährschiffe.
„Wir sind auch Hamburg sehr dankbar für
die frühen Erfahrungen, die in Bezug auf
Landstrom gesammelt wurden und die
sehr gute Zusammenarbeit mit der HPA
(Hamburg Port Authority). Für uns ist
dieses neue Bauvorhaben ein logischer
Schritt, um bis 2030 klimaneutral zu sein.“
Auch in anderen Bereichen setzt der PORT
OF KIEL neue Maßstäbe. So wurde die
Landstromanlage am Ostseekai für seine
LED Lichtfassade im Herbst 2021 mit dem
Deutschen Lichtpreis ausgezeichnet. „Die
Außenfassade mit ihren tausenden LEDs
macht es für uns möglich, Texte und
Animationen an die Kieler*innen zu senden.“,
so Dr. Claus zu diesem Vorzeigeprojekt.
Des Weiteren wurde auch das
neue Kreuzfahrtterminal architektonisch
Dr Dirk Claus
gewürdigt: Es erhielt im vergangenen Jahr
den Kieler Bauherrenpreis.
DIGITALISIERUNG
Dr. Claus betont: „Wir werden auch im Bereich
Digitalisierung unsere Investitionen
weiter steigern. Wir haben zum Beispiel
eine eigene Software entwickelt, zur
schnelleren Erfassung von Trailern bzw.
mobilen Ladungsgütern die mit einem
Scanner System arbeitet. Ende 2021 haben
wir zudem den Förderbescheid des
Bundesministeriums für Verkehr und
digitale Infrastruktur zur Einrichtung und
zum Betrieb eines digitalen Testfeldes
im Kieler Seehafen erhalten.“ Im Rahmen
des D-TECH-BASE Projektes werden
damit erstmals Hafenterminals für
den RoRo-Verkehr zu Erprobungsfeldern
für die neue 5G-Terminalkommuni-
Port of Kiel
ENGLISH SUMMARY
Despite Corona, port of Kiel had a
record result in 2021! The port was able
to handle a freight volume of 7.6 million
tons in 2021. This is an increase of
9.3 % compared to the previous year.
The German Baltic Sea port is benefiting
from growth in several areas. The
expected declines in Paper business
through higher growth on the Gothenburg
connection and Klaipeda Line are
overcompensated. On the connection to
Oslo, the port was able to get an increase
in handling of 2 % more cargo
compared to the previous year. As one of
the important European Ferry and
cruise ports the number of passengers
increased almost doubled by 921,796
pax compared to 2020: 517,540 pax. Of
course, the numbers of the pre-corona
time could not be attached yet. The port
continues to develop its green way to
offer over seven shore power stations for
ferries and cruise ships.
kation und -Verkehrssteuerung. Das rund
1,75 Millionen Euro umfassende Projekt
fokussiert sich auf den Ostuferhafen sowie
den Schwedenkai des Seehafens. JPE
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RoPax 11 / 05.2022

38 / NEWBUILDING
Aura Seaways
– new workhorses for DFDS
Philippe Holthof
RoPax 11 / 05.2022

RoPax 11 / 05.2022
NEWBUILDING / 39

40 / NEWBUILDING
Philippe Holthof
Philippe Holthof
ura Seaways” doesn’t have all the
“A bells and whistles found on many
a recent ro-pax. Instead, DFDS took a
safe bet by implementing proven
technology, very similar to the Visentini
and Stena E-Flexer classes. “Aura
Seaways” and its recently introduced
sister ship “Luna Seaways” are typical
workhorses that combine an impressive
4,105-lanemetre freight intake with
well-appointed accommodation for 600
passengers.
“Keep it simple” has been the mantra for
DFDS’s first ro-pax newbuilds in 40 years.
When the EUR 242 million double order
was first announced in February 2018,
DFDS said the ships had specifically
been designed for the freight-oriented
Karlshamn-Klaipeda and Kiel-Klaipeda
routes. The latter route requires a 23-knot
speed to make 20-hour crossings possible.
Turnarounds on the Kiel-Klaipeda route
are just four hours and therefore cargo
handling efficiency is at the heart of the
ship’s design. Access is via the stern only
with a ramp arrangement that follows
DFDS’s six mega freighters built by Jinling
Nanjing. The central ramp gives direct
access to the main deck. The twin-lane
fixed ramps on the starboard and port side
lead to Deck 5, allowing for a two-way
traffic flow. Deck 5 has no ventilation side
openings and is hermitically sealed off
from Deck 3 and 7 by top-hinged doors on
either side. On Deck 5, the ramp narrows
to a single lane that continues to Deck 7,
the aft part of which is open. The covered
forward end of Deck 7 boasts both fixed
and hoistable car decks. Their location is
just a few flights of stairs away from the
accommodation decks.
Rather than Kiel-Klaipeda, both “Aura
Seaways” and “Luna Seaways” operate on
the shorter Karlshamn-Klaipeda overnight
service. Following years of growth – the
very reason for the introduction of the
new pair – freight traffic through Klaipeda
has been affected by the recent EU sanctions
against Russia. Until recently, close
to 20 per cent of the Karlshamn-Klaipeda
cargo throughput was Russia-related. A
typical example was Volvo whose Kaluga,
Russia plant manufactured Volvo and Renault
trucks. Yet, its closure has obviously
impacted trailer volumes. About 75 per
cent of all trailers on Karlshamn-Klaipeda
are accompanied with 20 per cent being
unaccompanied. The remaining five per
cent consists of containers and breakbulk
cargo – mainly steel, plywood and prefabricated
concrete elements – stowed on
Mafis and cassettes.
FROM CONCEPT TO REALITY
The concept design was executed by OSK
ShipTech, the naval architecture consultancy
that was also in charge of the ship’s
interior design through Steen Friis Design.
The contract, basic and detailed design
was in the hands of Deltamarin. To
comply with EEDI on the one hand and
keep the emissions footprint as low as
possible on the other, hull optimisation
has been key. As the vessels have no bow
access, much attention has been paid to
the slim bow shape with a vertical stem
and integrated bulb.
Obviously, the vessel complies with the
Safe Return to Port regulations, with two
separate engine rooms that are divided
by transversal bulkheads. The forward
engine room holds two Wärtsilä
four-stroke main engines – an eightcylinder
W8L46 and smaller six-cylinder
W6L46 engine – on the starboard side of
the centreline with two W6L26 auxiliaries
to the port. The aft engine room has the
similar father-and-son arrangement, yet
the engines are mounted on the portside
RoPax 11 / 05.2022

NEWBUILDING / 41
of the centreline with a single auxiliary on
the starboard side. The twin input, single
output gearboxes each have a 3,000 kW
PTO, one being sufficient to provide the
hotel load during navigation.
Wärtsilä provided the ship’s whole
propulsion package, including its two-inone
Energopac system which integrates
the ship’s twin propellers with the Becker
full-spade flap rudders, guaranteeing
reduced fuel consumption and excellent
manoeuvrability. Manoeuvrability is
further enhanced by two bow thrusters
with an output of 2,800 kW each.
The vessel’s engines are not of the dual fuel
type, yet they can be adapted to burn alternative
fuels. LNG tanks could potentially
be installed in the lower, six-lane hold.
Seven hybrid ME Production scrubbers –
Bridge
Philippe Holthof
four on the main engines and three on the
auxiliaries – are nested in the twin massive
funnels.
ACCOMMODATION DECKS
The ship’s crew is accommodated in 62 single
outside cabins which are spread over
decks 7 and 8 forward and just aft of the
bridge on Deck 11.
The general arrangement of the public
spaces is reminiscent of the Apuania Class
ro-pax ships with bar and restaurant
facilities forward and a cosy Lighthouse
Café and adjacent shop and children’s
playroom aft of the full-width reception
hall on Deck 9. The aft end of Deck 9 holds
74 cabins, including ten De Luxe
double-bed cabins and two cabins for
physically challenged passengers. All 176
cabins on Deck 10 are standard two or
four-berth inside and outside cabins, seven
of which being pet friendly and twelve
so-called family cabins with connecting
doors. A central galley on Deck 9 feeds the
forward 198-seat Seven Seas self-service
restaurant and the starboard 70-seat Mare
Balticum à la carte restaurant. To port is
the Navigator’s Bar which gives access to
the self-service restaurant. Freight is king
with commercial drivers benefiting from
DFDS’s signature Road Kings restaurant
forward on Deck 10. It comes with its own
Philippe Holthof
Stern ramps and Trailers on Deck 7
bar and seating corner at the entrance to
the port.
There is plenty of outside deck space
and although a non-smoking ship, two
smoking cabinets are available aft on the
semi open decks 9 and 10.
Philippe Holthof
Together we enable
sustainable
development
Through close cooperation with the industry,
WALLENIUS SOL is building a new infrastructure
with common and regular transport
solu-tions for the Swedish and Finnish basic
industries and the fast growing green industries
in the Gulf of Bothnia.
Want to know more?
Visit us at wallenius-sol.com
RoPax 11 / 05.2022

42 / DATA SHEET
Aura Seaways
DFDS
AURA SEAWAYS & LUNA SEAWAYS DATA SHEET
Operator Owner: DFDS A/S Marmorvej 18, 2100 Copenhagen, Denmark.
Yard:
Guangzhou Shipyard Intl Co Ltd
Location: Guangzhou, China
Yard No.: 18121009/18121010
IMO No.: 9851036/9851048
Ship Type: Passenger/Ro-Ro Cargo Ship
Classification: 100A1 Roll On-Roll Off Passenger Ship,
ShipRight(SDA, CM, ACS(B)), *IWS, LI, ECO(BWT),
Ice Class 1C FS, Max/Min Draughts: Forward: 7.266 /
5.416m. Amidships: 7.266 / 5.416m. Aft: 7.266 / 5.416m.
Power Required: 2,689kW, Power Installed: 33,600kW
Flag:
Denmark
Port of Registry: Copenhagen
Launched: 31st August 2020
Date of delivery: 9th December 2021/18th February 2022
Service:
Klaipeda-Karlshamn/Kiel-Klaipeda
PASSENGER CAPACITIES
Total capacity: 600 passengers
Facilities: Restaurants/Café/Lounges
Cabins: 250
Beds: 690 (500 lower berths)
Crew: 62
PROPULSION
Main engines: 2 x Wärtsilä W8L46 + 2 x Wärtsilä W6L46
Total Power Output: 2x 9,600kW & 2x 7,200kW
Propulsion Generators: Not Supplied
Auxiliaries: Not Supplied
Emergency Generator: Not Supplied Shaft Generator: Not Supplied
Fuel: Not Supplied Fuel Consumption: Not Supplied
Range: Not Supplied Gear boxes: Not Supplied
Propellers: Not Supplied
Thrusters: Not Supplied
Stabilisers: Not Supplied
Service speed: 18 knots (Karlshamn-Klaiapeda)
23 knots (Kiel-Klaipeda)
PRINCIPAL DIMENSIONS
Length overall: 230.0m
Length b.p.: 224.50m
Beam: 31.00m
Hull depth: 9.85m
Hull Draught: 6.80m
Freeboard: N/A
Deadweight: 12,750 DWT
Gross tonnage: 56,043 GT
Net tonnage: 29,708 NT
CARGO ACCESS
Stern Access: Not Supplied
Length: Not Supplied
Width:
Not Supplied
Max Ramp Load: Not Supplied
Internal ramp(s): Not Supplied
Lane width: 3.5m-4m approx.
REMARKS
Keel Laying: 13th January & 23rd April 2020
Class: Lloyd’s Register
Lifesaving Apparatus: 2 x 150-person Viking Norsafe lifeboats + 2 Viking MES
CAPACITY OF DECKS Deck-area in sqm Deck Free Height (Net) Deckload (ton / sqm) Car Lanemetres Cars/Trucks Freight Lanemetres
Tanktop:
Main Deck:
Mezzanine Deck:
Upper Deck:
Weather Deck:
Total: Not Supplied Not Supplied Not Supplied 419lm OR 819lm 600/170 4,105lm OR 3,939lm
RoPax 11 / 05.2022

RoPax 11 / 05.2022
DATA SHEET / 43

44 / INTERVIEW
Gotlands Rederi AB
More focus on RoPax ferry business
The Swedish Shipping company Rederi AB Gotland owns and operates the ferry service between mainland
Sweden and Gotland, Sweden’s largest island. Additionally, the company owns six international operating
tankers and a yard in Stockholm. In 2019, a new generation of RoPax ferries were introduced in the ferry traffic
between mainland Sweden and Gotland. The ferries, powered by LNG and LBG, “M/S Visby” (presented as
“M/S Visborg” in RoPax magazine 2019) and “M/S Gotland” hold a high standard.
Gotlands Rederi AB
CEO of Rederi AB Gotland
Håkan Johansson
In August 2021,
the company
launched its new
service between
Rostock, in Northern
Germany
and Nynäshamn,
Sweden. The Ro-
Pax Ferry M/S
Drotten from 2003
operates the route.
M/S Drotten sails
three times per
week from each port. On the southern
route, i.e. Nynäshamn – Rostock M/S
Drotten calls for the port of Visby, Gotland,
on Friday night, and the northern
route calls on Visby on Sundays. During,
the summer months M/S Drotten will call
at Visby twice a week on the southern
route. In April 2022, RoRo vessel “M/S
Eliana Marino” was chartered to complete
the service for six departures per week.
RoPax visited the CEO of Rederi AB Gotland
Håkan Johansson and spoke with him
about the traffic and coming activities.
removed we saw an increase of bookings
during that period. Looking back at the
figures from the summer months we can
conclude that we had more passengers in
July 2021 compared to the summer of 2019
before Corona, which was our best
summer to date.
RoPax: You have the new ferries in service
are you satisfied with the operation?
Håkan Johansson: They are sailing very
well, we are very satisfied with the product.
The vessels can be powered with liquid
natural gas (LNG) and liquid biogas,
“Our ambition is to
con tinuously increase the
amount of biogas in the
future to at least
30% by 2030.”
RoPax: For me it is the first face to face
interview after Corona pandemic. How
was the season 2021 for your operations to
island Gotland?
Håkan Johansson: Sweden had restrictions
and recommendations, that affected
our operations, until mid of June 2021.
When some of the restrictions were
which is better for the environment. In
2021, we increased the share of biogas to
10%. Our ambition is to continuously
increase the amount of biogas in the future
to at least 30% by 2030.
RoPax: With these two vessels you are good
prepared for the future to match the EEXI
Bridge of “Drotten“
JPE
RoPax 11 / 05.2022

INTERVIEW / 45
regulation. How are you prepared to full fill
with your whole fleet the regulations which
will come into force 2023 to 2025?
Håkan Johansson: This is one of our focus
areas going forward. In 2021 we established
a new company in the group –
Gotland Tech Development. The purpose
of Gotland Tech Development is to de velop
innovations within maritime transportation
and to cooperate with companies
within both the maritime and the energy
industry. We are currently working on
biogas projects and other energy projects
like solar power and wind power to
produce fossil free hydrogen, to mention a
few of the projects where Gotland Tech
De velopment participates. We believe
that fossil free hydrogen is one of the fuels
of the future. Furthermore, we are working
on a design for the next generation of
RoPax – Gotland Horizon. Gotland
Horizon is designed to be powered by
fossil free hydrogen, meaning that the only
emission will be H2O. Gotland Horizon
will be powered by a gas turbine in
combination with a steam turbine allowing
emission free high-speed crossings. Our
ambition is to have Gotland Horizon in
our fleet no later than 2030. Gotland
Horizon is one of Gotland Tech Development’s
major pro jects.
RoPax: The main question is the new
business of your company between Sweden
and Germany. You launched end of
August 2021 the new line between Rostock
and Nynäshamn. Why do you stepped into
this market and the risk to get not the
revenue for a healthy operation?
Håkan Johansson: I would say it is a combination
of things. As I’ve mentioned
earlier we have reduced some of our
activity in other segments, such as tankers,
to shift our focus towards our core business
– RoPax and passenger services. We have
been working for some years to expand
our core business to include more than the
service between Gotland and the Swedish
mainland. Our daughter company
Destination Gotland is running the
Gotland service – a service that is tendered
by the Swedish Government, meaning that
the service is co-financed by the Swedish
Government and Destination Gotland.
This service is publicly procured by the
Swedish Government as it is not commercially
viable outside of the summer
months, that being said Destination
Gotland produces more crossing than
what the contract stipulates.
With the Hansa Destinations service
between Rostock and Nynäshamn, we can
connect the Stockholm region with
Northern Germany and potentially the
whole European continent. Some crossings
will also call at the port of Visby.
In addition, Rederi AB Gotland has for a
long time worked to reduce our carbon
footprint and we constantly want to do our
JPE
Drotten at its berth in port of Rostock
bit to drive the transition of the maritime
sector. We offer transporters and freight
owners a flexible service with departures
six times a week. The new route provides
logistic companies and other customers
with a new transportation alternative that
will reduce emissions by encouraging a
modal shift from road to sea. This route
helps transporters and freight owners to
skip over 600 km of road transportation.
But the competition is fierce as there are
many crossing alternatives between the
south of Sweden and Germany. Hansa
Destinations was awarded government
funding in its start-up phase under
Sweden’s Eco-bonus scheme, as part of
efforts to reduce greenhouse gas emissions.
RoPax: Thank you very much.
➔ On our webpage www.ropax.de you
can read the complete interview with
Gotlands Rederi.
RoPax 11 / 05.2022

46 / REPORT
Hirtshals port
Hirtshals port JPE
The Port Hirtshals
prepares for the future
The port plans a huge extension program
The Port of Hirtshals has a unique
geographical location only 20
minutes away from the sea lanes between
the European west coast, Great Britain,
Scandinavia and the Baltics, close to
some of Europe’s best fishing spots, and
right at the beginning of the European
motorway network. In 2021 the port
recorded a 7% growth in cargo but due to
Covid-19 the passenger traffic declined
to a low figure of 768.000 passengers
compared with 2019 where 2,490,000
passengers used the port to travel
to/from Norway. Hirtshals is connected
by daily departures to the Norwegian
ports of Langesund (Fjord Line), Larvik
(Color Line), Kristiansand (Color Line
and Fjord Line) and Stavanger and
Bergen (Fjord Line). Ferry operator
Smyril Line also connects Hirtshals with
the Faroe Islands and Iceland.
The Port of Hirtshals has a new CEO, Per
Holm Norgaard, who moved to his new
position in autumn 2021 from Blue Water
Shipping to the Port of Hirtshals. RoPax
spoke with him about the future and his
next projects.
During the pandemic, Smyril Line had
stable cargo traffic and also a little growth.
Mr Norgaard reported that the Faroe
Islands and Iceland are growing in terms of
traffic and he is looking positively to the
future as continued growth is anticipated.
Hirtshals has also seen growth in cargo
Northbound to the islands because the
communities are consuming at a high
level.
Hirtshals is an important place for the fishery
industry and more than 3,000 people
work in this sector in the Hirtshals area.
The main revenue in the port is generated
by the ferry traffic. The new target for the
port is to produce green fuel, with contact
being made with some investors to develop
production. Such a development has some
positive effects, which could be used for
the fishery industry and up-coming
land-based fish farming industry. The port
could establish a more important position
Per Holm Norgaard
JPE
for sea traffic in the future as a bunker
point for green fuel. Mr Norgaard
explained that the port is discussing this
with the two major operators, Color Line
and Fjord Line, prior to any development
at Hirtshals.
Hirtshals will also increase its capacities at
the port in the coming years and has
started the process to get permission for a
huge expansion project. The target is to
have two new ferry berths ready in 2027.
The port will also have a much larger area
for the manoeuvring of ships inside the
port and will increase the size of the breakwater.
From 2027 the port will accommodate
vessels with a length of 245 metres
by IMO safety. Today by IMO safety the
port can only accommodate 160-170
metre ship. The Color Line ferries are 211
metres long and have extra power to turn
without assistance, plus the captains are
highly trained and experienced. Hirtshals
will prepare for the future to get more
traffic and more cargo. The new port
construction is calculated at a cost of
1 billion Danish Kroner and will accommodate
9 wind turbines to produce green
energy for the port facilities and its clients.
Today Hirtshals has a terminal for combined
rail traffic ready for operation, but
no trains at present. The port is working on
a solution to get a rail connection in the
future. Mr Norgaard tells us that he is
campaigning for the rail link to be
electrified between Aalborg and Hirtshals
with both locations working together
to bring green transport to the whole
region.
JPE
RoPax 11 / 05.2022

48 / NEWBUILDING
RoPax 11 / 05.2022

NEWBUILDING / 49
Eleonor
Roosevelt
Neubau
Balearia΄s new Spanish built Catamaran
Hypatia
de Alejandria
RoPax 11 / 05.2022
Balearia

50 / NEWBUILDING
JPE
JPE
In Spring 2021 Spanish ferry company
Baleària’s launched the first in Spain
constructed LNG fast ferry “Eleonora
Roosevelt”. Balearia`s commitment to
environmental operation has already
made it the first operator in Spain to
power all its vessels with natural gas. The
125-metre fast ferry can carry 1,200
passengers and 450 cars – or 500 metres
of trucks plus 250 cars – traveling at a
service speed of 35 knots and a top speed
of more than 40 knots, with storage tanks
that give the ferry a range of 400 nautical
miles.
“Eleonora Roosevelt” operates from the
port Denia at mainland Spain to the islands
Ibiza and Mallorca. The first departure is at
eight in the morning from Palma de
Mallorca via Ibiza to Denia and back in the
afternoon. The high-speed catamaran
needs for the trip including the stop at
Ibiza only 5 hours. A conventional ferry
needs 8 hours fort he trip.
SMART PASSENGERS ACCOMMODATION
Built by Astilleros Armon at its Gijon,
Spain, shipyard, the Eleanor Roosevelt is
an Incat Crowther 125 design RoPax
Captain Luis Torres best DP 2 operator of Balearia fleet!
catamaran that couples the designer’s
proven hull form with an operationspecific
center bow design. The ferry incorporates
numerous innovations,
including improvements in interior design,
where priority has been given to spaciousness
and the separation between seats, and
comfort on board, incorporating a stateof-the-art
stabilisation system including a
retractable centre- mounted T-foil that can
considerably reduce movement. Vibrations
and noise are also minimised thanks to an
elastically floating superstructure and the
installation of advanced insulation in the
interior spaces. The passenger and crew
accommodation spaces have more than
2,200 square metres and were created by
Oliver Design. For a high speed craft it is
very unusual to install heavy escalators on
board but there was this wish of the owner
to offer car passengers from the upper car
deck a smooth entrance to the upper main
passenger deck. At the upper car deck a pet
station is installed with boxes to store dogs.
It is the typical Balearia system with camera
monitoring system where the owner oft
he pet can view via his mobile into the box.
The service is offered via Baleària pet
monitoring app.
Charging station for electric cars
Onboard, passengers can make use of a
children’s crèche, a food court, two private
lounges and an outdoor terrace which has
a food truck made from fibreglass in the
shape of an old Mercedes van. In the aft a
bar is located and at the front is the VIP
lounge, which offers passengers a
panoramic view via a 180-degree smartglass
window. The windows could automatically
adjust the level of transparency
depending on sun conditions. In the VIP
area drinks and food are served at the seat.
High-speed Wi-Fi connectivity is available
throughout the vessel. Passengers, which
use the VIP area, can only get an entrance
if they use their personal QR code via
mobile or ticket.
Also this fast ferry can transport trucks
but the main cargo is private cars and
caravans, which are load via the stern
ramp. Balearia offers on all decks electric
sockets for charging electric cars.
JPE
RoPax 11 / 05.2022

NEWBUILDING / 51
The crew is Spanish and the deck and
engine crew can sleep on board. It is also
unusual that a high-speed craft has a cabin
deck but Balearia installed behind the
bride a cabin deck for the deck and engine
crew. The fast ferry stays in the high season
in the night in the port of Palma.
HIGH ENGINE PERFORMANCE
The innovative vessel operates on four
highly efficient Wärtsilä 31DF dual-fuel
engines with 8,800 kW four Wärtsilä axial
flow LJX1500SRI waterjets, and a Wärtsilä
LNGPac fuel gas storage and supply
system.
They also produce no smoke at any load or
when starting, which was a key goal to
ensure the wellbeing of both ferry users
and those who work and live in the
harbour area. The Wärtsilä 31DF
represents a new generation of mediumspeed
engines that offer high efficiency
and excellent emissions performance.
Because the engines are designed to
operate with longer overhaul intervals, the
Eleanor Roosevelt benefits from increased
earning potential and reduced spend
on maintenance and dry-docking. In
April 2021, Wärtsilä signed a Wärtsilä
Optimised Maintenance Agreement with
Baleària, covering the Eleanor Roosevelt
for 10 years. The agreement covers all
Wärtsilä equipment and provides the security
and assurance of technical support on
site. The vessel has in total four auxillary
engines two are from Volvo Penta and use
diesel and the other two uses LNG.
Eleanor Roosevelt‘s actual fuel consumption
and engine efficiency will be
monitored in real-time by on-board
measuring equipment and sensors as part
of a project co-financed by the European
Commission’s Connecting Europe Facility
(CEF) innovation fund. This will enable
the crew to make adjustments to the
vessel’s operating profile as necessary to
help minimise downtimes for maintenance.
Captain Luis Torres is well trained to
operate this huge fast catamaran. To get
Monitorworkplace for the captain to berth
the vessel
the vessel along the pier he must operate
via monitor system and has no bow
thrusters. He manoeuvres only with the
water jets. His chief engineer works also
from the bridge but in the port side hull a
small engine control room is installed.
Balearia is happy with this Spanish fast
catamaran and the first season was a
success. There are conversation between
Balearia and the shipyard to order a second
high-speed catamaran made in Spain.JPE
JPE
RoPax 11 / 05.2022

52 / DATA SHEET
Eleonor Roosevelt
JPE
ELEANOR ROOSEVELT DATA SHEET
Owner:
Naviera Barayo AIE
Operator: Baleària Eurolíneas Marítimas S.A.
Yard:
Astilleros Armon Gijon, S.A.
Location: Gijon, Spain Yard No.: G021 IMO No.: 9863637
Ship Type: Passenger/Ro-Ro Ship (vehicles)
Classification: BV I HULL MACH, HSC Cat B /Ro-Ro Passenger Ship,
Sea Area 4, AUT-UMS Dual Fuel
Flag: Cyprus Port of Registry: Limassol
Launched: 20th September 2020 Date of delivery: 6th April 2021
Service Debut: 1st May 2021 Route: Dénia-Ibiza-Palma
PASSENGER CAPACITIES
Total capacity: 1,200
Facilities: VIP Freedom Lounge + cafeteria/Equality Lounge -
Accommodation: reclining seating/food court/bar/Reception Lobby/
Fraternity Lounge/Café Counter/Terrace deck/
Executive Lounge/Sustainability Lounge/Diversity
Lounge + 60 Kennels
Cabins: N/A Beds: N/A Crew: 21
PRINCIPAL DIMENSIONS
Length overall: 123.30 m
Length b.p.: 118.82 m
Beam:
28.00 m
Hull depth: 21.00 m
Hull Draught: 3.79 m
Freeboard: 4,018 mm
Deadweight: 1,339 DWT
Gross tonnage: 12,262 GT
Net tonnage: 3,678 NT
CARGO ACCESS
Stern Access:
Length: 9.00m
Width: 16.00m
Max Ramp Load: Not Supplied
Internal ramp(s): Yes – Main Deck to Upper Deck
Lane width: 2m-3m cars/HGVs
PROPULSION
Main engines:
4 x Wartsila 16V31DF
16 cyl - 31.00 cm x 43.00 cm at 750 rpm
Total Power Output: 4 x 8,800kW @ 765rpm (35,200kW/47,828 HP)
Propulsion Generators: 4 x Wartsila LJX 1500 waterjets
Solid Inox (oil-closed) 5.00 at 477 rpm
Auxiliaries: 2 x 130ekW (diesel) + 2 x 344ekW (LNG)
Emergency Generator: Information Not Supplied
Shaft Generator: N/A
Fuel: LNG/MDO
Fuel Consumption: 3,000 litres per day
Range: N/A Gear boxes: 4x Reintjes 117410
Thrusters: N/A
Stabilisers: Incat Crowther T-Foil System
Service speed: 35 knots Maximum Speed: 40 knots
REMARKS
Design: Incat Crowther 123 Dual-Fuel Ro-Pax
Ordered: 1st November 2018
Keel Laid: June 2019
Construction: Marine Grade Aluminium
Capacities:
Fuel Oil Main: 310,000 litres
LNG: 190m3
Fresh Water: 10,000 litres
Sullage: 6,500 litres
The 16V31DF Main Engines are each 8.96m long with a width of 3.46m and a height of 4.79m.
They have a 310mm bore, a 430mm stroke and weigh 93.20t.
The two LNG tanks allow the vessel to travel 400 nautical miles without refuelling.
The range is increased to 1,900 nautical miles in dual-fuel (LNG/diesel) mode.
Onboard power is provided via two 130ekW (diesel) and two 344ekW (LNG) generators.
CAPACITY OF DECKS Deck-area in sqm Deck Free Height (Net) Deckload (ton / sqm) Cars Trucks/Trailers Lanemetres
Tanktop: N/A N/A N/A N/A N/A N/A
Main Deck: 210m 2 4.85m (Freight) Not Supplied 233 35 trucks (@ 16m) 500lm
(Main Deck, 4.5m long CEU)
Mezzanine Deck: N/A N/A N/A N/A N/A N/A
Upper Deck: 195m 2 2.40m approx. (cars only) Not Supplied 188 N/A N/A
(Upper Deck, 4.5m long CEU)
Weather Deck: N/A N/A N/A N/A N/A N/A
Total: 405m 2 2.30m (Upper Deck) Not Supplied 450 (Maximum) 35 trucks (@ 16m) 500lm
4.85m (Freight) (+250 cars)
RoPax 11 / 05.2022

RoPax 11 / 05.2022
DATA SHEET / 53

54 / INTERVIEW
LHG
LHG erzielt gute Umschlagsergebnisse
Die Lübecker Hafen-Gesellschaft (LHG), dass jetzt wieder zu 100% der Hansestadt Lübeck gehörende
Unternehmen verzeichnete im Jahr 2021 einen Umschlagszuwachs von 6% im Vergleich zum Jahr 2019.
Vom RoRo-Wachstum profitierte auch die LHG-Tochter Baltic Rail Gate. Über 126.000 Einheiten wurden am
Intermodal Terminal am Skandinavienkai umgeschlagen. Über diese erfreuliche Entwicklung sprach RoPax mit
dem Geschäftsführer der LHG Prof. Sebastian Jürgens.
Prof. Jürgens
RoPax: Wie hat die LHG die Pandemie
überstanden?
Prof. Jürgens: Eigentlich haben wir die
Zeit der Pandemie ganz ordentlich
überstanden. Wir haben immer nur die
Werte im Vergleich zu dem vor Corona
Jahr angegeben und das Jahr 2020 ausgeklammert.
Wir sind in 2021 knapp 6%
über dem Jahr 2019 gelandet. Es gab immer
die Frage wann man die Zahlen von
2019 wieder erreicht und wir sind froh,
dass wir diese schon im Jahr 2021 überboten
haben. Wir berichten unsere Zahlen
sehr ehrlich und wenn man sich Details
LHG
anschaut waren wir sehr erfolgreich im
LKW und Trailer Geschäft sowie im
Umschlag von Neufahrzeugen. Hier haben
wir ein neues Geschäft bekommen. Was
nicht gut gelaufen ist, war der Forstprodukte
Bereich und der Papierbereich,
da haben wir ein Minus von 24% verzeichnet.
“Grundsätzlich ist das
Geschäft in 2022 ordentlich
angelaufen. Was für uns
ein Thema ist, ist der Verlust
des Russlandgeschäftes.”
RoPax: Wie hat sich der Umschlag in 2022
entwickelt und wie ist die Perspektive vor
allem mit den neuen Schiffen die nach
Lübeck kommen werden?
Prof. Jürgens: Grundsätzlich ist das
Geschäft in 2022 ordentlich angelaufen.
Was für uns ein Thema ist, ist der Verlust
des Russlandgeschäftes. Noch sind die
Ein bußen überschaubar und die Linienverkehre
sind eingestellt. Wir hatten uns
strategisch so aufgestellt, dass wir den
Russischen Markt intensiver bearbeiten
wollten und dort auch schon Erfolge erzielt
haben. Wir sind nicht so begeistert, dass
wir derzeit dort nicht mehr aktiv sein
können. Unsere Baltikums Verkehre
laufen aber nach wie vor ordentlich und
wir sehen das Baltikum ist ein eigener
Markt der funktioniert.
Für die neuen Schiffe werden wir den
Anleger 5 ausbauen, damit wir dann
Finnlines service to Malmö
LHG
RoPax 11 / 05.2022

INTERVIEW / 55
Schiffe von 250 Metern Länge und 38
Metern Breite abfertigen können. Wir
werden weitere Flächen schaffen und
planen, unsere Werkstätten an den Rand
des Hafens zu legen, um diese von der
zentralen Fläche wegzubekommen.
RoPax: Durch die Besteuerung der
Schiffsabgase ab 2023 wird es höhere Transportkosten
vor allem auf den Langstecken
geben, wenn die Schiffe zu viel CO 2
emittieren. Wie ist die LHG hier auf
mögliche Veränderungen vor bereitet?
Prof. Jürgens: Wir führen Gespräche mit
unseren Kunden über mögliche Anpassungen
auch in den Umläufe. Aber
insgesamt sehe ich hier eher Chancen für
uns als Hafenstandort, bedingt durch die
höheren Kraftstoffkosten und den immer
stärker werdenden Fahrermangel. Wir
hatten früher überwiegend begleitete
Transporte. Jetzt sind wir das erste Mal bei
einem paarigen Verhältnis bei unbegleiteten
und begleitetet Verkehren. Die
Tendenz geht immer mehr in Richtung
unbegleitete Verkehre.
RoPax: Das bedeutet für die LHG, Sie
müssten mehr im kombinierten Verkehr
investieren. Reichen Ihre Kapazitäten aus?
Prof. Jürgens: Wir haben die dritte Schicht
eingeführt und wir sind am Ende der
ENGLISH SUMMARY
The Lübecker Hafen-Gesellschaft (LHG) now again 100% owned by the Hanseatic
City of Lübeck recorded a 6% increase in throughput in 2021 compared to 2019. The
LHG subsidiary Baltic Rail Gate also benefited from the RoRo growth. Over 126,000
units were handled on the leading Intermodal Terminal at Skandinavienkai. The port
will increase its capacities and the berth number 5 will be lengthen and widen for
the next generation of RoRos and ferries. Managing director Prof. Jürgens looks
optimistic into the future because by the lack of drivers the unaccompanied traffic
increases every year. He claims that the manufacturers of tugmaaster have today not
the green solution ready! Electric terminal tractors cannot handle trailers on ramps
in a smooth way.
Planungen für einen Ausbau der bestehenden
6 Gleise auf 720 Meter Länge. Wir
haben heute ein Volumen von 126.000
Einheiten pro Jahr und mit den Gleisanpassungen
haben wir dann eine Kapazität
von 180.000 Einheiten. Wir haben uns
im Volumen seit 2014 verdoppelt. Wir sind
grundsätzlich in der Lage unsere Anlage
komplett zu spiegeln und langfristig
360.000 Einheiten abzufertigen. Deshalb
sehe ich für Lübeck hier keine Einschränkungen
in der Zukunft.
RoPax: Grüner Hafenumschlag, gibt es
hier Neuigkeiten Wasserstoff Tugmaster
und Stapler alle elektrisch umstellen?
Prof. Jürgens: Stapler haben wir schon
teilweise elektrische im Einsatz. Bei den
Tugmastern stoßen Sie bei mir ins
Wespennest, ich bin bei jeder Veranstaltung
sehr engagiert, dass man die
Industrie bitten möchte da etwas zu tun,
da die elektrischen Fahrzeuge die Rampen
nicht hoch kommen. Wir haben in unserer
Werkstatt selber etwas rumgebastelt aber
das ist keine Lösung. Ich habe das auch im
politischen Umfeld angestoßen, dass hier
Anreize geschaffen werden müssen.
RoPax: Danke für das Gespräch
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 11 / 05.2022

56 / NEWBUILDING
Wasaline Wasaline
RoPax 11 / 05.2022

NEWBUILDING / 57
Aurora Botnia
– green efficient floating laboratory
Wasaline launched in August 2021
its new LNG powered RoPax ferry
“Aurora Botnia”. It was a long way to get
the first new built vessel since 1940 on
this traditional line between Vaasa and
Umea. 2016 the idea started to develop a
very green ferry for the Kvarken link.
Wasaline promotes its nice ferry as the
most environmentally friendly passenger
vessel on earth when delivered. The
ferry accommodates 800 passengers, and
it has a cargo capacity of 1,500 lane
meters for cargo and cars. The vessel is
constructed at Rauma Marine Constructions
shipyard. Peter Stahlberg managing
director of Wasaline was one of the
main drivers for this Nordic innovation
project.
ENGINE CONCEPT
The ferry has four Wärtsilä dual fuel
engines with a total power of 17.600 kW
based on an electric propulsion system.
There are no auxiliary engines installed. In
slow steaming mode (4-hour crossing)
only one engine is needed. In summertime
the ferry makes four crossings in three and
a half hours per direction and they need
only two main engines for the speed. Chief
engineer and technical Director Jonas Teir
is happy with the performance of “Aurora
Botnia”. The winter had a lot of ice and the
vessel performed very good. It was Peter
Stahlberg who recommend using Azipod
propeller system (supplied by ABB) to get
a much better maneuverability. The
captains are very satisfied with the performance
of the vessel. Today the engines can
use diesel or liquefied natural gas and the
company works to get also biogas.
Aurora Botnia has 1.500 lanmeters cargo deck
JPE
Christoffer Björklund
View to the weather deck also usable for dangerous cargo
Wasaline has a cooperation with Wärtsilä
on a ten-year contract. One main engine is
owned by Wärtsilä and it gets a lot of
updates and test installations. Unique for
this ferry is the show room in the engine
room. Wärtsilä main engine production is
in Vaasa and clients can come on board
and see live the engine performance and
operation. “Aurora Botnia” has its LNG
tanks under the main car deck and can
load 160 cbm LNG. Additionally, there are
2.2 MWh batteries installed to make an
electric operation in port possible but
there are plans to install more batteries in
the future. In both ports “Aurora Botnia” is
supplied by shore power to charge the
batteries and to stop the engines. The
vessel is a multi-energy saver and will
comply to the upcoming IMO regulations
regarding carbon and sulphur emissions.
The ventilation and lightning in the cabins
and in public spaces have an intelligent
steering system to save energy.
PUBLIC FACILITIES
The design of the ferry was created by
Kudos design. The design is very simplified
just like the Botnia region is known as at
its best. At the passenger and cabin deck 8
there is one à la carte restaurant and in the
front area a huge buffet restaurant with a
very wide various food supply and a café
for self-service. At deck 7 at the front are
the pub and bar with live music and entertainment.
There is a playroom for kids an
information desk, a shop and a business
lounge and a comfort lounge. The vessel
has only 150-meter length, but the public
facilities offer a lot of space and different
areas to get a good time on board.
Wasaline installed the first cabin key
printing automat at a ferry. Guest could
show their QR code at a scanner and will
get a printed key for the cabin. This
solution was provided by Carus, one of the
suppliers and partners of Wasaline. The 45
crewmembers are mostly sourced by local
people from Finland and Sweden which a
very motivated. Passengers can get the
feeling of a great family serving them.
There are many people from Sweden and
Finland who use the ferry for a short
cruise. Although duty free is not possible
to offer on board the catering and entertainment
concept attract young and old
people to join a typical Botnia day cruise.
In total there are 68 cabins inside and
outside with a lot of space and very modern
sanitary rooms.
CARGO IN FOCUS
The line between Sweden and Finland has
an upcoming cargo growth in focus. In the
Nordic region over 100 billion Euros will
RoPax 11 / 05.2022

58 / NEWBUILDING
Talk with Peter Stahlberg, managing
director of Wasaline
RoPax: You have a wonderful new RoPax
ferry with very good service. How is your
first result for the last six months?
Peter Stahlberg: If I look back it was a
challenging time, we had a lot of changes
and limitations with the pandemic and
now we have the war and higher energy
costs and since 2013 we had the biggest
coverage of ice in Finland. There we could
test “Aurora Botnia” in ice, and she
performed very well, and she has
performed over our expectations in heavy
ice! We had an early start because we had
to give the old vessel “Wasa Express” to the
new owners and that’s why we started the
service with a not complete vessel. We had
the workers of the yard over 3 months on
board to finalize all works.
“We could test
“Aurora Botnia” in ice,
and she performed
very well, and she has
performed over our
expectations in heavy ice!”
JPE
be invested in new factories for green
energy like Northvolt and more. Wasaline
will be a part of the supply chain system.
The RoPax vessel has in total 1,500 lane
meters on two decks. There are today a lot
of project loads, and also new forest
machines. On the upper car deck at deck 5
at starboard side there is an additional
hanging deck for cars. In the high season
the ferry is well used by tourist and passengers
and some departures are very good
booked in the high season. Today the ferry
can accommodate 800 passengers but
there is enough space and rescue and
lifesaving equipment to increase the
capacity up to 920.
In the Botnia area there are sometimes
strong winds and a tough sea. The installed
stabilizers offer a very good seakeeping
and stability. The captain Anders
Andersson is happy with the vessel and he
likes to sail with her in ice or hard weather
because “Aurora Botnia” has much power
to keep the schedule.
JPE
RoPax: I talked with the crew how Aurora
Botnia is in hard weather and they told me
it is much better seakeeping than the old
ferry.
Peter Stahlberg: In the area where we
operate we have very heavy seas especially
in regards to south west winds we get hard
sea but with the new vessel we have good
results.
JPE
RoPax 11 / 05.2022

NEWBUILDING / 59
RoPax: How satisfied are you with the fuel
consumption?
Peter Stahlberg: We have the same consumption
as with the old “Wasa Express”
but we have 22 trips more per month
compared to the old ship. We set up a new
energy management! We have the possibility
to put more batteries into our vessel
with a capacity up to 3 MW.
If the LNG price will increase more, we are
also ready to shift to bio gas. We are well
prepared for this.
JPE
Very good compact wokr place at the bridge wing
Captain Anders Andersson
RoPax: Your boarding process is very
smooth will you install more automated
check in system?
Peter Stahlberg: Yes, we will install an
automatic check in for cars in Vaasa and
later for trucks. When the truck checks in
JPE
and drives on board, the invoice will be
generated automatically!
RoPax: Today you are using an internal
ramp for you upper deck?
Peter Stahlberg: Yes, the vessel is ready
for drive trough up from outside, but the
ports are not ready. “Aurora Botnia” is
ready for drive through on the upper
deck.
RoPax: How is your opinion about the
upcoming cargo traffic caused by the new
industries in north Sweden and Finland?
Peter Stahlberg: We will get a battery
factory in Vaasa and there is one in
Skellefteå and they will get parts from
Vaasa. We will see 5-6 trucks daily and also
the connections to Umea will be growing
and we see us as a feeder service in both
directions.
We are part of the Chinese connection by
Nurminen transport company via Kokkola
but due to the sanctions we have today no
traffic. It is a green transport via rail and I
hope our vessel we will be back soon for
this trade.
JPE
VON LEHMANN IN LÜBECK
NACH EUROPA
16.000 m 2
ZUSÄTZLICHE HALLEN-
LAGERFLÄCHE IN LÜBECK
NEU
Container
from/to
Lübeck
MegaHub
Lehrte
Munich
Verona
Bari
Combined
Ferry
Ludwigshafen
Duisburg
RoPax 11 / 05.2022

60 / DATA SHEET
RoPax 11 / 05.2022

RoPax 11 / 05.2022
INTERVIEW / 61

62 / MARKET REPORT
The hard Competition
around Balearic Island
Grimaldi Trasmed, Balearia, GNV and Trasmapi
Covid 19 changed a lot in public live
but also in the ferry scene in Spain.
Due to closed borders between Spain and
Morocco German FRS group started in
2020/2021 operations between Mallorca
and Menorca and Ibiza to Formentera.
After some technical problems and the
upcoming competition FRS decided to
leave the market. But the gab was filled
with the next players. Today we have
three big operators Grimaldi, Balearia,
GNV in a direct competition at the
routes from Barcelona to Mallorca,
Menorca and Ibiza, and from Valencia to
Mallorca and Ibiza.
As a fourth player Trasmapi will attend the
market with a fleet of second hand fast
ferries. Trasmapi took over the licence of
FRS between Alcúdia (Mallorca) –
Ciutadella (Menorca) the “Fairweather”
will be operating two round trips per day
and at the weekend with more rotations.
But the fast ferry from Canada is not ready
and the start of the service could be in
also in four RoPax vessels, which operate
on all routes in hard competition. Grimaldi
is very active around the islands and we
will see in the next month new routes,
which nobody has on its list but this routes
will generate new market and more
potential.
BALEARIA STRONG POSITION
IN THE BALEARIC MARKET
Baleària’s 2021 results show that the
shipping company has been able to
overcome a complex situation marked by
the pandemic and growing competition.
The 103 million euros of EBITDA have
enabled the company to offset the 15
million euros of losses from the previous
year, repay debt, consolidate its solvency
and continue with the scheduled
investment plan. In terms of passenger
traffic, 2,911,000 people and 765,000
vehicles travelled with Baleària in 2021,
38% and 29% more respectively than in
2020, but well below pre-pandemic traffic
levels (-34% and -28% respectively).
??????????
JPE
June. Trasmapi is owned by Insotel Marine
Group (IMG), part of the family-controlled
Grupo Empresas Alonso Marí,
S.A.. Trasmapi wants also to start a service
with the two additional fast ferries
“Chenega” and the “Condor Rapide”
between Gandía (Mainland Spain) and
Sant Antoni at Ibiza and a second route
between Gandía-Ibiza-Palma. But these
routes are not open and the traffic is not
confirmed. But to be in a strong position
Trasmapi cooperates with Grimaldi
(Trasmed GLE). Passengers can book
direct a trip from Barcelona or Valencia to
Formentera with Grimaldi and have one
ticket with a change at Ibiza port to the
Trasmapi ferries. The main competition
runs between Balearia and Grimaldi
because both operators have 98% of the
cargo market under control. Grimaldi has
more cargo transports and offers much
more flexibility like the transport of 1.000
new rental cars by Eco Livorno of the
green Eco Class RoRos from Italy direct to
Mallorca! But GNV from Italy invested
Grimaldi Trasmed
RoPax 11 / 05.2022

JPE
Attica JPE Vincente Costa, ferrybalear.com
MARKET REPORT / 63
In 2021, freight transport grew by 15%.
Of the 6,584,000 linear metres transported,
24% were on international routes,
which recorded the strongest growth
(+17% compared to the previous year and
+48% compared to 2019), especially the
lines serving Morocco, on which only
freight transport was permitted.
Baleària’s CEO Adolfo Utor emphasised
the company’s commitment to cleaner
energies: “Our goal is zero emissions in
2050. We are involved in projects linked to
green hydrogen and renewable
bio methane, and we are committed to gas
as a transition fuel.” In the first quarter of
2022, the shipping company already
operates nine ships with dual engines in
which it has invested 380 million euros,
and which are compatible with the use of
these CO 2
-neutral energies. In 2021, the
use of natural gas grew by 36% and allowed
Baleària to stop emitting 56,000 tonnes of
C0 2
, despite the fact that in October it was
forced to restrict its use to port-based
manoeuvres and port.
GNV NEW PLAYER
GNV is owned by the Aponte family
leading container vessel operator (MSC
Group) of the world and entered 2021 the
Trasmapis new catamaran from Canada will
start more competetion againts Balearia
Balearic market with two Visentini RoPax
ferries. For the season 2022 GNV will
operate with four RoPax ferries from
Barcelona to Menorca, Mallorca and Ibiza
and from Valencia to Ibiza and Mallorca.
The company generates its revenue today
mainly by passengers and tourists and has
not a real market share in cargo traffic to
the islands. But the Aponte family
generated a lot of revenue from its
container business to enter new markets.
(see article GNV)
JPE
Efficient
sea transport
Bergen
Stavanger
with
Fjord Line
Freight
Langesund
Kristiansand
Oslo
Sandefjord
Strømstad
Fjord Line is Norway’s second
largest international ferry shipping
company for passengers and freight
between Norway, Sweden and
Denmark. Fjord Line operates four
vessels on five routes. The main
routes are from the Danish port of
Hirtshals to Stavanger, Bergen and
Langesund in Norway. In summer the
brand new ferry Fjord FSTR operates
to Kristiansand. Fjord Line also runs
MS Oslofjord between Strömstad in
Sweden and Sandefjord in Norway.
Hirtshals
Contact us by telephone
+57 51 46 40 00 or e-mail
hakon.leidland@fjordline.com
or claus.riis@fjordline.com
003498_RoPax_178x126.indd 1 03.05.2022 09:44
RoPax 11 / 05.2022

64 / INTERVIEW
Fjord Line
Fjord Line more traffic by fast service
Fjord Line was hit by Covid 19 regulations very hard in 2020 and in 2021. In 2021 the Norwegian ferry operator
introduced its new fast catamaran “Fjord FSTR” at the route Hirtshals – Kristiansand. The new cat is a success
and the company got in 2021 a new CEO, Mr Brian Thorsted Hansen. RoPax was in Hirtshals and spoke with
the CEO and the freight director Claus Riis about the results and activities of Fjord Line.
RoPax: How was the pandemic time for
Fjord Line?
Brian Thorsted Hansen: As you know my
part in Fjord line started in 2021. For Fjord
Line it has been a very tough time we had
to stop the business and to restart and to
stop.
The global pandemic that hit Fjord Line in
March 2020 continued to play a significant
role for Fjord Line in 2021. Despite the
immense challenges, Fjord Line continued
to invest in improved customer experiences
and responsible maritime travel and we
proudly introduced Fjord Line’s brandnew
catamaran HSC Fjord FSTR in service
in June 2021.
The global pandemic and the government-imposed
travel restrictions continued
to be the cause of our challenges in
2021 as it has been since the outbreak of
the pandemic in March 2020. The
pandemic impacted all of Fjord Lines
businesses and during this challenging
period, our focus within the strict government-imposed
travel restrictions continued
to be securing a responsible
business continuity for our customers, and
the health and safety of our employees and
customers – and at the same time
navigating Fjord Line through yet another
year of the global pandemic and securing
the future development of the group.
“The global pandemic
that hit Fjord Line in
March 2020 continued
to play a significant role
for Fjord Line in 2021.”
Our employees have throughout the
pandemic shown continued efforts,
commitment and loyalty. We have made
changes to the way we operate, and our
employees have adapted to these changes,
always with a strong focus on securing
the health and safety of our customers
and employees. Your ability to continuously
being innovative and develop
our business.
RoPax: How is the outlook in your pre
bookings for 2022 do you will see more
passengers?
Brian Thorsted Hansen: Yes, there is a
difference in nationalities the people from
Scandinavia are travelling again. Between
Denmark to Norway and Sweden to
Norway passengers are back. They have
the apatite to make trips. But the Germans
are still reluctant due to the ongoing
covid19 situation at the level that we used
too. The lead-time of Germans and Dutch
people are normally longer. The figures
look fine compared to the last years. We
have more Danish and Norwegian people
on board.
RoPax: You are operating now since 2014
the two wonderful cruise ferries “Bergensfjord”
and “Stavangerfjord” with LNG,
how do you cover the actual high prices for
LNG?
RoPax 11 / 05.2022

INTERVIEW / 65
will use LPG but the problem is to get LPG.
We invest into a company to develop an
LPG source. The vessels can use LPGs
without huge rebuilt.
Claus Riis
Brian Thorsted Hansen: First of all, that is
a single fuel set up we can not switch over
to MGO we must sail with much more
sustainable LNG. The basic idea of this
operation is to be sustainable.
Fjord Line introduces temporary fuel
surcharge As a result of the war in Ukraine,
oil and gas prices have risen to historically
high levels. For Fjord Line, the consequence
is an immediate and significant
cost increase associated with all sailings.
The company now does like several other
“We have wonderful
LNG vessel and for
the medium term we
are well positioned
regarding carbon tax
and emission fees.“
shipping companies and introduces a
temporary fuel surcharge on the tickets.
Fuel is a major cost for everyone involved
in shipping, including Fjord Line. As the
situation has developed, we see no other
way than to introduce a fixed supplement
to compensate for the unforeseen price
increases. For the sake of customers, we
obviously hope that this will be shortlived,
but it depends on how oil and gas
prices develop in the future,
We have installed a lot of energy saving
program and we are sailing slower by
starting earlier if all passengers are on
board. At “Stavangerfjord” we put the new
paint silicon on the bottom and that is a
huge saving for us. We will do the same
with “Bergensfjord” next year.
Fjord Line
RoPax: With LPG you have less CO 2
emission than with LNG.cLet us look at
your fast ferry “Fjord FSTR” how was the
first season with this nice fast catamaran?
Brian Thorsted Hansen: Our first season
with “Fjord FSTR” was fantastic! People
like the catamaran and if we look at the
volumes, which we generated, it was above
our expectations. We had no technical
issues! You have some limitations to
operate with a catamaran due to weather
conditions but ours operates very well! For
2022 we are looking positively forward we
will make in the high season three round
trips.
RoPax: I think you will get more market
shares with three roundtrips
Brian Thorsted Hansen: Yes, we got in
2021 more market shares and we will
continue our way in 2022!
RoPax: You have a very good service on
board and a good food concept, and the
business class is wonderful with its view
over the bow. You transport also trucks at
Fjord FSTR!
Claus Riis: Yes, we offer this to our cargo
clients. We have theoretically space for
30 trucks, but we have limited the space
because with trucks we cannot generate
such revenue like with passenger cars and
caravans. But we have also a piece of the
cargo cake from Kristiansand.
RoPax: What is your opinion about the
new line from Kristiansand to Eemshaven?
Brian Thorsted Hansen: We think it is a
good service from market perspective. We
Brian Thorsten Hansen
welcome a new operator it is for us not so
much competition we see here potential
that passengers will use our connection to
Hirtshals in combination.
RoPax: If we look at the cargo how much
trailers do you transport unaccompanied
and how much accompanied?
Claus Riis: 10% of our cargo is unaccompanied
but we see the signals and the demand
to transport more unaccompanied
cargo I think it will increase. We are prepared
we have tug masters and all facilities
for trailers and container transport. We
have a good performing tug master service
to keep our schedules and the turnaround
time!
Together with Terberg we are discussing
the future of electric tug masters and the
possibility for us to go from gasoline
driven to electryfied units.
RoPax: Do you have plans to expand your
network?
Brian Thorsted Hansen: It is on the desk
we have the situation to get out more in
what we do today and then we are looking
into new opportunities!
RoPax: Thank you for your time and the
information.
Fjord Line
RoPax: Do you have plans in some years to
order new vessels with other propulsion
systems?
Brian Thorsted Hansen: We have
wonderful LNG vessel and for the medium
term we are well positioned regarding
carbon tax and emission fees. These vessels
are from 2013 and 2014. We have invested
to possible Biogas and in the future, we
The Oslofjord operates between Sweden (Strömstad) and Norway (Sandefjord)
Fjord Line
RoPax 11 / 05.2022

66 / NEWBUILDING
Stena
Scandica
Stena Line’s “jumbo” Visentini
RoPax 11 / 05.2022

NEWBUILDING / 67
Neubau
Hypatia
de Alejandria
RoPax 11 / 05.2022
Stena Line

68 / NEWBUILDING
Shop
Coffee Bar
Metropolitan Bar
Kai Ortel
Main passenger deck 5
Living Room
No other route in the vast Stena Line
network is going through the same
amount of rapid changes like the one
between Nynäshamn and Ventspils.
Acquired from Scandlines in 2012, the
service between Sweden and Latvia has
gone from strength to strength ever
since, resulting in the introduction of no
less than five new ships in the 18 months
between spring 2021 and autumn 2022
alone, the most important to date being
the jumboized “Stena Scandica”.
Unlike the capital cities routes between
Stockholm, Helsinki, Tallinn and Riga, the
Stena Line service between Nynäshamn
and Ventspils is not focussing on tourists
and mini cruise passengers, but mainly on
freight. Much of the latter is accompanied,
resulting in tonnage with both a high cargo
intake and a moderate amount of cabins.
When the route was served by Scandlines’
elderly “Ask” in 2010, annual traffic numbers
were in the region of 37,000 passengers
and 28,000 trailers – figures multiplying
in the following years to reach some
152,000 passengers and 61,000 trailers in
2015. As from 2011, the route was in the
hands of ferries of the Visentini type which
are well-known for their combination of
high cargo capacity, fairly high speed, low
fuel consumption and handy crew size.
Two standard Visentinis have been in
service since 2011 (“Scottish Viking”) and
2014 (“Stena Flavia”) respectively, with another
one (“Stena Livia”) replacing the
“Scottish Viking” in April 2021. Another
notable change for the route came in
November 2020 when Stena Line switched
port on the Swedish side from Nynäshamn
to Norvik, the latter having been newly
constructed a few kilometres outside
Nynäshamn.
Kai Ortel
THE CONVERSION
In order to allow for further growth in
cargo numbers on the Sweden – Latvia
service, Stena Line decided in October
2020 to replace the standard Visentinis by
larger units of the same type – the rebuilt
“Stena Lagan” and “Stena Mersey”. These
ships had been constructed in 2005 for
Norse Merchant Ferries’ Irish Sea service
between Birkenhead and Belfast which
was subsequently taken over by Norfolk
Line (2006), DFDS (2010) and finally
Stena Line (2011). Since Stena Line
replaced these ships with units from its
own E-Flexer series (“Stena Edda” and
“Stena Embla”) in 2020/21, the “Stena
Lagan” and “Stena Mersey” were free for
an unprecedented jumboization to suit
the needs of their future Baltic service.
Stena Line placed the order for the
conversion of the “Stena Lagan” and
“Stena Mersey” with Turkish Sedef
Shipyard in Gebze near Tuzla.
Prior to the arrival of the “Stena Lagan”,
Sedef Shipyard prefabricated both the
new 36 metre-midbody section to be
inserted and a whole new bow section for
the ship. The vessel (Visentini’s yard no.
212) arrived at Sedef on 16 April 2020
with the actual lengthening starting in
August that year. Due to the Corona
pandemic, the whole project encountered
a number of delays, but on 22 May 2021 at
last, the lengthened ship, now renamed
“Stena Scandica”, could embark on sea
trials. She was redelivered to Stena Line
on 18 June 2021 and entered service on
the Norvik – Ventspils route on 26 July
2021. No less than Sten A. Olsson himself
participated in the inaugural event of
the ship in Ventspils which attracted a lot
of attention in the town and beyond
that day.
25% MORE CARGO CAPACITY
The jumboization from 186.50 metres to
222.10 metres in length resulted in a
considerable capacity increase for the
ship, not only with regard to the vessel’s
cargo decks, but also to her cabins.
Furthermore, the conversion also brought
changes to the ship’s loading configuration
and steering equipment.
Overall, the “Stena Scandica” with some
2,875 lane metres (compared to 2,271
Tourist cars parked on deck 6
Kai Ortel
RoPax 11 / 05.2022

NEWBUILDING / 69
before her conversion) now boasts a 2 5%
higher freight capacity. Onboard the
“Stena Scandica”, commercial and tourist
vehicles are separated from each other,
with also the two dedicated car decks
having benefitted from the jumboization.
With all Visentini-type ferries being
stern-loaders, the “Stena Lagan” and
“Stena Mersey” had to be adapted for
drive-through operations in the Baltic.
Therefore, their new bow configuration
incorporates side-swinging bow doors
and a single-lane tiltable ramp. In their
new guise as the “Stena Scandica”, the
former “Stena Lagan” now is also fit for
double-level loading.
However, another new feature of the
rebuilt ship was definitely needed from the
Main cargo deck 3
Kai Ortel
Green field sun deck at night
with space for 142 passengers. It is this
lovely space that brings the “Stena
Scandica” closest to a certain degree of
cruise feeling onboard. Adjacent to the
living room is the slightly smaller Coffee
Bar with seating for 118 guests and a view
of the nearby children’s playroom.
When we travelled onboard the “Stena
Scandica” in November 2021, we heard
that transport figures were rising again but
that they were not yet back at pre-Covid
levels.
Apart from the regular lorry drivers, the
passenger mix on the Norvik – Ventspils
route is quite diverse. During summertime,
the route is mainly used by tourists
Kai Ortel
from Sweden, Norway and Denmark with
especially the weekend sailings booked by
Scandinavians on their way to or back
from holidays or business trips in the
Baltic States. In westerly direction, drivers
from Lithuania and Latvia regularly
transport building parts for family houses
onboard the Stena Line ferries. A considerable
part of the passenger load is also
made of workers from the Baltic States
who literally travel to work in Sweden by
sea.
SISTER SHIPS
The same procedure that the “Stena
Lagan”/”Stena Scandica” has gone through
has also been applied to her sister ship
“Stena Mersey”/”Stena Baltica”. The latter
had arrived at Sedef shipyard for her
conversion on 22 February 2021 and went
on sea trials after her lengthening on
07 December 2021. She arrived at
Gdansk’s Remontowa shipyard on
02 January 2022 for some last-minute
adjustments and storing before joining her
fleet mate “Stena Scandica” on the Norvik
– Ventspils route on 17 January. Since that
time, both sisters have served the route
reliably together.
Kai Ortel
outset: an extra bow thruster that gives the
vessel’s master a better manoeuvrability of
the ship. During her conversion, the “Stena
Scandica” has also been equipped with
hybrid exhaust gas scrubbers (membrane
filters), the Baltic Sea of course being a
Sulphur Emission Control Area (SECA).
CRUISE VISENTINI
The second complete makeover within
only eight years definitely makes the “Stena
Scandica” the most beautiful in her class,
her former selves being almost unrecognizable
in the vessel’s present shape.
First of all, the inserted mid-body section
on her main passenger deck (deck 5)
allowed for the incorporation of 82 new
four-berth cabins which raised the ship’s
overnight capacity from 480 to 796 berths
(120/202 cabins). For the budget- conscious
travellers, there are now two lounges with
airplane-style seats on board – one aft
(34 seats) and a larger one on starboard
(68 seats). Both occupy the space below
the funnel where once was a cinema and a
tiny onboard shop.
The area just before the new cabin section
has undergone the most radical transformation
onboard the “Stena Lagan”/
”Stena Scandica”. Not only has the reception
moved forward to this space, but
also the new onboard shop which is
considerably larger and better appointed
than its counterpart on the standard
Visentinis. The most striking new feature
however is the “Living Room”, a wellappointed
TV lounge cum bar on starboard
Kai Ortel
Unloading via the stern at Ventspils.
RoPax 11 / 05.2022

70 / REPORT
Hansa Destination
Capacity Increases for TT Line,
Hansa Destination, Unity Line
Ferrymarket Sweden – Germany – Poland
The ferry operators in the South Baltic
area are very active in strengthening
their position and in preparing for
growth. In August 2021 Rederi Gotland
AB launched the new service between
Nynäshamn (Stockholm Region) and
Rostock (Germany). Swedish Trafikverket
published a tender to transfer
road cargo to sea transportation. Rederi
Gotland AB, well experienced with
public tenders in Sweden, got the
contract to build up the new service.
Today two vessels, the RoPax ferry
“Drotten” and the RoRo ship “Eliana
Marino” serve the line. Six departures are
offered in both directions per week. In the
first month the cargo volume was below
expectations, but now this is beginning to
improve. A better schedule with two ships
should also generate more cargo units on
the route.
In a short interview with Marc Bode, part
of the management team at HHBode
Spedition, the leading forwarder for Lidl
group from Germany to Sweden and Finland,
he pointed out the new line to
Nynäshamn is nice but not many units
will be shipped with the company due to
the supply chain base. Stockholm is a
consumer market but companies like HH
Bode also use the train shuttle from
Germany (via Lehmannkai Lübeck) to
Sweden. There is however a limitation for
all trailer-carrying trains to only carry
Drotten in the port of Rostock
Hansa Destination TT Line
Stena Line
trailers above 14 tonnes in weight. The
Danish authorities set this limit after the
accident at the Great Belt Bridge in 2019.
Light trailers and loads must be shipped
via the ferries to Sweden. HHBode is using
all carriers and is also looking forward to
an increase in the train service.
TT LINE BOOSTS CAPACITIES
Another operator used by HH Bode is TT
Line with its network from Trelleborg to
Klaipeda, Świnoujście, Rostock and
Travemünde. The first new green ferry
“Nils Holgersson” is now in service and
the second one, the “Peter Pan,” will arrive
this coming autumn (2022). But TT Line
will use the larger ships more to destinations
in the east. The new vessels will serve
the Trelleborg – Świnoujście line in a typical
TT Line rotating schedule to maximise
the use of their larger capacities and to
shorten port turnaround times. Between
Poland and Sweden much more capacity is
offered today with a further increase
expected when the new “Peter Pan” enters
service. Competitor Unity Line has
reacted and increased its departures from
Trelleborg to Świnoujście, but their
vessels are much smaller. The new “Nils
Holgersson” is a very nice vessel with a
great area of passenger accommodation.
TT Line has been satisfied with the
per formance of the vessel in the first weeks
of operation and the feedback from the
market has been positive. As a result of the
capacity increase it is possible that more
RoPax 11 / 05.2022

REPORT / 71
JPE
Finnlines Nordö Link service from Travemünde to Malmö RoPax “Finntrader“
traffic will shift to the western route from
the eastern link via Gdansk to Sweden,
with more departures and a higher
reliability!
TT Line now offers daily departures
between Trelleborg and Klaipeda, with two
departures at weekends, due to an increase
in the RoPax ferry fleet and the overall
capacity on the service. The “Marco Polo,
“Nils Dacke” and “Tom Sawyer” currently
serve the line. Trelleborg is increasingly
being used as a logistical port hub with the
port authority and some of the port’s
operators seeing a potential to boost the
logistical services to the region.
NEW E-FLEXER FOR STENA LINE’S
ROUTE TO POLAND
Stena Line will launch its two new 240m
long “Mark II” E-Flexer ferries on the
route between Karlskrona and Gdynia.
The first one, the „Stena Estelle,“ will
commence operations in July 2022
whilst the second ship will be delivered in
November. Both were originally to be
deployed on the service between
Nynäshamn (Sweden) and Ventspils
(Latvia) but, due to particularly strong
freight growth in the southern Baltic Sea
network, Stena Line has decided that the
E-Flexers will be more suitable on the
Sweden-Poland route for the time being.
The decision was also taken as the pressure
is high to provide the optimum service on
this sea transport corridor between the
two countries.
JPE
CONNECTING EUROPE FOR
A SUSTAINABLE FUTURE!
At Stena Line we have the ambition to lead the development
towards fossil fuel free shipping and sustainable transport at
sea. We are investing in new technologies and various alternative
fuels and are already 10 years ahead of the international shipping
industry’s target for reducing carbon dioxide emissions..
Read more about our work and services at
stenalinefreight.com
Or feel free to contact us.
We will be happy to speak with you!
RoPax 11 / 05.2022

72 / NEWBUILDING
RoPax 11 / 05.2022

REPORT / 73
New Visentini
GNV Bridge
– Expands in the Med
??????????
RoPax 11 / 05.2022
JPE

74 / NEWBUILDING
JPE
(Grandi Navi Veloci)
GNV owned by MSC group,
entered the ferry market around the
Balearic Islands in 2021 with the
two-chartered Visentini RoPax “GNV
Sealand” and “GNV Bridge”. “GNV
Bridge” was new delivered in 2021 as
conventional RoPax from Visentini yard
in Italy. The start of GNVs Balearic
service in 2021 was a first step to develop
a new business in this area. With the
two RoPax the lines Barcelona to Palma
and Valencia to Palma via Ibiza were
served. GNV transported in the first
month mainly passengers and cars. But
the Italian company invested in more
vessels and will sail the season 2022 with
four RoPax ferries.
The Italian group that transports passengers
and cargo, in addition to continuing
with its daily lines between Valencia with
Palma de Mallorca and Ibiza, and between
Barcelona and Palma, plans to expand the
routes from Barcelona to Ibiza and
Mahón, which currently have three weekly
frequencies to be daily. In addition, it
has reached an agreement with the local
operator Formentera Cargo, so that its
cargo service from Valencia and Barcelona
will also reach that island and it is
working to offer a door-to-door service to
its freight customers.. The additional
RoPax ferries are the GNV Spirit (former
JPE
Buffet Restaurant
Cap Finistere) and the chartered “Golden
Bridge” In this market with a strong
seasonal passenger business and a long
winter period it is a hard job in competition
with two other big operators to
generate good revenue. GNV will focus
more on the cargo traffic and calculate a
continuing increase of cargo flow to the
Balearic Islands. The owners have enough
capital power to stay longer in the market.
GNV Bridge is a new RoPax built in 2021
by Cantiere Navale Visentini (Porto
Levante/ Venice, Italy) shipyard in Italy,
waving the flag of Italy. The vessel accommodates
880 passengers. It is provided
with a total of 157 cabins and 628 beds.
All cabins are equipped with luxury
DUX beds and mattresses, Hansgrohe
RoPax 11 / 05.2022

NEWBUILDING / 75
Typical Visentine rampsystem to upper deck for cars
bathroom faucets and showerheads,
phones, TVs (satellite reception), desk
(mirrored vanity table with chair), open
wardrobe. For Reserved Lounge seats,
passengers can upgrade to GNV Lounge
(total capacity 95 seats / 60-seat Public
Room plus 35-seat Silent Room). Reserved
seat deals are inclusive of airline-type seats
(fully reclining leather armchairs),
complimentary hot and cold beverages
(coffee, specialty teas, soft drinks, wine
by the glass), snacks, newspapers,
magazines.
“GNV Bridge” is able to transport 190 cars
and 116 freight vehicles. GNV Bridge is
owned by Visemar di Navigazione Srl and
operated by GNV-Grandi Navi Veloci
SpA. The crew is Italian and offers a very
good service and good food. On board is
one huge self-service restaurant and one
bar and at the sun deck a kiosk could be
open.
In the first season it was a tough job for the
bridge crew because the captain had to
made a lot of manoeuvres due to the short
transit times and many ports. GNV Bridge
got the first ‘wind blade’ by Naos Design
on board. This Windblade is subsidised
by a EU program to develop sustainable
shipping. -Wepas - Wind Energy Propulsion
Aid for Ships. The expected result
is the reduction of the environmental
impact and operating costs of maritime
JPE
transport. The windblade is only in use if
students from the university of Undine are
on board to make the research work.
GNV EXPANDS ON
LONG DISTANCE ROUTES
Grandi Navi Veloci (GNV) adds this
season five new lines to its network that
will reinforce the maritime connections
between Morocco and Spain, Italy and
France. The company will expand its fleet
with five additional chartered ships that
will operate these routes on a regular basis,
between two and three times a week. The
new routes incorporated are: Barcelona
(Spain)-Tangier, Barcelona-Nador, Genoa
(Italy)-Tangier, Sète (France)-Tangier and
Séte-Nador.
This expansion is part of its strategic plan
to strengthen its position in the international
market. These new maritime
routes represent for the company a ‘firm
commitment’ to the reactivation of maritime
tourism to and from the ports of
northern Morocco, especially those with
access to the Mediterranean Sea. GNV
uses for the expansion second hand RoPax
vessels. The business model is focused on
passenger transport and partly cargo units
in the Mediterranean area. GNV CEO,
Matteo Catani pointed out that the ferry
operator will continue its plans for
expansion also if the fuel price will
increase.
JPE
JPE
Passenger facilities buffet restaurant,
children payroom and a huge sund deck
JPE
Pullmanseat salon
RoPax 11 / 05.2022

76 / INTERVIEW
DFDS growth
in cargo
DFDS invested in new RoRo and RoPax vessels in the last three years.
The last new building from China „Luna Seaways“arrived end of April in
Sweden and will be operating together with sister RoPax „Aura Seawys“
between Klaipeda (Lithuania) and Karlshamn (Sweden). Both ferries are
the biggest RoPax vessels sailing under Danish flag. DFDS had a good
year 2021 and recorded an increase by 8% in revenue compared to 2019
before pandemic times.
RoPax was in Copenhagen and spoke with Peder Gellert Pedersen
Executive Vice President of DFDS Ferry Division. Peder Gellert Pedersen
worked 28 years for DFDS in August 2022 he will retire.
JPE
JPE
RoPax: DFDS reported for the last two
years very good figures and an increase in
cargo volumes in all areas. The Brexit was
not only a challenge also a booster for your
transports. Could you describe how DFDS
managed successful the pandemic and
Brexit times?
Peder Gellert Pedersen: On the passenger
side we were extremely challenged because
we had very few passengers. But this break
gave us the time to reorganise our services
on board of the ferries between Oslo and
Copenhagen We have changed the agreement
with the staff to reduce costs and to
make it more efficient. We have integrated
a stop at the port of Fredrishavn into the
line. We collect northbound a lot of cargo.
We had never been so many bookings for
the winter holidays in the history of our
line by the new stop in Fredrikshavn. We
have now a shorter stay in Copenhagen to
cover the schedule. All in all it is financially
a much better solution for this line.
Of course, we have reduced our EBITDA by
about one billion Danish Crowns caused by
Covid 19 on the vessels in the channel and
also in the Baltic. 2022 is not back to the
level we had 2019. We are not up to 2019 we
see not the amount of pre bookings.
On the cargo side Covid 19 did not really
impact the cargo flows. If you ask also for
Brexit influence on our business, we
covered business by our customer services,
which we implemented. Another fact is we
as DFDS have a logistic business it is easy
to us foresee the opportunities. We are
closer than a normal ferry operator to the
customers because we work together with
companies like Volvo, Carlsberg or Danish
Crown. Brexit has been a challenge for a
time. We continued with our schedules
and had no delays. Many others had to
reduce the schedules and frequencies
between the Netherlands and UK and
there we gained a lot of new customers.
RoPax: How was the result at your Med
services between Italy, France to Turkey
and from France to Tunisia?
Peder Gellert Pedersen: We had hardly
any impact we will be operating 21 vessels
on the service when we took over, we had
16 vessels and we have two mega vessels in
service. We grow with the service which
we running to Tarragona and the
additional capacity, which we took on the
Sète service. We offer additional departures
from Mersin to Trieste. It has become a
huge service we have seen volumes are
increasing rapidly in 2021 there are still
very strong volumes
RoPax: How is DFDS prepared for the
future to cover the carbon-tax. Do you will
slow steam or what is your solution.
Peder Gellert Pedersen: We are in a
dialogue with our industry customers, and
we ask them how they will accept higher
cost due to carbon tax and energy. They
RoPax 11 / 05.2022

INTERVIEW / 77
answered yes, we have to pay more. Of
course, it is a difficult task to implement it.
The consumer realizes that you pay more
if you get things from far away. As
consumer you have to pay more. We have
to do from our side to cover costs by
developing more efficiency. We will take
one third of the more costs, one third the
producer and one third the consumer.
There will be a bill to pay for it. Weather
you do the CO 2 charge, or you burn fossil
free fuels which are four time more
expensive one solution is slow steaming we
can actual do it but on other service like
Dover – Calais there you have to accept
extra costs. But there you can sail with
batteries. There will be for each route an
individual solution. There is not one size
that fits in the whole network. Each route
will have their own green solution in the
future. This will reduce the flexibility in the
fleet but it is the way of reducing emission.
RoPax: If you look at the Brexit in total for
DFDS, did you stay strong?
Peder Gellert Pedersen: If you look at the
Brexit in total. Volumes have dropped but
they will come back and it is a huge country.
UK is looking to get more production there
and automation in production will help and
we will see more traffic and export from the
UK You have fairly good skilled workmanship,
and you can attract people because
ai165148443917_RoPax 2022 PORT OF KIEL blue.pdf 1 02.05.2022 11:40:55
you have the common language. We came
out stronger as before the Brexit because the
basket is bigger. For us there are more eggs
in the basket.
“We came out stronger
as before the Brexit because
the basket is bigger.”
RoPax: Your service between Dunkirk and
Rosslare is also running well?
Peder Gellert Pedersen: Yes, it is a really
good traffic and we have chartered a vessel
from Gotland, which will stay until end of
2022. We have a fantastic situation there.
RoPax: If we look at your Baltic services
how is the outlook for this year? You will
operate two huge RoPax vessels with
4,500-lane meters cargo capacity.
Peder Gellert Pedersen: We have seen a
decrease on the Kiel – Klaipeda service
and we took away the RoRo vessel and we
operate now with two RoPax vessels they
are fully booked. I do not think you will
see more decrease if we look back in 2008
and 2018 were, we had the crisis with
Russia. What happened was the Baltic
States they did to turn to the West because
Peter Gellert Pedersen
all what they got from Russia and Belarus
they took from Western Europe.
RoPax: DFDS announced some years ago
to work on a hydrogen ferry concept for
your line Copenhagen – Oslo. How is the
actual situation in with this project?
Peder Gellert Pedersen: The hydrogen
ferry is on the drawing board. We have
submitted an application for the project.
We await the outcome in the next month
and then we will decide how we will move
on in this project.
RoPax: Thank you very much and thank
you for the long cooperation and we wish
you all he best for you future!
➔ On our webpage www.ropax.de you
can read the complete interview.
JPE
C
M
Y
CM
MY
CY
CMY
K
RoPax 11 / 05.2022

78 / REPORT
Cuxport
Cuxport
JPE
Rostock Port
Port of Rostock
Cuxport – Rostock Port –
Katamaran Alarm
Die Deutschen Häfen wie Cuxport
und auch der Hafen Rostock haben
die Pandemie sehr gut bewältigt.
An der Nordseeküste kommen immer
mehr Schnellfährkatamarane zum
Einsatz. Die AG EMS hat im Herbst 2021
die „Nordlicht 2“ in Dienst gestellt. Der
junge Star Reeder im Norden Jannes
Piepgras hat seinen zweiten Passagierkatamaran
„Adler Jet“ zusammen mit
der Reederei Adler Schiffe in den Verkehr
zwischen den Nordfriesischen Inseln
und Helgoland gesetzt. Die FRS hat ein
grünes Verkehrskonzept für die Elb fähre
vorgestellt.
CUXPORT: BREXIT UMSTELLUNG
GUT VOLLZOGEN
Der Cuxport am Hafenstandort Cuxhaven
ist der wichtigste Hafen für den
RoRo Verkehr nach UK an der Deutschen
Küste. Trotz Covid 19 und dem
Brexit hat der Hafen die herausfordernde
Zeit bisher gut bewältigt. Bedingt
durch die Pandemie und Produktionsausfällen
durch den Krieg in der Ukraine
fehlt das Autoumschlagsvolumen. Neben
seinem starken RoRo Geschäft zeichnet
sich Cuxport auch als exzellenter Stückgut
und Projektladungshafen aus. RoPax
sprach mit dem Geschäftsführer von
Cuxport Herrn Peter Zint.
RoPax: Wie sind die letzten zwei Jahre
mit Covid 19 für den Cuxport gelaufen?
Peter Zint: Wir haben im Vorwege zu
Corona uns auf den Brexit einstellen müssen.
Vor dem Brexit hatten wir nur 5% der
Ladung mit Zollrelevanz und nach dem
Brexit 90% unserer Ladung muss zolltechnische
behandelt werden. Wir haben
daran intensiv gearbeitet damit wir den
Übergang hinbekommen. Dazu gehörten
Investitionen in Soft- und Hardware sowie
die intensive Schulung unserer Mitarbeiter.
Dann hatten wir noch ein
Digitalisierungsprojekt für die Zollabfertigung
aufgestellt. Dieser Angang hat
leider nicht ganz funktioniert und der
namhafte Deutsche Anbieter für solche
Lösungen hat es nicht hinbekommen, so
dass wir uns ohne weitere Kosten von ihm
trennen mussten. Die mehrmalige
Verschiebung des Austritts der Briten aus
der EU-Zollunion und die Corona-Pandemie
ab März 2020 brachten viel Unsicherheit
und Unruhe in diese Vorbereitungen.
Darüber hinaus bewirkte Corona bei uns
einen rapiden Rückgang des Autoumschlages,
da die OEMs im zweiten
Quartal fast komplett die Produktion
einstellten, und auch wir mit Kurzarbeit
Peter Zint
gegensteuern mussten. Der Automobilumschlag
macht bei uns 50% des Gesamtgeschäfts
aus.
Dazu kam das England dramatisch von
Covid 19 betroffen war und dadurch
insgesamt weniger Geschäft gelaufen ist.
Damit war das Jahr 2020 war für uns ziemlich
schlecht. Ende 2020 hat Frau von der
Leyen den Handelsvertrag mit England
unterschrieben und bis dahin war nicht
klar wird es einen harten oder weichen
Brexit geben. Da unabhängig von der
Lösung jedenfalls aber Zolladministration
anfallen würde, haben wir mit hochkonzentriertem
Einsatz bis Ende 2020
unsere Vorbereitungen abgeschlossen. Mit
dieser positiven Lösung, also dem weichen
Brexit im Handel mit England, konnten
wir wenigstens sicher sein, dass es nicht zu
Cuxport
RoPax 11 / 05.2022

REPORT / 79
Handelsbeschränkungen auf Grund von
Quoten oder Importzöllen kommen
würde. Wir haben uns schnell eine IT
Lösung organisiert um die bisher 250.000
jährlich umgeschlagenen Autos ab dem
01.01.2021 zolltechnisch sauber abfertigen
zu können. Wir haben mit allen Beteiligten
diese Umstellung gut hinbekommen
auch Dank der guten Zusammenarbeit mit
dem Zollamt in Cuxhaven.
RoPax: Hat der Zoll in Cuxhaven auch
aufgerüstet?
Peter Zint: Der Zoll hat sich so aufgestellt,
wenn es besondere Herausforderungen
gibt in der Abfertigung, dass die sich bei
anderen Zollämtern bedienen können um
Unterstützung zu bekommen. Wir haben
Rückmeldungen von anderen Kanalhäfen
wo es einige Probleme mit der Zollabfertigung
gab. Bei uns funktioniert alles und
wir haben keine Reklamationen.
Das Jahr 2021 ist dann relativ gut gelaufen.
Wir sind insgesamt auf einem Niveau vor
dem Brexit und führen das auf verschiedene
Ursachen zurück, ,wie z.B. die gute
Zollabfertigung, Covid, aber auch der
Fahrermangel, welcher Frachtfähren mit
unbegleiteten Verkehren attraktiver
macht. woran das liegt haben wir noch
nicht ganz ausgewertet. Wir haben auch
neue Kunden bekommen und haben mehr
Trailer und Stückgüter, wie z.B. Papierprodukte.
Was uns fehlt sind noch Mengen
im Automobilumschlag, obwohl wir durch
den Brexit den Import der Minis aus
britischer Produktion dazu bekommen
haben. da BMW mit dem Deutschen Zoll
bereits mit BMW eine gute Zusammenarbeit
hat. Bisher wurden die Minis über
Belgien gefahren.
RoPax: Merken Sie Auswirkungen des
Ukrainekrieges?
Peter Zint: Nein wir haben keine Ver kehre
die aus der Ukraine oder gen Osten gehen
nur durch die ausbleibenden Autos die an
Vormaterialien aus der Ukraine hängen
haben wir geringere Mengen.
RoPax: Hat sich bei Ihren bestehenden
Verkehren noch etwas ergeben?
Peter Zint: Unsere Kunden sind uns alle
treu geblieben und der Verkehr mit DFDS
läuft gut. Wie sind dabei etwas Geschäft
für den „Onshore“ Bereich für die Windindustrie
zu generieren um die Ausfälle im
Autoumschlag auszugleichen.
RoPax: Wie ist die weitere Planung für
einen Ausbau des Terminals in
Cux haven?
Peter Zint: Wir haben 2018 den Liegeplatz
4 in Betrieb genommen und wir haben in
zweiter Reihe noch eine Gewerbefläche,
die wir in Betrieb nehmen könnten, um
Platz zu schaffen für weiteren Automobilumschlag.
Dazu ist die Investitionsentscheidung
noch nicht gefallen aber hier
können wir kurzfristig unsere Fläche
um10 Hektar erweitern.
Mittelfristig steht im Hafen Cuxhaven
natürlich die Realisierung der Liegeplätze
5-7 mit ca. 1,2 km Pierlänge und 30 ha
Umschlagfläche an. Das Planfeststellungsverfahren
ist bereits abgeschlossen, aktuell
geht es um die Finanzierung der Infrastruktur.
RoPax: Danke für das Gespräch.
ROSTOCK PORT WÄCHST WEITER
Der Hafen Rostock verzeichnete im Jahr
2021 einen Rekordumschlag von insgesamt
30,48 Tonnen.
Der Löwenanteil wurde mit 28,68 Millionen
Tonnen im Überseehafen Rostock
umgeschlagen wo ein Zuwachs von 14
Prozent bzw. 3,58 Millionen Tonnen im
Vergleich zum Jahr 2020 und damit ebenfalls
ein neuer Rekord verzeichnet werden
konnte. „Bemerkenswert am Ergebnis ist
zum einen, dass alle vier Umschlagsgruppen
zum Wachstum beitrugen, zum anderen,
dass auch im Vergleich zum Vorkrisenjahr
2019 beträchtlich zugelegt
werden konnte: und zwar um respektable
11,7 Prozent. Der Hafen Rostock funktioniert
auch in Pandemiezeiten.
Das stärkste Wachstum wurde beim Umschlag
von rollender Ladung im Fähr- und
RoRo-Verkehr erzielt. Mit 1,7 Millionen
Passagieren auf den Fährlinien von und
nach Nordeuropa gab es ein Plus von
330.000 im Vergleich zum ersten Corona-
Jahr 2020. Auch die Kreuzschifffahrt
konnte im Vorjahresvergleich mit 47
Anläufen und 100.000 Passagieren wieder
Fahrt aufnehmen. Insgesamt aber lag der
Passagierverkehr des Jahres 2021 noch
unter dem Niveau der Vorjahre.
RoPax sprach mit den beiden Geschäftsführen
Dr. Gernot Tesch und Jens Aurel
Scharner über die Perspektiven des Hafens
Rostock. Laur Dr. Tesch hat der Aufbau
der neunen Fährlinie von Rostock nach
Nynähamn mit Teilanläufen nach Visby
Auf Gotland auch zu dem Wachstumsergebnis
beigetragen. Das Jahr 2022 hat den
Wachstumskurs in den ersten vier
Monaten fortgesetzt mit zweistelligen
Zuwachsraten. Aber es gab einen Einbruch
Jens Aurel Scharner und Dr. Gernot Tesch
JPE
Horst-Dieter Foerster
Scandlines will use on both Gedser – Rostock
ferries the flettner rotor system, they save
approx. 5% fuel consumption
im Papierumschlag durch einen Streik in
Finnland. Laut Dr. Tesch ist aber auch der
Ausblick für 2022 sehr positiv da alle
Reedereien eine gute Buchungslage
melden.
Hafen wird weiter modernisiert
und ausgebaut
Der Ersatzneubau der zwei ältesten Liegeplätze
im Überseehafen Rostock, 31 und
32, wurde am 19. April 2022 gestartet. Die
62 und 58 Jahre alten Liegeplätze 31 und 32
auf der Ostseite von Pier II im Hafenbecken
B werden auf einer Gesamtlänge von
400 Metern, einer Breite von 18 Metern
und für eine Wassertiefe von 12,50 Meter
neu gebaut“, sagt Jens Scharner,
Die Liegeplätze 31 und 32 werden als
Multifunktionsliegeplätze für den
Umschlag sowohl von Projektladungen als
auch Stück- und Schüttgütern gebaut. Die
Anleger sind in den neunziger Jahren von
der DSR und TR Line genutzt sowie der
damaligen Easy Line nach Gedser.
Zukünftig können an dem Kai auch wieder
Transitanläufe von Kreuzfahrtschiffen
stattfinden können. Das neue Autoterminal
wird diese Jahr noch in betrieb gehen
und weiter ausgebaut. Die beiden 740
Meter langen Gleiseanschlüsse sind fertig
und können über Doppelrampen be- und
entladen werden. Ende 2022 soll der Bau
eines weiteren Teilanschluss an die A 19 ist
gestartet werden.
Kontinuierliches Wachstum im
Kombinierten Verkehr
Der Umschlag intermodaler Lade -
ein heiten im Kombinierten Ladungsverkehr
(KV) im Terminal des Betreibers
Rostock Trimodal GmbH stieg im Jahr
2021 signifikant auf über 121.000 Einheiten
(+ 33 Prozent). Derzeit verkehren
RoPax 11 / 05.2022

80 / REPORT
JPE
wöchentlich 42 Kombiverkehrszüge von
und nach Verona (15) und Bologna (3) in
Italien, von und nach Bratislava (5) in der
Slowakei, von und nach Dresden (10),
Herne (5) und Halle (1) in Deutschland,
von und nach Bettembourg (3) in Luxemburg.
„Wir freuen uns, dass wir auch im
vergangenen Jahr eine äußerst positive
Entwicklung im kombinierten Verkehr am
Standort Rostock erzielen und die Schallmauer
von 100.000 Einheiten erheblich
überschreiten konnten, so Dr. Tesch.
Wasserstoffterminal geplant
Um die Zukunftsfähigkeit zu sichern,
investiert der Hafen Rostock in die
Entwicklung neuer Geschäftsfelder und
die Infrastruktur. Hervorzuheben ist die
Berücksichtigung des IPCEI-Antrages des
HyTechHafens Rostock im Rahmen der
Vorevaluation beim Aufbau der deutschen
und europäischen Wasserstoffstrategie.
Ziel des Projektes in Rostock ist der Aufbau
einer Wasserstoffproduktion von
mehreren Partnern am Standort. Rostock
plant die Nutzung grünen Stromes für eine
100-MW-Elektrolyseanlage zur Produktion
von Wasserstoff oder Wasserstoffderivaten.
ENGLISH SUMMARY
Cuxport
The Cuxport at the port of Cuxhaven is the most important port for the RoRo Traffic
to UK at the German Coast. Despite Covid 19 and Brexit the port is having the
challenging time handled well so far. Due to the Pandemic and production downtime
due to the war in the Ukraine the port miss the car handling volume.
Rostock Port
The port of Rostock recorded in the year 2021 a record total turnover of 30.48 tons.
The main share were 28.68 million tons in the international part of port of Rostock
this is an increase of 14 % or 3.58 million tons compared to the year 2020 and it is
for the port a new record in its history. In comparison to the pre-crisis year a
significant increase compared to 2019 could be recorded by a respectable 11.7 %. The
port of Rostock works even in times of a pandemic. The strongest growth was achieved
in handling of rolling cargo in the ferry and RoRo traffic. With 1.7 million passengers
on the ferry routes from and to Northern Europe there was a plus of 330,000
compared to the first Corona Year 2020. Also cruise shipping compared to the
previous year with 47 attempts and 100,000 passengers again picks up speed. But
overall Passenger traffic of 2021 was still under the level of previous years.
AG EMS
Hafen Rostock beste Lage bei
„Carbon Tax“
Ab dem Jahr 2023 werden die Reeder mit
einer Co2 Steuer belastet, die pro Schiff
festgelegt wird. (Carbon Intensity Indicator)
Wenn die Emissionen über der kalkulierten
Linie liegen, wird am Ende eines
Jahres der Grenzlinie, die Kosten in Rechnung
gestellt. Da zur Zeit die meisten Fähren
im Südschweden und Finnlandverkehr
noch mit MDO (Marine Diesel Oil) betrieben
werden bedarf es zum Einhalten der
Grenzlinie weiter die Geschwindigkeiten
zu reduzieren oder alternative Kraftstoffe
mit geringerem CO2 Ausstoß zu verwenden
oder auch Linien zu verkürzen. Hier
hat Rostock eine ideale Lage im Verkehr
nach Schweden so wie auch für Verkehre
nach Finnland.
FRS STELLT KONZEPT FÜR GRÜNE
MOBILITÄT DER FRS ELBFÄHRE
GLÜCKSTADT WISCHHAFEN VOR
FRS Elbfähre Glückstadt Wischhafen hat
zu den diesjährigen Landtagswahlen ind
Schleswig-Holstein und Niedersachsen ein
Konzept ein grünes Mobilitätskonzept
vorgestellt. Es sieht in drei Schritten einen
Ausbau der Fährlinienkapazität auf 600%
und eine Reduzierung der Überfahrzeit
auf 14 Minuten vor – und dies mit komplett
emissionsfreien Verkehren. Das Konzept
der FRS Elbfähre bietet eine echte
Alternative zur festen A20-Querung durch
eine nachhaltige und umweltfreundlichen
Fährverkehr ohne Wartezeiten. Vor -
ge sehen sind der Bau von vier neunen
RoPax 11 / 05.2022

PORTUGAL
IRELAND
Madrid
Bilbao
GREAT BRITAIN
SPAIN
London
FRANCE
Paris
BELGIUM
FRANCE
Amsterdam
NETHERLANDS
Duisburg
Herne
Wuppertal
Brussels
LUX
Bettembourg
Bern
NORWAY
Hamburg
SWITZERLAND
(Alnabru)
Oslo
GERMANY
ITALY
Verona
Göteborg
Bologna
MONTE-
NEGRO
Kopenhagen
Copen-
Gedser
Rostock
MECKLENBURG-VORPOMMERN
ITALY
SWEDEN
Berlin
Halle
Dresden
Treviso
Rome
Sundsvall
Eskilstuna
Trelleborg
Prague
CZECHIA
AUSTRIA
SLOVENIA
ITALY
Umea
Stockholm
Nynäshamn
Vienna Vienna
Visby
POLAND
Zagreb
CROATIA
Bratislava
Budapest
FINLAND
Rauma
Kotka
Hanko Helsinki
SLOVAKIA
HUNGARY
ESTONIA
LATVIA
Riga
Klaipeda
LITHUANIA
Vilnius
Kaliningrad
RUSSIA
Warsaw
Sarajevo
Tallinn
Belgrade
Curtici
SERBIA
KOSOVO
NORTHERN
Tirana
MACEDONIA
ALBANIA
GREECE
Minsk
Minsk
BELARUS
UKRAINE
RUSSIA
ROMANIA
Sofia
BULGARIA
Athens
Bucharest
Moscow
Moscow
MOLDOVA
Kiev
TURKEY
REPORT / 81
emissions freien Fähren die elektrisch
betrieben werden. Dazu kommt der Bau
von Doppelanlegern auf beiden Seiten und
die Verlegung der Anlege mehr an die
Elbe. Somit wird die Fahrtzeit von heute
22 Minuten auf 14 Minuten verkürzt. Als
weiteren Schritt könnten zwei weitere
Fähren dazu kommen und die Kapazität
um insgesamt 600% gesteigert werden. Es
bleibt abzuwarten ob die Politik hier das
eigentlich geplante Elbtunnelprojekt
aufhebt oder weiter verschiebt. Ohne eine
Zusicherung wird die FRS Gruppe die
Investitionen in neue Schiffe nicht tätigen.
Rekord auf Helgoland
In diesem Jahr werden insgesamt vier
Hochgeschwindigkeitskatamarane die
Insel ansteuern. Die AG EMS setzt in der
Vor und Nachsaison ab Cuxhaven ihren
alten Katamaran „Nordlich 1“ ein der zur
Hauptsaison von dem ganz neuen
Katamaran „Nordlicht 2“ abgelöst wird.
Dazu kommt ab Amrum der in Norwegen
gebraucht erworbene Katamaran „Adler
Jet“ (Do.-SA.), der von den Adler Schiffen
bzw. Jannes Piepgras betrieben wird. Im
Wechsel mit dem „Adler Cat“ (SO-Mi),
der am Wochenende die Linie zwischen
Cuxhaven und Sylt bedient. Der „Adler
Jet“ fährt von So.-Mi. ab Büsum auf der
neuen Linie zu den Inseln Amrum, Föhr
und Sylt. Die Adler Schiffe betreiben hier
“Adler Cat“
Amrum News
als Zubringer den 2019 in Dienst gestellten
Katamaran „Rüm Hart“ der Wyker
Dampfschiffsreederei. Laut Geschäftsführer
Axel Meynköhn ist man mit der
Performance der „Rüm Hart“ sehr zufrieden
und auch mit der Zusammenarbeit
mit der Reederei Adler Schiffe.
Ab Cuxhaven bietet die AG Ems mit ihrer
Tochtergesellschaft Cassen Eils zwei
Abfahrten mit dem Katamaran an und
Samstag sogar drei. Zusätzlich fährt täglich
das Seebäderschiff „Helgoland“. Weiterhin
in seinem gewohnten Fahrplan fährt der
„Halunder Jet“ der FRS Helgoline ab Hamburg
um 09 Uhr und Zwischenstopp in
Cuxhaven mit Abfährt um 11:30. Insgesamt
wird die Transportkapazität ab
Cuxhaven um 30% erhöht. Der Wettbewerb
bei dem derzeitigen Marktumfeld
mit hohen Ölpreisen und einem geringeren
Budget bei den Passagieren, wird
für alle Reedereien dieses Jahr eine
Herausforderung.
Die „Nordlicht 2“ wurde in Singapur auf
der Penguin Werft für die AG Ems gebaut,
die den Katamaran flexibel zwischen Emden
und Borkum sowie Cuxhaven und
Helgoland einsetzt. Mit zwei hocheffizienten
Motoren der Firma MAN vom Typ 175
D, welche für den Einsatz von umweltgerechten
synthetischem GTL (Gas-toliquids)
geeignet sind, erreicht es eine Leistung
von 2 x 2.960 Kw und eine Geschwindigkeit
von 35 Knoten. Das Neubauschiff
verfügt zur Komfortsteigerung über ein
aktives Motion-Damp-System, welches
der Wellendämpfung dient. An Bord
stehen auf zwei Decks in drei Salonbereichen
insgesamt 450 Sitzplätze unter Deck
zur Verfügung, davon rund 350 in der
Comfort-Class und rund 100 Plätze in der
Captains-Class. Weitere 50 Sitzplätze
befinden sich auf dem freien Sonnendeck.
Der Zugang für Gäste mit Gepäck,
Kinderwagen oder Behinderungen ist im
Vergleich zu anderen Schiffen dieser Bauart
verbessert worden und erleichtert den
Einstieg. So gibt es einen gesonderten
Gepäckbereich und für Behinderte auch
einen Lift vom Hauptdeck zum Ober- und
Sonnendeck. Auf beiden Decks gibt es
eigenständige Gastronomieangebote. JPE
Silk Road CHINA
NORTH
SEA
DENMARK
BALTIC
SEA
ROSTOCK
BOSNIA
HERZEGOVINA
SEEHAFEN ROSTOCK – der Intermodalhafen
mehr als 45 wöchentliche Bahnverbindungen
täglich bis zu 17 Fähr-Abfahrten nach Dänemark und Schweden
bis zu acht wöchentliche Ro/Ro-Abfahrten nach Finnland
nach China – über Russland und Kasachstan – mit Shortsea-Alternative: Kaliningrad – Rostock
direkte Verteilung durch bestehendes Intermodal-Netz innerhalb Europas
Opening new horizons
www.rostock-port.de
RoPax 11 / 05.2022

82 / INTERVIEW
Trelleborg is ready
for next huge growth
AmTrelleborg is today the biggest ferry port in Sweden and the main gate to Germany. In the last 40 years the
port recognizes a steadily growth in cargo. The port offers more space and opened this year four new berths
for bigger ferries. This year the port will see a boost in capacities by the introduction of the two new green
RoPax ferries of TT Line. RoPax visited the port and spoke with CEO Jörgen Nilsson and Manger for Business
development Torgny Nilsson.
RoPax: How do you manage as port of
Trelleborg the last two years with Covid 19
limitations?
Jörgen Nilsson: April and May 2020 we
lost 15% of trucks and trailers. But when
we came into June we were 1 % less and in
July we saw an increase. Of course we lost
Stena Line to Sassnitz and of course we had
less personal traffic. In 2021 we continued
with an increase of 13 % more cargo units.
Which means that we had almost 100.000
more trucks and trailers compared 2021
with 2020. The big problem was for us to
handle 100.000 more trucks and trailers
and to build four new berths at the same
time.
We have really focused on the intermodal
traffic in the last two years. We had from
2015 to 2019 roughly 16.000 trailers per
year in combined traffic. In 2021 we handled
34.000 trailers in intermodal traffic.
Jörgen Nilsson, CEO of Trelleborgs port
RoPax: What is the secret for this success?
Jörgen Nilsson: I will say we really focused
on it with our customers. We did not
increase our prices. We had good talks
with all operators and clients. The biggest
problem, which we have right now, is not
that we have not enough clients we will
reach this year 55.000 units in intermodal
traffic. But the main issue is the lack of
railcars.
RoPax: Why has Trelleborg such a growth?
Jörgen Nilsson: If I look at the figures of our
JPE
neighbour ports here in Sweden all reported
in the same time a loss or stayed on the same
level like 2018. We went 17,5 % up and
we grow in all areas like Poland, Klaipeda,
Rostock and Travemünde.
“The first scenario
that we have, we will
hit in 2023 over
one million trucks
and trailers.”
RoPax: How is the outlook for the next
years with your increased capacity?
Jörgen Nilsson: The first scenario that we
have, we will hit in 2023 over one million
trucks and trailers. We handled in 2021
over 872.000 trucks and trailers. The
volumes will increase on the trade with
Klaipeda because the timetable makes it
happen and we will get daily departures
and we will also recognize an increase on
the Poland traffic by more departures and
capacity.
RoPax: What is the story behind this huge
increase?
Jörgen Nilsson: There are a lot of things
going on also in Świnoujście they will have
two more slots for TT Line. The new
ferries will go to Poland and will bring
more volumes to Trelleborg. Today we
have 6 trips per day. Also Travemünde has
a chance to increase volumes by the new
ferries from TT Line. We are looking very
positive into the future.
RoPax: How many accompanied and
unaccompanied units are you handling?
Jörgen Nilsson: We handle 180.000
trailers unaccompanied units and 690.000
accompanied trucks.
RoPax: Thank you very much for the
conversation.
The new Nils Holgersson in Trelleborg
Port of Trelleborg JPE
RoPax 11 / 05.2022

NEWBUILDING / 83
Upgrading the
customer experience
on our Baltic routes.
We have increased the experience onboard our new vessels. Now drivers
have their own area with cafés and self-service restaurants to ensure a
pleasant trip in the Swedish corridor.
Visit DFDS.com
RoPax 11 / 05.2022

84 / INTERVIEW
GRIMALDI GROUP
The FIRST GREEN
Ro-Ro OPERATOR
in the MEDITERRANEAN
Pursuing sustainable
maritime transport
www.grimaldi.napoli.it
RoPax 11 / 05.2022