Ulstein Verft delivered ‘Blue Thunder’, the fourth of six medium-sized platform supply vessels of the PX121 design from ULSTEIN® mid of March to Blue Ship Invest. Owned by Blue Ship Invest, a wholly-owned company in Ulstein Group, the platform supply vessel (PSV) is commercially and technically under the management of Atlantic Offshore. ‘Blue Thunder’ will enter a 4-month contract with Statoil, with 4 monthly options. “We have received good feedback from the operators on her three sister vessels, and we are very pleased that this ship also enters into a contract for work in the North Sea,” says Gunvor Ulstein, CEO of Ulstein Group and Managing Director of Ulstein Shipping, adding that the remaining two vessels will be delivered later this year and all six vessels are for sale.
In the North Sea, PSVs of the PX121 designs are considered medium-sized. The vessels with this design have an optimal combination of fuel-efficiency and deadweight. They have the capacities and performance close to the segment for larger PSVs, but at a cost that provides excellent value-for-money.
The vessels’ X-BOW® hull line design offers efficiency over a wide draught range, which is important for PSVs as they frequently operate with varying loads. Moreover, the X-BOW has unique, beneficial qualities in terms of motion and propulsion efficiency in heavy seas. Both the hull and choice of propulsion system make the vessels particularly suited for North Sea and North Atlantic conditions.

Ulstein new delivery: The "Blue Thunder"

The hull form, with the ULSTEIN X-BOW®, combined with diesel electric propulsion system, ensures the best performances with regard to fuel consumption, sea keeping, station keeping and speed. The main propulsion system comprises two azimuth pulling thruster, each driven by frequency controlled variable speed electric motor. One retractable azimuth thruster and two side thruster forward are installed, ensuring that the vessel obtains the best station keeping capabilities with ERN [99,99,99,89]. The vessel is equipped, built and certified according to IMO Class II for Dynamic Positioning.
Main technical data:
The diesel electric power and propulsion plant features 690V - 60Hz, and consists of:
• Two main generator engines, each of MCR 2350 kW (2250 ekW / 2500 kVA) at 1800 rpm.
• Two main generator engines, each of MCR 994 kW (940 ekW / 1044 kVA) at 1800 rpm
• Electric propulsion motors, frequency converter controlled, each 0-2200 ekW, 0-1200 rpm
• Two main azimuth pulling propellers, controllable pitch, each 2200 kW, dia. 2800 mm, speed 0-210 rpm
‘Blue Thunder’ has a length of 83.4 metres and a beam of 18 metres, and keeps a maximum speed of approximately 16 knots. She has a load capacity of 4,200 tonnes (dwt), and the 850 square metre cargo deck can carry a deck load of 2,200 tonnes. In addition to tanks for oil, water and drilling fluids, the vessel has four stainless steel tanks for flammable liquids. ‘Blue Thunder’ has modern accommodation for 23 persons, she is equipped with a dynamic positioning system IMO class II and meets the requirements of DNV’s Clean Design notation.
Ulstein Power & Control has delivered the electrical systems on board, including power distribution and electrical propulsion system, the information and communication system ULSTEIN COM®, modular consoles and integrated navigation systems and the integrated automation system ULSTEIN IAS®.
The Blue Thunder received it’s classification from DNV:
DNV 1A1, Offshore Service Vessel Supply, SF, E0, DYNPOS-AUTR, CLEAN DESIGN, COMF-V(3), COMF-C(3), LFL*, NAUT-OSV(A), DK(+), HL(+), ICE-C
She runs under Norwegian flag.

image: Ulstein

Damen’s third modern-day steel clipper

The Ministry of Defence in Oman has awarded Damen Shipyards Group a contract for the construction of a Sail Training Vessel (STV). The 87-metre square rigged, three-masted steel clipper and will take up her role as flagship. In addition to its key role of training young Omani navy cadets and officers, the new clipper will be deployed in a distinct diplomatic role and emphasize Oman’s centuries-old maritime tradition.
Due for delivery in August 2014, the ship will replace the RNO’s current RNOV ‘Shabab Oman’ and will be in the RNO Fleet. In March (2013) the ship’s keel laying ceremony took place at Damen Shipyards Galati (Romania). This was conducted by Rear Admiral Al Raisi, the RNO’s commander-in-chief. The RNO has an eight-strong overseeing team stationed in Romania.
The enhanced navy recruitment and training are part of Oman’s drive to increase its naval capabilities along its 3,165 kilometer coastline. Next to fleet expansion, this includes the establishment and expansion of the fleet facilities.

Current RNOV ‘Shabab Oman’

Three Damen yards are involved
Overall Project management and procurement is in the hands of Damen Shipyards Gorinchem, whereas Damen Shipyards Galati forms the main building site. The clipper’s completion will be performed at Damen Schelde Naval Shipbuilding in Flushing (the Netherlands). Here, the three 50-metre steel/aluminum masts and the exterior woodwork will be installed, in addition to all interior wood lining furnishing and finish. Both inside and out, the sail training clipper will feature a clear, traditional Omani look and late 19th century tea clipper hull characteristics. The ship and the overseeing team are expected in Flushing for the completing stage late 2013.
‘We have our proven record in steel clippers to thank for this contract’, Damen Regional Sales Director Bram Langeveld and Arnoud Both, the Project Manager in charge, note. The vessel’s key construction features and its dimensions will largely resemble that of the ‘Stad Amsterdam’ and the ‘Cisne Branco’, the Brazilian navy’s new Sail Training Vessel. ‘Modern-day sophisticated sail training ships may even become a bit of a trend with us and we are very proud that the Omani Ministry of Defence has awarded this prestigious contract to us’, Langeveld adds.
Dutch design and engineering
The as yet nameless three-master will accommodate 34 navy recruits in addition to a 58-strong complement. 87 meters long and 11 meters wide, it will have 2,700 m² sail area. With the main design subcontracted to Dykstra Naval Architects – who also designed the ‘Stad Amsterdam’ and the ‘Cisne Branco’ - all engineering was ‘Made by Damen’.

Image: Damen Shipyard

A massive 2.7 megawatt-hour lithium polymer battery system from Canada's Richmond BC-based Corvus Energy is capable of powering the 14,500-tonne Scandlines ferry Prinsesse Benedikte, with its 300 cars and 900 passengers for up to half-an-hour on its 20 km run between Rodbyhavn, Denmark and Puttgarden, Germany; but that’s not the main reason for the retrofit installation announced by the companies at the recent commissioning.

Ferry 'Prinsesse Benedikte': Photo credit Scandlines

A best of both worlds kind of solution, Fini Hansen, Technical Superintendent, Fleet Management, Scandlines Danmark A/S explained: “Scandlines is making a significant investment in new green technology that will benefit the people in the areas adjacent to the harbour and beyond in terms of reduced pollution. Corvus batteries are used primarily to minimize diesel engines running at non-optimal load. Further, this means load-leveling function in order to keep a high level of fuel efficiency and reduced number of generating sets in service.”

Lithium Polymer Battery Bank: Photo credit Corvus Energy

Research quoted by Corvus reveals that this type of specialised ferry in service throughout the day, has heavy power requirements on passage, and then idles at the dock for the entire time it is loading and off-loading at the ferry berth. In one example it came out that load and unload time, spent idling at very low genset efficiency equated to 38.5% of daily operational time. On top of that, a typical ferry might spend up to 10% of the time executing low-speed manoeuvres when docking and undocking, also at low diesel engine efficiency.

Puttgarden Ferry Terminal Berth: Photo courtesy of Scandlines

The Prinsesse Benedikte ferry refit involved the conversion of the former diesel electric ferry to a hybrid vessel with Corvus’ AT6500 power modules, using a systems integration system from Siemens, which is designed to estimate the vessel’s power needs and to consider the battery-bank as a source before starting up an additional generator and bringing it online. By such means the hybrid system is claimed to:

• provide enhanced technical reliability and efficiency
• improve maintenance costs
• consume less fuel
• deliver significantly reduced greenhouse gas emissions
• be noise-free
• charge in 30 minutes by renewable, shore or generator power

Corvus Energy’s CEO Brent Perry attended the commissioning together with Scandlines executives and staff and has the last word: "This commissioning is a significant milestone for Corvus because it represents the world’s largest ever hybrid propulsion marine battery pack and an important early success in the marine version of sustainable capitalism. We are honoured to participate and look forward to using this conversion as a template to develop future customer-based solutions for more ferry fleets around the world.”

The ARC 100 HD increases ice management and pollution control capability

As a result of the increased tanker traffic in the Gulf of Finland and an innovation campaign Aker Arctic has developed a revolutionary new type of vessel, an asymmetric ice-breaker. This oblique icebreaker takes further the already well known "double acting" stern working icebreaking method by being able to break an ice channel of 50 m width by proceeding with the side ahead. In addition to icebreaking, the vessel is excellent also during the ice season in oil spill combat operations, in escort and emergency towing, fire fighting and ecological monitoring. Thus the vessel by its performance replaces several traditional vessels in a compact, cost-efficient high performance unit.
The vessel is a compact size icebreaking vessel provided with diesel-electric propulsion with three azimuthing thruster propellers. The propulsion solution and the special hull form allow the vessel to operate efficiently ahead, astern and obliquely sideways, one of the propulsors is located in the bow, one aft and one on side in the aft part of the vessel. The vessel has a double bottom, continuous main deck and a tween deck, and forecastle. The superstructure for accommodation and work spaces is located to bow part of the Vessel.

Hull form
The hull form is designed for the triple screw azimuthing thruster propulsion, for favorable ice resistance can performance in ahead, astern and oblique operation modes, and for adequate seakeeping characteristics.
Performance
Trial speed at full power in deep calm water is at least 15 knots. Economy speed at half power is abt. 12 knots. Steering is excellent in both directions. In addition the vessel is able to move at slower speed also sideways and any direction, of which the oblique mode astern for breaking wide channels for large vessels and oblique mode ahead for oil recovery are the most important. In ice conditions the vessel is able to proceed at abt. 6 knots speed in 60 cm level ice both ahead and astern and 3 knots speed in 1.0 m thick level ice respectively in ahead and astern at design water line. Steering capability is excellent due to the propulsion arrangement and hull form in any situation and in any direction. In addition the capability to penetrate ice ridges and to operate in any direction and to turn inside ridge fields will be excellent. Bollard pull force ahead at full power is about 80 tonnes.

Features
Autonomous time shall be 20 days at 75% power. Life supporting functions shall be dimensioned for 30 days operation.
Crew is twelve (12) persons. Onboard there are 12 single cabins and six (6) spare cabins for temporary personnel onboard. All cabins are equipped with private WC/ shower-module.
Cargo deck area is about 400 m². There are no other real cargo spaces except storage space for oil recovery equipment. rest of equipments may be carried on the open aft deck when needed. The hull contains large tank capacity, of which 1500 m³ is used for the recovered oil. The stability of the vessel fulfils the stability requirements both at 6 m design draught and at 7 m maximum draught. Trim and list control in the varying loading cases is accomplished by using ballast and fuel transfer between the fuel tanks.
The seakeeping characteristics of the vessel are sufficient for good operability in the Gulf of Finland conditions. The vessel is designed to Russian Maritime Register of Shipping or other IACS member class for the following notation:
KM 0 Icebreaker6, [1], AUT1-ICS, OMBO, FF3WS, DYNPOS-1, EPP, ECO-S, Oil recovery ship, Salvage ship, Tug.
In addition, the vessel will meet the requirements of international rules and conventions.
The vessel, machinery and accommodation will be designed for operation in following ambient conditions: Air temperature +25°C to -30°C Water temperature+20°C to - 2°C

Main particulars
Length over all 75.2 m
Length at dwl 70.9 m
Breadth over all 20.5 m
Breadth at dwl 19.2 m
Draught at design wl 6.3 m
Draught maximum 7.0 m
Depth to main deck 9.0 m
Propulsion power 3 x 2.5 MW

Images: Aker Arctic

Europe‘s largest family shipping company invests in fleet expansion

B.Dettmer Reederei GmbH&Co.KG, Bremen, largest European family owned inland shipping company, transports with most modern ships up to 3.500 t loading capacity as well as tug-barges up to 6.000 t goods of all kinds on the European inland waterway systems. It is a company maxim to invest continuously in the latest state of the art tank ships.

On 28. February 2013 the most modern inland tank ship took off at Hitzler Shipyard in Lauenburg, Germany. Management official Julia Dettmer mentioned that owners Dettmer Reederei had invested around €5.8 million in the new Type C tankship, being officially named as DETTMER TANK 140 and going into service in May. She will be the prototype for Dettmer tankers of the future. 

DETTMER TANK 140 shortly after its watering

“Because of the high technology demands we have created one of the most modern ships on Germany’s waterways”, said Ms Dettmer. The 86m long, 11.45m wide ship, double-hulled, both in her tank, bow rudder and also engine room areas, was conceived at the Development Centre for Ship Technology and Transport Systems (DST) in Duisburg. She was “very unusual, especially below the surface”, Ms Dettmer said. 

Especially designed for shallow water operation, her stern is fitted with underwater fins like a motorboat to feed water to the vessel’s Wärtsilä’s twin propellers and Van der Velden rudder plant while flaps prevent turbulence. Julia Dettmer said the newbuild’s two MTU IRONMAN-Series 8V 4000 M 53 R main engines of 745kW at 1.600 rpm and Reintjes WAF 562 gears provide constant manoeuvrability. The ship also has a 515kW bow thruster. The two MTU-units are equipped with MTU’s own developed Bluevision System and features also ADEC, the latest Advanced Diesel Electronic Control system. Blue Vision Generation is an automation system for propulsion plants in yachts and workboats with MTU Series 2000 or 4000 engines.

MTU's Ironman-Engine Series 8V4000

The GL-classed (GL + 100 A5 IN(0,6) "Tanker", Doublehull, ADN, DP=50 kPa, TP=65 kPa, Typ C + MC I) new tanker is of 1,800dwt and carries 50% more cargo than any previous Dettmer ship - in eight tanks of total 2400m³ – and is the biggest ship Dettmer’s tanker depot in Magdeburg can handle. 

The new build during test trials

Images: PPM archive, Hitzler Shipyard, MTU

DP systems have become increasingly complex in their configurations and in their operation aince they were introduced some 50 years ago; sensors have become more sophisticated, there are more of them and the same level of increased complexity applies to the electrical and propulsion systems. GE Power Conversion decided to simplify things and save fuel on occasion, with their new DP control station.

The computer control at the heart of a ship’s positioning system has also become more sophisticated, but the basic principle of DP remains the same: to hold position with a computer system that takes signals from a range of sensors to sense environment, heading, position and attitude and then issues commands to thrusters and propellers. Overall, it is in charge of the complex processes of maintaining a ship on station, a process that needs a high level of system automation so that a single operator can manage the vessel.

New DP Control Station: Image credit GE Power Conversion

Introducing their new control system, GE make it possible for the DP operator to be able to focus on his real job: controlling the ship without being distracted by manipulating and controlling a complex computer system which GE has achieved with their completely new human-machine interface (HMI).

The control panel is very clean and uncluttered with very few control devices. Its 26-inch touch-screen can be tilted to suit each operator’s preference for standing or sitting in front of the screen, or moving around it. It accommodates operators of different heights and is equally visible in a whole range of lighting conditions on the bridge, especially reflections from the sun and artificial light.

The system includes a new ‘Energy-Efficiency’ mode, which can be used when appropriate. For example, when a supply vessel is alongside a rig, what the captain wants above all else is high-accuracy positioning. But if the same supply vessel is standing by at a significant distance off the rig, the new ‘Energy-Efficiency’ mode DP can be engaged, resulting in a greater degree of position accuracy tolerance with substantially reduced fuel consumption.

Inovelis™ Podded Thruster: Image credit GE Power Conversion

Studies have shown that fuel saving may be as much as 10 percent or more with an associated NOx reduction of as much as 20 percent, depending on environmental factors and exact operational profile.  Additionally, if fitted in conjunction with GE’s new compact Inovelis™ podded thruster, which is based on pump jet principles, the manufacturers estimate that a platform support vessel driven by two 2.5-magawatt pods would deliver even greater fuel savings.

The new Inovelis azimuth pod features fixed stator vanes and a nozzle that act together to guide the water flow across the impeller blades, substantially enhancing propulsion efficiency. Its compactness enables an even greater degree of integration between the hull and the propulsion unit, further influencing the ships’ fuel economy and emissions.

Lightweight aluminum structure for low fuel consumption
Hamburg Port Authority (HPA) received a brand new pilot boat and named it LOTSE 4. Godmother was Mrs Cordula Ortmann, employee of the Hamburg Port Pilot Brotherhood (Hafenlotsenbrüderschaft).
The around 1.7 million EURO expensive boat has been built at Shipyard Hermann Barthel in Derben, Germany. The shipyard built the boat in around nine month. With this new ship HPA owns now four pilot tender.
Dimensions of the new boat are of 18 m in length, 4.82 m width and a max depth of 1.25 m. Two MAN Diesel engines with an output of 360 kW each at 1.800 rpm enforce the boat up to 20 knots. The propulsion concept includes furthermore two reverse gear units and a hydraulic controlled helm. Crew consists of one skipper and one ships mechanic.

The new pilot tender during its christening ceremony

To reduce exhaust emissions HPA selected drive motors which fall short of the existing exhaust emission legislations by 30%. Furthermore, instead of using conventional oil lubricated propeller shafts, the boat features water lubricated slide bearings to eliminate water pollution. The boat has been designed and built in aluminum structure with a hull geometry which enables a very low water resistance and this therefore contributes in low fuel consumption.
The nautical equipment consists of a radar unit with radar pilot, GPS, AIS, automatic pilot, air conditioning, two VHF radios as well as echosounder.

LOTSE 4 on its way to transfer port pilots to the ships

Images: HPA

Deutz DieselPower, DDP, the sole distributor for Sales, Support and Service for all Deutz engines in South Africa and certain Anglophone African Countries has introduced the DDFS (Deutz Dieselpower Failsafe System) which protects engines in the toughest working conditions, such as e.g. work boats and other applications, where even minor faults, if overlooked, can easily become serious breakdowns. The DDFSystem has been developed fully by technicians of DDP. 

A tiny little box prevents thousends of EUROs on severe engine damages

Incorporating the latest technology in engine monitoring and controlling, the DDFS system protects engines from severe damage and therefore increases engine life. The DDFS system is designed to monitor all engine functions and react according to pre-set parameters.  If for example the shutdown mode is activated, the engine cannot be restarted until the problem is rectified. Removal or disconnection of the DDFS controller will also prevent the engine from starting, rendering the system failsafe. It can be installed on all electronically controlled engines fitted with the EMR II engine management controller. These include the 914, 2011, 1012/2012, 1013/2013 and 1015/2015 series engines. The DDFS system is an add-on to complement the current operation of the EMR II via CAN Bus. It “piggy-backs” on the EMR II and collects information such as rpm, coolant/cylinder head temperature, oil pressure, oil temperature and operating hours. The system is easy to install and requires very little maintenance.

Information is displayed on a 3.5” high-resolution colour TFT display, which is configured to suit individual needs. When the shutdown mode is activated, the fault message appears immediately on the display and alerts the operator to the fault, at the same time giving the operator/technician the exact cause for the engine shutdown. This both minimises down time and simplifies problem solving. The electronic speed increase system used as standard with the EMR II system is configured and calibrated through the DDFS controller, up to an operating voltage of 24V. 

Easy to handle: the new DDFS

images: PPM archiv

A diesel-electric hybrid power and propulsion contract for an unusual catamaran dive support vessel (DSV) has been won by Canada-based Aspin Kemp & Associates (AKA) who solved the owner’s quest for a system that would operate at peak efficiency while ensuring that safety and redundancy measures were in place.  Australia’s Bhagwan Marine’s 56-m DSV was designed by Incat Crowther, also in Australia, and is to be built at the Keppel Singmarine shipyard in Singapore.

Multi-purpose Dive Support Vesse: Image courtesy of Incat Crowther

Now, here’s a Swiss Army knife of an offshore vessel if ever there was one, designed from the keel up to perform six key roles: dive support, geophysical survey, geotechnical survey, cargo transport, hyperbaric rescue and safety standby. Such varied roles demand a multitude of propulsion responses, including liberal idle times while under way, and AKA’s ‘Duty-cycle analysis’ with its XeroPoint Hybrid system seemed to provide the best answer to the puzzle.

Duty-cycle Analysis & XeroPoint Hybrid System
Vessels like this multi-purpose DSP have a duty cycle profile with extended periods of low to medium power requirements and are great candidates for the hybrid system as diesel engines are least efficient at these load levels.

Duty cycle analysis involves finding the most frequent load points (Xero Points) in a vessel's operational profile and designing specific power plant configurations around these points. The conventional propulsion design approach has been to optimise around a single load point at or near maximum power. The illustration below shows both conventional and hybrid design points.

Duty-cycle Analysis: Sketch courtesy of AKA

The XeroPoint Hybrid system integrates electrical and mechanical devices onboard a vessel to provide optimal modes of operation for power and propulsion. The hybrid system’s energy management system strives to eliminate the unnecessary idling of diesel engines by determining the most efficient configuration of the electrical and mechanical devices onboard at any given time.

The hybrid system, which includes a back-up battery bank from Corvus Energy, is managed by AKA’s energy management system (EMS) to give the high level of flexibility of operation Bhagwan had been seeking.

The diesel-electric propulsion system is designed for several customised modes of operation on the DSV, including two ‘Dynamic Positioning’ modes as well as an ‘Emergency Egress’ mode which permits all machinery to be shut down and low speed propulsion and critical hotel loads to be supported by the battery bank.

Dive Support
Designers Incat Crowther say that unlike any other vessel of its size and type, this one will have all dive equipment designed and built in from the outset. A dedicated dive control room will be fitted with a pair of decompression chambers, with a hull compartment directly below dedicated to support equipment such as compressors and dive gas storage tanks. A pair of diver launch and recovery systems is to be fitted to starboard side, whilst a separate launch and recovery system is to be fitted to port for ROV operations. The vessel will also have the capacity to launch, retrieve and store a hyperbaric lifeboat.

The new catamaran DSV will be built under ABS  class supervision  with the notifications ABS +A1, ⓔOffshore Support Vessel (DSV AIR, SPS, FFV1I) +AMS +ACCU, +DPS-2, GP, ENVIRO, RRDA, which reflect the multiplicity of its intended offshore roles.

Most innovative ship for the Norwegian fleet sets sail 

On 25. of April Norwegian Cruise Line (Miami, USA) took delivery of the 146.600 GT cruise ship Norwegian Breakaway from MEYER WERFT after a building period of only 18 months. Extensive tests and trials of all systems and intensive training of the crew kept everyone busy in the last weeks prior to the delivery in Bremerhaven. She has a capacity for 4,000 passengers, double occupancy. The ship has a total of 1,024 staterooms and 238 suites.  

The luxury cruise liner will be home ported at the New York Passenger Ship Terminal in Manhattan, making seven-night cruises to Bermuda (May thru Sept) and seven-night cruises to the Bahamas & Florida (October thru April). She will be the largest cruise ship homeported year-round from New York City. Norwegian Breakaway is the first of two Breakaway class ships the Papenburg-based shipyard is building for Norwegian Cruise Line. Norwegian Breakaway combines innovative design including The Waterfront and 678 Ocean Place with three unique decks of dining, entertainment and more, along with the largest aqua park and the largest ropes course at sea, along with the first ever salt room in the luxurious spa. Norwegian Getaway, the sister ship, will launch in Miami on February 1, 2014. 

NORWEGIAN BREAKAWAY ready for sea trials in the Northsea

“We are elated to take ownership of this spectacular new vessel Norwegian Breakaway that has so many unique features, world-class entertainment and artfully designed staterooms,” said Kevin Sheehan, Norwegian Cruise Line’s Chief Executive Officer. “This is the moment we’ve been waiting patiently. I am so proud of the team at MEYER WERFT and at Norwegian who worked tirelessly on our newest and most exciting ship.”

Along with its new design, this luxury liner offers guests a multitude of special features and comfort: approximately 75% of the staterooms are outside staterooms, most of them with their own balconies. The ship also includes staterooms designed and priced for solo travellers, continuing the tradition that began on Norwegian Epic, along with The Haven by Norwegian, a top-of-the-ship complex that pampers guests with a range of suites, private restaurant, lounge, covered pool area and sun deck.

“We set out to deliver a ship that would really stand apart and our collaboration with the Norwegian team has been outstanding,” said Bernard Meyer, managing partner with MEYER WERFT. “It’s quite an accomplishment to build a vessel of this size and calibre in just 18 months.”

The latest engine technology, the diesel-electric pod drive system, improved hydrodynamics as well as effective energy saving, heat recovery or ballast water treatment guarantee an eco-logical cruise experience at significantly reduced operating costs. In addition, the ship was designed according to the latest security regulations. The building of Norwegian Breakaway - with the building number S.678 was supported by the Federal Ministry of Economics and Technology and the Federal State of Lower Saxony with an aid for innovation for a ship type design and the first use of innovative components. 

The Haven-Suite

Following the handover, Norwegian Breakaway will leave the port of Bremerhaven in Lower Saxony, heading for Rotterdam. Following several inaugural events, she will start her transatlantic cruise from Southampton to New York, where the naming ceremony will take place. On 12 May 2013 she will head to Bermuda to start her seven-day cruises. 

Images: Meyer Werft