The superb La Superba
01 Jul 2002
In late March this year, the Italian shipbuilder Nuovi Cantieri Apuania delivered one of the world?s largest and fastest luxury cruise ferries to domestic Italian ship operator Grandi Navi Veloci (GNV), part of the Grimaldi Group. The vessel, named La Superba, has a number of innovative solutions incorporated in its design to provide the highest safety standards for passengers, cargo and the environment.
The 50,400g newbuilding was built at a cost of just over $120 million. It is the first of a new series of, what is claimed to be, second generation cruise ferries. Grimaldi has had a number of these hybrid ferry and cruise vessels built in the past 10 years since having taken delivery of Majestic in 1993. The delivery to GNV of Excelsior in 1999 was the last of what those associated with La Superba see as the first generation cruise ferries. They see the latest newbuilding as even more like a cruise ship.
It has a length of 211.5m, a 31.5m beam and 11 decks. The vessel has a carrying capacity of 2,500 lane meters spread over four garage decks for roro cargoes or 1,000 cars. These decks are free of pillars and other obstructions, thereby enabling rapid loading and unloading operations. MacGregor supplied the roro equipment including the stern door ramp, car decks/ ramps and the engine room hatches. A fire fighting system in the car decks has been fitted utilising high-expansion, non-polluting foam which is biodegradable in biological treatment systems.
For the 2,920 passengers there is a choice of 567 cabins, of which 526 are standard cabins, four cabins for the disabled, 31 double suites and six presidential suites with balconies and whirlpool tubs. In addition, passengers will have the use of 940 Pullman reclining seats located in the Auditorium and the Passenger Seating area.
The ship is unusual with regard to the layout of passenger facilities. These are spread over seven interconnected decks, allowing passengers to move freely through the public spaces without having to enter the cabin areas or service and crew zones.
Understated
contemporary luxury
All public areas and passenger cabins benefit from exceptionally high levels of natural light. This is thanks to the large expanses of glass incorporated in the superstructure. There are glass bulkheads, transparent ceilings and picture windows. This open and spacious feeling is most evident in the design of the five-storey high Grand Palais hall, situated towards the bow, which has two floor-to-ceiling glass walls, one each on the port and starboard sides.
The same design feature is incorporated on the Lido deck, which is covered by large self-supporting glass screens. Towards the stern, the Main Hall containing the escalator has a glass outside wall which bathes this space in daylight. On a technical level, the extensive use of glass has presented the naval architects with the challenge of minimising the intrusions of the ship?s supporting steel structures in order to maximise the natural light effect. Other examples of this feature are the outside bulkheads on the terraces of the deluxe suites, which are almost entirely made of glass while the windows in the standard cabins provide the occupants with over a square meter of daylight.
The main public spaces on Atlantic Deck (deck 7) include the ? la carte restaurant area Le Chandelier, with seating for 404 persons, and the Capriccio restaurant which can be joined with the adjacent Mosaico Italiano self-service cafeteria to form a single refreshment area that seats 402 persons. On the same deck passengers will find the shopping centre, the ?dream machine? casino, a videogame room and the Fashion Café with seating for 115 persons. Towards the bow there is the piano bar and finally the Grand Palais hall. From there, two spiral stairways and a panoramic elevator take passengers to the Coral Deck (deck 8), which is where the banquet hall and the theatre are located.
Deck 9 (Sky Deck) contains the conference hall, meeting room, game room, library and a panoramic lounge overlooking the bow in addition to snack bar and a spacious veranda. This veranda, which houses the children?s playroom, contains a large fitness area with a well-equipped gym. It opens onto the Lido deck which is over 100m long. Here there are two sunbathing and pool areas (one at the stern and the other towards the bow) both of which have a swimming pool for adults, a children?s paddle pool, several Jacuzzis and shower facilities. Finally, overlooking the sunbathing area at the bow end, there is the 176 capacity circular Sky Club discotheque with panoramic curved windows.
A wealth of materials have been used for wall and floor coverings and furnishings including multicoloured marble, brass, fine wood such as walnut, oak, cherry and natural onyx. This interior décor together with wall-to-wall carpeting, has created a warm and comfortable ambiance conveying an elegant and understated luxury. As with all the new ships in the GNV fleet, this ship was designed by the architectural firm of Giuseppe De Jorio, who did the interior and exterior design. For the interior design, Alessandra Grimaldi, daughter of the chairman of GNV, contributed in the selection of fabrics, lighting, colours and furniture.
Speed and safety are high priority issues
The main engines are four Wärtsilä 16V46C with a total capacity of 67,200 kW. The electrical power plant consists of four Wärtsilä VASA 6R32 generators with a total output of 9,360kW. The mechanical diesel propulsion plant drives two Rolls-Royce type four bladed controllable pitch propellers via two reduction gears giving a service speed of 30 knots.
All engines are mounted on flexible bases to reduce vibrations and care has been taken to reduce noise pollution, both inside and out, through the use of silencers. Atmospheric pollution is also reduced by using engines with reduced gaseous emissions, especially NOx.
Safety onboard is ensured by the advanced construction criteria of a double hull and by a series of safety systems that include water spray fire extinguishing systems in the cabin areas and rapidly expanding foam fire extinguishing systems in the garage decks. There are smoke-detectors in every cabin, public area and cargo decks while the marine evacuation system, consisting of four Viking slides and 28 self-inflating life rafts, can be used to safely evacuate 2,650 persons in 30 minutes. In addition, there are eight Schat-Harding partially enclosed lifeboats each capable of carrying 150 persons.
Passenger comfort is enhanced by the fitting of two retractable stabilizing fins of the Simplex compact type S600 manufactured by B+V Industrietechnik. Two Rolls-Royce type 2200CP bow thrusters are fitted with an output of 1,500kW at 1,190 rev/min.
The vessel is also fitted with a completely automated bridge control system enabling the bridge personnel to control virtually every system onboard. It includes an integrated navigation system with four radars for navigating and berthing, two Rolls-Royce Frydenbo electro-hydraulic rudders that can be operated either in tandem or independently and a joystick for the synchronised manoeuvring of propellers, rudders and thrusters. Additionally, it also features the management and control of the electrical system and all service equipment such as lifts (3), escalators (2), kitchens and drinking water. The all-Italian crew numbers 180 and is supported by a great number of people working on the entertainment and activities staff, especially during the high season.
In common with other GNV cruise ferries, La Superba only discharges treated waste at sea and all untreatable solid and liquid waste is processed and stored in sealed containers which are then disposed of by specialist firms ashore. An oily bilge water treatment system, comprising a separator and filter, removes all hydrocarbons and prevents any pollutants from entering the sea while oily sludge and solids are contained in settling tanks for subsequent discharge ashore.
Other waste treatment systems include pulpers, grinders, and storage containers for separate collection and unloading when in port. One system for collecting grey-water is in two dedicated double bottom spaces totalling 560m3 capacity for settling and subsequent evacuation of small quantities in zones where such discharge is allowed. Kitchen grey-water passes through a grease filter and is treated before being piped into the double-bottom collection system. The septic water is treated in a vacuum-sealed collection system and then treated in a special plant as required by international legislation. All food and beverage preparation and distribution systems meet PHS (Public Health Safety) regulations enforced in the US, which are more restrictive than European rules. The cost of all these environmental and health systems amounts to 10% of the cost of the ship.
Earning its keep
La Superba made its debut with a couple of Mediterranean cruises in late March/April and from May 31 until September 30 will be running on the daily service between Genoa, Italy and Olbia, Sardinia. A sistership, called La Suprema, will join the fleet when the Apuania yard delivers this vessel in May 2003. Both vessels are classed by RINA.
The 50,400g newbuilding was built at a cost of just over $120 million. It is the first of a new series of, what is claimed to be, second generation cruise ferries. Grimaldi has had a number of these hybrid ferry and cruise vessels built in the past 10 years since having taken delivery of Majestic in 1993. The delivery to GNV of Excelsior in 1999 was the last of what those associated with La Superba see as the first generation cruise ferries. They see the latest newbuilding as even more like a cruise ship.
It has a length of 211.5m, a 31.5m beam and 11 decks. The vessel has a carrying capacity of 2,500 lane meters spread over four garage decks for roro cargoes or 1,000 cars. These decks are free of pillars and other obstructions, thereby enabling rapid loading and unloading operations. MacGregor supplied the roro equipment including the stern door ramp, car decks/ ramps and the engine room hatches. A fire fighting system in the car decks has been fitted utilising high-expansion, non-polluting foam which is biodegradable in biological treatment systems.
For the 2,920 passengers there is a choice of 567 cabins, of which 526 are standard cabins, four cabins for the disabled, 31 double suites and six presidential suites with balconies and whirlpool tubs. In addition, passengers will have the use of 940 Pullman reclining seats located in the Auditorium and the Passenger Seating area.
The ship is unusual with regard to the layout of passenger facilities. These are spread over seven interconnected decks, allowing passengers to move freely through the public spaces without having to enter the cabin areas or service and crew zones.
Understated
contemporary luxury
All public areas and passenger cabins benefit from exceptionally high levels of natural light. This is thanks to the large expanses of glass incorporated in the superstructure. There are glass bulkheads, transparent ceilings and picture windows. This open and spacious feeling is most evident in the design of the five-storey high Grand Palais hall, situated towards the bow, which has two floor-to-ceiling glass walls, one each on the port and starboard sides.
The same design feature is incorporated on the Lido deck, which is covered by large self-supporting glass screens. Towards the stern, the Main Hall containing the escalator has a glass outside wall which bathes this space in daylight. On a technical level, the extensive use of glass has presented the naval architects with the challenge of minimising the intrusions of the ship?s supporting steel structures in order to maximise the natural light effect. Other examples of this feature are the outside bulkheads on the terraces of the deluxe suites, which are almost entirely made of glass while the windows in the standard cabins provide the occupants with over a square meter of daylight.
The main public spaces on Atlantic Deck (deck 7) include the ? la carte restaurant area Le Chandelier, with seating for 404 persons, and the Capriccio restaurant which can be joined with the adjacent Mosaico Italiano self-service cafeteria to form a single refreshment area that seats 402 persons. On the same deck passengers will find the shopping centre, the ?dream machine? casino, a videogame room and the Fashion Café with seating for 115 persons. Towards the bow there is the piano bar and finally the Grand Palais hall. From there, two spiral stairways and a panoramic elevator take passengers to the Coral Deck (deck 8), which is where the banquet hall and the theatre are located.
Deck 9 (Sky Deck) contains the conference hall, meeting room, game room, library and a panoramic lounge overlooking the bow in addition to snack bar and a spacious veranda. This veranda, which houses the children?s playroom, contains a large fitness area with a well-equipped gym. It opens onto the Lido deck which is over 100m long. Here there are two sunbathing and pool areas (one at the stern and the other towards the bow) both of which have a swimming pool for adults, a children?s paddle pool, several Jacuzzis and shower facilities. Finally, overlooking the sunbathing area at the bow end, there is the 176 capacity circular Sky Club discotheque with panoramic curved windows.
A wealth of materials have been used for wall and floor coverings and furnishings including multicoloured marble, brass, fine wood such as walnut, oak, cherry and natural onyx. This interior décor together with wall-to-wall carpeting, has created a warm and comfortable ambiance conveying an elegant and understated luxury. As with all the new ships in the GNV fleet, this ship was designed by the architectural firm of Giuseppe De Jorio, who did the interior and exterior design. For the interior design, Alessandra Grimaldi, daughter of the chairman of GNV, contributed in the selection of fabrics, lighting, colours and furniture.
Speed and safety are high priority issues
The main engines are four Wärtsilä 16V46C with a total capacity of 67,200 kW. The electrical power plant consists of four Wärtsilä VASA 6R32 generators with a total output of 9,360kW. The mechanical diesel propulsion plant drives two Rolls-Royce type four bladed controllable pitch propellers via two reduction gears giving a service speed of 30 knots.
All engines are mounted on flexible bases to reduce vibrations and care has been taken to reduce noise pollution, both inside and out, through the use of silencers. Atmospheric pollution is also reduced by using engines with reduced gaseous emissions, especially NOx.
Safety onboard is ensured by the advanced construction criteria of a double hull and by a series of safety systems that include water spray fire extinguishing systems in the cabin areas and rapidly expanding foam fire extinguishing systems in the garage decks. There are smoke-detectors in every cabin, public area and cargo decks while the marine evacuation system, consisting of four Viking slides and 28 self-inflating life rafts, can be used to safely evacuate 2,650 persons in 30 minutes. In addition, there are eight Schat-Harding partially enclosed lifeboats each capable of carrying 150 persons.
Passenger comfort is enhanced by the fitting of two retractable stabilizing fins of the Simplex compact type S600 manufactured by B+V Industrietechnik. Two Rolls-Royce type 2200CP bow thrusters are fitted with an output of 1,500kW at 1,190 rev/min.
The vessel is also fitted with a completely automated bridge control system enabling the bridge personnel to control virtually every system onboard. It includes an integrated navigation system with four radars for navigating and berthing, two Rolls-Royce Frydenbo electro-hydraulic rudders that can be operated either in tandem or independently and a joystick for the synchronised manoeuvring of propellers, rudders and thrusters. Additionally, it also features the management and control of the electrical system and all service equipment such as lifts (3), escalators (2), kitchens and drinking water. The all-Italian crew numbers 180 and is supported by a great number of people working on the entertainment and activities staff, especially during the high season.
In common with other GNV cruise ferries, La Superba only discharges treated waste at sea and all untreatable solid and liquid waste is processed and stored in sealed containers which are then disposed of by specialist firms ashore. An oily bilge water treatment system, comprising a separator and filter, removes all hydrocarbons and prevents any pollutants from entering the sea while oily sludge and solids are contained in settling tanks for subsequent discharge ashore.
Other waste treatment systems include pulpers, grinders, and storage containers for separate collection and unloading when in port. One system for collecting grey-water is in two dedicated double bottom spaces totalling 560m3 capacity for settling and subsequent evacuation of small quantities in zones where such discharge is allowed. Kitchen grey-water passes through a grease filter and is treated before being piped into the double-bottom collection system. The septic water is treated in a vacuum-sealed collection system and then treated in a special plant as required by international legislation. All food and beverage preparation and distribution systems meet PHS (Public Health Safety) regulations enforced in the US, which are more restrictive than European rules. The cost of all these environmental and health systems amounts to 10% of the cost of the ship.
Earning its keep
La Superba made its debut with a couple of Mediterranean cruises in late March/April and from May 31 until September 30 will be running on the daily service between Genoa, Italy and Olbia, Sardinia. A sistership, called La Suprema, will join the fleet when the Apuania yard delivers this vessel in May 2003. Both vessels are classed by RINA.
