13 July 2018

Megastar in Helsinki, 13 June 2018

The Megastar isn't exactly new anymore, but she hasn't actually been featured in this blog that often. Furthermore, the photos are somewhat newsworthy right now, as Tallink recently indicated their interest in contracting a sister ship for the Megastar - although where and when such a ship would be built is another matter entirely.


IMO 9773064
Built 2017, Meyer Turku, Finland
Tonnage 49 134 GT
Length 212,10 metres
Width 30,60 metres
Draught 7,00 metres
2 824 passengers
188 cabin berths
800 cars (if no freight units carried) or
320 cars and 110 freight units
1 970 lane metres
5 Wärtsilä LNG/diesel hybrid engines, combined 45 600 kW
2 propellers
2 bow thrusters
2 stern thrusters
Service speed 27 knots
Ice class 1A

For those interested, my interior tour of the Megastar can be found here.

The photo below were taken on the afternoon of 13 June 2018, showing the Megastar outside Helsinki, bound for Länsisatama (West Harbour), photographed from onboard the outbound Finlandia. As always, click on the images to see them in larger size.

I do like the departures where ships meet just outside Länsisatama. The views are always so dramatic.
Case point.
If you're close enough, the ship looks so sleek.
Look in the other direction, and the sky changes dramatically. Yes, this is from the same session, though you would be forgiven for thinking otherwise.

Next time: we will probably do a little change of pace and look at the little Helsinki local ferry Isosaaari.

08 July 2018

Viking Grace in Turku, 1 June 2018

Apologies for the recent hiatus. Our family has been enjoying some well-deserved vacation time, so I left the blog on the sidelines during the past few weeks. But now we are back, and this entry will feature my first images of the Viking Grace with its new flettner rotor.

Viking Grace

IMO 9606900
Built 2013, STX Europe Turku, Finland
Tonnage 57 700 GT
Length 218,60 m
Width 31,80 m
Draught 6,80 m
Ice class 1 A Super
2 800 passengers
2 876 berths
530 lane metres of cars
1 275 lane metres of cargo
4 Wärtsilä dual fuel (LNG/diesel) engines, combined 30 400 kW
1 Norsepower flettner rotor
2 fixed-pitch propellers
2 bow thrusters
1 stern thruster
Service speed 21,8 knots
Maximum speed 25,6 knots

The Viking Grace has been around for five years already, but it seems I haven't done a proper history article on the ship, so here goes.

The NB1376, as it was originally referred to in marketing materials, was contracted in December 2010 by Viking Line from what was then the STX Europe yard in Turku. The order materialised after prolonged negotiations. From the start, the new ship was designed to use liquidized natural gas (LNG) as fuel, becoming the first major passenger vessel in the world to do so. The ship's final name, chosen from 9 900 unique proposals from the public, was revealed in February 2012 (I was rather disappointed in both the eight finalists shortlisted as well as the final choice, and wrote about this in some detail).

The Viking Grace was launched in August 2012 and entered service in January 2013. The maiden voyage was a special all-inclusive two-night cruise, which was sold out, despite the prices being in the same range per person per night as upper end luxury cruise lines. For the first few months, the ship operated primarily with marine diesel fuel, until the delivery of the bespoke LNG fueling ferry Seagas in March.

In April 2018, the Viking Grace was fitted with a new flettner rotor provided by Norsepower, becoming the first major passenger vessel to be fitted with one (cargo carriers have been fitted with them before). The rotor is projected to decrease LNG fuel consumption by 300 tonnes per year, resulting in a 900 ton reduction of carbondioxide emissions yearly.

The photos below show the Viking Grace departing from Turku in the evening of 1 June 2018, photographed from the Kansanpuisto ferry quay in Ruissalo. For these particular images, special thanks go to Krzysztof Brzoza for making these shots possible by giving me a ride to and from central Turku to Ruissalo.

As always, click on the images to see them in larger size.

It does look more than slightly phallic, doesn't it?
The rotor doesn't quite match the stylings of the rest of the ship, but then again it's pretty hard to make a design that would do so. A different paintjob for the rotor might help though.
The lighting was not ideal this time around, but I think the photos turned out pretty good even so.
I do like that ship. Her only fault is that she sails from Turku, and the schedule is slightly problematic coming from Helsinki.
Also notice the "spoiler" added aft of the funnel to accommodate the various antennas which were originally located where the roto is now (the first renderings showed the rotor aft of the funnel, but I guess the central location is better).
I think the "spoiler" actually works quite well with the original design.
Next time we will probably look at the Megastar again.

Postscript: As you undoubtedly noticed, the photos in this entry introduced a new copyright watermark. I discovered earlier this year that Blogger, in its infinite wisdom, not only crops off a bit from the top and bottom of photos for previews on Facebook (and I presume elsewhere too), but these images also show up on Google searches. The old watermark was just small enough to be cropped off, resulting in an incident earlier this year where a company (who shall remain unnamed) used one of these preview images copied from a Google search on Facebook without asking for permission (they did remove it when I pointed out to them, although only after accusing me of lying first). This new watermark should solve this particular problem, although it of course doesn't solve the issue with more malicious image thieves of editing it out. But if one gets too paranoid there's really no way of putting up images on the internet...

Anyway, since I was changing the watermark anyway, I also wanted to change the font to match the one used in the blog header image, remove the year (it was really quite superfluous and added extra work as it needed to be updated yearly) , and add the url, just in case someone posts these somewhere else. So, yeah, here we are. I hope people don't find it too bothersome.

19 June 2018

Runö in Pärnu, 18 June 2018

As it happens, I am currently in Pärnu, Estonia for a little vacation with the family. My original hope was that there should be some ferry photography while here, particularly of the local Estonian double-ended ferries, but unfortunately our schedules and those of the ships did not match, and the only local ferry I actually did have a chance of photograph is the little fast ferry Runö. So that's the one we're looking at today.


IMO 9643336
Built 2012, Baltic Workboats Nasva, Estonia
Tonnage 169 GT
Length 23,90 m
Width 22,80 m
Draugth 1,48 m
60 passengers
2 cars
2 Volvo Penta diesels, combined 1 102 kW
2 propellers
Maximum speed 25 knots

The Runö is one in the current generation of Estonian local ferries, produced during the previous decade or so at local shipyards - in this particular case, Baltic Workboats at Nasva on the island of Saaremaa. The Runö (the Swedish-language name for the island of Ruhnu in Estonia - the Estonian islands had a relatively large Swedish-speaking population until World War II) was contracted in 2010 and delivered in May 2012 to Kihnu Veeteed. The little fast craft is used on routes connecting Ringsu (on Ruhnu) to Roomassaare on Saaremaa and Pärnu on the Estonian mainland.

The photos below show the Runö on the Pärnu river on 18 June 2018, shortly after departing Pärnu for a crossing to Ruhnu. As per the usual, click on the images to see them in larger size.

Yes, this is a very small ship.
Alas, the lighting is not ideal - the best location, at least for this time of the day, would have been the jetties of the local sailing club. They were open, but based on previous experiences with sailing clubs I decided not to risk being chased off in the middle of a photography session.
I do like Kihnu Veeteed's way of incorporating local knitting patterns in the liveries of the ships (which actually work better here than on the big double-enders).
And off it goes!
Kships will return. I have a few sets of local ferry photos waiting for editing and publication, so unless I take some really interesting photos in the interim, next week's entry will likely be either the Viking Grace with its new flettner rotor, or the Megastar.

09 June 2018

Peter Pan in Bremerhaven, 19 April 2018

This time around, we're going to have just one photo. But of a ship that I think is very interesting: TT-Line's ropax Peter Pan, which was recently lengthened.

Peter Pan

IMO 9217242
Built 2001, SSW Fähr- und Spezialschiffbau Bremerhaven, Germany
Tonnage 44 245 GT
Length 219,95 m
Width 29,50 m
Draugth 6,20 m
744 passengers
646 passenger berths
3 670 lanemetres
5 MaK diesels, combined 28 392 kW
2 Siemens-Schottel Propulsor azimuthing pods
2 bow thrusters
Service speed 18,5 knots

This particular Peter Pan is the fifth ship with that name in the fleet of TT-Line. It was contracted in 1999, together with the sister ship Nils Holgersson from SSW Fähr- und Spezialschiffbau in Bremerhaven, Germany. Unusually for ferries, the ships were specified with azimuthing podded propulsion units (Siemens-Schottel Propulsors, or SSP for short, rather than the better-known ABB Azipods) rather than conventional propellers and rudders. These proved unreliable during the construction process, with the Nils Holgersson delayed by five months and the Peter Pan by three. Thus, the Peter Pan entered service on the Trelleborg-Travemünde route in November 2001. Shortly afterwards the ship collided with a pier in Trelleborg and had to be docked again, this time at Lübecker Flender-Werft. At the same time, the ship was transferred from the Bahamian to the Swedish register.

The SSP pods continued to prove less reliable than could have been hoped for once the ship was in service; Fakta om Fartyg lists four separate occasions between 2004 and 2006 that the ship had to be drydocked for swapping out the pods. After that the problem appears to have abated and the ship's career has been less eventful, apart from another collision in Trelleborg in 2013.

In December 2017, the Peter Pan sailed to the German Dry Docks in Bremerhaven for an expansive rebuilding, where the ship was lengthened from 190 to 219 metres, while the aft cargo deck was expanded, a new bulbous bow was fitted and – more than a bit strangely – the tip of the bow was sliced off. The rebuilding was somewhat delayed, but in the end the ship re-entered service at the end of May 2018.

The photo below shows the Peter Pan at the German Dry Docks in Bremerhaven while undergoing the great rebuilding on 19 April 2018. Photographed from onboard the Norwegian Bliss. As always, click on the image to see it in larger size.

Alas, getting a shot without the various buildings in the foreground was not an option. Still, I think this is an interesting photo so you will just have to bear with me.
Kships will return.

03 June 2018

Mein Schiff 2 floats, 1 June 2018

The new Mein Schiff 2 was floated out on Friday at the Meyer Turku shipyard, and I was there as a reporter. My plan was to make a blog entry about it earlier, but Friday turned out to be a twenty-hour day (I got up at six am and went to bed at 2 am)

Mein Schiff 2

IMO 9783564
Built 2019, Meyer Turku, Finland
Tonnage 111 500 GT
Length 315,70 m
Width 35,80 m
Draugth 8,05 m
2 894 passengers (lower berths)
3 132 passengers (all berths)
Diesels, combined 28 000 kW
2 propellers
3 bow thrusters
Speed 21 knots

Traditions are important in shipbuilding, and the float-out ceremonies at the Turku shipyard have their own. I thought that, instead of simply showing you images of the Mein Schiff 2 at the shipyard, I would briefly run you through the ceremony.

Mein Schiff 2 and the awaiting crowd.
When I have attended float-outs in the past, we have been given a chance to go to the bottom of the building dock before the float-out (see, for instance, my reportage on the float-out of the Mein Schiff 5 at MaritimeMatters) but, alas, that didn't happen this time; instead, we proceeded directly to the caisson.

The ship still high and dry. In the background on the left you can see blocks of the upcoming Costa Smeralda, which will start assembly now that the MS2 is out of the way
The tradition part here is that beginning of the float-out is more than just opening the valves to let the drydock flood. Two teams, formed from local leadership of the various companies participating are formed, and they will compete on which one manages to open their valve first. The go-signal is given by the cannon group of the local arms historical society Arma Aboa using their replica of an 18th century cannon, and with uniforms to match.

Preparing to fire.
It seems I'm never quite prepared for the sheer noise of the shot, resulting in pictures like this every time.
Frantic opening of the valves commances as the ship is briefly enveloped in smoke.
And the dock starts slowly filling up.
And that's it, actually. In these days, most companies hold a proper naming ceremony only after they have taken delivery of the ship, so no champgne bottles are ivolved (this is not as novel as some commentators make it out to be, there has been a lot of variance from one company to another in the past) - and, of course, a building dock makes the whole process a lot less impressive than a traditional slipway. But with Arma Aboa's connon, the Turku yard have certainly managed to make their float-out ceremonies more interesting.

Kships, as per the usual, will return.

24 May 2018

Express (Viking FSTR) in Tallinn, 15 April 2017

Since I haven't really bee nable to go out and take photos of cruise ships visiting Helsinki this year (despite the exceedingly good weather recently), today's entry is a blast from the past - or last year's April and the Express in Tallinn, to be precise. As the ship has recently found a new operator, this is a good time to take an updated look at its history.


IMO 9176046
Name history: Catalonia, Catalonia L, Portsmouth Express, Express
Built 1998, Incat Hobart, Australia
Tonnage 5 902 GT
Length 91,30 m
Width 26,00 m
Draught 3,73 m
836 passengers
120 cars
4 Caterpillar diesels, combined 28 800 kW
4 waterjets
Maximum speed 48 knots
Service speed 30 knots
The Express was completed in 1998 by Incat, the Tasmanian specialist fast catamaran builder, as the Catalonia for the Uruguyan fast ferry operator Buquebus. However, instead of Buquebus' home services linking Uruguay to Argentina, the Catalonia was, as the name suggests, meant for services in the Mediterranean. However, before entering service, the ship secured the Hales Trophy, awarded for the fastest Transatlantic crossing, on delivery voyage to Spain. (The Hales Trophy should not be confused with the Blue Riband of the Atlantic, which requires for a ship to carry passengers in regular liner service, whereas the Hales Trophy is awarded simply to the fastest ship). Less than two weeks later, however, the Catalonia lost the Hales Trophy to another Incat-built catamaran, the Cat-Link V.

Almost immediately after arriving in Spain, the ship's name was amended to Catalonia L, after which it entered service linking Barcelona to Palma de Mallorca. Subsequently it also sailed on the Ceuta-Malaga-Algericas -route. From the 2000 summer season onwards, the ship was chartered during summers to P&O European Ferries as the Portsmouth Express on the Portsmouth-Charbourg -route. During the winters it reverted to Catalonia (now again without the L), but spent at least some of the winters simply laid up. For the 2003 season the ship was no longer renamed for the summer service, instead being marketed as the "Express". In late 2003, this became the official name.

From 2005 onwards, the Express spent summer seasons sailing on the Cairnryan-Larne and Troon-Larne routes with P&O Irish Ferries, occasionally making night-time crossings from Larne to Douglas (on the Isle of Man) with the Isle of Man Steam Packet Company. Winters were spent laid up.

The pattern was finally broken in 2015, when the ship was sold to Nordic HSC, a shipowner associated with Gotlandsbåten, the new Swedish shipping company wishing to challenge the existing state-subsidized operator Destination Gotland on the routes connecting the Swedish mainland to Gotland. During the 2016 summer season, Express sailed for Gotlandsbåten on the Visby-Västervik and Visby-Nynäshamn routes. While passenger numbers were good, Gotlandsbåten failed to make a profit and the company decided not to resume operations for the 2017 summer season. Instead, it was laid up in Västervik for the winter.

The jobless Express was then chartered to Viking Line, who used her on the Helsinki-Tallinn line for the extended 2017 summer season (April-October), marketed as the "Viking FSTR" (pronounced "Viking Faster", to avoid confusion with the Viking XPRS, pronounced "Viking Express"). Unfortunately, the ship proved poorly suited for Viking's business model and this combined with her high operating costs made the season a failure - in end end, engine trouble forced her to stop sailing two weeks earlier than intended.

After being laid up in Helsinki for several weeks, at the end of November the Express limped to the Turku Ship Repair Yard in Naantali for repairs. While there, the livery received a small amendment, with the first two letters of the company name painted over from the side, creating the previously unheard-of King Line. Just before Christmas, the ship sailed back to Västervik to be laid up again.

In May 2018, the Express left Västervik for Spain. While initial information was that the ship was simply being relocated closer to potential charterers, it soon turned out it had been chartered to Armas in Spain and was headed to Motril. The Express remains in that port at the time of writing, presumably being refurbished for service. As Armas serves Al Hoceima, Melilla and Nador from that port, it seems likely that the Express will sail on those services during the upcoming summer season (at least). Edit 28.5.: Contrary to what I predicted, the ship sailed to take up services in the Canary Isles.

The photos below, however, are slightly older, showing the Express arriving in Tallinn in the evening of 15 April 2017 (it was seriously delayed), photographed from the windows of the departure lounge in Terminal A. As always, click on the images to see them in larger size.

This shot was also the cover of Ulkomatala issue 3/2017.Not the first time I was in the cover, it is always nice when it happens.
Nothing particularly speacial about these shots, but I do like that they show a slightly diffrerent point of view from the usual ones. Plus the Tallinn TV tower in the background immediately tells the viewer where we are.
The colours aren't bad either, even if shooting though a window ever so slightly altered them compared to reality (not that a photo would ever be a 100% accurate reproduction of reality anyway.
Can't say I would miss the ship, to be honest.
Kships will return. Hopefully with some new stuff, but equally likely is that we'll have another blast from the past.

19 May 2018

Birka Stockholm in Stockholm, 13 April 2018

After the recent concentration on the Norwegian Bliss, we return to more normal programming today and look at the Birka Stockholm, which has again changed livery since it was last featured here.

Birka Stockholm

IMO 9273727
Name history: Birka Paradise, Birka Stockholm
Built 2004, Aker Finnyards Rauma, Finland
Tonnage 34 728 GT
Length 177,00 m
Width 28,00 m
Draugth 6,50 m
1 800 passengers
4 Wärtsilä diesels, combined 23 400 kW
2 propellers
2 bow thrusters
1 stern thruster
Speed 21 knots

The history of the Birka Stockholm is covered in this previous entry. Currently, the ship is in her third livery during her time with Birka Cruises (and, of course, second name), and I have to say she is a prime example of the livery steadily getting worse. The original was beautiful and vibrant (not to mention the fact it featured the colours of the flag of the Åland islands, a nice touch), the second was already pale and boring compared to that, and the current one is just bland. See for yourself below.

The photos here were taken on 13 April 2018 from onboard the Mariella, showing the Birka Stockholm arriving in Stockholm. As always, click on the images to see them in larger size.

At this point the spring was still so early there was no foliage. Today looks rather different.
But as for the livery of the ship... so bland. What were they thinking?
Interestingly enough, this is the first time in the company's history they have the company name painted on the side. In the past, they have had either no text there, or the ship's name in large letters.
As the ship is being marketed sinply as the Birka, it wouldn't be a bad idea to revive the practice of painting only the ship's name (or in this case, the marketing name) on the side.
Still, she's certainly photogenic with the Stockholm skyline in the background.
Kships will return

10 May 2018

Norwegian Bliss interiors, decks 5-7

Welcome, everyone, to the grande finale of the Norwegian Bliss interior tour, where we look at the three bottom-most passenger decks: five, six and seven.

For decks 8-14, see this entry.
For decks 15-20, see this entry.

Norwegian Bliss

IMO 9751509
Built 2018, Meyer Werft Papenburg, Germany
Tonnage 168 028 GT
Length 333,46 m
Width 41,50 m
Draugth 9,00 m
4 004 passengers (lower berths)
5 MAN B&W diesels, combined 43 200 kW
2 azipods
3 bow thrusters
Service speed 23,2 knots

Photos taken on 20 and 21 April 2018.

Deck 7 is given over solely to public rooms.

The Bliss Theater extends down to deck 6, but is only accessible from deck 7. To be honest, I thought this venue could have been better - it was difficult to see the stage if there were people sitting in front of you (and I'm a tall guy, so this is rarely a problem for me - but it was here). Furthermore, music from the  Q Texas Smokehouse, located below the theater, could clearly be heard at least in back rows - less than nice when listening to a musical.
The elevator lobbies are impressive - but also big enough for it to be difficult to notice that a lift has arrived if you're standing in one end of the lobby and the lift is in the other.
Next up, we have The Local Bar and Grill, which replaces O'Sheehans on the previous ships (I'm surprised they kept the name of the former CEO in for the venue this long, to be honest).
Futher aft, we have the ridiculously large Casino complex that fills about a third of the deck. Personally, I've never understood the appeal of Las Vegasian casinos (and on all my cruises they've been mostly empty), but maybe I'm just too European to appriciate them.
The Skyline Bar is a continuation of the Casino complex, but has a near Art Deco -inspired looks, tying itself to the next public room...
...which is The Manhattan Room, located right aft. To me, the venue feels like a relic of the traditional main dining room and doesn't perhaps quite fit in with the rest of the ship. Here's the entrance...
...and here's the actual dining area.
Deck 6 is, like the deck above, dedicated solely to public rooms.

The Q Texas Smokehouse is, as the name suggests, a Texan-style smokehouse, but with added live music. It replaces The Supper Club from previous Breakway Plus -class ships.
Going aft, we next have the Atrium, which has also been redesigned from the older members of the class, and now features a dedicated Starbucks Café. Which I didn't photograph, as it was always too busy.
Next on the port side is the Social Comedy & Night Club...
...which, for some reason, has two side rooms in completely different style: this 1970s meets a gothic cathedral -style room...
...and this more refined library-like space.
On the starboard side, meanwhile, we have Coco's café and chocolatier, a new venue added on the Norwegian Bliss. Adjacent to it is the Teppanyaki Japanese restaurant, but the doors to that one were closed whenever i tried to go and photograph it so I can't show it to you.
Finally, we have the twin dining rooms of Taste and Savor aft (or at least as aft as the public rooms go).These are identical except for the colour scheme, but being smart I didn't write down which is which. I think this is Savor, but there is a 50% chance I'm wrong.
But if I am right, then this is Taste.
Deck 5 is the bottom-most passenger accessible deck. It has cabins forward, followed by public rooms for children and teenagers aft. Personally, I was a bit surprised that these were hidden so far down on a ship aimed at least in part at families. It was also odd that none of the public rooms here had windows - at least my son loves to stare at the ocean, so I would think windows in the kid's rooms would be a given.

The first kid's room is Guppies, meant or the smallest children. The bubbles are a fun idea, but why are they so high that no toddler can actually see through them? At toddler level, the room is actually a bit boring as far as the decor goes.
Next, we have the Splash Academy, which is actually a huge complex - I was sure I would get lost when walking in. It was also the space that I liked most of all public rooms onboard in terms of decor. Not sure what that says about me (especially as my experience on the Crystal Symphony was similar - except there my fave was the teen's room).
Next aft, we have the video arcade. Unfortunately I didn't have time to sample the games.
And finally, the Entourage teen's lounge.
Which brings this tour of the Norwegian Bliss to an end. The ship can really be summed up as a high-density ship for the mass market (even if NCL are selling it as a premium product due to it being almost all-inclusive). There is so much to see that you definately won't get bored, although keeping track of all the options can be a challenge - this is especially true for the dining rooms, as it's surprising difficult to find out which restaurants are included in the cruise fare and which are not, and which ones require a reservation and which ones do not.

NCL have done great work with reconnecting their guests to the ocean with The Waterfront and the extremely impressive Observation Lounge, but to me these felt a bit like half measures - especially on the lower public rooms decks (particularly the ones covered here) windows were few and far between. You still have to actively go to a venue which gives you a connection to the world outside, rather than it being a constantly present backdrop (as it is on some of my favourite ships). Of course, this is a matter of personal preference and I'm sure that the Norwegian Bliss' passengers will be more than pleased with her.

Kships will return, but with what I can't yet say.

02 May 2018

Norwegian Bliss interiors: decks 8-14

As I'm writing this, the Norwegian Bliss is en-route from Halifax to New York, due to arrive in the latter port tomorrow for the first time. So this is a good time to take a second look at the ships' interiors, covering decks 14 through eight. Admittedly, since we're only covering the public rooms, this means all but one picture is actually from Deck 8 - but that more than makes up for this entry, as there are 14 public rooms plus associated outdoors spaces on that deck alone.

For decks 15-20, see this entry.

Norwegian Bliss

IMO 9751509
Built 2018, Meyer Werft Papenburg, Germany
Tonnage 168 028 GT
Length 333,46 m
Width 41,50 m
Draugth 9,00 m
4 004 passengers (lower berths)
5 MAN B&W diesels, combined 43 200 kW
2 azipods
3 bow thrusters
Service speed 23,2 knots

The data above is hopefully correct, different sources unfortunately give conflicing figures. All photos taken on 20 April 2018.

Deck 14 is given over exclusively to cabins.

Deck 13 is similarly a cabins only deck.

Deck 12 is another cabins deck, featuring both regular cabins and NCL's speciality studio cabins, designed for solo travellers.

Deck 11 has more regular and studio cabins, as well as the Studio Lounge, exclusively for the use of passengers in the studio cabins. (I'm not 100% certain about which deck the studio lounge was on - I didn't mark it down on my notes and it doesn't appear in the deck plans for some reason).

The studio cabins are a fantastic invention from NCL, and one I would love to see on other ships too (with or without the exclusive lounge).

Deck 10 has, surprise surprise, more cabins, both studio and regular.

Deck 9 is another cabin deck, this time only regular cabins.

Deck 8 has some cabins forward, but most of the deck is given over to public rooms. It also features The Waterfront, NCL's contemporary take on an outdoors promenade.

The District Brew House, flanking the forward staircase to the port, serves 24 beers on tap and more than 50 bottled beers.
Mirroring District Brew House on the starboard side is Food Republic, serving different types of foods from all over the world.
Moving towards the stern, we have The Cellars Wine Bar on the port side of the central corridor...
...behind which is La Cucina Italian restaurant...
...which, like all dining venues on the deck, has outdoors seating on The Waterfront.
Across from the above on the starboard side of the ship is The Cavern Club...
...which also has Waterfront seating. The brick walls on a ship look particularly incongruous on the outer deck.
Further aft from The Cavern were have Maltings Whiskey Bar, aft of which is The Humidor Cigar Lounge (which I didn't photograph).
Next on the port side we have the Sugarcane Mojito Bar, just off the three-deck high 678 Ocean Place three-storey atrium.
On the starboard side is the Ocean Blue seafood restaurant...
...which naturally comes with waterfront seating.
Somewhat oddly, large tracts on indoors areas on the deck are given over to the large tex-free shops but, since this is the deck with The Waterfront, these are flanked with outdoors seating not associated with any indoors space.
Further aft, we The Bake Shop and Dolce Gelato ice cream stand are found on the starboard side. These have only outdoors seating as far as I could make out.
Right aft, we have two speciality restaurants: port is Cagney's Steakhouse, where "steak is the standard".
Naturally, Cagney's comes with Waterfront seating.
Mirroring Cagney's on the starboard side is Los Lobos Mexican restaurant, which replaces the Moderno Churrascaria found on the previous Breakaway and Breakaway Plus -class ships built for the western markets. It is not an all-new restaurant, as a Los Lobos already exists on the Norwegian Dawn.
And of course, Los Lobos also has Waterfront seating.
Next time, we will look at the Norwegian Bliss' remaining passenger decks: five, six and seven. Meanwhile, if you want more, go back to last week's entry on decks 15-20.