Concept for a dedicated Polar cruisehip newbuild. Because the ship would always be
operating over the Polar summer months, Mr Vocke said that the need for winterisation characteristics was limited. However, he added that thought was being given to limiting ice-gathering on aspects of the ship’s exterior superstructure. Mr Vocke said that the design for the
new ship envisaged a mechanical podded propulsion system, also strengthened in its shell to DNV Ice Class 05. Again, he said that a double hull would
Lay-out for the proposed Polar Cruise Enterprises ship. He said that most of the ships being used for
Polar expedition cruises had been converted from ships formerly operating in the Baltic Sea, or were ships designed to operate in open water that had been structurally strengthened. As far as moving astern was concerned, he said that the stern section would be strengthened to DNV Ice Class 05 standard, where the ship was intended for
service in winter ice and no ramming was anticipated. DNV defines Ice Class 05 vessels (and Ice Class 10 and Ice Class 15 ships) as those that are “intended for ice-breaking” but have been “built for another purpose”. Te Polar Cruise vessel will thus be capable of breaking “first year ice with pressure ridges” (DNV definition), according to Mr Vocke of up to 0.5m thickness.
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be added in certain parts of the ship, especially around critical compartments, such as the enginerooms. The ship would also benefit from safe return to port notation, by virtue of its completely redundant enginerooms and separated podded propulsor control. Because of the fragility of the Polar
environments, Mr Vocke added that the ship would certainly benefit from selective catalytic reduction, while water treatment studies were ongoing to determine the best ways of storing grey water to limit the need to pump out contaminated water in sensitive areas. NA
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