Corinthian in Helsinki, 27 August 2015

Corinthian

IMO 8708672
Name history: Renaissance Four, Clelia II, Orion II, Corinthian
Built 1990, Cantieri Navali Ferrari La Spezia, Italy
Tonnage 4 077 GT
Length 88,32 m
Width 15,31 m
Draugth 4,00 m
98 passengers
2 MAN-B&W diesels, combined 5 040 kW
2 propellers
1 bow thruster
Speed 15 knots

The Corinthian was originally the Renaissance Four, the last in a series of four identical cruise ships built for Renaissance Cruises, a company originally owned by Norway's shipping giant Fearnley & Eger (there was also a second series of four similar, but not identical, ships from a different yard, the Renaissance Five through Eight). The early Renaissance Cruises ships always have a special place in my heart, as when I was a young ship enthusiast they were very often in Helsinki harbour, thanks to their small size usually moored at a prominent place near the Market Square (at a quay that is no longer used by cruise ships). Some of my earliest photos of actual cruise ships are of the Renaissance ships, and I really should one day share them with you (even though the image quality is terrible).

Anyway, I ought to maybe look quickly at the history of the ship. As said, she was completed in 1990 as the last of Renaissance Cruises initial quartet of ships from Cantieri Navali Ferrari in Italy. Renaissance Cruises' original owner Fearnley & Eger went bankrupt already in 1991, but the company quickly passed to a new company formed by the American businessman Edward Rudner and the Cameli Group of Italy. In 1996 Renaissance Cruises ordered the first ships of its next, larger series, the R-class. This meant the older ships would be disposed of. The Renaissance Four was the first to go; she was sold already in 1996, becoming the Clelia II for Greenwich Shipmanagement & Brokerage, but reportedly used by a Greek company. Later during her career as the Clelia II she sailed for the US-based Travel Dynamics International.

In 2011, the Clelia II was sold the Australia-based Orion Expedition Cruises, who renamed the ship Orion II. This was to be only a short detour, as at the end of 2012 the ship passed to the US-based Grand Circle Cruise Line, who renamed her Corinthian. To the best of my knowledge, the ship remains in service with the GCCL at the time of writing.

The photographs below show the Corinthian passing through the Kustaanmiekka Strait shortly after departing Helsinki Eteläsatama (South Harbour) in the afternoon of 27 August 2015. Photographed from Kustaanmiekka. As per the usual, click on the images to see them in larger size.

Small ships are always a bit of a challenge to photograph, especially if then come in right after a larger one, as they would really require a somewhat different vantage point.

I can't help thinking the ship would benifit from a different livery. Maybe a white hull with the intendations on the supetstructure painted dark, like on the Ponant newbuildings.

Is it just me, or does the ship actually look better from an aft view?

Next time: If I find enough time to publish a larger bunch, I think it's time for an interior photo set again - maybe from the Silja Symphony to go with last months' Silja Serenade interior set. If I don't have time for a big set, then probably the Finnish border patrol vessel Turva.

Prinsendam in Helsinki, 27 August 2015

Prinsendam

IMO 8700280
Name history: Royal Viking Sun, Seabourn Sun, Prinsendam
Built 1988, Wärtsilä Marine Turku New Shipyard, Finland
Tonnage 37 983 GT
Length 205,50 m
Width 28,90 m
Draugth 7,20 m
840 passengers
4 Wärtsilä-Sulzer diesels, combined 21 120 kW
2 propellers
2 bow thrusters
Speed 22 knots

Holland America Line's Prinsendam remains one of my favourite ships in terms of exterior design. So here's some more photos of her, taken as she passes through the Kustaanmiekka strait on the afternoon of 27 August 2015. For a brief history of the ship, see this enty on her. And as per the usual, click on the images to see the ship in larger size.

In addition to the ship herself looking great, the black-hulled livery rather superb.

Dynamic.

After complimenting her looks, I have to say the additions to her aft superstucture do not improve her looks at all.

Baltic Queen in Helsinki, 22 January 2016

Since I took these pictures of the Silja Europa three years back, I've been on the lookout for good weather at the same time of the month to get more photos in the same vein. 2014 never gave me the weather needed, in 2015 sunny days arrived too late... but today in 2016 was perfect, resulting in images that are arguably better than the Silja Europa ones from three years ago.

Baltic Queen

IMO 9443255
Built 2009, STX Europe Rauma, Finland
Tonnage 48 915 GT
Length 212,10 m
Width 29,00 m
Draught 6,42 m
Ice class 1A Super
2 800 passengers
2 500 berths
600 cars
1 130 lanemeters
4 Wärtsilä diesels, combined 32 000 kW
2 propellers
2 bow thrusters
Speed 24,5 knots

Nothing new to say about the Baltic Queen, really. Her history is quite succint: she was delivered in 2009 for the Tallinn-Stockholm run, on which she stayed (excepting occasional deputising on the Turku-Stockholm route) until 2014, when she moved to the Helsinki-Tallinn 22 hour cruise circuit, replacing the Silja Europa. The latter ship is due to return to the Tallink fleet, and the Helsinki-Tallinn route, later this spring, but she will joint the route as a fouth vessel and as such will not be replacing the Baltic Queen.

The photographs below show the Baltic Queen arriving at Helsinki Länsisatama (West Harbour) on the afternoon of 22 January 2016. Photographed from Hernesaari. Click on the images to see them in larger size.

Peeking from behind Pihlajasaari.

The Baltic Queen's livery is my personal favourite of the Galaxy-class. The added blue and orange stripes really improve the ship's looks compared to the Baltic Princess.

Not only did we have ice and a neat sunset, but also a decent amount of sea smoke.

The columns of water vapour were really quite magical.

A lightly different point of view.

Then the ship moved a bit further from the sun and the whole colour palette changed.

Ice ice baby.

I love how you can see the livery, just in different shades from normal.

Next time: I'll do my best to make the next update next week, but after the recent track record I'm not making any promises on what it will be about.

Polaris in Helsinki, 9 January 2016

I know I've been promising to do an entry about the Princess Anastasia for some time, but this is not it either. I looked at the summery photos of her and then the showy landscape outside, and decided we should have some wintery pictures instead. So here is the under-construction new Finnish icebreaker Polaris.

Polaris

IMO 9734161
Built 2016, Arctech Helsinki Shipyard, Finland
Tonnage c. 10 000 GT
Length 110,00 m
Width 24,00 m
Draugth 8,00 m
24 crew
4 Wärtsilä diesels, combined 21 000 kW
3 azipods (two stern, one bow)
Speed 16 knots

The Polaris is – or more accurately, will be – the first icebreaker built for Finland during the 21st century. Her genesis was somewhat complex: in 2012, the Finnish parliament allocated funds for the construction of a new icebreaker designed specifically for icebreaking on the Baltic Sea (instead of a multipurpose unit designed as a combination icebreaker-oil drilling supply vessel like the three Finnish icebreakers built during the 1990s), that would also be equipped as an oil spill combat vessel. Furthermore, it was decided that the new icebreaker would be owned by the Finnish Transport Agency (Liikennevirasto), with the idea that her operations could be tendered and thus the costs of icebreaking diminished from the current situation, where the state-owned Arctia Shipping holds a virtual monopoly in providing icebreakers. There were also claims the arrangement came about due to ideological reasons, as a means to stop the new icebreaker from being used as a support vessel for oil drilling in the arctic areas – at the time, the ministers in charge of state companies and transport were Heidi Hautala of the Green Party and Merja Kyllönen of the Left Alliance, respective, and both their parties were opposed to the use of Finnish ships in this use.

Regardless, in November 2013 Arctech Helsinki Shipyard was awarded the contract for building the new icebreaker. Then, just three days later, the contract was withdrawn, as it turned out the shipyard did not have nescessary during-construction funding. A second round of tenders was arranged, in which Arctech again emerged victorious in January 2014. Subsequently, political turmoil in the Finnish parliament resulted in both the Green Party and Left Alliance leaving the cabinet coalition during 2014. The duties of the ministers in charge of state companies and transport were now assured by Sirpa Paatero of the Social Democratic Party and Paula Risikko of the National Coalition, respectively. The new ministers decided that ownership of icebreakers was not a part of the Finnish Transport Agency's portfolio, and the Agency was adviced to seek a buyer for the under-construction icebreaker in early 2015. In March, an agreement was signed to sell the new icebreaker to Arctia Shipping immediately following delivery.

These complex machinations aside, the ship's keel was laid on 4 March 2015, which also happened to be 150th anniversary of the shipyard. She was named Polaris on 11 December 2015 by Paula Risikko (now the Second Deputy Speaker of the Parliament of Finland). The name, a departure from both the tradition of giving icebreakers Finnish-language names and the -ica suffixed names of the multipurpose icebreakers, was chosen by public competition (personally, I suggested the traditional Finnish-language names Tarmo ["vigour"] and Murtaja ["breaker"], but apparently such names will not return). The ship was floated out on 3 January 2016 and will be delivered during the coming months.

The photographs below show the Polaris at the outfitting quay of Arctech Helsinki Shipyard on the afternoon of 9 January 2016 (yes, afternoon. You wouldn't believe how early it gets dark in Finland during the winter). Click on the images to see them in larger size.

A close-up view. The asymmetric bridge means the ship needs less crew to operate her than would otherwise be the case.

An overview of the shipyard area with the Polaris. I must say the personally I think the name is a bit unfortunate - especially as the ship is specifically designed for the Baltic Sea, not the Polar areas. The genral opinion seems to be that she would have been better off with a traditional Finnish-language name.

Hey, I did include the promised Princess Anastasia in this entry, as that's her in the background.

Next time: Judging from the recent track record, I shouldn't make any promises. Possible either photos of the float-out of the Mein Schiff 5, or something (such as the Princess Anastasia) from last summer.

New book with an article from me: Perspectives on the Development of Cruise Travel

Today, I received my author's copies of the 2015 yearbook of the Forum Marinum maritime museum. Last year, they ran an exhibition on the development on cruising in Finland. As I had researched the subject for my Master's Thesis, I helped gather material for the exhibition and to provided an article for the yearbook. (The exhibit is actually still open for two days, until 10 January, if anyone reading hasn't yet visited and can make it to Turku, Finland by Sunday).

Perspectives on the Development of Cruise Travel has numerous articles about both proper cruising and ferry cruising in the Finnish context.

My contribution to the book is essentially an abbreviated version of my master's thesis, outlining the attempts by the Finnish shipping companies Finnlines and Effoa to run proper cruises on both the Finnish and international market between the years 1965 and 1980. In addition to covering the realised cruise service (cruise service with the Nili, Finnpartner, Bore Star and Finnstar by Finnlines, as well as the Ilmatar and Regina by Effoa), the article also looks at the abortive cruise attempts of the era, such as Finnlines' unrealised Finncruiser newbuilding project, which served as a template for the first-generation newbuildings of Royal Caribbean Cruise Line and Royal Viking Line.

There are seven other articles in the book, on a wide variety of subjects related to cruising in the Finnish context. These range from a look at the development on passenger ship interiors to a travelogue from a cruise with the most successful Finnish cruise ship of all time, the Kristina Regina. Personally, I find Pauli Kivistö's article on the cruise operations of Rederi Ab Sally particularly interesting (and also a perfect companion piece to my own article).

Perspectives on the Development of Cruise Travel is 180 pages, with trilingual text in Finnish, Swedish and English. The book is limited edition and should be available to buy from both Forum Marinum's physical museum shop, as well as the webshop of Trafiikki museums (though it does not appear to be available on the latter website yet).